374d Hydraulic Excavator

374D NEW PRODUCT INTRODUCTION
TREINAMENTO CORPORATIVO - SOTREQ

Global Manpower Development
374D Hydraulic Excavator

INTRODUCTION
TE

Introduction
Text Reference
Print Instructor Pages Print Participant Pages
© 2010 Caterpillar Inc.

Caterpillar: Confidential Yellow
-2- Introduction
INTRODUCTION
This presentation discusses the major design features and changes, the major
component locations and identification, and the systems operation of the 374D
Hydraulic Excavator.
• 374D is a direct replacement for The 374D Hydraulic Excavator is a direct replacement for the 365C Hydraulic
the 365C Excavator. The 374D is similar in appearance to the 365C. The operator station
and controls are also similar to those for the 365C.
• C15 ACERT with MEUI fuel The 374D Hydraulic Excavator is powered by the C15 ACERT™ (Advanced
system Combustion Emissions Reduction Technology) electronic engine, which is equipped
with a Mechanical Electronic Unit Injection (MEUI) fuel system and an Air to Air
• 355 kW net (476 net horsepower) AfterCooler (ATAAC) intake air system. This engine is electronically controlled
using a fuel cooled A4:E4 Electronic Control Module (ECM). The C15 engine is an
• Meets US EPA Tier III and EU in-line six-cylinder arrangement with a displacement of 15 liters. The C15 is rated
Stage III emissions regulations at 355 kW net (476 net horsepower) at 1800 rpm and meets the U.S.
Environmental Protection Agency (EPA) Tier III Emissions Regulations for North
America and Stage III European Emissions Regulations.
-3- Introduction
Other upgrades to the machine’s standard features include:

• Improved track links (PPR2)
• Cast idlers
• Improved carrier rollers for the undercarriage
• Heavier counterweight
• Improvements to boom and stick structures
• A 10% increase in the size of the stick and bucket cylinders
• Improved boom and stick regeneration valves
• A 5% increase in swing torque
• A new swing drive and swivel
• Improved travel motors
The 374D Hydraulic Excavator comes Product Link ready from the factory and it
can be equipped with the AccuGrade Gen2 system, and a position-sensing bucket
cylinder.
The 374D serial number prefixes covered in this presentation are PAP, PAX, and
PJA.
-4- Introduction
374D Similarities & Differences

FEATURE SAME SIMILAR DIFFERENT
Machine Appearance
Operator’s Station
Engine
Cooling System
Implement Hydraulic System
Monitoring System
Maintenance Items
Tool Control System
Machine ECM
Travel System
Undercarriage
Swing System
The chart above displays the similarities and differences between the 374D and the
365C hydraulic excavator. A brief listing of these similarities and differences are:
• Machine Appearance: The trade dress for the 374D has been
updated, wider catwalks are standard on both sides of the machine, and
an optional rear view camera system (WAVS) that displays through the
monitor is also available. A heavier counterweight is also standard.
• Operator’s Station: A wider seat with adjustable lumbar support and
increased console adjustment helps reduce operator fatigue. Improved
implement joysticks have a shorter stroke and require less effort to
operate. An optional seat heater is available.
• Engine: The C15 ACERT engine horsepower rating has been
increased by 18% to 355 kW (476 horsepower).
• Cooling System: The hydraulic demand fan is available with an
optional reversing fan as an attachment.
• Implement Hydraulic System: New electronic boom and stick
regeneration valves improve cycle times and decrease fuel
consumption. The size of the bucket and stick cylinders have been
increased by 10+% for increased dig forces, and the flow and pressure
from the main hydraulic pumps have been increased accordingly.
A new swing drive with a 5% increase in swing torque adds to the
improvements in productivity. (The boom, stick, and other structures
have heavier reinforcements that accompany the increase in hydraulic
power.) A new load sensing signal relief valve and the electronic boom
regeneration valve help increase fuel efficiency during “boom down”
operation.
-5- Introduction
• Monitoring System: The 374D uses the same monitoring system as

the 365C, but the new (optional) rear view camera displays through
the monitor screen. The monitor provides fluid level checks upon
start-up, lists upcoming service intervals, and displays real-time fuel
consumption.
• Maintenance Items: A 24V worklight receptacle and electric fuel
priming pump in the air filter and battery compartment will help when
performing maintenance procedures. New 500mm wide catwalks on
either side of the machine enhance the safety of maintenance work.
• Undercarriage: Track gauge has increased to 3403 mm (134 in.),
which gives the 374D greater stability. The cast idlers and the PPR2
track links improve the undercarriage life.
• Swing System: The swing system torque has been increased by
approximately 6% and the swivel is now installed upside down from the
previous models. This improvement gives the swing system the ability
to move a larger bucket faster.
-6- Introduction
MAIN HYDRAULIC SYSTEM

(13)
Bucket
Cylinder
(10) (09)
(11) (12)
(15) Left Swing Right Swing
Left Travel Right Travel
(14) Boom Motor & Motor &
Motor Motor
Stick Cylinders Control Valve Brake Control
Cylinder
(05)
Main Hydraulic Control Valve
Boom : Stick : Bucket : Travel : Attach.
(07) (02) (03) (04) (01) Main

(06) (08)
Cooling Pilot Fan Swing Engine Hydraulic
Pilot Fan
& Return Pump Pump Pump Pumps
Manifold Motor
System
(16) Hydraulic Tank
MAIN HYDRAULIC SYSTEM

The hydraulic systems on the 374D Hydraulic Excavator are nearly the same as
those as its predecessor, the 365C. Some improvements to the boom and stick
regeneration valves have been made, a new electronic load sensing signal relief
valve has replaced the high/low signal relief valve, the bucket and stick cylinder
sizes have increased by 10%, and oil flow from the main implement hydraulic pumps
has increased to reflect the increase in cylinder sizes and to improve cycle times.
• 374D is operated and controlled The 374D Hydraulic Excavator is operated and controlled by the following six major
by six major systems: systems.
• Main hydraulic system • The main hydraulic system controls the implements, attachments, and
travel motors.
• Swing hydraulic system • The swing hydraulic system controls the swing motors.
• The pilot hydraulic system supplies oil to the main hydraulic pumps and
• Pilot hydraulic system the swing pump for pump control strategies. Pilot oil is also provided to
the swing motor control valve, the swing brake valve, and the implement
• Hydraulic demand fan system control circuits through the pilot manifold.
• The fan pump provides oil for the operation of the fan motor.
• Return oil system • The return oil system directs return oil from the implements to the
hydraulic oil tank, via the return oil filters, while the oil from the fan
• Electronic control system motor is directed through the hydraulic oil cooler to the tank.
• The electronic control system strategies control the outputs of the
hydraulic pumps.
-7- Introduction
• PPPC implement system The Proportional Priority Pressure Compensated (PPPC) implement hydraulic
comprised of variable system delivers oil from the front and the rear main hydraulic pumps to the main
displacement piston (main) hydraulic control valve in order to control the bucket cylinder, the stick cylinder, the
pumps, main control valve, boom cylinders, the left travel motor, the right travel motor, and any attachments that
implement cylinders, travel may be installed on the machine. The front pump and the rear pump are variable
motors, and attachments. displacement piston pumps and are tandem mounted to the rear of the engine. (The
pump closest to the engine is the front pump.) Their oil delivery is combined at the
center manifold of the main control valve.
• Pump stack contains the swing The swing pump, the fan pump, and the pilot pump are stacked together and are
pump, fan pump, and pilot pump. mechanically connected. The swing pump is a variable displacement piston pump
and it is mechanically connected to the engine flywheel, via a reduction unit, that is
• Swing pump is a variable also mounted to the rear of the engine. The swing pump delivers oil to the left swing
displacement piston pump and motor and the right swing motor through the swing control valve (installed on the left
directs oil to the two swing swing motor). Pilot pressure oil is also used to control the flow of oil from the swing
motors (L & R). pump via the solenoid controlled swing pump regulator.
• Fan pump is a variable The fan pump drives the hydraulic cooling fan motor. The fan pump is a variable
displacement piston pump displacement piston pump. When the hydraulic oil temperature and/or engine coolant
that provides oil to the piston temperature changes, the Machine ECM sends an electrical signal to the solenoid
type fan motor (with optional operated pump control valve that is mounted to the fan pump. The operation of the
reversing valve). fan pump control valve varies the flow of oil from the pump in proportion to the
change in oil and/or coolant temperature. The change in oil flow from the fan pump
causes the rotational speed of the fan motor to vary accordingly. (The fan system can
also include an optional fan reversing valve.)
• Pilot pump is a gear pump that The pilot pump is mounted to and driven by a mechanical connection to the fan
delivers oil to the pilot manifold, pump. The pilot pump delivers oil to the pilot manifold, which contains the pilot relief
and to the swing and main pump valve. The pilot relief valve determines the pressure of the pilot oil throughout the
regulators (for control purposes). pilot oil system. The pilot pressure oil from the pilot manifold is used to control the
operation of the implement control valves, the swing control valve, and the swing
• Pilot manifold delivers oil to the brake.
main implement control valve, When a joystick, a lever, or a pedal is activated, electrical signals from those control
the swing control valve, and the sensors activate the proportional valves at the end of each corresponding implement
swing brake. valve spool in the main control valve, or the proportional valve at the end of the valve
spool in the swing control valve through the swivel.
• Main valve spools are moved by
draining oil pressure from one When a proportional valve at one end of a valve spool is energized, the pilot oil
end of the control valve spool. pressure at that end of the valve spool drains to the hydraulic tank. The pilot pressure
at the other end of the valve spool forces the valve spool toward the energized
• Control valve spool shifts, high proportional valve. When the valve spool shifts, high pressure oil is delivered from
pressure pump oil is delivered to either the main hydraulic pump or the swing pump to the respective cylinders and/
cylinders and motors. or motors.
• Main implement pumps are Pilot pressure oil is used to control the main hydraulic pump regulators in the
controlled using pilot oil, power STANDBY condition, and is also used by a power shift solenoid valve as signal oil to
shift pressure (pilot) oil, and load further control pump flow of the main hydraulic pumps, based upon engine speed
sensing signal. and the operator’s requests of the machine (travel mode or work mode). Both pilot oil
pressure and power shift pressure, along with a load sensing signal from the main
• Pump regulators control the control valve, is directed to the main pump regulators and adjusts pump output flow
main pump oil flow by balancing according to the load on the system and to maintain the stability of the engine.
the implement system load and Further information regarding all of these hydraulic systems will be discussed in
the engine load, which ensures greater detail in subsequent modules of this training package.
engine stability and optimum
system pressure.
-8- Introduction
ELECTRONIC CONTROL SYSTEM

(04) (05) (06) (07)
Operator Attachment Machine D-Series
Controls Machine ECM ECM Monitor
(08)
Machine
Status
(02) Inputs
CAN 2 Data Link
(01) CAN 1 Data Link

(03) Cat Data Link
(10)
Product
Link ECM
PL121SR
(09)
Engine ECM
(12)
Switch
Panel CAT ET
ECM
(11) (13)
Gateway CAT ET
Worldview ECM (12)
PL300 Comm
Adapter II
ELECTRONIC CONTROL SYSTEM

• 374D electronic control system The Electronic Control System controls many of the functions of the 374D Hydraulic
is similar to the 365C and to the Excavator and is mostly unchanged from the 365C and is similar to that used for the
smaller 300D Series machines smaller 300D Series excavators. The exceptions to this statement are that due to the
(except for the negative flow electro-hydraulic control strategy on the 374D, an Attachment Machine ECM is
control strategies of the smaller present in the system. Also, the PPPC hydraulic system requires different control
machines). strategies than the negative flow control strategies of the smaller machines.
• 374D electronic control system The 374D electronic control system uses three data links to communicate:
contains three data links:
• The Engine ECM (09), the Machine ECM (06), the Attachment Machine
ECM (05), the Monitor (08), Cat ET (13), the optional Product Link ECM
1. CAN 1 Data Link (10), and the Gateway WorldView ECM (11) all communicate with each
other via the Cat Data Link (03).
2. CAN 2 Data Link
• The soft switch panel (12) communicates with the Machine ECM (06)
and the Monitor (07) on the CAN 1 Data Link (01). (The switch panel is
3. Cat Data Link not connected to the Cat Data Link.)
• The Machine ECM (06) communicates with the Attachment Machine
ECM (05) through the dedicated CAN 2 Data Link (02).
• Cat ET uses Cat Data Link Cat ET (13) is used to diagnose system problems via the Cat Data Link (03) and also
for diagnostics and flashing to flash (program) software into the ECMs. In most cases, Machine control input
(programming) ECMs. components (08) send signals to the Machine ECM (06), and machine control output
components are controlled by both the Machine ECM (06) and the Attachment
Machine ECM (05).
-9- Introduction
• Machine status inputs directly Machine system status input components (08), such as the hydraulic oil temperature
feed the monitor, which shares sender, the engine oil level switch, the fuel level sensor, and the engine coolant
the data with other ECMs through temperature sensor communicate directly with the Monitor (07) which displays the
the datalinks. status of these components and also shares that information with the appropriate
ECMs via the data links.
• Most machine electrical Most (standard) machine electrical inputs and outputs for machine control, such as
component inputs and outputs boom, swing, stick, bucket, travel, and one attachment, are handled by the Machine
controlled by Machine ECM. ECM (06). Further dealer added or customer added electronically controlled
attachments and/or any medium pressure attachments are controlled by the
• Medium pressure and dealer or Attachment Machine ECM (05).
customer added attachments NOTE: The optional Work Area Vision System (WAVS) rear-view camera system
are controlled by Attachment image now displays on the monitor screen when the operator selects that mode
Machine ECM. from the monitor.
NOTE: The Gateway WorldView ECM or PL300 Network Adapter is the hardware
that enables Health Watch on Caterpillar Machines equipped with Caterpillar
Electronic Control Modules (ECMs). In addition, the four switch channels can be
used on any machine, Cat or non-Cat, to monitor on board switches. It should
also be noted that PL121 must be installed and used in combination with PL300
to enable Health Watch subscriptions. PL321 is a combination of the PL300
Network Adapter and the PL121SR Radio. For some markets, factory installed
standardization goes into effect for Product Link. PL321 will be listed as a
“required optional attachment.”
Health Watch provides:

• Event and Diagnostic Codes, History, and Alerts
• Event and Diagnostic Code Troubleshooting Procedures
• Fuel Level, History, and Alerts
• Fuel Used, History, and Graphic Display
• Refueling History
• Four Digital Switch Channels
-10- Introduction
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MACHINE WALKAROUND
The 374D hydraulic excavator has been designed for fast, easy service with extended
service intervals, advanced filtration, convenient filter access, and user-friendly
electronic diagnostics for increased productivity and reduced maintenance costs.
The hydraulic system and component locations have been designed to provide a
high level of system efficiency. The main pumps, control valves, and hydraulic tank
are located close together to allow for shorter tubes and lines between components
which reduces friction loss and pressure drops in the lines. This design reduces
engine compartment heat and sound being transmitted to the operator. The machine
left side compartments and components shown above include:
1. Bucket
2. Quick Coupler
3. Stick
4. Boom
5. Operator compartment
6. Electrical and ECM compartment
7. Air Filter and battery compartment
8. Engine compartment
9. Radiator and cooler compartment
10. Ground level shutdown switch

Operator’s Station
TREINAMENTO CORPORATIVO - Contagem - MG
by Ronald

Module 1 - Operator’s Station
Text Reference

-12- Module 1 - Operator’s Station
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• Electro-hydraulic strategy uses The 374D Hydraulic Excavator uses an electro-hydraulic strategy for controlling
PWM sensors connected to machine functions. Each lever, pedal, or joystick operates a position sensor(s) that
levers, pedals, and joysticks to send PWM signals to the Machine ECM. The Machine ECM then sends a proportional
control machine functions. current to the corresponding control valve solenoid in order to control that function.
1. LEFT joystick controls STICK Moving the left joystick (01) FORWARD or REARWARD controls STICK OUT and
IN/STICK OUT and SWING LEFT/ STICK IN, respectively, via signals from the joystick’s Y-axis sensor. Moving the left
SWING RIGHT (SAE pattern) joystick LEFT and RIGHT controls SWING LEFT and SWING RIGHT, respectively,
via signals from the joystick’s X-axis sensor (SAE excavator pattern). The stick and
swing functions are placed in HOLD when the joystick is centered by its springs.
2. Auxiliary tool or attachment Depressing the top of the Work Tool Control (or Attachment Control) pedal (2)
control pedal activates the work tool or attachment that is installed on the machine and selected
on the monitor
3. Left travel pedal controls left The left travel pedal (03) and the left travel lever (04) are both connected to the left
track FWD & REV. travel sensor. Depressing the top of the pedal or moving the lever forward causes
the left track to rotate in the FORWARD direction via signals from the left travel
4. Left travel lever controls left sensor. Depressing the bottom of the pedal or moving the lever rearward causes the
track FWD & REV. left track to rotate in the REVERSE direction via PWM signals from the left travel
sensor.

5. Right travel lever controls right The right travel lever (05) and the right travel pedal (06) are both connected to the
track FWD & REV. right travel sensor. Depressing the top of the pedal or moving the lever forward
causes the right track to rotate in the FORWARD direction via signals from the right
6. Right travel pedal controls right travel sensor. Depressing the bottom of the pedal or moving the lever rearward
track FWD & REV. causes the right track to rotate in the REVERSE direction via PWM signals from the
right travel sensor.
7. Straight travel pedal controls The straight travel pedal (07) is connected to the straight travel sensor. Depressing
both left and right track FWD & the top of the pedal causes the right track and the left track to rotate in the FORWARD
REV at the same rate of speed. direction at the same rate of speed via PWM signals from the straight travel sensor.
Depressing the bottom of the pedal causes the right track and the left track to rotate
in the REVERSE direction at the same rate of speed via signals from the straight
travel sensor.
8. RIGHT joystick controls BOOM Moving the right joystick (08) FORWARD or REARWARD controls BOOM DOWN
UP/BOOM DOWN and BUCKET and BOOM UP, respectively, via signals from the joystick’s Y-axis sensor. Moving the
CLOSE/BUCKET OPEN (SAE right joystick LEFT and RIGHT controls BUCKET CLOSE and BUCKET OPEN,
pattern). respectively, via signals from the joystick’s X-axis sensor (SAE excavator pattern).
The boom and bucket functions are placed in HOLD when the joystick is centered by
its springs.
9. D-Series Monitor - operational The D-Series monitor (09) provides vital operating and performance information on
and performance information the display screen. The monitor also provides the service technician with diagnostic,
for the operator; fluid and filter configuration, and calibration capabilities, as well as real-time status of most
information for maintenance; electronic devices on the machine. The monitor also displays warning and filter/fluid
diagnostic, configuration, change information. In the KEY ON position, the monitor will momentarily display
and calibration features for level checks of hydraulic oil, engine oil, and engine coolant. The optional Work Area
the service technician. WAVS Vision System (WAVS) rear view camera can now be displayed on the monitor
camera can also be displayed screen.
on screen.
(The monitor and its usage will be discussed in greater detail in another module.)
NOTE: The references in the text above that refer to FORWARD and REVERSE
travel are dependent upon the carbody (upper structure) being properly oriented
above the undercarriage with the operator station over the track idlers and the
drive sprockets at the rear.

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• Left console (01) contains left The left console (01) contains the left joystick (02) and the hydraulic lockout control
joystick (02) and hydraulic (06). The left joystick contains two buttons and a sliding lever to control various
lockout control lever (06). machine functions.
• Work tool control lever (03) -- The sliding lever (03) controls rotation of a (2-way flow) work tool, such as a grapple,
sliding FORWARD rotates work if equipped. Sliding this lever FORWARD (upward) rotates the work tool clockwise.
tool CW; sliding REARWARD Sliding the lever REARWARD (downward) rotates the work tool counterclockwise.
rotates work tool CCW.
• One-Touch Low Idle (AEC) button Pressing the One-Touch Low Idle (AEC) button (04) toggles between approximately
(04) toggles between high-idle 1020 engine rpm and a higher engine speed as specified by the engine speed dial
and engine speed dial setting. control. (This low idle control is in addition to the AEC button on the right joystick and
the AEC button on the soft-switch panel in the right side instrument panel.)
• Horn button (05) The horn button (05) sounds the machine’s forward horn when pressed.
• Hydraulic lockout control (06) The hydraulic lockout control (06) DISABLES the use of all hydraulic functions (boom,
stick, bucket, swing, and travel) by moving the control lever DOWN or rearward to
- DOWN or LOCKED position the LOCKED position (as shown above). The LOCKED position DE-ENERGIZES
DISABLES hydraulic functions the hydraulic activation solenoid valve, which prevents pilot oil from flowing to the
and ENABLES engine starting. implement control valve solenoids. The LOCKED position also ENABLES engine
starting.
- UP or UNLOCKED position
ENABLES hydraulic functions Moving the hydraulic lock lever UP or forward to the UNLOCKED position ENABLES
and DISABLES engine starting. the use of all hydraulic functions by ENERGIZING the implement hydraulic lockout
solenoid valve, which allows pilot oil to flow to the implement control valve solenoids.
The UNLOCKED position also DISABLES engine starting.
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• Right console (01) contains right The right console (01) contains the right joystick (02), the engine speed dial (03), and
joystick (02), engine speed dial the key-start switch (04). The right joystick also contains two buttons and a sliding
(03), and the key-start switch lever to control machine functions.
(04).
• Engine speed dial (03) sets The engine speed dial (03) is used to set engine speed. Rotating the dial left
engine rpm. Rotate CCW (counterclockwise) to the “tortoise” lowers engine speed to LOW IDLE (approximately
(tortoise) for low idle. Rotate CW 900 rpm). Rotating the dial right (clockwise) to the “rabbit” raises engine speed to
(rabbit) for high idle. HIGH IDLE (approximately 1950 rpm).
• Key-start switch (04) has three The key-start switch (04) has three positions. The full left or OFF position (pictured
positions: above) shuts down the engine and shuts off electrical power to the engine and most
- OFF machine systems. The center, or ON position provides electrical power to all machine
- ON electrical systems and allows operation of the engine and machine controls/functions.
- START The far right or START position engages the engine starter.
• Work tool control lever for The sliding lever (05) operates the secondary function of a (two-way flow) work tool
secondary function (05). such as opening or closing a grapple, if the machine is so equipped. Sliding this
FORWARD movement CLOSES lever FORWARD (upward) closes the work tool (grapple). Sliding the lever
work tool. REARWARD REARWARD (downward) opens the work tool (grapple).
movement OPENS work tool.
• Top button (06) activates (one- The top button (06) activates the operation of a (one-way flow) work tool such as a
way flow) work tool (hammer). hammer. Pressing the button once turns ON the work tool (hammer). Pressing the
Press once to turn ON the tool. button a second time turns OFF the work tool (hammer).
Press again to turn OFF the tool.

• Alternate One -Touch Low An alternate One-Touch Low Idle (AEC) button (07) on the right joystick toggles
Idle (AEC) button (07) toggles between approximately 1020 engine rpm and a higher engine speed as specified by
between high-idle and engine the engine speed dial control. (This manual low idle control is in addition to the AEC
speed dial setting (in addition to button on the left joystick and the AEC button on the soft-switch panel in the right
left joystick button and AEC soft side instrument panel.)
switch).
NOTE: The joystick pattern and associated implement functions are described
according to the SAE standards. Optional joystick pattern/implement functions
may be selected using the D-Series monitor.
NOTE: In some markets, the right joystick can also contain a SmartBoom Disable
trigger switch located on the front of the joystick (not pictured). The trigger
switch is used to temporarily override the SmartBoom function, if the machine is
equipped with the SmartBoom option, and if one of the two SmartBoom modes
has been selected using the rocker switch on the right side instrument panel.
Press the trigger switch on the front of the right joystick in order to temporarily
override the SmartBoom function. Release the trigger switch in order to return
to the selected SmartBoom function.
During operation of the SmartBoom, the operator may wish to apply downward
force to the boom. When the rocker switch is in the SmartBoom DOWN position
or the rocker switch is in the SmartBoom UP AND DOWN position, the operator
can disable the SmartBoom function temporarily with the SmartBoom Disable
(trigger) switch. While the trigger switch is depressed, BOOM RAISE and BOOM
LOWER will operate in the normal modes.

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Outboard of the right armrest is the right side instrument panel. The instrument
panel contains the following components and controls:
1. 24V cigar lighter/power supply

2. Soft switch panel
3. Toggle switch and rocker switch panel
4. Heating/Ventilating/Air-Conditioning (HVAC) control panel
5. Two 12V power supply receptacles
6. Radio control panel (beneath the right armrest)

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The soft switch panel includes switches that either turn a function ON/OFF or that
allow the operator to toggle through different modes of the selected function.
1. The Two-Speed Travel switch toggles between low speed and

auto (high/low) speed when pressed. When the “rabbit” indicator
is illuminated, the auto speed function is active. When the tortoise
indicator is lit, the low speed function is active.
2. The Automatic Engine Control (AEC) switch activates the AEC
function that automatically reduces engine speed when there is no
hydraulic demand, which reduces fuel consumption. The AEC function
is automatic at start-up and cannot be completely disabled. The AEC
strategy is outlined below:
• The first stage of the AEC function reduces engine speed by 100
rpm after there has been no hydraulic demand for approximately five
seconds.
• The second stage AEC function reduces engine speed to approximately

1300 rpm after there has been no hydraulic demand for an additional
five seconds.
• Pressing the AEC soft switch disables the second stage AEC function.
• The second stage AEC delay time and engine rpm settings can be
changed using the monitor or Cat ET.

3. The Travel Alarm Cancel switch is a momentary two-position switch

that stops the travel alarm each time the switch is pressed. (The travel
alarm sounds whenever travel is detected.) The travel alarm is activated
each time a travel request is made by the operator.
4. The Gain/Response Control switch allows the operator to adjust

the controllability or sensitivity of the joysticks in order to match the
machine to a particular task. The Gain/Response switch toggles through
three different settings which are displayed on the monitor. At machine
startup, the default joystick response is set to the Normal mode.
• Soft: Pressing the switch once changes the gain/response setting to the
“Soft” mode. This mode slows the movement of boom, stick, work tool/
bucket, and swing in proportion to the amount of joystick movement (as
compared to “Normal” mode).
• Fast: Pressing the switch twice changes the gain/response setting
to the “Fast” mode. This mode reduces the range of fine control and
speeds up the movement of boom, stick, work tool/bucket, and swing
in proportion to the amount of joystick movement (as compared to
“Normal” mode).
• Normal: Pressing the switch a third time returns the gain/response
setting to the “Normal” mode.
• There are five different Gain/Response settings that can be configured
for the three selectable preset modes. The service technician can use
the monitor or Cat ET to change the preset mode settings in order to
meet the needs of the operator.
5. The Work Light switch toggles between the different exterior work light
combinations. Two different work light patterns are available.
• Pattern 1: Pressing the switch once activates the chassis work lights
and the cab work lights.
• Pattern 2: Pressing the switch a second time activates the chassis work
lights, the cab work lights, and the boom work lights.
• OFF: Pressing the switch a third time toggles the work lights to OFF.
• Your machine may be equipped with a lighting system that has a time
delay. If this system is installed, the cab lights will not turn off for a
preset amount of time after you turn the key-start switch to the OFF
position. The service technician can adjust the preset time delay from 0
seconds to 90 seconds using the monitor or Cat ET.
6. The Upper Window Wiper switch cycles through three different wiper
modes and wipers OFF:
• Six second delay: Pressing the switch once will illuminate the left
indicator light (above the switch) and will cause the window wiper to
operate intermittently at six second intervals.
• Three second delay: Pressing the switch a second time will illuminate
the right indicator light (above the switch) and will cause the window
wiper to operate intermittently at three second intervals.
• Continuous operation: Pressing the switch a third time will illuminate
both indicator lights (above the switch) and will cause the window wiper
to operate continuously.
• OFF: Pressing the switch a fourth time will turn the wipers and indicator
lights OFF.

7. The Upper Window Washer switch is an ON/OFF momentary switch

that activates the window washer while depressed. While the switch
is activated, the indicator light will illuminate and washer fluid will
spray from the nozzle. The window wiper will continue to operate for
approximately three seconds after the switch is released and then the
wiper will stop.
8. This soft switch is not used in most marketing areas.
NOTE: The heavy lift feature is not offered on the 374D hydraulic excavator.

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The toggle switch and rocker switch panel is located outboard of the right armrest
and contains a number of switches that control additional machine functions:
1. The Universal Quick Coupler (dedicated wedge-lock) control switch

has three positions:
• Locked: Move the switch to this outboard position during machine
operation in order to keep the quick-coupler wedge LOCKED or
ENGAGED onto the bucket or work tool.
• Locking: Move the switch to this centered position in order to retract or
ENGAGE the locking wedge onto the work tool.
• Unlocking: Move the switch to this inboard position in order to extend
or DISENGAGE the locking wedge from the work tool. Use this position
only during the coupling or uncoupling of the work tool. (The hydraulic
system is pressurized when the switch is in this position.)
• A high-pitched continuous alarm will sound in the cab when the switch
is in the LOCKING or the UNLOCKING position. The alarm will become
silent when the switch is moved to the LOCKED position.
CAUTION: Always test the quick-coupler for proper engagement by closing

the bucket or curling the work tool toward the cab and then applying downward
force against the tool/bucket in order to ensure proper and safe bucket/tool
engagement before operating the machine.

2. The right side control panel can also contain the following switches
that control various machine functions:
• Lower Window Wiper switch - a two-position switch that operates the
lower window wiper, if the machine is so equipped.
• Lower Window Washer switch - an ON/OFF switch that operates the
lower window washer, if the machine is so equipped.
• SmartBoom Control switch - in markets where the SmartBoom option
is available, the SmartBoom control switch turns the SmartBoom feature
ON and OFF.
• Warning Beacon switch - a two-position switch that turns ON or OFF
an external warning beacon, if the machine is so equipped.
• Overload Warning Device switch - a two-position switch that activates
or de-activates the machine overload warning feature, if the machine is
so equipped.
• Radio Mute switch - a two-position switch that mutes the radio when
the switch is placed in the ON position, if the machine is so equipped.
• Manual Lube switch - a two-position momentary switch that allows
the operator to activate a manual lube cycle (in addition to the pre-
determined automatic lube cycle), if the machine is equipped with the
AutoLube attachment.
• The.Seat Heater switch (shown in illustration) is a two position ON/
OFF switch that activates the operator seat heater, if the machine is
so equipped. Push on the top of the switch to turn ON the seat heater.
Push on the bottom of the switch to turn OFF the seat heater.

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The right side back-up switches are located behind the right armrest. The backup
switches are used when there is a problem with the machine electronic control
system and/or the machine controls become unresponsive. The Back-up Mode
allows the operator or the service technician to move the machine or implements
to a position that will better accommodate service work. These switches and their
usage are identified below:
1. The center Manual/Auto Backup switch is a two-position switch that

ENABLES and DISABLES the Back-up Mode. The switch should
remain pushed DOWN in the AUTO position during normal machine
operation. When needed, move the switch UP to the MANUAL position
to ENABLE Back-up mode. (During Back-up Mode, a fixed power-shift
pressure is provided to the main pumps. The fixed power-shift pressure
limits maximum pump output and allows the machine to continue
operating in a Derate Mode. Machine productivity will be limited while
the machine is in Back-up Mode.)
2. The Right Track Control Backup switch is a three-position, momentary
switch used to control forward and reverse movement of the right track
when the Back-up Mode is ENABLED. The three switch positions are:
• The CENTER (default) position commands no movement of the right
track
• Hold the switch in the UP position to move the right track FORWARD
• Hold the switch in the DOWN position to move the right track in
REVERSE

3. The Engine Control Backup switch is a three-position momentary

switch that is used to control engine speed when the Back-up Mode is
ENABLED.
• The center (default) position commands no engine rpm increase or
decrease
• Hold the switch in the UP position to INCREASE engine rpm
• Hold the switch in the DOWN position to DECREASE engine rpm
A diagnostic connector (4) is also located behind the seat on the right side of the cab
in order to connect Cat ET while inside the cab.
NOTE: The Engine Control Backup switch (3) will not operate unless Manual/
Auto backup switch (1) is in the MANUAL position. When the Engine Control
Backup switch (3) is released, it will return to the NEUTRAL position and the
machine will maintain the manually set engine speed. The Engine Control
BACKUP switch overrides the function of the engine speed dial.
NOTE: The references in the text above that refer to FORWARD and REVERSE
track movement are dependent upon the carbody (upper structure) being
properly oriented above the undercarriage with the operator station over the
track idlers and the drive sprockets at the rear.

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Two additional back-up switches are located behind the left armrest. The Back-up
Mode must be activated (using the center back-up switch identified earlier) in order
to use these back-up switches. The switches and their usage are identified below.
1. The Work Tool Control Backup switch is a three-position momentary

switch that is used to raise or lower the boom (and work tool) when the
Back-up Mode is ENABLED.
• The center (default) position commands no movement of the boom/work
tool.
• Hold the switch UP to RAISE the boom and work tool.
• Hold the switch DOWN to LOWER the boom and work tool.
2. The Left Track Control switch is a three-position momentary switch

used to control forward and reverse movement of the left track when the
Back-up Mode is ENABLED.
• The CENTER (default) position commands no movement of the left
track.
• Hold the switch in the UP position to move the left track FORWARD.
• Hold the switch in the DOWN position to move the left track in
REVERSE.
NOTE: The backup switches above will not operate unless the (right side)
Manual/Auto backup switch (discussed earlier ) is in the MANUAL position.


Engine and Cooling Systems
M
SERV1871

Module 2 - Engine and Cooling Systems
Text Reference

-27- Module 2 - Engine and Cooling Systems
C15 ENGINE
The 374D Hydraulic Excavator is powered by the C15 ACERT™ (Advanced

Combustion Emissions Reduction Technology) electronic engine. This engine is also
equipped with a Mechanical Electronic Unit Injection (MEUI) fuel system and an Air-
To-Air AfterCooler (ATAAC) intake air system.
The C15 engine is electronically controlled, utilizing an ADEM III Electronic Control
Module (ECM) that is fuel cooled.
The C15 engine is an in-line six-cylinder arrangement with a displacement of 15

liters. Most of the service points are located on top of the engine or on the left side
of the engine. (The left side of the engine faces the rear of the machine.) Access
to the starter, engine oil drain, and other lower engine service points is more easily
accomplished by removing the engine access cover beneath the carbody (see the
Machine Walkaround presentation in the “Introduction” module for the 374D).
The C15 is rated at 355 kW net (476 net horsepower) at 1800 rpm and meets U.S.
Environmental Protection Agency (EPA) Tier III Emissions Regulations for North
America and Stage III European Emissions Regulations.
Engine oil and filter change intervals are set at 500 hours, using CH4 engine oil.
However, engine load factor, sulfur levels in the fuel, oil quality, and altitude may
negatively impact the oil change interval. Regular engine oil samplings (S•O•S)
should be performed to confirm oil cleanliness.

An electro-hydraulic demand fan is standard on the 374D. The demand fan can also
be equipped with a fan reversing valve and strategy.
The C15 ACERT engine specifications for the 374D are:
• Serial number prefix: LHX

• Performance spec: OK8248
• Max. altitude: 4059 m (7545 ft.) without derate
• Gross power: 383 kW (512 hp)
• Net power: 355 kW (476 hp)
• Full Load rpm: 1800
• High Idle rpm: 1980 (Engine Speed Dial 10)
• Low Idle rpm: 900 (Engine Speed Dial 1)

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• Left side engine service points A number of major components and service points are accessible from the left side
(rear of the engine compartment): of the engine (rear of engine compartment). These service points may be accessed
from above, through the engine compartment door, or from beneath the carbody,
through access plates (refer to the “Introduction” module).
1. ADEM III fuel cooled Engine The fuel cooled ADEM III Engine ECM (01) is located above the starter. The J2/P2
ECM connector contains 120 pins (shown above) and the J1/P1 connector is a 70-pin
connector.
2. Engine oil fill cap The engine oil fill cap (02) is located on top of the rear valve cover.
3. Secondary fuel filter The secondary fuel filter (03) is mounted to a bracket above the ECM. (The secondary
fuel filter and several other serviceable components installed in the filter base will be
discussed in more detail later in this module.)
4. Engine oil dipstick (level The engine oil dipstick, or level indicator, (04) is easily accessible from above.
indicator)
5. S•O•S fuel sampling port The S•O•S sampling port for fuel (05) is installed on the hard steel fuel line, just
before the fuel enters the cylinder head. Fuel samples are taken after the secondary
fuel filter in order to determine if clean fuel is being supplied to the injectors.
6. Engine oil level switch An engine oil level switch (06), installed in the left side of the engine oil pan, is an
input device to the monitor (ECM). The engine oil level switch is a normally open,
single pole, single throw switch. If the engine oil level is too low, or if the machine is
operating on a steep slope so that the oil level switch closes (to ground), the monitor
detects the switch’s change of state and alerts the operator of the condition.
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1. Cam speed/timing sensor The cam speed/timing sensor (01) and the crankshaft speed/timing sensor (02) are
both located on the left side of the engine. The engine will start and run with no
2. Crankshaft speed/timing sensor derate if either of the sensors fails, but the operator will be warned of the sensor
failure on the monitor. (The engine will neither start nor run if both sensors fail.)
These two sensors provide the Engine ECM with speed and position information for
the cam and the crankshaft. These two speed sensors are both two-wire, Hall Effect
type sensors that do not require any air gap adjustments. The sensors are held in
place by a clip and bolt assembly that maintains their proper position. The two speed
sensors are not interchangeable.
3. Fuel transfer pump The gear-type fuel transfer pump (03) is located at the front left of the engine, near
the bottom. The fuel transfer pump is driven by the front gear train. Fuel is drawn
from the fuel tank through the primary fuel filter and water separator, by the fuel
transfer pump. The fuel is then directed to the Engine ECM, for cooling purposes.
From the ECM, the fuel then flows to the secondary fuel filter (10).
4. Timing calibration probe port The timing calibration probe adapter can be threaded into the timing calibration port
(04) after removing the threaded plug. The timing calibration probe, or transducer,
can then be inserted into the adapter. A 1.0 mm (.040 inch) air gap between the end
of the probe and the machined surface of the crankshaft counterweight is necessary
when positioning the probe. The probe senses a notch that is machined in the
crankshaft counterweight. A cable connects the timing calibration probe to the timing
calibration connector (07).

5. Atmospheric pressure sensor The atmospheric pressure sensor (05) and the engine oil pressure sensor (6) are
installed in the manifold that is located on the lower left side of the engine block,
6. Engine oil pressure sensor forward of the Engine ECM. The signal from the atmospheric pressure sensor is
used by the Engine ECM software to calculate several pressure measurements and
engine strategies in most electronic ACERT engines.
NOTE: The signal from the atmospheric pressure sensor is compared to the
signal from other engine pressure sensors to determine the following:
• ambient (absolute) pressure is the atmospheric pressure

• boost pressure is determined by comparing the atmospheric pressure
(sensor) to the intake manifold pressure (sensor)
• engine oil (gauge) pressure is determined by comparing the
atmospheric pressure (sensor) to the engine oil pressure (sensor)
• fuel (gauge) pressure is determined by comparing the atmospheric
pressure (sensor) to the fuel pressure (sensor)
Also, when the engine is started, the Engine ECM uses the signal from the
atmospheric pressure sensor as a reference point for calibration of the other
pressure sensors on the engine (if the key start switch is turned to ON for at
least five seconds before the engine starts).
7. Timing calibration probe The timing calibration probe connector (07) is fastened to the wiring harness from the
connector J2/P2 connector for the Engine ECM. A cable (7X1695) is used to connect the timing
calibration probe to this connector (as stated earlier).
8. Engine output speed sensor The engine output speed sensor (08) is installed in the top of the pump drive housing
on the left side (machine rear) of the engine. The signal from this sensor is used by
the Machine ECM to monitor engine speed for the Power Shift Pressure strategy that
is needed for main implement pump regulation. (The Power Shift Pressure strategy
is discussed in greater detail in the training module for the Main Hydraulic Pumps.)
9. Fuel pressure regulator The fuel pressure regulator housing (09) is located above the engine oil pressure
and atmospheric pressure sensor group. The fuel pressure regulator is a check valve
that is set to maintain the fuel pressure at approximately 560 kPa (81 psi) in the fuel
system.
10. Secondary fuel filter The secondary fuel filter (10) is an ultra high efficiency (4-micron) fuel filter that
delivers clean fuel to the fuel gallery and the fuel injectors. The base of the secondary
fuel filter contains a number of components that will be discussed later in this
module.
11. Intake manifold air temperature The intake manifold air temperature sensor (11) is also located on the left side of the
sensor engine, rearward from the intake air tube and above the Engine ECM. This passive
sensor is a 5-Volt, two-wire, resistive-type sensor. The sensor output is an analog
voltage signal that decreases with increasing temperatures. The sensor’s signal to
the Engine ECM is used in several strategies, including cold start strategies, the
ether injection strategy, and engine derate strategies (in the case of overheating).
The signal from this sensor to the Engine ECM is shared with the Machine ECM,
through the CAN 1 Datalink, and is one of the inputs for determining hydraulic
demand fan control.

12. Intake manifold air pressure The intake manifold air pressure sensor (12) is located near the left front of the intake
sensor air manifold and just rearward of the cam timing sensor. The difference in pressure
between atmospheric pressure and intake manifold air pressure is referred to as
“boost” pressure. Boost pressure may be read on the status screen in Cat ET. The
boost pressure is a calculation of the difference between the signal from the
atmospheric pressure sensor and the signal from the intake manifold air pressure
sensor. A failure of the intake manifold air pressure sensor can cause the Engine
ECM to perceive a “zero boost” condition, resulting in a reduction in power (derate)
by as much as 60%.
NOTE: The intake manifold air pressure sensor, the atmospheric pressure
sensor, and the engine oil pressure sensor are all three-wire, active sensors.
They are supplied with 5 volts by the Engine ECM (“A” wire) and return a signal
back to the ECM that should measure between 0.5 volts and 4.5 volts (“C” wire),
if operating properly. The third (“B”) wire is the ground wire.

1. Engine turning tool access hole The access hole for inserting the engine turning tool (01) is also accessible from the
(cover) left side of the engine. It is located above the starter. Removing the two bolts and
the cover allows the service technician to insert the 9S9082 engine turning tool,
which is used to manually turn the engine.
2. Top Center timing pin hole To find the Top Center position of cylinder number one, remove the threaded plug in
the TDC port (02), then insert the longer bolt from the cover (01) into the port (02).
While applying light pressure to the bolt, turn the engine in the direction of normal
engine rotation until the bolt drops into the hole that is machined into the front face
of the flywheel.
NOTE: A spring-loaded timing pin (136-4632) may also be used to find the Top
Center position, instead of the long bolt from the cover.
3. Starter mounting location The starter (not pictured above) is installed in the front side of the flywheel housing
at the lower left of the engine (03).

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• Right side engine service Several major components and service points are accessible from the right side of
points (front of the engine the engine (front of engine compartment). They may be accessed from above,
compartment) through the engine compartment door, or through access plates beneath the carbody
(refer to the “Machine Introduction” module).
1. Turbocharger The turbocharger (01) draws intake air through the air filters, compresses the air, and
then forces the air through the ATAAC, and then into the intake manifold. (The
2. Air-conditioning compressor turbocharger and associated service points will be discussed in more detail, later in
this module.)
3. Alternator
The air-conditioning compressor (02) and the alternator (03) are most easily accessed
4. External engine oil cooler from above, through the engine compartment door on top of the carbody.
5. Engine oil manifold The external engine oil cooler (04) is an oil-to-water type cooler. Engine coolant
from the water pump flows through small tubes inside the cooler, from front to rear.
6. Oil line (to remote mounted Engine oil flows from the engine oil pump into the rear of the oil cooler where it flows
engine oil filter) forward, around the tubes filled with coolant. Engine oil exits the cooler through the
oil filter manifold (05) and then through the oil line (06) to the remote mounted oil
filter (shown later in this module). From the filter, the oil returns to the manifold where
it is then directed into the oil gallery inside the engine block and is used for engine
lubrication purposes. When the oil is cold, the high viscosity of the oil causes an
internal bypass valve in the manifold to open, sending most of the oil directly to the
oil gallery and the lubrication passages in the engine, bypassing the oil cooler and
the filter. When the oil warms sufficiently, the valve closes and the oil is then cooled
and filtered.

7. Engine oil ecology drain valve The engine oil ecology drain valve (07) is most easily accessed through the access
panel below the engine, beneath the carbody (refer to the machine walkaround in the
8. Pump drive lubrication line Introduction module). A drain tube is attached to the valve for ease of directing the
(engine oil) oil into a suitable container.
9. Flywheel housing/pump drive A small lubrication line (08) directs engine oil from an oil passage inside the engine
block to the pump drive portion of the flywheel housing (09). The oil is used to
lubricate the rear gear train and the internal pump drive mechanisms. The oil gathers
in the bottom of the flywheel housing where it flows through a (return) scavenge tube
to the oil pan.

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1. Jacket water (coolant) sampling Jacket water samples (S•O•S) may be taken at the coolant sampling port (01), which
port (S•O•S) is located on top of the coolant temperature regulator housing. The sampling port is
identified by the green protective cap.
NOTE: Coolant samples should be taken only when the engine is at operating
temperature and the coolant is circulating through the entire system. Always
use a clean, lint-free towel to clean the test port prior to taking a fluid sample.
Always replace the protective cap after a fluid sample has been taken. Doing
so will prevent damage to the test port and lessen the likelihood of introducing
contamination into subsequent fluid samples.
2. Thermostat (water temperature The water temperature regulator (thermostat) housing (02) contains two thermostats.
regulator) housing When the jacket water is cold and the thermostats have not yet opened, jacket water
is diverted directly back to the jacket water pump through the bypass tube (03)
3. Thermostat bypass tube beneath the thermostat housing.
4. Jacket water pump The jacket water pump (04) draws coolant from the thermostats or the bypass tube,
depending on whether the coolant is warm enough for the thermostats to open. The
5. Coolant temperature sensor pump then directs the coolant through the external engine oil cooler before the
coolant enters the engine block and then the cylinder head.
The coolant temperature sensor (05) is installed in the right front corner of the cylinder
head. This passive sensor is a 5-Volt, two-wire, resistive-type sensor. The sensor
output is an analog voltage signal that decreases with increasing temperatures. The
signal to the Engine ECM is used in several strategies, including cold start strategies,
the cool engine elevated idle strategy, the ether injection strategy, and engine derate
strategies (in the case of overheating). The signal from the coolant temperature
sensor to the Engine ECM is also shared with the Machine ECM through the CAN 1
Datalink, as one of the inputs for the hydraulic demand fan strategy.
6. Turbo bearings coolant supply The turbocharger on the C15 engine uses engine coolant to cool the turbocharger
bearings and also uses engine oil for bearing lubrication. Coolant is supplied to the
7. Turbo bearings coolant return turbocharger bearing block through the line (06) coming from the front of the engine
oil cooler. The coolant from the turbocharger bearing block returns to the cylinder
head through the upper line (07).
8. Turbo bearings lube supply Engine oil is used as lubrication for the turbocharger bearings. Engine (lube) oil is
supplied to the top of the turbocharger bearing block through the combination hose/
9. Turbo bearings lube return tube assembly (08). The engine oil returns to the cylinder block through the hard
steel tube (09).
10. Turbocharger wastegate The turbocharger on the C15 engine uses a standard wastegate (10). The wastegate
is operated by boost pressure from a flexible line coming from the turbo outlet (intake
air) side of the turbocharger. When the wastegate opens, it allows some of the
exhaust gasses to bypass the turbocharger. The wastegate limits boost pressure,
which limits the maximum cylinder pressure. This strategy allows for more accurate
control of engine cylinder pressure, thereby improving engine life and emissions.

C15 ACERT ENGINE FUEL DELIVERY SYSTEM

374D HYDRAULIC EXCAVATOR
Fuel Pressure
Test Port (10)
Fuel S•O•S
Test Port (11)
Secondary
Fuel Filter Fuel
Fuel Injectors (07) Fuel
(05) Pressure
Regulator Cooler
(08) (09)
Cylinder Head / Fuel Gallery (06)
Electric Fuel
Priming Pump (12)
Fuel Tank
Fuel Engine (01)
Transfer ECM
Pump (04)
(03) Primary
Fuel Filter &
Water Separator
(02)
C15 Engine Fuel Delivery System
1. Fuel tank Fuel is drawn from the fuel tank (01) through the 10-micron primary fuel filter and
water separator (02) by the gear-type fuel transfer pump (03). The fuel transfer
2. Primary fuel filter and water pump then forces the fuel through the fuel-cooled Engine ECM (04) and then to the
separator (10-micron) 4-micron secondary fuel filter (05).
3. Fuel transfer pump From the secondary fuel filter, the fuel then flows to the front of the cylinder head
through an external fuel line. The fuel enters the cylinder head and flows into the
4. Engine ECM fuel gallery (06) where it is made available to each of the six MEUI fuel injectors (07).
Any excess fuel not injected leaves the rear of the cylinder head and is directed to
the fuel pressure regulator (08).
5. Secondary fuel filter (4-micron)
The fuel pressure regulator is a check valve that is installed in the fuel pressure
6. Cylinder head/fuel gallery regulator manifold. The fuel pressure regulator maintains a fuel system pressure of
approximately 560 kPa (81 psi) between the fuel transfer pump and the fuel pressure
7. MEUI fuel injectors regulator.
8. Fuel pressure regulator (81 psi) From the fuel pressure regulator, the excess fuel flows to the fuel cooler (09) and
then returns to the fuel tank. The ratio of fuel used for combustion and fuel returned
9. Fuel cooler to tank is approximately 3:1 (i.e. four times the volume required for combustion is
supplied to the system for combustion and injector cooling purposes).

A pressure differential switch is installed in the secondary fuel filter base and will
alert the operator, via the monitor, of a fuel filter restriction. The pressure differential
switch senses the filter inlet pressure and the filter outlet pressure. When the
difference in the inlet and outlet pressures causes the switch to activate, the monitor
will warn the operator that the secondary fuel filter is clogged and that fuel flow
is restricted. Engine performance will be degraded when the pressure differential
switch is activated.
10. Fuel pressure test port A fuel pressure test port (10) is installed in the secondary fuel filter base. The test
port is installed in the filter outlet passage and reflects the actual fuel pressure to the
fuel gallery, which is set by the fuel pressure regulator (8).
11. Fuel S•O•S sampling port A fuel S•O•S sampling port (11) is also installed in the fuel line after the secondary
fuel filter but before it enters the cylinder head. Fuel samples are taken after the
secondary fuel filter in order to determine the cleanliness of the fuel that is being
delivered to the injectors.
12. Electric fuel priming pump An electric fuel priming pump (12) is integrated into the primary fuel filter base. The
electric fuel priming pump is activated by the electric fuel priming pump switch. The
fuel priming pump is used to fill the filters with fuel and purge air from the system after
the filters have been replaced. The pump is capable of forcing fuel all the way
through the fuel system and back to the fuel tank.
NOTE: A short length of flexible fuel line is connected to the fitting as the fuel
enters the fuel cooler. This line acts as an accumulator, which protects the fuel
cooler core from pressure spikes in the fuel system and helps eliminate noise
complaints.

374D HYDRAULIC EXCAVATOR COOLING SYSTEM

ENGINE AT OPERATING TEMPERATURE
Radiator Fill Overflow

Tube (09) Tube (13)
Cab
Heater Water Temperature
(08) Regulator (07) Vent Line (10)
ATAAC (11)
≥ 92° C Hottest
Turbo (05)
Bypass
Tube (06)
Air Increasing
87° C Coolant
Flow Temperature
Engine Oil Cooler (04)
≤ 81° C Coldest
Cooler (12)
Jacket
Fuel
Water Pump
(03)
Radiator
(01)
Coolant
Reservoir
(02)
Engine Cooling System
1. Radiator Shown above is a schematic of the engine cooling system for the 374D hydraulic
excavator with the C15 ACERT engine. (The C15 engine is installed side-to-side in
2. Coolant reservoir (expansion the carbody, with the fan situated on the left side of the machine. The view above is
tank) looking from the front of the machine to the rear.) The C15 uses an Air-To-Air
AfterCooler, or ATAAC (11) to cool the intake air. The ATAAC is mounted horizontally
3. Jacket water pump and is upstream of the air flow through the radiator (01). The fuel cooler (12) is also
mounted horizontally on the same plane as the ATAAC. The hydraulic oil cooler is
an oil-to-air type cooler and is mounted vertically and in line with the radiator core (to
4. Engine oil cooler (oil-to-water the rear of the radiator - not visible above). The radiator is a standard “one-pass”
type) design.
5. Turbocharger The hydraulic demand fan is controlled by the Engine ECM. The fan is mounted
behind the radiator and draws ambient air into the engine compartment through the
6. Bypass tube radiator and cooler compartment door. Air drawn by the fan first flows through the
ATAAC and the fuel cooler, then through the radiator and the hydraulic oil cooler (in
7. Water temperature regulators line with and on the far side of the radiator in the view above). The air then flows
(thermostats) around the engine and exits the engine compartment through the venting on top of
the engine compartment door (hood). A reversing fan is available as an attachment
(not pictured above) and is used to purge the radiator and various cooler core’s fins
of dust and debris when the machine is operating in dirty or dusty conditions.
NOTE: The hydraulic cooling fan is covered in greater detail in the module for
the Hydraulic Cooling Fan System.

8. Cab heater Coolant flows from the jacket water pump (03) through the engine oil cooler (04) and
then into the engine block. Coolant then flows through the engine block and into the
9. Radiator fill tube (and cap) cylinder head.
10. Vent line From the cylinder head, the coolant flows to the water temperature regulators (07),
or thermostats, and either goes directly to the jacket water pump through the bypass
11. ATAAC tube (06) or to the radiator, depending on the temperature of the coolant. When the
engine is cold, the coolant flows directly to the jacket water pump through the bypass
tube. As the temperature of the coolant increases, the thermostats open and the
12. Fuel cooler coolant then begins to flow to the radiator. When the thermostats open further, more
coolant flows to the radiator. The water temperature regulator housing for the C15
13. Overflow tube engine contains two thermostats. The opening temperature for these thermostats is
81°- 84°C (178°-183°F). The thermostats should be fully open at 92°C (198°F).
Hot coolant from the thermostats enters the radiator through the top tank and is
cooled as it flows downward through the radiator core. The cooled coolant is drawn
from the radiator and returns to the jacket water pump.
A small amount of coolant flows to the turbocharger (05) through a small flexible line
from the engine oil cooler. This coolant is used to cool the turbocharger bearings.
Coolant from the turbocharger is then directed into the engine block.
The radiator fill tube (09) and the radiator cap for the cooling system are located on
top of the radiator. Access to the fill tube and radiator cap is provided through an
access panel on top of the engine compartment (shown later in this module).
A coolant reservoir (02), or expansion tank, is located inside the air filter and battery
compartment (just forward of the engine compartment.) A small overflow tube (13)
is connected to the radiator fill tube and directs coolant into the coolant reservoir as
the coolant warms and expands. The coolant reservoir should always have some
coolant present. Two level lines are embossed on the side of the translucent coolant
reservoir. The lower “MIN” or “LOW” level line serves as a gauge for determining
the coolant level when the engine is cold. The upper “MAX” or “FULL” line shows
the coolant level when the engine is hot. As the engine warms, the coolant expands
and collects in the reservoir. When the engine cools down, the coolant contracts and
coolant is then drawn from the reservoir back into the radiator. A small secondary
overflow tube is connected to the top of the coolant reservoir cap. If the system has
been overfilled, excess coolant is directed through the overflow tube and onto the
ground beneath the machine. A small amount of coolant or water may be added to
the system through the reservoir cap, but should not be overfilled (according to the
level lines on the reservoir).
Coolant is used to heat the operator compartment, when requested. Warm coolant
is directed through a hose from the inlet of the engine oil cooler to the cab heater
core and returns through a parallel hose connected to the jacket water pump inlet.
A vent line (10) connects the radiator inlet tube with the temperature regulator
housing. The vent line serves to remove air from the cooling system while the
system is being filled and during operation. The vent line also ensures that the
cooling system can be completely drained when necessary (excluding any coolant
in the coolant reservoir).
A drain valve is located below the radiator and can be used to drain coolant from the
entire cooling system.


Hydraulic Cooling Fan System
M
SERV1871

Module 3 - Hydraulic Cooling Fan System
Text Reference

-43- Module 3 - Hydraulic Cooling Fan System
HYDRAULIC COOLING FAN SYSTEM OVERVIEW
• Hydraulic demand fan system The 374D Hydraulic Excavator uses a hydraulic demand fan system to cool the
cools hydraulic oil, engine hydraulic oil, engine radiator, fuel cooler, and the ATAAC. The standard hydraulic
radiator, fuel cooler, and ATAAC. demand fan system is comprised of a unidirectional fan motor and a solenoid-
• Standard fan system is controlled fan pump.
comprised of a unidirectional fan
motor and a fan pump.
• The fan pump is controlled by The solenoid-operated fan pump control valve is controlled by the Machine ECM,
the Engine ECM. which determines fan speed based upon three temperature inputs:
• Three inputs determine fan
speed: • engine coolant temperature sensor
- engine coolant temperature • intake manifold air temperature sensor
- intake manifold air temperature • hydraulic oil temperature sensor
- hydraulic oil temperature
• A reversing fan attachment is A reversing fan attachment is available for the hydraulic demand fan system. The
available. The fan reversing reversing fan system contains a bi-directional fan motor and a solenoid-controlled
valve is also controlled by the fan reversing valve, which is also controlled by the Machine ECM.
Engine ECM.

374D/390D HYDRAULIC DEMAND FAN SYSTEM

ENGINE AT OPERATING TEMPERATURE
(11) Coolant (12) Intake Manifold Air (19) Cab
Temperature Sensor Temperature Sensor Heater
(15) Water Temperature

Regulators
(16) Coolant
Bypass Tube
(03) Radiator (17) Jacket Water

Pump
Hottest ≥ 92°C
(20)
Coolant
Reservoir Increasing
Coolant 87°C
(06) ATAAC
Temperature
(01) Fan
Motor
Coldest ≤ 81°C
(18) Engine
(04) Oil Cooler
Hydraulic
Oil Cooler (10) Engine ECM (07) Machine ECM (09) Monitor
(14)
(13) Cat CAN 1 Data Link
Data Link
(05)
(22) Slow Return (21)
Fuel Hydraulic
Cooler Check Valve (02) Fan
Circuits
Drive Pump
(24)
(23) Main
Case
Return
Drain (08) Hydraulic Oil
Filters
Filter Temperature Sensor
1. Fan motor The hydraulic demand fan system is comprised of a fan motor (01) with attached fan
2. Fan pump blade and a fan pump (02). The fan cools hydraulic oil, engine coolant, fuel, and
engine intake air. To accomplish this, the fan blade draws air through the ATAAC
3. Radiator (06), the fuel cooler (05), the radiator (03), and the hydraulic oil cooler (04).
4. Hydraulic oil cooler
The electronically controlled, variable displacement, piston-type fan pump is driven
5. Fuel cooler by a shaft from the through-drive of the swing pump. (The fan pump is the middle
pump in the swing pump/fan pump/pilot pump stack.) Oil flow from the fan pump
6. ATAAC is controlled by the angle of the pump’s swashplate. A solenoid on the fan pump
7. Machine ECM control valve receives a PWM signal from the Machine ECM to control the pump
swashplate.
8. Hydraulic oil temperature
sensor When the machine is running, the intake manifold air temperature sensor (12) and
9. Monitor the engine coolant temperature sensor (11) send signals to the Engine ECM (10).
The Engine ECM then shares this information with the Machine ECM (07) via the
10. Engine ECM Cat Data Link (13). The hydraulic oil temperature sensor (08) sends a signal to the
11. Coolant temperature sensor Monitor (09), which also shares that information with the Machine ECM via the Cat
Data Link. Based upon the three temperature sensor signals, the Machine ECM then
12. Intake air temperature sensor sends a PWM signal to ENERGIZE the fan pump control solenoid. The frequency of
the PWM signal from the Machine ECM to the pump control solenoid is determined by
13. Cat Data Link the cooling maps in the software, or flash file, in the ECM. The ECM then determines
which of the three sensor signals indicates the most need for cooling.
As the demand for cooling increases, the Machine ECM sends a reduced PWM
signal (or less current) to the pump control solenoid which results in the pump
sending more oil flow to the fan motor. More oil flow causes the fan blade to turn

faster. As the need for cooling decreases, the ECM increases the PWM signal to the
14. CAN 1 Data Link fan pump solenoid. An increase in the PWM signal to the pump control solenoid
15. Water temperature regulators causes the pump to send less oil flow to the fan motor, slowing the fan speed.
16. Coolant bypass tube Return oil from the fan motor is directed through the slow return check valve (21),
17. Jacket water pump which is installed in the main hydraulic control valve (not pictured above). The return
oil from the fan mixes with return oil from implement hydraulic circuits (20) at the
18. Engine oil cooler left side of the main hydraulic control valve. From the slow return check valve,
the combined oil flows through the hydraulic oil cooler (04) where it is directed to
19. Cab heater the hydraulic oil tank via the main return oil filters. Return oil from the hydraulic oil
20. Coolant reservoir circuits on the right side of the main hydraulic control valve mixes with the return oil
from the hydraulic oil cooler after the oil exits the cooler, but before the oil reaches
21. Hydraulic circuits (main the return oil filters. Case drain oil from the fan motor returns to the hydraulic oil tank
hydraulic control valve) through the case drain oil filters.
22. Slow return check valve
NOTE: Demand fan system component location and the operation of the fan
23. Main return oil filters pump and its control valve will be discussed later in this module.
24. Case drain oil filter
NOTE: Refer to the Engine and Cooling System module for this machine for
detailed information regarding the flow of coolant through the cooling system.

2 6
3 1
HYDRAULIC COOLING FAN SYSTEM COMPONENTS
1. Hydraulic cooling fan - center The variable displacement, piston-type hydraulic cooling fan pump (01) is the center
pump in the swing/fan/pilot pump in the swing/fan/pilot pump stack, which is located toward the rear of the pump
pump stack. compartment. The pump compartment is located at the right rear of the machine.
The fan pump is driven off the swing pump (06) by a through-drive shaft.
2. Solenoid operated fan pump The solenoid operated fan pump control valve (02) is installed at the top of the fan
control valve. pump.
3. Fan pump suction hose. Hydraulic oil is drawn into the fan pump through the main suction hose (03) at the
4. Fan pump discharge hose. rear of the pump. High pressure oil to the fan motor flows through the pump discharge
hose (04) at the front of the pump.
5. Fan pump case drain hose. Case drain oil from the fan pump is directed to the case drain filters through the
smaller case drain hose (05) located behind the pump discharge port.
NOTE: Operation of the pump, the pump control valve, and the hydraulic cooling
fan system is discussed later in this presentation.

2
1 3
1. Hydraulic cooling fan pump The hydraulic cooling fan pump control valve (01) is mounted to the top of the fan
control valve pump.
2. Pump (flow) control adjustment A proportional solenoid (03) is installed in the fan pump control valve. The solenoid
screw and locknut actuates the pump pressure control spool.
3. Proportional fan pump control The upper screw and locknut (02) can be used to make adjustments to the pump
solenoid (flow) control spool. The lower screw and locknut (04) can be used to make
4. Pump pressure control adjustments to the pump pressure control spool.
adjustment screw and locknut
• Fan pump solenoid is The fan pump control solenoid is ENERGIZED and DE-ENERGIZED by the Machine
ENERGIZED to DECREASE fan ECM in order to control pump output, and therefore, fan speed.
speed
• Fan pump solenoid is • ENERGIZING this solenoid causes fan speed to DECREASE.
DE-ENERGIZED to INCREASE • DE-ENERGIZING this solenoid causes fan speed to INCREASE.
fan speed
Operation of the fan pump and control valve will be discussed later in this module.
NOTE: In most cases, the two adjustment screws on the pump control valve
should not be used. The solenoid can be calibrated using the monitor in order
to correctly adjust the fan pump control.

2 4
1. Fan motor (fixed-displacement, The fixed displacement, piston-type hydraulic fan motor (01) is located at the left rear
piston-type motor) of the machine, to the left of the engine compartment and behind the radiator and
cooler cores. The variable displacement, piston-type hydraulic fan pump supplies oil
flow to rotate the fan motor, which is connected to the fan blade.
2. Fan reversing valve If the machine is equipped with a reversing fan, as shown in the image above, a fan
reversing valve (02) is mounted to the bottom of the (bidirectional) fan motor.
3. Relief valve (fan reversing) The fan reversing valve contains a relief valve (03) and a pilot operated reversing
4. Pilot operated reversing valve valve spool (04). A makeup, or anti-cavitation valve (not visible - on the side opposite
(spool - beneath cap) the relief valve), is also installed in the valve body and serves to prevent cavitation
when the machine is shut down and the fan blades continue to spin due to rotational
• Makeup, or anti-cavitation valve momentum. The fan reversing valve is operated by pilot pressure oil, or signal oil,
(not visible - side opposite relief which is supplied by a remote mounted reversing fan solenoid valve (identified on the
valve) next page).
• Reversing fan purges dirt from The reversing fan is used to purge dirt and debris from the radiator and other cooler
radiator and cooler cores - purge cores when the machine is operating in dusty or dirty environments. The fan will
cycle interval and duration are reverse automatically (purge cycle) at intervals set by the factory. The duration of the
automatic and set by factory purge cycle is also set at the factory (purge cycle duration). The purge cycle duration
• Purge cycle interval and duration is controlled by the Machine ECM and can be altered using the Machine ECM
can be altered using Cat ET configuration screen in Cat ET or using the HEX monitor. The fan may also be
reversed manually using the HEX monitor in the operator compartment.
• Manual purge cycle can be
performed using the monitor

5 1
3
4
6
7
8
1. Remote mounted reversing fan A remote mounted reversing fan solenoid valve (01) is used to send pilot oil to the fan
solenoid valve reversing valve. This solenoid valve can be accessed by removing the center access
2. ON/OFF reversing valve plate beneath the carbody (just to the rear of the swing housing). The reversing fan
solenoid solenoid valve is on the left side of the access opening.
3. Pilot supply from the pilot pump Pilot pressure oil from the pilot pump is supplied to the reversing fan solenoid valve
to the reversing fan solenoid through the center hose (03). When the Machine ECM commands a (fan reversing)
valve purge cycle, the Machine ECM ENERGIZES this ON/OFF solenoid (02). The
4. Pilot, or signal oil supply to the solenoid valve then sends pilot pressure oil through the pilot supply hose (04) and
fan reversing valve (06) to the fan reversing valve. The pilot operated reversing valve spool then moves
to redirect the flow of oil to and from the fan motor. The fan motor is supplied high
5. Return oil to tank from reversing pressure oil flow from the fan pump through the pump supply hose (07). Return oil
fan solenoid valve from the motor flows through the return line (08), back to the hydraulic oil tank, via
the return oil filters, when in the normal (FWD) direction of rotation.
6. Pilot, or signal oil supply to the
fan reversing valve (other end of
hose from #04, above) When the purge cycle duration time has been reached, the Machine ECM then
DE-ENERGIZES the fan reversing solenoid. The high pressure oil flow from the fan
7. High pressure oil supply hose pump is then re-directed back to the “fan forward” direction inside the reversing
from the fan pump valve.
8. Fan motor return oil hose (to
tank, via return oil filters) Each time the solenoid valve moves, a small amount of pilot oil is displaced and
returns to the hydraulic oil tank via the return oil filters, through the upper hose (05)
on the reversing fan solenoid valve body.
Operation of the reversing fan and its components is discussed later in this module.

2
1
3
4
The fan draws outside air in through the radiator and coolers, which are identified in
the photo above. The radiator and cooler compartment is located at the left rear of
the machine. Components located behind this (bolted closed) hinged door include:
1. Hydraulic oil cooler (oil to air)
2. Air to Air AfterCooler (ATAAC)
3. Radiator (engine coolant)
4. Fuel cooler (fluid to air)

374D STANDARD HYDRAULIC DEMAND FAN DRIVE SYSTEM

MAXIMUM CONTROLLED FAN SPEED
(06) Monitor
(08) Proportional
(15) CAN 1 Data Link Solenoid & Pressure
Control Spool
(07) Minimum
PWM Signal
(14) Cat Data Link
(04)
(05) Hydraulic Oil Machine ECM
Temp Sensor
(09) Pump
Flow Control
Spool
(03)
Engine ECM
(02) Coolant
Temp (12) (10) Large
Sensor Fan Motor with Actuator Piston
Makeup Valve
(01) Intake
Manifold
Air Temp (11) Small
Sensor Actuator Piston
(13)
Main Return
Filters
HYDRAULIC COOLING FAN OPERATION
1. Intake manifold air temp sensor This illustration is a schematic of the fan system at maximum controlled pressure,
2. Coolant temp sensor resulting in maximum controlled fan speed. The hydraulic cooling (demand)
fan is part of the hydraulic system and is controlled by the Machine ECM (04).
3. Engine ECM
4. Machine ECM The intake manifold air temperature sensor (01) and the coolant temperature sensor
(02) are inputs into the Engine ECM (03). The Engine ECM shares this temperature
5. Hydraulic oil temp sensor information with the Machine ECM (04) through the Cat Data Link (14). The Machine
ECM also receives information from the hydraulic oil temperature sensor (05) from
6. Monitor the monitor (06), also through the Cat Data Link.
7. Minimum PWM signal (through
the wiring harness) The Machine ECM software (04) evaluates these three temperature sensor inputs
for controlling the fan. A target speed for the cooling fan is assigned for each engine
8. Proportional solenoid and speed based on the output of the various temperature sensors. The target values for
pressure control spool the maximum fan speeds are assigned by specific software designed for the 374D
9. Pump control valve excavator.
10. Large actuator piston The Machine ECM (04) sends a PWM signal (07) to the proportional fan pump control
11. Small actuator piston solenoid (08) to regulate the oil flow from the pump. The pump oil flow is directed to
the fan motor (12) to cause rotation of the motor and attached fan blade, drawing air
through the radiator and cooler cores.

When engine coolant temperature, engine intake manifold air temperature, and/or
hydraulic oil temperature are high, the fan speed is increased. If the temperatures
are low, the fan speed is decreased.
For high temperatures, the Machine ECM sends the minimum PWM signal (07) to
the proportional fan pump control solenoid (08) to upstroke the hydraulic pump.
The minimum PWM signal results in the maximum amount of pump oil flow. When
maximum pump oil flow is sent to the fan motor (12), the fan rotates at the maximum
(software) controlled rpm.
When the solenoid is ENERGIZED with the minimum signal, as shown in this
illustration, the pressure control spool (08) is only moved slightly (to the right),
which allows only a small amount of pump supply pressure oil to drain to tank. This
condition maintains a high enough pressure above the pump flow control spool (09),
along with the spring, to keep the flow control spool pushed down. In the down
position, the flow control spool blocks the flow of oil to the pump’s large actuator
piston (10), which allows the small actuator piston and bias spring (11) to keep the
pump UPSTROKED. With the pump in the UPSTROKED condition, maximum oil
flow is sent to the fan motor (12), resulting in maximum fan speed.
The monitor can be used to calibrate the fan speed. Refer to the 374D Hydraulic
Systems Test and Adjust Manual (KENR7775) for the calibration procedure. (Cat
ET does not support the fan calibration routine for the 374D or the 390D hydraulic
excavators.)
Maximum mechanical pump pressure, or maximum uncontrolled fan speed

(maximum mechanical high pressure cut-off) can be achieved by disconnecting the
electrical connection to the solenoid.
If communication is lost between the Machine ECM and the proportional fan pump
control solenoid, the fan will default to the maximum mechanical pressure setting
(high pressure cutoff). This action results in a higher system pressure. This pressure
is higher than the maximum pressure controlled through the software. The fan speed
is also higher than the maximum fan speed normally controlled by the software.
The makeup valve, or anti-cavitation valve in the fan motor (12) is used to prevent
cavitation when the machine is shut down and flow from the fan pump stops. The
momentum of the fan blade will continue to rotate the fan motor, which can cause the
fan motor to cavitate without the makeup valve. (This rotational momentum can also
cause the motor to void the pump of oil without the makeup valve.)
Return oil from the fan motor combines with oil from the implement control valve (not
shown above - see illustration 3_1) and then returns to the hydraulic oil tank through
the hydraulic oil cooler and then the main return oil filters (13).
NOTE: The Machine ECM software contains four cooling maps, or strategies,
for controlling the fan pump. The cooling maps are dependant upon ambient
temperature conditions and/or sound regulations at the machine site. Using
Cat ET, the service technician may choose HIGH AMBIENT, HIGH AMBIENT
TEMPERATURE & LOW NOISE, STANDARD, or STANDARD & LOW NOISE
from a drop-down menu from the Machine ECM Configuration screen.

(01) Minimum 374D FAN PUMP AND CONTOL VALVE

PWM Signal MAXIMUM CONTROLLED FAN SPEED
(02) Proportional
Pump Control
Solenoid
(16) Pump Output
(03) to Fan Motor
Adjustment
(15) Case
Screw (14) Large
Drain
Passage Actuator
(04) (13) Swashplate
Springs
(07) Pin
(05)
Orifice (08)
Pressure
Control
(06) Pump
Spool
Flow Control
Spool
(09)
Spring (18) Drive
Shaft
(12) Small Actuator

and Bias Spring
(10) Signal Passage (11) Piston and
(17) Adjustment to Actuator Piston Barrel Assembly
Screw
1. PWM signal to solenoid This illustration shows the fan pump and control valve in the MAXIMUM CONTROLLED
(minimum) FAN SPEED condition, as depicted in the prior schematic (illustration 10_1). The fan
2. Fan pump control solenoid control software causes the Machine ECM to send the minimum PWM signal (01) to
the proportional fan pump control solenoid (02) when conditions require maximum
3. Adjustment screw (for pump controlled fan speed.
flow control spool)
4. Spring (for pump flow control The pressure control spool spring (09) forces the top half of the pressure control spool
spool) (08) UP against the solenoid pin and moves the lower land of the upper pressure
control spool (08) against its seat in the valve body when the solenoid receives the
5. Orifice minimum PWM signal. (In reality, the upper spool is never completely seated when
controlled by the ECM. The solenoid moves the upper spool DOWN to meter a small
6. Pump flow control spool amount of oil past the land and its seat.)
7. Pin
This downward spool movement (08) blocks most of the pump output oil in the pump
8. Pump pressure control spool flow control spool (06) spring chamber from draining to tank through the case drain
9. Spring (for pump pressure passage (15). This action causes the pump flow control spool spring chamber to
control spool) become pressurized.
In this condition, the force of the spring (04) at the top of the pump flow control spool
(06), plus the pressure of the oil, is greater than the oil pressure at the bottom of the
10. Signal passage to actuator pump flow control spool. This condition causes the pump flow control spool (06) to
11. Piston and barrel assembly be held DOWN, blocking pump output oil from entering the signal passage (10) to the
large actuator piston (14) in the pump. The large actuator piston (14) is open to case
12. Small actuator and bias spring drain around both the pump pressure control spool (08) and the pump flow control
spool (06).

13. Swashplate The bias spring and the small actuator (12) move the pump swashplate (13) to an
14. Large actuator increased angle which causes the pump to UPSTROKE. This condition provides a
controlled maximum flow of oil to the fan motor and creates the maximum controlled
15. Case drain passage fan pump system pressure, which results in the maximum controlled fan speed.
16. Pump output to fan motor
If the solenoid fails or is disconnected, then no current is sent to the solenoid and the
17. Adjustment screw (for pump pump will default to its maximum mechanical displacement; this results in a higher
pressure control spool) flow rate and pressure than is allowed by the software. This condition is referred to
as “maximum mechanical high pressure cutoff.”
18. Drive shaft
The maximum mechanical high pressure cutoff is attained when the the pump
pressure becomes high enough to unseat the land of the upper half of the pressure
control spool (08) from its seat in the control valve housing. This cutoff pressure
can be increased by turning the adjustment screw (17) IN, or CLOCKWISE, which
increases the spring tension, or force against the bottom of the spool.
Maximum cutoff pressure will be lowered when the screw is turned OUT, or
counter-clockwise.
NOTE: The pressure control spool (08) has two affective surface areas - the
bottom of the upper land and the top of the lower land. Because the affective
surface area of the lower land is greater than the affective surface area of the
spool’s upper land, a high pressure between the two lands will cause the upper
half of the pressure control spool to unseat, or move down, against the pressure
control spool spring (09). This condition is referred to as “maximum mechanical
high pressure cutoff.” The tension on the spring (09) determines the pressure at
which the upper spool is unseated.
NOTE: The lower half of the pump pressure control spool does not move unless
its adjustment screw (17) is turned. Turning the adjustment screw increaseS
or decreaseS the tension on the pressure control spool spring (09) as the
screw is turned IN or OUT, respectively.
Increasing the spring tension will create higher system pressures and higher
fan speeds for a given PWM signal to the pump control solenoid and the results
are opposite when decreasing the spring tension. If the pressure control spool
is adjusted using the adjustment screw (17), a pump control solenoid calibration
should be performed to compensate for the change to the pump control spring.
In most cases, the two adjustment screws on the pump control valve should not
be used. The proportional pump control solenoid can be calibrated using the
monitor in order to correctly adjust fan speed.

374D STANDARD HYDRAULIC DEMAND FAN DRIVE SYSTEM

MINIMUM CONTROLLED FAN SPEED
(06) Monitor
(08) Proportional
Control Spool
(07) Maximum
PWM Signal
(14) Cat Data Link
(04)
Machine ECM
(05) Hydraulic Oil
Temp Sensor (09) Pump
Flow Control
Spool
(03)
Engine ECM
(02) Coolant
Temp (12) (10) Large
Sensor Fan Motor with Actuator Piston
Makeup Valve
(01) Intake
Manifold
Air Temp (11) Small
Sensor Actuator Piston
(13)
Main Return
Filters 14_1
1. Intake manifold air temp sensor This illustration is a schematic of the hydraulic cooling (demand) fan system with the
2. Coolant temp sensor fan at minimum CONTROLLED FAN speed.
3. Engine ECM When the three temperature sensor inputs indicate that the cooling demand is at
4. Machine ECM a minimum, the Machine ECM (04) sends the (software controlled) maximum
PWM signal (07) to the proportional fan pump control solenoid (08) and the pump
5. Hydraulic oil temp sensor destrokes to the minimum swashplate angle. At the minimum swashplate angle,
the pump produces the minimum controlled oil flow, resulting in minimum fan
6. Monitor speed.
7. Maximum PWM signal (through
the wiring harness) When the proportional fan pump control solenoid (08) receives the maximum
software controlled PWM signal from the Machine ECM (04), the pressure control
8. Proportional solenoid and spool (08) is unseated by the solenoid, allowing a greater amount of pump supply oil
pressure control spool to drain to tank. This action reduces the pressure in the spring chamber above the
9. Pump control valve pump flow control spool (09). The reduction in pressure in the spring chamber above
the pump flow control spool causes the spool to move up due to the higher pump
10. Large actuator piston supply pressure beneath the spool.
11. Small actuator piston
When the pump flow control spool (09) moves up, pump oil flow is directed to the
12. Fan motor with makeup valve large actuator piston (10). As pressure builds in the large actuator, the force of the
13. Main return filters large actuator piston (10) overcomes the force of the bias spring and the small
actuator piston (11), which causes the pump to destroke. With the pump
14. Cat data link destroked, oil flow to the fan motor (12) is reduced, which results in a reduced,
or MINIMUM FAN SPEED.
15. CAN 1 data link

Intermediate temperatures, as indicated by the three temperature sensor inputs, will

cause the Machine ECM (04) to send a PWM signal to the proportional fan pump
control solenoid (08) that is proportionate with the cooling demand. This causes the
pump control valve to regulate the angle of the pump swashplate, which will provide
oil flow to the fan motor (12) that will satisfy the cooling demand.
As temperatures rise, the PWM signal to the solenoid from the Machine ECM (04)
is reduced, resulting in increased oil flow and therefore, increased fan speed. As
temperatures lower, the PWM signal to the solenoid from the Machine ECM (04) is
increased, resulting in decreased oil flow and therefore, decreased fan speed.

(01) Maximum
PWM Signal 374D FAN PUMP AND CONTOL VALVE
MINIMUM CONTROLLED FAN SPEED
(02) Proportional
Pump Control
Solenoid
(16) Pump Output
(03) to Fan Motor
Adjustment
Screw (15) Case
Drain
(14) Large
Passage (13) Swashplate
(04) Actuator
Springs (07) Pin
(08)
(05) Pressure
Orifice Control
Spool
(06) Pump
Flow Control
Spool
(09)
Spring (18) Drive
Shaft
(12) Small Actuator

and Bias Spring
(10) Signal Passage (11) Piston and
(17) Adjustment
to Actuator Piston Barrel Assembly
Screw
1. PWM signal to solenoid The illustration above shows the fan pump control valve with the fan pump at minimum
(maximum) displacement, resulting in the MINIMUM CONTROLLED FAN SPEED; this is depicted
2. Fan pump control solenoid in the prior schematic (illustration 14_1).
3. Adjustment screw (for pump If the three temperature inputs are below a predetermined value, indicating little
flow control spool) demand for cooling, the Machine ECM sends the MAXIMUM PWM signal (01) to
4. Spring (for pump flow control the proportional fan pump control solenoid (02) to reduce pump oil flow. A maximum
spool) PWM signal causes the solenoid plunger and pin (07) to push the pressure control
spool (08) down to its furthest controlled position, unseating it and allowing oil to
5. Orifice drain to tank through the case drain passage (15).
6. Pump flow control spool
Draining oil to tank past the pressure control spool (08) also drains the spring chamber
7. Pin above the pump flow control spool (06), because these two pressure chambers are
connected through internal passages in the control valve body.
8. Pump pressure control spool
9. Spring (for pump pressure This condition creates a pressure drop across the orifice (05) at the top of the pump
control spool) flow control spool (06). The pump output pressure (16) at the bottom of the flow
control spool is now greater than the combined forces of the pump flow control spool
10. Signal passage to actuator spring (04) and the reduced pressure in the spring chamber above the pump flow
11. Piston and barrel assembly control spool. The pump output pressure pushes the pump flow control spool up.
This action closes the case drain passage from the large actuator and allows pump
12. Small actuator and bias spring supply oil to flow through the signal passage (10) to the large actuator piston (14).
13. Swashplate

L The flow of oil to the large actuator (14) causes an increase in pressure at the large
15. Case drain passage actuator piston. The large actuator (14) overcomes the combined forces of the bias
spring and small actuator (12) to move the swashplate toward minimum angle. Pump
16. Pump output to fan motor flow decreases and therefore fan speed decreases.
17. Adjustment screw (for pump
pressure control spool) When the oil is cold oil or upon a cold start-up, the Machine ECM will send the
MAXIMUM PWM signal to the proportional pump control solenoid (02). As described
18. Drive shaft earlier, the pump flow control spool (06) moves UP and pump output pressure (16) is
sent to the large actuator piston (14) through the signal passage (10). Pressurizing
the large actuator moves the swashplate toward MINIMUM angle. The large actuator
(14) stops moving when the vent hole through the large actuator piston (14) is open
to case drain. The pump flow is decreased to minimum to reduce the fan speed to
minimum.

374D REVERSING FAN HYDRAULIC SYSTEM

(06) Monitor INTERMEDIATE FAN SPEED - REVERSE
(08) Proportional
Control Spool
(14) Cat Data Link
(04)
Machine ECM
(05) Hydraulic Oil
Temp Sensor (13) Pilot Oil Supply
(09) Pump
Flow Control
(03) Spool
Engine
ECM
(02) Coolant
Temp Sensor (07) Reversing
Fan Solenoid Valve (10) Large
Actuator piston
(01) Intake
Manifold Air (11) Small
(12) Fan Motor (16) Fan Reversing Valve Actuator Piston
Temp Sensor
(19)
Makeup
Valve
(17)
Reversing (20) To Hydraulic Oil Cooler
Spool and Return Oil Filters
(18) Relief Valve
1. Intake manifold air temperature On machines equipped with the reversing fan attachment, the standard fan motor is
sensor replaced with a bidirectional fan motor (12), a fan reversing valve (16), and a remote
2. Coolant temperature sensor mounted reversing fan solenoid valve (07). The reversing fan solenoid valve (07)
controls the fan reversing spool (17). The Machine ECM (04) controls the reversing
3. Engine ECM fan solenoid valve (07). Operation of the fan pump and fan motor is the same as was
previously discussed.
4. Machine ECM
5. Hydraulic Oil Temperature The illustration above shows the fan pump in a state between maximum and minimum
Sensor fan speed. The proportional solenoid and pressure control spool (08) allow enough
oil to drain to tank to move the pump flow control spool (09) to an intermediate
6. Monitor position. This position allows full system pressure at the small actuator piston (11)
7. Reversing fan solenoid valve and sends a reduced system pressure to the large actuator piston (10); this causes
the pump swashplate to move to an intermediate position, sending oil flow to the
8. Proportional solenoid and pump fan motor (12) through the fan reversing valve (16). This pressure and flow rate will
control spool cause the fan to rotate at an intermediate speed.
9. Pump flow control spool
The Machine ECM (04) will automatically ENERGIZE the reversing fan solenoid
10. Large actuator piston valve (07) at predetermined intervals if the machine is equipped with the optional
11. Small actuator piston reversing fan. Fan reversing duration (time in reverse) is set at the factory but may
be reconfigured using Cat ET or the HEX monitor.
12. Fan motor
13. Pilot oil supply When the Machine ECM (04) determines that a reversing cycle is due, the ECM
ENERGIZES the reversing fan solenoid valve (07) and pilot supply oil (13) is directed
14. Cat data link to the reversing spool (17), causing the reversing spool to shift DOWN. When the
reversing spool shifts DOWN, the flow of oil to the fan motor (12) is reversed, causing
15. CAN 1 data link the fan motor to slow to a stop and then to start rotating in the opposite direction.

The relief valve (18) opens when the fan is first commanded to change directions
17. Reversing spool (either reverse or forward) or if there are any pressure spikes in the system. The
momentum of the fan blades prevents the fan motor from immediate directional
18. Relief valve change when the flow of oil is reversed. The relief valve (18) opens to dissipate
excess pressure to the return side of the circuit, back to the tank (20), preventing
19. Makeup valve damage to the system during the directional change.
20. (Return oil) to the hydraulic oil
cooler and return oil filters When the purge (reverse) cycle duration time has been reached, the Machine ECM
(04) then DE-ENERGIZES the fan reversing solenoid (07) and the spring beneath
the reversing spool (17) returns the spool back to its default position. This action
causes the high pressure oil flow to the fan motor (12) to be redirected back to the
“fan forward” direction. Again, the relief valve (18) will open to dissipate the resulting
pressure spike to the return, or low pressure side of the circuit until the fan motor
returns to its full forward rpm.
The makeup valve (19) serves the same purpose as that found in the unidirectional
fan motor - to prevent cavitation of the fan motor and to prevent voiding of the fan
pump. Fan motor cavitation can occur as the rotational momentum of the fan blades
cause the motor to continue rotating after the machine has been shut down. Such
a condition is referred to as “the pumping effect of a motor” and it is negated by the
makeup valve.


Pilot Hydraulic System
M
SERV1871

Module 4 - Pilot Hydraulic System
Text Reference

-62- Module 4 - Pilot Hydraulic System
PILOT HYDRAULIC SYSTEM

(13)
Bucket
Cylinder
(10) (09)
(11) (12)
Motor Motor
Cylinder
(05)
(07) (02) (03) (04) (01) Main

(06) (08)
Pilot Fan
Manifold Motor
System
(16) Hydraulic Oil Tank
PILOT HYDRAULIC SYSTEM
The pilot system consists mainly of The 374D pilot hydraulic system consists mainly of four basic components, which
four basic components: include the gear type pilot oil pump (02), the pilot oil filter (not shown above), the pilot
• Pilot oil pump (02) manifold (06), and the hydraulic lockout lever (in the operator compartment - not
shown above). The pilot manifold contains a number of subcomponents that will be
• Pilot oil filter (not shown above) discussed in greater detail in this module.
• Pilot manifold (06)
The pilot hydraulic system is divided into six distinct circuits that utilize pilot pressure
• Hydraulic lockout lever (not oil for the following functions:
shown)
• Flow control for the main hydraulic pumps
• Pressure control of the main hydraulic pumps through the power shift
pressure system
• Flow control of the swing pump
• Proportional valve operation of the implement circuits at the main

implement control valve and the swing control valve
• Control of the swing parking brake
• Control of the travel speed change valve

The pilot pump is driven by a through-drive connection from the hydraulic cooling fan
pump, both of which are part of the upper pump stack. All of the pumps in the pump
stack are driven by the engine flywheel.
The pilot pump (02) draws oil from the hydraulic oil tank (16) and provides pilot
pressure oil to the pilot manifold (06) where the pilot pressure relief valve sets the
pressure for the entire pilot oil system. The pilot manifold then distributes pilot
pressure oil to the proportional valves contained in the main hydraulic control valve
(05) and the swing control valve (09) and (10). The proportional valves utilize the
pilot oil for controlling the flow of high pressure oil from the main hydraulic pumps to
the boom, stick, bucket, travel, and attachment circuits.
The pilot manifold also supplies pilot pressure oil to the left travel motor (11) and the
right travel motor (12) for operation of both the left and the right travel speed change
valves. In addition, the pilot manifold sends pilot pressure oil to the left swing motor
(10) for operation of the swing control valve, and to the right swing motor (09) for
operation of both swing parking brakes.
Pilot pressure oil is used in two ways to control the main hydraulic pumps. The Power
Shift Pressure Reducing Valve (PSPRV), which is installed in the pilot manifold,
provides oil to the main hydraulic pumps (01) for maintaining a balance between the
main pump pressures and the optimum load on the engine. Pilot pressure oil is also
supplied directly to both main hydraulic pump control valves from the pilot pump (02)
to control oil flow from both main hydraulic pumps.
The oil flow rate of the swing pump (04) is controlled by a proportional solenoid valve
that is supplied pilot pressure oil directly from the pilot oil pump.
All of these circuits and functions will be discussed in greater detail later in this
module.
NOTE: The 374D incorporates a Priority Proportional Pressure Compensation

(PPPC) hydraulic system. The proportional valves (solenoid controlled pilot
valves) contained in the main hydraulic control valve and the travel control valve
always maintain full pilot pressure at each end of all of the control valve spools.
When implement movement is requested by the operator, movement of the
control valve spool is accomplished by draining the pilot oil at one end of the
spool. Draining the pilot oil lowers the pressure at that end of the control valve
spool and causes the spool to move in the direction of the lesser pressure.

Pilot Hydraulic System Components
1. Hydraulic lockout (activation) The hydraulic lockout (activation) lever (01) is located outside the left console and
lever beneath the front of the left armrest in the operator compartment. The hydraulic
2. Hydraulic activation crossbar activation crossbar (02) is mechanically operated by the hydraulic lockout lever.
3. Limit switch (behind gray The position of the hydraulic activation crossbar indicates the position of the
housing) hydraulic lockout lever. The hydraulic lockout lever and crossbar are shown in the
LOCKED position in the above photo. (The hydraulic lockout lever is moved BACK
and the crossbar is pointed DOWN.) The engine will not start unless the hydraulic
lockout lever is in this LOCKED position. Implement and travel operation and factory
installed attachments will be DISABLED in the LOCKED position.
Moving the hydraulic lockout lever FORWARD will raise the crossbar UP to the
horizontal, or UNLOCKED position. When the hydraulic lockout lever and crossbar
are moved to the UNLOCKED position, a limit switch beneath the gray housing (03)
is CLOSED. When the limit switch is CLOSED, the hydraulic lockout solenoid will
be ENERGIZED, allowing pilot oil to be available to the main hydraulic control valve.
Implement operation is then ENABLED.
Operation of the hydraulic lockout lever, crossbar, and limit switch will be discussed
further in this module.
NOTE: Implement operation is defined as operation of the boom, stick, bucket,

swing, travel, and attachment functions on the machine.

7 1
1. Pilot oil pump (gear type, fixed The pilot oil pump (01) is a gear type, fixed displacement hydraulic oil pump that
displacement) provides oil flow to the pilot hydraulic system. The pilot pump is the outermost pump
2. Suction hose at pump inlet in the upper pump stack. (The fan pump and the swing pump are to the rear of the
pilot oil pump.) The pump stack is located in the pump compartment, at the right rear
3. Pilot pump outlet manifold of the machine. The pilot oil pump is driven by a through-drive connection from the
hydraulic cooling fan pump.
4. Pump discharge to pilot oil filter
5. Hydraulic oil S•O•S port The pilot oil pump draws hydraulic oil from the main hydraulic oil suction manifold
through the suction hose (02) that is connected to the pump inlet. Pilot pump output
6. Pilot pressure test port is directed into the small square manifold block (03) at the pump outlet. Most of the
7. Pilot oil supply to swing pump pilot oil from the manifold block is directed to the pilot oil filter and then to the pilot
swashplate control valve and manifold through the pump discharge hose (04).
to control valves for both main
hydraulic oil pumps The hydraulic oil S•O•S port (05) is installed in the pilot pump outlet manifold. A pilot
pressure test port (06) is installed in a fitting that connects to the lower small hose
(07). This smaller hose supplies pilot pressure oil to the swing pump swashplate
control valve and also to the pump control valves for the two main hydraulic oil
pumps.

4
3
2
1. Pilot oil filter The spin-on type pilot oil filter (01) is located in the hydraulic oil filter compartment.
2. Pilot oil pump discharge line to The hydraulic oil filter compartment is immediately forward of the pump compartment
the filter inlet (filter supply) on the right side of the machine.
3. Filtered pilot oil supply to the Most of the pilot pump oil is directed to the filter (base) inlet through the pump
pilot manifold discharge hose (02). Filtered pilot oil is directed to the pilot manifold through the
4. Pilot oil filter bypass valve pilot supply hose (03) that is connected to the filter (base) outlet.
(opens at approximately
172 kPa (25 psi)) A bypass valve (04) is installed in the pilot oil filter base. When the pressure difference
between the filter inlet and the filter outlet exceeds approximately 172 kPa (25 psi),
the bypass valve will open and nonfiltered oil will be delivered to the pilot manifold.
The bypass valve protects the pilot oil filter from pressure spikes in the system and
when the oil is cold and less viscous. The bypass valve can also open when the
filter becomes dirty enough to create the filter inlet/outlet pressure differential which
causes the bypass valve to open. There is no switch for the filter bypass, so the
operator will not be warned if the filter is clogged and is being bypassed.
Always change the pilot oil filter according to the guidelines found in the maintenance
section of the Operation and Maintenance Manual (OMM).

3 4 5
2
1
7 6
1. Pilot manifold The pilot manifold (01) and the pilot accumulator (not visible above) may be accessed
2. Accumulator pressure and pilot by removing the center access plate to the rear of the swing gear housing and
pressure test port beneath the carbody. The pilot manifold is located on the right side of the access
opening. (The front of the machine is toward the left in the photo above.) The pilot
3. Two-speed travel solenoid valve manifold is the main distribution center for pilot pressure oil that is used to control
most of the implement hydraulic functions on the machine.
4. Power Shift Pressure Reducing
Valve (PSPRV)
The pressure test port (02) at the front of the pilot manifold may be used to test the
5. Hydraulic lockout solenoid pilot accumulator pressure when the machine is shut down. This test port may also
valve be used to test pilot pressure when the machine is running.
6. Hydraulic activation valve
The forward ON/OFF solenoid (03) is the two-speed travel solenoid valve. When
7. Pilot pressure relief valve ENERGIZED, this solenoid valve sends pilot pressure oil to both the left and the right
travel motors’ change displacement valves. The travel change displacement valves
shift the travel motors’ swashplates to a decreased angle, which results in the high
speed travel mode. This function is discussed in greater detail in the Travel System
module of this training package.
The Power Shift Pressure Reducing Valve (PSPRV) (04) is the second solenoid
from the front of the manifold. The Machine ECM sends an increasing PWM signal
to the proportional PSPRV solenoid to destroke the main hydraulic pumps as the
hydraulic load on the pumps causes engine speed to decrease below optimum rpm.
This function is discussed in greater detail in the Main Hydraulic Pumps module of
this training package.

The hydraulic lockout solenoid valve (05) is the rear solenoid valve on the pilot
manifold. This ON/OFF solenoid valve is ENERGIZED when the hydraulic lockout
lever (in the operator compartment) is moved FORWARD to the UNLOCKED position.
The hydraulic lockout solenoid valve actuates the pilot operated hydraulic activation
valve (06). The hydraulic activation valve enables the delivery of pilot pressure oil to
the various implement proportional (control) valves on the machine.
The pilot pressure relief valve (07) is installed in the bottom of the pilot manifold. The
pilot relief valve sets the pilot system pressure to approximately 4100 kPa (595 psi).
This is the pilot oil pressure that is made available to all of the proportional (control)
valves on the machine that use pilot oil for controlling the flow of high pressure oil for
the implement, travel, and attachment circuits.
The hydraulic pilot oil accumulator (not visible in photo) is mounted to a bracket
above the pilot manifold. The hydraulic pilot oil accumulator stores pilot pressure
oil for use by the proportional valves at the main control valve and the swing control
valve when pilot oil flow and/or pressure drops. During some operations, the pilot oil
system needs more pilot oil because there is insufficient flow from the pilot oil pump.
The hydraulic pilot oil accumulator will provide supplemental pilot pressure oil to the
pilot system when the pilot oil pump flow is inadequate. Insufficient supply of pilot oil
flow to the pilot system may be caused by:
• implements in the lowered position while the engine is off and oil supply
to the main control valves is stopped
• some combined implement operations (such as boom, stick, bucket,
and swing operation all at the same time)
An internal bladder inside the accumulator is filled with nitrogen gas. When pilot
oil enters the accumulator, it acts against and compresses the nitrogen gas filled
bladder. A check valve in the pilot oil manifold prevents backflow of the stored oil
in the accumulator. The stored oil is used by the implement proportional valves for
operating the main control valve spools of the implement control valves (in the main
control valve) or the swing control valve.

5 4 2
3
8 7
10
1
11
12
• Pilot manifold components - Pilot manifold components identified in the illustration above are:
location and identification
1. Pilot manifold
2. Pilot accumulator supply hose
4. Accumulator check valve (recessed in counterbore)
5. Pilot manifold supply from pilot pump
6. Pilot accumulator
7. Pilot supply to hydraulic fan reversing valve (if equipped)
8. Pilot supply to neutral bypass solenoid valve
9. Pilot supply to travel speed change valve (for two-speed travel)
10. Accumulator pressure/pilot pressure test port
11. Pilot oil drain outlet (to hydraulic tank)
12. Drain oil inlet (from signal duplication valve) and pilot oil drain inlets
from the swing proportional valves and the neutral bypass solenoid
valve

1
2
10
3
9
4 7
5 6
• Pilot manifold components Additional pilot manifold components identified in the illustration above are:
- location and identification
(continued) 1. Hydraulic lockout solenoid valve
2. Power Shift Pressure Reducing Valve (PSPRV)
3. Two speed travel solenoid valve
4. Drain inlets from the neutral bypass solenoid valve and the implement
proportional valves
5. Pilot pressure relief valve
7. Pilot supply to the boom and the stick drift reduction proportional valves
8. Pilot supply to the swing proportional valve and the swing parking brake
solenoid valve
9. Pilot supply to the boom, bucket, and attachment proportional valves
10. Pilot supply to the left and right travel and the stick proportional valves

HYDRAULIC LOCKOUT LEVER
(06)
Unlocked
Position
(01)
Hydraulic
Lockout Lever
(Locked Position)
(05)
Lever Base
(04)
Hydraulic (03) (02)
Activation Plunger Limit Switch
Crossbar
Pilot System Operation
1. Hydraulic lockout lever The hydraulic lockout lever (01) is located on the left side of the operator’s seat. With
(LOCKED position) the hydraulic lockout lever shifted BACK to the LOCKED position, the hydraulic
2. Limit switch lockout solenoid valve is DE-energized.
3. Plunger The limit switch (02) is an input component to the Machine ECM. When the switch
4. Hydraulic activation crossbar is CLOSED, the signal from the limit switch to the Machine ECM is shared with
the Engine ECM through the Cat Data Link. The engine will not start unless the
5. Lever base hydraulic lockout lever is in the LOCKED position (as shown above).
6. Hydraulic lockout lever
(UNLOCKED position) The limit switch is mounted to the hydraulic lockout lever base (05). When the
hydraulic lockout lever is in the LOCKED position, the plunger (03) is not depressed.
In this position the limit switch is not closed and the circuit is OPEN. With the switch
in the OPEN condition, the Machine ECM will not energize the hydraulic lockout
solenoid. In addition, the Machine ECM will not energize any of the proportional
valves on the main control valve and/or the swing control valve as a secondary
measure to disable the operation of the implements, travel, and swing functions.
When the hydraulic lockout lever is moved FORWARD to the UNLOCKED position
(06), the plunger (03) will contact and close the limit switch. When the limit switch
is CLOSED, the Machine ECM will ENERGIZE the hydraulic lockout solenoid, making
pilot oil available for the operation of the implements, travel, and swing functions.
The proportional valves on the main control valve and/or the swing control valve will
also be ENABLED and will respond with the movement of the joysticks or the travel
levers/pedals in the operator compartment.
NOTE: The hydraulic activation crossbar is a visual indicator of the machine’s

hydraulic lockout status for the operator and the service technician. When the
hydraulic lockout lever is moved REARWARD to the LOCKED position, the
hydraulic activation crossbar (04) moves to the LOWERED position (as shown).
When the hydraulic lockout lever is moved FORWARD to the UNLOCKED
position, the hydraulic activation crossbar is in the RAISED (horizontal)
position

(09) From Stick Drift Reduction Solenoid (10) From Boom Drift Reduction Solenoid
(11) To Fan Reversing Valve Solenoid (12) From Swing/Brake Control Valve Solenoids
(13) To Neutral Bypass Solenoid (14) From Boom/Bucket/Attach Control Valve Solenoids
(15) From Main Pump Control Valves (16) From L & R Travel & Stick Control Valve Solenoids
(05) Power (03)

Shift PRV Hydraulic
(08)
Lockout
Accumulator
(04) Solenoid
(06)
Hydraulic
A Pressure
Valve
Two-Speed Travel
Activation
Solenoid Valve
Valve
(02) VIEW A-A

Pilot (07) Pilot
(18) From L & R Accumulator
Relief
Travel Motors
Valve A
(23) Pin
(19) Accumulator Check Valve (24) Spring
(17) From Solenoid Drains (multiple) (22)
Drain
(25) Spool
(21) From Hydraulic

(01) Pilot Activation Valve
Pump
(20) From Pilot Pump
PILOT MANIFOLD (03) Hydraulic Lockout

Solenoid Valve
LOCKED - IMPLEMENTS DISABLED

• When the hydraulic lockout When the hydraulic lockout lever (in the operator compartment) is moved BACK to
lever is moved to the LOCKED the LOCKED position, the hydraulic lockout solenoid valve (03) in the pilot manifold
position, the hydraulic activation is DE-ENERGIZED by the Machine ECM.
solenoid (3) is DE-ENERGIZED.
• When the hydraulic lockout Because the solenoid valve is DE-ENERGIZED, the solenoid pin (23) does not push
solenoid (3) is DE-ENERGIZED, down on the small spool (25) in the solenoid valve cartridge. This condition allows
pilot oil flow to the implement the spring (24) in the valve cartridge to keep the small spool shifted UP, blocking pilot
circuits is blocked by the pressure (signal) oil to, and draining oil from the hydraulic activation valve (04). With
hydraulic activation valve (4). no signal oil sent to the hydraulic activation valve, the valve is held to the right by the
• Blocking pilot oil flow at the spring behind the valve. With the hydraulic activation valve shifted to the right, pilot
hydraulic activation valve (4) supply oil is blocked at the valve and pilot pressure oil is drained from the following
disables implement operation. implement proportional valves:
• Some pilot pressure oil is (09) the stick drift reduction solenoid valve
available from the pilot oil (10) the boom drift reduction solenoid valve
accumulator (7), but only for a (12) the swing proportional solenoid valves and swing brake solenoid valve
few minutes or for one or two
(13) the boom, bucket, and attachment proportional solenoid valves
implement movements.
(14) the stick, left travel, and right travel proportional solenoid valves
When the pilot system is in the LOCKED condition, the accumulator check valve
(19) will maintain accumulator pressure for a short time (one or two implement valve
movements). With the engine OFF and the key switch set to ON, the implements
may be lowered using the joysticks if the hydraulic lockout lever is moved to the
UNLOCKED position. These actions will ENERGIZE the hydraulic lockout solenoid
valve, allowing pilot pressure oil from the accumulator to supply the implement
proportional solenoid valves until the accumulator pressure is dissipated.
(09) To Stick Drift Reduction Solenoid (10) To Boom Drift Reduction Solenoid
(11) To Fan Reversing Valve Solenoid (12) To Swing/Brake Control Valve Solenoids
(13) To Neutral Bypass Solenoid (14) To Boom/Bucket/Attach Control Valve Solenoids
(15) From Main Pump Control Valves (16) To L & R Travel & Stick Control Valve Solenoids
(05) Power (03)

Shift PRV Hydraulic
(08)
Lockout
(04) Accumulator
Solenoid
(06) Hydraulic A Valve
Pressure
Two-Speed Travel Activation
Solenoid Valve Valve
(02) VIEW A-A

Pilot (07) Pilot
(18) From L & R Accumulator
Relief
Travel Motors
Valve A
(23) Pin
(19) Accumulator Check Valve
(24) Spring
(17) From Solenoid Drains (multiple)
(25) Spool
(22) To Drain
(21) Signal To
(01) Pilot Hydraulic Activation Valve
Pump
PILOT MANIFOLD (03) Hydraulic Lockout

Solenoid Valve
UNLOCKED - IMPLEMENTS ENABLED

• When the hydraulic lockout lever When the hydraulic lockout lever (in the operator compartment) is moved FORWARD
is moved to the UNLOCKED to the UNLOCKED position, the hydraulic lockout solenoid valve (03) in the pilot
position, the hydraulic lockout manifold is ENERGIZED by the Machine ECM.
solenoid (03) is ENERGIZED.
• When the hydraulic lockout When the solenoid valve is ENERGIZED, the solenoid pin (23) pushes down on the
solenoid (03) is ENERGIZED, small spool (25) in the solenoid valve cartridge, compressing the return spring (24)
pilot oil flow to the implement and shifting the spool DOWN. When the spool shifts DOWN, the pilot oil passage
circuits is ENABLED by the from the pilot pump (20) is connected to the passage to the hydraulic activation
hydraulic activation valve (04). valve (21). At the same time, the drain passage (22) is closed off from the signal oil
passage.
• ENABLING pilot oil flow at the
hydraulic activation valve (04) In this condition, pilot pressure oil (signal oil) is then sent to shift the hydraulic
ENABLES implement, swing, activation valve (04) to the left. Shifting (opening) the hydraulic activation valve to
attachment, and travel operation. the left ENABLES the flow of pilot pressure oil to the following implement proportional
valves:
(09) the stick drift reduction solenoid valve
(10) the boom drift reduction solenoid valve
(12) the swing proportional solenoid valves and swing brake solenoid valve
(13) the boom, bucket, and attachment proportional solenoid valves
(14) the stick, left travel, and right travel proportional solenoid valves
When the pilot system is in the UNLOCKED condition, operation of all implements,
attachments, and the travel system will be ENABLED.

The pilot accumulator (07) is charged to pilot system pressure when the implements
are ENABLED. The pilot accumulator will provide supplemental pilot pressure
oil to the pilot system when the pilot pump is unable to provide adequate oil flow.
Insufficient supply of pilot oil flow to the pilot system could be caused by combined
implement operations (such as boom, stick, bucket, and swing operation all at the
same time).

PILOT RELIEF VALVE & ACCUMULATOR CHECK VALVE
(02) Pilot Manifold (03) Accumulator

Check Valve
(11) Spring
(05) To Accumulator

(07) Distribution
Passage
(10) Passage (06) To Drain/Tank
(09) Spring
(04) Pilot Relief Valve
(08) Adjustment Screw
1. Pilot oil inlet from the pilot Pilot pressure oil from the pilot pump (01) enters the pilot manifold (02) and is directed
pump through an internal passage to a point between the accumulator check valve (03)
2. Pilot manifold (body) and the pilot relief valve (04).
3. Accumulator check valve The pilot relief valve limits the pilot pressure in the pilot system. When the pressure
4. Pilot relief valve in the pilot system reaches the pressure setting of the pilot relief valve, the valve
spool moves DOWN against the spring (09) until the cross-drilled passage (10) in the
5. Pilot oil passage to accumulator spool begins venting pilot oil into the drain passage (06).
6. Drain passage (to tank)
Moving the adjustment screw (08) IN increases the tension of the spring (09) beneath
7. (Main) pilot oil distribution the valve spool, raising the pilot oil pressure. Turning the adjustment screw OUT
passage decreases the spring tension and lowers the pilot oil pressure in the system.
8. Adjustment screw (for pilot
relief setting) The distribution passage (07) runs horizontally through the pilot manifold and directs
pilot oil to the accumulator check valve (03). When the pressure of the oil (set by
9. Spring (pilot relief valve) the relief valve) becomes greater than the tension of the spring (11) above the check
valve, the check valve opens. When the check valve opens, pilot pressure oil flows
10. Cross drilled passage (in spool) through the passage to the accumulator (05), charging the accumulator with pilot
11. Spring (check valve) pressure oil. When the machine is shut down and pilot oil flow from the pilot pump
ceases, the accumulator check valve is closed by its spring (11) and the accumulator
will store the pilot pressure for a short time.
Several other passages branch off the main distribution passage (07), further
distributing pilot oil for use in other circuits (see schematics on the preceding pages).
Some of the passages are downstream from the accumulator check valve, allowing
the pilot pressure in the accumulator to be used for lowering implements.
HYDRAULIC ACTIVATION VALVE

OPERATION
(01) Pilot Manifold (03)

Signal
(02) Valve Spool Oil Inlet
(04) Pilot Oil Inlet
(08) Drain
(05) Pilot Oil Supply Slots
Passage to
Implement Valves
(07) Spring
(06) Drain Passage
LOCKED UNLOCKED
1. Pilot manifold The illustration above shows the two conditions of the hydraulic activation valve,
2. Valve spool which is installed in the pilot manifold (01). When the valve is in the LOCKED
condition, implement operation (boom, stick, bucket, attachments, swing, and travel
3. Signal oil inlet passage functions) is DISABLED. When the valve is in the UNLOCKED condition, implement
operation is ENABLED.
4. Pilot oil inlet passage
5. Pilot oil supply passage to The LOCKED condition is shown on the left. Pilot pressure oil from the pilot pump
control valves is introduced to the hydraulic activation valve through the pilot oil inlet passage (04).
When the valve spool (02) is shifted UP by the spring (07), pilot pressure oil is blocked
6. Drain passage by the two lands of the valve spool that are immediately above and below the inlet
7. Spring (chamber). At the same time, the pilot oil supply passage to the control valves (05)
is connected to the large drain passage (06) through the drain slots (08) that are
8. Drain slots machined into the lower land of the valve spool. Any residual pilot pressure oil to
the implement proportional valves is also drained and no pilot oil is available to the
proportional valves for implement operation. In this condition, implement operation
is DISABLED.
When the operator moves the hydraulic lockout lever (in the operator compartment)
FORWARD to the UNLOCKED position, the hydraulic lockout solenoid valve in the
pilot manifold is ENERGIZED by the Machine ECM. (See illustration 13_1.)

When the hydraulic lockout solenoid valve is ENERGIZED, pilot pressure oil (signal
oil) is sent through the signal oil inlet passage (03), pressurizing the chamber above
the valve spool. Pressurizing this upper chamber shifts the valve spool DOWN
against the return spring (07). When the spool moves down, the pilot oil inlet
passage (04) is connected to the pilot oil supply passage to the control (proportional)
valves (05).
At the same time, the drain slots on the lower land of the valve spool are no longer
open to the pilot oil supply passage (05). This position allows pilot pressure oil to flow
through the pilot oil supply passage to the control valves for use by the proportional
valves and implement operation is ENABLED.
NOTE: The round dashed lines in illustration 16_1 indicate pilot oil passages
through the manifold and are completely or partially behind the valve spool in
the section view. There are no cross drilled passages through the valve spool.

(09) To Stick Drift Reduction Solenoid (10) To Boom Drift Reduction Solenoid
(11) To Fan Reversing Valve Solenoid (12) To Swing/Brake Control Valve Solenoids
(13) To Neutral Bypass Solenoid (14) To Boom/Bucket/Attach Control Valve Solenoids
(15) From Main Pump Control Valves (16) To L & R Travel & Stick Control Valve Solenoids
(05) Power (03)

Shift PRV Hydraulic
(08)
Lockout
(06) (04) Accumulator
Solenoid
Two-Speed Travel Hydraulic Pressure
Valve
Solenoid Valve Activation
A Valve
(02)
Pilot (07) Pilot
(18) To L & R Accumulator
Relief
Travel Motors
Valve
A
VIEW A-A
(19) Accumulator Check Valve
(22) Pin (17) From Solenoid Drains (multiple)
(23) Spring
(24) Spool
(01) Pilot
Pump
PILOT MANIFOLD
(21) To Drain
(18) To L & R Travel Motors

UNLOCKED - IMPLEMENTS ENABLED
TWO-SPEED TRAVEL ENABLED
(06) Two-Speed Travel Solenoid Valve
• The pilot system is shown in the The pilot system in the illustration above is shown in the UNLOCKED condition and
UNLOCKED condition above. the implements are ENABLED, as described for illustration 13_1.
• When the two-speed travel
switch is pressed (operator When the operator presses the two-speed travel switch (in the operator compartment),
control), the Machine ECM the Machine ECM ENERGIZES the two-speed travel solenoid valve (06). When the
ENERGIZES the two-speed travel solenoid valve is ENERGIZED, the solenoid pin (22) pushes down on the small spool
solenoid (6). (24) in the solenoid valve cartridge, compressing the return spring (23) and shifting
the spool DOWN. When the spool shifts DOWN, the pilot oil passage from the pilot
• ENERGIZING the two-speed pump (20) is opened to the passage to the travel speed change valves (18) in both
travel solenoid (6) causes the the left and the right travel motors.
solenoid pin (22) to push the
small valve spool (24) DOWN In this condition, two-speed travel is ENABLED.
against the return spring (23).
Operation of the travel speed change valves and the control of two-speed travel will
be discussed in greater detail in the Travel System module of this training package.
NOTE: Pilot oil is always available to the two-speed travel solenoid valve when
the engine is running, even when the hydraulic lockout valve is in the LOCKED
condition. But since travel is DISABLED from the lack of pilot oil to the travel
control valves (when the pilot system is in the LOCKED condition), pilot oil to the
travel speed change valves is of no consequence to machine movement.


Main Hydraulic Pumps
TREINAMENTO CORPORATIVO - Contagem MG
SERV1871

Module 5 - Main Hydraulic Pumps
Text Reference

-81- Module 5 - Main Hydraulic Pumps
MAIN HYDRAULIC PUMP SYSTEM

(13)
Bucket
Cylinder
(10) (09)
(11) (12)
Motor Motor
Cylinder
(05)
(07) (02) (03) (04) (01) Main

(06) (08)
Pilot Fan
Manifold Motor
System
(16) Hydraulic Tank
MAIN HYDRAULIC PUMP SYSTEM
• Main hydraulic pump system The illustration above shows the major components of the main hydraulic pump
major components: system. The main hydraulic pumps (01), or main hydraulic pump group, consists of
the front pump and the rear pump (as viewed from the front of the engine) and an
- Main hydraulic pumps (01) internal charge pump, all contained in a common housing. The main hydraulic
• Front pump pumps are connected in series by a common control block located between the two
• Rear pump pumps. The front pump is closest to the engine and is driven by the engine
• Charge pump flywheel. The rear pump is closest to the compartment door. The rear pump and
• Pump regulators the charge pump are driven by through-drive shafts and couplings from the front
pump. The front pump and the rear pump are both variable displacement piston-type
- Engine pumps and are equipped with a fixed displacement impeller-type charge pump.
- Pilot pump (02) The charge pump draws oil from the hydraulic oil tank (16), via the main hydraulic
suction manifold, and delivers charge oil equally to the front pump and the rear pump.
- Pilot manifold (06) The front pump and the rear pump deliver high pressure oil to the main hydraulic
control valve (05) for use in operating the bucket (13), the stick (14), the boom (15),
- Hydraulic oil tank (16) attachments, and the travel systems (11 and 12).
Pilot pressure oil from the pilot pump (02) is delivered to both the front pump and
rear pump regulators, and is used to control the hydraulic system pressure and flow
rate from the main pump. Pilot pressure is set by the pilot relief valve, contained in
the pilot manifold (06). The power shift pressure reducing valve (PSPRV) is also
contained in the pilot manifold and sends reduced pressure pilot oil to both pump
regulators for controlling oil flow from the main pumps under certain conditions.

4
3
5 2
Main Hydraulic Pump System Components
• Main hydraulic pump system The main hydraulic pumps (02) are located in the pump compartment, which is
component location and situated at the right rear of the machine. The main hydraulic pumps draw hydraulic
identification: oil from the main hydraulic suction manifold (01). High pressure pump supply oil to
the main control valve is delivered through the pump discharge manifold (03) on top
1. Main hydraulic suction manifold of the pumps. This high pressure oil is used for the operation of the boom, stick,
bucket, attachments, and travel hydraulic circuits.
2. Main hydraulic pumps
3. Main pump discharge manifold Pilot pressure oil from the pilot pump (04) is used by the tow pump regulators for
controlling the main hydraulic pumps. Pilot oil pressure may be tested at the pilot
4. Pilot pump pressure test port (05). The load sensing signal reduction manifold (06) is used in
5. Pilot pressure test port the boom regeneration strategy to reduce the load sensing signal to the pumps,
and therefore, oil flow from the main hydraulic pumps during boom regeneration.
6. Load sensing signal reduction The load sensing signal reduction valve is mounted to a bracket beneath the main
manifold hydraulic oil pumps.
NOTE: The swing system uses high pressure hydraulic oil from a dedicated
swing pump. The swing pump is discussed in the Swing System module of this
training package.
NOTE: Operation of the pilot pump and the pilot oil system is discussed in detail
in the Pilot System module of this training package.
NOTE: The load sensing signal reduction manifold and its operation are
discussed in detail in the Main Hydraulic Control Valve module.
6
1
5
2
3
• Main hydraulic pumps Oil flow and pump discharge pressure from the main hydraulic pumps (01) are
component location and controlled by the two pump regulators (02). The regulators are mounted on the
identification: forward side of the pump control block which is situated between the two pumps.
1. Main hydraulic pumps The minimum angle stop screw (05) for the rear pump swashplate is shown above
2. Pump regulators on the forward side of the rear pump housing. The minimum angle stop screw for the
front pump (not visible) is located in a similar position on the front pump housing.
3. Load sensing signal reduction
manifold Also visible in this photo is the load sensing signal reduction manifold (03). The
4. Load sensing signal pressure load signal pressure sensor (04) is installed in the front side of the manifold. (The
sensor sensor detects the load sensing signal pressure prior to the signal reduction solenoid
valve.)
5. Minimum angle stop screw -
rear pump (front pump stop The charge pump internal to the center pump housing, which is situated between
screw not visible, but located in the front pump and rear pump housings. The impeller type charge pump draws oil
a like position) from the main suction manifold and distributes it equally to the front and rear main
6. Charge pump hydraulic pumps.

3 4
2
6
5
• Main hydraulic pumps The “M1A” pressure test port (01) for front pump destroke pressure is located on the
component location and back side of the pump control block. The “MA” pressure test port (02) for front pump
identification: discharge (delivery) pressure is installed in a fitting on the high pressure oil line that
leads to the universal quick-coupler control valve. (If the machine is not equipped
1. Front pump destroke pressure with a quick-coupler, the test port will be installed in the lower port, in place of the
test port (M1A) hose fitting.)
2. Front pump discharge pressure
test port (MA) The “M1B” pressure test port (03) for rear pump destroke pressure is also located
on the back side of the pump control block. “MB” pressure for rear pump discharge
3. Rear pump destroke pressure (delivery) pressure may be tested at the port below the “M1B” test port after removing
test port (M1B) (and capping) the line (04) that leads to the counterweight removal system and then
replacing the line with a standard pressure test tap.
4. Rear pump discharge pressure
(MB) - remove supply hose to
counterweight removal system The maximum angle stop screw for the rear pump swashplate (05) and the maximum
angle stop screw for the front pump swashplate (06) are also identified above.
5. Maximum angle stop screw -
rear pump
6. Maximum angle stop screw -
front pump

2
1
4
7
6 5
• Pump regulators component The pump regulator for the rear pump (01) and the pump regulator for the front pump
location and identification: (04) are identified in the photo above.
1. Rear pump regulator The highest resolved implement circuit pressure in the system is sent to the pump
2. Load sensing signal pressure regulators, via the load sensing signal relief valve, and is called load sensing signal
test port - rear pump pressure. Load sensing signal pressure is used as one of the controlling pressures
for regulating pump flow and discharge pressure. The same load sensing signal
3. Power shift pressure test port - pressure from the load sensing signal relief valve is delivered to both pump regulators
rear pump through the upper hose (09) in this photo.
4. Front pump regulator
The load sensing signal pressure test port for the rear pump regulator (02) is installed
5. Front pump discharge pressure on top of the rear pump regulator body. The load sensing signal pressure test port
sensor for the front pump regulator (06) is installed on the bottom of the front pump regulator
body.
6. Load sensing signal pressure
test port - front pump
Power shift pressure is also used by the regulators as one of the controlling pressures
7. Power shift pressure delivery for the pumps. The same power shift pressure from the Power Shift Pressure
hose Reducing Valve (PSPRV) is directed to both pump regulators through the lower hose
(07), shown above. The power shift pressure test port for the rear pump (03) and for
8. Power shift pressure test port - the front pump (08) are also identified.
front pump
9. Load sensing signal pressure A pressure sensor (05) is installed in the front pump regulator body. This pressure
delivery hose sensor measures the front pump discharge pressure and sends an analog signal to
the Machine ECM. When the signal from this sensor indicates that the pumps are in
the STANDBY condition, the Automatic Engine Control (AEC) strategy is invoked..

• Pump regulator component The constant horsepower control adjustment screw for the rear pump (02) and for
location and identification: the front pump (04) are identified in the photo above. Adjusting these screws OUT,
by turning them counterclockwise (CCW), will cause the pumps to DESTROKE at a
1. Margin pressure adjustment HIGHER pump discharge (delivery) pressure. Adusting the screws IN, by turning
screw - rear pump them clockwise (CW), will cause the pumps to DESTROKE at a LOWER pump
discharge (delivery) pressure.
2. Constant horsepower control
adjustment screw - rear pump
The margin pressure adjustment screw for the rear pump (01) and for the front pump
3. Margin pressure adjustment (03) are also identified above. Turning the margin pressure adjustment screws IN,
screw - front pump or clockwise (CW), increases the margin pressure. Turning the margin pressure
adjustment screw OUT, or counterclockwise (CCW), decreases the margin
4. Constant horsepower control pressure.
adjustment screw - front pump
NOTE: Margin pressure is the difference between the pump discharge pressure
and the load sensing signal pressure. The margin pressure should be set to
approximately 1960 kPa (285 psi). This difference in pressures is created by the
pressure drop across the valve spool in the affected implement control valve.

1
2
• Pilot manifold component The pilot manifold (01) may be accessed by removing the center access plate
location and identification: beneath the carbody, just to the rear of the swing gear housing. The pilot manifold is
located on the right side of the access opening. (The front of the machine is toward
1. Pilot manifold the left in the photo above.)
2. Pilot relief valve
The pilot relief valve (02) is installed in the bottom of the pilot manifold. The pilot
3. Power shift pressure reducing relief valve sets the pilot pressure for the entire pilot system. Pilot pressure oil is sent
valve (PSPRV) to both the front and the rear pump regulators for use in regulating the pressure and
flow of the main hydraulic pump in certain conditions.
Reduced pilot pressure oil is also sent to the pump regulators via the (proportional)
Power Shift Pressure Reducing Valve (03). The Machine Electronic Control Module
(ECM) ENERGIZES and DE-ENERGIZES the proportional PSPRV solenoid to
send oil to the main hydraulic pump regulators as another factor in the strategies for
controlling the pressure and flow of oil from the main hydraulic pump.

MAIN HYDRAULIC PUMP

INTERNAL COMPONENTS
(21) (20) (18) (17) (16) (15) (14) (13)
(23) Minimum Passage Port Maximum Angle Charge Main Pump Actuator Coupling
Front Angle Stop Plate Servo Piston Pump Regulators Piston for Rear
Pump Screw Impeller Pump
(12)
(19)
Rear
(22) Barrel
Pump
Swashplate
(24)
Upstroke
Rod
(01)
Drive
Shaft
(02) (04) (09)

Piston (07) Front Pump
Slipper
Passage Discharge
Pad (05) (10) (11)
(03) Maximum (06) (08) Passage Pump Rear Pump
Retaining Angle Stop Destroke Minimum Angle Inlet Discharge
Plate Screw Rod Servo Piston Passage Passage
Main Hydraulic Pump Operation
• Main hydraulic pump group The main hydraulic pump (or main hydraulic pump group) consists of the front pump
component identification. (23), the rear pump (12), and an internal charge pump (16), all contained in a common
pump housing. The two main hydraulic pumps and the charge pump are connected
• Basic operation of the main in series by a coupling (13) inside a common control block located between the front
hydraulic pumps. and rear piston pumps. The description of the pump operation, below, is for the front
pump. The rear pump has identical components and operates in a like manner.
The front pump contains a “rotating group” which consists of the barrel (19), the
pistons (04), the slipper pads (02), and a retaining plate (03). The slipper pads are
held against the pump swashplate (22) by the retaining plate. The rotating group is
turned by the drive shaft (01) which is connected to the engine by a coupling in the
flywheel housing. The engine flywheel causes the drive shaft to rotate. When the
engine is running, the drive shaft causes the rotating group and the charge pump
impeller (16) to rotate. As the rotating group turns, the pistons are moved in and
out of their bores in the barrel by the slipper pads as they ride against the angled
swashplate. Movement of the pistons in and out of their bores is referred to as the
piston “stroke.”
When the charge pump impeller rotates, hydraulic oil is drawn into the pump inlet
passage (10) and is delivered to the front pump rotating group through an inlet
passage (20) in the port plate (18). The oil is then drawn into the piston bores by the
pistons as they rotate past the internal passage (20) and start to move inward. The
inward piston stroke is caused by the slipper pads pulling the piston to the left as the
swashplate angle falls away (piston moving from bottom to top, as shown above).

After the barrel and slipper pads have rotated approximately 180° around the
swashplate, they are completely filled with oil. As the rotating group continues to
turn, the slipper pads cause the pistons to move to the right as the swashplate angle
moves inward (piston moving from top to bottom, as shown above). When the
pistons move intward, they compress and pressurize the oil contained in the bore.
When the rotating group nears approximately 360° of rotation, the piston bores pass
by the oil outlet passage (07) in the port plate. As each piston bore becomes open to
the outlet passage, the pressurized oil in the bore flows out through the passage and
is directed to the front pump discharge passage (09). From the discharge passage,
the high pressure oil is then directed to the main control valve for operation of the
bucket, boom, stick, attachment, and travel circuits.
The angle of the swashplate determines the length of the piston’s stroke, and
therefore, the oil flow rate of the pump. Pilot oil from the pilot pump is delivered to
the right end of the minimum angle servo piston (08), via the main pump regulator
(15) when the pump is in the STANDBY condition. As the minimum angle servo
piston is pressurized with pilot oil, the piston moves to the left, moving the destroke
rod (06) to the left, resulting in rotating the swashplate clockwise, toward minimum
angle. As the swashplate moves toward minimum angle, the oil flow rate from the
front pump is DECREASED. [The swashplate in the rear pump (12) would move
counterclockwise; therefore, the oil flow rate of the rear pump is also decreased.]
When demand for high pressure pump discharge oil is INCREASED, the pump
regulator directs high pressure pump discharge oil to the maximum angle servo
piston (17) and at the same time, drains oil from the minimum angle servo piston.
Pressurizing the maximum angle servo piston moves it to the left, which causes the
upstroke rod (24) to also move to the left. The upstroke rod causes the swashplate
to rotate counterclockwise to an INCREASED angle; therefore, the oil flow from
the front pump is INCREASED. (The swashplate in the rear pump would move
clockwise; therefore, the oil flow of the rear pump is also increased.)
The maximum angle servo piston (17) contains an actuator piston (14). The actuator
piston is fitted perpendicularly into a bore on the top (periphery) of the maximum
angle servo piston. The actuator piston is pressurized from beneath by the pressure
oil inside the maximum angle servo piston. A roller is affixed to the top of the actuator
piston. The roller rides in a slot on the underside of a lever in the pump regulator. As
the maximum angle servo piston is pressurized, it moves the actuator piston laterally
and outward. This movement affects the lever, which affects other mechanisms in
the pump regulator. (The main pump regulators will be discussed in greater detail,
later in this module.)
The maximum angle stop screw (05) is the mechanical means of limiting the angle
of the front pump swashplate and therefore, the maximum flow rate from the front
pump at any given engine rpm. Conversely, the minimum angle stop screw (21) is
the mechanical stop for limiting the minimum angle of the front pump swashplate
and therefore, the minimum flow rate from the front pump at any given engine rpm.
Generally, these stop screws should not be moved from the position set at the factory,
as the flow rates from the front pump and the rear pump must be balanced.
Control of the main hydraulic pumps is accomplished by the main pump regulators
(15), one for each pump. Operation of the pump regulators and controlling the
pressure and flow rate from the main hydraulic pumps is discussed in greater detail
later in this module.

MAIN HYDRAULIC PUMP

P-Q CURVE
1
Q1
Constant
Horsepower
Flow (Q)
Control
2
Q2
Load Sensing
Signal
Q3 3
P1 P2
Pressure (P)
Main Hydraulic Pump Flow Control
As was discussed earlier, flow control of the main pumps is performed by the pump
• Basic pump flow control regulators. Implement system pressure is created by the resistance to oil flow, or the
strategies - explain. implements’ resistance to movement, based on the operator’s request. The operation
of the front pump and the rear pump are identical, as are the two regulators. The
pump regulators control pump flow in the following manner:
• Flow control by the pump regulator can be achieved by constant

horsepower control. Pressure regulation is achieved when the pump
output horsepower is kept constant by varying the flow in response to
the pump delivery pressure. This state of control is realized when the
operator control lever is in the FULL STROKE position. Pump flow is
controlled by by the regulators using pump output pressure and power
shift pressure.
• Flow control by the pump regulator can be achieved by using

duplicate load sensing signal pressure. True load sensing signal
pressure from the implement cylinders and the travel motors is sent to
the signal duplication valve, in the main control valve. Pump delivery
(system) pressure and true load sensing signal pressure are used by
the signal duplication valve to produce a smoother and slightly reduced
load sensing signal pressure. This reduced pressure is called the
duplicate load sensing signal pressure. The duplicate load sensing
signal pressure is directed to the regulators at the front pump and the
rear pump.

Duplicate load sensing signal pressure reduces flow below the constant
horsepower flow control setting. (Duplicate load sensing signal
pressure is a requirement in EAME, but not generally used in NACD.)
When the operator control levers and/or pedals are in the NEUTRAL
position, the pump regulators receive zero duplicate load sensing signal
pressure and decreased power shift pressure. Therefore, pump flow
rate is reduced. During the movement of a control lever and/or pedal,
pump flow rate is generally proportionate to the amount of control
lever/pedal movement. (This can vary, depending on whether multiple
implements are moving.) The relief pressure of the signal relief valve
determines maximum duplicate load signal pressure.
• Flow control by the pump regulator can also be achieved using the
true load sensing signal pressure. True load sensing signal pressure
from the implement cylinders and the travel motors can also be directed
to the main pump regulators. True load sensing signal pressure
reduces pump flow below the constant horsepower flow control setting.
When the operator control levers and/or pedals are in the NEUTRAL
position, the pump regulators receive zero true load signal pressure
and low power shift pressure. Therefore, pump flow rate is reduced.
During the movement of a control lever and/or pedal, pump flow rate is
generally proportionate to the amount of control lever/pedal movement.
The highest resolved true load sensing signal pressure is sent to the
pump regulators, via the signal relief valve. The relief pressure of the
signal relief valve is then sent to the flow compensator valves (in the
main control valve) and the load sensing pressure relief valve.
The illustration above is called the Pump P-Q Characteristic Curve and it is a graphic
representation of the ideal relationship between pump flow and system (pump
delivery) pressure. The illustration shows the ideal envelope for pump flow rate,
considering the system pressure under varying conditions.
When the control lever is in the FULL STROKE position (under constant horsepower
flow control) the flow rate varies in accordance with the above P-Q characteristic
curve. At pressure/flow point (1), the flow rate is represented as Q1 when the
delivery pressure is represented as P1. At pressure/flow point (2), the flow rate is
represented as Q2 when the delivery pressure is P2. P2 is greater than P1 while Q1
is greater than Q2. With this relationship, constant horsepower control of the pump
is maintained.
When the control lever is slightly moved, control by true load signal pressure or
control by duplicate load signal pressure is achieved by reducing the pump flow rate
below the point under the constant horsepower flow control.
When the control lever is at a particular stroke position and the delivery pressure is
P1, the flow rate is reduced to Q3 at pressure/flow point (3) . This is due to the effect
of true load signal pressure or duplicate load signal pressure at the pump regulator.
Flow rate Q3 will further decrease as the stroke of the control lever decreases. On
the other hand, flow rate Q3 increases as the stroke of the control lever increases.
Accordingly, the flow rate can be set lower than Q1 under constant horsepower flow
control. By this control operation, the flow can be reduced lower than each point
along the P-Q characteristic curve in accordance with variable delivery pressures.
NOTE: True load signal and duplicate load signal are explained in detail in the
Main Control Valve module.

POWER SHIFT PRESSURE SYSTEM

(09) (06)
Engine ECM Machine ECM (03)
Power Shift Pressure
Reducing Valve (PSPRV)
(08) (02)
Engine Speed Dial Pilot
Manifold
(07) (04) Main

Engine Speed Hydraulic
Sensor Pumps
(05)
D-Series (01)
Monitor Pilot
Pump
Power Shift Pressure System
• Power shift pressure system - Power shift pressure is one of the four pressures used to control the main hydraulic
identify system components. pumps. Power shift pressure is controlled by the Machine ECM (06) and assists in
pump regulation. INCREASED power shift pressure is used by the pump regulators
1. Pilot pump to UPSTROKE the main hydraulic pumps (04) when the engine speed falls below its
optimum rpm, given the setting of the engine speed dial (08). This strategy prevents
2. Pilot manifold the load on the main hydraulic pumps from overcoming the engine horsepower,
3. Power Shift Pressure Reducing which could cause the engine to stall.
Valve (PSPRV)
The pilot pump (01) supplies the Power Shift Pressure Reducing Valve (PSPRV)
4. Main hydraulic pumps solenoid (03) with pilot oil. The Machine ECM monitors:
5. D-Series machine monitor
• the engine speed dial setting (08),
6. Machine ECM
• the actual engine speed from the engine speed sensor (07), and
7. Engine speed sensor (flywheel • the work mode selected from the machine’s monitor (05).
housing)
8. Engine speed dial The PSPRV regulates the pressure of the power shift oil, depending on the signal
from the Machine ECM. The power shift pressure is set to specific fixed values,
9. Engine ECM which are dependent upon the position of the engine speed dial. The power shift
pressure can also be increased or decreased from those fixed values by the
PSPRV, based on the actual engine speed, as compared to the commanded speed
• Explain purpose of PSPRV and from the engine speed dial.
situational strategies.

When the engine speed dial is set to position 10 and a hydraulic load is placed on
the engine (from the high pressure load on the pumps), this condition causes the
engine speed to decrease below the engine’s target rpm. When this decrease
occurs, the Machine ECM signals the PSPRV solenoid valve to send decreased
power shift pressure to the pump regulators. The decreased power shift pressure
causes the pumps to destroke and reduce the horsepower demand placed on
the engine.
With a decreased load from the hydraulic pumps, the engine speed can return
to its target rpm. This function is referred to as engine underspeed control. Engine
underspeed control prevents the engine from going into a “stall” condition when
engine horsepower cannot meet the demands of the hydraulic pumps. The power
shift pressure to the pump regulators enables the machine to maintain the desired or
target engine speed for maximum productivity.
NOTE: In general, if engine speed starts to decrease due to an increasing

pump load on the engine (increasing system pressure), the Machine ECM will
signal the PSPRV to proportionately decrease the power shift pressure.
If the load on the pump and the engine decreases and engine speed begins
to climb back to the speed dial setting, the Machine ECM will signal the PSPRV
to proportionately increase the power shift pressure.
The role that the power shift pressure plays on main hydraulic pump regulation,
along with the other three controlling pressures, will be discussed in greater
detail later in this module.

MAIN HYDRAULIC PUMP REGULATOR

ENGINE OFF
(11) Neutral
BypassValve (05) Load Sensing
Signal Pressure (03)
(16) Main Constant Horsepower
Control Valve (14) Lever Control Spool
(15)
Actuator Piston
(10) Swashplate
(06) Maximum
Angle Servo Piston
(02) Power
(08) Main Pump
Shift Pressure
(04) Load Sensing
(09) Control Spool (01)
Resolver Pilot
Pump
(12) (Supply)
Charge
Pump (07) Minimum
Angle Servo
Piston
(13) Horsepower
Control Adjusment
(02) Power
M1 (03) Shift Pressure
Constant Horsepower
(14) Lever Control Spool
Main Hydraulic Pump Control - Pump Regulator (Control Valve) Operation
• Main hydraulic pump regulator The main hydraulic pumps (front and rear) are controlled by two pump regulators (or
component identification. pump control valves) - one regulator each for the front pump and the rear pump.
Both pump regulators utilize oil pressures from four separate sources to operate the
• Main hydraulic pump regulator regulator spools and control mechanisms that in turn, control the pumps. These four
basic operation. oil pressure sources are:
• Four pressures used for control: • Pilot system pressure (01) from the pilot oil pump
- Pilot system pressure (01) • Power shift pressure (02) from the PSPRV
- Power shift pressure (02)
- Load sensing signal pressure • Load sensing signal pressure (05) from the highest implement system
(03) load (via the load sensing signal relief valve)
- Main pump discharge pressure • Main pump discharge (system) pressure (common to both pumps)
Varying operator requests of the machine hydraulic circuits for boom, stick, bucket,
attachment, and travel create varying implement hydraulic system conditions. The
pump regulators respond to those conditions by increasing or decreasing oil flow
rate in response to increasing or decreasing system pressures, which are caused by
implement movement.
In general, when implement hydraulic system pressure increases, pump flow rate
decreases. Conversely, as implement hydraulic system pressure decreases, pump
flow rate increases. When adjusted properly, the pump regulators maintain an
optimum balance between system pressure and hydraulic oil flow rate in order to
provide sufficient digging forces and efficient implement speeds.

I The following is a brief explanation of the major components of the main pump
components and their purpose. regulators and the main pump components controlled by the pump regulators:
• The Constant Horsepower Control Spool (03) is operated by power

shift pressure and a spring from the right end, and by an adjustable
spring and a lever mechanism from the left end. The spool’s main
purpose is to control the flow of pressure oil to and from the minimum
angle servo piston (07).
• The Load Sensing Control Spool (04) is operated by load sensing
signal pressure (05) and an adjustable spring on the right end, and by
pump output (system) pressure oil from the left end. The spool’s main
purpose is to control the flow of pressure oil to and from the constant
horsepower control spool (to/from the minimum angle servo piston).
• The Maximum Angle Servo Piston (06) is part of the main hydraulic
pump and is pressurized or depressurized with oil from the resolver.
The piston is mechanically connected to the pump swashplate.
When pressurized, it moves the swashplate toward maximum angle,
increasing the pump flow rate. When depressurized, it allows the
swashplate to move toward minimum angle. The maximum angle servo
piston also supplies this pressure oil to the actuator piston (15).
• The Minimum Angle Servo Piston (07) is part of the main hydraulic
pump and is pressurized with oil or drained of oil by the constant
horsepower control spool. The piston is mechanically connected to the
pump swashplate. When pressurized, it moves the swashplate toward
minimum angle, reducing the pump flow rate.
• The Resolver (09) is a double-acting check valve that is open to pilot
pressure oil (01) on the right side and to pump output (system) pressure
oil on the left side. The resolver will send the higher pressure oil to the
maximum angle servo piston (06), the constant horsepower control
spool (03), and the load sensing control spool (04).
• The Swashplate (10) is part of the main hydraulic pump and is
mechanically connected to and controlled by the minimum angle servo
piston at the top and the maximum angle servo piston at the bottom.
When the swashplate angle increases, so does pump flow rate.
Conversely, when the swashplate angle decreases, pump flow rate
decreases.
• The Horsepower Control Adjustment (13) is used to change the
spring tension at the left end of the constant horsepower control
spool; this affects the destroke pressure for the main hydraulic pump.
Adjusting the screw out will cause the pump to destroke at a higher
pump discharge (system) pressure. Adusting the screw in will cause
the pump to destroke at a lower pump discharge (system) pressure.
• The Lever (14) is operated by the actuator piston (15) from beneath.
The lever pivots on a stationary pin in the regulator body. A roller on
top of the actuator piston allows the piston to move left and right in a
slot on the bottom of the lever. As the actuator piston is moved to the
left and outward by the movement of and pressure from the maximum
angle servo piston (06), it causes the lever to rotate clockwise and apply
force to the left end of the constant horsepower control spool (03). As
the actuator piston moves to the right and inward, it causes the lever to
rotate counterclockwise and relieve force at the left end of the constant
horsepower control spool.

• The Actuator Piston (15) is a part of the main hydraulic pump and
the pump regulator. The actuator piston is fitted perpendicularly into
a bore on the periphery of the maximum angle servo piston (06). The
actuator piston is pressurized from beneath by the pressure oil inside
the maximum angle servo piston. As the maximum angle servo piston
is pressurized, it moves the actuator piston to the left and outward. This
movement causes the lever to apply more force to the left end of the
constant horsepower control spool (03). As the maximum angle servo
piston is depressurized, it moves the actuator piston to the right and
inward. This movement causes the lever to relieve force from the left
end of the constant horsepower control spool.
• The Neutral Bypass Valve (11) is part of the main (implement) control
valve. The neutral bypass valve’s solenoid is ENERGIZED and
DE-ENERGIZED by the Machine ECM. The solenoid is DE-
ENERGIZED whenever an operator control lever or travel pedal is
activated. When DE-ENERGIZED, the solenoid valve stops the flow
of main hydraulic pump oil from returning to tank. When the flow of
oil to tank is stopped, hydraulic system (pump output) pressure can
build for implement operation. Operation of the neutral bypass valve is
discussed in more detail in the Main Control Valve module.
• The Main (Implement) Control Valve (16) receives the oil flow from
the main hydraulic pump. The main control valve regulates the oil flow
to and from the implements, based on operator requests. The main
control valve is discussed in detail in the Main Control Valve module.
The pump regulators are designed to respond to varying operator requests of the
machine hydraulic circuits for boom, stick, bucket, attachment, and travel that create
varying implement hydraulic system conditions. The pump regulators respond to
these conditions by increasing or decreasing pump flow in response to increasing or
decreasing system pressures.
Although the pump flow rate is constantly being adjusted up and down by the regulators,
there are several pump “conditions” that are recognized for the explanations of pump
and regulator operation. These pump and regulator conditions are:
• STANDBY - no demand on the system - IDLE

• UPSTROKE, due to an INCREASE of load sensing signal pressure
• UPSTROKE, due to an INCREASE of power shift pressure
• UPSTROKE, due to a DECREASE in pump output (system) pressure
• DESTROKE, due to a DECREASE of load sensing signal pressure
• DESTROKE, due to a DECREASE of power shift pressure
• DESTROKE, due to an INCREASE in pump output (system) pressure
These seven conditions will be explained in detail on the following pages.


STANDBY
(11) Neutral
(15)
Actuator Piston
(10) Swashplate
(06) Maximum
Angle Servo Piston
(02) Power
(08) Main Pump
Shift Pressure
(04) Load Sensing
Resolver Pilot
Pump
(12) (Supply)
Charge
Pump (07) Minimum
Angle Servo
Piston
(13) Horsepower
Control Adjusment
(02) Power
Constant Horsepower
INSTRUCTOR NOTE: The STANDBY Condition

illustration above is a cutaway
of the main hydraulic pump NOTE: The regulator body is shown in two halves in this and subsequent
regulator in the STANDBY illustrations. This is done because in reality, the regulator components are on
condition. different planes and cannot be depicted in one cutaway without confusion as to
the components’ movements and the results of those movements. The constant
While explaining this horsepower control spool (03), however, is shown in both views but is actually
illustration, also refer to the one spool. The top view shows how the constant horsepower control spool is
next illustration which is affected by the lever (14) and the bottom view of this spool shows how the spool
a schematic of both main controls the flow of oil to and from the minimum angle servo piston (07).
hydraulic pump regulators
and the pumps in the When the implement and travel controls are in the NEUTRAL position, the Machine
STANDBY condition. This ECM energizes the neutral bypass valve solenoid (11). When the neutral bypass
dual explanation of these solenoid is energized, the neutral bypass valve is OPEN and most of the main
illustrations will help the pump oil flows through the neutral bypass valve to the hydraulic oil tank.
learner relate the schematic
to the cutaway of the actual
components. Pump output (system pressure) oil, at STANDBY pressure, is always present at the
left end of the load sensing control spool (04) when the pump is in operation. When
all implement control valves are in the NEUTRAL position, no load sensing signal
pressure (05) is directed to the right side of the load sensing control spool. With
no load sensing signal pressure at the right end of the load sensing control spool,
standby implement pump pressure keeps the load sensing control spool shifted
to the right.

At this point, the pilot system oil pressure (01) of approximately 4000 kPa
(580 psi) is higher than the main pump STANDBY pressure of approximately
1960 kPa (285 psi), so the higher pilot oil pressure moves the resolver ball (09) to
the left. This action allows pilot pressure oil to enter the pump regulator. The lower
standby pressure oil is blocked at the resolver.
The resolver then directs the pilot pressure oil to the maximum angle servo piston
(06), to the left side of the constant horsepower control spool (03), and also to the left
side of the load sensing control spool. With the load sensing control spool moved to
the right, the pilot oil flows around the load sensing control spool.
At the same time, the Machine ECM sets the power shift pressure (02) to a level
that is dependent on engine speed. (When engine speed increases, so does the
power shift pressure.) When the engine speed is increased, the increased power
shift pressure moves the constant horsepower control spool to the left until the
center lands move past the passage to the minimum angle servo piston (07). With
the constant horsepower control spool moved to the left, the pilot oil from the load
sensing control spool then flows past the lands of the constant horsepower control
spool, where it is directed to the minimum angle servo piston.
Since the minimum angle servo piston has a larger effective area than the maximum
angle servo piston, the pilot system pressure, plus the force of the assist spring,
moves the minimum angle servo piston to the left. The minimum angle servo piston
is mechanically connected to the swashplate (10), so the pump swashplate rotates
CW, toward minimum angle, placing the pump in the STANDBY condition.
In the STANDBY condition, pump flow and system pressure are at a minimum when
no operator requests for implement movement place a demand on the system. In
the STANDBY condition, there is minimal load on the engine, and therefore, less fuel
is consumed.
NOTE: Throughout this, and subsequent descriptions of the the pump regulator
operation, assume that the power shift pressure remains at a constant, or “fixed”
value unless otherwise noted. The main hydraulic pumps can upstroke or
destroke when the power shift pressure INcreases or DEcreases,
respectively. This fixed power shift pressure eliminates one pump control variable
and ensures that the explanations for UPSTROKING and DESTROKING by
other control pressures are easier to understand.

MAIN HYDRAULIC PUMPS AND REGULATORS

STANDBY
(16) To (16) To
Main Control Main Control
Valve Valve
(Left Bank) (Right Bank) (05)
Load Sensing
Signal Pressure
(01) Pilot Supply
MXA MA MB MXB
(09)
(04) Resolvers (04)
Load Sensing Load Sensing
Control Spool Control Spool
(13) Horsepower
MZA Control MZB
Adjustment
(02) Power Shift (14) Lever (02) Power Shift

Pressure Signal Pressure Signal
(12)
(06) Charge (06)
(03) Max Angle Max Angle (03)
Pump
Constant Servo Piston Servo Piston Constant
Horsepower Horsepower
Control Spool (08) Main Pump (Front) (08) Main Pump (Rear) Control Spool
M
(07) (07)
M1A Min Angle Min Angle M1B
Servo Piston Servo Piston
(Front) (Rear)
INSTRUCTOR NOTE: The The illustration above is a schematic of the main hydraulic pumps and both pump
illustration above is a regulators in the STANDBY condition. This schematic reflects the same condition as
schematic of both main that of the pump regulator cutaway shown in the previous illustration.
and pumps in the STANDBY The explanation of the illustration above is the same as the regulator cutaway
condition. and serves to relate the condition and position of the valve’s components to the
schematic.
While explaining this
illustration, also refer to the The pressure test port callouts shown in the schematic (but not in the valve cutaway
previous illustration of the illustration) are as follows:
main pump regulator cutaway.
This dual explanation will
help the learner relate the • MA = main hydraulic pump discharge pressure for the FRONT pump
schematic to the cutaway of • MB = main hydraulic pump discharge pressure for the REAR pump
the actual components. • MZA = power shift pressure at the FRONT pump regulator
• MZB = power shift pressure at the REAR pump regulator
INSTRUCTOR NOTE: The
callouts for the various pump • MXA = load sensing signal pressure at the FRONT pump regulator
control pressures are listed • MXB = load sensing signal pressure at the REAR pump regulator
in the text at the right and • M1A = FRONT pump DESTROKE pressure
also shown in the illustration
• M1B = REAR pump DESTROKE pressure
above. These pressure test
ports were shown in photos
of the main hydraulic pumps
and regulators earlier in this
module.


UPSTROKE - SYSTEM PRESSURE DECREASE
(11) Neutral
(15)
Actuator Piston
(10) Swashplate
(06) Maximum
Angle Servo Piston
(02) Power
(08) Main Pump Shift Pressure
(04) Load Sensing
Resolver Pilot
Pump
(12) (Supply)
Charge
Pump (07) Minimum
Angle Servo
Piston
(13) Horsepower
Control Adjusment
(02) Power
Constant Horsepower
INSTRUCTOR NOTE: The UPSTROKE Condition - Decrease of Pump Output Pressure

of the main hydraulic pump Three conditions can cause the main hydraulic pumps to UPSTROKE, resulting in an
regulator in the UPSTROKE increase in oil flow from the pumps:
condition due to a DECREASE
in pump output pressure.
• An increase of load sensing signal pressure.
While explaining this • An increase of power shift pressure.
illustration also refer to the • A decrease of implement system pressure.
next illustration which is
a schematic of both main This illustration shows the pump regulator in the UPSTROKE condition caused by a
hydraulic pump regulators DECREASE in the pump output (system) pressure. In this example, the UPSTROKE
and the pumps in this is due to the initial movement of an implement control lever (an operator request
same condition. This dual for movement of the boom, stick, bucket, attachment, or travel motor). This is the
explanation of illustrations beginning of the UPSTROKE condition. (This explanation also applies to the initial
will help the learner relate the movement of a second implement circuit when another circuit is already in use.)
schematic to the cutaway of
the actual components. When the implement control lever is first moved, the Machine ECM DE-ENERGIZES
the neutral bypass valve (11), which blocks pump output oil from flowing to tank.
At the same time, the Machine ECM also ENERGIZES the proportional reducing
valve solenoid for the requested implement, causing the implement valve spool in
the main control valve (16) to move. When the valve spool moves, pump supply
oil begins to flow to the implement [motors or cylinder(s)]. As the oil begins to flow,
pump output pressure briefly drops and the load sensing signal pressure (05) from
the main control valve is sent to the (margin) spring chamber at the right end of the
load sensing control spool (04).

At the same time, main pump output pressure is directed to the left end of the load
sensing control spool. Since these two pressures are nearly equal at this point in
time, the force of the (margin) spring at the right end of the load sensing control spool
moves the spool to the left, blocking pilot supply oil (01) from flowing past the center
lands of the spool.
At this point, pilot supply pressure (01) is still higher than pump output pressure, so
the resolver ball (09) remains shifted to the left. In this position, the resolver ball
allows pilot supply oil to keep the maximum angle servo piston (06) pressurized at
pilot pressure.
With the load sensing control spool moved to the left, the oil passage from the
minimum angle servo piston (07) is now open to the drain passage at the right side
of the load sensing control spool, by way of the constant horsepower control spool
(03). The pressure oil in the minimum angle servo piston is drained to tank. With
the minimum angle servo piston at tank pressure and the maximum angle servo
piston pressurized to pilot supply pressure, the swashplate (10) rotates CCW toward
maximum angle, or the UPSTROKED condition, causing an INCREASE in pump oil
flow in proportion to the demand.
As soon as the implement cylinder(s) or motors become pressurized further, the

pumps will continue to UPSTROKE from an INCREASE in the load sensing signal
pressure. This condition will be explained next.


UPSTROKE - SYSTEM PRESSURE DECREASE
(16) To (16) To
Valve Valve
Load Sensing
Signal Pressure
(01) Pilot Supply
MXA MA MB MXB
(09)
(04) Resolvers (04)
(13) Horsepower
MZA Control MZB
Adjustment

(12)
(06) Charge (06)
Constant Pump
Servo Piston Servo Piston Constant
M
(07) (07)
(Front) (Rear)
illustration above is a regulators in the UPSTROKE condition due to a DECREASE in pump output
schematic of both main pressure. This schematic reflects the same condition as that of the pump regulator
hydraulic pump regulators cutaway shown in the previous illustration.
and pumps in the UPSTROKE
condition due to a DECREASE The explanation of the illustration above is the same as the pump regulator cutaway
in pump output pressure. and serves to relate the condition and position of the valve’s components to the
schematic.
illustration, also refer to the
previous illustration of the
This dual explanation will help
the learner reate the schematic
to the cutaway of the actual
components.


UPSTROKE - LOAD SIGNAL INCREASE
(11) Neutral
(15)
Actuator Piston
(10) Swashplate
(06) Maximum
Angle Servo Piston
(02) Power
(04) Load Sensing
Resolver Pilot
Pump
(12) (Supply)
Charge
Pump (07) Minimum
Angle Servo
Piston
(13) Horsepower
Control Adjusment
(02) Power
Constant Horsepower
INSTRUCTOR NOTE: The UPSTROKE Condition - Increase in Load Sensing Signal Pressure
of the main hydraulic pump The illustration above shows the pump regulator in the UPSTROKE condition caused
regulator in the UPSTROKE by an INCREASE in load sensing signal pressure. In this example, the UPSTROKE
condition, due to an INCREASE is due to the continued movement of an implement control lever (an operator request
in load sensing signal for movement of the boom, stick, bucket, attachment, or travel motor) from the
pressure. UPSTROKE condition shown in the previous illustration. This explanation describes
the cause of the UPSTROKE after the upstroke condition just discussed.
illustration, also refer to the When the load sensing signal pressure (05) increases, due to an increasing load
next illustration which is on any given implement circuit, the implement pumps (08) upstroke, which results
a schematic of both main in an increase in pump flow. The increase in pump flow results in an increase
hydraulic pump regulators in the system pressure of the main pumps. When the pump output (system) pressure
and the pumps in this becomes higher than pilot system oil pressure (01) [approximately 4000 kPa (580
same condition. This dual psi)], the resolver (09) shifts to the right, allowing pump output (system) pressure to
explanation of illustrations enter the pump regulator, replacing the pilot pressure oil.
will help the learner relate the
the actual components. At this point, the load sensing signal pressure (05) plus the (margin) spring force at
the right end of the load sensing control spool (04) exceeds the force of the pump
output (system) pressure at the left end of the load sensing control spool. The
combined pressure and force on the right end of the load sensing control spool
moves the spool to the left. When the load sensing control spool shifts to the left, the
passage between the load sensing control spool (04) and the constant horsepower
control spool (03) is opened to tank.

104- Module 5 - Main Hydraulic Pumps
Since the power shift pressure (02) keeps the constant horsepower control spool
shifted to the left, the oil in the minimum angle servo piston (07) is drained to tank
around the constant horsepower control spool and the load sensing control spool.
With the minimum angle servo piston open to tank, the swashplate (10) rotates in a
CCW direction due to the pump output pressure and the spring force that acts on the
right end of the maximum angle servo piston (06). The pump upstrokes.
When the maximum angle servo piston shifts to the left, the mechanical advantage
of the actuator piston (15) against the lever (07) increases and the lever rotates in
a CW direction. When the lever rotates in a CW direction, the constant horsepower
control spool shifts to the right against the power shift pressure and the spring force at
the right end of the spool. When the constant horsepower control spool shifts to the
right, the center lands on the spool begin to restrict the flow of oil from the minimum
angle servo piston to the hydraulic tank, and the swashplate stops moving.
When the implement circuits or the travel circuits approach full flow (according to the
demand), the difference between the load sensing signal pressure and pump output
pressure decreases below the margin pressure setting. This condition disables
the movement of the load sensing control spool. With the load sensing control spool
disabled, the constant horsepower control spool regulates pump flow by alternating
pressurizing the oil in the minimum angle servo piston or draining oil from the piston
to the hydraulic tank. At some point, the two pressures acting on the two servo
pistons will cause the swashplate to reach a balanced state until the operator further
moves a control lever or until the resistance to implement movement changes. At
this point, either an increase in power shift pressure or a decrease in the pump
output (system) pressure will cause the pumps to upstroke further.
NOTE: The difference in pump output pressure and load sensing signal pressure
is approximately 1960 kPa (285 psi), which is the value of the margin spring force
at the right end of the load sensing control spool. This difference in pressure is
referred to as “Margin Pressure” and ensures that the pumps maintain a system
pressure higher than the immediate demand from an operator’s request for
implement movement or travel.
Maintaining pump output (system) pressure higher than the immediate demand
ensures that when a second implement circuit is activated (such as STICK IN
while moving BOOM UP), there will be sufficient pressure and an immediate
flow response as soon as the second implement circuit is activated.


UPSTROKE - LOAD SIGNAL INCREASE
(16) To (16) To
Valve Valve
Load Sensing
Pressure Signal
(01) Pilot Supply
MXA MA MB MXB
(09)
(04) Resolvers (04)
(13) Horsepower
MZA Control MZB
Adjustment

(12)
(06) Charge (06)
Constant Pump
M
(07) (07)
(Front) (Rear)
illustration above is a regulators in the UPSTROKE condition due to an INCREASE in load sensing signal
schematic of both main pressure. This schematic reflects the same conditions as that of the regulator
and pumps in the UPSTROKE
condition due to an INCREASE The explanation of the illustration above is the same as the pump regulator cutaway
in load sensing signal and serves to relate the condition and position of the valve’s components to the
pressure. schematic.
illustration also refer to the
help the learner relate the
the actual components.


DESTROKE - SYSTEM PRESSURE INCREASE
(11) Neutral
(15)
Actuator Piston
(10) Swashplate
(06) Maximum
Angle Servo Piston
(02) Power
(08) Main Pump
Shift Pressure
(04) Load Sensing
Resolver Pilot
Pump
(12) (Supply)
Charge
Pump (07) Minimum
Angle Servo
Piston
(13) Horsepower
Control Adjusment
(02) Power
Constant Horsepower
INSTRUCTOR NOTE: The DESTROKE Condition - Increase of Implement System Pressure

of the main hydraulic pump Three conditions can cause the main hydraulic pumps to DESTROKE, resulting in a
regulator in the DESTROKE DEcrease in oil flow from the pumps:
condition due to an INCREASE
in implement hydraulic system
pressure. • An INCREASE of pump output (system) pressure.
• A DECREASE of load sensing signal pressure.
While explaining this • A DECREASE of power shift pressure.
illustration also refer to the
next illustration which is This illustration shows the pump regulator in the DESTROKE condition, caused by
a schematic of both main an INCREASE in the implement system pressure. In this example, the INCREASE
hydraulic pump regulators in implement system pressure is due to resistance to implement movement when
and the pumps in this the operator has requested movement of the boom, stick, bucket, attachment, or
same condition. This dual travel motor. The resistance to implement movement initially causes the pumps to
explanation of illustrations UPSTROKE, but as the system pressure INCREASES, pump flow DECREASES.
will help the learner relate the This DESTROKE condition ensures that system pressure is maintained below a
schematic to the cutaway of threshold that protects the system components from excessive pressure. Hydraulic
the actual components. horsepower is maintained, but since pump flow is decreased, implement speed is
also decreased.
As pump output (system) pressure INCREASES, the system pressure is sent to the
maximum angle servo piston (06), moving the servo piston to the left. At the same
time, system pressure in the maximum angle servo piston moves the actuator piston
(15) upward. These two actions cause the actuator piston to INCREASE the force
against the bottom of the lever (14), which causes the lever to rotate CW.

The force of the spring and the force from the clockwise rotation of the lever at the
spool’s left end cause the constant horsepower control spool (03) to move to the
right against the force of the power shift pressure (02) and the spring at the spool’s
right end.
Shifting the constant horsepower control spool to the right opens the pressure oil
passage from the resolver (09) to the minimum angle servo piston (07). This spool
movement allows system pressure oil to flow around the constant horsepower
control spool and pressurize the minimum angle servo piston. System pressure is
then present in both the minimum angle and the maximum angle servo pistons.
Since the effective area of the minimum angle servo piston (07) is larger than the
effective area of the maximum angle servo piston (06), the force of the minimum
angle servo piston overcomes the force of the maximum angle servo piston. The
minimum angle servo piston rotates the swashplate (10) in a CW direction, toward
minimum angle. The pump starts to DESTROKE.
Moving the maximum angle servo piston to the right decreases the mechanical
advantage of the actuator piston on the lever. The reduction in the mechanical
advantage allows the constant horsepower control spool to shift back to the left.
When the constant horsepower control spool shifts to the left, the connection between
the minimum angle servo piston and system pressure is blocked. At this point, the
swashplate stops rotating and balances. This balanced condition is referred to as
CONSTANT FLOW and the pumps will remain in this condition until the demand
on the system changes (from a change in the request by the operator or from an
increase in system pressure).
NOTE: At this point, it is easy to see how the PSPRV can control pump flow,
based on engine speed. If engine speed starts to fall due to an increasing load
on the pump (increasing system pressure), the Machine ECM will signal the
PSPRV to proportionately decrease the power shift pressure.
• If the power shift pressure decreases, moving the constant horsepower

control spool to the right becomes easier and the pump begins to
destroke at a lower pressure. This will maintain the engine speed and
the hydraulic hosepower, but will slow down the implement speed.
If the load on the pump and the engine decreases and engine speed begins to
climb back to the speed dial setting, the Machine ECM will signal the PSPRV to
proportionately increase the power shift pressure.
• If the power shift pressure increases, moving the constant horsepower

control spool to the right becomes more difficult and the pump begins
to destroke at a higher system pressure. This will maintain the engine
speed and the hydraulic horsepower and return the implement speed to
normal.


DESTROKE - SYSTEM PRESSURE INCREASE
(16) To (16) To
Valve Valve
Load Sensing
Pressure Signal
(01) Pilot Supply
MXA MA MB MXB
(09)
(04) Resolvers (04)
(13) Horsepower
MZA Control MZB
Adjustment

(12)
(06) Charge (06)
Constant Pump
M
(07) (07)
(Front) (Rear)
illustration above is a regulators in the DESTROKE condition due to an INCREASE in implement hydraulic
schematic of both main system pressure. This schematic reflects the same conditions as that of the pump
hydraulic pump regulators regulator cutaway shown in the previous illustration.
and pumps in the DESTROKE
condition due to an INCREASE The explanation of the illustration above is the same as the pump regulator cutaway
in implement hydraulic system and serves to relate the condition and position of the valve’s components to the


DESTROKE - LOAD SIGNAL PRESSURE DECREASE
(11) Neutral
(15)
Actuator Piston
(10) Swashplate
(06) Maximum
Angle Servo Piston
(02) Power
(04) Load Sensing
Resolver Pilot
Pump
(12) (Supply)
Charge
Pump (07) Minimum
Angle Servo
Piston
(13) Horsepower
Control Adjusment
(02) Power
Constant Horsepower
INSTRUCTOR NOTE: The DESTROKE Condition - Decrease of Load Sensing Signal Pressure
of the main hydraulic pump This illustration shows the pump regulator in the DESTROKE condition caused by a
regulator in the DESTROKE DECREASE in the load sensing signal pressure. A decrease in load sensing signal
condition, due to a DECREASE pressure could be due to one of the following conditions:
in the load sensing signal
pressure.
• a decrease of resistance to implement movement
While explaining this • a decrease in the operator request of implement movement
illustration, also refer to the • the loss of the higher signal pressure from simultaneous implement
next illustration, which is requests, but a lesser signal pressure remains from another implement
a schematic of both main • all implement movement has ceased
and the pumps in this
When the load sensing signal pressure (05) DECREASES, pump output (system)
same condition. This dual
pressure at the left end of the load sensing control spool (04) moves the spool to
explanation of illustrations
the right against spring force and the load sensing signal pressure at the right end of
will help the learner relate the
the spool. Shifting the load sensing control spool to the right connects the minimum
angle servo piston (07) to pump output (system) pressure by way of the resolver
(09), past the center lands of the load sensing control spool (04), and the constant
horsepower control spool (03). At this point, the maximum angle and minimum angle
servo pistons are pressurized at system pressure.
Since the effective area of the minimum angle servo piston is larger than the effective
area of the maximum angle servo piston, the swashplate (10) is rotated in a CW
direction and the pump DESTROKES.

When the swashplate rotates in a CW direction, the maximum angle servo piston
(06) is moved to the right, which decreases the mechanical advantage of the
actuator piston (15) on the lever (14). This action causes the lever to move in a
CCW direction.
The CCW movement of the lever and the resulting reduction in force at the left end
of the constant horsepower control spool (03) allow the constant horsepower control
spool to shift back to the left. This action causes the center lands of the constant
horsepower control spool to close off the connection between the minimum angle
servo piston and system pressure. The swashplate then stops rotating and balances.
(The balance point is variable and dependent on the pressure of the load sensing
signal.) The pump is now in the CONSTANT FLOW condition and will remain in that
condition until there is a change in the request for implement movement, or until
there is a change in system pressure.
From this point, the pump can UPSTROKE or DESTROKE, depending on the
operator’s demand for implement movement.


DESTROKE - LOAD SIGNAL PRESSURE DECREASE
(16) To (16) To
Valve Valve
Load Sensing
Pressure Signal
(01) Pilot Supply
MXA MA MB MXB
(09)
(04) Resolvers (04)
(13) Horsepower
MZA Control MZB
Adjustment

(12)
(06) Charge (06)
Constant Pump
M
(07) (07)
(Front) (Rear)
illustration above is a regulators in the DESTROKE condition due to a DECREASE in load sensing signal
schematic of both main pressure. This schematic reflects the same conditions as that of the pump regulator
in load sensing signal and serves to equate the condition and position of the valve’s components with the


DESTROKE - POWER SHIFT PRESSURE DECREASE
(11) Neutral
(15)
Actuator Piston
(10) Swashplate
(06) Maximum
Angle Servo Piston
(02) Power
(08) Main Pump
Shift Pressure
(04) Load Sensing
(09) Control Spool
Resolver
(12)
Charge
Pump (07) Minimum
Angle Servo
Piston
(13) Horsepower
Control Adjusment
(02) Power
Constant Horsepower
INSTRUCTOR NOTE: The DESTROKE Condition - Decrease of Power Shift Pressure

of the main hydraulic pump Pump flow rate is regulated in part by the Power Shift Pressure Reducing Valve
regulator in the DESTROKE (PSPRV). The amount of pump flow regulation by the PSPRV depends on the
condition due to a DECREASE position of the engine speed dial. Setting the engine speed dial to 10 causes
in power shift pressure. maximum power shift (oil) pressure, resulting in the potential for maximum allowable
pump output. As the engine speed dial is turned to decreasing engine speeds, the
While explaining this power shift pressure decreases proportionally, thus proportionally decreasing the
illustration also refer to the maximum allowable pump output. Additionally, the PSPRV will decrease the power
next illustration which is shift pressure when the engine falls below its optimum operating rpm (engine lug) at
a schematic of both main any given engine speed dial setting. This strategy prevents the engine from stalling
hydraulic pump regulators when the requested hydraulic horsepower begins to overcome the engine’s ability
and the pumps in this to drive the pumps.
same condition. This dual
explanation of illustrations In this example, the engine speed dial is set to 10 and the DECREASE in power
will help the learner relate the shift pressure is due to a high resistance to implement movement from an operator
schematic to the cutaway of request. Initially, this high resistance to implement movement creates a high system
the actual components. pressure that causes the pump to DESTROKE, as discussed earlier.
As system pressure INCREASES further (beyond the “DESTROKE Due To System

Pressure Increase” condition), the increased pressure is sent to the maximum angle
servo piston (06), causing the servo piston to move further to the left. At the same
time, increasing system pressure in the maximum angle servo piston moves the
actuator piston (15) upward. These two movements cause the actuator piston to
INCREASE the force against the bottom of the lever (14), which causes the lever to
rotate in a CW direction.

The force of the spring at the spool’s left end and the CW rotation of the lever cause
the constant horsepower control spool (03) to move to the right against the force of
the power shift pressure (02) and the spring.
As the system pressure continues to INCREASE, the increasing load on the pump
begins to lug the engine down to an rpm below its optimum operating range (given
the speed dial setting). When the Machine ECM detects this “engine lug” condition,
it proportionally DE-ENERGIZES the PSPRV, which results in a DECREASE in the
power shift pressure (02) to the main pump regulators.
With DECREASED power shift pressure at the right end of the constant horsepower
control spool, the combined forces of the horsepower adjustment spring and the
lever against the left end of the spool shift the constant horsepower control spool
further to the right. This action further opens the minimum angle servo piston (07) to
the INCREASED system pressure.
Since the effective area of the minimum angle servo piston (07) is larger than the
effective area of the maximum angle servo piston (06), the maximum angle servo
piston moves to the right and the minimum angle servo piston moves to the left.
Since the two servo pistons are connected to the swashplate (10), the swashplate
rotates CW toward minimum angle and the pumps start to further DESTROKE.
Moving the maximum angle servo piston to the right decreases the mechanical
advantage of the actuator piston on the lever. The reduction in the mechanical
advantage allows the constant horsepower control spool to shift back to the left.
When the constant horsepower control spool shifts to the left, the connection
between the minimum angle servo piston and system pressure is blocked. At this
point, the swashplate stops rotating and balances. The pumps then return to the
CONSTANT FLOW condition, but at an increased pressure until the demand on the
system changes.
The pump flow is reduced from the previous CONSTANT FLOW scenario, but the
engine has been returned to its optimum operating rpm and the hydraulic horsepower
has not been reduced. Implement speed, however, is reduced due to the reduction
in the pump flow rate.
NOTE: The illustration above may also be used to explain the UPSTROKE
condition due to an increase of the power shift pressure. The explanation
simply reverses the horsepower control spool movement with an increase of the
power shift pressure.


DESTROKE - POWER SHIFT PRESSURE DECREASE
(16) To (16) To
Valve Valve
Load Sensing
Pressure Signal
(01) Pilot Supply
MXA MA MB MXB
(09)
(04) Resolvers (04)
(13) Horsepower
MZA Control MZB
Adjustment

(12)
(06) Charge (06)
Constant Pump
M
(07) (07)
(Front) (Rear)
illustration above is a regulators in the DESTROKE condition due to a DECREASE in power shift pressure.
schematic of both main This schematic reflects the same conditions as that of the pump regulator cutaway
hydraulic pump regulators shown in the previous illustration.
in power shift pressure. and serves to relate the condition and position of the valve’s components to the
schematic.


MAIN Hydraulic Control Valve
TREINAMENTO CORPORATIVO - Contagem MG
SERV1871

Module 6 - Main Hydraulic Control Valve
Text Reference

-116- Module 6 - Hydraulic Control Valve
MAIN HYDRAULIC CONTROL VALVE

(13) AND CONTROLLED COMPONENTS
Bucket
Cylinder
(10) (09)
(11) (12)
Motor Motor
Cylinder
(05)
(07) (02) (03) (04) (01) Main

(06) (08)
Pilot Fan
Manifold Motor
System
(16) Hydraulic Tank
• Main hydraulic control valve The main hydraulic control valve (05) is situated in the hydraulic circuit between the
sub-components and controlled main hydraulic pumps (01) and the implement cylinders/travel motors (09 - 15). The
components: main hydraulic pumps supply high pressure hydraulic oil to the main hydraulic control
valve. Pilot pressure oil from the pilot manifold (06) is used by the solenoid controlled
- Boom, stick, bucket, travel, and proportional valves at the end of each main valve spool to control the movement of
attachment control valves (05) six primary valve spools in the main hydraulic control valve. The six primary valve
- Left travel motor (11) spools, in turn, control the flow of the high pressure oil to the implements and travel
- Right travel motor (12) motors. The main hydraulic control valve determines the direction and speed of the
- Bucket cylinder (13) implement cylinders and travel motors in proportion to the movement of the operator
- Stick cylinder (14) control levers and pedals. The six primary valve spools control the following:
- Boom cylinders (15)
- Attachment • The left travel motor (11), FORWARD and REVERSE
• The right travel motor (12), FORWARD and REVERSE
• The bucket cylinder (13), OPEN and CLOSE
• The stick cylinder (14), IN and OUT
• The boom cylinders (15), RAISE and LOWER
• Dealer or customer installed attachments
• Main control valve consists of The main hydraulic control valve consists of a left valve bank, a center valve bank,
left, center, and right valve banks and a right valve bank. (The left and right valve bank designations are determined
by the orientation of the main hydraulic control valve in the machine, in reference to
the operator sitting in the operator seat.)

L The left valve bank of the main hydraulic control valve contains the valve
- Left travel control valve spools that control the left travel motor (and track), the right travel motor (and track),
- Right travel control valve and the stick. The left valve bank also contains other secondary valves for these
- Stick control valve implement circuits, which will be discussed in detail later in this module.
• Right valve bank contains: The right valve bank contains the valve spools that control the boom, the
- Boom control valve bucket, and any dealer or customer installed attachments. The right valve bank also
- Bucket control valve contains other secondary valves for these implement circuits, which will be discussed
- Attachment control valve in detail later in this module.
• Center valve bank contains: The center valve bank of the main hydraulic control valve contains the signal
- Signal duplication valve duplication valve, two signal relief valves (high and low), and the high/low signal
- High/low signal relief solenoid relief solenoid valve. The high/low signal relief solenoid valve directs the duplicated
valve signal to the appropriate signal relief valve, depending on the operations being
- High signal relief valve performed. The signal resolver network within the main hydraulic control meets at a
- Low signal relief valve central resolver in the center valve bank. The central resolver directs the highest
- Central signal resolver valve signal to the signal duplication valve and the new external load signal selector
valve.
• New load signal selector valve The load signal selector valve automatically directs either the true load sensing
directs either true or duplicated signal or the duplicated load sensing signal back to the main hydraulic pump
signal to pump regulators regulators for controlling pump flow rate and system pressure as follows:
- True load signal whenever • True load sensing signal (HPC-OFF) is used for pump regulation
travel is commanded during any travel commands or during combined implement and travel
- Duplicated load signal during commands.
implement only commands
• Duplicated load sensing signal (HPC-ON) is used for pump regulation
during implement only command.
• New load signal reduction valve In addition, the new load signal reduction valve works in concert with the new
destrokes the pumps during electronic boom regeneration valve to destroke the main hydraulic pumps during
the BOOM DOWN regeneration boom regeneration. Destroking the pumps during boom regeneration helps reduce
condition fuel consumption by reducing the pumps’ load on the engine during the boom
regeneration condition.
This new strategy for true load sensing signal and duplicated sensing load signal, and
the new load signal reduction strategy are both now standard for all 374D hydraulic
excavators in all marketing areas.
• Proportional Priority Pressure The hydraulic system on the 374D hydraulic excavator is referred to as a Proportional
Compensated (PPPC) system is Priority Pressure Compensated (PPPC) system. The PPPC hydraulic system directs
used on the 374D oil flow from the main hydraulic pumps to all the implement circuits in direct proportion
to the amount of the operator’s movement of the implement control levers or travel
pedals.
NOTE: True load sensing signal and duplicated load sensing signal will be
discussed in detail, later in this module. Use of the load sensing signal for
controlling the flow rate and output pressure of the main hydraulic pumps is
explained in detail in the Main Hydraulic Pumps module.
NOTE: The swing system is not controlled by the main hydraulic control valve.
The swing system uses a dedicated swing pump, swing control valve, and two
swing motors for controlling the swing function. The swing system is discussed
in detail in the Swing System module.

2 3
4
6
7
1
Main Hydraulic Control Valve System - Component Location
• Main Hydraulic Control Valve The main hydraulic control valve is accessible from the top of the carbody, after
System - Component Location removing the service access walkway, just forward of the engine compartment
hood (01).
1. Engine compartment hood
(front edge) The photo above shows the main hydraulic control valve as viewed from the rear of
2. Innermost wall of air filter/ the machine, with the front of the machine toward the top of the photo.
battery compartment
The innermost wall of the air filter and battery compartment (02) is visible at the
3. Innermost wall of hydraulic oil left of the main hydraulic control valve and the innermost wall of the hydraulic oil
tank tank (03) is visible at the right.
4. Left valve bank
The left valve bank (04), the center valve bank (05), and the right valve bank (06) are
5. Center valve bank also identified above.
6. Right valve bank
A pressure sensor (07) is installed in the boom cylinder head end oil passage. The
7. Pressure sensor (installed in signal from this sensor is monitored by the Machine ECM and is used in the boom
boom cylinder head end circuit) regeneration strategy, which is discussed later in this module.
NOTE: The arrow at the lower right of the photo points to the front of the
machine.

2 3
1 4
5 6
• Main hydraulic control valve - The center valve bank is shown in the photograph above. The major components
center valve bank component installed in the center valve bank that are identified above are:
location and identification.
1. signal duplication valve
2. true load sensing signal line (to the load signal selector valve)
3. duplicated load sensing signal line (to the load signal selector valve)
4. high/low signal relief solenoid valve
5. high signal relief valve (HPC-OFF)
6. low signal relief valve (HPC-ON)
7. Drain line from signal relief valves

6
5
1
4
3
2
• Load signal selector (LSS) The new load signal selector (LSS) solenoid valve (01) is installed in the
solenoid valve location and LSS manifold (03) that is located beneath the main hydraulic control valve and is
component identification: mounted to the rear of the left side main hydraulic valve support bracket (at the
bottom). It is accessible through the center access panel beneath the carbody, just
1. LSS solenoid valve to the rear of the swing bearing housing.
2. Duplicated LS oil delivery line to
LSS valve The duplicated load sensing signal from the main hydraulic control valve is directed
to the load signal selector valve manifold through the near hydraulic line (02).
3. LSS valve manifold
4. Drain line The true load sensing signal from the main hydraulic control valve is directed to the
load signal selector valve manifold through the middle hydraulic line (05).
5. True LS oil delivery line to LSS
valve If the operator is commanding implement movement, the Machine ECM keeps the
6. Selected LS oil delivery line to solenoid ENERGIZED and the duplicated load sensing signal is sent to the signal
pump regulators reduction manifold through the upper hydraulic line (06). If the machine is in a
neutral or a travel mode, the solenoid is DE-ENERGIZED by the Machine ECM and
the true load sensing signal is sent to the signal reduction manifold through the upper
hydraulic line.
The solenoid is mounted to a valve cartridge that is installed inside the valve manifold.
When the solenoid is ENERGIZED, it moves the small spool in the attached valve
cartridge and the oil displaced by that spool movement is directed to a drain port on
the pilot manifold through the hydraulic line (04) at the left.
NOTE: The arrow at the lower right of this and subsequent photos points to the
front of the machine.
4 5 6
3
1
• Load sensing signal (LSS) The new load sensing signal (LSS) reduction manifold (01) contains two solenoids.
reduction manifold location and The (ON/OFF) load signal diverter solenoid valve (02) is ENERGIZED by the Machine
component identification: ECM when BOOM REGENERATION is active.
1. LSS reduction manifold When ENERGIZED, the load signal diverter solenoid valve sends the signal through
2. Load signal diverter solenoid an orificed passage to the (proportional) load signal reduction solenoid valve (03),
valve which is also ENERGIZED by the Machine ECM when a BOOM REGENERATION
is active.
3. Load signal reduction solenoid
valve When ENERGIZED, the load signal reduction solenoid valve reduces the load
4. LSS reduction line to tank sensing signal by sending some signal oil to tank through the near hydraulic
line (04). Reducing the load sensing signal pressure allows the main hydraulic pumps
5. Solenoid valve drain line to DESTROKE during the BOOM DOWN REGENERATION condition, reducing fuel
consumption by reducing the load that the pumps place on the engine.
6. LSS pressure line from LS
selector valve to LSS reduction
manifold The load sensing signal pressure from the load signal selector solenoid valve is
directed into the manifold through the rear hydraulic line (06).
7. LSS pressure sensor - used to
determine when to drain the LS The pressure sensor (07) installed in the load sensing signal reduction manifold
signal to tank (during BOOM detects the load signal pressure, which indicates work port pressure. The
DOWN REGEN) signal from this pressure sensor is one of the inputs used by the Machine ECM
8. LS line to main hydraulic pump to determine when to invoke the load signal reduction strategy during the BOOM
regulators DOWN REGENERATION condition.

During normal machine operation (other than the BOOM REGENERATION condition),
both solenoids remain DE-ENERGIZED and the load sensing signal passes through
the manifold and is sent to the main hydraulic pump regulators through the lower
hydraulic line (08).
Whenever the two solenoids are ENERGIZED, the oil displaced by the spool
movement in the solenoid valve cartridges is directed to a drain port on the pilot
manifold through the upper hydraulic line (05).
NOTE: The load sensing signal strategies are discussed in greater detail later
in this module.

MAIN HYDRAULIC CONTROL VALVE (10)

LEFT REAR VIEW Right Valve Bank
(09)
Center Valve Bank
(01)
Boom Drift
Reduction &
Regeneration Valve
(02)
Proportional
Valve for Attachment
(HEAD END)
(03)
Proportional Valve
Bucket Cylinder Rod End
(BUCKET OPEN)
(04)
Proportional Valve
Boom Cylinder Rod End
(BOOM LOWER)
(08) (05)
Left Valve Bank Boom Line Relief
& Makeup Valve
(Cylinder Head End)
(06)
High/Low
Signal Relief
(07) Solenoid Valve
Stick Line Relief
FRONT OF & Makeup Valve
(Cylinder Head End)
MACHINE
Main Hydraulic Control Valve Component Identification
• Main hydraulic control valve The main hydraulic control valve is situated in the implement hydraulic circuit between
component location and the main hydraulic pumps and the implement cylinders and travel motors. The oil
identification - view is from the flow from the main hydraulic pumps and from the pilot pump is controlled by the
left rear of the machine. operation of the components in the main hydraulic control valve, at the request of the
machine operator. All of the components in the main hydraulic control valve allow the
direction and speed of the implement cylinders and the travel motors to be controlled.
The components and the strategies used in the implement hydraulic system also
limit the pressure of the supply oil from the main hydraulic pumps.
The main hydraulic control valve for the 374D has several changes from the main
hydraulic control valve used in the 365C. Briefly, these changes are:
• The boom drift reduction valve has been improved and is now a
combination boom drift reduction and electronic regeneration valve.
• The stick drift reduction valve has been improved and is now a
combination stick drift reduction, electronic regeneration, and stick
unloading valve.
• The Heavy Lift function that was available on the 365C has been
discontinued for the 374D because of a designed increase in overall
system pressure from the 365C system.
• The signal duplication valve is still located in the center valve bank, but
the true load signal and duplicated load signal strategies have changed.

The main control valve consists of the left valve bank (08), the center valve bank
(09), and the right valve bank (10). The left valve bank contains the main valve
spools used for controlling the stick and the left and right travel motors. The right
valve bank contains the main valve spools for controlling the boom, the bucket, and
any dealer or customer installed attachment. The center valve bank contains the
signal duplication valve, the high pressure and low pressure relief valves, and the
high/low relief solenoid valve.
The illustration above shows the main hydraulic control valve, as viewed from the
left rear of the machine. Major components identified in the illustration above
and a description of their basic functions are:
• The Boom Drift Reduction and Regeneration Valve (01) is a solenoid

controlled valve group that performs two functions. It prevents oil from
leaking from the head ends of the boom cylinders, and therefore, the
boom from drifting down when the control lever is in NEUTRAL and the
implements are suspended above the ground. This valve also redirects
boom cylinder head end oil to the cylinder rod ends during a boom
down function when the boom falls faster than the pump can provide oil.
• The Proportional Valve for ATTACHMENTS (02) is a solenoid
controlled pilot valve that pressurizes and drains the pilot chamber at
the end of the main valve spool for an attachment function. When the
solenoid is ENERGIZED, this valve controls the movement of the main
valve spool in direct proportion to the movement of the attachment
control.
• The Proportional Valve for BUCKET OPEN (03) is a solenoid
the end of the main valve spool for the BUCKET OPEN function. When
the solenoid is ENERGIZED, this valve controls the movement of the
main valve spool in direct proportion to the movement of the bucket
control lever.
• The Proportional Valve for BOOM LOWER (04) is a solenoid
the end of the main valve spool for the BOOM LOWER function. When
the solenoid is ENERGIZED, this valve controls the movement of the
main valve spool in direct proportion to the movement of the boom
control lever.
• The Boom Line Relief and Makeup Valve (05) is installed in the
cylinder head end passage from the boom valve spool and serves two
purposes. The valve will open to relieve excessive pressure during
a BOOM LOWER function, protecting the boom and the hydraulic
components in the boom lower circuit from damage. This valve will
also open to draw tank oil into the boom lower circuit when external
forces cause the boom to raise and the boom control lever is in the
NEUTRAL position, again protecting the aforementioned components.
• The High/Low Signal Relief Solenoid Valve (06) is installed at the
rear of the center valve bank. When ENERGIZED, this solenoid
valve directs the load sensing signal to the high pressure signal relief
valve during boom, stick, bucket, and attachment operation. When all
controls are in NEUTRAL or when a travel request is made, the solenoid
valve is DE-ENERGIZED by the Machine ECM and the load sensing
signal is directed to the low pressure signal relief valve.

• The Stick Line Relief and Makeup Valve (07) is installed in the
cylinder head end passage from the stick valve spool and serves two
purposes. The valve can open to relieve excessive pressure during a
STICK IN function, protecting the stick and the hydraulic components
in the stick in circuit from damage. This valve can also open to draw
tank oil into the STICK IN circuit when external forces cause the stick
to move inward and the stick control lever is in the NEUTRAL position,
protecting the aforementioned components.


FRONT OF LEFT FRONT VIEW
MACHINE
(01)
Proportional Valve (02)
Stick Cylinder Rod End Proportional Valve
(14) (STICK OUT) Left Travel Motor
Signal (REVERSE)
Duplication
Valve (03)
Proportional Valve
Right Travel Motor
(13) (REVERSE)
True
Load Sensing
Signal Port
(04)
Load Sensing
Differential Pressure
(12) Relief Valve
Duplicated (Left Side)
Load Sensing
Signal Port
(05)
Left Side
(11) Return Oil Port
Stick Drift
Reduction, Unloading,
and Regeneration Valve
(06)
(10) Flow
Proportional Valve Compensator
Stick Cylinder Head End Valves
(07)
(STICK IN) (09) (Travel)
(08) Flow Compensator &
Proportional Valve Load Check Valve
Proportional Valve
Left Travel Motor (Stick)
Right Travel Motor
(FORWARD)
(FORWARD)
• Main hydraulic control valve The illustration above shows the main hydraulic control valve, as viewed from the
component location and left front of the machine. Major components identified in the illustration above,
identification (continued) - view and their basic functions are:
is from the left front of the
machine • The Proportional Valve for STICK OUT (01) is a solenoid controlled
pilot valve that pressurizes and drains the pilot chamber at the end of
the main valve spool for the STICK OUT function. When the solenoid is
ENERGIZED, this valve controls the movement of the main valve spool
in direct proportion to the movement of the stick control lever.
• The Proportional Valve for the Left Travel Motor REVERSE (02)
is a solenoid controlled pilot valve that pressurizes and drains the
pilot chamber at the end of the main valve spool for the LEFT TRACK
REVERSE function. When the solenoid is ENERGIZED, this valve
controls the movement of the main valve spool in direct proportion to
the movement of the travel control pedal/lever.
• The Proportional Valve for the Right Travel Motor REVERSE (03)
is a solenoid controlled pilot valve that pressurizes and drains the pilot
chamber at the end of the main valve spool for the RIGHT TRACK

• The Load Sensing Differential Pressure Relief Valve (04) is installed

at the outer end of the high pressure pump supply passage of the
left valve bank. This valve limits the maximum system pressure to
approximately 2950 kPa (430 psi) above the load signal pressure.
When the valve opens, the pump delivery pressure is drained into the
return oil passage to tank. Another Load Sensing Differential Pressure
Relief Valve is installed in the same position in the right valve bank.
• The Left Side Return Oil Port (05) is the passage through which all
return oil from the left valve bank flows to the hydraulic tank. This oil
can be pump supply oil, when no implements are being moved, or
return oil from implement cylinders or from track motors when those
components are operating.
• The Flow Compensator Valves (06) (one for each circuit) uses
duplicated load signal pressure to modulate the pressure and flow of
pump supply oil to the travel motors in direct proportion to the travel
pedal/lever movement, regardless of the oil pressure and flow rate in
any other circuits. These valves will prevent the travel motors from
speeding up or slowing down when another circuit is activated.
• The Flow Compensator and Load Check Valve (07) are two valves
that work together to control the flow of oil from the main valve spool
to the stick cylinder. The load check valve prevents the stick from
moving until pump supply pressure can overcome the existing pressure
in the stick circuit, which prevents stick “droop” and stick “lag.” The
flow compensator valve uses duplicated load signal pressure to meter
the pressure and flow of pump supply oil to the stick cylinder in direct
proportion to the control lever movement, regardless of the pressure
and flow in other circuits. The flow compensator will prevent the stick
from speeding up or slowing down when another circuit is activated.
• The Proportional Valve for Right Travel Motor FORWARD (08) is
a solenoid controlled pilot valve that pressurizes and drains the pilot
FORWARD function. When the solenoid is ENERGIZED, this valve
the movement of the right travel control pedal/lever.
• The Proportional Valve for Left Travel Motor FORWARD (09) is
chamber at the end of the main valve spool for the LEFT TRACK
the movement of the left travel control pedal/lever.
• The Proportional Valve for STICK IN (10) is a solenoid controlled
the main valve spool for the STICK IN function. When the solenoid is
ENERGIZED, this valve controls the movement of the main valve spool
in direct proportion to the movement of the stick control lever.
• The Stick Drift Reduction, Unloading, and Regeneration Valve (11)
is a solenoid controlled valve group that performs three functions. The
drift reduction feature prevents oil from leaking from the rod end of the
stick cylinder, and therefore, the stick from drifting down when the stick
control lever is in NEUTRAL and the implements are suspended above
the ground. The regeneration feature redirects stick cylinder rod end oil
to the cylinder head end during a STICK IN function when the stick falls
faster than the pump can provide oil. The stick unloading valve feature
provides an easier path to tank for rod end return oil during a STICK IN
command.
• The Duplicated Load Sensing Signal Port (12) is the connection point
for the hydraulic line that carries the duplicated load sensing signal to
the external load signal selector valve.
• The True Load Sensing Signal Port (13) is the connection point for
the hydraulic line that carries the true load sensing signal to the external
load signal selector valve.
• The Signal Duplication Valve (14) is used to create a similar
signal pressure, but smooth out the pressure spikes in the true load
sensing signal. This smoother signal is used for the operation of the
flow compensator valves and the differential pressure relief valves.
Duplicated load signal is used exclusively to control main hydraulic
pump pressure and flow rate when operating the implements.


(11) RIGHT FRONT VIEW
Bucket Line Relief
& Makeup Valve (12)
(Cylinder Head End) Flow Compensator &
Load Check Valves (13)
(Right Side) High Pressure
Signal Relief
Valve
(14)
(10) Low Pressure
Neutral Signal Relief
Flow Control Valve
Valve
FRONT OF
MACHINE
(09)
Neutral Bypass
Solenoid Valve
(08)
Load Sensing
Relief Valve
(Right Side) (01)
Stick Line Relief
& Makeup Valve
(07) (Cylinder Rod End)
Right Side
Return Oil Port
(02)
Boom Line Relief
(06) & Makeup Valve
Bucket Line Relief (Cylinder Rod End)
& Makeup Valve
(Cylinder Rod End) (03)
(05) (04) Proportional Valve
Proportional Proportional Valve Boom Cylinder Head End
Valve for Attachment Bucket Cylinder Head End (BOOM RAISE)
(ROD END) (BUCKET CLOSE)
• Main hydraulic control valve The illustration above shows the main hydraulic control valve, as viewed from the
component location and RIGHt front of the machine. Major components identified in the illustration above,
identification (continued) - view and their basic functions are:
is from the right front of the
machine • The Stick Line Relief and Makeup Valve (01) is installed in the
cylinder rod end passage from the stick valve spool and serves two
purposes. The valve will open to relieve excessive pressure during a
STICK OUT function, protecting the stick and the hydraulic components
in the stick OUT circuit from damage. This valve will also open to
draw tank oil into the STICK OUT circuit when external forces cause
the stick to move outward and the stick control lever is in the NEUTRAL
position, protecting the aforementioned components.
• The Boom Line Relief and Makeup Valve (02) is installed in the
cylinder rod end passage from the boom valve spool and serves two
purposes. The valve will open to relieve excessive pressure during
a BOOM RAISE function, protecting the boom and the hydraulic
components in the boom RAISE circuit from damage. This valve will
also open to draw tank oil into the boom RAISE circuit when external
forces cause the boom to lower and the boom control lever is in the
NEUTRAL position, protecting the aforementioned components.
• The Proportional Valve for BOOM RAISE (03) is a solenoid controlled
the main valve spool for the BOOM RAISE function. When the solenoid
is ENERGIZED, this valve controls the movement of the main valve
spool in direct proportion to the movement of the boom control lever.

• The Proportional Valve for BUCKET CLOSE (04) is a solenoid

controlled pilot valve that pressurizes and drains the pilot chamber
at the end of the main valve spool for the BUCKET CLOSE function.
When the solenoid is ENERGIZED, it controls the movement of the
main valve spool in direct proportion to the movement of the bucket
control lever.
• The Proportional Valve for ATTACHMENTS (05) is a solenoid
the end of the main valve spool for an attachment function. When the
solenoid is ENERGIZED, it controls the movement of the main valve
spool in direct proportion to the movement of the attachment control.
• The Bucket Line Relief and Makeup Valve (06) is installed in the
cylinder rod end passage from the bucket valve spool and serves two
BUCKET OPEN function, protecting the hydraulic components in the
BUCKET OPEN circuit from damage. This valve will also open to draw
tank oil into the BUCKET OPEN circuit when external forces cause the
bucket to close and the bucket control lever is in the NEUTRAL position,
• The Right Side Return Oil Port (07) is the passage through which
all return oil from the right valve bank flows to the hydraulic tank. This
oil can be pump supply oil, when no implements are being moved,
or return oil from implement cylinders when those implements are
operating.
• The Load Sensing Differential Pressure Relief Valve (08) is installed
at the outer end of the high pressure pump supply passage of the
right valve bank. This valve limits the maximum system pressure to
approximately 2950 kPa (430 psi) above the load signal pressure.
When the valve opens, the pump delivery pressure is drained into the
retun oil passage to tank. Another Load Sensing Differential Pressure
Relief Valve is installed in the same position in the left valve bank.
• The Neutral Bypass Solenoid Valve (09) is ENERGIZED by the
Machine ECM when there are no requests for implement movement.
When ENERGIZED, the Neutral Bypass Solenoid Valve directs pilot
pressure oil to OPEN the Neutral Flow Control Valve (10), allowing
most of the main hydraulic pump supply oil to flow to tank. When
an implement or travel request is made, the Machine ECM DE-
ENERGIZES the solenoid, which drains the pilot supply oil from the
Neutral Flow Control Valve to block the flow of main hydraulic pump
supply oil from flowing to tank.
• The Neutral Flow Control Valve (10) is a pilot operated valve that is
held OPEN by the pilot pressure oil from the Neutral Bypass Solenoid
Valve (09). When the Neutral Flow Control Valve is OPEN, most of the
main hydraulic pump supply oil flows to tank. When the Neutral Bypass
Solenoid Valve drains the pilot pressure oil, the Neutral Flow Control
Valve spring CLOSES the valve, blocking the flow of main hydraulic
pump supply oil from flowing to tank.
• The Bucket Line Relief and Makeup Valve (11) is installed in the
cylinder head end passage from the bucket valve spool and serves two
BUCKET CLOSE function, protecting the hydraulic components in the
BUCKET CLOSE circuit from damage. This valve will also open to draw
tank oil into the BUCKET CLOSE circuit when external forces cause the
bucket to open and the bucket control lever is in the NEUTRAL position,
• The three Flow Compensator and Load Check Valves (12) are all
identical and each is actually two valves that work together to control
the flow of oil from the main valve spool to the implement cylinder. The
load check valve prevents the implement from moving until pump supply
pressure can overcome the existing pressure in the implement circuit,
which prevents “droop” and “lag.” The flow compensator valve uses
duplicated load signal pressure to meter the pressure and flow of pump
supply oil to the implement cylinder in direct proportion to the control
lever movement, regardless of the pressure and flow in other circuits.
The flow compensator will prevent the implement from speeding up or
slowing down when another circuit is activated.
• The Low Pressure Signal Relief Valve (13) limits the duplicated load
sensing signal pressure during a travel operation or a combined travel
and implement operation.
• The High Pressure Signal Relief Valve (14) limits the duplicated load
sensing signal pressure during implement-only operation.


NEUTRAL CONDITION
(01) (02) (03) (04) (05) (06)
Attachment Bucket Boom Stick Left Travel Right Travel
(12) Pilot Supply Control Control Control Control Control Control
Valve Valve Valve Valve Valve Valve
(11)
Neutral Bypass
Solenoid Valve
(10)
Neutral Flow
Control Valve
(14)
To Cooler
Bypass Valve
(13)
To Load Sensing
Relief Valve
FRONT OF
MACHINE (08) (09)
Front Rear
Pump Pump
Main Hydraulic Control Valve Operation
• Main hydraulic control valve When the implement control levers and the travel control levers/pedals are in the
operation - explanation of oil NEUTRAL position, the boom cylinders, stick cylinder, bucket cylinder, and the travel
flow through the valve in the motors are in a no-load condition, so no load sensing signal is sent to the pump
NEUTRAL condition regulators. The main hydraulic pumps are in the STANDBY condition.
The main hydraulic pumps (08) and (09) supply oil to the main hydraulic control valve
through two oil inlet ports at the bottom of the center valve bank. After the oil enters
the main control valve, the oil from the two pumps is combined for use by the entire
implement hydraulic system.
While the attachment control valve (01), bucket control valve (02), boom control
valve (03), stick control valve (04), the left travel control valve (05), and the right
travel control valve (06) are in the NEUTRAL position, as shown above, the oil (at
STANDBY pressure) does not flow to the cylinders or motors.
When there is no operator request for implement movement or travel, the Machine
ECM ENERGIZES the neutral bypass solenoid valve (11). This action causes the
neutral bypass solenoid valve to direct pilot pressure oil (12) to shift the neutral flow
control valve (10) DOWN, against the force of the spring, to the OPEN position. In
the OPEN position, most of the main hydraulic pump oil flows through the neutral
flow control valve to the cooler bypass valve (14) and then to the hydraulic tank via
the return oil filters. Some of the oil flows to the load sensing differential pressure
relief valve (13), where the oil is blocked from flowing to the hydraulic tank.

The neutral bypass solenoid valve is only ENERGIZED when the implement/travel
control levers and the travel main control valve spools are in the NEUTRAL, or
centered position. Only then is the neutral flow control valve shifted to the OPEN
position.
When the control valves are in the NEUTRAL position, the main hydraulic pumps
produce only a small amount of oil flow, and with the neutral flow control valve in the
open position, the pump oil passes through to the hydraulic tank. The STANDBY
system pressure is maintained at approximately 1960 kPa (285 psi) by the pump
regulators (margin pressure).

134- Module 6 - Hydraulic Control Valve

BOOM RAISE CONDITION
(09) Pilot Supply
(08) (06)
(10) Cylinder Head End
Neutral Bypass Feeder
Supply Passage Passage
Solenoid Valve
(07)
Bridge
Passage
(11)
Neutral Flow
Control Valve
(12)
To Cooler
Bypass Valve
(13)
To Load Sensing (03) Main
Differential Pressure Valve Spool
Relief Valve
(02) Pilot
(14) Chamber
Tank (04) (05)
Passage Front Rear
FRONT OF Pump Pump
MACHINE (01)
(15) Boom Raise
Cylinder Rod End Proportional
Supply Passage Solenoid Valve
• Main hydraulic control valve The illustration above shows the main hydraulic control valve in the BOOM RAISE
operation - explanation of oil flow condition. When the operator moves the boom control lever to the BOOM RAISE
through the valve in the BOOM position, several things happen at the same time:
RAISE condition
The Machine ECM ENERGIZES the boom raise proportional solenoid valve (01),
which drains the pilot pressure oil in the pilot chamber (02) at the bottom of the main
valve spool (03). The main valve spool then shifts DOWN due to the pilot pressure
oil at the opposite end (top) of the spool.
The Machine ECM de-energizes the neutral bypass solenoid valve (10), which
blocks the flow of pilot supply oil (09) to the neutral flow control valve (11) and drains
the existing pilot pressure oil to tank. With no pilot pressure oil at the top of the neutral
flow control valve, the spring force shifts the valve UP, to the closed position.
With the neutral flow control valve in the closed position, the flow of main hydraulic
pump oil is blocked from flowing to tank. Since the boom (main) valve spool is
shifted DOWN, the high pressure oil from the front and rear pumps (04) and (05) can
now flow into the boom feeder passage (06). The feeder passage directs the oil into
the boom bridge passage (07). From the bridge passage, the oil flows around the
lands of the main valve spool into the cylinder head end supply passage (08) and
then out through hydraulic lines to the head ends of the two boom cylinders, via the
boom drift reduction and regeneration valve.

At the same time, return oil from the rod ends of the boom cylinders flows into the
cylinder rod end supply passage (08). This return oil then flows through the throttling
slots in the bottom land of the main valve spool and into the tank passage (14) where
it is directed to the cooler bypass valve (12) and then to the hydraulic oil tank.
The boom raises.
When the boom control lever is returned to the NEUTRAL position, the control valve
is returned to its NEUTRAL position, the neutral flow control valve and the neutral
bypass solenoid valve return to their NEUTRAL condition, and the main hydraulic
pumps return to the STANDBY condition (as shown in the previous illustration).
The rest of the implement valve spools operate in a like manner. Each implement
circuit will be discussed in detail later in this module.

BUCKET CONTROL VALVE

BUCKET HOLD
(17) (16)
Flow Duplicated Load Sensing
(18) Signal Pressure (15)
Compensator
Resolver Bucket
(05) Cylinder (14)
Pilot Oil Load Check
Passage (19) Valve
(03) Rod End (13)
Pilot Supply Passage Line Relief
Valve & Makeup Valve
Spool
(12)
Head End
Supply Passage
(01)
Proportional
Solenoid
Valve
(22)
Drain
(02) (21) (11)
(04) Passage (20)
Pin Supply Pilot
Drain Tank
Passage Chamber
Passage Passage (10)
(06)
Pilot (07) Bridge
Chamber Main Passage
Valve (08) (09)
Spool Feeder Throttling
Passage Slot
Individual Control Valve Operation
• Individual implement control The bucket control valve is used here as an example of typical implement control
valve operation: valve operation. All of the other implement control valves operate similarly to the
descriptions that follow.
- Identification of control valve
components When the bucket control lever is centered, or in the NEUTRAL position, there is no
signal sent to the Machine ECM from the control lever sensor, so the Machine ECM
- Explanation of valve operation does nothing to activate the bucket control valve. The proportional solenoid valves
in the BUCKET HOLD condition (01) on either end of the bucket control valve remain in the DE-ENERGIZED state.
When the proportional solenoid valves are DE-ENERGIZED, the solenoid pins (02)
remain retracted, allowing the center return springs in the pilot chambers (06) and
(11) to hold the pilot valve spools (03) in their outward positions. This position of the
pilot valves allows pilot pressure oil from the pilot oil passages (05) to pressurize
the pilot chambers. At the same time, the pilot valves block the pilot chamber drain
passages (04). With pilot pressure oil present in both pilot chambers, the main
valve spool (07) remains centered, blocking high pressure oil from the main hydraulic
pumps from entering the feeder passage (08).
When the main valve spool is centered by the pilot oil pressure and spring force at
each end, the main valve spool drain passage (22) connects the bridge passage (10)
to the tank passage (20), which dissipates any oil pressure that might have been
present from previous spool movement. Draining the bridge passage allows the
load check valve (14) to move DOWN from spring force and also allows the resolver
ball (18) to float freely, preventing the resolver from becoming hydraulically locked.
With the main valve spool centered, the oil in the head end supply passage (12)
and the rod end supply passage (19) is blocked from flowing into the tank passages
or the bridge passage by the lands on either side of each cylinder supply passage.
With the oil trapped in the circuit, external forces to the bucket cylinder (15) could
cause actuation of the line relief and makeup valves (13).
If an external force tries to push the bucket cylinder rod INWARD, pressurizing the
head end of the cylinder (trying to OPEN the bucket), the trapped oil in the circuit
would tend to prevent cylinder movement. But if those external forces become great
enough to raise the head end oil pressure to the relief pressure setting of the line
relief and makeup valve installed in the head end supply passage, the valve will open
and vent the excess head end oil into the tank passage. This condition will cause
the cylinder rod to retract. As the rod retracts, the oil pressure in the rod end of the
bucket cylinder drops below that of the oil in the tank passages.
When the oil pressure in the rod end supply passage becomes less than the tank
oil pressure, the makeup function of the line relief and makeup valve installed in the
rod end supply passage will also be activated. The valve will open, allowing oil in
the tank passage to flow into the rod end supply passage to fill the void, preventing
cylinder cavitation.
The following hydraulic schematic shows the system with all implement circuits in
the HOLD condition.

374D IMPLEMENT HYDRAULIC SYSTEM

SYSTEM STANDBY
(39) Return Oil From Travel Motors
(38) Return Oil From Swing System
(25) Stick Drift

Reduction and
Regeneration Valve
(21) Neutral
Bypass
Solenoid
Valve (37) Pilot
(22)
Manifold
Neutral
Flow
Control
Valve
(11) EXT (09) CLOSE (07) UP (13) IN (15) REV (17) REV
(42) (41) (31) High/Low (30) Signal (51) (44) (45) (46)
(43)
Signal Relief Duplication
(48) (47) (49) (51)
(03) (02) (05) (06)

ATCH BUCKET (01) (04) L-TRAVEL R-TRAVEL
BOOM STICK
LOW
(20) Load Sensing (19) Load Sensing

Differential Pressure Differential Pressure
Relief Valve Relief Valve
HIGH
HPC-ON HPC-OFF (16) FWD (18) FWD
(12) RET (10) OPEN (08) DOWN (14) OUT
(32) Load Signal

(23) Selector Valve (24)
Cooler Slow
Bypass Return
Valve Check
Valve
P
BL2 AL2 BL3 AL3
P
(26) Boom Drift
Reduction and (33) Load Signal
Regeneration Valve Reduction Valve (36) Stick
Cylinder
Front Rear
Pump Pump (40)
Flow Compensator Valves: (41), (42), (43), (44), (45), and (46) Return Oil From
Hydraulic Fan
Resolver Valves: (47), (48), (49), (50), and (51)
(29)
(35) (34)
(27) (28) Hydraulic
Bucket Boom
Main Hydraulic Pilot Oil Tank
Cylinder Cylinders
Pumps Pump
The schematic above shows the 374D implement hydraulic system in the STANDBY
condition, with all implement circuits in HOLD. SYSTEM STANDBY places the major
hydraulic system components in the following conditions:
• With no load sensing signal being sent to the pump regulators, the main
hydraulic pumps (27) are in the STANDBY condition. Front pump and
rear pump supply oil flows into the main control valve and through the
supply passages where the oil is distributed to each implement/travel
control valve spool.
• The pilot pump (28) supplies oil to the pilot manifold (37).
• The pilot manifold produces pilot pressure oil which is distributed to the
following components:
- all 12 of the implement proportional solenoid valves (7-18),
- both solenoid valves in the stick drift reduction and regeneration valve
(25) and the boom drift reduction and regeneration valve (26)
- Pilot pressure oil is also sent to the swing control valve and to the
left and right travel motor change displacement valves (for two-speed
travel). (The swing system and the travel system are discussed in
other modules.)
• Both load sensing differential pressure relief valves, (19) and (20),
remain CLOSED.
• All 12 of the implement proportional solenoid valves remain
DE-ENERGIZED by the Machine ECM, blocking the drain passage and
allowing pilot pressure oil to pressurize the pilot chambers at both ends
of each main valve spool.

• All six implement/travel control valves (1-6) are centered in the HOLD
condition from the pilot pressure oil and spring force at each end of
each main valve spool.
• With all of the implement/travel control valves in HOLD, no work port
pressure is present and, therefore, no load sensing signal is sent
through the resolvers (47), (48), (49), (50), and (51).
• With no load sensing signal present in the resolver network, the signal
duplication valve (30) is initally moved UP by STANDBY pressure
oil, and it then blocks the flow of pressure oil across the valve. This
position maintains tank pressure in the downstream load sensing signal
circuit (to the main hydraulic pump regulators).
• All six of the flow compensator valves (41), (42), (43), (44), (45), and
(46) and their associated load check valves are held DOWN by spring
force. [There are no load check valves associated with the two travel
control flow compensator valves (45) and (46).]
• The Machine ECM maintains the DE-ENERGIZED (default) condition
of the high/low signal relief solenoid valve (31), the load signal selector
valve (32), and the load signal reduction solenoid valves (33), sending
the true load sensing signal pressure (if any) to the main hydraulic
pump regulators.
• The neutral bypass solenoid valve (21) is ENERGIZED by the machine
ECM, sending pilot pressure oil to actuate the neutral flow control
valve (22).
• The neutral flow control valve is OPEN, due to the pilot pressure oil
actuation by the neutral bypass solenoid valve. With the neutral flow
control valve OPEN, the STANDBY pressure supply oil flows back to the
hydraulic oil tank (29) through the slow return check valve (24) and the
cooler bypass valve (23).
• The boom cylinders (34), the bucket cylinder (35), and the stick cylinder
(36) are all held in place by trapped oil on both sides of each implement
circuit (between the cylinder pistons and the main valve spools). (If the
implements are suspended in the air, the boom drift reduction valve (26)
and the stick drift reduction valve (25) are both locked and maintaining
their respective cylinder’s positions.)

BUCKET CONTROL VALVE

BUCKET CLOSE
(16) (15)
Compensator
Resolver Bucket
(05) Cylinder
Pilot Oil (13)
Passage (18) Load Check
(03) Rod End Valve
Pilot Supply Passage
Valve
Spool (12)
Head End
Supply Passage
(01)
Proportional
Solenoid
Valve
(02) (20) (11)

(04) (19)
Pin Supply Pilot
Drain Tank
Passage Chamber
Passage Passage (10)
(06)
Pilot (07) Bridge
Chamber Main Passage
Valve (08) (09)
Passage Slot
• Individual implement control When the bucket control lever is moved to the BUCKET CLOSE position, the control
valve operation: lever sensor sends a PWM signal to the Machine ECM. The Machine ECM sends
an electrical current to ENERGIZE the proportional solenoid valve for the bucket
- Explanation of valve operation cylinder head end (01) in direct proportion to the amount of the bucket control lever
in the BUCKET CLOSE movement.
condition
When the solenoid is ENERGIZED, the pin (02) extends and moves the pilot valve
spool (03) to the right, blocking pilot pressure oil from the pilot oil passage (05) and
draining the existing pilot pressure oil through the drain passage (04). With pilot
pressure oil present in the pilot chamber (11) at the right end of the main valve spool
(07), the spool shifts to the left.
High pressure supply oil from the main hydraulic pumps flows into the supply
passages (20), through the throttling slots (09) of the main valve spool, then into the
feeder passage (08). The load check valve (13) will move UP when the pressure in
the feeder passage becomes greater than the pressure in the bridge passage (10),
plus the force of the springs and any duplicated load sensing signal pressure (15)
above the load check valve and the flow compensator valve (16).
Once the load check valve moves UP, the high pressure supply oil flows into the bridge
passage. Since the main valve spool is shifted to the left, the supply oil is blocked
at the left side (rod end) of the bridge passage, but the supply oil flows through the
throttling slots at the right end of the main valve spool and into the head end supply
passage (12). From there, the supply oil flows out to the head end of the bucket
cylinder.

At the same time, rod end oil from the bucket cylinder flows back to the bucket
control valve and into the rod end supply passage (18). The return oil then flows
through the throttling slots at the left end of the main valve spool and into the tank
passage (19), where it returns to the hydraulic tank via the slow return check valve
and the cooler bypass valve to the return oil filters.
These actions cause the bucket cylinder rod to EXTEND, which causes the BUCKET
to CLOSE.
Resistance to the bucket closing slows the flow of oil from the pumps and creates
“work port pressure.” The work port pressure in the bucket circuit is always in
direct proportion to the resistance, all the way from the cylinder piston to the flow
compensator valve. The work port pressure is also sensed by the ball in the
resolver (17). This is load sensing signal pressure.
If this work port, or load sensing signal pressure is higher than the load sensing
signal pressure in any other circuit of the main control valve, this pressure signal will
be sent through the resolver network in the main hydraulic control valve to the signal
duplication valve. The signal duplication valve creates a smoother signal, with fewer
pressure spikes and pressure drops that are usually present during digging and
trenching operations. This smoother signal is called the “duplicated load sensing
signal.”
The duplicated load sensing signal is then sent to the main hydraulic pump regulators
and also back through the main hydraulic control valve. In the main hydraulic control
valve, the duplicated load sensing signal pressure (15) is sent to the load sensing
differential pressure relief valves and also to the top of all of the flow compensator
valves (16). The duplicated load sensing signal pressure, plus the force of the spring
above the flow compensator valve, cause the flow compensator valve to meter, or
modulate the flow of oil to the bucket cylinder in proportion to the movement of the
bucket control lever and the external resistance to the bucket closing.
Any increases in circuit pressure are compensated by a corresponding increase in

duplicated load sensing signal pressure, and therefore, the increase in pressure
above the flow compensator valve. The increase in load sensing signal pressure
allows the flow compensator valve to prevent the bucket cylinder speed from varying
with the resistance to movement, or from the activation of another circuit that may
require a higher pressure for operation.
Operation of multiple control valves, or combined control valve operation, will be

discussed next.
NOTE: The signal duplication valve, the load sensing differential pressure relief
valve, and the load sensing signal system will be discussed in detail later in this
module.


BUCKET CLOSE
(25) Stick Drift

Reduction and
Regeneration Valve
(21) Neutral
Bypass
Solenoid
Valve (37) Pilot
(22)
Manifold
Neutral
Flow
Control
Valve
(42) (41) (31) High/Low (30) Signal (51) (44) (45) (46)
(43)
(48) (47) (49) (51)
(03) (02) (05) (06)

BOOM STICK
LOW
HIGH

(12) RET (10) OPEN (08) DOWN (14) OUT
(32) Load Signal

Cooler Slow
Bypass Return
Valve Check
Valve
P
BL2 AL2 BL3 AL3
P (33) Load Signal
(26) Boom Drift
Reduction and Reduction Valve
Regeneration Valve (36) Stick
Cylinder
Front Rear
Pump Pump (40)
Hydraulic Fan
(29)
(35) (34)
(27) (28) Hydraulic
Bucket Boom
Cylinder Cylinders
Pumps Pump
• Explanation of the implement The schematic above shows the 374D implement hydraulic system in the BUCKET
hydraulic system in the BUCKET CLOSE condition and all other implement circuits in HOLD. When the operator
CLOSE condition (follow up from moves the bucket control lever toward the BUCKET CLOSE position, the major
previous slide) hydraulic system components are placed in the following conditions:
• Initially, the main hydraulic pumps (27) are in the STANDBY condition.
Front pump and rear pump supply oil flows into the main control valve
and through the supply passages where the oil is distributed to each
implement/travel control valve spool.
• The pilot manifold produces pilot pressure oil that is distributed to the
(25) and the boom drift reduction and regeneration valve (26).
• The Machine ECM ENERGIZES the bucket close proportional
solenoid valve (09), blocking the pilot oil passage and draining the pilot
pressure oil above the bucket valve spool. This depressurizes the pilot
chamber above the bucket valve spool (02) and the pilot pressure at the
bottom moves the spool UP. (The Machine ECM sends a current to the
solenoid that is in direct proportion to the amount of the bucket control
lever movement.)
• The other five implement/travel control valves (1), (3), (4), (5), and
(6) are centered in the HOLD condition from the pilot pressure oil and
spring force at each end of these main valve spools.

• Because an implement proportional solenoid valve has been

ENERGIZED, the Machine ECM DE-ENERGIZES the neutral bypass
solenoid valve (21), blocking the flow of pilot oil and draining the pilot
pressure oil from the neutral flow control valve (22).
• With no pilot pressure oil above the neutral flow control valve, spring
force moves the valve UP, to the CLOSED position, blocking the flow
of pump supply oil to the hydraulic oil tank (29) through the slow return
check valve (24) and the cooler bypass valve (23). System pressure
can now start to increase.
• With the bucket valve spool (02) moved UP, pump supply oil opens the
load check valve and moves the flow compensator valve (42) UP as it
flows across the valve. The pump supply oil then flows out to the head
end of the bucket cylinder (35).
• Oil from the rod end of the bucket cylinder returns to the main valve
spool and is then directed through the tank passages in the control
valve to the slow return check valve and the cooler bypass valve. From
there, the oil returns to the hydraulic oil tank.
• As the bucket CLOSES, work port pressure is generated in the cylinder
head end. This pressure is transmitted back to the bucket valve spool
and into the bridge passage where the pressure is sensed by the bucket
control valve resolver (48).
• With no load sensing signal pressure present in the rest of the resolver
network, the pressure sensed by the bucket control valve resolver is
transmitted to the boom resolver (47) and the central resolver (51). This
is the TRUE LOAD SENSING SIGNAL PRESSURE and it is further
transmitted to the signal duplication valve (30) and to the load signal
selector valve (32).
• The signal duplication valve uses the true load sensing signal pressure
to duplicate the same pressure from the flow of pump supply oil. The
resulting DUPLICATED LOAD SENSING SIGNAL PRESSURE has
fewer fluctuations in pressure. The duplicated load sensing signal is
sent to the high/low signal relief solenoid valve (31) and the load signal
selector valve (32), and both differential pressure relief valves, (19) and
(20).
• Because this is a normal implement operation, the high/low signal relief
solenoid valve is ENERGIZED by the Machine ECM, and therefore
directs the duplicated load sensing signal to the high signal relief valve.
• From the signal duplication valve, the duplicated load sensing signal
pressure is also transmitted to all six of the flow compensator valves
(41), (42), (43), (44), (45), and (46). The bucket flow compensator valve
(48) uses the duplicated load sensing signal pressure to more precisely
meter the flow of pump supply oil to the bucket cylinder, regardless of
any other higher pressure demands on the system.
• Because this is not a travel function, the load signal selector valve is
ENERGIZED by the Machine ECM, blocking the true load sensing
signal and allowing the duplicated load sensing signal to pass through.
• Because this is a normal trenching/digging implement request, the
Machine ECM maintains the DE-ENERGIZED (default) condition of the
two load signal reduction solenoid valves (33). The duplicated load
sensing signal then flows through these valves to the main hydraulic
pump regulators (27).

• The main hydraulic pumps then UPSTROKE to maintain margin

pressure above the duplicated load sensing signal pressure.
• Both load sensing differential pressure relief valves (19) and (20) remain
CLOSED unless any pressure spikes cause the system pressure to
increase above the load sensing signal pressure plus the value of
the springs. They will only open momentarily to dissipate the excess
pressure. (They will also open if implement movement ceases quickly,
to dissipate system pressure quickly as the pumps destroke.)
• The boom cylinders (34) and the stick cylinder (36) are all held in
place by trapped oil on both sides of each implement circuit (between
the cylinder pistons and the main valve spools). (If the implements
are suspended in the air, the boom drift reduction valve (26) and the
stick drift reduction valve (25) are both locked and maintaining their
respective cylinder’s positions.)

COMBINED CONTROL VALVE OPERATION

PROPORTIONAL PRIORITY PRESSURE COMPENSATION
(09) True Load (07) Signal
Sensing Signals Duplication (06) Duplicated
Valve Load Sensing
(10) Bucket Signal
(11) Bucket (05) Boom
Resolver Valve Flow Compensator
Valve Flow Compensator
Valve
(13)
Attachment (08) Boom
(14) To Bucket (15) To Boom
Load Signal Resolver Valve
Cylinder Head Cylinder Head
End Ends
(16) Boom
(12) Bucket (04) Boom
Main Valve
Load Check Load Check
Spool
Valve Valve
(17) Bucket
Main Valve
Spool
(02) Bucket Control Valve (03) Boom Control Valve
(01)
Main
Hydraulic
Pumps
Combined Control Valve Operation
• Explanation of combined The illustration above shows the bucket control valve in the Bucket Close
implement control valve condition and the boom control valve in the Boom Raise condition. The following
operation in the BUCKET CLOSE explanation describes combined control valve operation.
and BOOM RAISE condition
The Proportional Priority Pressure Compensated (PPPC) hydraulic system in the
• Explananation of PPPC theory - 374D hydraulic excavator directs oil flow from the main hydraulic pumps to all of the
discuss: implement circuits in direct proportion to the amount of movement of the implement/
travel control levers/pedals. When more than one implement request is made, the
- Main hydraulic pump oil flow circuit with the highest work port pressure provides the load sensing signal pressure
during multiple functions.
- Load sensing signal network
(true LS - duplicated LS Pump supply oil (01) flows into the main hydraulic control valve and is directed to
introduction) the bucket control valve (02) and the boom control valve (03). When the boom and
bucket control levers are moved, pilot pressure oil is drained at the left end of the
- Flow compensation theory boom main valve spool (16) and the bucket main valve spool (17), causing both main
(using duplicated load signal) valve spools to move to the left.
The pump supply oil flows around the boom main valve spool and up through the
feeder passage to the bottom of the boom load check valve (04). The pressure and
flow of the oil in the feeder passage pushes the boom load check valve and the boom
flow compensator valve (05) upward. The pump supply oil then flows through the
orifices in the bottom of the boom load check valve into the bridge passage. From
the bridge passage, the oil flows around the boom main valve spool and out to the
head ends of the boom cylinders (15).
At the same time, the pump supply oil also flows around the bucket main valve
spool and up through the feeder passage to the bottom of the bucket load check
valve (12). The pressure and flow of the oil in the feeder passage pushes the bucket
load check valve and the bucket flow compensator valve (10) upward, partially
opening the valve. The pump supply oil then flows through the orifices in the bottom
of the bucket load check valve into the bridge passage. The oil then flows around
the right side of the bucket main valve spool and out to the head end of the bucket
cylinder (14).
As pump supply oil flows through the orifices in the bottom of the partially open bucket
load check valve, a pressure drop occurs across the valve. The pressure drop reflects
a reduced load sensing pressure, equal to the work port pressure. The reduced load
sensing pressure from the bucket circuit is sensed at the resolver valve. Since there
is no load sensing signal from the attachment circuit (13), the load sensing pressure
moves the ball in the bucket resolver valve UP and the signal pressure enters the
signal resolver network. This is true load sensing signal pressure (09).
The true load sensing signal is then transmitted to the boom resolver valve through
the signal resolver network. The work port, or load sensing pressure of the oil in
the boom circuit, is sensed by the boom resolver valve (08) in the same manner as
the bucket circuit. Likewise, the work port pressure of the oil in the bucket circuit is
sensed by the bucket resolver valve (11).
In this example, the true load sensing signal pressure from the boom circuit is higher
than the true load sensing signal pressure from the bucket circuit, so the signal
pressure in the boom circuit moves the boom resolver ball UP, blocking the signal
pressure from the bucket circuit. The true load sensing signal pressure from the
boom circuit then passes through the signal resolver network to the signal duplication
valve (07).
The true load sensing signal pressure from the boom circuit and pump supply oil act
on the signal duplication valve to generate duplicated load sensing signal pressure
(06). The duplicated load sensing signal pressure is directed to the low signal
pressure relief valve (not depicted), the load sensing differential pressure relief
valves (not depicted), and to the load sensing spools in the main hydraulic pump
regulators (01) - (also not depicted). The pumps upstroke when the load sensing
signal pressure increases and the pumps destroke when the load sensing
signal pressure decreases.
The duplicated load sensing signal pressure is also directed to the spring chambers
above the boom flow compensator valve (05) and the bucket flow compensator valve
(10). The boom flow compensator valve and load check valve remain fully open
while the bucket flow compensator valve and load check valve are partially open.
Hydraulic oil flow to the boom circuit remains constant until the pilot oil actuation
pressure changes at the right end of the boom control spool.
When the bucket main valve spool is shifted less than the boom main valve spool,
less pump oil will flow through the main valve spool throttling slots to the supply
passages for the bucket, establishing the speed of the bucket cylinder. The pump
supply oil flow into the supply passage beneath the bucket load check valve pushes
the bucket flow compensator and load check partially upward, enabling oil to flow
through the orifices in the load check valve, into the feeder passages, and to the
bucket cylinder in proportion to the movement of the bucket control lever.

As the boom control lever is moved further, the pressure in the boom circuit increases,
as does the load sensing signal pressure from the boom circuit. This increased load
sensing signal pressure causes the main hydraulic pumps to UPSTROKE, increasing
the pump flow rate and the system pressure.
The increase in system oil pressure and flow rate would normally cause the bucket
cylinder to speed up, given the same bucket control lever position. But since the
duplicated load sensing signal pressure above the bucket flow compensator valve is
from (and equal to) the work port pressure in the boom circuit, the bucket load check
valve and flow compensator valves are pushed down a little more. This downward
valve movement compensates for the increase in system pressure and oil flow rate,
creating a greater pressure drop across the flow compensator valve and maintaining
the correct flow rate of pump supply oil across the bucket load check valve. The
result is that the flow rate and pressure of the oil to the bucket cylinder is kept the
same and the bucket cylinder speed remains constant.


BUCKET CLOSE - BOOM RAISE
(25) Stick Drift

Reduction and
Regeneration Valve
(21) Neutral
Bypass
Solenoid
Valve (37) Pilot
(22)
Manifold
Neutral
Flow
Control
Valve
(42) (41) (31) High/Low (30) Signal (51) (44) (45) (46)
(43)
(48) (47) (49) (51)
(03) (02) (05) (06)

BOOM STICK
LOW
HIGH
HPC-ON HPC-OFF (16) FWD

(12) RET (10) OPEN (08) DOWN (14) OUT (18) FWD
(32) Load Signal

(23) Selector Valve
Cooler (24)
Bypass Slow
Valve Return
Check
Valve
P
P BL2 AL2 BL3 AL3
(26) Boom Drift (33) Load Signal
Cylinder
Front Rear
Pump Pump (40)
Hydraulic Fan
(29)
(35) (34)
(27) (28) Hydraulic
Bucket Boom
Cylinder Cylinders
Pumps Pump
• Explanation of the implement The schematic above shows the 374D implement hydraulic system in the BUCKET
hydraulic system in the BUCKET CLOSE and BOOM RAISE condition (as shown in the previous illustration). All other
CLOSE and BOOM RAISE implement circuits are in HOLD. When the operator moves the bucket control lever
condition (follow up from toward the BUCKET CLOSE position and the boom control lever toward the BOOM
previous slide) RAISE position, the major hydraulic system components are placed in the following
conditions:
• Initially, the main hydraulic pumps (27) are in the STANDBY condition.
Front pump and rear pump supply oil flows into the main control valve
and through the supply passages where the oil is distributed to each
implement/travel control valve spool.
• The pilot manifold produces pilot pressure oil that is distributed to the
(25) and the boom drift reduction and regeneration valve (26).
• The Machine ECM ENERGIZES the bucket close proportional
pressure oil above the bucket valve spool. This depressurizes the pilot
chamber above the bucket valve spool (02), and the pilot pressure at
the bottom moves the spool UP. (The Machine ECM sends a current
to the solenoid that is in direct proportion to the amount of the bucket
control lever movement.)

• The Machine ECM also ENERGIZES the boom up proportional

pressure oil above the boom valve spool. This depressurizes the pilot
chamber above the boom valve spool (01) and the pilot pressure at
the bottom moves the spool UP. (The Machine ECM sends a current
to the solenoid that is in direct proportion to the amount of the boom
control lever movement.)
• The other four implement/travel control valves (3), (4), (5), and (6) are
centered in the HOLD condition from the pilot pressure oil and spring
force at each end of these main valve spools.
• Because an implement proportional solenoid valve has been
ENERGIZED, the Machine ECM also ENERGIZES the neutral bypass
solenoid valve (21), blocking the flow of pilot oil and draining the pilot
pressure oil from the neutral flow control valve (22).
• With no pilot pressure oil above the neutral flow control valve, spring
force moves the valve UP, to the CLOSED position, blocking the flow
of pump supply oil to the hydraulic oil tank (29) through the slow return
check valve (24) and the cooler bypass valve (23). System pressure
can now start to increase.
• With the bucket valve spool (02) moved UP, pump supply oil opens the
load check valve and moves the flow compensator valve (42) UP as it
flows across the valve. The pump supply oil then flows out to the head
end of the bucket cylinder (35).
• Oil from the rod end of the bucket cylinder returns to the bucket valve
valve to the slow return check valve. and the cooler bypass valve. From
• As the bucket CLOSES, work port pressure is generated in the bucket
cylinder and is transmitted back to the bucket valve spool and into the
bridge passage where the pressure is sensed by the bucket control
valve resolver (48).
• With the boom valve spool (01) moved UP, pump supply oil opens
the load check valve and moves the flow compensator valve (41) UP
as it flows across the valve. The pump supply oil then flows through
the boom drift reduction and regeneration valve (26) and then to the
head ends of the boom cylinders (34). (The boom drift reduction and
regeneration valve is discussed in detail in the Boom Hydraulic System
section, later in this module.)
• Oil from the rod ends of the boom cylinders returns to the boom valve
valve to the slow return check valve and the cooler bypass valve. From
• As the boom RAISES, work port pressure is generated in the cylinders
and is transmitted back to the boom valve spool and into the bridge
passage where the pressure is sensed by the boom control valve
resolver (47).

• With no load sensing signal sent from the attachment circuit, the
pressure sensed by the bucket control valve resolver is transmitted to
the boom resolver (47). Because the work port pressure in the boom
circuit is higher than the load sensing signal pressure from the bucket
resolver, the boom resolver moves UP, overcoming the bucket signal
pressure. The work port pressure, or load sensing signal pressure, from
the boom resolver is transmitted to the central resolver (51). This is the
TRUE LOAD SENSING SIGNAL PRESSURE and is transmitted to the
signal duplication valve (30) and to the load signal selector valve (32).
• The signal duplication valve uses the true load sensing signal pressure
to duplicate the same pressure from the flow of pump supply oil. The
resulting DUPLICATED LOAD SENSING SIGNAL PRESSURE has
fewer fluctuations in pressure. The duplicated load sensing signal is
sent to the high/low signal relief solenoid valve (31), the load signal
selector valve (32), and both differential pressure relief valves, (19)
and (20).
• Because this is a normal implement operation, the high/low signal relief
solenoid valve is ENERGIZED by the Machine ECM and therefore
directs the duplicated load sensing signal to the high signal relief valve.
• From the signal duplication valve, the duplicated load sensing signal is
also sent to all six of the flow compensator valves (41), (42), (43), (44),
(45), and (46). The bucket flow compensator valve (42) and the boom
flow compensator valve (41) use the duplicated load sensing signal
pressure to more precisely meter the flow of pump supply oil to the
bucket cylinder and the boom cylinders, regardless of each other or any
other pressure demands on the system.
• Because this is not a travel function, the load signal selector valve is
ENERGIZED by the Machine ECM, blocking the true load sensing
signal and allowing the duplicated load sensing signal to pass through.
• Because this is a normal trenching/digging implement request, the
Machine ECM maintains the DE-ENERGIZED (default) condition of the
two load signal reduction solenoid valves (33). The duplicated load
sensing signal then flows through these valves to the main hydraulic
pump regulators (27).
• The main hydraulic pumps then UPSTROKE to maintain margin
pressure above the duplicated load sensing signal pressure.
• Both load sensing differential pressure relief valves (19) and (20) remain
CLOSED unless any pressure spikes cause the system pressure to
increase above the load sensing signal pressure plus the value of the
valve springs. Both of the relief valves will only open momentarily to
dissipate the excess pressure.
• The stick cylinder (36) is held in place by trapped oil on both sides of
stick circuit (between the cylinder piston and the main valve spool). (If
the implements are suspended in the air, then the stick drift reduction
valve (25) is locked, maintaining the stick cylinder position.)

FLOW COMPENSATOR VALVE AND LOAD CHECK VALVE

NEUTRAL CONDITION
(06) Duplicated Load

Sensing Signal
(07) True Load
Sensing Signal From
Other Circuits (05) Implement
Carry Pressure
(08) True Load

(04) Flow
Sensing Signal To
Compensator Valve
Resolver Network
(03) Orifices
(09) Load Check Valve
(02) Bridge Passage
(10) Feeder
Passage (01) Main Valve
Spool
(11) Supply (12) Cylinder Supply

Passages Passage
Flow Load Check Valve and Compensator Valve Operation
• Overview explanation of flow The illustration above shows the flow compensator valve (04) and the load check
compensator valve operation and valve (09) in the Neutral condition. This illustration depicts a typical implement
load check valve operation within control valve with the engine running, no requests for any implement movement, and
the individual implement control the implements (boom, stick, and bucket) are suspended above the ground.
valve in the NEUTRAL condition
When the main valve spool (01) is in the NEUTRAL position, the load check valve
and the flow compensator valve are held down by the spring force above both valves.
High pressure pump supply oil in the supply passages (11) cannot flow past the two
center lands on the main valve spool and into the feeder passage (10). The feeder
passage contains only trapped oil.
Since no implements are being moved, there is no true load sensing signal from other
circuits (07) and no load sensing signal is generated by this control valve to enter the
resolver network (08). Only tank pressure oil is present in the bridge passage (02).
There also is no duplicated load sensing signal pressure (06) being directed into the
spring chamber above the flow compensator valve.
However, with the implements suspended above the ground, the weight of the boom,
stick, and bucket induce implement carry pressure (05) into the far right cylinder
supply passage (12). This pressure is present throughout this circuit from the
cylinder piston(s) back to the control valve, where the oil is blocked from entering the
bridge passage (02) by the main valve spool.


LOAD CHECK CONDITION

Sensing Signal
(07) True Load
Sensing Signal From
Other Circuits (05) Implement
Carry Pressure
(08) True Load

(04) Flow
Sensing Signal To
Compensator Valve
Resolver Network
(03) Orifices
(02) Bridge Passage
(10) Feeder
Spool
(11) Supply (12) Cylinder Supply

Passages Passage
• Explanation of the load check The illustration above shows the flow compensator valve (04) and the load check
valve operation within the valve (09) in the load check condition. This illustration shows a typical implement
individual implement control control valve when the operator has started to move a single implement control lever,
valve - beginning of valve spool requesting implement movement of this single implement. The main valve spool (01)
movement has just started to move.
With the main valve spool shifted slightly to the left, the implement carry
pressure (05) in the cylinder supply passage (12) is directed around the right-most
lands of the main valve spool and into the bridge passage (02). The implement carry
pressure is then transmitted through the upper orifices (03) in the load check valve.
The implement carry pressure then pressurizes the spring chamber between the flow
compensator valve and the load check valve. The load check valve is held DOWN
by the combination of the spring force and the force of the oil pressure above it.
The load check valve will stay down, maintaining the pressure in the implement
circuit and preventing the implement from drifting down, until the pressure and flow
of the oil in the feeder passage (10) becomes greater than the spring force and oil
pressure above the valve.
The true load sensing signal has entered the resolver network (08), which has been
sent to the signal duplication valve (not depicted). The signal duplication valve has
created a duplicated load sensing signal (06) is directed through the main control
valve and enters the spring chamber above the flow compensator valve (04), adding
to the spring force holding the load check valve DOWN.


FLOW COMPENSATION CONDITION

Sensing Signal
(07) True Load
Sensing Signal From
Other Circuits
(05) Workport
Pressure
(08) True Load
(04) Flow
Sensing Signal To
Compensator Valve
Resolver Network
(03) Orifices
(02) Bridge Passage
(10) Feeder
Spool
(11) Supply (12) Throttling (13) Cylinder Supply

Passages Slots Passage
• Explanation of the flow The illustration above shows the flow compensator valve (04) and the load check
compensator valve operation valve (09) in an active Flow Compensation Condition. The operator has moved
within the individual implement the implement control lever further and high pressure pump supply oil has begun to
control valve - further valve move the implement, changing what was previously described as “implement carry
spool movement (progression pressure” to work port pressure (05) as the implement begins moving.
from previous slide)
As the main valve spool (01) shifts further to the left, high pressure pump supply oil in
the supply passages (11) flows through the main valve spool throttling slots (12) and
into the feeder passage (10). The flow compensator valve and the load check valve
both move UP when the pump discharge pressure in the feeder passage becomes
higher than the work port pressure. The oil then flows through the orifices (03) in
the load check valve, into the bridge passage (02), then into the cylinder supply
passage (13) and out to the implement cylinder.
The work port pressure in the feeder passage is sensed by the resolver ball and
is sent into the resolver network as true load sensing signal pressure (08). Since
no other implement is being moved, there is no load sensing signal from other
circuits (07). The work port pressure sensed by the resolver is sent into the resolver
network as a true load sensing signal to the signal duplication valve (not depicted).
NOTE: Once the load check valve opens, the load check valve and pressure
compensator will move together as if they were one solid valve.

The signal duplication valve has created a duplicated load sensing signal (06) that
is directed through the main control valve and enters the spring chamber above the
flow compensator valve (04).
During a stall condition, or very slow implement movement, the load sensing control
spool in the pump regulators maintains pump discharge pressure that is approximately
1960 kPa (285 psi) higher than the load sensing signal pressure (margin pressure).
When the pump discharge pressure is higher than the load sensing signal pressure
and the spring force, the flow compensator valve will move UP and remain in the full
OPEN position.
If another implement circuit is activated and a higher true load signal pressure
is transmitted into the signal resolver network, the main hydraulic pumps will
UPSTROKE in response to the increased flow and pressure demands. The signal
duplication valve will also send the higher duplicated load sensing signal (06) to the
spring chamber above the flow compensator valve. This change in the load sensing
signal pressure moves the flow compensator valve DOWN.
The increased duplicated load sensing signal pressure and subsequent downward
movement of the flow compensator valve “compensates” for the increased system
pressure and oil flow (from the higher load sensing signal to the pumps from the
secondary circuit activation). The result of these actions maintains the flow and
pressure of oil to the implement cylinder in this circuit. The implement speed in this
circuit remains the same.
When the control lever for this implement is moved back toward the neutral position,
the main valve spool will shift to the right, causing a decrease of the load sensing
signal pressure as the oil flow and pressure from the pump decreases. When the
true load sensing signal pressure decreases, so does the duplicated load sensing
signal pressure.
Since the main valve spool has moved to the right, the throttling slots begin to restrict
the pump oil flow into the feeder passage. The reduced pressure and oil flow in the
feeder passage allows the spring to move the flow compensator valve and the load
check valve down. This restricts pump oil flow through the orifices into the bridge
passage. Pump oil flow is metered through the orifices in the lower end of the load
check valve to the feeder passage and then to the implement circuit. The pump oil
flow to the implement circuit is then metered in proportion to the movement of the
implement control lever.
All of the implement control valves operate in the same basic manner for all the
implement functions, with the exception of the travel control valves. The travel
control valves contain no load check valves.

LINE RELIEF AND MAKEUP VALVE

OPERATION
OPEN
CLOSED (RELIEF) MAKEUP
(10)
(06) (01) Return (15) (16)
Poppet Poppet Passage Adjustment Locknut
Spring
(11) Screw
(02) Outer
Spring (09) Spring
Chamber Dump (14)
Spool Makeup
(05) Spool
Seat
(08) (12)
Orifice Inner (13)
Spring Shoulder
(04)
Inner (07)
Spool Tank
Passage
(03)
Cylinder
Supply
Passage
Line Relief and Makeup Valve Operation
• Explanation of the line relief The illustration above shows a combination single-stage line relief and makeup valve
and makeup valve operation for in the closed, the open (relief), and the makeup conditions. A line relief and makeup
individual implement circuits - all valve is installed in the head end and the rod end passages of each implement
three conditions: control valve (boom, bucket, and stick circuits). These valves serve two purposes:
- CLOSED condition • they limit the pressure of the circuit in which they are installed by
opening to vent excess pressure to tank, and
- OPEN (RELIEF) condition
• they open to allow tank pressure oil to enter the circuit in order to
- MAKEUP condition supplement the pump supply oil when the implement cylinder moves
faster than the pumps can supply oil.
During normal operation, the line relief and makeup valve remains Closed. At
lower system pressures, the poppet (01) is held against its seat (05) by the force of
the poppet spring (06). The circuit pressure in the cylinder supply passage (03) flows
through the orifice (08) in the inner spool (04) to the spring chamber (02) above.
When the force applied by system pressure is less than the value of the poppet spring,
the poppet remains seated and the oil pressure in the spring chamber remains equal
to system pressure. The combined force of the outer spring (11) and inner spring
(12) and the oil pressure keep the inner spool and dump spool (09) seated.

During pressure spikes or sustained high pressure conditions, the Relief function
of the line relief and makeup valve vents the excess pressure into the tank passage.
As the system pressure nears the line relief valve pressure setting, the force of the
circuit pressure in the spring chamber overcomes the force of the poppet spring.
This pressure increase causes the poppet to unseat, allowing system oil to flow
around the poppet to the return passage (10), through the return passage and into
the control valve tank passage (07). For short duration pressure spikes, only the
poppet unseats to limit the circuit pressure.
For sustained periods of high implement circuit pressure, the oil in the spring chamber
continues to flow around the poppet, through the return passage, and then into the
control valve tank passage.
Because the poppet is unseated and oil is flowing through the valve to tank, there
is a pressure drop across the orifice, causing the oil in the spring chamber to be
less than the oil pressure in the cylinder supply passage. When the circuit pressure
overcomes the oil pressure in the spring chamber plus the force of the inner and
outer springs, the dump spool and inner spool move UP. As the two spools move up,
the openings in the makeup spool are opened and the circuit pressure oil is allowed
to flow into the tank passage.
Full pump flow is directed to the tank in a stall condition.
The Makeup function of the line relief and makeup valve prevents cylinder cavitation
and voiding in the various circuits of the hydraulic system. Under normal operating
conditions, the makeup spool (14) remains seated. The valve is held in the seated
position by spring force and the hydraulic pressure in the spring chamber above the
inner spool.
If external forces try to move an implement, the circuit pressure on one side of
the implement cylinder piston can become lower than tank pressure. This lower
(negative) pressure will be present in that half of the circuit, from the implement
cylinder piston back to the main valve spool in the implement control valve.
If the hydraulic circuit pressure in the cylinder supply passage becomes lower than
the tank pressure, the oil pressure in the spring chamber is also reduced. Tank
pressure oil surrounds the makeup spool, which creates an upward force on the
shoulder (13) of the makeup spool. This force unseats the makeup spool, dump
spool, and inner spool. The tank pressure oil then flows from the tank passage into
the lower pressure hydraulic circuit to reduce cylinder cavitation.
NOTE: The amount of spring force acting on the poppet determines the line
relief valve pressure setting. Adjustments to the line relief valve pressure setting
are made by changing the spring force of the poppet spring. The position of
the adjustment screw (15) determines the spring force of the poppet spring.
Loosening the locknut (16) and turning the adjustment screw CW (in) increases
the spring force, which increases the pressure at which the poppet and the dump
spool will open. Turning the adjustment screw CCW (out) decreases the spring
tension and lowers the relief setting. Always tighten the locknut to maintain the
setting. Refer to the Test and Adjust procedures in the Service literature for the
correct procedure and pressure specifications for each line relief valve setting.


BUCKET CLOSE
(25) Stick Drift

Reduction and
Regeneration Valve
(21) Neutral
Bypass
Solenoid
Valve (37) Pilot
(22)
Manifold
Neutral
Flow
Control
Valve
(42) (41) (31) High/Low (30) Signal (51) (44) (45) (46)
(43)
(48) (47) (49) (51)
(03) (02) (05) (06)

BOOM STICK
LOW
HIGH

(12) RET (10) OPEN (08) DOWN (14) OUT
(32) Load Signal

Cooler Slow
Bypass Return
Valve Check
Valve
P
BL2 AL2 BL3 AL3
P (33) Load Signal
(26) Boom Drift
Cylinder
Front Rear
Pump Pump (40)
Hydraulic Fan
(29)
(35) (34)
(27) (28) Hydraulic
Bucket Boom
Cylinder Cylinders
Pumps Pump
Load Sensing Signal System
• Overview of the Load Sensing The 374D Hydraulic Excavator uses some new strategies in the load sensing system.
(LS) signal system and signal
The load sensing system contains several new components and uses components
management strategies:
from the C-series machines for managing, delivering, and/or reducing load sensing
- True load sensing signal signal pressure for main hydraulic pump flow and system pressure control. These
changes have shown reductions in fuel consumption and increases in productivity
- Duplicated load sensing signal during machine development and testing.
- Three basic purposes for LS:
As explained earlier, load sensing signal pressure is generated from the work port
- Control oil pressure and pressure at the implement cylinder or travel motor. The load sensing signal pressure
flow from main hydraulic from the circuit with the highest work port pressure is transmitted through the resolver
pumps network in the main hydraulic control valve, to the signal duplication valve (30), and
to the load signal selector valve (32). Load sensing signal pressure is used for three
- Control oil pressure basic purposes in the implement hydraulic system:
and flow within each
implement circuit
• to control the oil pressure and flow rate from the main hydraulic pumps
- Protect system (pump output);
components from • to control the oil pressure and flow rate in each implement/travel circuit
pressure spikes using LS (flow compensation); and
differential pressure relief • to protect the implement hydraulic system from pressure spikes during
valves travel and/or implement operation, via the load sensing differential
pressure relief valves and line relief valves in each individual circuit.

Two types of load sensing signals are always present within the main hydraulic
control valve - Duplicated Load Sensing Signal Pressure and True Load Sensing
Signal Pressure.
Duplicated load sensing signal pressure:
• is always sent to the flow compensator valves to regulate the oil flow
rate in each individual hydraulic circuit;
• is always sent to the load sensing differential pressure relief valves to
control the maximum hydraulic system pressure; and
• is always used to control the main hydraulic pump output when only
implements are being operated (but not during any travel command).
True load sensing signal pressure:
• is the default load sensing signal and is present at the main hydraulic
pump regulators when all hydraulic functions are in NEUTRAL or HOLD;
• is used to create the duplicated load sensing signal pressure; and
• is always used to control the main hydraulic pump output whenever a
travel command is made or whenever a combined travel and implement
command is made.
Either the True Load Sensing Signal Pressure or the Duplicated Load Sensing Signal
Pressure is sent from the main hydraulic control valve to the main hydraulic pump
regulators for controlling the flow and pressure of hydraulic oil from the main hydraulic
pumps. The new Load Signal Selector Valve (32) determines which load sensing
signal is sent to the pump regulators (27), depending on the hydraulic function(s) that
are being commanded. (Note that the heavy lift function that was available on the
365C has been eliminated on the 374D.)
A new Load Signal Reduction Valve (33) diverts some load sensing signal to tank
during the boom (down) regeneration condition, which allows the main hydraulic
pumps to DESTROKE, reducing the load on the engine. (The engine speed is also
decreased during a boom regeneration condition, as a part of the new strategy.) This
change in the pump and engine control strategy has resulted in improvements in
machine productivity and a decrease in fuel consumption during machine operation
(trenching/digging).
The illustration above shows the 374D hydraulic system in the BUCKET CLOSE
condition with the duplicated load sensing signal being directed through the main
hydraulic control valve and then being sent to the main hydraulic pump regulators.
The highest work port pressure generates the true load sensing signal, which is
directed through the internal resolver network back to the center valve bank. Within
the center valve bank the true load sensing signal is divided, with part of the true
load sensing signal being directed to the signal duplication valve (30). The true load
sensing signal is also delivered to the new external load signal selector valve.

The true load sensing signal pressure and main hydraulic pump pressure are used
by the signal duplication valve to create a duplicated load sensing signal. The
duplicated load sensing signal is directed to all six of the flow compensator valves
(41), (42), (43), (44), (45), and (46) for controlling and metering the flow of oil in each
implement circuit. The duplicated load sensing signal is also directed to both load
sensing differential pressure relief valves (19) and (20) for limiting the maximum
implement system pressure.
The load signal selector valve automatically directs either the true load sensing signal
or the duplicated load sensing signal back to the main hydraulic pump regulators for
controlling pump oil flow rate and system pressure as follows:
• True load sensing signal is the default condition and is used for pump
regulation during travel requests and during machine NEUTRAL
conditions (no requests for implement movement or travel).
• Duplicated load sensing signal is used for pump regulation during any
implement movement requests (boom, stick, bucket, and attachment).
• True load sensing signal is used for pump regulation during any
combined travel and implement movement requests.
The new load signal reduction valve works in concert with the electronic boom
regeneration valve (26) to destroke the main hydraulic pumps during the boom down
regeneration condition. Destroking the pumps during regeneration helps reduce fuel
consumption by reducing the load on the engine from the main hydraulic pumps.

LOAD SENSING SIGNAL SYSTEM

BUCKET CLOSE CONDITION - DUPLICATED LOAD SIGNAL
(15) Drain
(14) Duplicated Load Sensing (13) Duplicated Load Sensing

Signal to Right Bank Signal to Left Bank
(12) True Load Signal From Right Bank (11) True Load Signal From Left Bank
(Boom, Bucket, & Attach.) (04) (Stick, L & R Travel)
Signal (08)
Duplication Resolver
Valve CENTER
VALVE BANK
(16)
Orifice
(10) Pump Flow (10) Pump Flow
To Right Bank (03) To Left Bank
Low Signal
Relief Valve
(01)
High/Low
Signal Relief
Solenoid Valve
(02)
High Signal
Relief Valve
HPC-ON HPC-OFF
(05)
Load Signal
Selector Solenoid
Valve
P (09)
Main Hydraulic
(07)
Pumps and Regulators
Load Signal
Reduction
Solenoid (06)
Valve Load Signal
Diverter Solenoid
Valve
Load Sensing Signal System - Operation
• Explanation of load sensing The illustration above shows the load sensing signal system during the BUCKET
signal system in the BUCKET CLOSE condition which results in the duplicated load sensing signal being sent to
CLOSE condition. the main hydraulic pump regulators (09). Operation of all other implements results
in the same load sensing signal system condition (with the exception of any travel
(This explanation applies to all conditions and during boom regeneration, which will be discussed later).
implement circuit operations,
but does not apply to combined When the operator moves the bucket control lever toward the BUCKET CLOSE
implement/travel operation or position, a true load sensing signal is generated from the head end of the bucket
for BOOM DOWN with REGEN cylinder (work port pressure) and is directed back to the center valve bank through
operation.) the resolver network in the right valve bank (12). The resolver (08) in the center
valve bank directs the true load sensing signal to the top of the signal duplication
valve (04) and to the external load signal selector solenoid valve (05).
High pressure pump supply oil from the main hydraulic pumps is directed to the
left side of the signal duplication valve. As the high pressure oil passes through
the signal duplication valve, the true load sensing signal pressure at the top of the
valve, the slow drain to tank (15), and the back pressure created by the orifice (16)
balances the signal duplication valve and reproduces an equal signal pressure after
the valve. The orifice reduces the oil flow and also flattens (or smooths out) the
pressure spikes in the load sensing signals that are generated at the work port. The
smoother duplicated load sensing signal is then distributed to several places in the
hydraulic system.

The duplicated load sensing signal is sent to the flow compensator valves and to the
load sensing differential pressure relief valves in the left and the right valve banks
(13) and (14), to the high/low signal relief solenoid valve (01), and to the external
load signal selector solenoid valve (05).
Since the operator has requested an implement function:
• The high/low signal relief solenoid valve is ENERGIZED by the Machine

ECM and the duplicated load sensing signal is directed to the high
signal relief valve (02). The high signal relief valve will open, sending
oil to the drain (15) to limit the maximum duplicated load sensing signal
pressure. The duplicated load sensing signal is also sent to the flow
compensator valves, the differential pressure relief valves, and the main
hydraulic pump regulators. The maximum system pressure is limited
to the high signal relief valve setting plus the value of the relief valve
springs.
• The Machine ECM ENERGIZES the load signal selector solenoid valve,
blocking the true load sensing signal and sending the duplicated load
sensing signal to the load signal diverter solenoid valve (06).
• The load signal diverter solenoid valve remains DE-ENERGIZED by the
Machine ECM, since no boom regeneration condition is active.
The duplicated load sensing signal then passes through the load signal diverter
solenoid valve and is directed to the main hydraulic pump regulators.
NOTE: The pressure of the duplicated load sensing signal after the orifice
(16) is equal to the pressure of the true load sensing signal. In the illustration
above, and in the next two illustrations, the color and/or pattern of the signal oil
is changed as it passes through the orifice only for the purpose of identifying the
two different signals.


TRAVEL CONDITION - TRUE LOAD SIGNAL
(15) Drain

Signal (08)
Valve CENTER
VALVE BANK
(16)
Orifice
Low Signal
Relief Valve
(01)
High/Low
Signal Relief
Solenoid Valve
(02)
High Signal
Relief Valve
HPC-ON HPC-OFF
(05)
Load Signal
Selector Solenoid
Valve
P (09)
Main Hydraulic
(07)
Load Signal
Reduction
Solenoid (06)
Valve Load Signal
Diverter Solenoid
Valve
• Explanation of load sensing The illustration above shows the load sensing signal system during a TRAVEL
signal system in the TRAVEL condition, which results in the true load sensing signal being sent to the main
condition and for combined hydraulic pump regulators (09).
travel/implement operation
conditions. When the operator moves a travel control lever/pedal toward the FORWARD or
REVERSE position, a true load sensing signal is generated from the travel motors
(This explanation does not apply (work port pressure) and is directed back to the center valve bank through the
to combined implement only resolver network in the left valve bank (11). The resolver (08) in the center valve
operations or for BOOM DOWN bank directs the true load sensing signal to the top of the signal duplication valve (04)
with REGEN operation.) and to the external load signal selector solenoid valve (05).
High pressure pump supply oil from the main hydraulic pumps is directed to the
left side of the signal duplication valve. As the high pressure oil passes through
the valve. The orifice reduces the oil flow and also flattens (or smooths out) the
pressure spikes in the load sensing signal that are generated at the work port. The
hydraulic system.
The duplicated load sensing signal is sent to the flow compensator valves and to the
load sensing differential pressure relief valves in the left and the right valve banks
(13) and (14), to the high/low signal relief solenoid valve (01), and to the external
load signal selector solenoid valve.

Since the operator has requested a travel function:

• The Machine ECM DE-ENERGIZES the high/low signal relief solenoid
valve (01) and the duplicated load sensing signal is directed to the low
signal relief valve (03). The low signal relief valve will open, sending oil
to the drain (15) to limit the maximum duplicated load sensing signal.
The duplicated load sensing signal is sent to the flow compensator
valves and to the load sensing differential pressure relief valves in the
main control valve.
• The Machine ECM DE-ENERGIZES the load signal selector solenoid
valve (05), blocking the duplicated load sensing signal and sending the
true load sensing signal to the load signal diverter solenoid valve (06).
The maximum system pressure is limited to the low signal relief valve
setting plus the value of the relief valve springs.
• The load signal diverter solenoid valve remains DE-ENERGIZED by the
Machine ECM since no boom regeneration condition is active.
With these three solenoid valves in the states described above:

• the true load sensing signal is sent to the main hydraulic pump
regulators,
• the duplicated load sensing signal is sent to the flow compensator
valves in the left and the right valve banks (13) and (14), and
• the duplicated load sensing signal is also sent to the load sensing
differential pressure relief valves.
NOTE: If the operator activates a travel control lever/pedal and an implement

control lever (boom, stick, bucket, or attachment) simultaneously, the load
sensing signal system operates as though only a travel operation is being
performed. The Machine ECM commands the following:
• The high/low signal relief solenoid valve is DE-ENERGIZED.

• The load signal selector solenoid valve is DE-ENERGIZED.
The result is that the true load sensing signal is delivered to the main hydraulic
pump regulators and the duplicated load sensing signal is sent to the flow
compensator valves and the differential pressure relief valves when combined
travel and implement functions are requested.


BOOM DOWN WITH REGENERATION
(15) Drain

Signal (08)
Valve CENTER
VALVE BANK
(16)
Orifice
Low Signal
Relief Valve
(01)
High/Low
Signal Relief
Solenoid Valve
(02)
High Signal
Relief Valve
HPC-ON HPC-OFF
(05)
Load Signal
Selector Solenoid
Valve
P (09)
Main Hydraulic
(07)
Load Signal
Reduction
Solenoid (06)
Valve Load Signal
(17) Diverter Solenoid
Orifice Valve
• Explanation of load sensing The illustration above shows the load sensing signal system during a BOOM DOWN
signal system in the BOOM with REGENERATION condition, which results in NO load sensing signal being sent
DOWN with REGEN condition. to the main hydraulic pump regulators (09). (Boom regeneration is defined as
whenever gravity would cause the boom to fall downward in the direction commanded
(This explanation does not apply and little oil flow is required from the pumps.) This strategy allows the main hydraulic
to combined implement/travel pumps to DESTROKE to the STANDBY condition, reducing the load that the pumps
operation or for other implement place on the engine, thereby increasing fuel economy.
only operations.)
When the operator moves the boom control lever toward the BOOM DOWN position,
and all implements are suspended above the ground, a reduced true load sensing
signal is generated from the boom cylinder rod ends (work port pressure). This true
load sensing signal is directed back to the center valve bank through the resolver
network in the right bank (12). The resolver (08) in the center valve bank directs
the true load sensing signal to the top of the signal duplication valve (04) and to the
external load signal selector solenoid valve (05).
Reduced pressure pump supply oil from the main hydraulic pumps is directed to the
left side of the signal duplication valve. As the reduced pressure oil passes through
the valve. The orifice reduces the oil flow and also flattens, or smooths out the
pressure spikes in the load sensing signal that is generated at the work port. The
hydraulic system.

The reduced duplicated load sensing signal is sent to the flow compensator valves
and to the load sensing differential pressure relief valves in the left and the right
valve banks (13) and (14), to the high/low signal relief solenoid valve (01), and to the
external load signal selector solenoid valve (05).
Since the operator has requested a BOOM DOWN function, and the system is in a
REGENERATION condition:
• The Machine ECM ENERGIZES the high/low signal relief solenoid valve
and the duplicated load sensing signal is directed to the high signal
relief valve (02). The high signal relief valve will limit the maximum
signal pressure sent to the flow compensator valves, the differential
pressure relief valves, and the main hydraulic pump regulators.
• The Machine ECM ENERGIZES the load signal selector solenoid valve,
sending the duplicated load sensing signal to the load signal diverter
solenoid valve (06).
• The load signal diverter solenoid valve is ENERGIZED by the Machine
ECM, due to the regeneration condition, and the duplicated signal is
directed through the edge filter and orifice (17) and then to the load
signal reduction solenoid valve (07).
• The proportional load signal reduction solenoid valve is also
ENERGIZED by the Machine ECM, due to the regeneration condition,
and some of the duplicated load sensing signal is drained to tank.
With these three solenoid valves in the states described above, a REDUCED load
sensing signal is sent to the main hydraulic pump regulators, resulting in both main
hydraulic pumps DESTROKING.
The orifice after load signal diverter solenoid valve serves to maintain some duplicated
load sensing signal pressure upstream of the orifice. Maintaining the duplicated load
sensing signal pressure ensures the proper operation of the six flow compensator
valves and the load sensing differential pressure relief valves. Maintaining some
duplicated load sensing signal pressure also allows for a quicker pump response
when the system condition changes from the boom regeneration condition to normal
operation.
NOTE: If the operator activates multiple implements simultaneously such that

the boom is in a regeneration condition but the other implement is working
against a force (such as BOOM DOWN and BUCKET OPEN or STICK OUT),
the load signal diverter solenoid valve and the load signal reduction solenoid
valve do not drain the signal to tank.
• The load signal selector solenoid valve is ENERGIZED.

• The load signal diverter solenoid valve is DE-ENERGIZED.
• The load signal reduction valve is DE-ENERGIZED.
The result is that the duplicated load sensing signal (equal to the highest true
load sensing signal from the implement that is working against the force) is
delivered to the main hydraulic pump regulators.

SIGNAL DUPLICATION VALVE
(01)
(02) True Load Sensing
Pump Delivery Signal Pressure
Pressure
(03)
Duplicated
Load Sensing
Signal Pressure
(04)
Valve Spool
Signal Duplication Valve Operation
• Explanation of the signal The true load sensing signal pressure (01) enters the valve cartridge and flows
duplication valve operation around the right end of the valve spool (04). The true load sensing signal pressure
acts on the right end of the signal duplication valve spool, initially shifting it to the left.
When the spool shifts to the left, pump delivery pressure passage is opened, allowing
the pump delivery pressure oil (02) to enter the outer chamber.
At the same time, the drain passage to the hydraulic tank is closed. Pump delivery
pressure enters the center passage of the signal duplication valve spool through
an orifice and pump delivery pressure pressurizes the center passage of the signal
duplication valve. The pressurization of the center passage creates the duplicated
load sensing signal pressure (03).
The duplicated load sensing signal pressure on the left end of the signal duplication
valve tends to move the valve spool back to the right. When the signal duplication
valve spool moves to the right, the passage for pump delivery pressure partially
closes and the drain passage partially opens. The duplicated load sensing signal
pressure on the left end of the signal duplication valve spool is reduced from the
pump delivery pressure. True load sensing signal pressure on the right end moves
the signal duplication valve spool to the left until the true load sensing signal pressure
and the duplicated load sensing signal pressure are equal.
The duplicated load sensing signal pressure is sent from the left end of the signal
duplication valve spool into the load sensing signal network.

SIGNAL RELIEF VALVES

(01)
Signal
Duplication (04)
Valve (03)
Poppet Spring
(02) High/Low
Signal Relief
Solenoid Valve
(05)
Adjustment
Screw
(08)
Seat (06)
(09)
Spacer
Duplicated
(07)
Load Sensing
Tank
Signal
Signal Relief Valve Operation
• Explanation of the signal relief The high signal relief valve and the low signal relief valve operate identically. The
valve operation Machine ECM controls the high/low signal relief solenoid valve (02), which directs
the duplicated load sensing signal to the relief valve associated with the machine
operation.
• When the machine is performing normal trenching/digging operations

(including the boom regeneration condition), the high/low signal relief
solenoid valve is ENERGIZED by the Machine ECM, directing the
duplicated load sensing signal (09) to the high pressure signal relief
valve.
• When the machine is in travel mode or in HOLD, the Machine ECM
DE-ENERGIZES the high/low signal relief solenoid valve, directing the
duplicated load sensing signal to the low pressure signal relief valve.
• If the machine is in travel mode and the operator is moving implements
at the same time, the high/low signal relief solenoid valve is
DE-ENERGIZED by the Machine ECM, directing the duplicated load
sensing signal to the low pressure signal relief valve.
The spring (04) in the signal relief valve keeps the poppet (03) moved to the left
against the seat (08), and the spacer (06) is shifted to the right against the adjustment
screw (05). Oil from the signal duplication valve (01) flows through an orifice, which
stabilizes the duplicated load sensing signal. The oil then flows to the high/low signal
relief solenoid valve, which directs the signal pressure to either the high or the low
signal relief valves.
The duplicated load sensing signal pressure oil enters the signal relief valve on the
left end. When the force of the load sensing signal pressure becomes greater than
the force of the spring, the poppet moves to the right, away from the seat. When the
poppet is unseated, it drains a small amount of oil through the drain passage to the
hydraulic tank (07), limiting the duplicated load sensing signal pressure to the setting
of the valve.
As a result, the load sensing signal pressure oil is maintained at the specified
pressure setting by the signal relief valve.
NOTE: Always refer to the Test and Adjust manual for the most recent
specifications for any valve adjustments.

LOAD SENSING DIFFERENTIAL PRESSURE RELIEF VALVES
(01) (07)
Duplicated Duplicated
Load (14)
Load Stop Rod
Sensing Sensing
Signal (06) Signal (13)
Spring Spring
Chamber Chamber
(02) (08)
Pump Pump
Delivery Delivery
Pressure Pressure
(05) (12)
(03) Spring (09) (11) Spacer
(04) (10)
To Tank To Tank Spring
Spool Spool
CLOSED OPEN
Load Sensing Differential Pressure Relief Valve Operation
• Explanation of the load sensing The two load sensing (LS) differential pressure relief valves are situated at either end
differential pressure relief valve of the main hydraulic control valve. These two valves are used to maintain the
operation maximum hydraulic system pressure and to quickly reduce the pump discharge
(system) pressure when the main hydraulic pumps destroke rapidly.
Limiting System Pressure - During normal implement/travel working conditions,
the pressure difference between the duplicated load sensing signal pressure (01)
and the pump delivery pressure (02) is maintained at approximately 1960 kPa (285
psi) by the main hydraulic pump regulators (margin pressure). The main hydraulic
pumps will always try to maintain this margin pressure above the signal pressure.
The force of the spring (05) in the load sensing differential pressure relief valve is
equal to approximately 2950 kPa (430 psi). When the duplicated load sensing signal
pressure is present in the spring chamber (06), the load sensing differential pressure
relief valves will remain CLOSED, blocking the oil from draining to tank (03) unless
the system pressure rises above the opening pressure of the valves. These valves
may open momentarily to dissipate pressure spikes in the system, but otherwise
remain CLOSED during normal working pressures.
The two load sensing differential pressure relief valves normally remain closed.
The main hydraulic pump regulators maintain the hydraulic system pressure at
approximately 2000 kPa (285 psi) above LS signal pressure at the left of the spool
(02) and the load sensing differential pressure relief valve opening pressure is
approximately 3000 kPa (430 psi) above LS signal pressure, on the right of the
spool.

The low pressure signal relief valve is set to approximately 32000 kPa (4640 psi).
This is the duplicated signal pressure that is sent to the flow compensator valves and
the load sensing differential pressure relief valves during a travel command or during
combined travel and implement command. True load sensing signal is sent to the
pump regulators and is not limited. During travel, the maximum hydraulic system
pressure is limited to the duplicated load sensing signal pressure plus the value of
the pressure differential relief valve spring, or approximately 35000 kPa (5075 psi).
The high pressure signal relief valve is set to approximately 33000 kPa (4790 psi).
This is the duplicated signal pressure that is sent to the pump regulators, the flow
compensator valves, and the load sensing differential pressure relief valves during an
implement only command (with no travel combined). During implement only operation,
the maximum hydraulic system pressure is limited to the duplicated load sensing
signal pressure plus the value of the relief valve spring, or approximately 36000 kPa
(5220 psi). But the pumps can only produce margin pressure above the duplicated
signal pressure, which is approximately 35000 kPa (5075 psi).
Therefore, other than momentary pressure spikes and rapid destroking of the main
hydraulic pumps, the maximum hydraulic system pressure is always limited by the
signal relief valve settings. The numbers below illustrate this concept:
• During implement operation, the load sensing differential pressure
relief valves will not open until 36000 kPa (5220 psi). The LS
differential pressure relief valve opening pressure is determined by the
maximum signal relief valve setting of 33000 kPa (4790 psi) plus the
force of the relief valve spring 3000 kPa (430 psi), totalling 36000 kPa
(5220 psi). The pump regulators can only produce a pressure that is
equal to the maximum signal relief valve setting of 33000 kPa (4790
psi) plus the margin pressure of 2000 kPa (285 psi), totalling 35000 kPa
(5075)] Under normal operating conditions, the LS differental pressure
relief valves should not open.
• During any travel operation, the load sensing differential pressure

relief valves can open at 35000 kPa (5075 psi). The pump regulators
can produce a pressure that is equal to the true load signal, (which
is not limited) plus the margin pressure. Since the low signal relief
pressure is set to 32000 kPa (4640 psi) and the relief valve spring
value is 3000 kPa (430 psi), the opening pressure for the LS differental
pressure relief valves is approximately 35000 kPa (5075 psi). If the true
load sensing signal causes the pumps to produce a pressure higher
than this during travel, the LS differental pressure relief valves will open,
limiting the system pressure to 35000 kPa (5075 psi).
System Pressure Dissipation When Destroking the Pumps - When the operator
releases an implement or travel control lever, requesting that implement movement or
travel stop, the valve spools in the main control valve return to their HOLD positions
quickly. At that moment, the load sensing signal pressure from the implement/travel
circuit to the implement control valve drops to approximately zero. Likewise, the
duplicated load sensing signal pressure (07) also drops to approximately zero, as
does the oil pressure in the spring chamber (13) to the right of the spool (10).
In the short time between the loss of the load sensing signal pressure and the time
it takes for the pumps to destroke, any pump delivery pressure (08) present in the
system that is higher than 2950 kPa (430 psi) will cause the spool to move to the
right against the spring (11).

The load sensing differential pressure relief valves then OPEN, draining the residual
pump delivery pressure oil to tank (09). The stop rod (14) prevents the spool from
moving too far to the right, which meters the oil into the tank passages in the main
hydraulic control valve (to protect hoses, fittings, filters, and other components
situated downstream from the relief valves).
Both load sensing differential pressure relief valves are adjustable by adding or
removing spacers (12) at the right end of the spring. Refer to the 374D Hydraulic
System Test and Adjust manual (KENR7775) for the adjustment procedure.

LOAD SENSING SIGNAL REDUCTION MANIFOLD

IMPLEMENT & TRAVEL CONDITION
(01) (03)
Load Signal (06) From Load Signal (12) (13)
Diverter Solenoid Spring Selector Valve Seat Pressure
Valve Sensor
(05)
Spool
(10) (11)
(07) (02)
(04) Spring Pin
Filter Load Signal
To Main Hydraulic (08)
and Orifice (09) Reduction Solenoid
Pump Regulators Poppet
Retainer Valve
(03)
From Load Signal
(01) Selector Valve
Load Signal (13)
Diverter Solenoid Pressure
Valve Sensor
P
(02)
Load Signal
Reduction Solenoid
Valve
(07)
Filter
and Orifice
(04)
To Main Hydraulic
Pump Regulators
Load Sensing Signal Reduction Manifold Operation
• Explanation of the load sensing The purpose of the new load sensing signal reduction manifold strategy is to divert
signal reduction strategy and
the load sensing signal to tank during boom down regeneration. This strategy allows
operation of the components in
the load sensing signal reduction the main hydraulic pumps to DESTROKE, reducing the load on the engine during the
manifold during the IMPLEMENT boom down regeneration condition.
OPERATION and TRAVEL
conditions The load signal reduction strategy is not activated when the following conditions are
present:
• the operator requests downward movement of the boom and

regeneration conditions are not present (resistance to BOOM DOWN);
• the boom cylinder head end pressure is lower than 7000 kPa (1015 psi)
during a boom down command; or
• the operator requests machine travel (left track, right track, or both)
when the boom is in a regeneration condition.
Under any of the conditions above, the Machine ECM takes no action with either
solenoid in the load sensing signal reduction manifold. The load signal diverter
solenoid valve (01) and the load signal reduction solenoid valve (02) both remain
DE-ENERGIZED.

When normal implement operation is being performed, the load sensing signal
(LSS) oil from the load signal selector valve (03) enters the LSS reduction manifold
where it first flows to the load signal diverter solenoid valve. Since the solenoid is
DE-ENERGIZED, the spring (06) keeps the valve spool (05) retracted (to the left).
With the spool retracted, the load signal pressure is directed around the spool and
then through the rightmost oil passage in the valve cartridge. The oil then flows
through the manifold and is directed to the main hydraulic pump regulators (04).
As the oil flows through the manifold, the load sensing signal is also present at
the left end of the load signal reduction solenoid valve. Because the solenoid is
DE-ENERGIZED, the spring (10) and the retainer (09) keep the poppet (08) moved
to the left against the seat (12). This action prevents the load sensing signal pressure
from draining to tank. The result of these actions allows the load sensing signal from
the circuit with the highest work port pressure to flow to the main hydraulic pump
regulators.
The boom regeneration condition only occurs when the boom, stick, and bucket
are suspended above the ground and a BOOM DOWN request is made. BOOM
DOWN regeneration occurs when the weight of the boom, stick, and bucket (or
attachment) would cause the boom to fall faster than the pumps can supply oil to the
rod ends of the boom cylinders. During boom regeneration, this valve group reacts
differently. This condition will be discussed next.

LOAD SENSING SIGNAL REDUCTION MANIFOLD

REGENERATION CONDITION
(01) (03)
Load Signal (06) From Load Signal (12) (13)
Diverter Solenoid Spring Selector Valve Seat Pressure
Valve Sensor
(14) (05)
Pin Spool
(10) (11)
(07) (02)
(04) Spring Pin
Filter Load Signal
To Main Hydraulic (08)
and Orifice Reduction Solenoid
Pump Regulators Poppet
(09) Valve
Retainer
(03)
From Load Signal
(01) Selector Valve
Load Signal (13)
Diverter Solenoid Pressure
Valve Sensor
P
(02)
Load Signal
Reduction Solenoid
Valve
(07)
Filter
and Orifice
(04)
To Main Hydraulic
Pump Regulators
• Explanation of the load sensing The load signal reduction strategy is activated when the operator requests downward
signal reduction strategy and movement of the boom and certain boom regeneration conditions are present. Boom
operation of the components in regeneration occurs when the boom, stick, and bucket are suspended above the
the load sensing signal reduction ground and the weight of the boom, stick, and bucket would cause the boom to fall
manifold during the BOOM faster than the pumps can supply oil to the rod ends of the boom cylinders.
DOWN with REGEN condition
The signal from the pressure sensor (13) installed in the load sensing signal reduction
manifold is used by the Machine ECM to monitor the actual load sensing signal
pressure. (The load sensing signal pressure is an indication of the system pressure
from the implement circuit with the highest working pressure.) The Machine ECM
also monitors the signal from a pressure sensor installed in the boom cylinder head
end circuit.
When BOOM DOWN is commanded and the boom cylinder head end pressure is
higher than 7000 kPa (1015 psi), the load signal reduction condition is met. (Other
implements may be moving at the same time.)
When the load signal reduction condition is met, the Machine ECM ENERGIZES the
(ON/OFF) load signal diverter solenoid valve (01) and the (proportional) load sensing
signal reduction solenoid valve (02) in the load signal reduction manifold.
With the load signal reduction condition is activated, the load sensing signal pressure
oil from the load signal selector valve (03) enters the signal reduction manifold
where it first flows to the load signal diverter solenoid valve. Since the solenoid is
ENERGIZED, the solenoid pin (14) extends the small valve spool (05) to the right,
against the spring (06).

With the spool extended, the rightmost passage in the valve cartridge is blocked.
This forces the load signal pressure oil to flow around the spool through the leftmost
passage and then through the edge filter and orifice (07). The edge filter prevents
small particles from clogging the orifice and the orifice slows the flow of oil and
maintains the duplicated load sensing signal upstream of the orifice.
After passing through the edge filter and orifice, the oil then flows through the manifold
and is directed to the left end of the load signal reduction solenoid valve (02). When
the solenoid is ENERGIZED, the solenoid coil retracts the poppet (08), moving it to
the right against the retainer (09) and the spring (10). This movement unseats the
poppet, which allows oil to flow around the poppet and into the tank passage.
The Machine ECM determines the actual load sensing signal pressure from the
pressure sensor in the LSS reduction manifold. The ECM the sends a proportional
current to the LSS reduction solenoid valve that will drain enough oil to tank to reduce
the signal 1750 kPa (250 psi) below the actual signal (at the sensor). The reduced
signal is then sent to the main hydraulic pump regulators.
With some of the load sensing signal pressure drained to tank, the main hydraulic
pumps DESTROKE during the BOOM DOWN regeneration period. Since the majority
of the oil filling the cylinder rod ends is coming from their head ends, the pump only
needs to produce enough oil flow for other implement movements during the boom
regeneration period. Destroking the pumps reduces the load on the engine, which
helps improve fuel economy.
NOTE: The boom regeneration strategy is discussed in greater detail later in

this module.

3
1
IMPLEMENT HYDRAULIC CIRCUITS
The following pages provide explanations of the three main implement hydraulic
circuits that are controlled by the main hydraulic control valve. Operational control of
the boom, stick, and bucket are discussed in detail. Also discussed is the operation
of the boom drift reduction and regeneration valve and the stick drift reduction,
regeneration, and unloading valve. The stick and boom lowering control valves
are also explained for machines in marketing areas where they are required. The
SmartBoom™ feature for machines in these marketing areas is also explained.
Two boom cylinders (01) are used to raise and lower the boom. When the
boom cylinder rods EXTEND, the boom RAISES. When the boom cylinder rods
RETRACT, the boom LOWERS.
One stick cylinder (02) is (typically) used to move the stick IN and OUT. When
the stick cylinder rod EXTENDS, the stick moves IN. When the stick cylinder rod
RETRACTS, the stick moves OUT.
One bucket cylinder (03) is used to OPEN and CLOSE the bucket. When the
bucket cylinder rod EXTENDS, the bucket CLOSES. When the bucket cylinder rod
RETRACTS, the bucket OPENS.
NOTE: There are some machine arrangements that use two stick cylinders.
The stick cylinders can also be reversed in some arrangements, as compared to
the photo above. Reversing the cylinders causes them to work in reverse from
the explanations that follow and from the photo above.
(09) Boom MAIN HYDRAULIC CONTROL VALVE

(06) Boom Raise
Cylinders BOOM RAISE
Proportional
Solenoid Valve
(10) Load
Check Valve
(07) Boom
Control
Valve Spool
(08) Flow
Compensator
Valve
(05) Boom Drift

Reduction and
Regeneration Valve
(02)
Rear
(03) Pump
Front
Pump (01)
Pilot
Pump
(04)
Pilot
Manifold
BOOM HYDRAULIC SYSTEM
• Explanation of the oil flow Pilot pressure oil from the pilot pump (01) and the pilot manifold (04) pressurizes the
through the boom hydraulic pilot chambers above and below all of the implement control valve spools in the main
circuit in the BOOM RAISE hydraulic control valve. When the operator moves the boom control lever toward the
condition BOOM RAISE position, the BOOM RAISE/LOWER position sensor sends a PWM
current to the Machine ECM. The Machine ECM then sends a corresponding current
to ENERGIZE the solenoid on the boom raise proportional solenoid valve (06).
When the proportional valve for BOOM RAISE is energized, the pilot oil at the top
of the boom control valve spool (07) is sent to drain. This allows the pilot pressure
oil at the bottom of the boom control valve spool to shift the spool UP.
The upward shift of the boom control valve spool allows the high pressure oil from
the front pump (03) and the rear pump (02) to flow past the spool, open the load
check valve (10), and pass through the flow compensator valve (08). From the flow
compensator valve, the oil flows back around the boom control valve spool and then
through the boom drift reduction and regeneration valve (05) to the head ends of the
boom cylinders (09), causing the cylinder rods to extend. The boom RAISES.
As the cylinder rods extend, the oil from the rod end of the boom cylinders flows
through hoses and tubes to the boom drift reduction and regeneration valve and
then to the boom control valve spool. From the boom control valve spool, the oil is
directed into the return oil passages in the main hydraulic control valve. The return
oil then flows back to the hydraulic filters and the hydraulic tank.
Explanation of the boom drift reduction and regeneration valve follows.

BOOM DRIFT REDUCTION AND REGENERATION VALVE

BOOM HOLD - IMPLEMENTS SUSPENDED
(10)
Drift Reduction
(11) (12)
Check Valve
To Boom To Boom
Control Valve Control Valve
(09) To Tank
(08)
Makeup (02)
Valve Check
Valve
(07) Line
Relief Valve (03)
(01)
Regen
Boom
Spool
Cylinders
(06) Manual
Lowering Valve
(05) Regen
Solenoid
Valve
(04) Pilot Supply P

(13)
Pressure
Sensor
Boom Drift Reduction Valve Operation
• Explanation of the boom drift The illustration above shows a schematic of the boom drift reduction and regeneration
reduction and regeneration valve with the boom circuit in the HOLD condition and the implements (boom, stick,
valve operation - BOOM HOLD and bucket or attachment) suspended above the ground. The explanations that
condition - boom drift reduction follow describe the operation of the drift reduction check valve (10) in several
active conditions.
With the implements suspended above the ground, gravity tries to force the boom
cylinder rods (01) inward (down). This condition compresses the oil in the head
ends of the boom cylinders, creating a high pressure in the boom cylinder head end
circuit. Any leakage of oil at the boom control valve from the boom cylinder head end
circuit would allow the boom to drift downward.
The function of the boom drift reduction feature of the boom drift reduction and
regeneration valve is to prevent oil leakage past the boom control valve spool and
the associated downward movement, or boom drift.
The oil pressure in the boom cylinder head end circuit is transmitted back to the boom
drift reduction and regeneration valve. Because there is no operator command for
boom movement, the regen solenoid valve (05) is DE-ENERGIZED, which blocks
the pilot supply oil (04) and keeps the pilot passage at the left end of the regen spool
(03) open to drain. The return spring at the right end of the regen spool keeps the
spool shifted to the left.

With the regen spool shifted to the left, the oil in the boom cylinder head end circuit
is pressurized across the regen spool and into the bottom spring chamber of the drift
reduction check valve (10). This same oil pressure is also directed to the manual
lowering valve (06), the line relief valve (07) and the makeup valve (08), where it is
blocked at all three passages. (However, the line relief valve can open if the pressure
in the boom cylinder head end circuit reaches the pressure setting of the valve.)
The pressure oil in the boom cylinder head end circuit is also felt at the top shoulders
of the drift reduction check valve. Because the bottom surface area of the check
valve is larger than the top surface area, the force of the oil pressure below the
check valve plus the force of the spring beneath keeps the drift reduction check valve
moved UP and sealed against its seat in the valve body. In this fashion the pressure
oil in the circuit is blocked at the check valve, preventing the oil from flowing past the
check valve to the boom control valve. Therefore, the downward drift of the boom
is prevented.
The (blue) oil above the boom drift reduction check valve is trapped oil between
the boom drift reduction check valve and the boom control valve spool in the main
hydraulic control valve. This oil is at the pressure that was last present in the circuit
when the boom control valve spool was returned to its center position and the boom
drift reduction check valve closed.
The manual lowering valve may be used in this condition (implements suspended) to
lower the boom until the implements contact the ground if the boom control lever or
the boom control valve do not operate properly. The manual lower valve may also
be used to relieve the pressure in the boom head end circuit prior to disconnecting a
hose or line in the circuit. When the service technician OPENS the manual lowering
valve, the pressure oil in the boom cylinder head end circuit is vented directly into the
return oil passages in the main hydraulic control valve and then through the return oil
system to the hydraulic oil tank.
NOTE: Caution should always be used when using the boom manual lowering
valve to lower the boom. The boom could fall rapidly, causing injury to personnel
or damage to the machine. Always refer to the OMM (SEBU8298) and other
related service literature for specific safety notices when making any adjustments
or performing any manual implement movement.
NOTE: For machines in marketing areas that require boom lowering control
valves (BLCVs) and/or are equipped with the SmartBoom™ feature, the
boom drift reduction functionality described above is different. The alternate
explanation is contained in the explanation of the BLCVs.


BOOM RAISE
(10)
Drift Reduction
(11) (12)
Check Valve
From Boom To Boom
(09) To Tank
(08)
Makeup (02)
Valve Check
Valve
(07) Line
Relief Valve (03)
(01)
Regen
Boom
Spool
Cylinders
(06) Manual
Lowering Valve
(05) Regen
Solenoid
Valve
(04) Pilot Supply P

(13)
Pressure
Sensor
• Explanation of the boom drift When the operator moves the boom control lever toward the BOOM RAISE position,
reduction and regeneration the Machine ECM sends a current to ENERGIZE the boom raise proportional
valve operation - BOOM RAISE valve solenoid on the main hydraulic control valve. This action causes the boom
condition control valve spool to shift, opening a path for pump supply oil to flow from the boom
control valve (11) into the boom cylinder (01) head end circuit. At the same time, the
control valve spool opens a path for the oil in the boom cylinder rod end circuit to flow
back to the boom control valve (12) and then into the return oil passages in the main
hydraulic control valve. Both the pump supply oil and the return oil from the boom
cylinders flow through and/or into the passages and internal valves in the boom drift
reduction and regeneration valve.
Because the operator has commanded BOOM RAISE movement, the regen solenoid
valve (05) remains DE-ENERGIZED, which blocks the pilot supply oil (04) and keeps
the pilot passage at the left end of the regen spool (03) open to drain. The return
spring at the right end of the regen spool keeps the spool shifted to the left. When
shifted to the left, the regen spool opens a path that connects the bottom spring
chamber of the boom drift reduction check valve to the top of the valve.
As the flow of high pressure pump supply oil from the boom control valve enters
the boom drift reduction and regeneration valve, the oil pressure is first felt at the
top of the boom drift reduction check valve (10) which causes the spool to shift
downward. As the oil flows past the boom drift reduction check valve, a pressure
drop occurs across the valve (for as long as the oil continues to flow). This same
reduced pressure oil is also directed to the manual lowering valve (06), the line relief
valve (07) and the makeup valve (08), where it is blocked at all three passages.

Because the regen spool is shifted to the left, the reduced oil pressure is transmitted
around the spool and is directed to the spring chamber beneath the boom drift
reduction check valve. As these pressures equalize, the boom drift reduction
check valve will find a balance point that is dependent on the oil flow rate. If the
operator moves the boom control lever further toward the BOOM RAISE position, the
increased oil flow rate from the boom control valve will repeat the actions described
above, with the boom drift reduction check valve opening further to accommodate
the increased oil flow.
Also, because the regen spool is shifted to the left, the (blue) oil in the passage
beneath the check valve (02) is blocked by the regen spool. This oil is trapped and
will not allow the check valve to open.
As the flow of pressure oil exits the boom drift reduction and regeneration valve, it
flows through tubes and hoses to the head ends of two boom cylinders, causing the
cylinder rods to extend. The boom RAISES.
As the cylinder rods extend, return oil from the rod ends of the boom cylinders flows
through hoses and tubes to the boom control valve. Some of the oil also flows to the
boom drift reduction and regeneration valve, but because the regen spool is shifted
to the left by the spring force at the right end, the return oil is blocked at the regen
spool. From the boom control valve, the return oil flows into the tank passages of the
main hydraulic control valve and returns to the hydraulic oil tank through the return
oil system.


BOOM DOWN WITH RESISTANCE (DIG)
(10)
Drift Reduction
(11) (12)
Check Valve
To Boom From Boom
(09) To Tank
(08)
Makeup (02)
Valve Check
Valve
(07) Line
Relief Valve (03)
(01)
Regen
Boom
Spool
Cylinders
(06) Manual
Lowering Valve
(05) Regen
Solenoid
Valve
(04) Pilot Supply P

(13)
Pressure
Sensor
• Explanation of the boom drift When the operator moves the boom control lever toward the BOOM DOWN position,
reduction and regeneration valve the Machine ECM sends a current to ENERGIZE the boom LOWER proportional
operation - BOOM DOWN WITH valve solenoid on the main hydraulic control valve. This action causes the boom
RESISTANCE condition control valve spool to shift, opening a path for pump supply oil to flow from the boom
control valve (12) into the boom cylinder (01) rod end circuit. At the same time, the
control valve spool opens a path for the oil in the boom cylinder head end circuit to
flow back to the boom control valve (11) and then into the return oil passages in the
main hydraulic control valve. Both the pump supply oil and the return oil from the
boom cylinders flow through and/or into the passages and internal valves in the
boom drift reduction and regeneration valve.
Because the operator has commanded BOOM DOWN movement, the regen
solenoid valve (05) is ENERGIZED by the Machine ECM. Energizing the boom
regen solenoid blocks the drain passage and directs pilot supply oil (04) to the left
end of the regen spool (03). The pilot oil pressure then shifts the regen spool to the
right against the return spring at the right end of the spool. Shifting the regen spool
to the right connects the spring chamber beneath the drift reduction check valve (10)
to drain. Several other passages at the regen valve spool are also connected, but
they have no effect on the circuit in this condition.
With the boom control valve spool shifted to the BOOM LOWER position and the
boom drift reduction and regeneration valve in the conditions described above, high
pressure pump supply oil from the boom control valve flows to the rod ends of the
two boom cylinders, causing the cylinder rods to retract.

As the boom cylinder rods retract, oil from the head ends of the boom cylinders
returns to the boom drift reduction and regeneration valve. This return oil is directed
to the top of the drift reduction check valve. The return oil from the boom cylinders
and the oil in the spring chamber beneath the drift reduction check valve are both at
tank pressure, but the initial flow of return oil creates some pressure as it encounters
the closed check valve (from the spring beneath). As soon as the pressure opens
the drift reduction check valve, the pressures equalize and the flow of oil through the
check valve keep the check valve moved DOWN against the spring. When the flow
of oil ceases, the spring will return the check valve UP to its locked position.
The boom LOWERS, with resistance to BOOM DOWN movement created by the
ground.


BOOM DOWN WITH REGENERATION
(10)
Drift Reduction
(11) (12)
Check Valve
To Boom From Boom
(09) To Tank
(08)
Makeup (02)
Valve Check
Valve
(07) Line
Relief Valve (03)
(01)
Regen
Boom
Spool
Cylinders
(06) Manual
Lowering Valve
(05) Regen
Solenoid
Valve
(04) Pilot Supply P

(13)
Pressure
Sensor
Boom Regeneration Valve Operation
• Explanation of the boom drift The boom regeneration condition only exists when the boom, stick, and bucket are
reduction and regeneration valve suspended above the ground and a BOOM DOWN request is made. With no
operation - BOOM DOWN WITH resistance to downward boom movement, the weight of the boom, stick, and bucket
REGENERATION condition active (or attachment) causes the oil pressure in the head ends of the boom cylinders to be
higher than the oil pressure in the rod ends, even though the boom control valve is
directing main hydraulic pump supply oil to the rod ends of the boom cylinders.
When the boom control valve spool first opens, main hydraulic pump supply oil from
the boom control valve (12) is directed through external tubes and hoses to the rod
ends of the boom cylinders (01). Due to gravity and the weight of the implements
that are suspended above the ground, the head ends of the boom cylinders are at
a much higher pressure than the rod ends; therefore, the boom control valve spool
serves more to control the metering of the the high pressure (head end) return oil
back to tank than to pressurize the rod ends of the boom cylinders.
Since the rod end supply oil is at a low pressure, there is little work port pressure
generated; therefore, minimal load sensing signal pressure is present, causing the
main hydraulic pumps to DESTROKE. This creates a condition whereby the main
hydraulic pumps cannot supply oil as fast as the cylinder rod ends are being voided.
Cylinder voiding can cause cavitation damage within the boom cylinders. The boom
regeneration feature of the boom drift reduction and regeneration valve is used to
redirect the return oil from the boom cylinder head ends to the boom cylinder rod ends
when pump supply oil and makeup oil cannot satisfy the rod ends requirements.

Because the operator has commanded BOOM DOWN movement and the boom
cylinder head end pressure is higher than 7000 kPa (1015 psi), the regen solenoid
valve (05) is ENERGIZED by the Machine ECM. Energizing this solenoid causes
the valve to block the drain passage and direct pilot supply oil (04) to the left end of
the regen spool (03). The pilot oil pressure then shifts the regen spool to the right
against the return spring at the right end of the spool. Shifting the regen spool to
the right connects the spring chamber beneath the drift reduction check valve (10) to
drain. The leftmost return oil passage from the (high pressure) boom cylinder head
ends is blocked by the regen spool. Also, the center oil passage above the regen
spool is connected to the boom cylinder rod end passage.
As the boom cylinders move downward, the high pressure head end oil is forced
through hoses and tubes back to the boom drift reduction and regeneration valve.
The high pressure oil is then distributed to the manual lowering valve (06), the line
relief valve (07), the makeup valve (08), and the drift reduction check valve. The
high pressure return oil is blocked at the makeup valve, the line relief valve, and the
manual lowering valve. But because the spring chamber beneath the drift reduction
check valve is open to tank (via the regen spool), the high pressure return oil is
able to move the drift reduction check valve down, allowing the oil to flow past the
valve. As the oil passes through the drift reduction check valve, a pressure drop
occurs. After the drift reduction check valve, the oil flow is divided, with some of the
oil returning to the boom control valve (11) and some of the oil flowing to the check
valve (02).
Because the return oil is at a higher pressure than the rod end supply oil, the check
valve opens and allows the cylinder head end return oil to flow to the regen spool.
The regen spool, being shifted to the right, directs this head end return oil into the
boom cylinder rod end supply passage, supplementing the main hydraulic pump
supply oil. Oil will continue to flow through the check valve to the regen spool until
the oil pressure beneath the check valve becomes equal to the oil pressure above
it, causing the spring beneath it to close the check valve. (This could be occur when
the implements contact the ground and resistance to downward movement causes
the rod end and head end pressures to reverse.)

STICK OUT
(09) Stick Drift

Reduction,
Regeneration, and
Unloading Valve
(07) Flow
Compensator
Valve
(08) Load
Check
Valve
(10) Stick
Control
Valve Spool
(06) Line Relief and

Makeup Valve
(05) Stick Out

Proportional
Solenoid Valve
(02)
Rear
Pump (01)
Pilot
(03) Pump
(04) Front
Pilot Pump
Manifold
(11) Stick
Cylinder
STICK HYDRAULIC SYSTEM
through the stick hydraulic pilot chambers above and below all of the implement control valve spools in the main
circuit in the STICK OUT hydraulic control valve. When the operator moves the stick control lever toward the
condition STICK OUT position, the STICK IN/OUT position sensor sends a PWM current to the
Machine ECM. The Machine ECM then sends a corresponding current to ENERGIZE
the solenoid on the STICK OUT proportional solenoid valve (05). When the
proportional valve for STICK OUT is energized, the pilot oil at the bottom of the
stick control valve spool (10) is sent to drain. This allows the pilot pressure oil at the
top of the stick control valve spool to shift the spool downward.
The downward shift of the stick control valve spool allows the high pressure oil from
the front pump (03) and the rear pump (02) to flow around the stick control valve
spool, open the load check valve (08), and pass through the flow compensator
valve (07). From the flow compensator valve, the oil flows through the stick drift
reduction, regeneration, and unloading valve (09) and then to the rod end of the stick
cylinder (11), causing the cylinder rod to retract. The stick moves OUT.
As the stick cylinder rod retracts, the oil from the head end of the stick cylinder flows
through hoses and tubes to the stick control valve spool, the stick line relief and
makeup valve (06), and the stick drift reduction, regeneration, and unloading valve.
From the stick control valve, the oil is directed into the return oil passages in the
main hydraulic control valve. The return oil then flows back to the hydraulic filters
and the hydraulic oil tank. Explanation of the stick drift reduction, regeneration, and
unloading valve follows.

STICK DRIFT REDUCTION - REGENERATION - UNLOADING VALVE

STICK HOLD - IMPLEMENTS SUSPENDED
(11)
Regen
Spool (01) Pilot Supply
(02) Regen
Solenoid
Valve
(03) Manual
(13) Stick Lowering Valve
Unloading
Valve
(04) Line
Relief Valve
(05)
(12) Makeup
Check Valve
(10)
Valve Drift Reduction (06) To Stick
Check Valve Control Valve
(07) To Line Relief

(14) and Makeup Valve
Stick
Cylinder (08) To Stick
Control Valve
(09) To Tank
Stick Drift Reduction Valve Operation
• Explanation of the stick drift The illustration above shows a schematic of the stick drift reduction, regeneration,
reduction, regeneration, and and unloading valve with the stick circuit in the HOLD condition and the implements
unloading valve operation - (boom, stick, and bucket or attachment) suspended above the ground. The
STICK HOLD condition - stick explanations that follow describe the operation of the stick drift reduction check valve
drift reduction active (10) in several conditions.
With the implements suspended above the ground, gravity tries to force the stick
cylinder rod (14) outward (UP). This condition compresses the oil in the rod end of
the stick cylinder, creating a high pressure in the stick cylinder rod end circuit. Any
leakage of oil at the stick control valve from the stick cylinder rod end circuit would
allow the stick to drift downward, toward the ground.
The function of the stick drift reduction feature of the stick drift reduction, regeneration,
and unloading valve is to prevent oil leakage past the stick control valve spool and
the associated downward movement, or stick drift.
The oil pressure in the stick cylinder rod end circuit is transmitted back to the stick
drift reduction, regeneration, and unloading valve. Because there is no operator
command for stick movement, the regen solenoid valve (02) is DE-ENERGIZED,
which blocks the pilot supply oil (01) and keeps the pilot passage at the right end
of the regen spool (11) open to drain. The return spring at the left end of the regen
spool keeps the spool shifted to the right.

With the regen spool shifted to the right, the oil in the stick cylinder rod end circuit
is pressurized across the regen spool and into the spring chamber above the drift
reduction check valve (10). This same oil pressure is also directed to the manual
lowering valve (03), the line relief valve (04) and the makeup valve (05), where it is
blocked at all three passages. (However, the line relief valve can open if the pressure
in the stick cylinder rod end circuit reaches the pressure setting of the valve.)
The pressure oil in the boom cylinder rod end circuit is also felt at the bottom
shoulders of the drift reduction check valve. Because surface area at the top of
the drift reduction check valve is larger than the bottom surface area, the force of
the oil pressure on top of the valve plus the force of the spring above keeps the drift
reduction check valve moved DOWN and sealed against its seat in the valve body.
In this fashion, the pressure oil in the circuit is blocked at the check valve, preventing
the oil from flowing past the check valve to the stick control valve (08). Therefore, the
downward drift of the stick is prevented before the stick control valve.
The (blue) oil beneath the stick drift reduction check valve is trapped oil between
the stick drift reduction check valve and the stick control valve spool in the main
hydraulic control valve, which is in the HOLD (centered) position. This oil is at the
pressure that was last present in the circuit when the stick control valve spool was
returned to its center position and when the stick drift reduction check valve closed.
If the implements are suspended above the ground, and the stick control lever or
the stick control valve do not operate properly, the manual lowering valve (03) may
be used to lower the stick until the implements contact the ground. The manual
lowering valve may also be used to relieve the pressure in the stick rod end circuit
prior to disconnecting a hose or a line in the circuit. When the service technician
OPENS the manual lowering valve, the pressure oil in the stick cylinder rod end
circuit is vented directly into the return oil passages in the main hydraulic control
valve and then through the return oil system to the hydraulic oil tank (09).
NOTE: Caution should always be used when using the stick manual lowering
valve to lower the stick. The stick could fall rapidly, causing injury to personnel
or damage to the machine. Always refer to the OMM (SEBU8298) and other
related service literature for specific safety notices when making any adjustments
or performing any manual implement movement.


STICK OUT - NO REGENERATION - NO UNLOADING
(11)
Regen
(02) Regen
Solenoid
Valve
(03) Manual
Unloading
Valve
(04) Line
Relief Valve
(05)
(12) Makeup
Check Valve
(10)
Valve Drift Reduction (06) To Stick
(07) To Line Relief

Stick
Cylinder (08) From Stick
Control Valve
(09) To Tank
• Explanation of the stick drift When the operator moves the stick control lever toward the STICK OUT position, the
reduction, regeneration, and PWM signal from the stick control lever sensor causes the Machine ECM to send a
unloading valve operation corresponding current to ENERGIZE the STICK OUT proportional valve solenoid on
- STICK OUT condition - no the main hydraulic control valve. This action causes the stick control valve spool to
regeneration and no unloading shift, opening a path for pump supply oil to flow from the stick control valve (08) into
the stick cylinder rod end circuit. At the same time, the control valve spool opens a
path for the oil in the stick cylinder head end circuit to flow back to the stick control
valve (06) and then into the return oil passages in the main hydraulic control valve.
Because the operator has commanded STICK OUT movement, the regen solenoid
valve (02) remains DE-ENERGIZED, which blocks the pilot supply oil (01) and keeps
the pilot passage at the right end of the regen spool (11) open to drain. The return
spring at the left end of the regen spool keeps the spool shifted to the right. When
shifted to the right, the regen spool provides a path that connects the spring chamber
above the stick drift reduction check valve (10) to the bottom of the valve.
As the flow of high pressure pump supply oil from the stick control valve enters the
stick drift reduction, regeneration, and unloading valve, the pressure oil is directed to
the check valve (12) and the unloading valve (13), where it is blocked at both places.
The pressure oil also flows to the bottom of the stick drift reduction check valve, which
causes the spool to shift UP, allowing the oil to flow through. As the oil flows across
the stick drift reduction check valve, a pressure drop occurs (and will remain for as
long as oil is flowing across the valve). This reduced pressure oil is then directed to
the manual lowering valve (03), the line relief valve (04), the makeup valve (05), the
top of the regen spool (11), and to the rod end of the stick cylinder (14).

Because the regen spool is shifted to the right, the reduced pressure oil flows across
the regen spool and into the spring chamber above the drift reduction check valve.
The force of the spring above the drift reduction check valve plus the force of the
reduced pressure oil against the larger top surface area of the valve will cause the
drift reduction check valve to modulate (balance) at a point relative to the flow of oil
across the valve. (If the operator moves the stick control lever further in the STICK
OUT direction, the drift reduction check valve will move UP further, to a modulation
position that accommodates the higher flow rate of oil from the stick control valve.)
As the oil from the drift reduction check valve flows into the rod end of the stick
cylinder (14), the cylinder rod retracts and the stick moves OUT.
As the cylinder rod retracts, head end oil from the stick cylinder is directed to both
the stick control valve (06) and to the line relief and makeup valve (07) in the main
hydraulic control valve. In this condition, the line relief and makeup valve have no
effect on the circuit. The oil flowing to the stick control valve flows around the stick
control valve spool, into the return oil passages of the main hydraulic control valve
and then back to the hydraulic oil tank via the return oil system.
The return oil from the stick cylinder head end is also directed to the left end of the
regen spool, but because the spool is shifted to the right, the oil is blocked at these
two points and has no effect on the circuit or any other components in the circuit.
The (blue) oil above the check valve (12) is trapped oil between the check valve and
the regen spool. This oil is at a pressure equal to that when the check valve closed
and/or the regen spool returned to its default position (right).


STICK IN - UNLOAD ACTIVE
(11)
Regen
(02) Regen
Solenoid
Valve
(03) Manual
Unloading
Valve
(04) Line
Relief Valve
(05)
Makeup
(12) Valve
Check (10)
Valve (06) From Stick
Drift Reduction
Control Valve
Check Valve
(07) To Line Relief

Stick
Control Valve
(09) To Tank
Stick Unloading Valve Operation
• Explanation of the stick drift In most of the 374D implement hydraulic circuits, all of the return oil from the
reduction, regeneration, and implement cylinders or motors normally passes throught the implement or travel
unloading valve operation control valve before returning to the hydraulic oil tank. In the stick rod end circuit
- STICK IN condition - stick however, there are numerous passageways and valves through which the oil must
unloading valve active flow, which can cause some restrictions to the flow of the return oil.
The purpose of the stick unloading valve (13) is to provide an additional unrestricted
path for the stick cylinder rod end oil to return to the hydraulic oil tank, bypassing
the stick control valve. This strategy reduces the load on the engine when the stick
is moving IN against resistance to movement from the ground or resistance from
gravity (as the stick is moving IN past a point perpendicular to the ground). The stick
unloading valve can only open when a STICK IN command is made.
When the operator moves the stick control lever toward the STICK IN position, the
PWM signal from the stick control lever sensor causes the Machine ECM to send a
corresponding current to ENERGIZE the STICK IN proportional valve solenoid on
the main hydraulic control valve. This action causes the stick control valve spool to
shift, opening a path for high pressure pump supply oil to flow from the stick control
valve (06) into the stick cylinder head end circuit. The stick control valve spool also
opens a path for the oil in the stick cylinder rod end circuit to flow back to the stick
control valve (08) and then into the return oil passages in the main hydraulic control
valve. As the stick cylinder head end is pressurized and filled with high pressure oil,
the cylinder rod EXTENDS and the STICK moves IN.

At the same time, high pressure pump supply oil from the stick control valve (06)
also flows into the stick drift reduction, regeneration, and unloading valve where it is
directed to the top and the bottom of the regen spool.
Because the operator has commanded STICK IN movement, the regen solenoid
valve (02) is ENERGIZED by the Machine ECM, which blocks the drain passage
from and opens the pilot passage to the right end of the regen spool (11). This action
directs pilot supply oil (01) to the right end of the regen spool, shifting the spool to
the left against the return spring. When shifted to the left, the regen spool provides
a path that connects the spring chamber above the stick drift reduction check valve
(10) to drain. With the spring chamber open to drain, the flow of return oil from the
rod end of the stick cylinder is able to open the drift reduction check valve. Some of
the return oil flows through the drift reduction check valve, then to the stick control
valve (08) and back to the hydraulic oil tank via the main hydraulic control valve tank
passages and the return oil system.
But with the regen spool shifted to the left, the high pressure pump supply oil present
at the bottom of the left end of the regen spool flows across the regen spool and is
directed to the bottom of the stick unloading valve (13). The high pressure oil shifts
the stick unloading valve UP to the OPEN position. With the stick unloading valve
OPEN, some of the stick cylinder rod end oil can now bypass the stick control valve
and flow directly into the return oil passages of the main hydraulic control valve, with
fewer restrictions to flow.

193- Module 6 - Hydraulic Control Valve

STICK IN - REGENERATION ACTIVE
(11)
Regen
(02) Regen
Solenoid
Valve
(03) Manual
Unloading
Valve
(04) Line
Relief Valve
(05)
Makeup
(12) Valve
Check (10)
Valve Drift Reduction (06) From Stick
(07) To Line Relief

Stick
Control Valve
(09) To Tank
Stick Regeneration Valve Operation
• Explanation of the stick drift The stick regeneration condition exists only when the boom, stick, and bucket are
reduction, regeneration, and suspended above the ground and a STICK IN request is made. With no resistance
unloading valve operation to downward movement, the weight of the boom, stick, and bucket (or attachment)
- STICK IN condition - stick causes the oil pressure in the rod end of the stick cylinder to be higher than the oil
regeneration active pressure in the head end of the stick cylinder, even though the stick control valve is
directing main hydraulic pump supply oil to the head end of the stick cylinder.
When the stick control valve spool first opens, main hydraulic pump supply oil from
the stick control valve (06) is directed through external tubes and hoses to the head
end of the stick cylinder (14). Due to gravity and the weight of the implements that
are suspended above the ground, the rod end of the stick cylinder is at a much
higher pressure than the head end; therefore the stick control valve spool serves
more to control the metering of the high pressure (rod end) return oil back to tank
than to pressurize the head end of the stick cylinder.
Since the head end supply oil is at a low pressure, there is little work port pressure
generated; therefore, minimal load sensing signal pressure is present, which causes
the main hydraulic pumps to DESTROKE. This creates a condition whereby the
main hydraulic pumps cannot supply oil as fast as the cylinder head end is being
voided. Cylinder voiding can cause cavitation damage within the stick cylinder. The
stick regeneration feature of the stick drift reduction, regeneration, and unloading
valve is used to redirect the return oil from the stick cylinder rod end to the stick
cylinder head end, supplementing the pump supply oil. This strategy eliminates the
cylinder voiding problem.

Because the operator has commanded STICK IN movement, the regen solenoid
valve (02) is ENERGIZED by the Machine ECM. Energizing this solenoid causes the
valve to block the drain passage and direct pilot supply oil (01) to the right end of the
regen spool (11). The pilot oil pressure then shifts the regen spool to the left against
the return spring. Shifting the regen spool to the left connects the spring chamber
above the drift reduction check valve (10) to drain. The rightmost return oil passage
from the (high pressure) stick cylinder rod end is blocked by the regen spool. Also,
the center oil passage beneath the regen spool is connected to the stick cylinder
head end passage.
As the stick cylinder rod moves OUT, the high pressure rod end oil is forced through
hoses and tubes back to the stick drift reduction, regeneration, and unloading valve.
The high pressure oil is then distributed to the manual lowering valve (03), the line
relief valve (04), the makeup valve (05), and the drift reduction check valve (10).
The high pressure return oil is blocked at the makeup valve, the line relief valve,
and the manual lowering valve. But because the spring chamber above the drift
reduction check valve is open to drain (via the regen spool), the high pressure return
oil is able to move the drift reduction check valve UP, allowing the oil to flow past the
valve. After the drift reduction check valve, the oil flow is divided, with some of the
oil returning to the stick control valve (08), some to the stick unloading valve (13),
and some of the oil flowing to the check valve (02). The return oil is blocked at the
unloading valve in this condition.
Because the return oil is at a higher pressure than the head end supply oil, the
check valve opens and allows the higher pressure cylinder rod end return oil to flow
to the regen spool. The regen spool, being shifted to the left, directs this rod end
return oil into the stick cylinder head end supply passage, supplementing the main
hydraulic pump supply oil. Oil will continue to flow through the check valve (12) to
the regen spool until the oil pressure beneath the check valve becomes equal to the
oil pressure above it, at which time the spring above will close the valve. (This could
be caused when the implements contact the ground and resistance to downward
movement causes the rod end and head end pressures to reverse.)
The stick unloading valve will open momentarily to dissipate the rod end circuit
pressure as soon as resistance to STICK IN movement is encountered. Dissipating
the rod end pressure helps eliminate the brief pause in stick movement as the
cylinder rod end and head end pressures reverse when resistance to the STICK IN
movement is encountered.


BUCKET CLOSE
(06) (09) Bucket
Flow Cylinder
Compensator
Valve (07)
Load (05) Bucket Close
Check Proportional
Valve Solenoid Valve
(08)
Bucket
(03) (02)
Control Valve
Front Rear
Spool
Pump Pump
(01)
Pilot
(04) Pump
Pilot
Manifold
through the bucket hydraulic pilot chambers above and below all of the implement control valve spools in the main
circuit in the BUCKET CLOSE hydraulic control valve. When the operator moves the bucket control lever toward
condition the BUCKET CLOSE position, the bucket lever position sensor sends a PWM current
to the Machine ECM. The Machine ECM then sends a corresponding current to
ENERGIZE the solenoid on the BUCKET CLOSE proportional solenoid valve (05).
When the proportional valve for BUCKET CLOSE is energized, the pilot oil at the
top of the bucket control valve spool (08) is sent to drain. This allows the pilot
pressure oil at the bottom of the bucket control valve spool to shift the spool UP.
The upward shift of the bucket control valve spool allows the high pressure oil from
the front pump (03) and the rear pump (02) to flow around the bucket control valve
spool, open the load check valve (07), and pass through the flow compensator
valve (06). From the flow compensator valve, the oil flows back around the control
valve spool and then to the head end of the bucket cylinder (09), causing the cylinder
rod to extend. The bucket CLOSES.
As the bucket cylinder rod extends, the oil from the rod end of the bucket cylinder
flows through hoses and tubes to the bucket control valve spool. From the bucket
control valve, the oil is directed into the return oil passages in the main hydraulic
control valve. The return oil then flows back to the hydraulic filters and the hydraulic
oil tank.
The BUCKET OPEN condition operates in the same fashion, with the control valve
movement and oil flows reversed from the condition shown in the above illustration.

IMPLEMENT CYLINDERS
(04) Snubber
(01) Boom
Cylinder
(05) Snubbers
(02) Stick
Cylinder
(06) No Snubber
(03) Bucket
Cylinder
Implement Cylinders
• Explanation of the three types of Dual acting cylinders are used to move the boom, stick, and bucket.
implement cylinders used:
The boom cylinders (01) have a snubber (04) on the rod end only.
- Boom cylinders - snubber on
rod ends
The stick cylinder (02) has a snubber (05) on the rod end and the head end.
- Stick cylinder - snubber on rod
end and head end The bucket cylinder (03) has no snubber (06) at either end of the cylinder rod.
- Bucket cylinder - no snubbers Snubbers are used to slow the speed of the cylinder as the cylinder rod reaches the
end of its stroke. The snubber prevents the cylinder rod from banging against the
end of the cylinder, which can cause damage to the cylinder over time.
NOTE: The bucket cylinder has no snubber by practical design. With no

snubber, the operator can “shake” the bucket at either end of the stroke in order
to empty the bucket of wet or “sticky” material that may tend to remain in the
bucket. A snubber would slow the end of stroke too much to allow this shaking
action.

SNUBBER OPERATION
(03) (04)
Passage Snubber
(01)
Boom and Stick Cylinder
Rod Extending
(06) (05)
Snubber Passage
(02)
Stick Cylinder
Rod Retracting
Cylinder Snubber Operation
• Explanation of cylinder snubber As the boom or stick cylinder rods extend (01) to near the end of their strokes, the oil
operation in the passage (03) is restricted by the snubber (04).
As the stick cylinder rod retracts (02) to near the end of its stroke, the oil in the
passage (05) is restricted by the snubber (06).
The snubber reduces the size of the passage through which the return oil must pass.
In this fashion, the return oil is compressed somewhat due to the restriction. This
restriction creates a temporary “cushion,” which slows the extension of the cylinder
until it reaches its full stroke and all of the return oil has been exhausted from the
cylinder.


Swing Hydraulic System
M
SERV1871

Module 7 - Swing Hydraulic System
Text Reference

-199- Module 7 - Swing Hydraulic System
374D SWING HYDRAULIC SYSTEM

(13)
Bucket
Cylinder
(11) (12) (10) (09)
(15) Left Travel Left Swing Right Swing
Right Travel
(14) Boom Motor Motor & Motor &
Motor
Stick Cylinders Brake Control Control Valve
Cylinder
(05)
(07) (02) (03) (04) (01) Main

(06) (08)
Pilot Fan
Manifold Motor
System
(16) Hydraulic Tank
SWING HYDRAULIC SYSTEM
• Swing hydraulic system The swing hydraulic system is a separate hydraulic system from the implement
components: hydraulic system. The swing system consists of a dedicated variable displacement
- Swing pump (04) piston type hydraulic pump (04) that supplies high pressure oil to the right swing
- Pilot pump (02) motor and control valve (09) and to the the left swing motor (10).
- Pilot Manifold (06)
- Right swing motor and control The swing motors are fixed displacement bidirectional piston type hydraulic motors.
valve (09) The swing motors have pinion gears attached to their output shafts. The pinion gears
- Left swing motor and brake are engaged with the internal gear teeth of the large swing gear (swing bearing). The
control (10) swing gear is held stationary to the undercarriage structure. When the swing motors
rotate, they cause the upper structure to rotate above the undercarriage structure.
• Overview:
- Swing pump provides oil to The swing pump draws oil from the hydraulic oil tank (16) and sends it to the swing
control valve. control valve, which is mounted to the top of the right swing motor. The swing pump
regulator uses pilot pressure oil from the pilot pump (02) to aid in controlling the
- Control valve provides oil to pressure and flow of the oil to the swing control valve.
swing motors.
The swing control valve also uses pilot pressure oil to control the flow rate and the
- Pilot pump provides oil to direction of oil flow to the left and the right swing motors. The swing control valve is
control valve for pilot operation controlled by the electrical signals from moving the (left) swing control lever to the
of the control valve. left or to the right.
- Pilot pump provides oil to The swing brakes (one per swing motor) are spring applied and hydraulically released.
brake control to release swing The disc-and-plate friction type swing brakes are released using pilot pressure oil.
brakes. The swing brakes are applied if no implement movement is requested.
8 9 10
7 1
6
2
5 3
4
Swing System - Component Location and Identification
• Swing pump component location The swing pump (01) is located in the pump compartment, at the right rear of the
and identification: machine. It is the innermost pump in the swing pump/fan pump/pilot pump stack,
which is situated above and to the rear of the main hydraulic (implement) pumps.
1. Swing pump
2. Case drain hose The swing pump draws oil from the main hydraulic suction tube through the large
hose (08) at the rear of the pump. Swing pump high pressure discharge oil is directed
3. Swing pump discharge hose to the swing motors through the large hose (03) on the front of the pump. The pump
4. Pump discharge (delivery) case drain hose (02) is visible behind the pump discharge hose.
pressure test port
Swing pump discharge (delivery) pressure may be tested with the pressure test port
5. Swing pump regulator (04) installed in the pump regulator housing (05). Pilot pressure oil from the pilot
6. Pilot supply line to pump pump (07) is delivered to the pump regulator through the small hose (06) beneath
regulator the swing pump. (Pilot oil pressure is maintained by the pilot relief valve in the pilot
manifold.)
7. Pilot pump
8. Swing pump suction hose Swing pump control pressure may be tested at the pressure test port (09) on top
of the swing pump. (This is the pressure sent to the large actuator from the pump
9. Pump control pressure test port control solenoid.)
(from solenoid to large actuator)
10. Swashplate maximum angle The pump swashplate maximum angle adjustment screw (10) is also located on top
adjustment screw of the swing pump, beneath the protective plastic cap.

4
2
3
4_1
• Swing pump component location The image above shows the pilot supply line (01) where it connects to the pump
and identification: regulator (02).
1. Pilot supply line
The pressure sensor (03) measures pump discharge (delivery) pressure. The signal
2. Swing pump regulator from this sensor is used by the Machine ECM as one of the inputs for controlling
pump output. (The pressure sensor is an electronic form of a load sensing signal.)
3. Pump discharge (delivery)
pressure sensor
Pump output is controlled by ENERGIZING or DE-ENERGIZING the pump control
4. Pump control solenoid (behind solenoid (04) that is installed at the rear of the pump regulator. (The solenoid is not
rubber firewall) visible in the photo above; it is hidden by the black rubber firewall that separates the
pump compartment from the engine compartment.)
NOTE: The arrow at the lower right of this photo, and in subsequent photos,
points to the front of the machine.

3 4
5
2 6
1 7
8
11 10 9
• Swing drive component location The right swing drive assembly (01) is located to the rear of the swivel (11). The
and identification (arrow swing control valve (02) is mounted to the top of the right swing drive assembly and
indicates front of machine): controls both the left and right swing motors.
1. Right swing motor
Swing pump supply oil is directed to the swing control valve through the pump supply
2. Swing control valve manifold (04). Return oil from the swing motors and the swing control valve flows
back to tank through the return oil manifold (03).
3. Swing drive return oil manifold
4. Swing drive pump supply Oil from the four swing relief valves in the swing drive assemblies is returned to the
manifold slow return check valves through the relief bypass hoses (05) that connect at the top
center port of each swing drive assembly. The internal swing motor makeup valves
5. Return oil lines for swing motor draw oil from the return oil system through these hoses, as well.
relief and makeup valves
6. Left swing drive motor The swing parking brake manifold (07) is mounted to the front of the left swing drive
assembly (06). Pilot pressure oil from the pilot manifold is supplied to the swing
7. Swing parking brake manifold
parking brake manifold through the small hose (08) at the front of the left swing
(solenoid valve beneath)
drive assembly. The pilot oil is used by the swing brake solenoid valve (beneath the
8. Swing brake pilot supply line manifold) to release both the left and right swing parking brakes. Pilot supply from
the swing brake solenoid valve to the right swing parking brake is through the bottom
9. Pilot supply to right swing brake hose (09). The swing parking brakes are spring applied and hydraulically released.
10. Swing motor case drain lines
Case drain oil from both swing drive motors flows to the case drain oil filters through
11. Swivel the hoses (10) connected to the top front ports of the swing motor assemblies.

1 2 3
10
9
6
8
7
• Right swing drive assembly and The swing control valve (01) is mounted to the top of the right swing drive motor, on
swing control valve component top of the right swing drive assembly (07).
location and identification:
1. Swing control valve Pilot pressure oil is delivered to the electro-hydraulic swing control valve through
the top hose (02). Pilot oil is used by the SWING LEFT proportional solenoid
2. Pilot supply line to swing valve (04) and the SWING RIGHT proportional solenoid valve (10) to move the main
control valve valve spool in the swing control valve, which controls the flow rate and the direction
of pump supply oil to both swing drive motors. Drain oil from the two proportional
3. Pilot valves drain oil line solenoid valves returns to tank through the small hose (03) beneath the valve.
4. SWING LEFT proportional
solenoid valve The swing control valve supplies high pressure oil to, and receives return oil from, the
left swing drive motor through the two supply lines (05) beneath the control valve.
5. Control valve supply to left
swing motor
The swing drive lube oil fill tube also contains a lube level gauge (dipstick) (06). The
6. Right swing drive lube fill tube breather (09) for the right swing drive assembly (07) is on the outboard side of the
and dipstick right swing drive assembly.
7. Right swing drive housing
The right swing motor relief valves (08) are installed in the front of the housing.
8. Right swing motor relief valves
9. Right swing drive housing
breather
10. SWING RIGHT proportional
solenoid valve

3
4
1 8
7 6
• Left swing drive assembly and The swing control valve (01) supplies high pressure oil to, and receives return oil
swing control valve component from the left swing motor through the two high pressure supply lines (02) that enter
location and identification: the rear of the left swing motor of the left swing drive assembly (07).
1. Swing control valve
The swing drive lube oil fill tube also contains a lube level gauge (dipstick) (06).
2. Control valve supply to left The breather (03) for the left swing drive housing (07) is on the inboard side of the
swing motor assembly.
3. Left swing drive housing
breather Oil from the left swing motor relief valves (05) and the right swing motor relief valves
is returned to tank through the hoses (04) that connect at the top center port of each
4. Return oil lines for swing motor swing drive assembly. The internal swing motor makeup valves draw oil from the
relief and makeup valves return oil system through these lines, as well.
5. Left swing motor relief valves
Case drain oil from the left swing is directed to the case drain oil filters through the
6. Left swing drive lube fill tube hose (08) connected to the front center port on top of the left swing motor.
and dipstick
7. Left swing drive motor
assembly
8. Left swing motor case drain oil
line

2 3
4
1
• Left swing drive assembly and The two anti-reaction (cushion) valves (01) are installed beneath the supply
swing control valve component manifold (02) of the left swing drive assembly.
location and identification:
1. Swing anti-reaction valves The two high pressure supply/return oil lines (03) to the left swing motor from the
swing control valve (04) are also shown above.
2. Left swing motor supply (inlet)
manifold
3. Control valve supply to left
swing motor
4. Swing control valve

SWING DRIVE CIRCUIT

NEUTRAL
(01)
Swing Control
Lever
(15)
(15)
Parking Parking
(14) Brake Brake
Relief Valves (16) (17)
Left Swing Right Swing
Motor Motor
(13) (18)
Makeup Swing Parking
Valves Brake Solenoid
Valve
(02)
(12)
Machine
Anti-Reaction
ECM
(Cushion) (20)
Valves Relief & (19)
Makeup Check
Circuit Valves
(07)
Swing
Control
(05)
Valve
Valve Spool
(11)
From
Other
Circuits
(10) Slow Return Check Valves (03)
(04)
Swing Left Swing Right
(09)
Proportional Proportional
Main Hydraulic Valve Valve
Control Valve
(06)
Swing
Back Pressure
(08) Valve
Pilot Manifold
(21) (22)
Pilot Swing
Pump Pump
Swing Hydraulic System Overview
• Explanation of the swing The swing hydraulic system controls the rotation of the upper structure (carbody)
hydraulic system in the above the stationary undercarriage. Left and right rotation of the carbody is achieved
NEUTRAL condition by the forward and reverse rotation of the left swing motor (16) and the right swing
motor (17). Both swing motors have splined output shafts that provide rotational
• Explanation of component power to double reduction planetary gear sets. The planetary gear sets reduce the
functions in the swing hydraulic rotational speed but increase the torque from the swing motors. Each planetary gear
system set drives a pinion shaft and gear that mesh with the stationary swing (ring) gear that
is bolted to the undercarriage.
The swing pump (22) provides oil flow for the swing circuit. Swing pump oil flow is
directed to the swing control valve (07), which is mounted to the top of the right swing
motor and swing drive assembly. The swing control valve determines the oil flow
rate and the direction of oil flow to the swing motors. The flow rate and the direction
of oil flow determines the speed and direction of the swing motors’ rotation.
The pilot pump (21) provides oil to the pilot manifold (08) where the pilot system
pressure is set by the pilot relief valve. Pilot pressure oil is delivered directly to the
swing pump regulator for use in the swing pump control strategy. From the pilot
manifold, pilot oil is delivered to the swing control valve and to the swing parking
brake solenoid valve (18). When the hydraulic activation lever (in the operator
compartment) is in the UNLOCKED position, pilot pressure oil flows to the swing
parking brake solenoid valve and to the swing control valve. Pilot oil is always
present at the swing pump regulator.

When either of the implement control levers (joysticks) in the operator compartment
is moved from the NEUTRAL position, the swing parking brakes (15) are released
by pilot pressure oil from the swing parking brake solenoid valve (18). (The brakes
are released with any request for boom, stick, bucket, swing, and/or attachment
movement.)
With no command for swing movement from the swing control lever (01), the swing
pump is maintained in the STANDBY condition by the swing pump regulator. The
swing right proportional valve (03) and the swing left proportional valve (04) remain
DE-ENERGIZED by the Machine ECM (02). When DE-ENERGIZED, the swing
proportional valves direct pilot pressure oil to both ends of the main valve spool (05),
assisting the centering springs in keeping the spool in the centered, or NEUTRAL
position.
With the swing control valve spool in NEUTRAL, the STANDBY pressure supply oil
from the swing pump flows to the center of the control valve where it is redirected
by the main valve spool to the swing back pressure valve (06) and then into the
return oil passage. From the swing control valve, the oil is is sent to the relief and
makeup circuit (20). In the NEUTRAL condition, no makeup oil is required by the
swing motors, so the oil is combined with return oil from other circuits (11) where it is
returned to the hydraulic oil tank through the slow return check valves (10), located
on either side of the main hydraulic control valve (09).
If there is no command for implement or swing movement, the Machine ECM also does
not ENERGIZE the swing parking brake solenoid valve. When DE-ENERGIZED, the
swing parking brake solenoid valve blocks the pilot pressure oil to, and drains the
oil from, the pressure chambers (beneath the pistons) of both swing parking brakes.
With no oil pressure beneath the brake pistons, the left swing motor (16) and the right
swing motor (17) are held by the parking brakes, preventing rotational movement of
the upper structure.
With the swing motors held by the parking brakes and the control valve spool in the
NEUTRAL position, the (blue) oil between the control valve and both swing motors
is trapped oil.
The following is a brief description of the remaining circuit components that are not
active when the swing system is in the NEUTRAL condition:
The relief valves (14) limit the maximum pressure in the left and right swing circuits.
These dual stage relief valves open initially at a lower pressure to reduce hesitation
in the swing circuits at swing start and swing stop. They also handle short duration
pressure spikes. The relief valves also allow for higher swing circuit pressures to
provide increased swing force.
The slow return check valves are located on either end of the main hydraulic control
valve. They maintain enough back pressure in the return oil system to ensure that
makeup oil is available to the swing motors and the other makeup valves in the
hydraulic system when needed.
The anti-reaction, or cushion valves (12), dampen pressure spikes in the swing
system whenever swing movement is stopped. The valves also inhibit counter
rotation of the swing motors when the swing is stopped, which reduces swing “wag.”
The valves also help provide a smooth swing start-up.

The makeup valves (13) open whenever the pressure on one side of a swing motor
circuit falls below tank pressure. They prevent the motors from being starved of oil
during swing slow down. The makeup valves can also open when the upper structure
is rotated by external forces but no swing command has been requested. The
makeup valves allow the swing motors to rotate from an external force without being
starved of oil, to ensure a quick, smooth response upon the next swing request.
The check valves (19) open to allow pump supply oil flow to provide additional oil
supply to the makeup valves when the makeup valves cannot satisfy the low pressure
side of the swing motor circuit fast enough. One check valve can open at the stop of
right swing movement and the other check valve can open at the stop of left swing.
The swing back pressure valve (06) ensures that some back pressure is maintained
in the relief and makeup circuit (20) in the event the upper structure is moved by
external forces, causing the motors to rotate. If the motors rotate with the swing
control valve in the NEUTRAL position, the back pressure allows the makeup valves
to open immediately in order to supply oil to the negative pressure side of the
motors.
NOTE: If the operator is operating the boom, bucket, stick, or an attachment, the
Machine ECM will ENERGIZE the swing parking brake solenoid valve, releasing
the swing parking brakes. This strategy is employed so that forces from the
operation of the implements cannot cause damage to the swing motors if that
implement operation causes movement of the upper structure.

SWING PUMP
(03)
(07) Outlet Port (02)
Pump Discharge To Swing (01) Proportional
Pressure Test Port Control Valve Proportional Reduction
Solenoid Regulator
(06) (02)
(05) From Proportional
Pressure Pilot Reduction Regulator
Sensor Pump
P (03)
Outlet
Port
(01) Proportional
Solenoid
(04)
Inlet
Port
(05)
Pressure
Sensor
(09) Max Angle Port
Servo Piston
(06)
Pilot
Oil Port
(08) Min Angle (01) (02) (07)
(04) Servo Piston Proportional Proportional Pump Discharge
Inlet Solenoid Reduction Pressure Test Port
Port Regulator
Swing Pump Operation
• Swing pump component location The swing pump is a variable displacement piston type pump. The construction of
and identification the swing pump is similar to the main hydraulic front pump and rear pump. The
proportional reduction regulator (02) for the swing pump contains a proportional
• High level overview of swing solenoid (01) that is ENERGIZED by the Machine ECM to send either pilot pressure
pump operation using ISO oil from the pilot pump (06) or pump discharge oil (03) to the maximum angle servo
schematic of the pump and piston (09) to UPSTROKE the pump. As the solenoid is DE-ENERGIZED, it sends
location of those features on the pressure oil to the minimum angle servo piston (08) to DESTROKE the pump and/or
pump to maintain STANDBY pump pressure.
Oil is drawn into the pump inlet port (04) by the rotation of the piston pump mechanism.
Pump output (discharge) oil flows from the outlet port (03) and is directed to the
swing pump control valve.
A pressure sensor (05) is installed in a port on the pump regulator. The sensor
monitors the swing pump discharge pressure. The signal from the pressure sensor
is used by the Machine ECM as an electronic load sensing signal. The amount of
current sent to the proportional solenoid from the Machine ECM is determined by
the position of the swing control lever (joystick), engine speed (rpm), and the swing
system pressure, as sensed by the swing pump discharge pressure sensor.
Pump discharge pressure may be tested with a pressure gauge using the pump
discharge pressure test port (07) that is located next to the pilot oil port.

SWING PUMP
(04) (03) (02) (01)

(05) Min Angle Proportional Barrel Proportional
Piston Stop Screw Solenoid Reduction
(06) Pump Regulator
Swashplate
(07) (17)
Retaining Control
Plate Rod
(08)
Slipper (16)
Max Angle
Servo Piston
(15)
Coupling
(09)
Drive Shaft (14)
Cooling
Pump
(13)
Port
Plate
(10) (12)
Max Angle (11) Min Angle
Stop Screw Rod Servo Piston
• In depth explanation of swing The swing pump contains a “rotating group” that consists of the barrel (02), the
pump operation pistons (05), the slippers (08), and a retaining plate (07). The slippers are held
against the swashplate (06) by the retaining plate. The rotating group is turned by
the drive shaft (09), which is splined to a gear in the gear train at the rear the engine.
When the engine is running, the engine flywheel and gear train causes the drive
shaft to turn. The drive shaft causes the rotating group to turn.
As the rotating group turns, the pistons are moved in and out of their bores in the
barrel by the slippers as they ride against the angled swashplate. Movement of the
pistons in and out of the barrel is called the piston “stroke.”
The angle of the swashplate determines the length of stroke for the pistons. As the
pistons rotate around the swashplate, from bottom to top, they are pulled out of the
barrel (to the left). The outward piston stroke is caused by the slippers pulling the
piston to the left as the swashplate angle falls away, or INCREASES. The piston
draws oil in through an inlet in the port plate (13) during this outward movement. After
the slipper pads have rotated approximately 180° around the swashplate (toward the
top), they are completely filled with oil.
As the rotating group continues to turn, the slippers move the pistons inward as the
swashplate angle DECREASES. When the pistons move inward, they compress
and pressurize the oil contained in the piston bore. When the rotating group nears
approximately 360° of rotation (at the bottom), the pistons pass by the oil outlet
passage in the port plate. As each piston becomes open to the outlet passage, the
pressurized oil in the piston bore flows out through the passage and is directed to the
swing control valve through the pump’s discharge hose.

Pilot pressure oil from the pilot pump and swing pump discharge pressure oil are
both used by the proportional reduction pump regulator (01) to control the flow of oil
from the swing pump.
When the operator requests swing movement, the Machine ECM responds by
proportionally increasing the current to the proportional solenoid (03) in the regulator,
which drains any oil pressure from the right end of the minimum angle servo
piston (12). At the same time, the regulator directs pressure oil to the right end of the
maximum angle servo piston (16). The pressure oil at the right end of the maximum
angle servo piston moves the servo piston to the left, which INCREASES the angle
of the swashplate. The angle of the swashplate determines the distance the pistons
move in and out of the barrel, therefore, controlling the pump flow rate. As the angle
of the swashplate INCREASES, so does the oil flow rate from the swing pump.
When the operator stops the swing request, the Machine ECM proportionally
decreases the current to the solenoid, which reverses the process and the pump
DESTROKES. Oil from the swing pump or the pilot pump is delivered to the right
end of the minimum angle servo piston by the proportional reduction pump regulator.
The the oil pressure moves the minimum angle servo piston to the left, pushing on
the rod (11), which pushes against and DECREASES the angle of the swashplate.
Decreasing the angle of the swashplate DESTROKES the pump, reducing the oil
flow rate from the swing pump.
A cooling pump (14) is installed on the right end of the swing pump. The cooling pump
ensures that the case drain oil is directed to the shaft bearings and the coupling (15)
that connects the swing pump to the hydraulic demand fan pump (which is bolted to
the right end of and driven by the swing pump).
The Machine ECM determines the amount of current to send to the proportional
solenoid in the pump regulator, based on the following input signals that are received
by the Machine ECM.
• Work mode control

• Engine speed
• Swing pump delivery pressure (from the swing pump pressure sensor)
• The amount of movement of the swing control lever (joystick)
Since the Machine ECM varies the electrical current that is supplied to the proportional
solenoid in response to the movement of the swing control lever, the flow rate of the
swing pump is adjusted in response to the force of the proportional solenoid. Since
the force of the proportional solenoid is adjustable, the output flow of the swing pump
can be controlled.
If the engine begins to fall below its rated rpm, the Machine ECM responds by reducing
the current to the proportional solenoid in order to reduce the swing pump flow rate,
which reduces the pressure in the swing circuit. The signal from the pressure sensor
in the swing pump regulator indicates the swing circuit pressure.
Given all of the electrical inputs to the Machine ECM (listed above), the solenoid
current is adjusted to balance the engine horsepower and the swing circuit pressure.
(The Machine ECM also makes adjustments to the main hydraulic pumps in a similar
fashion, in conjunction with the adjustments to the swing pump control.)

SWING PUMP
STANDBY
(16)
Adjustment Screw
(01)
Maximum Angle
(14) To Swing (15) Servo Piston
Control Valve Keeper
(13)
(02) Control Rod
Swashplate
(15) (11) Shuttle Valve

Proportional (12) (03)
Solenoid Swing Pilot
Pump (10) Pump
Minimum Angle
Servo Piston
(09)
(08) Spring
Pin
(07) (02)
(06) (05) (04)
Orifice
Center Spool Spring Control Rod
Passage
Swing Pump Proportional Reduction Regulator Operation
• Detailed explanation of the swing When the swing control lever (left joystick) is in the NEUTRAL position, no signal is
pump regulator operation in the sent to the Machine ECM from the position sensor in the swing control lever. The
STANDBY condition Machine ECM sends a low current to the proportional solenoid (17) in the swing
pump regulator. (The current value can vary and is dependent upon the last
successful solenoid calibration.) The swing pump regulator is now in the STANDBY
condition.
Pilot pressure oil from the pilot pump (03) is directed into the regulator and flows to
the shuttle valve (11). At this point, pilot oil pressure is greater than pump discharge
pressure, which shifts the resolver ball to the left. The pilot pressure oil then flows
to the right end of the maximum angle servo piston (01), moving the piston slightly
to the LEFT. Since the control rod (02) is mechanically connected to the maximum
angle servo piston, the spring at the right end of the spool is compressed, applying
a force to the LEFT against the spool. The low current value sent to the proportional
solenoid causes the solenoid pin (08) to apply a low force against the left end of the
spool (05), trying to move it to the RIGHT. The spring (09) at the left end of the spool
and the (compressed) spring (04) at the right end of the spool apply a combined
force to the left against the force of the proportional solenoid pin. These opposing
forces work together to modulate the position of the spool in order to more precisely
meter oil across the spool.

At the same time, pilot pressure oil flows through a passage in the regulator to the
top of the spool. The spool is positioned by the forces described above so that it
meters the oil past the lands of the spool into the passage leading to the minimum
angle servo piston (10). The pilot pressure oil also flows through an orifice (07) in the
spool where it flows through the center passage of the spool (06) and into an internal
pump case drain passage. This slow drain of pilot oil through the orifice reduces the
pressure of the pilot oil. The reduced pressure pilot oil then flows through the leftmost
passage above the orifice to the right end of the minimum angle servo piston.
The reduced pressure of the pilot oil acting against the right side of the minimum
angle servo piston plus the force of the piston’s assist spring moves the piston to the
left. Since the maximum angle servo piston has a smaller surface area, the force of
the assist spring and the oil pressure against the larger surface area of the minimum
angle servo piston overcomes the force of the full pilot pressure oil against the right
end of the maximum angle servo piston and its assist spring.
Both servo pistons are mechanically connected to the swashplate (13), so the
greater force of the minimum angle servo piston moving left rotates the swashplate
in a clockwise (CW) direction, toward minimum angle. The design of the swing
pump components and the pressures of the oil and forces of the springs acting on
the servo pistons maintain a balance point near the swashplate’s minimum angle.
In this condition, the pump produces STANDBY pump pressure from the normal
resistance of oil flow to the closed-center swing control valve (14), which is in the
NEUTRAL position.
NOTE: The tension of the spring at the left end of the spool is adjustable, using
the adjustment screw (16). As the adjustment screw is turned inward (DOWN),
the angled surface of the screw against the angled right end of the keeper (15)
moves the keeper to the left, increasing the force of the spring. This adjustment
screw can be used to more precisely adjust the position of the spool.
However, this adjustment is set by the manufacturer and usually never needs
to be changed. This adjustment should only be made if all other test and adjust
procedures have failed to properly control pump flow AND if it is deternined that
all other components are operating properly and are within specification.
If the spring within the keeper is weak or broken and needs to be replaced, this
adjustment may be necessary.

SWING PUMP
START OF UPSTROKE
(01)
Maximum Angle
(14) To Swing Servo Piston
Control Valve
(13)
(02) Control Rod
Swashplate

Pump (10) Pump
Minimum Angle
Servo Piston
(09)
(08) Spring
Pin
(07)
(06) (05) (04) (02)
Orifice
Passage
• Detailed explanation of the swing When the swing control lever (left joystick) is first moved from the NEUTRAL position,
pump regulator operation in the a PWM current is sent to the Machine ECM from the position sensor in the swing
START OF UPSTROKE condition control lever. The Machine ECM responds by increasing the current to the
proportional solenoid (15) in direct proportion to the amount of movement of the
swing control lever. These actions will begin to UPSTROKE the swing pump.
Pilot pressure oil from the pilot pump (03) is still present at the right side of the
shuttle valve (11). At the start of UPSTROKE, the pilot oil pressure is still greater
than pump discharge pressure, which keeps the resolver ball shifted to the left. The
pilot pressure oil then flows to the right end of the maximum angle servo piston (01).
The increased current that is sent to the proportional solenoid causes the solenoid
pin (08) to apply a greater force against the left end of the spool (05). The increased
force from the solenoid pin against the left end of the spool begins to move the
spool to the RIGHT, compressing the spring (09) at the left end of the spool and the
spring (04) at the right end of the spool.
With the spool positioned by the opposing forces described above, the lands of the
spool now block the pilot pressure oil from the passage leading to the minimum angle
servo piston (10). In addition, the reduced pilot pressure oil that was present at the
right end of the minimum angle servo piston is now able to slowly drain through the
orifice (07) in the spool, then through the center passage (06) in the spool into the
internal pump case drain passage. Keeping the right end of the minimum angle
servo piston open to drain reduces the force of the minimum angle servo piston
against the bottom of the pump swashplate (13).

With only the force of the assist spring against the right side of the minimum angle
servo piston, the force of the pilot pressure oil against the right end of the maximum
angle servo begins to move the maximum angle servo piston to the left. When the
maximum angle servo piston moves to the left, it begins to rotate the swashplate in
a counterclockwise (CCW) direction, toward maximum angle.
These actions start to UPSTROKE the swing pump, which INCREASES the oil flow
rate to the swing control valve (14). Since the swing control valve is now moved from
its NEUTRAL position, the swing pump oil can then flow to the swing motors, which
will begin rotational movement in the direction commanded by the swing control
lever.
As the maximum angle servo piston moves further to the LEFT, it further compresses
the spring at the right end of the spool, due to the control rod’s (02) mechanical
connection between the piston and the spring. The opposing forces on either end
of the spool will come to a balancing point (dependent on the position of the swing
control lever and current to the solenoid). These forces provide for spool modulation
that precisely controls the flow of oil to and from the servo pistons, which controls the
flow of oil from the swing pump.

SWING PUMP
UPSTROKE
(01)
Maximum Angle
Control Valve
(13)
(02) Control Rod
Swashplate

Pump (10) Pump
Minimum Angle
Servo Piston
(09)
(08) Spring
Pin
(07)
(06) (05) (04) (02)
Orifice
Passage
• Detailed explanation of the swing When the swing control lever (left joystick) is moved further from the NEUTRAL
pump regulator operation in the position, the PWM current from the position sensor in the swing control lever to the
FULL UPSTROKE condition Machine ECM INCREASES. The Machine ECM responds by increasing the
current to the proportional solenoid (15), ENERGIZING it in direct proportion to the
amount of movement of the swing control lever. This UPSTROKES the swing pump
further, which INCREASES the oil flow rate from the pump.
As the ouput flow of oil from the swing pump INCREASES, so does the pressure in
the swing circuit. The pilot oil pressure from the pilot pump (03) is now less than the
pump discharge pressure to the swing control valve (14). The INCREASED pump
pressure is also sensed at the shuttle valve (11), causing the resolver ball to shift to
the RIGHT, blocking the pilot pressure oil. With the resolver ball shifted to the RIGHT,
the swing pump discharge oil then flows to the right end of the maximum angle
servo piston (01). The increased current that is sent to the proportional solenoid
causes the solenoid pin (08) to apply an even greater force against the left end of the
spool (05). The increased force from the solenoid pin causes the spool to further
compress the spring (09) at the left end of the spool and the spring (04) at the right
end of the spool, shifting the spool further to the right.
With the spool shifted to the RIGHT, the lands of the spool now block the pump
discharge pressure oil from the passage leading to the minimum angle servo
piston (10). In addition, the minimum angle servo piston is kept open to drain through
the orifice (07) and the center passage (06) in the spool. Keeping the right end of
the minimum angle servo piston open to drain keeps the force of the minimum angle
servo piston against the bottom of the pump swashplate (13) reduced to only the
force of the servo piston’s assist spring.

With only the force of the assist spring against the right side of the minimum angle
servo piston, the force of the swing pump discharge oil pressure against the right end
of the maximum angle servo moves the maximum angle servo piston further to the
left. When the maximum angle servo piston moves further to the left, it rotates
the swashplate further in a counterclockwise (CCW) direction, and further toward
maximum angle.
These actions UPSTROKE the swing pump, which INCREASES the oil flow rate to
the swing control valve (14). Since the swing control valve is also moved further
from its NEUTRAL position, the INCREASED swing pump oil flow rate INCREASES
the rotational movement of the swing motors in the direction commanded by the
swing control lever. As a result, his causes the swing speed of the carbody (upper
structure) to INCREASE.
As the maximum angle servo piston moves further to the LEFT, it further compresses
the spring at the right end of the spool, due to the control rod’s (02) mechanical
connection between the piston and the spring. The opposing forces on either end
of the spool will come to a balancing point (dependent on the position of the swing
control lever and current to the solenoid). These opposing forces provide spool
modulation that precisely controls the flow of oil to and from the servo pistons, which
controls the flow of oil from the swing pump.

SWING PUMP
DESTROKE
(01)
Maximum Angle
Control Valve
(13)
(02) Control Rod
Swashplate

Pump (10) Pump
Minimum Angle
Servo Piston
(09)
(08) Spring
Pin
(07)
(06) (05) (04) (02)
Orifice
Passage
• Detailed explanation of the swing When the swing control lever (left joystick) is moved back toward the NEUTRAL
pump regulator operation in the position, the PWM current from the position sensor in the swing control lever to the
DESTROKE condition Machine ECM DECREASES. The Machine ECM responds by DEcreasing the
current to the proportional solenoid (15), DE-ENERGIZING it in direct proportion to
the amount of movement of the control lever. These actions begin to DESTROKE
the swing pump, which DECREASES the oil flow rate from the pump, slowing the
swing speed of the carbody (upper structure).
As the solenoid is DE-ENERGIZED, the force of the solenoid pin (08) against the
left end of the spool (05) also DECREASES, allowing the spring (09) at the left end
of the spool and the spring (04) at the right end of the spool to shift the spool back
to the LEFT.
As the spool shifts to the LEFT, the lands of the spool allow the pump discharge
pressure oil to flow into the passage leading to the right end of the minimum angle
servo piston (10). Some of the pump discharge oil flows to drain through the
orifice (07) and the center passage (06) in the spool, which reduces the pressure of
the pump discharge oil flowing to the minimum angle servo piston (10).
The reduced pump discharge oil pressure at the right end of the minimum angle
servo piston begins to move the minimum angle servo piston to the LEFT. As the
minimum angle servo piston moves to the left, it pushes against the bottom of the
pump swashplate (13), moving the swashplate in the CW direction.

Due to the larger surface area of the minimum angle servo piston, the force of the
swing pump discharge oil pressure against the right end of the maximum angle servo
piston is balanced by the force of the reduced pressure pump discharge oil against
the right end of the minimum angle servo piston.
These actions DESTROKE the swing pump, which DECREASES the oil flow rate
to the swing control valve (14). Since the swing control valve is also moved toward
its NEUTRAL position, the DECREASED swing pump oil flow rate DECREASES
the rotational movement of the swing motors in the direction commanded by the
swing control lever. This causes the swing speed of the carbody (upper structure) to
DECREASE, as a result. A DECREASE in pump flow rate results in a DECREASE
in pump discharge pressure, which enables the minimum angle servo piston to more
easily overcome the opposing force of the maximum angle servo piston. This moves
the maximum angle servo piston back to the RIGHT, further decompressing the
springs on either end of the spool.
The spool then moves further to the left, allowing more pump supply oil to flow into
the right end of the minimum angle servo piston. Depending on the position of
the swing control lever (and the resulting current from the lever’s position sensor),
the spool will come to a balancing point. This provides the spool modulation that
precisely controls the flow of oil to and from the servo pistons, which controls the flow
of oil from the swing pump.
If the operator returns the swing control lever back to the NEUTRAL position, the
swing pump will DESTROKE to the STANDBY condition.

SWING PUMP I-Q CURVE
FLOW (Q) (02) Full Upstroke
(03)
Typical I-Q Curve
(01) Start of Pump Upstroke
CURRENT (I)
• Explanation of the relationship The typical I-Q Curve (03) for the swing pump is shown above. The curve
between the current to the swing demonstrates that the relationship between the swing pump’s flow rate is in direct
pump solenoid and the oil flow proportion to the electrical current (PWM signal) provided by the Machine ECM to the
rate proportional solenoid in the swing pump regulator.
The bottom left point on the diagram represents the current and flow relationship
when the MINIMUM PWM signal is sent to the pump regulator solenoid. This point
represents the STANDBY or BEGINNING OF UPSTROKE condition.
The upper right point on the diagram represents the current and flow relationship
when the MAXIMUM PWM signal is sent to the pump regulator solenoid. This point
represents the MAXIMUM UPSTROKE condition.
As the current is INCREASED, the flow rate INCREASES. Swing pump flow rate
directly determines swing (motor) speed.

SWING MOTOR
(10)
Relief
Valves (05)
Swing Park Brake
Solenoid Valve
(11)
Makeup
Valves (06)
Case (04) Swing Park Brake
Drain
(03) Barrel (02) Retainer
(01)
Drive Shaft
(13) (07) (08) (09)

(12)
Port Plate Piston Shoe Plate
Supply Oil or
Return Oil Passage
Swing Motor Operation
• Explanation of the swing motor The swing motor assembly consists of three groups:
operation
• The rotary group, which consists of the barrel (03), the pistons (07),
the shoes (08), the retainers (02), the port plate (13), the plate (09), and
the drive shaft (01);
• The parking brake group, which consists of the swing parking brake
assembly (04) and the swing parking brake solenoid valve (05);
• The valve group, which consists of the relief valves (10) and makeup
valves (11) within the swing motor.
The swing control valve is mounted on top of the right swing motor. The swing control
valve directly supplies high pressure swing pump supply oil to the right swing motor
and directs return oil back to tank through the supply oil and return oil passages (12)
in the swing motor head. The swing control valve also directs pump supply oil to
and recieves return oil from the left swing motor through hoses that are connected to
identical supply oil and return oil passages. Both swing motors operate identically.
Swing pump supply oil from the swing control valve flows into the swing motor supply
oil passage, past the makeup valve and the relief valve, through openings in the port
plate and then into the piston cylinders.

The pistons are set in shoes (08) that are held against the surface of the plate (09)
by retainers (02). As the pump supply oil fills and pressurizes each piston, it is forced
outward (right) from its cylinder in the barrel (03). The force of the piston moving
outward causes the shoe and the piston to slide upward along the slope of the
plate.
This sliding force causes the cylinder barrel to rotate. Since the barrel is splined to
the drive shaft (01), the drive shaft rotates with the barrel. (The drive shaft is the
input to a planetary gear set that reduces the speed and increases the torque of the
motor in order to cause the rotation of the carbody.)
As each piston and shoe reaches the top center position of the plate, the piston is
closed off from the pressure passages in the port plate and becomes open to the
return oil passages in the port plate. As the barrel rotates, each piston is moved
back inward (LEFT) as the shoe and the piston slide downward along the slope of
the plate. As each piston moves inward, it forces the oil from its cylinder through the
return oil passages of the port plate and then into the return oil passage in the motor
head. The return oil flows past the relief and makeup valves in the motor head and
then back to the swing control valve.
Depending on the swing direction commanded by the swing control lever (left
joystick), the swing control valve directs the pump supply oil through one passage or
the other, causing the motors turn in a clockwise direction or in a counterclockwise
direction, which determines the direction of swing.
The pistons and shoes are designed to allow a small amount of oil to leak through
the head of the piston and the shoe to provide lubrication and cooling between the
shoes and the plate. This oil fills the motor case and further provides cooling and
lubrication for the rest of the components in the motor. When the motor case fills
with oil, it is drained through the case drain port (06) to the case drain oil filters and
then into the hydraulic tank.
Operation of the parking brake, the makeup valves, and the relief valves are
discussed in more detail later in this presentation.
NOTE: The anti-reaction (cushion) valves are installed in the inlet manifold,
which is attached to the left swing motor. Although they are an important part of
the swing hydraulic circuit, they are not part of the swing motors.

SWING PARKING BRAKE

ENGAGED
(08) Pilot Supply (09) Spool

(10) Spring (01)
(07) Swing
(11) Pin
Passage Parking Brake
to Drain Solenoid Valve
(06)
Passage to
Brake Piston
(02) Brake Piston
(03) Disc
(05) Brake
Spring (04) Friction
Plate
(12)
Housing
(13)
Barrel
Swing Parking Brake Operation
• Explanation of the swing parking The swing parking brake assembly is contained in the swing motor assembly and
brake operation - BRAKES prevents the rotation of the swing motor barrel. Both swing motors contain a swing
ENGAGED parking brake. The swing parking brake consists of the following components:
• Brake springs (05) - 23 brake springs apply force to the left side of the
circular brake piston to compress the discs and plates together.
• Brake piston (02) - the circular brake piston is pushed to the right
against the discs and plates by the force from the brake springs to
ENGAGE the brake. The brake piston is hydraulically pressurized to
move the piston away from the discs and plates to RELEASE the brake.
• Discs (03) - three brake discs are mechanically connected (splined) to
the motor barrel and are compressed against the friction plates by the
force from the brake piston.
• Friction plates (04) - four friction plates are mechanically connected to
the motor housing and are compressed against the discs by the force
from the the brake piston.
• Swing parking brake solenoid valve (01) - this ON/OFF solenoid is
DE-ENERGIZED to ENGAGE the parking brake by draining oil from the
brake piston chamber. The solenoid is ENERGIZED by the Machine
ECM to send pilot pressure oil (08) to the brake piston chamber to
RELEASE the parking brake against the force of the brake springs.

The swing parking brakes default to the ENGAGED condition when no movement
of the boom, stick, bucket, attachment, or swing is commanded. Any movement of
either implement control lever (joystick) will cause the Machine ECM to ENERGIZE
the swing parking brake solenoid valve and RELEASE the swing parking brakes.
(The brakes are ENGAGED when the engine is not running or when the hydraulic
activation lever in the operator compartment is moved to the LOCKED position.)
When the swing control lever is in the NEUTRAL position, swing pump supply
oil to the swing motors is blocked by the swing control valve. The Machine ECM
DE-energizes the swing parking brake solenoid valve to ENGAGE the brakes
approximately 6.5 seconds after both implement control levers (joysticks) are
returned to their NEUTRAL positions.
When the swing parking brake solenoid valve is de-energized, the solenoid
pin (11) is retracted and the spool (09) is shifted to the right by the force of the
spring (10). With the spool shifted to the right, pilot supply oil (08) is blocked from
entering the passage to the brake piston (06). The oil in the chamber at the right end
of the spool is drained through the cross-drilled holes in the spool through a center-
drilled passage and flows to the left through the spool. The oil then flows to the swing
motor case of the swing motors and is returned to the hydraulic oil tank through the
case drain oil filters.
The springs (05) on the left end of the brake piston (02) shift the brake piston to
the right. As the brake piston moves to the right, the discs (03) and the friction
plates (04) are pressed together and against the housing (12) of the swing motor.
The rotation of the cylinder barrel (13) in the swing motor is stopped, and the rotation
of the upper structure is prevented.
Since the Machine ECM does not de-energize the swing parking brake solenoid
valve until approximately 6.5 seconds after both control levers are returned to the
NEUTRAL position, the rotation of the swing motors stops before the swing parking
brakes are engaged. If the solenoid is de-energized before the rotation of the
swing motors stops, damage and/or wear to the swing parking brakes could occur.

SWING PARKING BRAKE

RELEASED
(08) Pilot Supply (09) Spool

(10) Spring (01)
(07) Swing
(11) Pin
Passage Parking Brake
to Drain Solenoid Valve
(06)
Passage to
Brake Piston
(02) Brake Piston
(03) Disc
(05) Brake
Spring (04) Friction
Plate
(12)
Brake
Piston
Chamber
• Explanation of the swing parking When either implement control lever (joystick) is moved from its NEUTRAL position,
brake operation - BRAKES requesting boom, stick, bucket, attachment, and/or swing movement, the swing
RELEASED parking brake solenoid (01) is energized by the Machine ECM.
When the solenoid is ENERGIZED, the solenoid pin (11) is extended, shifting the
valve spool (09) to the left against the return spring (10). When the solenoid valve
spool shifted to the left, pilot supply oil (08) flows past the lands of the spool and then
through the passage to the brake piston (06).
As the pilot oil pressurizes the brake piston chamber (12), the brake piston (02) is
shifted to the left against the force of the brake springs (05). This action releases the
force against the discs (03) and the friction plates (04), allowing them to separate.
The swing parking brakes are RELEASED. Some case oil flows between the discs
and plates to keep them cool and lubricated as they slide past each other. (The discs
rotate with the barrel and the plates are held stationary by the motor case.)
When the swing parking brakes are released, the swing motor barrel can then
rotate and the swing operation of the upper structure is enabled.
NOTE: If the hydraulic lock lever at the left side of the operator’s seat is moved
DOWN (back) to the LOCKED position, no pilot oil will be available to the swing
brake solenoid valve and therefore, the swing brakes cannot be RELEASED.
The hydraulic lock lever must be moved UP (forward) to the UNLOCKED
position to RELEASE the swing brakes and/or to ENABLE the operation of all
hydraulic functions.

SWING PARKING BRAKE

MANUAL RELEASE
(05)
Pilot Supply (04)
Spring
(02)
(03) Temporary Brake
(06)
Pin Release Screw
Spool
(01)
Swing Parking
Brake Solenoid
Valve
(07)
To Brake Piston
• Explanation of the MANUAL If the swing parking brakes become inoperable due to failure of the swing parking
RELEASE procedure for the brake solenoid valve (01), the swing brake can be released by turning the
swing parking brakes (engine temporary brake release screw (02) in a clockwise direction until the temporary brake
running) release screw stops.
Moving the screw IN mechanically extends the solenoid pin (03), shifting the valve
spool (06) to the left against the force of the return spring (04). Pilot supply oil can
then flow around the lands of the valve spool to the brake piston (07), releasing the
brakes, as previously described.
The brakes can be ENGAGED again by reversing this process.
The swing parking brakes cannot be released in this fashion, however, if no pilot oil
is available to the swing parking brake solenoid valve. The engine must be running
and the hydraulic lock lever must be in the UNLOCKED position to manually release
the brakes.

SWING CONTROL VALVE

NEUTRAL
(13) (14) (15) (16) (17)
Motor Supply Back Pressure Pump Supply Tank Return Oil (18)
Passage Retainer (19)
Passage Passage Passage Passage
Springs
(20)
Pilot
Spool
(21)
Pin
(01) (02)
Proportional Valve Proportional Valve
(22)
(10) Spring (04)
Valve Pilot (03)
Spool Supply Drain
(05)
Swing
Back Pressure
(09) Valve
(08)
Check (06)
Inlet
Valve Check
Check Valve
Valve
(07) Swing Pump
(11) Left
Swing Motor
(12) Right
Swing Motor
Swing Control Valve Operation
• Detailed explanation of the swing When the swing control lever (left joystick) is in the centered, or NEUTRAL position,
control valve operation in the there is no signal sent to the Machine ECM from the swing control lever sensor, so
NEUTRAL condition the Machine ECM does nothing to activate the swing control valve. The swing left
proportional valve (01) and the swing right proportional valve (02) remain in the
DE-ENERGIZED state.
When the swing right proportional valve is DE-ENERGIZED, the solenoid pin (21)
has no effect on the pilot spool (20). The pilot spool spring (22) can then keep the
pilot spool shifted to the right against the solenoid pin. In this position, the pilot
spool allows pilot pressure oil from the pilot supply passage (04) to flow through
the center of the pilot spool to pressurize the pilot chamber at the right end of the
main control valve spool (10). At the same time, the pilot spool also blocks the drain
passage (03). The swing left proportional valve (01) operates identically.
With the pilot pressure oil and the force of the centering springs (19) and retainer (18)
against each end, the main valve spool remains centered. When the main valve spool
is centered, it blocks swing pump supply oil (07) in the pump supply passages (15);
however, it allows the pump supply oil to flow through the back pressure passage
(14), around the center land of the main spool, and then into the tank passage (16).
[The tank passage is on a plane behind the motor supply passage (13) as is the inlet
check valve (08). The swing pump supply oil is divided when it enters the the control
valve body, with part of the oil flowing to the pump supply passages through the inlet
check valve and part flowing into the back pressure passage.]

The oil flowing through the tank passage opens and flows past the swing back
pressure valve before returning to tank. [The swing back pressure valve is on a
plane behind the rightmost motor supply passage (13).] The swing back pressure
valve maintains a pressure somewhat higher than tank pressure, to enable the
anti- reaction valves (not depicted) to quickly draw oil when needed at swing stop.
(The anti-reaction valves are discussed later in this module.)
The oil in the motor supply passages and the oil supply to the left swing motor (11)
and the right swing motor (12) is trapped oil. This oil will not move or flow unless the
upper structure is moved by external forces. The relief valves and makeup valves
in the swing motor assembly (not depicted) will open to allow the oil to flow from one
side of the motor to the other, but no oil will flow back to tank past the main valve
spool (10).

SWING DRIVE CIRCUIT

NEUTRAL
(01)
Swing Control
Lever
(15)
(15)
Parking Parking
(14) Brake Brake
Motor Motor
(13) (18)
Valve
(02)
(12)
Machine
Anti-Reaction
ECM
(Cushion) (20)
Makeup Check
Circuit Valves
(07)
Swing
Control
(05)
Valve
Valve Spool
(11)
From
Other
Circuits
(04)
(09)
Control Valve
(06)
Swing
Back Pressure
(08) Valve
Pilot Manifold
(21) (22)
Pilot Swing
Pump Pump
Swing Hydraulic System Operation - Neutral
• Detailed explanation of the swing With no command for swing movement from the swing control lever (01), the swing
hydraulic system operation in the pump is maintained in the STANDBY condition by the pump regulator. Both the
NEUTRAL condition swing right proportional valve (03) and the swing left proportional valve (04) remain
DE-ENERGIZED by the Machine ECM (02). When DE-ENERGIZED, the swing
• Explanation of swing hydraulic proportional valves direct pilot pressure oil to both ends of the main valve spool (05),
system component functions assisting the centering springs in keeping the spool in the centered, or NEUTRAL
position.
With the swing control valve spool in NEUTRAL, the STANDBY pressure supply oil
from the swing pump flows to the center of the control valve where it is blocked by
the main valve spool. From there the oil is directed through the swing back pressure
valve (06) and then into the return oil passage. From the swing control valve, the
oil is is blended into the relief and makeup circuit (20). In the NEUTRAL condition,
no makeup oil is required by the swing motors. Therefore, the oil is combined with
return oil from other circuits (11) where it is returned to the hydraulic oil tank through
the slow return check valves (10), located on either side of the main hydraulic control
valve (09).
If there is no command for implement or swing movement, the Machine ECM does
not ENERGIZE the swing parking brake solenoid valve (18). When DE-ENERGIZED,
the swing parking brake solenoid valve blocks the pilot pressure oil to and drains
the oil from the pressure chamber (beneath the pistons) of both swing parking
brakes (15).

With no oil pressure beneath the brake pistons, the left swing motor (16) and the right
swing motor (17) are held by the parking brakes, preventing rotational movement of
the upper structure.
With the swing motors held by the parking brakes and the control valve spool in the
NEUTRAL position, the (blue) oil between the control valve and both swing motors
is trapped oil.
The relief valves (14) limit the maximum pressure in the left and right swing circuits.
These dual stage relief valves open initially at a lower pressure to reduce hesitation
in the swing circuits at swing start and swing stop. They also dissipate short duration
pressure spikes.
The makeup valves (13) open whenever the pressure on one side of the swing motor
circuit falls below the pressure in the relief and makeup circuit (20). They prevent
the motors from being starved of oil when the upper structure is rotated by external
forces but no swing command has been requested. This ensures a quick, smooth
response upon the start of the next swing request.
The check valves (19) open to allow pump supply oil flow to provide additional oil
supply to the makeup valves when the relief and makeup circuit cannot satisfy the
low pressure side of the swing motor circuit fast enough. One check valve can open
at the stop of right swing movement and the other check valve can open at the stop
of left swing movement.
The swing back pressure valve (06) ensures that some back pressure is maintained
in the relief and makeup circuit in the event the upper structure is moved by external
forces, causing the motors to rotate. If the motors rotate with the swing control
valve in the NEUTRAL position, the back pressure allows the makeup valves to open
immediately in order to supply oil to the negative pressure side of the motors.
NOTE: If the operator is operating the boom, bucket, stick, or an attachment, the
Machine ECM will ENERGIZE the swing parking brake solenoid valve, releasing
the swing parking brakes. This strategy is employed so that forces from the
operation of the implements cannot cause damage to the swing motors if that
implement operation causes movement of the upper structure.

SWING CONTROL VALVE

SWING RIGHT
(13) (14) (15) (16) (17)
Motor Supply Back Pressure Pump Supply Tank Return Oil (18)
Passage Retainer (19)
Passage Passage Passage Passage
Springs
(20)
Pilot
Spool
(21)
Pin
(01) (02)
Proportional Valve Proportional Valve
(22)
(10) Spring (04)
Valve Pilot (03)
Spool Supply Drain
(05)
Swing
Back Pressure
(09) Valve
(08)
Check (06)
Inlet
Valve Check
Check Valve
Valve
(07) Swing Pump
(11) Left
Swing Motor
(12) Right
Swing Motor
Swing Control Valve Operation - Swing Right
• Detailed explanation of the swing When the swing control lever (joystick) is moved toward the SWING RIGHT position,
control valve operation in the the swing control lever position sensor sends a PWM signal to the Machine ECM.
SWING RIGHT condition The Machine ECM sends a corresponding PWM signal to the swing right proportional
valve (02) in direct proportion to the amount of the control lever movement.
When the swing right proportional valve is ENERGIZED, the solenoid pin (21)
extends and shifts the pilot spool (20) to the left against its spring (22). When the
pilot spool shifts to the left, it closes the pilot supply passage (04) and allows the pilot
pressure oil at the right end of the main valve spool (10) to flow through the center of
the pilot spool to the drain passage (03).
With the pilot chamber at the right end of the main valve spool depressurized, the
pilot pressure oil at left end of the main valve spool shifts it to the right against the
retainer (18), compressing the large centering springs (19).
When the main valve spool shifts to the right, it blocks the swing pump supply
oil (07) at the back pressure passage (14) but opens the leftmost pump supply
passage (15) to the leftmost (swing right) motor supply passage (13). At the same
time, the main valve spool opens the rightmost motor supply passage to the return
oil passage, allowing return oil to flow into the tank passage (16).

With the leftmost motor supply passage (13) open to the pump supply passage (15),
the high pressure swing pump supply oil opens the inlet check valve (08), flows
through the pump supply passage, around the main valve spool, and into the motor
supply passage. As the oil flows through the motor supply passage, it is divided,
with some of the oil flowing to the left swing motor (11) and some to the right swing
motor (12).
The flow of high pressure swing pump supply oil begins to rotate both swing motors.
As the motors rotate, return oil on the low pressure side of both swing motors
combines and returns through the rightmost motor supply passage. The return oil
flows around the main valve spool and into the tank passage (16). The return oil
flowing through the tank passage opens and flows past the swing back pressure
valve before returning to tank. During a swing operation, the swing back pressure
valve will ensure that some oil flow will be available to the two check valves (06)
and (09), which are both open to the back pressure/return oil passage, behind the
valves. (Again, the back pressure/return oil passage is on a plane behind the check
valves and cannot be depicted in the illustration.)
If external forces cause the upper structure to overspeed the swing motors, the check
valve on the low pressure side of the circuit can open to provide back pressure oil to
the negative pressure side of the circuit. Likewise, if a sudden resistive force induces
a pressure spike in the system, the pressure on one side of the circuit will approach
or exceed the relief valve settings while the other side will fall to a lower pressure.
This condition will also allow the check valve to open on the low pressure side of
the circuit, sending oil from the back pressure passage to satisfy the low pressure
condition.
The SWING LEFT condition operates in the same manner as SWING RIGHT. When
the operator requests SWING LEFT, the main valve spool shifts to the left and the
swing pump supply oil to the swing motors causes the motors to rotate in the opposite
direction.

SWING DRIVE CIRCUIT

SWING RIGHT OPERATION
(01)
Swing Control
Lever
(15) (15)
Parking Parking
(14) Brake Brake
Motor Motor
(13) (18)
Valve
(02)
(12)
Machine
Anti-Reaction
ECM
(Cushion) (20)
Makeup Check
Circuit Valves
(07)
Swing
Control
(05)
Valve
Valve Spool
(11)
From
Other
Circuits
(04)
(09)
Control Valve
(06)
Swing
Back Pressure
(08) Valve
Pilot Manifold
(21) (22)
Pilot Swing
Pump Pump
Swing Hydraulic System Operation - Swing Right
• Detailed explanation of the swing The illustration above shows the swing hydraulic system in the SWING RIGHT
hydraulic system operation in the condition.
SWING RIGHT condition
Pilot pressure oil from the pilot pump (21) flows through the pilot manifold (08) to
the swing right proportional valve (03), the swing left proportional valve (04), and
the swing parking brake solenoid valve (18). When the swing control lever (01) is in
the NEUTRAL position, both solenoid valves are DE-ENERGIZED. This sends pilot
pressure oil to either end of the swing control valve spool (05), which assists the
centering springs in maintaining the spool in the centered position.
When the swing control lever (01) is moved toward the SWING RIGHT position, the
PWM signal from the swing control lever sensor causes the Machine ECM (02) to
send full current to the swing parking brake solenoid valve (18). When the swing
parking brake solenoid valve is energized, it sends pilot pressure oil to both swing
parking brake (15) pistons. The pilot pressure oil releases the swing parking
brakes. (The swing parking brakes are released before swing pump supply oil flows
to the swing motors.)
The PWM signal from the position sensor in the swing control lever also causes
the Machine ECM to send a PWM signal to ENERGIZE the swing right proportional
valve solenoid (03) in direct proportion to the amount of movement of the swing
control lever. When ENERGIZED, the swing right proportional valve begins to drain
the pilot pressure oil at the right end of the swing control valve spool. This action
allows the pilot pressure at the left end to shift the valve spool to the RIGHT.
With the control valve spool shifted to the right, high pressure swing pump supply oil
flows to the left swing motor (16) and to the right swing motor (17). The flow of high
pressure oil causes the swing motors to begin to rotate, which causes the upper
structure to rotate in a clockwise direction. Return oil from the two swing motors
combines and flows to the swing control valve (07). The return oil from the swing
control valve flows back across the main valve spool and then through the swing
back pressure valve (06). From the swing back pressure valve, the oil flows to and
combines with oil in the relief and makeup circuit (20). If no makeup oil is required
by the swing motors, the oil in the relief and makeup circuit combines with return oil
from other circuits (11) and returns to the hydraulic oil tank through the slow return
check valves (10).
The right anti-reaction valve (12) shifts at the start of swing to ensure a smooth swing
start. This shift directs some of the high pressure oil into the low pressure side of
the circuit, which dampens the sudden pressure increase in the pressure side of the
hydraulic circuit. The relief valves (14) on the pressure side of the circuit can open if
the oil pressure exceeds the pressure setting of the valve.
If the machine is positioned on a slope and the swing right command causes the
upper structure to rotate toward the downhill side, the weight of the upper structure
and gravity can place the swing motors in an overspeed condition. If this condition
occurs, the pressure in the return oil side of the circuit can become higher than the
pump supply side of the circuit. In this situation, the swing motors begin to draw
more oil than the swing pump and control valve are supplying, which causes the
makeup valves (13) to open, supplementing the pump supply oil. In this fashion,
the makeup valves prevent cavitation in the swing motors (which can damage the
motors’ internal components).
The SWING LEFT condition operates in the same manner as SWING RIGHT. When
the operator requests SWING LEFT, the swing pump supply oil to the swing motors
causes the upper structure to rotate in a counterclockwise direction.

SWING DRIVE CIRCUIT

MAKEUP OIL OPERATION - STOP FROM SWING RIGHT
(01)
Swing Control
Lever
(15)
(15)
Parking Parking
(14) Brake Brake
Motor Motor
(13) (18)
Valve
(02)
(12)
Machine
Anti-Reaction
ECM
(Cushion) (20)
Makeup Check
Circuit Valves
(07)
Swing
Control
(05)
Valve
Valve Spool
(11)
From
Other
Circuits
(04)
(09)
Control Valve
(06)
Swing
Back Pressure
(08) Valve
Pilot Manifold
(21) (22)
Pilot Swing
Pump Pump
Swing Hydraulic System Operation - Stop From Swing Right
• Detailed explanation of the swing The iillustration above shows the swing hydraulic system in the initial SWING STOP
hydraulic system operation in condtion from SWING RIGHT movement (shown in the previous illustration).
the SWING STOP FROM SWING
RIGHT condition When the swing control lever (01) is returned to the NEUTRAL position after a
SWING RIGHT command, the loss of signal from the control lever position sensor
causes the Machine ECM (02) to de-energize the swing right proportional
valve (03). When the proportional valve is de-energized, it blocks the pilot oil
drain passage and opens the pressure chamber at the right end of the valve spool
to pilot pressure oil.
The force of the pilot pressure oil from the pilot pump (21) assists the centering
springs in shifting the control valve spool (05) back to the NEUTRAL position. With
the control valve spool centered, supply oil from the swing pump (22) and return oil
from the left swing motor (16) and the right swing motor (17) is blocked. The SWING
RIGHT operation begins to stop.
Although the oil flow to and from the swing motors is stopped by the control valve
spool, the machine’s upper structure continues to rotate because of its mass and
inertia. Due to the mechanical connection between the upper structure and the
swing motors, the continued movement of the upper structure causes the two swing
motors to operate like pumps. This condition causes the oil pressure to rise rapidly
on the left side of the swing motor circuits and a negative pressure (vacuum) is
created on the right side of the swing motor circuits.

The relief valves (14) on the pressure side of the swing motors will open to vent the
pressure oil into the relief and makeup circuit (20) due to the initial pressure spike
created from the swing stop. The negative pressure on the right side of the swing
motor circuits causes the makeup valves (13) to open. The pressure oil from the
relief valves is then returned to the negative pressure side of the circuit through the
makeup valves.
In addition, pump supply oil (at STANDBY pressure) can help satisfy the negative
pressure side of the circuit through two paths, if needed. Some of the pump supply
oil can enter the relief and makeup circuit through the swing back pressure valve (06)
and the relief and makeup circuit. Pump supply oil (at STANDBY pressure) can also
enter the negative pressure side of the swing motor circuits through the (right) check
valve (19) that opens to the low pressure side of the loop.
The anti-reaction valves (12) help dampen the stop at the end of rotation of the upper
structure. The orifice at the left anti-reaction valve creates an initial low pressure
beneath the valve while high pressure oil is present at the top of the valve. This
imbalance in pressure causes the anti-reation valve to shift, venting some of the
high pressure oil into the low pressure side of the circuit. This action helps dampen
the pressure spikes in the circuit. (A more detailed explanation of the anti-reaction
valves is found later in this module.)
Because damage can occur to the swing motors if the swing parking brakes are
applied before all upper structure movement has ceased, the Machine ECM does not
apply the swing parking brakes immediately. The Machine ECM de-energizes
the swing parking brake solenoid valve approximately 6.5 seconds after it
de-energizes the swing right proportional valve (and if all other implement
movement has ceased). When the swing parking brake solenoid valve is
de-energized, the pilot pressure oil that kept the brakes released is drained,
allowing the brake springs to ENGAGE the swing parking brakes. This time delay
ensures that the swing parking brake does not engage completely until the rotation
of the swing motors stop.
NOTE: This schematic is also representative of the condition when an external

force would try to rotate the upper structure when no command for rotation has
been requested.

SWING RELIEF VALVE OPERATION
(01) Stem (02) Spring (03) Pressure (04) Piston

Chamber
(12)
NEUTRAL
MINIMUM SETTING
(07) Orifice (06) Dampening Chamber (05) Stop
(13)
START OF SWING
OR
PRESSURE SPIKE
(09) Orifice
(08) Drain
(10) Orifice (11) Fill Chamber
Passage
(14)
SWING STALL
MAXIMUM SETTING
Swing Relief Valve Operation
• Explanation of the swing relief Two dual stage, swing relief valves are located in the head of the each swing motor.
valve operation for the following These relief valves limit the maximum pressure in the left and right swing circuits.
conditions:
The dual stage, swing relief valves open initially at a lower pressure to reduce the
- NEUTRAL shock of the initial high pressure in the swing circuit at swing start. The relief valves
also open to reduce the sudden pressure spike associated with swing stop or to
- START OF SWING (or a handle short duration pressure spikes during swing operation. The relief valves
pressure spike) allow for the highest swing circuit pressure that will provide the maximum swing force
without causing damage to any of the components or hoses or fittings in the swing
- SWING STALL circuit.
In NEUTRAL (12), the force from the spring (02) moves the stem (01) to the left to
the closed position and moves the piston (04) to the right against the stop (05).
When CLOSED, the stem is seated and prevents system pressure from entering the
drain passages (08).
At the start of the swing operation, or if a pressure spike occurs (13), system
pressure at the valve’s left end moves the stem to the right, which opens the work
port to the drain passages. System pressure oil also flows through the orifice (07)
at the left end of the stem, then through the center of the stem and into the pressure
chamber (03). As oil fills the pressure chamber, it flows simultaneously through
the orifice (09) to fill the dampening chamber (06) and also through the rightmost
orifice (10) into the fill chamber (11).

Because the surface area of the piston that is exposed to the fill chamber is larger than
the surface area of the piston exposed to the pressure chamber, the same pressure
oil on either side of the piston begins to move the piston to the left, compressing the
valve spring and the oil in the dampening chamber.
As pressure increases in the dampening chamber, it slows the movement of the

piston to the left. As the piston moves to the left, oil in the dampening chamber is
forced out of the orifice (09) in the piston and into the pressure chamber. At the same
time, more oil flows into the fill chamber. This feature modulates the movement of
the piston to the left to gradually compress the relief valve spring, increasing the
relief valve setting.
In a swing stall condition (14), the oil initially operates the valve the same as during a
pressure spike, but the piston is moved fully to the left to compress the spring even
more to the maximum spring pressure setting.
The system pressure is lowered as the high pressure oil is vented into the drain
passages. As soon as the system pressure is lowered to the setting of the relief
valve, the stem moves back to the left until it is seated, as shown in the NEUTRAL
(top) example.

(17) Left Swing Motor

ANTI-REACTION VALVE
(16) Relief
Valves
NEUTRAL
(18)
(15) Makeup
Right
Valves
Swing
Motor
(20) Swing Motor Circuit
Supply and Return
Oil Ports
(01) Check
Valves
(14)
Small
Spring
(02)
(13) Swing
Valve Control Valve
(12) (09)
Orifice Dampening
Chamber (05) Inlet
Check Valve
(11)
Ball (03)
(08) Swing
(10) Plunger Back Pressure
(06) Slow (04) Valve
Large (07) Swing
(19) Return Check
Spring Piston Pump
Stop Valve
Anti-Reaction Valve Operation
• Detailed explanation of the Anti- Due to its mass (weight and size), it is difficult to stop the upper structure from swing
Reaction Valve operation in the movement at the desired position when the swing control lever (joystick) is moved
NEUTRAL condition back to the NEUTRAL position. Besides the dampening effect built into the swing
relief valves, anti-reaction or swing cushioning valves are used to reduce and inhibit
counter rotation of the swing motor.
With the swing control valve in NEUTRAL, supply oil from the swing pump (04) is
blocked by the swing control valve (02). No pump supply oil can flow to the swing
motors (17). Although the swing control valve blocks the flow of swing pump supply
oil to the swing motors, the swing back pressure valve (03) and the slow return check
valve (06) maintain a pressure slightly higher than tank pressure. The swing back
pressure valves ensure that oil is readily available for the makeup valves (15), in the
event that the upper structure is moved from external forces, causing rotation of the
motors. If needed, this additional back pressure oil can enter the circuit through the
check valves (01) if the swing circuit pressure falls below the back pressure valve’s
setting.
With no swing command and/or oil flow, there are no pressure differentials present
in the swing circuit. Both plungers (08) in the anti-reaction valves are held down by
the large springs (10). The small springs (14) above the upper valves (13) hold the
upper valves down against the plungers. The pistons (07) are held inside the bottom
of the plungers by the force of the stops (19) at the bottom.

NOTE: Since the anti-reaction valves are installed in the head of the left swing
motor, only the left swing motor is shown in this and in subsequent illustrations.
The right swing motor is affected identically by the anti-reaction valves.

(17) Left Swing Motor ANTI-REACTION VALVE

(16) Relief
Valves
SWING START
(18)
(15) Makeup
Right
Valves
Swing
Motor
Supply and Return
Oil Ports
(01) Check
Valves
(14)
Small
Spring
(02)
(13) Swing
Valve Control Valve
(12) (09)
Orifice Dampening
Chamber (05) Inlet
Check Valve
(11)
Ball (03)
(08) Swing
Large (19) (07) Swing
Return Check
Spring Stop Piston Pump
Valve
• Detailed explanation of the Anti- When the swing control lever (joystick) is first moved toward the SWING RIGHT
Reaction Valve operation in the position, the spool in the swing control valve (02) shifts. The supply oil from the
SWING START condition swing pump (04) flows through the swing control valve to the swing motor (17)
through the right supply oil port (20) to the swing motor.
Return oil from the swing motor flows back to the swing control valve through the left
return oil port (20). After the return oil passes through the swing control valve the
return oil is divided. Some of the oil flows to the hydraulic oil tank through the swing
back pressure valve (03) and then the slow return check valve (06). The rest of the
oil flows to the check valves (01). The swing motors begin rotating and the upper
structure begins to swing right.
At swing start, the right relief valve (16) and the left makeup valve open to reduce
the initial pressure spike. The swing circuit oil pressures are also sensed by the anti-
reaction valves through the supply and return oil ports as follows:
Right Anti-Reaction Valve: The high pressure on the right side of the swing
motor is sensed through the center of the valve (13) and the plunger (08)
to the chamber above the piston (07). As the pressure increases in the
chamber, the ball (11) is moved down and seals off the center passage in
the plunger. The large spring (10) chamber is opened to the tank pressure
in the return oil side of the circuit. The force of the large spring plus the high
pressure above and tank pressure below move both the plunger and the
piston down. The high pressure above the valve plus the force of the small
spring also keep the valve moved down.

Left Anti-Reaction Valve: High pressure supply oil flows through an internal
passage to the large spring (10) chamber. At the same time, the valve is
open to the tank pressure on the return oil side of the circuit. As oil in the
ball chamber drains through the center passage of the valve, the ball (11)
is moved up against and seals the bottom of the valve. This action starts
to move the valve up against the small spring (14), separating the valve
from the plunger and allowing high pressure oil into the ball chamber. The
pressure above and below the plunger and the piston increases equally,
allowing the large spring to move the plunger down. The high pressure
beneath keeps both the ball and the valve moved up against the small
spring. As the valve moves up, oil fills the dampening chamber through the
orifice (12).
In the swing start condition, the relief valve and the makeup valve both open
suddenly from the initial pressure spike in the circuit. The anti-reaction valves
prevent the pressure spikes from affecting swing pump oil delivery pressure, reducing
pressure spike “echos” in the swing hydraulic system. The changing oil pressures
that cause the movement of the valves, plungers, and pistons absorb the shock of
the pressure spike in the circuit.
NOTE: The relief and makeup valves in the right swing motor operate identically
to the left swing motor valves. Only one swing motor and its associated valves
and circuit are shown for clarity.


(16) Relief
Valves
SWING - CONSTANT SPEED
(18)
(15) Makeup
Right
Valves
Swing
Motor
Supply and Return
Oil Ports
(01) Check
Valves
(14)
Small
Spring
(02)
(13) Swing
Valve Control Valve
(12) (09)
Orifice Dampening
Chamber (05) Inlet
Check Valve
(11)
Ball (03)
(08) Swing
Return Check
Valve
• Detailed explanation of the Anti- After the initial increase of pressure on the right side of the swing motor (17) at the
Reaction Valve operation in the start of the swing, the momentum of the upper structure requires less pressure to
CONSTANT SPEED condition continue swing movement. During the CONSTANT SPEED condition, the oil
pressure on the supply side of the swing motor decreases since the upper structure
is moving and gaining momentum. Also, the swing pump flow rate has been adjusted
by the Machine ECM to match the operator’s swing speed request.
The valves, pistons, and plungers remain in the positions in which they were placed
at swing start, but the pressure differential between the supply side and the return
side of the circuit is not as great.
If the swing is uphill or downhill, these pressures will vary, but the anti-reaction valves
will remain in the same condition and positions.


(16) Relief
Valves
SWING STOP
(18)
(15) Makeup
Right
Valves
Swing
Motor
Supply and Return
Oil Ports
(01) Check
Valves
(14)
Small
Spring
(02)
(13) Swing
Valve Control Valve
(12) (09)
Orifice Dampening
Chamber (05) Inlet
Check Valve
(11)
Ball (03)
(08) Swing
Return Check
Valve
• Detailed explanation of the Anti- When the swing control lever (joystick) is returned to NEUTRAL while the upper
Reaction Valve operation in the structure is swinging, supply oil from the swing pump (04) is blocked at the swing
SWING STOP condition control valve (02). The mass and momentum of the upper structure causes the
swing motors (17) to continue to rotate. This SWING STOP condition causes the
swing motors to act as pumps.
Since the return oil from the motor is blocked by the swing control valve, pressure
increases rapidly on the left side of the swing motor. The swing circuit pressure
decreases below tank pressure on the right side of the swing motor.
The left relief valve (16) opens immediately to relieve some of the pressure on the
left side of the swing motor.
The right makeup valve (15) also opens to allow the relief oil into the low pressure
side of the motor to prevent motor cavitation.
Some swing pump supply oil is available to help satisfy the makeup operation through
the top check valve (01).
The slow return check valve (06) and the swing back pressure valve (03) maintain
a pressure that is somewhat higher than tank pressure to ensure that the makeup
valve and the check valve can open quickly.

The swing circuit oil pressures on each side of the swing motor are also sensed by
the anti-reaction valves through the supply and return oil ports as follows:
Left Anti-Reaction Valve: The pressure on the left side of the swing motor
is sensed through the center of the left anti-reaction valve (13) and into the
ball chamber. The large spring (10) chamber is opened to the negative tank
pressure through an internal passage in the valve housing. As pressure
increases in the ball chamber, the piston and plunger stay down. The ball
seats against the top of the plunger from the high pressure above and the
low pressure below. The valve also starts to move down from the force of
the small spring (14) and the high pressure above. The oil in the dampening
chamber (09) slows and modulates the valve’s movement to allow a slow
flow of oil from the ball chamber through an internal passage to the negative
pressure side of the circuit.
Right Anti-Reaction Valve: The high pressure on the left side of the swing
motor is sensed in the large spring chamber (10) of the right anti-reaction
valve through an internal passage in the valve housing. The negative
pressure on the right side of the swing motor is sensed through the center
passage of the valve (13). The change in pressures in the ball chamber
moves the ball (11) up against and seals the bottom of the valve. The
difference in pressure above and below the valve starts to move the valve
up, separating it from the plunger (08). Once the valve and the plunger
separate, the high pressure from the internal passage enters the ball
chamber and equalizes above and below the plunger and the piston (07).
The high pressure moves the valve all the way up and the large spring
keeps the plunger and piston moved down. As the valve moves up, oil fills
the dampening chamber through the orifice (12).
The relief and makeup valves rapidly exchange oil from the high pressure side to
the low pressure side of the swing motor. The anti-reaction valve components have
moved again, easing the changes in pressures from one side of the swing motors to
the other side.
As the pressure is relieved on the left side of the swing motor, the relief valves and
the makeup valves close and the swing motors stop. When the motors stop, the
differential of the higher pressure on the left side of the motors and low pressure on
the right side of the motors cause the motors to start to counter rotate.


(16) Relief START OF COUNTER ROTATE
Valves
(15) Makeup (18)

Valves Right
Swing
Motor
Supply and Return
Oil Ports
(01) Check
Valves
(14)
Small
Spring
(02)
(13) Swing
Valve Control Valve
(12) (09)
Orifice Dampening
Chamber (05) Inlet
Check Valve
(03)
(11) (08) Swing
(10) Ball Plunger Back Pressure
Return Check
Valve
• Detailed explanation of the Anti- Due to the higher pressure on the left side of the motor (caused by the swing right
Reaction Valve operation in the momentum at swing stop), the swing motor (17) starts to counter rotate
START OF COUNTER ROTATE (reverse direction). As the motors begin to counter rotate (from counterclockwise to
condition clockwise), the pressure on the left side of the motor drops rapidly (from the high
pressure at SWING STOP). At the same time, the pressure on the right side of the
motor increases (from the negative pressure at SWING STOP).
Since the pressures on either side of the swing motor are now below the settings of
the relief valves (16), no oil is vented into the makeup circuit to the slow return check
valve (06). Both pressures are also equal to or higher than the back pressure oil, so
the check valves (01) also stay closed. The oil flow from the high pressure and low
pressure sides of the motors can now only pass through the anti-reaction valves.
Both valves (13) and plungers (08) are now completely separated by the pressure
differentials. As the valves move all the way up, oil fills the dampening chambers
through the orifice (12). The pressures and the force of the small springs (14)
compress the oil in the dampening chambers as it escapes slowly through the
orifices.
With the valve and plunger separated, the ball chamber now creates an orifice
effect from one side of the circuit to the other. This orifice effect slows the speed
and reduces the pressure of the oil from one side of the motor to the other. In
the condition shown above, the ball is seated against the bottom of the right valve.
When the pressures reverse again (for re-counter rotate), the left ball will be seated
beneath the left valve as the pressures reverse.

The swing motors change direction several times before all movement ceases. Each
time the motors reverse, the oil flow is slower and the pressures are less than the time
before. This is due to the orifices (12) in the dampening chambers (09). During the
alternating pressures, the dampening chambers depressurize, allowing both valves
to be shifted down by the small springs (14). As the valves move down, the orifice
between the plungers and valves get smaller until the two pieces are rejoined.
When the plungers and valves are rejoined and all oil flow has ceased, the swing
system and the anti-reaction valves are placed back in the NEUTRAL condition, as
shown first.

SWING DRIVE
(01) First Stage
Planetary Carrier
(12) Shaft
(02) First Stage
Planetary Gear
(03) Second Stage

(11) First Stage
Planetary Carrier
Sun Gear
(04) Ring Gear

(10) Second Stage
Sun Gear
(05) Second Stage
Planetary Gear
(09) Housing
Sun Gears - Red

Ring Gear - Green
Input Shaft - Orange
Planet Carriers - Pink
(06) Roller Bearing Planet Gears - Brown
(07) Pinion Shaft
(08) Bearing Gear
Swing Drive - Mechanical Operation
• Component identification of the The 374D hydraulic excavator uses two swing drive assemblies for rotating the upper
swing drive assemblies structure. Both swing drive assemblies are identical in construction. The swing drive
consists of a double reduction planetary gear system. The planetary gears reduce
• High level explanation of the rotational speed, but increase the torque of the swing motors. A swing motor is
the swing drive mechanical bolted to the top of each swing drive assembly. The swing drive is bolted to the
operation upper structure. The teeth of the swing drive output pinion shaft engage with the
teeth of the bearing gear of the swing bearing. The bearing gear is bolted to the
lower structure. The pinion shaft rotates around the inside of the bearing gear. This
rotation causes the upper structure to rotate, or swing. The splined swing motor
output shaft (12) drives the first stage sun gear (11).
The swing drive is divided into two groups. The first group provides a double
reduction of motor speed.
• The components of the first stage reduction are:
- the first stage sun gear (11);
- the first stage planetary gears (02);
- the ring gear (04); and
- the first stage planetary carrier (01).
• The components of the second stage reduction are:
- the second stage sun gears (10);
- the second stage planetary gear (05);
- the ring gear (04); and
- the second stage planetary carrier (03).

The second group transmits the output speed and direction of the planetary gear
sets to the swing bearing gear. The components of the second group are:
• the roller bearings (06); and
• the pinion shaft (07).
The roller bearings are installed in the housing (09) and support the pinion shaft.

PLANETARY ASSEMBLY
(01) (04)
First Stage Shaft
Planetary
Gears
(05)
First Stage
Sun Gear
(02)
First Stage (06)
Planetary Swing Motor
Carrier Output Shaft
(01)
First Stage
(03) Planetary
Ring Gear Gear
(04)
(04) Shaft
Shaft
• Brief explanation of the The swing motor output shaft (06) is splined to the first stage sun gear (05). The first
mechanical operation of the stage planetary gears (01) in the first stage planetary carrier (02) mesh with the first
FIRST STAGE planetary gear set stage sun gear (05). When the first stage sun gear rotates CCW, the first stage
operation for the swing drive planetary gears rotate in a CW direction on shafts (04) that are connected to the first
assemblies stage planetary carrier (02).
The ring gear (03) is bolted to the swing drive housing and is held stationary. The
first stage planetary gears also mesh with and move CCW around the inside of the
ring gear.
As the first stage planetary gears move CCW around the inside of the ring rear, the
first stage planetary carrier rotates CCW as it is driven by the planetary gear shafts.

251- Module 7 - Swing Hydraulic System
SWING DRIVE
POWER FLOW
(10) (09) (08)

Second Stage Second Stage First Stage
Planetary Carrier Planetary Gear Planetary Gear
(11) (07) Inner

Planetary Shaft Circumference
(12) Sun Gears - Red

Input Ring Gear - Green
Shaft Planet Shafts - Cat Yellow
Planet Gears - Brown
(06) Input Shaft - Orange
First Stage
Sun Gear
(01) (02) (03) (04) (05)

Pinion Roller Second Stage Ring First Stage
Shaft Bearings Sun Gear Gear Planetary Carrier
• Component identification of The first stage sun gear (06) is driven by the input shaft (12).
first stage and second stage
planetary gear set Splines on the inner circumference (07) of the first stage planetary carrier (05) engage
• Brief explanation of the with the splines on the second stage sun gear (03). This engagement causes the
mechanical operation of the second stage sun gear to rotate CCW when the first stage planetary carrier (05)
SECOND STAGE planetary gear rotates CCW.
set
The second stage planetary gears (09) engage with the second stage sun gear.
• Explanation combines the When the second stage sun gear rotates CCW, the second stage planetary gears
explanation of the power flow rotate CW on their planetary shafts (11). As the second stage planetary gears
from FIRST STAGE planetary rotate CW, they move in a CCW direction around the inside of the stationary ring
gear set to the SECOND STAGE gear (04).
planetary gear set to the PINION
SHAFT Since the second stage planetary gear shafts are connected to the secondary
planetary carrier (10), the second stage planetary carrier turns CCW. The splines
on the inner circumference of the second stage planetary carrier engage with the
splines of the pinion shaft (01). When the second stage planetary carrier turns CCW,
the pinion shaft rotates CCW.

(02)
(01) Swing Bearing
Pinion Gear
Shaft
PINION SHAFT
ROTATION
• Explanation of pinion shaft The pinion shaft (01) of each swing drive engages with the inner circumference of the
engagement with swing bearing swing bearing gear (02). The bearing gear is bolted to the lower structure and is
gear - rotation of upper structure stationary.
about the stationary swing gear.
As the pinion shafts rotate CCW, the pinion shafts move in a CW direction around the
inside of the swing bearing gear.
Since the swing drives (and pinion shafts) are bolted to the upper structure, the
upper structure also rotates in a CW direction around the swing bearing gear. This
rotation causes the upper structure to swing to the right (CW rotation) about the
lower structure (undercarriage).

This concludes the module on the Swing Hydraulic System for the 374D Hydraulic
Excavator.
When used in conjunction with the Service Manuals, the information in this module
should aid the service technician in troubleshooting, testing, adjusting, and correcting
problems with the swing hydraulic system.
For service repairs, specifications, adjustments, and maintenance, always refer to

the Operation and Maintenance Manual (OMM), Service Manuals, and other related
service publications.


Travel System
M
SERV1871

Module 8 - Travel System
Text Reference

-255- Module 8 - Travel System
374D TRAVEL SYSTEM

(13)
Bucket
Cylinder
(11) (12) (10) (09)
(15) Left Travel Left Swing Right Swing
Right Travel
(14) Boom Motor Motor & Motor &
Motor
Stick Cylinders Brake Control Control Valve
Cylinder
(17)
Swivel
(05)
(07) (02) (03) (04) (01) Main

(06) (08)
Cooling & Pilot Fan Swing Engine Hydraulic
Pilot Fan
Return Oil Pump Pump Pump Pumps
Manifold Motor
System
(16) Hydraulic Tank
TRAVEL SYSTEM
• Travel system component The 374D travel system employs the use of several components in the hydraulic
identification: system, which include:
- travel motors (11) and (12) • two bi-directional two-speed travel motors (11) and (12), which propel
the final drives and the attached track sprockets;
- main hydraulic pumps (01)
• the main hydraulic pumps (01), which supply oil for travel motor
- main hydraulic control operation;
valve (09) • the main hydraulic control valve (09), which controls the flow of oil to the
travel motors from the main hydraulic pumps;
- pilot pump (02) • the pilot pump (02), which supplies oil for the operation of the travel
control valves and the two-speed feature of the travel motors;
- pilot manifold (06)
• the pilot manifold (06), which sets the pilot pressure and contains the
- swivel (17) two-speed travel solenoid valve;
• the swivel (17), which is the rotating connection for all hydraulic oil
- cooling and return oil between the upper structure (carbody) and the lower structure; and
system (07) • the cooling and return oil system (07), which handles all the return oil
resulting from travel system operation.
• The travel system is controlled
using the travel control pedals/ The travel system is controlled using the two travel control pedals or control levers in
levers and the travel speed front of the operator seat. The two-speed travel feature can be enabled or disabled
control switch in the operator using the two-speed travel soft switch on the soft switch panel in the operator
compartment compartment.

3 4
Travel System - Component Location
• Main hydraulic control valve (01) The main hydraulic control valve (01) is accessible from the top of the carbody by
- location on the machine (view is removing the service access walkway, just forward of the engine compartment
from the rear looking forward) hood (02). (The valve is shown above with the walkway removed.)
• Left and right travel control The innermost wall of the air filter and battery compartment (03) is visible at the
valves (05) - position in the main left of the main hydraulic control valve and the innermost wall of the hydraulic oil
hydraulic control valve tank (04) is visible at the right.
The two travel control valves (05) are situated in the left valve bank of the main
hydraulic control valve.
NOTE: The arrow at the lower right of this and subsequent component location
photos points toward the front of the machine.

257- Module 8 - Travel System

FRONT OF LEFT FRONT VIEW
MACHINE
(09)
High Pressure Supply
(10) Left Travel Motor
High Pressure Supply FORWARD
Right Travel Motor
FORWARD (08)
Proportional Valve
Left Travel Motor
REVERSE
(07)
Proportional Valve
Right Travel Motor
REVERSE
(06)
Left Side
Return Oil Port
(01)
Right Travel Motor
REVERSE (05)
Flow
(02) Compensator
Proportional Valve Valves
Left Travel Motor (03) (04) (Travel)
FORWARD Proportional Valve High Pressure Supply
Right Travel Motor Left Travel Motor
FORWARD REVERSE
• Main hydraulic control valve - The illustration above shows the main hydraulic control valve as viewed from the
location and identification of the left front of the machine. Travel system components identified in the illustration
travel control valve components - above, and their basic functions are:
this view is from the left front of
the machine • The High Pressure Supply for Right Travel Motor REVERSE (01) is
the connection point for the supply hose to the swivel for the right travel
motor REVERSE direction.
• The Proportional Valve for Left Travel Motor FORWARD (02) is

• The Proportional Valve for Right Travel Motor FORWARD (03) is

• The High Pressure Supply for Left Travel Motor REVERSE (04) is
the connection point for the supply hose to the swivel for the left travel

• The Flow Compensator Valves (05) (one for each travel motor circuit)
use duplicated load signal pressure to modulate the flow of pump
supply oil to the travel motors in direct proportion to the travel pedal/
lever movement, regardless of the oil pressure and flow rate in other
circuits. These valves will prevent the travel motors from speeding up
or slowing down when another circuit is activated.
• The Left Side Return Oil Port (06) is the passage through which all
return oil from the left valve bank flows to the hydraulic tank.
• The Proportional Valve for Right Travel Motor REVERSE (07) is

the movement of the right travel control pedal/lever.
• The Proportional Valve for Left Travel Motor REVERSE (08) is a

solenoid controlled pilot valve that pressurizes and drains the pilot
the movement of the left travel control pedal/lever.
• The High Pressure Supply for Left Travel Motor FORWARD (09) is
motor FORWARD direction.
• The High Pressure Supply for Right Travel Motor FORWARD (10) is

3
2
• Travel system component The main hydraulic oil pumps (01) and the pilot oil pump (02) are located in the pump
location and identification in the compartment, at the right rear of the machine.
pump compartment:
The main hydraulic oil pumps supply the high pressure oil to the main hydraulic
1. Main hydraulic oil pumps control valve, which contains the left and right travel control valves. The two travel
control valves determine the flow rate and direction of the high pressure oil from the
2. Pilot oil pump pumps to the two travel motors.
3. Return oil filters The pilot oil pump supplies oil to the pilot manifold, which sets the pilot oil pressure
and contains the two-speed travel solenoid valve.
The return oil from the travel motors, via the travel control valves, is returned to
the hydraulic oil tank through the return oil filters (03). The return oil filters are
located in the compartment forward of the pump compartment, on the right side of
the machine.

• Travel system component A pressure sensor (01) is installed in the pump regulator (02) of the front main
location and identification in the hydraulic pump (03). The signal from this pressure sensor is used by the Machine
pump compartment: ECM to determine when to enable or disable the HIGH SPEED travel condition when
the AUTO SPEED MODE is selected using the two-speed travel soft switch in the
1. Pump discharge pressure operator compartment.
sensor
If the AUTO SPEED MODE has been selected when system pressures are high,
2. Front main hydraulic pump as determined by this sensor, the Machine ECM will DE-ENERGIZE the two-speed
regulator travel solenoid valve to disable the HIGH SPEED condition.
3. Front main hydraulic pump When system pressures are low, the Machine ECM will ENERGIZE the two-speed
travel solenoid valve to invoke the HIGH SPEED condition.

1
3
• Travel system component The pilot manifold (01) may be accessed by removing the center access plate to the
location and identification rear of the swing gear housing and beneath the carbody. The pilot manifold is located
beneath the carbody, through the on the right side of the access opening. The pilot manifold is the main distribution
access plate behind the swing center for pilot pressure oil that is used to control the two-speed travel function.
bearing:
The forward ON/OFF solenoid (02) is the two-speed travel solenoid valve. When
1. Pilot manifold ENERGIZED, this solenoid valve sends pilot pressure oil to both the left and the right
travel motor change displacement valves. The travel change displacement valves
2. Two-speed travel solenoid valve shift the travel motors’ swashplates to a decreased angle, which results in the high
speed travel mode. This function is discussed in greater detail later in this module.
3. Pilot pressure relief valve
The pilot pressure relief valve (03) is installed in the bottom of the pilot manifold.
The pilot relief valve sets the pilot system pressure to approximately 4100 kPa
(595 psi). This is the pilot oil pressure that is made available to the proportional
solenoid (control) valves for controlling the flow of high pressure oil for travel motor
operation and for two-speed travel control.

3 2
• Travel system component High pressure pump supply oil from the travel control valves is directed through the
location and identification at the large hoses (01) and enters the swivel (02). The swivel is the rotary hydraulic
boom foot: connection between the upper structure and the undercarriage. The swivel is located
at the boom foot, just forward of the two swing drive motor assemblies (05).
1. High pressure supply and return
oil hoses from the travel control Pilot oil from the two-speed travel solenoid valve to the travel motor displacement
valves to the travel motors - change valves enters the swivel through the hose (03) at the rear of the swivel.
connection at swivel
2. Swivel Case drain oil from the travel motors and drain oil from the parking prake pistons
and the travel motor swashplate actuators returns to tank through the larger left
3. Pilot supply hose for travel hose (04).
motor change displacement
valves The swivel is the rotary hydraulic connection between the upper structure, which
4. Travel motor case drain oil, rotates, and the lower structure (undercarriage), which is stationary. The high
parking brake drain oil, and pressure pump supply oil and return oil from the travel motors, pilot supply oil to
swashplate actuator drain oil the travel motors, and case drain oil from the travel motors are all directed through
hose to tank separate passages in the swivel.
5. Two swing drive assemblies The swivel functionality has not changed from previous machines, but the
configuration is somewhat different. The majority of the swivel case is bolted to the
• Swivel function - rotary hydraulic lower structure.
connection - configuration is
changed from previous machines

(08)
(09)
Left
SWIVEL
Right
FWD
(10) FWD
(07)
Right
Left
REV
REV
(05)
Pilot
Supply (06)
Case
(03)
Drain
Left Travel Motor
FORWARD
(04)
Left Travel Motor
REVERSE (01)
Right Travel Motor
FORWARD
(02)
(06) Right Travel Motor
Case
Drain
REVERSE
FRONT OF
MACHINE
• Swivel - location and The illustration above shows the swivel, as viewed from the RIGHT REAR of the
identification of the swivel machine. The features shown above are:
features and the connections to
the control valve and the travel • The High Pressure Supply for Right Travel Motor FORWARD (01) is
motors. the connection point for the supply hose to the swivel for the right travel
• The High Pressure Supply for Right Travel Motor REVERSE (02) is
• The High Pressure Supply for Left Travel Motor FORWARD (03) is
• The High Pressure Supply for Left Travel Motor REVERSE (04) is
• The Pilot Supply (05) line from the two-speed travel solenoid valve
connects at the upper, rotating portion of the swivel. The two hoses
connected to the lower stationary portion of the swivel deliver the pilot
pressure oil to the displacement change valves in the left and the right
travel motors.
• The two Case Drain (06) hoses from the travel motors connect at the
bottom of the swivel. After passing through the rotary connection, a
hose connected to the upper port returns the oil to the hydraulic oil tank,
via the return oil filters.

The hoses connected to the upper, rotating portion of the swivel deliver the high
pressure pump supply oil from the main hydraulic control valve. These hoses are
identified as:
• The Left REV (07) hose supplies oil to the left travel motor when LEFT
REVERSE travel has been commanded.
• The Left FWD (08) hose supplies oil to the left travel motor when LEFT
FORWARD travel has been commanded.
• The Right FWD (09) hose supplies oil to the right travel motor when
RIGHT FORWARD travel has been commanded.
• The Right REV (10) hose supplies oil to the right travel motor when
RIGHT REVERSE travel has been commanded.

4
5
7
1
• Travel system component The image above shows the inside of the left travel motor assembly, after the inside
location and identification at the cover has been removed.
travel motor/final drive:
Each track is driven by a variable displacement bi-directional piston motor (01), via
1. Left travel motor (variable a final drive planetary gear set. A counterbalance valve (05) prevents overspeed
displacement bi-directional while the machine is traveling downhill, prevents shock to the system when travel is
piston motor) stopped and started, and helps prevent travel motor cavitation.
2. Crossover relief valves
The two crossover relief valves (02) protect the travel motor from pressure spikes.
3. Pilot supply for displacement
change valve operation Pilot pressure oil is directed to the displacement change valve through the small
4. Drain hose: hose (03). This hose enters from the bottom of the right motor case.
- Motor case drain
- Parking brake piston drain Case drain oil from the travel motor and drain oil from the parking prake piston and
- Swashplate actuator drain the travel motor swashplate actuator returns to tank through the hose (04) on top of
the motor case. This hose is oriented the same on the right side motor.
5. Counterbalance valve
6. High pressure supply line for The upper supply line (06) directs high pressure pump supply oil to the travel motor
REVERSE travel for REVERSE travel. The lower supply line (07) directs high pressure pump supply
oil to the travel motor for FORWARD travel. These hoses are oriented the same on
7. High pressure supply line for the right side motor, top and bottom.
FORWARD travel

1
3
• Travel system component The final drive (01) is composed of a three stage planetary gear set that provides
location and identification: triple gear reduction of the travel motor output. The planetary gear set reduces the
travel motor speed and increases the torque to drive the track.
1. Final drive assembly - three
stage planetary gear reduction A final drive lube oil fill plug (03) and drain plug (02) is in the outer cover. The fill plug
is also used to check the lube oil level when the cover is oriented properly.
2. Final drive lube oil drain plug
NOTE: The final drive should be rotated until the drain plug is located at the
3. Final drive lube oil fill plug (also bottom center before checking the lube oil level, adding lube oil, or draining lube
used for checking lube oil level) oil. Refer to the Operation and Maintenance Manual for specific information
regarding oil type and service intervals.

1 3
2 4 5
• Travel system component FORWARD travel is controlled by pushing the left travel lever (01) and the right travel
location and identification - lever (03) FORWARD at the same time, or by depressing the TOP of the left travel
operator controls: pedal (02) and the right travel pedal (04) at the same time.
1. Left travel lever STRAIGHT FORWARD travel may also be accomplished by depressing the top of
2. Left travel pedal the straight travel pedal (05), if the machine is so equipped.
3. Right travel lever REVERSE travel is accomplished by pulling both travel levers REARWARD or
4. Right travel pedal depressing the BOTTOM of the pedals. Straight REVERSE travel may also be
commanded by depressing the bottom of the straight travel pedal.
5. Straight travel pedal
6. Lockout pin for straight travel LEFT TURN FORWARD is controlled by pushing the RIGHT TRAVEL LEVER
pedal FORWARD or by depressing the TOP of the RIGHT TRAVEL PEDAL.
RIGHT TURN FORWARD is controlled by pushing the LEFT TRAVEL LEVER

FORWARD or by depressing the TOP of the LEFT TRAVEL PEDAL.
The straight travel pedal can be mechanically locked out to prevent accidental
machine movement (from bumping the pedal) by inserting the lockout pin (06) in the
housing beneath the pedal.

1 2
• Travel system component When the two-speed travel soft switch (01) is pressed, the travel speed is toggled
location and identification - between low speed mode and the auto speed mode.
operator controls:
• When the “Rabbit” indicator light is lit, the auto speed mode is enabled.
1. Two-speed travel soft switch
• When the “Tortoise” indicator light is lit, the low speed mode is selected.
- Rabbit indicates auto speed
mode
- Tortoise indicates low speed Whenever machine travel is commanded, the exterior travel alarm sounds. The
mode travel alarm cancel soft switch (02) will silence the alarm. The travel alarm cancel
switch must be pressed every time travel is commanded.
2. Travel alarm cancel soft switch
The soft switch panel is located at the front of the right switch console.

MACHINE TRAVEL ORIENTATION

(07)
Forward (07)
Travel Forward
Travel
(01) (08)
Left Travel Reverse
Control Lever Travel (03) Idler
(03) Idler
and Pedal
(02)
Right Travel
(04) Cab
Control Lever
and Pedal
(06)
Right Travel
Motor
(05)
Left Travel
Motor
(08)
Reverse
Travel
• Explanation of machine position The direction of travel is relative to the position of the lower structure. For normal
and the relationship to determine travel, the idler (03) is positioned in front of the cab (04), and the left travel motor (05)
FORWARD and REVERSE travel, and right travel motor (06) are to the rear of the cab.
pivot turns, and spot turns
With the machine is in the normal position of travel, move the travel control levers or
pedals (01) and (02) forward, away from the operator. This movement is called
forward travel (07), as the machine will move in the forward direction. When
the travel control levers or pedals are moved REARWARD, toward the operator, the
machine travels in the reverse direction.
When the upper structure is rotated 180 degrees, the travel motors are positioned in
front of the cab. The direction of travel and the operation of the travel control levers
or pedals are reversed from the normal travel direction.
When one of the travel control levers or pedals is moved forward, the respective
track travels forward. The machine turns because the stationary track acts as the
pivot point, which is called a “pivot turn.” To make a right turn, the left track must turn
faster than the right track.
The 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 control lever
REARWARD and move the other travel control lever FORWARD at the same time.
One track will travel REVERSE and the other track will travel FORWARD. The
machine will spot turn around the center axis of the machine.

(01)
Two-Speed
(02)
Travel Controls
TRAVEL HYDRAULIC SYSTEM
Travel Switch
NEUTRAL
(09) (09)
(08)
Minimum Angle Minimum Angle
Parking
(06) Left Travel Motor (07) Right Travel Motor Servo Piston
Servo Piston Brake
(10) (10)
(03) Displacement Displacement
Machine ECM Change Valve Change Valve
(11) (11)
Crossover Crossover
REV REV
Relief Valves Relief Valves
(13)
Brake
(12) Pilot (12)
Counterbalance Valve Counterbalance
Valve Valve
(04) (05)
Right Left
Travel Travel
Control Control
Valve Valve
(14)
Two-Speed Travel
Solenoid Valve
(19)
Pump
Pressure
Sensor
(16)
P
FWD FWD Main Hydraulic
(15) Pumps
Pilot
Pump
Travel HYDRAULIC SYSTEM
• Explanation of the travel system The illustration above shows a schematic of the travel hydraulic system in the
operation and component NEUTRAL condition. Due to no command for travel, the right travel control
functions using the travel valve (04) and the left travel control valve (05) are in the centered, or neutral
system schematic - NEUTRAL position.
CONDITION
The low speed selection (tortoise) is the default condition for the two-speed travel
switch (01), which is active above and does not allow the Machine ECM (03) to
automatically ENERGIZE the two-speed travel solenoid valve (14) for the higher
travel speed. The operator must press the switch once to enable the two-speed
auto mode (rabbit). Since the travel controls (02) have not been moved, no action
is taken by the Machine ECM to invoke machine travel.
The main hydraulic pumps (16) are in the STANDBY condition and supply standby
pressure oil to the right travel control valve and the left travel control valve, which
block the pump supply oil when in the NEUTRAL position.
The pilot pump (15) supplies pilot pressure oil to the pilot manifold (not depicted)
where the pilot relief valve sets the pilot pressure. From the pilot manifold, pilot
supply oil is directed to the two-speed travel solenoid valve (14) (installed in the pilot
manifold) and to all of the proportional solenoid valves for controlling the movement
of the main valve spools in the main hydraulic control valve.

With no oil flowing through the travel hydraulic system, the left travel motor (06) and
the right travel motor (07) are held stationary by the parking brakes (08).
With the two-speed travel solenoid valve DE-ENERGIZED, no pilot oil is sent to the
displacement change valves (10), so the minimum angle servo pistons (09) keep
both travel motor swashplates at their maximum angle. These actions allow only
low speed travel when travel is requested.
The pump pressure sensor (19) is installed in the pump regulator of the front main
hydraulic pump. The signal from this pressure sensor is used by the Machine ECM
to determine when to enable or disable the HIGH SPEED travel condition when the
AUTO SPEED MODE is selected using the two-speed travel soft switch.
With the travel system in the NEUTRAL condition, the oil between the travel
control valves and the counterbalance valves is drained to tank through the travel
control valves. The oil between the counterbalance valves and the travel motors is
trapped oil. In this condition, the crossover relief valves (11), the counterbalance
valves (12), and the brake pilot valves (13) are held in their default positions by their
return and/or centering springs.


NEUTRAL CONDITION
(01) (02) (03) (04) (05) (06)
Attachment Bucket Boom Stick Left Travel Right Travel
(12) Pilot Supply Control Control Control Control Control Control
Valve Valve Valve Valve Valve Valve
(11)
Neutral Bypass
Solenoid Valve
(10)
Neutral Flow
Control Valve
(14)
To Cooler
Bypass Valve
(13)
To Load Sensing
Relief Valve
FRONT OF
MACHINE (08) (09)
Front Rear
Pump Pump
Main Hydraulic Control Valve Operation
• Main hydraulic control valve The illustration above shows a cutaway representation of the main hydraulic control
operation - explanation of oil valve, as viewed from the top of the valve assembly. The left travel control
flow through the valve in the valve (05) and the right travel control valve (06) are the leftmost spools, as the control
NEUTRAL condition valve is oriented on the machine (the rightmost valves in the illustration above). The
control valve is shown in the NEUTRAL condition, as depicted in the previous
schematic.
The main hydraulic oil pumps (08) and (09) supply oil to the main hydraulic control
valve through two oil inlet ports at the bottom of the center valve bank. After the oil
enters the main control valve, the oil from the two pumps is combined for use by the
entire implement and travel hydraulic system.
When the attachment control valve (01), bucket control valve (02), boom control
valve (03), stick control valve (04), left travel control valve (05), and right travel control
valve (06) are in the NEUTRAL positions, as shown above, the oil (at STANDBY
pressure) does not flow to the implement cylinders or travel motors.
When there is no operator request for implement movement or travel, the Machine
ECM ENERGIZES the neutral bypass solenoid valve (11). This action causes the
neutral bypass solenoid valve to direct pilot pressure oil (12) to shift the neutral flow
control valve (10) DOWN against the force of the spring to the OPEN position. In the
OPEN position, most of the main hydraulic pump oil flows through the neutral flow
control valve to the slow return check valve (14) and then to the hydraulic tank via
the return oil filters.

Some of the oil flows to the load sensing differential pressure relief valves (13) where
the oil is blocked from flowing to the hydraulic tank. The neutral bypass solenoid
valve is only ENERGIZED when the implement/travel control levers and the travel
main control valve spools are in their NEUTRAL, or centered positions. Only then is
the neutral flow control valve shifted to the OPEN position.
When the control valves are in the NEUTRAL position, the main hydraulic pumps
produce only a small amount of oil flow at STANDBY pressure. With the neutral flow
control valve in the open position, the flow of pump supply oil passes through to the
hydraulic tank.

TRAVEL CONTROL VALVE

LEFT TRACK FORWARD
(17) (16)
Compensator Left Travel
Resolver
(05) Motor
Pilot Oil
Passage (19) (14)
(03) Reverse Forward
Pilot Supply Passage Supply Passage
Valve
Spool
(13)
Bridge
Passage
(01)
Proportional
Solenoid
Valve
(02) (12)
(04) (08)
Pin Pilot
Drain Tank
Chamber
Passage Passage
(06) (11)
Pilot (07)
Main Supply
Chamber Passage
Valve (09) (10)
Passage Slot
Travel Contol Valve Operation
• Travel control valve operation: The illustration above shows the left travel control valve in the FORWARD TRAVEL
condition. The right travel control valve operates identically to the description that
- Explanation of valve operation follows.
in the LEFT TRAVEL FORWARD
condition When the left travel control lever/pedal is moved toward the FORWARD TRAVEL
position, the control lever/pedal sensor sends a PWM signal to the Machine ECM.
The Machine ECM sends a corresponding electrical current to ENERGIZE the
proportional solenoid valve for left track FORWARD (01) in direct proportion to the
amount of the travel control lever/pedal movement.
When the solenoid is ENERGIZED, the pin (02) extends and moves the pilot valve
spool (03) to the right, blocking pilot pressure oil from the pilot oil passage (05) and
draining the existing pilot pressure oil in the pilot chamber (06) through the drain
passage (04). With pilot pressure oil present in the pilot chamber (12) at the right
end of the main valve spool (07), the spool shifts to the left.
High pressure supply oil from the main hydraulic pumps flows into the supply
passages (11), through the throttling slots (10) of the main valve spool, then into
the feeder passage (09). The flow compensator valve (17) moves UP when the
pressure in the feeder passage becomes greater than the pressure in the bridge
passage (13), plus the force of the springs and any duplicated load sensing signal
pressure (16) present above the flow compensator valve.

Once the flow compensator valve moves UP, the high pressure supply oil flows into
the bridge passage. Since the main valve spool is shifted to the left, the supply
oil is blocked at the left side (REVERSE) of the bridge passage, but the supply oil
flows through the throttling slots at the right end of the main valve spool and into
the FORWARD supply passage (14). From there, the supply oil flows out to the left
travel motor (15).
At the same time, return oil from the travel motor flows back to the control valve
and into the REVERSE supply passage (19). The return oil then flows through the
throttling slots at the left end of the main valve spool and into the tank passage (08),
where it returns to the hydraulic tank via the slow return check valves and the return
oil filters.
These actions cause the left travel motor to rotate in the FORWARD direction, which
causes the left track to move in the FORWARD direction.
Resistance to travel slows the flow of oil from the pumps and creates “work port
pressure.” The work port pressure in the left travel circuit is always in direct proportion
to the resistance, all the way from the travel motor to the flow compensator valve.
The work port pressure is sensed by the ball in the resolver (18). This is load sensing
signal pressure. (NOTE: Since the right travel control valve is situated at the end of
the main hydraulic control valve, the right travel control valve contains no ball in the
resolver passage. There is no upstream signal pressure to compare, so the signal
pressure is transmitted through the signal passage to the resolver in the left travel
control valve.)
If this work port, or load sensing signal pressure is higher than the load sensing
signal pressure in any other circuit in the main control valve, this pressure signal will
be sent through the resolver network in the main hydraulic control valve to the signal
duplication valve. The signal duplication valve creates an equal, but smoother
signal, with fewer pressure spikes and pressure drops that are usually present during
digging and travel operations. This smoother signal is called the “duplicated load
sensing signal.”
The duplicated load sensing signal is then sent to the main hydraulic pump regulators
and also back through the main hydraulic control valve. In the main hydraulic control
valve, the duplicated load sensing signal pressure (16) is sent to the load sensing
differential pressure relief valves and also to the top of all the flow compensator
valves (17). The duplicated load sensing signal pressure, plus the force of the spring
above the flow compensator valve, cause the flow compensator valve to meter, or
modulate the flow of oil to the travel motor in proportion to the movement of the travel
control lever/pedal and the external resistance to the travel motor rotation.
Any increases in circuit pressure are compensated by a corresponding increase in

duplicated load sensing signal pressure, resulting in an increase in pressure above
the flow compensator valve. The increase in load sensing signal pressure allows
the flow compensator valve to prevent the travel motor speed from varying with the
resistance to movement, or from the activation of another circuit that may require a
higher pressure for operation.
LEFT TRAVEL REVERSE works in a like manner, with the main valve spool shifting
to the RIGHT, sending pump supply oil in the opposite direction through the left
travel circuit. This causes the left travel motor to rotate in the opposite, or REVERSE
direction.

TRAVEL MOTOR
(18) (17)
From Park Park Brake (01)
Brake Pilot Minimum Angle
Valve Servo Piston
(16)
(19) From Displacement
Change Valve
Two-Speed
Travel Solenoid
Valve
(14)
Shuttle
(20) Valve
Drain (15) Inlet and Outlet Ports
(13) Minimum Angle
Stop Adjustment Screw
(01)
Minimum Angle
Servo Piston (12)
Plate
(11)
(02) Spring
Shaft
(10)
Piston
(03) (04) (05) (06) (07) (08) (09)

Swashplate Shoe Retainer Piston Barrel Port Plate Park Brake
Travel Motor Operation
• Identification of travel motor The two-speed travel motor assembly consists of three groups:
components
• the rotary group, which consists of the the drive shaft (02), the
• Explanation of the two-speed shoe (04), the swashplate (03), the retainers (05), the pistons (06), the
travel motor operation barrel (07), the port plate (08), and the minimum angle stop adjustment
screw (13);
• the parking brake group, which consists of the piston (10), the
springs (11), and the friction plates (12); and
• the valve group, which consists of the shuttle valve (14), the
displacement change valve (16), and the minimum angle servo
piston (01).
Low speed operation is the default operational condition. Main hydraulic pump
supply oil from the travel control valve flows into the travel motor inlet oil port and
through the counterbalance valve (not shown). From the counterbalance valve,
most of the supply oil flows into the piston inlet in the port plate.
Some of the oil opens and flows through the park brake pilot valve to the brake
piston. As the area to the left of the brake piston is pressurized, the piston moves
to the right, against the springs. This action releases the force and allows the brake
discs and friction plates to separate and the barrel to rotate freely.

The pistons are set in shoes that are held against the surface of the swashplate by
retainers (05). As the pump supply oil fills and pressurizes each piston, it is forced
outward (LEFT) from its cylinder in the barrel. The force of the piston moving outward
causes the shoe and the piston to slide upward along the slope of the swashplate.
This sliding force causes the cylinder barrel to rotate. Since the barrel is splined to
the drive shaft, the drive shaft rotates with the barrel. (The drive shaft is the input to
a planetary gear set in the final drive.)
As each piston and shoe reaches the top center position of the swashplate, the
piston is closed off from the pressure passages in the port plate and becomes open
to the return oil passages in the port plate. As the barrel rotates, each piston is
moved back inward (RIGHT) as the shoe and the piston slide downward along the
slope of the swashplate. As each piston moves inward, it forces the oil from its
cylinder through the return oil passages of the port plate and then into the return oil
passage in the motor head. The return oil flows past the relief and makeup valves in
the motor head and then back to the swing control valve.
High speed rotation is possible when pilot pressure oil from the two-speed travel
solenoid valve (19) moves the displacement change valve to the right. This action
closes off the drain passage to the minimum angle servo piston. At the same time,
the servo piston is opened to the passage from the shuttle valve. With high pressure
pump supply oil at the right of the shuttle valve, the shuttle valve opens and allows
the supply oil to pressurize (left side in the cutaway - bottom of chamber in schematic)
the minimum angle servo piston. As the servo piston is pressurized, it extends,
rotating the swashplate in a clockwise direction until it is stopped by the minimum
angle stop adjustment screw (13).
Rotating the swashplate to minimum angle decreases the displacement of the rotating
group (or decreases the amount of travel for the pistons to move in and out of the
cylinders in the barrel). Given the same rate of oil flow from the travel control valve
and the decrease in the motor displacement, the pressure in the system increases,
which causes the barrel to rotate faster. As the barrel rotates faster, so does the
output shaft (and the track, through the final drive).
When the request for travel has ceased, the oil flow from the control valve stops. But
the inertia of the machine will continue to cause the ouput shaft to rotate for a short
time. This condition causes the motor to become a pump. Because there is no outlet
for the oil on the pressurized side of the motor circuit (the travel control valve is in
NEUTRAL), the crossover relief valves (not shown) allow the oil to circulate within
the motor.
The parking brake pilot valve returns to it’s default position, which allows the parking
brake piston to be slowly drained through orifices in the motor case passageways,
delaying the parking brake application by the springs. This delay allows the travel
motors to come to a stop before the brakes are applied, reducing the wear on the
discs and friction plates and preventing damage to the motor components.

TRAVEL PARKING BRAKE OPERATION

(05)
Damper (06) To
Piston Travel Motor (08) (09)
Brake Piston Spring
(04)
Crossover
Relief Valves
(14)
Orifice
(03)
Counterbalance (13)
Valve Orificed
Check
Valve
(15)
Decay (10)
Orifice Shaft
(12) (11)
Motor Plates
(07) Housing and Discs
(02) To Tank (01) Brake
Pump Pilot
Supply Valve
Travel Parking Brake Operation
• Explanation of the parking brake The simplified schematic and the travel motor cutaway view above illustrates the
operation and identification of operation of the travel parking brake. When high pressure pump supply oil (01) is
major parking brake components directed to the travel motor, the high pressure oil first flows to and opens the
counterbalance valve (03), shifting it to the left. As the counterbalance valve shifts
to the left, it directs some of the pump supply oil to the brake pilot valve (07), shifting
it to the right. When the brake pilot valve shifts, some of the pump supply oil is
directed to the pressure chamber at the left of the brake piston (08).
As the oil flows to the brake piston, it first passes through an orifice (14). After
the orifice, but before the brake piston, some of the supply oil flows into a drain
passage leading to an orificed check valve (13). The small orifice behind the check
valve creates some back-pressure that adds to the force of the check valve spring,
raising the opening pressure of the check valve in proportion to the oil pressure
acting above. The combination of an orifice before and after the check valve helps
maintain the correct pressure for keeping the brake released.
As the pump supply oil fills and pressurizes the chamber at the left of the brake
piston, the piston is moved to the right against the springs (09). This action releases
the force keeping the brake discs and friction plates compressed together. The
separator plates are mechanically connected to the inside of the motor housing (12)
and the friction discs are splined to the shaft (10). When the plates and discs are
no longer compressed, the shaft may rotate freely, powering the final drive and the
track.

When travel begins, the initial pressure required to start moving the mass of the
machine may cause the crossover relief valve (04) to open, venting oil into the return
oil side of the circuit. The spring chamber above the relief valve is open to the
damper piston (05). The damper piston is open only to the two crossover relief valve
spring chambers. As the right crossover relief valve moves up to open, the the oil
in the relief valve spring chamber is displaced, which increases the pressure on the
right side of the damper piston. This increase in pressure moves the damper piston
to the left. As the damper piston moves to the left, it compresses the oil on the left
side of the damper piston. The compression of oil and springs in the two damper
piston chambers help absorb some of the initial shock of pressure at travel start.
When the pressures equalize in the two damper piston chambers, the springs return
the damper piston to its center position. In this fashion, the damper piston helps to
quickly close the crossover relief valve.
When the travel command ceases and the travel control valve returns to the
NEUTRAL position, pump supply oil is stopped. The oil between the counterbalance
valve and the control valve is drained to tank through the control valve. With the
pump supply oil drained, the counterbalance valve and the brake pilot valve return
to their default positions. These actions cause the pressure oil in the brake piston
chamber to drain, allowing the brake springs to apply the brake and compresses the
friction plates and discs together again.
The oil from the brake piston chamber can flow to case drain through the orificed
check valve (13) and also through the two orifices (14) and (15), via the brake pilot
valve. The orifices restrict the return oil flow from the brake piston. The restriction of
the oil flow delays the application of the parking brake in order to give the machine
time to come to a stop before engaging the brakes.
NOTE: The parking brakes are not intended to stop the machine. The parking
brakes only hold the machine on a slope and/or prevent the tracks from moving
from external forces during machine operation.

TRAVEL MOTOR
LOW SPEED
(02)
Displacement
Change Valve
(07)
(06) Pilot
Spool Supply
(03)
Pressure
Chamber
(01)
Shuttle
Valve
(09)
Two-Speed
(04)
(08) Pump Travel Switch
Minimum Angle
Servo Piston Supply
(Actuator) (05)
Swashplate
(03)
Pressure
Chamber
(02)
Displacement
Change Valve (07)
Pilot
Supply
(01)
Shuttle
Valve
(08) Pump
Supply
Displacement Change Valve Operation
• Explanation of the displacement The travel system is capable of a LOW SPEED mode and AUTO SPEED MODE.
change valve and two-speed AUTO SPEED MODE allows the machine to travel at a higher rate of speed when
travel motor operation - LOW certain system conditions are met.
SPEED
When the low speed mode is selected on the two-speed travel switch (09)
and the “tortoise” icon is illuminated, the Machine ECM keeps the two-speed travel
solenoid valve de-energizeD. When DE-energized, the two-speed travel
solenoid valve sends no pilot supply oil (07) to the displacement change valve (02).
With no pilot pressure at the right end, the spool (06) in the displacement change
valve is held to the right by the force of its return spring. In this position, the spool
blocks the oil passage from the shuttle valves (01) and also keeps the minimum
angle servo piston pressure chamber (03) open to the case drain passage. With the
oil passage to the shuttle valves blocked by the spool, the oil between the shuttle
valves and the displacement change valve is trapped, which prevents the shuttle
valves from opening.
With no pressure oil present in the pressure chamber, the swashplate springs hold
the swashplate (05) at maximum angle and the servo piston is pushed to the left (or
DOWN, in the schematic). The travel system is in the LOW SPEED condition.

TRAVEL MOTOR
HIGH SPEED (02)
Displacement
Change Valve
(07)
(06) Pilot
Spool Supply
(03)
Pressure
Chamber
(01)
Shuttle
Valve
(09)
Two-Speed
(04)
(08) Pump Travel Switch
Minimum Angle
Servo Piston Supply
(Actuator) (05)
Swashplate
(03)
Pressure
Chamber
(02)
Displacement
Change Valve
(01)
Shuttle
Valve
(08) Pump
Supply
• Explanation of the displacement When the auto speed mode is selected on the two-speed travel switch (09) and
change valve and two-speed the “rabbit” icon is illuminated, the Machine ECM will ENERGIZE the two-speed
travel motor operation - HIGH travel solenoid valve when the HIGH SPEED conditions are met.
SPEED (from AUTO SPEED
mode) The Machine ECM monitors the pressure sensor installed in the (front) main hydraulic
pump regulator, and if the system pressure is below a pre-determined value, the
ECM will ENERGIZE the two-speed travel solenoid valve (not shown). When
ENERGIZED, the two-speed travel solenoid valve sends pilot supply oil (07) to the
right end of the displacement change valve (02), shifting the spool (06) to the left.
With the spool shifted to the left, the case drain passage is blocked and the oil
passage from the shuttle valves (01) is opened. With the oil passage from the shuttle
valves open to the spool, the shuttle valves can open, allowing pump supply oil (08)
to flow across the right shuttle valve and around the displacement change valve
spool to the pressure chamber (03). As the chamber is filled and pressurized, the
minimum angle servo piston (04) is moved to the right (or UP, in the schematic).
As the servo piston moves, it rotates the motor swashplate (05) in a clockwise
direction to minimum angle. Rotating the swashplate to minimum angle decreases
the displacement of the travel motor. Given the same rate of oil flow from the travel
control valve and the decrease in the motor displacement, the pressure in the system
increases, which causes the motor to rotate faster. The travel system is placed in the
HIGH SPEED condition.

When the travel load is light and the pump delivery pressure is below a certain
level, the Machine ECM maintains the HIGH SPEED condition of the auto speed
mode. If the machine is travelling up a steep slope and/or other conditions cause
the hydraulic system pressure to exceed the threshold for high speed travel (as
determined by the pressure sensor in the pump regulator), the Machine ECM will
DE-ENERGIZE the two-speed travel solenoid valve. This action drains the pilot
pressure oil to the displacement change valve, which causes the spool return spring
to shift the spool back to the left. The spool then blocks the high pressure oil from the
shuttle valve and drains the pressure chamber. The swashplate springs then cause
the swashplate to rotate counterclockwise to the maximum angle, placing the travel
system back in the LOW SPEED condition.

TRAVEL MOTOR
HIGH SPEED FORWARD
(10) (09) (08)
Rotating Parking Orifice
(11) Group Brake
Minimum Angle
Servo Piston
(Actuator) (07)
Orificed
(12) Check Valve
Displacement
Change Valve
(06)
Pilot
(13) Supply
Shuttle
Valve
(14) (05)
Damper To Drain
Piston
(15)
Crossover
Relief Valves
(16) (04)
Counterbalance Decay
Valve Orifice
(03)
Brake
Pilot
(17) To Tank (01) (02) Valve
Pump Orificed
Supply Check Valve
• Explanation of the travel motor, The illustration above is a schematic of one of the travel motors and attached
counterbalance valve, crossover counterbalance valve assembly. The schematic shows the travel motor, parking
relief valves, and parking brake brake, and counterbalance valve assembly in the HIGH SPEED condition.
operation using an isolated
schematic of one travel motor - When FORWARD TRAVEL has been commanded, the travel control valve sends
HIGH SPEED FORWARD high pressure pump supply oil (01) to the inlet of the counterbalance valve assembly.
The pump supply oil first flows to the counterbalance valve (16). The oil flows through
an orificed check valve (02) at the right end of the counterbalance valve, shifting the
valve to the left. (The orificed check valve serves to slow the drain of the pressure oil
when the travel request stops. This feature causes the valve to slowly return to the
center position when the travel request has ceased and the pump supply oil stops
flowing from the travel control valve.)
As the counterbalance valve shifts to the left, the pump supply oil flows into the oil
passageways in the motor case. Some of the oil flows to and opens the brake pilot
valve (03), allowing the supply oil to flow to the parking brake piston (09). The pump
supply oil pressurizes the brake piston, moving it UP against the springs to release
the parking brake.
As the oil flows to the brake piston, it first passes through a orifice (08). After the
orifice, but before the brake piston, some of the supply oil flows into a drain passage
leading to an orificed check valve (07). The small orifice after (beneath) the check
valve creates a back-pressure that adds to the force of the check valve spring, raising
the opening pressure of the check valve in proportion to the oil pressure acting above
it. The combination of an orifice before and after the check valve helps maintain the
correct brake release pressure without causing damage to the brake piston seals.

In addition, when the travel request has ceased, the orificed check valve (07),
the upstream orifice (08), and the decay orifice (04) all work together to slow the
draining of oil from the brake piston. This slow draining of oil pressure ensures
that movement of the rotating group (10) has ceased before the brake piston is
completely depressurized and the brakes ENGAGE. This strategy helps prevent
damage to the rotating group components and undue wear on the friction plates and
discs in the brake.
As the brake is being released, most of the pump supply oil flows to the rotating group.
The pump supply oil causes the motor (and the track) to rotate in the FORWARD
direction. As the oil flows to the rotating group, the oil is directed to the crossover
relief valve (15) on the pressure side of the travel motor circuit. The relief valve can
open if pressure spikes in the circuit exceed the relief setting of the valve, allowing
the excess pressure oil to vent into the return oil side of the circuit. (The crossover
relief valves are discussed in detail, later in this module.)
After the oil leaves the rotating group and enters the return oil side of the circuit,
it flows back through the counterbalance valve and then back to the travel control
valve. The return oil then flows back to the hydraulic oil tank.
As the oil flows to the rotating group, some of the oil enters a small passage in the
motor case that leads to the shuttle valves (13). When in the low speed mode,
the displacement change valve (12) blocks oil from flowing to the minimum angle
servo piston (11). The oil between the two shuttle valves and the displacement
change valve is trapped, keeping the shuttle valves closed. The pump supply oil is
then prevented from flowing to the minimum angle servo piston, keeping the motor
swashplate at maximum angle for the LOW SPEED MODE.
When the AUTO SPEED MODE has been selected and the Machine ECM has
determined that the high speed travel conditions are met, the ECM will energize the
two-speed travel solenoid valve (not shown), which sends pilot supply oil (06) to shift
the displacement change valve to the left. This action opens the passage leading
to the minimum angle servo piston, which allows the right shuttle valve to open as
pump supply oil flows through to the minimum angle servo piston. The pressure
oil beneath the servo piston causes it to extend UP, moving the pump swashplate
toward minimum angle.
Rotating the swashplate to minimum angle decreases the displacement of the travel
motor. Given the same rate of oil flow from the travel control valve and the decrease
in the motor displacement, the pressure in the system increases, which causes the
rotating group to turn faster. As the motor turns faster, so does the output shaft and
the track (through the final drive).

(01)
Two-Speed
(02)
Travel Controls
Travel Switch
LOW SPEED FORWARD
(09)
Minimum Angle (08) (09)
Servo Piston Parking Minimum Angle
(06) Left Travel Motor (07) Right Travel Motor
Brake Servo Piston
(10)
Displacement (10)
Change Valve Displacement
(03) Change Valve
Machine ECM
(18) (18)
Shuttle Shuttle
Valve Valve
(11) (11)
Crossover Crossover
REV REV
(17) (17)
Damper (13) Damper
Piston Brake Piston
(12) (12)
Pilot
Counterbalance Counterbalance
Valve
Valve Valve
(04) (05)
Right Left
Travel Travel
Control Control
Valve Valve
(14)
Two-Speed Travel
Solenoid Valve
(19)
Pump
Pressure
Sensor
(16)
P
(15) Pumps
Pilot
Pump
Travel Hydraulic System Operation
• Explanation of the travel system The illustration above shows the travel hydraulic system in the LOW SPEED
operation and component FORWARD condition. The two-speed travel switch (01) is set to the default LOW
functions using the travel SPEED condition (tortoise illuminated).
system schematic - LOW SPEED
FORWARD CONDITION When the operator moves both travel control levers/pedals (02) equally toward the
TRAVEL FORWARD position, both travel pedal sensors send PWM signals to the
Machine ECM (03). (If the machine is equipped with a straight travel pedal, the
straight travel pedal position sensor sends a PWM signal to the Machine ECM.) The
Machine ECM responds by sending corresponding PWM signals to ENERGIZE the
FORWARD proportional solenoid valves on both the right travel control valve (04)
and the left travel control valve (05) in direct proportion to the amount of movement
of the travel control levers/pedals.
When the proportional valve solenoids are ENERGIZED, they block the pilot supply
oil from the pilot pump (15) and drain the pilot pressure oil at the bottom of both
travel control valve spools. This action causes the pilot pressure at the top of both
control valve spools to shift the spools DOWN, allowing high pressure oil from the
main hydraulic pumps (16) to flow to the left travel motor (06) and the right travel
motor (07). The pump supply oil first flows to the counterbalance valves (12). The oil
flows through an orificed check valve at the right ends of the counterbalance valves,
shifting the valves to the left.

As the counterbalance valves shift to the left, the pump supply oil flows into the oil
passageways in the motor cases. Some of the oil flows to and opens the brake pilot
valves (13), allowing the high pressure pump supply oil to flow to the parking brake
pistons (08). The pump supply oil pressurizes the brake pistons, moving them UP
against their springs, releasing the parking brakes.
At the same time, most of the pump supply oil flows to the rotating groups in the travel
motor. The pressure oil causes the motor (and the track) to rotate in the FORWARD
direction. As the oil flows to the rotating groups, the oil is directed to the crossover
relief valves (11) on the pressure side of both travel motor circuits. The relief valves
can open if pressure spikes in the circuits exceed the relief setting of the valves,
allowing the excess pressure oil to vent into the return oil side of the circuits.
After the oil leaves the rotating groups and enters the return oil side of the circuits,
it flows back through the counterbalance valves and then back to the left and right
travel control valves where it is directed into the return oil system to the hydraulic oil
tank.

(01)
Two-Speed
(02)
Travel Controls
Travel Switch
HIGH SPEED FORWARD
(09)
Minimum Angle (08) (09)
Servo Piston Parking Minimum Angle
(06) Left Travel Motor (07) Right Travel Motor
Brake Servo Piston
(10)
Displacement (10)
Change Valve Displacement
(03) Change Valve
Machine ECM
(18) (18)
Shuttle Shuttle
Valve Valve
(11) (11)
Crossover Crossover
REV REV
(17) (17)
Damper (13) Damper
Piston Brake Piston
(12) (12)
Pilot
Counterbalance Counterbalance
Valve
Valve Valve
(04) (05)
Right Left
Travel Travel
Control Control
Valve Valve
(14)
Two-Speed Travel
Solenoid Valve
(19)
Pump
Pressure
Sensor
(16)
P
(15)
Pumps
Pilot
Pump
• Explanation of the travel system The illustration above shows the travel hydraulic system in the HIGH SPEED
operation and component FORWARD condition. The two-speed travel switch (01) is set to the AUTO SPEED
functions using the travel condition (rabbit illuminated). The travel system is in much the same condition as
system schematic - HIGH SPEED shown in the previous schematic.
FORWARD CONDITION
Because the two-speed travel switch has been set to the AUTO SPEED mode and
the pressure sensor (19) at the main hydraulic pumps (16) indicates the system
pressure is low enough, the Machine ECM (03) ENERGIZES the two-speed travel
solenoid valve (14). When ENERGIZED, the two-speed travel solenoid valve
sends pilot supply oil from the pilot pump (15) to shift the displacement change
valves (10) in both the left travel motor (06) and the right travel motor (07).
The displacement change valves shift from the pilot pressure and allow high pressure
pump supply oil to open the shuttle valves (18) and flow to the minimum angle servo
pistons (09). The high pressure pump supply oil shifts the servo pistons UP, moving
the motor swashplates toward minimum angle.
The travel system will then be placed in the HIGH SPEED condition.
As stated previously, if the pressures rise above the pre-determined system pressure,
the Machine ECM will respond by DE-ENERGIZING the two-speed travel solenoid
valve, reversing the events described above and the system will revert to the SLOW
SPEED condition.

Travel Motor Counterbalance Valve Operation
• Identification of travel motor Each travel motor (01) is equipped with a counterbalance valve assembly. The
assembly components and their counterbalance valve assembly is bolted to the inside of the travel motor and consists
basic functions of a large cast manifold (04) that contains the counterbalance valves (02) and the
crossover relief valves (03).
The travel counterbalance valves and crossover relief valves work together to
perform the following four functions:
1. help prevent pressure shocks to system components when travel is

started or stopped;
2. prevent travel motor overspeed when the machine is traveling down a

slope;
3. prevent motor cavitation; and
4. divert a portion of the pump supply oil to release the parking brakes.

(15) (13)
Reverse Crossover Damper
Relief Valve Piston
(07)
Forward Crossover
Relief Valve
COUNTERBALANCE VALVE
START OF FORWARD TRAVEL
(11) (12) (13)

(10) Spring Spool Damper
Orifice Piston (17)
(09) (14) Counterbalance
Orifice Orifice Valve
(08)
Poppet
(07) (15)
Forward Crossover Reverse Crossover
Relief Valve Relief Valve (18)
Travel
(22) (16) Park Brake
Ball Damper Port
Chamber
(21)
Damper
Chamber (17)
Counterbalance
(20) Valve
Orifices
(06) (04) (03) (05) (01) (02) (19)
Spool From Motor Return Oil Check Pump Supply To Motor Brake Pilot
(Reverse) (Reverse) Valves (Forward) (Forward) Valve
• Explanation of the The illustration above shows the operation and the state of the counterbalance valve
counterbalance valve and assembly at the start of travel in the FORWARD direction.
crossover relief valve assembly
during the START OF FORWARD When pump supply oil (01) from the travel control valve flows into the counterbalance
TRAVEL condition valve (17) inlet port, part of the oil flows to the right spring chamber and the damper
chamber (16), which shifts the counterbalance valve spool (06) to the left. At the
same time, pump supply oil opens the check valve (05) on the right side of the
counterbalance valve spool, which allows pump supply oil to flow through the supply
port to the rotary group of the travel motor (02). As the spool moves to the left, the
oil in the left damper chamber (21) is compressed, as the ball (22) is seated to the
right. When the spool moves far enough left, the oil can no longer escape through
the orifices (20), so the damper chamber serves as a cushioned stop for the spool’s
left movement.
A portion of the oil is also directed to the right end of the forward crossover relief
valve (07) through an internal passage in the valve body. The oil flows through
an orifice (09) in the relief valve spool (12) and into the spring chamber. The oil
pressure acts on and unseats the poppet (08).
When the poppet opens, the pressure in the spring chamber drops as some oil
escapes into the drain passage. This action allows the relief spool to open, which
vents some pressure oil into the return oil passage (03) back to the control valve.
The oil then flows from the spring chamber through another orifice (10) to the left end
of the damper piston (13), shifting the damper piston to the right against the force of
the right spring (11). The damper piston absorbs the initial shock of pressurized oil
being delivered to the travel motor.

As the damper piston shifts to the right, the oil present at the right end of the damper
piston is compressed and flows through the right damper piston orifice (14) and into
the spring chamber of the reverse crossover relief valve (15) spool. The oil can then
flow through the orifice in the spool and blend with the oil in the return oil passage.
As the travel counterbalance valve spool shifts to the left, the throttling slots on the
left end of the spool open a passage which allows return oil from the rotary group of
the travel motor (04) to return to the hydraulic tank. Some of the oil flowing into the
pump supply port is allowed to flow into a center passage between the two pump
supply ports. This oil flows to and opens the brake pilot valve (19). As the pilot valve
opens (down), it blocks a drain passage (not visible) and allows the high pressure oil
to flow to the parking brake piston, releasing the parking brake.
This illustration and explanation also applies to machine UPHILL TRAVEL, which
creates higher pressures on the pump supply side and similar conditions to TRAVEL
START.

(15) (13)
Relief Valve Piston
(07)
Forward Crossover
Relief Valve
LEVEL TRAVEL - FORWARD
(11) (12) (13)

(10) Spring Spool Damper
Orifice Piston (17)
(09) (14) Counterbalance
Orifice Orifice Valve
(08)
Poppet
(07) (15)
Forward Crossover Reverse Crossover
Relief Valve Relief Valve (18)
Travel
(16) Park Brake
Damper Port
Chamber
(17)
Counterbalance
Valve
(06)
Spool (04) (03) (05) (01) (02) (19)
From Motor Return Oil Check Pump Supply To Motor Brake Pilot
• Explanation of the After the initial pressure spike from the start of travel, the system pressures decrease
counterbalance valve and during level travel, given no obstacles to overcome or resistance to movement. The
crossover relief valve assembly illustration above shows the operation and the change in state of the counterbalance
during the LEVEL TRAVEL valve assembly in the LEVEL TRAVEL condition in the FORWARD direction of
FORWARD condition travel.
When the machine attains an even speed, given the operator request for travel, the
system pressures are reduced as the machine’s mass and inertia help the pumps to
propel it over level ground. The reduced pressure oil that enters the forward supply
passage (01) is also sensed in the damper chamber (16) at the right end of the
counterbalance valve spool (06). The lower pressure allows the spool to shift back
to the right a little from its previous position. The counterbalance valve spool meters
the pump supply oil into the forward passage to the travel motor (02) in accordance
with the pressure and flow of the oil. With no pressure in the return oil passage from
the motor (04) or the return oil passage (03) back to the control valve, the left check
valve (05) is held to the right by its spring. The pressure and flow of oil in the forward
passage keeps the right check valve seated to the right, against its spring.
Since the pump supply pressure is now reduced, the poppet (08) in the forward
crossover relief valve (07) is reseated. With the poppet seated, the oil flow through
the orifice (09) in the forward relief valve spool (12) stops, as does the flow through
the damper piston orifice (10) to the left side of the damper piston (13). Because oil
flow has stopped, the pressures equalize throughout the forward travel circuit and
the forward relief valve spool closes. The right spring (11) returns the damper piston
back toward its centered position, but the pressure at the left end of the damper
piston keeps it shifted slightly to the right.

The reduced pressure in the travel circuit is high enough to keep the brake pilot
valve (19) moved down. This will maintain the oil supply to the parking brake through
the port (18) leading into the mating passage in the motor case.
As long as the system pressures remain constant, the state of all the components in
the counterbalance valve assembly will remain relatively stable. Any small spikes in
pressure will be absorbed by the damper piston and the orifices at the damper piston
and the relief valve spools. Larger pressure spikes can open the poppet and relief
valve, as described in the TRAVEL START condition, if the spike in pressure exceeds
the force of the poppet spring.

(15) (10)
Relief Valve Piston
(07)
Forward Crossover
Relief Valve
DOWNHILL SLOPE TRAVEL - FORWARD
(17)
Ball
(09) (10) (11) (12)

(08) Spring Damper Orifice Spool
Orifice Piston (18) (20) (14)
(13) Counterbalance Passage Orifice
Orifice Valve
(14)
(07) Poppet
Forward Crossover
Relief Valve
(15)
(23) Reverse Crossover
Throttling Relief Valve (22)
Slots Travel
(16)
Park Brake
Damper
Port
Chamber
(17)
Ball
(18)
Counterbalance
Valve
(06)
Spool (04) (03) (05) (01) (02) (20) (19) (21)
From Motor Return Oil Check Pump Supply To Motor Passage Orifice Brake Pilot
• Explanation of the When the machine travels down a slope, the travel motors rotate at a higher speed
counterbalance valve and than would be normal on level ground, given the same pressure and flow of oil to the
crossover relief valve assembly motors. Because the mass (weight and size) of the machine and gravity tend to pull
during the DOWNHILL SLOPE the machine downhill, the motors act like pumps and the higher pressures are on the
TRAVEL FORWARD condition return oil side of the travel motors. This causes the work port pressure, or load
sensing signal, to decrease. With decreased load sensing signal, the main hydraulic
pumps destroke, reducing the flow of oil to the travel motors. When this condition
occurs, the pumps cannot provide as much oil flow as the motors try to draw. This
lack of oil flow can cause cavitation in the travel motors.
The illustration above shows how the operation of the counterbalance valve assembly
in the DOWNHILL SLOPE TRAVEL condition eliminates the cavitation problem.
Due to the pumps destroking and the motor drawing oil from the forward pump
supply port (01), a pressure decrease occurs at the supply port, allowing the force
of the centering springs to move the spool further to the right until the throttling
slots (23) begin to close. The oil in the spring chamber at the right end of the
spool (06) is at the same pressure as the supply oil because of the connecting
passage (20). As the spool moves to the right, the oil in the damper chamber (16) is
compressed. The oil in the damper chamber acts on the ball (17), seating it against
the left end of the center passage through the spool. The oil in the damper chamber
can only escape through the small orifices (19), which slows the movement of the
spool to the right.
The pressure and flow of oil through the forward pump supply port into the forward
passage to the motor (02) keeps the right check valve (05) open. The pressure of
the oil on the left side of the left check valve helps the return spring keep it closed.

As the throttling slots close, the return oil from the rotary group of the travel
motor (04) is restricted. The oil flowing from the reverse motor port (04) is also
restricted by the spool and the left check valve. These restrictions to oil flow from
the travel motor cause the rotation of the travel motor to slow down, which increases
the pressure on the return oil side of the motor. The pressure on the return side of
the motor is now higher than on the supply side.
With the high pressure on the left, plus the force of the spring and only tank pressure
on the right, the left check valve (05) is seated to the right. With equal pressure on
either side, the spring force seats the right check valve to the left.
Because the pressures are not high enough to unseat the poppets (14) in either relief
valve, the oil pressure at the forward pump supply passage (01) begins to increase,
due to the spool’s movement to the right. As the pressure of the pump supply oil
increases at the supply port to the travel counterbalance valve, the pressurized oil
forces the spool to shift back to the left; this opens the throttling slots on the left end
of the spool, allowing return oil to flow to the hydraulic tank. This modulation of the
spool maintains the proper opening of the throttling slots when the machine travels
down a slope. The travel motor rotates in accordance to the amount of pump oil
supply, which helps to prevent cavitation in the travel motor.
When the machine is traveling down a slope, or if the machine is suddenly stopped,
the counterbalance valve spool is centered by the centering springs and closes the
throttling slots. This causes a hydraulic pressure spike to occur in the travel system.
Smaller pressure spikes can be absorbed by the damper chambers on either end
of the spool. As the spool shifts to the right, the oil in the damper chamber (16) is
pressurized and the ball is moved to the left. The pressurized oil in the damper
chamber is forced through the orifices (19) into the spring chamber as the spool
moves right. (The same actions happen on the left end if the spool moves to the
left.) By slowly releasing the oil in the damper chamber, the counterbalance valve
spool slowly moves to the right, and the throttling slots slowly close. The size and
the position of the orifice maintains the proper shock damper.
Larger pressure spikes are handled by the crossover relief valves, as was explained
during the START OF TRAVEL condition. Similar conditions during the TRAVEL
STOP condition are discussed next.

(15) (10)
Relief Valve Piston
(07)
Forward Crossover
Relief Valve
FORWARD TRAVEL STOP
(09) (10) (11) (12)

(08 Spring Damper Orifice Spool
Orifice Piston (17)
(13) Counterbalance
Orifice Valve
(14)
(07) Poppet
Forward Crossover
Relief Valve
(15)
Reverse Crossover
(20) (18)
Relief Valve
Sleeve Travel
(16) Park Brake
Damper Port
Chamber
(17)
Counterbalance
Valve
(06)
(21)
Spool (04) (03) (05) (01) (02) (19)
Ball
From Motor Pump Supply Check Pump Supply To Motor Brake Pilot
• Explanation of the When the travel control levers are returned to the NEUTRAL position during the
counterbalance valve and movement of the machine, the pump supply oil to the counterbalance valve (17) is
crossover relief valve assembly immediately blocked by the control valve. Without pump supply oil at either end of
during the TRAVEL STOP the counterbalance valve spool (06), the centering springs move the spool (06) to the
condition from FORWARD centered position. The return springs seat both check valves (05) inward, seating
TRAVEL them against the center portion of the spool. Inertia and the machine’s mass cause
the travel motors to continue rotating, causing a sudden pressure increase in the
reverse passage from the motor (04) as the motor acts like a pump. This pressure
is sensed in the chamber behind the left check valve, causing the pressurized
chamber to move the spool to the right, separating the spool from the sleeve (20).
The continued rotation of the travel motor creates a negative pressure at the forward
supply passage (01) as the motor draws oil through the forward motor port (02).
As the spool moves to the right, it compresses the right centering spring and the oil in
the right damper chamber (16), as the ball (21) is seated to the left. Since the spool
has moved to the right beyond the orifices, the oil in the damper chamber can only
escape around the periphery of the valve spool and into the orifices, so the damper
chamber acts as a cushioned hydraulic stop. The spool and left check valve have
the pressure oil from the motor (04) completely blocked from draining to tank through
the reverse supply port (03).
The high pressure return oil also flows to the left end of the reverse crossover relief
valve (15). The oil flows through the orifice (11) in the spool (12) and into the spring
chamber, where it acts on the poppet (14). As the poppet opens to the right, it
relieves the pressure in the spring chamber and the spool moves to the right, venting
the high pressure oil into the forward supply passage (01).

The pressurized oil in the spring chamber also flows up through a passage and
then through an orifice (13) into the spring chamber at the right end of the damper
piston (10). The pressure at the right end of the damper piston begins to move the
piston to the left, against the left spring (09). The damper piston helps absorb some
of the shock of the fast rising pressure and quick opening of the crossover relief
valve.
The crossover relief valve protects the travel motor by releasing the high pressure oil
into the low pressure side of the closed loop. The damper piston helps absorb the
shock of the quick pressure changes.
The pressures in the illustration above would be exactly opposite if the machine were
stopped from traveling in the reverse direction.

(01)
Two-Speed
(02)
Travel Controls
Travel Switch
MAKEUP OIL OPERATION AT TRAVEL STOP
(09) (09)
(08)
Minimum Angle Minimum Angle
Parking
Servo Piston (06) Left Travel Motor (07) Right Travel Motor Servo Piston
Brake
(10) (10)
(03) Displacement Displacement
Machine ECM Change Valve Change Valve
(11) (11)
Crossover Crossover
REV REV
(13)
Brake
(12) Pilot (12)
Counterbalance Valve Counterbalance
Valve Valve
(04) (05)
Right Left
Travel Travel
Control Control
Valve Valve
(14)
Two-Speed Travel
Solenoid Valve
(19)
Pump
Pressure
Sensor
(16)
P
(15) Pumps
Pilot
Pump
Makeup Oil Operation at Travel Stop
• Explanation of the makeup oil In order to prevent cavitation in the travel motors during the stopping of the machine,
operation at travel stop, which makeup oil is supplied to the travel motors through the right travel control valve (04)
is necessary to prevent travel and the left travel control valve (05). The control valve spools in the travel control
motor cavitation - also when the valves allow oil from the tank passages in the main hydraulic control valve to be
machine is moved from external drained from the circuit or drawn from the tank when the valves are centered in the
forces NEUTRAL position.
When the travel control levers/pedals (02) are moved to the NEUTRAL position, the
machine is stopped. The Machine ECM (03) DE-ENERGIZES the proportional valve
solenoids, which returns the control valve spools to the NEUTRAL position, blocking
pump supply oil from being delivered to the travel motors (06) and (07). However,
the travel motors continue to rotate because of the mass and inertia of the machine,
as discussed earlier. This causes a vacuum (negative pressure) condition in the
supply passages to the travel motors, and pressurized oil in the return passages
to the counterbalance valves (12). Tank oil can be drawn through a passage in
the valve spools when the travel control valves are centered, in order to satisfy, or
“make up” the negative pressure (or vacuum) condition. This makeup oil prevents
cavitation in the travel motors during a travel stop. Makeup oil is supplied at reverse
travel stop in the same manner as forward travel stop. The schematic above is also
representative of a condition when the machine is moved from external forces.
Also shown in the schematic above is the slow draining of oil from the parking brakes
through the three orificed passageways to the drain, as discussed earlier. The slow
drainage of the brake oil is required so that the parking brakes do not engage before
the travel motors stop rotating.

(05) (04) (03)
Ring Gear Planetary Gear Drive Sprocket TRAVEL
(06)
(Second Stage) (Third Stage) Housing
FINAL DRIVE
Planetary Gear
(Second Stage)
(02)
Coupling
(07)
Planetary Gear
(First Stage)
(01)
(08) Travel Motor
Cover
(09)
Sun Gear
(First Stage)
(10)
Output Shaft
(11)
Sun Gear
(Second Stage)
Sun Gears - Red
(12) Ring Gears - Green
Sun Gear
Planet Shafts - Cat Yellow
(Third Stage)
(13) Planet Gears - Brown
Planetary Carrier Output Shaft - Orange
(First Stage) Bearings - Yellow
Surface Color - Gray
(14) Cutaway Section Dark Gray
Ring Gear
(First Stage) (17)
(15) (16) Stationary
Planetary Carrier Planetary Carrier Ring Gear (18) (19)
(Second Stage) (Third Stage) (Third Stage) Bearings Hub
Final Drive Component Identification and Operation
• Component identification of the The triple reduction final drive reduces the rotational speed and increases the
planetary gear sets in the final rotational torque of the travel motor (01). The travel motor output shaft is splined to
drive the coupling (02). The output shaft (10) is splined to and driven by the coupling at
the right end and is splined to the first stage sun gear (09) at the left end. The output
• Basic explanation of the final shaft is the rotational input to the final drive.
drive planetary gear reduction
operation The final drive consists of three groups, the Stationary Group, the Input Group,
and the Output Group.
The Stationary Group consists of:

• the hub (19), which is bolted to the undercarriage;
• and the stationary ring gear (17), which is bolted to the hub.
The Input Group consists of three planetary gear sets that provide three stages of
gear reduction. Each planetary gear set contains:
• a sun gear;
• planetary gears; and
• a planetary carrier.
The sun gears rotate on shafts and drive the planetary gears. The planetary gears
rotate around the inside of the ring gears. The planetary gear shafts are driven by
the planetary gears and are connected to and drive the planetary carriers.
The first stage reduction planetary gear set consists of:

• the first stage sun gear (09);
• the first stage planetary gears (07); and
• the first stage planetary carrier (13).
The second stage reduction planetary gear set consists of:

• the second stage sun gear (11);
• the second stage planetary gears (06); and
• the second stage planetary carrier (15).
The third stage reduction planetary gear set consists of:

• the third stage sun gear (12);
• the third stage planetary gears (17); and
• the third stage planetary carrier (16).
The Output Group consists of:

• the first stage ring gear (14), which is bolted to the drive sprocket
housing;
• the second stage ring gear (05), which is part of the drive sprocket
housing;
• the third stage ring gear (04), which is also part of the drive sprocket
housing; and
• the drive sprocket housing (03).
The sprocket is bolted to the drive sprocket housing. As the planetary gear sets
rotate, they all rotate around and gain their leverage from the stationary third stage
ring gear. They drive the second stage and third stage ring gears, which cause
the drive sprocket housing to rotate in the opposite direction. The planetary gears
reduce the travel speed by a ratio of the teeth on the sun gears to those on the ring
gears.
The cover (08) is bolted onto the drive sprocket housing. The drive sprocket housing
is a sealed unit and is partially filled with final drive lube oil, used to cool and lubricate
all the moving and meshing parts. Two plugs are installed in the cover for filling and
checking the lube oil level.
Always refer to the Operation and Maintenance Manual (SEBU8298) for the
recommended oil type and service intervals.


Return Oil Hydraulic System
Module 9 - TEXT REFERENCE
SERV1871

Module 9 - Return Oil Hydraulic System
Text Reference

-302- Module 9 - Return Oil Hydraulic System
RETURN OIL SYSTEM

(13)
Bucket
Cylinder
(10) (09)
(11) (12)
Motor Motor
Cylinder
(05)
(07) (02) (03) (04) (01) Main

(06) (08)
Pilot Fan
Manifold Motor
Oil System
RETURN OIL SYSTEM
• Return oil system major The 374D return oil system includes a number of components that return the flow of
component identification: oil from the various hydraulic oil pumps and circuits back to the hydraulic oil
tank (16). Most of the oil is filtered before returning to tank. Some of the oil passes
- main hydraulic control valve through the hydraulic oil cooler and some oil is returned directly to the hydraulic oil
(05) directs all return oil from tank. The major components involved in the return oil system include:
implement and travel systems
through the return oil filters • the main hydraulic control valve (05), which directs the return oil to
tank from all of the implement, attachment, and travel circuits through
- swing control valve (10) a cooler bypass valve and a slow return check valve, then through the
directs return oil from the hydraulic oil cooler and/or return oil filters;
swing system through the
return oil filters • the swing control valve (10), which is mounted to the left swing motor
and directs return oil to tank from the swing pump and motors to the
- pilot manifold (06) directs slow return check valve at the right end of the main hydraulic control
drain oil from all proportional valve and then through the return oil filters;
solenoid valves to tank • the pilot manifold (06), which directs drain oil to tank from all the
proportional solenoid valves in the implement, travel, and swing
- the case drain system, which hydraulic systems; and
directs the case drain oil from • the case drain system, which directs the case drain oil from the swing
all pumps and motors (09), (10), motors (09) and (10), the travel motors (11) and (12), the main hydraulic
(11), (12), (01), (02), (03), and pumps (01), the pilot pump (02), the fan pump (03), and the swing pump
(04) through two case drain oil (04) through two case drain oil filters before returning the oil to tank.
filters
The return oil system is discussed in detail within this module.

2
3
1
Return Oil System - Component Location
• Hydraulic oil tank component The hydraulic oil tank (01) is the reservoir from which the hydraulic pumps draw oil
location and identification: for operation of all the hydraulic systems. All return oil from those systems flows
back to the hydraulic oil tank.
1. Hydraulic oil tank
The fill tube, with threaded plug (02) and the tank breather (03) are identified above.
2. Hydraulic oil fill tube The breather is designed to maintain a constant pressure inside the tank regardless
of oil and/or ambient air temperature or the varying pressures in the tank caused by
3. Tank breather oil entering or being drawn from the tank.
4. Fuel tank A tank drain valve is located beneath the tank.
The hydraulic oil tank is located at the center of the carbody, on the right side of the
machine, just rearward of the fuel tank (04).
NOTE: The arrow at the lower right of this and subsequent component location
photos points toward the front of the machine.

1
4
3
• Return oil filters component Three return oil filters (01) are mounted to the rear of the hydraulic oil tank (02). (The
location and identification: third filter is not visible in this photo.) The filters are located in the oil filter compartment,
just forward of the pump compartment. These filters are capsule-type filters with
1. Return oil filters replaceable filter cartridges. The cartridges are changed from above.
2. Hydraulic oil tank (rear wall) The hydraulic oil temperature sensor (03) is installed near the bottom of the rear wall
of the hydraulic oil tank.
3. Hydraulic oil temperature
sensor The hydraulic oil tank sight glass, or oil level gauge (04), is provided inside the door
of the oil filter compartment.
4. Hydraulic oil tank sight glass
(level gauge) NOTE: It is extremely important to follow the procedure in the Operation and
Maintenance Manual when changing the return oil filters. The filter housings
contain valves at the bottom that must be closed before removing the filter
capsules, which contain the replaceable filter elements. When the procedure is
performed properly, the valves prevent the unfiltered oil from blending with the
filtered oil when the filter capsules are removed.

1 2
4
• Return oil filter component All three return oil filters are shown in the photo above. The two filters (01) toward
location and identification: the center of the machine (at the left) mostly filter the oil returning from the left valve
bank (of the main hydraulic control valve), after passing through the hydraulic oil
1. Twin return oil filters (mostly cooler. The left valve bank contains the stick and travel circuits.
filters return oil from the left
valve bank) The outer (right) oil filter (02) mostly filters the oil from the right valve bank. The right
valve bank contains the boom, bucket, and attachment circuits.
2. Single return oil filter (mostly
filters return oil from the right A crossover tube (03) connects the two left filters with the right filter. Connecting
valve bank) all three filters allows oil to pass through the filter with the least resistance to flow,
depending on the volume of oil coming from each valve bank.
3. Crossover tube - connects the
two left filters with the right The three filters are all connected in parallel with the crossover tube. Although
filter oil from the left valve bank and the right valve bank of the main control valve are
delivered to specific filter inlets, the return oil can flow through and be filtered by any
4. Capsule filter switch - a one of the three filters, depending on varying conditions such as oil temperature or
mechanical switch that is clogged filters.
moved by the bypass valve to
warn the operator of clogged A capsule filter switch (04) is installed between the inlet and outlet of the center oil
filters filter. This is a normally closed switch that is mechanically connected to an
internal filter bypass valve. The bypass valve opens when the pressure differential
between the oil inlet and the oil outlet of the filter element reaches approximately
150 kPa (22 psi). When the bypass valve opens, it moves the switch to the open
state and the monitoring system will alert the operator that the hydraulic oil filters are
“plugged.”

• Case drain oil filter location and Two case drain oil filters are mounted to the inboard wall of the hydraulic oil tank (03),
identification: toward the rear of the of the tank. Case drain oil from all of the hydraulic pumps and
motors on the machine is filtered by these spin-on type filters before returning to the
1. Forward case drain oil filter - tank.
filters case drain oil from the
main hydraulic pumps and the The forward case drain oil filter (01) receives the case drain oil from the two main
swing hydraulic pump hydraulic oil pumps and the swing hydraulic oil pump.
2. Rear case drain oil filter - filters The rear case drain oil filter (02) receives the case drain oil from the fan pump, the
case drain oil from the fan fan motor, the two swing motors, and the two travel motors.
pump, the fan motor, the swing
motors, and the travel motors
3. Hydraulic oil tank - inboard wall

4
• Location and identification: A hydraulic oil level switch (01) is installed in the inner wall of the hydraulic oil tank,
just below the case drain oil filters (not visible above) and forward of the cooler
1. Hydraulic tank oil level switch bypass valve (02). This normally open switch is held CLOSED when the
hydraulic oil tank is sufficiently filled with oil. If the oil level is too low, or if the
2. Cooler bypass valve machine is operating on a steep incline, the hydraulic oil level switch will OPEN and
the monitor will alert the operator of a low hydraulic oil level.
3. Hydraulic tank ecology drain
valve An ecology drain valve (03) is installed in the bottom of the hydraulic oil tank, forward
of the suction tube (04). The valve is easily accessible from beneath the upper
4. Main hydraulic suction tube structure, on the right side of the machine.

• Hydraulic oil cooler location and The hydraulic oil cooler (01) is the upper oil-to-air type cooler and is located in the
identification: cooler compartment, at the left rear of the machine.
1. Hydraulic oil cooler The hydraulic oil cooler is positioned behind the Air-To-Air AfterCooler (ATAAC) (02).
The hydraulic demand fan is situated behind the cooler cores and draws outside air
2. Air-To-Air AfterCooler (ATAAC) inward through the coolers.

2 5
3
4
• Main hydraulic control valve The main hydraulic control valve (01) is located forward of the engine compartment
component location and (03) and inboard from the hydraulic oil tank (06).
identification:
The slow return check valve (02) is installed at the left end of the control valve.
1. Main hydraulic control valve The hydraulic oil cooler bypass valve (05) is installed at the right end of the control
valve.
2. Slow return check valve
The neutral bypass valve (04) is also located at the right end of the main hydraulic
3. Engine compartment (hood) control valve.
4. Neutral bypass valve The case drain filters (07) are also visible in the photo above. They are mounted to
the inner wall of the hydraulic oil tank.
5. Hydraulic oil cooler bypass
valve NOTE: A non-skid walkway (used to access other components) is normally
installed over the main hydraulic control valve but has been removed for the
6. Hydraulic oil tank photo above.
7. Case drain oil filters

2 3
5 1
• Slow return check valve location The slow return check valve (01) is mounted to the left end of the main hydraulic
and identification: control valve (02). A hydraulic oil cooler bypass valve is mounted to the right end of
the main hydraulic control valve and looks identical to the cooler bypass valve. The
1. Slow return check valve slow return check valve has a lower opening pressure than the cooler bypass
valve.
2. Main hydraulic control valve
Most of the return oil from the left valve bank flows to the hydraulic oil tank through
3. Adjustment screw the slow return check valve. Return oil from the swing control valve (04) also flows
through this valve.
4. Swing control valve return oil
hose In certain conditions, some of the oil from the slow return check valve flows to the
cooler bypass valve through an external bypass tube (05). In other conditions,
5. Bypass tube oil from the cooler bypass valve flows to the slow return check valve through the
external bypass tube.
All of the oil from the right valve bank flows through the cooler bypass valve on the
right (opposite) valve bank. A hose for relief and makeup oil for the swing motors is
connected to the rear of the right valve, similar to the connection from the return oil
connection shown above.
An adjustment screw (03) is located on top of the valve. The adjustment screw is
used to set the opening pressure for the valves, but should never need adjustment.

374D HYDRAULIC SYSTEM

RETURN OIL FLOW - IMPLEMENT OPERATION
(23) Swing (24) Swing (25) Travel

Control Valve Motors Motors
(22) (21) Pilot

Neutral Manifold
Bypass
Valve
(20) Main Hydraulic
(15) L-Travel Valve
(14) R-Travel Valve

(19) Attach. Valve
(18) Bucket Valve

Control Valve
(16) Stick Valve

(17) Boom Valve
(13) Load Sensing Differential (12) Load Sensing Differential
Pressure Relief Valve Pressure Relief Valve
(11) Cooler (10) Slow Return

Bypass Valve Check Valve
(26) Bypass Tube
(05)
Hydraulic
Oil Cooler
(06)
Hydraulic
Fan Motor
(27)
(04)
(01) (02) (03) Pilot Oil
Main
Front of Pilot
Pump
Fan
Pump
Swing
Pump
Filter
Hydraulic
Pumps
(07)
(09)
Return
Case
Machine
Oil
Drain Filters
Filters
Return Oil System Operation
• Explanation of system The illustration above shows the 374D hydraulic return oil system with the boom and
components purposes and the stick in operation. A description of all return oil flow to the hydraulic tank follows.
normal flow of oil through the
return oil system The hydraulic oil tank (08) is the reservoir for the hydraulic oil that is used in every
hydraulic system and circuit on the machine. The main hydraulic pumps (04) draw
oil from the hydraulic oil tank through a suction screen and provide oil to the main
hydraulic control valve (20). The pump supply oil is delivered to both the left and
right valve banks for use by the six implement and travel control valves (14), (15),
(16), (17), (18), and (19). During normal implement operation, the two load sensing
differential pressure relief valves (12) and (13) and the neutral bypass valve (22) are
closed, allowing pressure to build in the system.
When the operator requests boom (17) and stick (16) movement, oil is sent to the
implement cylinders. As the cylinders move, return oil flows back through the control
valves into the return oil passages of the main hydraulic control valve. The return oil
passages direct the return oil to the cooler bypass valve (11) at the end of the right
valve bank and to the slow return check valve (10) at the end of the left valve bank.
Since the slow return check valve has a lower opening pressure than the cooler
bypass valve, the slow return check valve opens first and directs the oil flow to the
hydraulic oil cooler (05). The hydraulic oil cooler can restrict the oil flow, causing the
return oil pressure to increase. When the opening pressure of the cooler bypass
valve is attained, the valve opens. The excess oil flow from the slow return check
valve then flows through the bypass tube (26) to the cooler bypass valve.
The flow of oil from the cooler bypass valve is directed to the far right return oil
filter (09) where it is returned to the hydraulic oil tank. The oil flowing from the slow
return check valve is cooled as it flows through the hydraulic oil cooler, where the
oil is directed to the two (left) return oil filters and flow to the hydraulic oil tank. The
cooler bypass valve allows enough oil to be returned so that the slow return check
valve can maintain the lower pressure to the cooler, protecting it from damage. At
the same time, the higher pressure maintained by the cooler bypass valve ensures
quick operation of the makeup valves in the system.
The oil from the swing pump (03) flows to the swing control valve (23). No matter
the state of the swing system (operating or not), all the oil from the swing pump
returns to the right slow return check valve where it blends with the return oil from
the main hydraulic control valve. The return oil from the swing system then returns to
the hydraulic oil tank through the same two paths as the oil from the main hydraulic
control valve.
The oil from the fan pump (02) flows through the hydraulic fan motor (06) and is then
directed to the slow return check valve where it blends with the rest of the oil flow to
the hydraulic oil cooler and/or the bypass tube to the cooler bypass valve.
When the oil is cold, there is more resistance to oil flow through the small tubes
in the hydraulic oil cooler, which causes most of the oil to flow through the cooler
bypass valve to the hydraulic oil tank. When the oil warms to the normal operating
temperature, the resistance to oil flow through the cooler is less and the oil is more
evenly divided between the two paths.
The pilot pump sends oil through the pilot oil filter (27) and then to the pilot manifold
(21). The pilot manifold produces and distributes pilot pressure oil to all proportional
reducing valves (PRVs) throughout the system. All of the drain oil from the PRVs is
directed back to the pilot manifold. The pilot manifold then combines and directs the
drain oil back to the hydraulic oil tank.
During operation of the boom and stick, the the pilot operated boom drift reduction
and regeneration valve and the stick drift reduction, regeneration, and unloading
valve direct drain oil through separate drain lines back to the hydraulic oil tank. (This
is filtered pilot oil.)
Case drain oil from all the pumps, the swing motors (24), and the travel motors (25)
is directed to the two case drain filters (07) before it is returned to the hydraulic oil
tank.

RETURN OIL CONTROL

MAIN HYDRAULIC CONTROL VALVE - REAR VIEW
FRONT OF
MACHINE
(01)
(02) Main Hydraulic (04)
Left Valve Control Valve Right Valve
Bank Bank
(03) (05)
Slow Return Cooler Bypass
Check Valve Valve
(08) (06)
To Hydraulic To Hydraulic
Oil Cooler Oil Filters
(07)
Return from
Fan Motor
Return Oil System Operation
• Identification of the slow return The illustration above shows the main hydraulic control valve (01) as viewed from the
check valve and the hydraulic oil rear of the machine.
cooler bypass valve
The slow return check valve (03) is bolted to the end of the main hydraulic control
• Identification and explanation of valve and receives all of the return oil from the left valve bank (02). Return oil from
oil flow into and out of the slow the hydraulic fan motor (07) is directed into the slow return check valve through
return check valve and the cooler a hose connected to the bottom rear port. Oil flow is directed to the hydraulic oil
bypass valve cooler (08) through a hose connected to the top rear port.
The hydraulic oil cooler bypass valve (05) is bolted to the end of the main hydraulic
control valve and receives all of the return oil from the right valve bank (04). Return
oil is directed to the hydraulic oil filters (06) through a hose connected to the top,
rear port of the hydraulic oil cooler bypass valve. The bottom rear port on the cooler
bypass valve is blocked.

RETURN OIL CONTROL

MAIN HYDRAULIC CONTROL VALVE - FRONT VIEW
IMPLEMENTS / TRAVEL ACTIVE
(05) (02)
Right Valve (01) Left Valve (03)
(06)
Bank Center Valve Bank Slow Return
Cooler Bypass
Bank Check Valve
Valve
(09)
Oil Flow From
(07) (04)
Return from Relief from
Swing Control Swing
Valve Motors
(08) FRONT OF
Bypass Tube MACHINE
• Identification and explanation of The illustration above shows the main hydraulic control valve as viewed from the
oil flow into and out of the slow front of the machine during travel and/or operation of the implements.
return check valve and the cooler
bypass valve with implement High pressure supply oil from the main hydraulic pumps (09) enters the bottom of the
operation or travel active center valve bank (01) and is distributed to both the left valve bank (02) and the right
valve bank (05). Return oil from the right valve bank and return oil from the swing
• Explanation of oil flow through control valve (07) enters the hydraulic oil cooler bypass valve (06). Return oil from the
the main hydraulic control valve, left valve bank and return oil from the hydraulic fan motor (from previous illustration)
slow return check valve, cooler enters the slow return check valve (03). Oil from the relief valves in the swing
bypass valve, and bypass tube motors (04) also enters the slow return check valve when the relief valves open.
(Makeup oil for the swing motors may also be drawn from the top port of the slow
return check valve.)
During normal machine operation, the oil flow from the hydraulic oil cooler bypass
valve to the hydraulic oil filters is nearly equal to the flow of oil from the slow return
check valve to the hydraulic oil cooler. (After passing through the hydraulic oil cooler,
the oil is also directed to the hydraulic oil filters.)
When the oil flow rate to the slow return check valve is high, the oil cooler cannot
accommodate all of the oil. In this condition, the cooler becomes a restriction to the
oil flow from the slow return check valve. Because of this restriction to flow and to
protect the cooler, the excess oil flows through the bypass tube (08) to the cooler
bypass valve and then to the hydraulic oil filters. When the oil is cold and less
viscous, the resistance to oil flow through the hydraulic oil cooler is even greater. In
this condition, an even larger volume of oil flows from the slow return check valve
through the bypass tube to the cooler bypass valve.

RETURN OIL CONTROL VALVES

(09) (01)
Return Oil Port from Return Oil Port from
Main Control Valve Main Control Valve
(Right Valve Bank) (Left Valve Bank)
(15) Spring (08) Spring
(14) Spool (10) (02) (07) Spool

Return Oil from Relief Oil from
(13) Swing Control Swing Motors (06)
To Hydraulic Valve
To Hydraulic
Oil Filters Oil Cooler
(12) Orifice (05) Orifice

(11) (03)
From Bypass To Bypass (04) Return Oil
Tube Tube from Fan Motor
HYDRAULIC OIL COOLER SLOW RETURN

BYPASS VALVE CHECK VALVE
FRONT OF MACHINE FRONT OF MACHINE
• Explanation of the operation of The illustration above shows the states of the slow return check valve and the
the slow return check valve and hydraulic oil cooler bypass valve during travel and/or operation of the implements.
the hydraulic oil cooler bypass These two valves work together to:
valve during normal operation of
implements or travel • direct the return oil to the hydraulic oil cooler and to the return oil filters;
• maintain a back pressure in the return oil system for quick operation of
makeup valves in the implement circuits; and
• protect the hydraulic oil cooler from high oil pressures that may cause
damage to the cooler core.
Supply oil from the main hydraulic pumps is distributed to both the left and right valve
banks of the main hydraulic control valve. Return oil from the right valve bank (09)
and return oil from the swing control valve (10) enters the hydraulic oil cooler bypass
valve. Return oil from the left valve bank (01) and return oil from the hydraulic fan
motor (04) enters the slow return check valve. Oil from the relief valves in the swing
motors (02) also enters the slow return check valve when the relief valves open.
(Makeup oil for the swing motors may also be drawn from the top port of the slow
return check valve.)
When the temperature of the oil is low and the viscocity is high, resistance to oil flow
through the cooler is high. Because the opening pressure of the slow return check
valve is approximately 400 kPa (58 psi) and the opening pressure of the hydraulic oil
cooler bypass valve is approximately 800 kPa (116 psi) (differing valve spring rates),
the slow return check valve opens first.

As the pressure builds in the passages, the spool (07) in the slow return check
valve moves UP against the spring (08), allowing oil to flow into the passage to the
hydraulic oil cooler (06). The restriction to oil flow through the hydraulic oil cooler
raises the oil pressure in all of the return oil passages, into and through the bypass
tube (03), and into the passages in the hydraulic oil cooler bypass valve.
When the oil pressure in the passages reaches approximately 800 kPa (116 psi), the
spool (14) in the hydraulic oil cooler bypass valve opens UP against its spring (15).
This allows the oil in the hydraulic oil cooler bypass valve to flow into the passage to
the hydraulic oil filters (13).
Because of the orifice (12) in the hydraulic oil cooler bypass valve spool, the spool
will modulate to a position that allows the return oil flow to be exhausted and maintain
the 800 kPa (116 psi) back pressure upstream from the spool. The orifice (05) in the
slow return check valve spool, plus the back pressure created by the resistance to
flow from the cooler core, causes the slow return check valve spool to modulate to a
position that allows oil to flow through the cooler and maintain the 400 kPa (58 psi)
pressure to the cooler.
This strategy allows as much oil as possible to flow to the hydraulic oil cooler but
prevent high pressures from causing damage to the cooler core. The remainder of
the oil bypasses the cooler and flows through the bypass tube and the slow return
check valve to the hydraulic oil filters. At the same time, the 800 kPa (116 psi)
back pressure is made available for quick operation of the makeup valves in the
implement control valves.
As the oil warms to normal operating temperatures, the oil viscosity becomes lower
and there is less resistance to oil flow through the cooler. As a result, the spool in
the slow return check valve will open further, allowing more oil to flow through the
cooler while still maintaining the 400 kPa (58 psi) pressure to the cooler. Less oil
flows through the bypass tube to the cooler bypass valve and the hydraulic oil filters.
The temperature of the oil is kept to a moderate level in this fashion.

RETURN OIL CONTROL

MAIN HYDRAULIC CONTROL VALVE - FRONT VIEW
IMPLEMENTS / TRAVEL IN NEUTRAL
(05) (02)
Right Valve (01) Left Valve (03)
(06) Bank Center Valve Bank
Cooler Bypass Slow Return
Bank Check Valve
Valve
(09)
Flow From
(07) (04)
Return from Relief from
Swing Control Swing
Valve Motors
(08) FRONT OF
Bypass Tube MACHINE
• Identification and explanation of The illustration above shows the main hydraulic control valve as viewed from the
oil flow into and out of the slow front of the machine with implements and/or travel in NEUTRAL (no implement or
return check valve and the cooler travel movement).
bypass valve with implements
and travel in NEUTRAL (no The neutral bypass valve (not shown) is installed in the right valve bank. When no
movement) implements are being operated, the neutral bypass valve provides the only escape
for the oil flow from the main hydraulic pumps (09). The neutral bypass valve directs
• Explanation of oil flow through the return oil flow from the main hydraulic pumps to the hydraulic oil cooler bypass
the main hydraulic control valve, valve (06), which is mounted to the end of the right valve bank (05). With no swing
slow return check valve, cooler movement, all of the swing pump oil from the swing control (07) is also returned to
bypass valve, and bypass tube the slow return check valve.
Because the slow return check valve (03) has a lower opening pressure than the
cooler bypass valve, oil from the cooler bypass valve flows to the slow return check
valve and then through the hydraulic oil cooler. From the hydraulic oil cooler, the oil
is returned to the hydraulic oil filters.
Because the cooler is a restriction to oil flow, the pressure upstream of the slow
return check valve rises until the cooler bypass valve opens, allowing the excess
oil to flow through the cooler bypass valve to the hydraulic oil filters. This action
protects the cooler from high pressures and maintains a back pressure for quick
operation of makeup valves in the implement circuits.

RETURN OIL CONTROL VALVES

IMPLEMENTS / TRAVEL IN NEUTRAL
(09)
Return Oil Port from (01)
Main Control Valve Return Oil Port from
(Right Valve Bank) Main Control Valve
(Neutral Bypass Valve) (Left Valve Bank)
(15) Spring (08) Spring
(14) Spool (10) (07) Spool

(02)
Return Oil from Makeup Oil to
(13) Swing Control Swing Motors (06)
To Hydraulic Valve
To Hydraulic
Oil Filters Oil Cooler
(12) Orifice (05) Orifice

(11) (03)
To Bypass From Bypass (04) Return Oil
Tube Tube from Fan Motor
HYDRAULIC OIL COOLER SLOW RETURN

BYPASS VALVE CHECK VALVE
FRONT OF MACHINE FRONT OF MACHINE
• Explanation of the operation The illustration above shows the states of the slow return check valve and the
of the slow return check valve hydraulic oil cooler bypass valve when there is no command for travel or operation
and the hydraulic oil cooler of the implements.
bypass valve when no implement
or travel requests are made - When there is no request for implement operation or travel, the main hydraulic
NEUTRAL condition with neutral pumps and the swing pump are in the STANDBY condition. Supply oil at STANDBY
bypass valve open pressure and flow rate from the main hydraulic pumps is distributed to both the left
and right valve banks of the main hydraulic control valve. Because the hydraulic
circuits are in the NEUTRAL condition, the load sensing differential pressure relief
valves block the flow of pump supply oil into the return oil passages of the main
hydraulic control valve.
In the NEUTRAL condition, the neutral bypass valve is open and it provides the only
escape for the oil flow from the main hydraulic pumps. The neutral bypass valve
directs the return oil flow from the main hydraulic pumps into the return oil passages
of the right valve bank. The return oil in the right valve bank can then flow into the
hydraulic oil cooler bypass valve (09). Return oil from the fan motor (04) flows into
the slow return check valve, but no oil flows from the left valve bank (01).
Since the slow return check valve spool (07) opens UP against its spring (08) at
approximately 400 kPa (58 psi) and the cooler bypass valve spool (14) opens UP
against its spring (15) at approximately 800 kPa (116 psi), oil from the cooler bypass
valve flows to the slow return check valve and then through the hydraulic oil cooler.
From the hydraulic oil cooler, the oil is returned to the hydraulic oil filters.

Because the cooler is a restriction to oil flow, the pressure upstream of the slow
return check valve rises until the cooler bypass valve opens, allowing the excess
oil to flow through the cooler bypass valve to the hydraulic oil filters. This action
protects the cooler from high pressures and maintains a back pressure for quick
operation of makeup valves in the implement circuits.
Similar to the implement/travel operation condition, the two valves work together
to allow as much oil as possible to flow to the hydraulic oil cooler but prevent
high pressures from causing damage to the cooler core. The remainder of the oil
bypasses the cooler and flows from the slow return check valve to the hydraulic oil
filters. At the same time, the 800 kPa (116 psi) back pressure is made available for
quick operation of the makeup valves in the implement control valves.

RETURN OIL SYSTEM

(06) To
Cooler
(01)
Return Oil Filters
(02)
Crossover
Tube
(03)
(05) Hydraulic Oil Cooler
Slow Return Bypass Valve
Check Valve
(04)
Return Oil Flow
From Control Valve
(07) From
Cooler
(08)
Bypass
(09)
Tube
Filter Inlet
Manifold
(10)
FRONT OF Pump Suction
(11)
Filter Inlet
MACHINE Tube Manifold
• Explanation of oil flow through The illustration above shows the flow of oil through the return oil system under normal
the return oil system operating conditions and with the oil warmed to normal operating temperature. Oil
can flow in different paths, depending on conditions. The image above shows one
typical return oil flow path.
Return oil from the main hydraulic control valve (04) flows into the hydraulic oil cooler
bypass valve (03) and the slow return check valve (05). (Return oil from the fan
motor and relief oil from the swing motors also flows into the slow return check valve.
Return oil from the swing control valve also flows into the cooler bypass valve.) Some
of the oil from the cooler bypass valve flows to the right to the return oil filterswhile
the rest flows through the bypass tube (08) to the slow return check valve.
From the slow return check valve, the return oil flows into the hydraulic oil
cooler (06). After passing through the cooler core, the cooled oil flows from the
cooler (07) through a hose and into the bottom of the leftmost inlet of the filter inlet
manifold (09). Once the oil enters the filter manifold, the oil is divided, with some
oil flowing into the leftmost return oil filter (01) and some through the middle filter.
Depending on the volume of oil flowing from the cooler, some of the oil can flow
upward past the manifold and into the crossover tube (02) to the rightmost filter inlet
manifold (11) and then into the right filter.
The return oil that flows into the hydraulic oil cooler bypass valve flows out the rear of
the valve into a hose to the inlet of the rightmost filter inlet manifold and then into the
right return oil filter. After the oil passes through the filters, it flows into the hydraulic
oil tank. All of the pumps draw filtered oil from a main suction manifold that connects
to the pump suction tube (10) at the bottom of the tank.

RETURN OIL FILTER BYPASS VALVE
NORMAL OPERATION / WARM OIL FILTER CLOGGED / COLD OIL
(04)
Return
Oil Filter
(01) (07)
Return Return
Oil Oil
(05)
Switch
Assembly
(02) (03) (06) (08) (09) (10)

Bypass To Filter Inlet Spring Bypass To
Valve Tank Manifold Valve Tank
Return Oil Filter Bypass Valve Operation
• Explanation of return oil filter The filter inlet manifold (06) contains a filter bypass valve (02) beneath the center
bypass valve operation - warm return oil filter (04). During normal operation when the oil is warm, return oil (01) from
oil and cold oil (or clogged filter) the hydraulic oil cooler and/or the cooler bypass valve enters the filter inlet and flows
upward through the center of the filter element. Contaminants are removed from the
oil as it passes through the filter media. The oil is then returned through the filter
outlet to the hydraulic oil tank (03).
When the oil is cold, or if the filter is clogged, the resistance to return oil (07) flow
through the filter media causes the inlet oil pressure to increase. When the pressure
reaches approximately 150 kPa (22 psi), the bypass valve (09) opens to the right
against the spring (08). This action allows the oil to bypass the filter and flow directly
into the tank (10).
A capsule filter switch assembly (05) is installed between the inlet and the outlet of
the center return oil filter. This is a normally closed switch that is mechanically
connected to the filter bypass valve. When the bypass valve opens, it moves the
switch to the open condition and the monitor will alert the operator that the hydraulic
oil filters are “plugged.”
When the oil is cold, the resistance to flow through the filter media is restricted, due
to the high viscosity of the oil. The monitor will ignore the open switch condition
when the hydraulic oil temperature sensor (installed in the tank) indicates the oil is
cold. When the oil warms, the viscocity of the oil is lower, and unless the filter is
clogged, the spring will close the bypass valve, allowing the oil to be filtered.

HYDRAULIC OIL TANK

(01)
Boom and Stick
Regeneration Valves
Drain Inlets
(05)
Return Oil Filters
Inlets (02)
Case Drain
Inlets
(03)
Pilot Manifold
Drain Inlet
(04)
Suction FRONT OF
Filter MACHINE
• Identification of return oil inlets The illustration above shows the hydraulic oil tank as viewed from the right front of
to the hydraulic oil tank the machine. The tank walls have been made semi-transparent to provide a view of
the components inside the tank.
Drain oil from the boom regeneration and drift reduction valve and also from the
stick regeneration, drift reduction, and unloading valve is returned to the hydraulic
oil tank through two small tubes (01) in the inboard wall of the tank, below the case
drain oil filters. The drain oil from the pilot manifold is returned to the hydraulic oil
tank through the lower small tube (03). This drain oil is pilot oil that has been filtered
before being sent to the valves that utilize the oil for operation.
The two case drain filters return filtered oil into the hydraulic oil tank through the
larger tubes (02) in the inboard wall of the tank.
The majority of the oil returned to the hydraulic oil tank comes from the three large
return oil filters which return filtered oil into the tank through the two large tubes (05)
in the rear wall of the tank.
Oil that is drawn out of the bottom of the tank must pass through the suction filter (04)
first. The suction filter prevents any contaminants from being drawn into the pumps
and distributed through the entire hydraulic system.
The suction filter must be replaced occasionally, in accordance with the frequency
interval specification in the Operation and Maintenence Manual. The suction filter is
attached to a rod that allows the filter to be pulled up and removed through an access
cover on top of the tank.

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374D NEW PRODUCT INTRODUCTION

TREINAMENTO CORPORATIVO - SOTREQ

374D Hydraulic Excavator

374D Hydraulic Excavator

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© 2010 Caterpillar Inc.

Other upgrades to the machine’s standard features include:

374D Similarities & Differences

Implement Hydraulic System

Tool Control System

• Monitoring System: The 374D uses the same monitoring system as

MAIN HYDRAULIC SYSTEM

(07) (02) (03) (04) (01) Main

(16) Hydraulic Tank

MAIN HYDRAULIC SYSTEM

ELECTRONIC CONTROL SYSTEM

(01) CAN 1 Data Link

ELECTRONIC CONTROL SYSTEM

Health Watch provides:

374D Hydraulic Excavator

374D Hydraulic Excavator

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© 2010 Caterpillar Inc.

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1. 24V cigar lighter/power supply

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1. The Two-Speed Travel switch toggles between low speed and

• The second stage AEC function reduces engine speed to approximately

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3. The Travel Alarm Cancel switch is a momentary two-position switch

4. The Gain/Response Control switch allows the operator to adjust

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7. The Upper Window Washer switch is an ON/OFF momentary switch

8. This soft switch is not used in most marketing areas.

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1. The Universal Quick Coupler (dedicated wedge-lock) control switch

CAUTION: Always test the quick-coupler for proper engagement by closing

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1. The center Manual/Auto Backup switch is a two-position switch that

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3. The Engine Control Backup switch is a three-position momentary

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1. The Work Tool Control Backup switch is a three-position momentary

2. The Left Track Control switch is a three-position momentary switch

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374D Hydraulic Excavator

374D Hydraulic Excavator

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© 2010 Caterpillar Inc.

The 374D Hydraulic Excavator is powered by the C15 ACERT™ (Advanced

The C15 engine is an in-line six-cylinder arrangement with a displacement of 15

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The C15 ACERT engine specifications for the 374D are:

• Serial number prefix: LHX

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• ambient (absolute) pressure is the atmospheric pressure

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