Service Training

SEBV2612
July 1995

SLIDE/TEXT REFERENCE

PART OF TECHNICAL INSTRUCTION MODULE SEGV2612

H-SERIES MOTOR GRADERS

STEERING AND IMPLEMENT
HYDRAULIC SYSTEMS

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Table of Contents

TABLE OF CONTENTS
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
IMPLEMENT PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
COMBINATION VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
STEERING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
IMPLEMENT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
SLIDE LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39

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Slide/Text Reference

1
INTRODUCTION
Introduce course

This module is designed to supplement the H-Series Motor Grader video

tape information with colored schematics and valve sectional views
during specific conditions of operation. Viewing this information will
assist the students in completing Labs E and F.

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Slide/Text Reference

STEERING AND IMPLEMENT HYDRAULIC SYSTEM

HAND
METERING
UNIT

LEFT
VALVE
BANK

RIGHT
VALVE BANK

ACCUMULATOR

PUMP

TANK

COMBINATION COMPENSATOR
VALVE
VALVE

2
Identify components

Tank

The H-Series Motor Grader steering and implement hydraulics are

proportional priority pressure compensated (PPPC) systems. These
systems are also called "Triple PC." The advantage to these systems are
their ability to provide a proportionate amount of oil flow to each circuit
when the total flow demand exceeds the total available pump flow.

Hydraulic pump

The system components are:

Explain each
component

Tank: a non-vented oil reservoir that contains a reverse flow filter.

Hydraulic Pump: a variable displacement, axial piston pump similar to
the pump used on the G-Series Motor Graders.
Objectives 5 and 6
Slides 2 - 27

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Compensator valve
- Flow compensator
- Pressure
compensator
Combination valve
- Steering priority
valve

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Slide/Text Reference

Compensator Valve: contains the flow compensator (or margin spool)

and the pressure compensator (or pressure cutoff spool).
A. Flow compensator: controls margin pressure and low pressure
standby. Margin pressure is set at 2100 kPa (305 psi) and low
pressure standby is set at 3300 kPa (480 psi).
B. Pressure compensator: controls the high pressure cutoff. This
pressure is set at 25500 kPa (3700 psi).

- Steering relief valve

- Main system relief
valve
- Steering load check
valve
- Signal resolver valve
- Signal relief valve

Combination valve: this valve contains the following components:

A. Steering priority valve: establishes priority to the steering circuit
by directing oil flow to meet the steering circuit demand before the
demand of the implement circuits. The priority valve also detects
the load pressure in the steering circuit and directs this signal
pressure to the signal resolver valve.

- Signal bleed valve

B. Steering relief valve: limits the maximum pressure to the steering

circuit. This pressure is set at 19300 kPa (2800 psi).
C. Main system relief valve: provides protection for the system if
the pressure compensator valve fails to destroke the implement
pump at high pressure cutoff. This pressure is set at 27000 kPa
(3900 psi).
D. Steering load check valve: maintains the steering accumulator
pressure at the inlet of the steering hand metering unit for more
responsive steering operation.
E. Signal resolver valve: selects the higher of the two signal
pressures from the steering circuit and the implement circuit and
directs the high signal to the flow compensator valve.
F. Signal relief valve: limits the maximum implement signal pressure
that is directed to the flow compensator valve. The pressure is set
at 22050 kPa (3200 psi).
G. Signal bleed valve: required because the signal check valves in
the implement circuit load pressure signal network will not allow
signal pressure to bleed to the tank when the control valves are
returned to the hold or neutral position. A trapped load signal at
the flow compensator valve will cause the low pressure standby
pressure to be above specification. The signal bleed valve prevents
any trapped signal pressure by continuously leaking a small flow of
signal oil out of the signal network to the tank.

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Steering accumulator
Hand metering unit
Implement control
valves

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Slide/Text Reference

Steering accumulator: prevents the momentary interruption in steering

operation caused by sudden changes in pump demand required by the
implement circuits. The nitrogen precharge pressure is 6900 kPa
(1000 psi).
Hand metering unit (HMU): contains the steering line relief valves
[22100 kPa (3200 psi)] with anti-cavitation valves, supply and anticavitation check valves, gerotor pump, and rotary sleeve.
Implement control valves: a maximum of fourteen valves can be
installed below the operator's station. Each valve incorporates the lock
valve function, and the line relief valve is included in several circuits.
NOTE: The various color codes which will be used in this module to
identify oil flow and pressures are as follows:
Red

- High pressure

Red and White Stripes

- First supply pressure reduction

Red Dots

- Second supply pressure reduction

Orange

- Signal pressure

Orange and White Stripes

- First signal pressure reduction

Orange Dots

- Second signal pressure reduction

Blue

- Blocked oil

Green

- Tank or case drain

Yellow

- Activated valve envelopes or moving parts

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H-SERIES
HYDRAULIC SYSTEM

RIGHT
VALVE
BANK
HAND
METERING
UNIT

TO IMPLEMENT
CYLINDERS

STEERING
ACCUMULATOR

COMBINATION
VALVE
TO STEERING
CYLINDERS

IMPLEMENT
SIGNAL LINE

TO IMPLEMENT
CYLINDERS
LEFT
VALVE
BANK

STEERING
SIGNAL LINE

PUMP

COMPENSATOR
VALVE
FILTER

3
Explain oil flow

Shown here is a diagram of the hydraulic system. Hydraulic pump oil

(red and white stripes) is directed to the combination valve which then
directs the oil flow to the steering hand metering unit (red dots) and to the
implement control valves (red and white stripes).
The hand metering unit (HMU) and the implement valve banks have
individual signal lines that connect to the combination valve. With all the
implements and the steering HMU in HOLD, the implement signal line is
at tank pressure and the HMU signal line (orange dots) has approximately
345 kPa (50 psi) in the line. The resolved signal (orange dots) is then
directed to the compensator valve which maintains the low pressure
standby at approximately 3300 kPa (480 psi).
The priority valve (contained within the combination valve) is the source
of steering signal oil pressure. The HMU signal line is connected to the
tank and constantly bleeds the signal pressure to the tank when the HMU
is in HOLD.

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ADJUSTMENT
SCREWS

PRESSURE AND FLOW

COMPENSATOR VALVE

SIGNAL
PRESSURE

TO TANK

FLOW COMPENSATOR

TO ACTUATOR
PISTON
FROM
OUTPUT PORT
PRESSURE COMPENSATOR

4
IMPLEMENT PUMP
Two spools in pump
control valve:

Shown here is the pressure compensator valve used on the all of the Hseries machines implement pumps. Two spools are installed in the valve:

- Flow compensator
- Pressure
compensator

Objectives 1, 4, and 7

1. Flow compensator or margin spool (on the left). This valve

controls margin pressure and low pressure standby. Margin
pressure is set at 2100 kPa (305 psi) above the signal pressure.
Low pressure standby is approximately 3300 kPa (480 psi). If this
pressure is below 2660 kPa (380 psi) or above 4000 kPa (580 psi),
margin pressure should be checked. If margin pressure is out of
specification, adjust the margin pressure and low pressure standby
will be within the above range.
2. Pressure compensator or pressure cutoff spool (on the right)
destrokes the pump when the system pressure reaches 25500 kPa
(3700 psi).

Slides 2 - 11

NOTE: Each spring has an individual adjustment screw.

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5
Two types of low
pressure standby

The H-series machines have a unique hydraulic system called

"proportional priority pressure compensated hydraulics." Two types of
low pressure standby are present in this system: low pressure standby
and true low pressure standby.
Low pressure standby occurs when the compensator valve bleed screw
(arrow) is seated and the low signal pressure from the priority valve is
allowed into the spring chamber of the flow compensator valve. The low
signal pressure from the priority valve is approximately 345 kPa (50 psi)
and combines with the setting of the flow compensator which creates a
low pressure standby of approximately 3300 kPa (480 psi).
True low pressure standby occurs when the compensator valve bleed
screw is opened one turn and the low signal pressure from the priority
valve is allowed to drain to the tank. True low pressure standby is
approximately 3100 kPa (450 psi).
NOTE: Do not adjust the low pressure standby to the center of the
specification just because it is above or below 3300 690 kPa
(480 100 psi). When the factory adjusts the margin pressure to
2100 kPa (305 psi), the low pressure standby falls somewhere between
the specification. If the low pressure standby exceeds the limits of the
specification, perform the margin pressure test and the low pressure
standby should be within the specification. If the cycle times are
incorrect, other problems are present within the hydraulic system.

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PUMP AND COMPENSATOR OPERATION

ENGINE OFF

NO SIGNAL

PUMP OUTPUT
LARGE ACTUATOR

YOKE PAD
SWASHPLATE

FLOW COMPENSATOR
( MARGIN SPOOL)

DRIVE
SHAFT

PRESSURE
COMPENSATOR
(PRESSURE CUTOFF)

SMALL ACTUATOR
AND BIAS SPRING
PISTON AND
BARREL ASSEMBLY

6
Components in engine
OFF condition

When the engine is OFF, the bias spring holds the swashplate at maximum
angle.
When the engine is started, the pump drive shaft starts to rotate. Oil is
drawn into the piston bore. As the piston and barrel assembly rotate, the
oil is forced out into the system.

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PUMP AND COMPENSATOR OPERATION

LOW PRESSURE STANDBY
SIGNAL
PRESSURE

PUMP OUTPUT

7
No flow in low
pressure standby

At machine start-up, the bias spring holds the swashplate at maximum

angle. As the pump produces flow, system pressure begins to increase
because the flow is blocked at the implement control valves. This
pressure is felt under both the margin spool and the pressure cutoff spool.
The margin spool moves up against the spring force and the low signal
pressure from the priority valve, and permits system oil to go to the large
control piston in the pump.
As pressure in the large control piston increases, the large control piston
overcomes the force of the bias spring and the pressure in the small
control piston and moves the swashplate to a reduced angle. The large
control piston moves to the right until the cross-drilled passage in the stem
is uncovered. Oil in the large control piston then bleeds off to the pump
case. At this minimum angle, the pump will produce just enough flow to
make up for system leakage. The system pressure at this time is called
"low pressure standby" and is approximately 3300 kPa (480psi).

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Low pressure standby
is higher than margin
pressure

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Slide/Text Reference

Low pressure standby is higher than margin pressure. This characteristic

is due to a higher back pressure created by the oil which is blocked at the
closed-center valves when all the valves are in HOLD. Pump supply oil
pushes the margin spool up and further compresses the margin spring.
More supply oil then goes to the large control piston and flows through
the cross-drilled hole in the stem to the pump case.

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PUMP AND COMPENSATOR OPERATION

UPSTROKING

SIGNAL

PUMP OUTPUT
REDUCED PRESSURE

8
Upstroking

When an implement requires flow, a signal is sent to the pump control

valve. This signal causes the force (margin spring plus signal pressure) at
the top of the margin spool to become higher than the supply pressure at
the bottom of the spool. The spool then moves down, blocks oil to the
large control piston, and opens a passage to drain. Pressure at the large
control piston is reduced or eliminated, which allows the bias spring to
move the swashplate to an increased angle. The pump will now produce
more flow. This condition is called "upstroking."
The following conditions can result in upstroking the pump:
1. An implement control valve is activated when the system is at
low pressure standby.
2. The control valve directional stem is moved for additional flow.
3. An additional circuit is activated.

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Slide/Text Reference

4. Engine rpm decreases. In this case, pump speed decreases which

causes a decrease in flow and pump supply pressure. The pump
must then upstroke to maintain the system flow requirements.
NOTE: Signal pressure does not necessarily have to increase for the
pump to upstroke. For example, if one implement is activated and is
operating at 13800 kPa (2000 psi), the system supply pressure is
15900 kPa (2305 psi) due to the maximum signal pressure of 13800 kPa
(2000 psi) plus the margin spring force. Now, if the operator activates
another implement at an initial operating pressure of 6900 kPa (1000 psi),
maximum signal pressure is still 13800 kPa (2000 psi), but the supply
pressure decreases momentarily to provide the increased flow now needed
at the implements. The force at the top of the margin spool (now higher
than the force at the bottom of the margin spool) pushes the spool down
and allows oil in the pump control to drain. The swashplate angle now
increases and the pump provides more flow.

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Slide/Text Reference

PUMP AND COMPENSATOR OPERATION

CONSTANT FLOW

SIGNAL

PUMP OUTPUT
REDUCED PRESSURE

9
Constant flow

As pump flow increases, pump supply pressure also increases. When the
pump supply pressure (red) increases and equals the sum of the load
(signal) pressure plus the margin spring pressure, the margin spool moves
to a metering position and the system becomes stabilized.
The difference between the signal pressure and the pump supply pressure
is the value of the margin spring, which is 2100 kPa (305 psi).

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PUMP AND COMPENSATOR OPERATION

DESTROKING

SIGNAL

PUMP OUTPUT
INCREASED PRESSURE

10
Destroking

When less flow is needed, the pump is destroked. The pump destrokes
when the force at the bottom of the margin spool becomes higher than at
the top. The margin spool then moves up and allows more flow to the
large control piston. Pressure in the large control piston then overcomes
the combined force of the small control piston and bias spring and moves
the swashplate to a reduced angle. The pump will now produce less flow.
The following conditions can result in destroking the pump:
1. All implement control valves are moved to the HOLD position.
The pump returns to low pressure standby.
2. The control valve directional stem is moved to reduce flow.
3. An additional circuit is deactivated.

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Slide/Text Reference

4. Engine rpm increases. In this case, pump speed increases causing

an increase in flow. The pump destrokes to maintain system flow
requirements.
Pump flow stabilizes
when margin spool
moves to metering
position

As pump flow decreases, pump supply pressure also decreases. When the
pump supply pressure (red) decreases and becomes the sum of load
pressure plus margin pressure, the margin spool moves to a metering
position and the system stabilizes.
NOTE: Signal pressure does not necessarily have to decrease for the
pump to destroke. For example, if two implements are activated with one
at 13800 kPa (2000 psi) and the other at 6900 kPa (1000 psi), the system
supply pressure is 15900 kPa (2305 psi) due to the maximum signal
pressure of 13800 kPa (2000 psi) plus the margin spring force. Now, if
the operator returns the implement at 6900 kPa (1000 psi) to HOLD,
maximum signal pressure is still 13800 kPa (2000 psi), but the supply
pressure increases due to reduced flow needed at the implements. The
supply pressure will push the margin spring up and allow more oil to go
to the pump control which causes the pump to destroke.

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Slide/Text Reference

PUMP AND COMPENSATOR OPERATION

HIGH PRESSURE STALL
SIGNAL AT
3200 psi

PUMP OUTPUT
AT 3505 psi

11
High pressure stall

The pressure compensator (or cutoff spool) is in parallel with the margin
spool. The pressure compensator limits the maximum system pressure at
any given pump displacement. The maximum pressure setting of the
pressure compensator is 25500 kPa (3700 psi). The spool is held down
during normal operation by the pressure compensator spring.
During stall, signal pressure, which is limited to 22050 kPa (3200 psi) by
the signal pressure relief valve, controls the maximum load signal sent to
the pump margin spool. Limiting the maximum load signal to the pump
prevents the pump from destroking to minimum displacement at cutoff
pressure when other circuits are operating at lower pressures. When only
one circuit is operated and stalled (shown), the pump will then normally
destroke because the cylinder(s) are at the end of their travel.
At stall, limiting the signal pressure to 22050 kPa (3200 psi) limits the
maximum operating pressure to 24170 kPa (3505 psi). If system pressure
exceeds the maximum operating pressure, the pressure compensator will
destroke the pump to minimum displacement

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Slide/Text Reference

If the pressure compensator fails to destroke the pump or if a pressure

spike occurs during a pump destroke transition period, the main system
relief valve in the combination valve will direct the excess pressure to the
tank. The main system relief valve is set at 27000 kPa (3900 psi).

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STEERING
ACCUMULATOR

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SUPPLEMENTAL
STEERING PUMP OIL

Slide/Text Reference

STEERING LOAD
CHECK VALVE

COMBINATION
VALVE
HOLD

TO IMPLEMENTS
STEERING
PRIORITY
VALVE
STEERING
SUPPLY OIL

STEERING
MAIN
RELIEF
VALVE

TO TANK
PUMP SUPPLY
OIL

SIGNAL
PRESSURE
RELIEF
VALVE
IMPLEMENT MAIN
RELIEF VALVE

SIGNAL BLEED VALVE

SIGNAL PRESSURE
TO PUMP
STEERING SIGNAL
PRESSURE TO HMU

SIGNAL RESOLVER VALVE

IMPLEMENT
SIGNAL PRESSURE

12
COMBINATION VALVE
Combination valve in
low pressure standby

The combination valve incorporates the following components in one

valve body: priority valve, steering relief valve, main system relief valve,
steering load check valve, signal resolver valve, signal relief valve, and
signal bleed valve.
This slide shows the components of the combination valve in the HOLD
(or low pressure standby) condition. The signal oil pressure to the pump
compensator valve is approximately 345 kPa (50 psi). The source of the
signal oil pressure is from the priority valve through the small orifice just
to the left of the priority spring. Signal pressure (orange dots) is directed
to the flow compensator and to the hand metering unit which is connected
to the tank through a very small orifice contained within the hand
metering unit. The signal oil pressure directed to the margin valve causes
a slight increase in low pressure standby. Low pressure standby is
3300 kPa (480 psi) at high idle with warm oil.

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To measure true low pressure standby, the pump compensator bleed

valve must be opened one turn to direct any signal pressure to tank. The
true low pressure standby will be 3100 kPa (450 psi). Refer to the
Hydraulic and Implement Systems Operation, Testing and Adjusting
service module for the correct procedure.
The steering system pressure (red dots) is approximately 2000 kPa
(275 psi) and is created by the 1030 kPa (150 psi) spring at the right end
of the priority valve and the force of the oil in the the chamber (orange
dots) at 850 kPa (125 psi). As was mention previously, the steering signal
is connected to the HMU through an orifice to the tank. This restriction
causes approximately 345 kPa (50 psi) of back pressure in the signal
circuit to the pump compensator (with no steering or implement use).

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STEERING
ACCUMULATOR

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SUPPLEMENTAL
STEERING PUMP OIL

STEERING LOAD
CHECK VALVE

COMBINATION VALVE
STEERING ACTUATED

TO IMPLEMENTS
STEERING
PRIORITY
VALVE
STEERING
SUPPLY OIL
STEERING
MAIN
RELIEF
VALVE

TO TANK
PUMP SUPPLY
OIL

SIGNAL
PRESSURE
RELIEF
VALVE
IMPLEMENT MAIN
RELIEF VALVE

SIGNAL BLEED VALVE

SIGNAL PRESSURE
TO PUMP

SIGNAL RESOLVER VALVE

IMPLEMENT
SIGNAL PRESSURE

STEERING SIGNAL
PRESSURE TO HMU

13
Combination valve
with steering activated

When the hand metering unit is rotated for a right or left turn, the pressure
at the left end of the priority valve (red dots) is decreased and the spool
moves to the left to allow more oil to flow to the steering circuit. As the
pump upstrokes and increases the flow through the HMU, the steering
pressure at the left end of the priority valve increases and causes the
priority valve to move to the right. This movement causes the priority
valve spool to modulate the oil flow to the steering circuit as the HMU is
moved.
As the steering system pressure increases above 6895 kPa (1000 psi), the
accumulator will start to be charged and eliminate any fluctuations in
operation while the operator moves the steering wheel. The accumulator
will be fully charged when the operator bottoms the steering cylinders. At
this time, the system pressure will be 19300 kPa (2800 psi), which is the
steering relief pressure.
The implement oil pressure (red) is the same as the pump pressure and is
blocked at each of the implement control valves.

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STEERING
ACCUMULATOR

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SUPPLEMENTAL
STEERING PUMP OIL

Slide/Text Reference

STEERING LOAD
CHECK VALVE

COMBINATION VALVE
STEERING AND IMPLEMENTS
ACTUATED

TO IMPLEMENTS
STEERING
PRIORITY
VALVE
STEERING
SUPPLY OIL
STEERING
MAIN
RELIEF
VALVE

TO TANK
PUMP SUPPLY
OIL

SIGNAL
PRESSURE
RELIEF
VALVE
IMPLEMENT MAIN
RELIEF VALVE

SIGNAL BLEED VALVE

SIGNAL PRESSURE
TO PUMP

SIGNAL RESOLVER VALVE

IMPLEMENT
SIGNAL PRESSURE

STEERING SIGNAL
PRESSURE TO HMU

14
Combination valve
with steering and
implements activated

This slide shows the steering and implement system actuated. Even
though the steering system has priority, the pump is capable of satisfying
the steering system when multiple implements are used and will continue
when the pump flow capability is exceeded. When the flow capability is
exceeded, the PPPC function will cause the speed of the steering and
implements to slow down proportionally.
When both the steering and implement circuits are used, the priority valve
will be constantly moving to satisfy the oil demands and give the steering
circuit priority over the implements.
When any of the implement control valves are operated, signal oil is
directed through the signal network to the signal resolver valve, signal
bleed valve and the signal pressure relief valve.

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Slide/Text Reference

If the implement signal pressure is higher than the steering signal

pressure, the resolver ball will move up and direct the implement signal
pressure to the compensator valve. As the implement signal pressure
increases above 1035 kPa (150 psi), the signal bleed valve will move up
and close the drain passage. Within the signal bleed valve is a very small
orifice that continually bleeds signal pressure to the tank. When the
operator releases an implement lever, the signal pressure is drained
immediately through the signal bleed valve, which causes the pump to
destroke to low pressure standby.
If the signal pressure increases above 22050 kPa (3200 psi), the signal
pressure relief valve will limit the signal pressure to the compensator
valve and prevent the pump from destroking to minimum displacement at
cutoff pressure when other implements are operating at lower pressures.

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Slide/Text Reference

SIGNAL NETWORK
RIGHT BLADE LIFT
LEFT
BLADE LIFT

SIDE
SHIFT

CIRCLE
DRIVE
BLADE TIP

CENTER
SHIFT
ARTICULATION

WHEEL
LEAN RIGHT
BLADE LIFT

TO
COMPENSATOR
VALVES

SIGNAL
CHECK
VALVE

TO SIGNAL BLEED
AND SIGNAL PRESSURE
RELIEF VALVES

SIGNAL RESOLVER VALVE

COMBINATION VALVE

FROM STEERING
HAND METERING UNIT

TO PUMP
COMPENSATOR VALVE

FROM PRIORITY AND

STEERING RELIEF VALVE

15
Signal network

This slide shows the path of the signal oil from the right blade lift valve in
the signal network. The blade lift signal oil (orange) is forcing all the
signal check valves and compensator valves in all the implement valves to
the closed position. Even though steering signal oil pressure (orange dots)
is present, the signal pressure is lower than the blade lift signal. The
signal resolver ball is then moved to the left, which directs the higher
blade lift signal pressure to the compensator valve.
When diagnosing problems in the signal network, remember that if one
signal check valve leaks, all the other implements will be slower. When
the implement with the leaking signal check valve is operated, the
cylinder speed will be normal. This implement has the leaking signal
check valve.

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STEERING
CYLINDERS

Slide/Text Reference

STEERING HAND
METERING UNIT

STEERING HYDRAULIC SYSTEM

HOLD

ACCUMULATOR

TANK
IMPLEMENT PUMP
AND CONTROLS
COMBINATION VALVE

16
Steering system in
HOLD

STEERING SYSTEM
This schematic shows the steering system in HOLD. The components
are: the tank, the hydraulic pump and compensator valve, the
combination valve, the accumulator, the steering hand metering unit and
the two steering cylinders.

Objective 5
Slides 16 - 19

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Slide/Text Reference

STEERING HYDRAULIC SYSTEM

HOLD

PRESSURE
COMPENSATOR

SIGNAL
RESOLVER
PUMP

PRIORITY
VALVE

SIGNAL
BLEED
SIGNAL
RELIEF
MAIN
RELIEF

TANK
FLOW
COMPENSATOR

IMPLEMENT PUMP AND CONTROLS

ACCUMULATOR

STEERING
RELIEF

COMBINATION VALVE

17
Tank, pump and
controls, and
combination valve

This slide shows the tank, implement pump and controls, and combination
valve in HOLD.
The compensator contains the flow compensator and pressure
compensator valves.
The combination valve contains the priority valve, the load check valve,
the steering relief valve, the main relief valve, the signal relief valve, the
signal bleed valve and the signal resolver valve.
In HOLD, the priority valve is shown with the top envelope activated
(yellow). Pump oil is available to the implements and the steering system.
The flow compensator is in the metering position because a low pressure
steering signal (orange dots) is acting with the flow compensator spring.

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Slide/Text Reference

STEERING HYDRAULIC SYSTEM

HOLD
STEERING
CYLINDERS
STEERING HAND
METERING UNIT

GEROTOR

ROTARY
SLEEVE

SUPPLY
CHECK VALVE
ANTI-CAVITATION
CHECK VALVE

LINE RELIEFS WITH

ANTI-CAVITATION VALVES

18
Hand metering unit

This slide shows the steering hand metering unit and cylinders.
The hand metering unit contains the following components: pump supply
port check valve, anti-cavitation check valve, two line relief valves with
anti-cavitation valves and the gerotor pump with the rotary sleeve valve.
In HOLD, the steering signal pressure is directed to the tank through the
center section of the HMU. Signal pressure is approximately 345 kPa
(50 psi).

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Slide/Text Reference

STEERING
CYLINDERS

STEERING HAND
METERING UNIT

GEROTOR

ROTARY
SLEEVE

STEERING HYDRAULIC SYSTEM

RIGHT TURN

SUPPLY
CHECK VALVE
ANTI-CAVITATION
CHECK VALVE

LINE RELIEFS WITH

ANTI-CAVITATION VALVES

PRESSURE
COMPENSATOR

SIGNAL
RESOLVER
PRIORITY
VALVE

SIGNAL
BLEED
SIGNAL
RELIEF

TANK

MAIN
RELIEF

IMPLEMENT PUMP
AND CONTROLS

ACCUMULATOR

STEERING
RELIEF

COMBINATION VALVE

19
Steering system in
RIGHT TURN

This schematic shows the steering system during a RIGHT TURN. As the
operator rotates the steering wheel and hand metering unit, oil from the
gerotor pump is forced into the two steering cylinders which causes the
front wheels to turn to the right. As the sleeve within the hand metering is
rotated, implement pump oil is directed by the sleeve into the supply port
of the gerotor. The priority valve is the source of steering signal pressure
and is directed to the sleeve within the HMU and to the flow compensator.

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Slide/Text Reference

LEFT IMPLEMENT CONTROL VALVES

HOLD

SIDE
SHIFT

BLADE
TIP

LEFT BLADE LIFT

CIRCLE DRIVE

20
Left side implement
valves

IMPLEMENT SYSTEM
The implement system includes a maximum of fourteen implement
control valves. Shown on this slide is the left valve bank.
From left to right, the valve functions are: left blade lift, side shift, circle
drive and blade tip.

Objective 6
Slides 20 - 27

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Slide/Text Reference

RIGHT IMPLEMENT CONTROL VALVES

HOLD

ARTICULATION

CENTER SHIFT

WHEEL LEAN

RIGHT BLADE LIFT

21
Right side implement
valves

Shown on this slide is the right valve bank.

From left to right, the valve functions are: articulation, center shift, wheel
lean, and right blade lift.

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Slide/Text Reference

IMPLEMENT CONTROL VALVE COMPONENTS

HOLD
WHEEL LEAN

RIGHT BLADE LIFT

LOCK VALVES

LINE
RELIEF
VALVE

LOCK VALVES

COMPENSATOR
VALVE
SIGNAL
CHECK
BALL

FLOAT
DETENT

FLOAT

STEM

SIGNAL
CHECK
BALL

STEM

22
Components of valves

This slide shows the components of the right blade lift and wheel lean
control valves. (These components will be explained in slides No. 23
through 27.)

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LOCK VALVE SEATS

PORT A

LOCK VALVE
PISTON

Slide/Text Reference

TYPICAL
IMPLEMENT VALVE
PORT B

LOCK VALVE
POPPET

HOLD
LOCK VALVE POPPET
COMPENSATOR VALVE

TO TANK
TO TANK
CENTERING SPRING

ROTARY
ACTUATOR
COUNTERBALANCE CONTROL FROM
SPRING
STEM
PUMP

SIGNAL
CHECK BALL
TO
COMBINATION
VALVE
MANIFOLD

23
Typical implement
valve in HOLD

This slide shows a typical implement control valve in HOLD. The valve
contains the following components: the lock valve poppets, seats and
piston, the compensator valve, the control stem, the rotary actuator, the
centering spring, the counterbalance spring and the signal check ball.
The stem has metering holes and slots designed to match the flow
requirement of each circuit. The stem and the other components are
replaceable, if damaged.
The lock valves are incorporated within the control valve body. If any
implement hydraulic hose must be removed from the control valve or
body, ground the implement before servicing.

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Slide/Text Reference

The compensator valve proportions the available pump flow when the
operation of multiple functions results in the total flow demand exceeding
the available pump flow. The compensator creates an additional
restriction in each circuit so that a single circuit cannot use all or a
significant portion of the available pump flow. The compensator
maintains an equal pressure drop across each area opening so that the
flow from each control valve is proportional to the stem area opening.
The signal check valve provides a passage for the cylinder load pressure
out of the control valve and into the signal network. The signal check
valve also provides separation of the cylinder load pressures between the
control valves. The highest load pressure is the only pressure that passes
through that control valves check valve which then seats all the other
check valves in the control valves. This pressure now becomes the signal
pressure to the pump compensator valve. Signal pressure is also directed
to the signal chamber of the compensator in each implement control valve
to proportion the flow of oil to the cylinder(s) when multiple implement
circuits are used.
The centering spring centers the stem in the valve body. The
counterbalance spring compensates for the weight of the linkage rod and
the control lever difference when the direction of operation is pull versus
push. This added balance force makes the lever effort approximately
equal in both directions of operation and improves the feel of the controls.

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LOCK VALVE
POPPET

Slide/Text Reference

LOCK VALVE SEATS

TO
TO
HEAD END
ROD END
LOCK VALVE
PISTONS

BLADE LIFT VALVE

HOLD
LOCK VALVE
POPPET

COUNTERBALANCE TO
SPRING
TANK

COMPENSATOR
VALVE
ROD END LINE
RELIEF VALVE
TO TANK

ROTARY
ACTUATOR
DETENT
SPRING

CONTROL
STEM

FROM
PUMP

SIGNAL
CENTERING
CHECK BALL
SPRING

TO COMBINATION
VALVE
MANIFOLD

24
Blade lift valve in
HOLD

The blade lift valve is different from the typical valve. The following
changes are: the lock valve piston is two individual pieces, a detent
mechanism is attached to the end of the stem, and a line relief valve is
included.

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PORT A

Slide/Text Reference

PORT B

BLADE LIFT VALVE

FULLY SHIFTED TO THE RIGHT

COMPENSATOR
VALVE

CONTROL
STEM

SIGNAL
CHECK BALL

FROM
PUMP

TO COMBINATION
VALVE
MANIFOLD

25
Blade lift valve stem
shifted to right

This slide shows the blade lift valve stem moved to the right. Oil from the
pump (red) is directed around the stem to the compensator valve. The
compensator valve moves up against the combined forces of the signal
and spring pressures. After the oil goes through the compensator valve, it
is directed to three locations: the first is to the two lock valve pistons
which moves the two pistons outward and unseats their respective
poppets; the second is through the signal check ball to the signal network
and to the compensator valve; and third is through Port B to the
implement cylinder.

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PORT A

Slide/Text Reference

PORT B

BLADE LIFT VALVE

FLOAT

COMPENSATOR
VALVE

CONTROL
STEM

SIGNAL
CHECK BALL

FROM
PUMP

TO COMBINATION
VALVE
MANIFOLD

26
Blade lift valve in
FLOAT

This slide shows the blade lift valve in FLOAT. When the stem is moved
to the detent position, oil from the pump at 6900 kPa (1000 psi) is directed
to the center of the two lock valve pistons. The oil pressure moves both
pistons outward and unseats both poppets. This action then causes both
the rod and head end of the cylinder(s) to be open to the tank.
Several implement circuits require a line relief valve on the rod end of the
cylinder for protection from excessive pressure and failure that can result
from thermal expansion and linkage geometry interference. These circuits
are: right and left blade lift, blade tip, side shift, front mounted scarifier,
and rear mounted ripper or scarifier.
INSTRUCTOR NOTE: Demonstrate to the class the rate of descent
when both blade lift control valves (if equipped) are in the float detent
position and the engine is started. Place wooden blocks under the blade if
the machine is on a surface that can be marred and keep all students away
from the blade while in motion.

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Slide/Text Reference

TYPICAL
IMPLEMENT VALVES
IMPLEMENT VALVE WITH
LOWEST LOAD

IMPLEMENT VALVE WITH

HIGHEST LOAD
PORT A

PORT B

PORT A

PORT B

COMPENSATOR
VALVE

COMPENSATOR
VALVE

TO TANK

FROM PUMP

CONTROL
STEM

SIGNAL
CHECK BALL
(OPEN)

FROM PUMP

SIGNAL
CHECK BALL
(SEATED)
TO
COMBINATION
VALVE
MANIFOLD

27
Two control valves
actuated

This slide shows two typical control valves being actuated. The valve on
the left has the highest load and the valve on the right has a lower load.
While in this condition with both valve stems moved to their respective
positions, the pump output pressure to each valve is the same and the
highest signal pressure (from the left valve) is directed to the spring
chambers of both compensator valves. The required flow and pressure to
each cylinder are controlled by the position of the individual implement
valve stem and compensator valve.

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SLIDE LIST
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.

Model View
Top View (section)
Hydraulic System Components (section)
Pressure and Flow Compensator Valve
(section)
Compensator Bleed Screw (iron)
Pump and Compensator Operation - Engine
OFF (section)
Pump and Compensator Operation - Low
Pressure Standby (section)
Pump and Compensator Operation Upstroking (section)
Pump and Compensator Operation Constant Flow (section)
Pump and Compensator Operation Destroking (section)
Pump and Compensator Operation - High
Pressure Stall (section)
Combination Valve - Standby (section)
Combination Valve - Steering Actuated
(section)
Combination Valve - Steering and
Implements Actuated (section)
Signal Network (section)
Steering System - Hold (section)
Steering System - Hold (section)
Hand Metering Unit - Hold (section)
Steering System - Right Turn (section)
Left Implement Control Valves (section)
Right Implement Control Valves (section)
Two Implement Control Valves
Components (section)
Typical Implement Control Valve (section)
Blade Lift Control Valve (section)
Blade Lift Control Valve - Shifted (section)
Blade Lift Control Valve - Float (section)
Two Control Valves Shifted (section)

Slide List