235 Excavator 32K02931

Systems Operation
235 EXCAVATOR HYDRAULIC SYSTEM
Media Number -SENR7901-00 Publication Date -01/12/1978 Date Updated -12/10/2001
Systems Operation
Introduction
NOTE: For Specifications with illustrations, make reference to SPECIFICATIONS for 235
EXCAVATOR HYDRAULIC SYSTEM, Form No. REG01539. If the Specifications in
Form No. REG01539 are not the same as in the Systems Operation and the Testing and
Adjusting, look at the printing date on the back cover of each book. Use the Specifications
given in the book with the latest date.
Glossary
LUG AND LUGGING:
Words used for a description of the condition existing when a load has caused a
decrease in engine rpm. At the same time, there is an increase of output torque from
the engine (horsepower decrease and torque increase). Under a lug condition, the
engine governor moves the rack but the setting of the governor control is not
changed.
PUMP OR MOTOR DRAIN:
During operation of an axial piston pump or motor, a specific amount of oil will go
from the inside of the pump barrel into the pump housing or case. The name of this
oil is case drain and it goes to the tank through the case drain line. A flow rate of the
case drain that is more than the specified rate is an indication of wear of
components inside the pump or motor.
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POSITIONS OF BOOM ASSEMBLY

1. Stick OUT. 2. Bucket OPEN. 3. Stick IN. 4. Bucket CLOSED.
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HYDRAULIC CIRCUIT SCHEMATIC
1. Stick cylinder. 2. Boom cylinders (two). 3. Bucket cylinder. 4. Track motor (left side). 5. Track motor
(right side). 6. Control valve (left track). 7. Control valve (stick). 8. Boom crossover valve. 9. Stick crossover
valve. 10. Control valve (boom). 11. Control valve (bucket). 12. Control valve (right track). 13. Control valve
(swing). 14. Swing motor. 15. Pump drive. 16. Engine. A. Axial piston pumps. B. Gear-type pump.
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PILOT CONTROL SCHEMATIC
4. Track motor (left side). 5. Track motor (right side). 7. Control valve (stick). 8. Boom crossover valve. 9.
Stick crossover valve. 10. Control valve (boom). 11. Control valve (bucket). 13. Control valve (swing). 15.
Pump drive. 17. Track pedals. 18. Control valve (left side). 19. Control valve (right track). 20. Pilot control
valve (left side). 21. Pilot control valve (right side). 22. Pump control valves. A. Axial piston pumps. B. Gear-
type pump (swing). C. Gear-type pump (pilot). D. Track brakes. E. Servovalves.
Pump Flow And Pressure Control

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SCHEMATIC OF PUMP FLOW AND PRESSURE CONTROL
1. Axial Piston Pump (Front). This is a variable displacement pump. It supplies the main oil flow to operate
the left track motor, the bucket cylinder, the boom cylinders and the stick when the stick crossover valve is
activated.
2. Summing Valve. This valve causes the signal pressure to the variable displacement pumps to change with a
change in the output pressures from the front and rear axial piston pumps. It does not send a signal to the
swing pump.
3. Safety Valve. When the safety valve is in the SAFE position, there is no oil pressure to operate any control
valve in the pilot system.
4. Control Valves in the Pilot System (five). All of these valves are manually operated. When in the
NEUTRAL position, the spool in each of these valves stops the flow of pilot system oil through the valve
(closed-center). Movement of the spool from the NEUTRAL position sends pilot oil to activate a control
valve in the main system.
5. Relief Valve for the Pilot System. This valve limits the pressure in the pilot system to 335 psi (2300 kPa).
6. Orifice Check Valve. This valve is used to make a selection between the signal from the summing valve
and the signal from the control valve for pump signal pressure.
7. Gear-type Pump (two section). The oil supply to operate the swing motor comes from the large section. The
oil supply for the pilot system comes from the small section.
8. Control Valve for Pump Signal Pressure (Underspeed Valve). This valve causes the signal pressure to the
variable displacement pumps to change with a change in engine speed (rpm).
9. Filter for Pilot System.
10. Main Control Valve for the Left Track Motor. This valve is controlled by the pilot valve for track
movement. It controls the flow of oil from the front pump to the motor for the left track.
11. Main Control Valve for the Bucket Cylinder. This valve is controlled by the pilot valve for bucket
movement. It controls the flow of oil from the front pump to the bucket cylinder.
12. Main Control Valve for the Boom Cylinders. This valve is controlled by the pilot valve for boom
movement. It controls the flow of oil from the front pump to the boom cylinders.
13. Crossover Valve for Stick Operation. This valve is controlled by the pump selector valve. It controls the
flow of oil from the front pump. When it is activated, it sends the flow from the front pump to the stick valve.
This gives the stick a faster speed of operation.
14. Axial-Piston Pump (Rear). This is a variable displacement pump. It supplies the main oil flow to operate
the right track and stick and the boom when the boom crossover valve is activated.
15. Relief Valve for Main System Pressure. When a pilot valve for machine travel is activated, this valve
limits the pressure of the main system oil to 4000 psi (27 500 kPa). At all other times, it limits the oil pressure
in the main system to 3600 psi (24 800 kPa).
16. Combiner Valve for Main System Oil. The individual check valves do not allow the flow of oil from the
variable displacement pumps to combine (go together) except when the pressure on both pumps reaches relief
valve pressure.
17. Main Control Valve for the Swing Motor. This valve is controlled by the pilot valve for swing movement.
It controls the flow of oil from the center pump to the swing motor.
18. Main Control Valve for the Right Track Motor. This valve is controlled by the pilot valve for track
movement. It controls the flow of oil from the rear pump to the motor for the right track.
19. Main Control Valve for the Stick Cylinder. This valve is controlled by the pilot valve for stick movement.
It controls the flow of oil from the rear pump to the stick cylinder.
20. Crossover Valve for Boom Operation. This valve is controlled by the pump selector valve. It controls the
flow of oil from the rear pump. When it is activated, it sends the flow from the rear pump to the boom valve.
This gives the boom a faster speed of operation.
Introduction
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235 EXCAVATOR
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HYDRAULIC PUMPS
1. Front axial piston pump. 7. Gear-type pump. 14. Rear axial piston pump.
All of the output (horsepower) of the engine in the front shovel is used to turn three
hydraulic pumps. Pumps (1) and (14) are axial piston pumps with variable displacement
that turn at 1450 rpm when the engine runs at its full load rate of 2000 rpm. The maximum
output of each axial piston pump is 96.0 U.S. gpm (363 liter/min) at full load rpm. The
maximum working pressure for each axial piston pump circuit is limited to 3600 psi (24
800 kPa) during implement operation and to 4000 psi (27 500 kPa) during travel operation.
Pump (7) is a two section, gear-type pump that turns at 2000 rpm when the engine is run at
full load rpm. The output of the larger section is 61.0 U.S. gpm (231 liter/min) and the
output of the smaller section is 23.0 U.S. gpm (87 liter/min) when the engine is run at full
load rpm.
The output flow of pumps (1) and (14) and the large section of pump (7) is used to:
1. Operate the hydraulic cylinders of the implements.

2. Turn the track motors that move the machine in forward or reverse.
3. Turn the swing motor that gives rotation to the upper structure.
The swing circuit gets its supply of oil from the large section of the gear-type pump. The
pressure in the swing circuit is limited to 2350 psi (16 200 kPa). The pilot system gets its
supply from the small section and the pressure is limited to 335 psi (2300 kPa).
The pilot system flow and pressure is used to move the stems in the main control valves, to
cause the release of the parking brakes when a travel pedal is pushed down and to stroke
the axial piston pumps under conditions of load and/or reduced engine rpm.
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CONTROL VALVES IN MAIN OIL SYSTEM

10. Main control valve (left track). 11. Main control valve (bucket). 12. Main control valve (boom). 13.
Crossover valve (stick). 17. Main control valve (swing). 18. Main control valve (right track). 19. Main control
valve (stick).
When all main control valves are in NEUTRAL, output oil from pump (14) goes through
control valve (18( for the right track, stick control valve (19), boom crossover valve (20)
and to a return line to the tank. [Valves (13), (17), (18), (19) and (20) are known as the
control valve with five stems]. Output oil from pump (1) goes through the control valve for
the left track (10), bucket control valve (11), boom control valve (12) and to stick crossover
valve (17) and then to tank return through an oil line that is common with the return oil
from pump (14). [Valves (10), (11) and (12) are known as the control valve with three
stems.] The output of the larger section gear-type pump (7) goes through swing control
valve (17) and then to a return line to the oil tank.
One combiner (16) and relief valve (15) limits the oil pressure in the oil circuits of the two
axial piston pumps (1) and (14). The front pump sends its oil through the combiner section
of the valve to the valve with three stems. The rear pump sends its oil through the combiner
section of valve (16) to the valve with five stems. Check valves in the combiner valve keep
the circuits separate unless the oil pressure in both circuits becomes as high as the opening
pressure of the relief valve.
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COMBINER AND RELIEF VALVE
15. Relief valve for main system pressure. 16. Combiner valve for main system oil. 21. Oil line from front
pump. 22. Oil line from large section of gear-type pump (swing circuit). 23. Oil line from rear pump.
All three pumps are directly driven by the engine. Any change of engine rpm will cause a
respective change in the rpm of all three pumps.
The horsepower needed to operate the hydraulic system during conditions a, b, and c is
approximately three times the maximum horsepower capacity of the engine. Such an
overload condition is prevented by the pilot oil system. The pilot oil system automatically
lowers the output (rate of oil flow) of the axial piston pumps.
a) All pumps at maximum output.

b) All oil systems at maximum pressure.
c) Engine at full load rpm.
Pilot system oil, from the smaller section of gear-type pump (7), goes through filter (9) and
the control valve for pump signal pressure (8). All the control valves in the pilot system are
closed in the NEUTRAL position. Oil flow from valve (8) fills the pilot system. The oil
pressure increases to the relief valve adjustment of 335 psi (2300 kPa) and opens relief
valve (5). Oil flow for the pilot system goes to a return line to the tank. As long as the pilot
control valves are in NEUTRAL, the circuit pressure is held at 335 psi (2300 kPa) and all
of the oil flow of the pilot system goes through relief valve (5) to a tank return line.
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RELIEF VALVES
5. Relief valve for pilot system oil. 15. Relief valve for main system oil.
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PUMPS AND PUMP SIGNAL CONTROL VALVE

1. Front axial piston pump. 2. Summing valve. 7. Gear-type pump. 8. Control valve for pump signal pressure.
9. Filter for pilot system oil. 14. Rear axial piston pump. 15. Relief valve for main system pressure. 24. Oil
line for pump signal pressure. 25. Oil line for oil to pilot system valves. 26. Oil line from filter in pilot oil
system.
The control valve for pump signal pressure (8) automatically decreases the output of axial
piston pumps (1) and (14) when a load increase on the hydraulic system causes a "lug"
condition on the engine. During a "lug" condition, the oil pressure in a cylinder or the
torque on the output shaft of a motor does not change. The rate of cylinder movement or the
rpm of the motor shaft will be less. Any reduction in the rpm of the engine changes the rate
of flow in line (26) and causes a change in oil pressure in line (24). Oil pressure in the
output line of the control valve for pump signal pressure (8) does not change. See the
OPERATION OF THE CONTROL VALVES FOR PUMP SIGNAL PRESSURE.
Operation
Pump Control System
The system is designed to operate with the governor control set at maximum engine speed
(rpm). If the swing and both implement pumps could work at full output and maximum
pressure at the same time, the horsepower needed would be approximately three times as
much as is available from the engine. To prevent an engine stall, a control system has been
installed that can tell when there is a change in engine speed or a sudden increase in
pressure (surge) in one of the implement circuits. When either of these conditions happen, a
signal from the control system is sent to the implement pumps that causes them to decrease
their output. In this way, the control system makes sure that the power needed to operate
the hydraulics is always available from the engine.
There are two types of control valves used in the pump control system. The underspeed
valve sends a signal to the pumps when there is a decrease in engine rpm and the summing
valve sends a signal to the pumps when there is a sudden increase in pressure (surge) in one
or more of the operating circuits.
Control Valves for Pump Signal Pressure

Underspeed Valve
The oil flow (output) from the gear-type pump (small section) is sent through the pilot filter
and then to the underspeed valve. The pilot pump has a constant flow of 20.0 U.S. gpm
(75.7 liter/min) at rated engine speed of 2000 rpm. At this flow and rpm, the signal pressure
to the pumps must be 125 psi (860 kPa) maximum. See CHECK OF PUMP CONTROLS
for adjustment. When a control valve is activated, it puts a load on the engine that causes a
decrease in engine rpm. This causes a decrease in flow from the pilot pump. The decrease
in flow through the underspeed valve lets spool (10) move with the force of spring (12).
This opens the size of variable orifice (8) and the result is an increase in signal pressure to
the implement pumps. If the flow through the valve decreases more, spool (10) will move
more and variable orifice (8) becomes larger. This causes the signal pressure to increase
more. At approximately 150 psi (1030 kPa) the signal pressure causes the pumps to start to
decrease their output. The 150 psi (1030 kPa) signal pressure happens when the engine is
approximately 60 rpm below rated or 2000 rpm.
When the engine is running at the full load (rated) speed of 2000 rpm, the oil flow at inlet
(3) is 20.0 U.S. gpm (75.7 liter/min). The oil flow from inlet (3) goes through orifices (4)
and (11) to outlet (16). The oil pressure at outlet (16) is held constant at 335 psi (2300 kPa)
by the relief valve in the pilot system. The pressure of the oil flow at inlet (3) is higher than
the pressure at outlet (16) at all times. The difference in pressures between inlet (3) and
outlet (16) changes when the flow of oil through orifice (11) increases or decreases. The
faster (or greater) the flow of oil, the larger the difference. The pressure in passage (2) is
the same as the pressure at inlet (3) and the pressure in passages (15) and (13) is the same
as the pressure at outlet (16). The oil pressure at signal oil outlet (7) is caused by the flow
of oil from passage (15) to outlet (7) through variable orifice (8). The oil pressure in
passage (2) plus the oil pressure in passage (6) works against the oil pressure from passage
(13) and the force of spring (12) to position spool (10) for adjustment of the size of orifice
(8). When there is a full load condition on the engine, the size of orifice (8) is at a minimum
and the signal pressure at outlet (7) must be 125 psi (860 kPa).
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UNDERSPEED VALVE
1. Piston. 2. Oil passage. 3. Inlet for oil from filter. 4. Orifice. 5. Nut. 6. Oil passage. 7. Outlet for pump signal
pressure. 8. Variable orifice. 9. Needle valve. 10. Spool. 11. Orifice. 12. Spring. 13. Oil passage. 14. Piston.
15. Oil passage. 16. Outlet for pilot pressure oil to pilot system.
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OIL FLOW SCHEMATIC
2. Oil passage. 3. Inlet for oil from filter. 7. Outlet for pump signal pressure. 8. Variable orifice. 10. Spool. 11.
Orifice. 12. Spring. 16. Outlet for pilot pressure oil to pilot system.
Summing Valve
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SUMMING VALVE
17. Outlet to tank. 18. Outlet for pump signal pressure. 19. Inlet for pilot pressure oil. 20. Load pistons (two
for rear pump). 21. Inlet from combiner valve. 22. Spool. 23. Piston. 24. Inlet from combiner valve. 25. Outlet
for pump signal pressure. 26. Passage to tank. 27. Load pistons (two for front pump).
Inlets (21) and (24) are connected directly to the chambers in the combiner valve. Inlet (21)
is connected to the chamber for the rear pump and inlet (24) is connected to the chamber
for the front pump. Through the connections, any pressure increase in the chambers of the
combiner valve results in a pressure increase at inlets (21) and (24). The pressure is felt by
load pistons (20) and (27). Inside the valve, the load pistons are moved by the pressures.
Each of the four pistons move independently (separately from each other). When the
combination of pressures (summing) go high enough to cause the load pistons to move
piston (23), it will cause spool (22) to move and open a passage for signal oil to outlet (18)
or (25). Outlet (18) or (25) is connected, through a line, to one side of a tee. A line from the
underspeed valve is connected to the other side. When the signal pressure from the
summing valve becomes higher than the signal pressure from the underspeed valve, the
signal from the summing valve causes the pumps to decrease their output. Normally, the
time period for the signal from the summing is very short and happens only when there is a
pressure surge.
It is not necessary for both of the pumps to be loaded to have a summing pressure high
enough to move the load pistons. Either or all of the pistons can cause spool (22) to move
and open the passage for signal oil between inlet (19) and outlet (18). As the load increases,
spool (22) moves to open the passage more. This causes an increase in signal pressure at
outlet (18) to the pumps. There is a passage in spool (22) that lets the signal pressure get
behind the spool. It is this pressure that returns spool (22) and closes the passage between
inlet (19) and outlet (18). When this happens, the system returns to a normal condition and
the underspeed valve controls the pumps again.
The basic principle of operation is the same for both valves: to send a signal to the
implement pumps that will cause them to decrease their output when there is a decrease in
engine speed (rpm) or sudden increase in pressure in the implement circuits.
Spool (10) in the underspeed valve moves to make an opening that works as a variable
orifice. The pressure on the inlet side of the orifice is the same as pilot pressure. The
smaller the opening (variable orifice) between orifice (11) and outlet (7) the larger the
difference in pressure across orifice (8). As engine speed decreases, spool (10) will move to
open orifice (8) even more. The difference in pressure across orifice (8) becomes less until
it reaches zero. This will happen when the engine speed gets to approximately 1375 rpm.
Spool (22) in the summing valve moves to make an opening that works as a variable orifice
between inlet (19) and outlet (18). This is the same action as spool (10) in the underspeed
valve. The smaller the opening made by the movement of spool (22) the larger the
difference in pressure between inlet (19) and outlet (18). As the load on load pistons (20)
and/or (27) increases, spool (22) moves and make the opening between inlet (19) and outlet
(18) larger. When this happens, the difference in pressure between inlet (19) and outlet (18)
becomes less until the pressure at the outlet is the same as the pressure at the inlet.
The signal lines from the two valves come together at a tee that is installed on the side of
the hydraulic tank. A line goes from the tee to the input side of the servovalve in the
implement pumps. See AXIAL-PISTON PUMP for an explanation of the operation of the
servovalve. With this arrangement, either of the two valves can control the output of the
implement pumps. The underspeed valve is the only one of the two that is adjustable. See
CHECK OF PUMP CONTROL SYSTEM for adjustment procedures. Normally, the
underspeed valve controls the pumps. When a surge in one of the implement circuits
happens, the summing valve will send a signal to the pumps that will cause them to
decrease their output. As soon as the surge is past, the underspeed valve takes control and
will keep it until another surge is felt.
Axial-Piston Pump (Variable Displacement)

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CROSS-SECTION OF AXIAL PISTON PUMP
1. Outlet passage.
2. Port plate.
3. Spring.
4. Spacer.
5. Swashplate bearing.
6. Seal.
7. Shaft.
8. Head.
9. Inlet passage.
10. Snap ring.
11. Piston (one of nine).
12. Barrel.
13. Retraction plate bearing.
14. Slipper.
15. Retraction plate.
16. Thrust or wear plate.
17. Swashplate.
18. Housing.
The two axial-piston (variable displacement) pumps are installed at the rear of the engine
and are the same type and size. The rpm of each pump is approximately 72.5 percent of
engine rpm. Each pump gets the same oil pressure signal and any change of output flow per
revolution is always the same for both pumps. Under all conditions, the rate of output flow
of one pump is always the same as the flow rate of the other pump. The pump circuits are
normally separate. Circuit pressures are generally not the same and either pump can send
oil to a circuit with any pressure between zero and relief valve pressure. The pressure in
either circuit is caused by the load on the implement cylinders or motors.
Each pump has an oil supply line from the supply tank. These pumps do not have an
impeller for inlet oil pressure. Their only source of inlet oil pressure comes from the
pressure head. [The pressure head is the result of gravity (the weight of the oil in the tank
and atmospheric pressure)].
Shaft (7), retraction plate (15) and barrel assembly (12) turn, while the engine runs. There
are nine cylinders and piston assemblies in the barrel assembly. The remainder of the
components of the pump are fastened to or are held by the pump housing (18).
Oil goes into the pump at inlet passage (9), goes through the inlet passage (19) of port plate
(2) and into the cylinders of barrel (12). When the pump turns, the cylinder passages in the
barrel move past the inlet passage of the port plate. The nine pistons are held against
swashplate (17) by retraction plate bearing (13). The retraction plate bearing is fastened to
the swashplate and does not turn with the barrel.
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PUMP COMPONENTS
2. Port plate. 7. Shaft. 8. Head. 9. Inlet passage. 12. Barrel. 18. Housing. 19. Inlet passage in port plate.
See the illustration CROSS-SECTION OF AXIAL-PISTON PUMP. This is the minimum

extension of piston out of its cylinder when the piston and cylinder are opposite the port
plate inlet (19). Shaft (7) turns barrel (12) and each piston moves from the position of
piston (11) to the fully extended position. When the piston moves into its cylinder [position
of piston (11)], oil is pushed through the outlet passage of port plate (2) and through outlet
passage (1) into the oil circuit.
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PUMP HEAD AND BARREL

8. Head. 12. Barrel. 23. Valve. 32. Valve.
The outlet passage of port plate (2) has struts (20) for added strength. Inlet oil is sealed
from outlet oil by metal-to-metal seal between the port plate face and the barrel face on one
side and between the port plate face and the face of head (8) on the other side. Since outlet
pressure can be as high as 4000 psi (27 500 kPa), the faces that seal must be made with
precision and no damage is permissible. Protection must be given to these faces at the
disassembly and assembly of a pump. A plastic 5P2402 Plate is available.
Snap ring (10) fits into a groove in the bore of the barrel. Spacer (4) is held against a
section of shaft (7). The compression of the spring between the spacer and snap ring is the
force that holds the faces of the barrel, port plate and head together.
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PISTONS AND SWASHPLATE

11. Piston. 13. Retraction plate bearing. 14. Slipper. 15. Retraction plate. 17. Swashplate. 22. Link. 31. Link
and piston.
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PORT PLATE
2. Port plate. 19. Inlet passage in port plate. 20. Struts.
The length of the stroke of the piston assemblies of the pump is changed when the
swashplate (17) is turned around its axis between stops (21) and (30). When the swashplate
is against stop (21), length of piston stroke is maximum and pump output is 15.1 cubic
inches (248.0 cubic centimeters) per revolution. When against stop (30), the length of
piston stroke is minimum and the pump outlet is 2.4 cubic inches (33.4 cubic centimeters)
per revolution.
Swashplate movement is controlled by valves (23) and (32) through links (22) and (31).
Valves (23) and (32) are activated by oil pressures that are automatically adjusted for any
change of engine rpm or change in pump discharge pressure.
Extension of the piston and link (31) in valve (32) makes an effort to turn the swashplate
for a reduction of the angle and the pump output. Extension of the piston in valve (23)
pushes against link (22) to turn the swashplate for an increase of the angle and pump
output. When the pump works, valves (23) and (32) push against the swashplate in opposite
directions. The forces that control the valves change automatically to make a selection of
the swashplate angle and to make adjustment of the pump output in accordance with the
conditions at that time.
Passage (27) makes a connection with the pump outlet. Operating pressure is the only force
on the piston and link (22). Passage (29) also makes a connection with the pump outlet oil.
The oil pressure, in passages (27) and (29), changes with each change of load in the circuits
that operate, but both pressures are the same at all times.
The illustration, CROSS-SECTION OF PUMP VALVES, shows the position of valves (23)
and (32) when the engine rpm is more than 1940 (maximum swashplate angle). Passage
(24) is connected to signal pressure from the control valve. Any reduction of engine rpm or
change in pump discharge pressure causes an increase in the signal pressure in passage
(24). The pressure in passage (24) works against the force of spring (26) to make valve (23)
move. Operating pressure through passage (29) pushes on link (31) and turns swashplate
(17) to a smaller angle. Pump output becomes less.
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CROSS-SECTION OF PUMP VALVES
8. Head. 17. Swashplate. 18. Housing. 21. Stop for maximum swashplate angle. 22. Link. 23. Servovalve. 24.
Inlet passage for signal oil. 25. Cover. 26. Small spring. 27. Passage from output side of pump. 28. Large
spring. 29. Passage from output side of pump. 30. Stop for minimum swashplate angle. 31. Link and piston.
32. Valve.
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PUMP VALVES
8. Head. 26. Spring. 28. Spring. 32. Valve. 40. Piston. 41. Piston. 45. Sleeve. 47. Cartridge.
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PUMP COMPONENTS
3. Spring. 4. Spacer. 10. Snap ring.
Servovalve
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CROSS-SECTION OF SERVOVALVE
24. Oil passage.
27. Oil passage.
33. Spool.
34. Face of land.
35. Face of land.
36. Chamber.
37. Slot (three).

38. Chamber.
39. Passage.
40. Piston.
41. Piston.
42. Chamber.
43. Passage.
44. Chamber.
45. Sleeve.
46. Chamber.
47. Cartridge.
The illustration, CROSS-SECTION OF SERVOVALVE, shows its components in the

postiion for maximum swashplate angle. This position is the same as shown in the
illustration, CROSS-SECTION OF PUMP VALVES. Signal pressure in chamber (42) is at
its minimum [approximately 128 psi (880 kPa)] because engine rpm is more than 1940. The
oil in passage (27) is at operating pressure and will change as the load changes. The
pressure in chamber (46), passage (39), chamber (44) and passage that connect is called
"actuator pressure". Under the conditions shown, actuator pressure is the same as operating
pressure. The pressure in chamber (42) is not enough for compression of spring (26) so
piston (41) has full extention and the swashplate is held against stop (21) for maximum
pump output.
An increase in the load on the circuit that operates, and causes a decrease in engine rpm
(engine "lug"), will cause signal oil pressure in chamber (42) to become higher. The area of
face (34) is larger than the area of face (35) and, at signal oil pressure of 155 ± 5 psi (1065
± 35 kPa), spool (33) moves against the force of spring (26). Spring (28) holds sleeve (45).
When spool (33) moves to the left, the chambers with actuator pressure are closed to
operating pressure at the bottom of passage (27). Spool movement makes a connection
between slots (37) and chamber (36) that is connected to tank. Actuator pressure [which
includes chamber (46] becomes lower than operating pressure. When the force of actuator
pressure on piston (41) becomes lower than the force of operating pressure on piston and
link (31), the swashplate (17) turns, pushes on link (22), piston (41), piston (40) and sleeve
(45). Movement of sleeve (45) will make an orifice effect at the passage to drain chamber
(36) and make an orifice type connection between operating pressure in passage (27) and
actuator pressure to chamber (46). When the pressure in chamber (46) balances the force on
piston (31), valves (23) and (32) hold the swashplate at a new angle. An increase or
decrease of signal pressure in chamber (42) will cause the sequence again that gives a new
swashplate angle.
When the swashplate is against stop (30) and there is a decrease in signal pressure in
chamber (42), the force of spring (26) pushes spool (33) into sleeve (45). Actuator oil is
connected to operating pressure. The force on piston (41) becomes greater than the force on
piston (31), thus it turns the swashplate away from stop (30). When the forces are in
balance, the swashplate is held at the new angle.
Relief, Combiner And Summing Valves

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CROSS-SECTION OF RELIEF, COMBINER AND SUMMING VALVES
1. Inlet for signal oil from brake control valve.
2. Spool.
3. Internal oil passage.
4. Chamber.
5. Valve.
6. Inlet for oil line from front pump.
7. Summing valve.
8. Pilot valve.
9. Pilot valve.
10. Inlet for oil line from rear pump.

11. Blocker valve.
12. Check valve.
13. Check valve.
14. Shim location.
15. Shim location.
16. Main relief valve.
17. Orifice.
18. Outlet to tank.
19. Combiner valve.
Combiner valve (19) makes it possible to use only one main relief valve to limit the oil
pressure in both pump circuits. The combiner valve also keeps the two circutis separate. Oil
line (6) connects to the front pump circuit. Oil line (10) connects to the rear pump circuit. If
a control valve is moved to activate the bucket cylinder or the boom cylinder, an increase in
pressure in line (6) will open check valve (12) and relief valve (16) will feel the pressure in
the circuit from the front pump. The spring will hold check valve (13) closed. If a control
valve is moved to activate the stick cylinder, the pressure in line (10) will go up to the
pressure of the circuit from the rear pump. If the load on the stick cylinder causes the oil
pressure in that circuit to be higher than the pressure in the other pump circuit, check valve
(13) will open and check valve (12) will close. The main relief valve will, at all times, feel
the pressure of the pump circuit that has the higher oil pressure.
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COMBINER AND RELIEF VALVE

6. Oil line from front pump circuit. 10. Oil line from rear pump circuit. 16. Main relief valve. 19. Combiner
valve. 20. Oil line to the three-stem control valve. 21. Oil line to the five-stem control valve.
The oil to main relief valve (16) goes through orifice (17), chamber (4), line (3) and around
spool (2) to pilot valve (8). If the oil pressure in line (6) or line (10) becomes higher than
3600 psi (24 800 kPa), pilot valve (8) opens. This causes the pressure in chamber (4) to be
lower. Oil pressure moves valve (5) to the left and the oil flow goes to tank through outlet
(18).
When either directional control valve (foot pedals) is activated, line (1) gets signal oil
pressure. This signal oil pressure moves spool (2) to stop oil flow of main system oil to
pilot valve (8) and opens the way for main system pressure oil to pilot valve (9). Added
shims (15) cause pilot valve (9) to open at 4000 psi (27 500 kPa) in comparison with the
3600 psi (24 800 kPa) pressure of pilot valve (8), when it opens. When a track motor is
activated, oil pressure in lines (6) and (10) is limited to 4000 psi (27 500 kPa). At any other
time, the pressure is limited to 3600 psi (24 800 kPa).
NOTE: When the blocker valve (11) is installed in a reverse position in the valve bore, it
will not let valve (16) limit the pressure in the circuits of the axial-piston pump. Reverse
installation of the blocker valve makes it possible to check relief pressure setting of the line
relief valves that protect the cylinders or motors from outside loads.
Main System Filter

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MAIN SYSTEM FILTER

1. Filter housing. 2. Element (three). 3. Valve. 4. Spring. 5. Cover. 6. Inlet passage. 7. Outlet passage. 8.
Cavity. 9. Spring. 10. Strainer.
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FILTER LOCATION
1. Filter housing. 11. Pressure switch.
The filter for the main system oil is installed horizontally along the rear side of the valve
support assembly. Remove cover (5) to change elements (2) and to clean and flush housing
(1).
All of the flow of return oil from the two axial piston pumps and the flow from the large
section of the gear-type pump goes into the filter at inlet passage (6). Unless filter elements
(2) become stopped up (or when the oil is cold), all the oil goes through the elements and
goes out through passage (7).
When part of the flow of oil through the elements is stopped, there is an increase in oil
pressure in cavity (8) that opens valve (3). Oil flow goes through valve (3) to passage (7),
but not through the elements. All oil flow goes through strainer (10) when valve (3) is
open. The strainer will remove only larger particles from the oil.
A pressure switch (11) (normally closed) is installed in the inlet passage. When the inlet
pressure comes close to the pressure that will open valve (3), the switch opens and the
indicator in the cab (operator's compartment) gives a warning to change the filter elements.
If the indicator shows red after the oil is at operating temperature, inspect the elements for
the cause of early restriction.
Return oil flow is from outlet passage (7) to the cooler bypass valve. When the oil
temperature is low, resistance to flow is high and causes an increase in oil pressure. This
causes the cooler bypass valve to open and most of the oil flow is through the valve (little
oil goes through the cooler). An increase in oil temperature causes less resistance to flow.
The valve opening becomes smaller and there is more oil flow through the cooler. The oil
flow from the cooler and the flow from the bypass valve go back to the tank.
Pilot System And Case Drain Filters

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PILOT SYSTEM AND CASE DRAIN FILTERS
1. Case drain filter. 2. Hydraulic tank. 3. Pilot system filter.
The pilot system and case drain filters are installed on the side of the hydraulic tank. The
input line on the pilot system filter comes from the pilot system pump. The output line goes
to the control valve for signal pressure. The inlet line on the case drain filter comes from
the pumps and motors. The outlet line goes to tank.
Gear-Type Pump
The pressure plates (1) of the gear-type pump are held against the ends of the pump gears
by outlet oil pressure in the chambers of retainers (3). Seals (2) keep inside oil leakage to a
minimum and keep pump efficiency at high oil system pressures.
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CROSS-SECTION OF PUMP
1. Pressure plates. 2. Seals. 3. Retainers.
The larger section (shaft end) of the gear-type pump has a capacity of 61.0 U.S. gpm (231
liter/min) at the full load engine setting of 2000 rpm.
All of the oil flow from the large section is used to turn the swing motor. When the swing
motor is not used, the oil goes through the swing control valve and then to the tank.
All of the oil output of the smaller section (cover end) is used for the pilot oil system. The
capacity of the small section is 23.0 U.S. gpm (87.0 liter/min) at full load engine setting of
2000 rpm.
The shaft of the gear-type pump turns at the same rpm as the engine. It is driven from the
same set of gears as the axial-piston pumps. The rpm of the shafts of the axial-piston pumps
is always about 72.5 percent of the rpm of the shaft of the gear-type pump.
Relief Valve For Pilot Oil System

The relief valve in the pilot system keeps the oil pressure at 335 ± 25 psi (2300 ± 170 kPa).
Since the flow of oil in the pilot system is so small, most of the output from the pump goes
through the relief valve. The only oil needed by the system is the amount used to shift one
or more of the spools in the main control valves or the actuators and servovalves in the
axial piston pumps. As a result the system pressure is held constant at 335 ± 25 psi (2300 ±
170 kPa) except for short periods when a main valve spool is activated.
Pilot system oil goes in the valve at inlet (8), through an orifice in valve (7) and fills
chamber (1) around spring (2). When the pressure in chamber (1) becomes higher than the
force of spring (4), piston (3) opens and the oil in chamber (1) goes through piston (3) and
out through outlet (9). The decrease in pressure in chamber (1) lets valve (7) move against
the force of spring (2) and opens a passage for oil flow from inlet (8) to outlet (9).
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CROSS-SECTION OF RELIEF VALVE
1. Chamber. 2. Spring. 3. Piston. 4. Spring. 5. Relief valve. 6. Shims. 7. Valve. 8. Inlet. 9. Outlet.
Outlet (9) is connected to tank. The force of spring (2) and the oil pressure in chamber (1)
controls the movement of valve (7). This action limits the amount of oil returned directly to
tank and keeps the system pressure constant.
Safety Valve
When the hand control lever for the safety valve is in the OPERATE position (2), control
lever (1) extends into the door of the cab. This helps the operator to remember to move the
lever to the SAFE position before he gets out of the cab.
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CONTROL LEVER FOR SAFETY VALVE
1. Control lever (SAFE position).
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CONTROL LEVER FOR SAFETY VALVE

2. OPERATE position.
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BOTTOM OF FLOOR PLATE

3. Safety valve. 4. Linkage to safety valve.
Linkage (4) connects control lever (1) with spool (9) in safety valve (3). An outside oil line
connects the output of the valve for control of pump signal pressure (underspeed valve) to
inlet (7). Another oil line connects outlet (11) to the pilot valves. When spool (9) is in the
OPERATE position, oil flow from the underspeed valve goes through the valve from inlet
(7) to outlet (11) and then to the pilot valves. All of the implements on the machine can
operate now.
A second circuit is connected through the safety valve. It lets the operator lower the boom
when the engine is not running. The oil from the boom vent valve goes to inlet (10) through
the valve to outlet (6) and from there to an inlet on the boom pilot valve. The safety valve
has to be in the OPERATE position before the boom can be lowered.
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SAFETY VALVE
3. Safety valve. 5. Detents (two). 6. Outlet to boom pilot valve. 7. Inlet from the valve for control of pump
signal pressure (underspeed valve). 8. Passage drilled in spool. 9. Spool. 10. Inlet from boom vent valve. 11.
Outlet to pilot valves. 12. Outlet to tank.
Boom, Bucket And Stick Control

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SCHEMATIC FOR BOOM, BUCKET AND STICK CONTROL For description of components, also see
PUMP FLOW AND PRESSURE CONTROL
1. Pump Selector Valve. Manually operated to make a combination of the output of both axial-piston pumps.
2. Spool in pump selector valve.
3. Oil line for pilot pressure to main control valve for BOOM RAISE.
4. Spool in pilot valve for boom control.
5. Spool in pilot valve for bucket control.
6. Spool in pilot valve for swing control.
7. Spool in pilot valve for stick control.
8. Boom cylinders.
9. Oil line for pilot pressure to pump selector valve from pilot valve for stick control (STICK OUT).
10. Oil line for main system oil from the combiner valve (front pump) to the control valve with three stems.
11. Oil line for main system oil from the combiner valve (rear pump) to the control valve with five stems.
12. Oil line for pilot pressure to main control valve for BOOM LOWER.
13. Oil line for pilot pressure to stick crossover valve from pump selector valve.
14. Oil line for pilot pressure to boom crossover valve from pump selector valve.
15. Oil line for pilot presure to pump selector valve from pilot valve for boom control (BOOM RAISE).
16. Pilot Valve. Manually operated for control of pilot pressure to the main control valves for boom and
bucket.
17. Pilot Valve. Manually operated for control of pilot pressure to the main control valves for swing and stick.
18. Oil line for pilot pressure to main control valve for STICK OUT.
19. Oil line for pilot pressure to main control valve for BUCKET CLOSE.
20. Main control valve for left track motor.
21. Oil line for main system oil from control valve for boom to rod end of boom cylinders (BOOM LOWER).
22. Oil line for main system oil from control valve for boom to head end of boom cylinders (BOOM RAISE).
23. Oil line for pilot pressure to main control valve for STICK IN.
24. Stick cylinder.
25. Oil line for main system oil from control valve for bucket to rod end of bucket cylinder (BUCKET
OPEN).
26. Oil line for main system oil from control valve for bucket to head end of bucket cylinder (BUCKET
CLOSE).
27. Main control valve for bucket cylinder.
28. Main control valve for swing motor.
29. Main control valve for boom cylinders.
30. Oil line for pilot pressure to main control valve for BUCKET OPEN.
31. Line relief valve (nine).
32. Make-up valve (twelve).
33. Oil line from boom crossover valve (37) to boom control valve (29).
34. Load check valve (eight).

35. Main control valve for right track motor.
36. Main control valve for stick cylinder.
37. Crossover Valve for BOOM RAISE.
38. Crossover Valve for STICK OUT.
39. Oil line for main system oil from control valve for stick to head end of stick cylinder (STICK IN).
40. Oil line for main system oil from control valve for stick to rod end of stick cylinder (STICK OUT).
41. Bucket cylinder.
42. Oil line from three stem valve (front pump) to crossover valve for stick.
Introduction
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EXCAVATOR CYLINDERS
8. Boom cylinders. 24. Stick cylinder. 41. Bucket cylinder.
The three implements that are operated by the pressure and flow from the main system are
the boom, stick and bucket. Each of these implements are activated by sending oil to their
respective cylinders. Boom cylinders (8) and bucket cylinder (41) get their oil from the
front piston pump. Stick cylinder (24) gets its oil from rear piston pump. The operator can
manually move the spool in pump selector valve (1) and cause the flow from both axial
piston pumps to come together for a fast rate of boom RAISE or stick OUT. Oil flow to the
head end of boom cylinders (8) causes the boom to RAISE. Oil flow to the head end of
stick cylinder (24) causes the stick to go IN. Oil flow to the rod end of bucket cylinders
(41) causes the bucket to OPEN.
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CONTROLS
43. Control lever for spools in pilot control valve (16); boom and bucket functions. 44. Control lever for
spools in pilot control valve (17); stick and swing functions.
Modulation of the oil flow to the implements from either or both pumps is controlled by the
pilot oil through the manually operated pilot control valves (16) and (17). (See PUMP
FLOW CONTROL FOR DISCUSSION OF CONTROL OF OIL OUTPUT OF MAIN
CIRCUIT PUMPS AND FOR PRESSURE CONTROL OF THE PILOT SYSTEM).
Forward movement of lever (43) lowers the boom assembly and movement of the lever to
the rear, raises the boom assembly. Side-to-side movement of the lever controls the bucket.
Oil from the front axial piston pump goes from the combiner valve through line (10) to the
inlet on valve (20). When the spools in valves (20), (27) and (29) are in the NEUTRAL
position, oil goes through a passage that is common to all three valves, through an outlet at
the end of the valve and back to tank.
Oil from the rear axial piston pump goes from the combiner valve through line (11) to the
inlet on valve (35). When the spools in valve (35), (36) and boom crossover valve (37) are
in the NEUTRAL position, oil goes through a passage that is common to all three valves to
a return line to tank.
A constant maximum pressure is held at the inlets of the closed center pilot valves (16) and
(17). By controlling pilot pressure through these valves the movement of the stems in main
control valves (27), (29), (36) and the swing control is also controlled. The stems in the
main valves can be moved to let any part or all of the main system oil go to an implement.
Levers (43) and (44) control the spool movement in pilot control valves (16) and (17).
Forward movement of lever (44) causes spool (7) in valve (17) to move, opening a passage
that lets pilot pressure go through oil line (23) to main control valve (36). Control valve
(36) controls the main system pressure to stick cylinder (24). The pilot pressure at valve
(36) moves the spool and opens a passage for main system oil to go to the rod end of stick
cylinder (24). As the rod retracts, the bucket end of the stick moves OUT. Movement of the
lever to the rear will move the bucket toward the machine (stick IN). Side-to-side
movement of lever (44) controls the swing movement of the upper structure.
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MAIN CONTROL VALVES
3. Pilot oil line, boom RAISE.
13. Pilot oil line, stick crossover.
19. Pilot oil line, bucket CLOSE.
20. Main control valve, left track.
23. Pilot oil line, stick IN.
27. Main control valve bucket.
28. Main control valve, swing.
29. Main control valve, boom.
35. Main control valve, right track.
36. Main control valve, stick.
38. Control valve for stick crossover (crossover valve for boom is on the opposite end of this valve).
45. Oil line for return oil from swing circuit.
46. Pilot oil line, swing LEFT.
47. Pilot oil line, left track, REVERSE.
48. Pilot oil line, right track, FORWARD.

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MAIN CONTROL VALVE AND LINES (Control valve with three stems)
10. Oil line, main system oil from front pump.
21. Oil line, control valve to rod end of boom cylinders, (boom LOWER).
22. Oil line, control valve to boom check and relief valve (boom RAISE).
25. Oil line, control valve to rod end of bucket cylinder (bucket OPEN).
26. Oil line, control valve to head end of bucket cylinder (bucket CLOSE).
27. Main control valve, bucket.
33. Oil line from boom crossover valve to boom control valve.

49. Oil line, control valve to left track motor, REVERSE.
50. Oil line, control valve to left track motor, FORWARD.
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MAIN CONTROL VALVE AND LINES (Control valve with five stems)
11. Oil line, main system oil from rear pump.
13. Pilot oil line, stick crossover.
38. Control valve for stick crossover (crossover valve for boom is on the opposite end of this valve).
39. Oil line, control valve to head end of stick cylinder, stick OUT.
40. Oil line, control valve to rod end of stick cylinder, stick IN.
51. Oil line, swing system oil from swing pump.
52. Oil line, control valve to swing motor, swing RIGHT.
53. Oil line, control valve to swing motor, swing LEFT.
54. Oil line, boom check and relief valve to head end of boom cylinders, boom RAISE.
55. Oil line, control valve to right track motor, FORWARD.
56. Oil line, control valve to right track motor, REVERSE.
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COMPONENTS IN MAIN CONTROL VALVES (Control valve with three stems)
12. Pilot oil line, boom LOWER.
21. Oil line, control valve to rod end of boom cylinders, boom LOWER.
22. Oil line control valve to head end of boom cylinders, boom RAISE.

30. Pilot oil line, bucket OPEN.
31. Line relief valve.
32. Make-up valve.
34. Load check valves.
57. Pilot oil line, left track, FORWARD.
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COMPONENTS IN MAIN CONTROL VALVES (Control valve with five stems)
18. Pilot oil line, stick OUT.

31. Line relief valve.
32. Make-up valve.
34. Load check valve.
37. Control valve for boom crossover.
38. Control valve for stick crossover.
39. Oil line, control valve to head end of stick cylinder, stick IN.
40. Oil line, control valve to rod end of stick cylinder, stick OUT.
51. Oil line, swing system oil from swing pump.
58. Pilot oil line, right track, REVERSE.
59. Oil passage.
60. Pilot oil line, swing RIGHT.
61. Oil passage.
62. Oil passage.
63. Oil passage.
When spool (4) is raised to its maximum travel, pilot oil fills line (12) and there is a
pressure increase in line (12) to the pressure of the pilot system. The increase in pressure
moves the spool in valve (29) to the left. Flow from the front pump goes through line (10),
valves (20), (27), to valve (29). At valve (29) the flow is stopped until the pressure
increases enough to open load check valve (34). When check valve (34) opens, pump flow
goes out through line (21) to the rod end of the boom cylinders. The boom assembly is
lowered.
Return oil from the boom cylinders goes through line (22) to valve (29). After going
through passages in the valve, the oil goes to tank.
When the spool in control valve (20) is moved to its full distance of travel in either
direction, all of the oil flow from line (10) is stopped and can not go to valves (27) and
(29). All of the oil goes to the left track motor. (See SPEED AND DIRECTION
CONTROL).
The implements (bucket and boom) controlled by valves (27) and (29) respectively, can not
be activated. If the spool of valve (20) is moved part of its travel distance, only part of the
oil flow in line (10) goes to the track motor. The remainder of the oil flow goes through
valves (27) and (29) and back to tank. If the spool in valve (27) or (29) is moved when the
spool in valve (20) is moved part way, the implement controlled by that valve will operate
but the rate of operation will be slower than normal.
When the spool in boom control valve (29) is moved to NEUTRAL, the oil flow in lines
(21) and (22) is stopped. If an outside force is put on the boom that pushes the boom up, a
valve, like line relief valve (31), opens when the pressure becomes 4400 ± 200 psi (30 250
± 1380 kPa). When an outside force causes the boom cylinders to retract, oil is pushed
through line (22). There is an oil passage at the bottom of make-up valve (32) that connects
with the return oil passage in the valve. When the pressure difference across the make-up
valve becomes high enough, it opens and oil from the head of the cylinders [line (22)] goes
to the rod end of the cylinders [line (21)].
Line Relief Valves

The pressure in any line between the control valve and its cylinder or motor is limited by a
line relief valve when the spool of the control valve is in NEUTRAL. All nine line relief
valves (31) are the same except for the number of shims (66) and the part number on the
valve. The line relief valve for track control valves (20) and (35) have shim adjustments to
open at 4800 ± 200 psi (33 000 ± 1380 kPa). The line relief valves for bucket and stick
control valves (27), (36) and the valve in boom control valve (29), for the line to the rod
end of the boom cylinders, have shim adjustments to open at 4400 ± 200 psi (30 250 ±
1380 kPa). The line relief valve for the head end of the boom cylinder is installed in a
separate valve. (See BOOM LOWER CONTROL).
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LINE RELIEF VALVE

31. Line relief valve (there are nine of these valves). 64. Cartridge. 65. Valve. 66. Shims. 67. Spring. 68. Pilot
valve. 69. Seat. 70. Spring. 71. Plug.
The line relief valve for the swing control valve is installed in the lines between the main
control valve and the swing motor and has shim adjustments to open at 2350 ± 100 psi (16
200 ± 690 kPa). (See SWING CONTROL).
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REMOVAL OF THE LINE RELIEF VALVE

70. Spring. 71. Plug. 72. Valve assembly [the components are: Valve (65), Shims (66), Spring (67), Pilot
valve (68) and Seat (69)].
After cartridge (64) is installed in the body of a control valve, valve assembly (72)
[components are: valve (65), shims (66), spring (67), pilot valve (68) and seat (69)] is put
into position inside cartridge (64).
Before doing any tests on the line relief valves, refer to the TESTING
AND ADJUSTING section. Extreme caution must be used when testing
the line relief valves. These valves are set to open at 4400 psi (30 250
kPa) and 4800 psi (33 000 kPa), but under conditions of tolerance build-
up the opening pressures can get as high as 6200 psi (42 800 kPa).
When plug (71) and spring (70) are installed, spring (70) holds valve assembly (72) against
the valve seat inside cartridge (64). The oil, from a passage in the valve, goes into the holes
in cartridge (64) and fills the chamber between the section on the outside of valve (65) and
the valve seat. Oil can not get out at the thread end of cartridge (64) as long as valve
assembly (72) is on its seat.
The oil goes along the outside of the valve assembly and fills the spring chamber of plug
(71). When the spool of the control valve is moved to the NEUTRAL position, oil flow
from the line to the cylinder or motor is stopped. If an outside force causes the pressure in
the line to the cylinder or motor to become high enough to open pilot valve (68), oil in the
spring chamber of plug (71) goes through valve (65) and out the end of cartridge (64). The
decrease in pressure in the spring chamber of plug (71), when pilot valve (68) opens, lets
valve assembly (72) move against the force of spring (70) and the valve assembly moves
from its seat in cartridge (64). Oil from the return line goes into the small holes in cartridge
(64) and goes out the passage in the end, to a return passage to tank.
Make-Up Valves
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MAKE-UP VALVE
31. Line relief valve. 32. Make-up valve. 73. Plug. 74. Spring. 75. Valve.
All make-up valves are the same as valve (32). Because the operation of all the make-up
valves is the same, the explanation will be general and the illustration used as a typical
valve.
Oil line (39) connects the passage in stick control valve (36) to the head end of stick
cylinder (24). Oil line (40) connects a passage in stick control valve (36) to the rod end of
stick cylinder (24). Either line (39) or line (40) must get pressure oil from passage (59)
before the stick cylinder will move the stick. When pressure is sent through one line, the
other line functions as a return.
When an outside force on the cylinder (or motor) causes an increase in pressure in line (39)
or (40) and opens one of the line relief valves (31), the pressure that opens the relief valve
works with spring (74) to hold make-up valve (32) closed. The movement of the cylinder
(or rotation of the motor) that caused the increase in pressure in one of the lines (39) or (40)
also caused a decrease in pressure (vacuum) in the opposite line. Since the passage under
the make-up valve is the same at both ends of the spool, the pressure in the one line and the
vacuum in the other will open the make-up valve and oil flow will go out to the line with
the vacuum.
The oil flow goes the same way when the spool in a control valve is moved for "Power
Down" and the implement moves faster than oil can be sent from the pump.
Check Valves
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CHECK VALVE, LOAD
34. Load check valve.
Each control valve has a load check valve (34). When the spool in a control valve is in
NEUTRAL position, oil goes through the valve from its inlet, through passage (61) to the
next valve (or tank). Movement of the spool in either direction, stops the flow of oil
through passage (61) and connects the inlet passage to the passage under check valve (34).
Oil pressure opens check valve (34) and oil goes to passages (59). If the spool movement
connects passages (39) and (59), oil flow to passage (40) is stopped, but passage (40) is
connected to passage (63). If the spool is moved to change the direction of movement by
the motor (or cylinder), check valve (34) will close to prevent reverse flow of oil through
passage (59).
Control Valves In Pilot Oil System

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PILOT CONTROL VALVE (Boom and Bucket)

3. Pilot oil line for boom RAISE. 12. Pilot oil line for boom LOWER. 16. Pilot control valve, boom and
bucket. 19. Pilot oil line for bucket, CLOSE. 30. Pilot oil line for bucket OPEN. 76. Inlet line for pilot oil.
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PILOT CONTROL VALVE (Boom and Bucket)
4. Spool, boom control. 5. Spool, bucket control. 16. Pilot control valve, boom and bucket. 77. Oil passage for
pilot oil for boom LOWER. 78. Inlet for supply oil from pilot system. 79. Oil passage in spool. 80. Oil
passage for pilot oil for boom RAISE. 81. Slot in spool. 82. Outlet to oil line to tank. 83. Oil passage in spool.
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PILOT CONTROL VALVE (Stick and Swing)
17. Pilot control valve, stick and swing. 18. Pilot oil line for stick OUT. 23. Pilot oil line for stick IN. 46. Pilot
oil line for swing LEFT. 60. Pilot oil line for swing RIGHT. 76. Inlet line for pilot oil.
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PILOT CONTROL VALVE (Stick and Swing)
6. Spool, swing control. 7. Spool, stick control. 17. Pilot control valve, stick and swing. 84. Oil passage for
pilot oil for stick OUT. 85. Inlet for supply oil from pilot system. 86. Oil passage in spool. 87. Oil passage for
pilot oil for stick IN. 88. Slot in spool. 89. Outlet to oil line to tank. 90. Oil passage in spool.
The pressure of the pilot oil in passage (77) is held at approximately 335 psi (2300 kPa).
(See PUMP FLOW AND PRESSURE CONTROL). Pilot oil pressure of 335 psi (2300
kPa) will move any spool of a main control valve to its full travel. This lets the main system
oil flow go to maximum. The rate of main system oil through any main control valve is
controlled by a change in the pressure of the pilot oil that is used to activate the valve. Pilot
valves (16) and (17) have the capacity to cause a controlled decrease of pilot oil pressure to
the main control valves.
Pilot valves (16) and (17) are the same. Each has one control lever and two spools.
Movement of either spool controls pilot pressure to the end of a spool in the main control
valve. This control of the pilot oil pressure gives controlled movement of the spool in the
main control valve and modulation of the implement it controls.
When boom control spool (4) is in the NEUTRAL position, oil flow is stopped and oil
pressure at inlet (78) is at pilot system pressure of approximately 335 psi (2300 kPa).
When spool (4) is moved up, passage (79) and slot (81) open a way for oil flow from inlet
(78) into passage (80). Oil also goes through passage (83) to outlet (82) for return to tank.
This arrangement of oil flow holds the pressure in passage (80) to approximately 40 psi
(380 kPa) after spool (4) has moved .062 in. (1.6 mm).
When boom control spool (4) is moved more in the same direction, the area of the opening
between slot (81) and inlet (78) becomes larger. This causes an increase in the flow of oil in
the direction of passage (80). The flow of oil through passage (83) does not change. The oil
pressure in passage (80) increases to approximately 175 psi (1200 kPa) after spool (4) has
moved .250 in. (6.4 mm). When the spool movement is more than .250 in. (6.4 mm)
passage (83) closes and stops oil flow to return outlet (82). Oil pressure in passage (80)
becomes the same as pilot system pressure.
When boom control spool (4) is pushed down, the oil pressure in passage (77) follows the
description for the increase in pressure for passage (80).
Oil line (3) connects passage (77) and one end of main control valve (29). The pressure of
the pilot oil at valve (29) that moves the spool against the force of its springs, is the same as
the pressure in passage (77) that is controlled by the movement of spool (4).
Pilot oil pressure of about 21 psi (145 kPa) will cause the main spool to move .156 in. (4.0
mm) against the force of the inner spring and make contact with the outer spring. Pilot oil
pressure of about 50 psi (345 kPa) is needed to move the spool against the force of both
springs to a position where main system oil starts through the valve to the cylinder. When
spool (4) is in the position to start a controlled pressure increase from 40 to 175 psi (280 to
1200 kPa), the main spool is in the position to start to control the rate of oil flow through
the main control valve from zero to full pump output. As spool (4) is moved to cause a
pressure increase to 175 psi (1200 kPa), the main spool moves through the range where rate
of flow of the oil in the main system is controlled. The movement of spool (4) makes
contact with a second spring in the pilot valve and the added force gives the operator "feel"
of the operation during the changes of rate of flow.
The increase of pilot oil pressure from 175 psi (1200 kPa) to maximum pilot system
pressure causes added movement of the main spool but causes little increase in the rate of
main system oil flow. This gives the implements a smoother operating characteristic.
Pump Selector Valve
The pump selector valve is manually operated. When the operator needs a rate increase of
boom RAISE or stick OUT movement, spool (2) must be pushed against the force of the
spring. Spool movement connects passage (91) to passage (92) and passage (93) to passage
(94). See foldout schematic at start of BOOM, BUCKET AND STICK CONTROL Section
for the relation between the pump selector valve and the boom and stick circuits. Lines (9)
and (18) connect inlet (91) with the passage in valve (17) for stick OUT. If spool (7) is in
the stick OUT position, oil in line (13) to the stick crossover spool in valve (38) will be
under pressure and move the stick crossover spool. Spool movement will cause the oil flow
from line (42) (front pump flow) to go to valve (36) and add to the oil flow from the rear
pump. From valve (36) the oil flow from both pumps can go to the stick cylinder.
If spool (4) of control valve (16) is activated when spool (2) is moved against spring force,
the oil in line (14) will be under pressure and move the boom crossover spool in valve (37).
The oil flow from the rear pump through line (33) from valve (37) will add to the flow from
the front pump to increase the rate of boom raise.
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CROSS-SECTION OF PUMP SELECTOR VALVE
1. Pump selector valve. 2. Spool in pump selector valve. 91. Oil passage, inlet for pilot oil pressure from pilot
valve for stick control (stick OUT). 92. Oil passage, outlet for pilot oil pressure to the stick crossover valve.
93. Oil passage, inlet for pilot oil pressure from pilot valve for boom control (boom RAISE). 94. Oil passage,
outlet for pilot oil pressure to the boom crossover valve.
When oil flow from the control valve goes in passage (95) to the head end of the cylinder,
oil in the rod end is pushed out through passage (96). When nut (97) and stop (98) go in the
smaller bore at the end of the cylinder (100), the area of the outlet passage becomes
smaller. The oil, moved by piston (99), must move at a lower rate. This gives a reduction of
the rate of piston rod travel. This design gives a cushion effect at the end of piston rod
travel.
NOTE: The stick cylinder is the only cylinder with stops and it has them on both ends.
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IMPLEMENT CYLINDER (Typical Example)
95. Oil passage, connected to a passage in the main control valve. 96. Oil passage, connected to a passage in
the main control valve. 97. Nut. 98. Piston. 99. Stop. 100. Cylinder. 101. Piston rod.
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CYLINDER STOPS (SNUBBERS)
Figure 1. Nut and stop (snubber) about to go into small bore in head of cylinder.
Figure 2. Stop begins to decrease the flow of oil out of the head. The oil in the head makes a cushion for the
shock loads and slows down the rod movement.
Figure 3. The cylinder has fully bottomed out.
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SCHEMATIC OF IMPLEMENT VALVES (All valves are shown in NEUTRAL position)
37. Crossover valve for boom.
38. Crossover valve for stick.
42. Oil line for front pump flow to stick crossover valve.
52. Oil line, main system oil for swing circuit.
102. Oil passage to rod end of boom cylinders (LOWER).
103. Oil passage to rod end of bucket cylinder (OPEN).
104. Oil passage to left track motor (FORWARD).
105. Overspeed valve, left track (REVERSE).
106. Oil passage to rod end of stick cylinder (OUT).

107. Oil passage to right track motor (REVERSE).
108. Overspeed valve, right track (FORWARD).
109. Oil passage to swing motor (RIGHT).
110. Oil passage to head end of boom cylinders (RAISE).
111. Oil passage to head end of bucket cylinder (CLOSE).
112. Oil passage to left track motor (REVERSE).
113. Overspeed valve, left track, (FORWARD).
114. Oil passage to right track motor (FORWARD).
115. Oil passage to head end of stick cylinder (IN).
116. Oil passage to swing motor (LEFT).
117. Overspeed valve, right track (REVERSE).
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SCHEMATIC OF STICK CROSSOVER CIRCUIT (Stick valve and crossover in STICK OUT position)
1. Pump selector valve.
9. Oil line, pilot pressure to pump selector valve.

13. Oil line, pilot pressure to stick crossover.
18. Oil line, pilot pressure to stick valve for stick OUT.
42. Oil line for front pump flow to stick crossover valve.
103. Oil passage to rod end of bucket cylinders (OPEN).
111. Oil passage to head end of bucket cylinders (CLOSED).
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SCHEMATIC OF BOOM CROSSOVER CIRCUIT (Boom valve and crossover in BOOM RAISE position)
1. Pump selector valve.

14. Oil line, pilot pressure to boom crossover valve.
15. Oil line, pilot pressure to pump selector valve.
103. Oil passage to rod end of bucket cylinder (OPEN).
107. Oil passage to right track motor (REVERSE).
111. Oil passage to head end of bucket cylinder (CLOSE).
114. Oil passage to right track motor (FORWARD).
Boom Lower Control

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SCHEMATIC FOR BOOM LOWER CONTROL For description of components, also see PUMP FLOW
AND PRESSURE CONTROL
1. Safety Valve. Manually operated to stop the flow of pilot oil to the pilot valves. It also connects line (9)
from boom vent valve (24) to line (3) to the pilot valve for return to tank of head end oil during boom
LOWER when the engine is not running.
2. Oil line for the supply of pilot oil from safety valve (1) to pilot control valve (11).
3. Oil line between safety valve (1) and pilot control valve (11). Used when the boom is lowered when the
engine is not running.
4. Spool in pilot valve (11) for boom control.
5. Summing valve.
6. Relief valve for pilot system pressure.
7. Oil line for pilot oil from pilot control valve (11) for boom control to main control valve (20) for boom
LOWER.
8. Oil line for main system oil from the combiner valve (front pump) to the control valve with three stems.
9. Oil line from boom vent valve (24) to safety valve (1). Used to vent the head end of the boom cylinders
(26) when the boom is lowered and the engine is not running.
10. Oil line from pilot control valve (11) for boom control to main control valve (20) for boom RAISE.
11. Pilot Valve. Manually operated for control of pilot system oil to the main control valves for boom and
bucket movement.
12. Oil line to tank.
13. Boom check and relief valve.
14. Make-up valve (six).
15. Line relief valve (five).
16. Oil line from main control valve (20) for boom RAISE to the boom check and relief valve (13).
18. Oil line from boom check and relief valve (13) to vent valve (24) for boom LOWER.
19. Main control valve for bucket.
20. Main control valve for boom.
21. Spool in main control valve (20) for boom operation.
22. Oil line for main system oil from boom check and relief valve (13) to the head end of the boom cylinders
(boom RAISE).
23. Oil line for main system oil from control valve for boom to rod end of boom cylinders (boom LOWER).
24. Vent valve for boom LOWER. Manually operated valve that controls the flow of oil from the head end of
the boom cylinders during boom LOWER when the engine is not running.
25. Oil line for pilot pressure from pilot control valve (11) for boom control to vent valve (24). There is
pressure in this line only when the pilot valve is moved to the boom RAISE position. The pressure causes the
spool in the vent valve to move and open a passage to tank for oil behind the check valve in valve (13). This
lets the check valve work freely during boom raise.
26. Boom cylinders (two).
Introduction
Some applications of an excavator need careful and exact control of boom movement. The
operator must be able to control boom LOWER to give small slow movements. Down drift
of the boom assembly must be kept as near zero as possible. For safety, there must be a way
to lower the boom when the engine is stopped.
For boom RAISE, pilot pressure oil in supply line (2) goes through pilot control valve (11)
and causes a pressure increase in line (10). The pressure increase moves spool (21). Main
system oil flow from line (8) goes through internal passages of control valves (17), (19) and
(20) (see BOOM, BUCKET AND STICK CONTROL) to line (16).
Line (16) makes a connection with passage (31). The main system oil goes in passage (31),
opens check valve (29) and goes to passage (32). Oil from passage (32) goes through
orifice (35) in check valve (36) then to the head ends of the boom cylinders.
During boom LOWER, return oil from the boom cylinders goes in passage (37). Check
valve (36) is held in a closed position. All of the return oil must go through orifice (35).
When spool (21) in control valve (20) is moved to NEUTRAL, check valve (29) closes.
The weight of the boom assembly causes pressure in line (22) passage (37) and the
chamber of spring (27). Oil pressure and the force of spring (27) hold check valve (29)
closed. If an external force on the boom assembly causes an increase of oil pressure in line
(22) and passage (37) to 4400 psi (30 250 kPa), relief valve (33) opens and oil goes out
passage (34) to a return line to the tank. (See BOOM AND STICK CONTROL for
operation of the relief valve). Valve (20) does not have a line relief valve on the boom
RAISE end. Valve (33) in boom check and relief valve (13) is the line relief valve for boom
RAISE.
During boom LOWER, oil flow of the main system puts pressure on the oil in the rod end
of the boom cylinders through line (23). Return oil from the head ends of the boom
cylinders goes through line (22) to passage (37). When spool (4) is moved to the LOWER
position, valve (24) opens a way for a release of oil pressure in the chamber of spring (27).
Oil pressure on the shoulder (28) of check valve (29) moves valve (29) against the force of
spring (27). The oil in passage (32) goes out passage (31) to main control valve (20)
through line (16).
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BOOM CHECK AND RELIEF VALVE
13. Boom check and relief valve. 27. Spring. 28. Shoulder. 29. Check valve. 30. Oil passage. 31. Passage. 32.
Passage. 33. Line relief valve for boom RAISE. 34. Outlet passage to tank. 35. Orifice. 36. Check valve. 37.
Passage.
Boom Vent Valve

When spools (4) and (21) are in the NEUTRAL position, there is no oil pressure in pilot oil
lines (10) and (25). Spring (43) pushes spool (45) to the end of the valve bore. Any external
force that pushes down on the boom assembly puts pressure on the oil in line (22), passage
(37), passage (32) and the chamber of spring (27). The oil in passage (41) is stopped by ball
(40) and spool (45).
When spool (4) is pushed toward the boom LOWER position, there is a pressure increase in
pilot oil lines (7) and (25). Oil pressure in line (25) to inlet (41) moves spool (45) against
the force of spring (43). Spool movement opens a way for oil flow from inlet (41), through
the chamber for spring (43), through passage (44) to a return line to tank. Inlet (41) is
connected to the chamber of spring (27) by line (18). The release of oil pressure in inlet
(41) also causes a release of oil pressure in the chamber for spring (27). Check valve (29)
opens for flow of return oil from the head ends of boom cylinders (26) to valve (20) and to
a return line to tank.
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CROSS-SECTION OF BOOM VENT VALVE

24. Boom vent valve. 38. Plunger. 39. Oil passage. 40. Ball. 41. Inlet from check valve. 42. Inlet passage for
signal oil. 43. Spring. 44. Oil passage. 45. Spool.
If the boom assembly is in the RAISE position and the engine can not be started for power
down, use boom vent valve (24), safety valve (1) and pilot valve (11) to lower the boom.
When there is no engine power available, spool (21) will be in the NEUTRAL position to
stop oil flow in lines (16) and (23) (to the boom cylinders). There is no pilot pressure to
move spool (21) for release of the pressure that holds check valve (29) closed.
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LOCATION OF BOOM CHECK AND RELIEF AND BOOM VENT VALVES
13. Boom check and relief valve. 24. Boom vent valve.
To lower the boom under these conditions, put safety valve (1) in the SAFE position (lower
position of the control lever). Manually loosen plunger (38). This opens a way for oil flow
from line (18) to line (9) and to safety valve (1). Move the spool of safety valve (1) to the
RUN position (upper position of the control lever). This opens a way for oil flow from line
(9) to line (3) and then to pilot valve (11). Move spool (4) toward the boom LOWER
position. This opens a way for oil flow through the valve from line (3) to line (12). Boom
will lower slowly.
Speed And Direction Control

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SCHEMATIC FOR SPEED AND DIRECTION CONTROL For description of components, also see PUMP
FLOW AND PRESSURE CONTROL
1. Spool in safety valve.
2. Safety Valve. When the safety valve is in the SAFE position, there is no oil pressure to operate any control
valve in the pilot system.
3. Control valve for track brakes. Pilot operated. When spool (8) or (13) is pushed down, this valve sends pilot
system oil to disengage track brakes. Also sends pilot system oil through line (18) to relief valve in the main
system to change opening pressure of the relief valve.
4. Oil line from track brake valve (3) to track brakes (23).
5. Oil line for supply of pilot system oil to the pilot valves for speed and direction control.
6. Pilot oil line to main control valve for left track, REVERSE.
7. Pilot oil line to main control valve for left track, FORWARD.
8. Spool in valve (9) for REVERSE movement of the tracks.

9. Pilot valve, manually operated. Controls flow and pressure of pilot to the main control valve for machine
movement in the REVERSE direction.
10. Spools in the pilot valve for control of steering.
11. Pilot Valve. Manually operated. Controls the direction of rotation of the track motors.
12. Pilot Valve. Manually operated. Controls flow and pressure of pilot oil to the main control valve for
machine movement in the FORWARD direction.
13. Spool in valve (12) for FORWARD movement of the tracks.
14. Oil line for return oil.
15. Pilot oil line to main control valve for right track, FORWARD.
16. Pilot oil line to main control valve for right track, REVERSE.
17. Oil line for supply of pilot system oil to pilot valves (9), (11) and (12).
18. Oil line for pilot oil to track brake valve and relief valve for main system pressure.
19. Double Check Valve. Inside of valve (12).
20. Oil line for main system oil from main control valve to track motor for left track (REVERSE).
21. Oil line for main system oil from main control valve to track motor for left track (FORWARD).
22. Motor for movement of left track.
23. Track brakes. Brakes are spring engaged at all times except when a pilot valve for machine travel is
activated.
24. Oil line for oil in the main system, from front pump.
25. Control valve, left track. Pilot operated. Controls the flow of main system oil to the left track motor.
26. Control valve, right track. Pilot operated. Controls the flow of main system oil to the right track motor.
27. Motor for movement of right track.
28. Oil line for main system oil from main control valve to track motor for right track (REVERSE).
29. Oil line for oil in the main system, from rear pump.
30. Oil line for main system oil from main control valve to track motor for right track (FORWARD).
Introduction
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235 EXCAVATOR
31. Direction of FORWARD movement of machine. 32. Direction of REVERSE movement of machine.
Always look at FORWARD and REVERSE movement of the machine with relation to the
undercarriage. When the machine is moved in the direction of arrow (31), the machine
movement is in the FORWARD direction. Turn the upper structure on the undercarriage
until the boom assembly is in the opposite direction and the direction of FORWARD
movement of the machine is still in the direction of arrow (31).
Move the machine in the direction of arrow (32) and the machine moves in the REVERSE
direction.
The oil flow of the main system is used to turn two link-type piston motors (22) and (27),
and move the machine in FORWARD and REVERSE directions and turn the machine. Oil
flow from the control valve with three stems and the control valve with five stems to the
motors through lines (21) and (30) moves the machine in the FORWARD direction. Return
oil from the motors goes through lines (20) and (28) when the machine moves in the
FORWARD direction. Oil flow from the control valves to the motors through lines (20)
and (28) moves the machine in the REVERSE direction. Return oil from the motors goes
through lines (21) and (30) when the machine moves in REVERSE direction.
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TRACK MOTORS
4. Oil lines from valve for track brakes to the track brakes. 20. Oil line for main system oil from main control
valve to motor for left track (REVERSE). 21. Oil line for main system oil from main control valve to motor
for left track (FORWARD). 22. Motor for left track. 23. Track brakes. 27. Motor for right track. 28. Oil line
for main system oil from main control valve to motor for right track (REVERSE). 30. Oil line for main
system oil from main control valve to motor for right track (FORWARD). 33. Oil lines for case drain from
motors to filter for case drain.
Brakes (23) are engaged by springs. When spool (8) or spool (13) is pushed down, pilot oil
pressure causes the release of the brakes before the motors start to run.
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SPEED AND DIRECTION CONTROLS

34. Foot pedal to activate machine movement in the REVERSE direction. 35. Position of control lever to turn
LEFT. 36. Control lever for steering (shown in neutral). 37. Position of control lever to turn RIGHT. 38.
Pedal to activate machine movement in the FORWARD direction.
Push down on foot pedal (34), for machine movement in the REVERSE direction and on
foot pedal (38) for machine movement in the FORWARD direction. Move lever (36)
toward position (35) to turn the machine to the LEFT and toward position (37) to turn the
machine to the RIGHT.
When lever (36) is in position (35), the right track turns for movement of the machine in the
FORWARD direction and the left track turns for movement in the REVERSE direction.
The machine makes a "spot turn" (no forward or reverse movement of the machine). Partial
movement in the direction of position (35) causes the right track only to turn for movement
of the machine in the FORWARD direction. The machine will make a "pivot turn" (one
track moves around the other).
Pedal (34), pedal (38) and lever (36) move spools in valves (9), (12) and (1) respectively.
The location of valves (9), (12) and (11) are below the floor boards and directly under the
control valves.
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VIEW OF STEERING VALVE
6. Pilot oil line to main control valve for left track, REVERSE. 7. Pilot oil line to main control valve for left
track, FORWARD. 9. Pilot control valve for machine movement in the REVERSE direction. 11. Pilot control
valve for steering. 12. Pilot control valve for machine movement in the FORWARD direction. 15. Pilot oil
line to main control valve for right track, FORWARD. 16. Pilot oil line to main control valve for right track,
REVERSE. 17. Oil line for supply of pilot system oil to pilot valves (9), (11) and (12).
Operation
Forward Direction
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CROSS-SECTION OF SPEED AND DIRECTION CONTROL VALVE (FORWARD Movement)
5. Inlet for supply of pilot oil to pilot valves (9), (11) and (12).
6. Pilot oil line to main control valve (25) for left track, REVERSE.
7. Pilot oil line to main control valve (25) for left track, FORWARD.
8. Spool (REVERSE) in valve (9) (shown in NEUTRAL position).
9. Pilot valve for control of oil flow and pressure of pilot oil to the main control valves, (25 and 26) for
machine movement in the REVERSE direction.
11. Pilot valve for control of the direction of rotation of the tracks motors.
12. Pilot valve for control of flow and pressure of pilot oil to the main control valves (25 and 26) for machine
movement in the FORWARD direction.
13. Spool (FORWARD) in valve (12) (shown in position for FORWARD movement of the machine).
15. Pilot oil line to main control valve (26) for right track, FORWARD.
16. Pilot oil line to main control valve (26) for right track, REVERSE.
18. Oil line to track brake valve (3) and relief valve for main system pressure.
19. Double check valve.
39. Spool.
40. Spool.
41. Spring.
42. Oil passage.
43. Oil chamber.
44. Oil chamber.
45. Oil passage.
46. Spool.
47. Oil chamber.
48. Spring.
50. Oil chamber.
53. Oil chamber.
56. Oil chamber, connected directly to inlet (5).
Right Pivot Turn

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CROSS-SECTION OF SPEED AND DIRECTION CONTROL VALVE (Right Pivot Turn)
13. Spool (FORWARD) in valve (12). (Shown in position for movement of machine in FORWARD
direction).
39. Spool.
40. Spool.
42. Oil passage.
43. Oil chamber.
44. Oil chamber.
45. Oil passage.
50. Oil chamber.
51. Spring (inner).

52. Spring (outer).
53. Oil chamber.
56. Oil chamber connected directly to inlet (5).
When foot pedal (38) is pushed down, spool (13) moves against the force of spring (41).
Spool (46) moves down to make a connection for oil flow between chamber (57) and
passage (45). Oil fills passage (45) and goes from passage (45) to oil chambers (43) and
(44). Line (7) makes a connection for oil flow between chamber (43) and control valve
(25). Line (15) makes a connection for oil flow between chamber (44) and control valve
(26). Oil flow and pressure in lines (7) and (15) move the spools in main control valves
(25) and (26).
Spool movement in these two valves lets main system oil flow and pressure go to track
motors (22) and (27), for movement of the machine in the FORWARD direction.
Oil pressure in passage (45) causes double check valve (19) to open for oil flow into line
(18). Line (18) is connected to track brake valve (3) and the relief valve for the main system
pressure. Oil pressure in line (18) to the track brake valve causes the valve to send pilot
pressure oil to track brakes (23). At the same time, the oil pressure to the relief valve for
main system pressure causes it to go to a higher pressure. This pressure releases the brakes
so the machine can move. (See TRACK BRAKE VALVE OPERATION).
Spot Turn to the Right

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CROSS-SECTION OF SPEED AND DIRECTION CONTROL VALVE (Spot Turn to the Right)
8. Spool in valve (9).
40. Spool.
42. Oil passage.
43. Oil chamber.
44. Oil chamber.
45. Oil passage.

50. Oil chamber.
51. Spring (inner).
52. Spring (outer).
53. Oil chamber.
When there is an increase in oil pressure in passage (45), there is an increase in pressure in
chamber (47) because drilled passages in spool (46) make a connection between (45) and
(47). The pressure of the oil and the force of spring (48), in chamber (47) moves spool (13)
against the force of spring (41) to stop the flow of oil from chamber (57) to passage (45)
when the two forces are in balance.
In this way, the pressure of the oil in passage (45) is controlled by the amount of
compression of spring (41). When the compression of spring (41) is maximum, the oil
pressure in passage (45) is the same as the pressure of the pilot system oil.
Springs hold spools (8), (13), (39) and (40) in the NEUTRAL position. When these spools
are in the NEUTRAL position, inlet (5) and chambers (56) and (57) are connected to the
pilot system oil and have a pressure of approximately 335 psi (2300 kPa). All other oil
passages and chambers in valves (9), (11) and (12) do not have any pressure.
Reverse Direction
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CROSS-SECTION OF SPEED AND DIRECTION CONTROL VALVE (REVERSE Movement)
8. Spool in valve (9) [shown in position for movement of the machine in REVERSE direction].
39. Spool.
40. Spool.
42. Oil passage.
43. Oil chamber.
44. Oil chamber.

49. Spring.
50. Oil chamber.
53. Oil chamber.
54. Oil passage.
55. Spool.
After spool (13) is pushed down for FORWARD movement of the machine, any movement
of lever (36) toward position (37) moves spool (40) against the force of spring (51). When
the retainer on spring (51) makes contact with the retainer on spring (52), spool (40) has
stopped the flow of oil between passage (45) and chamber (44). This stops the flow of oil
through line (15) to valve (26). The spool of valve (26) moves to the NEUTRAL position
and stops the flow of main system oil to motor (27). This action stops motor (27). Motor
(22) keeps the left track in rotation in the FORWARD direction because pressure in line (7)
holds the spool of valve (25) open for flow of main system oil to motor (22). The machine
turns to the right in "pivot" turn.
The functions of the oil passages inside of spools (39) and (40) are:
1. Modulation of the flow oi oil and pressure between passage (45) and oil lines (7)
and (15) when spool (40) is moved to start or stop the flow of oil between them.
2. To keep an open connection for oil return to tank through line (14) at all times for
correct operation of the pressure reducing characteristics of valves (9) and (12).
When spool (8) is in the NEUTRAL position, the oil that goes through the drilled passages
in spools (39) and (40) and passage (42) goes to tank through return line (14).
When lever (36) is moved the remainder of the distance to position (37), spool (40) also
moves against the force of springs (51) and (52) until a connection is made between
passage (42) and chamber (44). Line (16) connects chamber (50) to main control valve
(26).
When the spool in main control valve (25) moves, it opens a passage that lets main system
oil and pressure go to the motor for the left track for movement in the REVERSE direction.
The movement of the right track is still in the FORWARD direction and the machine makes
a spot turn to the left.
When foot pedal (34) is pushed down, spool (8) moves against the force of spring (49).
Spool (55) moves down to make a connection for oil flow between oil chamber (56) and oil
passage (54). Oil fills passage (54) and goes from passage (54) to passage (42). The oil then
goes to chambers (50 and 53). Line (6) takes the oil from chamber (53) to control valve
(25). Line (16) takes the oil from chamber (50) to control valve (26). Oil flow and pressure
in lines (6 and 16) move the spools in main control valves (25 and 26). Spool movement in
these two valves lets main system oil flow and pressure to go to track motors (22) and (27)
for movement of the machine in the REVERSE direction.
Control Valves For Movement Of Machine

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TRACK CONTROL VALVE
7. Pilot oil line from pilot valve.
20. Oil line for main system oil to motor for left track (REVERSE).
21. Oil line for main system oil to motor for left track (FORWARD).
24. Oil line for main system oil from the front pump.
25. Main control valve for left track.
59. Overspeed valve (REVERSE).
60. Oil passage.
61. Overspeed valve (FORWARD).
62. Spring.
63. Oil passage.

64. Oil chamber.
65. Oil chamber.
66. Oil chamber.
67. Spool.
Main control valves (25) and (26) are the same. Valve (25) controls the flow of oil to the
motor for the left track. Valve (26) controls the flow of oil to the motor for the right track.
The oil flow to valve (25) through oil line (24) comes from the output of the front axial
piston pump. The characteristics and operation of valves (25) and (26) are similar to the
operation and characteristics of the other main control valves in the three stem and five
stem valve groups. (See BOOM, BUCKET AND STICK CONTROL for explanation of oil
flow, load check valves, line relief valves and make-up valves). The difference is the
addition of overspeed valves (59) and (61).
In the other control valves, passage (63) and chamber (66) are connected when oil pressure
in the pilot system in line (7) moves spool (67) for main system oil to go out line (21).
Return oil is free to go to tank. In valves (25) and (26), a passage (60) is between passages
(63) and (66). Movement of spool (67) connects passage (60) to chamber (66). Return oil in
line (20) and chamber (66) cannot go directly to passage (63). It must go from chamber
(66) to passage (60) and then to passage (63).
A passage inside of main control valve (25) makes a connection between chamber (64) and
the end of overspeed valve (61). When spool (67) is moved to the right a connection is
made between chambers (64) and (65) for main system oil from line (24).
The main system oil in chamber (64) goes to the left track motor through line (21). At the
same time, pressure goes through the inside passage from chamber (64) to the end of
overspeed valve (61). Movement of overspeed valve (61) opens a connection between
passages (60) and (63). Return oil in line (20) can go to tank from chamber (66) through
passage (60) to passage (63).
View Image
TRACK OVERSPEED VALVE
61. Overspeed valve.
When the machine moves down a grade fast enough to cause the motor to overspeed, there
will be a decrease in pressure in line (21) and chamber (64).
When oil pressure in line (21) and chamber (64) decreases to about 175 psi (1200 kPa), the
force of spring (62) moves overspeed valve (61) to stop the flow of return oil to passage
(63). The restriction of the return oil causes an increase in oil pressure in line (21) and a
resistance to the rotation of the motor. There is a decrease in motor rpm until its input flow
rate is the same as the rate of output flow from the pump. In this way, the motor can not
turn faster than the pump. Pressure in line (21) is held at more than 175 psi (1200 kPa) and
cavitation at the pump is not possible.
Hydraulic Motors
View Image
CROSS-SECTION OF TRACK AND SWING MOTOR
1. Head assembly.
2. Cover.
3. Nut.
4. Washer.
5. Shaft.
6. Valve.
7. Race.
8. Piston.
9. Retainer.
10. Ring.
11. Link.
12. Ring.
13. Retainer.
14. Bearing assembly.
16. Shims.
17. Nut.
18. Seal.
19. Lock.
20. Ring.
21. Spring.
22. Race.
23. Bearing.
24. Race.
25. Retainer.
26. Ring.
27. Race and roller assembly.
28. Barrel.
29. Link.
30. Joint assembly.
31. Body.
32. Plate.
33. Bearing cone.
34. Bearing cup.
36. Lock.
The two track motors are the same. They are fixed displacement, link-type piston motors.
Each motor gets its oil supply from one of the variable displacement pumps (the two pump-
to-motor circuits are separate at all times). The displacement of each motor is the same as
the maximum displacement of a variable displacement pump. A change in direction of oil
flow through a motor will not change the amount of output torque from the shaft of the
motor.
Oil flow through a motor can be in either direction. A change to the direction of oil flow
changes the direction of rotation of plate (32) and barrel assembly (28). The components in
the motor that turn are: shaft (5), barrel (28), spring (21) and the parts used in its assembly,
links (11) and (29), joint assembly (30) and plate (32). The rest of the parts are fastened to
either the head assembly (1) or the body (31) and do not turn. Oil flow from the pump goes
into one of the inlets in the head, through a port plate and into the cylinders in the barrel.
The flow of inlet oil is pushed into the cylinders that are opposite the inlet port of the port
plate. When each piston reaches the position of piston assembly (8), oil pressure in the
cylinder pushes the piston out of the cylinder. Because of the angle between the barrel
assembly and plate (32), they will turn as the piston is forced out of the cylinder.
When rotation of the barrel and plate turns piston assembly (8) to a position on the opposite
side of the barrel the piston will be fully retracted. As the barrel continues to move the
piston will be forced back into the cylinder. The oil in front of the piston will be forced
through the head to a return line to tank.
Track Brake
View Image
CROSS-SECTION OF TRACK BRAKE
1. Housing. 2. Oil passage. 3. Adapter. 4. Plates (five). 5. Piston. 6. Block. 7. Discs (four). 8. Plate. 9. Spring.
10. Coupling.
Each of the track motors has a brake (11) on the output shaft of the motor. Coupling (10)
connects the output shaft of the motor and the input shaft of the final drive. The machine
can not move when coupling (10) is stopped. Housing (1) and adapter (3) are connected to
the final drive housing with bolts and can not turn. Teeth on the outer circumference of
plates (4) engage with teeth on coupling (10). Teeth on the outer circumference of discs (7)
engage with teeth on the inner circumference of adapter (3). Coupling (10) can not turn
when discs (7) and plates (4) are held together by the force of spring (9).
Normally, the force of spring (9) pushes against block (6) and plate (8) to hold the plates
and discs together. When a speed control valve in the pilot oil system is activated, oil
passage (2) gets oil pressure from the pilot system.
Oil pressure in passage (2) moves piston (5) and pulls plate (8) away from discs (7) and
plates (4) against the force of spring (9). When the force that holds the discs and plates
together is released, coupling (10) is free to turn when the track motor turns the input shaft
of the final drive.
View Image
TRACK BRAKE
11. Track brake.
Final Drive
The parking brake connects the output shaft of the track motor to the input shaft of the final
drive. Splines on pinion (5) connect to splines on the inside of coupling (6). In this way,
rotation of pinion (5) turns sprocket (1) through a series of gears.
View Image
CROSS-SECTION OF FINAL DRIVE

1. Track sprocket. 2. Cover. 3. Nut. 4. Rod. 5. Pinion assembly. 6. Coupling. 7. Input shaft. A. Point at which
separation of the final drive takes place.
To move the machine when the engine is stopped and not cause damage to the parking
brake and motors, there must be a separation between the final drive gears and track
motors. The cover (2) on the outside of both final drive cases should be removed. When nut
(3) is loosened and turned counterclockwise, springs within pinion assembly (5) separate
the final drive from the track brake and motor at point (A).
View Image
DISCONNECT FOR FINAL DRIVE

2. Cover. 3. Nut.
After nut (3) has been turned, there is no connection between the series of final drive gears
and the track motor and parking brake. The machine can now be moved.
View Image
DISCONNECT FOR FINAL DRIVE.

A. Point at which separation of the final drive from the track brake and motor takes place.
When the final drives are disconnected, the machine has no brakes. To
disconnect the final drive with the machine on a slope would allow a
"runaway" condition. Before the final drives are disconnected, either
put blocks in the path of the tracks or connect the towbar to the towing
vehicle. After towing the machine to the desired location, either block
both tracks (front and rear), keep it connected to the towing vehicle or
engage the final drives. If the failure is in a final drive, engaging the
final drive may not insure that the brake on the failed final drive will be
effective. If one of the gears has lost some of its teeth, the sprocket may
be rotated even through the brake is engaged and the disconnect
mechanism is engaged.
Track Brake Valve

View Image
TRACK BRAKE VALVE

1. Spring. 2. Valve. 3. Inlet passage for oil flow from pilot system valve. 4. Spool. 5. Oil chamber. 6. Oil
passage. 7. Plunger. 8. Oil passage. 9. Oil passage. 10. Oil chamber. 11. Spring. 12. Inlet passage for pilot
system supply oil. 13. Outlet passage for oil to release brakes. 14. Outlet to tank. 15. Spool.
Oil pressure from the pilot system is needed for release of the parking brake before the
machine can be moved. The functions of the track valve are:
1. To stop flow of pilot system oil to the parking brakes so that the brakes will be
ON and keep the machine stationary when the implements are used.
2. To send oil to the brakes for brake release at the start of machine movement.
3. To keep the machine stationary when there is a partial brake application caused
by a decrease of pressure in pilot system oil.
Before the engine is started, springs (1) and (11) push spools (4) and (15) to the right.
When the engine is started, the increase of pressure in the pilot system oil in oil passage
(12) is sent through passage (6) to chamber (5). Oil pressure in chamber (5) moves spool
(4) against the force of spring (1) to make a connection between oil passage (3) and oil
passage (8). There is no oil flow or pressure in passage (3) until one of the speed and
direction control valves in the pilot system is activated.
Activation of either of the speed valves causes an increase in pressure in passage (3). Oil
pressure of the pilot system in chamber (5) has moved spool (4). There is an increase of oil
pressure in passage (8) and chamber (10). Oil pressure in chamber (10) moves spool (15)
against the force of spring (11) to make a connection between oil passages (12) and (13).
Oil pressure from the pilot system, at approximately 335 psi (2300 kPa), goes into inlet
passage (12). An oil line connects outlet passage (13) and the parking brakes. When
passages (12) and (13) are connected, the oil pressure that causes release of the parking
brakes, is the same as the pressure of the pilot system.
Oil pressure of approximately 30 psi (205 kPa) is enough to move spool (15) and let oil
flow from outlet passage (13) to the track brakes.
An oil pressure of approximately 250 psi (1720 kPa) in outlet passage (13) is needed for
complete release of the parking brakes. If there is a decrease of pressure in the pilot system
to less than 250 psi (1720 kPa), the parking brakes will be partially engaged. To stop
operation with partially engaged brakes, the force of spring (1) moves spool (4) when the
pressure in chamber (5) [connected to the pilot system through passage (6)] is less than 250
psi (1720 kPa). Movement of spool (4) stops oil flow from inlet passage (3) to chamber
(10). With a reduction of oil pressure in chamber (10), the force of spring (11) moves spool
(15) to stop oil flow from inlet passage (12) to outlet passage (13). When there is no oil
pressure in passage (13), the parking brakes are activated by the springs.
Swing Control
View Image
SCHEMATIC FOR SWING CONTROL For description of components, also see PUMP FLOW AND
PRESSURE CONTROL
1. Summing Valve. This valve does not have a function in the swing circuit.
2. Relief Valve for Pilot System Pressure.
3. Safety Valve. When the safety valve is in the SAFE position, there is no pilot pressure to any control valve
in the pilot system.
4. Pilot Control Valve (Swing and Stick). Manually operated for control of pilot system pressure to the main
control valves for swing and stick.
5. Oil line from the pilot control valve to main control valve for SWING RIGHT.
6. Valve for control of pump signal pressure. This valve works with summing valve (1) and causes the signal
pressure to the variable displacement pumps to change with a change of engine speed.
7. Oil line from the pilot control valve to the main control for SWING LEFT.
8. Make-Up Valve. There are two make-up valves. One for swing left and one for swing right.
9. Main Control Valve for the Swing Motor. This valve is controlled by the pilot valve for swing movement.
It controls the flow of oil from the large section of the gear pump to the swing motor.
10. Oil line from main control valve for SWING RIGHT to combiner and relief valve for swing.
11. Oil line for main system oil from large section of gear-type pump to main control valve for swing.
12. Oil line from main control valve for SWING LEFT to combiner and relief valve for swing.
13. Combiner and Relief Valve for Swing Circuit. This valve limits the pressure in the swing circuit to 2350 +
- 100 psi (16 200 + - 690 kPa) at all times.
14. Small Section of Gear-Type Pump. The oil supply for the pilot system comes from this section of the
pump.
15. Large Section of Gear-Type Pump. The oil supply for the swing system comes from this section of the
pump.
16. Oil passage for return oil from swing motor to tank.
17. Oil passage for pump supply oil.
18. Swing Motor. Fixed displacement, link-type axial piston motor for swing movement.
19. Main Control Valve for the Right Track Motor. This valve is controlled by the pilot valve for track
movement. It controls the flow of oil from the rear pump to the motor for the right track.
20. Main Control Valve for the Stick Cylinder. This valve is controlled by the pilot valve for stick movement.
It controls the flow of oil from the rear pump to the cylinder for stick movement.
21. Control Valves, Crossover. This control valve has two stems that operate separately. The outer spool is
moved by pilot system pressure when the pilot valve for stick is moved to the stick OUT position. The inner
spool is moved by pilot system pressure when the pilot valve for boom is moved to the boom RAISE position.
Both valves are controlled by the pump selector valve. See BOOM, BUCKET AND STICK CONTROL.
View Image
235 EXCAVATOR
22. Upper Structure.
The upper structure is turned 360° on the undercarriage by the swing motor (18). The oil
supply for the swing circuit is separate from the implement and track motor circuits except
that return oil passages (16), in control valve (9), are common with the return passages for
the right track (19), stick (20) and crossover control valves (21).
All of the oil output of the large section of gear-type (15) pump is sent to control valve (9)
through line (11). Control valve (9) sends oil to swing motor (18) through line (10) or line
(12) for SWING RIGHT or SWING LEFT.
The operation of swing control valve (9) is similar to the operation of the other control
valves in the three-stem and five-stem control valves. (See BOOM, BUCKET, AND
STICK CONTROL Section for explanation of valve operation.) There is a make-up valve
(8) for each oil line to the swing motor. The swing circuit has its own relief valve (13). It is
part of the combiner and relief valve group for swing. It is a single pressure valve that is set
to open whenever the pressure in the circuit gets to 2350 ± 100 psi (16 200 ± 690 kPa).
When swing control valve (9) is in NEUTRAL, oil flow from pump (15) goes through
valve (9) and through oil passage (17) to return lines to the tank.
When valve (9) is in NEUTRAL and swing rotation causes the swing motor to pump oil
through line (10) or line (12), swing relief valve (13) will open when oil pressure is
approximately 2350 psi (16 200 kPa) for oil return to the tank. The 2350 psi (16 200 kPa)
pressure in line (10) or line (12) is a brake to stop rotation of the upper structure.
Replacement of oil in the opposite line [line (10) or (12)] comes through the make-up valve
in that line.
View Image
CROSS-SECTION OF SWING DRIVE
23. Swing brake. 24. Pinion. 25. Output shaft.
Swing motor (18) is similar to the track motors in that it has a brake on the output shaft.
(See SPEED AND DIRECTION CONTROL for explanation of motor operation.)
The output shaft of the swing motor is connected to pinion (24) by a coupling. The output
shaft of the swing motor turns output shaft (25) through a series of gears.
A manually activated, expanding shoe-type brake (23) on the shaft of one of the gears gives
added braking capacity. The manual brake SHOULD NOT be used to stop rotation. Move
the swing control lever to NEUTRAL and use the restriction of main system oil to stop
rotation of the upper structure.
The hand control lever (26) for the swing brake is at the lower right side of the operator's
seat. Adjustment for swing brake wear is made when the end of the handle on the control
lever is turned.
View Image
SWING MOTOR AND BRAKE
13. Combiner and relief valve. 18. Swing motor. 23. Swing brake.
Movement of the spool in control valve (9) is controlled by the pressure of pilot system oil
in line (5) or line (7). Modulation and control of oil pressure in lines (5) and (7) is done by
the spool in pilot valve (4). Oil pressure to the inlet of the pilot valve, must always be
approximately 335 psi (2300 kPa) while the engine runs. (See PUMP FLOW AND
PRESSURE CONTROL.) Pilot valve (4) has the capacity to take the 335 psi (2300 kPa)
inlet oil pressure and send oil to either line (5) or line (7) any at pressures between zero and
335 psi (2300 kPa). (See BOOM, BUCKET AND STICK CONTROL.) Control of the
pressure in line (5) or (7) will give partial movement of the spool in valve (9) and partial
flow of oil from pump (15) output to swing motor (18).
View Image
HAND CONTROL FOR SWING BRAKE

26. Swing brake hand control.

235 Excavator 32K02931

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Systems Operation

235 EXCAVATOR HYDRAULIC SYSTEM

Media Number -SENR7901-00 Publication Date -01/12/1978 Date Updated -12/10/2001

POSITIONS OF BOOM ASSEMBLY

Pump Flow And Pressure Control

9. Filter for Pilot System.

1. Operate the hydraulic cylinders of the implements.

CONTROL VALVES IN MAIN OIL SYSTEM

a) All pumps at maximum output.

PUMPS AND PUMP SIGNAL CONTROL VALVE

Control Valves for Pump Signal Pressure

Axial-Piston Pump (Variable Displacement)

CROSS-SECTION OF AXIAL PISTON PUMP

10. Snap ring.

11. Piston (one of nine).

13. Retraction plate bearing.

15. Retraction plate.

16. Thrust or wear plate.

See the illustration CROSS-SECTION OF AXIAL-PISTON PUMP. This is the minimum

PUMP HEAD AND BARREL

PISTONS AND SWASHPLATE

24. Oil passage.

27. Oil passage.

34. Face of land.

35. Face of land.

37. Slot (three).

The illustration, CROSS-SECTION OF SERVOVALVE, shows its components in the

Relief, Combiner And Summing Valves

CROSS-SECTION OF RELIEF, COMBINER AND SUMMING VALVES

1. Inlet for signal oil from brake control valve.

3. Internal oil passage.

6. Inlet for oil line from front pump.

10. Inlet for oil line from rear pump.

12. Check valve.

13. Check valve.

14. Shim location.

15. Shim location.

16. Main relief valve.

18. Outlet to tank.

19. Combiner valve.

COMBINER AND RELIEF VALVE

Main System Filter

MAIN SYSTEM FILTER

Pilot System And Case Drain Filters

Relief Valve For Pilot Oil System

CONTROL LEVER FOR SAFETY VALVE

BOTTOM OF FLOOR PLATE

Boom, Bucket And Stick Control

2. Spool in pump selector valve.

4. Spool in pilot valve for boom control.

5. Spool in pilot valve for bucket control.

6. Spool in pilot valve for swing control.

7. Spool in pilot valve for stick control.

20. Main control valve for left track motor.

24. Stick cylinder.

27. Main control valve for bucket cylinder.

28. Main control valve for swing motor.

29. Main control valve for boom cylinders.

31. Line relief valve (nine).

32. Make-up valve (twelve).

34. Load check valve (eight).

36. Main control valve for stick cylinder.

37. Crossover Valve for BOOM RAISE.