Professional Documents
Culture Documents
April 2008
CONTENT
This presentation discusses the component locations and systems operation of the 345D
Hydraulic Excavator. Basic engine and machine component locations will be discussed. Also,
the implement hydraulics will be covered.
OBJECTIVES
After learning the information in this presentation, the serviceman will be able to:
1. locate and identify the major components in the engine and implement systems;
2. explain the operation of each component in the engine and implement systems; and
3. trace the flow of oil through the implement systems.
REFERENCES
345C Hydraulic Excavator Specalog
345C Hydraulic Excavator Parts Book
345C Hydraulic Excavator Operation and Maintenance Manual
345C Hydraulic Excavator System Operation (Hydraulic)
345C Hydraulic Excavator Testing and Adjusting
345C Hydraulic Excavator Specifications Manual
345C Hydraulic Excavator System Operation (C11 and C13)
345D Hydraulic Excavator Specalog
345D L Excavator - Parts Manual
345D Excavator - Operation and Maintenance Manual
AEHQ5687
SEBP4205
SEBU7861
RENR7324
RENR7325
RENR7283
RENR9888
AEHQ5940
SEBP5184
SEBU8300
PREREQUISITES
Interactive Video Course "Fundamentals of Mobile Hydraulics"
Interactive Video Course "Fundamentals of Machine Electronics"
Estimated Time: 10 Hours
Visuals: 122 Illustrations
Handouts: 54 Pages
Form: SERV1855
Date: 04/08
2008 Caterpillar Inc.
TEMV9001
TEMV9002
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TABLE OF CONTENTS
INTRODUCTION ........................................................................................................................5
MACHINE WALKAROUND ......................................................................................................7
OPERATOR'S STATION............................................................................................................17
ENGINE......................................................................................................................................34
Left Side of Engine...............................................................................................................38
Right Side of Engine.............................................................................................................39
Front of Engine .....................................................................................................................41
HYDRAULIC SYSTEMS..........................................................................................................43
Power Shift Pressure System................................................................................................45
Main Hydraulic Pumps ........................................................................................................46
Pump Controls ......................................................................................................................52
Pump Flow Decrease - due to increased pump load ............................................................58
Pilot Hydraulic System .........................................................................................................61
Hydraulic Activation Control Lever .....................................................................................66
Two-Speed Travel Solenoid..................................................................................................70
Pilot Logic Network .............................................................................................................72
Straight Travel Mode ............................................................................................................73
Pilot Control Valve ...............................................................................................................74
HYDRAULIC FAN SYSTEM ...................................................................................................76
Hydraulic Fan Pump .............................................................................................................77
Hydraulic Fan Pump Controls ..............................................................................................78
Hydraulic Fan Motor ............................................................................................................84
Main Control Valve...............................................................................................................85
Bucket Hydraulic Circuit......................................................................................................93
Boom Hydraulic Circuit .......................................................................................................95
Boom Down with Regeneration ...........................................................................................97
Boom Drift Reduction Valve ................................................................................................98
Boom Lowering Control Valve...........................................................................................100
Boom Priority .....................................................................................................................102
Stick Hydraulic Circuit .......................................................................................................105
Stick Regeneration ..............................................................................................................109
Stick Drift Reduction Valve ................................................................................................111
Swing Hydraulic System ....................................................................................................113
Swing Right Without Priority .............................................................................................115
Swing Right With Priority ..................................................................................................118
Swing Motor .......................................................................................................................119
Swing Parking Brake ..........................................................................................................120
Swing Motor Crossover Relief Valve.................................................................................121
Swing Anti-reaction Valves ................................................................................................123
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INTRODUCTION
The 345D is a direct replacement for the 345C Hydraulic Excavator. The 345D
operating weight is approximately 45,375 Kg (100,040 lbs) for a Standard Machine. This
weight classifies the 345D in the 45 metric ton class of excavators. The 345D is a versatile
machine capable of performing a wide range of tasks by using various work tools that are
available.
The 345D is equipped with a C13 ACERT engine. The C13 ACERT engine utilizes the
following technologies: Advanced Diesel Engine Management - Electronic Control Module
(ADEM A4), Air-to-Air-Aftercooling (ATAAC), direct injection turbocharged (DI-T), and a
Mechanically Actuated Unit Fuel Injector (MEUI) system, which complies with Tier 3
Emissions regulations and European Union Sound IIIA requirements. The engine is rated at
283 kW (380 hp) at 1800 rpm.
The 345D Hydraulic Excavator utilizes a Negative Flow Control (NFC) system for the main
implement, hydraulic system. The NFC hydraulic system is a pressure control system that
provides proportional control of the main implement pumps in order to provide maximum
hydraulic horsepower, controllability, and fuel economy under a wide range of operating
conditions.
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The 345D Hydraulic Excavator incorporates a new monitor panel similar to the 365C Hydraulic
Excavator which provides additional operating information to the operator. The machine is
designed for improved operator comfort, serviceability, and ease of use.
This presentation discusses the component locations and systems operation of the 345D
Hydraulic Excavator.
The 345D Hydraulic Excavator integrates styling and an operator's station similar to the other
medium size 300 "D" Series Hydraulic Excavators.
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2
MACHINE WALKAROUND
From the left side of the machine the following machine components are visible.
- Boom (1)
- Access door behind cab (2)
- Engine access cover (3)
- Stick (4)
- Bucket (5)
- Operator station (6)
- Access door to radiator compartment (7)
- Counterweight (8)
The 345D has an entirely new stick profile. The geometry has been optimized to provide a
more cost efficient stick. In other words, the new stick has been designed to have the same
reliability and durability of the 345C but is capable of lifting a larger capacity with faster cycle
times.
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The compartment behind the operator station includes the following components:
- Machine ECM (1)
- Window washer reservoir (2)
- Master disconnect switch and circuit breakers (3)
- Batteries (4)
- Vandalism guards (5)
- Engine coolant expansion tank (6)
- Secondary fuel filter (7)
- Primary fuel filter and water separator (8)
- Dual element, radial seal air filter (9)
NOTE: Additional attachment ECMs may also be mounted in this compartment.
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The 345D is available with a two-way control pattern change valve (1). The pattern change
valve permits changing the operator controls between SAE Excavator and SAE Backhoe
Loader patterns. When changed, this valve redirects pilot oil to the corresponding control spool
in the main control valve group.
The pattern change valve is located in the compartment behind the operator's station.
In order to change the pattern, the technician removes the thumbscrew (3) and turns the shift
lever (2) to the right 90 degrees to select the alternate position. After the lever is turned, the
thumbscrew (3) can be installed into a threaded hole in the new position. The screw prevents
unwanted movement of the lever.
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A decal film (arrow) is included to identify the lever position in relation to the operator control
pattern.
The decal is located in the same compartment as the pattern change valve.
NOTE: To eliminate operator confusion, if the pattern change valve position is
changed, a plastic card in the operator's compartment must be turned to match the
chosen pattern.
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5
The radiator access compartment is located in front of the counterweight on the left side of the
machine. Although the door is hinged, bolts must be removed on the left side to access the
components.
This door provides access to assist in cleaning the following components.
- Air to air aftercooler (1)
- Hydraulic oil cooler (2)
- Engine radiator (3)
- Fuel cooler (4)
If the machine is equipped with the optional ether start system (5), it is also located in this
compartment.
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This illustration shows access to the top of the machine from the right side.
The pump compartment access door (1) permits easy access to the hydraulic pumps.
The engine access cover (2) allows access to the engine from the top of the machine.
The machine hydraulic oil reservoir (3) is located between the pump compartment and the
diesel fuel tank on the right side of the machine and is accessed from the top of the machine.
The diesel fuel filler cap (4) is accessed from the top of the machine.
The storage compartment (5) is located in the right front of the machine.
The ladder (6) on the front of the machine can be used for access to the top of the machine.
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7
The illustration shows the pump compartment on the right side of the machine. Some of the
visible components are:
- Engine oil filter (1)
- Engine oil SOS port (2)
- Fan pump (3)
- Main pumps (4)
- Counterweight removal valve (5)
- Auxiliary tool solenoids (6)
- Pilot filter (7)
- Two case drain filters (8). One case drain filter is for the pumps and the other filter is for
the motors.
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The undercarriage of the 345D has undergone improvements and is now offering a couple of
attachments. The main change includes the optimization of the track link geometry. By
optimizing the geometry, the stress on the track link has been reduced resulting in longer link
life and reduced track cracking. There are two undercarriage attachments available on the
345D. A cast idler eliminates the welding design the fabricated one had and reduces tread
deformation and early wear. The Positive Pin Retention 2 (PPR2), prevents loosening of the
track pin from the track link. Both attachments are ideal for extreme applications or those
requiring large amounts of travel.
The 345D has three undercarriage (1) options to meet regional transportation requirements and
application needs: the long fixed gauge (L), the long variable gauge (LVG), and the long wide
variable gauge (LWVG) undercarriages. The final drives (2) and travel motors are mounted
directly to the roller frames in order to drive the tracks. The drive sprockets are bolted to the
final drive case. This design keeps the drive sprocket in alignment with the track roller frames
and tracks
NOTE: Throughout this training manual, machine travel forward and reverse
directions are determined with the final drives and sprockets behind the operator's
compartment.
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OPERATOR'S STATION
The 345D operator's station maintains the improved visibility and operator comfort that the
345C introduced. For operator comfort the cab offers a fully adjustable air suspended seat, with
side-to-side shock absorption. Conveniently placed switches, gauges, information display, and
controls improve operator comfort, awareness, and efficiency.
The operator's compartment can also be equipped with Falling Object Guard Structure (FOGS)
bolted to the top of the compartment.
The monitor continuously monitors all important engine, implement hydraulic, and travel
hydraulic functions. The system permits fast troubleshooting, resulting in increased excavator
availability and reduced downtime for repairs. The monitor is flashable using Caterpillar
Electronic Technician (Cat ET).
The cab improvements include:
- new monitoring system
- redesigned cab sealing
- redesigned air ventilation system
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The operator's station provides a fully adjustable air suspended seat (1) with new arm rests,
which provides maximum operator comfort.
The pattern change card (2) must be switched to display the correct hydraulic control pattern to
match the pattern change valve in the compartment behind the cab.
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The left travel control (1) consists of a foot pedal and a hand lever that controls the left
travel circuit. When pushed forward, the left track will rotate in the forward direction.
When pulled to the rear, the left track will rotate in the reverse direction.
The right travel control (2) consists of a foot pedal and a hand lever that controls the right
travel circuit. When pushed forward, the right track will rotate in the forward direction.
When pulled to the rear, the right track will rotate in the reverse direction.
When the straight travel pedal (3) is pressed, a common pilot signal is sent to both the left
and the right travel spools to shift them equally. This allows the right pump to supply
oil to the right travel circuit and the left pump to supply oil to the left travel circuit.
Pushing the straight travel pedal does not put the machine into the straight travel mode.
The straight travel mode is controlled hydraulically in the main control valve. Operation of the
straight travel mode is explained later in this presentation.
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The 345D Hydraulic Excavator features pilot operated joysticks. The joysticks direct pilot oil
to the main control valve in order to actuate various implement functions on the machine.
The left joystick (1) controls the swing and stick functions of the machine.
The right joystick (2) controls the boom and bucket functions of the machine.
NOTE: The 345D is equipped with controls based upon the SAE excavator pattern
from the factory. The pattern change valve (if equipped) can be used to change this
pattern to BHL controls if desired.
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6
Additional components and functions controlled by the switches on each joystick are:
- Blank (1)
- Horn (2)
- Medium pressure work tools 2 and 4 (3)
- Two-way pump flow work tools 2, 4, and 5 (4)
- One-way pump flow work tools 1 and 3 (5)
- One touch low idle (6)
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The 345D Hydraulic Excavator incorporates a monitor panel (1), like the small and medium
300D and large 300C excavators, which provides additional operating information to the
operator.
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6
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The monitor is a full color Liquid Crystal Display (LCD) graphic display that displays the
various parameters of the machine.
- Alert Indicator (1) - illuminates continuously for level 2 warnings.
If one of the following level III critical conditions is logged, the alert indicator blinks
ON and OFF.
- Engine oil pressure low
- Coolant temperature high
- Hydraulic oil temperature high
- Clock (2)
- Engine speed dial position indicator (3)
- Fuel gauge (4)
- Hydraulic oil temperature gauge (5)
- Engine coolant temperature gauge (6)
- Machine operating hours (7)
- Work tools (8)
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Under the normal default condition, the monitor screen is divided into the following four areas:
- The clock, engine speed dial position display, and gas station icon are displayed with a
green color.
- Three analog type gauges display the fuel level, the hydraulic oil temperature, and the
coolant temperature.
- Machine event information is displayed along with the appropriate icon and language.
- Multi-information area displays information for operator convenience. The "CAT" logo
mark is displayed when no information is available to display.
The operator or service technician can navigate through the different screens and information
about the machine by pushing various buttons on the monitor panel. The buttons are located
below the display area of the monitor.
The monitoring system display will display various warnings and information about the
condition of the machine. The monitoring system display has three gauges and a number of
alert indicators. Each gauge is dedicated to a parameter within a machine system. The
monitoring system will allow the user to do the following:
- View system status information
- View parameters
- View service intervals
- Perform calibrations
- Troubleshoot machine systems
Some of the possible parameters of the machine systems include: the fuel level, the engine
coolant temperature, and the hydraulic oil temperature. The gauges receive information from
sensors or senders that are connected to the controller. The controller uses the information
from each sensor input to calculate the value that is shown on the gauges.
The alert indicators notify the operator of an abnormal condition in a machine system. The
controller uses information from pressure switches, sensors, and other inputs in order to
determine when an abnormal condition is present. The controller sends a message to the
monitoring system display. Then, the monitoring system will display a pop-up alert indicator
for the machine system with the abnormal condition.
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The monitor has eight buttons that are used to navigate through the different parameters on the
screen. The four directional buttons are: up (1), right (2), down (3), and left (4). The four
navigational buttons are: home (8), menu (7), back (5), and OK (6).
The directional buttons navigate the cursor through the various screens.
Pushing the home button changes the monitor screen to the default display. Pushing the menu
button changes the default display to the main menu display. Pushing the back button changes
the display to show the previous screen that was displayed. Pushing the OK button enters the
displayed setting into memory.
NOTE: For more information on the 345D monitor, see monitor package "300D Series
Hydraulic Excavator, 345D Hydraulic Excavator, and 365C and 385C Large Hydraulic
Excavator Monitoring System", Form Number SERV7032.
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The hydraulic activation lever (1) has been redesigned for the 345D, however, its purpose is
still the same. With the lever in the DOWN position (shown), the hydraulic activation solenoid
is in the de-activated position. The lever must be in this position in order to start the machine.
With the hydraulic activation lever in the UP position, the hydraulic activation solenoid is in the
activated position. The lever must be in this position before any of the implement controls are
able to function.
The ground level, emergency engine shutoff switch (2) is located on the bottom of the seat
base.
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Below the operator's seat in the cab is the ground level, emergency engine shutoff switch
(arrow).
This switch will shut off the machine without having to climb into the cab. The key start
switch must be cycled for the machine to operate again after the emergency shutoff switch is
returned to the RUN position.
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The operator functions incorporated into the right side of the operator station are:
- Engine speed dial switch (1)
- Key start switch (2)
- Cigar lighter (3)
- Soft switch panel (4)
- Rocker switches (5)
- HVAC controls (6)
- Radio (7)
NOTE: See the 345D Operation and Maintenance Manual for complete details on all
switches and buttons.
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The soft switch panel is a panel of switches located on the right hand side of the operator's
compartment that either turns a function ON/OFF or allows the operator to toggle through
different modes of the selected function.
The soft switches provide the operator with the following functions:
Two-speed travel (1): When the button is pushed the travel speed is toggled between the
tortoise and rabbit speeds.
- The rabbit indicator indicates automatic speed change. In this setting the travel motors
will upstroke and destroke as travel pressure changes in order to allow high speed travel
of the machine.
- The tortoise indicator indicates low speed. In this setting, the travel speed will be limited
by keeping the travel motors upstroked in order to maximize travel torque.
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Automatic Engine Speed Control (AESC) Switch (2): The AESC function automatically
reduces engine speed while there is no hydraulic demand, which reduces noise and fuel
consumption.
- The AESC switch disables and enables the AESC function.
- When disabled, the AESC reduces the engine speed by 100 rpm after there has been no
hydraulic demand for approximately three seconds. This function occurs at all times,
regardless of the switch setting.
- When enabled, the AESC reduces the engine rpm to approximately 1300 rpm after there
has been no hydraulic demand for three seconds. When enabled, the LED above the
AESC switch is illuminated. In order to deactivate this function, press the switch until
the LED is no longer illuminated.
- The second stage AESC delay times and rpms can be changed by using the monitor or
Caterpillar Electronic Technician (ET).
Travel alarm cancel (3): The travel alarm cancel switch is a momentary switch.
- The travel alarm sounds when travel is detected.
- The travel alarm stops immediately if the travel alarm cancel switch is depressed.
- The travel alarm switch is reset every time the travel pressure switch opens.
Work tool switch (4): The work tool switch displays the selected work tool on the monitor
display. Press the switch repeatedly in order to change the selected work tool.
Work lights (5): The work lights switch toggles between the different work light combinations.
- Pattern 1 - Chassis work lights and cab work lights.
- Pattern 2 - Chassis work lights, cab work lights, and boom work lights.
Upper window wipers (6): The wiper switch toggles between the different modes of the
wipers.
- Six second delay.
- Three second delay.
- Continuous operation.
- Off.
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Upper window washer (7): The windshield washer fluid switch is a momentary switch.
- When the switch is pressed, washer fluid will spray from the nozzle. The window wiper
will also operate while the switch is depressed. Approximately three seconds after the
switch is released, the window wiper will stop.
Heavy lift (8): The heavy lift mode can be selected to boost lifting capability and provide
improved controllability of heavy loads.
- When heavy lift is turned ON, the main relief valve increases from 35,000 kPa (5070 psi)
to 38,000 kPa (5500 psi), making it possible to operate at the high pressure.
- In heavy lift mode, the maximum engine speed is limited to engine speed dial position 6
(1600 rpm).
- Maximum hydraulic flow is restricted to 60%.
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The rocker switches are two-position switches used to turn the functions ON or OFF. The
rocker switches provides the operator with the following functions:
Fine swing control (1)
- The top position activates fine swing control. Fine swing control improves the swing
control during swing deceleration.
- The bottom position deactivates fine swing control.
Lower window wipers (2)
- The top position activates the wipers.
- The bottom position deactivates the wipers.
Lower window washer (3)
- The top position activates the windshield washer fluid.
- The bottom position deactivates the windshield washer fluid.
Quick Coupler switch (4)
Seat heater switch (5)
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The back-up switches are located behind the right armrest. The back-up switch (3) toggles
between back-up and auto. The back-up switch (2) controls the engine rpm.
In the BACK-UP position, the back-up switch (3) sends a fixed power shift pressure to the
pumps. The fixed power shift pressure limits maximum pump output and allows the machine
to continue operating in a Derate Mode. Machine productivity will be limited while the
machine is in Back-up Mode.
The back-up switch (2) is used to control the engine speed while the Back-up Mode is active.
The back-up switch (2) toggles to increase and decrease engine speed. Holding the speed
switch in the DOWN position will cause the engine to go to 0 rpm.
The diagnostic connector (1) is located inside of the operators station. It is located behind the
right armrest, beside the back-up switches.
The diagnostic connector is used to connect Cat ET to the machine.
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ENGINE
The 345D is equipped with a C13 ACERT Engine with a rating of 283 kW (380 hp) at
1800 rpm. This represents approximately a 10% increase over the 345C. The C13 ACERT
incorporates the following state-of-the-art technologies to meet US EPA Tier III regulated
emission levels:
- Advanced Diesel Engine Management (ADEM A4)
- Air to Air Aftercooler (ATAAC)
- Electronically Actuated Unit Fuel Injection (EUI) System
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The fuel system priming switch is located in the compartment behind the cab and above the
primary fuel filter. The switch controls the fuel priming pump on the primary fuel filter base.
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The fuel priming pump (1) is located in the primary fuel filter base (3). The secondary fuel
filter base (2) contains the fuel system sensors.
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Located on the top of the secondary fuel filter base are the fuel pressure differential switch (1),
and the fuel temperature sensor (2).
The fuel filter pressure differential switch (1) monitors the difference between the outlet fuel
pressure and the inlet fuel pressure. A fuel pressure difference exceeding 750 kPa (110 psi)
will initiate a Level 1 Warning. If repairs are not made after 4 hours, the engine ECM initiates
a Level 2 Warning and engine performance is decreased.
The status of the sensors and the filter pressure differential switch may be viewed while using
Cat ET.
The Engine ECM uses readings from the fuel temperature sensor (2) to make corrections to the
fuel rate and maintain power regardless of fuel temperature (within certain parameters). This
feature is called "Fuel Temperature Compensation."
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This illustration shows components on the left side of engine with the counterweight removed.
- The Fuel Transfer Pump (1) is a gear-type pump that pulls fuel from the fuel tank through
the primary fuel filter. The fuel then flows through the secondary fuel filter to the
cylinder head.
- The Engine Electronic Control Module (ECM) (2). The engine ECM utilizes the
Advanced Diesel Engine Management (ADEM A4) to control the fuel injector solenoid
and to monitor fuel injection. The engine ECM is fuel cooled.
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Front of Engine
- The Engine Coolant Flow Switch (arrow) is mounted in the coolant passage near the
engine coolant pump. When the coolant is flowing past the switch the paddle moves and
closes the switch contacts. The Engine ECM alerts the operator when there is no coolant
flow while the engine is running. An event code is logged when this occurs.
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- The Crankshaft speed timing sensor (arrow) sends a voltage level, signal to the Engine
ECM in order to determine the engine speed, direction, and timing.
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Boom
Cylinders
Bucket
Cylinder
Swing Motor
Travel Motors
Pilot
Control
Valves
Priority
Valves
Pilot Manifold
Fan
Motor
Fan
Pump
Pilot
Pump
Main
Hydraulic
Pumps
Tank
36
HYDRAULIC SYSTEMS
The hydraulic system on the 345D Hydraulic Excavator is operated and controlled by the
following five primary systems:
- The main hydraulic system controls the implements, the attachments, the travel circuits,
and the swing circuit.
- The pilot hydraulic system supplies oil to the pilot manifold, pilot control valves, swing
park brake solenoid valve, two-speed travel solenoid valve, and the power shift pressure
reducing valve (PSPRV). The pilot system serves primarily as a hydraulic control system.
- The separate hydraulically driven cooling system supplies oil to the fan motor in order to
cool the hydraulic oil, the engine radiator, the air to air after cooler, and a fuel cooler.
- The return system directs the return oil from the hydraulic system through the slow
return check valve and the hydraulic oil cooler before it returns to the tank. The case
drain oil from the pumps and motors goes through the case drain filters without going
through the slow return check valve and the oil cooler before returning to the tank.
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Swing Motor
Swing Motor
Stick Cylinder
Bucket
Cylinder
BR3
Boom
Cylinders
AR3
BL3
AL3
BL4
AL4
Swivel
Group
AR2
BR2
BL1
Travel (L)
Travel (R)
BR3
aR3
AR3
BR2
AR2
Stick
(1)
aR1
aL1
bL3
bR1
BR1
BL1
AL1
bL1
bR2
aR4
bR1
AL1
BL3
BL1
AR1
AL3
AL4
BL4
AL1
Swing
bL1
Travel
(L)
Boom
(2)
Attch
Bucket
Boom
(1)
Stick
(2)
Travel
(R)
Swing Bucket
Stick
OUT
IN
Boom
PR
bR3
aR4
bL3
bL4
aL3
aR2
aR1
PL
aL1
aL3
bL4
PL
P
PR
P
37
This illustration shows the complete hydraulic schematic for the 345D. Both joysticks and
travel levers are in the STANDBY position with the engine running and the hydraulic actuation
lever in the energized position.
The hydraulic system for the 345D has the following major sub-systems:
- fan system
- main hydraulic system
Each system will be discussed in detail later in this presentation.
NOTE: The system will be broken down into sub-systems in the following illustrations
for easier understanding.
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Engine Speed
Sensor
Right
Pump
Left
Pump
Proportional
Reducing Valve
Engine
ECM
1 2 :0 0
10
Engine
Speed Dial
OK
Monitor
Engine and
Pump Control
38
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Text Reference
2
1
39
Main Hydraulic Pumps
The 345D main hydraulic pump group has two variable displacement piston pumps inside a
common housing, in a side-by-side configuration. The pumps are rated at 360 L/min
(95 gpm) each. The pumps will be referred to as the right (drive) pump and the left (idler)
pump throughout this presentation. The right pump is driven by the engine via an improved
flexible coupling. The left pump is driven by the right pump through a gear train. The number
of teeth on the gear of the right pump is one tooth less than the gear of the left pump in order to
reduce harmonics in the hydraulic system. The difference in rotational speed due to the gearing
has no significant impact on the machine performance or flow output. There is an internally
mounted centrifugal charge pump.
The pilot pump (1) is mounted on the main hydraulic pump case. The pilot pump draws oil
from the pump case and sends it to the pilot filter, then to the pilot system.
The power shift proportional reducing solenoid valve (PSPRV) (2) is mounted on the top and
front of the pump case. The PSPRV uses pilot oil as a control signal to the pumps. Power shift
pressure can be checked at tap (3).
The pump regulators are mounted on top of the pump case. Each rotating group has its own
regulator. The regulators are used to regulate the output flow of the pumps based upon flow
demands.
The left pumps each have their own output pressure taps. Pressure sensors for each pump are
located directly behind the output pressure taps.
Two case drain filters are located behind the pilot filter.
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Text Reference
The output signal from the machine electronic control module to the PSPRV will change when
the machine electronic control module detects a change in engine speed. The power shift
pressure will change in order to regulate the maximum allowable hydraulic pump output.
When the hydraulic pump output is controlled, the desired engine speed is maintained.
When the engine speed increases above the full load setting, due to decreased hydraulic
horsepower demand, the power shift pressure will decrease in order to allow more pump flow.
A decrease in power shift pressure causes the swashplate to increase its angle, or as it is more
commonly known, to upstroke. If both pumps are in operation at the same time, this condition
occurs simultaneously in both pumps, and the maximum allowable hydraulic flow output is
increased.
If the engine speed decreases below the full load setting due to hydraulic horsepower exceeding
engine horsepower, the power shift pressure will increase in order to regulate output to a level
that maximizes flow output. As the power shift pressure decreases, the angle of the swashplate
in the front pump and rear pump will decrease, or as it is commonly known, will destroke the
pump. The maximum allowable hydraulic flow output is optimized to the engine speed.
If flow from only one pump is demanded, the power shift pressure is greatly reduced so the one
pump can use full engine horsepower. If flow from both pumps is demanded, the power shift
pressure increases so both pumps can be loaded equally.
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Text Reference
Regulat or
Act uat or
Destroke
To Main Cont rol Valve
( Right Side)
Right
Pump
Power
Shift
PRV
Left
Pump
40
Each pump receives four different signals to control the output flow of the pumps:
- Power shift pressure
- System pressure from that pump
- Cross-sensing pressure (from the other pump)
- Negative flow control pressure
Power Shift Pressure
The PSPRV receives a control signal from the ECM. The ECM sends an electrical signal to the
PSPRV to regulate power shift pressure in relation to the engine speed.
The power shift signal to the pump regulators enable the machine to maintain the target engine
speed for maximum productivity.
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Text Reference
If the engine and pump control senses that the engine is below the target speed due to a high
hydraulic load from the main pumps, the controller will increase the power shift pressure. (The
target speed is the speed the ECM reads through the engine speed sensor. The reading is taken
2.5 seconds after the implement/swing and the travel pressure switches open when the joysticks
and the travel control pilot controls are returned to NEUTRAL). As power shift pressure
increases, the regulators destroke the main pumps accordingly. This reduces the load on the
engine, and consequently enables the engine to maintain the target engine speed.
If the engine speed is above the target speed, the ECM will decrease power shift pressure,
causing the pumps to upstroke and produce more flow.
Cross-sensing Control
Each pump regulator gets a cross-sensing control from the other pump system pressure.
Negative Flow Control (NFC)
NFC is the primary controlling signal for the main pump output. The NFC signal to the main
pump regulator is generated in the main control valve group. The NFC signal is delivered to
the left and right pump regulators from the left and right halves of the main control valve
group, respectively.
When the joysticks or travel levers are in the NEUTRAL position, the oil flows from the main
pumps through the open center bypass passages of the control valves. The oil flows to the
valves and returns to the tank by way of the NFC control orifices. The restriction of the NFC
orifices causes a pressure signal to be sent to the right and left pump regulators, respectively, as
an NFC signal.
When the main pump regulators receive a high NFC signal from the main control valves, the
pumps remain at a standby output flow at or near minimum pump displacement.
When a joystick or travel lever is moved from a NEUTRAL position, the open-center passage
of the corresponding implement/travel function is closed in proportion to spool movement.
This reduces the NFC signal to the main pump regulator and the pump output flow is increased
proportionally. When the control valve is fully shifted, then NFC pressure is reduced to slow
return check valve pressure.
The use of an NFC hydraulic system maximizes efficiency of the machine by only producing
flow from the pumps when the flow is needed.
NOTE: A high NFC signal will always overcomes the horsepower control and decrease
pump flow to minimum.
SERV1855
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Text Reference
Regulator
Actuator
Right
Pump
Pilot
Pump
To Pilot System
Power
Shift
PRV
Left
Pump
Actuator
Regulator
From Tank
Destroke
41
This illustration shows the pumps in STANDBY condition. Each pump regulator senses the
Negative Flow Control (NFC) signal, the power shift pressure, the cross sensing pressure, and
the system pressure for that pump. The regulator will upstroke or destroke the pumps to
maintain the pump flow depending on the conditions the regulator senses.
The regulator controls oil pressure to the right side of the actuator. This controls the angle of
the pump swashplate.
The left pump supplies oil to the following valves:
- straight travel valve
- left travel control valve
- swing control valve
- stick I control valve
- boom II control valve
- right pump negative flow control valve
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Text Reference
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Text Reference
Torque
Control Lever
Negative
Flow Control
Lever
Horsepower
Control Sleeve
Horsepower
Control Spool
Horsepower
Control Section
Torque
Control Section
Negative Flow
Control Spool
Maximum
Torque
Control
Piston
Feedback Lever
Servo Pistons
Torque Control Rod
Minimum
42
Pump Controls
This illustration shows the three separate control sections of the pump control group.
Individual parts are also shown. The three control sections are connected with a series of pins
and linkages. The separate control sections work together to regulate pump flow according to
demand and hydraulic horsepower requirements. The separate control sections direct system
pressure to and from the minimum angle end (large actuator piston) of the servo piston. The
servo piston moves the swashplate for increased or decreased pump flow. The lower end of the
feedback lever is connected to the servo piston. The feedback lever works as a follow-up
linkage to move the horsepower control spool when the servo piston moves.
The negative flow control (NFC) section works in conjunction with the horsepower control
section to destroke the swashplate when all hydraulic controls are in NEUTRAL or during
implement or travel MODULATION. The torque control section works in conjunction with the
horsepower control section to regulate pump flow while the hydraulic circuits are actuated.
Full pump system pressure is directed to the maximum angle (small) servo piston to upstroke
the pump. A regulated pressure signal is directed to the minimum angle (large) servo piston to
destroke the pump.
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Text Reference
PUMP CONTROLS
END VIEW
Torque Control
Lever
Torque Control
Rod
Horsepower
Control Spool
Feedback
Lever Pin
NFC Lever
NFC Spool
Servo Piston
Feedback Lever
Swashplate
43
This illustration shows an end sectional view of the pump controls. The NFC spool is
connected to the lower end of the NFC lever with a pin. The upper end of the NFC lever pivots
on a fixed pin in the housing. The torque control rod is connected to the lower end of the
torque control lever with a pin. The upper end of the torque control lever pivots on a fixed pin
in the housing. The upper end of the feedback lever is connected to the horsepower control
spool with a pin. The lower end of the feedback lever is connected to the servo piston.
The feedback lever pin fits tightly into the feedback lever. The feedback lever pin extends into
large holes in the torque control lever and the NFC lever. The large holes permit individual
control from the torque control lever and the NFC lever. Movement of the servo piston causes
the feedback lever to pivot on the feedback lever pin and move the horsepower control spool.
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Text Reference
8
4
44
This illustration shows the components of a pump control group. The NFC spool (1) is
connected to the horsepower control spool (2) by the NFC lever (3), the feedback lever pin and
the feedback lever (4). The lower end of the feedback lever is connected to the servo
piston (5). Movement of the servo piston moves the lower end of the feedback lever. The
servo piston is also connected to the pump swashplate.
The torque control piston (6) is connected to the feedback lever with the torque control rod (7),
the torque control lever (8), and a pin. The NFC lever and the torque control lever operate
independently.
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Text Reference
PUMP CONTROLS
STANDBY
Horsepower
Control Spool
NFC Spool
NFC
Pressure
From
NFC
Orifice
NFC
Adjustment
Screw
Servo Piston
Minimum
Angle
Stop
45
This illustration shows the NFC portion of the pump controls. When all hydraulic control
valves are in NEUTRAL, a high NFC pressure is directed to the left end of the NFC spool. The
NFC pressure pushes the NFC spool to the right against the spring force. The NFC adjusting
screw changes the effect of the NFC pressure on the NFC spool. Turning the screw in
(clockwise) causes the NFC pressure to increase higher before the NFC spool moves. This
condition causes the pump to upstroke sooner (less modulation) when the hydraulic control
valve is ACTIVATED.
Turning the screw out (counterclockwise) causes the NFC spool to move at a lower NFC
pressure. This condition causes the pump to upstroke later (more modulation) when the
hydraulic control valve is ACTIVATED.
In the STANDBY condition, the horsepower control spool directs a signal pressure, which is
part of system pressure, to the minimum angle end of the servo piston. The increase in pressure
moves the servo piston to the right against the minimum angle stop screw. The pump flow will
remain constant until the NFC pressure from the control valve decreases.
SERV1855
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Text Reference
PUMP CONTROLS
FLOW INCREASE
Horsepower
Control Spool
Horsepower
Control Sleeve
NFC
Pressure
NFC Piston
From NFC
Orifice
Feedback
Lever
Maximum
Angle Stop
46
This illustration shows the pump controls at the beginning of an upstroke that was caused by a
decrease in NFC pressure. When a hydraulic control valve in the main control valve is shifted,
the NFC pressure is decreased. Due to reduced NFC pressure, spring force moves the NFC
piston to the left. The NFC piston moves the lower end of the NFC lever to the left with the
pin on the upper end of the NFC lever as the pivot point.
As the lower end of the NFC lever moves to the left, the large hole through the lever also
moves to the left. As the large hole moves to the left, spring force pulls the horsepower control
spool and the upper end of the feedback lever to the left because the feedback lever pin is
allowed to move to the left.
The minimum angle servo piston is opened to case drain through the right orifice in the
horsepower control sleeve and the right end of the horsepower control spool. System pressure
pushes the maximum angle servo piston to the left to upstroke the pump.
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Text Reference
As the servo piston moves, the lower end of the feedback lever moves to the left. The feedback
lever rotates clockwise with the feedback lever pin as the pivot point. The upper end of the
feedback lever pulls the horsepower control spool to the right until the right land on the
horsepower control spool reaches a balance point between the orifices through the horsepower
control sleeve. Flow to and from the minimum angle piston is metered by the horsepower
control spool and the horsepower control sleeve. The swashplate angle remains constant until
the NFC pressure is again changed.
The amount of reduction in NFC signal pressure determines the amount of pump upstroke. If
NFC pressure is reduced to minimum, the pump will upstroke until the servo piston contacts
the maximum angle stop screw.
A decrease in power shift pressure will cause an increase in flow from the pump in the same
manner as described for a decrease in system pressure, since both power shift pressure and
system pressures act on the torque control piston.
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Text Reference
PUMP CONTROLS
Power Shift
Pressure
Horsepower
Adjustment
Screws
Torque
Control Rod
47
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Text Reference
The large horsepower adjustment screw regulates the pressure or point that the pump starts to
destroke (large spring adjustment). The small adjustment screw regulates the rate that the
pump destrokes (small spring adjustment).
The following occurs when the system pressures and power shift pressure push the torque
control piston to the right:
- The torque control rod moves to the right to compress the horsepower control springs.
- The torque control rod moves the lower end of the torque control lever to the right with
the fixed pin on the upper end of the torque control lever as the pivot point.
- The torque control lever pulls the feedback lever pin and the upper end of the feed back
lever to the right.
- The feedback lever pulls the horsepower control spool to the right against the spring
force.
- System pressure is directed around the horsepower control spool through the center
orifice of the horsepower control sleeve and to the minimum angle end of the servo
piston.
- The increase in pressure in the minimum angle piston moves the servo piston to destroke
the pump.
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Text Reference
PUMP CONTROLS
Feedback
Lever Pin
Feedback
Lever
Horsepower
Control Spool
48
This illustration shows the pump controls at the end of DESTROKE. When the servo piston
moves toward minimum angle, the lower end of the feedback lever moves to the right turning
the lever counterclockwise with the feedback lever pin as the pivot point. The lever movement
shifts the horsepower control spool to the left so system pressure is metered through the two
orifices to and from the minimum angle end of the servo piston. Pump flow is held constant
until one of the signal pressures changes.
An increase in power shift pressure will cause a decrease in flow from the pump in the same
manner as described for an increase in system pressure since both the power shift pressure and
system pressure act on the torque control piston.
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Text Reference
Travel Motors
Pilot
Control
Valves
Priority
Valves
Pilot Manifold
Fan
Motor
Boom
Cylinders
Bucket
Cylinder
Fan
Pump
Pilot
Pump
Main
Hydraulic
Pumps
Tank
49
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Text Reference
50
The pilot pump (1) is a gear-type pump that supplies oil flow to the pilot system. The pilot
pump is mechanically connected to the left main pump.
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Text Reference
51
The pilot hydraulic oil filter (4) is located in the pump compartment on the right rear side of the
machine. The oil filter is a spin-on type filter.
Oil flows from the pilot pump, through the filter, to the pilot manifold, the power shift pressure
reducing valve, and the pilot accumulator. The filter element removes the contaminants from
the pilot oil.
Contaminated oil or cold oil may cause the oil flow through the filter element to become
restricted. If the oil flow through the filter element does become restricted, the oil bypasses the
filter element through the bypass valve.
Pilot system pressure can be checked at pressure tap (3). Pilot system pressure can be adjusted
at pilot relief valve (1).
The blue dust cap (2) is where the hydraulic system SOS can be sampled.
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Text Reference
From
Pilot Pump
52
The pilot relief valve limits the pilot pressure in the pilot system. When the pressure in the
pilot system reaches the pressure setting of the pilot relief valve, part of the pilot oil flow is
returned to the hydraulic tank. The pilot relief valve is adjustable.
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Text Reference
2
1
3
53
The hydraulic pilot oil manifold is accessible by removing the cover plate located under the
machine, behind the swing bearing. The hydraulic pilot oil manifold consists of the following
components:
- Hydraulic oil pilot manifold (1)
- Hydraulic activation solenoid valve (2)
- Swing parking brake solenoid (3)
- Two-speed travel solenoid (4)
The hydraulic activation valve is not visible but is located between the hydraulic activation
solenoid valve and the swing brake solenoid. The hydraulic pilot oil accumulator is located on
the top of the mounting bracket for the pilot oil manifold.
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Text Reference
HYDRAULIC
ACTIVATION LEVER
Lever
Plunger
Limit Switch
54
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Text Reference
From Pilot
Pump
To Travel
Motors
To Pilot
Control Valves
From Main
Cont rol Valve
To Heavy
Lift Circuit
Hydraulic
Act ivat ion
Solenoid Valve
To
Tank
From
Hydraulic
Act ivat ion
Valve
Hydraulic
Activation
Valve
From
Pilot
Pump
Pilot Manifold
To Pressure
Reducing Valve
55
When the hydraulic activation control lever is shifted to the LOCKED position, the hydraulic
activation solenoid valve located in the pilot manifold is DE-ENERGIZED. Spring force
pushes the hydraulic solenoid up, blocking pilot oil and causing the top side of the hydraulic
activation valve to be open to drain. Spring force pushes the hydraulic activation valve up,
causing the pilot joystick to be open to drain. Because there is no pilot pressure available at the
pilot control valves, the spools cannot be shifted in the main control valve.
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Text Reference
To Pilot
Cont rol Valves
From Main
Cont rol Valve
To Heavy
Lift Circuit
To Travel
Mot ors
Hydraulic
Act ivat ion
Solenoid Valve
To
Tank
To
Hydraulic
Act ivat ion
Valve
Hydraulic
Act ivat ion
Valve
From
Pilot
Pump
Pilot Manifold
To Pressure
Reducing Valve
56
When the hydraulic activation control lever is shifted to the UNLOCKED position, the
hydraulic activation solenoid valve located in the pilot manifold is ENERGIZED. Because the
solenoid valve is now open, pilot oil flows to the hydraulic activation valve. The hydraulic
valve pushes downward against the spring opening a passage which enables pilot oil to flow
through the hydraulic valve and to the pilot control valves.
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Text Reference
From Pilot
Pump
To
To Heavy Pilot Cont rol
Lift Circuit
Valves
From Main
Cont rol Valve
Pilot
Manifold
Swing
Brake
Activation
Solenoid
To
Pressure
Reducing
Valve
To Swing
Parking Brake
57
Pilot oil flows from the pilot manifold to the swing parking brake solenoid valve. When the
implement controls and/or swing control levers are operated, the increase in pilot oil pressure
causes the swing/implement pressure switch to close. The swing/implement pressure switch is
an input to the ECM. The ECM then signals the swing brake solenoid to actuate. Pilot oil then
flows through the solenoid valve to the swing parking brake located in each swing motor. This
oil releases the swing parking brakes.
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Text Reference
From Pilot
Pump
To
To Heavy Pilot Control
Lift Circuit
Valves
From Main
Control Valve
Pilot
Manifold
Two-Speed
Travel
Solenoid
To
Pressure
Reducing
Valve
58
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Text Reference
59
The hydraulic pilot oil accumulator (arrow) stores pilot pressure for use at the main control
valve. During multiple implement, swing, and travel operations, the pilot system needs more
oil to operate smoothly. The pilot oil accumulator provides additional pilot oil to the pilot
system when the pilot pump flow is inadequate.
In the accumulator, an internal bladder is filled with nitrogen gas. When pilot oil enters the
accumulator, it acts against the nitrogen gas filled bladder compressing it. There is a check
valve located inside the hydraulic pilot oil manifold that prevents a backflow of the stored oil in
the accumulator.
The stored hydraulic pressure in the accumulator can also be used to lower the boom and/or
stick if the engine is stopped. See the Operation and Maintenance Manual for the correct
procedures to lower the boom with a stopped engine.
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Text Reference
Implement Swing
Pressure Switch
Pilot
Logic
Network
Swing
Travel
(L)
Attch
To
Boom
(2)
Travel
(R)
From Left
Pump
From Right
Pump
Bucket
Boom
(1)
To
Stick
(2)
From Pilot
Manifold
60
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Text Reference
Implement Swing
Pressure Switch
Stick
(1)
Pilot
Logic
Network
Swing
Attch
Bucket
Boom
(1)
To
Stick
(2)
To
Boom
(2)
Travel
(L)
Travel
(R)
From Left
Pump
From Right
Pump
From Pilot
Manifold
61
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Text Reference
Return to
Pilot Manifold
Joystick
Plate
Rod
Return
Spring
Port B
Port A
Seat
Return
Chamber
Metering
Spring
Supply
Pilot Oil
Spool
A
Port A
Section A-A
Port B
62
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Text Reference
The amount of pilot oil pressure that flows from the pilot control valve to the main control
valve directly corresponds with the position of the joystick. When the joystick is moved
slightly from the NEUTRAL position, low pilot oil pressure is sent to the spool of the main
control valve. The main control valve shifts a slight amount. The volume of oil delivery to the
cylinders and/or motors is small. The speed of the cylinders and/or motors is slow. As the
joystick is moved farther from the NEUTRAL position, the pilot oil pressure that is sent to the
main control valve increases. The spool in the main control valve shifts farther and the speed
of the cylinders and/or motors increases. Thus, cylinder speed and motor speed is controlled by
the amount of movement and the position of the joystick.
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Text Reference
Travel Motors
Pilot
Control
Valves
Priority
Valves
Pilot Manifold
Fan
Motor
Boom
Cylinders
Bucket
Cylinder
Fan
Pump
Pilot
Pump
Main
Hydraulic
Pumps
Tank
63
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Text Reference
64
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Text Reference
Engine Coolant
Temperature Sensor
Engine
ECM
Fan Pump
Pressure Control
Solenoid
Hydraulic Oil
Temperature Sensor
Fan
Pump
Pump
Control
Valve
Fan Motor with
Makeup Valve
To Tank
Hydraulic
Oil Cooler
65
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Text Reference
The Engine ECM monitors the temperature inputs to provide a signal to the (proportional) fan
pump pressure control solenoid. Maximum flow is sent to the fan motor, causing the fan to
turn at the maximum controlled rpm, when the solenoid receives minimum current from the
Engine ECM. Maximum mechanical pump pressure and maximum fan speed (high pressure
cut-off) can be achieved by disconnecting the electrical connection to the solenoid or by using
Cat ET to turn OFF the fan control (Engine ECM/Configuration screen).
When maximum fan speed is required, the fan pump pressure control solenoid is de-energized
according to the temperature input, causing the fan to turn at a faster speed. Maximum
controlled fan speed is attained when the fan pump pressure control solenoid receives the least
amount of current from the Engine ECM.
If communication is lost between the Engine ECM and the fan pump pressure control solenoid,
the fan will default to the maximum mechanical pressure setting (high pressure cutoff). This
results in a higher system pressure of approximately 31,000 kPa (4500 psi) and fan speed than
the maximum controlled pressure and speed.
Cat ET or the monitor can be used to check or calibrate the fan speed. Refer to the 345D Test
and Adjust manual for the corrections.
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Text Reference
Engine Coolant
Temperature Sensor
Engine
ECM
Fan Pump
Pressure Control
Solenoid
Hydraulic Oil
Temperature Sensor
Fan
Pump
Pump
Control
Valve
Fan Motor with
Makeup Valve
To Tank
Hydraulic
Oil Cooler
66
This illustration is a schematic of the hydraulic fan system with the fan at minimum speed.
The fan pump pressure control solenoid is energized, causing the fan to turn at a slower speed
if maximum fan speed is not required. Minimum fan speed is attained when the fan pump
pressure control solenoid is completely energized.
When the fan pump pressure control solenoid is completely energized, the pressure control
spool is unseated by the solenoid, allowing pump system pressure to drain to tank. This action
lowers the pressure in the spring chamber of the pump control spool and the pump control
spool shifts up. Pump flow is then allowed to fill and pressurize the large actuator in the fan
pump and the pump destrokes. With the pump destroked, oil flow to the fan motor is reduced
and the fan speed is reduced.
The fan will default to the maximum mechanical pressure setting if communication is lost
between the Engine ECM and the fan pump pressure control solenoid. This results in a fan
speed that is higher than the maximum controlled fan speed.
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Pressure
Control
Solenoid
Pump Output
to Fan Motor
Case
Drain
Passage
Pressure
Control
Spool
Text Reference
Large
Actuator
Swashplate
Spring
Spring
Orifice
Drive
Shaft
Pump
Control
Spool
Small Actuator
and Bias Spring
Adjustment
Screw
Signal Passage
to Actuator Piston
Piston and
Barrel Assembly
67
The engine ECM de-energizes the fan pump pressure control solenoid, sending the least amount
of current when conditions require maximum controlled fan speed. (With no current, to the
pressure control solenoid, the pump control spool [high pressure cut-off] will limit the
maximum pressure and the fan speed to its maximum rpm. This state can be achieved by
disconnecting the fan pump control solenoid or by using Cat ET to turn the fan control OFF.
This procedure is required when making adjustments to the fan system pressure settings.)
The pressure control spool spring forces the top half of the pressure control spool up, against
the solenoid pin and holds the lower land of the upper pressure control spool against the seat
when the solenoid receives minimum signal. This blocks most of the pump output oil in the
pump control spool spring chamber from draining to tank through the case drain passage,
which causes the pump control spool spring chamber to become pressurized. The force of the
spring at the top of the pump control spool, plus the pressure of the oil, is greater than the oil
pressure at the bottom of the pump control spool. The pump control spool is held down,
blocking pump output oil from entering the signal passage to the large actuator piston in the
pump. The large actuator piston is open to drain and is at tank pressure.
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Text Reference
The bias spring and pump system pressure moves the pump swashplate to an increased angle,
which causes the pump to UPSTROKE. This condition provides a controlled maximum flow
of oil to the fan motor and creates maximum controlled fan pump system pressure, which
results in maximum controlled fan speed. If the solenoid fails (no current to the solenoid), the
pump goes to maximum displacement.
The mechanical high pressure cutoff is adjusted using the adjustment screw. When the
adjustment screw is turned in (clockwise), it increases the force of the pressure control spool
spring, which increases the the pump pressure required to unseat the land of the upper pump
control spool, thereby increasing maximum cut-off pressure.
Maximum cut-off pressure will be lowered when the screw is turned out (counter-clockwise).
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Text Reference
Pressure
Control
Solenoid
Pump Output
to Fan Motor
Case
Drain
Passage
Pressure
Control
Spool
Large
Actuator
Swashplate
Spring
Spring
Orifice
Drive
Shaft
Pump
Control
Spool
Small Actuator
and Bias Spring
Adjustment
Screw
Signal Passage
to Actuator Piston
Piston and
Barrel Assembly
68
This illustration shows the fan control valve with the fan pump at minimum displacement.
If the engine coolant or hydraulic oil temperatures are below a certain amount, the engine ECM
sends an increased signal to the pressure control solenoid. The solenoid plunger and pin push
the pressure control spool down. With the pressure control spool pushed down, the spring
chamber on top of the pump control spool is open to case drain around the seat on the lower
end of the upper pressure control spool. The orifice in the top of the pump control spool
creates a pressure increase on the lower end of the pump control spool. The pressure pushes
the pump control spool up until the lower land of the two center lands on the pump control
spool raises above the bottom of the pump control spool.
Pump system pressure flows around the pump control spool and around the lower pressure
control to the large actuator piston. The increased pressure in the large actuator piston pushes
the swashplate toward minimum angle. Pump flow decreases and therefore fan speed
decreases.
With cold oil or at cold start-ups, the ECM signal to the pressure control solenoid is maximum.
Maximum pressure is sent to the large actuator piston. The swashplate moves toward
minimum angle until the vent hole through the large actuator piston is open to case drain. The
pump flow is decreased to minimum and the fan speed is also at minimum.
SERV1855
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Text Reference
69
SERV1855
04/08
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Text Reference
Travel Motors
Pilot
Control
Valves
Priority
Valves
Pilot Manifold
Fan
Motor
Boom
Cylinders
Bucket
Cylinder
Fan
Pump
Pilot
Pump
Main
Hydraulic
Pumps
Tank
70
SERV1855
04/08
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Text Reference
9
7
11
4
10
12
13
71
The main control valve group is located in the center of the upper structure of the machine.
The main control valve group receives pilot oil signals from the operator controls in the cab.
Each pilot signal shifts the appropriate control valve in the correct direction. When the valve
shifts, oil flows from the main hydraulic pumps to the appropriate hydraulic cylinder or
hydraulic motor to perform work. The 345D main control valve is similar to the 345C valve.
Major components of the main control valve are:
- Stick 2 Control Valve (1)
- Boom 1 Control Valve (2)
- Bucket Control Valve (3)
- Attachment Control Valve (4)
- Right Travel Control Valve (5)
- Left Travel Control Valve (6)
- Swing Control Valve (7)
- Stick 1 Control Valve (8)
- Boom 2 Control Valve (9)
- Main Relief Valve (10)
- Boom Drift Reduction Valve(11)
- Stick Drift Reduction Valves (12)
SERV1855
04/08
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Text Reference
- Straight Travel Valve (Not visible, located directly behind the main relief valve)
- Right side Negative Flow Control Valve (13)
- Left Side Negative Flow Control Valve (not shown)
SERV1855
04/08
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Text Reference
Boom
1
Bucket
Travel Alarm
Pressure Switch
Right
Travel
Left
Straight Travel
Travel
Swing
Stick
1
Boom
2
Pilot
Logic
Network
Return
Port
Return
Port
NFC
Orifice
NFC
Orifice
Return
Passage
Parallel
Passages
Right
Pump
Inlet
Left
Pump
Inlet
Parallel
Passages
Return
Passage
72
This illustration of the main control valve is from the rear of the machine toward the boom.
The main control valve is mounted vertically between the frame rails behind the base of the
boom. Flow from the two hydraulic pumps enters the control valve from the rear. Flow from
the left hydraulic pump flows through the left side of the control valve and flow from the right
pump flows through the right side of the control valve.
The control spools are all open-center control valves. When all control spools are in
NEUTRAL, the flow from both pumps goes through the control valve to the negative flow
control valves (NFC) (in each end of the control valve). The NFC valves maintain a pressure in
each signal line that goes to each pump regulator when all spools are in NEUTRAL or when
one or more of the spools are partially moved. When a control spool is activated, the
open-center passage upstream of the NFC valve is blocked causing a decrease in NFC pressure.
The NFC pressure, when high, is used to fully destroke the hydraulic pumps. When the
negative flow pressure decreases, the pump flow increases.
SERV1855
04/08
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Text Reference
73
The travel pressure switch (1) and the implement/swing pressure switch (2) are on the front side
of the main control valve. The pressure switches are activated by the pilot logic network. The
switches close at approximately 500 kPa (70 psi) and open at approximately 280 kPa (40 psi).
The pressure switches are inputs to the machine ECM. The machine ECM uses these inputs to
identify when a hydraulic function has been activated. When either of the switches are closed
the machine ECM will turn the Automatic Engine Speed Control (AESC) and increase the one
touch low idle back to the current speed dial setting.
When the travel pressure switch is activated the machine ECM will activate the travel alarm.
When the swing/implement pressure switch is activated the machine ECM will send a signal to
release the swing brake.
When both pressure switches are activated, pilot oil will be directed through the pilot logic
network to shift the straight travel spool.
NOTE: This picture shows a material handler main control valve. Material handlers
are NOT equipped with the heavy lift option. Material handlers will be equipped with a
standard main relief valve and plug in the HL pilot port.
SERV1855
04/08
- 90 -
Text Reference
74
The 345D has a two stage main relief valve (arrow). During normal operation the relief valve
pressure setting is approximately 35,000 kPa (5050 psi). If the heavy lift function is activated,
a pilot pressure signal is directed to the main relief valve. The pilot pressure signal pushes the
load piston down to increase the pressure setting of the main relief valve to 38,000 kPa
(5500 psi).
During the heavy lift mode the following parameters are:
- Engine rpm range is 1420 - 1600 rpm's.
- Pump hydraulic horsepower is limited to approximately 60% of maximum.
- Main relief pressure is increased to 38,000 kPa (5500 psi).
NOTE: The heavy lift pressure must be set first.
SERV1855
04/08
- 91 -
Text Reference
Heavy Lift
Adjustment
HEAVY LIFT
OPERATION
IMPLEMENT
OPERATION
Poppet
Dump Valve
Orifice
75
When the main relief valve is closed, spring force acts on the top end of the poppet to keep it
seated. Hydraulic oil flows through the orifice in the dump valve and pressure builds in the
spring chamber on the top of the dump valve. The pressure and spring force keeps the dump
valve seated.
When hydraulic pressure builds to the main relief setting, the poppet moves up against the force
of the upper spring. The hydraulic oil in the dump valve spring chamber will flow past the
poppet and return to tank. This will cause a large pressure difference to form across the orifice.
Because the system pressure is higher on the bottom side of the orifice, it will cause the dump
valve to shift up, allowing high pressure oil to be returned to the tank.
When the heavy lift solenoid is activated a pilot signal is directed to the top of the inner spool
to shift the spool down to the stop. Shifting the inner spool down increases the spring force on
the poppet.
SERV1855
04/08
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Text Reference
Poppet
Spring
Spring
Chamber
From
Tank
Outer
Spool
Inner
Spool
To Cylinder
Piston
76
The line relief valves work the same as the main relief valve but are only a single stage relief.
The line relief valves receive no pilot signal from the heavy lift solenoid as does the main relief
valve.
When needed, the line relief valves act as makeup valves. In this situation tank pressure is
higher than circuit pressure. Tank pressure will act on the shoulders of the outer spool, which
will be greater than circuit pressure plus spring force in the spring chamber. This will cause the
outer spool to shift up, allowing oil to flow from the tank into the circuit as makeup oil.
SERV1855
04/08
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345D
BUCKET CIRCUIT
Text Reference
NFC Pressure
To Left Pump
bL3
BUCKET CLOSE
Implement
Swing
Orifice
Straight
Travel
Bucket
Bucket
Cylinder
To Tank
To Center
Bypass Passage
(Left Side)
To Tank
To Parallel
Feeder Path
aL3
Joystick
Boom
Bucket
OPEN CLOSE
aL3
bL3
Pilot
Manifold
DOWN UP
bL4
aR4
77
SERV1855
04/08
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345D
BUCKET CIRCUIT
Text Reference
NFC Pressure
To Left Pump
bL3
BUCKET OPEN
Implement
Swing
Orifice
Straight
Travel
Bucket
Bucket
Cylinder
To Tank
To Center
Bypass Passage
(Left Side)
To Tank
To Parallel
Feeder Path
aL3
Joystick
Boom
Bucket
Pilot
Manifold
aL3
bL3
bL4
aR4
78
SERV1855
04/08
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Text Reference
BL4
aR4
Boom
Cylinders
BL4
Straight
Travel
Boom
(1)
NFC
Orifice
NFC
Orifice
bL4
To Stick (2)
From Swing Pilot
Swing Bucket
Stick
Boom
To Swing
Priority Valve
To
Parallel
Feeder
Path
Heavy Lift
Solenoid Valve
OUT
IN
aR4
bL3
bL4 aL3
79
SERV1855
04/08
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Text Reference
Boom
Cylinders
Boom
(2)
Straight
Travel
Boom
(1)
NFC
Orifice
NFC
Orifice
bL4
To Stick (2)
From Swing Pilot
Swing Bucket
Stick
Boom
To Swing
Priority Valve
From
Parallel
Feeder
Path
Heavy Lift
Solenoid Valve
OUT
IN
aR4
bL3
bL4 aL3
80
SERV1855
04/08
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Text Reference
BL4
aR4
Boom
Cylinders
Boom
(2)
Boom
(1)
Straight
Travel
NFC
Orifice
bL4
Pilot
Manifold
Swing Bucket
Stick
To Stick (2)
From Swing Pilot
Boom
To Parallel
Feeder
Path
To Swing
Priority Valve
Heavy Lift
Solenoid Valve
OUT
IN
aR4
bL3
bL4 aL3
81
SERV1855
04/08
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BOOM DRIFT
REDUCTION VALVE
Text Reference
Boom
(1)
Check
Valve
82
SERV1855
04/08
- 99 -
Text Reference
To Rod End of
Boom Cylinder
Boom Drift
Reduction Valve
Boom
(1)
Check
Valve
From Pilot
Control Valve
83
A pilot signal is sent to the bottom of the Boom I control valve and to the top of the blocker
valve of the boom drift reduction valve. A pilot signal is also sent to the top of the blocker
valve of the boom drift reduction valve. The blocker valve shifts down allowing trapped oil in
the spring side of the check valve to be released to tank. The check valve will be forced off the
seat of the drift reduction valve by the return oil from the head end of the boom cylinder. The
oil returns to tank through the boom drift reduction valve and the Boom I control valve.
SERV1855
04/08
- 100 -
BOOM LOWERING
CONTROL VALVE
Boom
Cylinders
Blocking Valve
Text Reference
BOOM UP
Boom Locking
Control Valves
Blocking
Valve
To Pilot
Control Valve
84
SERV1855
04/08
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BOOM LOWERING
CONTROL VALVE
Boom
Cylinders
Blocking Valve
Text Reference
BOOM DOWN
Boom Locking
Control Valves
Blocking
Valve
85
During a boom down operation the head end oil must pass through the BLCVs and back to
tank.
The pilot signal that shifts the BOOM I spool for boom lower operation is also directed to the
blocking valve inside the BLCVs. The pilot pressure shifts the blocking valves to the left
allowing the head end oil to return through an orifice and to tank. Without the blocking valves
shifted to the left, the return oil path is blocked and the oil cannot flow through the valve back
to tank. Spring force shifts the valve back to the blocked position without the pilot signal.
SERV1855
04/08
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Stick
Cylinder
Text Reference
BOOM PRIORITY
Boom
Cylinders
BOOM UP / STICK IN
Boom
(2)
Boom
(1)
Stick
(2)
To
Boom
Cylinder
Boom
Priority
Valve
86
Boom Priority
During Boom Priority, a pilot signal from the boom pilot control valve is sent to the boom
priority valve, which restricts the pilot signal from the stick pilot control valve to the bottom of
the Stick II control valve. The STICK II spool will not shift. No oil flow from the right pump
will be directed to the stick.
The Boom II control valve is getting a signal on the top side from the boom pilot valve and the
bottom side from the stick pilot control valve. This leaves the Boom II control valve centered
and allows no flow from the left pump to go to the Boom Circuit.
The right pump upstrokes sending all right pump flow through the BOOM I control valve to the
boom cylinders. The left pump upstrokes and sends all the left pump flow through the Stick I
control valve to the stick cylinders.
SERV1855
04/08
- 103 -
Text Reference
87
The boom priority pressure reducing valve is located behind the swing bearing on the left side
of the machine. The boom priority PRV provides boom up priority over the stick in function.
SERV1855
04/08
- 104 -
Text Reference
Boom Up
Pilot
Pressure
Swing
Pilot
Pressure
BOOM PRIORITY
Pilot
System
Pressure
Stick In
Pilot
Pressure
Boom Up
Pilot
Pressure
Swing
Pilot
Pressure
Pilot
System
Pressure
To Stick 2
Spool
To Variable
Swing
Priorit y
Valve
To Variable
Swing
Priority Valve
To Stick 2
Spool
Drain
Boom Pressure
Reducing Valve
Drain
Swing Pressure
Reducing Valve
Boom Pressure
Reducing Valve
Swing Pressure
Reducing Valve
88
During STICK IN, the pilot oil from the joystick flows to the stick 1 valve. The pilot oil also
flows around the shoulders of the boom pressure reducing valve to the stick 2 spool in the main
control valve group. When there is no BOOM UP pilot oil present, the stick 2 valve receives
full pilot oil.
During BOOM UP functions, a portion of the BOOM UP pilot oil is diverted to the boom and
swing priority pressure reducing valve. BOOM UP pilot oil acts on the shoulders of the boom
pressure reducing valve, causing it to shift downward against spring force.
When BOOM UP and STICK IN are operating at the same time, the amount of STICK IN pilot
oil available to the stick 2 valve will vary according to the amount of BOOM UP pilot oil at the
boom priority pressure reducing valve. As BOOM UP pilot pressure increases, stick 2 pilot
pressure decreases.
As pilot pressure to stick 2 decreases, the stick 2 spool moves toward NEUTRAL, limiting flow
to stick 2 and giving priority to the boom circuit.
SERV1855
04/08
- 105 -
Text Reference
bR3
aR3
Stick
(1)
Straight
Travel
Stick
(2)
NFC
Orifice
To Boom (2)
From Pilot
Manifold
Swing
Stick
OUT
IN
bR3
To Pilot Manifold
Heavy
Lift Valve
From Pilot
Manifold
aR3
bR2
bR3
aR2
89
SERV1855
04/08
- 106 -
Text Reference
AL4
aR3
aR4
Boom
(2)
Stick
(1)
Stick
Drift
Reduction
Valve
Stick
(2)
NFC
Orifice
bR3
From Pilot
Manifold
Joystick
Heavy
Lift Valve
Stick
To Pilot Manifold
OUT
aR3
IN
bR2 bR3
aR2
90
SERV1855
04/08
- 107 -
Text Reference
STICK 1
CONTROL VALVE
HOLD
Parallel
Load
Feeder Path Check Valve
To Head
End
Center Bypass
Passage
To Rod End
Line
Relief Valve
Return to Tank
Return to Tank
91
This illustration shows the stick 1 control valve in the HOLD position. The left hydraulic pump
supplies flow to the stick 1 control valve.
Left pump pressure flows through the center bypass passage and back to tank while in the hold
position. The parallel feeder path and the return lines are both blocked in the center position.
SERV1855
04/08
- 108 -
Text Reference
STICK 1
CONTROL VALVE
OUT
Parallel
Feeder Path
To Head
End
Load
Check Valve
Center Bypass
Passage
To Rod End
Line
Relief Valve
Return to Tank
Return to Tank
92
When the stick pilot control valve is moved to the STICK OUT position, pilot pressure is
directed to the top of the stick I control valve. Pilot pressure shifts the stick I control valve
down, blocking the pilot logic network. With the pilot logic network blocked, the
implement/swing pressure switch is activated.
The stick I control spool shifts down, partially blocking oil flow through the center bypass
passage. When flow through the center bypass passage is decreased, the NFC signal pressure to
the left pump regulator group is decreased. The decrease in NFC pressure causes the left pump
to upstroke, increasing pump flow.
With the center bypass passage blocked, oil from the parallel feeder passage is allowed to flow
through the stick I control valve, out to the rod end of the stick cylinder, in order to extend the
stick.
SERV1855
04/08
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Text Reference
AL4
aR3
aR4
Boom
(2)
Stick
(2)
Regeneration
Valve
NFC
Orifice
Unload
Valve
bR3
From Pilot
Manifold
Joystick
Swing
Stick
To Pilot
Manifold
OUT
IN
Heavy
Lift Valve
93
Stick Regeneration
The stick regeneration valve transfers stick cylinder rod end oil to the head end of the stick
cylinder. The rod end oil combines with pump flow to prevent cavitation of the stick cylinder
during fast stick in. The extra oil prevents the stick "Tail Wag" while the pump flow fills the
stick cylinders.
When the left joystick is moved to the STICK IN position, pilot pressure goes to the bottom
end of the stick I and stick II valves. The pilot pressure also goes to the top end of the stick
drift reduction valve and to the stick regeneration valve. The pilot pressure shifts the stick I
and the stick II valves up to allow pump oil to flow to the head end of the stick cylinder. The
stick drift reduction blocker valve and the regeneration valve are both shifted down.
When the stick drift reduction blocker valve moves down, the spring chamber at the left of the
drift reduction check valve is open to drain. Pressure in the rod end of the stick cylinder pushes
on the shoulder area of the check valve and lifts the valve off its seat. The stick rod end oil
flows around the drift reduction check valve to the stick 1 control valve. The throttling slots in
the stick 1 valve direct part of the stick cylinder rod end oil to the tank.
If the system pressure in the head end of the stick cylinder is less than 15700 kPa (2300 psi),
the stick regeneration valve directs the majority of the rod end oil to combine with pump flow
going to the head end.
SERV1855
04/08
- 110 -
Text Reference
AL4
aR3
aR4
Main
Control
Valve
Stick
(1)
Boom
(2)
Stick
(2)
Regeneration
Valve
NFC
Orifice
Unload
Valve
bR3
From Pilot
Manifold
Joystick
Heavy
Lift Valve
Stick
To Pilot
Manifold
OUT
aR3
IN
bR2 bR3
aR2
94
When the STICK IN system pressure is more than 15700 kPa (2300 psi) the stick regeneration
unloading valve opens to permit part of the stick rod end oil to return to the tank without going
through the throttling slots in the stick I valve. The unloading valve reduces the back pressure
in the rod end of the stick cylinder while digging.
SERV1855
04/08
- 111 -
Text Reference
To Rod End of
Stick Cylinder
Stick
(1)
From Pilot
Control Valve
Blocker
Valve
Check
Valve
From
Right Pump
95
SERV1855
04/08
- 112 -
Text Reference
To Head End
of Stick Cylinder
Stick
(1)
Blocker
Valve
From
Right Pump
Check
Valve
Stick Drift Reduction Valve
From Pilot
Control Valve
96
During STICK IN operation, pilot pressure is directed to the bottom of the stick I valve and to
the top of the blocker valve. Pilot pressure shifts the blocker valve down against the spring
force. The spring chamber of the stick drift reduction check valve is vented to drain through
the blocker valve. Pressure in the rod end of the stick cylinder pushes on the shoulder area of
the stick check valve and shifts the valve to the left allowing the stick cylinder rod end oil to
flow to the control valve.
SERV1855
04/08
- 113 -
Text Reference
97
SERV1855
04/08
- 114 -
Text Reference
Swing Motor
SWING LEFT
bR2
To Stick 1
To Right
Center Bypass
To NFC Orifice
To Right Parallel
Feeder Passage
To Stick 1
Variable Swing
Priority Valve
aR2
From
Pilot Pump
Joystick
OUT
Swing
Priority
PRV
Swing
Stick
IN
From Left
Pump
From Right
Pump
Pilot Manifold
aR3
bR2
bR3
aR2
98
When the left joystick is actuated for the SWING LEFT operation, pilot oil flows from the
swing pilot control valve and pilot lines to the bottom of the swing control valve. Pilot pressure
in the pilot logic network increases. The ECM turns the swing park brake solenoid on to
release the swing park brakes. The pilot oil pressure shifts the swing control spool up blocking
the center bypass passage. The decrease in NFC pressure, resulting from the shifted swing
control spool, causes the left pump to UPSTROKE.
Oil flow from the left pump flows through the parallel feeder passage of the swing control
valve to the left side of the swing motors to rotate the upper structure of the machine to the left.
Return oil from the right side of the swing motors returns through the swing control spool back
to tank.
SERV1855
04/08
- 115 -
Text Reference
Swing Motor
Swing Motor
3 4 5 D SWING CIRCUIT
Swing / Implement
Pressure Switches
From Joystick
Stick
(1)
Swing
Travel
(L)
Stick
(2)
To Boom (2)
From Joystick
To Joystick
Swing
Priority
Valve
Swing Parking
Brake Solenoid
Pilot Manifold
99
SERV1855
04/08
- 116 -
Text Reference
From
Boom Up
Pilot
From
Stick Out
Pilot
B1
From
Swing
Pilot
B2
From Pilot
Manifold
To Stick 1
Parallel Feeder
Passage
Variable Swing
Priority Valve
Drain
P1
To Stick 2
Spool
Check Valve
P2
Swing
Spool
A1
A2
Drain
Center Bypass
Passage
Parallel Feeder
Passage
100
The swing priority valve provides swing priority over the STICK IN and STICK OUT functions
when swing is activated at the same time as the stick.
When the swing priority is not active, full pilot signal flows through the swing priority pressure
reducing valve and to the parallel tandem logic valve. The pilot signal pushes the parallel
tandem logic valve over against the force of the spring. This will allow the stick 1 valve to
have full flow from the main pumps.
During slow swing conditions, oil flows from the left pump parallel passage to the parallel
tandem logic valve. The oil passes through the parallel tandem logic valve unrestricted and
flows to the stick 1 spool for STICK IN or STICK OUT.
When swing is activated, the swing priority valve receives a swing pilot signal and shifts down
proportionally to the amount of swing pilot oil that is supplied. When the swing priority valve
is shifted, the oil from the left pump parallel feeder passage is restricted at the parallel tandem
logic valve. The stick 1 valve receives pump supply through an orifice in the parallel tandem
logic valve, reducing the flow sent to the stick control valve. More flow is now available for
swing operations to generate higher swing force needed during swing operations, such as
cleaning a trench wall.
SERV1855
04/08
- 117 -
Text Reference
101
The swing priority pressure reducing valve is located behind the swing bearing on the left side
of the machine. The swing priority PRV provides swing priority over the stick functions.
SERV1855
04/08
- 118 -
Text Reference
Swing Motor
Swing Motor
Stick Cylinder
Swing / Implement
Pressure Switches
From Swing Joystick
Stick
(1)
Swing
Travel
(L)
Stick
(2)
To Boom (2)
To Joystick
Swing
Priority Valve
Swing Parking
Brake Solenoid
Pilot Manifold
102
SERV1855
04/08
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Text Reference
SWING MOTOR
NEUTRAL
Crossover Relief
Valves
From Pilot
Manifold
Makeup Check
Valves
Anti-reaction Valves
103
Swing Motor
The illustration shows the swing motor and swing motor components in NEUTRAL.
When no implements or swing are activated, the implement/swing pressure switch is open. The
ECM turns the swing park brake solenoid valve OFF. The springs in the swing park brake
apply the swing park brake. After the implement/swing operations are stopped, the ECM waits
3 to 5 seconds to turn the swing park brake solenoid OFF. The swing stops hydraulically and
then the swing park brake applies.
SERV1855
04/08
- 120 -
Text Reference
Swing
Parking Brake
From Pilot
Manifold
Swing Brake
Solenoid Valve
Swing
Mot or
To Swing
Cont rol Valve
From Swing
Cont rol Valve
104
SERV1855
04/08
- 121 -
Text Reference
Valve
Spring
Liner
Piston
105
SERV1855
04/08
- 122 -
Text Reference
The increase in spring force closes the swing relief valve. With the increase in spring force, a
higher system pressure is required to hold the relief valve open.
In other words, the swing crossover relief valve opens at a lower pressure than is needed to
hold the valve open. This gradual increase in swing pressure causes a dampening effect on
pressure surges.
If an external force causes the upper structure to rotate when the swing control valve is not
activated, the swing motor acts like a hydraulic pump and causes an increase in the swing
pressure in the swing motor. As pressure increases inside the swing motor, it pushes on the left
end of the relief valve. The relief valve functions the same as described for the increase in
system pressure. Oil is circulated inside the swing motor through the swing crossover relief
valve causing a hydraulic lock inside the motor to slow the upper structure.
As the upper structure continues to rotate, tank pressure pushes the low pressure makeup valve
off its seat and tank oil flows into the motor to prevent cavitation. The makeup valve opens
and oil from the makeup port enters the low pressure side of the swing motor.
SERV1855
04/08
- 123 -
Text Reference
Swing Motor
Swing Motor
Anti-Reaction
Valves
Swing Parking
Brake Solenoid
106
SERV1855
04/08
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Text Reference
ANTI-REACTION VALVE
SWING
Swing Control
Valve
Spring
Spring
Spool
Plunger
Ball
Left Pump
Piston
Left Swing
Anti-reaction Valve
Right Swing
Anti-reaction Valve
107
The anti-reaction valves are designed to minimize movement of the upper structure at the end
of swing movement in order to reduce "swing wag." The anti-reaction valves work together
and act as shock absorbers.
When swing is activated, the anti-reaction valves are in the blocked position.
When the swing operation is activated, system pressure enters the center cavity of the right
anti-reaction valve. The pressure pushes the piston down against the plug and pushes the
plunger and spool up to compress the springs. System pressure also goes through an internal
passage to the large spring chamber on the left anti-reaction valve. The pressure pushes the left
plunger and spool up to compress the springs.
As the spools and plungers are pushed up, makeup oil from the tank flows through the small
orifices into the chambers below the two spools.
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Text Reference
ANTI-REACTION VALVE
SWING STOP
Swing Control
Valve
Spring
Spring
Spool
Plunger
Ball
Left Pump
Piston
Left Swing
Anti-reaction Valve
Right Swing
Anti-reaction Valve
108
When the swing control valve is returned to the NEUTRAL position, pressure and flow from
the right pump decreases. When the swing system pressure decreases, the large springs push
the two plungers down. The oil trapped in the two chambers below the two spools cannot
escape fast through the two small orifices. The plungers separate from the spools. The swing
pressure in the right side flows through the center of the right spool through an internal passage
to the low pressure side of the swing motor. The pressure also flows through an internal
passage to the center of the left anti-reaction valve. The pressure flows up through the center of
the left spool to the low pressure side of the swing motor. The small springs on top of the
spools push the spools down.
As the upper structure continues to swing, due to inertia, the swing motor starts acting like a
pump. With the return passage through the swing control valve closed, pressure increases in
the left side of the motor. The pressure goes through the center of the left spool and plunger to
push the left piston down and the left plunger and spool up. The pressure goes through the
internal passage to the spring chamber at the bottom of the right anti-reaction valve. The
pressure pushes the right plunger and spool up. Again, makeup oil is pulled into the chambers
below the two spools.
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Text Reference
When the upper structure stops, the pressure decreases and the large springs push the plungers
down separating the plungers from the two spools. The pressure flows through the center of
the left spool and the internal passage to the low pressure side of the swing motor. The
pressure also flows through an internal passage to the cavity between the spool and plunger on
the right anti-reaction valve. The pressure goes up through the center of the right spool to the
low pressure side of the swing motor.
The pressure oscillations occur several times while the upper structure stops. The swing
anti-reaction opens at the end of each pressure surge to transfer the pressure to the low pressure
side of the motors.
By transferring the pressure surges to the low pressure side of the motor the swing operation
decreases to a smooth stop.
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Text Reference
Crossover
Relief Valves
Counterbalance
Valve
Swivel
Group
Travel (L)
Travel (R)
Travel
(L)
Travel
(R)
NFC
Orifice
Pilot Manifold
From Left Pump
From Right Pump
NFC Orifice
To Right
Parallel Feeder
Passage
109
TRAVEL CIRCUIT
When the travel pedals are actuated for the traveling operation, pilot oil flows through the pilot
control valve and pilot lines to the bottom of the travel control valves. The pilot oil pressure
shifts the travel control spools up depending upon which direction of travel is desired. The
decrease in NFC pressure, resulting from the shifted travel control spools, causes the pumps to
UPSTROKE. When the travel control spools are shifted up, the pilot logic network passages to
drain are blocked. Pilot oil flowing through the left pilot logic network orifice closes the
implement/swing pressure switch. The electronic control module (ECM) actuates the automatic
engine speed control (AEC) to increase engine speed and start upstroking the pump to meet
flow demand.
Oil from the left pump flows through the parallel feeder passage of the left travel control valve
and right pump flow is sent through the right parallel feeder passage of the right travel control
valve. The oil then flows from the travel control valves to the swivel in the center of the
machine. From the swivel the oil flows through the counterbalance valves to actuate the travel
motors.
Return oil from the travel motors returns through the swivel and the travel control valve back to
tank.
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Text Reference
3
4
110
Travel Motor
The two-speed, axial piston travel motors on the 345D are similar in operation to the travel
motors on the 345C. The speed change occurs by changing the angle of the swashplate in the
travel motors. When the swashplate is at maximum angle, the travel motor rotates at slow
speed because the increased displacement of the motor requires more pump flow per revolution
of the travel motor. When the swashplate is at minimum angle, the travel motors rotate at high
speed because the decreased displacement of the motor requires less flow per revolution of the
travel motor.
In addition to the two-speed feature of the travel motors, the system contains the speed change
valve, the travel motor park brake, and the travel motor brake valve.
For high speed travel, the speed change valve receives a pilot signal pressure from the twospeed solenoid on the pilot manifold. The signal shifts the speed change valve which then
directs a system pressure signal to the travel motor swashplate servo piston. The servo piston
shifts the swashplate to minimum angle.
The travel motor park brake is a multiple disc, oil cooled brake that is spring applied and
hydraulically released. Travel system pressure is used to release the park brake.
Major components of the travel motor are:
- Supply lines (1)
- Case drain line (2)
- Travel motor brake valve (3)
- Travel motor (4)
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Text Reference
111
This visual shows the travel motor and the travel motor brake valve for the 345D with the
components listed as follows:
The travel motor counterbalance valve (1) is located in the travel brake valve housing.
When the travel circuits are shifted to HIGH SPEED, the two-speed solenoid on the pilot
manifold sends a pilot pressure signal through the signal hose (2). This pressure signal is used
to shift the speed change valve to the HIGH SPEED position.
The case drain hose (3) is the larger of the two located on the top of the travel motor.
The travel crossover line relief valves (4) are located in the travel brake valve housing.
High pressure hoses (5) connect the hydraulic control valves and the travel motor through the
swivel. When the machine is traveling, one of the hoses is the high pressure line and the other
hose is the return to the tank.
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TRAVEL MOTOR
Swashplate Piston
Text Reference
To Case Drain
Park Brake
Shaft
Servo
Piston
Barrel
112
This illustration shows the following components of the 345D travel motor:
- Swashplate
- Barrel
- Park brake
- Minimum angle servo piston
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Text Reference
Relief Valve
Travel Motor
From Two-Speed
Travel Solenoid
Displacement
Change Valve
To Tank
Crossover
Relief Valves
Counterbalance
Valve
Brake Release
Valve
113
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Text Reference
The two-speed, axial piston travel motors operation is similar to the former machines. The
travel motors have minimum angle pistons and no maximum angle pistons. The pivot point on
the swashplate is off center. The system pressure on the motor pistons shifts the swashplate to
minimum angle.
The travel motor park brake is a multiple disc, oil cooled brake that is spring applied and
hydraulically released. Travel system pressure is used to release the park brake.
During travel on level ground, pump oil shifts the counterbalance valve in one direction
(depending on which direction the machine is moving). The counterbalance valve then sends
some of the oil to release the park brake. When travel is stopped, the orifice on the end of the
counterbalance valve slows the movement of the counterbalance valve as the valve returns to
the NEUTRAL position to provide a smoother stop.
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Text Reference
COUNTERBALANCE VALVE
LEVEL TRAVEL
Damper
Pist on
Forward
Crossover
Relief Valve
Reverse Crossover
Relief Valve
Spring
Damper
Pist on
Count erbalance
Valve
Reverse Crossover
Relief Valve
Forward Crossover
Relief Valve
Damper
Chamber
Count erbalance
Valve
Spool
A-A
Travel
Park Brake
Port
114
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Text Reference
COUNTERBALANCE VALVE
Forward
Crossover
Relief Valve
SLOPE TRAVEL
Damper
Pist on
Reverse Crossover
Relief Valve
Ball
Spring
Damper
Pist on
Count erbalance
Valve
Orifice
Passage
A
Reverse Crossover
Relief Valve
Forward Crossover
Relief Valve
Travel
Park Brake
Port
Damper Chamber
Count erbalance
Valve
Ball
Orifice
Spool
Supply / Return
Port
Supply / Return
Port
Passage
A-A
115
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Text Reference
When the machine is traveling down a slope, or the machine is suddenly stopped, the
counterbalance valve spool is centered by the centering springs and closes the throttling slots.
This causes a hydraulic pressure spike to occur in the travel system. A damper chamber is
provided on both ends of the spool to prevent hydraulic pressure spikes. As the spool shifts to
the right, the oil in the damper chamber is pressurized and the ball is moved to the left. The
pressurized oil in the damper chamber is forced through the orifice into the spring chamber. By
slowing releasing the oil in the damper chamber, the counterbalance valve spool slowly moves
to the right, and the throttling slots slowly close. The size of the orifice and the position of the
orifice maintains the proper shock damper.
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Text Reference
COUNTERBALANCE VALVE
STOPPING
Damper
Piston
Forward
Crossover
Relief Valve
Reverse Crossover
Relief Valve
Spring
Damper
Piston
Plunger
Counterbalance
Valve
A
Poppet
Reverse Crossover
Relief Valve
Forward Crossover
Relief Valve
Travel
Park Brake
Port
Damper
Chamber
Counterbalance
Valve
Spool
Supply / Return
Port
A-A
Supply / Return
Port
116
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Text Reference
The crossover relief valve protects the travel motor by releasing the high pressure oil. The
crossover relief valves also provide makeup oil from the outlet side of the travel motor to the
inlet side of the travel motor. This makeup oil prevents a vacuum condition in the travel motor.
During forward travel of the left travel motor, oil flow opens the reverse crossover relief valve
when the machine is suddenly stopped. During reverse travel of the left travel motor, oil flow
opens the forward crossover relief valve when the machine is suddenly stopped.
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Text Reference
Speed Selector
Switch In Cab
Travel Motor
Two Speed
Travel Solenoid
Displacement
Change Valve
Engine and
Pump Controller
Crossover
Relief Valves
Pilot Pump
Counterbalance
Valve
From Pilot
Control Valve
Left
Pump
Parking Brake
Valve
117
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Text Reference
Speed Selector
Switch In Cab
Two Speed
Travel Solenoid
Displacement
Change Valve
Engine and
Pump Controller
Crossover
Relief Valves
Pilot Pump
Counterbalance
Valve
From Pilot
Control Valve
Left
Pump
Parking Brake
Valve
118
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Ring Gear
Second and
Third Stage
Planetary Gear
Third Stage
Planetary Gear
Second Stage
Text Reference
Drive Sprocket
Housing
TRAVEL
FINAL DRIVE
Travel Motor
Planetary Gear
First Stage
Cover
Sun Gear
Output Shaft
Planetary Carrier
First Stage
Planetary Carrier
Second Stage
Coupling
Planetary Carrier
Third Stage
119
Final Drive
The final drive reduces the rotational speed of the travel motor. The output shaft of the travel
motor is splined to the sun gear by a coupling.
The final drive consists of two groups. The first group consists of three stages of the planetary
gear reduction. The planetary gear reduction is a series of the planetary gears, the planetary
carriers, the ring gears, and the sun gear. The planetary gear set reduces the travel speed
significantly through the triple reduction planetary gear sets.
The output group consists of the drive sprocket housing, the ring gear for second and third
stage, and the cover. With the ring gear and the drive sprocket housing bolted together, the
drive sprocket housing rotates. This causes the track to move in the selected direction.
.
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Swing Motor
Text Reference
MAIN HYDRAULIC
RETURN SYSTEM
Travel Motors
Pilot
Control
Valves
Fan
Motor
Slow Return
Check Valve
Priority
Valves
Pilot Manifold
Fan
Pump
Pilot
Pump
Motor Case
Drain Filter
Main
Hydraulic
Pumps
Tank
Pump Case
Drain Filter
120
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Text Reference
121
WORK TOOLS
The 345D has an extensive selection of work tools to optimize machine production. Choice
include hammers, shears, pulverizers, compactors, multi processors, sorting grapples and
couplers as well as several bucket options.
- General Purpose Bucket (GP) - Generally used for digging in low-impact, moderately
abrasive materials, for example dirt, loam, gravel, or clay.
- Heavy Duty Bucket (HD) - Designed for a wide range of moderately abrasive
applications such as mixed dirt, clay, and rock. HD buckets have optimized loading and
dumping characteristics and more robust construction than the GP buckets.
- Heavy Duty Power Bucket (HDP) - Designed for use in moderately abrasive applications
where breakout force and cycle times are critical. Decreased tip radius maximizes tip
force and improves cycle times in most materials. Not ideal for use in sticky material
conditions. Cutting edge and GET are up-sized.
- Heavy Duty Rock Bucket (HDR) - Designed for aggressive bucket loading in highly
abrasive applications such as shot rock and granite. Thick wear plates are utilized to
extend the life of the bucket in severe applications.
- Rock Ripping Bucket (RR) - Ruggedly constructed, narrow buckets for ripping in
applications where material penetration and an inability to blast is an issue. The
aggressive lip type ripping design uses five sharp or twin sharp teeth in a staggered
position. The staggered design allows one or two tips to penetrate first, providing higher
breakout forces.
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Text Reference
All buckets feature Caterpillar K Series ground engaging tools. The K Series is easier to
remove and install due to the vertical retainer utilized by the system. There are a variety of
teeth, side cutters and sidebar protectors available to accommodate operating conditions. Teeth
are designed to be extremely aggressive and offer excellent penetration. The side cutter design
improved efficiency and bucket payload in trenching applications.
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Text Reference
122
CONCLUSION
This presentation has discussed the component locations and machine systems operation for the
345D Hydraulic Excavator.
When used in conjunction with the service manual, the information in this package should
permit the technician to do a thorough job of analyzing a problem in these systems.
Always refer to the service manual for the latest service information and specifications when
servicing, testing and adjusting, or making repairs.
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Text Reference
123
- 146 -
SERV1855
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Laboratory Exercises
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Visual List
VISUAL LIST
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
41.
42.
43.
44.
Model View
Model View
Compartment Behind Cab
Pattern Change Valve
Pattern Change Valve Decal
Radiator Compartment
Counterweight Removal System
Right Side of Machine
Pump Compartment
Hydraulic Pumps
Left Side of Machine
Operator Cab
Seat
Travel Control Pedals
Joystick Controls
Left Joystick
Right Joystick
Monitor Panel
Monitor Panel Close-up
Monitor Control Buttons
Hydraulic Activation Lever
Ground Level Shut-off
Operator Controls
Soft Switches
Rocker Switches
Backup Switches
Engine
Fuel Priming Switch
Fuel Filters
Fuel Sensors
Left Side of Engine
Right Side of Engine
Engine Oil Level Sender
Coolant Flow Switch
Front Crankshaft Speed Sensor
Hydraulic System Block Diagram
Hydraulic System Standby
Power Shift Pressure System
Hydraulic Pumps
Pump Schematic Inputs
Pump Control Schematic - Standby
Pump Controls
Pump Controls - End View
Pump Controls - Components
45.
46.
47.
48.
49.
50.
51.
52.
53.
54.
55.
56.
57.
58.
59.
60.
61.
62.
63.
64.
65.
66.
67.
68.
69.
70.
71.
72.
73.
74.
75.
76.
77.
78.
79.
80.
81.
82.
83.
84.
85.
86.
87.
88.
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Visual List
108.
109.
110.
111.
112.
113.
114.
115.
116.
117.
118.
119.
120.
121.
122.
123.
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Laboratory Exercises
Handout No. 1
Lab A Worksheets
Locate and Identify Pilot System Components
Directions: Place the correct letter or number next to the component. During the visual
presentation, use these worksheets to take notes as the function of each component is explained.
Example: _____Pilot Pump
Location: The single section gear pump mounted on the left main implement pump.
Function: Supplies pilot system oil flow to the pilot filter, pilot manifold, and pilot systems.
_____ Pilot Filter
Location:
Function:
_____ Pilot System Pressure Test Port
Location:
Function:
_____ Pilot Manifold
Location:
Function:
_____ Pilot System Pressure Relief Valve
Location:
Function:
_____ Pilot System Accumulator
Location:
Function:
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Laboratory Exercises
Handout No. 2
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Laboratory Exercises
Handout No. 3
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Laboratory Exercises
Handout No. 4
Lab B Worksheet
Test and Adjust Pilot System Relief Valve
Machine Model____________________________ Date__________________________________
Serial Number_____________________________ Service Meter Hours_____________________
Tooling for Pilot Relief Valve Test
____ 1-8T0856
NOTE: For the complete procedure to test and adjust the pilot system relief valve, refer to
the Service Manual module "345D Excavator Hydraulic System, Testing and Adjusting"
(Form RENR7325-03).
Item
Specification
Actual
____________________
____________________
NOTE: Test the pilot relief valve pressure with the engine speed dial at Position 10.
Hydraulic oil temperature should be 55 5 C (131 9 F).
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Laboratory Exercises
Handout No. 56
Lab C Worksheet
Locate and Identify Implement/Travel Pumps and Pump Components
Directions: Refer to the Handout illustration. Place the correct letter next to the component.
During the visual presentation, use these worksheets to take notes as the function of each
component is explained.
Example: _____Pilot Pump
Location: The single section gear pump mounted on the left pump.
Function: Supplies pilot system oil flow to the pilot filter, pilot manifold, and pilot systems.
_____ Implement/Travel Pump Group
Location:
Function:
_____ Right Pump
Location:
Function:
_____ Left Pump
Location:
Function:
_____ Suction Line
Location:
Function:
_____ Discharge Lines
Location:
Function:
_____ Implement/Travel Pumps Case Drain Line
Location:
Function:
SERV1855
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Laboratory Exercises
Handout No. 6
SERV1855
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Laboratory Exercises
Handout No. 7
Lab D Worksheets
Locate and Identify the Main Control Valve and Main Control Valve
Components
Directions: Place the correct letter or number next to the component. During the visual
presentation, use these worksheets to take notes as the function of each component is explained.
Example: _____Pilot Pump
Location: The single section gear pump mounted on the left pump.
Function: Supplies pilot system oil flow to the pilot filter, pilot manifold, and pilot systems.
_____ Implement Control Valve
Location:
Function:
_____ Boom I Spool
Location:
Function:
_____ Boom II Spool
Location:
Function:
_____ Bucket Spool
Location:
Function:
_____ Attachment Spool (std.)
Location:
Function:
_____ Straight Travel Spool
Location:
Function:
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Laboratory Exercises
Handout No. 8
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Laboratory Exercises
Handout No. 9
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Laboratory Exercises
Handout No. 10
NOTE: For the complete procedure to test and adjust the line relief valves, refer to the
Service Manual module "345D Excavator Hydraulic System, Testing and Adjusting" (Form
RENR7325-03).
Function
Specification
Actual
Boom raise
____________________
____________________
Boom lower
____________________
____________________
Stick in
____________________
____________________
Stick out
____________________
____________________
Bucket open
____________________
____________________
Bucket close
____________________
____________________
____________________
____________________
____________________
____________________
NOTE: Test the line relief valve pressures with the engine speed dial in Position 2.
Hydraulic oil temperature should be 55 5 C (131 9 F).
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Laboratory Exercises
Handout No. 11
NOTE: For the complete procedure to test and adjust the signal relief valves, refer to the
Service Manual module "345D Excavator Hydraulic System, Testing and Adjusting"
(Form RENR7325-03).
Function
Specification
Actual
____________________
____________________
NOTE: Test the signal relief valve pressures with the engine speed dial at Position 10.
Hydraulic oil temperature should be 55 5 C (131 9 F).
SERV1855
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Laboratory Exercises
Handout No. 12
Lab F Worksheets
Locate and Identify Cylinders, Travel System, Final Drive, and Swivel
Components
Directions: Place the correct letter or number next to the component. During the visual
presentation, use these worksheets to take notes as the function of each component is explained.
Example: _____Pilot Pump
Location: The single section gear pump mounted on the left pump.
Function: Supplies pilot system oil flow to the pilot filter, pilot manifold, and pilot systems.
_____ Left Travel Spool
Location:
Function:
_____ Right Travel Spool
Location:
Function:
_____ Travel Counterbalance Valves
Location:
Function:
_____ Travel Motors
Location:
Function:
_____ Forward Travel Crossover Relief Valves
Location:
Function:
_____ Reverse Travel Crossover Relief Valves
Location:
Function:
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Laboratory Exercises
Handout No. 13
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Laboratory Exercises
Handout No. 14
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Laboratory Exercises
Handout No. 15
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Laboratory Exercises
Handout No. 16
NOTE: For the complete procedure to test and adjust the travel crossover relief valves,
refer to the Service Manual module "345D Excavator Hydraulic System, Testing and
Adjusting" (Form RENR7325-03).
Function
Specification
Actual
____________________
_________________
____________________
_________________
____________________
_________________
____________________
_________________
NOTE: Test each travel crossover relief valve pressure with the engine speed dial at
Position 10. Hydraulic oil temperature should be 55 5 C (131 9 F).
SERV1855
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Laboratory Exercises
Handout No. 17
1-FT2542
1-6V9511
1-6V9746
111-
NOTE: For the complete procedure to test and the travel motor case drain flow, refer
to the Service Manual module "345D Excavator Hydraulic System, Testing and
Adjusting" (Form RENR7325-03).
Function
Specification
Actual
____________________
________________
____________________
________________
SERV1855
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Laboratory Exercises
Handout No. 18
Lab H Worksheets
Locate and Identify Swing System Components
Directions: Place the correct letter or number next to the component. During the visual
presentation, use these worksheets to take notes as the function of each component is explained.
Example: _____Pilot Pump
Location: The single section gear pump mounted on the left pump.
Function: Supplies pilot system oil flow to the pilot filter, pilot manifold and pilot systems.
_____ Swing Control Valve
Location:
Function:
_____ Fine Swing Solenoid (Cushion Swing Solenoid)
Location:
Function:
_____ Swing Parking Brake Release Line
Location:
Function:
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Laboratory Exercises
Handout No. 19
SERV1855
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Laboratory Exercises
Handout No. 20
NOTE: For the complete procedure to test and adjust the swing system relief valves,
refer to the Service Manual module "345D Excavator Hydraulic System, Testing and
Adjusting" (Form RENR7325-03).
Item
Specification
Actual
____________________
________________
____________________
________________
____________________
________________
____________________
________________
NOTE: Test each travel crossover relief valve pressure with the engine speed dial at
Position 10. Hydraulic oil temperature should be 55 5 C (131 9 F).
SERV1855
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Laboratory Exercises
Handout No. 21
1-6V9832
Cap
1-6V9746
O-ring seal
1Container for Measuring
1Stop watch
NOTE: For the complete procedure to test and the swing motor case drain flow, refer
to the Service Manual module "345D Excavator Hydraulic System, Testing and
Adjusting" (Form RENR7325-03).
Item
Specification
Actual
____________________
________________
____________________
________________
NOTE: Test the swing motor case drain flow at three different motor positions and then
average the three flows. Machine controls are: Engine Speed Dial at Position 10. The
Swing Relief Pressures set at 31400 1000 kPa (4555 145 psi). Hydraulic oil
temperature should be 55 5 C (131 9 F).
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Laboratory Exercises
Handout No. 22
Lab J Worksheet
Locate and Identify Cooling and Return Systems Components
Directions: Place the correct letter or number next to the component. During the visual
presentation, use these worksheets to take notes as the function of each component is explained.
Example: _____Pilot Pump
Location: The single section gear pump mounted on the left pump.
Function: Supplies pilot system oil flow to the pilot filter, pilot manifold and pilot systems.
_____ Hydraulic Oil Cooler
Location:
Function:
_____ Radiator
Location:
Function:
_____ Fuel Cooler
Location:
Function:
_____ Air to Air Aftercooler
Location:
Function:
____ Case Drain Filter
Location:
Function:
_____ Return Oil Filter
Location:
Function:
SERV1855
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Laboratory Exercises
Handout No. 23
Lab K Worksheet
Test and Adjust Power Shift Pressure
Machine Model____________________________ Date_______________________________
Serial Number_____________________________ Service Meter Hours__________________
Test and adjust power shift pressure test tooling:
____
____
____
____
2-6V3079
4-6V4143
1-8T0856
1-6V3989
NOTE: For the complete procedure to test and adjust the power shift pressure, refer to
the Service Manual module "345D Excavator Hydraulic System, Testing and Adjusting"
(Form RENR7325-03).
Item
Specification
Actual
Low PS Pressure
____________________
________________
High PS Pressure
____________________
________________
NOTE: Test and adjust the power shift pressure with the engine speed dial at Position
10. Hydraulic oil temperature should be 55 5 C (131 9 F).
SERV1855
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Posttest
Handout No. 24
Example:
1.
a hydraulic system
This is an engine class.
_____ 1. When investigating a power complaint, first determine if the complaint is hydraulic
or engine related.
_____ 2. When the implement or travel controls are in use, the implement or travel pressure
is regulated by the NFC relief valve.
_____ 3 The engine and pump control module receives an electrical signal from the left
pump pressure sensor during the swing function.
_____ 4. The travel system pressure can be checked while stalling an implement function.
_____ 5. When power shift pressure to the implement pump regulators increases, the pumps
destroke.
_____ 6. The variable swing priority valve is controlled by the swing priority pressure
reducing valve.
_____ 7. Boom pilot pressure controls the swing priority pressure reducing valve.
_____ 8. The Stick 2 stick in pilot signal is controlled by the boom down pilot signal going to
the boom priority pressure reducing valve.
_____ 9. The NFC relief valve system ensures the implement pumps upstroke or destroke
depending on pilot control valve movement.
_____10. The maximum pressure during level travel is regulated by the travel crossover relief
valve.
_____ 11. Power shift signal pressure is controlled by the monitor.
_____12. Implement pump G-port pressure oil comes from the pilot manifold.
_____13. The implement pumps upstroke when the power shift solenoid receives a decrease in
electrical signal from the engine and pump control module.
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Posttest
Handout No. 25
_____14. The Underspeed System regulates NFC pressure to the implement pumps to keep
the engine from stalling.
_____15. The horsepower adjustment on the implement pump regulator controls the pump
destroking pressure.
_____16. The Boom 1 and Boom 2 control valves move at the same time when Boom Up
function is activated.
_____17. It is possible to have the stick re-generation not function during a stick in operation.
_____18. When the implement pumps are at standby, the NFC signal pressure is lowest.
_____19. The stick unloading valve is shifted during stick in operation by the stick in pilot
pressure.
_____20. The implement pump flow is controlled by three different signal pressures sent to
the pump regulators.
_____21. On all 345Cs, one of the signal pressures that control pump flow is the negative
flow control pressure.
_____22. It is possible to have the boom re-generation not function during a boom down
operation.
_____23. When multiple controls are activated, the highest system pressure from the right or
left half of the implement control valve is regulated by the main relief valve.
_____24. Power shift pressure is calibrated using the Service Tool and ET software.
_____25. Diagnostic information is available from the monitor panel or by using ET.
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Posttest
Handout No. 26
Directions: Fill In The Blank and Multiple Choice. Any reference material and class notes
may be used to determine the correct answers.
1. The travel crossover relief valves are adjusted to what pressure?
_____________________
2. What constant power shift pressure is set during P-Q testing?
_____________________
3. The boom head end and stick rod end line relief valves are adjusted to what pressure?
_____________________
4. The remaining implement line relief valves are adjusted to what pressure?
_____________________
5. The engine and pump control does not receive a control signal from
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Laboratory Exercises
Handout No. 27
Directions: Match the component with the correct location or description by placing the letter
next to the component.
Pilot Pump
Power Shift Pressure Solenoid
Boom and Swing Priority
Pressure Reducing Valves
Implement/Swing Pressure
Switch
Boom Drift Reduction Valve
Swing Anti-reaction Valves
Underspeed System
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Handout No. 1
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Handout No. 2
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Handout No. 3
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Handout No. 4
Date_____________________________
Serial Number________________________
NOTE: For the complete procedures to test and adjust the pilot system relief valve,
refer to the Service Manual module "345D Excavator Hydraulic System, Testing and
Adjusting" (Form RENR7325-03).
Item
Specification
Actual
______________
_________________
NOTE: Test the pilot relief valve pressure with the engine speed dial at Position
10. Hydraulic oil temperature should be 55 5 C (131 9 F).
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Handout No. 5
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Handout No. 6
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Handout No. 7
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Handout No. 8
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Handout No. 9
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Handout No. 10
Date____________________________
Serial Number_______________________
____ 1-8T0861
____ 1-8T0856
Gauge
Gauge
NOTE: For the complete procedure to test and adjust the line relief valves, refer to the
Service Manual module "345D Excavator Hydraulic System, Testing and Adjusting"
(Form RENR7325-03).
Function
Specification
Actual
Boom raise
__________________
________________
Boom lower
__________________
________________
Stick in
__________________
________________
Stick out
__________________
________________
Bucket open
__________________
________________
Bucket close
__________________
________________
__________________
________________
__________________
________________
NOTE: Test the line relief valve pressures with the engine speed dial in Position 2.
Hydraulic oil temperature should be 55 5 C (131 9 F).
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Laboratory Exercises
Handout No. 11
Date___________________________
Serial Number_____________________________
Gauge
NOTE: For the complete procedure to test and adjust the line relief valves, refer to the
Service Manual module "345D Excavator Hydraulic System, Testing and Adjusting"
(Form RENR7325-03).
Item
Specification
Actual
_________________
________________
NOTE: Test the line relief valve pressures with the engine speed dial in Position 2.
Hydraulic oil temperature should be 55 5 C (131 9 F).
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Handout No. 12
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Handout No. 13
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Handout No. 14
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Handout No. 15
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Handout No. 16
Date____________________________
Serial Number___________________________
NOTE: For the complete procedure to test and adjust the travel crossover relief valves,
refer to the Service Manual module "345D Excavator Hydraulic System, Testing and
Adjusting" (Form RENR7325-03).
Function
Specification
Actual
__________________
________________
__________________
________________
__________________
________________
__________________
________________
NOTE: Test each travel crossover relief valve pressure with the engine speed dial at
Position 10. Hydraulic oil temperature should be 55 5 C (131 9 F).
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Laboratory Exercises
Handout No. 17
Date____________________________
Serial Number_____________________________
1-FT2542
1-6V9509
1-6V8398
111-
NOTE: For the complete procedure to test and the travel motor case drain flow, refer
to the Service Manual module "345D Excavator Hydraulic System, Testing and
Adjusting" (Form RENR7325-03).
Function
Specification
Actual
____________________
_________________
____________________
_________________
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Handout No. 18
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Handout No. 19
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Handout No. 20
Date____________________________
Serial Number_____________________________
Gauge
NOTE: For the complete procedure to test and adjust the swing system relief valves,
refer to the Service Manual module "345D Excavator Hydraulic System, Testing and
Adjusting" (Form RENR7325-03).
Item
Specification
Actual
____________________
_________________
____________________
_________________
____________________
_________________
____________________
_________________
NOTE: Test each travel crossover relief valve pressure with the engine speed dial at
Position 10. Hydraulic oil temperature should be 55 5 C (131 9 F).
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Laboratory Exercises
Handout No. 21
Date____________________________
Serial Number_____________________________
1-6V9832
1-6V9746
11-
Cap
O-ring Seal
Container for Measuring
Stop watch
NOTE: For the complete procedure to test and the swing motor case drain flow, refer to
the Service Manual module "345D Excavator Hydraulic System, Testing and Adjusting"
(Form RENR7325-03).
Item
Specification
Actual
____________________
_________________
____________________
_________________
NOTE: Test the swing motor case drain flow at three different motor positions and
then average the three flows. Machine controls are: Engine Speed Dial at Position
10. The Swing Relief Pressures set at 31400 1000 kPa (4555 145 psi). Hydraulic
oil temperature should be 55 5 C (131 9 F).
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Handout No. 22
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Handout No. 23
Date____________________________
Serial Number_____________________________
1-6V3079
2-6V4143
2-8T0856
2-6V3989
NOTE: For the complete procedure to test and adjust the power shift pressure, refer to
the Service Manual module "345D Excavator Hydraulic System, Testing and Adjusting"
(Form RENR7325-03).
Item
Specification
Actual
Low PS Pressure
____________________
_______________
High PS Pressure
____________________
_______________
NOTE: Test and adjust the power shift pressure with the engine speed dial at Position
10. Hydraulic oil temperature should be 55 5 C (131 9 F).
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Posttest Answers
Handout No. 24
Example:
T
1.
a hydraulic system
This is an engine class.
3 The engine and pump control module receives an electrical signal from the left
pump pressure sensor during the swing function.
4. The travel system pressure can be checked while stalling an implement function.
5. When power shift pressure to the implement pump regulators increases, the pumps
destroke.
6. The variable swing priority valve is controlled by the swing priority pressure
reducing valve.
F
F
swing
7. Boom pilot pressure controls the swing priority pressure reducing valve.
boom up
8. The Stick 2 stick in pilot signal is controlled by the boom down pilot signal going to
the boom priority pressure reducing valve.
9. The NFC relief valve system ensures the implement pumps upstroke or destroke
depending on pilot control valve movement.
main
F 10. The maximum pressure during level travel is regulated by the travel crossover relief
valve.
engine and pump control
F 11.Power shift signal pressure is controlled by the monitor.
pump
F 12.Implement pump G-port pressure oil comes from the pilot manifold.
T 13.The implement pumps upstroke when the power shift solenoid receives a decrease in
electrical signal from the engine and pump control module.
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Handout No. 25
power shift
F 14.The Underspeed System regulates NFC pressure to the implement pumps to keep the
engine from stalling.
T 15. The horsepower adjustments on the implement pump regulator controls the pump
destroking pressure.
different times
F 16. The Boom 1 and Boom 2 control valves move at the same time when Boom Up
function is activated.
T 17. It is possible to have the stick re-generation not function during a stick in operation.
highest
F 18.When the implement pumps are at standby, the NFC signal pressure is lowest.
rod end
F 19.The stick unloading valve is shifted during stick in operation by the stick in pilot
pressure.
T 20.The implement pump flow is controlled by three different signal pressures sent to
the pump regulators.
T 21.On all 345Cs, one of the signal pressures that control pump flow is the negative flow
control pressure.
not possible
F 22.It is possible to have the boom re-generation not function during a boom down
operation.
T 23.When multiple controls are activated, the highest system pressure from the right or
left half of the implement control valve is regulated by the main relief valve.
or monitor panel
F 24.Power shift pressure can only be calibrated using the Service Tool and ET software.
T 25.Diagnostic information is available from the monitor panel or by using ET.
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Posttest Answers
Handout No. 26
Directions: Fill In The Blank and Multiple Choice. Any reference material and class notes
may be used to determine the correct answers.
1. The travel crossover relief valves are adjusted to what pressure?
37780 kPa 1480 (5480 215 psi)
2. What constant power shift pressure is set during P-Q testing?
2537 kPa (368 psi)
3. The boom head end and stick rod end line relief valves are adjusted to what pressure?
40000 500 kPa (5800 73 psi)
4. The remaining implement line relief valves are adjusted to what pressure?
37000 500 kPa (5076 73 psi)
5. The engine and pump control does not receive a control signal from
A. the left and right travel pressure switches
B. the implement and swing pressure switch
C. the pilot system pressure sensor
D. the right pump pressure sensor
E. the left pump pressure sensor
F.the straight travel pressure switch
G. the attachment pressure switch
H. the hydraulic activation switch
C .
6. The main relief valve is adjusted to what pressure for travel/implement functions?
35000 500 kPa (4950 psi)
7. The swing motor left and right relief valve pressure setting is adjusted to what pressure?
31400 1000 kPa (4554 145 psi)
9. The pilot system pressure is adjusted to what pressure?
4100 200 kPa (595 30 psi)
10. The power shift pressure is adjusted to what pressures during the calibration procedure?
496 kPa (72 psi)
2537 kPa (368 psi)
11. The travel parking brakes require what pressure to release?
1034 kPa (150 psi)
12. The stick unloading valve requires what rod end return pressure to shift?
15700 kPa (2277 psi)
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Posttest Answers
Handout No. 27
Directions: Match the component with the correct location or description by placing the letter
next to the component.
E Pilot Pump
I Power Shift Pressure Solenoid
A Boom and Swing Priority
Pressure Reducing Valves
N Implement/Swing Pressure
Switch
J Boom Drift Reduction Valve
G Swing Anti-reaction Valves
Underspeed System