t03 Hitachi

SECTION 3
COMPONENT OPERATION
CONTENTS
Group 1 Pump Device
Group 4 Pilot Valve
Outline .....................................................T3-1-1
Outline .....................................................T3-4-1
Main Pump1, 2 .........................................T3-1-2
Operation .................................................T3-4-2
Regulator .................................................T3-1-6
Pilot Pump..............................................T3-1-22
Group 5 Travel Device
N Sensor (Engine Speed Sensor) ...........T3-1-22
Outline .....................................................T3-5-1
Pump Delivery Pressure Sensor .............T3-1-22
Travel Reduction Gear..............................T3-5-2

Travel Motor .............................................T3-5-3
Group 2 Swing Device
Travel Brake Valve ...................................T3-5-6
Outline .....................................................T3-2-1
Travel Motor Swash Angle Control..........T3-5-14
Swing Motor .............................................T3-2-2
Parking Brake.........................................T3-5-19
Swing Parking Brake ................................T3-2-3

Valve Unit .................................................T3-2-4
Swing Reduction Gear..............................T3-2-6
Group 6 Others (Upperstructure)

Pilot Shut-Off Valve ..................................T3-6-1
Shockless Valve .......................................T3-6-2
Group 3 Control Valve
Solenoid Valve Unit ..................................T3-6-4
Outline .....................................................T3-3-1
Torque Control Solenoid Valve, Pump 2
Hydraulic Circuit .......................................T3-3-6
Flow Rate Control Solenoid Valve ...........T3-6-6
Flow Combiner Valve..............................T3-3-10
Pilot Relief Valve ......................................T3-6-8
Pump Control Valve................................T3-3-12
EC Motor ..................................................T3-6-8
Main Relief Valve....................................T3-3-14

Overload Relief Valve .............................T3-3-15
Group 7 Others (Undercarriage)
Arm Regenerative Valve .........................T3-3-16
Swing Bearing ..........................................T3-7-1
Boom Regenerative Valve ......................T3-3-18
Center Joint..............................................T3-7-2
Bucket Regenerative Valve.....................T3-3-20
Track Adjuster ..........................................T3-7-3
Arm Anti-Drift Valve (Bottom Side)..........T3-3-22

Arm Anti-Drift Valve (Rod Side) /
Boom Anti-Drift Valve ...........................T3-3-25
Bucket Flow Rate Control Valve .............T3-3-26
Travel Flow Rate Control Valve...............T3-3-28
Bypass Shut-Out Valve ...........................T3-3-30
Needle Valve ..........................................T3-3-32
1HH-3-1
(Blank)
1HH-3-2
COMPONENT OPERATION / Pump Device

OUTLINE
The pump device consists of the transmission, main
pumps, and pilot pump. The transmission transfers
engine power to gears via the coupling and drives the
main pumps and pilot pump. The gear ratio to the main
pumps and pilot pump is 1, and 1, respectively.
The main pump is a bent-axis type variable displacement axial plunger pump. The pilot pump is a gear type.
The engine speed sensor (N sensor) and pump delivery pressure sensor (P sensor) are provided to control
the engine, pump, and valves.
7
3
T173-03-01-001
T173-03-01-003
T173-03-01-002
1 - Main Pump 1
3 - Main Pump 2
2 - Pilot Pump
4 - Pump 1 Delivery
Pressure Sensor
5 - Pump 2 Delivery
Pressure Sensor
6 - Transmission
T3-1-1
7 - N Sensor
8 - Coupling

MAIN PUMP 1, 2
The main pump supplies pressure oil to the hydraulic
actuators such as motors, and cylinders. Shaft (3) is
connected to each pump cylinder block (6) via 7
plungers (4) so that the shaft and the cylinder block
rotate together. When cylinder block (6) is rotated,
plunders (4) reciprocate in the cylinder block, suctioning and delivering the hydraulic oil. Each pump is
equipped with a regulator to control the delivery oil flow
rate.
Shaft
4
T173-03-01-004
1 - Regulator
2 - Housing
3 - Shaft
4 - Plunger
5 - Valve Plate
T3-1-2
6 - Cylinder Block

Operational Principle
Engine torque is transferred to the shaft and the
seven plungers, causing the cylinder block to rotate
while sliding along the valve plate surface. The
plungers reciprocate in the cylinder block bores to alternately draw and deliver hydraulic oil.
Plunger
Valve Plate
Shaft
Cylinder Block
T105-02-03-002
T3-1-3

Increasing and Decreasing Flow Rate
Changing inclination of the cylinder block, causes the
plunger stroke to increase or decrease depending on
the slant angle which in turn controls the main pump
flow rate. Up-down movement of the servo piston
changes inclination of the cylinder block. The servo
piston is interlocked with the valve plate via the pin.
The one end of the cylinder block is kept in contact
with the surface of the valve plate and slides along it.
Cylinder Block
Maximum Displacement Angle:

Plunger
Pin
Shaft
Cylinder Block
Servo
Piston
T105-02-03-021
Minimum Displacement Angle
T105-02-03-022
T3-1-4
Valve Plate
Plunger
T173-03-01-004

(Blank)
T3-1-5

REGULATOR
The regulator controls the main pump flow rate in response to the various command signal pressures so
that the pump driving power doesnt exceed the engine
power. Pump 1 and pump 2 are provided with one
regulator each. The major parts of the regulator are
spring (1), sleeve A (2), sleeve B (7), spool A (3), spool
B (6), piston (4), load piston (5), outer spring (8), and
inner spring (9). According to the various command
signal pressures, the regulator opens or closes the
circuit to servo piston (10), causing the inclination of
cylinder block (11) to change, by which the pump flow
rate is controlled.
Dr
Pi
Pd2
Air
Bleeding
Circuit
Pps
Dr
Pd1
NOTE: Pilot oil pressure is constantly supplied in

the smaller side chamber of servo piston
(10).
Pg
10
12
Increase
Decrease
Cylinder Block Inclination
8, 9
T1HH-03-01-018
Pd1 -Pump 1 Delivery Pressure

Dr - Returning to Hydraulic
Oil Tank
T3-1-6
Pi - Pump Control Pressure

Pps -Torque Control Pressure
Pg - Primary Pilot Pressure
(From Pilot Pump)

1
T1HH-03-01-002
12
11
10
T173-03-01-004
1 - Spring
2 - Sleeve A
3 - Spool A
4 - Piston
5 - Load Piston
6 - Spool B
7 - Sleeve B
8 - Inner Spring
9 - Outer Spring
T3-1-7
10 - Servo Piston
11 - Cylinder Block
12 - Link

Regulator Functions
The regulator has the three following functions:
Control by Pump Control Pressure
The pump control valve in the control valve controls

pressure in response to the movements of the spool.
The regulator receives this pump control pressure
signal and controls the pump flow rate as follows.
When the control valve spool is moved and the
pump control pressure is increased, the regulator increases the pump flow rate.
When the control valve spool is returned to the neutral position and the pump control pressure is reduced, the regulator decreases the pump flow rate.
(Refer to the Control Valve group pages.)
Flow Rate (Q)
Pump Control Pressure (Pi)
Control by Pump Delivery Pressure
The delivery pressure of both main pump 1 and

main pump 2 are routed to the regulator. When the
average pressure of the two pumps exceeds the
specified P-Q line, the regulator reduces both pump
flow rates so that the pump performance is returned
to the specified P-Q line. Thus, the engine is protected from overloads. The designed P-Q line has
been determined based on the two pump performance. Therefore, both pump flow rates are set to almost equal value. Accordingly, the high pressure
pump is loaded heavier than the low pressure pump.
Then, the total output of the two pumps is equal to
the engine output (Total Horsepower Control).
Flow Rate (Q)
Pressure Increase
Flow Rate Decrease
Pressure (P)
Control by Pilot Pressure from Solenoid Valve Unit
(SD)
The MC (main controller) compares the engine target speed with the actual engine speed and sends
control signals to solenoid valve unit (SD).
The solenoid valve unit (SD) delivers the pilot oil
pressure in response to control signal from the MC
to the regulator. When the regulator receives the pilot pressure, the regulator reduces the pump flow
rate (Speed Sensing [Horsepower Reduction] Control). (Refer to the Control System group pages.)
Flow Rate (Q)
T3-1-8
Pressure (P)

Control by Pilot Pressure from Flow Rate Control
Flow
Rate (Q)
Solenoid Valve (Pump 2 Side Only)

When the MC receives signals from the work mode
switch, pressure sensor (optional) [auxiliary] or attachment mode switch (optional), the MC send signals to the maximum pump flow rate control solenoid valve. Then, in response to the signals from the
MC, the maximum pump flow rate control solenoid
valve reduces pump control pressure Pi, limiting the
maximum pump flow rate. (Pump Flow Rate Limit
Control)
(Refer to the CONTROL SYSTEM section.)
Flow
Rate (Q)
0
Dr
Pg
Pressure (P)
Pi
Pps
Pd2
Pd1
T1HH-03-01-016
NOTE: This indicates the regulator when the engine stops.

Dr - Returning to Hydraulic Oil
Tank
T3-1-9

(From Pilot Pump)

Control by Pump Control Pressure
Flow
Rate (Q)
Increasing Flow Rate

1. When a control lever is operated, pump control
pressure Pi increases (Refer to control valve
group).
2. Piston (4) pushes spool A (3) and spring (1) so
that spool A (3) is moved in the direction of the arrow.
3. Then, the circuit from the large chamber of servo
piston (10) is opened to the hydraulic oil tank.
4. The pilot oil pressure is always routed into the
small chamber of servo piston (10). Thereby,
servo piston (10) is moved toward the direction of
the arrow. Then, the cylinder block rotated in the
maximum inclination direction, increasing the
pump flow rate.
5. The movement of the cylinder block is transmitted
to sleeve A (2) via link (12). Then, sleeve A (2) is
moved in the same direction as spool A (3).
6. When sleeve A (2) is moved by the same stroke
as spool A (3), the circuit from the large chamber
of servo piston (10) to the hydraulic oil tank is
closed so that servo piston (10) is stopped, completing flow rate increase operation.
Dr
Pi
Pd2
Air
Bleeding
Circuit
Pps
Dr
Pd1
Pg
10
12
Increase
Decrease
T1HH-03-01-018
1 - Spring
2 - Sleeve A
3 - Spool A
4 - Piston
10 - Servo Piston
12 - Link

Pd2 - Pump 2 Delivery Pressure
Oil Tank
T3-1-10

(From Pilot Pump)
ANIMATION

To Hydraulic Oil tank
Primary Pilot Pressure
Pump Control
Pressure Pi
12
10
T1HH-03-01-004
Pump Control
Pressure Pi
12
10
T1HH-03-01-005
T3-1-11

Decreasing Flow Rate
1. When a control lever is returned, the pump control
pressure Pi decreases.
2. Piston (4) and spool A (3) is pushed by spring (1)
so that spool A (3) is moved in the direction of the
arrow.
3. Then, the pilot oil pressure is also routed onto the
large chamber of servo piston (10).
4. Due to the difference in diameter between the
large and small chambers, servo piston (10) is
moved toward the direction of the arrow so that
the cylinder block is rotated in the minimum inclination direction, decreasing the pump flow rate.
as spool A (3), the pilot oil pressure circuit to
servo piston (10) through sleeve A (2) and spool A
(3) is closed so that servo piston (10) is stopped,
completing flow rate decrease operation.
Flow
Rate (Q)
Dr
Pi
Air
Bleeding
Circuit
Pd2
Pps
Dr
Pd1
Pg
10
12
Increase
Decrease
T1HH-03-01-018
1 - Spring
2 - Sleeve A
3 - Spool A
4 - Piston
10 - Servo Piston
12 - Link

Oil Tank
T3-1-12

(From Pilot Pump)
ANIMATION

Pump Control
Pressure Pi
12
10
T1HH-03-01-006
Pump Control
Pressure Pi
12
10
T1HH-03-01-007
T3-1-13

Control by Own or Opponent Pump Delivery
Pressure

Flow
Rate (Q)
1. When the pump is loaded by operating any of the

control levers, either pump 1 delivery pressure
Pd1 or pump 2 delivery pressure Pd2 increases.
(During operation, pump control pressure Pi is increased.)
2. Load piston (5) moves spool B (6) and inner and
outer springs (8 and 9) toward the direction of the
arrow.
3. Due to the movement of spool B (6), the pilot oil
pressure is routed into the large chamber of servo
piston (10).
large and small chambers, servo piston (10)
moved toward the direction of the arrow so that
the cylinder block is rotated in the minimum inclination direction, decreasing the pump flow rate.
to sleeve B (7) via link (12). Then, sleeve B (7) is
moved in the same direction as spool B (6).
6. When sleeve B (7) is moved by the same stroke
as spool B (6), the pilot oil pressure circuit to
servo piston (10) through sleeve B (7) and spool B
completing flow rate decrease operation.
Pressure (P)
Dr
Pi
Pd1
Air
Bleeding
Circuit
Dr
Pps
Pd2
6
10
Pg
12
Increase
Decrease
5678-
Load Piston
Spool B
Sleeve B
Inner Spring
Pd1 - Pump 1 Delivery

Pressure
Pd2 - Pump 2 Delivery
Pressure
Oil Tank
T3-1-14
8, 9
T1HH-03-01-018
9 - Outer Spring
10 - Servo Piston
12 - Link

(From Pilot Pump)
ANIMATION

Pump Control
Pressure Pi
Pump 2 Delivery
Pressure Pd 2
12
Pump 1 Delivery
Pressure Pd 1
10
T1HH-03-01-008
Pump Control
Pressure Pi
Pump 2 Delivery
Pressure Pd 2
12
Pump 1 Delivery
Pressure Pd 1
10
T1HH-03-01-009
T3-1-15

Increasing Flow Rate
1. When the pump load is reduced, either pump 1
delivery pressure Pd1 or pump 2 delivery pressure Pd2 decreases. (During operation, pump
control pressure Pi is kept increased.)
2. Load piston (5) and spool B (6) are pushed by inner and outer springs (8 and 9) toward the direction of the arrow.
3. Due to the movement of spool B (6), the circuit
from the large chamber of servo piston (10) is
opened to the hydraulic oil tank.
4. Since the pilot oil pressure is constantly routed in
to the small chamber of servo piston (10), servo
piston (10) is moved toward the direction of the arrow. Then, the cylinder block is rotated in the
pump flow rate.
as spool B (6), the pilot oil pressure circuit to
servo piston (10) through sleeve B (7) and spool B
completing flow rate increase operation.
Flow
Rate (Q)
Pressure (P)
Dr
Pi
Air
Bleeding
Circuit
Pd2
Pps
Dr
Pd1
6
10
Pg
12
Increase
Decrease
5678-
Load Piston
Spool B
Sleeve B
Inner Spring

Oil Tank
T3-1-16
8, 9
T1HH-03-01-018
9 - Outer Spring
10 - Servo Piston
12 - Link

(From Pilot Pump)
ANIMATION

Pump Control
Pressure Pi
Pump 2 Delivery
Pressure Pd 2
12
Pump 1 Delivery
Pressure Pd 1
10
T1HH-03-01-010
Pump Control
Pressure Pi
Pump 2 Delivery
Pressure Pd 2
12
Pump 1 Delivery
Pressure Pd 1
10
T1HH-03-01-011
T3-1-17

Control by Pilot Pressure from Torque Control Solenoid Valve

1. When the torque control solenoid valve is activated by the signals from the MC, torque control
pressure Pps increases.
2. Torque control pressure Pps and either own pump
delivery pressure Pd1 or opponent pump delivery
pressure Pd2 are combined and applied to load
piston (5).
3. Load piston (5) pushes spool B (6) and inner and
outer springs (8 and 9) toward the direction of the
arrow.
4. Due to the movement of spool B (6), the pilot oil
pressure is routed into the large chamber of servo
piston (10).
large and small chambers, servo piston (10) is
moved toward the direction of the arrow. Then, the
cylinder block is rotated in the minimum inclination
direction, decreasing the pump flow rate.
as spool B (6), the pilot oil pressure circuit to the
large chamber of servo piston (10) through sleeve
B (7) and spool B (6) is closed so that servo piston
(10) is stopped, completing flow rate decrease
operation.
Flow
Rate (Q)
Pressure (P)
Dr
Pi
Air
Bleeding
Circuit
Pd2
Pps
Dr
Pd1
6
10
Pg
12
Increase
Decrease
5678-
Load Piston
Spool B
Sleeve B
Inner Spring

Oil Tank
T3-1-18
8, 9
T1HH-03-01-018
9 - Outer Spring
10 - Servo Piston
12 - Link

(From Pilot Pump)
ANIMATION

Pump Control
Pressure Pi
Torque Control
Pressure Pps
Pump 2 Delivery
Pressure Pd 2
12
Pump 1 Delivery
Pressure Pd 1
10
T1HH-03-01-012
Pump Control
Pressure Pi
Torque Control
Pressure Pps
Pump 2 Delivery
Pressure Pd 2
12
Pump 1 Delivery
Pressure Pd 1
10
T1HH-03-01-013
T3-1-19

Control by Pilot Pressure from Flow Rate Control
Solenoid Valve
Flow
Rate (Q)
Limiting Maximum Flow Rate (Pump 2 Only)

1. The maximum pump flow rate control solenoid
valve in the pump control pressure Pi circuit is activated by the signals from the MC.
2. The maximum pump flow rate control solenoid
valve functions as a reducing valve, limiting pump
control pressure Pi.
3. Piston (4) pushes spool A (3) and spring (1) toward the direction of the arrow.
4. Due to the movement of spool A (3), the circuit
from the large chamber of servo piston (10) is
opened to the hydraulic oil tank.
5. Since the pilot oil pressure is constantly routed
into the small chamber of servo piston (10), servo
piston (10) is moved toward the direction of the arrow so that the cylinder block is rotated in the
pump flow rate.
as spool A (3), the pilot oil pressure circuit to the
large chamber of servo piston (10) is closed so
that servo piston (10) is stopped, completing flow
rate increase operation.
8. As the pump control pressure is restricted, the
maximum flow rate is reduced more than normal.
Flow
Rate (Q)
Pressure (P)
Dr
Pi
Air
Bleeding
Circuit
Pd2
Pps
Dr
Pd1
Pg
10
12
Increase
Decrease
T1HH-03-01-018
1 - Spring
2 - Sleeve A
3 - Spool A
4 - Piston
10 - Servo Piston
12 - Link

Oil Tank
T3-1-20

(From Pilot Pump)
ANIMATION

Pump Control Pressure Pi Regulated by

Maximum Pump Flow
Rate Control Solenoid Valve
12
10
T1HH-03-01-014
Pump Control Pressure Pi Regulated by

Maximum Pump Flow
Rate Control Solenoid Valve
12
10
T1HH-03-01-015
T3-1-21

PILOT PUMP
Drive gear (1) is driven by the engine via the transmission which in turn rotates driven gear (2) as they are
meshed together.
When drive gear (1) rotates, driven gear (2) is also
rotated. The hydraulic oil, routed from the inlet port, fills
the spaces between the teeth on each gear, is transferred along the inside surface of the housing, and discharged from the outlet port.
1 - Drive Gear
Inlet Port
2 - Driven Gear
Outlet Port
T137-02-03-005
N SENSOR (ENGINE SPEED SENSOR)

The N sensor detects the engine speed, which is used
to control various operations. The N sensor is located
close to the transmission teeth so that the sensor converts the number of teeth passing by the sensor into
pulse signals, effectively sensing the engine speed.
3 - Tooth
4 - Output
5 - Output
T178-03-01-020
PUMP DELIVERY PRESSURE SENSOR

This sensor detects the pump delivery pressures,
which are used to control various operations. When oil
pressure is applied onto diaphragm (9), the diaphragm
is deformed. The deformation of the diaphragm is detected as electrical signals.
6 - Ground
7 - Output
8 - Power Source (5V)

9 - Pressure Receiving Area
(Diaphragm)
T3-1-22
9
T1HH-03-01-017
COMPONENT OPERATION / Swing Device

OUTLINE
The swing device consists of the valve unit, swing motor, and swing reduction gear. The valve unit prevents
cavitation in the swing circuit from occurring and protects the circuit from being overloaded. The swing motor is a swash plate type axial plunger motor with a
built-in swing parking brake. The swing motor is driven
by pressure oil delivered from the pump, and drives the
swing reduction gear.
The swing reduction gear converts the swing motor

output into slow large torque to rotate the shaft.
Thereby, the upperstructure is rotated.
Valve Unit
Swing Motor
Swing Reduction Gear
T1HH-03-02-001
T3-2-1

SWING MOTOR
The swing motor consists of the swash plate, rotor,
plungers, valve plate, housing and swing parking brake
(springs, brake piston, plates, friction plates, and
switch valve). The rotor in which the plungers are inserted is splined onto the shaft.
When pressure oil is supplied from the pump, the

pressure oil pushes the plungers. Since the swash
plate is inclined, the shoes on top of the plungers slide
along the swash plate, causing the rotor and shaft to
rotate. The shaft tip end is splined into the first stage
sun gear in the swing reduction gear so that shaft rotation is transmitted to the swing reduction gear.
Valve Plate
Spring
Rotor
Brake Piston
Housing
Plate,
Friction Plate
Plunger
Switch Valve
Shoe
Swash Plate
T1HH-03-02-002
Shaft
T3-2-2

SWING PARKING BRAKE
The swing parking brake is a wet-type multi-disc brake.

The brake is released when brake release pressure
enters into the brake piston chamber (negative brake
type). Brake release pressure is supplied from the pilot
pump only when a front attachment and/or swing operation is made. During operations other than swing
and/or front attachment or while the engine is stopped,
brake release pressure is returned to the hydraulic oil
tank so that the brake is automatically applied by
spring.
Releasing Brake:
1. When the swing and/or front attachment control
levers are operated, the spool in the control valve
is shifted.
2. Thereby, the pilot signal circuit is blocked and the
pressure in the pilot signal circuit increases. The
pressure in the pilot signal circuit shifts the switch
valve.
3. Then, the brake release pressure from the pilot
pump flows to brake piston chamber (b) via hydraulic oil timer check valve and acts on brake piston (2).
Consequently, plates (3) and friction plates (4)
are free, so the brake is released.
Applying Brake:
1. When the swing and/or front attachment control
levers are released, the spool in the control valve
is returned to neutral so that the pressure of the
pilot signal circuit is reduced.
2. Therefore, the switch valve is shifted by the spring
force. The brake release pressure flows to the hydraulic oil tank port via the orifice of the hydraulic
oil timer.
3. Consequently, spring force (1) is applied to plates
(3) and friction plates (4) which are meshed with
the outer diameter of rotor (6) and inner diameter
of motor housing (5) respectively via brake piston
(2). Then, the rotor (6) outer diameter is held with
friction force. While the engine is stopped, no
pressure in the pilot signal circuit is routed, allowing the brake to be automatically applied.
2
b
3
4
5
6
T157-02-04-007
Brake OFF
Hydraulic Oil
Timer
Brake
Release
Pressure
OFF
Pilot Signal
Circuit
Swing
Motor
Switch
Valve
Spool
T157-02-04-005
Brake ON
Hydraulic Oil
Timer
Brake
Release
Pressure
ON
Pilot Signal
Circuit
Swing
Motor
Switch
Valve
Spool
T157-02-04-004
1 - Spring
2 - Brake Piston
3 - Plate
T3-2-3
4 - Friction Plate
5 - Motor Housing
6 - Rotor

VALVE UNIT
The valve unit consists of the make-up valves and the
relief valves. The make-up valves prevents cavitation
in the circuit. The relief valves prevent surge pressure
and overloads in the circuit.
Make-Up Valve
During swing stop operation, the swing motor is
driven by inertia force of the upperstructure. The motor is rotated by inertia force more than by pressure
oil delivered from the pump, causing cavitation to develop in the circuit. To prevent cavitation, when pressure in the swing circuit is reduced more than the return circuit (port C) pressure, the poppets are opened
so that hydraulic oil is drawn into the circuit from the
hydraulic oil tank to compensate for the lack of oil in
the circuit.
Relief Valve
Make-Up Valve
Port C
Control Valve
T107-02-04-013
Relief Valve
Poppet
Make-Up Valve
Make-Up Valve
T1HH-03-02-003
T3-2-4

Relief Valve
When starting or stopping swing operation, oil
pressure in the swing circuit becomes high. The relief
valve prevents the circuit pressure from rising higher
than the specified pressure. The plunger is pushed to
the left by pressure (Pp) force of the swing circuit in
pressure-receiving area A2.
However, plunger is also pushed back to the right by
spring force and pressure Pg at chamber (g) in
pressure-receiving area A1.
Chamber (g) is routed to port through orifice (m).
When the force acting on the right is higher than that
on the left, the relief valve operates.
g
Return Circuit
(Port C)
Swing Circuit
(Pressure Pp)
A1
Plunger
T3-2-5
A2
T107-02-04-020

SWING REDUCTION GEAR
The swing reduction gear is a two-stage planetary gear
type.
Ring gear (2) is provided on the inside of the housing, it
is fixed and does not rotate.
The motor output shaft of the swing motor drives first
stage sun gear (8).
Then, rotary power is transmitted to second stage sun
gear (6) via first stage planetary gear (1) and first stage
carrier (7). Second stage sun gear (6) rotates shaft
(output shaft)(4) via second stage planetary gear (3)
and second stage carrier (5).
As shaft (4) meshes with the internal gear of the swing
bearing bolted to the undercarriage, the upperstructure
is rotated.
8
1
T1HH-03-02-001
1 - First Stage Planetary

Gear
2 - Ring Gear
3 - Second Stage Planetary

Gear
4 - Shaft (Output Shaft)
5 - Second Stage Carrier
7 - First Stage Carrier
6 - Second Stage Sun Gear
8 - First Stage Sun Gear
T3-2-6
COMPONENT OPERATION / Control Valve

OUTLINE
The control valve controls oil pressure, flow rate and
flow direction in the hydraulic circuit. The major components of the control valve are the flow combiner
valve, pump control valve, main relief valve, overload
relief valve, arm regenerative valve, boom regenerative valve, bucket regenerative valve, arm anti-drift
valve (both the bottom and rod sides), boom anti-drift
valve, bucket flow rate control valve, travel flow rate
control valve, bypass shut-out valve, needle valve, and
spools.
The spool arrangement in the 4-spool section (seen

from the front) is the travel (right), bucket, boom 1, and
arm 2. The spool arrangement in the 5-spool section
(seen from the front) is the travel (left), auxiliary, boom
2, arm 1, and swing. Each spool is operated by pilot
pressure oil.
Arm 2
4-Spool Side
Boom 1
5-Spool Side
Bucket
Travel (Right)
Swing
Main Relief Valve
Arm 1
Boom 2
Auxiliary
Travel (Left)
Machine Front
T1HH-01-02-005
T3-3-1

System Layout
1
Travel Motor (Left)

Travel Motor (Right)
8
9
39
10
38
11
Bucket
Cylinder
37
12
13
14
36
Arm
Cylinder
35
34
Boom
Cylinder
15
16
17
33 32 31
30
18
19
20
29
28 27 26 25 24
23 22 21
Swing Motor
Pump 2
Pump 1
T1HH-03-03-001
1 - Pump Control Valve

(In 5-Spool Section)
2 - Check Valve
(Main Relief Circuit)
3 - Main Relief Valve
11 - Overload Relief Valve

(Bucket)
12 - Load Check Valve
(Boom 1 Parallel Passage)
13 - Boom Regenerative Valve
4 - Check Valve
5 - Flow Combiner Valve
14 - Boom Anti-Drift Valve

(Check Valve)
(Boom)
16 - Arm Regenerative Valve
6 - Check Valve (Flow Combiner Valve Circuit)

7 - Check Valve With Orifice
(Bucket Combination)
8 - Bucket Flow Rate Control
Valve (Poppet Valve)
Valve (Switch Valve B)
10 - Bucket Regenerative Valve

(Arm 2 Tandem Passage)
22 - Needle Valve
(Switch Valve)
24 - Orifice
(Arm 2 Parallel Passage)
27 - Orifice
17 - Check Valve (Arm Regenerative Valve Circuit)

Valve (Switch Valve A)
19 - Bypass Shut-Out Valve

29 - Load Check Valve (Swing)

30 - Arm Anti-Drift Valve:

Rod Side (Switch Valve)
T3-3-2

Bottom Side (Switch Valve)
Bottom Side (Check Valve)
Bottom Side (Relief Valve)
(Arm)
Rod Side (Check Valve)
(Aux. Parallel Passage)
38 - Travel Flow Rate Control
Valve
(Travel Tandem Passage)
22
34
Machine Front
23
Machine Front
11
20
15
30
3
9
35
29
7
27
32
33
14
24, 25
36
12
21
1
T173-03-03-050
39
38
T173-03-03-051
Machine Front
A
B
C
D
E
F
G
T1HH-03-03-002
Section A
Section B
Section C
Travel (Left)
Travel (Right)
5
6
1
4
2
38
39
3
T1HH-03-03-003
T1HH-03-03-004
T3-3-3

1
Travel Motor (Left)

Travel Motor (Right)
8
9
39
10
38
11
Bucket
Cylinder
37
12
13
14
36
Arm
Cylinder
35
34
Boom
Cylinder
15
16
17
33 32 31
30
18
19
20
29
28 27 26 25 24
23 22 21
Swing Motor
Pump 2
Pump 1
T1HH-03-03-001

2 - Check Valve
3 - Main Relief Valve

(Bucket)
13 - Boom Regenerative Valve
4 - Check Valve
5 - Flow Combiner Valve

(Check Valve)
(Boom)
16 - Arm Regenerative Valve
6 - Check Valve (Flow Combiner Valve Circuit)

7 - Check Valve With Orifice
(Bucket Combination)
Valve (Poppet Valve)
Valve (Switch Valve B)
10 - Bucket Regenerative Valve

22 - Needle Valve
(Switch Valve)
24 - Orifice
27 - Orifice
17 - Check Valve (Arm Regenerative Valve Circuit)

Valve (Switch Valve A)
19 - Bypass Shut-Out Valve

29 - Load Check Valve (Swing)


Rod Side (Switch Valve)
T3-3-4

Bottom Side (Switch Valve)
Bottom Side (Check Valve)
Bottom Side (Relief Valve)
(Arm)
Rod Side (Check Valve)
(Aux. Parallel Passage)
38 - Travel Flow Rate Control
Valve
(Travel Tandem Passage)

22
Section E
Section D
Boom 2
Auxiliary
Boom 1
23
Bucket
11
15
8
37
14
12
36
9
13
10
11
15
T1HH-03-03-006
T1HH-03-03-005
Section F
Arm 1
Section G
Arm 2
Swing
30
19
34
20
32
31
35
16
26
17
27
24, 25
29
21
34
33
28
T1HH-03-03-008
18
T1HH-03-03-007
T3-3-5

HYDRAULIC CIRCUIT
Main Circuit
1. The pressure oil from pump 1 flows to the travel
(right), the bucket, boom 1, and arm 2 spools in
the 4-spool side control valve.
2. The pressure oil from pump 2 flows to the swing,
arm 1, boom 2, auxiliary, and the travel (left)
spools in the 5-spool side control valve.
3. The main circuits in both the 4 and 5-spool sections have parallel passages to make combined
operations possible.
4. An oil flow combining passage is provided in both
the boom and the arm circuits so that when a single operation is made, the pressure oil from both
pump 1 and 2 is supplied to the boom or the arm
cylinder.
5. The pump control valves are provided down
stream of the neutral passages in both the 4 and 5
spool sections.
6. The oil pressure in the main circuit (between the
pump and the actuator) is controlled by the main
relief valve preventing the man circuit oil pressure
from increasing higher than the set pressure.
7. The overload relief valves are located in the boom,
the arm and the bucket actuator circuits between
the control valve and the actuator.
The overload relief valve prevents the surge pressure from being developed by the external loads
in the actuator circuit and prevents the pressure in
the circuit from rising more than the set pressure
when the control spool is in neutral.
T3-3-6
Pump Control Valve

Main Relief Valve
Travel (Left)
4-Spool Side Parallel Passage
Travel (Right)
Auxiliary
Neutral
Passage
Bucket
Overload
Relief Valves
Boom 1
Boom 2
Overload
Relief Valve
Arm 1
Arm 2
Neutral
Passage
Swing
Flow
Combining
Passages
To the 5-Spool Section.
To the 4-Spool Section.
5-Spool Side Parallel
Passage
Pump 2
Pump Control Valve

Pump 1
T173-03-03-009
T3-3-7

Pilot Control Circuit
The pilot pressure oil (indicated by figures) from the
pilot valve is routed to the end face of each spool in
the control valve so that the spool is operated. While
operating the spools, the pilot pressure oil functions
as follows:
When raising the boom, pilot pressure oil (1) is
routed to the bucket flow rate control valve (switch
valve B) via the bucket flow rate control valve
(switch valve A) and to the travel flow rate control
valve. Then, both valves are activated.
When lowering the boom, pilot pressure oil (2) is
routed to activate the boom anti-drift valve (switch
valve).
When rolling out the arm, pilot pressure oil (3 and
3A) is routed to activate the arm bottom side antidrift valve (switch valve).
When rolling in the arm, pilot pressure oil (4) is
routed to activate the arm rod side anti-drift valve
(switch valve) and the bucket flow rate control
valve (switch valve A).
The air bleeder circuit is provided in the upper section
of the control valve so that the air trapped inside the
control valve is automatically exhausted.
Pilot Signal Circuit

The pressure oil from the pilot pump flows through
the control valve as signal pilot pressure. When traveling, the travel spool restricts the signal pilot oil flow,
increasing the circuit pressure. The pressure sensor
(travel) monitors the pressure increase.
When operations other than travel are performed, the
signal pilot pressure circuits other than travel are restricted, increasing the circuit pressure. The pressure
sensor (front attachment) monitors the pressure increase. The flow combiner valve and swing parking
brake switch valve (swing motor) are also operated.
Solenoid Valve Pilot Signal Circuit
The pilot pressure from solenoid valve unit (SC)
shifts the arm regenerative valve.
The pilot pressure from solenoid valve unit (SG)
increases the pressure setting of the main relief
valve.
(Refer to SYSTEM / Control System group.)
T3-3-8

Pressure Sensor
(Front Attachment)
From Pilot Pump
Pressure Sensor (Travel)

From Pilot
Pump
To Swing
Parking Brake
Main Relief Valve

Pilot Signal Circuit Other than
Travel
From Solenoid Valve Unit (SG)
Travel Pilot Signal Circuit

Flow Combiner Valve
From Pump 1
10
Travel Flow Rate

Control Valve
13
14
Arm Anti-Drift Valve

(Switch Valve): Rod
Side
2
12
11
Bucket Flow Rate

Control Valve
(Switch Valve B)
8
7
Boom Anti-Drift
Valve
(Switch Valve)
Arm Regenerative
Valve
3A
From
Solenoid
Valve Unit
(SC)
Arm AntiDrift Valve

(Switch
Valve): Bottom Side
Bucket Flow
Rate Control
Valve (Switch
Valve A)
5
6
Air Bleeder Circuit

From Pilot
Pump
From Pump 2
T1HH-03-03-009
1 - Boom Raise
2 - Boom Lower
3 - Arm Roll-Out
3 A- Arm Roll Out
4 - Arm Roll-In
5 - Left Swing
6 - Right Swing
7 - Bucket Roll-Out
8 - Bucket Roll-In
9 - Left Travel Forward
T3-3-9
10 - Left Travel Reverse

11 - Right Travel Forward
12 - Right Travel Reverse

FLOW COMBINER VALVE
1. When the front attachment and/or swing function
is operated, the spools in the control valve restrict
the signal pilot pressure oil other than travel so
that the circuit pressure is increased and the flow
combiner valve is activated.
2. At this time, when the travel function is operated,
the pressure oil from pump 1 is routed to the right
travel spool and the left travel spool via the flow
combiner valve and the check valve.

Other than Travel
3. Consequently, the pressure oil from pump 1 is

routed simultaneously to both right and left travel
spools. The pressure oil from pump 2 is routed to
the front attachment and swing spools. Therefore,
when a combined operation of the travel and front
attachment, and/or swing is performed, the machine can travel straight.
Flow Combiner Valve
Check Valve
To Left Travel Spool
Pressure Oil from Pump 1
T1HH-03-03-010
T3-3-10
From the
Pilot Pump.
Travel Motor (Left)
Flow Combiner Valve

Other than Travel
Travel Motor
(Right)
Travel (Right)
Travel
(Left)
Arm
Cylinder
Arm 1
Arm 2
Pump 2
Pump 1
T173-02-02-003
T3-3-11

PUMP CONTROL VALVE
The pump control valves are located down stream of
the neutral passages in both the 4 and 5-spool sections. (Refer to T3-3-7.)
The pump control pressure is regulated by the pump
control valve and is routed to the pump regulator to
control the pump displacement angle. (Refer to the
pump device group.)
The pump control pressure is monitored by the pump
control pressure sensor. Then, the sensing signals are
used to control the travel motor displacement angle.
(Refer to the Control System group in the SYSTEM
section.)
When All Control Levers are in Neutral:

1. When all control levers are in neutral, the control
valve neutral passage isnt restricted as all control
valve spools are in neutral.
2. All oil flow is routed to the hydraulic oil tank from
the neutral passage via spool (B), acting on the
spool (A) in the pump control valve.
3. The oil flow through spool (B) acts on the spring
chamber via spool (C).
4. All oil flow acts on spool (A) in the pump control
vale, so that the force acting on spool (A) overcomes the spring force and the pressure acting on
the spring chamber through spool (C).
Therefore, the spool in the pump control valve
moves to the right.
5. As connecting port PC and port DR via the spool
notch, the pump control pressure which was
routed to the regulator is returned to the hydraulic
oil tank via port PC.
6. Thus, the pump control pressure is reduced so
that the regulator reduces the pump displacement
angle to the minimum, saving engine fuel consumption.
When a Control Lever is Operated:

1. When a control lever is operated, the control valve
spool is moved so that the control valve neutral
passage is restricted.
2. In response to the control valve spool, the oil flow
acted on spool (A) in the pump control valve is reduced.
3. When the force acting on spool (A) doesnt overcome the spring force and the pressure acting on
the spring chamber through spool (C), the spool in
the pump control valve is returned to the left.
4. Then, port PE is connected to port PC via the
spool notch. Thus, the pilot oil pressure is routed
from port PE to the regulator via port PC.
5. When the pump control pressure increases, the
regulator increases the pump displacement angle.
T3-3-12

Spool
Spring
DR
(A)
Spring Chamber
(B)
(C)
Hydraulic Oil Tank
PE
PC
T1HH-03-03-013
When All Control Lever are in Neutral:

(A)
Spool
(C)
Spring Chamber
Neutral Passage
(B)
To
PE
Hydraulic
Oil Tank
PC
DR
T1HH-03-03-011
When a Control Lever is Operated:

(A)
(C)
Spool
Spring Chamber
Neutral Passage
To Hydraulic PE
Oil Tank
PC
DR
T3-3-13
T1HH-03-03-012

MAIN RELIEF VALVE
The main relief valve prevents the main circuit pressure from increasing more than the designed pressure.
When the power boost switch is ON, the relief valve
set pressure is increased. (Refer to the Control System
group in the SYSTEM section.)
Neutral:
2
1 Oil Chamber
Orifice
SG
HP
LP
5 Passage B
Passage A
T1HH-03-03-014
1 - Main Poppet
2 - Pilot Poppet
3 - Spring B
Normal Relief Operation

1. The main circuit pressure in port HP acts on pilot
poppet (2) via the orifice in main poppet (1).
2. When pressure in port HP increases more than
the set force of spring B (3), pilot poppet (2) is unseated, allowing pressure oil to flow to hydraulic
oil tank port LP via passage A.
3. Then, pressure in the oil chamber is reduced, developing a pressure difference between port HP
and the oil chamber by the orifice in main poppet
(1). When the pressure difference increases more
than the set force of spring A (6), main poppet (1)
is unseated, allowing the pressure oil to flow from
port HP to port LP.
4 - Piston
5 - Sleeve
6 - Spring A
Normal Relief Operation:

3
1 Oil Chamber
Orifice
HP
LP
Passage A
T1HH-03-03-015
Orifice 1
Oil Chamber
HP
LP
6
T1HH-03-03-016
Relief Operation When Set-Pressure is Increased

1. When power boost switch is ON, the pilot pressure is routed in port SG.
2. The pilot pressure via passage B in sleeve (5) and
passage C in piston (4) pushes piston (4) to the
left.
3. Therefore, a higher pressure is required to open
pilot poppet (2) as the set force of spring B (3) increases. The relief set pressure increases more
than normal.
Relief Set-Pressure is Increased:

2
Passage C
SG
HP
LP
4
5 Passage B
T1HH-03-03-017
T3-3-14

OVERLOAD RELIF VALVE
Neutral:
The overload relief valve prevents the actuator circuit
pressure from increasing more than the designed
pressure. If the actuator pressure becomes negative,
the valve makes up the hydraulic oil from the hydraulic
oil tank.
Orifice
HP
LP
7
1234-
Relief Operation
1. Pressure in port HP (actuator circuit) acts on pilot
poppet (4) via the orifice in piston (1).
2. When pressure in port HP increases more than
the set force of spring B (5), pilot poppet (4) is unseated so that the pressure oil flows to hydraulic
oil tank port LP via the passage.
3. Then, pressure in the oil chamber is reduced, developing a pressure difference between port HP
and the oil chamber by the orifice in piston (1).
When the pressure difference increases more
than the set force of spring A (3), piston (1) is
moved to the right and main poppet (2) is unseated, allowing the pressure oil to flow from port
HP to port LP.
Oil Chamber
Piston
Main Poppet
Spring A
Pilot Poppet
T1HH-03-03-018
Passage
5 - Spring B
6 - Spring C
7 - Sleeve
Relief Operation:
1
Orifice
HP
LP
Passage
Orifice
T1HH-03-03-019
HP
LP
Oil Chamber
Make-Up Operation
1. When pressure in port HP decreases lower than
port LP, sleeve (7) is moved to the right.
2. Then, the hydraulic oil flows from port LP to port
HP so that cavitation is prevented.
T1HH-03-03-020
Make-Up Operation:
HP
LP
T3-3-15
T1HH-03-03-021

ARM REGENERATIVE VALVE
The arm regenerative valve regulates the return oil
flow from the cylinder rod side when rolling the arm in.
Thereby, the arm roll-in speed is increased to improve
the arm controllability so that the arm hesitation is prevented.
When Arm Regenerative Valve is in Neutral:
Arm
Regenerative
Valve
1. In response to the signal from MC solenoid valve

unit (SC) acts, then the pilot pressure is routed to
the arm regenerative valve from solenoid valve
unit (SC). (Refer to SYSTEM / Control System
group)
2. The return oil from the arm cylinder flows into the
spool from hole A on the arm 2 spool.
To Hydraulic Oil
Tank.
Orifice A
Hole B
Hole A
Arm Regenerative Valve is in Neutral:

3. The pressure oil from hole A flows to the hydraulic
oil tank via orifice A and hole B.
Arm Regenerative Valve is Operated:
4. When the pilot pressure is supplied from port SC,
the arm regenerative valve is activated. Then, the
pressure oil flow from hole A is restricted by orifice
A and hole C, increasing the pressure in the
spool.
5. If the pressure in the arm cylinder bottom side circuit is lower than that of the spool inside, the
pressure in the spool opens the check valve via
orifice B and flows to the arm cylinder bottom side
circuit.
Orifice A, Hole B
Check Valve
Arm
Cylinder
From
4-Spool Section
Neutral Circuit
Arm
Regenerative
Valve
T1HH-03-03-022
When Arm Regenerative Valve is Operated:
Pilot Pressure from

Solenoid Valve Unit
(SC)
Hole B
From
4-Spool Side
Parallel Passage
Arm
Regenerative
Valve
To Hydraulic Oil
Tank.
Orifice A
SC
Arm 2 Spool
Hole A
Hole B
Hole C (Orifice )
Orifice B
Orifice A,
Hole C
To Hydraulic Oil
Tank
Hole A Orifice B
Check Valve
To Cylinder
Bottom Side
Circuit
T173-03-03-049
T1HH-03-03-023
T3-3-16
Arm Regenerative Valve
Arm Cylinder
Port SC
Hole B, Hole C
Tank Passage
Hole A
Check Valve
Cylinder
Bottom Side
Circuit
Arm 2 Spool
T1HH-03-03-024
T3-3-17

BOOM REGENERATIVE VALVE
The boom regenerative valve regulates the return oil
flow from the cylinder bottom side when the boom is
lowered. Thereby, the boom lower speed is increased
to improve the boom controllability so that cavitation is
prevented.
From
4-Spool Side
Parallel Passage
1. When the boom is lowered, the return oil from the

boom cylinder bottom side flows into the spool via
boom 1 spool hole A.
2. If the pressure in the boom cylinder rod side is
lower than the bottom side, the pressure (the
pressure oil in the bottom side) in the spool opens
the check valve 1 and flows into the boom cylinder
rod circuit via hole c.
3. When the pressure in the boom cylinder rod side
is higher than the bottom side during excavation
for example, check valve 2 is unseated so that all
oil flow is returned to the hydraulic oil tank via hole
B.
T3-3-18
To Hydraulic Oil
Tank
Boom 1
Spool
Check Valve 1
Boom
Cylinder
T1HH-03-03-045
Boom 1 Spool
Hole B
Check Valve 2
Boom Cylinder
Hole A
Hole C
Check Valve 1
T1HH-03-03-025
T3-3-19

BUCKET REGENERATIVE VALVE
The bucket regenerative valve controls the return oil
from the cylinder rod side when operating the bucket
roll-in. This makes the bucket roll-in operation more
controllable and the occurrence cavitation is prevented.
1. If operating the bucket roll-in at the most retracted
position of the arm cylinder, the pressure in the
bottom side circuit of the bucket cylinder is lower
than that in the rod side because of its own
weight.
2. The return oil from the bucket cylinder rod side is
separated in the bucket spool. One flows back to
the hydraulic oil tank.
The other flows into the spool through hole A on
the spool.
3. The pressure oil (in the rod side) into the spool
opens the check valve and flows to the bucket cylinder bottom side circuit via hole B on the spool.
Thereby the cavitation is prevented.
From Flow
Combiner
Valve
Check Valve
To Hydraulic
Oil Tank
Bucket
Spool
Bucket
Cylinder
Hole B
T3-3-20
Hole A
T1HH-03-03-027
Check Valve
Hole B
Hole A
T1HH-03-03-026
T3-3-21

ARM ANTI-DRIFT VALVE (BOTTOM SIDE)
The arm anti-drift valve is provided to reduce cylinder
drift.
Port A6B
X
When the control lever is in neutral: Holding Operation

1. The pressure in the arm cylinder bottom side is
routed to port A6B.
2. The pressure in port A6B is routed to spring
chamber A via the spool.
3. Then, the check valve is pushed downward, closing the oil circuit from the cylinder bottom to the
spool.
4. Thereby, the cylinder drift is reduced.
Spool
Arm
Cylinder
T173-03-03-028
Cross Section X-X

Check Valve
Check Valve
Spring Chamber A
Port A6B
Port A6B
Spool
T173-03-03-024
Spool
T1HH-03-03-028
T3-3-22

When the control lever is operated : Deactivated
When Arm is Rolled-In:
1. When the arm is rolled in, the pressure oil from
the arm spool opens the check valve and flows to
the cylinder from port A6B.
Check Valve
2. When the arm is rolled out, the pilot pressure is
supplied to ports PL so that the spool is shifted after moving the piston.
3. Port D is connected to spring chamber A and the
hydraulic oil tank so that the pressure in spring
chamber A is reduced.
4. Then, the return oil from the arm cylinder bottom
Port A6B
side opens the check valve and flows back to the
arm spool.
Arm
Cylinder
Check Valve
Port A6B
To Arm
Spool
Port
Pilot Pressure PL
From Arm Spool
T1HH-03-03-030
Port D
Spool
Piston
Hydraulic Oil Tank
T173-03-03-026
Y
Check Valve
Section Y-Y
Spring Chamber A
Pilot Pressure
When Arm is Rolled-Out:
Port PL
Port D
Port A6B
Y
Drain
Port D
Spool
Spool
Piston
T1HH-03-03-029
To Arm Spool
T3-3-23
T1HH-03-03-031

When the control lever is in neutral: Overload
Prevention
1. When the control lever is in neutral, if the presCheck Valve
sure in the arm cylinder bottom side is increased
by an external force, hydraulic components may
be damaged.
2. The pressure in port A6B on the arm cylinder bottom side is routed to spring chamber A through
the spool as when the arm is in the holding position.
3. Then, when the pressure increases more than the
set pressure, the poppet is unseated, allowing the Port A6B
pressure oil to flow into chamber C.
4. Therefore, the piston is pushed downward, the
spool is shifted, allowing the pressure oil in port D
to flow back to the hydraulic oil tank.
5. Port D is connected to spring chamber A and the
hydraulic oil tank so that the pressure in spring
chamber A is reduced.
6. Then, the check valve is unseated, the pressure
oil in port A6B on the arm cylinder bottom side
flows to the arm spool and opens the overload relief valve.
7. This makes the pressure in the arm cylinder bottom prevent from increasing abnormally.
Poppet
Spring
Chamber A
Spool
T1HH-03-03-032
Y
Section Y-Y
Check Valve
Spring
Chamber A
Poppet
Port D
Port A6B
Drain
Y
Port D
Spool
Piston
Spool
Chamber C
T1HH-03-03-033
To Arm Spool
T3-3-24
T1HH-03-03-031

ARM ANTI-DRIFT VALVE (Rod Side) /
BOOM ANTI-DRIFT VALVE
Holding Operation:
The anti-drift valves (on the arm cylinder rod side and
boom cylinder bottom side) are provided to reduce
cylinder drift.
Spool
Arm Spool
Boom Spool
NOTE: The construction of the arm anti-drift valve

is identical to the boom anti-drift valve.
When the control valve is in neutral: Holding Operation
1. The oil pressure in the arm cylinder rod side (the
boom cylinder bottom side) is routed to port B6
(B3).
2. Then, the pressure in port B6 (B3) is routed to oil
chamber A through the spool.
3. Thereby, the check valve is pushed to block the oil
flow from the cylinder to the spool so that the cylinder drift is reduced.
Oil Chamber
A
Check Valve
Port B6 (B3)
T1HH-03-03-035
Deactivation (Arm Roll-In, Boom Lower):
When the control valve is operated: Deactivation

1. When the arm is rolled in (the boom is lowered),
the pressure oil from the arm (boom) spool opens
the check valve so that the pressure oil flows to
the cylinder via port B6 (B3).
2. When the arm is rolled out (the boom is raised),
the pilot oil pressure moves the spool.
3. The oil in oil chamber A flows back to the hydraulic oil tank through the spool, reducing pressure in
oil chamber A.
4. Then, the return oil from the arm cylinder rod side
(the boom cylinder bottom side) passes port B6
(B3), opens the check valve, and flows to the arm
spool (the boom spool).
Arm Spool
Boom Spool
Check Valve
Port B6 (B3)
T1HH-03-03-037
Deactivation (Arm Roll-Out, Boom Raise):
Spool
To Arm Cylinder
To Boom Cylinder
Arm Spool
Boom Spool
Spool
To Hydraulic Oil
Tank.
Pilot Pressure
Arm Roll-Out Pilot Pressure

Boom Raise Pilot Pressure
Check Valve
To Arm Spool.
To Boom Spool.
Oil Chamber A
T1HH-03-03-034
Check Valve
T3-3-25
Port B6 (B3)
T1HH-03-03-036

BUCKET FLOW RATE CONTROL VALVE
When Bucket is Single-Operated:
The bucket flow rate control valve consists of the poppet valve, switch valve A, and switch valve B.
The bucket flow rate control valve restricts the bucket
oil flow to give priority to the boom raise operation
when the bucket, arm roll-in, and boom raise functions
are simultaneously operated.
Check Valve
Poppet Valve
Switch Valve B
1. The pressure oil from the neutral passage flows to

the poppet valve.
Bucket Cylinder
When the Bucket is Single-Operated:

2. Normally, the pressure oil opens the check valve
in the poppet valve and flows to port A2 from
chamber A.
3. Both the check valve and poppet in the poppet
valve are supported by the same spring. Therefore, when the check valve is opened, the poppet
valve is also opened, allowing the pressure oil
from the neutral circuit to directly flow to the
bucket spool.
When the bucket, the arm roll-in and the boom
raise are combined-operated:
4. When operating the arm roll-in, the arm roll-in pilot
pressure shifts the spool in switch valve A.
5. Therefore, the boom raise pilot pressure through
switch valve A shifts the Spool in switch valve B.
6. But, when switch valve B spool is moved to restrict the pressure oil flow from chamber A to port
A2, pressure in chamber A increases.
7. Then, the poppet is raised to reduce the pressure
oil flow from the neutral passage to the bucket
spool.
8. Accordingly, the pressure oil has precedence to
flow to boom 1 spool via the parallel passage so
that the boom is raised.
Bucket Spool
T1HH-03-03-038
When Bucket the Arm Roll-In and Boom Raise are

Combined-Operated:
Check Valve
Poppet Valve
Switch Valve B
Bucket Cylinder
Bucket Spool
Arm Roll-In Pilot

Pressure
Switch Valve A
Boom Raise
Pilot Pressure
T3-3-26
T1HH-03-03-039

When Bucket is Single-Operated:
Neutral Passage
Check Valve
A2
Poppet Valve
B2
Chamber A
Spring
T1HH-03-03-040
When Bucket, Arm Roll-In and Boom Raise are Combined-Operated:

Neutral Passage
Poppet Valve
A2
B2
Chamber A
Switch Valve B
Spool
Boom Raise Pilot Pressure

From Switch Valve A
T3-3-27
T1HH-03-03-041

TRAVEL FLOW RATE CONTROL VALVE
When the travel and boom raise combined operation is
performed, the flow combiner valve is opened so that
the pressure oil from pump 1 flows to both right and left
travel motors and the pressure oil from pump 2 flows
to boom 2 spool.
When traveling on a flat or down slope surface, the
travel motor load pressure becomes lower than the
boom cylinder. Accordingly, the pressure oil from pump
2 is routed to the lower pressure side of the travel (left)
spool via parallel passage P2, reducing the oil flow to
the high pressure side of the boom 2 spool.
The travel flow control valve restricts the passage to
the travel (left) spool from parallel passage P2 in such
cases and secures oil flow to raise the boom.
Travel (Left) Spool

Piston
Poppet
To Hydraulic Oil Tank
From Flow
Combiner
Valve
Boom Raise
Pilot Pressure
1. When the boom is raised, the boom raise pilot

pressure is supplied to the travel flow control
valve, pushing piston to the right to increase the
spring force.
2. Then, the poppet is pushed to the right harder.
3. Therefore, even if the pressure in the travel (left)
neutral passage P2 is reduced lower than the
parallel passage P2, the poppet does not unseat.
4. Thereby, the pressure oil from pump 2 does not
flow to the travel (left) spool but flows to the boom
2 spool, ensuring boom raise operation.
T3-3-28
Neutral Passage P2
Parallel Passage P2
Spring
T173-03-03-043
Travel (Left)
Travel (Right)
Parallel Passage
P2
Piston
Boom Raise
Pilot Pressure
Poppet
Neutral Passage
P2
T1HH-03-03-042
T3-3-29

BYPASS SHUT-OUT VALVE
The bypass shut-out valve is provided in the neutral
passage of the 4-spool section control valve. The bypass shut-out valve allows the pressure oil from pump
1 to join into the pressure oil from pump 2 when an
attachment is operated by the auxiliary spool in the 5spool section control valve.
1. When the attachment is operated, the pilot pressure is routed to port PBC.
2. Then, the bypass shut-out valve spool is moved to
the right, closing the passage from the neutral circuit to port T2.
3. Accordingly, the pressure oil from pump 1 flows
from the neutral passage to port A4 and is routed
further to the point just before the auxiliary spool
in the 5-spool section control valve where the
pressure oil joins into the pressure oil flow from
pump 2.
Port PBC
Pilot Pressure
Neutral Circuit in 4-Spool
Section Control Valve
To Attachment
Spool
Port A4
Port T2
Spool
T1HH-03-03-043
T3-3-30
To Attachment
Auxiliary
Spool
Bypass
Shut-Out Valve
To 5-Spool Side
Control Valve
To 4-Spool Side
Control Valve
Pilot Pressure
Pump 2
Pump 1
T173-03-03-044
T3-3-31

NEEDLE VALVE
Port DR2
The needle valve is provided for emergencies in order

to lower the boom, in case stopping the engine is necessary.
Needle Valve
Boom AntiDrift Valve

(Switch Valve)
1. The pressure oil in the boom cylinder bottom side

is routed to port B3 and blocked by the boom antidrift valve. (Refer to T3-3-25.)
2. Port B3 is connected to the needle valve through
the inner passages. When the needle valve is
loosen, the pressure oil in port B3 flows to port
DR2 through the needle valve.
3. Consequently, the boom cylinder is retracted and
the boom is lowered because of its own weight.
Boom
Anti-Drift
Valve
(Check Valve)
Port B3
T1HH-03-03-044
Boom
Cylinder
Boom Anti-Drift
Valve
(Switch Valve)
Boom Anti-Drift
Valve
(Check Valve)
Needle Valve
T173-03-03-046
T3-3-32
COMPONENT OPERATION / Pilot Valve

OUTLINE
The pilot valve controls pilot pressure oil to move the
control valve spools. There are two types of pilot
valves. One is for front attachment / swing operation;
the other is for travel operation. Both have four oil ports
as standard. An optional two-port type is available. The
construction of the reducing valves in both the front
attachment / swing and travel pilot valves are identical
except for the pusher cams.
Front Attachment / Swing Pilot Valve
Right
Valve
Left
Valve
Port
No.
1
2
3
4
1
2
3
4
ISO Control Pattern
1
2
3
4
Hitachi Pattern
Arm Roll-In
Right Swing
Arm Roll-Out
Left Swing
Bucket Roll-Out
Boom Lower
Bucket Roll-In
Boom Raise
Right Swing
Arm Roll-Out
Left Swing
Arm Roll-In
P
Hydraulic
Diagram
Symbol
Travel Pilot Valve

Right Travel Reverse
Right Travel Forward
Left Travel Forward
Left Travel Reverse
T
Hydraulic
Diagram
Symbol
T105-02-07-020
T105-02-07-020
T
P
T
4
2
P
T178-03-04-001
T178-03-04-002
T3-4-1

OPERATION
Spool (6) head comes in contact with the upper face of
spring guide (3) which is kept raised by return spring
(5).
Neutral (Output Diagram: A to B):
1. When neutral, spool (6) totally blocks pressure oil
port P (from the pilot pump).The output port is
opened to port T (hydraulic oil tank) through the
passage in spool (6). Therefore, oil pressure in
the output port (to the control valve) is equal to
that in port T.
2. When the control lever is slightly tilted, cam (1) is
tilted, moving pusher (2) downward. Then, pusher
(2) compress return spring (5) along with spring
guide (3). At this time, as oil pressure in the output
port is equal to that in port T, spool (6) moves
downward while keeping the under face of the
spool head in contact with spring guide (3).
3. This status continues until hole (7) on spool (6) is
opened to port P.
T3-4-2
D
Pilot
Pressure
Lever Stroke
T522-02-05-001

6
Port T
7
Port P
Output Port
Port T
Port T
Port P
Output Port
Port P
Output Port
T178-03-04-005
T178-03-04-007
Travel Pilot Valve

1
Port T
7
3
Output Port
Port P
Port T
Port T
6
Port P
Output Port
1 - Cam
2 - Pusher
Port P
Output Port
T178-03-04-006
3 - Spring Guide
4 - Balance Spring
5 - Return Spring
6 - Spool
T3-4-3
7 - Hole
T178-03-04-011

During Metering or Decompressing (Output
Diagram: C to D)
1. When the control lever is further tilted to move
pusher (2) downward more, hole (7) on spool (6)
is opened to port P, allowing pressure oil in port P
to flow into the output port.
2. Oil pressure in the output port acts on the bottom
face of spool (6) so that spool (6) is pushed
upward.
3. However, until upward force acting on the bottom
face of spool (6) overcomes balance spring (4)
force, balance spring (4) is not compressed. Then,
spool (6) is not raised, allowing oil pressure in the
output port to increase.
4. As oil pressure in the output port increases, force
to push spool (6) upward increases. When, this
force overcomes balance spring (4) force,
balance spring (4) is compressed so that spool (6)
is moved upward.
5. As spool (6) is moved upward, hole (7) is closed
so that pressure oil from port P stops flowing into
the output port, stopping pressure oil in the output
port to increase.
6. As spool (6) is moved downward, balance spring
(4) is compressed, increasing the spring force.
Therefore, oil pressure in the output port becomes
equal to the oil pressure acting on the bottom face
of spool (6) being balanced in position with the
spring force.
T3-4-4
D
Pilot
Pressure
C
Lever Stroke
T522-02-05-001

6
Port T
Port T
Port P
Output Port
Port P
Output Port
T178-03-04-008
T178-03-04-009
Travel Pilot Valve

1
6
Port T
Port P
Output Port
1 - Cam
2 - Pusher
Port T
Port P
Output Port
T178-03-04-012
3 - Spring Guide
4 - Balance Spring
5 - Return Spring
6 - Spool
T3-4-5
7 - Hole
T178-03-04-013

Full Stroke (Output Diagram: E to F)
1. When the control lever is fully stroked, pusher (2)
is moved downward until pusher (2) in the front
attachment / swing pilot valve comes in contact
with the casing shoulder, or cam (1) on the travel
pilot valve comes in contact with the casing.
2. At this moment, the bottom of pusher (2) directly
pushes spool (6). Therefore, even if oil pressure
in the output port increases further, hole (7) on
spool (6) is kept open.
3. Consequently, oil pressure in the output port is
equal to oil pressure in port P.
D
Pilot
Pressure
Lever Stroke
T522-02-05-001
NOTE: Total lever strokes for the front attachment

and swing controls are determined by
stroke dimension (E) of pusher (2). Total
lever stroke for the travel control is
determined by stroke dimension (E) of cam
(1).
T3-4-6

3
4
5
E
6
Port T
Port P
T178-03-04-010
Output Port
T178-03-04-005
Travel Pilot Valve
1
E
3
4
5
6
Port T
Port P
Output Port
1 - Cam
2 - Pusher
T178-03-04-006
T178-03-04-014
3 - Spring Guide
4 - Balance Spring
5 - Return Spring
6 - Spool
T3-4-7
7 - Hole

(Blank)
T3-4-8
COMPONENT OPERATION / Travel Device

OUTLINE
The travel device consists of the travel motor, travel
reduction gear, and travel brake valve.
The travel motor for ZAXIS330, ZAXIS350H is a bent
axis-type variable displacement axial plunger motor.
The travel motor for EX370MTH is a swash plate-type
variable displacement axial plunger motor.
The travel motor is equipped with a parking brake (wet
multi-disc negative type), is driven by pressure oil from
the hydraulic pump, and outputs rotary power to the
travel reduction gear.
The travel reduction gear is a third stage planetary

gear type which converts rotary power transferred from
the travel motor into a slow and large torque to drive
the sprocket and track.
The travel brake valve prevents the occurrence of
overloads and cavitation in the travel circuit.
ZAXIS330, ZAXIS350H:
ZAXIS370MTH:
Travel Motor
Travel Reduction Gear
Travel Motor
Travel Reduction Gear
T173-03-05-001
Travel Brake Valve
Sprocket
Travel Brake Valve
T3-5-1
T16J-03-05-001
Sprocket

TRAVEL REDUCTION GEAR
The travel reduction gear is a three stage reduction
planetary gear type.
The travel motor rotates propeller shaft (7). This rotation is transmitted to third stage carrier (2) and ring
gear (1) via first stage planetary gear (8), first stage
carrier (6), first stage sun gear (5), second stage
planetary gear (9), second stage carrier (4), second
stage sun gear (3), and third stage planetary gear (10).
Travel motor housing (14) is bolted to the track frame

and is secured to third stage carrier (2) by hub (11).
Ring gear (1) is bolted to drum (13). Drum (13) is
bolted to sprocket (12). Accordingly, when ring gear (1)
is rotated, drum (13) and sprocket (12) are also rotated.
1
14
13
11
10
ZAXIS370MTH:
1
11
10
7
14
13
T173-03-05-001
12
T16J-03-05-001
12
1 - Ring Gear
5 - First Stage Sun Gear
2 - Third Stage Carrier

3 - Second Stage Sun Gear
4 - Second Stage Carrier
6 - First Stage Carrier

7 - Propel Shaft
8 - First Stage Planetary Gear
9 - Second Stage Planetary

Gear
10 - Third Stage Planetary Gear
11 - Hub
T3-5-2
12 - Sprocket
13 - Drum
14 - Housing
(Travel Motor)

TRAVEL MOTOR
The travel motor, a bent axis-type variable displacement axial plunger motor, consists of the plate, valve
plate, rotor, plungers, and drive disc. When the pressure oil is supplied from the pump, the plungers in the
rotor are pushed and the force to the direction (F) occurs.
Plate
As the plunger leans against the drive disc, vertical

component force (FV) occurs and causes the drive
disc to rotate.
Whether pressure oil from the pump is supplied to port
AM or BM determines travel direction.
Valve Plate
Rotor
Plunger
Drive Disc
T173-03-05-002
Valve Plate
Rotor
Plunger
Drive Disc
Port AM
Port BM
FR
FV
T107-03-04-014
T3-5-3

ZAXIS370MTH:
The travel motor is a variable displacement swash
plate axial plunger type, consisting of swash plate (7),
rotor (16), plungers (4) with shoes, valve plate (1), output shaft (11), tilt pistons (9), casing (8), and so forth.
Four of tilt piston (9) are located in casing (8). The

pressure to change travel speed acts on these tilt
pistons (9) to change swash plate (7) angle.
Rotor (16) is preloaded against valve plate (1) by
spring (14) to prevent oil from leaking at the clearance between them.
Hydraulically released type disc parking brake (3) is
installed in the travel motor.
10
11
17
16
T16J-03-05-003
15
12345-
Valve Plate
Spring
Parking Brake
Plunger
Holder
6789-
Retainer Plate
Swash Plate
Casing
Tilt Piston
14
10 11 12 13 -
T3-5-4
Spring
Output Shaft
Roller Bearing
Ball
13
12
14 15 16 17 -
Spring
Brake Piston
Rotor
Valve Cover

As output shaft (6) rotates, rotor (2) also rotates. Then,
when plungers (3) reach port B, oil is routed to the hydraulic oil tank.
Whether pressure oil from the pump is supplied to port
A or port B determines the travel direction.
Pressure oil from the pump flows to port A of valve

plate (1), and enters into one-sided bores in rotor (2)
located just behind the right-side crescent-shaped oil
port (port A side) of valve plate (1).
Then, plungers in the right half side of rotor (2) are
pushed out toward swash plate (5), and slide on the
swash plate to rotate rotor (2) and output shaft (6).
Port B
Port B
Port A
Port A
1
2
3
4
6
5
Valve Plate
T183-03-05-009
1 - Valve Plate
2 - Rotor
3 - Plunger
4 - Shoe
5 - Swash Plate
T3-5-5
6 - Output Shaft

TRAVEL BRAKE VALVE
The travel brake valve is located on the travel motor
head and consists of the following valves.
Check Valve (1):
assists counterbalance valve (5) operations and prevents cavitation from occurring.
Overload Relief Valve (4):

prevents overload and surge pressure from occurring
in the motor circuit.
Reducing Valve (2):

reduces the parking brake release pressure and prevents the parking brake from being quickly applied.
Counterbalance Valve (5):

ensures smooth starting and stopping, and prevents
the machine from running away while descending
slopes.
Parking Brake Release Shuttle Valve (3):

leads the motor drive pressure to the parking brake.
Servo Piston Control Shuttle Valve (6):

leads the motor drive pressure to the servo piston.
4
2
Cross Section A-A
Cross Section B-B

Cross Section C-C
1 - Check Valve
2 - Reducing Valve
3 - Parking Brake Release

Shuttle Valve
5 - Counterbalance Valve
T3-5-6
T173-03-05-003
6 - Servo Piston Control Shuttle Valve

When Traveling:
Pressure oil from the control valve enters port BV,
flows around spool CB in the counterbalance valve,
opens check valve BC, and flows into port BM. On the
other hand, the return oil from the travel motor is
routed to port AM. However, the circuit is blocked by
check valve AC and spool CB. Oil pressure in port BV
is routed into chamber G via orifice F of spool CB so
that when oil pressure in port BV increases further,
spool CB is moved to the left.
Then, the return oil from the travel motor flows to port
AV via port AM and notch H on spool CB. Thus, pressure oil flows through the circuit , enabling the travel
motor to rotate.
When the travel control lever is returned to neutral,
spool CB is returned to the original position by spring
force, blocking the oil circuit. Thereby, the travel motor stops rotating.
When Descending:
While descending a slope, the travel motor is forcibly
rotated by the machine weight (pump operation).
When the travel motor starts sucking pressure oil, oil
pressure in port BV and chamber G is reduced, moving spool CB to the right. Then, the return oil flow
from the travel motor is restricted, increasing oil pressure in port AM. Therefore, the travel motor is braked.
Once the oil flow is restricted, oil pressure in port BV
increases again, moving spool CB to the left.
This operation (hydraulic brake operation) is repeated
so that machine runaway is prevented.
Circuit Protection:
When circuit pressure increases more than the set
pressure of the overload relief valve, the valve opens,
allowing high pressure oil to relieve to the lower pressure side.
Thereby, the travel motor is protected from overloads.
The valve also functions to relieve shock pressure
developed when the travel motor stops.
If the travel motor draws oil due to pump operation,
check valve BC is unseated (makeup operation) so
that cavitation is prevented.
Overload
Relief Valve
Overload
Relief Valve
Check Valve AC
Check Valve BC
AM
Spool CB
BM
AV
BV
T3-5-7
T173-03-05-004

(Blank)
T3-5-8

ZAXIS370MTH:
The travel brake valve is located on the travel motor
head and consists of the following valves:
Counterbalance Valve:
ensures smooth starts and stops and prevents
overrunning when traveling down slopes.
Overload Relief Valve:
prevents overloads and surge pressure in the
motor circuit.
Check Valve:
ensures smooth starts and stops, and prevents
cavitation from occurring in the motor circuit by
functioning together with counterbalance valve.
Travel Speed Shift Valve:
controls the tilt pistons when travel mode switch is
operated.
Cross Section A-A-A

Overload Relief
Valve
Counterbalance
Valve
Travel Speed
Shift Valve
Check Valve
A
Overload Relief
Valve
Counterbalance
Valve
T183-03-05-004
T3-5-9

Travel Operation
When supply oil from the main control valve is routed
to port P1, supply oil flows around spool CB, opens
check valve BC and is led to motor port BM. However,
return oil from motor port AM is blocked by spool CB
in the counterbalance valve.
As supply oil pressure at port P1 increases, supply oil
is routed to chamber G through orifice F in spool CB,
moving spool CB down against spring force. Consequently, return oil from motor port AM starts to flow
into port P2 through port AM and notch H in spool CB,
allowing the travel motor to rotate.
When the travel levers are returned to the neutral position, the oil in both ports P1 and P2 are routed to the
hydraulic oil tank through the control valve. Thus, oil
pressure in chamber G decrease, and spool CB is
moved back to the original position by spring force.
Then, the oil flow circuits is blocked, causing the
travel motors to stop rotating.
Descending Operation
When the machine travels down a slope, the travel
motors are forcibly driven by the machine weight so
that the motor draws oil like a pump. When the motor
draws oil, oil pressure at port P1 and chamber G decrease, causing spool CB to move upwards to restrict
return circuit from the motor.
Then, the return oil flow from the motor is restricted
by the spool, increasing pressure at port AM.
The increased pressure at port AM brakes the motor.
Thus, the restricted return oil flow from the travel motor increases the pressure at port P1 again, moving
spool CB back down. This repeated movement of the
spool (hydraulic brake action) prevents the machine
from overrunning.
T3-5-10

(Travel Operation)
BM
Check Valve
BC
Spool CB
G
Spool CB
F
P1
To BM
P1
H
P2
P2
AM
From AM
Counterbalance Valve
T183-03-05-005
(Descending Operation)
BM
Spool CB
G
Spool CB
P1
P1
To BM
P2
P2
From AM
AM
T183-03-05-006
T3-5-11

Circuit Protection
If pressure in the circuit increases over the setting
pressure of the overload relief valve, this valve opens
to relieve peak pressure to the lower pressure side to
protect the motor from overloading. This valve also
functions to release shock pressure caused by inertia
force developed when the motor stops.
Overload
Relief Valve
Poppet
Low Pressure
High Pressure
T3-5-12
T183-03-05-011

(Blank)
T3-5-13

TRAVEL MOTOR SWASH ANGLE CONTROL
Servo piston (1) is connected to valve plate (6) with link
(5). When servo piston (1) is moved, rotor (7) is tilted
via valve plate (6) so that travel speed is controlled.
Slow Speed
(Maximum Displacement Angle)

When the travel mode switch is turned to the slow
position, the MC (main controller) does not send a
signal to solenoid valve unit (SI). Therefore, pilot
pressure is not supplied to servo piston (1). Then,
spool (3) is kept downward by spring (2).
Pressure oil P from the motor port is routed into

chambers B and C. Due to the difference in area,
servo piston (1) is pushed upward to increase the
swash plate angle of rotor (7).
Consequently, the plunger stroke in the travel motor
is increased, reducing the travel motor rotation
speed.
7
1
2
Drain
P
B
3
5
4
Pilot Pressure
T157-03-02-001
1 - Servo Piston
2 - Spring
3 - Spool
4 - Orifice
5 - Link
6 - Valve Plate
T3-5-14
7 - Rotor

Fast Speed
(Minimum Displacement Angle)

When the travel mode switch is turned to the fast
position, the MC sends signals to solenoid valve unit
(SI) in response to travel loads. Then, pilot pressure
is routed into chamber D, moving spool (3) upward.
Thus, section E is opened so that the oil in chamber

C is drained via the passages in spool (3). As pressure oil P from the motor port is routed, servo piston
(1) is lowered, reducing the swash plate angle of rotor (7).
Consequently, the plunger stroke in the travel motor
is reduced, increasing the travel motor rotation
speed.
2
Drain
P
3
B
1
E
Pilot Pressure
Drain
4
P
C
D
When fast mode is selected:
Pilot Pressure
After fast mode has been selected:

T157-03-02-002
1 - Servo Piston
2 - Spring
3 - Spool
4 - Orifice
5 - Link
6 - Valve Plate
T3-5-15
7 - Rotor

ZAXIS370MTH:
Travel speed is changed when tilt piston (5) moves and
the swash angle of swash plate (3) is changed.
At this time, the pressure oil from the control valve is

shut off by spool A (8) and the passage to tilt piston
(5) is connected to the hydraulic oil tank.
Low speed (Swash angle: Large)
Thus, the swash angle of swash plate (3) is maintained at the larger side, the stroke of plunger (6) is
larger and the flow to rotate the travel motor is more,
so that the travel motor rotation is at slow speed.
(Refer to SYSTEM/ Control System group on Control Circuit)
When the slow travel mode is selected, MC doesnt

send the signals to solenoid valve unit (SI), so pilot
pressure (7) isnt supplied.
Spring force of spring (2) keeps spool A (8) in travel
speed shift valve (1) the neutral position.
Travel Speed Shift Valve
To Hydraulic
Oil Tank
3
5
4
From
Control Valve
1 - Travel Speed Shift Valve

2 - Spring
4 - Ball
5 - Tilt Piston
6 - Plunger
7 - Pilot Pressure (From
Solenoid Valve Unit (SI))
3 - Swash Plate
T3-5-16
T1HH-03-05-001
8 - Spool A
9 - Spool B

High Speed (Swash Angle: Small)
When the fast travel mode is selected, in response

to the travel load MC sends the signals to solenoid
valve unit (SI).
When pilot pressure (7) from solenoid valve unit (SI)
is supplied to travel speed shift valve (1), pilot pressure (7) is routed to chamber (a) through the circumference of spool B (9), and moves spool A (8) to the
right. Thereby, the pressure oil from the main control
valve is routed to tilt piston (5) through the circumference of spool A (8).
Thus, the tilt piston pushes swash plate (3) making
the swash angle smaller. Consequently, the travel
motor rotates at fast speed.
(Refer to SYSTEM/ Control System group/ Valve
Controls on Control Circuit.)
Travel Speed Shift Valve
From Travel Speed

Control Vavle
3
5
From
Control Valve
T1HH-03-05-002
1 - Travel Speed Shift Valve

2 - Spring
4 - Ball
5 - Tilt Piston
6 - Plunger
7 - Pilot Pressure (From Solenoid Valve Unit (SI))
3 - Swash Plate
T3-5-17
8 - Spool A
9 - Spool B

(Blank)
T3-5-18

PARKING BRAKE
The parking brake is a wet type multi-disc brake. This
brake is a negative type which is released only when
brake release pressure oil (K) is routed into the brake
piston chamber. Unless the travel function is operated,
the parking brake is automatically applied.
The friction plates and the plates are splined to the
drive disc and the travel motor housing, respectively.
The disk spring pushes the piston, then the parking
brake is applied after the friction plates come in contact with the plates.
Reducing Valve
Spool CB
Drain
Releasing Brake:
When a travel lever is operated, pressure oil from

the main pump is routed to port AM or BM in the
travel motor via the control valve.
This pressure oil is also routed to chamber (G) at the
end of travel brake valve spool CB. At the same time,
this pressure oil is supplied via the shuttle valve as
brake release pressure oil (K). As long as oil pressure in chamber (G) is low, parking brake release
pressure oil (K) is blocked by spool CB. When oil
pressure in chamber (G) increases, spool CB moves
to the right, allowing parking brake release pressure
oil (K) to flow into parking brake chamber (M) via
notch (I) on the travel brake valve spool CB and the
reducing valve at which pressure is reduced.
Applying Brake:
AM
When Brake is Released:
Shuttle
Valve
BM
T137-03-02-009
T140-03-02-007
When Brake is Applied:
When motor drive pressure decreases, parking

brake chamber (M) is opened to the drain circuit via
the orifice in the reducing valve.
Accordingly, the piston is pushed to the right by the
disc spring so that the friction plates and plates
come in contact with each other, applying the parking brake.
Friction
Plate
Plate
Disc
Spring
Piston
T140-03-02-006
Housing
Drive
Disc
T173-03-05-002
T3-5-19

ZAXIS370MTH:
The parking brake is a negative type which is released
only when the pilot pressure oil is routed into brake
piston chamber (M). Unless the travel function is operated, the parking brake is applied. The friction plates
and plates are splined to the rotor and the casing, respectively.
The spring pushes the piston, then the parking brake is
applied after the friction plates come in contact with the
plates.
Spring
Piston
Plate
M
Friction Plate
Casing
Rotor
1 - Spring
2 - Piston
3 - Plate
4 - Friction Plate
5 - Casing
T3-5-20
T16J-03-05-003
6 - Rotor

Releasing Brake:
When a travel lever is operated, pressure oil from

the main pump is routed to the travel motor via the
control valve.
This pressure oil flows into parking brake chamber
(M) to release the parking brake. After separating
the friction plates from the plates.
Spring
Spring
Plate
Friction
Plate
Casing
Rotor
T111-03-04-008
Applying Brake:
Spring
When motor drive pressure decreases, the friction

plates and plates come in contact with each other,
applying the parking brake. The pressure oil in brake
chamber (M) flows back to the hydraulic oil tank.
M
Spring
Plate
Friction
Plate
Rotor
Casing
T111-03-04-007
T3-5-21

(Blank)
T3-5-22
COMPONENT OPERATION / Others (Upperstructure)

PILOT SHUT-OFF VALVE
The pilot shut-off valve is a manually operated switch
valve. The spool in the pilot shut-off valve is rotated by
moving the pilot control shut-off lever to turn the pilot
oil flow to the pilot valves ON or OFF.
Section Z-Z
Valve Operation with Pilot Control Shut-Off Lever

in LOCK Position
The pilot shut-off valve is closed so that pressure oil
from the pilot pump does not flow to the pilot valve,
but it is routed to the shockless valve.
Pilot oil on the pilot valve side is routed to the
hydraulic oil tank. Even if the control levers (front
attachment / travel) are operated, the pilot valves do
not operate.
To Shockless
Valve
From
Pilot Pump
T178-03-07-002
Valve Operation with Pilot Control Shut-Off Lever

in UNLOCK position
The pilot shut-off valve is opened, and the return
passage is blocked so that pressure oil from the pilot
pump flows to the pilot valves and the solenoid valve
unit. Then, when a control lever (front attachment /
travel) is operated, the pilot valves operate.
A2
A1
T1
T2
T3
A3
A4
T4
NOTE: The picture indicates that the

shut-off valve is turned OFF.
A5
A1 - To Travel Pilot Valve
A2 - To Left Pilot Valve
A3 - To Rightt Pilot Valve
T178-03-07-003
A4 - To Solenoid Valve Unit

A5 - To Shockless Valve
P - From Pilot Pump
T1 - From Travel Pilot Valve

T2 - From Left Pilot Valve
T3 - From Right Pilot Valve
T3-6-1
T4 - To Hydraulic Oil Tank

SHOCKLESS VALVE
Beside the shockless valve, a check valve, pressure

sensor (arm roll-in), pressure sensor (boom raise), and
pressure sensor (swing) are provided in the shockless
valve block.
The shockless valve regulates the return oil from the
control valve spool to the pilot valve, preventing abrupt
and rapid movement of the respective control valve
spools.
The shockless valve regulates the secondary pilot
pressure oil for the arm roll-in operation.
T1HH-03-06-001
1 - Pressure Sensor
(Arm Roll-In)
2 - Shockless Valve
4 - Pressure Sensor
(Boom Raise)
5 - Pressure Sensor
(Swing)
6 - Check Valve
3 - Check Valve
Check Valve
When a control lever is moved, the pilot valve

delivers pilot oil pressure to the control valve.
When pilot oil pressure is low immediately after the
control lever is moved, pilot pressure oil is routed to
the control valve spool via the orifice and spool. After
pilot oil pressure increases, the check valve is
unseated.
To Control
Valve
From Pilot
Valve
T173-03-06-002
Orifice
Spool
Check Valve
Pilot return oil from the control valve spool flows
back to the hydraulic oil tank via the spool and orifice.
When the return oil flow rate increases and oil
pressure on the pilot valve side increases, the spool
is returned in response to the pressure increase on
the pilot valve side, regulating the return oil flow rate.
From
Control
Valve
To Pilot
Valve
T173-03-06-003
Orifice
T3-6-2
Spool

Warm-Up Circuit
When the pilot shut-off valve is closed (in the LOCK
position), the pilot pressure oil from the pilot pump
flows through the pilot shut-off valve, and is routed to
the shockless valve.
Then, the pilot pressure oil is restricted, and is heated
by the orifice provided at the inlet port of the
shockless valve. As the warmed up pilot oil is then
routed to the shockless valve and pilot valve, the
components in the pilot system are warmed.
Shockless Valve
To Pilot Valve
To Control Valve
To Pilot Valve
To Control Valve
To Pilot Valve
To Control Valve
To Pilot Valve
To Control Valve
Orifice
From Pilot Pump
Pilot Shut-Off
Valve
(Lock Position)
T3-6-3
T1HH-03-06-002

SOLENOID VALVE UNIT
The solenoid valve unit controls the control valve,
travel motor swash angle control servo piston, and
pump regulator by delivering pilot signal pressure oil in
response to electrical signals from the MC.
The solenoid valve unit consists of 3 proportional
solenoid valves (SC, SI, and SG.). (Refer to the
Control System and Electrical System group in the
SYSTEM section.)
SC
SC : Controls the arm regenerative valve in the

control valve.
SI : Controls the travel speed shift valve.
SG : Increases the set relief pressure of the main
relief valve in the control valve.
SI
SG
T1HH-01-02-008
T3-6-4

Proportional Solenoid Valve
The proportional solenoid valve is controlled by a
current signal from the MC, and delivers the oil
pressure in proportion to the current signal value.
When in neutral:
Spool (1) is pushed to the right by spring (2),

opening delivery port S to tank port T.
When activated:
Solenoid (3) pushes spool (1) to the left with force in

proportion to the current signal which flows through
solenoid (3). Then, pilot pressure oil is routed from
port P to delivery port S so that pressure in delivery
port S increases.
Pressure in delivery port S acts on the stepped
flanges in section (a). Due to the difference in area
of the flanges, spool (1) is pushed to the right. When
pressure force to push spool (1) to the right
increases more than solenoid (3) force to push spool
(1) to the left, spool (1) is returned to the right side,
closing the passage between delivery port S and
port P so that pressure in delivery port S stops
increasing.
a
T107-02-07-005
1 - Spool
2 - Spring
3 - Solenoid
T3-6-5

TORQUE CONTROL SOLENOID VALVE,
PUMP
2
FLOW
RATE
CONTROL
SOLENOID VALVE
The torque control solenoid valve and the pump 2 flow
rate control solenoid valve are placed at the top of the
pilot filter.
ST
SB
ST: Controls the pump regulator.

(Speed Sensing Control)
SB: Controls the pump regulator.
(Pump 2 Flow Rate Control)
The torque control solenoid valve supplies torque
control pressure Pps to the regulators of pump 1 and

pump 2, reducing the pump delivery flow.
The pump 2 flow rate control solenoid valve reduces
the pump control pressure to the regulator of pump 2,
controlling the maximum limit of the pump 2 delivery
flow.
Operation:
1. In the neutral position, port P is connected to the
output port via the notch on the spool.
2. When the current from MC (Main Controller) flows
to the solenoid, the solenoid pushes spring 1.
3. As spring 1 pushes the spool, the output port is
connected to port T via the notch on the spool,
reducing the pressure in the output port.
4. The left diameter (A) is larger than the right
diameter (B) of the spool notch, so the spool is
moved back to the left.
5. When the notches on the spool and the sleeve
come in contact with each other, the spool stops
moving and the pressure in the output port stops
decreasing.
T3-6-6
Pilot Filter
T1HH-03-06-003

At Neutral Position:
Solenoid
Spring 1
Sleeve
Spring 2
Spool
T176-03-01-030
Port P
Port T
Output Port
At Operating Position:
Solenoid
Spring 1
Sleeve
Spring 2
Spool
T176-03-01-031
Port P
Port T
Output Port
T3-6-7

PILOT RELIEF VALVE
The pilot relief valve has a pilot filter incorporated.
Pilot relief valve functions to regulate the pilot pump
pressure oil routed to port P to a set constant pressure.
Pilot
Relief Valve
T1HH-03-06-003
EC MOTOR
The EC motor is used to control engine speed.
A worm gear is incorporated into the EC motor to
prevent a loss of synchronism from occurring. The EC
sensor is provided to detect the degrees of the EC
motor rotation to calculate the governor lever position.
(Refer to the Control System group in the SYSTEM
section.)
Output Gear
Output Shaft
Worm Gear
Motor
Sensor
Gear
T3-6-8
EC
Sensor
Worm
Wheel
T157-02-05-018
COMPONENT OPERATION / Others (Undercarriage)

SWING BEARING
This bearing is a single-row shear ball-type bearing,
comprising outer race (1), inner race (3), balls (6),
supports (5), and seals (2), (4). Outer race (1) is bolted
to the upperstructure and inner race (3) is bolted to the
undercarriage.
The internal gear of inner race (3) engages with the

output shaft of the swing reduction gear.
4
6
T135-03-02-001
1 - Outer Race
2 - Seal
3 - Inner Race
4 - Seal
5 - Support
T3-7-1
6 - Ball

CENTER JOINT
The center joint is a 360 rotating joint. When the
upperstructure is rotated, the center joint avoids
twisting of hoses and allows hydraulic oil to flow
smoothly to or from the travel motors. Spindle (1) is
attached to the main frame, and body (2) is bolted to
the swing center of the undercarriage.
To Left Travel
Motor (Reverse)
To Right Travel
Motor (Forward)
To Left Travel
Motor (Forward)
To Right Travel
Motor (Reverse)
Hydraulic oil flows to the right and left travel motors via
spindle (1) and the oil ports of body (2). Seals (3)
prevent oil leaks between spindle (1) and body (2) into
adjacent passages.
To Left Travel
Motor (Forward)
To Right Travel
Motor (Forward)
To Left Travel
Motor (Reverse)
To Right Travel
Motor (Reverse)
1
Pilot Pressure
for Travel Speed Selection
Pilot Pressure
for Travel Speed
Selection
Drain
Drain
Drain
Drain
: Forward
: Reverse
: Pilot Pressure
for Travel Speed Selection
T157-03-02-004
1 - Spindle
2 - Body
3 - Seal
T3-7-2

TRACK ADJUSTER
The track adjuster located on the side frame is
composed of spring (5) and adjuster cylinder (6).
Spring (5) absorbs loads applied to the front idler.
Adjuster cylinder (6) adjusts track sag.
Grease is applied through grease fitting into
chamber A of adjuster cylinder (6) as illustrated
below. The pressure of the grease pushes piston
rod (8) out and decreases track sag.
To increases track sag, loosen valve (1) 1 to 1.5
turns counterclockwise to release grease from the
track adjuster cylinder through the grease
discharge hole.
CAUTION: Do not loosen valve (1) quickly or
loosen too much since high-pressure grease
in the adjusting cylinder may spout out.
Loosen carefully, keeping body parts and
face away from valve (1).
Never loosen grease fitting.
1
Grease Fitting
Grease Discharge Hole

M104-07-119
T135-03-05-001
1 - Valve
2 - Nut
3 - Washer
4 - Spacer
5 - Spring
6 - Adjuster Cylinder
T3-7-3
7 - Flange
8 - Piston Rod

(Blank)
T3-7-4

t03 Hitachi

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SECTION 3

Group 4 Pilot Valve

Main Pump1, 2 .........................................T3-1-2

Group 5 Travel Device

N Sensor (Engine Speed Sensor) ...........T3-1-22

Pump Delivery Pressure Sensor .............T3-1-22

Travel Reduction Gear..............................T3-5-2

Group 2 Swing Device

Travel Brake Valve ...................................T3-5-6

Travel Motor Swash Angle Control..........T3-5-14

Swing Motor .............................................T3-2-2

Swing Parking Brake ................................T3-2-3

Group 6 Others (Upperstructure)

Group 3 Control Valve

Solenoid Valve Unit ..................................T3-6-4

Torque Control Solenoid Valve, Pump 2

Hydraulic Circuit .......................................T3-3-6

Flow Rate Control Solenoid Valve ...........T3-6-6

Flow Combiner Valve..............................T3-3-10

Pilot Relief Valve ......................................T3-6-8

Pump Control Valve................................T3-3-12

Main Relief Valve....................................T3-3-14

Group 7 Others (Undercarriage)

Arm Regenerative Valve .........................T3-3-16

Swing Bearing ..........................................T3-7-1

Boom Regenerative Valve ......................T3-3-18

Bucket Regenerative Valve.....................T3-3-20

Track Adjuster ..........................................T3-7-3

Arm Anti-Drift Valve (Bottom Side)..........T3-3-22

COMPONENT OPERATION / Pump Device

COMPONENT OPERATION / Pump Device

COMPONENT OPERATION / Pump Device

COMPONENT OPERATION / Pump Device

Maximum Displacement Angle:

Minimum Displacement Angle

COMPONENT OPERATION / Pump Device

COMPONENT OPERATION / Pump Device

NOTE: Pilot oil pressure is constantly supplied in

Pd1 -Pump 1 Delivery Pressure

Pi - Pump Control Pressure

COMPONENT OPERATION / Pump Device

COMPONENT OPERATION / Pump Device

Control by Pump Control Pressure

The pump control valve in the control valve controls

Flow Rate (Q)

Pump Control Pressure (Pi)

Control by Pump Delivery Pressure

The delivery pressure of both main pump 1 and

Flow Rate (Q)

Control by Pilot Pressure from Solenoid Valve Unit

Flow Rate (Q)

COMPONENT OPERATION / Pump Device

Solenoid Valve (Pump 2 Side Only)

Pump Control Pressure (Pi)

NOTE: This indicates the regulator when the engine stops.

Pd1 -Pump 1 Delivery Pressure

Pi - Pump Control Pressure

COMPONENT OPERATION / Pump Device

Increasing Flow Rate

Pump Control Pressure (Pi)

Pd1 -Pump 1 Delivery Pressure

Pi - Pump Control Pressure

Pps -Torque Control Pressure