CAT E Series Backhoe Intraduction

SERVXXXFebruary 2006

TECHNICAL PRESENTATION

"E" SERIES BACKHOE LOADERSINTRODUCTION

PRELIMINARY

Service Training Meeting Guide(STMG)

GLOBAL SERVICE LEARNING


AUDIENCE

Level II - Service personnel who understand the principles of machine system operation,diagnostic equipment, and procedures for testing and adjusting.

CONTENT

This presentation provides an introduction and describes the components and systems operationof the electrical system, power train, and implement and steering systems for the "E" SeriesBackhoe Loader. This presentation may also be used for self-paced and self-directed learning.

OBJECTIVESAfter learning the information in this presentation, the technician will be able to:

1. identify the correct operation of the "E" Series Backhoe Loader electrical system, powertrain, implement and steering systems; and,

2. diagnose problems in the "E" Series Backhoe Loader electrical system, power train, andimplement and steering systems.

REFERENCES

STMG "Distributor-type Mechanical Fuel Pump - 3044C/3046 Tier II Engines" SERV1777

PREREQUISITES

"Fundamentals of Engines Self Study Course" TEMV3001"Fundamentals of Mobile Hydraulics Self Study Course" TEMV3002"Fundamentals of Power Train Self Study Course" TEMV3003"Fundamentals of Electrical Systems Self Study Course" TEMV3004

Estimated Time: 16 HoursIllustrations: XXHandouts: XXForm: SERVXXXDate: 02/06

© 2006 Caterpillar Inc.

TABLE OF CONTENTS

INTRODUCTION ........................................................................................................................5

OPERATOR'S STATION............................................................................................................19

ENGINE......................................................................................................................................38

ELECTRICAL SYSTEM ...........................................................................................................45

POWER TRAIN .........................................................................................................................51Standard Transmission..........................................................................................................51Autoshift Transmission .........................................................................................................56Axles and Brakes ..................................................................................................................70

416E/422E/428E IMPLEMENT HYDRAULIC SYSTEM .......................................................77Implement and Steering Pump..............................................................................................79Mechanical Loader Valve Group ..........................................................................................86Ride Control System.............................................................................................................95Mechanical Backhoe Valve Group .......................................................................................99

420E/430E/432E/434E/442E/444E IMPLEMENT HYDRAULIC SYSTEM.........................113Implement and Steering Pump............................................................................................117Mechanical Loader Valve Group ........................................................................................124Ride Control System...........................................................................................................133Pilot Loader Valve Group ...................................................................................................135Pilot Backhoe Valve Group ................................................................................................142

STEERING SYSTEM ..............................................................................................................163Two Wheel Steer System....................................................................................................163All Wheel Steer (AWS) System .........................................................................................166

CONCLUSION.........................................................................................................................170

HYDRAULIC SCHEMATIC COLOR CODE.........................................................................171

HANDOUTS.............................................................................................................................173

SERVXXX - 3 - Text Reference2/06

NOTES


INTRODUCTION

The "E" Series Backhoe Loader family is the latest generation of Caterpillar Backhoe Loadersretaining many of the features proven on the "D" Series machines along with additionalperformance and design improvements.

This presentation discusses the components and system operation of the "E" Series BackhoeLoaders.

The hydraulic system has been changed from a Load Sensing/Pressure Compensated LS/PCsystem to a Proportional Priority, Pressure Compensated PPPC system. Two types of PPPCsystems are used. The 416E/422E/428E machines with mechanically controlled implementhydraulic valves use one type of PPPC system. The 420E/430E/432E/434E/442E/444Emachines use another type of PPPC system.

The "E" Series BHL product line is the first new complete redesign since the "C" Series, andbrings significant improvements in performance, operator comfort, controllability, versatility,and styling.

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© 2006 Caterpillar Inc.

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The "E" Series machines include models that are equipped with the center pivot backhoe andthe sideshift backhoe. The sideshift models 434E and 444E are equipped with Equal Size Tires(ETS). The last digit ("4") in the model number designates the ETS option.

The 416E and 422E models are equipped with a single tilt loader and the 420E and 430Emodels can be equipped with a single tilt or parallel lift loader. The 428E and the 432E through444E models come standard with the parallel lift loader.

The 416E, 422E, and 428E include mechanically controlled loader and backhoe implementhydraulic valves. The 420E and 430E models can be equipped with mechanically controlled orpilot controlled loader valves. The backhoe valves on the 420E and 430E are pilot controlled.The loader and backhoe valves on the 432E-444E are pilot controlled hydraulic valves.

The "E" Series machines are equipped with either a two wheel drive or All Wheel Drive (AWD)power train and a standard or autoshift transmission.

NOTE: The standard countershaft transmission is available in all "E" Series models.The autoshift transmission is also available on the 420E/430E/432E/434E/442E/444Emodels.

The standard and autoshift transmissions feature new control solenoids which provide improvedclutch pressure modulation for smoother clutch engagement and longer life.


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An All Wheel Steer (AWS) system is available on the 432E and 442E models and standard onthe 434E and 444E models.

The "E" Series backhoe loaders are powered by direct injection, four cylinder Caterpillar3054C diesel engines. Turbocharged engines are optional on the 416E and 422E models andstandard on all other models.

The 420E/430E/432E/434E/442E/444E machines are equipped with hydraulically assistedmaster cylinders to reduce the amount of pedal effort. An external brake boost valve uses oilfrom the pilot accumulator to add boost to the master cylinder. The hydraulic force multipliesthe pedal effort so the operator can get more braking force with less effort.


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The "E" Series machines have many similarities to the machines they are replacing.

The basic engine and fuel system are the same as the updated "D" Series Tier II machines.Glow plugs have replaced the thermal starting aid and a start aid relay has been added.

The two wheel steering system is the same except two crossover relief valves have been added.The All Wheel Steer system is the same as the updated "D" Series machines.

The ride control system is similar except for a second solenoid that has been added, whichcombines the check valve and shutoff valve.

Most of the daily service fill and check points are the same and can be accessed through thehinged engine hood.

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The "E" Series machines feature several changes over the previous models to improve operatorcomfort and machine performance.

The operator compartment features new console layouts. The heating, ventilation, and airconditioning includes 15 louvers and air towers, which provide significant improvements to aircirculation.

The E-Stick uses an extendible slider with a new wear pad design.

The electrical system has changed significantly from the previous models. One fuse and relayblock replaces the two fuse and relay blocks on the previous machine. The Cat ET connector isalso located below the fuse panel and is now accessible without removing the fuse block accesspanel. The Machine ECM replaces the Auxiliary ECM and Autoshift ECM.

Modulation valves have been added to the standard and autoshift transmissions to improveclutch modulation, which results in smoother transmission shifting. A forward drive gear hasbeen added to the countershaft in the standard transmission. The forward drive gear increasesthe machine top speed to 40 km/h (25 mph) the same as the autoshift transmission.

The rear final drive planetary gears have been moved outboard of the differential. Brakeinspection ports have been added to the axle.

The pilot loader joysticks and pilot backhoe joysticks have been redesigned.

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The pattern switching valve is controlled by a switch and two solenoids rather thanmechanically as on the "D" Series.

The 420E/430E/432E/434E/442E/444E machines are now equipped with hydraulically assistedmaster cylinders, which decreases pedal effort when braking.

A torque selector solenoid has been added to the steering and implement pump on the420E/430E/432E/434E/442E and 444E machines, which provides a higher pump setting.

The implement hydraulic system has changed from a LS/PC system to a PPPC system, whichprovides better performance when using multiple functions.

The sideshift machines can be equipped with an optional powered sideshift, which allows thebackhoe to be hydraulically shifted across the slider.


The new "E" Series cab with curved glass and contoured fenders gives the machine a distinctnew look, improves serviceability, and provides superior visibility. The sleek hood is loweredfor visibility and tilts forward for easy access.

A new mainframe provides a longer wheelbase for improved balance and is designed to providedurability for improved performance. The swing casting has an improved geometry for hoserouting clearance and increased durability. With replaceable bushings in the swing casting,adjustable shim packs in the E-Stick and sideshift stabilizer legs, and a Diagonal RetentionSystem for bucket tooth tips, the "E" Series is easier to maintain.

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Access to the top of the engine and several maintenance items is obtained by opening thehood (1). Service points accessible when the hood is opened are:

- Hydraulic tank fill tube (2)

- Washer fill bottle (3)

- Transmission oil fill tube (4)

- Engine oil fill tube (5)

- Engine oil dipstick (6)

- Air filter housing (7)

- Air filter indicator (8)

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The hydraulic oil sight gauge (1) is located on the left side of the machine in front of the cab.

The hydraulic oil filter (2) is located below the machine at the left frame rail. The hydraulic oilfilter bypass switch (3) is mounted to the oil filter base.

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The left side of the engine (top illustration) and right side of the engine (bottom illustration)are accessed by removing the side panels. The side panels are light weight non-metallic foreasy removal. The following components are visible with the side panels removed:

- Air conditioning compressor (1)

- Cold start temperature switch (2)

- Electrical fuel priming pump relay (3)

- Oil pressure switch (4)

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- Hydraulic oil cooler (5)

- Coolant temperature sender (6)

- Coolant temperature switch (7)

- Transmission oil cooler (8)

The new extendible stick (E-Stick) uses an external slider with a new wear pad design, whichprovides increased life and simplified serviceability. The E-Stick outer slider protects the innerslider from damage and debris and includes serrated gripping edges for improved clampingcapabilities.

Provisions for mounting a hydraulically controlled thumb is standard equipment on somemachines.

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The E-Stick is adjustable up and down by sliding the wedges (1) located at each end of the E-Stick. The wedges can be moved by loosening the two bolts (2) on the E-Stick and adjustingthe set screw (3). Slide the wedges in to tighten and out to loosen the E-Stick.

The E-Stick is adjustable back and forth by changing the amount of shims (4) located in twoplaces along the side of the E-Stick. The shims can be accessed by removing four bolts and aplate (5) on the E-Stick.

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"E" Series sideshift machines have a new slide frame (top right illustration) with new externallyserviceable slide frame lock cylinders and reversible/replaceable wear plates (1). The lockcylinders can be serviced in the field with standard tools.

The stabilizers (2) are now externally adjustable.

A powered sideshift (bottom right illustration) is available, which allows the operator tohydraulically shift the backhoe across the slider.

The 434E and 444E sideshift models are equipped with equal size tires as shown in thisillustration, which provides lower ground pressure due to a larger tire footprint in contact withthe ground.

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This illustration shows the optional powered sideshift (1) attachment. The powered sideshiftmoves the backhoe across the slider using a hydraulic cylinder (2). Wear pads (3) on the sliderand powered sideshift assembly are serviceable.

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OPERATOR'S STATION

The new "E" Series cab offers an improved operator environment, with increased visibility,ergonomics, and comfort. The pod-mounted joystick controls on machines with a pilotcontrolled backhoe valve offer increased comfort, control, and versatility.

The air conditioning system performance has improved with 15 louvers and air towers at therear. There is now a separate accumulator and dryer. The dryer requires replacement every3000 hours or two years.

Other cab features include:

- Automotive style finish

- Curved glass maximizes space within the cab and provides 360° visibility

- Air Suspension seat

- Low effort machine controls

- Personal storage space


- Joystick pattern switch (pilot controlled machines)

- Continuous flow for auxiliary functions (optional)


The front of the cab includes the features described below.

The left turn and parking brake indicator (1) are located at the left side of the steering console.To the right is the high beam and right turn indicators (2). Also located on the steering consoleis the hazard switch (3).

On the right of the steering column is the turn signal/lights/wiper control lever (4). Thetransmission control lever (5) is on the left of the steering column.

Also visible is the optional AWS position indicator gauge (6).

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On the floor of the cab in front of the operator seat is the differential lock switch (1). Belowthe steering column are the left brake pedal (2) right brake pedal (3), steering column tilt lever (4), and the accelerator pedal (5). A large storage compartment (6) is located below thefront dash.

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To the left of the steering column are the following components:

- Quick coupler switch (1) (if equipped)

- Continuous loader flow switch (2)

- 12 volt auxiliary circuit switch (3) (if equipped)

- Transmission neutral switch (4)

- Broom angle control switch (5) (if equipped)

The AWD switch (6, if equipped) is now a three-position switch. The three positions (from leftto right) are AWD, AWD BRAKING, and OFF.

On the left side of the console is the service hour meter (7).

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To the right of the steering column are the following components:

- Autoshift switch (1) (if equipped)

- Ride control switch (2) (if equipped)

- Roading lights switch (3) (if equipped)

- Horn switch (4) (if equipped)

- All Wheel Steer control switch (5) (if equipped)

- All Wheel Steer indicators (6) (if equipped)

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Located to the right of the operator seat are the following components:

- Loader joystick (1)

- Parking brake lever (2)

- Switch panel (3)

- Gauge cluster (4)

- Governor lever (5)

- Left stabilizer control lever (6)

- Right stabilizer control lever (7)

- Boom lock lever (8)

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The right console contains the key start switch (1) located to the left of the gauge cluster. Thegauge cluster includes the engine coolant temperature gauge (2), torque converter outlettemperature gauge (3), fuel level gauge (4), and tachometer gauge (5). The indicator panel (6)is in the center of the gauge cluster. Below the gauge cluster are the following switches:

- Starting aid (7)

- Rotating beacon (8)

- Rear fog light (9) (if equipped)

- Spare (10)

- Rear wiper and washer (11)

- Implement lockout (12)

- Heater A/C (13)

- Front flood lights (14)

- Temperature control knob (15)

- Rear flood lights (16)

- Fan speed (17)

- Sideshift control switch for powered sideshift machines (18) (if equipped)

NOTE: The mechanical sideshift control switch is not shown in this illustration.

- Continuous backhoe flow switch (19) (if equipped)

- Machine security system indicator (20) (if equipped)

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The indicator panel located in the center of the right console dash includes the followingindicators:

The action light (1) illuminates when a malfunction occurs in a machine system.

The engine oil pressure alert indicator (2) will light and an audible alarm will sound when theengine oil pressure is low.

The brake oil level alert indicator (3) will light and an audible alarm will sound when the brakereservoir oil is low.

The air filter alert indicator (4) will light when the air filter becomes clogged.

The charging system alert indicator (5) comes on if there is a malfunction in the electricalsystem.

The fuel system water separator alert indicator (6) indicates a plugged fuel/water separator.

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These illustrations show the loader joystick (1) with a pilot controlled loader valve. The pilotcontrolled loader valve joystick includes a thumbwheel switch (2) that controls the auxiliaryfunctions and two buttons (3) that control the AWS maneuvering. Also located on the front ofthe joystick is the transmission neutralizer and downshift switch (4).

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This illustration shows the loader joystick (1) with a mechanically controlled loader valve.With a mechanically controlled loader control valve an auxiliary control lever (2) is locatedbetween the joystick and parking brake lever (3). Also located on the front of the joystick isthe transmission neutralizer switch (4). The neutralizer switch disengages the transmission.

The parking brake release lever (5) is located at the front of the parking brake lever.

Also visible in this illustration is the transmission shift lever (6) for machines equipped with thestandard transmission. A transmission neutralizer switch (7) is also located on the front of thetransmission shift lever.

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These illustrations show the backhoe joysticks (1) with a pilot controlled backhoe valve. Theleft pilot joystick is equipped with a thumbswitch (2) to control the auxiliary functions (ifequipped) and a horn switch (3). The right joystick is equipped with a thumbswitch (4) tocontrol the E-Stick (if equipped) or a hammer (if installed).

The boom lock lever (5) locks the boom in place for machine travel. The pilot control podlever (6) allows adjustment of the pilot lever pods.

The joystick default pattern is the excavator pattern. An alternate backhoe pattern can beselected using the joystick pattern switch (not visible) located to the right of the operator's seat(when facing toward rear).

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The joystick excavator pattern is:

Left joystick:

- Forward: Stick out

- Rear: Stick in

- Right: Swing right

- Left: Swing left

The joystick backhoe pattern is:

Left joystick:

- Forward: Boom lower

- Rear: Boom raise

- Right: Swing right

- Left: Swing left


Right joystick:

- Forward: Boom lower

- Rear: Boom raise

- Right: Bucket dump

- Left: Bucket close

Right joystick:

- Forward: Stick in

- Rear: Stick out

- Right: Bucket dump

- Left: Bucket close

These illustrations show the backhoe controls with a mechanically controlled backhoe valve.The standard control pattern for the "E" Series is the same as on all previous backhoe models.The left joystick (1) is used to control the boom and swing functions. The right joystick (2) isused to control the bucket and stick functions.

The pedal (3) on the floor to the right of the joysticks controls the E-Stick (if equipped) or ahammer (if installed).

NOTE: The auxiliary functions (if installed) are controlled by a pedal (not shown) onthe floor to the left of the joystick.

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The joystick pattern switch (1) is located to the right of the operator's seat (when facing towardthe rear) on machines with a pilot controlled backhoe. The joystick pattern switch controls twosolenoids that allow the backhoe controls to change from an excavator to a backhoe controlpattern. Press the top of the switch to select the excavator pattern. Press the bottom of theswitch to select the backhoe pattern.

A decal (2) illustrates the joystick pattern options. The top half of the decal shows theexcavator pattern and the bottom half of the decal shows the backhoe pattern.

Also located next to the joystick pattern switch is a storage compartment (3).

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Located inside the door on each side of the machine are 12 volt power ports (1).

NOTE: The 12 volt power port on the left side of the machine is not available on the416E/422E/428E machines.

Also located inside the right door is the Cat ET connector (2) and the fuse panel (3). The fusepanel cover has been removed in the top illustration.

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This illustration shows the fuse panel (1) with the cover (2) removed. The fuse panel includesa decal (3) that lists the machine fuses and relays.

The machine relays are:

- K1 Backup alarm (4)

- K2 Horn (5)

- K3 Position lamp (6)

- K4 Differential lock (7)

- K5 Not used (8)

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- K6 Not used (9)

- K7 Ride control (10)

- K8 AWD brake (11)

- K9 Implement enable (12)

NOTE: There are six fuses (not visible) for the three power relay modules. The fusesare located next to the fuse panel. Part of the console must be removed to access thepower relay modules and fuses.


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The cab air filter (1) is located behind a panel (2) on the right side of the operator's station.The cab air filter is accessed by opening a panel (3) on the right fender.

A clean air intake (4) is also located on the right side of the cab.

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ENGINE

The "E" Series Backhoe Loader machines are equipped with a 3054C engine. The 3054Cengine meets EPA Tier II emissions requirements, the same as the "D" Series update machines.

The standard engine for the 416E and 422E is the 3054C DINA (Direct Injection NaturallyAspirated) engine which maintains the same horsepower as the previous machines at 55 kW (74hp).

The optional engine for the 416E and 422E is the 3054C DIT (Direct Injection Turbocharged)engine. The horsepower has been increased from 60 kW (80 hp) in the "D" Series models to 66 kW (89 hp) in the "E" Series models.

The 420E/428E/430E/432E/434E/442E and 444E machines are all equipped with the 3054Cturbocharged engine. Horsepower ratings are:

- 420E/428E/432E/434E with standard transmission: 66 kW (89 hp)

- 428E/430E/442E/444E with standard transmission: 72 kW (97 hp)

- 420E/430E/432E/434E/442E/444E with autoshift transmission: 72 kW (97 hp)

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The air filter (1) is similar to the air filter used on the updated "D" Series Backhoe Loaders, butthe air intake (2) is from the top of the air filter on the "E" Series machines. Air is vented fromthe fan to the air filter through an opening (3) in the hood. The air filter incorporates both theprecleaner and air cleaner functions.

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The fuel tank (1) is located on the left side of the machine. The fuel level sender (2) is locatedon the top of the fuel tank.

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The "E" Series Backhoe Loaders use different fuel pumps depending on whether the engine isnaturally aspirated or turbocharged. Both fuel pumps have been used on other Caterpillarproducts. These fuel pumps are not serviceable except by the manufacturer's certified servicecenters.

Machines equipped with a naturally aspirated 3054C DINA engine (not shown) will have adistributor-type mechanical fuel pump. These fuel pumps use a cam plate, rollers, and springsto move the distributor plunger in and out of the fuel pump housing. This motion createspressurized fuel which is distributed to the injectors.

Machines equipped with a turbocharged 3054C DIT engine will have a distributor-type,plunger-type mechanical fuel pump (1). These fuel pumps contain plungers, a cam ring, andshoes in the rotor assembly. As the rotor turns, the cam ring forces the shoes and plungers in toincrease the fuel pressure. The pressurized fuel is then directed to the injectors.

If a new pump is installed on the engine, a locking bolt (2) and a two position spacer in thepump flange below the timing mark on the pump engine flange must be loosened afterinstalling the pump on the engine. In the locked position, the bolt prevents the pump driveshaft from turning. Move the spacer to provide additional clearance between the bolt head andthe pump flange to unlock the pump drive shaft. If this procedure is not performed, the fuelpump will be damaged if an attempt is made to start the engine. If the screw is removed beforebeing installed on the engine, the fuel pump will no longer be timed and will require retiming atthe manufacturer's service center.

Both fuel pumps are also equipped with an engine shutdown solenoid (3) and automaticadvance mechanism (4).

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An electric fuel primer (1) is used on all "E" Series Backhoe Loaders. This primer pumpreplaces the manually controlled lift pump used on previous backhoe engines.

The fuel primer and filter is located inside the left front frame rail next to the engine oil filter (2).

The fuel filter water separator drain plug (3) is visible from below the engine.

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This cutaway illustration shows the distributor-type injection pump used on the naturallyaspirated 3054C which is standard on the 416E/422E models. The distributor pump has onlyone high pressure pump chamber and one plunger regardless of the number of cylinders in theengine. The fuel is delivered through a groove in the plunger to the outlet ports as determinedby the number of cylinders in the engine.

The injection pump consists of the following subassemblies:

Feed pump: Consists of a vane-type pump that pulls fuel from the tank and supplies fuel tothe high pressure pump chamber. The feed pump is driven by the pump drive shaft.

High pressure pump with distributor: Delivers fuel under high pressure through a plunger tothe delivery valves. The plunger moves axially due to the rotation of the cam plate. Theplunger is also driven by the pump drive shaft.

Mechanical governor: Controls engine speed through various load ranges. The flyweightscontrol the governor lever position.

Timing advance mechanism: Adjusts the start of fuel delivery as a function of pump speedand load.

Engine shutoff solenoid: When de-energized, blocks fuel to the plunger fill port to stop theengine.

NOTE: Refer to "Distributor-type Mechanical Fuel Pump-3044C/3046 Tier II Engines"(SERV1777) for more information on the distributor-type mechanical fuel pump.

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This illustration shows the distributor-type fuel injection pump used on the turbocharged 3054Cengines.

Fuel is drawn by the transfer pump through the pressure regulator and sent to the meteringvalve when the solenoid is energized. The fuel also flows through an annular groove aroundthe rotor to the orifice check valve and the automatic advance mechanism.

The metering valve controls the amount of fuel sent to the pumping elements inside the rotor(plungers, cam ring, and shoes). As the rotor turns, the cam ring forces the shoes and plungersin to increase the fuel pressure. The pressurized fuel is then directed to the injectors.


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ELECTRICAL SYSTEM

The "E" Series backhoe loaders are equipped with conventional 12 volt electrical systems withnegative ground and either a 100 amp alternator or a 120 amp alternator. The 100 ampalternator is installed on the 416E/422E machines. The 420E/428E/430E/432E/434E/442E and444E machines are equipped with a 120 amp alternator. The batteries (1) are located below thecab on the right side of the machine. The batteries are accessed by opening a panel (2) belowthe step to the cab.

The standard machines are equipped with a 12 volt maintenance free battery to supply power tothe system. The machines can be equipped with two batteries along with a heavy dutyalternator for cold weather climates or for use with additional operating lights (attachments).

The system does not have a disconnect switch. To disable the electrical system, remove thebattery ground cable from the main frame. The starting system is a key start and stop system.

45


1

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46

The starting and charging system on the "E" Series machines is similar to the "D" Seriesmachines.

When the key is in the START-RUN position and the transmission shift control lever is inNEUTRAL, the start relay is energized through the transmission shift lever. With the start relayclosed, power from the battery energizes the starter solenoid and motor. The starter thenengages the flywheel ring gear and starts the engine. If the transmission shift lever is not inNEUTRAL, no power is directed to the start relay, so the engine will not crank.

For cold starts, the start aid switch can be used to energize the glow plugs. The glow plugsreplaced the thermal starting aid coil. A start aid relay has also been added to the start aidcircuit.


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The Machine ECM (1) now controls most of the machine functions and replaces the AuxiliaryControl ECM and the Autoshift ECM on machines equipped with a pilot controlled backhoevalve. The Machine ECM is mounted to the bottom of the cab floor plate (2). The MachineECM includes two 70 pin connectors (3).

NOTE: The Machine ECM is not installed on machines equipped with a mechanicalbackhoe valve (416E/422E/428E).

47


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48

This illustration shows the Machine ECM input and output components on machines equippedwith a pilot controlled backhoe valve.

The Machine ECM receives signals from the machine input components and sendscorresponding signals to the machine output components to control several of the hydraulicfunctions and the autoshift transmission.

NOTE: The Autoshift ECM has been eliminated. The power train is now controlled bythe Machine ECM.

The Machine ECM communicates on the Cat Data Link with Cat ET and on the J1939 CANData Bus with Product Link (if equipped).


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The Configuration screen in Cat ET shows the types of configurations that can be changed onthe "E" Series Backhoes. The left side of the screen also shows the available ECMs: MachineControl, Product Link, and Shift Lever.

The configurations will be discussed later in the presentation.


50

This illustrations shows the Machine Status screen. Although the engine is not electronicallycontrolled, the Machine ECM monitors several engine parameters.


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POWER TRAIN

Standard Transmission

The standard countershaft transmission is similar to the "D" Series transmission. A forwarddrive gear has been added to the countershaft, which increases the machine top speed to 40 km/h (25 mph) the same as the Autoshift transmission. The new gear is labeled in red forboth the two wheel drive transmission (top illustration) and All Wheel Drive (AWD)transmission (bottom illustration).

The four-speed, direct drive, helical gear, constant mesh, synchronized standard transmission iscoupled with hydraulically engaged FORWARD and REVERSE clutches. Each multiple discclutch pack is controlled by a solenoid valve.

51

52


A manually actuated lever and shifter fork arrangement shifts the transmission through the fourfully synchronized speed ranges.

Power is transmitted from the torque converter to the input shaft. If FORWARD is selected, theFORWARD clutch is engaged and power flows from the input shaft to the countershaft. Thecountershaft causes all four speed gears to rotate. A synchronizer will engage one of the speedgears with the output shaft. Power is then directed to the rear axle.

If the machine is equipped with All Wheel Drive (AWD), a separate shaft and clutch areneeded. An additional gear on the output shaft will transmit power to the AWD shaft.

A multiple disc clutch is part of the AWD shaft group. The clutch is hydraulically engaged andspring released. A solenoid controlled valve (not shown) directs oil to pressurize or drain theclutch. The solenoid is energized by the AWD switch on the left front console in the cab. Thefront wheel drive axle can be engaged while the vehicle is moving by activating the AWDswitch.


53

This illustration shows the power train hydraulic schematic for the standard transmissionequipped with two wheel drive.

Oil from the sump is drawn through a suction screen by a crescent-type gear pump located onthe transmission input shaft. From the pump, the oil is sent through a spin-on filter to thetransmission directional selector solenoid valve.

In NEUTRAL, the oil flow is blocked by the directional selector solenoid valve. Therefore, theoil opens the relief valve and flows to the torque converter. A bypass orifice in the relief valveis located between the supply circuit and torque converter circuit to make sure that oil is alwaysavailable to the torque converter when the machine is running.

The torque converter inlet relief valve protects the automotive-type torque converter from highpressure (during cold start-up). Oil from the torque converter goes to the oil cooler, which islocated in front of the radiator.

From the cooler, the oil is used for lubrication. A passage directs lube oil to the input shaft ofthe transmission. Oil from the shaft cools and lubricates the clutch assembly and input shaftbearings. The output shaft, countershaft and reverse idler shaft are splash lubricated. The oilthen returns to the sump.


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NOTE: The lines and fittings from the torque converter and the oil cooler are sized toprovide sufficient restriction to the oil in the torque converter. A torque converter outletrelief valve is not required.

Modulating valves have been added to the directional selector solenoid valve. The modulatingvalves improve clutch modulation, which results in smoother transmission shifting. Themodulating valves consists of a modulating relief valve, orifice, and load piston.

In this illustration with the directional selector spool shifted to the FORWARD position, oilflows through an orifice and to the forward clutch. Oil also flows to one end of the modulatingrelief valve and through an orifice to the other end of the modulating relief valve and to theload piston.

As the oil flows into the clutch, pressure increases and the clutch begins to engage. Oilpressure forces the modulating relief valve against spring force, which allows some oil to flowthrough the relief valve to the tank.

Oil flows at a constant rate through the orifice to the load piston. The load piston moves at aconstant speed against spring force. The time it takes for the load piston to move down andcontact the stop is the hold time of the modulation valve.

The clutch fill time must be less than the hold time. When the load piston contacts the stop, thelarge spring is compressed. When the load piston is completely down, the pressure increases tosystem pressure. The relief valve limits the maximum clutch pressure.


54

This illustration shows the power train hydraulic schematic for the standard transmissionequipped with All Wheel Drive (AWD).

The power train hydraulic system for AWD machines is the same as the two wheel drivemachines except for an external supply line which directs supply oil to the AWD solenoidvalve. When the solenoid is energized, oil engages the AWD clutch.

This schematic shows that the directional selector solenoid valve has been energized. Supplyoil flows through the valve to engage the FORWARD clutch.


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Autoshift Transmission

A torque converter (not shown) provides a fluid connection between the engine and thetransmission.

The five-speed forward, three-speed reverse autoshift transmission is a constant-mesh,countershaft design. The transmission transfers power to the drive axles. The Machine ECMelectronically controls the transmission by selectively energizing speed and directionalsolenoids. The transmission is equipped with three speed and three directional solenoids. Onespeed solenoid and one directional solenoid must be simultaneously energized for atransmission gear to be engaged.

Transmissions with the optional AWD system (shown in this illustration) are equipped with anAWD solenoid and an additional output shaft.

NOTE: The reverse shaft and clutch are not shown in this sectional view. It is shownlater in this presentation.


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56

This illustration shows the power train hydraulic schematic for the autoshift transmissionequipped with two wheel drive.

Modulation valves have also been added to the forward low, forward high, and reverse clutchsolenoids. The modulation valves operate the same as previously described in the standardtransmission.

The Autoshift ECM has been eliminated. The autoshift transmission is now controlled by theMachine ECM.

The Machine ECM contains the software to control transmission shifting. The softwarecompares the input information to the information stored in the Machine ECM to determine theappropriate gear for the machine.

The Machine ECM then sends an output signal to energize solenoids for the appropriate clutch.Through Cat ET, FIRST gear can be ENABLED or DISABLED.


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FIRST gear is a relatively low (slow) gear ratio, and using it may not be necessary for normalloader work or for roading. If using AUTOSHIFT for either loading or roading, disablingFIRST gear eliminates an extra gear shift. In extreme hard digging conditions, the neutralizerbutton can be used to downshift to FIRST, and then AUTOSHIFT will upshift the transmissionas the machine speed increases.

In summary, disabling FIRST makes the machine more responsive, smoother, and efficient(more productive). Use FIRST gear only when required.


57

This illustration shows the power train hydraulic schematic for the autoshift transmissionequipped with All Wheel Drive (AWD).

The power train hydraulic system for AWD machines is the same as the two wheel drivemachines except for the AWD solenoid and clutch. When the AWD solenoid is energized, oilengages the AWD clutch.

This schematic shows the No. 1 and No. 4 solenoids energized to engage the forward lowdirectional clutch and the No. 1 speed clutch to obtain FIRST SPEED FORWARD. The reliefvalve limits the maximum clutch pressure.


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58

The five-speed forward, three-speed reverse transmission is equipped with six clutch packs.The autoshift transmission uses six solenoids to control the engagement of the clutch packs.Two clutch packs must be simultaneously engaged for the transmission to drive the machine.The above chart shows the energized solenoids and the engaged clutch packs for each gear.The solenoids are controlled by the Machine ECM.

In NEUTRAL, none of the solenoids are energized.

The chart can be used to identify which solenoids are energized to engage the speed anddirection clutches to obtain the desired speed range.

NOTE: The Machine ECM does not provide shift protection on the "E" Series. Shiftprotection prevents the operator from changing directions at high speeds.


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This illustration shows the inputs and outputs used by the Machine ECM to control theautoshift transmission.

The autoshift transmission has two modes of operation: Automatic and Manual. The modesare selected using the autoshift control switch on the right side of the front dash.

In the Automatic Mode, the operator controls the highest desired gear and the transmissioncontrol automatically selects the proper gear based on machine ground speed. The transmissiondetermines the ground speed through the transmission speed sensors and energized speedclutch.

In the Manual Mode, the transmission operates very similar to the standard power shifttransmission.

When the key start switch is ON, the transmission shift lever control provides an input signal tothe Machine ECM. The Machine ECM uses the shift lever control input to determine the gearrange selected on the transmission shift lever and the position of the key start switch. If theshift lever control is not in NEUTRAL during starting, the Machine ECM will prevent themachine from starting.


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The parking brake switch provides an input signal to the Machine ECM. The Machine ECMprevents the transmission from shifting if the parking brake is engaged and also energizes theparking brake relay to sound the alarm.

The transmission neutral lock switch also provides an input signal to the Machine ECM. If thetransmission neutral lock switch is moved to the LOCK position, the Machine ECM shifts thetransmission into NEUTRAL and prevents the transmission from shifting, regardless of theposition of the shift lever control. The Machine ECM will not shift the transmission until afterthe shift lever control is moved into the NEUTRAL position and the transmission neutral lockswitch is moved to the UNLOCK position.

When the transmission neutralizer switch is activated by the operator, the transmission willmomentarily neutralize by de-energizing the direction clutch. Only the directional clutch is de-energized. This will improve shift speed when the button is released and the machine isplaced back into gear. In the Manual Mode, the Downshift/Neutralizer Switch will not permitthe transmission to be downshifted.

The transmission speed sensor provides output speed information to the Machine ECM. In theAutomatic Mode, the operator controls the highest desired gear and the transmission controlautomatically selects the proper gear based on machine ground speed. The Machine ECMdetermines the ground speed through the transmission speed sensors and energized speedclutch.

The Machine ECM uses the input signals described above to control transmission shiftingthrough the transmission solenoid valves.


60

The Machine ECM status screens that are available to aid in autoshift transmission diagnosisare:

- Transmission Basic

- Transmission Neutralizer

- Transmission Speed

- Transmission Solenoids


61

This transmission status screen shows the neutral status of the autoshift transmission.


62

This transmission status screen shows the autoshift transmission gear status, engine speed,transmission output speed, and the ground speed/machine direction.


63

This transmission status screen shows the status of the autoshift transmission solenoids in amps.


64

This shift lever status screen shows the autoshift transmission gear lever status and load leverposition.


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With FIRST gear enabled, the following gears are available in the given conditions.

Shift lever in FIRST: The transmission will be held in FIRST gear.

Shift lever in SECOND: The transmission will automatically shift between FIRST andSECOND in response to machine speed.

Shift lever in THIRD: The transmission will automatically shift between FIRST, SECONDand THIRD in response to machine speed. The downshift switch can be used to force thetransmission into FIRST or SECOND gear.

Shift lever in FOURTH: The transmission will automatically shift between FIRST throughFIFTH in response to machine speed. THIRD gear may be skipped by the software. Thedownshift switch can be used to force the transmission into FIRST, SECOND, THIRD orFOURTH gear.

Whenever a machine is downshifted into a lower gear, the machine maximum gear will belimited to the lower gear for five seconds, then return to normal Automatic Mode.

65


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With FIRST gear disabled, the following gears are available in the given conditions.

Shift lever in FIRST: The transmission will be held in FIRST.

Shift lever in SECOND: The transmission will be held in SECOND unless the operator forcesthe transmission into FIRST through the downshift switch.

Shift lever in THIRD: The transmission will automatically shift between SECOND andTHIRD in response to machine speed. The downshift switch can be used to force thetransmission into FIRST or SECOND gear.

Shift lever in FOURTH: The transmission will automatically shift between SECOND throughFIFTH in response to machine speed. THIRD gear may be skipped by the software. Thedownshift switch can be used to force the transmission into FIRST, SECOND, THIRD orFOURTH gear.

If the machine is downshifted into a lower gear, upshifts will be disabled for five seconds, thenreturn to normal Automatic Mode.

66


67

Axles and Brakes

The rear final drive planetary gears (1) have been moved outboard of the differential (2). Thereare now separate reservoirs for final drive and differential gear oil.

Brake inspection ports have been added to the axle. The inspection ports allow for brake wearmeasurements with the axle installed in the machine.

The differential lock can now be engaged on the move in either first or second gear, whichimproves differential lock functionality.

NOTE: The differential lock must not be engaged in third or fourth gear. On machineswith the autoshift transmission, the Machine ECM may limit the differential lockfunction depending on the selected gear.


112

The brake inspection ports (1) are accessible from the rear with the axle installed in themachine.

The differential oil level/fill plug (2) and drain plug (3) are also located at the rear of the axle.

68


1 1

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69

The 420E/430E/432E/434E/442E and 444E machines are equipped with hydraulically assistedmaster cylinders, which decreases the amount of pedal effort when braking. This illustrationshows the boosted brakes valve group, which uses oil from the pilot accumulator to add boostto the master cylinder. The hydraulic force multiplies the pedal effort so the operator can getmore braking force with less effort.

In this illustration, the right brake is engaged and the left brake is released.

When the brake pedal is depressed, the brake linkage moves the brake boost valve to the right.Oil is directed from the pilot accumulator to the large chamber of the master cylinder. Thedistance that the brake pedal is depressed, determines the amount of oil flow to the mastercylinder.

The master cylinder piston moves to the right and forces the slave cylinder to the right(hydraulic assist). Oil in the master cylinder spring chamber flows to the tank. The slavecylinder directs oil to brake piston to engage the brakes and blocks the oil in the brake circuitfrom returning to tank.


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The oil in the brake circuit between the slave cylinder and wheel brake is a closed circuit.When the brakes are released, the slave cylinder moves to the left and oil from the brake pistonreturns to the slave cylinder. With the slave cylinder in the released position, the oil in thebrake circuit (between the slave cylinder and wheel brake) can flow between the right and leftbrake circuits only (closed circuit). The bridge passage connects the slave cylinders together,which allows the pressures to equalize when both brake pedals are depressed at the same time.

When the brakes are released, the master cylinder piston moves to the right and oil in themaster cylinder chamber is drained to tank through the boost brake valve.

NOTE: The master cylinders on the 416E/422E/428E machines are not hydraulicallyassisted.


70

This illustration shows a sectional view of the boosted brake valve group.

When the brake pedal is depressed, the boost brake valve moves to the left and inlet oil fromthe pilot manifold is directed to the master cylinder.


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The brake boost valves are connected to the master cylinder (1) at each brake pedal (2). Oilenters the master cylinder through the supply hose (3) and exits the master cylinder through thereturn hose (4). The oil flows to the service brakes through the hoses (5) at the bottom of themaster cylinder.

The master cylinders can be removed from the machine from inside the operator's compartment.

71


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The 416E/422E machine brakes are not hydraulically assisted and are equipped with a brakereservoir. The brake reservoir (arrow) is located at the rear of the engine compartment.

72


73

416E/422E/428E IMPLEMENT HYDRAULIC SYSTEM

This illustration shows a block diagram of the 416E/422E/428E machines which are equippedwith mechanically controlled loader and backhoe valves.

The 422E/428E sideshift machines include lock pistons to lock the backhoe on the slider.

The 416E and 422E machines include a single tilt loader. The 428E is equipped with a parallellift loader.

The standard loader valve group contains two control valves. Three control valves are installedon the machine if equipped with the auxiliary function. The priority valve is also containedwithin the loader control valve.

The standard backhoe valve group contains six control valves. Seven or eight control valvesare installed in the backhoe valve group if the machine is equipped with an E-Stick and/or anauxiliary valve.


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This illustration shows the resolver signal network in the 416E/422E/428E machines.

The resolver signal network is similar to late production "C" Series machines. A signal linefrom the backhoe section and a signal line from the loader section are connected to a tee whichis equipped with a resolver. The highest resolved signal between the two valve sections flowsto the pump.


RightStabilizer

LeftStabilizer

"E" SERIES BACKHOE LOADER SIGNAL NETWORK416E / 422E / 428E MECHANICALLY CONTROLLED VALVES

LoaderTilt

HMULoaderLift

LoaderSection

Boom Swing Bucket Stick

BackhoeSection

Aux

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E-Stick

PumpControlValve

75

Implement and Steering Pump

The implement and steering pump on the 416E/422E/428E machines is a similar design andoperates the same as the pump on the "A" Series machines. The pump is located below the cabfloor plate. The pump control valve is mounted on top of the pump and contains a flowcompensator spool and pressure cutoff spool. The implement and steering pump supplies oilflow to the loader valve group, backhoe valve group, and steering system.


76

This illustration shows the 416E/422E/428E pump hydraulic circuit with the engine OFF.When the pump is OFF, a spring holds the swashplate at maximum angle.

The pump control valve contains two spools.

The flow compensator (margin spool) regulates output flow in response to the load signalreceived through the signal network. The flow supplied by the pump will be the amount offlow required to keep supply pressure above the signal pressure. The difference between supplypressure and the signal pressure is called "margin pressure." The pressure cutoff spool limitsmaximum system pressure and serves as the relief valve for the system.

Both spools have adjustment screws. Low pressure standby and margin pressure are controlledby the flow compensator. The flow compensator will simultaneously increase or decrease bothpressures, but not necessarily by the same amount.


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77

As the pump produces oil flow, system pressure begins to build because oil flow is blocked atthe implement control valves. This pressure is felt at the margin spool and the pressure cutoffspool. The margin spool moves right against the low spring force and permits system oil toflow to the actuator piston. As pressure in the actuator piston increases, the piston overcomesthe bias spring force and moves the swashplate to a reduced angle.

When no flow is demanded from the implements, no signal pressure is generated. At thisminimum swashplate angle, the pump produces enough flow to compensate for system leakageat a pressure to provide instantaneous implement response when an implement is activated.


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When an implement is activated, a signal is sent to the pump control valve. This signal plus themargin spring force overcomes the supply pressure at the left end of the spool. The spool thenmoves to the right, blocks the oil flow to the actuator and opens a passage to drain. Pressure atthe actuator piston is reduced or eliminated which allows the bias spring to move theswashplate to an increased angle. The pump upstrokes to produce more flow.


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As pump flow increases, pump supply pressure also increases. When the pump supply pressureincreases and equals the sum of the signal pressure plus the margin spring pressure, the marginspool moves to a metering position and the system becomes stabilized. The swashplate is heldat a relatively constant angle to maintain the required flow.

The difference between the signal pressure and the pump supply pressure is the value of themargin spring.


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When less oil flow is needed, the pump destrokes. When signal pressure decreases, oil pressuremoves the margin spool to the right. The actuator piston then overcomes spring force andmoves the swashplate to a reduced angle. The pump produces less flow.

As pump flow decreases, pump supply pressure also decreases. When the pump supplypressure decreases and becomes the sum of load pressure plus margin pressure, the marginspool moves to a metering position and the system stabilizes.


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81

The pressure compensator or cutoff spool is in parallel with the margin spool. The pressurecompensator limits the maximum system pressure for any pump displacement. The pressurecompensator spool is forced down during normal operation by the pressure cutoff spring.

During a stall or when system pressure is maximum, signal pressure is equal to pump supplypressure. The combination of the signal pressure and the margin spring forces the margin spoolto the left. This movement of the margin spool normally opens a passage in the pump controlvalve for the oil in the actuator piston to drain, causing the pump to upstroke.

However, since the supply pressure is high enough, the pressure cutoff spool is now forced tothe right against the spring. The movement of the pressure cutoff spool blocks the oil from theactuator piston from going to drain and allows supply oil to the actuator. Oil pressure at theactuator allows it to overcome spring force to destroke the pump.

The pump is now at minimum flow and pump supply pressure is at maximum. This conditionis maintained for a single implement in a stall condition.


Pump Group

Load Sensing SignalTo Backhoe Valve

PressureCutoff

FlowCompensator

416E / 422E / 428E HYDRAULIC SYSTEMHIGH PRESSURE STALL

82

Mechanical Loader Valve Group

The 416E/422E/428E machines are equipped with a mechanically controlled loader valve thatis accessed from below the floor plate.

This illustration shows the auxiliary control lever (1) and loader joystick (2) connected to theloader valve linkage (4).

The loader control valve group contains an inlet manifold (5), lift control valve (6), tilt controlvalve (7), and auxiliary control valve (8, if equipped).

The transmission neutralizer switch (3) is also located on the loader joystick.


The loader joystick (1) controls the position of the lift and tilt valve spools in the loader controlvalve. The auxiliary control lever (2) controls the position of the auxiliary valve spool.

83


12

84

This illustration shows the mechanically controlled loader valve on the 416E/422E/428Emachines. The loader valve is closed-center and pressure compensated. The loader valveincludes the lift and tilt valves in the standard loader valve group. The tilt valve contains twoline relief valves. The auxiliary valve (if equipped) contains one line relief valve.

Oil flows from the pump through the backhoe valve and to the priority valve. Before theengine is started, the spring holds the priority spool to the left. The priority valve ensures thesteering circuit receives oil flow first. If oil flow is not needed for steering and an implementvalve in the loader section is activated, the priority valve will direct most of the supply oil tothe loader implement circuits.


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85

This illustration shows the inlet manifold in the 416E/422E/428E mechanically controlledloader valve.

When the engine is started, the flow from the pump is directed to the priority valve. With thespool to the left, the pump supply oil is directed to the HMU. As the HMU passage fills, oilalso enters the axial-drilled hole in the priority spool and flows to the left end of the spool.

As pressure builds on the left end, the spool starts to move to the right, against spring force.The spool begins to restrict the oil flow to the HMU supply passage as the spool continues tomove to the right. Oil restricted by the priority spool from entering the HMU supply passageflows to the loader implement valves.

The priority spool never completely blocks the flow of oil to the HMU supply passage. A smallamount of oil is allowed to flow through the dynamic bleed orifice to the priority spool springcavity where it becomes signal oil.


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Signal oil flows from the spring cavity through the HMU signal line to the HMU, where the oilflows to the tank. This action causes the priority spool to meter oil continuously to the HMUsupply passage to maintain a predetermined pressure in the HMU supply passage. Thispredetermined pressure in the HMU supply passage provides instantaneous steering responsewhen the steering is activated. The metering action also reduces spool travel when steering isrequired, which results in faster steering response.

With all implements in HOLD in this closed-center system, this signal oil is sensed at the pumpcontrol valve resulting in an increase in the LOW PRESSURE STANDBY setting.


86

This illustration shows the mechanically controlled lift valve in the 416E/422E/428E machinesin the HOLD position. In the HOLD position, the spring keeps the lift spool in the centerposition and pump oil is blocked.

The loader joystick has four positions: RAISE, HOLD, LOWER, and FLOAT.


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87

This illustration shows the mechanically controlled lift valve in the 416E/422E/428E machinesin the RAISE position. When the loader joystick is moved to the RAISE position, the lift spoolis moved to the right. Pump oil flows past the lift spool and acts on the pressure compensatorvalve. The compensator valve moves up and oil flows to the head end of the lift cylinder.

The lift cylinder moves to the RAISE position. Return oil flows from the rod end of thecylinder around the lift spool back to the tank.

The oil also flows around the compensator and enters the signal oil passage. The signal oilchamber pressure and the compensator spring force balances against the oil pressure in thepump supply passage. The oil in signal passage flows to the resolver. If the lift circuit is theonly active circuit, or if the lift circuit has a work port pressure higher than the other circuitsthat are active, the oil pressure from the lift circuit acts on the pump actuator to control pumpoutput.


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88

This illustration shows the mechanically controlled tilt valve in the 416E/422E/428E machinesin the HOLD position.

The tilt valve also includes head end and rod end line relief valves that limit the oil pressure inthe TILT BACK and DUMP circuits.

The tilt control spool also includes a magnetic detent (solenoid) that is part of the "return-to-dig" feature.

The loader tilt control valve has three positions: RACK BACK, HOLD, and DUMP.


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89

This illustration shows the optional mechanically controlled auxiliary valve in the416E/422E/428E machines in the HOLD position. The auxiliary valve controls the oil to theauxiliary circuit.

The loader auxiliary valve is typically used for the Multi-Purpose (MP) Bucket.

The auxiliary control valve has a line relief valve for the rod end work port. The auxiliarycontrol lever has three positions: OPEN, HOLD, and CLOSE.


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90

Ride Control System

Travel at high speeds over rough terrain causes bucket movement. The optional Ride ControlSystem acts as a shock absorber by absorbing bucket forces, which stabilize the machine.

The Ride Control System components include the ride control switch (1), ride control relay (2),ride control solenoids (3), ride control accumulator (4), and ride control pressure switch (5).

Two solenoids are now used on the "E" Series machines Ride Control System.

The ride control switch includes an ON and OFF position. When the ride control switch is inthe OFF position, the ride control solenoids are not energized. To energize the ride controlrelay and solenoids, the pressure switch must be closed. The pressure switch senses the loaderlift cylinder rod end pressure. When the rod end pressure is below the ride control actuationpressure, the switch closes.

NOTE: The pressure switch prevents the Ride Control System from activating if thepressure in the rod end of the loader lift cylinder is too high. An example is when theloader arms are used to lift the front wheels off the ground. If the Ride Control Systemwas engaged, the machine would fall to the ground.


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If the macine ground speed is less than approximately 9.5 kilometers per hour (6 mph), the ridecontrol system will not engage.

NOTE: On 420E/430E/432E/434E/442E and 444E machines equipped with anautoshift transmission, the Ride Control System is monitored by the Machine ECM andwill be discussed later in the presentation.


91

This illustration shows a hydraulic schematic of the Ride Control System. With the RideControl System ON and the lift control valve in HOLD, oil is blocked at both the rod and headends of the lift cylinders.

When the ride control solenoids are energized, the head ends of the loader lift cylinders areconnected to the ride control accumulator and the rod ends of the loader lift cylinders are opento the tank.

When the machine is driven over rough terrain with the Ride Control System ON, the loader liftcylinders extend and retract. As the lift cylinders extend, oil displaced from the rod ends of thecylinders flows to the tank and oil which is stored in the accumulator flows into the head endsof the cylinders. As the lift cylinders retract, oil displaced from the head ends of the cylindersflows into the accumulator, and oil is drawn from the tank into the rod ends of the cylinders.The accumulator acts as a shock absorber when the cylinders retract, providing a smoother ride.

When the Ride Control System is OFF, the ride control solenoids are not energized. The checkvalves seat and block the passage from the rod ends of the lift cylinders to the tank and the headends of the cylinders to the accumulator.


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The orifice in the line between the accumulator and cylinder head ends prevents the rapid lossof the oil which is stored in the accumulator when the loader arms are lowered. The orificealso allows the accumulator to be charged, without adversely affecting machine performancewhen the loader arms are lifted.


Mechanical Backhoe Valve Group

The 416E/422E/428E machines are equipped with a mechanically controlled backhoe valve thatis accessed from below the floor plate. The backhoe control valve group contains the followingcomponents:

-Optional E-Stick control valve (1)

-Stick control valve (2)

-Bucket control valve (3)

-Swing control valve (4)

-Boom control valve (5)

-Optional auxiliary valve (6)

-Inlet manifold (7)

-Left stabilizer valve control valve (8)

-Right stabilizer control valve (9)

-End cover (10)

-Inlet ports (11)

-Sideshift lock valve (12) (422E/428E machines)

-Outlet ports (13)

92


The backhoe joysticks (1) control the position of the boom, swing, bucket, and stick backhoevalve spools in the backhoe control valve group. The stabilizer control levers (not visible),located on the side console, control the position of the right and left stabilizer valve spools.

The pedal (2) on the floor to the right of the joysticks controls the E-Stick (if equipped) or ahammer (if installed). The auxiliary functions are controlled by a pedal (not shown) on thefloor to the left of the joysticks.

93


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94

This illustration shows the mechanically controlled backhoe valve on the 416E/422E/428Emachines. The standard backhoe valve group contains six control valves. A valve group withseven or eight control valves is available if the machine is equipped with an E-Stick valveand/or auxiliary valve. All the valves are PPPC valves except the stabilizer valves.

The 422E/428E machines are equipped with side shift lock pistons to lock the side shiftmechanism in place. The side shift lock piston ON/OFF solenoid valve controls the oil flow tothe side shift pistons.


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This illustration shows the optional mechanically controlled backhoe auxiliary valve in the416E/422E/428E machines in the HOLD position. The auxiliary valve controls the oil to theauxiliary circuit attachments.

The auxiliary control valve has a line relief valve for the rod end work port and the head endwork port. The auxiliary control lever has three positions: OPEN, HOLD, and CLOSE.


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96

This illustration shows the mechanically controlled boom valve in the 416E/422E/428Emachines in the HOLD position. The boom valve controls the oil to the head end and rod endof the boom cylinder.

The boom control valve has a line relief valve for the rod end and the head end of the boomcylinder. The boom control lever has three positions: RAISE, HOLD, and LOWER.


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This illustration shows the mechanically controlled boom valve in the 416E/422E/428Emachines in the RAISE position. When the backhoe joystick is moved to the BOOM RAISEposition, the boom spool is moved to the left. Pump oil flows past the boom spool and acts onthe pressure compensator valve. The compensator valve moves up and oil flows to the rod endof the boom cylinder.

The boom cylinder moves to the RAISE position. Return oil flows from the head end of thecylinder around the boom spool back to the tank.

The oil also flows around the compensator and enters the signal oil passage. The signal oilchamber pressure and the compensator spring force balances against the oil pressure in thepump supply passage. The oil in signal passage flows to the resolver. If the boom circuit is theonly active circuit, or if the lift circuit has a work port pressure higher than the other circuitsthat are active, the oil pressure from the boom circuit acts on the pump actuator to control pumpoutput.


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98

This illustration shows the mechanically controlled swing valve in the 416E/422E/428Emachines in the HOLD position. The swing control valve controls the oil to the head end androd end of the swing cylinders.

The swing control valve has a line relief valve for the rod end and the head end of the swingcylinders. The swing control lever has three positions: SWING RIGHT, HOLD, and SWINGLEFT.


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99

This illustration shows the mechanically controlled bucket valve in the 416E/422E/428Emachines in the HOLD position. The bucket control valve controls the oil to the head end androd end of the bucket cylinder.

The bucket control valve has a line relief valve for the rod end and the head end of the bucketcylinder. The bucket control lever has three positions: LOAD, HOLD, and DUMP.


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100

This illustration shows the mechanically controlled stick valve in the 416E/422E/428Emachines in the HOLD position. The stick control valve controls the oil to the head end androd end of the stick cylinder.

The stick control valve has a line relief valve for the rod end and the head end of the stickcylinder. The stick control lever has three positions: STICK IN, HOLD, and STICK OUT.


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101

This illustration shows the optional mechanically controlled E-Stick valve in the416E/422E/428E machines in the HOLD position. The E-Stick control valve controls the oil tothe head end and rod end of the stick cylinder.

The E-Stick control valve has a line relief valve for the rod end of the E-Stick cylinder. The E-Stick control lever has three positions: STICK EXTEND, HOLD, and STICK RETRACT.


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102

This illustration shows the stabilizer circuit in the 416E/422E/428E machines with the rightstabilizer in the STABILIZER DOWN position and the left stabilizer in the HOLD position.

The stabilizer cylinders are controlled by closed-center valves equipped with lock check valvesand pilot lock check valves.

The check valves prevent cylinder drift in either direction.

When the right stabilizer control lever is moved to the DOWN position pump, oil flows throughthe right lock check valve to the head end of the right stabilizer cylinder. Pilot oil is sent to theleft lock check valve to unseat the check valve. Oil from the rod end of the cylinder flowsthrough the left lock check valve and the stabilizer control valve to the tank.


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103

Sideshift machines feature a boom (1) that can be shifted to different positions along a frame (2). Lock pistons (4) are used to lock the boom to the frame rails. Lock pistonsolenoids, located on the backhoe valve outlet manifold, actuate the lock pistons. The sideshiftswitch (3) in the cab sends a signal to energize the lock piston solenoids.

The stabilizers (5) are used to raise and lower the machine. Sideshift and center pivot machinesuse the same type of control valves to operate the stabilizers.

NOTE: The switch for the powered sideshift attachment is shown in this illustration.The switch for the mechanical sideshift machines is in the same location.


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104

This schematic shows the sideshift slide lock solenoid and orifice check valve operation.

In the ENGAGED position, the solenoid is not energized. The solenoid blocks the system oilflow. Pump oil flows past the check valve to the slide lock pistons. The pistons clamp thestabilizer frame slide rails against the bolts on the slide bars to prevent slide frame movement.

The check valve will seat as shown to maintain pressure on the pistons when system pressuredecreases.

In the RELEASED position, the solenoid is energized. The solenoid allows system supply oilto go to the tank. The slide lock pistons are no longer pressurized. The slide bar can thenmove along the slide rail.


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105

This illustration shows the powered sideshift hydraulic circuit in the SHIFT LEFT position.

When the powered sideshift is not activated, supply oil from the implement/steering pump isblocked by the sideshift lock solenoid.

When the top of the powered sideshift switch on the right console is pressed, the sideshift locksolenoid is energized. The left end of the sideshift solenoid valve is also energized and oil isdirected to the head end of the inboard cylinder and the rod end of the outboard cylinder. Thecylinders will shift the slide and the backhoe frame to the left. Oil from the rod end of theinboard cylinder and head end of the outboard cylinder returns to the tank.

Some oil will also flow through the load signal line and signal the pump to upstroke. The reliefvalve limits the load signal line pressure.

When the bottom of the powered sideshift switch is pressed, the sideshift slide and frame isshifted to the right.


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This illustration shows the optional powered sideshift (1) attachment. The powered sideshiftmoves the backhoe across the slider using two hydraulic cylinders (2).

106


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107

420E/430E/432E/434E/442E/444E IMPLEMENT HYDRAULIC SYSTEM

The 420E/430E machines can be equipped with a mechanically controlled or a pilot controlledloader valve. The 420E/430E backhoe valve is pilot controlled. The 432E/434E/442E/444Emachines are equipped with a pilot controlled loader valve and backhoe valve.

This illustration shows a block diagram of the 420E/430E machines with a mechanicallycontrolled loader valve and a pilot controlled backhoe valve. The 420E/430E machines with amechanically controlled loader valve are a single tilt arrangement.

The 420E/430E mechanically controlled loader valve is similar to the 416E/422E/428E loadervalve but includes a different compensator valve and no resolver network.

The standard loader control valve group contains two control valves. Three control valves areinstalled on the machine if equipped with the auxiliary function. The priority valve is alsocontained within the loader valve.


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The standard pilot controlled backhoe valve group contains six control valves. Seven or eightvalves are installed in the backhoe valve group if the machine is equipped with an E-Stickand/or an auxiliary valve. The auxiliary valve and E-Stick valve are controlled by the MachineECM via solenoid valves. The solenoid valves direct pilot oil to each end of the auxiliary valveand E-Stick directional spools.

The pilot accumulator allows the backhoe implements to be lowered if the engine will not run.The accumulator also provides oil to the brake boost valve.


108

This illustration shows a block diagram of the 420E/430E machines with a pilot controlledloader valve and a pilot controlled backhoe valve. The 420E/430E machines with a pilotcontrolled loader valve are a parallel lift arrangement.

The standard pilot controlled loader valve group contains six control valves. Three controlvalves are installed on the machine if equipped with the auxiliary function. The auxiliary valveis controlled by the Machine ECM via two solenoid valves. The solenoid valves direct pilot oilto each end of the auxiliary valve directional spool.

The priority valve is also contained within the loader control valve group.

The pilot controlled backhoe valve and pilot accumulator, as previously described, is the sameon all 420E/430E machines.

The pilot accumulator allows the loader and backhoe implements to be lowered if the enginewill not run.


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109

This illustration shows a block diagram of the 432E/434E/442E/444E machines with a pilotcontrolled loader valve and a pilot controlled backhoe valve. The 432E/434E/442E/444Emachines are all equipped with a parallel lift arrangement.

The pilot controlled loader valve, as previously described, is the same as the 420E/430Emachines.

The pilot controlled backhoe valve, as previously described, is similar to the 420E/430Emachines, but the stabilizer valves are in different locations within the control valve group. The420E/430E stabilizer valves are located on the outboard ends of the backhoe valve group. The432E/434E/442E/444E stabilizer valves are located near the center of the backhoe valve group.

The pilot accumulator allows the loader and backhoe implements to be lowered if the enginewill not run. The accumulator also provides oil to the brake boost valve.

The 432E/434E/442E/444E sideshift machines include lock pistons to lock the backhoe on theslider.


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109A

The hydraulic configurations screen shows the configuration status of the loader and backhoeauxiliary valves, the ride control system and activation speed, and the hydraulic oil temperaturesensor installation.


Implement and Steering Pump

The implement and steering pump on the 420E/430E/432E/434E/442E and 444E machines issimilar to the "D" Series machines, but now includes a torque control solenoid (not visible).The torque control solenoid provides an additional pump setting.

The implement and steering pump (1) is located below the floor plate in the cab. The pumpcontrol valve (2) contains a torque control spool adjustment screw (3) and a flow compensatoradjustment screw (4). The adjustment screws and the load sensing pressure tap (5) areaccessible from the cab.

In the "D" Series machines, the pressure cutoff spool in the pump served as the relief valve forthe hydraulic system. In the "E" Series machines, the signal relief valve, located in the backhoevalve outlet manifold, serves as the hydraulic system relief valve since the system is PPPC.The margin spool or flow compensator is located in the pump control in the same location asthe former pressure cutoff valve was located. The torque control spool is located in the pumpcontrol in the same location as the margin spool or flow compensator valve was located.

The new system also features a margin relief valve, located in the backhoe outlet manifold,which increases pump flow in a standby condition to improve response. The margin reliefvalve provides the system with similar operating characteristics as an open center system.

NOTE: DO NOT adjust the torque control spool. If adjustment is required, pleasecontact DSN-CPI to get the latest recommendations. The torque control spring is setlower than the flow compensator.

110


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43

1

111

These illustrations show the implement and steering pump out of the machine. The followingcomponents are visible:

- Torque control adjustment (1)

- Flow compensator adjustment (2)

- Load sensing pressure tap (3)

- Inlet port (4)

- Case drain port (5)

- Torque control solenoid (6)

- Discharge pressure tap (7)

- Torque limiter (8)

- Outlet port (9)


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112

Steering and Implement Pump Operation

With all the implements in HOLD, the steering priority valve bleeds some supply oil through adynamic bleed orifice back to the tank through the HMU. This oil flow creates a load sensingsignal, which is sensed at the pump flow compensator.

The LOW PRESSURE STANDBY reading will be higher than margin pressure on "E" Seriesmachines due to an internal minimum angle stop. This minimum angle stop is not adjustable,which prevents the swashplate from moving to a true minimum angle position.

As shown in the illustration above, the swashplate is at the prescribed minimum angle, applyingthe maximum setting on the spring in the torque limiter. The spring setting of the torque limiterchanges with the swashplate angle. As the swashplate angle is increased, the spring setting isreduced.


STEERING AND IMPLEMENTPUMP

LOW PRESSURE STANDBY

FlowCompensator

TorqueControl

PumpOutput

TorqueLimiter

LS Signal

TorqueControl

Solenoid

SignalReliefValve

PressureDifferential

ReliefValve

SignalDrainValve

BackhoeInlet Manifold

FlowCompensator

TorqueControl

LargeOrifice

SmallOrifice

113

The pump will UPSTROKE or DESTROKE to match changes in flow requirements.

Pump supply oil flows to the flow compensator and acts on the compensator spool lands.Supply oil also flows into a cross-drilled passage and an axial drilled passage in the flowcompensator spool. The pump supply pressure moves the flow compensator up, which opens asmall passage between the spool lands and the body of the pump control valve. The flowcompensator spool meters reduced pump supply oil to the large actuator piston in the pumpcase moving the swashplate to an angle that satisfies system needs.

When pump flow matches system needs, the pump supply pressure equals the sum of thesystem load pressure plus the flow compensator spring pressure. The flow compensator is in ametering position and the system is stabilized.

CONSTANT FLOW is maintained until there is a change in system flow requirements.



CONSTANT FLOW

PumpOutput

TorqueLimiter

LS Signal

TorqueControl

Solenoid

SignalReliefValve


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FlowCompensator

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114

This illustration shows a Pressure/Flow (P-Q) Curve Chart for the steering and implementpump. The purpose of this chart is to show how the torque limiter affects the maximum flowrate for the loader and backhoe sections when the torque limiter opens.

Initial pump flow on the chart is low which reflects STANDBY pressure from the pump. Whenflow is required, the chart illustrates an increase in pump flow that slowly decreases as pressurein the system increases.

The flow compensator spool regulates pump flow when system pressure and flow requirementsare below the curves. This is the area shown in pink.

The first sweeping curved line (Low Torque Mode) shows where the torque limiter has controlover the pump flow. The torque limiter destrokes the pump as the system pressure increases.The rate of destroke closely follows the torque curve of the engine.

The second sweeping curved line (High Torque Mode) shows where the torque control solenoidchanges the operating characteristics of the torque limiter providing an additional (higher)pump setting. This area is shown in red.


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114A

This chart shows the operational parameters of the new torque control solenoid. When thesolenoid is energized, the pump is in the high torque mode, and when the solenoid is de-energized, the pump is in the low torque mode.

When the machine is in a directional mode, FORWARD and/or REVERSE, and the implementsare operating, the pump solenoid is not energized until a certain engine rpm is obtained. Bykeeping the pump solenoid de-energized at a lower engine rpm, all of the available enginehorsepower is utilized by the power train for optimum efficiency.

As the power train and hydraulic system consume engine horsepower, the engine rpm decreasesand the torque control solenoid is de-energized. The hydraulic torque on the pump is decreasedand the engine rpm increases to regain the needed horsepower for full utilization of the powertrain.

There is a slight delay when the torque control solenoid is energized or de-energized basedupon engine rpm. This delay also occurs when the directional mode is changed (forward toreverse) and assists in stabilizing the engine and the hydraulic system.


420E430E432E434E442E444E

1600 rpm 1600 rpm 1600 rpm 1600 rpm 1600 rpm 1600 rpm

High Torque

SOLENOID ENERGIZED SOLENOID DE-ENERGIZED

Low Torque1300 rpm 1200 rpm 1300 rpm 1300 rpm 1200 rpm 1200 rpm

(FORWARD - OR - REVERSE)DIRECTIONAL MODE ENABLED

PUMP SOLENOID TORQUE PARAMETERS

114B

This chart shows the operational parameters of the torque control solenoid when the machine isin a non-directional mode (NEUTRAL), or operating the backhoe loader hydraulics. When thesolenoid is energized, the pump is in the high torque mode, and when the solenoid is de-energized, the pump is in the low torque mode.

When the machine is in the non-directional mode (NEUTRAL) or backhoe loader mode, thepump solenoid is not energized until a certain engine rpm is obtained.

When in NEUTRAL or backhoe loader mode, the pump torques control solenoid is energized ata lower engine rpm so that all of the available engine horsepower is available for utilization bythe hydraulic system for optimum efficiency.

As the hydraulic system consumes engine horsepower, the engine rpm will decrease, and at acertain rpm the torque control solenoid is de-energized. The pump hydraulic torque isdecreased and the engine increases to to regain the needed horsepower for full utilization of thehydraulic system.

There is a slight delay when the torque control solenoid is energized and/or de-energized basedupon the selection of the engine rpm when in the NEUTRAL mode, also known as the backhoeloader mode. This delay assists in stabilizing the engine and the hydraulic system.


1200 rpm

1200 rpm 1200 rpm 1200 rpm 1200 rpm

1200 rpm 1100 rpm

1100 rpm 1100 rpm 1100 rpm 1100 rpm

1100 rpm

420E430E432E434E442E444E

High Torque

SOLENOID ENERGIZED SOLENOID DE-ENERGIZED

Low Torque

(NEUTRAL)DIRECTIONAL MODE ENABLED

PUMP SOLENOID TORQUE PARAMETERS

115

The torque limiter monitors the pump swashplate angle and the pump discharge pressure. Thetorque limiter pressure setting varies with the swashplate angle: the greater the swashplateangle, the lower the pressure setting on the torque limiter spring due to the mechanical linkagebetween the swashplate and the torque limiter. As the swashplate angle decreases, themechanical linkage increases the force on the torque limiter springs, therefore, increasing thepressure setting of the torque limiter.

When a higher flow rate from the pump is required, the flow compensator receives a signalfrom the control valve to move the pump to maximum displacement. With the increasedpressure in the passage between the torque control spool and the torque limiter, the torquelimiter opens and allows oil to drain to the tank.

As the oil drains to tank at the torque limiter, a pressure reduction occurs at the top of thetorque control spool, which allows oil to start flowing through the axial drilled passage in thetorque control spool. Due to the reduced pressure at the top of the torque control spool andincreased pump discharge pressure at the bottom of the torque control spool, the torque controlspool shifts up. When the torque control spool shifts up, oil is metered across the flowcompensator spool to the large actuator piston which moves the swashplate toward minimumangle.



TORQUE LIMITER OPEN

PumpOutput

TorqueLimiter

LS Signal

TorqueControl

Solenoid

SignalReliefValve

SignalDrainValve


FlowCompensator

TorqueControl

FlowCompensator

TorqueControl


ReliefValve

LargeOrifice

SmallOrifice

116

When the appropriate engine speed for a loading or backhoe operation is obtained, the torquecontrol solenoid is ENERGIZED. With the torque control solenoid energized, the variabledisplacement pump flow increases.

Pump discharge oil flows through the solenoid and a large and small orifice. The combineddischarged pump flow increases the pressure on the top of the torque control spool. Thisincreased pressure at the top of the torque control spool keeps the torque control spool seated.At the same time a higher work port pressure occurs which generates a higher signal pressure tokeep the flow compensator in the down position. The combination of the two spools assists inkeeping the swashplate in a partially upstroked position to meet the higher operating flowrequirements and system pressure.

Due to the mechanical linkage working between the swashplate of the pump and the torquelimiter, the torque limiter spring force increases. With the increased spring force the pump willdestroke at a higher pressure.

In summary, full pump supply pressure is always available, however, flow is regulated tomaintain maximum input torque from the engine.



TORQUE CONTROL SOLENOID ON

PumpOutput

TorqueLimiter

LS Signal

TorqueControl

Solenoid

SignalReliefValve

SignalDrainValve


FlowCompensator

TorqueControl

FlowCompensator

TorqueControl


ReliefValve

LargeOrifice

SmallOrifice

Due to the torque control solenoid, the torque limiter has two different torque curves: one forthe low torque mode, and one for the high torque mode.

When the hydraulic demand falls below the conditions stated above, the torque limiter closes.The flow compensator now has control over the pump swashplate angle to regulate pump flowand meet the required system pressure and flow demands.


Mechanical Loader Valve Group

The 420E/430E machines can be equipped with a mechanically controlled loader valve (1) or apilot controlled loader valve (not shown). The loader valve is accessed from below the floorplate. The loader control valve group contains an inlet manifold (2), lift control valve (3), tiltcontrol valve (4), and auxiliary control valve (5, if equipped).

NOTE: 420E/430E machines with a mechanically controlled loader valve or a pilotcontrolled loader valve use the same inlet manifold.

117


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2345

The loader joystick (1) controls the position of the lift and tilt valve spools in the loader controlvalve. The auxiliary control lever (2) controls the position of the auxiliary valve spool.

118


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119

This illustration shows the mechanically controlled loader valve on the 420E/430E machines.The loader valve is closed-center. The loader valve includes the lift and tilt valves in thestandard loader valve group. The tilt valve contains two line relief valves. The auxiliary valve(if equipped) contains one line relief valve.

The loader valves in the 420E/430E are a PPPC type, but there are no resolvers in the signalnetwork. The pressure compensator creates the load signal pressure by diverting part of thesupply oil going to the cylinder into the signal line. The highest load signal is sensed at allcompensator valves and at the pump control valve.

The pressure compensator valve maintains a controlled pressure differential across the spool tocontrol flow to the circuit. If more than one circuit is used at a time, the circuit with the highestworkport pressure is used to regulate the flow through each control valve.

The "E" Series Backhoe Loader hydraulic system is similar to the PPPC hydraulic system usedon other Caterpillar products. The system shown incorporates the flow control, signalduplication, and resolver into one component called a pressure compensator valve.


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The pressure compensator valve acts as a resolver to compare the different circuit workportpressures and to send a signal pressure equal to the highest circuit pressure back to the pump.

The priority valve in the 420E/430E loader valve is a three-section valve that operates similarlyto the two-section priority valve in the 416E/422E/428E loader valve previously described.


120

This illustration shows the loader inlet manifold in the 420E/430E/432E/434E/442E and 444Emachines.

NOTE: The 420E/430E machines with a mechanically controlled loader valve and the420E/430E/432E/434E/442E and 444E machines with a pilot controlled loader valveuse the same inlet manifold.

Oil flows from the pump to the priority valve. Before the engine is started, the spring holds thepriority spool to the left. When the engine is started, oil flow from the pump is directed to thepriority valve. With the spool to the right, the pump supply oil is directed to the HMU. As theHMU passage fills, oil also enters the axial-drilled hole in the priority spool and flows to theright end of the spool.

As pressure builds on the right end, the spool starts to move to the left, against spring force.Oil continues to flow to the HMU and restricted oil flows to the loader valves. As the priorityvalve spool continues to move to the left, oil is restricted by the priority spool from entering theHMU supply passage and all oil flows to the loader implement valves.

When the priority spool is moved completely to the left, oil flow to the HMU supply passage isblocked.


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This illustration shows the mechanically controlled lift valve in the 420E/430E machines in theHOLD position. In the HOLD position, the spring keeps the lift spool in the center positionand pump oil is blocked.


Signal pressure from the priority valve in the inlet manifold is directed to the top of thecompensator spools in the loader control valve group.

A signal passage allows signal oil to flow to the top of the adjoining compensator spools and tothe load sensing relief valve in the inlet manifold.


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122

This illustration shows the mechanically controlled lift valve in the 420E/430E machines in theLOWER position.

When the loader joystick is moved to the LOWER position, the lift spool is moved to the right.Pump oil flows past the lift spool and acts on the pressure compensator valve. Thecompensator valve moves up and oil flows to the rod end of the lift cylinder.

The lift cylinder moves to the LOWER position. Return oil flows from the head end of thecylinder around the lift spool back to the tank.

The oil also flows around the compensator and enters the signal oil passage. The signal oilchamber pressure and the compensator spring force balances against the oil pressure in thepump supply passage. The oil in signal passage flows to the compensator valve in each loadercontrol valve. If the lift circuit is the only active circuit, or if the lift circuit has a work portpressure higher than the other circuits that are active, the oil pressure from the lift circuit actson the pump actuator to control pump output.


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This illustration shows the mechanically controlled tilt valve in the 420E/430E machines in theHOLD position.





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This illustration shows the optional mechanically controlled auxiliary valve in the 420E/430Emachines in the HOLD position. The auxiliary valve controls the oil to the auxiliary circuit.


The auxiliary control valve has a line relief valve for the rod end work port. The auxiliarycontrol lever has three positions: OPEN, HOLD, and CLOSE.


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Ride Control System

The Ride Control System, on machines with the optional autoshift transmission, is controlledby the Machine ECM (1). The Machine ECM monitors the position of the ride control switch (2) and determines when to operate the ride control system.

On machines with the autoshift transmission, the ride control switch is a three position switch;OFF, ON, and AUTO.

When the ride control switch is in the ON position, power is transferred to the ride control relay (3). Power available at the ride control switch illuminates the indicators in the switch andthe ride control indicator on the instrument panel.

The Machine ECM will energize the ride control solenoids (4) via the ride control relay if thepressure switch (5) is closed.

When the ride control switch is in the AUTO position, the Machine ECM uses input from thepressure switch and the transmission speed sensor to determine when to operate the ride controlsystem.


1

2

3

4

5

If the speed sensor input indicates ground speed is less than approximately 9.5 kilometers perhour (6 mph), the Machine ECM will not engage the ride control system. If the input indicatesthat the ground speed is greater than approximately 9.5 kilometers per hour (6 mph), theMachine ECM directs an output signal to close the ride control relay.

When the relay closes the solenoid is energized.

NOTE: Hydraulic system operation of the Ride Control System on machines with theautoshift transmission is the same as that on machines with the standard transmission,as previously described. Refer to visual No. 91.

SERVXXX - 139 - NPI

125A

The ride control status screen displays the ride control switch and the ride control relay. Thisscreen also shows the ride control activation speed and the machine ground speed.


Pilot Loader Valve Group

The 420E/430E machines can be equipped with a mechanically controlled loader valve aspreviously discussed, or a pilot controlled loader valve as shown in this illustration. The432E/434E/442E and 444E machines are all equipped with the pilot controlled loader valve.

The loader valve is accessed from below the floor plate. The loader control valve groupcontains an outlet manifold (1), auxiliary control valve (2, if equipped), tilt control valve (3),lift control valve (4), inlet manifold (5), and load sensing relief valve (6).

NOTE: 420E/430E machines with a mechanically controlled loader valve or a pilotcontrolled loader valve use the same inlet manifold as previously discussed.

126


The loader joystick (1) controls the position of the lift and tilt valve spools in the loader controlvalve. The thumbswitch (2) controls the position of the auxiliary valve spool.

The AWS buttons (3) that control the All Wheel Steering are also located on the loader joystick.AWS will be discussed later in the presentation.

127


3

2

1

127A

The hydraulic joysticks status screen displays status of the joystick thumbswitches for theloader and the backhoe.


127B

The joysticks thumbswitches can be calibrated. This Cat ET screen displays the status of thejoysticks thumbswitches calibration.


128

The 420E/430E/432E/434E/442E and 444E pilot controlled loader valve illustration is shownabove.

The internal components of the pilot controlled loader valve are basically the same as the420E/430E mechanically controlled loader valve except that the movement of the valve spoolsis controlled by pilot oil.


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129

This illustration shows the pilot controlled lift valve in the 420E/430E/432E/434E/442E/444Emachines in the HOLD position. In the HOLD position, the spring keeps the lift spool in thecenter position and pump oil is blocked.

Pilot oil shifts the lift spool, which directs pump oil to the lift cylinders.


The pilot controlled loader valve also contains a manual lower valve to lower the lift arms if theengine won't start or the implement pump fails.


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130

This illustration shows the pilot controlled lift valve in the RAISE position.

When the loader joystick is moved to the RAISE position, the lift pilot control valve directs oilto the right end of the lift spool. The lift spool is moved to the left by the pilot oil pressure.Pump oil flows past the lift spool and acts on the pressure compensator valve. Thecompensator valve moves up and oil flows to the head end of the lift cylinder.

The lift cylinder moves to the RAISE position. Return oil flows from the head end of thecylinder around the lift spool back to the tank.

The oil also flows around the compensator and enters the signal oil passage. The signal oilchamber pressure and the compensator spring force balances against the oil pressure in thepump supply passage. The oil in signal passage flows to the compensator valve in each loadercontrol valve. If the lift circuit is the only active circuit, or if the lift circuit has a work portpressure higher than the other circuits that are active, the oil pressure from the lift circuit actson the pump actuator to control pump output.


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131

This illustration shows the pilot controlled tilt valve in the 420E/430E/432E/434E/442E/444Emachines in the HOLD position.


Pilot oil shifts the tilt spool, which directs pump oil to the tilt cylinders.




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132

This illustration shows the optional pilot controlled auxiliary valve in the 420E/430E/432E/434E/442E/444E machines in the HOLD position. The auxiliary valvecontrols the oil to the auxiliary circuit.

The auxiliary valve is controlled by two solenoid valves upon command of the Machine ECM.The thumbswitch on the loader joystick sends a signal to the Machine ECM to request anauxiliary function. The Machine ECM sends a corresponding signal to the solenoid valves,which direct oil to activate the work tool.


The auxiliary control valve has a line relief valve for the head end work port. The auxiliarycontrol lever has three positions: OPEN, HOLD, and CLOSE.


420E / 430E / 432E / 434E / 442E / 444E PILOT LOADERAUXILIARY CONTROL VALVE

HOLD

CompensatorValve

To Auxiliary Circuit To Auxiliary Circuit

Auxiliary Spool To Tank

Line ReliefValveSolenoid Valve

FromPump

Solenoid Valve

Signal Passage

132A

This Cat ET screen shows the status of the loader auxiliary hydraulics functions.


Pilot Backhoe Valve Group

The 420E/430E/432E/434E/442E and 444E machines are equipped with a pilot controlledbackhoe valve that is visible with the floor plate at the rear of the cab removed. Thisillustration shows a backhoe valve in a 420E Backhoe Loader. The components in the backhoevalve are:

- Right stabilizer control valve (1)

- Boom control valve (2)

- Stick control valve (3)

- Swing control valve (4)

- Bucket control valve (5)

- E-Stick control valve (6)

- Auxiliary control valve (7)

- Left stabilizer control valve (8)

- Pilot shutoff valve (9)

- Pattern switching valve (10)

- Flushing/margin relief valve (11)

- Signal drain valve (12)

133


1 2 3 4 5 6 7 8

9 10 11 12

1314

The pilot manifold (13) can also be accessed with the floor plate removed. The pilot pressuretap (14) is located on the pilot manifold. The pilot manifold routes pilot oil to and from theloader and backhoe pilot control valves.


This illustration shows a sideshift machine pilot controlled backhoe valve with seven controlvalves. The auxiliary control valve is not installed in this control valve group. The componentsin the control valve group are:

- Inlet manifold (1)

- Boom control valve (2)

- Pattern switching valve (3)

- Stick control valve (4)

- Right stabilizer control valve (5)

- Left stabilizer control valve (6)

- Swing control valve (7)

- Bucket control valve (8)

- E-Stick control valve (9)

- Outlet manifold (10)

- Sideshift lock solenoid (11)

- Pilot pressure reducing valve (12)

- Pilot ON/OFF valve (13)

- Load sensing relief valve (14)

- Signal drain valve (15)

134


1

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9

10

15

14

11 12

13

135

The backhoe joysticks (1) control the position of the boom, swing, bucket, and stick backhoevalve spools in the backhoe control valve. The stabilizer control levers (2) control the positionof the right and left stabilizer valve spools.

The thumbswitch (3) on the left joystick controls the auxiliary functions (if equipped). Thethumbswitch on the right joystick (4) controls the E-Stick (if quipped) or a hammer (ifinstalled).

The joystick pattern switch (5) controls the pattern switching valve solenoids located on thebackhoe valve group. The pattern switching valve allows the backhoe to change from anexcavator to a backhoe control pattern.


11

3 4

5

2 2

135A

The hydraulic joysticks status screen displays status of the joystick thumbswitches for theloader and the backhoe as previously shown.


135B

The stabilizer lever position status and stabilizer alarm status is shown in this illustration.


135C

This Cat ET screen displays the status of the joysticks thumbswitches calibration as previouslyshown.


136

This illustration shows the pilot controlled backhoe valve on the 420E/430E machines. Thestandard backhoe valve group contains six control valves. A valve group with seven or eightcontrol valves is available if the machine is equipped with an E-Stick valve and/or auxiliaryvalve.

All the valves are pressure compensated including the stabilizer valves. The backhoe valves inthe 420E/430E are also a PPPC type similar to the pilot controlled loader valves. The pressurecompensator creates the load signal pressure by diverting part of the supply oil going to thecylinder into the signal line. The highest load signal is sensed at all compensator valves in thebackhoe group and at the pump control valve.

There is a check valve in the signal network that prevents the loader compensators from sensingthe signal.

Oil from the pump flows into the backhoe valve then to the individual valve spools and thepilot pressure reducing valve. The pilot pressure reducing valve reduces the pump oil pressureto pilot pressure. Pilot oil pressure is available to the pilot manifold, pilot accumulator and tothe E-Stick and auxiliary solenoid valves. The pilot accumulator supplies oil to the brake boostvalve.


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The pilot controlled backhoe valve is also equipped with a pattern switching valve. The patternswitching valve allows the backhoe controls to be changed from an excavator to a backhoecontrol pattern.

The outlet manifold contains the load sensing relief valve, the flushing/margin relief valve, andthe signal drain valve.

The signal relief valve limits the maximum signal pressure for the backhoe valve. On the434E/444E machines, the signal relief valve limits the maximum signal pressure for thebackhoe valve and the loader valve.

The signal drain valve provides a means for the signal oil to flow to the tank when all circuitsare returned to HOLD.

The pressure differential relief valve directs some of the pump oil flow to the tank in thestandby condition because the pump produces more output flow than is required for leakagemakeup. The pressure differential relief valve directs some of the pump oil flow to the tank inthree distinct circumstances.

1. In standby condition with all control valves in NEUTRAL (pressure differential reliefvalve functions as a flushing valve).

2. When a cylinder is suddenly bottomed or stalled.

3. When the control valve is rapidly returned to NEUTRAL.

NOTE: The stabilizer, boom, and stick valves each include two anti-drift valves, whichstop implement drift.


137

This illustration shows the pilot controlled backhoe valve on the 432E/434E/442E/444Emachines. This valve is similar to the pilot controlled backhoe valve on the 420E/430E, but thestabilizer valves are in different locations within the valve group. The 420E/430E stabilizervalves are located on the outboard ends of the backhoe valve group. The432E/434E/442E/444E stabilizer valves are located near the center of the backhoe valve group.

The 432E/434E/442E/444E machines are equipped with side shift lock pistons to lock the sideshift mechanism in place. The side shift lock piston ON/OFF solenoid valve controls the oilflow to the side shift pistons.


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138

This illustration shows the backhoe inlet manifold in the 420E/430E/432E/434E/442E and 444Emachines.

The inlet manifold contains the pilot pressure reducing valve and the pilot ON/OFF solenoidvalve. The pilot pressure reducing valve reduces the implement and steering pump oil pressureto pilot pressure to be used for moving the control valve spools. The pilot ON/OFF solenoidcontrols the oil flow to the pilot system. The pilot ON/OFF solenoid is controlled by theimplement lockout switch in the cab.


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139

This illustration shows the pilot controlled stabilizer valve in the 420E/430E/432E/434E/442Eand 444E machines in the HOLD position. In the HOLD position, the spring keeps thestabilizer spool in the center position and pump oil is blocked.

Pilot oil shifts the stabilizer spool, which directs pump oil to the stabilizer cylinders.

The stabilizer control valve has a line relief valve for the rod end work port. The pilotcontrolled stabilizer joystick has three positions: UP, HOLD, and DOWN.

The stabilizer valve also contains a check valve in the rod and head end ports that prevents thestabilizers from drifting. When the stabilizer is activated, the stabilizer spool moves one of theactuator pins up, which allows the return oil to flow to the tank.


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140

This illustration shows the pilot controlled boom valve in the 420E/430E machines in theHOLD position. In the HOLD position, the spring keeps the boom spool in the center positionand pump oil is blocked.

Pilot oil shifts the boom spool, which directs pump oil to the boom cylinder.

The pilot controlled boom joystick has three positions: RAISE, HOLD, and LOWER. Theboom valve also includes head end and rod end line relief valves that limit the oil pressure inthe RAISE and LOWER circuits.

The boom valve also contains a check valve in the rod end port that prevents the boom fromdrifting down. When the boom is lowered, the boom spool moves the actuator pin up, whichallows the return oil to flow to the tank.


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141

This illustration shows the pilot controlled stick valve in the 420E/430E/432E/434E/442E and444E machines in the HOLD position. In the HOLD position, the spring keeps the stick spoolin the center position and pump oil is blocked.

Pilot oil shifts the stick spool, which directs pump oil to the stick cylinder.

The pilot controlled stick joystick has three positions: STICK IN, HOLD, and STICK OUT.The stick valve also includes head end and rod end line relief valves that limit the oil pressurein the STICK IN and STICK OUT circuits.

The stick valve also contains a check valve in the rod end port that prevents the stick fromdrifting out. When the stick is activated, the stick spool moves the actuator pin up, whichallows the return oil to flow to the tank.


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142

This illustration shows the pilot controlled swing valve in the 420E/430E/432E/434E/442E and444E machines in the HOLD position. In the HOLD position, the spring keeps the swingspool in the center position and pump oil is blocked.

Pilot oil shifts the swing spool, which directs pump oil to the swing cylinders.

The pilot controlled swing joystick has three positions: SWING LEFT, HOLD, and SWINGRIGHT. The swing valve also includes head end and rod end line relief valves that limit the oilpressure in the SWING LEFT and SWING RIGHT circuits.

Signal pressure from the priority valve in the loader inlet manifold is directed to the top of thecompensator spools in the backhoe control valve group.

A signal passage allows signal oil to flow to the top of the adjoining compensator spools in thebackhoe control valve group.


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143

When oil is directed from the swing control valve, the boom swings to the right. When theswing control valve is moved from the SWING RIGHT position to the NEUTRAL position, oilis blocked. The continued motion of the boom and stick causes pressure to increase, causingthe boom to swing to the left.

As pressure continues to increase the boom swings back to the right. The boom continues tomove to the right until the pressure stabilizes. The swing cushion valves relieve the oil pressureby directing the oil from the rod end of the left cylinder and head end of the right cylinder tothe rod end of the right cylinder and the head end of the left cylinder.

The swing cushion valves will operate identically when the boom swings in either direction.


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144

This illustration shows the pilot controlled bucket valve in the 420E/430E/432E/434E/442E and444E machines in the HOLD position. In the HOLD position, the spring keeps the bucketspool in the center position and pump oil is blocked.

Pilot oil shifts the bucket spool, which directs pump oil to the bucket cylinder.

The pilot controlled bucket joystick has three positions: LOAD, HOLD, and DUMP. Thebucket valve also includes head end and rod end line relief valves that limit the oil pressure inthe LOAD and DUMP circuits.


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145

This illustration shows the pilot controlled E-Stick valve in the 420E/430E/432E/434E/442Eand 444E machines in the HOLD position. In the HOLD position, the spring keeps the E-Stickspool in the center position and pump oil is blocked.

The E-Stick valve is controlled by two solenoid valves upon command of the Machine ECM.The thumbswitch on the right backhoe joystick sends a signal to the Machine ECM to activatethe E-Stick. The Machine ECM sends a corresponding signal to the solenoid valves, whichdirect oil to move the E-Stick cylinder.

The E-Stick thumbswitch has three positions: STICK EXTEND, HOLD, and STICKRETRACT. The E-Stick valve also includes a rod end line relief valve that limits the oilpressure in the E-Stick rod end circuit.

The E-Stick valve also contains a check valve in the rod end port that prevents the E-Stick fromdrifting out. When the E-Stick is activated, the boom spool moves the actuator pin up, whichallows the return oil to flow to the tank.


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146

This illustration shows the pilot controlled auxiliary valve in the 420E/430E/432E/434E/442Eand 444E machines in the HOLD position. In the HOLD position, the spring keeps theauxiliary spool in the center position and pump oil is blocked.

The auxiliary valve is controlled by two solenoid valves upon command of the Machine ECM.The thumbswitch on the left backhoe joystick sends a signal to the Machine ECM to activatethe auxiliary function. The Machine ECM sends a corresponding signal to the solenoid valves,which direct oil to activate the work tool.

The auxiliary thumbswitch has three positions: OPEN, HOLD, and CLOSE. The auxiliaryvalve also includes head end and rod end line relief valves that limit the oil pressure in theOPEN and CLOSE circuits.


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146A

This Cat ET screen shows the status of the backhoe auxiliary hydraulics functions.


147

This illustration shows the outlet manifold in the 420E/430E machines. The outlet manifoldcontains the load sensing relief valve, the signal drain valve, and the margin relief valve.

The load sensing relief valve limits the maximum load sensing pressure for the backhoe valve.

The signal drain valve provides a path for the signal oil to flow to the tank when all circuits arereturned to HOLD.

The flushing/margin relief valve directs some of the pump oil flow to the tank in the standbycondition because the pump produces more output flow than is required for leakage makeup.The flushing/margin relief valve directs some of the pump oil flow to the tank in three distinctcircumstances.

1. In standby condition with all control valves in NEUTRAL.

2. When a cylinder is suddenly bottomed or stalled.

3. When the control valve is rapidly returned to NEUTRAL.


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148

This illustration shows the outlet manifold in the 432E/434E/442E/444E machines. The outletmanifold contains the load sensing relief valve, the signal drain valve, and the margin reliefvalve the same as the outlet manifold in the 420E/430E machines previously discussed.

On the 434E/444E machines, the load sensing relief valve limits the maximum load sensingpressure for the backhoe valve and the loader valve.

The outlet manifold in the 432E/434E/442E/444E machines also contains the sideshift locksolenoid used to lock the boom to the frame rails.


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149

This illustration shows the pilot controlled boom valve in the 432E/434E/442E/444E machinesin the HOLD position.

The boom valve in the 432E/434E/442E/444E machines operates the same as the boom valve inthe 420E/430E machines (previously described), but does not include a check valve in the rodand head end ports to prevent the boom from drifting.


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150

This illustration shows the pilot controlled stick valve in the 432E/434E/442E/444E machinesin the HOLD position.

The stick valve in the 432E/434E/442E/444E machines operates the same as the stick valve inthe 420E/430E machines (previously described), but does not include a check valve in the rodand head end ports to prevent the stick from drifting.


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151

This illustration shows the pilot controlled E-Stick valve in the 432E/434E/442E/444Emachines in the HOLD position.

The E-Stick valve in the 432E/434E/442E/444E machines operates the same as the E-Stickvalve in the 420E/430E machines (previously described), but does not include a check valve inthe rod end port to prevent the E-Stick from drifting.


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STEERING SYSTEM

Two Wheel Steering

This illustrations shows the steering system on the 416E/422E/428E machines.

The steering system features a dynamic signal the same as the "D" Series machines. With thedynamic signal and the steering in HOLD, the steering priority spool sends oil through theHMU signal line and HMU back to the tank. When the steering wheel is turned, this dynamicsignal oil shifts the priority spool to direct pump supply oil to the HMU, resulting in fastersteering response than systems without a dynamic signal.

The "E" Series HMU also includes two crossover relief and makeup valves, and a load sensingrelief valve. The crossover relief and makeup valves provide steering capability when theengine is not running by allowing oil to recirculate between the HMU and the steering cylinderwhen the steering wheel is turned.

The load sensing relief valve limits the maximum load sensing signal for the loader valvegroup.


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This illustrations shows the steering system on the 420E/430E/432E/434E/442E and 444Emachines.

The HMU is the same as the 416E/422E/428E machines, but the 420E/430E/432E/434E/442Eand 444E machines are equipped with a different pump and priority valve as previouslydescribed.


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This illustration shows the steering system during a turn. Signal oil is sent from the steeringpriority valve past the check valve to the HMU where the oil combines with the cylinder oil.The pressure in the HMU signal line is limited to the steering cylinder port pressure. Thesignal oil also enters the signal network and flows to the pump control valve. The pump thenincreases flow to meet the steering system flow requirements.

Oil from the pump flows past the steering priority valve to the HMU and to the double rodsteering cylinder. When the machine makes a turn, the HMU directs oil to the left side of thecylinder piston and opens the right side to the tank. A turn in the other direction operatesinversely.

The check valve in the pump supply line between the HMU and the loader valve inlet manifoldprevents steering "kickback" due to an external force. The makeup valve provides steeringcapability when the engine is not running by allowing oil to recirculate between the HMU andthe steering cylinder when the steering wheel is turned.


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All Wheel Steer

The AWS system is the same as the updated "D" Series machines. The AWS system isavailable on the 432E and 442E models and standard on the 434E and 444E models.

The line relief valves protect the rear steering cylinder and lines from external shocks and heatbuild up. The line reliefs will also open during the Circle Steer Mode if the rear steeringcylinder reaches the end of its stroke prior to the front steering cylinder.

The pilot valve is energized to direct oil to the pilot operated check valves to unseat them whenCIRCLE STEER is selected.

The circle steer valve allows TWO WHEEL STEERING when the valve is de-energized byallowing oil to pass between the two steering lines for the front axle.

When CIRCLE STEER is selected, the circle steer valve is energized to block the flow betweenthe two steering lines.


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The four upper pilot operated check valves are controlled by the circle steer pilot valve. Whenthe pilot valve is energized, supply oil unseats the four pilot operated check valves. This actionconnects the front steering cylinder lines with the rear steering cylinder lines.

The two lower pilot operated check valves are unseated by supply oil to the rear steeringcylinder whenever one of the Independent Rear Maneuvering (IRM) solenoids are energized.

The orifice check valves in the lines to the rear axle prevent cylinder voiding.



These illustrations show the AWS components located in the cab and on the rear axle.

The AWS mode select switch (1) allows the operator to choose between the three steeringmodes: TWO WHEEL STEER, CIRCLE STEER, and IRM STEERING. The AWS indicatorlamp (2) illuminates when CIRCLE STEER or IRM STEERING is selected.

The buttons (3) on the right loader joystick control the rear steering cylinder (4) in the IRMSTEERING mode.

The AWS position gauge (5) displays the position of the rear axle relative to the centerline ofthe machine. The rear steering position sensor (6) senses the position of the rear steeringcylinder and sends a variable signal to the AWS position gauge.

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These illustrations show the location and components of the AWS control valve group. Thefollowing components are visible in the bottom illustration:

- Pilot operated check valves (1)

- Line relief valve (2)

- Left IRM solenoid valve (3)

- Right IRM solenoid valve (4)

- Circle steer solenoid valve (5)

157

158


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CONCLUSION

This presentation has provided service information on the "E" Series Backhoe Loaders.

This presentation supports the service manual. When used in conjunction with the servicemanual, the information in this package should permit the technician to do a thorough job ofanalyzing a problem in these systems.

For service repairs, adjustments, and maintenance, always refer to the Owner and OperatorManual, Service Manuals, and other related service publications.

159


HYDRAULIC SCHEMATIC COLOR CODE

This illustration identifies the meanings of the colors used in the hydraulic schematics and cross-sectional views shown throughout this presentation.


Dark Gray - Cutaway section

Light Gray - Surface color

Red - High pressure oil

Red/White Stripes - 1st pressure reduction

Red Crosshatch - 2nd reduction in pressure

Pink - 3rd reduction in pressure

Red/Pink Stripes - Secondary source oil pressure

Orange - Pilot, charge, or Torque Converter oil

Orange / White Stripes -Reduced pilot, charge, or TC oil pressure

Green - Tank, sump, or return oil Blue - Trapped oil

Brown - Lubricating oil

Purple - Pneumatic pressure

Orange Crosshatch - 2nd reduction inpilot, charge, or TC oil pressure.

White - Atmosphere orAir (No pressure)

Yellow - Moving or activated components

Cat Yellow - (Restricted usage)Identification of componentswithin a moving group

Black - Mechanical connection. Seal

Green / White Stripes -Scavenge Oil or Hydraulic Void

HYDRAULIC SCHEMATIC COLOR CODE


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"E" Series Machine Walk-around Checklist

Directions: Use this sheet when performing the machine orientation lab exercise.

Place a check in the blank if the fluid level is acceptable.

ModelEngine oil levelTransmission oil levelHydraulic system oil levelBrake system oil levelCooling system fluid level Fuel level

Place a check in the blank if acceptable or after task was performed.

Drain water separatorCheck seat beltCheck air filter indicatorCheck cab air filter

Place a check in the blank if the indicator, switch or control is working correctly.

Key start switchTurn signalTachometerEngine coolant gaugePower train/converter oil temperature gaugeFuel level gaugeParking brake lightTurn signalHornFront work lightsRear work lightsWindshield wipersHeating and air conditioner controlsService hour meterBackup alarmHigh beam indicator


"E" Series Machine Walk-around Checklist - continued

Place a check in the blank after locating and reading the following warnings labels on the machine.

ModelDo not operateNo ether in air inletQuick coupler pinsLoader arm braceROPSUse of jumper cables

Place a check in the blank after locatingeach of the following controls.

Front governor pedalSteering wheelDirectional shifterSpeed selector or shifterTransmission neutral lock switchTransmission neutralizer switches (both)All wheel drive (AWD) switch (if equipped)Transmission Auto/Manual switch (autoshift only)Differential lock pedal (if equipped)Brake pedalsParking brake lever and releaseLoader lift and tilt controlsLoader auxiliary lever (mechanical controls)Continuous flow switchRear governor leverStabilizer controlsBoom lock leverBoom leverSwing leverStick leverBucket leverE-stick/attachment controlPattern changer switch (if equipped)Implement lockout switch (if equipped)

High pressure accumulatorCrush hazardNo exitPressurized systemHigh cylinder pressureSeat belt

"E" Series Backhoe Loader Engine Checklist

Directions: Use this sheet to take notes during the presentation. During the engine lab, use this sheetas a checklist when identifying components.

Model

Fuel filter

Fuel injection pump

Fuel Shutdown Solenoid

Priming (lift) pump

Primary air filter

Secondary air filter

Oil filter

Water separator w/fuel filter

Engine oil dipstick

Engine oil pressure test port

Turbocharger (if equipped)

Air filter indicator

Glow plugs

Cold start advance solenoid

Radiator

Water pump

Temperature regulator housing

High idle adjustment screw

Low idle adjustment screw

Plug for checking engine boost



"E" Series Electrical System Checklist

Directions: During a lab exercise, use this sheet as a checklist when identifying components on themachine and for recording information from the electrical schematic.

Machine SchematicLocation Part No. Location Parts Manual Description Schematic Description

Starter motor

Alternator

Battery

Key start fuse

Engine oil pressure switch

Hydraulic oil temperature sensor

Fuel level sender

Engine shutdown solenoid

Key start switch

Start relay

Start aid switch

Start aid relay

Glow plugs

Cold start advance solenoid

Auto/Manual switch (ifequipped)

Ride control relay (if equipped)

Torque limiter relay (ifequipped)

Hydraulic filter bypass switch

Cat ET Connector

Machine ECM


Standard Power Train Component ChecklistDirections: Use this sheet to take notes during the slide presentation (i.e. location, functions). Duringa lab exercise, use this sheet as a checklist when identifying components and pressure test locations.

Fill tube

Filter

Suction screen

Torque converter housing

Transmission directional control selector lever

Transmission hydraulic system relief valve

Torque converter inlet relief valve

Transmission control valve

AWD solenoid valve (if equipped)

Transmission oil cooler

Test Locations:

Lube pressure

FORWARD clutch pressure

REVERSE clutch pressure

Pump supply pressure

Torque converter outlet pressure

Torque converter inlet pressure

AWD clutch pressure


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Backhoe Loader Transmission Test Sheet

Machine Model _____________________________ Dealer ________________________________________Name/Code ________________________________ Customer _______________________________________Mach. S/N _________________________________ Job ____________________________________________Trans. S/N _________________________________ Application _____________________________________Engine S/N _________________________________ Date ___________________________________________S.M.U. _____________________________________ Serviceman _____________________________________

VISUAL CHECKSOil Level _______ Suction Screen _______Oil Type _______ Oil Filter _______Oil Leaks _______ Abrasives in Oil _______Air/H2O in Oil _______ Debris in Pan _______

PRESSURE TESTSPARKING BRAKE - ON

NOTE: Depending on which service publication is used, specifications may not always beprovided for both speed ranges.

When testing the transmission pressures, use the stabilizers to raise the rear wheels off theground. As the machine attempts to drive through the brakes, the machine will not move.

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Autoshift Transmission Component Checklist

Directions: Use this sheet to take notes during the presentation (i.e. location, functions). During a lab,use this sheet as a checklist when identifying components and pressure test locations.

ModelSolenoid No. 1 - FORWARD LOW

Solenoid No. 2 - FORWARD HIGH

Solenoid No. 3 - REVERSE

Solenoid No. 4 - speed clutch No. 1



All wheel drive solenoid (if available)

Torque converter inlet relief valve

Transmission speed sensor

Input shaft

Output shaft

Machine ECM

Test Locations:

Pump supply pressure

FORWARD HIGH clutch pressure

FORWARD LOW clutch pressure

Speed clutch No. 1

Speed clutch No. 2

Speed clutch No. 3

REVERSE pressure tap

Lube pressure tap

All-Wheel Drive clutch pressure tap (if available)


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Comments:


Autoshift Transmission System Pressure Tests(continued)

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"E" Series Hydraulic System Component Checklist

Directions: Use this sheet to take notes during the presentation (i.e. location, functions). During a labexercise, use this as a checklist when identifying components.

Model

Hydraulic tank

Hydraulic oil filter

Pump

Pump control valve

Torque limiter (if equipped)

Torque control solenoid (if equipped)

Loader valve group

Backhoe valve group

Implement controls

Pump supply pressure test port

Signal pressure test port

Hand metering unit (HMU)

Pilot accumulator (if equipped)

Ride control accumulator (if equipped)

Machine ECM (if equipped)

Swing cushion valve (if equipped)

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"E" Series Hydraulic Pump Components Checklist420E/430E/432E/434E/442E/444E Machines

Directions: Fill in the blanks next to the letters with the correct term. Use this sheet to take notesduring the slide presentation.

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MACHINE AT NORMALOPERATING

TEMPERATURES

PRESSURE TEST SPEC ACTUAL ADJUSTED

Low Pressure Standby

Margin Pressure

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Pilot Pressure

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416E/422E/428E Backhoe Boom Control ValveDirections: Fill in the blanks next to the letters with the correct term. Use this sheet to take notesduring the slide presentation.

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420E/430E/432E/434E/442E/444E Backhoe Swing Control ValveDirections: Fill in the blanks next to the letters with the correct term. Use this sheet to take notesduring the slide presentation.

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Documents

CAT E Series Backhoe Intraduction