TECHNICAL PRESENTATION
"E" SERIES BACKHOE LOADERS
INTRODUCTION
PRELIMINARY
Service Training Meeting Guide
(STMG)
INTRODUCTION
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 operation of the electrical system, power train, and implement and steering systems for the "E" Series Backhoe Loader. This presentation may also be used for self-paced and self-directed learning.
OBJECTIVES
After 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, power train, implement and steering systems; and,
2. diagnose problems in the "E" Series Backhoe Loader electrical system, power train, and implement 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 Hours Illustrations: XX
Handouts: XX Form: SERVXXX Date: 02/06
TABLE OF CONTENTS
INTRODUCTION ...5 OPERATOR'S STATION...19 ENGINE...38 ELECTRICAL SYSTEM ...45 POWER TRAIN ...51 Standard Transmission ...51 Autoshift Transmission ...56Axles and Brakes ...70
416E/422E/428E IMPLEMENT HYDRAULIC SYSTEM ...77
Implement and Steering Pump...79
Mechanical Loader Valve Group ...86
Ride Control System...95
Mechanical Backhoe Valve Group ...99
420E/430E/432E/434E/442E/444E IMPLEMENT HYDRAULIC SYSTEM...113
Implement and Steering Pump...117
Mechanical Loader Valve Group ...124
Ride Control System...133
Pilot Loader Valve Group ...135
Pilot Backhoe Valve Group ...142
STEERING SYSTEM ...163
Two Wheel Steer System...163
All Wheel Steer (AWS) System ...166
CONCLUSION...170
HYDRAULIC SCHEMATIC COLOR CODE...171
INTRODUCTION
The "E" Series Backhoe Loader family is the latest generation of Caterpillar Backhoe Loaders retaining many of the features proven on the "D" Series machines along with additional performance and design improvements.
This presentation discusses the components and system operation of the "E" Series Backhoe Loaders.
The hydraulic system has been changed from a Load Sensing/Pressure Compensated LS/PC system to a Proportional Priority, Pressure Compensated PPPC system. Two types of PPPC systems are used. The 416E/422E/428E machines with mechanically controlled implement hydraulic valves use one type of PPPC system. The 420E/430E/432E/434E/442E/444E machines use another type of PPPC system.
The "E" Series BHL product line is the first new complete redesign since the "C" Series, and brings significant improvements in performance, operator comfort, controllability, versatility, and styling.
1
"E" SERIES BACKHOE LOADERS
INTRODUCTION
2
The "E" Series machines include models that are equipped with the center pivot backhoe and the 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 430E
models can be equipped with a single tilt or parallel lift loader. The 428E and the 432E through 444E models come standard with the parallel lift loader.
The 416E, 422E, and 428E include mechanically controlled loader and backhoe implement hydraulic valves. The 420E and 430E models can be equipped with mechanically controlled or pilot 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/444E models.
The standard and autoshift transmissions feature new control solenoids which provide improved clutch pressure modulation for smoother clutch engagement and longer life.
MODEL LINKAGELOADER BACKHOELINKAGE HYDRAULICSBACKHOE HYDRAULICS POWER TRAIN STEERINGLOADER ENGINE BRAKES 416E 420E 422E 428E 430E 432E 434E 442E 444E Single Tilt Parallel Lift Single Tilt Single Tilt Single Tilt Parallel Lift Parallel Lift Parallel Lift Parallel Lift Parallel Lift Parallel Lift Center Pivot Center Pivot Center Pivot Side Shift Side Shift Mechanical Pilot Mechanical Mechanical Pilot Pilot Pilot Pilot Pilot Mechanical Mechanical Mechanical Mechanical Mechanical Pilot Pilot Pilot Pilot Pilot Pilot 2WD AWD AWD 2WD AWD AWD AWD AWD AWD 2WD or AWD AWD 2WS 2WS / AWS 2WS 2WS/AWS 2WS 2WS 2WS AWS AWS 3054C Turbo 3054C Turbo 3054C Turbo 3054C Turbo 3054C Turbo 3054C Turbo 3054C Turbo 3054C Turbo 3054C Turbo No Boost No Boost No Boost Boosted Boosted Boosted Boosted
"E" SERIES BACKHOE LOADER MACHINE SYSTEMS
Side Shift Side Shift Side Shift Side Shift Boosted Boosted 3054C NA 3054C NA
An All Wheel Steer (AWS) system is available on the 432E and 442E models and standard on the 434E and 444E models.
The "E" Series backhoe loaders are powered by direct injection, four cylinder Caterpillar 3054C diesel engines. Turbocharged engines are optional on the 416E and 422E models and standard on all other models.
The 420E/430E/432E/434E/442E/444E machines are equipped with hydraulically assisted master cylinders to reduce the amount of pedal effort. An external brake boost valve uses oil from the pilot accumulator to add boost to the master cylinder. The hydraulic force multiplies the pedal effort so the operator can get more braking force with less effort.
SIMILARITIES WITH FORMER MACHINES
- Engine- Steering System - Ride Control - Maintenance
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, which combines the check valve and shutoff valve.
Most of the daily service fill and check points are the same and can be accessed through the hinged engine hood.
DIFFERENCES FROM FORMER MACHINES
- Operators Station - E-Stick - Electrical System - Transmission - Rear Axle - Joysticks- Pattern Switching Valve
- Brake Master Cylinders
- Steering and Implement Pump
- PPPC Implement Hydraulic System
- Powered Sideshift Option
The "E" Series machines feature several changes over the previous models to improve operator comfort and machine performance.
The operator compartment features new console layouts. The heating, ventilation, and air conditioning includes 15 louvers and air towers, which provide significant improvements to air circulation.
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 relay block replaces the two fuse and relay blocks on the previous machine. The Cat ET connector is also located below the fuse panel and is now accessible without removing the fuse block access panel. The Machine ECM replaces the Auxiliary ECM and Autoshift ECM.
Modulation valves have been added to the standard and autoshift transmissions to improve clutch modulation, which results in smoother transmission shifting. A forward drive gear has been added to the countershaft in the standard transmission. The forward drive gear increases the 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. Brake inspection ports have been added to the axle.
The pilot loader joysticks and pilot backhoe joysticks have been redesigned.
The pattern switching valve is controlled by a switch and two solenoids rather than mechanically as on the "D" Series.
The 420E/430E/432E/434E/442E/444E machines are now equipped with hydraulically assisted master cylinders, which decreases pedal effort when braking.
A torque selector solenoid has been added to the steering and implement pump on the 420E/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, which provides better performance when using multiple functions.
The sideshift machines can be equipped with an optional powered sideshift, which allows the backhoe to be hydraulically shifted across the slider.
The new "E" Series cab with curved glass and contoured fenders gives the machine a distinct new look, improves serviceability, and provides superior visibility. The sleek hood is lowered for visibility and tilts forward for easy access.
A new mainframe provides a longer wheelbase for improved balance and is designed to provide durability for improved performance. The swing casting has an improved geometry for hose routing 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 Retention System for bucket tooth tips, the "E" Series is easier to maintain.
Access to the top of the engine and several maintenance items is obtained by opening the hood (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)
6 7 1 2 3 4 5 6 7 8
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 oil filter bypass switch (3) is mounted to the oil filter base.
8
9
1
2 3
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 for easy 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)
10 11 1 2 3 4 5 6 7 8
- 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, which provides increased life and simplified serviceability. The E-Stick outer slider protects the inner slider from damage and debris and includes serrated gripping edges for improved clamping capabilities.
Provisions for mounting a hydraulically controlled thumb is standard equipment on some machines.
13
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 adjusting the 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 two places along the side of the E-Stick. The shims can be accessed by removing four bolts and a plate (5) on the E-Stick.
1 1 4 4 2 3 5 4
14
"E" Series sideshift machines have a new slide frame (top right illustration) with new externally serviceable slide frame lock cylinders and reversible/replaceable wear plates (1). The lock cylinders 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 to hydraulically shift the backhoe across the slider.
The 434E and 444E sideshift models are equipped with equal size tires as shown in this illustration, which provides lower ground pressure due to a larger tire footprint in contact with the ground.
1 2
This illustration shows the optional powered sideshift (1) attachment. The powered sideshift moves the backhoe across the slider using a hydraulic cylinder (2). Wear pads (3) on the slider and powered sideshift assembly are serviceable.
15
3
3 2
16 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 pilot controlled backhoe valve offer increased comfort, control, and versatility.
The air conditioning system performance has improved with 15 louvers and air towers at the rear. There is now a separate accumulator and dryer. The dryer requires replacement every 3000 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 console is the hazard switch (3).
On the right of the steering column is the turn signal/lights/wiper control lever (4). The transmission control lever (5) is on the left of the steering column.
Also visible is the optional AWS position indicator gauge (6).
17 1 2 3 4 5 6
On the floor of the cab in front of the operator seat is the differential lock switch (1). Below the 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 the front dash. 18 6 5 4 3 2 1
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 left to right) are AWD, AWD BRAKING, and OFF.
On the left side of the console is the service hour meter (7).
19 1 2 3 4 5 6 7
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)
20 6 5 3 4 2 1
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)
21 1 2 3 4 5 6 7 8
The right console contains the key start switch (1) located to the left of the gauge cluster. The gauge cluster includes the engine coolant temperature gauge (2), torque converter outlet temperature 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)
22 1 2 3 4 5 6 7 8 9 10 11 12 20 13 14 15 16 17 18 19
The indicator panel located in the center of the right console dash includes the following indicators:
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 the engine oil pressure is low.
The brake oil level alert indicator (3) will light and an audible alarm will sound when the brake reservoir 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 electrical system.
The fuel system water separator alert indicator (6) indicates a plugged fuel/water separator.
23
1 2
3
These illustrations show the loader joystick (1) with a pilot controlled loader valve. The pilot controlled loader valve joystick includes a thumbwheel switch (2) that controls the auxiliary functions and two buttons (3) that control the AWS maneuvering. Also located on the front of the joystick is the transmission neutralizer and downshift switch (4).
24 25 1 2 3 4
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 located between the joystick and parking brake lever (3). Also located on the front of the joystick is the 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 the standard transmission. A transmission neutralizer switch (7) is also located on the front of the transmission shift lever.
26 1 2 3 4 5 6 7
These illustrations show the backhoe joysticks (1) with a pilot controlled backhoe valve. The left pilot joystick is equipped with a thumbswitch (2) to control the auxiliary functions (if equipped) and a horn switch (3). The right joystick is equipped with a thumbswitch (4) to control 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 pod lever (6) allows adjustment of the pilot lever pods.
The joystick default pattern is the excavator pattern. An alternate backhoe pattern can be selected using the joystick pattern switch (not visible) located to the right of the operator's seat (when facing toward rear).
27 28 1 1 1 1 2 4 3 5 6
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) is used 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 a hammer (if installed).
NOTE: The auxiliary functions (if installed) are controlled by a pedal (not shown) on
the floor to the left of the joystick.
29
30
1 2
The joystick pattern switch (1) is located to the right of the operator's seat (when facing toward the rear) on machines with a pilot controlled backhoe. The joystick pattern switch controls two solenoids that allow the backhoe controls to change from an excavator to a backhoe control pattern. Press the top of the switch to select the excavator pattern. Press the bottom of the switch to select the backhoe pattern.
A decal (2) illustrates the joystick pattern options. The top half of the decal shows the excavator 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).
31 32 1 1 2 3
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 the
416E/422E/428E machines.
Also located inside the right door is the Cat ET connector (2) and the fuse panel (3). The fuse panel cover has been removed in the top illustration.
33 34 1 1 2 3
This illustration shows the fuse panel (1) with the cover (2) removed. The fuse panel includes a 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) 35 36 1 2 3 4 5 6 7 8 9 10 11 12
- 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 fuses
are located next to the fuse panel. Part of the console must be removed to access the power relay modules and fuses.
37
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.
2
4
3
ENGINE
The "E" Series Backhoe Loader machines are equipped with a 3054C engine. The 3054C engine 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 Naturally Aspirated) 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 3054C turbocharged 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)
The air filter (1) is similar to the air filter used on the updated "D" Series Backhoe Loaders, but the air intake (2) is from the top of the air filter on the "E" Series machines. Air is vented from the fan to the air filter through an opening (3) in the hood. The air filter incorporates both the precleaner and air cleaner functions.
39 40 1 2 2 3
The fuel tank (1) is located on the left side of the machine. The fuel level sender (2) is located on the top of the fuel tank.
40A
1
The "E" Series Backhoe Loaders use different fuel pumps depending on whether the engine is naturally aspirated or turbocharged. Both fuel pumps have been used on other Caterpillar products. These fuel pumps are not serviceable except by the manufacturer's certified service centers.
Machines equipped with a naturally aspirated 3054C DINA engine (not shown) will have a distributor-type mechanical fuel pump. These fuel pumps use a cam plate, rollers, and springs to move the distributor plunger in and out of the fuel pump housing. This motion creates pressurized 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, and shoes in the rotor assembly. As the rotor turns, the cam ring forces the shoes and plungers in to increase 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 the pump flange below the timing mark on the pump engine flange must be loosened after installing the pump on the engine. In the locked position, the bolt prevents the pump drive shaft from turning. Move the spacer to provide additional clearance between the bolt head and the pump flange to unlock the pump drive shaft. If this procedure is not performed, the fuel pump will be damaged if an attempt is made to start the engine. If the screw is removed before being installed on the engine, the fuel pump will no longer be timed and will require retiming at the manufacturer's service center.
Both fuel pumps are also equipped with an engine shutdown solenoid (3) and automatic advance mechanism (4). 41 3 2 1 4
An electric fuel primer (1) is used on all "E" Series Backhoe Loaders. This primer pump replaces 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.
42
42A
1 2
Control Lever Flyweight Drive Shaft Feed Pump Roller Holder Cam Plate Timing Advance
Mechanism Plunger Return Spring
Full-load Adjusting Screw Governor Lever
Engine Shutoff Solenoid
Distributor Head
Plunger
Delivery Valve
Control Sleeve
FUEL INJECTION PUMP
3054C NATURALLY ASPIRATED ENGINE
High Pressure Pump Chamber
This cutaway illustration shows the distributor-type injection pump used on the naturally aspirated 3054C which is standard on the 416E/422E models. The distributor pump has only one high pressure pump chamber and one plunger regardless of the number of cylinders in the engine. The fuel is delivered through a groove in the plunger to the outlet ports as determined by 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 to
the 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 to
the delivery valves. The plunger moves axially due to the rotation of the cam plate. The plunger is also driven by the pump drive shaft.
Mechanical governor: Controls engine speed through various load ranges. The flyweights
control the governor lever position.
Timing advance mechanism: Adjusts the start of fuel delivery as a function of pump speed
and load.
Engine shutoff solenoid: When de-energized, blocks fuel to the plunger fill port to stop the
engine.
NOTE: Refer to "Distributor-type Mechanical Fuel Pump-3044C/3046 Tier II Engines"
(SERV1777) for more information on the distributor-type mechanical fuel pump.
44
This illustration shows the distributor-type fuel injection pump used on the turbocharged 3054C engines.
Fuel is drawn by the transfer pump through the pressure regulator and sent to the metering valve when the solenoid is energized. The fuel also flows through an annular groove around the 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 plungers in to increase the fuel pressure. The pressurized fuel is then directed to the injectors.
Throttle Lever Fuel Shutoff Solenoid Fuel Return Check Valve Vent Orifice Drive Shaft Low Idle Stop High Idle Stop Governor Spring Shifter and Sleeve Governor Flyweights Automatic Advance Mechanism Orifice Check Valve To Injector Cam Ring Rollers Shoes Plungers Scroll Plates Metering Valve Transfer Pump Transfer Pressure Regulator Fuel Inlet Screen Scroll Link Plate
FUEL INJECTION PUMP
ELECTRICAL SYSTEM
The "E" Series backhoe loaders are equipped with conventional 12 volt electrical systems with negative ground and either a 100 amp alternator or a 120 amp alternator. The 100 amp
alternator is installed on the 416E/422E machines. The 420E/428E/430E/432E/434E/442E and 444E machines are equipped with a 120 amp alternator. The batteries (1) are located below the cab on the right side of the machine. The batteries are accessed by opening a panel (2) below the step to the cab.
The standard machines are equipped with a 12 volt maintenance free battery to supply power to the system. The machines can be equipped with two batteries along with a heavy duty
alternator 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 the battery ground cable from the main frame. The starting system is a key start and stop system.
45
1
46
The starting and charging system on the "E" Series machines is similar to the "D" Series machines.
When the key is in the START-RUN position and the transmission shift control lever is in NEUTRAL, the start relay is energized through the transmission shift lever. With the start relay closed, power from the battery energizes the starter solenoid and motor. The starter then
engages the flywheel ring gear and starts the engine. If the transmission shift lever is not in NEUTRAL, 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 plugs replaced the thermal starting aid coil. A start aid relay has also been added to the start aid circuit. A B 1 2 123-EF28 WH 1 2 1 5 2 4 3 1 2 Fuel Lift Pump Fuel Lift Pump Relay 123-EF18 WH
Fuel Lift Pump Arc Suppressor X977 YL 307 OR Cold Start Advance Solenoid 123-EF23 WH 1 2 ExcitationResistor 1 5 2 4 3 Start
Aid Switch PlugsGlow
1 384 BU 310 PU 101-EF11 RD Start Aid Relay 123-EF10 WH 1 5 2 4 3 60 A 60 A B+ 1 2 450-YL Alternator B+ W D+ G S Motor Mtr Bat Starter Key Start Switch R C S B St Off On 1 2 3 4 T° 334 BU Cold Start Advance Solenoid Cold Start Temp. Sw. 202 BK Shuttle Control 1 2 3 4 5 6 7 8 9 10 11 12 Battery Ground Forward Sol Return Reverse Sol Return Forward Sol. Out Reverse Sol. Out Start Relay Out Key Start Sw. Start Not Used Not Used Not Used Not Used 60 A 60 A B+ 1 2 USB SB USB SB 101-EF9 RD CBL AA1 RD 304 WH CBL CC1 RD 306 GN 307 OR 103-PA20 RD 103-PA1 RD 20 A Key Start Machine ECM 105 RD Fuse Block 146-PA2 RD 146-PA6 RD 146-PA2 RD Start Relay 10 A 123-EF53 WH 309 GY To Lamp Group 308 YL 308 YL 308 YL CBL LL1 RD
Power Module 1 Power Module 2
308 YL
Fuel Shutoff Solenoid
"E" SERIES STARTING AND CHARGING SYSTEM
EMISSIONS ENGINE / START
Pos Neg Pos Neg Lift Pump 15 A 123 WH R Tach Motor
The Machine ECM (1) now controls most of the machine functions and replaces the Auxiliary Control ECM and the Autoshift ECM on machines equipped with a pilot controlled backhoe valve. The Machine ECM is mounted to the bottom of the cab floor plate (2). The Machine ECM includes two 70 pin connectors (3).
NOTE: The Machine ECM is not installed on machines equipped with a mechanical
backhoe valve (416E/422E/428E).
47
1
2 3
48
This illustration shows the Machine ECM input and output components on machines equipped with a pilot controlled backhoe valve.
The Machine ECM receives signals from the machine input components and sends
corresponding signals to the machine output components to control several of the hydraulic functions and the autoshift transmission.
NOTE: The Autoshift ECM has been eliminated. The power train is now controlled by
the Machine ECM.
The Machine ECM communicates on the Cat Data Link with Cat ET and on the J1939 CAN Data Bus with Product Link (if equipped).
Backup Alarm Relay Action Lamp Ride Control Relay
Transmission Speed Clutch Solenoid 3 Transmission Speed Clutch Solenoid 2 Transmission Speed Clutch Solenoid 1 Feature Alarm
Transmission Forward High Clutch Solenoid Backhoe Auxiliary Valve 2 Solenoid 2 Backhoe Auxiliary Valve 2 Solenoid 1 Backhoe Auxiliary Valve 1 Solenoid 2 Backhoe Auxiliary Valve 1 Solenoid 1 Loader Auxiliary Valve Solenoid 2 Loader Auxiliary Valve Solenoid 1 Transmission Reverse Clutch Solenoid Transmission Forward Low Clutch Solenoid Quick Coupler Relay
Implement Enable Relay Hydraulic Filter Bypass Indicator Torque Limiter Relay Hydraulic Temperature Indicator Transmission Output Speed Sensor
Product Link (If Equipped) CAN Data Link
CAT Data Link Transmission Auto / Manual Switch
Hydraulic Oil Temperature Sensor Stabilizer Neutral Switch Loader Quick Coupler Pins Switch Continuous Flow Switch Ride Control Switch Transmission Lock Switch Implement Lockout Switch Key Start Switch (+BAT) Loader Joystick Thumb Switch Machine Handle Attachment (8th Function) Switch Hydraulic Oil Filter Bypass Switch
Transmission Shift Lever Engine Oil Pressure Switch Engine Coolant Temperature Switch Brake Fluid Level Switch Air Filter Switch Park Brake Switch
Alternator W Terminal
Machine ECM
CAT ET Fuel Water Separator Switch
Right Joystick (7th Function) Switch Right Joystick Neutralize Switch
49
The Configuration screen in Cat ET shows the types of configurations that can be changed on the "E" Series Backhoes. The left side of the screen also shows the available ECMs: Machine Control, Product Link, and Shift Lever.
50
This illustrations shows the Machine Status screen. Although the engine is not electronically controlled, the Machine ECM monitors several engine parameters.
Idler Shaft Pump Input Shaft Torque Converter Housing Countershaft Output Shaft Forward Clutch Reverse Clutch Speed Gear Synchronizer Assembly STANDARD BACKHOE LOADER TRANSMISSION
TWO WHEEL DRIVE
Forward Drive Gear
Idler Shaft Pump Input Shaft Torque Converter Housing Countershaft Output Shaft AWD Shaft Forward Clutch Reverse Clutch Speed Gear Synchronizer Assembly AWD Clutch STANDARD BACKHOE LOADER TRANSMISSION
ALL WHEEL DRIVE
Forward Drive Gear
POWER TRAIN Standard Transmission
The standard countershaft transmission is similar to the "D" Series transmission. A forward drive 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 for both 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 is coupled with hydraulically engaged FORWARD and REVERSE clutches. Each multiple disc clutch pack is controlled by a solenoid valve.
51
A manually actuated lever and shifter fork arrangement shifts the transmission through the four fully synchronized speed ranges.
Power is transmitted from the torque converter to the input shaft. If FORWARD is selected, the FORWARD clutch is engaged and power flows from the input shaft to the countershaft. The countershaft causes all four speed gears to rotate. A synchronizer will engage one of the speed gears 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 are needed. 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 and spring released. A solenoid controlled valve (not shown) directs oil to pressurize or drain the clutch. The solenoid is energized by the AWD switch on the left front console in the cab. The front wheel drive axle can be engaged while the vehicle is moving by activating the AWD switch.
53
This illustration shows the power train hydraulic schematic for the standard transmission equipped with two wheel drive.
Oil from the sump is drawn through a suction screen by a crescent-type gear pump located on the transmission input shaft. From the pump, the oil is sent through a spin-on filter to the transmission directional selector solenoid valve.
In NEUTRAL, the oil flow is blocked by the directional selector solenoid valve. Therefore, the oil opens the relief valve and flows to the torque converter. A bypass orifice in the relief valve is located between the supply circuit and torque converter circuit to make sure that oil is always available to the torque converter when the machine is running.
The torque converter inlet relief valve protects the automotive-type torque converter from high pressure (during cold start-up). Oil from the torque converter goes to the oil cooler, which is located in front of the radiator.
From the cooler, the oil is used for lubrication. A passage directs lube oil to the input shaft of the transmission. Oil from the shaft cools and lubricates the clutch assembly and input shaft bearings. The output shaft, countershaft and reverse idler shaft are splash lubricated. The oil then returns to the sump.
Torque Converter Lube Torque Converter Outlet Oil Cooler Transmission Lube Suction Screen Pump Filter Directional Selector Solenoid Valve Torque Converter Inlet Relief Valve Relief Valve Pump Supply Torque Converter Inlet
STANDARD POWER TRAIN HYDRAULIC SYSTEM FORWARD F Modulating Relief Valves R Load Piston Load Piston Flow Control Orifice
NOTE: The lines and fittings from the torque converter and the oil cooler are sized to
provide sufficient restriction to the oil in the torque converter. A torque converter outlet relief valve is not required.
Modulating valves have been added to the directional selector solenoid valve. The modulating valves improve clutch modulation, which results in smoother transmission shifting. The modulating valves consists of a modulating relief valve, orifice, and load piston.
In this illustration with the directional selector spool shifted to the FORWARD position, oil flows through an orifice and to the forward clutch. Oil also flows to one end of the modulating relief valve and through an orifice to the other end of the modulating relief valve and to the load piston.
As the oil flows into the clutch, pressure increases and the clutch begins to engage. Oil
pressure forces the modulating relief valve against spring force, which allows some oil to flow through the relief valve to the tank.
Oil flows at a constant rate through the orifice to the load piston. The load piston moves at a constant speed against spring force. The time it takes for the load piston to move down and contact 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, the large spring is compressed. When the load piston is completely down, the pressure increases to system pressure. The relief valve limits the maximum clutch pressure.
54
This illustration shows the power train hydraulic schematic for the standard transmission equipped with All Wheel Drive (AWD).
The power train hydraulic system for AWD machines is the same as the two wheel drive machines except for an external supply line which directs supply oil to the AWD solenoid valve. When the solenoid is energized, oil engages the AWD clutch.
This schematic shows that the directional selector solenoid valve has been energized. Supply oil flows through the valve to engage the FORWARD clutch.
Torque Converter Lube Torque Converter Outlet Oil Cooler Transmission Lube Suction Screen Pump Filter Directional Selector Solenoid Valve Torque Converter Inlet Relief Valve Relief Valve Pump Supply Torque Converter Inlet
STANDARD POWER TRAIN
HYDRAULIC SYSTEM
ALL WHEEL DRIVE/FORWARD
F Modulating Relief Valves R Load Piston Load Piston Flow Control Orifice AWD Soleniod Valve AWD
55
Autoshift Transmission
A torque converter (not shown) provides a fluid connection between the engine and the transmission.
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 ECM electronically controls the transmission by selectively energizing speed and directional
solenoids. The transmission is equipped with three speed and three directional solenoids. One speed solenoid and one directional solenoid must be simultaneously energized for a
transmission gear to be engaged.
Transmissions with the optional AWD system (shown in this illustration) are equipped with an AWD solenoid and an additional output shaft.
NOTE: The reverse shaft and clutch are not shown in this sectional view. It is shown
later in this presentation.
Input Shaft Output Shaft AUTOSHIFT TRANSMISSION Pump Solenoid Valves AWD Shaft Counter Shaft
56
This illustration shows the power train hydraulic schematic for the autoshift transmission equipped with two wheel drive.
Modulation valves have also been added to the forward low, forward high, and reverse clutch solenoids. The modulation valves operate the same as previously described in the standard transmission.
The Autoshift ECM has been eliminated. The autoshift transmission is now controlled by the Machine ECM.
The Machine ECM contains the software to control transmission shifting. The software
compares the input information to the information stored in the Machine ECM to determine the appropriate 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.
Lube Transmission Lube Oil Cooler 3 2 Regulated Pressure 1 Torque Converter Outlet Suction Screen LO HI R 6 Orifice 5 3 1 4
Auto / Manual Switch Neutral Lock Switch Ride Control Switch
Parking Brake Switch Downshift / Neutralizer Switch Ride Control Disable
2 Data Link
Service Port Shift Lever
Transmission Output Speed Sensor
Filter Pump Torque Converter Torque Converter Inlet Relief Valve Relief Valve Machine ECM Torque Converter Inlet Pump Supply Speed Clutch 1 Solenoid Speed Clutch 2 Solenoid Speed Clutch 3 Solenoid Reverse Clutch Solenoid Forward High Clutch Solenoid Forward Low Clutch Solenoid Modulating
Relief Valve PistonLoad
Load Piston
AUTOSHIFT POWER TRAIN HYDRAULIC SYSTEM
FIRST GEAR FORWARD LOW
Load
FIRST gear is a relatively low (slow) gear ratio, and using it may not be necessary for normal loader work or for roading. If using AUTOSHIFT for either loading or roading, disabling FIRST gear eliminates an extra gear shift. In extreme hard digging conditions, the neutralizer button can be used to downshift to FIRST, and then AUTOSHIFT will upshift the transmission as 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 transmission equipped with All Wheel Drive (AWD).
The power train hydraulic system for AWD machines is the same as the two wheel drive machines except for the AWD solenoid and clutch. When the AWD solenoid is energized, oil engages the AWD clutch.
This schematic shows the No. 1 and No. 4 solenoids energized to engage the forward low directional clutch and the No. 1 speed clutch to obtain FIRST SPEED FORWARD. The relief valve limits the maximum clutch pressure.
Lube Transmission Lube Oil Cooler 3 2 Regulated Pressure 1 Torque Converter Outlet Suction Screen LO HI R 6 Orifice 5 3 1 4
Auto / Manual Switch Neutral Lock Switch Ride Control Switch
Parking Brake Switch Downshift / Neutralizer Switch Ride Control Disable
2 Data Link
Service Port Shift Lever
Transmission Output Speed Sensor
Filter Pump Torque Converter Torque Converter Inlet Relief Valve Relief Valve Torque Converter Inlet Pump Supply Speed Clutch 1 Solenoid Speed Clutch 2 Solenoid Speed Clutch 3 Solenoid Reverse Clutch Solenoid Forward High Clutch Solenoid Forward Low Clutch Solenoid Modulating
Relief Valve PistonLoad
Load Piston Load
Piston Relief ValvesModulating AWD
Machine ECM
AUTOSHIFT POWER TRAIN HYDRAULIC SYSTEM
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 and direction clutches to obtain the desired speed range.
NOTE: The Machine ECM does not provide shift protection on the "E" Series. Shift
protection prevents the operator from changing directions at high speeds.
CLUTCH ENGAGEMENT
Reverse Clutch
Forward High
Clutch Forward LowClutch
Clutch 1 Clutch 3 Clutch 2 AWD Clutch Input Shaft Output Shaft AWD Shaft Counter Shaft AUTOSHIFT TRANSMISSION Gear 1 2 3 5F X X 2 AND 6 4F X X 1 and 6 3F X X 2 and 5 2F X X 2 and 4 1F X X 1 and 4 N 1R X X 3 and 4 2R X X 3 and 5 3R X X 3 and 6 Solenoid Reverse Forward High Forward Low
59
This illustration shows the inputs and outputs used by the Machine ECM to control the autoshift transmission.
The autoshift transmission has two modes of operation: Automatic and Manual. The modes are 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 transmission control automatically selects the proper gear based on machine ground speed. The transmission determines the ground speed through the transmission speed sensors and energized speed clutch.
In the Manual Mode, the transmission operates very similar to the standard power shift transmission.
When the key start switch is ON, the transmission shift lever control provides an input signal to the Machine ECM. The Machine ECM uses the shift lever control input to determine the gear range selected on the transmission shift lever and the position of the key start switch. If the shift lever control is not in NEUTRAL during starting, the Machine ECM will prevent the machine from starting.
Autoshift Control Switch Parking Brake Switch Neutral Lock Switch Transmission Output Speed Sensor Transmission Shift Lever Start Relay Key Start Switch Speed Clutch 2 No. 5 Solenoid Reverse No. 3 Solenoid Park Brake Alarm Relay Forward Low No. 1 Solenoid Forward High No. 2 Solenoid Speed Clutch 1 No. 4 Solenoid Speed Clutch 3 No. 6 Solenoid
Cat Data Link
Machine Electronic Control Module Transmission Neutralizer Switch
The parking brake switch provides an input signal to the Machine ECM. The Machine ECM prevents the transmission from shifting if the parking brake is engaged and also energizes the parking brake relay to sound the alarm.
The transmission neutral lock switch also provides an input signal to the Machine ECM. If the transmission neutral lock switch is moved to the LOCK position, the Machine ECM shifts the transmission into NEUTRAL and prevents the transmission from shifting, regardless of the position of the shift lever control. The Machine ECM will not shift the transmission until after the shift lever control is moved into the NEUTRAL position and the transmission neutral lock switch is moved to the UNLOCK position.
When the transmission neutralizer switch is activated by the operator, the transmission will momentarily 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 is placed back into gear. In the Manual Mode, the Downshift/Neutralizer Switch will not permit the transmission to be downshifted.
The transmission speed sensor provides output speed information to the Machine ECM. In the Automatic Mode, the operator controls the highest desired gear and the transmission control automatically selects the proper gear based on machine ground speed. The Machine ECM determines the ground speed through the transmission speed sensors and energized speed clutch.
The Machine ECM uses the input signals described above to control transmission shifting through the transmission solenoid valves.
60
The Machine ECM status screens that are available to aid in autoshift transmission diagnosis are:
- Transmission Basic - Transmission Neutralizer - Transmission Speed - Transmission Solenoids
61
62
This transmission status screen shows the autoshift transmission gear status, engine speed, transmission output speed, and the ground speed/machine direction.
63
64
This shift lever status screen shows the autoshift transmission gear lever status and load lever position.
1ST GEAR ENABLED
AUTOSHIFT TRANSMISSION
Shift Lever
Position AvailableGears
4F 3F 2F 1F N 1R 2R 3R 1, 2, 3, 4, 5 1, 2, 3 1, 2 1 1 1, 2 1, 2, 3
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 and
SECOND in response to machine speed.
Shift lever in THIRD: The transmission will automatically shift between FIRST, SECOND
and THIRD in response to machine speed. The downshift switch can be used to force the transmission into FIRST or SECOND gear.
Shift lever in FOURTH: The transmission will automatically shift between FIRST through
FIFTH in response to machine speed. THIRD gear may be skipped by the software. The downshift switch can be used to force the transmission into FIRST, SECOND, THIRD or FOURTH gear.
Whenever a machine is downshifted into a lower gear, the machine maximum gear will be limited to the lower gear for five seconds, then return to normal Automatic Mode.
1ST GEAR DISABLED
AUTOSHIFT TRANSMISSION
Shift Lever
Position AvailableGears
4F 3F 2F 1F N 1R 2R 3R 2, 3, 4, 5 2, 3 2 1 1 2 2, 3
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 forces
the transmission into FIRST through the downshift switch.
Shift lever in THIRD: The transmission will automatically shift between SECOND and
THIRD in response to machine speed. The downshift switch can be used to force the transmission into FIRST or SECOND gear.
Shift lever in FOURTH: The transmission will automatically shift between SECOND through
FIFTH in response to machine speed. THIRD gear may be skipped by the software. The downshift switch can be used to force the transmission into FIRST, SECOND, THIRD or FOURTH gear.
If the machine is downshifted into a lower gear, upshifts will be disabled for five seconds, then return to normal Automatic Mode.
67
Axles and Brakes
The rear final drive planetary gears (1) have been moved outboard of the differential (2). There are 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 wear measurements with the axle installed in the machine.
The differential lock can now be engaged on the move in either first or second gear, which improves differential lock functionality.
NOTE: The differential lock must not be engaged in third or fourth gear. On machines
with the autoshift transmission, the Machine ECM may limit the differential lock function depending on the selected gear.
1
1 2
The brake inspection ports (1) are accessible from the rear with the axle installed in the machine.
The differential oil level/fill plug (2) and drain plug (3) are also located at the rear of the axle.
68
1 1
2
69
The 420E/430E/432E/434E/442E and 444E machines are equipped with hydraulically assisted master cylinders, which decreases the amount of pedal effort when braking. This illustration shows the boosted brakes valve group, which uses oil from the pilot accumulator to add boost to the master cylinder. The hydraulic force multiplies the pedal effort so the operator can get more 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. The distance that the brake pedal is depressed, determines the amount of oil flow to the master cylinder.
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 slave cylinder directs oil to brake piston to engage the brakes and blocks the oil in the brake circuit from returning to tank.
To Tank
From Pilot Accumulator Boost Brake
Valve Boost Brake
Valve CylinderMaster
Master
Cylinder Slave Cylinder Slave Cylinder To Left Wheel Brake To Right Wheel Brake Left Brake Pedal Right Brake Pedal
BOOSTED BRAKES VALVE GROUP
RIGHT BRAKE ENGAGED / LEFT BRAKE RELEASED
Bridge Passage
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 piston returns to the slave cylinder. With the slave cylinder in the released position, the oil in the brake circuit (between the slave cylinder and wheel brake) can flow between the right and left brake 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 the master cylinder chamber is drained to tank through the boost brake valve.
NOTE: The master cylinders on the 416E/422E/428E machines are not hydraulically
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 from the pilot manifold is directed to the master cylinder.
Slave
Cylinder CylinderMaster Boost BrakeValve
To Wheel Brake
BOOSTED BRAKES GROUP
To Tank From Pilot
The brake boost valves are connected to the master cylinder (1) at each brake pedal (2). Oil enters the master cylinder through the supply hose (3) and exits the master cylinder through the return hose (4). The oil flows to the service brakes through the hoses (5) at the bottom of the master cylinder.
The master cylinders can be removed from the machine from inside the operator's compartment.
71 2 4 3 5 1
The 416E/422E machine brakes are not hydraulically assisted and are equipped with a brake reservoir. The brake reservoir (arrow) is located at the rear of the engine compartment.
73
416E/422E/428E IMPLEMENT HYDRAULIC SYSTEM
This illustration shows a block diagram of the 416E/422E/428E machines which are equipped with 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 parallel lift loader.
The standard loader valve group contains two control valves. Three control valves are installed on the machine if equipped with the auxiliary function. The priority valve is also contained within the loader control valve.
The standard backhoe valve group contains six control valves. Seven or eight control valves are installed in the backhoe valve group if the machine is equipped with an E-Stick and/or an auxiliary valve. HMU Stick Swing Pump Tank Boom Bucket Aux Left Stabilizer Right Stabilizer Back Pressure Check Valve Cooler
416E / 422E / 428E BACKHOE LOADER HYDRAULIC SYSTEM
E-stick Inlet Manifold Sideshift Lock Pistons (422E / 428E) Parallel Lift (428E) Single Tilt (416E / 422E) I n l e t L i f t T i l t A u x Ride Control
74
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 line from the backhoe section and a signal line from the loader section are connected to a tee which is equipped with a resolver. The highest resolved signal between the two valve sections flows to the pump.
Right Stabilizer
Left Stabilizer
"E" SERIES BACKHOE LOADER SIGNAL NETWORK
416E / 422E / 428E MECHANICALLY CONTROLLED VALVES
Loader Tilt HMU Loader Lift Loader Section
Boom Swing Bucket Stick
Backhoe Section Aux Loader Aux E-Stick Pump Control Valve
75
Implement and Steering Pump
The implement and steering pump on the 416E/422E/428E machines is a similar design and operates the same as the pump on the "A" Series machines. The pump is located below the cab floor plate. The pump control valve is mounted on top of the pump and contains a flow
compensator spool and pressure cutoff spool. The implement and steering pump supplies oil flow 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 signal received through the signal network. The flow supplied by the pump will be the amount of flow required to keep supply pressure above the signal pressure. The difference between supply pressure and the signal pressure is called "margin pressure." The pressure cutoff spool limits maximum system pressure and serves as the relief valve for the system.
Both spools have adjustment screws. Low pressure standby and margin pressure are controlled by the flow compensator. The flow compensator will simultaneously increase or decrease both pressures, but not necessarily by the same amount.
Pump Group Load Sensing Signal
To Backhoe Valve
Pressure Cutoff Flow Compensator
