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Track motor, description Service Information 12/11/2020
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EC140B LCM Volvo

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Track motor, description

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EC140B LCM Volvo Changwon 10001 15215

Track motor (LCM), description

y Hydraulic motor
The hydraulic motor is a variable swash, axial piston design that includes the brake valve assembly and parking brake.
The rear flange contains the counterbalance valve, check valves, crossover relief valves and displacement changeover
valve.

y Brake valve assembly

The brake valve assembly consists of the following valves, each having a specific function as described.

y Check valves
The check valves open/close according to supply oil pressure, and route oil flow to the counterbalance spool. The check
valves also prevent cavitation in the travel motor.

y Counterbalance valve
The counterbalance valve is used for smooth starting and stopping of the travel motor. It blocks or throttles the circuit
of the travel motor to control the travel speed according to the amount of oil discharged by the pump to prevent
machine run away on slopes.

y Crossover relief valves

The relief valves protect the motor and circuit from pressure spikes, maintaining the starting pressure/bypass pressure
of the hydraulic motor at a constant value.

y High/low 2 speed travel

The swash plate angle can be set in 2 positions: high speed/low torque or low speed/high torque, according to the
travel speed switch and the displacement changeover valve.

y Parking brake assembly

The travel parking brake is spring applied and hydraulically released. The brake is automatically applied whenever the
travel control valve spools are in neutral.

Structure
Figure 1
Track motor (LCM), structure

1. Hydraulic motor
2. Brake valve
3. Parking brake
4. Displacement changeover valve
5. Control valve
6. Main pump

Port connections
Figure 2
Track motor (LCM), port connection

1. High speed
2. Low speed

Rotational direction

View from X axis Inlet Outlet

Clockwise A B
Counterclockwise B A

Port connection
Port symbol Port size Description
(A) (B) PF 1 Oil supply (return)
(P2), (P3) PF 1/4 Pressure check
(P5) PF 1/4 Brake release pressure check
(P) PF 1/4 Displacement changeover valve oil supply
(D1) ~ (D2) PF 1/2 Drain

Sectional view
Figure 3
Track motor (LCM), cylinder and piston kit
Exploded view
Figure 4
Track motor (LCM), hydraulic motor and brake valve

2 Shaft 93 Spring 246 Plug

3 Swash plate 101 Piston 252 Plug
4 Cylinder block 102 Sleeve 254 Plug
5 Piston 103 Retainer 257 Plug
6 Shoe 104 Plug 263 Spool
7 Retaining plate 105 Shim 266 Spring
8 Thrust hemisphere 106 Spring 268 Ball
9 Valve plate 108 O-ring 279 Filter
10 Washer 109 O-ring 280 Plug
11 Needle bearing race 110 O-ring 281 Piston
12 Brake piston 111 Back-up ring 282 Plug
13 Spring 117 Back-up ring 283 O-ring
14 Spring 119 O-ring 284 O-ring
15 Friction disc 120 Piston seal 285 Steel ball
16 Mating disc 201 Rear flange 294 O-ring
32 Seal 223 Spool 295 O-ring
35 O-ring 224 Plug 296 O-ring
39 O-ring 225 Stopper 297 Restriction
45 Snap ring 226 Plug 298 Socket plug
49 Bearing 227 Valve 299 Name plate
50 Bearing 228 Spring 302 Spindle
51 Bearing needle 230 Spring 327 O-ring
61 Piston 236 O-ring 329 O-ring
62 Shoe 237 O-ring 342 Parallel pin
67 Steel ball 241 Guide pin
71 Parallel pin 243 Screw

Operation, hydraulic motor

Figure 5
Hydraulic motor operation

T Top dead center

B Bottom dead center

The pressurized oil delivered via the control valve from the hydraulic pump enters port (A) on rear flange (201) and flows to half
the pistons in cylinder block (4) through valve plate (9).
The pressurized oil in cylinder block (4) pushes half the pistons (4 or 5) out of the bores and force [F (kgf) = P (kgf/cm²) × A
(cm²)] is generated. This force is applied on swash plate (3) fixed to drive shaft (2) with angle (a°) so that it is divided into
components of force (F2, F3).
Among the components of force, radial force (F3) generates the torque (T = F3 × ri) for (Y1) - (Y2), respectively.

The total of torque {T = Σ (F3 × ri)} is transmitted sequentially via pistons (5) to cylinder block (4) generating a rotational force
causing the cylinder block splined to output drive shaft (2) to rotate.
The top dead center port is the starting point of the high pressure rotational cycle; for 180° the pistons move out of the bores as
they slide along the swash plate toward the bottom dead center port, then they begin moving into the bores discharging low
pressure oil to the return circuit.
Operation, brake valve
Figure 6
Brake valve released
Operating (Brake released)
When pressurized oil is supplied to port (A), it opens check valve (227) and the oil flows to inlet port (C) of the hydraulic motor.
At the same time pressurized oil flows into chamber (b) through passage (a) via a small orifice in counterbalance spool (223). As
the pressure in chamber (b) increases spool (223) is moved to the left, connecting port (D) with outlet (B) allowing the return oil
from the motor to flow to tank, so that the hydraulic motor starts to rotate. And according to the movement of spool (223),
pressurized oil flows into port (P) and port (S). The oil flow through port (P) operates brake piston (12) overcoming the brake
spring force releasing the parking brake. If the supply port and the return port are interchanged the travel motor rotates in the
opposite direction.
Stopping or stalling (brake actuating)

Figure 7
Brake valve actuation
When the pressurized oil flow from the main control valve is blocked, the pressure in port (A) decreases rapidly. As this happens
the pressurized oil in chamber (b) escapes via passage (a) through the orifice in spool (223) to port (A); at the same time spring
force (228) acting on stopper (225) moves counterbalance spool (223) to the right (neutral position).
The return speed of spool (223) is controlled by the back pressure created by the throttling effect of the orifice at passage (a).
When the spool is completely returned to the neutral position, the passages to ports (A, B) are blocked, trapping the oil in the
motor to prevent rotation.
However inertia will tend to continue the motor rotation, creating a sharp rise in oil pressure at return port (D). (This referred to
as dynamic braking).
The pressurized oil flows through the orifice in the left relief valve piston (101) to chamber (f), then to chamber (g) and starts to
move piston (281) to the right. When the piston reaches the end of its stroke, the pressure in chambers (g & f) rises and react on
valve piston (101). At this time the opening pressure of the relief valve is higher than the normal relief setting pressure. This
sequence acts to cushion the pressure spike as the valve opens.
As the oil pressure at port (D) overcomes the combined force of the relief valve spring and pressurized oil in chambers (g & f)
the left relief valve opens, connecting ports (D & C) to prevent an abnormal pressure rise and cavitation.
When the oil pressure at port (D) drops the relief valve closes; however if the pressure rises above the relief valve setting, the
relieving cycle is repeated. The 2 stage control of the relief valve stops the hydraulic motor smoothly.
Overspeed

Figure 8
Brake valve, overspeed
When traveling downhill the weight of the machine (inertia) tends to make the hydraulic motor rotate faster than the rate of oil
flow supplied by the hydraulic pump. This phenomenon is referred to as overspeed.
During this condition the hydraulic force of the motor decreases (overspeed), and the counterbalance spool moves toward the
neutral position, blocking the return oil flow from port (D) to port (B). As the passage closes it creates a throttling action, causing
a back pressure at port (D), thereby decelerating the hydraulic motor until the pump flow begins applying force to the motor.
Operation, parking brake
When traveling
Figure 9
Parking brake, traveling
When the travel lever is operated pressurized oil from the pump actuates counterbalance spool (223), opening the circuit to
brake chamber (a) of brake piston (12).
When the oil pressure reaches approximately 6 kgf/cm² (85 psi) it starts to push brake piston (12) toward the rear flange (←)
overcoming the force of brake springs (13). As this happens the piston moves away from friction discs (15) and mating discs (16)
allowing the plates to separate, releasing the braking force holding cylinder block (4).
When stopping

Figure 10
Parking brake, stopping
When the travel lever is placed in neutral, the counterbalance spool returns to its neutral position closing the circuit to brake
chamber (a).
The pressurized oil in chamber (a) drains to tank through an orifice in the brake valve.
The throttling effect of the orifice slows the drain oil flow, preventing the brake springs from applying the brake abruptly.
As the pressure drops below 6 kgf/cm² the force of brake springs (13) pushes brake piston (12) against (→) mating discs (16) and
friction discs (15), which are splined to gearbox spindle (302) and cylinder block (4).
When the plates are squeezed together the frictional force generated applies a brake torque of 40.6 kgf·m (293 lbf·ft) to the
motor output shaft (2).
Operation, displacement changeover valve
Low speed
When the travel solenoid valve is deactivated (ph) servo hydraulic flow to port (D) is cut off. The hydraulic pressure at (A, B) port
moves spool (263) upward overcoming the force of spring (266), and blocks port (C).
At the same time the pressurized oil in chamber (P) drains to the motor case. This allows the forces acting on the rotary group to
move swash plate (3) to maximum swash angle θ1, contacting y plane. Piston stroke is increased, cylinder revolutions decrease,
resulting in low speed with high torque.

Figure 11
Displacement changeover valve, low speed
High speed

When the travel solenoid is energized (ph) servo hydraulic oil will flow to port (D).
The hydraulic pressure (40 kgf/cm²) at port (D) combined with the force of spring (266) moves spool (263) downward
overcoming the force of the hydraulic oil pressure at port (A, B) and opens port (C).
The pressurized oil from port (C) flows into chamber (P) and pushes piston (61) moving swash plate (3) to minimum swash angle
θ2, contacting x plane. Piston stroke is decreased, cylinder revolutions increase, resulting in high speed with low torque.

Figure 12
Displacement changeover valve, high speed
Automatic speed shifting to low speed during high speed traveling

When the load (tractive effort) is increased during high speed travel the oil pressure at port (A, B) increases.
If the pressure is approximately 260 kgf/cm² it overcomes the combined force of spring (266) and (ph) servo hydraulic flow 40
kgf/cm² at port (D), and moves spool (263) upward, blocking port (C). At the same time the pressurized oil in chamber (P) drains
to the motor case, and swash plate (3) moves to maximum swash angle θ1, contacting Y plane, and the motor rotates at low
speed.

Figure 13
Displacement changeover valve, automatic speed shifting