SERV1824 October 2006
GLOBAL SERVICE LEARNING TECHNICAL PRESENTATION
950H AND 962H WHEEL LOADERS AND IT62H INTEGRATED TOOLCARRIER
Service Training Meeting Guide (STMG)
950H AND 962H WHEEL LOADERS AND IT62H INTEGRATED TOOLCARRIER AUDIENCE Level II - Service personnel who understands the principles of machine system operation, diagnostic equipment, and procedures for testing and adjusting.
CONTENT This presentation describes the location of the basic components on the engine, and the operation of the power train, implement, steering, and brake systems for the 950H and 962H Wheel Loader. This presentation may be used for self-paced and self-directed training.
OBJECTIVES After learning the information in this presentation, the technician will be able to: 1. Locate and identify the major components in the C7 ACERT™ engine, power train, implement, steering, and brake systems; 2. Explain the operation of each component in the power train, implement, steering, and brake systems; and 3. Trace the flow of oil through the power train, implement, steering, and brake systems.
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GLOBAL REFERENCES Specalog: 950H Wheel Loader 962H Wheel Loader IT62H Integrated Toolcarrier
AEHQ5675 AEHQ5676 AEHQ5677
Service Manual: 950H, 962H Wheel Loader, and IT62H Integrated Toolcarrier
RENR8860
Parts Manuals: Aurora Built Machines 950H PIN K5K 962H PIN K6K Gosselies Built Machines 950H PIN N1A 962H PIN N4A Brazil Built Machines 950H PIN M1G 962H PIN M3G IT62H PIN M5G
SEBP3866 SEBP3874 SEBP3845 SEBP3846 SEBP4274 SEBP4283 SEBP4282
Training Materials: TIM "966G/972G Series II Wheel Loader Command Control Steering"
SERV2660
The following training materials are on SERV1000 the Legacy DVD Set. TIM "950G/962G Wheel Loader Steering and Braking" TIM "966G/972G Series II Wheel Loader Command Control Steering" TIM "950G/972G Wheel Loader Power Train" STMG "950G/972G Wheel Loader Introduction
Estimated Time: 30 Hours Visuals: 209 Form: SERV1824 Date: 10/06 © 2006 Caterpillar Inc.
SEGV2643 SEGV2660 SEGV2642 SESV1698
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TABLE OF CONTENTS INTRODUCTION ..................................................................................................................9 Component Location.......................................................................................................11 ENGINE................................................................................................................................13 Engine Electrical Block Diagram ...................................................................................14 Speed/Timing Sensors ....................................................................................................17 Engine Speed/Timing Calibration Port...........................................................................18 Fuel System.....................................................................................................................19 Fuel Transfer Pump.........................................................................................................21 Power Derate...................................................................................................................22 High Fuel Filter Restriction Derates...............................................................................25 Engine Inlet Air System..................................................................................................27 Turbo Inlet Pressure Sensor............................................................................................29 Air Inlet Restriction Derate ............................................................................................30 Engine Oil Pressure Sensor ............................................................................................31 Low Oil Pressure Derate.................................................................................................32 Engine Coolant Temperature Sensor ..............................................................................33 High Coolant Temperature Derate..................................................................................34 Intake Manifold Sensors .................................................................................................35 Intake Manifold Air Temperature Sensor Derate ..........................................................37 Virtual Exhaust Temperature Derate ..............................................................................38 Engine Idle Management System (EIMS)......................................................................44 POWER TRAIN ...................................................................................................................46 Power Train Electrical System .......................................................................................47 Engine Start Switch and Diagnostic Service Tool Connector ........................................52 Transmission Shift Lever................................................................................................53 Transmission Shift Control.............................................................................................54 Transmission Oil Temperature Sensor............................................................................61 Left Brake Pedal Position Sensor ...................................................................................62 Implement Pod Downshift Switch and Remote F-N-R Switch .....................................63 Parking Brake Pressure Switch.......................................................................................64 Back-up Alarm................................................................................................................67 Warning Panel - Left Side ..............................................................................................68 Implement Control Valve - with Ride Control ...............................................................69 Secondary Steering Intermediate Relay..........................................................................70 Engine Start Relay ..........................................................................................................71 Transmission Hydraulic System - NEUTRAL ...............................................................72 Transmission Modulating Valve - NO COMMANDED SIGNAL ................................80 Transmission Modulating Valve - COMMANDED SIGNAL BELOW MAXIMUM ..81 Transmission Modulating Valve - COMMANDED SIGNAL AT MAXIMUM ............83 Transmission Modulating Valve - Solenoids..................................................................85 Transmission Relief Valve ..............................................................................................87 Remote Pressure Taps.....................................................................................................91
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TABLE OF CONTENTS (continued) Variable Shift Control .....................................................................................................93 Integrated Brake System.................................................................................................94 Left Brake Pedal Actions................................................................................................95 Speed Limiter..................................................................................................................97 IMPLEMENT ELECTROHYDRAULIC SYSTEM............................................................98 Implement Electronic Control System ...........................................................................99 Implement Control Levers............................................................................................106 Fine Modulation............................................................................................................109 Autodig Control Arrangement ......................................................................................111 Implement Hydraulic System - HOLD.........................................................................114 Tilt Control Valve - HOLD ...........................................................................................116 Implement Hydraulic System - DUMP ........................................................................117 Pressure Compensator Valve - HOLD..........................................................................118 Load Check Operation ..................................................................................................119 Pressure Compensator Operation .................................................................................120 Implement Hydraulic System - DUMP ........................................................................124 Implement Hydraulic System - RAISE ........................................................................126 Implement Hydraulic System - FLOAT .......................................................................128 Implement Hydraulic System - TILT BACK AND RAISE .........................................130 Implement Hydraulic System - RIDE CONTROL AUTO...........................................132 Ride Control Valve - AUTO/TRAVEL BELOW 9.7 KM/H (6 MPH) ........................134 Ride Control Valve - AUTO/TRAVEL MORE THAN 9.7 KM/H (6 MPH)...............135 Implement Pump and Pump Control Valve ..................................................................138 Pump Control Valve - ENGINE OFF...........................................................................139 Pump Control Valve - LOW PRESSURE STANDBY.................................................141 Pump Control Valve - UPSTROKE..............................................................................142 Pump Control Valve - CONSTANT FLOW DEMAND ..............................................143 Pump Control Valve - MAXIMUM SYSTEM PRESSURE........................................144 Pump Control Valve MAXIMUM SYSTEM PRESSURE WITH ADDED FLOW DEMAND...................145 Implement Valve ...........................................................................................................146 Margin Relief Valve......................................................................................................147 Pressure Reducing Valve - BELOW THE ADJUSTED SETTING .............................148 Pressure Reducing Valve - ABOVE THE ADJUSTED SETTING .............................149 Load Sensing Pressure Tap...........................................................................................150 Signal Duplication Valve ..............................................................................................154 Signal Relief Valve - BELOW ADJUSTED PRESSURE SETTING..........................155 Signal Relief Valve - ABOVE ADJUSTED PRESSURE SETTING ..........................156 Line Relief Valve - BELOW RELIEF SETTING ........................................................157 Line Relief Valve- ABOVE RELIEF SETTIN ............................................................159 Line Relief Valve - MAKEUP FUNCTION.................................................................160 Quick Coupler System..................................................................................................162
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TABLE OF CONTENTS (continued) HAND METERING UNIT (HMU) STEERING SYSTEM ..............................................165 Steering Pump...............................................................................................................169 Steering Pump - ENGINE OFF ....................................................................................170 Steering Pump - LOW PRESSURE STANDBY..........................................................171 Steering Pump - UPSTROKE.......................................................................................172 Steering Pump - DESTROKE ......................................................................................173 Steering Pump - HIGH PRESSURE STALL ...............................................................174 Steering Control Valve..................................................................................................175 Steering Neutralizer Valves ..........................................................................................176 Steering System - HOLD..............................................................................................178 Steering System - GRADUAL LEFT TURN ...............................................................180 Steering System - FULL LEFT TURN WITH STEERING NEUTRALIZED............181 Secondary Steering System ..........................................................................................182 Secondary Steering System - GRADUAL LEFT TURN .............................................186 COMMAND CONTROL STEERING (CCS) SYSTEM...................................................188 Quad Check Valve ........................................................................................................191 Steering Pilot Valve ......................................................................................................192 Steering Pilot Valve - NO TURN .................................................................................193 Steering Pilot Valve - RIGHT TURN...........................................................................194 Steering System - HOLD..............................................................................................196 Steering System - GRADUAL LEFT TURN ...............................................................197 BRAKE AND HYDRAULIC FAN SYSTEM COMPONENTS.......................................199 Brake and Hydraulic Fan System - CUT IN AND MINIMUM FAN SPEED ............201 Brake and Hydraulic Fan System - MINIMUM FAN SPEED AT CUT OUT ............202 Brake and Hydraulic Fan System - MAXIMUM FAN SPEED AT CUT OUT...........204 Brake and Hydraulic Fan Pump....................................................................................211 Brake and Hydraulic Fan Pump - ENGINE OFF.........................................................212 Brake and Hydraulic Fan Pump - LOW PRESSURE STANDBY ..............................213 Brake and Hydraulic Fan Pump - UPSTROKE ...........................................................215 Brake and Hydraulic Fan Pump - CONSTANT FLOW...............................................216 Brake and Hydraulic Fan Pump - DESTROKE ...........................................................217 Brake and Hydraulic Fan Pump - HIGH PRESSURE STALL....................................218 Accumulator Charge Valve and Hydraulic Fan Solenoid.............................................219 Service Brake Valve......................................................................................................221 Brake Hydraulic System - PARKING BRAKE DISENGAGED ................................222 Brake Hydraulic System - SERVICE BRAKES APPLIED.........................................223 Service Brake Valve - NOT ACTIVATED ...................................................................224 Service Brake Valve - ACTIVATED ............................................................................225
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TABLE OF CONTENTS (continued) CATERPILLAR MONITORING SYSTEM ......................................................................229 Fuel Level Sender .........................................................................................................230 Hydraulic Oil Temperature Sensor ...............................................................................231 Service Brake Pressure Switch .....................................................................................232 Axle Oil Temperature Sensors......................................................................................233 Differential Pressure Switch in the Right Side Service Bay ........................................234 Action Alarm.................................................................................................................236 Fuel Level Indicator......................................................................................................237 Torque Converter Outlet Temperature Sensor..............................................................238 Electrical System ..........................................................................................................239 Engine Tachometer .......................................................................................................241 Axle Oil Cooler System................................................................................................242 CONCLUSION...................................................................................................................247 HYDRAULIC SCHEMATIC COLOR CODE...................................................................248
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950H AND 962H II WHEEL LOADERS
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IT62H INTEGRATED TOOLCARRIER
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INTRODUCTION This presentation discusses the component locations and systems operation for the 950H, the 962H Wheel Loaders, and IT62H Integrated Toolcarrier. The new C7 engine, the power train, proportional priority, pressure compensated implement hydraulics, and the steering and braking system operation will be covered.
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The 950H, the 962H Wheel Loaders, and the IT62H Integrated Toolcarrier are medium wheel loaders in the Caterpillar product line. The serial number prefix for the 950H is K5K Aurora built (N1A Gosselies, J5J Sagami, M1G Brazil), the serial number for the 962H Wheel Loader is K6K Aurora built (N4A Gosselies, J6J Sagami, M3G Brazil) and the IT62H Integrated Toolcarrier prefix M5G is being built in Brazil only. The operating weight for the 950H is approximately 18,300 Kg (40,300 lbs), the operating weight for the 962H is approximately 19,000Kg (41,900 lbs), and the operating weight for the IT962H is approximately 19,400Kg (42,770 lbs). The color codes used for hydraulic oil throughout this presentation are: Red
- System or high pressure
Red and White Stripes
- 1st Reduced pressure
Red and White Hatched
- 2nd Reduced pressure
Orange
- Pilot pressure
Blue
- Blocked oil
Green
- Tank or return oil
Yellow
- Active component
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WHEEL LOADER COMPONENTS Power Train and Implement ECM
Hydraulic Tank
Fan Pump
Implement Control Levers
Steering Valve Transmission Lift Lift Position Tilt Implement Sensor Cylinder Cylinder Control Valve
Engine C7 Engine ECM
Hydraulic Fan Cooler
Tilt Position Sensor
Air Conditioner Condenser Radiator and ATAAC
Fan Motor
Rear Rear Final Drive Drive Shaft
Accumulator Charging Valve Electrical Components
Steering Cylinder
Torque Implement and Converter Steering Pumps Engine Components
Parking Front Brake Drive Shaft
Front Final Drive
Steering Control Valve Hydraulic Components
Power Train Components
3
Component Location This illustration shows the basic component locations on the 950H and 962H. The component locations on the 950H and 962H are basically the same as in the "G" series II Wheel Loaders. Power for the 950H, 962H Wheel Loaders ,and IT62 Integrated Toolcarrier is supplied by the C7 ACERT™ engine. Power flows from the engine to the torque converter, to the Electronic Clutch Pressure Controlled (ECPC) transmission, through the output transfer gear to front and rear drive shafts. From the drive shafts, power flows to the bevel gears in the differentials, and through the axles. The wheel loader is equipped with a steering pump, a steering valve, and the steering cylinders. Also, the machine is equipped with an electrohydraulic implement control with a variable displacement implement piston pump supplying oil to the 3PC hydraulic valve located in the loader frame. The machine maybe equipped with an optional electric steering pump that is installed inside the rear frame. This pump supplies oil to the steering system with a loss of main steering supply oil.
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The wheel loader is equipped with an on demand hydraulic fan system and brake system. The systems share a common variable displacement piston pump and accumulator charging valve. The charging valve gives priority to the brake system over the hydraulic fan system. The brake system includes the front and rear service brakes with a hydraulic release parking brake.
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ENGINE The C7 ACERT™ engines utilize the A4 Electronic Control Module (ECM) engine control and is equipped with an Air-to-Air Aftercooler (ATAAC) intake air cooling system. The C7 engine is an in-line six-cylinder arrangement with a displacement of 7.2 L. The C7 engine in the 950H is rated at 147 kW (197 net horsepower). The C7 engine in the 962H and the IT62H is rated at 157 kw (211 net horsepower). The C7 engines are electronically configured to provide constant net horsepower through the operating ranges. Constant net horsepower automatically compensates for any parasitic loads, allowing the operator to maintain a constant level of productivity. C7 ACERT™ Technology provides an advanced electronic control, a precision fuel delivery, and refined air management. The Engine ECM utilizes the Advanced Diesel Engine Management (ADEM IV) to control the fuel injector solenoids and to monitor fuel injection. The fuel is delivered through a Hydraulic Electric Unit Injection (HEUI) system. The C7 ACERT™ is equipped with a wastegate turbocharger which provides higher boost over a wide range, improving engine response and peak torque, as well as outstanding low-end performance. The C7 ACERT™ engines meet US Environmental Protection Agency (EPA) Tier III Emission Regulations for North America and Stage IIIa European Emission Regulations.
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C7 ENGINE ELECTRICAL SYSTEM
Text Reference
Cat Data Link Engine ECM
INPUT COMPONENTS
Caterpillar Monitor System
OUTPUT COMPONENTS + 5 Volt (Sensors)
Coolant Temperature Sensor
Throttle Sensor Voltage Intake Manifold Pressure Sensor
Analog Sensor Voltage
Engine Oil Pressure Sensor
6 Hydraulic Electronic Unit Injectors
Atmospheric Pressure Sensor Intake Manifold Temperature Sensor
Injection Actuation Pressure Solenoid
Injection Actuation Pressure Sensor
Air Filter Restricted Indicator
Fuel Differential Pressure Switch
Intake Air Heater Indicator
Turbo Inlet Pressure Sensor Ground Level Shutdown Switch
Intake Air Heater Relay
Throttle Pedal Position Sensor
Demand Fan Solenoid Valve Auto Reversing Fan Solenoid Valve
Key Start Switch ON (B+) Auto Reversing Fan Switch
Ether Aid Solenoid
Primary Speed Timing Sensor Secondary Speed Timing Sensor
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Engine Electrical Block Diagram This block diagram of the engine electrical system shows the components that are mounted on the engine which provide input signals to and receive output signals from the Engine Electronic Control Module (ECM). Based on the input signals, the Engine ECM energizes the injector solenoid valves to control fuel delivery to the engine, and the cooling fan proportional solenoid valve to adjust pressure to the cooling fan clutch. The two machine interface connectors provide electrical connections from the engine to the machine including the Cat Data Link. Some of the components connected to the Engine ECM through the machine interface connectors are: the throttle pedal position sensor, the ether aid solenoid, and the ground level shutdown switch.
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Input Components: Atmospheric pressure sensor - This sensor is an input to the Engine ECM and is used as a reference for air filter restriction. Also, the sensor is used to supply information to the Engine ECM during operation at high altitude. Turbo inlet pressure sensor - This sensor is an input to the Engine ECM to supply information about the air restriction before the turbocharger. Intake manifold temperature sensor - This sensor is an input to the Engine ECM to supply information about the air temperature entering the intake manifold from the ATAAC. Intake manifold pressure sensor - This sensor is an input to the Engine ECM supplying information about air pressure (boost) in the intake manifold. Fuel differential pressure switch - This switch relays information to the ECM that the fuel pressure at the output of the filter base is restricted in comparison to the inlet pressure. Coolant temperature sensor - This sensor is an input to the Engine ECM supplying information on the temperature of the engine coolant. The ECM uses this information for demand fan solenoid current, high coolant temperature warnings, engine derates for high coolant temperature, or logged events. Engine oil pressure sensor - This sensor is an input to the Engine ECM to supplying information on engine oil pressure. The ECM uses this information for low oil pressure warnings,.engine derates for low oil pressure, or logged events. Throttle pedal position sensor - This sensor sends a PM signal to the Engine ECM with the amount of movement of the governor pedal. This signal is used to increase or decrease the amount of fuel by the injectors. Auto reversing fan switch - This switch is an operator input to the Engine ECM. The operator can manually enable the reversing solenoid valve and change the direction of oil flow through the hydraulic fan motor . Ground level shutdown switch - This switch is an input to the Engine ECM. This input disables fuel injection when the engine is running or at engine start-up. Primary and secondary speed timing calibration sensor - These speed sensors are passive speed sensors that provide a signal similar to a sine wave that varies in amplitude and frequency as speed increases. The permanent timing calibration sensor monitors the speed and position of the flywheel. Key switch ON (+B) - The Key On input to the Engine ECM enables the ECM for operation and allows the Engine ECM to be recognized by any ECM on the machine.
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Injection activation pressure sensor - This sensor sends the rail oil pressure feedback data to the Engine ECM. Output Components: +5 Volt - Regulated supply voltage for the sensor inputs to the Engine ECM. Throttle sensor voltage - Voltage supply for the throttle position sensor. Analog sensor voltage - Analog voltage for the Turbo inlet pressure sensor. Intake air heater relay - The start aid relay sends current to the air intake heater to warm the air in the intake manifold for starting the engine in cold weather conditions. Auto reversing fan solenoid valve - This solenoid valve is used in order to reverse the oil flow oil through the hydraulic fan motor.. Demand fan solenoid valve - Proportional solenoid valve that controls the signal pressure to the brake and fan pump in order to meet the varying cooling requirements of the machine. Air filter restriction indicator ON - This indicator illuminates in case of a restriction in the inlet air system. Intake air heater indicator ON - This indicator illuminates when the air heater relay is energized. Injection actuation pressure solenoid - This solenoid electronically controls the high pressure HEUI pump output. This solenoid is confined inside the pump control. Mechanical electronic unit injectors (6) - Injectors supply a governed amount of fuel to the basic engine. Ether aid solenoid - This solenoid is energized when the Engine ECM recognizes that the either the engine coolant temperature or the intake manifold air temperature is below -9 °C (16 °F).
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1
2 3
6
Speed/Timing Sensors The primary speed timing sensor (1) and secondary speed timing sensor (2) are located below the Hydraulic Electronic Unit Injector (HEUI) and above the hydraulic fan pump (3). Under normal operation, the primary speed timing sensor (1) determines the No. 1 compression timing prior to the engine starting. If the primary speed timing sensor is lost, a CID 190 MID 08 primary engine speed signals abnormal and the secondary sensor will time the engine with an extended starting period and run rough until the Engine ECM determines the proper firing order using the secondary speed timing sensor only. If the secondary speed timing sensor is lost, a CID 342 MID 08 secondary engine speed signals abnormal and the primary sensor will time the engine with an extended starting period and run rough until the Engine ECM determines the proper firing order using the secondary speed timing sensor. In the case that the signal from both engine speed sensors are lost, the engine will not start. During a running condition, the engine will shutdown.
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2
7
Engine Speed/Timing Calibration Port The speed/timing calibration port (1) is located on the right side of the machine. Remove the plug in order to install the timing probe. The Engine ECM (2) has the ability to calibrate the mechanical differences between the Top Center (TC) of the crankshaft and the timing gear on the camshaft. A magnetic transducer signals the TC of the crankshaft to the ECM when the notch (not shown) on a counterweight passes by the transducer (not shown). The speed/timing sensor signals the TC of the timing gear to the Engine ECM. Any offset between the TC of the crankshaft and the TC of the timing gear is stored into the memory of the Engine ECM. NOTE: For additional information in troubleshooting the engine, refer to the Service Manual module Troubleshooting "C7 Engines for Caterpillar Built Machines" (RENR9319) "Engine Speed/Timing Sensor - Calibrate.”
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Electric Fuel Priming Pump
C7 ENGINE FUEL DELIVERY SYSTEM
Fuel Pressure Regulator
Primary Fuel Filter / Water Separator (Optional) Fuel Heater
Fuel Gallery
Secondary Fuel Filter
Engine ECM Fuel Tank Injection Actuation Solenoid
HEUI Pump
Fuel Transfer Pump
Engine Lubrication Oil
High Pressure Engine Oil
Pressured Fuel
Return
Pilot Oil
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Fuel System Fuel is drawn from the fuel tank through the primary fuel filter (10-micron) and water separator through the Engine ECM (for cooling purposes) by a gear-type fuel transfer pump. The fuel transfer pump then pushes the fuel through the secondary fuel filter (2-micron). The fuel then flows to the cylinder head. The fuel enters the cylinder head and flows into the fuel gallery, where it is made available to each of the six HEUI fuel injectors. Any excess fuel not injected leaves the cylinder head and flows past the fuel pressure regulator returning to the fuel tank. The fuel pressure regulator is an orifice that is installed at the rear of the cylinder head. The fuel pressure regulator maintains fuel system pressure between the fuel transfer pump and the fuel pressure regulator. From the fuel pressure regulator, the excess fuel flow returns to the fuel tank. The ratio of fuel used for combustion and fuel returned to tank is approximately 3:1 (i.e. four times the volume required for combustion is supplied to the system for combustion and injector cooling purposes).
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A pressure differential switch is installed in the secondary fuel filter base and will alert the operator of a fuel filter restriction. The pressure differential switch compares the filter inlet pressure to the filter outlet pressure. When the difference in the inlet and outlet pressures causes the switch to activate, the Engine ECM will signal the Caterpillar Monitoring System to warn the operator the fuel flow is probably restricted. A fuel pressure sensor is installed in the secondary fuel filter base and will signal the Engine ECM of a high fuel pressure. If the fuel pressure exceeds a pressure of 758 kPa (110 psi) the Engine ECM will log a E096 code. The HEUI pump is a variable displacement piston pump that intensifies engine oil pressure and directs that oil to the individual injectors. The injection actuation solenoid is also contained inside the HEUI pump. The solenoid is an output directly from the Engine ECM that controls the amount of oil actuation pressure for the amount of fuel injection.
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4
3
6
1
5 7
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Fuel Transfer Pump The fuel transfer pump (1) is a gear pump that is attached to the Hydraulic Electronic Injector Unit (HEUI) (2) between the engine and the secondary fuel filter (not shown). The filter groups are removed for clarity. The fuel transfer pump is also driven by HEUI. Fuel is drawn from the fuel tank, the primary fuel filter and water separator (not shown), through the Engine ECM, to the hose (5) by the fuel transfer pump. Then, the fuel is directed to the secondary fuel filters through the hose (4). In the high pressure system using the HEUI pump, pressurized oil from the engine lube system is directed to the pump through hose (7). Then, high pressure engine oil is directed through tube (6) to the injectors. Also shown is the connection for the injection actuation solenoid that is located at connector (3).
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POWER DERATE Highest Rated Torque Map
Power
50% Derate Derate 100% Derate
Default Torque Map
Engine Speed
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Power Derate The illustration above defines the power derate in relation to the rated torque map and the default torque map. The power derate is a percentage reduction from the rated power at a given engine speed toward the default map at the same rpm. The derated power is what has changed, not the actual power in all situations. The actual power rating lost during a derate is calculated as: Power_Output = Rated Power - (Rated Power - Default Power) * Percentage of Derate For example, if the engine has a maximum rated power of 500 hp and a 100 hp default torque map with a 50% derate, the engine will have 300 hp output power. If 250 hp was needed, then the operator will not notice any change. If however, 400 hp was needed, there would be only 300 hp available due to a derate.
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1
3
11
4
5
6 12
The fuel system is equipped with two filters: a primary fuel filter/water separator (4) and a secondary filter (3). The primary fuel filter is located on the right side of the machine. The primary filter contains a water separator which removes water from the fuel. Water in a high pressure fuel system can cause premature failure of the injector due to corrosion and lack of lubrication. Water should be drained from the water separator daily, using the drain valve that is located at the bottom of the filter. The electric fuel priming pump (5) is integrated into the primary fuel filter base. The priming pump is activated by toggling the fuel priming pump switch (6). The fuel priming pump is used to fill the fuel filters with fuel after they have been replaced.
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The priming pump will purge the air from the entire fuel system. To activate the fuel priming pump, the key start switch must be in the OFF position. The fuel system is equipped with a secondary high efficiency fuel filter. Also, installed on the base is a fuel pressure differential switch (1), and a fuel pressure sensor (2). The fuel differential pressure switch monitors the difference between the outlet fuel pressure and the inlet pressure. When the fuel differential pressure exceeds 103 kPa (15 psi) a Level 1 Warning will be initiated. Then, after 4 hours the Engine ECM initiates a Level 2 Warning and an Engine Derate. The fuel pressure sensor is used to indicate low fuel pressure. With the C7 HEUI engine, low fuel pressure initiates a low fuel pressure derate of 50%. The Engine ECM limits the rail oil pressure because large fueling values will cause late combustion cycles, which results in excessive smoke and possible engine damage. Also, at startup and after 10 seconds, with low fuel pressure a 94-11 event is logged. The reason for this event is to detect situations where the fuel has drained out of the rail and is taking excessive time to reach the required pressure.
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FUEL FILTER RESTRICTION DERATE AND PRESSURE ABOVE 103 kPa (14 psi) 60%
% Derate
50% 40% 30% 20% 10% 0% 0
3 min
1 hr
2 hr
Time Level 1Warning
3 hr
4 hr
4hr 1 sec
5 hr
Level 2 Warning / Derates
13
High Fuel Filter Restriction Derates When the differential pressure switch recognizes a fuel pressure of 103 kPa (15 psi) for 3 minutes, the Engine ECM will initiate a Level 1 Warning. When the differential pressure switch recognizes 15 psi across the filter for 4 hours, the Engine ECM will initiate a Level 2 Warning. With the Level 2 Warning initiated a 17.5 % derate is applied to the engine. After 1 second, the Engine ECM will initiate a second derate of 17.5%. The total derate will be 35%.
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The illustration shows a top view of the engine. The Injection Actuation Pressure (IAP) sensor located in the top of the engine block measures the hydraulic actuation pressure and sends the actual oil pressure to the Engine ECM. The ECM compares the desired pressure to the actual pressure in order to figure the proper amount of oil pressure to be sent to the injectors.
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1
3
15
4
3
16
Engine Inlet Air System In the engine inlet air system, the air enters the compressor section of the turbocharger (4) through the air cleaner (2). The compressor directs the air through the ATAAC (3), the air intake manifold, and to the cylinder head. Exhaust exits the cylinder head to the turbine housing. From the turbine housing, the turbine wheel directs the exhaust out of the Turbo and out through the muffler (1).
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1
17
The C7 ACERT™ engines are equipped with a wastegate turbocharger which provides higher boost over a wide range, improving engine response and peak torque, as well as outstanding low end performance. All of the exhaust gases go from the exhaust manifold through the turbocharger. The exhaust gases enter the turbocharger and drive the turbine wheel. The exhaust exits the turbocharger through turbine wheel outlet (2) to the muffler. The turbine wheel is connected by a shaft to the compressor wheel. The turbine wheel rotates the compressor wheel at very high speeds. The rotation of the compressor wheel pulls clean air through the compressor housing air inlet (1). The compressor wheel blades force air into the cylinder head to the inlet valves. The increased amount of forced air enables the engine to burn more fuel, producing increased power. The engine can operate under low boost conditions. During a lower boost condition, the canister closes the wastegate, allowing the turbocharger to operate at maximum performance. Under high boost conditions, the wastegate opens. The open wastegate allows exhaust gases to bypass the turbine side of the turbocharger. The rpm of the turbocharger is limited by bypassing a portion of the exhaust gases around the turbine wheel of the turbocharger. NOTE: The wastegate calibration is preset at the factory.
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2
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Turbo Inlet Pressure Sensor The turbocharger inlet pressure sensor (1) is located in the tube that is between the air filter group (2) and the inlet to the compressor housing of the turbocharger. The turbocharger inlet pressure sensor measures restriction of air flow through the air filter group and the inlet to the turbocharger. Restriction of the air flow to the turbocharger will initiate a warning and engine derate.
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AIR INLET RESTRICTION DERATE 16% 14%
% Derate
12% 10% 8% 6% 4% 2% 0%
0
2
4
6
8
10
12
14
16
Air Restriction kPa Difference Level 1 Warning
Level 2 Warning / Derat es
19
Air Inlet Restriction Derate The turbo inlet pressure sensor measures the restriction of the air inlet that is flowing to the inlet of the compressor housing of the turbocharger. When the pressure difference between the Turbo inlet pressure sensor and the atmospheric sensor read a difference of 9.0 kPa, the Engine ECM will derate the engine approximately 2%. The Engine ECM will then derate the engine 2% more for every 1 kPa difference up to 10%. Typically the atmospheric (barometric) pressure sensor is 100 kPa at sea level. As the air restriction increases, the difference will increase. The first derate will occur when the difference is approximately (100 kpa minus 91 kPa.= 9 kPa). If the air inlet restriction is 92.5 kPa (a pressure that is between 7.5 kPa and 9 kPa) for 10 seconds, the Engine ECM will initiate a Level 1 Warning. If the air restriction goes to the point that the turbo inlet pressure sensor sees a difference of 91.0 kPa (a pressure that is 9.0 KPa) for 10 seconds, then the Level 2 Warning will occur, and the engine will derate. NOTE: This air inlet restriction derate is a latching derate. The derate will remain active until the machine is shut down.
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Text Reference
2
1
20
Engine Oil Pressure Sensor The engine oil pressure sensor (1) is located on the left side of the engine and the right side of the machine near the Engine ECM (2). The sensor monitors the pressure of the engine oil. The engine oil pressure sensor is one of the many sensors that require a regulated 5.0 VDC for the sensor supply voltage. The sensor outputs a variable DC voltage signal. The Engine ECM will use the information supplied oil pressure sensor to output warning levels to the Caterpillar Monitoring System and engine derates.
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Text Reference
LOW OIL PRESSURE 180 160
Oil Pressure (kPa)
140 120 35% Derate
100 80 60 40 20 0 0
500
1000
1500
2000
2340
0 Derate
Engine rpm kPa Warning Level 1
kPa Shut down Level 3
35% Derate
21
Low Oil Pressure Derate This illustration shows a graph with the two different warning levels for low oil pressure. When the oil pressure is below (154 kPag @ 1600 rpm) the blue line, the cat monitoring system will enable the low oil pressure Level 1 Warning. Change machine operation or perform maintenance to the system. When the oil pressure is below (104 kPag @ 1600 rpm) the red line, the cat monitoring system will enable the low oil pressure Level 3 Warning. The operator should immediately perform a safe engine shutdown. Also, with the Level 3 Warning, the Engine ECM initiates a 35% engine derate. If the signal between the Engine ECM and the oil pressure sensor is lost or disabled, the Engine ECM will initiate a low engine oil pressure Level 1 Warning.
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Text Reference
1 3
2
22
Coolant Temperature Sensor The coolant temperature sensor (1) is installed on the engine block behind the primary fuel filter and water separator. The primary fuel filter and water separator is transparent to show the location of the component. The coolant temperature sensor monitors the temperature of the fluid in the coolant system. The coolant sensor information sent to the Engine ECM is used for Warning Levels that are sent to the Caterpillar Monitoring System and engine derates.
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Text Reference
HIGH COOLANT TEMPERATURE DERATE 120%
% Derate
100% 80% 60% 40% 20% 0% 108
111
111.5
112
112.5
113
113.5
114
114.5
Coolant Temperature ° C Level 1 Warning
Level 2 Warning / Derat es
23
High Coolant Temperature Derate The coolant temperature sensor measures the temperature of the coolant. When the temperature of the coolant exceeds 108° C (226° F), the Engine ECM will initiate a Level 1 Warning. When the temperature of the coolant exceeds 111° C (231° F), the Engine ECM will initiate a Level 2 Warning. At 111° C (231° F) the Engine ECM will initiate a 25% derate. Refer to the illustration above for the remainder of the high engine coolant temperature derates. At 100% derate, the engine available power will be approximately 50%.
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Text Reference
24
1
2
1
3
5 25
4
Intake Manifold Sensors The upper illustration shows the intake manifold temperature sensor (1). The intake manifold temperature sensor (1) is used to monitor the air temperature flowing into the intake manifold. The intake manifold pressure sensor (3) is used to monitor the air pressure in the intake manifold. The Engine ECM (5) also uses the temperature sensor as one of the key target temperatures to control the fan speed in the hydraulic fan system and as an input to the Engine ECM for the virtual exhaust temperature derate. Also shown is the primary fuel filter and water separator (4).
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Text Reference
The atmospheric pressure sensor (2) is located on the right side of the machine on the engine. The Engine ECM uses the sensor as a reference for air filter restriction, and derating the engine under certain parameters. All pressure sensors in the system measure absolute pressure and, therefore, require the atmospheric (barometric) pressure sensor to calculate gauge pressures. The atmospheric pressure sensor is one of the many sensors that require a regulated 5.0 VDC for the sensor supply voltage. The atmospheric pressure sensor outputs a variable DC voltage signal.
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Text Reference
C7 INTAKE MANIFOLD AIR TEMPERATURE DERATE 21% 18%
% Derate
15% 12% 9% 6% 3% 0% 90°
110°
111°
112°
113°
114°
115°
116°
117°
Intake Manifold Temperature ° C Level 1 Warning
Level 2 Warning / Derat es
26
Intake Manifold Air Temperature Sensor Derate The intake manifold air temperature sensor measures the temperature of the air that is flowing to the intake manifold. The sensor is used to initiate warning levels in the Caterpillar Monitoring System and engine derates for the C7 ACERT™ Engine. After the engine is running for at least 3 minutes and if the intake manifold air temperature goes above 90° C (194° F), the Engine ECM will initiate a Level 1 Warning. After the engine is running for at least 3 minutes and if the intake manifold air temperature goes above 110° C (230° F), the Engine ECM will initiate a Level 2 Warning. With the Level 2 Warning, the Engine ECM signals the engine to initiate a 3% derate. This derate will have a 20% upper limit.
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Text Reference
VIRTUAL EXHAUST TEMPERATURE DERATE Engine Derate Percentage
Barometric Pressure Inlet Manifold Temperature Engine Speed
Fuel Injection Calibration
Highest Derate Priority Selector
Other Engine Derate Conditions
Engine ECM
27
Virtual Exhaust Temperature Derate An engine derate can occur due to a estimated (virtual) high exhaust gas temperature. The Engine ECM monitors barometric pressure, intake manifold temperature, and engine speed to estimate exhaust gas temperature. Certain conditions (high altitude, high ambient temperatures, high load and full accelerator pedal throttle, barometric pressure, intake manifold temperature, and engine speed) are monitored to determine if the engine derate should be enabled. The Engine ECM determines a maximum fuel delivery percentage to maintain safe maximum power output under load. This calculation is new to the off-road Tier III engines and is used in place of the previous altitude compensation derate strategy. This event is to inform the mechanic that a derate has occurred because of operating conditions. Generally, this is normal and requires no service action. The Engine ECM will process all derate inputs in the highest derate priority selector. The most critical derate condition input will be used to adjust fuel system delivery limiting engine power to a safe level for the conditions in which the product is being operated, there by preventing elevated exhaust temperatures.
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Text Reference
The virtual exhaust temperature derate will log a 194 event code. The derate will enable a Level 1 Warning and eventually a Level 2 Warning. The level of the warning will depend on the conditions that are sent to the Engine ECM. The following conditions must be met in order to initiate a virtual exhaust temperature derate. - No CID 168 01 FMI (low battery voltage to the Engine ECM) are active. - No active intake manifold pressure sensor faults. - No active atmospheric pressure (barometric) sensor faults. - No +5 V sensor voltage codes active. - The virtual exhaust temperature derate must be the highest derate. - More fuel is being requested than the virtual exhaust temperature derate will allow. This derate is triggered by the information inferred by the Engine ECM, rather than an individual sensor as with the previous single derate strategies. If you think this derate is possibly being imposed incorrectly check for event codes on the high intake manifold temperature and correct those first. Also, make sure the aftercooler is unobstructed. For additional information about troubleshooting, refer to the troubleshooting manual for the particular engine that is being serviced.
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Text Reference
1
3
2
28
The intake manifold air heater (1) is located in the intake manifold and the relay (2) is located on a bracket behind the fuel filter and water separator. The Engine ECM receives temperature data from both the intake manifold air temperature and coolant temperature sensors to control energizing of the heater relay. If the altitude is above 1675 m (5500 ft) use the high altitude coolant and intake manifold air temperature. The high altitude heater control temperatures is 53.3° C (127° F). The intake manifold air heater has the following five cycles. 1. The first cycle is the power-up. The heater and the indicator lamp are energized for two seconds at power-up regardless of the temperature. 2. The second cycle is the pre-heat. The heater and indicator lamp will be energized to 30 seconds if the coolant and/or air temperatures are below 25° C (77° F). After 30 seconds, the heater and indicator lamp are turned OFF if the engine speed is at 0 rpm. 3. The third is the crank cycle. The heater and indicator lamp will be ON continuously if the coolant and/or air temperature is below 25° C (77° F) as long as the engine is being cranked. 4. The forth is the engine running cycle. Once the engine is at low idle and the coolant and/or air temperature is below 25° C (77° F), the heater and indicator lamp are energized to an additional 7 minutes. 5. The fifth is the post-heat cycle. If the coolant and/or air temperatures are below 25° C (77° F) the heater and lamp are cycled ON and OFF for an additional 13 minutes. The cycle is ten seconds ON and then 10 seconds OFF. Also shown is the Injection Actuation Pressure (IAP) sensor (3).
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LEFT SIDE PANEL
Text Reference
RIGHT SIDE PANEL
29
The left side of the front dash panel shows the AIR FILTER RESTRICTED condition. The illuminated indicator is enabled by an output from the Engine ECM through the Cat Monitoring System. The right side of the front dash panel shows the intake air heater ON condition. The illuminated indicator is also enabled by an output from the Engine ECM through the Cat Monitoring System.
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Text Reference
1
30
2
3
31
The ether aid system is an attachment on the 950H, the 962H Wheel Loaders, and the IT62H Integrated Toolcarrier. This attachment may be added for engine starts in cooler ambient temperatures. The ether aid system consists of the following components: - Ether aid bottle (1) - Ether aid solenoid (2) - Ether aid connector installed on the intake manifold (3)
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Text Reference
When the machine is operated in a cold ambient environment, ether may be installed along with the intake manifold air heater to start the engine. In order to use the ether aid, the ether aid system must be installed in the engine compartment and the ether aid must be enabled through Caterpillar Electronic Technician (ET). For the engines in the 950H, 962H wheel loaders, and the IT62H Integrated Toolcarrier, the cold start strategy is dependent on whether the intake manifold air temperature or the engine coolant temperature registers as the lower temperature. The Engine ECM looks at the lowest temperature between the two sensors and that information registers into the temperature map. The ECM compares the temperature map against the atmospheric pressure sensor and decides whether ether is required to start the engine. If either temperature is below -9° C (15° F) continuous metered ether injection is sent to the intake manifold at connector (3). If the temperature is above -9° C (15° F), the intake manifold air heater is enabled.
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Text Reference
ENGINE IDLE MANAGEMENT MODES - Work Mode - Warm Up Mode - Hibernate Mode - Low Voltage Mode
32
Engine Idle Management System (EIMS) Engine Idle Management System (EIMS) sets the engine idle to maximize fuel efficiency. Also, this system uses new and improved software to benefit the customer with reduced sound levels, reduced emissions, machine ability to set machine parameters to the working conditions, machine ability to set machine to working applications, and increased battery durability. Work Mode - This mode allows the working idle to be programmed according to the customer's applications requirements. The work mode idle can be adjusted to a higher or lower rpm through Caterpillar Electronic Technician (ET). The engine idle range is between 650 rpm and 1000 rpm. In order to go into the work mode, the percentage of fan bypass must be less than 23%. Warm up Mode - In a cold weather operation, the default engine rpm will be set to 1100 rpm in order to generate additional engine heat, keeping the engine warmer. This mode monitors the coolant temperature and intake manifold temperature. When the coolant temperature is below 80° C (176° F) or the intake manifold temperature is below 15° (60° F) and the warm mode is enabled, the machine will time out for 10 minutes. After ten minutes, the coolant temperature is below 70° C (158° F) and the machine has been in the warm up mode, the engine will be in warm up mode. If the machine has not been in warm up mode but the intake manifold temperature is less than 5° C (41° F), the engine will go into the warm up mode.
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Text Reference
Also, the transmission speed selector must be in the NEUTRAL position, the parking brake engaged, and the throttle position sensor output less than 5% for the engine to go to the warm up mode idle. Hibernate Mode - This mode is initiated only when the transmission speed selector switch is in the NEUTRAL position, the parking brake is engaged, the throttle position sensor output is less than 5%, the coolant temperature is above the EIMS default, the fan bypass is above 23%, and the implement control levers are not activated. When these parameters are met along with a 10 second period after the parking brake is engaged, the hibernate mode will lower the engine idle to 600 rpm. The engine will idle at 600 rpm until one of the above parameters are no longer met. Low Voltage Mode - In this mode, the engine idle will ramp up to 1100 rpm when the battery voltage drops below 24.5 VDC and he engine has been running for 5 minutes. The low voltage mode feature is standard on all machines with EIMS with high current drain due to heavy electrical loads from custom attachments. When the battery voltage is greater than 24.5 VDC, the engine idle will return to the current working low idle speed. The 24.5 battery voltage is a default and can not be reconfigured in ET.
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Text Reference
POWER TRAIN COMPONENTS ACERT Engine
Torque Power Train Transmission and Modulating Valves Converter ECM Upshift, Downshift Direction Switches Output Transfer Gear Case
Rear Rear Final Drive Drive Shaft
Parking Front Brake Drive Shaft
Front Final Drive
33
POWER TRAIN This illustration shows the major components in the power train. Power from the engine flows to a 360 mm (14.5 inch) diameter torque converter. The torque converter output shaft is splined to the input shaft of the electronically controlled power shift transmission. The transmission output shaft is splined to the output transfer gear. The output transfer gear transmits power from the transmission to the front and rear drive shafts. Power from the transmission output shaft flows through the front drive shaft and the parking brake to the front pinion, bevel gear, differential and axles to the final drives. Power from the transmission output shaft also flows through the rear universal joint group to the rear pinion, bevel gear, differential and axles to the final drives. Power train movements and operations are controlled through the Power Train ECM.
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Text Reference
POWER TRAIN ELECTRICAL SYSTEM Cat Data Link
Power Train ECM
Caterpillar Monitor System
INPUT COMPONENTS Auto / Manual Speed Selector Switch (CCS Option)
Shift Lever Upshift, Downshift, Forward, Neutral, Reverse
Parking Brake Pressure Switch
Direction Switch Forward, Neutral, Reverse, Upshift, Downshift (CCS Optional)
Left Brake Pedal Position Sensor Ride Control Switch (OFF, SERVICE, AUTO)
Key Start Switch
Secondary Steering Test Switch
Variable Shift Control Selector Switch
Transmission Neutralizer Disable Switch
Transmission Output Speed Sensor 1 and 2
Heated Mirror Switch
Torque Converter Output Speed Sensor
Implement Pod Downshift Switch
Transmission Oil Temperature Sensor
+24 Battery Voltage
Auto / Manual Speed Selector Switch (HMU)
Location Code 2 (Ground)
Primary Steering Pressure Switch
Location Code Enable (Ground)
Secondary Steering Pressure Switch
Engine Speed (CAN)
34
Power Train Electrical System This illustration shows the input components which provide power or signals to the Power Train ECM. Power Train ECM Inputs: Shift lever upshift, downshift, forward, neutral, reverse: Combines control of the transmission shifting to a single input device. The shift lever can be pushed forward, backward, or placed in the middle position for machine direction. The lever is rotated in order to change the speeds of the transmission. This is the standard control for shifting that comes with the Hand Metering Unit (HMU) steering. Direction switch forward, neutral, reverse, upshift, and downshift: Combines control of the transmission shifting with a single input device. The 3 position rocker switch controls direction and the 2 thumb switches control upshift and downshift. This is the control for shifting that comes with the Command Control Steering (CCS). Key start switch: Provides a signal to the Power Train ECM when the operator wants to start the engine. The direction switch/shift lever must be in the NEUTRAL position before the Power Train ECM will permit engine starting.
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Text Reference
Variable shift control selector switch: The variable shift control switch is an input of the Power Train ECM. The switch allows the selection of a range of shifting points in the Power Train ECM for each speed. The switch has three inputs to the Power Train ECM. Transmission output speed sensors 1 and 2: These sensors measure the transmission output speed in the range of 25 to 3000 rpm. By looking at the difference in phase in between these 2 sensors, direction can be derived. Torque converter output speed sensor: Measures the torque converter speed in the range of 25 to 3000 rpm. Auto/manual speed selector switch (HMU): Signals the Power Train ECM which shift mode the operator wants to operate on a standard machine. The operator can select between manual shifting or automatic shifting in the range of gears 4 to 2 or in the range of gears 4 to 1. Maximum gear, if lower gear than 4 is desired, will be determined by the shift lever position. Auto/manual Speed selector switch (CCS option): Signals the Power Train ECM which shift mode the operator wants to operate on a machine with the optional Command Control Steering. The operator can select between manual shifting and automatic shifting with maximum gear of 4, 3 or 2 and also a 4 to 1 range shifting mode. Primary steering pressure switch: Sends a signals the Power Train ECM if the steering system loses steering pressure. Secondary steering pressure switch: The switch informs the Power Train ECM that the secondary steering pump is correctly building up pressure. The switch is used as feedback for the startup test and the manual switch test to ensure that the Secondary steering system is operating properly. Left brake pedal position sensor: Signals the position of the torque converter pedal to the Power Train ECM. The position of the pedal is being used to downshift the transmission and neutralize the transmission during operation. Both the downshifting and neutralization function of the pedal can be disabled and hence the pedal would function as a brake pedal only Parking brake pressure switch: Provides a signal to the Power Train ECM when the pressure is adequate to release the parking brake. Ride control switch (OFF, SERVICE, AUTO): Signals the Power Train ECM which mode the operator wants to operate. The operator should never operate in SERVICE mode. This mode is for service only. Secondary steering test switch: Provides an input to the Power Train ECM that will enable the secondary steering pump. Transmission neutralizer disable switch: Provides an input to the Power Train ECM that will disable the the left pedal neutralization of the transmission.
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Text Reference
Heated mirror switch: Provides an input to the Power Train ECM that will enable the heated mirror attachment (if equipped). Transmission oil temperature sensor: Provides an input to the Power Train ECM with the temperature of the transmission oil. Implement pod downshift switch: The downshift switch provides an input to the Power Train ECM to downshift the transmission. This switch is only used on a HMU steering machine. Engine speed: The Power Train ECM receives the engine speed over the CAN Data Link from the Engine ECM. Location code enable (grounded): The location code enable is a grounded input signal to the Power Train ECM that enables the location code detection feature to become active. J1-32 pin on the Power Train ECM connector is connected. Location code 2 (grounded) : The location code pin number 2 is a grounded input signal that establishes the ECM is dedicated to the Power Train operation. J1-27 pin on the Power Train ECM connector is connected. +24 battery voltage: Unswitched power supplied to the Power Train ECM from the battery.
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Text Reference
35
The Power Train Electronic Control Module (ECM) (arrow) is the central component in the electronic control system. The ECM is located at the right rear of the cab. The rear panel must be removed for access to the ECM. The Power Train ECM will be located behind the operator’s seat and have the connectors horizontal to each other. The ECM makes decisions based on switch-type and sensor input signals and memory information. Input signals to the ECM come from the operator's station, the machine, and the transmission. The operator's station input components consist of direction and shift switches, the neutralizer and neutralizer override switches, the park brake switch, the key start switch, and the auto/manual select switch. Optional switch inputs are the ride control switch and the secondary steer test switch. The machine input components are the engine speed sensor, the primary steering pressure switch, the optional secondary steering pressure switch, and the Caterpillar Monitoring System message center module. The transmission input components are the transmission oil temperature sensor, the torque converter output speed sensor, and the two transmission output speed sensors. The ECM communicates with other electronic control modules, such as the Caterpillar Monitoring System, the Engine Electronic Control Module (ECM), and the Electrohydraulic Electronic Control Module (ECM), through the Cat Data Link. The Cat Data Link allows the transmission ECM to receive and send information.
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Text Reference
The power train and the implement use the same A4M1 Electronic Control Module (ECM). To enable the A4M1 Electronic Control Module ECM for power train functions, contact (J1-27) is grounded. Contact (J1-32) is grounded in order to enable the ECM. The Power Train ECM responds to machine control decisions by sending a signal to the appropriate circuit which initiates an action. For example, the operator selects an upshift with the shift lever. The Power Train ECM interprets the input signals from the shift lever, evaluates the current machine operating status, and energizes the appropriate modulating valve. The Power Train ECM receives three different types of input signals: 1. Switch input: Provides the signal line to battery, ground, or open. 2. PM input: Provides the signal line with a square wave of a specific frequency and a varying positive duty cycle. 3. Speed signal: Provides the signal line with either a repeating, fixed voltage level pattern signal or a sine wave of varying level and frequency. The Power Train ECM has three types of output drivers: 1. ON/OFF driver: Provides the output device with a signal level of +Battery voltage (ON) or less than one Volt (OFF). 2. PM solenoid driver: Provides the output device with a square wave of fixed frequency and a varying positive duty cycle. 3. Controlled current output driver: The ECM will energize the solenoid with 1.25 amps for approximately one half second and then decrease the level to 0.8 amps for the duration of the on time. The initial higher amperage gives the actuator rapid response and the decreased level is sufficient to hold the solenoid in the correct position. An added benefit is an increase in the life of the solenoid. The Power Train ECM controls the transmission speed and directional clutches. The Power Train ECM interprets signals from the shift lever to signal the transmission to perform the following options: Upshift, Downshift, Forward, Neutral, and Reverse. The Power Train ECM communicates through the CAT Data Link. The CAT Data Link allows high speed proprietary serial communications over a twisted pair of wires. The CAT Data Link allows different systems on the machine to communicate with each other and also with service tools such as Caterpillar Electronic Technician (ETC). The Power Train ECM has built-in diagnostic capabilities. As the Power Train ECM detects fault conditions in the power train system, it logs the faults in memory and displays them through the Caterpillar Monitoring System.
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Text Reference
3
2 4
1
36
Engine Start Switch and Diagnostic Service Tool Connector The engine key start switch (1) signals the Power Train ECM that the operator wants to start the engine. The ECM determines if the transmission directional switch (not shown) is in the NEUTRAL position. When the directional switch is in the NEUTRAL position and the key start switch (1) is turned to the START position, the ECM energizes the starter relay. The diagnostic service tool connector (2) for a laptop computer using Caterpillar Electronic Technician (ETC) is on the front panel on the right side. A laptop computer with ETC can be used for calibrating, checking and clearing fault codes, and monitoring system inputs and outputs for troubleshooting the transmission system. Also shown are the the hazard switch (3), and the 12 Volt adapter socket (4).
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Text Reference
37
Transmission Shift Lever This is an illustration of the standard type of transmission shift lever control group that is found on the 950H/962H Wheel Loaders. This control group is found on machines with conventional (HMU) steering systems. The shift lever is mounted on the left side of the steering column (arrow). The operator moves the shift lever forward to travel in the FORWARD direction or toward the rear to travel in the REVERSE direction. FIRST through FOURTH speeds are selected by rotating the shift lever. When the transmission is in the Manual mode, the transmission ECM allows the shift lever to control the transmission. The transmission ECM shifts the transmission to the exact gear and direction shown on the shift lever. When the transmission is in the Automatic mode, the shift lever selection is the maximum gear the transmission will obtain. The transmission ECM will automatically select the correct speed clutches (SECOND, THIRD, or FOURTH) based on the engine and transmission output speeds.
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Text Reference
1
2
38
Transmission Shift Control This illustration shows the transmission shift control for the optional Command Control Steering (CCS). The directional control switch (1), and the upshift/downshift switches (2) are mounted on the left side of the half moon shaped steering wheel. The directional control switch is a three-position rocker switch which the operator selects either FORWARD (toggle forward), NEUTRAL (center position), or REVERSE (toggle backward) directions. The switch position the operator selects will CLOSE (grounds) that particular contact while the remaining two contacts are OPEN. Closing a switch contact sends a signal to the Power Train ECM indicating the direction that is being selected by the operator. The upshift switch/downshift switches are identical in construction and operation. When the operator wants to manually shift to a higher or lower gear, the upshift switch or downshift switch is pressed. Each switch has two input connections at the Power Train ECM. When the switches are not activated, one connection is closed (grounded) and the other connection is open. When the operator pushes the upshift or downshift switch, the selected switch momentarily reverses connections to signal the Power Train ECM to change to the desired speed.
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1
Text Reference
2
3
4
39
This illustration shows the location of the ride control ON/OFF/AUTO switch (1). The ride control switch has three positions. In the center position, ride control is disabled. In the UP position (as shown) the ride control switch is in the AUTO position. With the switch in AUTO, the ride control system will be enabled when the machine is traveling at least 9.5 km/h (6.0 mph). The SERVICE position (as shown on the switch) is used for service to the ride control system. The transmission neutralization disable switch (2) is used to disable the neutralization of the left brake pedal. Pressing the upper section of the switch will activate the override. When the neutralization is enabled, the left brake pedal will not neutralize the transmission, but will function as a service brake only. The normal, default position of the switch is the lower (released) position The heated mirror switch (3) enables the heated mirror relay that is located behind the operator's seat below the Power Train ECM. If the machine is equipped with the optional secondary steering, there will be a secondary steering test switch (4) mounted in the blocked position on the panel. When the switch is depressed it feeds a ground signal to a relay and also to a switch input on the Power Train ECM. The relay turns on the secondary steering pump motor, which builds up pressure in the steering hydraulic lines. The Power Train ECM is monitoring the pressure of the secondary steering hydraulic lines to ensure the pressure has increased to an acceptable level while the pump is running.
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Text Reference
If the switch is depressed and the pressure is not increased to the acceptable level within 3 seconds, the secondary steering warning indicator will be illuminated to indicate that the pump is not functioning properly.
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Text Reference
1
2
40
The 950H and 962H Wheel Loaders and IT62H Integrated Toolcarrier are equipped with a variable shift control switch (1). The Power Train (ECM) uses the position of the variable shift control switch and the engine speed in order to determine the autoshift points for the transmission. The variable shift control switch has three inputs to the power train electronic control module (ECM). The auto/manual gear selector switch (2) sends a signal to the Power Train ECM to control shifting mode in auto. The Power Train (ECM) shifts the transmission automatically. The Power Train ECM evaluates the input that is sent from the engine speed sensor, the transmission speed sensors, the torque converter output speed sensor, and the left brake pedal position sensor in order to regulate transmission shifts. The automatic mode of operation is represented by two numbers that are separated by a dash. The first number indicates the speed of the transmission when the transmission is placed into gear. The second number indicates the highest speed of the transmission when the machine is travelling. For example, place the autoshift control switch into the 2-4 position. The machine will automatically shift into second gear when the transmission is placed into gear. The transmission will automatically upshift into fourth gear as the machine accelerates. The Power Train ECM does not allow upshifts to a speed that is higher than the speed that is selected with the transmission direction and speed control lever. An automatic downshift from second speed to first speed occurs only if the autoshift switch is in the 1-4 position.
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Text Reference
41
This illustration shows the panel with the optional Command Control Steering. The Auto/Manual gear selector switch (arrow) sends a signal to the Power Train ECM to control shifting mode in auto. In the MANUAL position, the operator is responsible for upshifting and downshifting the transmission. The Power Train ECM automatically shifts the transmission if the autoshift switch is in one of the four AUTO positions and the left brake pedal must be released. The Power Train ECM evaluates the inputs that is sent from the engine speed sensor, transmission speed sensors, the torque converter output speed sensor, and the left brake pedal position sensor in order to regulate transmission shifts. When the machine is operating in "AUTO" mode, the transmission speed selector switch can be used in order to downshift the transmission. This switch is normally used to downshift from second speed to first speed in order to load a bucket. The transmission will remain in the downshifted gear for three seconds after the switch is released. Then, automatic shifting will resume. If the transmission is downshifted to first speed, the machine remains there until there is a direction change or a manual upshift. For example, place the autoshift switch into position "3." The machine will automatically shift into second gear when the transmission is placed into gear. The transmission will automatically upshift into third speed when the machine accelerates. An automatic downshift from second speed to first speed occurs only if the autoshift switch is in the 1-4 position. The Power Train ECM does not allow automatic upshifts to a speed that is higher than the speed that is selected with the auto/manual switch. The autoshift switch is used to select the top speed for the transmission when the transmission is in the AUTO mode. There are four modes of automatic operation: 4 position, 3 position, 2 position, and 1-4 position.
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Text Reference
1
2
3
42
The Power Train ECM receives inputs from three speed sensors on the transmission. The three speed sensors are: - the No. 1 output speed sensor (1) - the No. 2 output speed sensor (2) - the torque converter output speed sensor (3) The output speed sensors (1 and 2) are positioned out of phase with each other. The Power Train ECM uses the phasing of the input data to determine the direction of rotation of the intermediate and output gears. The torque converter output speed sensor measures torque converter output speed in the range of 25 to 3000 rpm. The speed sensor information is also used by the Power Train ECM to set and adjust transmission shift points.
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Text Reference
The Power Train ECM has no direct feed back information to determine if clutch engagement and disengagement is completed. The Power Train ECM uses the speed sensor information, including the engine speed sensor data, to measure expected clutch slippage and planetary speeds to ensure the transmission is shifting according to the application program stored in the ECM memory. The torque converter speed sensor (3) sends the torque converter speed to the Power Train ECM. A passive (two-wire) magnetic frequency-type sensor converts mechanical motion to an AC voltage. A typical magnetic pickup consists of a coil, a pole piece, a magnet, and a housing. The sensor produces a magnetic field that, when altered by the passage of a gear tooth, generates an AC voltage in the coil. The AC voltage is proportional to speed. The frequency of the AC signal is exactly proportional to speed (rpm). Magnetic pickup sensors rely on the distance between the end of the pickup and the passing gear teeth to operate properly. Typically when the pickup is installed, it is turned in until the sensor makes contact with the top of a gear tooth and then turned back out a partial turn before it is locked in place with a locking nut. A weak signal may indicate the sensor is too far away from the gear. It is important to check the specifications when installing these sensors to insure the proper spacing. Transmission speed sensors may be used in pairs. The sensors are often called upper and lower, top and bottom, or primary and secondary referring to the operating range they are designed for. Although the sensors have an optimum operating range, in case of a failure the ECM will use the signal from the remaining sensor as a backup. The speed sensor may be checked for both static and dynamic operation. With the sensor disconnected from the machine electrical harness, a resistance reading of the pickup coil (measured between pins) should read a coil resistance of approximately 1075 ohms. Some magnetic pickups may measure as high as 1200 ohms. The resistance value differs between pickup types, but an infinite resistance measurement would indicate an open coil, while a zero reading would indicate a shorted coil.
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Text Reference
1
2
3
43
Transmission Oil Temperature Sensor The transmission oil temperature sensor (1) is a two-wire passive temperature sensor that is located on the right side of the machine. The sensor is an input to the Power Train ECM. The oil temperature sensor information is used to adjust transmission clutch fill times. The transmission oil temperature sensor information is also sent by the Power Train ECM to the Caterpillar Monitoring System over the Cat Data Link. Also shown are the torque converter oil temperature sensor (2) and the implement pump (3).
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Text Reference
44
Left Brake Pedal Position Sensor The left brake pedal position sensor (arrow) is located in the cab as part of the left brake pedal. The position sensor (left brake pedal) sends an input to the Power Train ECM. The sensor continuously generates a 500 Hz PM signal. The duty cycle varies in proportion to the position of the left brake pedal position sensor. The left pedal position sends a change in the input signal to the Power Train ECM. The ECM measures the duty cycle in order to determine the position of the pedal for downshifting the transmission and neutralizing the clutches.
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1
Text Reference
2
45
Implement Pod Downshift Switch And Remote FNR Switch The downshift switch (1) is located on the implement pod. If the machine is equipped with a joystick, the downshift switch will be located on the joystick handle. When the Power Train ECM is operating in the Manual Mode, depressing the downshift switch will cause a downshift from SECOND speed to FIRST speed. In the Manual Mode, the downshift switch will not shift from FOURTH to THIRD speed or from THIRD to SECOND speed. The transmission will remain in FIRST speed until one of the following conditions occurs: 1. A directional shift is made. 2. The shift lever is moved to NEUTRAL before selecting a speed. 3. The shift lever is turned to FIRST speed and then to another speed. When operating in the Automatic mode, depressing the downshift switch causes the transmission ECM to downshift the transmission at a higher than normal ground speed. Pressing and immediately releasing the downshift switch causes the transmission ECM to immediately downshift the transmission one speed range. A downshift will occur only if the machine speed and engine speed will not result in an engine overspeed. Automatic shifting is disabled for five seconds after the downshift switch is pressed. After five seconds, automatic shifting, based on speed sensor inputs, is reactivated. NOTE: The remote FNR switch (2) is only installed on the machines that are equipped with the standard HMU steering.
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Text Reference
1
2 46
3
47
Parking Brake Pressure Switch The parking brake pressure switch (1) is a normally closed switch with the parking brake engaged. When the parking brake is engaged, the parking brake indicator light (3) will be illuminated. When the parking brake knob is pushed to the IN position, the parking brake valve (2) will direct oil pressure to the parking brake release cylinder. The switch state will change, the parking brake indicator light will not be illuminated, and the Power Train ECM will receive a signal that the parking brake is dis-engaged. The parking brake pressure switch is located on the right side of the machine above the service bay. The cover is transparent to show the location of the parking brake pressure switch.
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Text Reference
POWER TRAIN ELECTRICAL SYSTEM Cat Data Link
Power Train ECM
Caterpillar Monitor System
OUTPUT COMPONENTS Engine Start Relay
Clutch 1 Reverse Solenoid
Low Fuel Level Warning Indicator LED
Clutch 2 Forward Solenoid
Transmission Oil Filter Bypass Indicator Led
Clutch 3 4th Speed Solenoid
Transmission Neutralizer Disabled Indicator LED
Clutch 4 3rd Speed Solenoid
Ride Control ON Indicator LED
Clutch 5 2nd Speed Solenoid
Secondary Steering Intermediate Relay
Clutch 6 1st Speed Solenoid
Ride Control Antidrift Solenoid (RE)
Back-up Alarm
Ride Control Solenoid (Balance)
Axle Cooler Relay (option)
Ride Control Antidrift Solenoid (HE)
+24 Voltage Heated Mirror Relay
48
Based on the input signals, the Power Train ECM energizes the appropriate transmission control modulating valve for speed and directional clutch engagement. The Power Train ECM also energizes the starter relay when starting the machine and the back-up alarm when the operator selects a reverse gear. The Cat Data Link connects the Power Train ECM to the other machine ECMs. The data link also connects the ECM to the Caterpillar Monitoring System and electronic service tools such as Caterpillar Electronic Technician (ETC). Power Train ECM Outputs: Engine start relay: The Power Train ECM energizes the key start relay when the appropriate conditions are met to start the engine. Controls the current between the key start switch and the starter relay. Transmission oil filter bypass indicator LED: The Power Train ECM illuminates the indicator LED when the oil is bypassing the transmission filter. Low fuel level warning indicator LED: The Power Train ECM illuminates the indicator LED when the fuel level in the tank is below 10% of total fuel tank volume as read by the fuel level sensor (input to EMS-III communicated over Cat Datalink).
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Text Reference
Ride Control ON indicator LED: The Power Train ECM illuminates the indicator LED when ride control is active. Either in AUTO mode when driving above the threshold speed or when in ON mode. Clutch solenoids: The solenoids control the oil flow through the respective speed and directional modulating valves. Secondary steering intermediate relay: The Power Train ECM energizes the relay when the loss of steering pressure is detected by the Power Train ECM. The ECM energizes the relay and power is supplied to the secondary steering pump. Back-up alarm: The Power Train ECM energizes the back-up alarm when the operator selects the REVERSE direction. The backup alarm is located on the rear bumper. Heated mirror relay: The Power Train ECM energizes the relay to send current to the coil to warm the mirror. CAN-J1939 signal between machine ECMs: Signals sent between the Machine ECMs and product Link on the faster CAN Data Link. Ride Control Solenoid valve 1 (RE): The Power Train ECM energizes the solenoid valve that controls the opening of the antidrift valve allowing flow between the rod end of the lift cylinders and tank. Ride Control Solenoid valve 3 (HE): The Power Train ECM energizes the solenoid valve that controls the opening of the antidrift valve allowing flow between the accumulator and the head end of the lift cylinders. Ride Control Solenoid valve 2 (Balance): At engine start-up, the Power Train ECM energizes the solenoid valve 2. When the Power Train ECM recognizes the ground speed in AUTO reaches the default threshold speed value in the Power Train ECM, the ECM de-energizes the solenoid 2 for a default time designated through Caterpillar ETC configuration. The pressure between the head end of the lift cylinders and the accumulator is balanced. Then the Power Train ECM energizes the solenoid 1 and 3 ride control solenoids. +8 Volts: Regulated power supply providing 8 VDC that is used in order to power the digital sensors. Axle Oil Cooler Relay (option): Energized by the Power Train ECM when the axle oil temperature reaches 65° C (149° F). When the relay is energized, current is sent to the electromagnetic clutch on the axle oil cooler pump.
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Text Reference
49
50
Back-up Alarm The backup alarm (arrow) is located on the right hand side of the machine inside the access door. The alarm sounds when the transmission directional lever (HMU) or the transmission directional switch (CCS) is placed in the REVERSE position.
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Text Reference
1
3
2
4
5
51
Warning Panel - Left Side The illustration shows the warning panel on the left side of the dash panel. These indicators are driven outputs of the Power Train ECM. The transmission oil filter bypass (1) is located on the top right hand side. This alarm is illuminated when the transmission oil filter is bypassing due to a plugged filter requiring a change. The transmission neutralizer disabled indicator (2) is located in the center of the panel. This indicator is illuminated when the transmission neutralized is disabled. The low fuel filter warning indicator (3) is located in the center row on the right side. This indicator is illuminated when the fuel level is below 10% of the total fuel tank volume. The ride control SERVICE indicator (4) is located in the bottom row on left side. This indicator is illuminated when the ride control switch is placed in the SERVICE position. The ride control AUTO indicator (5) is located in the bottom row, center. This indicator is illuminated when the ride control switch is placed in the AUTO position.
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Text Reference
2 1
4 3
52
Implement Control Valve - With Ride Control The ride control system is an option on the 950H and the 962H Wheel Loaders. The optional ride control system provides a means for dampening the bucket forces which produce a pitching motion as the machine travels over rough terrain. The operation of ride control is initiated by the switch input to the Power Train ECM with outputs to the solenoid valves on the implement control valve (1). On the implement control valve, there are two solenoid valves that control oil flow over the antidrift valves and one solenoid valve controlling the shifting of the balance valve. The energizing solenoid valve (2) provides a path of oil between the head end of the lift cylinders and the ride control accumulator. The energizing solenoid valve (3) allows the balance spool to shift as the solenoid valve provides a path for the oil on the end of the balance spool to flow to the hydraulic tank passage. The energizing solenoid valve (4) drains the oil pressure off the antidrift valve enabling the valve to raise and allow oil to flow between the rod end of the lift cylinders and the hydraulic tank. The optional ride control is enabled through the Machine Configuration screen with Caterpillar Electronic Technician (ET). When ride control system is in SERVICE/AUTO, the respective LED is illuminated on the machine status display.
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Text Reference
1
53
Secondary Steering Intermediate Relay The secondary steering intermediate relay (1) is an output of the Power Train ECM. When the steering oil pressure at the primary pressure switch goes below the value of the switch, a signal is sent to the Power Train ECM (not shown) and the ECM sends current to intermediate relay to energize the secondary steering pump motor.
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Text Reference
1
54
2
55 3
4
Engine Start Relay The engine start relay (2) is located in the left side service center (1). The engine start relay is energized by the Power Train ECM when all the engine starting requirements are met. When the engine start relay is energized, battery voltage flows through the relay to the starter solenoid. Also shown are the ground level shutdown switch (3) and the battery enclosure (transparent for viewing) (4).
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Text Reference
TRANSMISSION HYDRAULIC SYSTEM NEUTRAL Torque Converter
Main Relief Valve
Torque Converter Outlet Relief Valve
Cooler To Transmission Bearing Lubrication
Power Train ECM
Modulating Valve
Modulating Valve
Torque Converter Inlet Relief Valve
4 THIRD SPEED
1 REVERSE
1
Filter
5
2 FORWARD
Transmission Pump
4 Modulating Valve
Modulating Valve
SECOND SPEED
2
5 Modulating Valve
Modulating Valve Screen Group Magnet
6
3
FIRST SPEED
FOURTH SPEED
6
3 Tank
56
Transmission Hydraulic System - NEUTRAL This illustration shows the transmission hydraulic system with the engine running and the transmission shift lever in the NEUTRAL position. When the engine is running, flow from the pump is sent through the filter to the six transmission solenoid valves. Pump flow is also sent to the transmission relief valve. The transmission relief valve limits the transmission oil pressure to the modulating valves. When NEUTRAL is selected, the Power Train ECM energizes the No.3 solenoid. The modulating valve controls the flow of oil to the No. 3 clutch. When the No. 3 solenoid is energized, the oil flows through the center of the valve. Oil flow is directed to the port for clutch 3. From the main relief valve, oil flows to the torque converter and the torque converter inlet relief valve. The torque converter inlet relief valve limits the oil pressure to the torque converter. When oil pressure to the torque converter exceeds 900 ± 70 kPa (130 ± 10 psi), the inlet relief valve opens and sends the excess oil pressure to drain.
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Text Reference
Oil in the torque converter flows out of the torque converter through the torque converter outlet relief valve. The outlet relief valve maintains the pressure in the torque converter at a minimum of 415 ± 135 kPa (60 ± 20 psi) at torque converter stall rpm. From the torque converter outlet relief valve, the oil flows through the transmission oil cooler and on to the transmission for cooling and lubrication of the bearings and planetaries.
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Text Reference
TRANSMISSION HYDRAULIC SYSTEM FIRST SPEED FORWARD Torque Converter
Main Relief Valve
Torque Converter Outlet Relief Valve
Cooler To Transmission Bearing Lubrication
Power Train ECM
Modulating Valve
Modulating Valve
Torque Converter Inlet Relief Valve
4
1 REVERSE
THIRD SPEED
1 Modulating Valve Filter
2
5 SECOND SPEED
FORWARD
Transmission Pump
4 Modulating Valve
2
5 Modulating Valve
Modulating Valve
6
3
Screen Group Magnet
FIRST SPEED
FOURTH SPEED
6
3 Tank
57
This illustration shows the transmission hydraulic system with the engine running and the transmission shift lever in the FORWARD position and the speed selector in FIRST SPEED. When the engine is running, flow from the pump is sent through the filter to the six transmission solenoid valves. Pump flow is also sent to the transmission relief valve. The transmission relief valve limits the transmission oil pressure to the modulating valves. When FIRST SPEED FORWARD is selected, the Power Train ECM energizes the No. 2 solenoid and the No. 6 solenoid. The modulating valve controls the flow of oil to the No. 2 and No. 6 clutches. When the No. 2 and No. 6 solenoids are energized, oil flows through the center of the valve. Oil flow is directed to the ports for clutch 2 and clutch 6. From the main relief valve, oil flows to the torque converter and the torque converter inlet relief valve. The torque converter inlet relief valve limits the oil pressure to the torque converter. When oil pressure to the torque converter exceeds 900 ± 70 kPa (130 ± 10 psi), the inlet relief valve opens and sends the excess oil pressure to drain.
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Text Reference
Oil in the torque converter flows out of the torque converter through the torque converter outlet relief valve. The outlet relief valve maintains the pressure in the torque converter at a minimum of 415 ± 135 kPa (60 ± 20 psi) at torque converter stall rpm. From the torque converter outlet relief valve, the oil flows through the transmission oil cooler and on to the transmission for cooling and lubrication of the bearings and planetaries.
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Text Reference
TRANSMISSION HYDRAULIC SYSTEM SECOND SPEED FORWARD Torque Converter
Main Relief Valve
Torque Converter Outlet Relief Valve
Cooler To Transmission Bearing Lubrication
Power Train ECM
Modulating Valve
Modulating Valve
Torque Converter Inlet Relief Valve
4
1 REVERSE
1
2
5
FORWARD
Transmission Pump
4 Modulating Valve
Modulating Valve Filter
THIRD SPEED
SECOND SPEED
2
66
3
Screen Group Magnet
5 Modulating Valve
Modulating Valve
FIRST SPEED
FOURTH SPEED
6
3 Tank
58
This illustration shows the transmission hydraulic system with the engine running and the transmission shift lever in the FORWARD position and the speed selector in SECOND SPEED. When the engine is running, flow from the pump is sent through the filter to the six transmission solenoid valves. Pump flow is also sent to the transmission relief valve. The transmission relief valve limits the transmission oil pressure to the modulating valves. When FIRST SPEED FORWARD is selected, the Power Train ECM energizes the No. 2 solenoid and the No. 5 solenoid. The modulating valve controls the flow of oil to the No. 2 and No. 5 clutches. When the No. 2 and No. 5 solenoids are energized, the oil flows through the center of the valves. Oil flow is directed to the ports for clutch 2 and clutch 5. From the main relief valve, oil flows to the torque converter and the torque converter inlet relief valve. The torque converter inlet relief valve limits the oil pressure to the torque converter. When oil pressure to the torque converter exceeds 900 ± 70 kPa (130 ± 10 psi), the inlet relief valve opens and sends the excess oil pressure to drain.
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Text Reference
Oil in the torque converter flows out of the torque converter through the torque converter outlet relief valve. The outlet relief valve maintains the pressure in the torque converter at a minimum of 415 ± 135 kPa (60 ± 20 psi) at torque converter stall rpm. From the torque converter outlet relief valve, the oil flows through the transmission oil cooler and on to the transmission for cooling and lubrication of the bearings and plan.
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Text Reference
TRANSMISSION HYDRAULIC SYSTEM SECOND SPEED REVERSE Torque Converter
Main Relief Valve
Torque Converter Outlet Relief Valve
Cooler
Power Train ECM
Modulating Valve
Torque Converter Inlet Relief Valve
Modulating Valve
1
4 THIRD SPEED
REVERSE
1
4 Modulating Valve
Modulating Valve Filter
5
2
SECOND SPEED
FORWARD
Transmission Pump
2
5 Modulating Valve
Modulating Valve Screen Group Magnet
To Transmission Bearing Lubrication
66
3
FIRST SPEED
FOURTH SPEED
6
3 Tank
59
This illustration shows the transmission hydraulic system with the engine running and the transmission shift lever in the REVERSE position and the speed selector in SECOND SPEED. When the engine is running, flow from the pump is sent through the filter to the six transmission solenoid valves. Pump flow is also sent to the transmission relief valve. The transmission relief valve limits the transmission oil pressure to the modulating valves. When FIRST SPEED FORWARD is selected, the Power Train ECM energizes the No. 1 solenoid and the No. 5 solenoid. The modulating valve controls the flow of oil to the No. 1 and No. 5 clutches. When the No. 1 and No. 5 solenoids are energized, the oil flow through the center of the valves. Oil flow is directed to the ports for clutch 1 and clutch 5. From the main relief valve, oil flows to the torque converter and the torque converter inlet relief valve. The torque converter inlet relief valve limits the oil pressure to the torque converter. When oil pressure to the torque converter exceeds 900 ± 70 kPa (130 ± 10 psi), the inlet relief valve opens and sends the excess oil pressure to drain.
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Text Reference
Oil in the torque converter flows out of the torque converter through the torque converter outlet relief valve. The outlet relief valve maintains the pressure in the torque converter at a minimum of 415 ± 135 kPa (60 ± 20 psi) at torque converter stall rpm. From the torque converter outlet relief valve, the oil flows through the transmission oil cooler and on to the transmission for cooling and lubrication of the bearings and plan.
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Text Reference
TRANSMISSION MODULATING VALVE NO COMMANDED SIGNAL Test Port Valve Spool
Ball Orifice
Solenoid
Pin
Drain Orifice
To Tank
To Clutch
Spring
From Pump
60
Transmission Modulating Valve - NO COMMANDED SIGNAL In this illustration, the transmission modulating valve is shown with no current signal applied to the solenoid. The transmission ECM controls the rate of oil flow through the transmission modulating valves to the clutches by changing the signal current strength to the solenoids. With no current signal applied to the solenoid, the transmission modulating valve is DE-ENERGIZED and oil flow to the clutch is blocked. The transmission modulating valve is located on the transmission control valve. Pump oil flows into the valve body around the valve spool and into a drilled passage in the center of the valve spool. The oil flows through the drilled passage and orifice to the left side of the valve spool to a drain orifice. Since there is no force acting on the pin assembly to hold the ball against the drain orifice, the oil flows through the spool and the drain orifice past the ball to the tank. The spring located on the right side of the spool in this view holds the valve spool to the left. The valve spool opens the passage between the clutch passage and the tank passage and blocks the passage between the clutch passage and the pump supply port. Oil flow to the clutch is blocked. Oil from the clutch drains to the tank preventing clutch engagement.
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Text Reference
TRANSMISSION MODULATING VALVE COMMANDED SIGNAL BELOW MAXIMUM Test Port Ball
Solenoid
Pin
Drain Orifice
Valve Spool
Orifice
To Tank
Spring
To Clutch
From Pump
61
Transmission Modulating Valve - COMMANDED SIGNAL BELOW MAXIMUM In this illustration, the modulating valve is shown with a signal to the solenoid that is below the maximum current. Clutch engagement begins when the Transmission ECM sends an initial current signal to ENERGIZE the solenoid. The amount of commanded current signal is proportional to the desired pressure that is applied to the clutch during each stage of the engagement and disengagement cycle. The start of clutch engagement begins when the current signal to the solenoid creates a magnetic field around the pin. The magnetic force moves the pin against the ball in proportion to the strength of the current signal from the Transmission ECM. The position of the ball against the orifice begins to block the drain passage of the oil flow from the left side of the valve spool to the tank. This partial restriction causes the pressure at the left end of the valve spool to increase. The oil pressure moves the valve spool to the right against the spring. As the pressure on the right side of the valve spool overrides the force of the spring, the valve spool shifts to the right. The valve spool movement starts to open a passage on the right end of the valve spool for pump supply oil to fill the clutch. Oil also begins to fill the spring chamber on on the right end of the spool.
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Text Reference
In the initial clutch filling stage, the Transmission ECM commands a high current pulse to quickly move the valve spool to start filling the clutch. During this short period of time, the clutch piston moves to remove the clearances between the clutch discs and plates to minimize the amount of time required to fill the clutch. The ECM then reduces the current signal which reduces the pressure setting of the proportional solenoid valve. The change in current signal reduces the flow of oil to the clutch. The point where the clutch plates and discs start to touch is called TOUCH-UP. Once TOUCH-UP is obtained, the Transmission ECM begins a controlled increase of the current signal to start the MODULATION cycle. The increase in the current signal causes the ball and pin to further restrict oil through the drain orifice to tank causing a controlled movement of the spool to the right. The spool movement allows the pressure in the clutch to increase. During the MODULATION cycle, the valve spool working with the variable commanded current signal from the Transmission ECM acts as a variable pressure reducing valve. The sequence of partial engagement is called desired slippage. The desired slippage is controlled by the application program stored in the Transmission ECM.
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Text Reference
TRANSMISSION MODULATING VALVE COMMANDED SIGNAL AT MAXIMUM Test Port Ball
Solenoid
Pin
Drain Orifice
Valve Spool
Orifice
To Tank
To Clutch
Spring
From Pump
62
Transmission Modulating Valve - COMMANDED SIGNAL AT MAXIMUM In this illustration, the modulating valve is shown with a maximum current signal commanded to the solenoid. When the modulation cycle stops, the Transmission ECM sends the maximum specified current signal to fully engage the clutch. The constant current signal pushes the pin firmly against the ball in the solenoid valve. The pin force against the ball blocks more oil from flowing through the drain orifice. This restriction causes an increase in pressure on the left side of the valve spool. The valve spool moves to the right to allow pump flow to fully engage the clutch. In a short period of time, maximum pressure is felt at both ends of the proportional solenoid valve spool. This pressure along with the spring force on the right end of the spool causes the valve spool to move to the left until the forces on the right end and the left end of the valve spool are balanced. The valve spool movement to the left (balanced) position reduces the flow of oil to the engaged clutch. The Transmission ECM sends a constant maximum specified current signal to the solenoid to maintain the desired clutch pressure.
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Text Reference
The different maximum specified pressures for each clutch is caused by different maximum current signals being sent by the Transmission ECM to each individual modulating valve. The different maximum signal causes a difference in the force pushing the pin against the ball to block leakage through the drain orifice in each solenoid valve. The different rate of leakage through the spool drain orifice provides different balance positions for the proportional solenoid valve spool. Changing the valve spool position changes the flow of oil to the clutch and the resulting maximum clutch pressure. The operation of the proportional solenoids to control the engaging and releasing of clutches is not a simple on and off cycle. The Transmission ECM varies the strength of the current signal through a programmed cycle to control movement of the valve spool. The clutch pressures can be changed using Caterpillar Electronic Technician (ET) and the 4C8195 Service Tool during the calibration procedure. The actual Transmission ECM current cycle and transmission calibration will be discussed later in this presentation.
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Text Reference
9
6
5
4
3
2
1 7
8
63 Transmission Modulating Valve - Solenoids This illustration shows the location of the transmission modulating valves. The six modulating valves on the top of the transmission are located over the respective planetaries they control. The solenoid valves provide electronically controlled pressure modulation. The transmission shifting function is controlled by the Transmission Electronic Control Module (ECM). The Transmission ECM and the transmission modulating valves provide modulation to each individual clutch listed below. - Reverse (1) - Forward (2) - Fourth speed (3) - Third speed (4) - Second speed (2) - First speed (6) Also shown is the transmission main relief valve (7), the two transmission output speed sensors (8), and the torque converter output speed sensor (9).
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Text Reference
The main Power Train ECM output is the pulse width modulated current signal that is sent to the six transmission modulating valves. The Power Train ECM analyzes the input signals and memory information and activates current drivers within the ECM. The current drivers send electrical pulse width current to energize the modulating valves that are located on the transmission clutch housing. The varying signal strength sent to each proportional solenoid valve by the Transmission ECM controls the rate of oil flow and the rate of pressure modulation of each clutch. In turn, the solenoids provide electronically controlled clutch filling and pressure modulation. The following Tables shows which solenoid is energized for the desired speed and direction: Forward First speed Forward Solenoid
2 and 6
Second speed Forward Solenoid
2 and 5
Third speed Forward Solenoid
2 and 4
Fourth speed Forward Solenoid
2 and 3
Reverse First speed Reverse Solenoid
1 and 6
Second speed Reverse Solenoid
1 and 5
Third speed Reverse Solenoid
1 and 4
Fourth speed Reverse Solenoid
1 and 3
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Text Reference
1 2
3
4
64
Transmission Relief Valve Shown is the transmission hydraulic main relief valve (1) located on the left side of the machine on the torque converter housing (2). The transmission main relief valve operates as both a pressure relief valve and a priority flow control valve. The main relief valve regulates the supply oil pressure to the six transmission proportional solenoid valves by limiting the supply oil pressure to 2785 ± 70 kPa (404 ± 20 psi) at high idle. The main relief valve also insures the solenoid valves have an adequate oil supply before the torque converter and oil coolers receive oil flow. The torque converter inlet relief valve is located behind the transmission main relief valve. The relief valve must be removed to gain access to the torque converter inlet relief valve. The torque converter inlet relief valve limits torque converter inlet oil pressure to a maximum of 900 ± 70 kPa (130 ± 10 psi). Pump pressure (3) and torque converter inlet pressure (4) hoses are part of the remote pressure tap group.
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Text Reference
4 2 3
1
65
This illustration shows the service center on the right side of the machine below the platform. In the service center is the transmission oil filter (1), the power train fluid sampling port (2), and the transmission oil filter differential pressure switch (3). The transmission oil filter differential pressure switch reports to the Caterpillar Monitoring System sending a warning when the transmission oil filter needs to be serviced. Also shown is the brake accumulators (4).
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Text Reference
TORQUE CONVERTER Turbine
Impeller
Rotating Housing
Freewheel Stator Outlet Output Shaft
Inlet
Flywheel Splines
Carrier
66
This illustration shows the major components of the torque converter. The rotating housing is shown in red. The rotating housing has a direct mechanical connection to the engine flywheel. The turbine and the output shaft are shown in blue, and are mechanically connected. The free wheel stator and the carrier are shown in green. The impeller is shown in pink. The bearings are shown in yellow. The impeller is bolted to the rotating housing and rotates at engine speed. Charge oil from the torque converter inlet relief valve enters the inlet passage in the carrier and fills the torque converter. The torque converter outlet relief, which is connected to the outlet passage, maintains the minimum pressure in the torque converter. As the impeller rotates, it directs oil against the turbine blades, causing the turbine to rotate. Turbine rotation causes the output shaft to rotate. During NO LOAD conditions, the output shaft rotates at nearly the same speed as the engine flywheel. As load is applied, the output shaft slows down. A decrease in output shaft speed causes the rpm of the turbine to decrease. As the output shaft speed is decreased, the output torque from the torque converter increases. When the output shaft is stalled, the torque converter is applying maximum torque to the output shaft.
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Text Reference
The torque converter is equipped with a freewheel stator. The stator, which is mounted to the torque converter outer housing is stationery. When a load is applied, the output shaft slows down. When the turbine is turning slower than the impeller, the stator redirects the oil from the turbine and increases the pressure on the turbine. The increase in pressure on the turbine tends to increase the torque output from the torque converter. When the output shaft is turning at near the same speed as the impeller, the stator freewheels backwards to reduce the drag and turbulence inside the torque converter. The stator freewheels in light load applications and multiplies torque in heavy load applications.
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1
Text Reference
11 10
12
6
5 2 9
4
7
3
8
67
Remote Pressure Taps The 950H, 962H, and the IT62H Wheel Loaders maybe equipped with remote pressure taps. This illustration shows pressure taps for steering, for braking, and for the power train. The following list is of the pressure taps and their usage. - Reverse (1) - Forward (2) - Fourth speed (3) - Third speed(4) - Second speed (5) - First speed (6) - Transmission Lube (7) - Transmission pump (8) - Torque converter outlet pressure (9) - Torque converter inlet pressure P3 (10) - Steering pump (11) - Brake pressure tap (12)
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Text Reference
68
This illustration shows the message center for the Caterpillar Monitoring System. When the Caterpillar Monitoring System is in the Service Mode (Mode 3), the Message Center (arrow) shows the fault codes. The fault codes consist of the Module Identifier (MID), followed by the Component Identifier (CID), and the Failure Mode Identifier (FMI). The MID tells which electronic control module diagnosed the fault. An MID of 081 means the fault was diagnosed in the Power Train ECM. MID's are listed on the machine Electrical Schematic in the Service Manual. The CID tells which component is faulty. For example, CID 623 means the fault was diagnosed in the transmission directional switch. The FMI tells the type of failure. For example, an FMI of 05 means the failure is an open circuit or current value is below normal.
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69
VARIABLE SHIFT CONTROL CIRCUIT Power Train ECM Ground
J1-32
Variable Shift Control (Economy)
J2-32
Variable Shift Control (Mid)
J2-33
Variable Shift Control (Power)
J2-34
BK 18 GN 18 BU 18 BR 18
1 2 3 4
BK 16 BK 16 BK 16 BK 16
70 Variable Shift Control Switch
Variable Shift Control The 950H and the 962H Wheel Loaders feature Variable Shift Control on electrohydraulic machines. Variable shift control allows the transmission to shift at lower engine speeds. The variable shift control switch (arrow) is a three-position switch (POWER, MID, ECONOMY) that will change the shift points stored in the Power Train ECM. When the switch is rotated to the ECONOMY position (clockwise) the switch sends a signal to the Power Train ECM to shift the transmission at a lower engine rpm for increased fuel economy. When the switch is rotated to the POWER position (counterclockwise), the transmission shifts when the engine reaches 2100 rpm.
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Text Reference
1
2
71
Integrated Brake System The 950H and the 962H Wheel Loaders are equipped with an Integrated Brake System (IBS) allowing the operator to downshift the transmission and neutralize the transmission using the left brake pedal. The left service brake pedal (1) is attached to a PM rotary position sensor (2) and a mechanical linkage (not shown). The position sensor continuously monitors the left brake pedal position. The position sensor sends an input signal to the Power Train ECM indicating left brake pedal position. The mechanical linkage is connected to the brake control valve (not shown) located below the cab. The right service brake pedal (not shown) is also connected to the brake control valve independent of the left brake pedal. NOTE: The amount of brake pedal travel can be displayed on the ET Service Tool screen. Pedal travel is displayed as a percentage (%) in ET. Three percent of brake pedal travel is about 1°, and 100 percent of pedal travel is about 33°.
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Text Reference
LEFT BRAKE PEDAL POSITIONS
Deadband Calibrated Initial Brake Pressure Point Initial Mode
Calibrated Neutralization Set Point Maximum Pedal Travel
Normal Mode
Left Brake Position Sensor
Brake Lamp Switch
72
Left Brake Pedal Actions This view shows the actions that occur as the brake pedal is depressed. In approximately the first nine percent of brake pedal travel (deadband), no braking or downshifting occurs. Brake pedal travel between the pedal deadband and the calibrated initial brake pressure point is the Initial Mode. In the Initial Mode, the transmission downshifts, but the service brakes are not engaged and the transmission is not neutralized. The Integrated Brake System is in the Normal Mode when the left brake pedal is further depressed between the calibrated initial brake pressure point and the maximum pedal travel. In the Normal Mode, the transmission downshifts and the service brakes are engaged. When the left pedal is depressed in the Initial and Normal Modes, and if the transmission is in third or fourth gear, the transmission will downshift one gear at a time until second gear is reached. Each downshift will occur when the transmission output speed decreases to the shift point of the current transmission speed.
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Text Reference
In the Normal Mode, when the brake pedal reaches the neutralization set point and the transmission neutralizer override switch is in the OFF position, the Transmission ECM will DE-ENERGIZE the direction clutch solenoid to neutralize the transmission when the following conditions exist: or -
The auto/manual selector switch is NOT in the 1-4 position The transmission is in 2nd gear The ground speed is 6.5 mph The auto/manual selector switch is in the 1-4 position The transmission is in 1st gear The ground speed is 4.5 mph
If the left brake pedal is raised 4° above the Neutralization Set Point, a signal is sent to the modulating valve to engage the direction clutch. At this time, the drive train will be re-engaged. Normally, the travel of the left brake pedal will overshoot the Neutralization Set Point. Each time the brake travel over shoots the Neutralization Set point without being released into the dead band zone, the New Neutralization point moves down the point of the overshoot. The Power Train ECM will retain the New Neutralization Point until the left brake pedal is released and the pedal is into the dead band zone. In normal conditions, the best gear for loading trucks is 2nd, or "Second Auto." The operator pushes the bucket into the pile, and then manually shifts the transmission down to FORWARD 1. When the bucket is full, the operator changes the direction of the machine to REVERSE. In SECOND AUTO, the transmission automatically reverses in REVERSE 2, instead of REVERSE 1. The auto/manual selector switch sets parameters in the ECM that influence the Integrated Brake System. On a machines equipped with the optional Command Control Steering (CCS), the switch has 5 positions: 1-4, 2, 3, 4, and MANUAL. The switch position for the smoothest neutralization during truck loading in normal applications is 2. Smoothest means high engine speed with the following limitations: unacceptable jerkiness during slowdown, unacceptable engine overspeed during slowdown, and unacceptable transmission overspeed during slowdown. On machines equipped with the standard Hand Metering Unit HMU steering, the auto/manual selector switch has 3 positions: 1-4, 2-4, and MANUAL. With the speed selector on the steering column in the 2 position, the ideal auto/manual selector switch position for the smoothest neutralization during truck loading in normal applications is 2-4.
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Text Reference
950H-962H-IT62H SPEED LIMITER ATTACHMENT Transmission ECM
Engine ECM Cat Data Link
Primary Speed / Timing Sensor Camshaft Secondary Speed / Timing Sensor Camshaft 73
Speed Limiter The Speed Limiter feature limits machine ground speed to 20 km/h (12 mph) on 950H-962H Wheel Loaders and the IT62H Integrated Toolcarrier. The speed limiter software in the Power Train ECM monitors the machine engine speed, ground speed, and acceleration. The Power Train ECM receives the engine speed signals from the primary speed/timing sensor and the engine speed/timing sensor directly from the Engine ECM. The Power Train ECM calculates machine acceleration from the speed sensor data. The Power Train ECM processes the input signals and sends a requested engine speed signal to the Engine ECM via the Cat Data Link, which controls the engine speed.
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Text Reference
IMPLEMENT SYSTEM COMPONENTS Implement ECM Hydraulic Tank
Implement Control Levers
Lift Position Sensor Tilt Cylinder Lift Cylinder Tilt Position Sensor
Electrical Components
Implement Pump
Hydraulic System Components
3PC Electrohydraulic Valve Ride Control Accumulator
74
IMPLEMENT ELECTROHYDRAULIC SYSTEM The "H" Series Medium Wheel Loader is equipped with a Proportional Priority, Pressure Compensated (3PC) implement electrohydraulic system. The 3PC electrohydraulic system will sense a demand for a flow change and the implement pump will upstroke or destroke in order to provide the demanded flow. The following components make up the 3PC electrohydraulic system. - Implement Electronic Control Module (ECM) - Lift and tilt position sensor - Implement pump - 3PC electrohydraulic control valve - Lift and tilt cylinders - Ride control accumulator - Implement control levers - Hydraulic tank (hydraulic tank is common to all the hydraulic systems)
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IMPLEMENT ELECTRONIC CONTROL SYSTEM CAT Data Link
Implement ECM
Caterpillar Monitor System
Output Components
Input Components Key Start Switch ON
Hydraulic Lockout Valve
Tilt Lever Sensor
Tilt Back Solenoid Valve
Lift Lever Sensor
Dump Solenoid Valve
Auxiliary Lever Sensor
Lower Solenoid Valve
Hydraulic Lockout Switch
Raise Solenoid Valve
Kickout Set Switch Lift / Tilt
Third Function HE Solenoid Valve
Fine Modulation Switch
Third Function RE Solenoid Valve Lift Linkage Position Sensor
Lower Anti-drift Solenoid Valve
Tilt Linkage Position Sensor
Dump Anti-drift Solenoid Valve Autodig Audible Indicator
Lift Head End Pressure Sensor
Autodig Operator Trigger Indicator
Autodig Dig Mode Switch
Autodig Record Mode Indicator
Autodig Trigger Switch
Fuel Pressure Indicator
Autodig Select Mode Switch
Location Code 4 (Ground) Location Code Enabled (Ground)
Autodig Kickout Set Switch Auxiliary Continuous Flow Switch + 24 Voltage
75
Implement Electronic Control System This diagram of the Implement Electronic Control System shows the components which provide input signals to the Implement ECM and output signals from the Implement ECM. The Implement Electronic Control Module (ECM) receives input signals from the various sensors and switches on the machine. The Implement ECM processes the input signals, makes decisions, and provides a corresponding signal voltage to the proportional solenoid valves. The Implement ECM stores information from the calibrations, machine settings and operational functions. The Implement ECM monitors diagnostic conditions and reports events to the Cat Monitoring System or to Cat Electronic Technician. Also, the Implement ECM provides a means of calibrating the mechanical components for optimal operation. The Implement ECM shares operational data with the other ECMs and the Cat Monitoring System through the Cat Data Link.
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Text Reference
The input components to the Implement ECM are: Key switch ON: Input to the Implement ECM signaling the ECM to power ON. Lift linkage position sensor: Sends a PWM signal to the implement ECM communicating the position of the lift linkage in relation to the loader frame. Tilt linkage position sensor: Sends a PWM signal to the implement ECM communicating the position of the tilt linkage in relation to the lift linkage. Lift lever position sensor: Sends a PWM signal to the Implement ECM communicating the angle of the lift lever position sensor away from the calibrated HOLD position. Tilt lever position sensor: Sends a PWM signal to the Implement ECM communicating the angle of the tilt lever position sensor away from the calibrated HOLD position. Auxiliary lever position sensor: Sends a PWM signal to the Implement ECM communicating the angle of the auxiliary function lever position sensor away from the calibrated HOLD position. Kickout set switch lift/tilt: Sends an input to the Implement ECM to recognize the desired raise/lower/tilt back kickout position. Autodig trigger switch: Sends an input signal to the Implement ECM when the operator has pressed the switch to indicate that the loading cycle should begin. Autodig select mode switch: Sends an input signal to the Implement ECM to signal if autodig should be off or in which mode it should operate (auto, operator trigger or record). Autodig dig mode switch: Sends an input signal to the Implement ECM to recognize what type of operation is currently desired due to the type of material that is being handled. Autodig kickout set switch: Sends an input signal to the Implement ECM to set the current position of the lift arms to be the position where autodig stops after a completed autodig cycle. Lift head end hydraulic pressure sensor: Measures the pressure of the head end of the lift cylinder to determine operation of autodig. Fine modulation switch: Sends an input signal to the Implement ECM to reduce the amount of current to the raise solenoid valve. Hydraulic lockout switch: Sends an input signal to the Implement ECM to not energize the pilot solenoid valve to protect from inadvertent movement of the lift arms. Auxiliary continuous flow switch: Sends an input signal to the Implement ECM to keep the auxiliary function output to the solenoid valve at the current that was being commanded at the time of the switch being depressed. This mode can be exited by depressing the switch again or moving the auxiliary lever.
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+24 Volts: Unswitched power supplied to the Implement ECM from the battery. Location code enable (grounded): The location code enable is a grounded input signal to the Implement ECM that enables the location code detection feature to become active. J1-32 pin on the Implement ECM connector is connected. Location code 4 (grounded) : The location code pin number 4 is a grounded input signal that establishes the ECM is dedicated to the Implement operation. J1-28 pin on the implement ECM connector is connected. The output components which receive signals from the Implement ECM are: Hydraulic lockout valve: This ON/OFF solenoid valve is an output from the Implement ECM. This valve opens the flow of pilot oil to the pilot valves. Raise solenoid valve: This proportional solenoid valve is an output from the Implement ECM. This solenoid valve sends a proportional amount of pilot oil to the raise end of the lift stem depending on the amount of current applied to the solenoid. Lower solenoid valve: This proportional solenoid valve is an output from the Implement ECM. This solenoid valve sends a proportional amount of pilot oil to the lower end of the lift stem depending on the amount of current applied to the solenoid. Dump solenoid valve: This proportional solenoid valve is an output from the Implement ECM. This solenoid valve sends a proportional amount of pilot oil to the dump end of the tilt stem depending on the amount of current applied to the solenoid. Tilt back solenoid valve: This proportional solenoid valve is an output from the Implement ECM. This solenoid valve sends a proportional amount of pilot oil to the tilt back end of the tilt stem depending on the amount of current applied to the solenoid. Auxiliary HE solenoid valve: This proportional solenoid valve is an output from the Implement ECM. This solenoid valve sends a proportional amount of pilot oil to the head end of the auxiliary stem depending on the amount of current applied to the solenoid. Auxiliary RE solenoid valve: This proportional solenoid valve is an output from the Implement ECM. This solenoid valve sends a proportional amount of pilot oil to the rod end of the auxiliary stem depending on the amount of current applied to the solenoid. Low fuel pressure indicator: This indicator is illuminated when the fuel pressure is reported low from the Engine ECM over CAT Data Link. The illumination of the indicator is driven by the Implement ECM. Lower antidrift solenoid valve: This ON/OFF solenoid valve is a current output from the Implement ECM. The solenoid valve drains oil from the antidrift valve allowing the poppet to unseat and lift cylinder head end oil to flow through the valve.
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Dump antidrift solenoid valve: This ON/OFF solenoid valve is a current output from the Implement ECM. The solenoid valve drains oil from the antidrift valve allowing the poppet to unseat and tilt cylinder head end oil to flow through the valve. Autodig operator trigger mode indicator: This indicator is illuminated when the Implement ECM recognizes that the autodig operator trigger mode is activated. Autodig Auto Trigger mode indicator: This indicator is illuminated when the Implement ECM recognizes that the autodig auto trigger mode is activated. Autodig audible indicator: This audible indicator beeps when the Implement ECM recognizes that a different autodig mode has been activated and to confirm a setting or to warn about failed autodig operations.
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Text Reference
76
The Implement Electronic Control Module (ECM) (arrow) is the central component in the implement electronic control system. The ECM is located at the right side of the cab behind the seat. The rear panel must be removed for access to the ECM. The Implement ECM will be located behind the operator’s seat and have the connectors vertical to each other. The ECM makes decisions based on switch-type and sensor input signals and memory information. Input signals to the ECM come from the operator's station, the machine, and the transmission. The operator's station input components consist of lift/tilt kickout switches, a fine modulation switch, the hydraulic lockout switch to energize the hydraulic lockout valve, and the autodig feature switches. The machine input components are the linkage position sensor, the lever position sensors, and the Caterpillar Monitoring System message center module. The Implement ECM communicates with other electronic control modules, such as the Caterpillar Monitoring System, the Engine Electronic Control Module (ECM), and the Power Train Electronic Control Module (ECM), through the Cat Data Link. The implement system uses the A4M1 Electronic Control Module (ECM). To enable the Implement ECM for implement functions, contact (J1-28) is grounded and contact (J1-32) is grounded in order to enable the ECM.
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The Implement ECM responds to machine control decisions by sending a signal to the appropriate circuit which initiates an action. For example, the operator selects to set the lift kickout. The Implement ECM interprets the input signals from the switch, evaluates the current machine operating status, and de-energizes the appropriate solenoid valve when the preset duty cycle of the linkage position sensor is met. The Implement ECM receives the following three different types of input signals: 1. Switch input: Provides the signal line to battery, ground, or open. 2. PWM input: Provides the signal line with a square wave of a specific frequency and a varying positive duty cycle. 3. Speed signal: Provides the signal line with either a repeating, fixed voltage level pattern signal or a sine wave of varying level and frequency. The Implement ECM has the following three types of output drivers: 1. ON/OFF driver: Provides the output device with a signal level of +Battery voltage (ON) or less than one Volt (OFF). 2. PWM solenoid driver: Provides the output device with a square wave of fixed frequency and a varying positive duty cycle. 3. Controlled current output driver: The ECM will energize the solenoid with 1.25 amps for approximately one half second and then decrease the level to 0.8 amps for the duration of the on time. The initial higher amperage gives the actuator rapid response and the decreased level is sufficient to hold the solenoid in the correct position. An added benefit is an increase in the life of the solenoid. The Implement ECM controls the lift, tilt, and the auxiliary solenoid valves in the main control valve. The Implement ECM interprets signals from the implement control lever to send current to the appropriate solenoid valves in order to perform one or more of the following options: Lift, Lower, Tilt Back, and Dump. Also, the Implement ECM triggers the Autodig operator trigger indicator, the Autodig record mode indicator, and the fuel pressure indicator. The Implement ECM communicates through the CAT Data Link. The CAT Data Link allows high speed proprietary serial communications over a twisted pair of wires. The CAT Data Link allows different systems on the machine to communicate with each other and also with service tools such as Caterpillar Electronic Technician (ET). The Implement ECM has built-in diagnostic capabilities. As the Implement ECM detects fault conditions in the power train system, it logs the faults in memory and displays them on the Caterpillar Monitoring System. NOTE: The side panel on the right side of the cab is transparent for viewing purposes.
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1
77
2
78
The upper illustration shows the lift linkage position sensor (1). The lift linkage position sensor is located on the right side of the loader frame. The lower illustration shows the location of the tilt linkage position sensor (2). The lift linkage position sensor is located on the right side of the lift linkage. The tilt linkage position sensor shaft is attached to the linkage reflecting the rotation of the tilt link assembly compared to the lift linkage. NOTE: In order to calibrate the lift or tilt linkage position sensors, refer to the Service Manual module "950H and 962H Wheel Loaders Electrohydraulic System, Troubleshooting ,Testing and Adjusting - Position Sensor for the Lift and Tilt Linkage (Electronic Technician) - Calibrate or Position Sensor for the Lift and Tilt Linkage (Operator Monitor) - Calibrate" (Form RENR 8878).
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1
2
Text Reference
3
79
Implement Control Levers The implement control levers send a pulse with modulated signal to the Implement ECM with the position of the control lever. In the HOLD position, the sensor in each lever sends a 50% duty cycle. The movement of each lever in the forward or reverse direction will increase the duty cycle to 90% or decrease to 10% depending on the direction that the lever is moved. The "H" Series machines are a self-contained single axis lever equipped with a single sensor and no mechanical or electrical detents. The frequency of the sensor is 500 Hz. The self contained single axis lever is equipped with "Soft Detents." With "Soft Detents" the control levers are no longer held in place mechanically. The detents are software controlled within the Implement ECM. When the control lever is moved in either direction into a area of movement with increased resistance and the lever is released within 1 second, the actuators will continue to move until the software controlled kickout is reached. When the control lever is moved in either direction and the lever is not released within 1 second, the actuators will continue to move under lever control. During troubleshooting a control lever or joystick, always move the control lever both fast and slow through lever movement. The duty cycle for the control lever can be viewed through Caterpillar ET. The following are the functions of the control levers: tilt control lever (1), lift control lever (2), and auxiliary control lever (3).
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1
Text Reference
2
80
The two switches that are located to the right of the operator’s seat control functions of the implement hydraulic system. The hydraulic lockout switch (1) sends an input to the Implement ECM to shift the hydraulic lockout solenoid valve to the OPEN position. The fine modulation switch (2) is an input to the Implement ECM. The fine modulation switch allows the operator to request a lower ramp up current relative to the standard lever curves during the first two-thirds of control lever movement. In the final one-third of the control lever travel, the commanded current is the same as the standard control lever curve.
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81
The left side of the front dash panel shows the low fuel pressure condition. The illuminated indicator (arrow) is enabled by an output from the Engine ECM, over the Cat Data Link, driven by the Implement ECM.
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LIFT LINKAGE MODULATION
Lift Command
100%
-100%
-50%
-10 0 10
50%
100%
-100%
Percentage of Lift Lever Position Normal Modulation
Fine Modulation
TILT LINKAGE MODULATION
Tilt Command
100%
-100%
-50%
-10
0 10
50%
100%
-100%
Percentage of Lift Lever Position Normal Modulation
Fine Modulation
82
Fine Modulation Fine Modulation allows the operator to reduce the lever sensitivity for the first 10% of lever travel to provide better control of the linkage for smaller movements. The last 22% of lever travel increases to maximum modulation current to provide full flow to the cylinder. The fine modulation feature can be turned ON and OFF using the fine modulation switch in the cab on the right side armrest.
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Text Reference
1
83
The kickout set switch (1) is an input to the Implement ECM. The kickout set switch is a momentary three-position rocker switch located on the operator panel. The kickout set switch is used to set the kickout positions for the raise and lower kickout. When the switch is pushed, the ECM records the current position of the lift arm. The ECM uses the recorded position for the raise kickout position or the lower kickout position. If the upper position of the kickout set switch is depressed and the lift arm is above midway, the kickout will be set for raising the lift arm. If the upper position of the kickout set switch is depressed and the lift arm is midway below halfway, the lower kickout will be set. If the lower position of the kickout set switch is depressed the rotation of the tilt back will be set.
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1
Text Reference
3
2
4 5 6 7
84 Autodig Control Arrangement Autodig automatically controls the implement system cycles. At the same time Autodig limits the tire slippage by keeping the front tires loaded. There are three modes that Autodig can operate in: Automatic Pile Detection Mode, Operator Triggered Mode, and Record Mode. The Autodig operation mode switch (2) activates Autodig when the top of the switch is pressed and deactivates Autodig when the bottom of the switch is pressed. When Autodig is ON, the spring-loaded switch is held in the center position. Pressing the top of the switch will allow the operator to toggle between the three operating modes. Autodig is disabled by default when the key start switch is turned ON. The automatic pile detection mode indicator (5), operator triggered mode indicator (6), and the record mode indicator (7) flash ON and OFF to indicate the mode that is currently active.
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The Autodig horn also indicates which mode is active by beeping once in the automatic pile detection mode, twice in the operator triggered mode, and three times in the record mode. The Autodig horn also sounds to indicate when Autodig begins and ends a bucket loading cycle. The Autodig kickout position set switch (3) is used to set the lift cylinder kickout position when Autodig is activated. The Autodig dig mode switch (1) is a 10 position rotary switch which provides a range of dig modes from the lightest material in position 1, to heavier or larger material in position 9. Position 10 on the Autodig dig mode switch is used for the record/playback position. By default, position 10 is identical to position 9 until the operator has recorded a bucket loading cycle. Autodig will downshift the transmission to an appropriate gear for loading, based on the position of the autodig material selector switch. In positions 1 or 2 (light material), the transmission will downshift only to 2nd gear. The machine will load in 1st gear if already in that gear when bucket loading starts. With the Autodig material selector switch in positions 3 through 9, the transmission will automatically downshift to 1st gear upon pile entry, regardless of the position of the autoshift selector switch if the machine is in 2nd or 3rd gear. Automatic pile detection mode automatically controls bucket loading. When loading is complete, the bucket and linkage return to the Autodig kickout position. The operator triggered mode is used if the operator wants to control the loading cycle. In the operator triggered mode, Autodig is activated when the operator presses the trigger switch (4) to indicate when the pile has been contacted. After the trigger switch is pressed, the system automatically loads the bucket and returns the bucket and linkage to the Autodig kickout position. Record mode allows the operator to record the bucket loading cycle and replay the cycle if the preprogrammed modes are not acceptable. Autodig records all lever movements while loading the bucket. The lever movements are stored in the record/playback position of the Autodig selector switch.
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AUTODIG OPERATING REQUIREMENTS - Autodig ON - Lift linkage near ground - Bucket angle near level - Machine speed > 0.7 kph and < 12.3 kph - 1st, 2nd or 3rd gear forward - No direction changes in last 2 seconds - No gear changes in last 0.5 second - Neutralizer not active - Left and tilt levers centered
85
The following conditions are required to properly load the bucket with Autodig: - Autodig is ON. - Lift linkage is less than 2 feet off the ground. - Bucket angle is less than 10 degrees from level. - Machine speed is greater than 0.7 kph and less than 12.3 kph. - Transmission is in 1st, 2nd, or 3rd gear FORWARD. - No directional changes in last 2.0 seconds. - No gear changes in last 0.5 second. - Neutralizer is not active, and has not been active for the last 0.5 second. - Lift and tilt levers are centered.
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Text Reference
"H" SERIES MEDIUM WHEEL LOADER IMPLEMENT HYDRAULIC SYSTEM HOLD
Inlet Manifold
Lift Cylinders
Auxiliary Function
Head End Solenoid Valve
Tilt Antidrift Valve
Manual Lower Valve
Ride Control Accumulator
Tilt Cylinder
Line Relief Valves
Pilot Shutoff Valve
Lift Antidrift Valve
Pilot Accumulator Auxiliary Head End Solenoid Valve
Raise Pilot Solenoid Valve Rod End Solenoid Valve Tilt Back Pilot Solenoid Valve Lift Spool
Pressure Compensator valve
Ride Control Relief Valve
Tilt Spool
Auxiliary Spool Pressure Compensator Valve
Screen Resolver Valve
Signal Duplication Valve
Signal Relief Valve
Check Valve
Balance Valve
Resolver Valve
Steering Pilot Supply (CCS Only)
Ride Control Lower / Float Pilot Solenoid Valve
Dump Pilot Solenoid Valve
Case Drain Filter
Resolver Valve
Pilot Pressure Reducing Valve
Auxiliary Rod End Solenoid Valve
Margin Relief Valve
Choke Check Valve
Pump Tank
86
Implement Hydraulic System - HOLD The "H" series Medium Wheel Loaders are now equipped with a Proportional Priority, Pressure Compensated (3PC) implement hydraulic system. The 3PC hydraulic system is load sensing with a signal duplication valve, a signal relief valve, pressure compensator valves, a margin relief valve, a pressure reducing valve, and a resolver network. Also, the 3PC valve has antidrift solenoid valves for the lift and tilt functions. The implement control valve is a closed-center valve. The 3PC hydraulic system will sense a demand for a change in flow and the implement pump will upstroke or destroke to provide the flow. The machine may also be equipped with an optional auxiliary function. The auxiliary section is installed between the ride control valve and the cover manifold. When the engine is started and the implement control levers are in the HOLD position, the implement pump supplies standby oil flow to the 3PC valve group.
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The oil flows into the inlet manifold and is divided into two paths. The supply path for the implements flows through the inlet manifold into the tilt section where the flow path is divided again. One path flows to the tilt stem and is blocked. The second path flows to the lift control section, to the ride control section, to the optional auxiliary section, and to the cover manifold. Within the cover manifold, the oil flows to both the pilot pressure reducing valve (PRV) and the margin relief valve. The margin relief valve maintains a difference between the load sensing pressure and the pump supply oil pressure of 3000 kPa (435 psi). When all of the control valves are in the HOLD position, the implement pump is at low pressure standby. The margin relief valve maintains the minimum pressure for low pressure standby. The standby pressure is directed to the pilot pressure reducing valve, and the pilot pressure reducing valve provides a regulated pilot oil pressure to activate the control valves as needed. The pilot oil flows from the PRV through the check valve to the pilot accumulator and the hydraulic lockout solenoid valve. If the wheel loader is equipped with the optional Command Control Steering (CCS), the oil flow will be shared by the implement pilot system and the steering pilot system. The hydraulic lockout solenoid valve is in the CLOSED position until the hydraulic lockout switch in the cab is activated. When the solenoid valve is energized, the solenoid valve opens and pilot oil flows to the various implement function solenoid valves. The second path of oil in the inlet manifold flows through the screen to the signal duplication valve. The signal duplication valve uses the pump supply oil to duplicate the signal from the highest pressure in the resolver network. When all implement control valves are in the HOLD position, there is no load sensing signal in the resolver network. With no load sensing pressure present, the implement pump is at low pressure standby.
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"H" SERIES MEDIUM WHEEL LOADER TILT CONTROL VALVE HOLD
To Signal Duplication Valve
From Signal Duplication Valve
From Resolver Valves
To / From Head End of Cylinder
To / From Rod End of Cylinder Pressure Compensat or Valve
Tilt Antidrift Valve
Bridge Passage Line Relief and Makeup Valve
Line Relief and Makeup Valve
Internal Passage Control Spool
Feeder Passage
Rackback Pilot Solenoid Valve
Dump Pilot Solenoid Valve
Supply Passage
87
Tilt Control Valve - HOLD With the tilt control valve in the HOLD position, the springs on each end of the control spool keep the spool centered. The control spool blocks the flow of pump supply oil to the pressure compensator valve. The bridge passage is open to tank through the internal passage in the control spool and there is no oil flow to the resolver valve. With no oil flow to the resolver network, there is no signal to the signal duplication valve and no signal pressure to the pump control valve. The implement pump output is low pressure standby.
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"H" SERIES MEDIUM WHEEL LOADER TILT CONTROL VALVE DUMP
To Signal Duplication Valve
From Signal Duplication Valve
From Resolver Network
From Head End of Cylinder
To Rod End of Cylinder
Tilt Antidrift Valve
Pressure Compensat or Valve Bridge Passage
Line Relief and Makeup Valve
Line Relief and Makeup Valve
Internal Passage Control Spool
Feeder Passage
Tilt Back Pilot Solenoid Valve
Dump Pilot Solenoid Valve
Supply Passage
88
Implement Hydraulic System - DUMP When the tilt lever is moved to the DUMP position, the Implement ECM energizes the dump proportional solenoid and the tilt antidrift valve. As the control valve initially shifts to the left, and there is pressure in the rod end of the tilt cylinder, the pressure goes around the control spool to the bridge passage. The pressure in the bridge passage goes to the resolver network and to the signal duplication valve to upstroke the implement pump. The pressure also goes to the spring chamber in the center of the pressure compensator valve. The lower half of the pressure compensator valve shifts down to block the oil flow from the bridge passage to the feeder passage. As the tilt control spool continues shifting to the left, pump supply oil flows around the center land on the control spool to the feeder passage. Oil pressure in the feeder passage lifts the pressure compensator valve up. Pump flow goes the through the opening in the lower end of the compensator valve to the bridge passage. From the bridge passage the pump flow goes around the right end of the control spool into the work port to the rod end of the tilt cylinder. Return oil from the head end of the tilt cylinder flows around the tilt antidrift valve and the left end of the control spool to the tank port.
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Text Reference
PRESSURE COMPENSATOR AND LOAD CHECK VALVE HOLD
To Signal Duplication Valve
From Signal Duplication Valve
From Resolver Network
From Head End of Cylinder
To Rod End of Cylinder
Load Check Spool Pressure Compensator Valve
Tilt Antidrift Valve
Bridge Passage Line Relief and Makeup Valve
Line Relief and Makeup Valve
Internal Passage
Feeder Passage
Control Spool
Dump Pilot Solenoid Valve
Tilt Back Pilot Solenoid Valve
Supply Passage
89
Pressure Compensator Valve - HOLD When the control spool is in the HOLD position, the load check spool and the pressure compensator valve are held down by the spring force on top of the load sense spool. Pump supply oil in the supply passage is blocked by the control spool. No supply oil from the supply passage flows to the feeder passage. Therefore, no load sensing pressure is directed to the implement pump control valve. The implement pump is destroked.
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Text Reference
PRESSURE COMPENSATOR AND LOAD CHECK VALVE LOAD CHECK OPERATION
To Signal Duplication Valve
From Signal Duplication Valve
From Resolver Network
From Head End of Cylinder
To Rod End of Cylinder
Tilt Antidrift Valve
Load Check Spool Pressure Compensator Valve Bridge Passage
Line Relief and Makeup Valve
Line Relief and Makeup Valve
Internal Passage Control Spool
Feeder Passage
Tilt Back Pilot Solenoid Valve
Dump Pilot Solenoid Valve
Supply Passage
90
Load Check Operation This illustration shows the pressure compensator valve and load check spool in the load check operation. When the control spool is initially shifted to the left, work port pressure from the rod end of the cylinder (if any) flows around the right end of the control spool into the bridge passage. The pressure goes through the holes between the pressure compensator valve and the load check spool. The pressure moves the pressure compensator spool down and the load check spool up. With the pressure compensator valve shifted down, no pressure can go from the bridge passage to the feeder passage. The pressure compensator valve serves as a load check valve in order to prevent the load from dropping. The pressure in the bridge passage is directed through the resolver network to the signal duplication valve. The signal duplication valve generates a load sensing signal pressure equal to the work port pressure. The load sensing signal pressure is directed to the top of the spring chamber on top of the load sense spool. The load sensing signal pressure is also directed to the pump control valve to upstroke the implement pump (not shown).
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Text Reference
PRESSURE COMPENSATOR AND LOAD CHECK VALVE PRESSURE COMPENSATOR OPERATION To Signal Duplication Valve
From Signal Duplication Valve
From Resolver Network
From Head End of Cylinder
To Rod End of Cylinder
Load Check Spool Pressure Compensator Valve
Tilt Antidrift Valve
Orifices Bridge Passage
Line Relief and Makeup Valve
Line Relief and Makeup Valve
Internal Passage Control Spool
Feeder Passage
Tilt Back Pilot Solenoid Valve
Dump Pilot Solenoid Valve
Supply Passage
91
Pressure Compensator Operation When the control spool is shifted farther to the left, the pump supply oil in the supply passage is directed around the center land of the control spool to the feeder passage. When pressure in the feeder passage increases to more than the pressure on top of the load sense spool plus the spring force, the pressure compensator valve and the load sense spool shift up. Pump flow in the feeder passage goes through the orifices in the bottom of the pressure compensator valve to the bridge passage. From the bridge passage the flow goes around the control spool to the passage to the rod end of the cylinder. The tilt antidrift valve is activated allowing flow from the head end of the cylinder to be directed around the left end of the control spool to the tank return passage. During a stall condition, the load sensing spool and the margin spring maintains pump discharge pressure approximately 1960 kPa (285 psi) higher than the work port pressure. The pressure compensator valve can direct full pump flow to the bridge passage if demand for flow is great enough.
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Text Reference
PROPORTIONAL PRIORITY, PRESSURE COMPENSATOR OPERATION
From Signal Duplication Valve
Signal
To Pump and Signal Limiter To Signal Duplication Valve
Resolver Valve
Resolver Valve
Valve A
Bridged Passage
Pump Supply
HOLD
Pressure Differential Relief Valve
Valve B
Spool Bridged Passage Feeder Passage
Pump Supply
Valve C
Feeder Passage
LOW PRESSURE
Spool Bridged Passage
Spool Pump Supply
Feeder Passage
HIGH PRESSURE
92
Three compensators are shown in various states in this illustration. The pressure compensator valve for valve "A" is in HOLD. The circuit with the highest workport pressure keeps the resolver valve closed. The circuit with the highest work port pressure regulates the oil flow through all activated control valves. The highest work port pressure is directed through the ball resolver network to the pump control valve as the load sensing pressure. When a high pressure circuit is activated as shown for valve "C," the control spool is shifted and pump supply oil enters the feeder passage below the pressure compensator valve. Pressure increases and the pressure compensator valve moves up. When the valve moves up, supply oil enters the bridged passage of the control valve. Supply oil in the bridged passage enters the signal network sending the work port pressure to the signal duplication valve.
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Text Reference
The work port oil pressure goes to the signal duplication valve. The signal duplication valve is a shock absorber. The valve uses the work port pressure signal and the pump system pressure signal to generate a stabilized load sensing signal which is sent to the pump control valve. The pump control valve directs a pressure signal to the actuator piston to UPSTROKE the pump. The increased flow lifts the pressure compensator spool up. The flow goes through the bridge passage, around the control spool, and out to the work port. The signal oil also flows to the chamber above the compensator. The signal oil on the top of the pressure compensator valve works against the forces working below the pressure compensator. When the forces are in balance, the supply oil is metered through the crossdrilled holes in the pressure compensator to provide work port oil. The pressure of the signal oil is limited by the signal relief valve. When more than one circuit is activated at the same time, the highest work port pressure is directed to the signal duplication valve. The signal duplication valve sends the signal oil to the chamber at the top of all pressure compensators valves. With the same circuit pressure working on all pressure compensators, the pressure differential across all shifted control stems is the same, as shown in the illustration for the pressure compensator for valve "C" and for valve "B." The pressure differential across the control stems will be the same value whether the pump can supply the flow demand for all activated circuits or not. For example, if the margin pressure is 2100 kPa (300 psi) the pressure differential between the pump supply passage and the feeder passage is approximately 2100 kPa (300 psi) regardless of the circuit pressure. With multiple valves activated, the individual circuit pressures will vary. When the pump cannot meet the flow needs of all activated circuits, the pressure compensators will move down to proportion the pump flow in relation to the amount of control spool travel and pressure for each circuit. The pressure differential will be less than described in the example, but the pressure differential will be the same for all spools. Valve "B" pressure compensator shows what occurs when an additional circuit is activated with a lower circuit pressure than the first activated valve. The pressure compensator valve will respond to changes in the circuit pressure by opening and closing off the passage between the feeder passage and the bridged passage to maintain a constant flow rate for a given control stem displacement. As the compensator opens and closes, the pressure differential across the compensator will vary in order to maintain a constant flow rate to the implement. The pressure differential across the main control spool is the same for all activated main control spools.
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Text Reference
The load signal from the valve "C" pressure compensator is directed to the top of the valve "B" pressure compensator valve with the lower circuit pressure. When the control spool is moved, pressure oil in the feeder passage moves the pressure compensator valve up. The pressure compensator valve does not move up enough to open the resolver valve to the signal network due to the higher forces working on the resolver valve. The pressure compensator valve will respond to changes in the circuit pressure by opening and closing off the passage between the feeder passage and the bridged passage to maintain a constant flow rate for a given control spool displacement. As the compensator opens and closes, the pressure differential across the compensator will vary in order to maintain a constant flow rate to the implement, while the pressure differential across the main control spool is the same for all activated main control spools.
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Text Reference
"H" SERIES MEDIUM WHEEL LOADER IMPLEMENT HYDRAULIC SYSTEM DUMP
Inlet Manifold
Lift Cylinders
Auxiliary Function
Head End Solenoid Valve
Tilt Antidrift Valve
Manual Lower Valve
Ride Control Accumulator
Tilt Cylinder
Line Relief Valves
Pilot Shutoff Valve
Lift Antidrift Valve
Pilot Accumulator Auxiliary Head End Solenoid Valve
Raise Pilot Solenoid Valve Rod End Solenoid Valve Tilt Back Pilot Solenoid Valve Lift Spool
Pressure Compensator valve
Ride Control Relief Valve
Tilt Spool
Auxiliary Spool Pressure Compensator Valve
Screen Resolver Valve
Signal Duplication Valve
Signal Relief Valve
Check Valve
Balance Valve
Resolver Valve
Ride Control Lower / Float Pilot Solenoid Valve
Dump Pilot Solenoid Valve
Case Drain Filter
Resolver Valve
Pilot Pressure Reducing Valve
Auxiliary Rod End Solenoid Valve
Margin Relief Valve
Choke Check Valve
Pump Tank
93
Implement Hydraulic System - DUMP When the tilt control lever is moved into the DUMP position, a load sensing signal pressure equal to work port pressure is directed to the resolver network. The signal oil goes through the resolver to the top of the signal duplication valve. The signal duplication valve shifts down. Pump flow goes through the signal duplication valve to the bottom of the duplication valve and the orifice. The duplication valve and the orifice stabilizes the load sensing signal pressure to the pump control, to the spring chamber on each compensator valve, and to the margin relief valve. The load sensing pressure acts on the bottom of the margin relief valve. During the upstroking of the implement pump, the margin relief valve maintains an implement pressure equal to the load sensing pressure and the value of the spring. When the control lever is released, the load sensing pressure goes to approximately zero pressure. The margin relief valve opens to relieve supply oil pressure eliminating pressure spikes in the closed center system. Once the implement pump is destroked, the margin relief valve maintains sufficient oil pressure for the pilot system.
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Text Reference
The pilot pressure reducing valve limits maximum pilot pressure to 3450 ± 170 kPa (500 ± 25 psi). The implement pump oil flows through the cover manifold, regulated pilot oil is directed to the various implement function solenoid valves. The load sensing signal moves the pump load sensing spool in the pump control valve to upstroke the pump. The signal circuit is also equipped with a choke check valve. The valve will allow free flow to the pump control valve. Also, the choke check valve will slow the signal flow return back to the hydraulic tank. With the control lever moved to DUMP direction, the current proportional to the movement of the control lever is directed to the coil on the dump pilot solenoid valve. The solenoid valve sends a proportional amount of pilot oil to the dump end of the tilt spool. The tilt spool begins to shift upward. The lower end of the tilt spool is active. Supply oil flowing through the inlet manifold is directed around the lands of the tilt spool to the load check valve. The check valve unseats. Supply oil flows to the tilt pressure compensator valve. The oil flow through the compensator valve is blocked. As the pressure at the top of the compensator valve increases, the oil pressure shifts the compensator spool downward. The supply oil flows through the compensator valve and back around the tilt spool to the rod end of the tilt cylinder. The supply oil is directed to rod end of the tilt cylinder. Also, as the tilt lever is moved, the solenoid for the tilt antidrift valve is energized. The oil from the head end of the tilt cylinder flows around the load check valve, through the tilt spool and back to tank. Oil directed to the rod end of the tilt cylinder through the bridge passage is also directed to the tilt ball resolver in the resolver network. When the work port pressure increases the pressure in the resolver network, the resolver ball shifts and blocks oil from any other resolvers in the network. The oil pressure at the tilt ball resolver is directed to the top of the signal duplication valve or load sensing pressure. The dump operation is also equipped with a makeup and a line relief valve. The line relief valve regulates the pressure spikes caused by outside forces acting on the work tool. This allows the pressure spike to return to the hydraulic tank. This will prevent high pressure from damaging any components in the work tool or actuator. The line relief valve acts like a makeup valve when the pump can not supply the amount of oil needed to fill the void in the cylinder. When the negative pressure occurs in the tilt cylinder, the valves move off the seat and tank oil flows around the valve to fill the void in the cylinder. NOTE: The pilot line used on the optional Command Control Steering has been removed from the illustration.
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Text Reference
"H" SERIES MEDIUM WHEEL LOADER IMPLEMENT HYDRAULIC SYSTEM RAISE
Inlet Manifold
Lift Cylinders
Auxiliary Function
Head End Solenoid Valve
Tilt Antidrift Valve
Manual Lower Valve
Ride Control Accumulator
Tilt Cylinder
Line Relief Valves
Pilot Shutoff Valve
Lift Antidrift Valve
Pilot Accumulator Auxiliary Head End Solenoid Valve
Raise Pilot Solenoid Valve Rod End Solenoid Valve Tilt Back Pilot Solenoid Valve Lift Spool
Pressure Compensator valve
Ride Control Relief Valve
Tilt Spool
Auxiliary Spool Pressure Compensator Valve
Screen Resolver Valve
Signal Duplication Valve
Signal Relief Valve
Check Valve
Balance Valve
Resolver Valve
Ride Control Lower / Float Pilot Solenoid Valve
Dump Pilot Solenoid Valve
Case Drain Filter
Resolver Valve
Pilot Pressure Reducing Valve
Auxiliary Rod End Solenoid Valve
Margin Relief Valve
Choke Check Valve
Pump Tank
94
Implement Hydraulic System - RAISE When the lift control lever is moved to the RAISE position, the lift lever position sensor sends a proportional electronic signal to the Implement ECM. The Implement ECM sends a corresponding proportional signal to the raise pilot solenoid valve. The Implement ECM also sends a fixed signal to the lift antidrift valve. A proportional amount of pilot oil is directed from the raise pilot solenoid valve to the top of the lift spool. The lift spool shifts downward. Initially, as the lift spool begins to shift, any work port pressure will enter the control valve and is directed around the spool to the feeder passage. The work port oil pressure goes through the holes in the pressure compensator valve to the area between the compensator valve and the load check spool. The oil pressure helps the spring force hold the pressure compensator valve down to function as a load check valve. As the control spool shifts down, supply oil flows through the throttling slots into the supply passage. The pressure compensator valve will move up to the load check spool as the pump discharge pressure increases above the the work port pressure. The pump system oil pressure flows through the orifices in the pressure compensator valve to the feeder passage, around the lift antidrift valve, and to the head end of the lift cylinder.
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Text Reference
The pressure at the work port begins to increase which increases the pressure in the lift resolver network. The ball resolver moves downward and oil flows through the resolver network to the top of the signal duplication valve. The signal duplication valve shifts and sends a matching resolver network pressure out of the duplication valve over the choke check valve to the pump control valve. The implement pump upstrokes to supply the flow demand. Also, matching oil from the signal duplication valve flows to the pressure compensator valve working on the bottom of the compensator valve. As the pressure changes in the head end of the lift cylinders, the pressure compensator valve opens and closes to maintain a constant flow for a given control spool displacement. If the machine is equipped with the optional ride control, the balance valve solenoid will be energized, allowing oil on the right side of the balance valve to go to the hydraulic tank. As the pressure in the head end of the lift cylinders increases to raise, the oil pressure on the left side of the balance valve will force the balance valve to shift to the right. Supply oil flows over the check valve, through the balance valve to the ride control accumulator, charging the accumulator. With ride control not enabled, the head end solenoid valve is de-energized. The accumulator charge oil plus the spring pressure holds the valve closed. The flow of oil between the head end of the lift cylinders and the accumulator is blocked. With the rod end solenoid valve also de-energized, the oil flow through the solenoid valve will be blocked by the spring holding the valve closed. The oil from the rod end of the lift cylinders flows around the lift spool to the hydraulic tank. NOTE: The pilot line used on the optional Command Control Steering has been removed form the illustration.
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Text Reference
"H" SERIES MEDIUM WHEEL LOADER IMPLEMENT HYDRAULIC SYSTEM FLOAT
Inlet Manifold
Lift Cylinders
Auxiliary Function
Head End Solenoid Valve
Tilt Antidrift Valve
Manual Lower Valve
Ride Control Accumulator
Tilt Cylinder
Line Relief Valves
Pilot Shutoff Valve
Lift Antidrift Valve
Pilot Accumulator Auxiliary Head End Solenoid Valve
Raise Pilot Solenoid Valve Rod End Solenoid Valve Tilt Back Pilot Solenoid Valve Lift Spool
Pressure Compensator valve
Ride Control Relief Valve
Tilt Spool
Auxiliary Spool Pressure Compensator Valve
Screen
Resolver Valve
Resolver Valve
Signal Duplication Valve
Signal Relief Valve
Balance Valve
Resolver Valve
Ride Control Lower / Float Pilot Solenoid Valve
Dump Pilot Solenoid Valve
Case Drain Filter
Check Valve
Pilot Pressure Reducing Valve
Auxiliary Rod End Solenoid Valve
Margin Relief Valve
Choke Check Valve
Pump Tank
95
Implement Hydraulic System - FLOAT When the lift lever is moved to the FLOAT position, the lift lever position sensor sends a proportional electronic signal to the Implement ECM. The Implement ECM sends a corresponding proportional electronic signal to the lower/float pilot solenoid valve. The Implement ECM also sends a fixed electronic signal to the lift load check valve. Pilot oil flows from the lower/float pilot solenoid valve to the bottom of the lift spool and the lift spool shifts up fully. System oil pressure is blocked. Also, oil flow through the pressure compensator loop is blocked. Oil from the head end and rod end of the lift cylinders along with the oil to the resolver network is open to tank. In the FLOAT position, the pilot oil also flows to the resolver valve in the ride control control section, through the resolver network to the signal duplication valve. A matching signal (pilot pressure) is directed to the pump control valve from the signal duplication valve. The pump is upstroked to meet the demand required by the pilot pressure.
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Text Reference
As the machine moves, the lift cylinders move up and down with the contour of the ground. The check valve allows oil to flow to the lift cylinders when the pressure in the lift cylinders drops below tank pressure.
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Text Reference
"H" SERIES MEDIUM WHEEL LOADER IMPLEMENT HYDRAULIC SYSTEM TILT BACK AND RAISE
Inlet Manifold
Lift Cylinders
Auxiliary Function
Head End Solenoid Valve
Tilt Antidrift Valve
Manual Lower Valve
Ride Control Accumulator
Tilt Cylinder
Line Relief Valves
Pilot Shutoff Valve
Lift Antidrift Valve
Pilot Accumulator Auxiliary Head End Solenoid Valve
Raise Pilot Solenoid Valve Rod End Solenoid Valve Tilt Back Pilot Solenoid Valve Lift Spool
Pressure Compensator valve
Ride Control Relief Valve
Tilt Spool
Auxiliary Spool Pressure Compensator Valve
Screen Resolver Valve
Signal Duplication Valve
Signal Relief Valve
Check Valve
Balance Valve
Resolver Valve
Ride Control Lower / Float Pilot Solenoid Valve
Dump Pilot Solenoid Valve
Case Drain Filter
Resolver Valve
Pilot Pressure Reducing Valve
Auxiliary Rod End Solenoid Valve
Margin Relief Valve
Choke Check Valve
Pump Tank
96
Implement Hydraulic System - TILT BACK AND RAISE When the lift control lever is moved to the RAISE position and the tilt control lever is moved to the TILT BACK position, the lift lever position sensor and tilt lever position sensor sends an individual proportional electronic signal to the Implement ECM. The Implement ECM sends a corresponding proportional signal to the raise pilot solenoid valve and the tilt back pilot solenoid valve. The Implement ECM also sends a fixed signal to the lift and tilt antidrift valve. A proportional amount of pilot oil is directed from the raise pilot solenoid valve to the top of the lift spool and a proportional amount of pilot oil is directed from the tilt back pilot solenoid valve to the top of the tilt spool. The lift spool shifts downward. Initially, as the lift spool begins to shift, any work port pressure will enter the control valve and is directed around the spool to the feeder passage. The work port oil pressure goes through the orifices in the pressure compensator valve in between the compensator valve and the load check spool. The oil pressure helps the spring force hold the pressure compensator valve down. Identically, as the tilt spool begins to shift, any work port pressure will enter the control valve and is directed around the spool to the feeder passage.
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Text Reference
The work port oil pressure goes through the holes in the pressure compensator valve to the area between the compensator valve and the load check spool. The oil pressure helps the spring force hold the pressure compensator valve down to function as a load check valve. As the cylinders start to move, the pressure at the work ports increase which increases the pressure in the resolver network. The ball resolver with the highest work port pressure moves, seats, and blocks oil flow back through the resolver network. The highest work port pressure flows through the resolver network to the top of the signal duplication valve. The signal duplication valve shifts and sends the matching resolver network pressure out of the duplication valve over the choke check valve to the pump control valve. The implement pump recognizes a demand for increased oil flow and the pump upstrokes to supply the flow demand. Also, matching oil from the signal duplication valve flows to the pressure compensator valve working on the bottom of the load check spool. As the pressure changes in the head end of the lift cylinders, the pressure compensator valve opens and closes to maintain a constant flow for a given control spool displacement. If the machine is equipped with the optional ride control, the balance valve solenoid will be energized, allowing oil on the right side of the balance valve to go to the hydraulic tank. As the pressure in the head end of the lift cylinders begins to raise, the oil pressure on the left side of the balance valve will force the balance valve to shift to the right. Supply oil flows over the check valve, through the balance valve to the ride control accumulator, charging the accumulator. With ride control not enabled, the head end solenoid valve is de-energized. The accumulator charge oil plus the spring pressure holds the valve closed. The flow of oil between the head end of the lift cylinders and the accumulator is blocked. With the rod end solenoid valve also de-energized, the oil flow through the solenoid valve will be blocked by the spring holding the valve closed. The oil from the rod end of the lift cylinders flows around the lift spool to the hydraulic tank. NOTE: The pilot line used on the optional Command Control Steering has been removed form the illustration.
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Text Reference
"H" SERIES MEDIUM WHEEL LOADER IMPLEMENT HYDRAULIC SYSTEM HOLD / AUTO TRAVEL MORE THAN 9.7 KM/H (6 MPH)
Inlet Manifold
Lift Cylinders
Auxiliary Function
Head End Solenoid Valve
Tilt Antidrift Valve
Manual Lower Valve
Ride Control Accumulator
Tilt Cylinder
Line Relief Valves
Pilot Shutoff Valve
Lift Antidrift Valve
Pilot Accumulator Auxiliary Head End Solenoid Valve
Raise Pilot Solenoid Valve Rod End Solenoid Valve Tilt Back Pilot Solenoid Valve Lift Spool
Pressure Compensator valve
Ride Control Relief Valve
Tilt Spool
Auxiliary Spool Pressure Compensator Valve
Screen Resolver Valve
Signal Duplication Valve
Signal Relief Valve
Check Valve
Balance Valve
Resolver Valve
Ride Control Lower / Float Pilot Solenoid Valve
Dump Pilot Solenoid Valve
Case Drain Filter
Resolver Valve
Pilot Pressure Reducing Valve
Auxiliary Rod End Solenoid Valve
Margin Relief Valve
Choke Check Valve
Pump Tank
97
Implement Hydraulic System - RIDE CONTROL AUTO When the ride control system is in AUTO and the machine reaches the configured ride control ground speed, the ride control balance solenoid valve is de-energized by the Power Train ECM. After the ride control equalization time has expired, the Power Train ECM energizes both the ride control accumulator solenoid valve and the ride control rod end solenoid valve. The head end solenoid valve connects the head end of the lift cylinders to the ride control accumulator. The ride control accumulator dampens the motion of the lift arms which makes the machine more stable. The rod end solenoid valve allows oil from the tank passage to flow into the rod ends of the lift cylinders when the lift cylinders move down. When the machine is in ride control AUTO, the control levers are in the HOLD position, and the ground speed is more than the 9.7 km/h (6 mph), the control spools are in the HOLD position blocking all oil flow through the implement control valve to the cylinders. The resolver network is at tank pressure and the pump is at low pressure standby.
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Text Reference
When the ground speed reaches the ECM configured value of 9.7 km/h (6 mph), the balance solenoid valve will be de-energized and the balance spool will move in the direction needed to equalize the pressures on each end of the balance spool. During the balancing operation, when the pressure at the right side of the balance spool is lowest, the spool shifts to the right and the implement pump supplies oil flow to equalize the pressure on both ends of the spool. During the balancing operation, when the pressure at the left side of the balance spool is lowest, the spool shifts to the left and the pressure in the oil pressure in the accumulator flows to tank until the pressures on both ends of the spool are equal. The Power Train ECM limits the time to equalize to one second (default). Then, the ECM energizes the balance solenoid valve. The oil pressure on the right end of the balance spool flows through the orifice to the hydraulic tank. The balance spool shifts to the right. Oil in the accumulator is trapped at the check valve. After the one second balancing time, the rod end solenoid and the head end solenoid valves are energized. The oil pressure that holds the check valves locked is released to tank. The oil in the head end of the lift cylinders flows to the ride control accumulator. The accumulator cushions the forward and backward pitching motions of the machine. At a ground speed below the ECM configured valve of 9.7 km/h (6 mph), the rod end solenoid and the head end solenoid valves are de-energized. The check valves close and the spring force and the oil pressure hold the check valves closed. NOTE: The one second balance default time can be reconfigured in the Power Train ECM through Cat ET. Also, the forward and reverse activation speeds can be changed.
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Text Reference
RIDE CONTROL SYSTEM
AUTO / TRAVEL LESS THAN 9 km/h (6 mph) Rod End
Head End Solenoid Valve
Head End
Rod End Solenoid Valve
Pilot Operated Check Valve
Balance Valve Solenoid
Accumulator Port Relief Valve
Check Valve
To Tank
Resolver Valve
Supply Balance Passage Spool
To Tank
98
Ride Control Valve - AUTO/TRAVEL BELOW 9.7 KM/H (6 MPH) The main control valve is equipped with the optional ride control section to dampen the ride during machine travel. This illustration shows a sectional view of the ride control section of the main control valve with the ride control system in AUTO, the bucket off the ground, and the travel speed below 9.7 km/h (6 mph). With the head end solenoid valve de-energized, the oil between the head end of the lift cylinders and the ride control valve is blocked. With the rod end solenoid valve de-energized, the oil between the rod end of the lift cylinders and the valve is also blocked. When the balance valve solenoid is energized, oil flow is blocked from the accumulator port to the left side of the balance spool. The blocked oil on the right side of the balance valve is above the tank pressure on the left side of the balance spool. The balance spool shifts to the left and oil in the accumulator port flows back through the balance spool and is blocked by the check valve. The check valve blocks all oil and any spikes from flowing back to the implement pump and causing damage to the pump. The relief valve installed in the ride control section limits pressure in the accumulator port to 34,500 kPa (5000 psi).
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Text Reference
RIDE CONTROL SYSTEM
AUTO / TRAVEL MORE THAN 9.6 km/h (6 mph)
Rod End
Head End Solenoid Valve
Head End
Rod End Solenoid Valve
Pilot Operated Check Valve
Balance Valve Solenoid
Accumulator Port Relief Valve
Check Valve
To Tank
Resolver Valve
Supply Balance Passage Spool
To Tank
99
Ride Control Valve - AUTO/TRAVEL MORE THAN 9.7 KM/H (6 MPH) This illustration is a sectional view of the ride control section with the ride control system in AUTO, the bucket off the ground, and the travel speed more than 9.7 km/h (6 mph). The balance valve solenoid is de-energized by the Power Train ECM oil pressure from the accumulator port flows around the solenoid valve to the left side of the balance valve. The balance valve will equalize the pressure between the head end of the lift cylinders and the accumulator port. Supply oil flow around the balance valve is blocked. The default time for equalization in the Power Train ECM is one second. After the one second of equalization time, the head end solenoid valve and the rod end solenoid valve are energized. An oil passage is opened between the rod end of the lift cylinders and the tank port. The head end solenoid valve allows the oil blocked by the check valve to flow to the hydraulic tank. The check valve opens and oil flows between the head end of the lift cylinders and the accumulator. The head end solenoid valve and the rod end solenoid valve stay energized until either the ride control switch is moved to the OFF position or the machine ground speed is less than 9.7 km/h (6 mph).
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Text Reference
1 2 3
4 8 5
6
7
100
This illustration is a transparent view of the ride control valve section. This view shows the location of the following components that are installed on the exterior and the interior of the section. - Head end solenoid valve (1) - Rod end solenoid valve (2) - Pilot pressure reducing valve (3) - Balance solenoid valve (4) - Balance valve (5) - Ball resolver (6) - Check valve (7) - Ride control relief valve (8)
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Text Reference
1 3
2
101
This illustration shows the location of the ride control accumulator (2) within the loader frame (1). Testing and adjusting, and service to the accumulator is completed at the articulation hitch. The charge medium for the accumulator is dry nitrogen. Also shown is the location of the implement control valve (3).
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1
Text Reference
3
2
4 5
102
6
7
1
5 8 103
4 6
Implement Pump and Pump Control Valve The implement hydraulic pump for the 950H and the 962H wheel loaders is a variable displacement piston type pump. The implement pump is installed on the accessory drive from the torque converter housing. The following list is of components on the implement pump. - Load sensing port (1)
- Maximum angle adjustment (5)
- Case drain port (2)
- Pump control valve (6)
- Pump inlet (3)
- Pump outlet (7)
- Set screw (4)
- Load sensing adjustment screw (8)
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Text Reference
PUMP CONTROL VALVE ENGINE OFF
Maximum Angle Stop Adjustment Screw Set Screw
To Implement Control Valve
Pump System Pressure Piston Load Sensing Spool
Orifice
Pump Load Sensing Sleeve Margin Spring
Swashplate Pin
Load Sensing Piston
Signal Relief Valve
Actuator Piston Load Sensing Adjustment Screw
Bias Spring
LS Signal from Signal Duplication Valve
104
Pump Control Valve - ENGINE OFF This illustration shows the pump control group components with the engine OFF. The swashplate pin connects the actuator piston to the pump swashplate (not shown). The bias spring moves the actuator piston and the pump swashplate to maximum angle. The pump control valve group consists of a load sensing spool assembly, which consists of a load sensing spool and a load sensing sleeve. The load sensing spool is moved up or down by different signal pressures pushing on the piston on each end of the spool. The pump system pressure piston receives an internal signal pressure equal to pump system pressure. The load sensing piston receives a load sensing signal from the implement hydraulic control valve, which is equal to the highest work pressure. The signal relief valve (located in the implement control valve) limits the maximum load sensing signal to the load sensing piston. Pump system pressure is directed through the orifice on the right side of the control valve group to the spring chamber in the upstroke end of the actuator piston and the center lands of the load sensing piston.
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Text Reference
The adjustment screw at the top of the actuator piston is used to the adjust maximum angle of the swashplate. The set screw at the top of the load sensing spool is used to hold the load sensing sleeve in position. The adjustment screw at the bottom of the load sensing spool is used to adjust the load sensing margin pressure for the pump. The spring at the bottom of the load sensing spool is the margin pressure spring.
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Text Reference
PUMP CONTROL VALVE LOW PRESSURE STANDBY
Maximum Angle Stop Adjustment Screw Set Screw
To Implement Control Valve
Pump System Pressure Piston Load Sensing Spool
Orifice
Pump Load Sensing Sleeve Margin Spring Swashplate Pin
Load Sensing Piston
Signal Relief Valve
Actuator Piston Load Sensing Adjustment Screw
Bias Spring
LS Signal from Signal Duplication Valve
105
Pump Control Valve - LOW PRESSURE STANDBY When the engine is started, pump flow goes to the closed-center control valves in the implement control valve group. The flow is blocked in the implement control valve. Pressure in the system increases, and the pump system pressure is directed to the top end of the actuator piston. Pump system pressure on top of the pump system pressure piston moves the piston and load sensing spool down against the force of the margin spring. The spool moves down until the upper opening of the spool opens a path around the load sensing spool to drain. The opening to drain must open sufficiently to provide a pressure differential across the orifice. With reduced pressure on the lower end and full pressure on the top of the actuator piston, the actuator piston moves the swashplate pin toward minimum angle. In STANDBY, the pump is delivering minimum flow to compensate for leakage in the pump, for leakage in the implement control valve, and for the operation of the pump control valve.
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Text Reference
PUMP CONTROL VALVE UPSTROKE
Maximum Angle Stop Adjustment Screw Set Screw
To Implement Control Valve
Pump System Pressure Piston Load Sensing Spool
Orifice
Pump Load Sensing Sleeve Margin Spring
Swashplate Pin
Load Sensing Piston
Signal Relief Valve
Actuator Piston Load Sensing Adjustment Screw
Bias Spring
LS Signal From Signal Duplication Valve
106
Pump Control Group - UPSTROKE When the control lever or levers are moved to activate one or more implements, a load sensing signal, equal to the highest work port pressure, is directed to the lower end of the load sensing piston. The combined forces of the load sensing piston and the margin spring push the load sensing spool up until the center land on the load sensing spool closes the drain passage. The upward movement of the load sensing spool continues until the lower opening of the spool opens a path to the two metering ports. Pump system oil flows through the lower opening of the load sensing spool to the spring chamber of the actuator piston. The combined force on the the larger diameter of the actuator piston and the spring pushes the actuator piston and the swashplate pin up, increasing the swashplate angle to increase pump flow.
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Text Reference
PUMP CONTROL VALVE CONSTANT FLOW DEMAND
Maximum Angle Stop Adjustment Screw Set Screw
To Implement Control Valve
Pump System Pressure Piston Load Sensing Spool
Orifice
Pump Load Sensing Sleeve Margin Spring Swashplate Pin
Load Sensing Piston
Signal Relief Valve
Actuator Piston Load Sensing Adjustment Screw
Bias Spring
LS Signal from Signal Duplication Valve
107
Pump Control Valve - CONSTANT FLOW DEMAND When the flow demand is met, the force developed by the pump system pressure on top of the pump system pressure piston is equal to the force developed by the load sensing signal on the load sensing piston plus margin spring. When the forces are equal, the pump flow is constant and the load sensing spool is in the CENTER position. The pump flow remains constant until a change in the flow demand occurs.
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Text Reference
PUMP CONTROL VALVE MAXIMUM SYSTEM PRESSURE
Maximum Angle Stop Adjustment Screw Set Screw
To Implement Control Valve
Pump System Pressure Piston Load Sensing Spool
Orifice
Pump Load Sensing Sleeve Margin Spring Swashplate Pin
Load Sensing Piston
Signal Relief Valve
Actuator Piston Load Sensing Adjustment Screw
Bias Spring
LS Signal from Signal Duplication Valve
108
Pump Control Valve - MAXIMUM SYSTEM PRESSURE This illustration shows the pump control valve with the load sense pressure at signal relief with one function activated. When the work port pressure increases to the setting of the signal relief valve, the valve opens to limit the signal pressure to the bottom of the load sensing piston. Pump system pressure will increase to overcome the combination of forces on the bottom of the load sensing piston. The load sensing spool moves down to open the actuator piston spring cavity to drain. The pump system pressure moves the actuator piston and swashplate pin towards minimum angle. The pump destrokes to minimum flow.
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Text Reference
PUMP CONTROL VALVE
MAXIMUM SYSTEM PRESSURE WITH ADDED FLOW DEMAND Maximum Angle Stop Adjustment Screw Set Screw
To Implement Control Valve
Pump System Pressure Piston Load Sensing Spool
Orifice
Pump Load Sensing Sleeve Margin Spring Swashplate Pin
Load Sensing Piston
Signal Relief Valve
Actuator Piston Load Sensing Adjustment Screw LS Signal From Signal Duplication Valve
Bias Spring Pump Destroke
109
Pump Control Valve - MAXIMUM SYSTEM PRESSURE WITH ADDED FLOW DEMAND This illustration shows the pump control valve with the load sense pressure at signal relief. When an additional function is activated, the pump system pressure slightly decreases. With less pressure on top of the pump system pressure piston, the force on the bottom of the load sensing piston moves the load sensing spool up. The load sensing spool restricts the flow through the upper opening to drain. The increased pressure on the larger area of the actuator piston plus the bias spring pushes the actuator piston up. The pump upstrokes to meet the added flow demand.
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5
4 2
Text Reference
3
6
1 7
8
9
10
11
12
13
110 Implement Valve This illustration shows a side view of the implement control valve out of the loader frame. The following components can be seen in this view: - Pilot accumulator (1)
- Pilot pressure reducing valve (8)
- Ride control balance solenoid valve (2)
- Balance valve (ride control) (9)
- Rod end solenoid valve (ride control) (3)
- Lower pilot valve housing (10)
- Line relief valve (4)
- Lower solenoid valve (11)
- Tilt antidrift valve (5)
- Tilt back pilot valve housing (12)
- Signal relief valve (6)
- Tilt back solenoid valve (13)
- Signal duplication valve (7)
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Text Reference
MARGIN RELIEF VALVE Load Sensing Signal
From Pump
To Tank 111
Margin Relief Valve The margin relief valve maintains a difference between the load sensing pressure and the pump supply oil pressure of 3000 kPa (435 psi). When an implement movement has stopped, the spool in the main control valve returns to the HOLD position. At this time, the load sensing signal pressure from the implement circuit to the pump control valve goes to approximately zero. Since the pump has not destroked, any pump supply pressure flowing into the margin relief valve that is above the setting of the margin relief valve will be relieved to tank.
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Text Reference
PRESSURE REDUCING VALVE BELOW 3445 kPa (500 psi)
Spool
Orifice
Spring Spring Cavity
Ball Seat Retainer
Spring
Spring Cavity
Adjustment Screw
To Pilot Accumulator
From Implement Hydraulic Tank Pump
112
Pressure Reducing Valve - BELOW THE ADJUSTED SETTING The pressure reducing valve regulates the oil pressure in the pilot system. The pilot oil from the implement pump flows into the valve through the holes in the spool to the center of the spool. Then, the regulated oil flows out of the left end of the reducing valve to the pilot accumulator. Also, the pilot oil flows through the orifice into the left spring cavity. The force of the oil pressure acting on the ball is not sufficient to override the force of the right spring. The spring on the right holds the ball on the seat. When the oil pressure flowing into the valve is below 3445 kPa (500 psi), the spool blocks the flow of any pilot oil to the hydraulic tank. NOTE: For adjustment procedures for the pressure reducing valve, refer to the Service Manual module (RENR8878) "Troubleshooting Testing and Adjusting 950H and 962H Wheel Loaders and IT62H Integrated Toolcarriers Electrohydraulic System. Pilot Pressure to the Main Control Valve - Check."
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Text Reference
PRESSURE REDUCING VALVE ABOVE 3445 kPa (500 psi) Spool
Orifice
Spring Spring Cavity
Seat
Ball Retainer
Spring
Spring Cavity
Adjustment Screw
To Pilot Accumulator
From Implement Hydraulic Tank Pump
113
Pressure Reducing Valve - ABOVE THE ADJUSTED SETTING As the oil pressure from the implement pump increases, the reducing valve will regulate the pressure in the pilot system. The following steps occur to regulate the oil to the adjusted pressure. The pilot oil flows into the center of the spool through the holes in the spool to the pilot accumulator and the hydraulic lockout solenoid. When the solenoid valve is energized and one or more of the control levers are moved, the pressure in the pilot system will increase above the adjusted pressure of the reducing valve. The oil flows through the orifice into the spring cavity. The oil pressure rises above the adjusted setting and and the force of the oil pressure overrides the force of the spring. The ball and retainer is moved off the seat. The oil in the spring cavity to the right is allowed to flow to the hydraulic tank. The force of the oil pressure is greater than the force of the left spring allowing the spool to override the spring. The spool moves and blocks the oil supply from the implement pump. The spool shifts to the right to allow the groove in the spool to clear the hydraulic tank passage. Sufficient oil flows from the pilot system through the passage to the hydraulic tank regulating the pilot pressure to the adjusted setting.
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Text Reference
1 2
3
114
Load Sensing Pressure Tap The load sensing pressure tap (1) is located on the right side of the machine at the articulation hitch. This pressure tap is used to measure the load sensing pressure between the pump control valve and the signal duplication valve. Also shown is the upper hitch pin (2) and the right side steering cylinder rod end pin (3).
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Text Reference
1
2 3
4
5 6 7
8
9
10
11
115
The following components are located on the implement control valve: 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11.
Head end solenoid valve (ride control) Hydraulic lockout valve Margin relief valve Lift antidrift valve Line relief valve (rod end) Dump pilot valve housing Dump solenoid valve Raise solenoid valve Raise pilot valve housing Ride control relief valve Pilot check valve
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1
2
3
116 The following components can be seen from the left rear of the control valve: - Tilt pressure compensator valve (1) - Tilt pressure compensator valve (2) - Head end solenoid valve (ride control) (3)
Text Reference
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Text Reference
1 2 4 117
3
5
2
1
118 3
This illustration shows a transparent view of the inlet manifold on the implement control valve. The signal relief valve (1) limits the signal pressure to the load sensing spool which controls the maximum pump system pressure. The signal duplication valve (3) duplicates the true load signal received from the work port. The orifice (2) is used to stabilize the duplicated load sensing signal that is being directed to the tops of the pressure compensator spools and the load sensing spool in the pump control valve. Also shown are the implement control valve return to the hydraulic tank (4) and the implement control valve inlet (5).
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Text Reference
SIGNAL DUPLICATION VALVE From Resolver Network
From Pump Supply
To Pump Control and Pressure Compensator Valve
119
Signal Duplication Valve The work port pressure pushes on the right end of the signal duplication valve spool pushing it to the left. When the spool shifts left, a passage allowing pump delivery pressure to enter the outer chamber is opened. At the same time, the drain passage to the hydraulic tank is closed. Pump delivery pressure enters the center passage of the signal duplication valve spool through an orifice and pump delivery pressure pressurizes the center passage of the signal duplication valve. The pressurization of the center passage creates the duplicated work port pressure. The duplicated work port pressure on the left end of the signal duplication valve spool moves the spool to the right. When the signal duplication valve spool moves to the right, the passage for pump delivery pressure partially closes and the drain passage partially opens. The duplicated work port pressure on the left end of the signal duplication valve spool is reduced. True load signal pressure on the right end moves the signal duplication valve spool to the left until the work port pressure and the duplicated work port pressure is equal. The duplicated load sensing signal pressure is sent from the left end of the signal duplication valve spool into the load sensing signal network.
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Text Reference
SIGNAL RELIEF VALVE
BELOW ADJUSTED PRESSURE SETTING To Pressure Compensator Valves
Signal Duplication Valve
Choke Check Valve
Seat
Adjustment Screw
Tank
Spring
Poppet
To Pump Control Valve
120
Signal Relief Valve - BELOW ADJUSTED PRESSURE SETTING When the machine is under a load condition, the signal relief valve operates in the following manner. From the signal duplication valve, the duplicated load sensing signal flows through the orifice in two directions. One direction flows to the pressure compensator valve in each control valve section. The second path flows as a load sensing signal to the signal relief valve, through the choke check valve, and to the pump control valve. In the signal relief valve, load sensing signal oil enters the signal relief valve on the left end. The spring force of the spring being greater than the force of the load sensing signal the poppet is held against the seat.
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Text Reference
SIGNAL RELIEF VALVE
ABOVE ADJUSTED PRESSURE SETTING
To Pressure Compensator Valves
Signal Duplication Valve
Choke Check Valve
Seat
Adjustment Screw
Tank
Poppet
Spring
To Pump Control Valve
121
Signal Relief Valve - ABOVE ADJUSTED PRESSURE SETTING When the key for heavy lift is activated or a travel operation is performed, the high/low signal pressure solenoid valve is energized by the machine electronic control module. When the solenoid is energized, the duplicated load sensing signal oil from the signal duplication valve is blocked from flowing to the low pressure relief valve. The duplicated load sensing signal oil is directed to the high pressure signal relief valve. The high pressure signal relief valve functions the same as the low pressure signal relief valve. As a result, the load sensing signal pressure oil is maintained at the specified pressure setting of the high pressure signal relief valve.
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Text Reference
LINE RELIEF VALVE BELOW RELIEF SETTING
From Implement Cylinders Seat
Shoulder Area
Sleeve
Inner Spring Spool
Outer Spring
Spring
Poppet
122
Line Relief Valve - BELOW RELIEF SETTING When the control valves for the cylinders are in the NEUTRAL position, spring force on the poppet and the inner and outer springs to the right of the piston keep the piston moved to the left in the CLOSED position. When an external force acts on one end of the cylinder, the oil pressure increases on the opposite end of the cylinder. The oil pressure also increases in the passage of the line relief valve that is connected to the cylinder. The line relief valves limit the maximum cylinder pressure. The high pressure between the cylinder and the main control valve pressurizes the line relief valve. The pressure oil flows in the center passage of the piston into the inner spring and outer spring chamber. During normal conditions, the oil pressure is lower than the line relief valve pressure setting and the valve remains in the CLOSED position by the force of the spring on the poppet. The oil pressure in the inner spring chamber and the passage to the cylinder are equal. The surface area of the right side of the piston is larger than the area on the left side of the piston.
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Text Reference
With equal oil pressure on both sides of the piston, the spring force of the inner spring and outer spring assist in keeping the piston seated. Therefore, the force on the right side is greater than the force on the left side and the piston remains seated to the left. The pressure oil does not flow to the return passages and to the hydraulic tank.
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Text Reference
LINE RELIEF VALVE ABOVE RELIEF SETTING
From Implement Cylinders Seat
Shoulder Area
Sleeve
Inner Spring Spool
Outer Spring
Spring
Poppet
123
Line Relief Valve - ABOVE RELIEF SETTING When the high oil pressure in the passage between the main control valve and the cylinder exceeds the line relief valve setting, the line relief valve overcomes the force of the spring on the poppet. The reduced pressurized oil in the spring chamber flows into the poppet chamber and the low pressure oil from there flows into the return passages within the valve and returns to the hydraulic tank. At the same time, the high pressure oil in the passage to the cylinder pushes the piston to the right overcoming the force of the inner spring and outer spring until the piston come in contact with the left end of the valve. At this time, the high pressure oil also flows through the opening in the seat to the return passages and back to the hydraulic tank. When the high pressure oil in the passage between the cylinder and the main control valve reach the specified pressure setting of the line relief valve, the spring force on the poppet moves the poppet to the left seating the poppet. With the poppet seated, the oil pressure in the spring chamber will raise to be equal to that of the main passage. With the oil pressure in the spring chamber equal to that of the main passage pressure, the spring force of the inner spring and outer spring will move the piston to the left blocking the oil flow through the opening in the seat.
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Text Reference
LINE RELIEF VALVE MAKEUP FUNCTION
To Implement Cylinders Seat
Shoulder Area
Sleeve
Inner Spring Spool
Outer Spring
Spring
Poppet
124
Line Relief Valve - MAKEUP FUNCTION When oil from one end of the cylinder is discharged through the line relief valve, a vacuum condition is created on the opposite end of the cylinder. Makeup oil is needed to prevent the vacuum condition in the cylinder. Also, during the operation of the machine in certain conditions, it is possible to create a vacuum condition on one end of the cylinder. When the vacuum condition occurs on the end of the cylinder, that vacuum also occurs in the spring chamber of the line relief valve. At this point, the return oil is now at a higher pressure than the oil in the passage between the cylinder and the main control valve. When this occurs, the higher pressure return oil flows through the return passage into the poppet chamber. The return oil pressure works with the spring acting on the poppet, keeping it seated to the left. Simultaneously, the return oil pushes on the shoulder area of the sleeve pushing it to the right. When the sleeve moves to the right, the piston also moves to the right. However, as the sleeve moves to the right, a passage opens between the return passage to the hydraulic tank and to the passage to the cylinder. Return oil flows from the return passage into the main passage in order to remove the vacuum condition in the cylinder.
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1
2 3
4
6
Text Reference
5
8
7
9
125
This illustration shows the lift section of the implement control valve with the lift body section in transparency. The following is a list of components that are in the interior of the valve. - Pressure compensator valve (1) - Load check spool (2) - Load check spool spring (3) - Check valve (ride control) (4) - Lift antidrift valve (5) - Lower solenoid valve (6) - Lift resolver valve (7) - Lift stem (8) - Raise solenoid valve (9)
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Text Reference
QUICK COUPLER Manual Valve
PIN CYLINDER EXTENDED AND LOCKED Quick Coupler Valve Frame Manual Valve
Pilot Operated Check Valve
From Brake Accumulator Quick Coupler Solenoid Valve Hydraulic Tank
Quick Coupler Solenoid Valve
Quick Coupler Pin Cylinder
Manual Valve
Manual Valve
PIN CYLINDER RETRACTED
Quick Coupler Valve Frame Manual Valve
Pilot Operated Check Valve
From Brake Accumulator
Hydraulic Tank
Quick Coupler Solenoid Valve
Quick Coupler Solenoid Valve
Manual Valve
Quick Coupler Pin Cylinder
126
Quick Coupler System The quick coupler gives the machine the ability to change work tools. The quick coupler is standard on the IT62H Integrated Toolcarrier and is optional on the 950H/962H Wheel Loaders. In the illustration above, the top schematic shows the pin cylinder extended and locked with the manual valves. With the manual valves in the LOCKED position, the oil at both ends of the cylinder is blocked. The bottom schematic shows the cylinder retracted. The pins clear the work tool and the work tool can be removed and another work tool can be installed. When the quick coupler switch in the cab is activated, current is sent to the quick coupler solenoid valve. Oil from the brake accumulator flows through the solenoid valve past the manual valve to the rod end of the pin cylinder. At the same time, the oil flows to the pilot port of the pilot operated check valve located on the cylinder. The pressure applied to the check valve will allow the oil in the head end of the cylinder to flow back through the check valve.
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Text Reference
1 2 3
127
128
4
The quick coupler system on the IT62H Integrated Toolcarrier allows the operator to change the work tools without leaving the cab. The upper illustration shows the quick coupler manifold (1) with the solenoid valve (2) and the center valve (3). The manifold is located in the loader frame on the left side at the articulation hitch. The cylinder (4) for the quick coupler locking pins is located in the coupler frame.
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Text Reference
QUICK COUPLER ELECTRICAL DIAGRAM
Power Buss
10 A
168-GN
2 5
614-PU 200-BK
1 3 4 6
P976-BN 200-BK
A B C
779-WH 200-BK
129
7 8 9
Quick Coupler Switch
Quick Coupler Solenoid Valve
130
The upper illustration shows the electrical diagram for the quick coupler. The lower illustration shows the location of the quick coupler switch (arrow).
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Text Reference
STEERING SYSTEM COMPONENTS HAND METERING UNIT
Secondary Steering Diverter Valve Steering Pump
Hand Metering Unit
Hydraulic Tank
Neutralizer Valves
Steering Orifices Secondary Steering Steering Pump and Motor Cylinder Control Valve
131
HAND METERING UNIT (HMU) STEERING SYSTEM This illustration shows the location of the components for the standard HMU steering system for the 950H, the 962H Wheel Loader, and the IT62H Integrated Toolcarriers. The following is a list of the components: - Hydraulic tank - Steering pump - Steering control valve - Secondary steering diverter valve - Hand Metering Unit - Neutralizer valves - Secondary steering pump and motor - Steering cylinder - Orifices
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Text Reference
STEERING SYSTEM BLOCK DIAGRAM HOLD
Hand Metering Unit
Neutralizer Valve
Check Valve Steering Pump
Neutralizer Valve
Secondary Steering Diverter Valve
Steering Cylinders
Orifices Steering Control Valve
Tank
Secondary Steering Pump and Motor (Optional)
132
This diagram shows the components and oil flow for the 950H/962H standard steering system. The primary steering system is made up of two basic circuits: main circuit and pilot circuit. The steering system includes a third circuit if the 950H/962H is equipped with the optional secondary steering system. The main steering circuit consists of the steering pump, the steering control valve, the steering cylinders, and the hydraulic oil tank. The variable displacement piston steering pump draws oil from the tank and sends flow to the steering control valve. The steering pilot circuit consists of the metering pump, a check valve, and two neutralizer valves. The supply oil is ported through an orifice to the steering pilot circuit. When the steering wheel is moved to the left or right, the metering pump sends pilot oil through the respective neutralizer valve to the selector spool and directional stem in the steering control valve. The pilot oil moves the directional spool and directs pump supply oil to the steering cylinders.
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Text Reference
This diagram shows the system in the HOLD position. The steering supply oil to the steering cylinders is blocked. The optional secondary steering system consists of the secondary steering pump/electric motor and the secondary steering valve. The secondary diverter steering valve contains two check valves, the primary steering pressure switch, and the secondary steering pressure switch. Also, the secondary steering system includes an intermediate relay to run the electric motor. The relay receives current from the Power Train ECM to enable the relay. When the relay is engaged, battery voltage flows to the electric motor.
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Text Reference
2
3 4
5
1 10
6
7 9
8
133
This illustration shows the location of the steering components (with the secondary steering attachments) that are located in the rear frame (1). - Hydraulic tank (2) -Hand Metering Unit (3) - Steering pump (4) - Neutralizer valves and orifices (5) - Steering control valve (6) - Steering cylinders (7) - Secondary steering pump and motor (8) - Secondary steering diverter valve and pressure switches (9) - Secondary steering pump relay (10)
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Text Reference
1 2
4 5
3
134
Steering Pump The steering pump (2) for the 950H and the 962H Wheel Loader is a variable displacement piston pump. The steering pump is equipped with a pump control valve (3). The pump control valve is equipped with both the flow compensator valve (4) and the high pressure cutoff valve (5). Also shown is the implement pump (1).
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Text Reference
STEERING PUMP ENGINE OFF
Signal From HMU
Pump Output Large Actuator
Swashplate
Drive Shaft Flow Compensator (Margin Spool)
Pressure Compensator (High Pressure Cutoff)
Small Actuator and Bias Spring Piston and Barrel Assembly
135
Steering Pump - ENGINE OFF This illustration shows a sectional view of the steering pump and pump control valve. The major components are shown. When the engine is in the OFF position, bias spring force holds the swashplate at maximum angle. Also, the spring force on the flow compensator and the pressure compensator spools keep both the spools in the pump control valve downward against the plugs.
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Text Reference
STEERING PUMP Signal From HMU
LOW PRESSURE STANDBY Pump Output Large Actuator Piston Large Actuator
Swashplate
Spring
Drive Shaft Flow Compensator
Pressure Compensator
Small Actuator and Bias Spring Piston and Barrel Assembly
136 Steering Pump - LOW PRESSURE STANDBY This illustration shows the steering pump in LOW PRESSURE STANDBY. When there is no demand for steering system oil, the pump goes to LOW PRESSURE STANDBY. At that position, the pump produces a sufficient amount of flow to compensate for internal leakage and to maintain sufficient pressure to ensure instantaneous response when the signal from the HMU commands steering oil flow. At STANDBY, no load sensing pressure signal is detected at the flow compensator spool. Pump supply oil pushes the flow compensator spool up and system pressure is then directed into the large actuator piston. The large actuator piston moves the swashplate towards minimum angle until the cross-drilled hole in the large actuator piston opens to case drain. At this point, the pressure inside the piston decreases and the pump stops destroking. The pump will supply sufficient flow to maintain the standby pressure and to compensate for internal leakage. NOTE: LOW PRESSURE STANDBY is more than margin pressure because of the higher back pressure the blocked oil at the closed-center valves creates when all of the control valves are in NEUTRAL. The pump supply oil pushes the margin spool up to further compress the margin spring. More supply oil goes to the large actuator piston and flows through the cross-drilled hole in the stem to the pump case.
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Text Reference
STEERING PUMP UPSTROKE
Signal From HMU
Pump Output Large Actuator
Swashplate
Spring
Drive Shaft Flow Compensator
Pressure Compensator
Small Actuator and Bias Spring Piston and Barrel Assembly
137
Steering Pump - UPSTROKE When a demand for increased oil flow in the steering system occurs, a load sensing signal is sent to the pump control valve. The load sensing signal is equal to the steering system pressure. The load sensing signal is directed to the spring chamber of the flow compensator spool. The spring force plus the load sensing signal from the HMU shifts the flow compensator spool downward. The flow compensator spool blocks oil between the pump discharge and the large actuator. The oil in the large actuator piston flows around the pressure compensator spool and the flow compensator spool to case drain. Pump system pressure plus spring force on the small actuator piston moves the pump swashplate toward maximum angle to increase pump flow. As pump flow increases, system pressure will also increase. When system pressure increases to 2400 kPa (350 psi) more than the load sensing signal from the control valve, the flow compensator spool starts to move upward. The center land on the margin spool reaches a balance point where flow is metered to and from the large actuator piston. At this point, flow from the pump remains constant until there is a change in the load sensing signal pressure from the control valve.
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Text Reference
STEERING PUMP DESTROKE
Signal From HMU
Pump Output Large Actuator
Swashplate
Spring
Drive Shaft Flow Compensator
Pressure Compensator
Small Actuator and Bias Spring Piston and Barrel Assembly
138
Steering Pump - DESTROKE This illustration shows the pump and pump control valve in the DESTROKE position. When demand for oil flow in the steering system is decreased, the signal from the HMU is decreased allowing the flow compensator spool to move upward. Oil is allowed to flow around the flow compensator spool and into the large actuator. The large actuator moves to the right and forces the swashplate toward a minimum angle.
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Text Reference
STEERING PUMP
HIGH PRESSURE STALL Signal From HMU
Pump Output Spring
Large Actuator Large Actuator Piston
Swashplate
Drive Shaft Flow Compensator
Pressure Compensator
Small Actuator and Bias Spring Piston and Barrel Assembly
139
Steering Pump - HIGH PRESSURE STALL This illustration shows the pump and pump control valve at HIGH PRESSURE STALL. When steering system pressure reaches the pressure setting of the pressure compensator, the force on the bottom of the cutoff spool will shift the cutoff spool upward. System pressure is then directed into the large actuator piston. The large actuator piston moves the swashplate towards minimum angle until the cross-drilled hole in the large actuator piston opens to case drain. When system pressure decreases to less than the pressure setting of the pressure compensator, spring force pushes the cutoff spool down and the margin spool again controls flow from the pump.
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Text Reference
4 3 1
2
5 6
7 8 9
140
Steering Control Valve The steering control valve is shown in this illustration. The steering control valve is mounted on the transmission near the articulation hitch. This illustration also shows the location of the following components: - Right neutralizer valve (1) - Left neutralizer valve (2) - Right return to tank orifice (3) - Left return to tank orifice (4) - Steering control valve (5) - Crossover relief valve (6) - Back-up relief valve (7) - System supply port (8) - System return port (9)
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Text Reference
3
4
5
2
1
141
Steering Neutralizer Valves The steering neutralizers are a plunger type valve that block the flow of pilot oil from the HMU to both the pilot spool and the direction spool. As the machine is articulating to the left and the neutralizer valve (1) meets the striker (2), then, the pusher will move inward and block the pilot oil flow to the steering control valve. The left articulation will stop. As the machine is articulating to the right and the neutralizer valve (3) meets the striker (4), the the pusher will move inward and block the pilot oil flow to the steering control valve. The right articulation will stop. Also shown is the location of the neutralizer drain orifices (5).
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Text Reference
LESS THAN MAXIMUM TURN
Orifice
To Steering Control Valve
NEUTRALIZER VALVE
From HMU Spring
To Tank
Valve Spool
MAXIMUM TURN
Center Passage
Orifice
To Steering Control Valve
From HMU Spring
To Tank
Valve Spool
Center Passage
142
This illustration shows a sectional view of the neutralizer valve. During a less that maximum turn, oil from the HMU flows through the valve to the end of the selector spool in the steering control valve. When the striker comes in contact with the neutralizer valve, the valve spool shifts and oil flow to the steering control valve is blocked. Steering pilot oil flows back through the orifice in center passage in the spool to drain. The centering springs in the steering control valve return the spool to the HOLD position and steering supply oil to the steering cylinders is blocked. The machine will stop articulating until the steering wheel is turned in the opposite direction.
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Text Reference
STEERING SYSTEM HOLD
Right Neutralizer Valve
Left Neutralizer Valve
Selector Spool
Crossover Relief Valve
Steering Pump Secondary Steering Diverter Valve Orifices
Hand Metering Unit
Secondary Steering Pump and Motor
Flow Control Orifice
Back-up Relief Valve
Directional Spool
Mechanical Linkage
143
HMU Steering System - HOLD When the engine is running and the steering system is in HOLD, oil is drawn from the hydraulic tank by the steering pump. The oil flows past the secondary steering diverter valve to the back-up relief valve and the directional stem in the steering control valve. Also, the oil flows through the flow control orifice to the hand metering unit. At this time, the oil is blocked from flowing through the HMU. With the HMU in the center position, a small amount of oil then flows through the orifice and back to the hydraulic tank. The HMU and the steering pump are connected by a signal line. A sense of change in the signal pressure at the HMU will send a reflected change in signal pressure to the pump control valve demanding a change in the output flow of the steering pump. If the pressure of the signal oil decreases, the steering pump will destroke. If the pressure of the signal oil increases, the steering pump will upstroke. In the HOLD position, the flow of pressure oil from the steering pump to the steering cylinders is blocked at the directional stem in the steering control valve. In the HOLD condition, there is no signal pressure sensed at the compensator valve on the steering pump. The steering pump goes to the LOW PRESSURE STANDBY position.
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Text Reference
In LOW PRESSURE STANDBY, the pump supplies an adequate amount of flow to compensate for any system leakage and to maintain sufficient system pressure to provide instantaneous response when the steering wheel is turned.
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Text Reference
STEERING SYSTEM
Steering Cylinders
GRADUAL LEFT TURN
Right Neutralizer Valve
Left Neutralizer Valve
Selector Spool
Crossover Relief Valve
Steering Pump Secondary Steering Diverter Valve Orifices
Hand Metering Unit
Secondary Steering Pump and Motor
Flow Control Orifice
Back-up Relief Valve
Directional Spool
Mechanical Linkage
144
HMU Steering System - GRADUAL LEFT TURN During a GRADUAL LEFT TURN with the engine running, the steering pump sends supply oil past the secondary steering diverter valve to the steering control valve and the hand metering unit. When the steering wheel is turned counterclockwise to make a LEFT TURN, pilot oil from the hand metering unit flows past the left neutralizer valve to the steering control valve to the selector spool. The selector spool shifts down, and oil flows to the end of the directional stem. The directional stem shifts down against the force of the centering spring. When the directional stem moves down, main steering pump oil flows through the directional stem to the rod end of the left steering cylinder and the head end of the right steering cylinder. At the same time that oil flows into the two steering cylinders, return oil flows from the head end of the left steering cylinder and the rod end of the right steering cylinder through the directional stem and back to the hydraulic tank. The machine articulates to the left for a left turn.
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Text Reference
STEERING SYSTEM FULL LEFT TURN (STEERING NEUTRALIZED)
Right Neutralizer Valve
Left Neutralizer Valve
Selector Spool
Steering Cylinders
Crossover Relief Valve
Steering Pump Secondary Steering Diverter Valve Orifices
Hand Metering Unit
Secondary Steering Pump and Motor
Flow Control Orifice
Back-up Relief Valve
Directional Spool
Mechanical Linkage
145
HMU Steering System - FULL LEFT TURN WITH STEERING NEUTRALIZED During a FULL LEFT TURN with the engine running, the left striker contacts the left neutralizer valve. The neutralizer valve moves to the CLOSED position, and oil flow from the hand metering unit to the steering control valve is blocked at the left neutralizer valve. The steering selector spool and the steering directional stem return to the CENTER position. Flow to the steering cylinders is blocked at the directional stem in the steering control valve, and the machine stops turning. The neutralizer valves prevent the machine loader frame from contacting the machine rear frame when articulating fully to the right or left.
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Text Reference
1 2 5 6
3
7 4
146
Secondary Steering System This illustration shows the location of the secondary steering components in the rear frame. If the steering pump or the engine fails, the primary pressure switch will sense the low pressure in the steering system. The primary steering pressure switch closes and sends a signal to the monitoring system which causes a Category 3 Warning to occur. After a one second delay, the transmission electronic control module energizes the intermediate relay (2) for the secondary steering pump and the electric motor actuates. At the same time, the secondary steering indicator on the monitoring system display turns ON. The secondary steering pump (3) draws oil from the hydraulic tank. The oil then flows to the secondary steering diverter valve (4), which causes the check valve in the hydraulic line from the steering pump to close and the check valve in the hydraulic line from the secondary steering pump to open. The closed check valve prevents pressure oil from flowing to the steering pump. Oil from the secondary steering pump flows past the secondary steering valve to the steering control valve (1) and the metering pump (HMU) or the pilot control valve (CCS).
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Text Reference
Pilot oil from the metering pump flows past the left neutralizer valve and moves the steering selector spool. The oil then flows through the steering selector spool and moves the directional spool, allowing the pressure oil from the secondary steering pump to flow to the rod end of the left steering cylinder (6) and to the head end of the right steering cylinder (7). NOTE: The secondary steering pump does not produce the same amount of flow as the main steering system pump. Secondary steering operations are reduced compared to normal operation. Secondary steering provides a method to steer the machine to a safe location if a failure occurs in the primary steering system or in the engine.
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2
Text Reference
3 6
1 8
147
7
5 4
148
The upper illustration shows the components of the secondary steering diverter valve (1). The secondary steering diverter valve directs oil from the secondary steering oil to the steering control valve when the primary pressure switch (3) senses a loss of oil pressure in the primary steering system and the drive shaft speed is greater than 50 mph. The primary pressure switch sends a signal to the Power Train ECM and the ECM enables the secondary steering pump motor. The lower illustration shows the location of the secondary steering alert indicator (arrow).
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Text Reference
When the engine is running and the steering pump is supplying oil to the steering system, oil flows into the diverter valve through the line (6) and oil flows over the check valve (5) through the line (8) to the steering control valve (not shown). At this time, the oil pressure in the primary steering system holds the check valve (4) against the seat. When the primary steering pressure switch senses a loss of oil pressure in the primary system, the secondary system is initiated. At this time, the primary pressure switch closes and illuminates the primary steering warning LED. Oil flows into the diverter valve through the line (7) (behind the pressure switch), over the check valve (4) and out to the steering control valve through the line (8). At this time, the check valve (5) is seated. When the Power Train ECM enables the secondary steering pump motor, the secondary pressure switch (2) measures the oil pressure in the secondary steering system and sends a signal to illuminate the secondary steering alert indicator.
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Text Reference
STEERING SYSTEM
GRADUAL LEFT TURN / SECONDARY STEERING
Right Neutralizer Valve
Left Neutralizer Valve
Selector Spool
Steering Cylinders
Crossover Relief Valve
Steering Pump Secondary Steering Diverter Valve Orifices
Hand Metering Unit
Secondary Steering Pump and Motor
Flow Control Orifice
Back-up Relief Valve
Directional Spool
Mechanical Linkage
149
Secondary Steering System - GRADUAL LEFT TURN If the steering pump or the engine fails, the primary pressure switch will sense the low pressure in the steering system. The primary steering pressure switch closes and sends a signal to the monitoring system which causes a Category 3 Warning to occur. After a one second delay, the Power Train ECM energizes the intermediate relay for the secondary steering pump and the electric motor is energized. At the same time, the secondary steering indicator on the monitoring system display illuminates. The secondary steering pump draws oil from the hydraulic tank. The oil then flows to the secondary steering valve, which causes the check valve in the hydraulic line from the steering pump to close and the check valve in the hydraulic line from the secondary steering pump to open. The closed check valve prevents pressure oil from flowing to the steering pump.
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Text Reference
Oil from the secondary steering pump flows past the secondary steering valve to the steering control valve and the hand metering unit. Pilot oil from the hand metering unit flows past the left neutralizer valve and moves the steering selector spool. The oil then flows through the steering selector spool and moves the directional spool, allowing the secondary steering oil to flow to the rod end of the left steering cylinder and to the head end of the right steering cylinder. NOTE: The secondary steering pump does not produce the same amount of flow as the main steering system pump. Secondary steering operations are reduced compared to normal operation. Secondary steering provides a method to steer the machine to a safe location if a failure occurs in the primary steering system or in the engine.
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Text Reference
STEERING SYSTEM COMPONENTS COMMAND CONTROL STEERING
Steering Pump Steering Pilot Valve
Hydraulic Tank
Neutralizer Valves Steering Screened Secondary Steering Secondary Steering Steering and Cylinder Control Valve Orifice Manifold Quad Check Valves Diverter Valve Pump and Motor
150
COMMAND CONTROL STEERING (CCS) SYSTEM This illustration shows the location of the components for the optional Command Control Steering (CCS) system for the 950H and the 962H Wheel Loaders. - Steering pump - Hydraulic tank - Steering pilot valve - Neutralizer valves and quad check valves - Steering control valve - Steering cylinders - Secondary steering diverter valve - Secondary steering pump and motor
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Text Reference
COMMAND CONTROL STEERING HYDRAULIC SYSTEM
From Implement Control Valve
Pilot Control Valve Quad Check Valve
Shuttle Valve
Neutralizer Valve Neutralizer Valve Steering Control Valve
Steering Pump
Screened Orifice Manifold
Steering Cylinders
151
This diagram shows the components and oil flow for the 950H/962H Command Control Steering system. The primary steering system is made up of two basic circuits: the main circuit and the pilot circuit. The steering system includes a third circuit if the 950H/962H is equipped with the optional secondary steering system. The main steering circuit consists of: the steering pump, the steering control valve, the steering cylinders, the back-up relief valve, and the hydraulic oil tank. The variable displacement piston steering pump draws oil (green) from the tank and sends flow (red) to the steering control valve. The steering valve is equipped with a directional spool which directs oil to the head end of one steering cylinder and to the head end of the other steering cylinder for machine articulation. Also, the steering control valve sends load sensing oil (green) to the pump control valve on the steering pump to control upstroking and destroking. This diagram shows the system in the HOLD position. The oil (blue) to the steering cylinders is blocked.
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Text Reference
The steering pilot circuit consists of: the steering pilot control valve, the steering quad check valve, the screened orifice manifold, and two neutralizer valves. The pilot system supply oil comes from the implement control valve. When the steering wheel is moved to the left or right, the steering pilot control valve supplies oil through the quad check valve. Then, oil flows through the respective neutralizer valve to the end of the respective directional spool in the steering control valve. The directional spool directs pump supply oil to the correct ends of the steering cylinders. The optional secondary steering system (not shown) consists of: the secondary steering pump and motor and the secondary steering valve. The secondary steering valve contains two check valves, the primary steering pressure switch, and the secondary steering pressure switch.
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Text Reference
QUAD CHECK VALVE LEFT TURN
Check Valves
From Pilot Control Valve
Lower Setting Higher Setting To Main Control Valve
152
Quad Check Valve This graphic shows the position of the quad check valve during a left turn. Oil flows from the steering pilot control valve through one side of the quad check valve. The quad check valve consists of four check valves in two sets of two valves each. In each set of two valves, one check valve has a higher cracking pressure than the other valve. One set of check valves are for left turns and the other set of check valves are for right turns. The purpose of the steering quad check valve is to provide an alternative path for pilot oil returning from the non-activated side of the main control valve spool. The normal path for this oil returning to the tank is through the screened orifice manifold (not shown). The check valves with the lower setting prevent return oil from the non-activated spool end to flow through the quad check valve back to the steering pilot valve and to the tank. If the normal path for return pilot oil is blocked in the screened orifice manifold, the return oil will unseat the check valves with the higher setting and allow the oil to return through the steering pilot valve to the tank.
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Text Reference
1
153 5 4 2
3
6 7
154
Steering Pilot Valve The Command Control Steering (CCS) pilot control valve (1) is identical to the valve used on the "G" Series II machines. The steering pilot control valve consists of the directional control valve section and the pressure regulating valve section. Also shown is the pilot oil pressure tap (2) and the neutral pilot pressure (3). The neutral pilot pressure is adjusted with the adjustment screw (4). Also shown in the upper illustration is the quad check valve assembly (5). In the Command Control System (CCS) on the "H" Series machines, the pilot oil flows to the pilot control valve through the hose (6) that is connected to the implement control valve in the front frame, as shown. Also shown in the lower illustration is the pilot accumulator (7).
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Text Reference
STEERING PILOT VALVE NO TURN
A
To Steering Control Valve To Steering Control Valve
To Steering Control Valve
Pilot Oil Ports
Input Shaft Connected To Steering Wheel
Directional Control Valve
A
To Steering Control Valve
Cam Plunger Regulating Spring
From Implement Control Valve Pressure Regulating Valve
Body Piston
To Hydraulic Tank
From Implement Control Valve
Adjustment Screw
Directional Control Valve
Section A-A
155
Steering Pilot Valve - NO TURN This illustration shows the components in the steering pilot valve. When the input shaft that is connected to the steering wheel is in the NO TURN position, the flow of pilot oil through the steering pilot valve is blocked by the pressure regulating valve.
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Text Reference
STEERING PILOT VALVE RIGHT TURN
To Steering Control Valve
A
To Steering Control Valve
To Steering Control Valve
Pilot Oil Ports
Input Shaft Connected To Steering Wheel
Directional Control Valve
A
To Steering Control Valve
Cam Plunger
Orifice Regulating Spring
From Implement Control Valve Pressure Regulating Valve
Body Piston
To Hydraulic Tank
From Implement Control Valve
Adjustment Screw
Directional Control Valve
Section A-A
156
Steering Pilot Valve - RIGHT TURN When the steering wheel is turned to the right, the steering wheel causes rotation of the steering column, the steering shaft, the input shaft, the cam, and the directional control valve. The cam moves the plunger against the spring and the pressure regulating valve spool. Pilot oil from the pump flows between the pressure regulating valve spool and the valve body, which function as an orifice. As the regulating valve moves down, the size of the orifice increases. The larger orifice creates a smaller pressure drop which increases the pressure of the pilot oil to the directional control valve. Also, the pilot oil flows through the orifice in the pressure regulating valve. The force of the pilot oil pressure between the piston and the regulating valve pushes up the regulating valve against the spring. The flow of the pilot oil is proportional to the downward movement pressure regulating valve spool. The pilot pressure controls the steering speed. Increasing the flow of pilot oil between the body and the pressure regulating valve will increase the steering cycle time.
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Text Reference
As the steering wheel is rotated, the directional control valve also rotates. This movement allows pilot oil from the pressure regulating valve to flow through the directional control valve port through the quad check valve to the neutralizer valve and the steering control valve directional spool. When the pilot pressure moves the steering control valve directional spool to the RIGHT TURN position, the steering control valve directs main pump oil to the head end of the left steering cylinder and the rod end of the right steering cylinder. The machine articulates to the right. When the steering wheel is returned to the CENTER position, the flow of pilot oil to the steering control valve directional spool is blocked. The centering spring in the steering control valve moves the directional spool to the neutral position and the machine stops articulating. NOTE: The machine turning speed depends on the rotational position of the steering wheel. The farther the steering wheel is turned, the faster the machine will turn. The turning speed of the machine does not depend on how fast the steering wheel is turned.
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Text Reference
STEERING HYDRAULIC SYSTEM (CCS) HOLD
Pump Group To Implement Circuit
Steering Cylinders
From Implement Circuit
From Implement Circuit
Cylinder Crossover Relief Valve
Steering Pilot Valve
Shuttle Valve
From Resolver Network
Makeup Ball Check Valves
Screened Orifice Manifold Quad Check Valve
Directional Spool
Neutralizer Valves Pressure Reducing Valve Secondary Steering Pump and Motor
Back-up Relief Valve
Shuttle Valve
M
Steering Control Valve
Secondary Steering Diverter Valve From Implement Control Valve
157
Steering System - HOLD This illustration shows the optional Command Control Steering (CCS) schematic in the HOLD position. When the engine is running and the steering system is in HOLD, oil is drawn from the hydraulic tank by the steering pump. The oil flows past the secondary steering diverter valve to the back-up relief valve and is blocked at the directional stem in the steering control valve. Also, the oil flows through the pressure relief valve. At this time, the pressure setting of the reducing valve is lower than the pressure of the pilot oil. The pilot oil pressure shifts the shuttle valve to the right, blocks the oil from the steering control valve at the shuttle valve, and pilot oil flows to the steering pilot valve. The pilot oil is blocked at the steering pilot valve. The signal pressure sensed at the pump control valve on the steering pump is same as the blocked oil at the right and left steering cylinders. The steering pump will be upstroked to the signal demanded at the pump control valve.
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Text Reference
STEERING HYDRAULIC SYSTEM GRADUAL LEFT TURN
Pump Group To Implement Circuit
Steering Cylinders
From Implement Circuit
From Implement Circuit
Cylinder Crossover Relief Valve
Steering Pilot Valve
From Resolver Network
Shuttle Valve
Makeup Ball Check Valves
Screened Orifice Manifold Quad Check Valve
Directional Spool
Neutralizer Valves Pressure Reducing Valve Secondary Steering Pump and Motor
Back-up Relief Valve
Shuttle Valve
M
Steering Control Valve Secondary Steering Diverter Valve From Implement Control Valve
158
Steering System - GRADUAL LEFT TURN When the operator turns the steering wheel to the left, torque is transmitted through the steering column and the steering shaft to the steering pilot valve input shaft. The pilot valve located in the loader frame directs pilot oil through the quad check valve, through the neutralizer, and to the directional spool in the steering control valve. Turning the steering wheel to a greater angle from the neutral position increases the flow of pilot oil to the directional spool in the steering control valve. Increased flow of pilot oil to the steering control valve moves the directional spool further from the neutral (blocking) position and allows greater flow of steering pump oil to the steering cylinders. When the pilot oil shifts the directional spool to the LEFT TURN position, steering pump oil is sent to the head end of the right steering cylinder and to the rod end of the left steering cylinder. The machine articulates to the left for a left turn. The pressure in the steering cylinders is also sent to the shuttle valve. The cylinder pressure moves the shuttle valve up and becomes the signal pressure to the steering pump control valve. The signal pressure is sensed in the margin spool spring chamber of the control valve. The signal pressure combines with the force of the margin spring and causes the pump to UPSTROKE.
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Text Reference
The supply oil from the steering pump flows over the back-up relief valve. If the pressure exceeds 23500 kPa (3400 psi), the back-up relief valve opens and excess oil flows to the hydraulic tank. Also, the steering control valve is equipped with a pressure reducing valve. The reducing valve will supply pilot oil to the steering pilot valve if the pilot oil supply is lost. The steering control valve is also equipped with a crossover relief valve. In case of a pressure spike above 25600 kPa (3700 psi) as the machine is articulating, the crossover relief valve will open and send the excessive oil pressure to the hydraulic tank. When the machine fully articulates, the stop mounted on the loader frame contacts the neutralizer valve mounted on the rear frame. This action stops the flow of pilot oil from the pilot valve to the directional spool. The directional spool shifts to the CENTER position and the steering oil to the cylinders is blocked. Also, when the steering wheel is returned to the CENTER position, the flow of pilot oil to the directional spool is blocked. The centering spring in the steering control valve returns the directional spool to the neutral position, and the machine stops turning. The pilot valve is mounted on the front frame while the steering wheel and shaft are mounted on the rear frame. As the machine begins to turn, the shaft for the steering pilot valve begins to rotate back to the NEUTRAL position. As the shaft rotates closer to the NEUTRAL position, the turning speed of the machine is reduced due to lower pilot pressure to the steering control valve directional spool. However, the machine will continue to turn until the steering wheel returns to the CENTER position. As long as the pilot directional valve is rotated from the NEUTRAL position and the neutralizer valves are not closed, pilot oil will flow to the steering control valve directional spool. NOTE: The machine turning speed depends on the rotational position of the steering wheel. The farther the steering wheel is turned, the faster the machine will turn. The turning speed of the machine does not depend on how fast the steering wheel is rotated.
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Text Reference
BRAKE AND HYDRAULIC FAN SYSTEM COMPONENTS Brake and Hydraulic Fan Pump Hydraulic Fan Motor
Brake Pedal
Hydraulic Tank
Parking Brake Valve Service Brake Valve
Engine ECM
Hydraulic Oil Cooler
Accumulator Rear Service Charging Valve and Brakes Fan Solenoid Valve
Accumulators
Parking Brake
Front Service Brakes
159
BRAKE AND HYDRAULIC FAN SYSTEM COMPONENTS Shown are the brake and hydraulic fan system components on the 950H and 962H Wheel Loaders and the IT62H Integrated Toolcarrier. The brake system and the hydraulic fan system share the same pump and accumulator charging valve. The brake system components are: - Accumulator charging valve and hydraulic fan system solenoid valve - Brake accumulators - Service brake valve - Front and rear service brakes - Parking brake valve - Parking brake - Brake and hydraulic fan pump - Service brake pedal
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The hydraulic fan system components are: - Accumulator charging valve and hydraulic fan solenoid valve - Hydraulic fan motor - Hydraulic oil cooler - Engine Electronic Control Module (ECM) - Brake and hydraulic fan pump
Text Reference
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Text Reference
BRAKE AND HYDRAULIC FAN HYDRAULIC SYSTEM ACCUMULATORS CUT IN REDUCED FAN SPEED
Left Brake Pedal
Right Brake Pedal
Rear Service Brakes
Parking Brake Valve
Parking Brake Pressure Switch
Parking Brake Actuator
Hydraulic Fan Motor
Rear Brake Accumulator Accumulator Charging Valve and Fan Solenoid Valve
Service Brake Valve
Front Service Brakes
Parking Brake
Front Brake Accumulator
Relief Valve
Inverse Shuttle Valve Brake Pressure Switch
Fan Solenoid Valve
Cut-in Valve Cut-out Valve
Resolver Valve
Screen Priority Valve
Oil Cooler
Brake and Hydraulic Fan Pump
Filter
Pump Control Valve
Check Valve Flow Control Spool Pressure Cutoff Spool
Actuator Min Angle
Case Drain Filter
Hydraulic Tank
160 Brake And Hydraulic Fan System - CUT IN AND MINIMUM FAN SPEED This illustration shows the brake system and hydraulic fan system schematic. In the schematic, the accumulator charge pressure has dropped below 12725 kpa (1845 psi). The cut in valve is shifted to the left. The pump draws oil from the hydraulic tank and directs the flow of oil to the accumulator charging valve and the solenoid valve. When the charge pressure for the brake accumulators is below 12725 kPa (1845 psi), the cut in valve is shifted to the left, and the system oil flows to the resolver valve. Also, oil flows through the cut in valve to the cut out valve. The resolver valve allows the higher of the two pressures between the signal from the fan solenoid and from the cut in valve to flow to the flow control spool of the pump control valve. In this instance the oil from the cut in valve is at a higher pressure. The pump control valve controls the displacement of the brake and fan pump. At this time, the pump will upstroke. Also, oil flows to the lower port on the priority valve and assists the spring in shifting the priority upward and blocking the flow of oil to the fan motor. Oil also flows past the screen, past the check valve, and through the orifice to the inverse shuttle valve. The oil flowing into the inverse shuttle valve continues until both the accumulators are charged. The inverse shuttle valve maintains equal pressure between both brake accumulators. The brake system is also equipped with a relief valve to limit the brake system pressure.
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Text Reference
BRAKE AND HYDRAULIC FAN HYDRAULIC SYSTEM MINIMUM FAN SPEED AT CUT OUT
Left Brake Pedal
Right Brake Pedal
Rear Service Brakes
Parking Brake Valve
Parking Brake Pressure Switch
Parking Brake Actuator
Hydraulic Fan Motor
Rear Brake Accumulator Accumulator Charging Valve and Fan Solenoid Valve
Service Brake Valve
Front Service Brakes
Parking Brake
Front Brake Accumulator
Relief Valve
Inverse Shuttle Valve Brake Pressure Switch
Fan Solenoid Valve
Cut-in Valve Cut-out Valve
Resolver Valve
Pump Control Valve
Check Valve Screen Priority Valve
Oil Cooler
Flow Control Spool Pressure Cutoff Spool
Actuator Brake and Hydraulic Fan Pump
Filter
Min Angle
Case Drain Filter
Hydraulic Tank
161
Brake And Hydraulic Fan System - MINIMUM FAN SPEED AT CUT OUT This illustration shows the brake system and hydraulic fan system schematic. In the schematic, the accumulators are charged and the parking brake is disengaged. In the system, the pump draws oil from the hydraulic tank and directs the flow of oil to the accumulator charging valve and solenoid valve. This system is designed for the brake system to have priority over the hydraulic fan system. The supply oil has charged the accumulators to 15165 kPa (2200 psi). The cut out valve momentarily dropped downward to exhaust the oil from the right side of the cut in valve to tank. The cut in valve shifts to the right. The oil that was directed through the resolver valve as a signal to the pump control valve drops to tank level. The resolver valve shifts and the oil from the fan solenoid valve is directed to the pump control valve.
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Text Reference
The amount of oil that is flowing into the hydraulic motor is determined by the solenoid valve which feeds pressure back to the pump control valve through the load sense line. When the brake accumulators are charges (as shown), the pressure from the pump overrides the force of the priority valve spring. The priority valve opens and the supply oil is directed to the hydraulic motor. If all the key target temperatures are below the default values of the particular sensors, the fan pump will supply sufficient oil flow to rotate the hydraulic motor at minimum fan speed. The minimum fan speed is calibrated through Caterpillar Electronic Technician (ET).
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Text Reference
BRAKE AND HYDRAULIC FAN HYDRAULIC SYSTEM MAXIMUM FAN SPEED AT CUT OUT
Left Brake Pedal
Right Brake Pedal
Rear Service Brakes Front Service Brakes
Parking Brake Valve
Parking Brake Actuator
Hydraulic Fan Motor
Rear Brake Accumulator Accumulator Charging Valve and Fan Solenoid Valve
Service Brake Valve
Parking Brake Pressure Switch
Parking Brake
Front Brake Accumulator
Relief Valve
Inverse Shuttle Valve Brake Pressure Switch
Fan Solenoid Valve
Cut-in Valve Cut-out Valve
Resolver Valve
Check Valve Screen Priority Valve
Oil Cooler
Pump Control Valve Flow Control Spool Pressure Cutoff Spool
Actuator Brake and Hydraulic Fan Pump
Filter
Min Angle
Case Drain Filter
Hydraulic Tank
162
Brake and Hydraulic Fan System - MAX FAN SPEED AT CUT OUT In this illustration, the brake accumulators are charged and there is no demand for oil from the brake system. In the system, the pump draws oil from the hydraulic tank and directs the flow of oil to the accumulator charging valve and solenoid valve. With no demand by the brake system for oil, the hydraulic fan system has priority. The amount of oil that is flowing into the hydraulic motor is determined by the solenoid valve which feeds pressure back to the pump control valve through the load sense line. When the brake accumulators are charged the pressure supplied by the pump overrides the force of the priority valve spring. The priority valve opens and the supply oil is directed to the hydraulic motor. As one or more of the key target temperatures rise above the default values of the particular sensors, the current to the solenoid valve decreases. The solenoid valve shifts upward proportionally to the drop in current. The increase in oil flowing through the solenoid valve will increase the force on the flow control spool. The flow control spool shifts proportionally to the left and oil from behind the large actuator is allowed to flow to the hydraulic tank. The pump will upstroke, increase the fan speed, and move more air through the radiator group. The fan pump can supply sufficient oil flow to rotate the hydraulic motor to the maximum fan speed.
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Text Reference
The maximum fan speed is calibrated through Caterpillar Electronic Technician (ET). The maximum fan speed is controlled by the Engine ECM and calibrated through Caterpillar Electronic Technician (ET). If the current to the fan solenoid valve is interrupted, the fan solenoid valve shifts totally upward. The flow control spool shifts to the left and drains off all the oil from behind the actuator. The pump will continue to upstroke and the discharge pressure will rise until the pressure on the cutoff spool overrides the spring and the spool shifts to the right. At this time, discharge oil flows to the back of the actuator and shifts the swashplate (not shown) to minimum angle, destroking the pump.
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Text Reference
HYDRAULIC FAN SYSTEM CONTROL Caterpillar Monitoring System
Engine ECM
Cat Data Link
15 10 5
2
20 25 X100
0
MPH km/h
30
44
INPUT COMPONENTS
INPUT COMPONENTS
Hydraulic Oil Temperature Sensor
Intake Manifold Air Temperature Sensor Engine Coolant Temperature Sensor OUTPUT COMPONENT Fan Solenoid Valve
163
In the hydraulic fan system, the speed of the fan and the output of the hydraulic fan pump is directly controlled by the Engine ECM through the hydraulic fan solenoid valve. The Engine ECM interprets signals from the three sensors on the machine. Then, the Engine ECM sends a proportional current to the hydraulic fan solenoid valve. The following sensors report directly to the Engine ECM. - Air intake temperature - Engine coolant The sensor for the air intake temperature is a passive sensor that is used to measure temperature. The sensor sends an analog signal to the Engine ECM. The analog signal will increase in voltage as the temperature of the air increases. The engine coolant temperature sensor is a passive sensor that is used to measure the temperatures of liquids. The sensor sends an analog signal to the Engine ECM. The analog signal will increase in voltage as the temperature of the engine coolant increases. The hydraulic oil temperature sensor is used for the measurement of liquid temperatures. The sensor sends an analog output to the Engine ECM. The analog signal will increase in voltage as the temperature of the oil increases.
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Text Reference
When the engine is started, the hydraulic fan pump will be instructed to run at minimum fan speed. The following conditions must be met, in order to run the fan system at minimum fan speed. - The air intake temperature is below 49° C (120° F). - The hydraulic oil temperature is below 90° C (195° F). - The engine coolant temperature is below 89° C (192° F). As one or more of the sensors reads a temperature that is above the key target temperature, the Engine ECM interprets a demand for additional cooling. Then, the Engine ECM starts sending a reduced amount of current from the Engine ECM to the solenoid valve. The solenoid valve will move proportionally, in the de-energized direction. The fan pump will upstroke. The minimum speed of the fan and the maximum speed are held in the Engine ECM. The set limits for speed of the hydraulic fan can be changed through Caterpillar Electronic Technician. For additional information regarding the calibration of the hydraulic fan system, refer to the Testing and Adjusting, "Hydraulic Fan System - Test and Adjust."
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DEMAND FAN CIRCUIT
Main Display Module 2 10
Hyd Temp Sensor
GY 18 BK 18
Engine ECM
J2
Analog Temperature Sensor Return
30
Coolant Temperature Signal
13
Intake Manifold Air Temperature Cat Data Link
Ground
1 2
Signal Ground
Text Reference
BU 18 PK 18
56
43
Variable Speed Fan Control
51
Signal Ground
Engine Coolant Temperature Sensor BU 18 PK 18
1 2
Signal Ground
Intake Manifold Air Temperature Sensor
J1 Variable Speed Fan Control
1 2
YL 18 BR 18
1 2 Variable Speed Fan Solenoid
Hydraulic Oil Temperature Sensor
164
The Engine ECM receives input signals from the engine coolant temperature sensor and the intake manifold air temperature sensor. Hydraulic oil temperature sensor signals are sent to the Caterpillar Monitoring System main display module and transmitted over the Cat Data Link to the Engine ECM. The Engine ECM processes the input signals and sends corresponding output signals to the variable speed fan solenoid valve. NOTE: The variable speed fan control feature can be enabled, disabled, and calibrated using the ET Service Tool. The variable speed fan default setting is enabled.
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Text Reference
2
1
165
3 2
4
166
The coolant temperature sensor (1) is installed in the engine block. The sensor is located on the left side of the engine behind the fuel filters and below the intake manifold. The sensor sends an input to the Engine ECM (3) with the temperature of the engine coolant. The intake manifold air temperature sensor (2) is located in the intake air manifold on the left side of the machine. The sensor sends a temperature input to the Engine ECM (not shown). The Engine ECM uses the intake manifold air temperature, the coolant temperature, and the hydraulic oil temperature to calculate the correct current to send to the hydraulic fan solenoid valve.
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Text Reference
1
2 167
3
168
4
The hydraulic oil temperature sender (1) is located on the bottom of the hydraulic tank (2) behind the cab. The sender sends an input to the Engine ECM (not shown) with the temperature of the hydraulic oil. The hydraulic fan solenoid (3) is installed on the accumulator charging valve (4). The solenoid valve is an output from the Engine ECM. The valve controls the signal oil to the pump control valve.
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Text Reference
1 2
3
169
Brake and Hydraulic Fan Pump The brake and fan pump is located on the left side of the machine. The pump (1) is installed on the engine and is driven by the gear train in the front cover. The pump is a variable displacement piston pump that is upstroked when the demand for more oil flow is commanded by the pump control valve. Also, located on the engine is the accumulator charging valve and fan solenoid (2). Installed on the engine is the Engine ECM (3). The Engine ECM is an A4E4 with a 120 pin connector and a 70 pin connector. The Engine ECM reads key target temperatures and sends current to the solenoid valve on the accumulator charging valve. These temperatures will determine the amount of oil sent to the fan motor in order to cool the engine and machine components.
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Text Reference
BRAKE AND HYDRAULIC FAN PUMP ENGINE OFF
Pump Discharge
Signal
Large Actuator
Swashplate
Drive Shaft
Margin Spring
Flow Compensator Spool
Pressure Compensator Spool Piston and Barrel Assembly
Small Actuator and Bias Spring
170
Brake and Hydraulic Fan Pump - ENGINE OFF When the engine is OFF, the bias spring holds the swashplate at maximum angle. When the engine is started, the drive shaft starts to rotate. Oil is drawn into the piston bore from the pump inlet. As the piston and barrel assembly rotate, the oil is forced out the pump discharge.
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Text Reference
BRAKE AND HYDRAULIC FAN PUMP Signal Pressure
LOW PRESSURE STANDBY
Pump Discharge
Large Actuator
Swashplate
Margin Spring
Flow Compensator Spool
Pressure Compensator Spool
Small Actuator Bias Spring
171
Brake And Hydraulic Fan Pump - LOW PRESSURE STANDBY When no flow is demanded, no signal pressure is generated. System pressure generated by the pump is called "low pressure standby." The pump produces sufficient flow to compensate for system leakage at a pressure to provide instantaneous implement response when an implement is actuated. At machine start-up, the bias spring holds the swashplate at maximum angle. As the pump produces flow, system pressure begins to increase because the flow is blocked in the system. This pressure is felt under both the flow compensator spool and the pressure compensator spool. The flow compensator spool moves up against the margin spring and permits system oil to flow to the large actuator piston. As pressure in the large actuator piston increases, the large actuator piston overcomes the force of the bias spring and the pressure in the small actuator piston and moves the swashplate to a reduced angle. The large actuator piston will move to the right until the cross-drilled passage in the stem is uncovered. Oil in the large actuator piston can then drained to the pump case. At this minimum angle, the pump will produce sufficient flow to make up for system leakage.
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Text Reference
NOTE: Low pressure standby is usually higher than margin pressure. This characteristic is due to the oil flow being blocked by the closed-centered valves when all the valves are in HOLD. The blocked pump supply oil pushes the margin spool up and compresses the margin spool spring more when the pump is at low pressure standby than during a constant flow condition (which will be discussed later in detail).
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Text Reference
BRAKE AND HYDRAULIC FAN PUMP Signal Pressure
UPSTROKE
Pump Discharge Large Actuator
Reduced Pressure
Swashplate
Margin Spring
Flow Compensator Spool
Pressure Compensator Spool
Small Actuator Bias Spring
172
Brake And Hydraulic Fan Pump - UPSTROKE When the system requires an increase in oil flow, a signal pressure is sent to the pump control valve. This signal pressure increases the force (margin spring plus signal pressure) at the top of the flow compensator spool to become higher than the supply pressure at the bottom of the spool. The spool then moves down, blocks oil to the large actuator, and opens a passage to drain. Then, the pressure at the large actuator piston is reduced or eliminated, which allows the bias spring and small piston to move the swashplate to an increased angle. The pump will upstroke and then produce the required increase in flow.
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Text Reference
BRAKE AND HYDRAULIC FAN PUMP Signal Pressure
CONSTANT FLOW
Pump Discharge
Large Actuator
Constant Pressure
Swashplate
Margin Spring
Flow Compensator Spool
Pressure Compensator Spool
Small Actuator Bias Spring
173
Brake and Hydraulic Fan Pump - CONSTANT FLOW As pump flow increases, pump supply pressure also increases. When the pump supply pressure increases and equals the sum of the signal pressure plus the margin spring pressure, the flow compensator spool moves to a metering position and the system becomes stabilized.
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Text Reference
BRAKE AND HYDRAULIC FAN PUMP Signal Pressure
DESTROKE
Pump Discharge Large Actuator
Increased Pressure
Swashplate
Margin Spring
Flow Compensator Spool
Pressure Compensator Spool
Small Actuator Bias Spring
174
Brake and Hydraulic Fan Pump - DESTROKE When less flow is needed, the pump is destroked. To destroke the pump, the force at the bottom of the flow compensator spool becomes higher than at the top. The flow compensator spool then moves up. Pressure in the large actuator piston is now increased due to increased flow going to the large actuator. The large actuator piston then overcomes the combined force of the small actuator and bias spring and moves the swashplate to a reduced angle. The pump will now supply less flow.
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Text Reference
BRAKE AND HYDRAULIC FAN PUMP HIGH PRESSURE STALL
Signal Pressure
Pump Discharge Large Actuator
Increased Pressure
Swashplate
Margin Spring
Flow Compensator Spool
Pressure Compensator Spool
Small Actuator Bias Spring
175
Brake and Hydraulic Fan Pump - HIGH PRESSURE STALL The pressure compensator spool is in parallel with the flow compensator spool. The pressure compensator limits the maximum system pressure for any given pump displacement. The spool is forced down during normal operation by the pressure compensator spring. During a stall or when system pressure is maximum, signal pressure is equal to pump supply pressure. The combination of the signal pressure and the margin spring forces the margin spool down. This movement of the margin spool normally opens a passage in the pump control valve for the oil in the large actuator piston to drain and causes the pump to upstroke. However, since the supply pressure is high enough, the pressure cutoff spool is forced up against the spring. This movement of the pressure compensator spool blocks the oil in the large actuator piston from going to drain and allows supply oil to go to the large actuator piston. The increase in pressure allows the large actuator piston to overcome the combined force of the small actuator piston and bias spring to destroke the pump. The pump is now at minimum flow and pump supply pressure is at maximum. This feature eliminates the need for a main system relief valve in this brake and hydraulic fan system. Maximum system pressure is adjusted by turning the adjustment screw for the pressure compensator spool.
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Text Reference
2
1
176
3
8
4 5 7
6
9
10
11
177
12 14 13
Accumulator Charge Valve and Hydraulic Fan Solenoid The accumulator charge valve and hydraulic fan solenoid is a priority valve. The operation of the valve determines the oil flow for the hydraulic fan system and the braking system. The braking system has priority over the hydraulic fan system. The priority valve in the accumulator charge valve determines that when the brake system is charged, oil is then directed to the hydraulic fan system. Whenever the brake accumulators are adequately charged, the priority valve will be open, allowing full flow to the fan motor. However, when brake accumulator pressure is low, the priority valve will direct oil flow to the brake charge cut-in valve. The brake charge section of the block will send the flow to the brake accumulators to charge both accumulators. As the demand for oil flow for either the fan system or brake system increases, load sense oil flows to the ball resolver.
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Text Reference
From the ball resolver, the load sense signal oil flows to the pump control valve upstroking or destroking the brake and fan pump to supply the demanded flow. The following components are located on the fan control and accumulator charging valve: - Signal line to the brake and hydraulic fan pump (1) - Hydraulic fan solenoid valve (2) - Diverter (priority) valve (3) - Relief valve (adjustable) that limits the maximum brake system pressure (4) - Cut-out valve (adjustable), limits the maximum pressure in the brake system (5) - Return to tank hose (6) - Cut-in valve, maintains the maximum brake accumulator pressure (7) - Inlet hose from the brake and fan pump (8) - Hose to the hydraulic fan motor (9) - Hoses to the service brake accumulators (10) - Brake pressure switch (reports to the Cat Monitoring System) (11) - Inverse shuttle valve (12) - Remote brake pressure tap hose (13) - Check valve (14) Not shown is the shuttle valve (ball resolver). The shuttle valve is located on the back side of the accumulator charging valve.
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Text Reference
1 2
3
4
178
Service Brake Valve This illustration shows the service brake valve. The service brake valve is located under the cab at the articulation hitch. The pressure tap (2) which is the top pressure tap is for the rear brakes and the pressure tap (3) which is the bottom pressure tap is for the front brakes. Also shown is the hand metering unit (HMU) (4).
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Rear Brake Accumulator
Front Brake Accumulator To Power Train ECM
Left Brake Pedal
Text Reference
BRAKE SYSTEM
PARKING BRAKE DISENGAGED
Right Brake Pedal Brake Lights
Rear Axle Brakes
Hydraulic Fan Motor
Service Brake Valve
Accumulator Charging Valve
Brake Pressure Switch
Parking Brake Pressure Switch
Front Axle Brakes
Parking Brake Valve
Parking Brake Actuator
Brake and Hydraulic Fan Pump Parking Brake Tank
179
Brake Hydraulic System - PARKING BRAKE DISENGAGED This illustration shows the brake system with the parking brake disengaged. The parking brake actuator is spring applied and hydraulically released. When the operator pushes the parking brake knob inward, the parking brake valve is shifted mechanically downward allowing brake oil to flow to the parking brake actuator. The springs are compressed and the lever moves the arm downward releasing the parking brake. At this time, the parking brake pressure switch sends a signal to the Power Train ECM informing the ECM that the parking brake is disengaged and the transmission can be shifted to FORWARD or REVERSE. Also, the power Train ECM turns off the parking brake LED.
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Rear Brake Accumulator
Front Brake Accumulator To Power Train ECM
Left Brake Pedal
Text Reference
BRAKE SYSTEM
PARKING BRAKE DISENGAGED SERVICE BRAKES APPLIED
Right Brake Pedal Brake Lights
Rear Axle Brakes
Accumulator Charging Valve
Hydraulic Fan Motor
Service Brake Valve
Brake Pressure Switch
Parking Brake Pressure Switch
Front Axle Brakes
Parking Brake Valve
Parking Brake Actuator
Brake and Hydraulic Fan Pump Parking Brake Tank
180
Brake Hydraulic System - SERVICE BRAKES APPLIED This illustration shows the brake system with the engine running and the parking brake disengaged. The parking brake actuator is spring applied and hydraulically released. When the operator pushes the parking brake knob inward, the parking brake valve is shifted mechanically downward allowing brake oil to flow to the parking brake actuator. The springs are compressed and the lever moves the arm downward releasing the parking brake. At this time, the parking brake pressure switch sends a signal to the Power Train ECM informing the ECM that the parking brake is dis-engaged and the transmission can be shifted to FORWARD or REVERSE. Also, the Power Train ECM turns off the parking brake LED. Also shown in this illustration, is the service brakes applied. The right brake pedal is depressed. The service brake valve shifts downward and the charged brake oil is directed to the service brakes.
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Text Reference
SERVICE BRAKE VALVE NOT ACTIVATED
Boot
Plunger
Plunger Springs
Return Spring
Shims
Ball Retainer Ball
Check Valve
Upper Spool Front Brake Port
To Tank
Supply Oil from Pump
Upper Spool Orifice
Lower Spool
Upper Spool Passage
Rear Brake Port
To Tank
Supply Oil from Pump
Upper Spool Orifice Lower Spool Passage
Lower Return Spring
181
Service Brake Valve - NOT ACTIVATED The service brake valve has two individual brake ports. Also, the brake valve has two individual spools which control the flow of oil to the individual brake ports. The upper brake port is for the rear service brakes and the lower brake port is for the front service brakes. With the service brake valve, the pressure at the upper brake port is 207 kPa (30 psi) higher than the pressure at the lower brake port. Also, the spring force will be proportional to the plunger movement. The brake control valve is equipped with a check valve. The check valve prevents spikes in the tank port from entering the cavity with the plungers springs and acting on the the plunger and eventually transferring to the brake pedal. The brake control valve is also equipped with shims that are between the ball retainer and the plunger spring. These shims are used to adjust the maximum pressure that is sent to the service brakes.
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Text Reference
SERVICE BRAKE VALVE BRAKES ACTIVATED
Boot
Plunger Return Spring
Plunger Springs
Ball Retainer
Shims
Ball
Check Valve
Upper Spool Front Brake Port
To Tank
Supply Oil from Pump
Upper Spool Orifice
Lower Spool
Upper Spool Passage To Tank
Rear Brake Port Supply Oil from Pump
Lower Spool Orifice Lower Spool Passage
Lower Return Spring
182 Service Brake Valve - ACTIVATED In order to initiate the operation of the service brake valve, the operator depresses the brake pedal (not shown). The brake pedal contacts the plunger. The plunger is pushed in the downward direction against the plunger spring and return spring. The plunger spring puts a downward force on the ball retainer, the ball, the upper spool down, and the lower spool. The rear brake port will be blocked from the upper tank port. The rear brake port will then be open to flow from the system pressure port (from the rear brake accumulator). Also, the system oil flows through the orifice and the upper spool passage into the cavity between the upper spool and the lower spool. The oil pressure on the bottom area of the upper piston puts an upward force on the upper spool pushing the spool against the plunger spring. The upper spool moves the lower spool downward compressing the lower return spring. The front brake port will then be open to flow from the system pressure port (from the front brake accumulator). At this time, the oil flows through the lower spool orifice and the lower spool passage into the lower spool spring cavity. The oil pressure on the bottom area of the lower spool puts an upward force on the lower spool pushing the spool against upper spool and the plunger spring. The spool movements are equalized.
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Text Reference
Increasing the downward movement of the plunger will increase the spring force and cause pressure at the service brake ports to increase until maximum pressure is reached. Decreasing the downward movement of the plunger will decrease spring force and cause pressure at the service brake ports to decrease. The combination of the return springs and the upward force on the upper and lower spools move the spools upward. When the service brake pedal is fully released, the service brake ports will be open to the tank ports.
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Text Reference
1
2
3
183
The parking brake is a shoe type brake that is spring applied with hydraulic released. The parking brake actuator (1) is equipped with a spring to retract the yoke rod (2) upwards to apply the parking brake. With the parking brake applied, the brake shoes (not shown) are firmly held against the parking brake drum (3) and machine movement is restrained.
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Text Reference
1 2
4
3 5
184
The parking brake valve is located on the right side of the machine under the wrapper plate (2) which is part of the right hand fender assembly. Also shown are the parking brake pressure sensor (3), the brake accumulators (4) and the hydraulic oil filter (5). The brake accumulators and the hydraulic filter are located in the right side service bay.
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Text Reference
CATERPILLAR MONITORING SYSTEM Gauge Cluster Module
Speedometer/ Tachometer Module
12
MPH km/h
Main Display Module
Action Lamp
C kPa Miles KM RPM Liter SERV
3F
CODE X10
Action Alarm
Input Components
Display Data Link
Cat Data Link
Transmission ECM
Implement ECM Input Components
Engine ECM
Input Components
Input Components
185
CATERPILLAR MONITORING SYSTEM This illustration shows the the relationship of the Caterpillar Monitoring System to the other ECMs on the "H" Series Wheel Loaders. Information displayed on the Caterpillar Monitoring System is sent to the main display module from input components in the monitoring system. Information is also received by the monitoring system from the Transmission ECM, the Engine ECM, and the Implement ECM over the CAT Data Link. The "H" Series Wheel Loaders use a programmable Caterpillar Monitoring System main display module, which enables installation of updated software that may include future control system features.
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2
Text Reference
1
3
186 6 5 4
1
187
Fuel Level Sender The fuel level sender (1) is located on the top of the fuel tank (4) on the right side of the machine. The sender can be accessed by raising the engine hood. The sender measures the depth of fuel in the tank. The fuel level sender has an internal resistance between 28 and 250 Ohms and is connected to pin 9 and the Cat Monitoring System ECM. The quad gauge displays the fuel level on the fuel level gauge. The upper illustration shows the location of the sender in comparison to the rear frame (2) and the fuel tank (4). The lower illustration also shows the float (5) and the variable resistor (6). Also shown is the fuel fill cap (3). NOTE: The fuel level sender can be serviced separately from the float assembly.
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Text Reference
1 2
188
1
189
Hydraulic Oil Temperature Sensor The hydraulic oil temperature sensor (1) is located in the lower end of the hydraulic tank (2). The sensor is a passive temperature sensor with a thermistor at the tip. The voltage output will decrease as the temperature increases in the tank. The signal from the sensor is connected to pin 10 on the Cat Monitoring System ECM (not shown).
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Text Reference
190
1
191 3
1 2
Service Brake Pressure Switch The upper illustration shows the location of the accumulator charging valve (1). The service brake pressure switch (2) is located on the right side of the machine below the Engine ECM (4) on the accumulator charging valve. The pressure type switch contacts are normally open. When the engine is running, the switch contacts are made when the brake accumulator oil pressure increases to approximately 8270 kpa (1200 psi). If the brake pressure decreases to approximately 6890 kPa (1000 psi), the switch contacts will open. The brake oil pressure alert will begin flashing on the main display module.
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Text Reference
1 192
2 193
Axle Oil Temperature Sensors The above illustrations show the location of the axle oil temperature sensors in each axle. The upper illustration shows the temperature sensor (1) located in the front differential. The lower illustration shows the temperature sensor (2) located in the rear differential. The sensors are passive temperature sensor with a thermistor at the tip. The sensors produce a voltage output which decreases as the oil temperature in the respective differential increases. The front and rear axle temperature sensors relay the temperature data to the Cat Monitoring System.
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Text Reference
1 2
3
194 4
5
6
7 9
8
195
10
Differential Pressure Switches In The Right Side Service Bay The top illustration shows the hydraulic system return filter with the hydraulic oil fluid sampling port (3) (blue color) located on the filter base (1). Also, located on the filter base is the pressure differential switch (2) which signals the Cat Monitoring System when the filter is bypassing. The bypass switch actuates at 138 kPa (20 psi). Also, shown is the manual lowering valve (4) and the brake accumulators (5).
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Text Reference
The lower illustrations shows the location of the fluid sampling port (8) (purple color) and the pressure tap (9) (black color) for the power train system. The sampling port is located on the filter base (7) along with the power train pressure differential switch (6). The filter base is the pressure differential switch (6) signals the Cat Monitoring System when the filter is bypassing. The bypass switch actuates at 276 kPa (40 psi). Also shown is the ecology drain (10) for the hydraulic tank.
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Text Reference
2
1
196
Action Alarm The action alarm (1) is an output of the Cat Monitoring System (pin 4). When the action alarm is audible, the machine needs immediate attention. A safe machine shutdown is required. The main display module will sound the action alarm whenever a warning category 3 problem exists. An alarm for a warning category 3 is a pulsating sound. The alarm for a warning category 2S is a continuous tone. The action alarm does not operate when the engine is stopped. The main display module uses functions in order to determine when the engine is running. The following functions are examples: engine oil pressure, alternator speed and engine speed. If necessary, the action alarm SOUNDS when the main display module decides that the engine is running. The action alarm is located behind the operator’s seat next to the implement ECM (2).
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Text Reference
197
Fuel Level Indicator The fuel pressure indicator (arrow) is located on the left side of the dash panel. This indicator illuminates if the fuel level is low.
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Text Reference
1 198 2
3
4
199
Torque Converter Outlet Temperature Sensor The torque converter outlet temperature sensor (1) is a passive sensor that sends an input temperature signal to Cat Monitoring System. The monitoring system interprets the temperature signal and moves the needle for the transmission oil temperature indicator (4) to reflect the oil temperature. Also shown in the top illustration is the implement pump (2) and the transmission oil temperature sensor (3).
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Text Reference
1
200
2 3
201
Electrical System The indicator (1) for the electrical system will illuminate when there is a malfunction in the electrical system. The system voltage is too high for normal machine operation or the system voltage is too low for normal machine operation. If the electrical loads are high with low engine speed, then increase output from the alternator (2). If the alert indicator for the electrical system turns off within one minute, the electrical system is operating normally. Overloading may occur during periods of low engine speeds. Revise the operating cycle in order to avoid overloading the electrical system. Overloading the electrical system could result in discharging the batteries.
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Text Reference
If this procedure does not cause the alert indicator to turn off, stop the machine and investigate the cause of the fault. The fault may be caused by an alternator belt that is loose or broken. Also, the batteries may be faulty. If the indicator remains on or near normal operating speeds and with light electrical loads, stop the machine and investigate the cause of the fault. The fault may be caused by an alternator belt that is loose or broken. Also, the batteries or the alternator may be faulty. The electrical indicator is connected to the "R" (3) contact on the alternator.
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Text Reference
202
Engine Tachometer The tachometer (arrow), located on the front dash panel, shows an analog display of the engine speed in both rpm and km/h. The engine speed is determined by the information sent to the Cat Monitoring System module over the Cat Data Link from the Engine ECM. The crankshaft speed timing sensor and the camshaft speed timing sensor initiate the input signals to the Engine ECM. The Cat Monitoring System also sends the module clock signal and the data signal to the tachometer module.
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Text Reference
1
2
4
5
8
3
9
4
5
6
10
203
The Axle Oil Cooler System The axle oil cooler system circulates the axle oil through a cooler and sends the axle oil back to the axle differentials. The cooler uses engine coolant to cool the axle oil. When the clutch (2) is engaged, the axle oil cooler pump (1) draws the warm oil out of the bottom port of the front axle differential (9) and the rear axle differential (10) through the hoses (4 and 5). The axle flow from the pump is directed through the hoses (3) into the cooler (6). From the cooler, the axle oil flows to the rear differential through the hose (8), to the hose (not shown), and to the front differential.
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1
Text Reference
2
3
4 5
6
204
This illustration shows the direction of the engine coolant that is flowing through the cooler (5) cooling the axle oil. The coolant is sent from the jacket water pump through the hose (2) through the cooler and back to the engine block through the hose (1). Also shown is the hose (3) which sends cool oil back to the rear differential (not shown) and the hose (4) which sends cool oil back to the front differential (6).
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The axle oil cooler pump (1) and electromagnetic clutch (2) are located on the engine. The pump is driven by the serpentine belt (3). The temperature sensors (not shown) located in the axle differentials monitor the temperature and report to the Cat Monitoring System. When the Power Train ECM (not shown) recognizes an oil temperature of 65° C (149° F), the Power Train ECM sends current to energize the relay (4) that is located in the cab behind the seat. When the relay is energized, current is directed to the electromagnetic clutch. Also shown is the location of the Implement ECM (5). NOTE: The side panel on the right side of the cab is transparent for viewing purposes.
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The illustration show the lines coming into the axle and going out of the front axle. Oil is drawn out of the axle through the hose (1), flowing back through a strainer (not shown), through the cooler (not shown), and back to the axle through the hose (2). At the axle, the line is connected to a divider block (3) which separates the oil into two tubes (4) that are connected to the differential. Also installed on the axle is the axle oil temperature sensor (5). The sensor sends the oil temperature in the differential to the Caterpillar Monitoring System. The rear axle cooler components are identical to the front axle cooler components.
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The cooler (1) is an engine coolant over axle oil heat exchanger. As the axle oil flows through the tubes in the cooler, the cool engine coolant flows into the cooler through hose (5), around the oil tubes and out of the cooler through hose (6) which cools the axle oil. The cooler is equipped with two bypass check valves (4). If the oil flow through the cooler is restricted, the bypass check valves open, the axle oil flow through the check valves and back to the axle. Also installed in the axle oil cooler system is the metal screens (2) and (3). The screens remove any large particles that may be drawn through the suction lines from the differentials.
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CONCLUSION This presentation has provided information on the machine systems for the 950H Wheel Loader, the 962H Wheel Loader, and the IT62H Integrated Toolcarrier that are equipped with the C7 ACERT™ Engine. Understanding the information and features accessible using Cat ET can make troubleshooting, diagnosis, and testing easier and more accurate. Always use the latest Service Information to ensure that the most current specifications and test procedures are used. NOTE: For additional information in troubleshooting the engine, refer to the Service Manual module Troubleshooting "C7 Engine for Caterpillar Built Machines" (RENR9318).
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HYDRAULIC SCHEMATIC COLOR CODE Black - Mechanical Connection. Seal
Red - High Pressure Oil
Dark Gray - Cutaway Section
Red / White Stripes - 1st Pressure Reduction
Light Gray - Surface Color
Red Crosshatch - 2nd Reduction in Pressure
White - Atmosphere or Air (No Pressure)
Pink - 3rd Reduction in Pressure
Purple - Pneumatic Pressure
Red / Pink Stripes - Secondary Source Oil Pressure
Yellow - Moving or Activated Components
Orange - Pilot, Charge or Torque Converter Oil
Cat Yellow - (Restricted Usage) Identification of Components within a Moving Group
Orange / White Stripes - Reduced Pilot, Charge, or TC Oil Pressure
Brown - Lubricating Oil
Orange / Crosshatch - 2nd Reduction in Pilot, Charge, or TC Oil Pressure
Green - Tank, Sump, or Return Oil
Blue - Trapped Oil
Green / White Stripes Scavenge / Suction Oil or Hydraulic Void
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.
