SERV1815

August 2006

GLOBAL SERVICE LEARNING

TECHNICAL PRESENTATION

966H AND 972H WHEEL LOADERS

Service Training Meeting Guide

(STMG)

966H AND 972H WHEEL LOADERS

MEETING GUIDE 815

VISUALS AND SCRIPT

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 966H and 972H
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 C11 and C13 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.

GLOBAL REFERENCES
966H Wheel Loader Specalog
972H Wheel Loader Specalog
966H and 972H Wheel Loader Service Manual
966H Wheel Loader Parts Manual (A6D)
972H Wheel Loader Parts Manual (A7D)
966H Wheel Loader Parts Manual (A6G)
972H Wheel Loader Parts Manual (A7G)
NPI Vol. 9, No. 1 "966H and 972H Wheel Loader
TIM "966G Series II Wheel Loader Power Train"
TIM "972G Series II Wheel Loader Power Train" Updated
TIM "972G Series II Wheel Loader Command Control Steering" Update
TIM "972G Series II Wheel Loader Steering and Braking" Updated
Estimated Time: 8 Hour
Illustrations: 194
Form: SERV1815
Date: 08/06
2006 Caterpillar Inc.

AEHQ5657
AEHQ5658
RENR8840
SEBP3743
SEBP3744
SEBP3747
SEBP3748
SERV7105
SERV2739
SERV2658
SERV2660
SERV2659

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TABLE OF CONTENTS
INTRODUCTION ..................................................................................................................7
Component Location.........................................................................................................8
ENGINE................................................................................................................................10
Engine Electrical Block Diagram ...................................................................................11
Engine Right Side ...........................................................................................................14
Engine Left Side .............................................................................................................15
Crankshaft Speed Timing Sensor ...................................................................................16
Engine Speed/Timing Calibration Port...........................................................................19
Fuel System.....................................................................................................................20
Fuel Transfer Pump.........................................................................................................22
Power Derate...................................................................................................................23
Fuel Filter Sensors ..........................................................................................................24
Fuel Temperature Derate ................................................................................................26
High Fuel Filter Restriction Derates...............................................................................27
Engine Inlet Air System..................................................................................................28
Turbo Inlet Pressure Sensor............................................................................................30
Air Inlet Restriction Derate ............................................................................................31
Oil Pressure Sensor.........................................................................................................32
Low Oil Pressure ............................................................................................................33
Coolant Temperature Sensor...........................................................................................34
High Coolant Temperature Derate..................................................................................35
Intake Manifold Sensors .................................................................................................36
Intake Manifold Air Temperature Sensor Derate ...........................................................37
Virtual Exhaust Temperature Derate ..............................................................................38
POWER TRAIN ...................................................................................................................43
Power Train Electrical System .......................................................................................46
Engine Start Switch and Diagnostic Service Tool Connector ........................................49
Transmission Shift Lever................................................................................................50
Transmission Shift Control.............................................................................................51
Transmission Oil Temperature Sensor............................................................................57
Left Brake Pedal Position Sensor ...................................................................................58
Implement Pod Downshift Switch and Remote F-N-R Switch .....................................59
Parking Brake Pressure Switch.......................................................................................60
Back-up Alarm................................................................................................................63
Warning Panel - Left Side ..............................................................................................64
Implement Control Valve - With Ride Control ..............................................................65
Secondary Steering Intermediate Relay..........................................................................66
Engine Start Relay ..........................................................................................................67
Transmission Hydraulic System - NEUTRAL ...............................................................68
Transmission Modulating Valve - No Commanded Signal............................................76
Transmission Modulating Valve - Commanded Signal Below Maximum.....................77
Transmission Modulating Valve - Commanded Signal At Maximum ...........................79
Transmission Modulating Valve - Solenoids..................................................................81

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TABLE OF CONTENTS (continued)

Transmission Relief Valve ..............................................................................................83
Variable Shift Control .....................................................................................................89
Integrated Brake System.................................................................................................90
Left Brake Pedal Actions................................................................................................91
Speed Limiter..................................................................................................................93
IMPLEMENT ELECTROHYDRAULIC SYSTEM............................................................94
Implement Electronic Control System ...........................................................................95
Implement Control Levers............................................................................................102
Fine Modulation............................................................................................................104
Autodig Control Arrangement ......................................................................................106
Implement Hydraulic System - HOLD.........................................................................110
Tilt Control Valve - HOLD ...........................................................................................112
Implement Hydraulic System - DUMP ........................................................................113
Pressure Compensator Valve - HOLD..........................................................................114
Load Check Operation ..................................................................................................115
Pressure Compensator Operation..................................................................................116
Implement Hydraulic System - DUMP ........................................................................120
Implement Hydraulic System - RAISE ........................................................................122
Implement Hydraulic System - FLOAT .......................................................................124
Implement Hydraulic System - Tilt Back and Raise ....................................................126
Implement Hydraulic System - RIDE CONTROL AUTO...........................................128
Ride Control Valve - Auto/Travel Below 9.7 km/h (6 mph)........................................130
Ride Control Valve - Auto/Travel More than 9.7 km/h (6 mph)..................................131
Implement Pump and Pump Control Valve ..................................................................134
Pump Control Valve - Engine Off ................................................................................135
Pump Control Valve - Standby .....................................................................................137
Pump Control Valve - Upstroke....................................................................................138
Pump Control Valve - Constant Flow Demand ............................................................139
Pump Control Valve - Maximum System Pressure ......................................................140
Pump Control Valve - Maximum System Pressure with Added Flow Demand ..........141
Implement Valve ...........................................................................................................142
Differential Pressure Relief Valve ................................................................................143
Pressure Reducing Valve ..............................................................................................144
Pressure Reducing Valve - Above the Adjusted Pressure ............................................145
Load Sense Pressure Tap ..............................................................................................146
Signal Duplication Valve ..............................................................................................150
Signal Relief Valve - Below the Adjusted Pressure Setting.........................................151
Signal Relief Valve - Above the Adjusted Pressure Setting.........................................152
Line Relief Valve- Closed.............................................................................................153
STEERING SYSTEM ........................................................................................................158
Steering Pump...............................................................................................................162
Steering Pump with the Engine OFF............................................................................163
Low Pressure Standby ..................................................................................................164

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TABLE OF CONTENTS (continued)

Pump Upstroke .............................................................................................................165
Pump Destroke..............................................................................................................166
High Pressure Stall .......................................................................................................167
Steering Control Valve..................................................................................................168
Steering Neutralizer Valves ..........................................................................................169
Steering Neutralizer Valve ............................................................................................170
Steering System Schematic...........................................................................................171
Steering System - Gradual Left Turn............................................................................173
Steering System - Full Left Turn - Steering Neutralized .............................................174
Secondary Steering ......................................................................................................176
Steering Pilot Valve ......................................................................................................183
Steering Pilot Valve - No Turn .....................................................................................185
Steering Pilot Valve - Right Turn .................................................................................186
Steering System - Command Control Steering ............................................................188
BRAKE AND HYDRAULIC FAN SYSTEM COMPONENTS.......................................191
Brake and Hydraulic Fan System - Cut In and Minimum Fan Speed .........................193
Brake and Hydraulic Fan System - Minimum Fan Speed at Cut Out..........................194
Brake and Hydraulic Fan System - Maximum Fan Speed at Cut Out.........................196
Brake and Hydraulic Fan Pump ...................................................................................203
Service Brake Valve - Low Pressure Standby ..............................................................205
Brake and Hydraulic Fan Pump - Upstroke .................................................................207
Accumulator Charge Vale and Hydraulic Fan Solenoid...............................................211
Service Brake Valve......................................................................................................213
Service Brake Valve - Not Activated............................................................................216
Service Brake Valve - Activated..................................................................................217
CATERPILLAR MONITORING SYSTEM ......................................................................219
Fuel Level Sender .........................................................................................................220
Hydraulic Oil Temperature Sensor ...............................................................................222
Brake Pressure Switch ..................................................................................................223
Axle Oil Temperature Sensors......................................................................................224
Filter Bypass Switch in the Right Side Service Bay ....................................................225
Torque Converter Outlet Temperature Sensor..............................................................227
Electrical System ..........................................................................................................228
Action Alarm.................................................................................................................230
Engine Tachometer .......................................................................................................231
CONCLUSION...................................................................................................................232
HYDRAULIC SCHEMATIC COLOR CODE...................................................................233

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NOTES

Text Reference

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966H AND 972H WHEEL LOADERS

2006 Caterpillar Inc.

INTRODUCTION
This presentation discusses the component locations and systems operation of the 966H and
972H Wheel Loader. Basic engine and machine component operation will be discussed. The
new C11 and the C13 ACERT engines, the power train, proportional priority, pressure
compensated implement hydraulics, the steering, and braking system operation will be covered.
The 966H and 972H are medium wheel loaders in the Caterpillar product line. The serial
number prefix for the 966H is A6D Aurora built (A6G Gosselies, A6J Sagami) and the serial
number for the 972H Wheel Loader is A7D Aurora built (A7G Gosselies, A7J Sagami).
The 966H operating weight is approximately 23,100 Kg (51,000 lbs) and the 972H operating
weight is approximately 25,000 Kg (55,400 lbs).
The color codes used for hydraulic oil throughout this presentation are:
Red

- System or high pressure

Red and White Stripes

- First reduced pressure

Orange

- Pilot pressure

Blue

- Blocked oil

Green

- Tank or return oil

Yellow

- Active component

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Text Reference

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

2
Component Location
This illustration shows the basic component locations on the 966H and 972H. The component
locations on the 966H and 972H are basically the same as in the G series II Wheel Loaders.
Power for the 966H is supplied by the C11 ACERT and the power for the 972H is supplied
by the C13 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, steering control valve, and 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 may be equipped with an optional electric secondary steering pump that is
installed inside the rear frame.

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The wheel loader is equipped with an on demand hydraulic fan system and brake system that
share a common variable displacement piston pump and accumulator charging valve. The
machine uses a priority valve with the brake system having priority over the hydraulic fan
system. The brake system includes the front and the rear service brakes. The parking brake is
spring applied, and hydraulically released.

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ENGINE
The C11 ACERT and C13 ACERT engines utilize the A4 Electronic Control Module
(ECM) engine control and is equipped with an Air to Air Aftercooler (ATTAC) intake air
cooling system. The C11 engine is rated at 175 kW (235 net horsepower). The C13 engine is
rated at 198 kW (265 horsepower). The C11 and C13 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.
The Engine ECM utilizes the ADEM IV to control the fuel injector solenoid and to monitor fuel
injection. The fuel is delivered through a Mechanical Electric Unit Injection (MEUI) system.
ACERT Technology provides an advanced electronic control, a precision fuel delivery, and
refined air management.
The C11 engine is an in-line six-cylinder arrangement with a displacement of 11.1 L. The C13
engine is also an inline six-cylinder arrangement with a displacement of 12.5 L.
The C11 and C13 ACERT engines meet all US Environmental Protection Agency (EPA) Tier
III Emission Regulations for North America and Stage IIIa European Emission Regulations.

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C11 / C13 ENGINE

ELECTRICAL SYSTEM

Text Reference

Cat Data Link

Engine ECM

INPUT COMPONENTS

Caterpillar Monitor
Systems

OUTPUT COMPONENTS
+ 5Volt (Sensors)

Coolant Temperature Sensor

Throttle Sensor Voltage

Intake Manifold Air Pressure Sensor

Analog Sensor Voltage

Engine Oil Pressure Sensor

6 Mechanical Electronic
Unit Injectors

Atmospheric Pressure Sensor

Intake Manifold Air Temperature Sensor

Air Filter
Restricted Indicator

Fuel Pressure Sensor

Ether ON Indicator

Fuel Temperature Sensor

Ether ON Solenoid Valve
Fuel Differential Pressure Switch

Demand Fan Solenoid

Valve
Auto Reversing
Fan Solenoid Valve

Turbo Inlet Pressure Sensor

Ground Level Shutdown Switch

Engine Speed To
Power Train ECM (CAN)

Throttle Pedal Position Sensor

Key Start Switch ON (B+)
Auto Reversing Fan Switch
Camshaft Speed Timing Sensor
Crankshaft Speed Timing Sensor

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 energizes 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 right brake pedal switch, the ether start
control solenoid, and the ground level shutdown switch.

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Input Components:
Camshaft speed timing sensor - The speed timing sensor sends a fixed voltage level signal to
the Engine ECM in order to determine the engine speed, direction, and timing.
Crankshaft speed timing sensor - The speed timing sensor sends a fixed voltage level signal
to the Engine ECM in order to determine the engine speed, direction, and timing.
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 air temperature sensor - This sensor supplies air temperature data at the
intake manifold to the Engine ECM.
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 monitors the temperature of the fluid in the coolant
system. The coolant flow switch mounts in the coolant passage near the engine coolant pump.
When the coolant is flowing past the switch the paddle moves and closes the switch contacts.
The Engine ECM alerts the operator when there is no coolant flow while the engine is running.
Fuel temperature sensor - This sensor sends fuel temperature data to the Engine ECM.
Engine oil pressure sensor - This sensor is an input to the Engine ECM to supply an
information warning for low oil pressure, engine derates for low oil pressure, or a logged event
read by ET.
Throttle pedal position sensor - This sensor sends the throttle position to the Engine ECM in
order to increase or decrease the fuel supply to the injector.
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.
Key switch ON (+B) - The Key On input to the Engine ECM enables the ECM for operation
and is recognized by any ECM on the machine.
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.
Intake manifold air pressure sensor - This sensor is an input to the Engine ECM to supply
information about the air pressure into the intake manifold.

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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.
Either ON solenoid valve - Solenoid valve used to apply ether in order to start the engine in
cold weather.
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 hydraulic fan pump in order to meet the varying cooling requirements of the
machine.
Air filter restriction indicator - This indicator illuminates in case of a restriction in the inlet
air system.
Ether On indicator - This indicator illuminates when the ether solenoid valve is initiated.

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Text Reference

1
2

9
7
5

Engine Right Side

This view shows the right side of the engine accessed from the right side of the machine.
Components which can be seen are:
- Alternator (1)
- Electric fuel priming pump (2)
- Secondary fuel filter (3)
- Air inlet (4)
- Fuel transfer pump (5)
- Brake and hydraulic fan pump (6)
- Brake accumulator charging valve (7)
- Engine ECM (8)
- Cam speed sensor and Atmospheric pressure sensor (9)

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Text Reference

3
2

Engine Left Side

This view shows the left side of the engine accessed from the left side of the machine.
Components which can be seen are:
- Air inlet (with turbo inlet pressure sensor) (1)
- Turbocharger (wastegated) (2)
- Coolant regulator housing (3)
- Transmission cooler (coolant-to-oil) (4)
- Engine coolant pump (5)
- Engine oil cooler (coolant-to-oil) (6)
- Engine starter (7)
- Engine oil filter (8)

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Text Reference

2
7

Crankshaft Speed Timing Sensor

The crankshaft speed timing sensor (1) is located in the front of the engine at the rear of the
machine. The crankshaft sensor is the primary speed sensor reporting to the Engine ECM with
the engine speed and position of the crankshaft. The speed sensor detects the reference for
engine speed and timing from a unique pattern on the respective gear. Normally the crankshaft
speed timing sensor identifies the timing during starting and determines when the No. 1
cylinder is at the top of the stroke. When the timing is established, the crankshaft timing sensor
is used to relay the engine speed and the camshaft sensor is ignored. If the engine is running
and the signal from the crankshaft is lost, a slight change in performance is noticed during
change over to the camshaft sensor.

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Text Reference

If the signal from the crankshaft speed timing sensor is lost or intermittent, normally a
CID 0190 FMI 08 Engine Speed Abnormal will be logged and can be viewed through
Caterpillar ET.
Also, the engine speed is shared with the Power Train ECM.
Also shown is the brake and hydraulic fan pump (2).

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Text Reference

The atmospheric pressure sensor (1) is located on the left 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 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.
The Camshaft speed timing sensor (2) is located below the atmospheric pressure sensor. Under
normal operation, the camshaft speed timing sensor determines the No. 1 compression timing
prior to the engine starting. If the camshaft sensor is lost, a CID 342 MID 08 Secondary engine
speed signals abnormal code is active and the crankshaft sensor will time the engine with an
extended starting time. The engine will run rough until the Engine ECM determines the proper
firing order using the crankshaft sensor only. In the case that the signal from both engine speed
sensors is lost, the engine will not start. During a running condition, the engine will shutdown.
The sensor serves as a back-up for the crankshaft speed timing sensor. If the crankshaft speed
timing sensor fails, the camshaft speed timing sensor allows for continuous operation.

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Text Reference

10

Engine Speed/Timing Calibration Port

The speed/timing calibration port is located on the right side of the machine. The
Engine ECM (1) 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 (2) 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.
Remove the plug (3) in order to install the timing probe.
NOTE: For additional information in troubleshooting the engine, refer to the Service
Manual module Troubleshooting "C11 and C13 Engines for Caterpillar Built Machines"
(RENR9318) "Engine Speed/Timing Sensor - Calibrate.

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Text Reference

C11 / C13 ACERT ENGINE FUEL DELIVERY SYSTEM

Primary
Fuel Filter /
Water Separator

Electric Fuel
Priming Pump

Fuel Pressure
Regulator

Fuel
Shutoff Valve
Fuel Gallery

(Optional)
Fuel Heater
Secondary
Fuel Filter

Fuel Tank

Fuel
Transfer Pump

11

Fuel System
Fuel is drawn from the fuel tank through the primary fuel filter and water separator by a
gear-type fuel transfer pump. The fuel transfer pump then directs the fuel through the
secondary fuel filter.
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 MEUI fuel injectors. Any excess fuel
not injected leaves the cylinder head and flows back to the secondary fuel filter. Then, the
excess fuel flows past the fuel pressure regulator.
The fuel pressure regulator is a check valve that is installed in the secondary fuel filter. 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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Text Reference

A differential pressure switch is installed in the secondary fuel filter base and will alert the
operator of a fuel filter restriction. The differential pressure 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 temperature sensor is installed in the secondary fuel filter base and will signal the
Engine ECM of a high fuel temperature. The effect of high fuel temperature is an engine
derate. The fuel system will derate to 12.5% at 91 C (196 F) percent to a maximum derate of
25%.
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.
In the case of a logged high fuel pressure Event, check the following Fuel System's
Components:
- Inspect the fuel transfer pump pressure relief valve that is in the body of fuel transfer
pump. Check for damage to the spring or to the valve assembly.
- Verify that the pressure regulating valve in the fuel filter manifold is operating correctly.
Check for damage or for dirt in the valve assembly.
- Check the return line from the fuel filter base to the fuel tank for damage or collapse.

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Text Reference

12

Fuel Transfer Pump

The fuel transfer pump is a gear pump that is located near the balancer at the front of the engine
and the rear of the machine. The fuel transfer pump is driven by the front gear train. Fuel is
drawn from the primary fuel filter and water separator by the fuel transfer pump and then, it is
directed to the secondary fuel filter.
The fuel transfer pump incorporates a check valve. The check valve allows fuel to flow around
the gears of the pump when the fuel system is primed. A relief valve (not shown) is also
installed in the fuel transfer pump. The relief valve limits the maximum fuel pressure in the
fuel system.

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Text Reference

POWER DERATE
Highest Rated Torque Map

Power

50% Derate
Derate
100% Derate

Default Torque Map

Engine Speed

13

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.
Power is unchanged until the requested power exceeds the derated level. The maximum power
during a derate is calculated as:
Maximum Power Output = Rated Power - (Rated Power - Default Power) * Derate Percentage
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 derates.
300 hp = 500 hp - (500 hp - 100 hp) X 50% (.50)

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Text Reference

14

15
6

Fuel Filter Sensors

The fuel system is equipped with two filters, a primary fuel filter/water separator (1) and a
secondary filter (2).
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.

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Text Reference

The electric fuel priming pump (4) is integrated into the primary fuel filter base. The priming
pump is activated by toggling the fuel priming pump switch (3). The fuel priming pump is
used to fill the fuel filters with fuel after they have been replaced.
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. The fuel regulator (5)
is integrated into the secondary fuel filter base. The fuel pressure regulator regulates the the
flow of fuel from the fuel gallery.
Also, installed on the base is a fuel differential pressure switch (7), a fuel pressure sensor (6)
and a fuel temperature sensor (8).
The fuel differential pressure switch monitors the difference between the outlet fuel pressure
and the inlet pressure. Fuel pressure exceeding 103 kPa (15 psi) will initiate a Level 1
Warning. Then, after 4 hours the Engine ECM initiates a Level 2 Warning and an Engine
Derate.
The fuel pressure sensor indicator of a fuel return or a pressure control problem. Excessively
high pressure in the fuel system can cause problems for the injector.
A differential pressure switch is installed in the secondary fuel filter base and will alert the
operator of a fuel filter restriction. The differential pressure 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 temperature sensor is installed in the secondary fuel filter base and will signal the
Engine ECM of a high fuel temperature. The effect of high fuel temperature is an engine
derate. The fuel system will derate to 12.5% at 91 C (196 F) percent to a maximum derate of
25%.
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.
In the case of a logged high fuel pressure Event, check the following Fuel System Components:
- Inspect the fuel transfer pump pressure relief valve that is in the body of fuel transfer
pump. Check for damage to the spring or to the valve assembly.
- Verify that the pressure regulating valve in the fuel manifold is operating correctly. Check
for damage or for dirt in the valve assembly.
- Check the return line from the fuel filter base to the fuel tank for damage or collapse.

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Text Reference

FUEL TEMPERATURE DERATE

30%

% Derate

25%
20%
15%
10%
5%
0%
89.8 90.0 90.2 90.4 90.6 90.8 91.0

91.2

91.4

91.6

91.8

92.0 92.2

Fuel Temperature C
Level 1 Warning

Level 2 Warning / Derat es

16

Fuel Temperature Derate

This illustration shows the graph for the warning and derates map for the fuel temperature.
When the fuel temperature exceeds 90 C (194 F), the Engine ECM will activate a Level 1
Warning. Also, the graph shows, as the fuel temperature increases to 91.0 C (196 F) a Level
2 Warning will be initiated by the Engine ECM. At the same time, the engine will derate to
12.5%. If the fuel temperature exceeds 92 C (198 F), the engine will be derated to 25%.
A fuel temperature sensor open circuit will derate the engine to 12.5%.
Excessive fuel temperature will cause injector wear.

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Text Reference

FUEL FILTER RESTRICTION DERATE

THE FUEL TEMP ABOVE 30 C (86 F)
AND PRESSURE ABOVE 110 kPa (15 psi)
60%

% Derate

50%
40%
30%
20%
10%
0%
0

3 min

1 hr

2 hr

Time
Level 1 Warning

3 hr

4 hr

4hr
1 sec

5 hr

Level 2 Warning / Derat es

17

High Fuel Filter Restriction Derates

When the fuel 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 fuel 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%.
This feature will be disabled when the fuel temperature is below 30 C (86 F).

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Text Reference

1
2
3

18

19

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 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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Text Reference

1
2

20

The C11 and C13 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 gases exit
the turbocharger through the 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). Then, the compressor wheel blades force air into the cylinder
head to the inlet valves. The increased amount of forced air enables the engine to be able to
burn more fuel producing increased power. The engine can operate under low boost conditions.
During a low 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.
NOTE: The wastegate calibration is preset at the factory.

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21

Turbo Inlet Pressure Sensor

The turbocharger inlet pressure sensor (arrow) is located in the tube that is between the air filter
group and the inlet to the compressor housing.
The turbocharger inlet pressure sensor measures restriction of air flow through the air filters and
the inlet. Restriction of the air flow to the turbocharger will initiate a warning and engine
derate.

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Text Reference

AIR INLET RESTRICTION DERATE

16%
14%

% Derate

12%
10%
8%
6%
4%
2%
0%
0

10

12

14

16

Air Restriction kPa Difference

Level 1 Warning

Level 2 Warning / Derates

22

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 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 go into the air inlet restriction derate.

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Text Reference

1
2

23

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

500

1000

1500

2000

2340

0 Derate

Engine rpm
kPa Warning Level 1

kPa Shut down Level 3

35% Derate

24

Low Oil Pressure

This illustration shows a graph with the two different warning levels for low oil pressure.
When the oil pressure is below (154 kPa @ 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 kPa @ 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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25

Coolant Temperature Sensor

The coolant temperature sensor (arrow) is installed at the right front corner of the engine, above
the jacket water pump. The coolant temperature sensor monitors the temperature of the fluid in
the coolant system. The coolant temperature 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%
110

116

116.5

117

117.5

118

118.5

119

119.5

Coolant Temperature C
Level 1 Warning

Level 3 Warning / Derat es

26

High Coolant Temperature Derate

The coolant temperature sensor measures the temperature of the coolant.
When the temperature of the coolant exceeds 110 C (230 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 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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27
3
2

1
4

28

Intake Manifold Sensors

The upper illustration shows the intake manifold air pressure sensor (1), and the intake
manifold air temperature sensor.
The intake manifold air pressure sensor (1) is used to monitor intake manifold air pressure.
The intake manifold air temperature sensor (2) is used to monitor the air temperature flowing
into the intake manifold. The Engine ECM also uses the temperature sensor as one of the key
target temperatures to control the fan speed in the hydraulic fan system. Also, the sensor is
used as an input to the Engine ECM for the virtual exhaust temperature derate. Also shown is
the Engine ECM (3) and intake manifold (4).

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Text Reference

C11-C32 ENGINE INTAKE MANIFOLD TEMPERATURE DERATE

21%
18%

% Derate

15%
12%
9%
6%
3%
0%
82

86

87

88

89

90

91

92

93

Intake Manifold Temperature C

Level 1 Warning

Level 2 Warning / Derat es

29

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 and engine derates.
After the engine is running for at least 3 minutes and if the intake manifold air temperature goes
above 82 C (180 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 86 C (187 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
Intake Manifold Air Temperature
Engine Speed

Fuel Injection
Calibration

Highest Derate
Priority
Selector

Other Engine
Derate
Conditions

Engine ECM

30

Virtual Exhaust Temperature Derate

An engine derate can occur due to a estimated (virtual) high exhaust gas temperature. The
Engine ECM monitors the barometric pressure, the intake manifold temperature, and the engine
speed to estimate exhaust gas temperature. The following conditions are monitored to
determine if the engine derate should be enabled:
- high altitude
- high ambient temperatures
- high load and full accelerator pedal throttle
- barometric pressure
- intake manifold air temperature, and engine speed
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 informs the mechanic that a derate has occurred because of operating conditions.
Generally, this situation is normal and requires no service action.

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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, thereby prevent
elevated exhaust temperatures.
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 air pressure sensor faults.
- No active atmospheric pressure (barometric) sensor faults
- No +5 V sensor voltage codes active.
- The virtual exhaust temp derate must be the highest derate.
- More fuel is being requested than the virtual exhaust temp 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 air
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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31

The fuel pressure regulator (1) is located in the secondary fuel filter base (3). The fuel pressure
regulator is used to maintain fuel pressure in the fuel gallery.
Also shown is the electric fuel priming pump (2) that is located on the primary fuel filter
base (4).

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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) 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, the bevel gear, the differential and the axles to the final drives.
Power from the transmission output shaft also flows through the rear universal joint group to
the rear pinion, the bevel gear, the differential and the axles to the final drives.
Power train movements and operations are controlled through the Power Train ECM.

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Text Reference

34

The Power Train Electronic Control Module (ECM) is the central component in the
transmission 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 operators 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: the 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 Implement
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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The power train uses the A4M1 Electronic Control Module (ECM). To enable the ECM for
power train functions, contact (J1-27) is grounded and 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, to ground, or to 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 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. 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 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 (ET).
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 on
the Caterpillar Monitoring System.

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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
(ON, 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)

35

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 (Forward, Neutral, Reverse, and Gear): 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 switch controls direction
and the 2 thumb-switches controls 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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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: 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 sensors 1 and 2: 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 primary
steering system loses steering oil flow.
Secondary steering pressure switch: It tells the ECM if the secondary steering pump is
correctly building up pressure. When the pump is running and we still do not see pressure a
warning indicator is lit. It is mostly used as feedback for the start-up test and the manual
switch test to ensure that the system is working properly.
Left 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 downshift 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 (ON/OFF/AUTO): Signals the Power Train ECM which mode the
operator wants to operate. The operator should never operate in ON mode since this is the
service mode.
Transmission neutralizer disable switch: Provides an input to the Power Train ECM that will
disable the the left pedal neutralization of the transmission.
Transmission oil temperature sensor: Provides an input to the Power Train ECM with the
temperature of the transmission oil.

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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 Volts: Unswitched power supplied to the Power Train ECM from the battery.

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Text Reference

1
4

36

Engine Start Switch and Diagnostic Service Tool Connector

The engine 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 (ET) are on the front panel on the right side.
A laptop computer with ET 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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37

Transmission Shift Lever

This is a picture of the standard type of transmission shift lever control group (arrow) that is
found on the 966H/972H 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. 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 Power Train ECM will automatically select the correct speed
clutches (SECOND, THIRD, or FOURTH) based on the engine and transmission output speeds.

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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 switch (2) are mounted on the left
side of the half moon shaped steering wheel.
The directional control switch is a three-position switch with which the operator selects either
FORWARD (toggle forward), NEUTRAL (center position), or REVERSE (toggle backward)
directions. The switch position the operator selects closes (grounds) that contact while the
remaining two contacts stay open. Closing a switch contact sends a signal to the Power Train
ECM indicating the direction selected by the operator.
The upshift switch/downshift switch 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 the desired speed.

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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
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 and motor, which supplies flow for the
steering system.
The Power Train ECM is monitoring the pressure of the secondary steering hydraulic lines.
This action ensures the pressure has increased to an acceptable level while the pump is running.

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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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40

The 966H and 972H Wheel Loaders are equipped with a variable shift control switch (1). The
variable shift control uses the engine speed in order to provide optional autoshift points. The
Power Train (ECM) uses the position of the variable shift control switch and the engine speed
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. To
regulate transmission shifts, 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. 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 traveling.
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 an upshift 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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41

This illustration shows the panel with the optional Command Control Steering. The
Auto/Manual gear selector switch 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
downshift 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.
To regulate transmission shifts, the Power Train ECM evaluates the inputs that are sent from the
engine speed sensor, the transmission speed sensors, the torque converter output speed sensor,
and the left brake pedal position sensor.
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 an automatic upshift 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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1
2

42

The Power Train ECM receives inputs from three speed sensors on the transmission. The
sensors are:
- No. 1 output speed sensor (1)
- No. 2 output speed sensor (2).
- 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 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 speed sensor information is also used by the Power Train ECM to set and adjust
transmission shift points.

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43

44

Transmission Oil Temperature Sensor

The transmission oil temperature sensor (arrow) is a two-wire passive temperature sensor that is
located on the left 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.

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45

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 PWM 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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46

Implement Pod Downshift Switch And Remote F-N-R 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 F-N-R switch (2) is only installed on the machines that are
equipped with the standard HMU steering.

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47

48

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 parking brake
pressure switch will open, turning the parking brake indicator light OFF. Then, the Power
Train ECM will receive a signal that the parking brake is disengaged.

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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)

+24 Voltage

Ride Control
Antidrift Solenoid (HE)
Heated Mirror Relay

49

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 Cat Data
Link also connects the ECM to the Caterpillar Monitoring System and electronic service tools
such as Caterpillar Electronic Technician (ET).
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 Data Link).

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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 service 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.
Heated mirror relay: The Power Train ECM energizes the relay to send current to the coil to
warm the mirror.
Ride Control Solenoid valve (RE): The Power Train ECM energizes the solenoid valve that
controls the opening of the antidrift valve which allows flow between the rod end of the lift
cylinders and tank.
Ride Control Solenoid valve (HE): The Power Train ECM energizes the solenoid valve that
controls the opening of the antidrift valve which allows flow between the accumulator and the
head end of the lift cylinders.
Ride Control Solenoid valve (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
ride control balance solenoid valve for a default time designated through Caterpillar ET
configuration. The pressure between the head end of the lift cylinders and the accumulator are
balanced. Then, the Power Train ECM energizes the head end ride control solenoid valve and
rod end ride control solenoid valve.

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50

Back-up Alarm
The back-up alarm (arrow) is located on the right hand side of the machine inside the access
door. The alarm sounds when the transmission directional switch is placed in the REVERSE
position.

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51

Warning Panel - Left Side

This 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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2
1

4
3

52

Implement Control Valve - With Ride Control

The ride control system is an option on the 966H and the 972H 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 controls oil flow over the
antidrift valves and one solenoid valve controlling the shifting of the balance valve. Energizing
solenoid valve (2) provides a path of oil between the head end of the lift cylinders and the ride
control accumulator. 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. Energizing solenoid valve (4) drains the oil pressure off the
antidrift valve enabling the valve to raise. Supply oil flows 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 the ride control system is in SERVICE/AUTO, the
respective LED is illuminated on the machine status display.

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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 goes below the value of the pressure switch (2), a
signal is sent to the Power Train ECM. Then, the ECM sends current to the intermediate relay
to energize the secondary steering pump motor. The secondary steering pump will supply oil to
the steering system.

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1
54

2
55

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 relay is energized, battery voltage flows through the relay to the starter solenoid.

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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

4
Modulating
Valve

Modulating
Valve
Filter

2
FORWARD

Transmission
Pump

SECOND
SPEED

5
Modulating
Valve

Modulating
Valve
Screen Group
Magnet

FIRST
SPEED

FOURTH
SPEED

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 electromagnetic force moves the pin against the ball.
The ball moves to the right against the seat. The oil flow through the center of the valve spool
is blocked. The oil pressure increases at the left end of the valve spool and the valve spool
moves to the right against the spring. Then, oil flow is directed to the ports 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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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 planetary.

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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

1
REVERSE

THIRD
SPEED

Modulating
Valve
Filter

Modulating
Valve

5
SECOND
SPEED

FORWARD

Transmission
Pump

5
Modulating
Valve

Modulating
Valve

Screen Group
Magnet

FIRST
SPEED

FOURTH
SPEED

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, the electromagnetic force moves the
armature against the ball. The ball moves to the right against the seat. The oil flow through the
center of the valve spool is blocked. The oil pressure increases at the left end of the valve spool
and the valve spool moves to the right against the spring. Then, 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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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 then to the transmission for cooling and lubrication of the bearings and planetary.

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TRANSMISSION HYDRAULIC SYSTEM

SECOND SPEED FORWARD
Torque
Converter

Main Relief Valve

Torque Converter
Outlet Relief Valve
Cooler

Power Train
ECM

To
Transmission
Bearing
Lubrication

Modulating
Valve

Modulating
Valve

Torque
Converter
Inlet Relief
Valve

1
REVERSE

THIRD
SPEED

4
Modulating
Valve

Modulating
Valve
Filter

FORWARD

Transmission
Pump

SECOND
SPEED

5
Modulating
Valve

Modulating
Valve

66

Screen Group
Magnet

FIRST
SPEED

FOURTH
SPEED

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 electromagnetic force moves the
armature against the ball. The ball moves to the right against the seat. The oil flow through the
center of the valve spool is blocked. The oil pressure increases at the left end of the valve spool
and the valve spool moves to the right against the spring. Then, 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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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 then to the transmission for cooling and lubrication of the bearings and planetary.

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TRANSMISSION HYDRAULIC SYSTEM

SECOND SPEED REVERSE
Torque
Converter

Main Relief Valve

Torque Converter
Outlet Relief Valve
Cooler
To
Transmission
Bearing
Lubrication

Power
Train
ECM

Modulating
Valve
Torque
Converter
Inlet Relief
Valve

Modulating
Valve

4
THIRD
SPEED

REVERSE

4
Modulating
Valve

Modulating
Valve
Filter

SECOND
SPEED

FORWARD

Transmission
Pump

5
Modulating
Valve

Modulating
Valve
Screen Group
Magnet

66

FIRST
SPEED

FOURTH
SPEED

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 SECOND SPEED REVERSE 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 electromagnetic force moves the
armature against the ball. The ball moves to the right against the seat. The oil flow through the
center of the valve spool is blocked. The oil pressure increases at the left end of the valve spool
and the valve spool moves to the right against the spring. Then, 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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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 then to the transmission for cooling and lubrication of the bearings and planetary.

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TRANSMISSION MODULATING VALVE

NO COMMANDED SIGNAL
Test Port
Valve
Spool

Ball Orifice

Solenoid

Pin

Drain
Orifice

Spring

From
Pump
To
Tank

To
Clutch

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 solenoid. With
no current signal applied to the solenoid, the transmission modulating valve is DEENERGIZED 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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TRANSMISSION MODULATING VALVE

COMMANDED SIGNAL BELOW MAXIMUM
Test Port
Ball

Solenoid

Pin

Valve
Spool

Orifice

Drain
Orifice

Spring

From
Pump
To
Tank

To
Clutch

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. During each stage of the engagement and
disengagement cycle, the amount of commanded current signal is proportional to the desired
pressure applied to the clutch.
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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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 minimizing
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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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 cause 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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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 solenoid 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
4C-8195 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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63

64

2
3
4
5

Transmission Modulating Valve - Solenoids

This illustration shows a view of the transmission modulating valves.
The six modulating valves on the top of the transmission are located over the respective clutch.
The solenoid valves provide electronically controlled pressure modulation. The transmission
shifting function is controlled by the Power Train Electronic Control Module (ECM). The
Power Train ECM and the transmission modulating valves provide modulation to each
individual clutch.
Also shown is the transmission main relief valve (7).

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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. Then, 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
solenoid provides electronically controlled clutch filling and pressure modulation.
The following Tables show 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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65

Transmission Relief Valve

Shown is the transmission hydraulic main relief valve (1) which is 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).

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TORQUE CONVERTER
Turbine

Impeller

Rotating Housing
Freewheel Stator

Outlet
Output
Shaft

Carrier
Inlet
Flywheel Splines

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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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 rotating 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 will
freewheel 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
3
2

67

Shown in the illustration above, is the torque converter outlet relief valve (1) located on the
right side of the transmission and below the torque converter housing (2).
The torque converter outlet relief valve controls the pressure inside the torque converter by
maintaining a minimum pressure of 550 135 kPa (80 20 psi) at torque converter stall rpm.
Also shown is the transmission oil temperature sensor (3).

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68

This illustration shows the service center on the right side of the machine below the platform.
Located in the lower half of the service center is the transmission oil filter (1), the power train
fluid sampling port (2) , and the transmission oil filter bypass switch (3).
The transmission oil filter bypass switch reports to the Caterpillar Monitoring System sending a
warning when the transmission oil filter requires service.

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This illustration shows the message center (arrow) for the Caterpillar Monitoring System.
When the Caterpillar Monitoring System is in the Service Mode (Mode 3), the Message Center
shows the fault codes. The fault codes consist of the Module Identifier (MID) followed by the
Component Identifier (CID) and 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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70

VARIABLE SHIFT CONTROL CIRCUIT

Power Train ECM
Ground

J1-32

Variable Shift Control (E conomy)

J2-32

Variable Shift Control (M id)

J2-33

Variable Shift Control (P ower)

J2-34

BK 18
GN 18
BU 18
BR 18

1
2
3
4

BK 16
BK 16
BK 16
BK 16

71
Variable Shift
Control Switch

Variable Shift Control

The 966H and the 972H 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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Integrated Brake System

The 966H and the 972H Wheel Loaders are equipped with the Integrated Brake System (IBS).
This system allows 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 PWM 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 or the Caterpillar Monitoring System main display module. Pedal travel is
displayed as a percentage (%) in ET and by counts (ct.) on the Caterpillar Monitoring
System. Three percent of brake pedal travel is about 2 ct. or 1, and 100 percent of
pedal travel is about 66 counts or 33.

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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

73

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 (dead band), no braking or
downshift occurs. Brake pedal travel between the pedal dead band 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.
In the Normal Mode, 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 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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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:
- 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
or
- 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 overshoots 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 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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966H-972H
SPEED LIMITER ATTACHMENT
Transmission ECM

Engine ECM
Cat Data Link

Crankshaft Speed / T iming Sensor

Camshaft Speed / Timing Sensor

74

Speed Limiter
The Speed Limiter feature limits machine ground speed to 20 km/h (12 mph) on 966H-972H
Wheel Loaders.
The speed limiter software in the Power Train ECM monitors the machine engine speed, the
ground speed, and the acceleration. The Power Train ECM receives the engine speed signal
from the crankshaft speed/timing sensor and the camshaft speed/timing sensor. 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.
NOTE: The speed limiter attachment is installed and uninstalled through Cat ET. In
order to install or uninstall the attachment, a factory password is required.

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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

75

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 (optional)
- 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
Engine Start Switch

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

Auxiliary Function HE Solenoid Valve

Fine Modulation Switch

Auxiliary Function RE Solenoid Valve
Lift Linkage Position Sensor

Lower Antidrift Solenoid Valve

Tilt Linkage Position Sensor

Dump Antidrift Solenoid Valve

Lift Head End Pressure Sensor

Autodig Audible Indicator

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

76

Implement Electronic Control System

This diagram of the Implement Electronic Control System shows the components which
provide input and output signals to the Implement ECM.
The Implement (ECM) receives input signals from the various sensors and switches on the
machine, 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, the machine settings and the operational functions. The Implement ECM monitors
diagnostic conditions and reports events to the Cat Monitoring System or to Cat Electronic
Technician (ET). Also, the Implement ECM provides a means of calibrating the
electrohydraulic 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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The input components to the Implement ECM are:

Engine start switch: 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 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 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 4 is a grounded input signal that establishes
that 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 spool
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
spool 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
spool 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 spool 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 spool 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 spool depending on the amount of current applied to the solenoid.
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 autodig operator trigger mode is activated.
Autodig record mode indicator: This indicator is illuminated when the Implement ECM
recognizes that autodig record 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.
Low fuel pressure indicator: This indicator is illuminated when the fuel pressure is reported
low from the Engine ECM over CAT datalink. The illumination of indicator is driven by the
Implement ECM.

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77

The Implement Electronic Control Module (ECM) is the central component in the transmission
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 operators 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: the lift/tilt kickout switches, the 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 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 three different types of input signals:
1. Switch input: Provides the signal line to battery, to ground, or to 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 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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78

79

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 tilt lever pin (3)
reflecting the rotation of the lift lever compared to the lift linkage.
NOTE: In order to calibrate the lift or tilt linkage position sensors, refer to the Service
Manual module "966H and 972H 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 8858).

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3
2
1

80

Implement Control Levers

The tilt control lever (1), the lift control lever (2), and the auxiliary control lever (3) send a
Pulse Width Modulated (PWM) signal with the position of the control lever sensor to the
Implement ECM. 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 sensor frequency 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 an area of
movement with a slight resistance and the lever is released within 1 second, the actuator will
continue to move until the software controlled kickout is reached.
During troubleshooting of 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
Cat ET.

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81

The two switches located to the right of the operators 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 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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LIFT LINKAGE MODULATION

Lift Command

100%

-100%

-50%

-10 0 10

50%

100%

-100%

Percentage of Lift Lever Position

Fine Modulation

Normal 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 better control of the
linkage during small movements. The Fine Modulation feature in the "H" Series Wheel
Loaders is no longer adjustable as in the "G" Series Wheel Loader.
In the illustration, the vertical coordinates (lift command and tilt command) in each graph show
the percentage from minimum to the maximum modulation current directed to the modulating
valve on the main control valve.
The fine modulation feature can be turned ON and OFF using the fine modulation switch
located on the right side of the armrest.

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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 Implement ECM records the current position of the lift
arm. The Implement 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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Text Reference

4
5
6
7

84
Autodig Control Arrangement
Autodig automatically controls the bucket loading cycles. At the same time Autodig limits the
tire slippage by keeping the front tires loaded. The three modes that Autodig can operate in
are: Automatic Pile Detection Mode, Operator Triggered Mode, and Record Mode.
The Autodig select 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;
- beeping twice in the operator triggered mode; and
- beeping 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. Regardless of the position of the autoshift selector
switch if the machine is in 2nd or 3rd gear, with the Autodig material selector switch in
positions 3 through 9, the transmission will automatically downshift to 1st gear upon pile entry.
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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86

The left side of the front dash panel shows the low fuel pressure condition. The illuminated
indicator is enabled by an output from the Engine ECM over the Cat Data Link, driven by the
Implement ECM.

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"H" SERIES MEDIUM WHEEL LOADER IMPLEMENT HYDRAULIC SYSTEM

HOLD

Inlet
Manifold

Ride
Control
Accumulator

Tilt
Cylinder
Lift
Cylinders

Cover
Manifold

Head End
Solenoid valve

Tilt Antidrift
Valve

Manual
Lower
Valve

Auxiliary
Function

Line
Relief
Valves

Hydraulic Lockout
Valve

Lift Ant idrift

Valve
Rod
End
Solenoid
Valve

Raise Pilot
Solenoid Valve

Tilt Back Pilot

Solenoid Valve
Lift Spool

Pressure
Compensat or
Valve

Ride Control
Relief Valve
Auxiliary Spool

Tilt Spool
Balance
Valve

Pressure
Compensator
Valve
Screen
Resolver
Valve

Resolver
Valve

Signal
Duplication
Valve

Resolver
Valve

Check
Valve

Pressure
Compensator
Valve

Pilot
Pressure
Reducing
Valve

Steering
Pilot
Supply
(CCS Only)

Signal
Relief
Valve

Lower / Float
Pilot
Solenoid Valve

Dump Pilot
Solenoid Valve

Case
Drain
Filter

Pilot
Accumulator

Auxiliary
Head End
Solenoid Valve

Choke Check
Valve

Min Angle

Ride
Control
Auxiliary Rod End
Solenoid Valve

Margin
Relief Valve

Pump
and
Pump
Cont rol
Valve

Tank

87

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 pressure
differential 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.

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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.
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 spool 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 differential pressure relief valve. The differential pressure 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 differential pressure relief valve maintains the minimum pressure
for low pressure standby. The standby pressure is directed to the pilot pressure reducing valve
(PRV). 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 highest work port pressure in the resolver network to
supply an identical pressure to the pump control valve.
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 supplies 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

88

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 the signal pressure to the pump control valve is matching the
oil pressure in the resolver network. The implement pump is at 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

89

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 supply oil goes through the orifices in the lower end of
the compensator valve to the bridge passage. From the bridge passage, the pump flow goes
around the control spool into the work port to the rod end of the tilt cylinder.
Returning oil from the head end of the tilt cylinder, flows around the tilt antidrift valve to the
tank port.

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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

90

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 at low pressure standby.

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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

91

Load Check Operation

This illustration shows the pressure compensator and load check valve 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 to hold the load up to prevent it 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 pump (not shown).

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PRESSURE COMPENSATOR AND LOAD CHECK VALVE

PRESSURE COMPENSATOR OPERATION
From Signal Duplication Valve

To Signal Duplication Valve

From Resolver Network

From Head End

of Cylinder

To Rod End
of Cylinder

Tilt Anti-drift
Valve

Load Check
Spool
Pressure
Compensator
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

92

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 signal limiter valve in the load sensing signal valve and the margin
spool maintains pump discharge pressure approximately 2100 kPa (300 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

93

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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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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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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"H" SERIES MEDIUM WHEEL LOADER IMPLEMENT HYDRAULIC SYSTEM

DUMP

Inlet
Manifold

Ride
Control
Accumulator

Tilt
Cylinder
Lift
Cylinders

Line
Relief
Valves

Cover
Manifold
Hydraulic Lockout
solenoid Valve

Head End
Solenoid Valve

Tilt Antidrift
Valve

Manual
Lower
Valve

Auxiliary
Function

Lift Ant idrift

Valve

Pilot
Accumulator
Rod
End
Solenoid
Valve

Raise Pilot
Solenoid Valve

Tilt Back Pilot

Solenoid Valve
Lift Spool

Pressure
Compensator
Valve

Ride Control
Relief Valve

Auxiliary
Head End
Solenoid Valve

Auxiliary
Spool

Tilt Spool
Pressure
Compensator
Valve
Screen
Resolver
Valve

Resolver
Valve

Signal
Duplication
Valve

Balance
Valve

Pilot
Pressure
Reducing
Valve

Resolver
Valve

Signal
Relief
Valve

Lower / Float
Pilot
Solenoid Valve

Dump Pilot
Solenoid Valve

Case
Drain
Filter

Check
Valve

Choke Check
Valve

Min Angle

Ride
Control
Auxiliary Rod End
Solenoid Valve

Margin
Relief Valve

Pump
and
Pump
Control
Valve

Tank

94

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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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 revolvers 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 form
the illustration.

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"H" SERIES MEDIUM WHEEL LOADER IMPLEMENT HYDRAULIC SYSTEM

RAISE

Inlet
Manifold

Ride Control
Accumulator

Tilt
Cylinder

Head End
Solenoid Valve

Tilt Antidrift
Valve

Manual
Lower
Valve

Auxiliary
Function

Lift
Cylinders

Line
Relief
Valves

Cover
Manifold
Hydraulic Lockout
Valve

Lift Antidrift
Valve

Pilot
Accumulator

Raise Pilot
Solenoid Valve

Tilt Back Pilot

Solenoid Valve
Lift Spool

Rod
End
Solenoid
Valve

Pressure
Compensator
Valve

Ride Control
Relief Valve

Auxiliary
Head End
Solenoid Valve

Auxiliary
Spool

Tilt Spool
Balance
Solenoid
Valve

Pressure
Compensator
Valve

Pilot
Pressure
Reducing
Valve

Screen
Resolver
Valve

Resolver
Valve

Signal
Duplication
Valve

Balance
Valve

Resolver
Valve

Signal
Relief
Valve
Ride
Control
Lower / Float
Pilot
Solenoid Valve

Dump Pilot
Solenoid Valve

Case
Drain
Filter

Check Valve

Choke Check
Valve

Min Angle

Auxiliary Rod End

Solenoid Valve

Margin
Relief Valve

Pump
and
Pump
Control
Valve

Tank

95

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. 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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The pressure at the work port begin 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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"H" SERIES MEDIUM WHEEL LOADER IMPLEMENT HYDRAULIC SYSTEM

FLOAT

Inlet
Manifold

Ride
Control
Accumulator

Tilt
Cylinder

Head End
Solenoid valve

Tilt Antidrift
Valve

Manual
Lower
Valve

Auxiliary
Function

Lift
Cylinders

Line
Relief
Valves

Cover
Manifold
Hydraulic Lockout
Valve

Lift Antidrift
Valve

Pilot
Accumulator
Rod
End
Solenoid
Valve

Raise Pilot
Solenoid Valve

Tilt Back Pilot

Solenoid Valve
Lift Spool

Pressure
Compensator
Valve

Auxiliary
Head End
Solenoid Valve

Ride Control
Relief Valve

Tilt Spool

Auxiliary Spool
Pressure
Compensator
Valve

Pilot
Pressure
Reducing
Valve

Screen
Resolver
Valve

Resolver
Valve

Signal
Duplication
Valve

Balance
Valve

Resolver
Valve

Signal
Relief
Valve

Lower / Float
Pilot
Solenoid Valve

Dump Pilot
Solenoid Valve

Case
Drain
Filter

Check
Valve

Choke Check
Valve

Ride
Control
Auxiliary Rod End
Solenoid Valve

Margin
Relief Valve

Pump
and
Pump
Control
Valve
Min Angle

Tank

96

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 demands of the system.

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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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"H" SERIES MEDIUM WHEEL LOADER IMPLEMENT HYDRAULIC SYSTEM

TILT BACK AND RAISE

Inlet
Manifold

Ride
Control
Accumulator

Tilt
Cylinder

Auxiliary
Function

Lift
Cylinders
Tilt Antidrift
Valve

Manual
Lower
Valve

Line
Relief
Valves

Lift Ant idrift

Valve

Pilot
Accumulator
Auxiliary
Head End
Solenoid Valve

Raise Pilot
Solenoid Valve

Tilt Back Pilot

Solenoid Valve
Lift Spool

Pressure
Compensat or
Valve

Ride Control
Relief Valve

Tilt Spool

Auxiliary Spool
Pressure
Compensator
Valve

Screen
Resolver
Valve

Signal
Duplication
Valve

Resolver
Valve

Check
Valve

Balance
Valve

Pilot
Pressure
Reducing
Valve

Resolver
Valve

Signal
Relief
Valve
Ride
Control
Lower / Float
Pilot
Solenoid Valve

Dump Pilot
Solenoid Valve

Case
Drain
Filter

Cover
Manifold
Hydraulic Lockout
Valve

Auxiliary Rod End

Solenoid Valve

Margin
Relief Valve

Choke Check
Valve

Pump
Tank

97

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 send 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. 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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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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"H" SERIES MEDIUM WHEEL LOADER IMPLEMENT HYDRAULIC SYSTEM

HOLD / AUTO TRAVEL MORE THAN 9.7 KM/H (6 MPH)

Inlet
Manifold

Ride
Control
Accumulator

Tilt
Cylinder

Head End
Solenoid Valve

Tilt Antidrift
Valve

Manual
Lower
Valve

Auxiliary
Function

Lift
Cylinders

Line
Relief
Valves

Pilot Shutoff
Valve

Lift Antidrift
Valve

Pilot
Accumulator
Rod
End
Solenoid
Valve

Raise Pilot
Solenoid Valve

Tilt Back Pilot

Solenoid Valve
Lift Spool

Pressure
Compensator
valve

Auxiliary
Head End
Solenoid Valve

Ride Control
Relief Valve

Tilt Spool

Auxiliary Spool
Pressure
Compensator
Valve

Pilot
Pressure
Reducing
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

Auxiliary Rod End

Solenoid Valve

Margin
Relief Valve

Choke Check
Valve

Pump
Tank

98

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 head end 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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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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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

99

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 solenoid valve 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. Then, 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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RIDE CONTROL SYSTEM

AUTO/TRAVEL MORE THAN 9.6 km/h (6 mph)

Rod End

Rod End
Solenoid Valve

Head End
Solenoid Valve

Head End

Pilot Operated
Check Valve
Accumulator
Port

Balance Valve
Solenoid
Check
Valve

Relief Valve

To
Tank

Resolver
Valve

Supply Balance
Passage
Spool

To
Tank

100

Ride Control Valve - Auto/Travel More Than 9.7 km/h (6 mph)

This illustration is a sectional view of the ride control valve 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 solenoid valve is de-energized by the Power Train ECM and the 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 flowing around the balance spool is blocked.
After the one second equalization time, the head end solenoid valve and the rod end solenoid
valves are energized. The oil passage between the rod end of the lift cylinders and the tank port
is open. The energized head end solenoid valve allows the oil that locks the pilot operated
check valve closed to flow to the hydraulic tank. The pilot operated 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

101

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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1
3
2

102

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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4
5

103

5
8
104

4
6

Implement Pump and Pump Control Valve

The Implement hydraulic pump for the 966H and 972H 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 is a list 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 (do not adjust) (4)

- Load sensing adjustment screw (8)

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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

Actuator Piston

Signal Relief
Valve

Load
Sensing
Adjustment
Screw
LS Signal from
Work Port

Bias Spring

Pump Upstroke

105

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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The adjustment screw at the top of the actuator piston is used to 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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PUMP CONTROL VALVE

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

Actuator Piston

Signal Relief
Valve

Load
Sensing
Adjustment
Screw
LS Signal from
Work Port

Bias Spring

Pump Destroke

106

Pump Control Valve - 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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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

Actuator Piston

Signal Relief
Valve

Load
Sensing
Adjustment
Screw
LS Signal From
Work Port

Bias Spring

Pump Upstroke

107

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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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

Actuator Piston

Signal Relief
Valve

Load
Sensing
Adjustment
Screw

Bias Spring

LS Signal from
Work Port

108

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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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

Actuator Piston

Signal Relief
Valve

Load
Sensing
Adjustment
Screw
LS Signal from
Work Port

Bias Spring

Pump Destroke

109

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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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

Actuator Piston

Signal Relief
Valve

Load
Sensing
Adjustment
Screw
LS Signal From
Work Port

Bias Spring
Pump Destroke

110

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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Text Reference

4
5

3
6

1
7

10

11

12

13

111
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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MARGIN RELIEF VALVE

Load Sensing Signal

From
Pump

To Tank
112

Margin Relief Valve

During normal working conditions, the pressure difference between the pump delivery pressure
and the load sensing signal pressure is maintained at approximately 1960 kPa (285 psi) by the
spring in the pump control valve (not shown).
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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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

113

Pressure Reducing Valve

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 (RENR8858) Troubleshooting Testing and Adjusting 966H and 972H
Wheel Loaders Electrohydraulic System. Pilot Pressure to the Main Control Valve Check.

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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

114

Pressure Reducing Valve - Above The Adjusted Pressure

As the oil pressure from the implement pump increases, the reducing valve will regulate the
pressure in the pilot system.
The pilot oil flows into the center of the spool through the passages in the spool. The pilot oil
flows out of the pressure reducing valve from the left end of the spool to the pilot accumulator
and then, to the hydraulic lockout solenoid valve. When the solenoid valve is energized and
one or more of the control levers are moved, the flow from the implement pump will increase
along the pilot pressure. Also, oil flows through the orifice into the spring cavity. When 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 which allowing the spool to override
the spring. The spool moves to the right and blocks the supply oil from implement pump. The
spool shifts to the right allowing the passages in the spool to be open to 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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115

Load Sensing Pressure Tap

The access to the load sensing pressure tap is on the right side of the machine at the articulation
hitch near the service bay.
This pressure tap is used to measure the load sensing pressure between the pump control valve
and the signal duplication valve.

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Text Reference

4
5

6
7

10

11

116

The following components are located on the implement control valve:

- Head end solenoid valve (ride control) (1)
- Hydraulic lockout valve (2)
- Differential pressure relief valve (3)
- Lift antidrift valve (4)
- Line relief valve (rod end) (5)
- Dump pilot valve housing (6)
- Dump solenoid valve (7)
- Raise solenoid valve (8)
- Raise pilot valve housing (9)
- Ride control relief valve (10)
- Pilot check valve (11)

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117

The following components can be seen from the left rear of the control valve:
- Tilt pressure compensator valve (1)
- Lift pressure compensator valve (2)
- Head end solenoid valve (ride control) (3)

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1
2
4
118

1
2

119

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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SIGNAL DUPLICATION VALVE

From Resolver
Network

From Pump
Supply

To
Pump Control
and Pressure
Compensator Valve

120

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 work port 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

121

Signal Relief Valve - Below The 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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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

122

Signal Relief Valve - Above The Adjusted Pressure Setting

When the force of the load sensing oil at the left end of the signal relief valve is above the force
of the spring, the poppet moves off the seat, and a small amount of oil drains through the
passage to the hydraulic tank. The signal relief valve functions like a signal relief valve.
As a result, the load sensing signal is maintained at the adjusted pressure setting of the signal
relief valve.

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Text Reference

LINE RELIEF VALVE

From Implement
Cylinders
Seat

CLOSED
Shoulder
Area

Sleeve

Inner
Spring Spool

Outer
Spring

Spring

Poppet

123

Line Relief Valve - Closed

When the control valves for the cylinders are in the NEUTRAL position, spring force on the
poppet and the inner and the outer springs to the right of the piston keep the spool moved to the
left in the closed position.
When the control valves are energized and 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
circuit pressure to the specified pressure settings.
The pressure between the cylinder and the main control valve pressurizes the line relief valve.
The pressure oil flows in the center passage of the spool into the inner spring and outer spring
chamber. During normal conditions, the oil pressure is lower than the line relief valve pressure
setting. 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 spool is larger than the area on the left side of the spool.

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With the oil pressure equal 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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LINE RELIEF VALVE

OPEN
From Implement
Cylinders
Seat

Shoulder
Area

Sleeve

Inner
Spring Spool

Outer
Spring

Spring

Poppet

124

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 the 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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LINE RELIEF VALVE

MAKEUP FUNCTION
To Implement
Cylinders
Seat

Shoulder
Area

Sleeve

Inner
Spring Spool

Outer
Spring

Spring

Poppet

125

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 event 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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2
3

Text Reference

126

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 spool (8)
- Raise solenoid valve (9)

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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

127

STEERING SYSTEM
This illustration shows the location of the components for the standard HMU steering system
for the 966H and the 972H Wheel Loaders.
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 cylinders
- Orifices

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STEERING SYSTEM BLOCK DIAGRAM

HOLD

Hand
Metering
Unit
Neutralizer
Valve
Check Valve
Steering
Pump

Neutralizer
Valve
Secondary Steering
Diverter Valve

Steering
Cylinders

Steering
Control
Valve

Secondary Steering
Pump and Motor
(Optional)
Tank

128

This diagram shows the components and oil flow for the 966H/972H standard 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 966H/972H 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 in the steering control valve, which supplies
pilot oil 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 spool 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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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

1
2

3
4

129

The following are components of the standard Hand Metering Unit (HMU) Steering System:
- Hydraulic tank (1)
-Hand Metering Unit (2)
- Steering pump (3)
- Neutralizer valves (4)
- Orifices (5)
- Steering control valve (6)
- Steering cylinders (7)

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4
5

130

Steering Pump
The steering pump (2) for the 966H and 972H 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 AND PUMP CONTROL VALVE

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

131

Steering Pump with the Engine OFF

This illustration shows a sectional view of the steering pump and the pump control valve. The
major components are shown. When the engine is in the OFF position, the bias spring 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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STEERING PUMP AND PUMP CONTROL VALVE

LOW PRESSURE STANDBY
Signal
From HMU

Pump
Output
Large Actuator
Piston
Large Actuator

Swashplate

Spring

Drive
Shaft
Flow
Compensator

Pressure
Compensator

Small Actuator and Bias Spring

Piston and Barrel Assembly

132

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 oil flow to compensate for internal leakage
and maintain sufficient pressure to ensure instantaneous response when the signal from the
HMU commands steering oil flow.
At LOW PRESSURE STANDBY, no load sensing pressure signal is detected at the flow
compensator spool. Pump supply oil pushes the flow compensator spool up. 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 the closed-center valves create 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 spool to the pump case.

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STEERING PUMP AND PUMP CONTROL VALVE

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

133

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 of 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 AND PUMP CONTROL VALVE

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

134

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 AND PUMP CONTROL VALVE

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

135

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
2
1

136

Steering Control Valve

Shown is the steering control valve. This valve is mounted above the transmission between the
operator's station and the engine.
This illustration 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 pressure port (8)
- Return flow port (9)

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137

Steering Neutralizer Valves

The steering neutralizers are a plunger-type valve. The neutralizer valve is used to block the
pilot oil that is flowing from the HMU to both the pilot control spool and the main steering
control spool. As the machine is articulating to the left and the neutralizer valve (1) meets the
striker (2), the 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.

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LESS THAN MAXIMUM TURN

NEUTRALIZER
VALVE

From
To
Steering HMU
Control Valve
Orifice

Spring

To
Tank

Valve Spool

MAXIMUM TURN

Center Passage

From
To
Steering HMU
Control Valve
Spring

Orifice

To
Tank

Valve Spool

Center Passage

138

Steering Neutralizer Valve

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 pilot end of
the 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.
Pilot oil from the neutralizer valve to the steering control valve (not shown) is blocked. 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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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

139

Steering System Schematic

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 spool 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 spool 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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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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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

140

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 spool.
The directional spool shifts down against the force of the centering spring.
When the directional spool moves down, main steering pump oil flows through the directional
spool 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 spool and back to the hydraulic tank.
The machine articulates to the left for a left turn.

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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

141

Steering System - Full Left Turn - 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 spool return to the center position. Flow
to the steering cylinders is blocked at the directional spool 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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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

142
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 actuates. 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.
Oil from the secondary steering pump flows past the secondary steering valve to the steering
control valve and 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. Secondary steering provides a
method to steer the machine to a safe location if a failure occurs in the primary steering pump
or in the engine.

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143

Secondary Steering
This illustration shows the location of the secondary steering components in the rear frame (1).
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 (4) 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 (2), 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.
The secondary steering motor will be de-energized when either the ground speed is 0 rpm or a
faulted TOS sensor signal for more than five seconds.

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Text Reference

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

3
2
7

144

The secondary steering diverter (1) 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 ground speed is greater than 0 rpm. The primary pressure
switch sends a signal to the Power Train ECM and the ECM enables the secondary steering
pump motor.
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 also 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 is closed and
illuminates the primary steering warning LED. Oil flows into the diverter valve through the
line (7), 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 warning LED.

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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
Diverter Valve
Pump And Motor Cylinder Control Valve Orifice Manifold Quad Check Valves

145

This illustration shows the location of the components for the optional CCS steering system for
the 966H and the 972H Wheel Loaders. The hydraulic tank is common to all hydraulic systems
on the machine.
INSTRUCTOR NOTE: The color codes used for hydraulic oil throughout this
presentation are:
Red

- System or high pressure

Red and White Stripes

- Reduced pressure

Orange

- Pilot pressure

Blue

- Blocked oil

Green

- Tank or return oil

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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

146

This diagram shows the components and oil flow for the 966H/972H Command Control
Steering system.
The primary steering system is made up of two basic circuits: the main system and the pilot
system. The steering system includes a third circuit if the 966H/972H 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

147

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

148

1
2

4
149

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 in pressure
tap (2) and the pilot lines (3) to the steering control valve
In the Command Control System (CCS) on the "H" Series machines, the pilot oil flows to the
pilot control valve through the hose (4) that is connected to the implement control valve in the
front frame.
Also shown in the lower illustration is the location of the quad check valve (5) in the loader
frame.

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Text Reference

150

4
151
8
7

5
6
Located in the front frame is the steering drive shaft (1) for the pilot control valve. This shaft
is connected to the input shaft on one end with the other end connected to the steering wheel
shaft. Also shown in the upper illustration is the neutral pilot pressure tap (2) located remotely
on the loader frame right side. Neutral pilot pressure is the oil pressure in the directional
control valve section of the pilot valve in the NO TURN position.
The lower illustration shows the screen orifice manifold (7) located on the rear frame between
the upper and lower hitch pins. The manifold includes the block, the screens (5), and the
orifices (6). Attached to the tees are the right pressure tap (3) and left pressure tap (4). The
pressure taps are for measuring the output pressure to each end of the spool in the steering
control valve. The tubing connected to the manifold is a drain line to the hydraulic tank. Also
shown is the steering control valve (8).

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Text Reference

STEERING PILOT VALVE

NO TURN

To Steering
Control Valve
To Steering
Control Valve

To Steering
Control Valve

Pilot Oil Ports

Input Shaft
Connected to
Steering Wheel

Directional
Control Valve

To Steering
Control Valve

Cam

Plunger

Regulating
Spring
From
Implement
Control Valve
Body
Piston

Pressure
Regulating Valve

To
Hydraulic Tank

From
Implement
Control Valve

Adjustment Screw

Directional
Control Valve

Section A-A

152

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

To Steering
Control Valve

To Steering
Control Valve

Pilot Oil Ports

Input Shaft
Connect ed t o
St eering Wheel

Directional
Control Valve

To Steering
Control Valve

Cam
Plunger
Orifice
Regulating
Spring
From
Implement
Control Valve
Body

Pressure
Regulating Valve

Piston

To
Hydraulic Tank

From
Implement
Control Valve

Adjustment Screw
Directional
Control Valve

Section A-A

153

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
directs pilot oil from the pressure regulating valve to the quad check valve, the neutralizer
valves, to the ends of the directional spool in the steering control valve.
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

Steering
Control
Valve

Secondary Steering
Diverter Valve
From
Implement
Control Valve

154

Steering System - Command Control Steering

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

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

Steering
Control
Valve

Shuttle
Valve

Makeup Ball
Check Valves

Screened
Orifice
Manifold
Quad
Check
Valve

Directional
Spool

Neutralizer
Valves
Pressure
Reducing
Valve
Secondary Steering
Pump and Motor

Pump
Back-up
Relief
Valve

Shuttle
Valve

Secondary Steering
Diverter Valve
From
Implement
Control Valve

155

This illustration shows the optional CCS system in a 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

Engine
ECM

Brake Pedal

Hydraulic
Tank

Parking Brake Valve And

Pressure Switch

Hydraulic
Fan Motor

Service Brake Valve

Hydraulic
Oil Cooler

Accumulator
Charging Valve,
Brake Pressure Switch
and
Fan Solenoid Valve

Rear Service
Brakes

Accumulators

Parking
Brake

Front Service
Brakes

156

BRAKE AND HYDRAULIC FAN SYSTEM COMPONENTS

Shown are the brake and hydraulic fan system components on the 966H and 972H Wheel
Loaders. The brake system and the hydraulic fan system share the same pump. The hydraulic
tank is common to both the brake system and the hydraulic fan system.
The brake system components are:
- Accumulator charging valve and brake pressure switch
- Brake accumulators
- Service brake valve
- Front and rear service brakes
- Parking brake valve and parking brake pressure switch
- Parking brake
- Brake and hydraulic fan pump
- Service brake pedal

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The hydraulic fan system components are:

- Accumulator charging valve and 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

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

157
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 12175 kPa (1760 psi). The cut-in valve is
shifted to the left.
The brake and hydraulic fan pump draws oil from the hydraulic tank and directs the flow of oil
to the accumulator charging valve and fan solenoid valve. The charge pressure for the brake
accumulators is below 12175 kPa (1760 psi), the cut-in valve is shifted to the left, and the
system oil flows to the resolver 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 flow control spool controls the displacement of the brake and hydraulic
fan pump. At this time, the pump will upstroke. Also, oil also flows to the lower port on the
priority valve, which shifts the priority valve upward and partially blocks the flow of oil to the
hydraulic fan motor.
Oil also flows past the screen, the check valve, and 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
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

158

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 brake and hydraulic fan pump draws oil from the hydraulic tank and directs
the flow of oil to the accumulator charging valve and fan 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 fan solenoid
valve which controls pressure back to the pump control valve through the load sense line.
When the brake accumulators are charged (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 hydraulic fan pump will supply sufficient oil flow to rotate the hydraulic fan 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

Parking
Brake
Valve

Parking
Brake
Actuator

Hydraulic
Fan
Motor
Parking
Brake

Rear Brake
Accumulator
Accumulator
Charging Valve
and Fan Solenoid Valve

Service
Brake
Valve

Front Service
Brakes

Parking
Brake
Pressure
Switch

Front Brake
Accumulator

Relief
Valve

Inverse Shuttle Valve

Brake
Pressure
Switch

Fan Solenoid
Valve

Cut In 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

Cut Out
Valve

Min Angle

Case Drain
Filter

Hydraulic Tank

159
Brake and Hydraulic Fan System - Maximum 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 Brake and Hydraulic Fan System, the brake and hydraulic fan pump
draws oil from the hydraulic tank and directs the flow of oil to the accumulator charging valve
and fan 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 fan motor is determined by the fan solenoid
valve, which feeds pressure back to the pump control valve through the load sense line. When
the brake accumulators are charged, the oil 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 fan solenoid valve shifts
upward proportionally current reduction. The increase in oil flowing through the fan 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 brake and hydraulic fan pump will upstroke, increase the fan speed, and
move more air through the radiator group. The pump supplies sufficient oil flow to rotate the
hydraulic fan motor at maximum fan speed.

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Text Reference

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 drain off all the oil from behind the
actuator. The swashplate to move to maximum angle and the fan motor rotates at maximum
rpm.
The pump discharge pressure will raise until the pressure at the cutoff spool overrides the
spring force. The pressure cutoff spool shifts to the right. Pump discharge oil flows to the
right side 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

20
25
X100

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

160

In the hydraulic fan system, the speed of the fan and the output of the brake and hydraulic fan
pump is directly controlled by the Engine ECM through the 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:
- Intake manifold air temperature
- Engine coolant
The sensor for the intake manifold air 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 signal to the Caterpillar Monitoring System. The analog signal
will increase in voltage as the temperature of the oil increases. Then, the Cat Monitoring
System sends the temperature signal to the Engine ECM over the Cat Data Link.

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Text Reference

When the engine is started, the brake and hydraulic fan pump will run at minimum fan speed
until one of the temperature sensors read higher than the key target temperature. The following
conditions must be met, in order to run the fan system at minimum fan speed:
- The intake manifold air 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. 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. Then, a load sense signal will be sent
to the pump control valve and the brake and hydraulic fan pump will upstroke proportionally.
The minimum speed of the fan and the maximum speed of the fan 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

Engine ECM

J2

Analog Temperature
Sensor Return

30

Coolant
Temperature Signal
Main Display Module
2

Text Reference

Intake Manifold
Air Temperature

BU 18
PK 18
13

56

Cat Data
Link

Ground

Signal
Ground

Engine Coolant
Temperature Sensor
BU 18
PK 18

1
2

Signal
Ground

Intake Manifold Air

Temperature Sensor

J1
10

1
2

Hyd Temp Sensor

GY 18
BK 18

1
2

Signal
Ground

Variable Speed
Fan Control

43

Variable Speed
Fan Control

51

YL 18
BR 18

1
2
Variable Speed
Fan Solenoid

Hydraulic Oil
Temperature Sensor

161

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

162

163

The coolant temperature sensor (1) is installed in the jacket water and located on the front of
the engine and the rear of the machine. 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 manifold on the left side
of the machine. The sensor also sends an input to the Engine ECM (3) with the temperature of
the air in the intake manifold.

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Text Reference

1
164

165

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 and solenoid
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

3
2

166

Brake and Hydraulic Fan Pump

The brake and hydraulic fan pump is (1) located on the left side of the machine. The pump 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.
Located on the engine is the accumulator charging valve and fan solenoid. The valve is also
located on the same side of the engine as the pump.
Also 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 and fan solenoid (2).
These temperatures will determine the amount of oil sent to the hydraulic fan motor in order to
cool the 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

167

When the engine is OFF, the bias spring holds the swashplate at maximum angle.
When the engine is started, the pump drive shaft starts to rotate. Oil is drawn into the piston
bore from the pump inlet. As the pistons and barrel assembly rotate, the oil is forced out the
pump discharge.

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BRAKE AND HYDRAULIC FAN PUMP

LOW PRESSURE STANDBY
Signal
Pressure

Pump
Discharge

Large
Actuator

Swashplate

Margin
Spring

Flow
Compensator
Spool

Pressure
Compensator
Spool
Small Actuator
Bias Spring

168

Brake And Hydraulic Fan Pump - Low Pressure Standby

When no flow is demanded, no signal pressure is generated. Flow generated by the pump
creates "low pressure standby." The pump produces sufficient flow to compensate for system
leakage at low pressure standby 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 around the pressure compensator spool 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 spool 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 control 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

UPSTROKE
Signal
Pressure

Pump
Discharge
Large
Actuator

Reduced
Pressure

Swashplate

Margin
Spring

Flow
Compensator
Spool

Pressure
Compensator
Spool
Small Actuator
Bias Spring

169

Brake And Hydraulic Fan Pump - Upstroke

When the demand for flow is increased, a signal pressure equal to the work port pressure is sent
to the margin spring chamber. 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. 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 to 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

170

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

DESTROKE
Signal
Pressure

Pump
Discharge
Large
Actuator

Increased
Pressure

Swashplate

Margin
Spring

Flow
Compensator
Spool

Pressure
Compensator
Spool
Small Actuator
Bias Spring

171

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 directing more pressure and flow to the large actuator piston. 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 CUTOFF
Signal
Pressure

Pump
Discharge
Large
Actuator

Increased
Pressure

Swashplate

Margin
Spring

Flow
Compensator
Spool

Pressure
Compensator
Spool
Small Actuator
Bias Spring

172

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 condition or when system pressure is at maximum, signal pressure is equal to
pump supply pressure. The combination of the signal pressure and the margin spring force
moves 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 directs pump
system pressure 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

3
4
5
6
7

12
11
8
10

173

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
amount of flow going to the hydraulic fan motor is determined by a solenoid valve, which feeds
pressure back to the load sense line to the pump control valve. A priority valve in the fan drive
portion determines whether or not to send flow to the fan. Whenever the brake accumulators
are adequately charged, the priority valve will be open, allowing full flow to the fan. However,
when brake accumulator pressure is low, the priority valve will be shut off by the brake charge
cut-in valve, forcing the majority of the flow to the brake charge section of the block. The
brake charge section of the block will send the flow to the brake accumulators to charge them.
The two halves are separated by a brake charge check valve, intended to hold the oil pressure
within the brake charge section of the block.

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The following components are located on the fan control and brake accumulator charging
valve:
- Signal line to the fan and brake pump (1)
- Fan solenoid valve, an electronic output of the Engine ECM which controls the speed of
the cooling fan (2)
- Relief valve, limits the maximum pressure in the brake system (3)
- Cut-in valve, maintains minimum brake accumulator pressure (4)
- Return hose to the hydraulic tank (5)
- Cut-out valve, maintains maximum brake accumulator pressure (6)
- Brake pressure switch, warns the operator when brake accumulator pressure is low (7)
- Inverse shuttle valve, maintains equal charge pressure in both accumulators (8)
- Accumulator ports (9)
- Pump inlet port (10)
- Hydraulic fan motor outlet port (11)
- Priority valve, blocks flow to the hydraulic fan motor when the brake accumulators are
charging (12)

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174

Service Brake Valve

This illustration shows the service brake valve (1). The service brake valve is located under the
cab at the articulation hitch.
The pressure tap (2) is for the rear brakes and the pressure tap (3) is for the front brakes.

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Rear Brake
Accumulator

Front Brake
Accumulator
To
Power Train
ECM

Left Brake
Pedal

Text Reference

BRAKE SYSTEM

PARKING BRAKE RELEASED

Right Brake
Pedal
Brake Lights

Rear Axle
Brakes

Hydraulic
Fan
Motor

Service
Brake
Valve

Accumulator
Charging
Valve

Brake
Pressure
Switch

Brake
Pressure
Switch

Front Axle
Brakes

Parking
Brake
Valve

Parking
Brake
Actuator

Brake
and
Hydraulic
Fan Pump
Parking
Brake
Tank

175

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 RELEASED

SERVICE BRAKES APPLIED

Right Brake
Pedal
Brake Lights

Rear Axle
Brakes

Accumulator
Charging
Valve

Hydraulic
Fan
Motor

Service
Brake
Valve

Brake
Pressure
Switch

Brake
Pressure
Switch

Front Axle
Brakes

Parking
Brake
Valve

Parking
Brake
Actuator

Brake
and
Hydraulic
Fan Pump
Parking
Brake
Tank

176

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 disengaged and the transmission can be shifted to FORWARD or REVERSE.
Also, the Power Train ECM turns off the parking brake LED.
Also, this illustration shows the service brakes applied. The right brake pedal is depressed and
the service brake valve shifts downward and the charged brake oil is directed to the service
brakes. If the machine is equipped with stop lights, the lights will be illuminated.

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Text Reference

SERVICE BRAKE VALVE

NOT ACTIVATED

Boot
Plunger
Return Spring

Plunger Springs
Shims

Ball Retainer
Ball

Check Valve

Upper Spool
Front Brake Port

Tank Port

System Pressure Port

Lower Spool

Upper Spool Orifice

Upper Spool Passage
Tank Port

Rear Brake Port

System Pressure Port

Upper Spool Orifice

Lower Spool Passage

Lower Return Spring

177

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 front service brakes and the lower brake port is for the rear 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 directed to the
service brakes.

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Text Reference

SERVICE BRAKE VALVE

BRAKES ACTIVATED

Boot
Plunger
Return Spring

Plunger Springs
Shims

Ball Retainer
Ball

Check Valve

Upper Spool
Front Brake Port

Tank Port

System Pressure Port

Lower Spool

Upper Spool Orifice

Upper Spool Passage
Tank Port

Rear Brake Port

System Pressure Port

Lower Spool Orifice
Lower Spool Passage
Lower Return Spring

178

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 and return springs. The plunger spring puts a
downward force on the ball retainer, the ball, the upper spool down, and the lower spool. The
front brake port will be blocked from the upper tank port. The front brake port will then be
open to flow from the system pressure port (from the front 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
rear brake port will then be open to flow from the system pressure port (from the rear 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

CATERPILLAR MONITORING SYSTEM

Gauge Cluster
Module

Speedometer/
Tachometer
Module

12

MPH
km/h

Main Display
Module

Action
Lamp

CkPa Miles KM RPM LiterSERV

CODE
X10

3F
Action
Alarm

Input
Components

Display Data Link

Cat Data Link

Transmission ECM

Implement ECM
Input
Components

Engine ECM

Input
Components

Input
Components

179

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, Engine
ECM, and 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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180

Fuel Level Sender

The fuel level sender is located on the top of the fuel tank on the right side at the rear 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.
The depth of the fuel in the tank determines the position of the sender float. As the float rotates
upward and downward on the sender arm, the resistance of the sender varies according to the
level.
The output resistance decreases as the fuel level increases and the output resistance increases as
the fuel level decreases.
NOTE: The fuel level sender can be service separately from the float assembly.

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181

The fuel level indicator is located on the left side of the dash panel. This indicator illuminates
when the fuel level is low.

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182

Hydraulic Oil Temperature Sensor

The hydraulic oil temperature sensor is located in the lower end of the hydraulic tank. 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
the Cat Monitoring System ECM.

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183

Brake Pressure Switch

The brake pressure switch (1) is located on the right side of the machine below the Engine
ECM (2) and next to the engine oil pan (3). The pressure type switch contacts are normally
open. When the engine is running, the switch makes contact as the brake accumulator oil
pressure increases to approximately 8270 kpa (1200 psi). If the brake pressure decreases to
approximately 6890 kPa (1000 psi), the contacts will open the ground path for pin 20 on the
Cat Monitoring System ECM. The brake oil pressure alert will begin flashing on the main
display module.

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Text Reference

184

185

Axle Oil Temperature Sensors

The above illustrations show the location of the axle oil temperature sensors. The sensor (1) is
located in the front differential. The sensor (2) is located in the rear differential. The sensors
are passive temperature sensors with a thermistor at the tip. The voltage output of the sensor
will decrease as the oil temperature in the respective differentials increases. The front axle
temperature sensor is connected to the Cat Monitoring System ECM. The rear axle temperature
sensor is connected to the Cat Monitoring System ECM.

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Text Reference

186

4
5
6

1
187

Filter Bypass Switches In The Right Side Service Bay

These illustrations show the locations of the power train filter pressure bypass switch (2) and
the hydraulic oil filter bypass switch (7) in the service bay.
The power train filter bypass switch (2) is a pressure differential switch which will give a Level
3 Warning when the filter is bypassing. The Cat Monitoring System will announce the
warning when the transmission oil temperature is at normal operating temperature.
The hydraulic oil filter bypass switch (7) is located on the filter base (1) base. The switch
signals for illumination when the pressure is above 138 kPa (20 psi).

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Text Reference

The hydraulic oil SOS port (4) (Blue) is located on the filter base (1) and the power train
SOS port (6) (Purple) is located on the power train filter base (3).
Also shown is the brake accumulators (5)

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Text Reference

188
2

189

Torque Converter Outlet Temperature Sensor

The torque converter outlet temperature sensor (1) is a passive sensor that sends an input
temperature signal to the Cat Monitoring System ECM. The monitoring system interprets the
temperature signal and moves the needle for the transmission oil temperature indicator (3) to
reflect the oil temperature.
Also shown is the Engine ECM (2).

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Text Reference

190

3
191

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, the alternator output is increased. 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 cause of the fault might be faulty batteries.
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 cause of the fault maybe the batteries or the alternator .
The electrical indicator is connected to the "R" (3) contact on the alternator (2).

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Text Reference

192

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: the engine oil pressure, the alternator speed, and the 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 operators seat next to the Implement ECM (2).

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Text Reference

193

Engine Tachometer
The tachometer 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

194

CONCLUSION
This presentation has provided information on the machine systems for the 966H Wheel Loader
that is equipped with a C11 ACERT Engine and the 972H Wheel Loader equipped with a
C13 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 "C11 and C13 Engines for Caterpillar Built Machines"
(RENR9318).

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Text Reference

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.