SERV1824

October 2006

GLOBAL SERVICE LEARNING

TECHNICAL PRESENTATION

950H AND 962H WHEEL LOADERS

AND
IT62H INTEGRATED TOOLCARRIER

Service Training Meeting Guide

(STMG)

950H AND 962H WHEEL LOADERS AND

IT62H INTEGRATED TOOLCARRIER
AUDIENCE
Level II - Service personnel who understands the principles of machine system operation,
diagnostic equipment, and procedures for testing and adjusting.

CONTENT
This presentation describes the location of the basic components on the engine, and the
operation of the power train, implement, steering, and brake systems for the 950H and 962H
Wheel Loader. This presentation may be used for self-paced and self-directed training.

OBJECTIVES
After learning the information in this presentation, the technician will be able to:
1. Locate and identify the major components in the C7 ACERT engine, power train,
implement, steering, and brake systems;
2. Explain the operation of each component in the power train, implement, steering, and
brake systems; and
3. Trace the flow of oil through the power train, implement, steering, and brake systems.

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Text Reference

GLOBAL REFERENCES
Specalog:
950H Wheel Loader
962H Wheel Loader
IT62H Integrated Toolcarrier

AEHQ5675
AEHQ5676
AEHQ5677

Service Manual:
950H, 962H Wheel Loader, and IT62H Integrated Toolcarrier

RENR8860

Parts Manuals:
Aurora Built Machines
950H PIN K5K
962H PIN K6K
Gosselies Built Machines
950H PIN N1A
962H PIN N4A
Brazil Built Machines
950H PIN M1G
962H PIN M3G
IT62H PIN M5G

SEBP3866
SEBP3874
SEBP3845
SEBP3846
SEBP4274
SEBP4283
SEBP4282

Training Materials:
TIM "966G/972G Series II Wheel Loader Command Control Steering"

SERV2660

The following training materials are on SERV1000 the Legacy DVD Set.
TIM "950G/962G Wheel Loader Steering and Braking"
TIM "966G/972G Series II Wheel Loader Command Control Steering"
TIM "950G/972G Wheel Loader Power Train"
STMG "950G/972G Wheel Loader Introduction

Estimated Time: 30 Hours

Visuals: 209
Form: SERV1824
Date: 10/06
2006 Caterpillar Inc.

SEGV2643
SEGV2660
SEGV2642
SESV1698

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Text Reference

TABLE OF CONTENTS
INTRODUCTION ..................................................................................................................9
Component Location.......................................................................................................11
ENGINE................................................................................................................................13
Engine Electrical Block Diagram ...................................................................................14
Speed/Timing Sensors ....................................................................................................17
Engine Speed/Timing Calibration Port...........................................................................18
Fuel System.....................................................................................................................19
Fuel Transfer Pump.........................................................................................................21
Power Derate...................................................................................................................22
High Fuel Filter Restriction Derates...............................................................................25
Engine Inlet Air System..................................................................................................27
Turbo Inlet Pressure Sensor............................................................................................29
Air Inlet Restriction Derate ............................................................................................30
Engine Oil Pressure Sensor ............................................................................................31
Low Oil Pressure Derate.................................................................................................32
Engine Coolant Temperature Sensor ..............................................................................33
High Coolant Temperature Derate..................................................................................34
Intake Manifold Sensors .................................................................................................35
Intake Manifold Air Temperature Sensor Derate ..........................................................37
Virtual Exhaust Temperature Derate ..............................................................................38
Engine Idle Management System (EIMS)......................................................................44
POWER TRAIN ...................................................................................................................46
Power Train Electrical System .......................................................................................47
Engine Start Switch and Diagnostic Service Tool Connector ........................................52
Transmission Shift Lever................................................................................................53
Transmission Shift Control.............................................................................................54
Transmission Oil Temperature Sensor............................................................................61
Left Brake Pedal Position Sensor ...................................................................................62
Implement Pod Downshift Switch and Remote F-N-R Switch .....................................63
Parking Brake Pressure Switch.......................................................................................64
Back-up Alarm................................................................................................................67
Warning Panel - Left Side ..............................................................................................68
Implement Control Valve - with Ride Control ...............................................................69
Secondary Steering Intermediate Relay..........................................................................70
Engine Start Relay ..........................................................................................................71
Transmission Hydraulic System - NEUTRAL ...............................................................72
Transmission Modulating Valve - NO COMMANDED SIGNAL ................................80
Transmission Modulating Valve - COMMANDED SIGNAL BELOW MAXIMUM ..81
Transmission Modulating Valve - COMMANDED SIGNAL AT MAXIMUM ............83
Transmission Modulating Valve - Solenoids..................................................................85
Transmission Relief Valve ..............................................................................................87
Remote Pressure Taps.....................................................................................................91

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TABLE OF CONTENTS (continued)

Variable Shift Control .....................................................................................................93
Integrated Brake System.................................................................................................94
Left Brake Pedal Actions................................................................................................95
Speed Limiter..................................................................................................................97
IMPLEMENT ELECTROHYDRAULIC SYSTEM............................................................98
Implement Electronic Control System ...........................................................................99
Implement Control Levers............................................................................................106
Fine Modulation............................................................................................................109
Autodig Control Arrangement ......................................................................................111
Implement Hydraulic System - HOLD.........................................................................114
Tilt Control Valve - HOLD ...........................................................................................116
Implement Hydraulic System - DUMP ........................................................................117
Pressure Compensator Valve - HOLD..........................................................................118
Load Check Operation ..................................................................................................119
Pressure Compensator Operation .................................................................................120
Implement Hydraulic System - DUMP ........................................................................124
Implement Hydraulic System - RAISE ........................................................................126
Implement Hydraulic System - FLOAT .......................................................................128
Implement Hydraulic System - TILT BACK AND RAISE .........................................130
Implement Hydraulic System - RIDE CONTROL AUTO...........................................132
Ride Control Valve - AUTO/TRAVEL BELOW 9.7 KM/H (6 MPH) ........................134
Ride Control Valve - AUTO/TRAVEL MORE THAN 9.7 KM/H (6 MPH)...............135
Implement Pump and Pump Control Valve ..................................................................138
Pump Control Valve - ENGINE OFF...........................................................................139
Pump Control Valve - LOW PRESSURE STANDBY.................................................141
Pump Control Valve - UPSTROKE..............................................................................142
Pump Control Valve - CONSTANT FLOW DEMAND ..............................................143
Pump Control Valve - MAXIMUM SYSTEM PRESSURE........................................144
Pump Control Valve MAXIMUM SYSTEM PRESSURE WITH ADDED FLOW DEMAND...................145
Implement Valve ...........................................................................................................146
Margin Relief Valve......................................................................................................147
Pressure Reducing Valve - BELOW THE ADJUSTED SETTING .............................148
Pressure Reducing Valve - ABOVE THE ADJUSTED SETTING .............................149
Load Sensing Pressure Tap...........................................................................................150
Signal Duplication Valve ..............................................................................................154
Signal Relief Valve - BELOW ADJUSTED PRESSURE SETTING..........................155
Signal Relief Valve - ABOVE ADJUSTED PRESSURE SETTING ..........................156
Line Relief Valve - BELOW RELIEF SETTING ........................................................157
Line Relief Valve- ABOVE RELIEF SETTIN ............................................................159
Line Relief Valve - MAKEUP FUNCTION.................................................................160
Quick Coupler System..................................................................................................162

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TABLE OF CONTENTS (continued)

HAND METERING UNIT (HMU) STEERING SYSTEM ..............................................165
Steering Pump...............................................................................................................169
Steering Pump - ENGINE OFF ....................................................................................170
Steering Pump - LOW PRESSURE STANDBY..........................................................171
Steering Pump - UPSTROKE.......................................................................................172
Steering Pump - DESTROKE ......................................................................................173
Steering Pump - HIGH PRESSURE STALL ...............................................................174
Steering Control Valve..................................................................................................175
Steering Neutralizer Valves ..........................................................................................176
Steering System - HOLD..............................................................................................178
Steering System - GRADUAL LEFT TURN ...............................................................180
Steering System - FULL LEFT TURN WITH STEERING NEUTRALIZED............181
Secondary Steering System ..........................................................................................182
Secondary Steering System - GRADUAL LEFT TURN .............................................186
COMMAND CONTROL STEERING (CCS) SYSTEM...................................................188
Quad Check Valve ........................................................................................................191
Steering Pilot Valve ......................................................................................................192
Steering Pilot Valve - NO TURN .................................................................................193
Steering Pilot Valve - RIGHT TURN...........................................................................194
Steering System - HOLD..............................................................................................196
Steering System - GRADUAL LEFT TURN ...............................................................197
BRAKE AND HYDRAULIC FAN SYSTEM COMPONENTS.......................................199
Brake and Hydraulic Fan System - CUT IN AND MINIMUM FAN SPEED ............201
Brake and Hydraulic Fan System - MINIMUM FAN SPEED AT CUT OUT ............202
Brake and Hydraulic Fan System - MAXIMUM FAN SPEED AT CUT OUT...........204
Brake and Hydraulic Fan Pump....................................................................................211
Brake and Hydraulic Fan Pump - ENGINE OFF.........................................................212
Brake and Hydraulic Fan Pump - LOW PRESSURE STANDBY ..............................213
Brake and Hydraulic Fan Pump - UPSTROKE ...........................................................215
Brake and Hydraulic Fan Pump - CONSTANT FLOW...............................................216
Brake and Hydraulic Fan Pump - DESTROKE ...........................................................217
Brake and Hydraulic Fan Pump - HIGH PRESSURE STALL....................................218
Accumulator Charge Valve and Hydraulic Fan Solenoid.............................................219
Service Brake Valve......................................................................................................221
Brake Hydraulic System - PARKING BRAKE DISENGAGED ................................222
Brake Hydraulic System - SERVICE BRAKES APPLIED.........................................223
Service Brake Valve - NOT ACTIVATED ...................................................................224
Service Brake Valve - ACTIVATED ............................................................................225

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TABLE OF CONTENTS (continued)

CATERPILLAR MONITORING SYSTEM ......................................................................229
Fuel Level Sender .........................................................................................................230
Hydraulic Oil Temperature Sensor ...............................................................................231
Service Brake Pressure Switch .....................................................................................232
Axle Oil Temperature Sensors......................................................................................233
Differential Pressure Switch in the Right Side Service Bay ........................................234
Action Alarm.................................................................................................................236
Fuel Level Indicator......................................................................................................237
Torque Converter Outlet Temperature Sensor..............................................................238
Electrical System ..........................................................................................................239
Engine Tachometer .......................................................................................................241
Axle Oil Cooler System................................................................................................242
CONCLUSION...................................................................................................................247
HYDRAULIC SCHEMATIC COLOR CODE...................................................................248

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NOTES

Text Reference

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Text Reference

950H AND 962H II WHEEL LOADERS

IT62H INTEGRATED TOOLCARRIER

INTRODUCTION
This presentation discusses the component locations and systems operation for the 950H, the
962H Wheel Loaders, and IT62H Integrated Toolcarrier. The new C7 engine, the power train,
proportional priority, pressure compensated implement hydraulics, and the steering and braking
system operation will be covered.

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Text Reference

The 950H, the 962H Wheel Loaders, and the IT62H Integrated Toolcarrier are medium wheel
loaders in the Caterpillar product line. The serial number prefix for the 950H is K5K Aurora
built (N1A Gosselies, J5J Sagami, M1G Brazil), the serial number for the 962H Wheel Loader
is K6K Aurora built (N4A Gosselies, J6J Sagami, M3G Brazil) and the IT62H Integrated
Toolcarrier prefix M5G is being built in Brazil only. The operating weight for the 950H is
approximately 18,300 Kg (40,300 lbs), the operating weight for the 962H is approximately
19,000Kg (41,900 lbs), and the operating weight for the IT962H is approximately 19,400Kg
(42,770 lbs).
The color codes used for hydraulic oil throughout this presentation are:
Red

- System or high pressure

Red and White Stripes

- 1st Reduced pressure

Red and White Hatched

- 2nd Reduced pressure

Orange

- Pilot pressure

Blue

- Blocked oil

Green

- Tank or return oil

Yellow

- Active component

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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

Component Location
This illustration shows the basic component locations on the 950H and 962H. The component
locations on the 950H and 962H are basically the same as in the "G" series II Wheel Loaders.
Power for the 950H, 962H Wheel Loaders ,and IT62 Integrated Toolcarrier is supplied by the
C7 ACERT engine. Power flows from the engine to the torque converter, to the
Electronic Clutch Pressure Controlled (ECPC) transmission, through the output transfer gear to
front and rear drive shafts. From the drive shafts, power flows to the bevel gears in the
differentials, and through the axles.
The wheel loader is equipped with a steering pump, a steering valve, and the steering cylinders.
Also, the machine is equipped with an electrohydraulic implement control with a variable
displacement implement piston pump supplying oil to the 3PC hydraulic valve located in the
loader frame.
The machine maybe equipped with an optional electric steering pump that is installed inside the
rear frame. This pump supplies oil to the steering system with a loss of main steering supply
oil.

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Text Reference

The wheel loader is equipped with an on demand hydraulic fan system and brake system. The
systems share a common variable displacement piston pump and accumulator charging valve.
The charging valve gives priority to the brake system over the hydraulic fan system. The brake
system includes the front and rear service brakes with a hydraulic release parking brake.

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Text Reference

ENGINE
The C7 ACERT engines utilize the A4 Electronic Control Module (ECM) engine control and
is equipped with an Air-to-Air Aftercooler (ATAAC) intake air cooling system. The C7 engine
is an in-line six-cylinder arrangement with a displacement of 7.2 L. The C7 engine in the 950H
is rated at 147 kW (197 net horsepower). The C7 engine in the 962H and the IT62H is rated at
157 kw (211 net horsepower). The C7 engines are electronically configured to provide constant
net horsepower through the operating ranges. Constant net horsepower automatically
compensates for any parasitic loads, allowing the operator to maintain a constant level of
productivity.
C7 ACERT Technology provides an advanced electronic control, a precision fuel delivery,
and refined air management.
The Engine ECM utilizes the Advanced Diesel Engine Management (ADEM IV) to control the
fuel injector solenoids and to monitor fuel injection. The fuel is delivered through a Hydraulic
Electric Unit Injection (HEUI) system.
The C7 ACERT is equipped with a wastegate turbocharger which provides higher boost over
a wide range, improving engine response and peak torque, as well as outstanding low-end
performance.
The C7 ACERT engines meet US Environmental Protection Agency (EPA) Tier III Emission
Regulations for North America and Stage IIIa European Emission Regulations.

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C7 ENGINE
ELECTRICAL SYSTEM

Text Reference

Cat Data Link

Engine ECM

INPUT COMPONENTS

Caterpillar Monitor
System

OUTPUT COMPONENTS
+ 5 Volt (Sensors)

Coolant Temperature Sensor

Throttle Sensor Voltage

Intake Manifold Pressure Sensor

Analog Sensor Voltage

Engine Oil Pressure Sensor

6 Hydraulic Electronic
Unit Injectors

Atmospheric Pressure Sensor

Intake Manifold Temperature Sensor

Injection Actuation
Pressure Solenoid

Injection Actuation Pressure Sensor

Air Filter
Restricted Indicator

Fuel Differential Pressure Switch

Intake Air Heater Indicator

Turbo Inlet Pressure Sensor

Ground Level Shutdown Switch

Intake Air Heater Relay

Throttle Pedal Position Sensor

Demand Fan Solenoid

Valve
Auto Reversing
Fan Solenoid Valve

Key Start Switch ON (B+)

Auto Reversing Fan Switch

Ether Aid Solenoid

Primary Speed Timing Sensor

Secondary Speed Timing Sensor

Engine Electrical Block Diagram

This block diagram of the engine electrical system shows the components that are mounted on
the engine which provide input signals to and receive output signals from the Engine Electronic
Control Module (ECM).
Based on the input signals, the Engine ECM energizes the injector solenoid valves to control
fuel delivery to the engine, and the cooling fan proportional solenoid valve to adjust pressure to
the cooling fan clutch.
The two machine interface connectors provide electrical connections from the engine to the
machine including the Cat Data Link.
Some of the components connected to the Engine ECM through the machine interface
connectors are: the throttle pedal position sensor, the ether aid solenoid, and the ground level
shutdown switch.

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Text Reference

Input Components:
Atmospheric pressure sensor - This sensor is an input to the Engine ECM and is used as a
reference for air filter restriction. Also, the sensor is used to supply information to the Engine
ECM during operation at high altitude.
Turbo inlet pressure sensor - This sensor is an input to the Engine ECM to supply
information about the air restriction before the turbocharger.
Intake manifold temperature sensor - This sensor is an input to the Engine ECM to supply
information about the air temperature entering the intake manifold from the ATAAC.
Intake manifold pressure sensor - This sensor is an input to the Engine ECM supplying
information about air pressure (boost) in the intake manifold.
Fuel differential pressure switch - This switch relays information to the ECM that the fuel
pressure at the output of the filter base is restricted in comparison to the inlet pressure.
Coolant temperature sensor - This sensor is an input to the Engine ECM supplying
information on the temperature of the engine coolant. The ECM uses this information for
demand fan solenoid current, high coolant temperature warnings, engine derates for high
coolant temperature, or logged events.
Engine oil pressure sensor - This sensor is an input to the Engine ECM to supplying
information on engine oil pressure. The ECM uses this information for low oil pressure
warnings,.engine derates for low oil pressure, or logged events.
Throttle pedal position sensor - This sensor sends a PM signal to the Engine ECM with the
amount of movement of the governor pedal. This signal is used to increase or decrease the
amount of fuel by the injectors.
Auto reversing fan switch - This switch is an operator input to the Engine ECM. The operator
can manually enable the reversing solenoid valve and change the direction of oil flow through
the hydraulic fan motor .
Ground level shutdown switch - This switch is an input to the Engine ECM. This input
disables fuel injection when the engine is running or at engine start-up.
Primary and secondary speed timing calibration sensor - These speed sensors are passive
speed sensors that provide a signal similar to a sine wave that varies in amplitude and
frequency as speed increases. The permanent timing calibration sensor monitors the speed and
position of the flywheel.
Key switch ON (+B) - The Key On input to the Engine ECM enables the ECM for operation
and allows the Engine ECM to be recognized by any ECM on the machine.

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Text Reference

Injection activation pressure sensor - This sensor sends the rail oil pressure feedback data to
the Engine ECM.
Output Components:
+5 Volt - Regulated supply voltage for the sensor inputs to the Engine ECM.
Throttle sensor voltage - Voltage supply for the throttle position sensor.
Analog sensor voltage - Analog voltage for the Turbo inlet pressure sensor.
Intake air heater relay - The start aid relay sends current to the air intake heater to warm the
air in the intake manifold for starting the engine in cold weather conditions.
Auto reversing fan solenoid valve - This solenoid valve is used in order to reverse the oil flow
oil through the hydraulic fan motor..
Demand fan solenoid valve - Proportional solenoid valve that controls the signal pressure to
the brake and fan pump in order to meet the varying cooling requirements of the machine.
Air filter restriction indicator ON - This indicator illuminates in case of a restriction in the
inlet air system.
Intake air heater indicator ON - This indicator illuminates when the air heater relay is
energized.
Injection actuation pressure solenoid - This solenoid electronically controls the high pressure
HEUI pump output. This solenoid is confined inside the pump control.
Mechanical electronic unit injectors (6) - Injectors supply a governed amount of fuel to the
basic engine.
Ether aid solenoid - This solenoid is energized when the Engine ECM recognizes that the
either the engine coolant temperature or the intake manifold air temperature is below
-9 C (16 F).

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Text Reference

2
3

Speed/Timing Sensors
The primary speed timing sensor (1) and secondary speed timing sensor (2) are located below
the Hydraulic Electronic Unit Injector (HEUI) and above the hydraulic fan pump (3). Under
normal operation, the primary speed timing sensor (1) determines the No. 1 compression timing
prior to the engine starting. If the primary speed timing sensor is lost, a CID 190 MID 08
primary engine speed signals abnormal and the secondary sensor will time the engine with an
extended starting period and run rough until the Engine ECM determines the proper firing order
using the secondary speed timing sensor only. If the secondary speed timing sensor is lost, a
CID 342 MID 08 secondary engine speed signals abnormal and the primary sensor will time the
engine with an extended starting period and run rough until the Engine ECM determines the
proper firing order using the secondary speed timing sensor.
In the case that the signal from both engine speed sensors are lost, the engine will not start.
During a running condition, the engine will shutdown.

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Text Reference

Engine Speed/Timing Calibration Port

The speed/timing calibration port (1) is located on the right side of the machine. Remove the
plug in order to install the timing probe. The Engine ECM (2) has the ability to calibrate the
mechanical differences between the Top Center (TC) of the crankshaft and the timing gear on
the camshaft. A magnetic transducer signals the TC of the crankshaft to the ECM when the
notch (not shown) on a counterweight passes by the transducer (not shown). The speed/timing
sensor signals the TC of the timing gear to the Engine ECM. Any offset between the TC of the
crankshaft and the TC of the timing gear is stored into the memory of the Engine ECM.
NOTE: For additional information in troubleshooting the engine, refer to the Service
Manual module Troubleshooting "C7 Engines for Caterpillar Built Machines"
(RENR9319) "Engine Speed/Timing Sensor - Calibrate.

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Text Reference

Electric Fuel
Priming Pump

C7 ENGINE
FUEL DELIVERY SYSTEM

Fuel Pressure
Regulator

Primary
Fuel Filter /
Water Separator
(Optional)
Fuel Heater

Fuel Gallery

Secondary
Fuel Filter

Engine ECM
Fuel Tank
Injection
Actuation
Solenoid

HEUI
Pump

Fuel
Transfer Pump

Engine Lubrication Oil

High Pressure Engine Oil

Pressured Fuel

Return

Pilot Oil

Fuel System
Fuel is drawn from the fuel tank through the primary fuel filter (10-micron) and water separator
through the Engine ECM (for cooling purposes) by a gear-type fuel transfer pump. The fuel
transfer pump then pushes the fuel through the secondary fuel filter (2-micron). The fuel then
flows to the cylinder head. The fuel enters the cylinder head and flows into the fuel gallery,
where it is made available to each of the six HEUI fuel injectors. Any excess fuel not injected
leaves the cylinder head and flows past the fuel pressure regulator returning to the fuel tank.
The fuel pressure regulator is an orifice that is installed at the rear of the cylinder head. The
fuel pressure regulator maintains fuel system pressure between the fuel transfer pump and the
fuel pressure regulator.
From the fuel pressure regulator, the excess fuel flow returns to the fuel tank. The ratio of fuel
used for combustion and fuel returned to tank is approximately 3:1 (i.e. four times the volume
required for combustion is supplied to the system for combustion and injector cooling
purposes).

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Text Reference

A pressure differential switch is installed in the secondary fuel filter base and will alert the
operator of a fuel filter restriction. The pressure differential switch compares the filter inlet
pressure to the filter outlet pressure. When the difference in the inlet and outlet pressures
causes the switch to activate, the Engine ECM will signal the Caterpillar Monitoring System to
warn the operator the fuel flow is probably restricted.
A fuel pressure sensor is installed in the secondary fuel filter base and will signal the Engine
ECM of a high fuel pressure. If the fuel pressure exceeds a pressure of 758 kPa (110 psi) the
Engine ECM will log a E096 code.
The HEUI pump is a variable displacement piston pump that intensifies engine oil pressure and
directs that oil to the individual injectors. The injection actuation solenoid is also contained
inside the HEUI pump. The solenoid is an output directly from the Engine ECM that controls
the amount of oil actuation pressure for the amount of fuel injection.

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Text Reference

5
7

Fuel Transfer Pump

The fuel transfer pump (1) is a gear pump that is attached to the Hydraulic Electronic Injector
Unit (HEUI) (2) between the engine and the secondary fuel filter (not shown). The filter
groups are removed for clarity. The fuel transfer pump is also driven by HEUI. Fuel is drawn
from the fuel tank, the primary fuel filter and water separator (not shown), through the Engine
ECM, to the hose (5) by the fuel transfer pump. Then, the fuel is directed to the secondary fuel
filters through the hose (4).
In the high pressure system using the HEUI pump, pressurized oil from the engine lube system
is directed to the pump through hose (7). Then, high pressure engine oil is directed through
tube (6) to the injectors.
Also shown is the connection for the injection actuation solenoid that is located at
connector (3).

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Text Reference

POWER DERATE
Highest Rated Torque Map

Power

50% Derate
Derate
100% Derate

Default Torque Map

Engine Speed

10

Power Derate
The illustration above defines the power derate in relation to the rated torque map and the
default torque map. The power derate is a percentage reduction from the rated power at a given
engine speed toward the default map at the same rpm.
The derated power is what has changed, not the actual power in all situations. The actual
power rating lost during a derate is calculated as:
Power_Output = Rated Power - (Rated Power - Default Power) * Percentage of Derate
For example, if the engine has a maximum rated power of 500 hp and a 100 hp default torque
map with a 50% derate, the engine will have 300 hp output power. If 250 hp was needed, then
the operator will not notice any change. If however, 400 hp was needed, there would be only
300 hp available due to a derate.

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Text Reference

11

6
12

The fuel system is equipped with two filters: a primary fuel filter/water separator (4) and a
secondary filter (3).
The primary fuel filter is located on the right side of the machine. The primary filter contains a
water separator which removes water from the fuel. Water in a high pressure fuel system can
cause premature failure of the injector due to corrosion and lack of lubrication. Water should
be drained from the water separator daily, using the drain valve that is located at the bottom of
the filter.
The electric fuel priming pump (5) is integrated into the primary fuel filter base. The priming
pump is activated by toggling the fuel priming pump switch (6). The fuel priming pump is
used to fill the fuel filters with fuel after they have been replaced.

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Text Reference

The priming pump will purge the air from the entire fuel system. To activate the fuel priming
pump, the key start switch must be in the OFF position.
The fuel system is equipped with a secondary high efficiency fuel filter. Also, installed on the
base is a fuel pressure differential switch (1), and a fuel pressure sensor (2).
The fuel differential pressure switch monitors the difference between the outlet fuel pressure
and the inlet pressure. When the fuel differential pressure exceeds 103 kPa (15 psi) a Level 1
Warning will be initiated. Then, after 4 hours the Engine ECM initiates a Level 2 Warning and
an Engine Derate.
The fuel pressure sensor is used to indicate low fuel pressure. With the C7 HEUI engine, low
fuel pressure initiates a low fuel pressure derate of 50%. The Engine ECM limits the rail oil
pressure because large fueling values will cause late combustion cycles, which results in
excessive smoke and possible engine damage. Also, at startup and after 10 seconds, with low
fuel pressure a 94-11 event is logged. The reason for this event is to detect situations where the
fuel has drained out of the rail and is taking excessive time to reach the required pressure.

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Text Reference

FUEL FILTER RESTRICTION DERATE

AND PRESSURE ABOVE 103 kPa (14 psi)
60%

% Derate

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

3 min

1 hr

2 hr

Time
Level 1Warning

3 hr

4 hr

4hr
1 sec

5 hr

Level 2 Warning / Derates

13

High Fuel Filter Restriction Derates

When the differential pressure switch recognizes a fuel pressure of 103 kPa (15 psi) for 3
minutes, the Engine ECM will initiate a Level 1 Warning.
When the differential pressure switch recognizes 15 psi across the filter for 4 hours, the Engine
ECM will initiate a Level 2 Warning. With the Level 2 Warning initiated a 17.5 % derate is
applied to the engine. After 1 second, the Engine ECM will initiate a second derate of 17.5%.
The total derate will be 35%.

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14

The illustration shows a top view of the engine. The Injection Actuation Pressure (IAP) sensor
located in the top of the engine block measures the hydraulic actuation pressure and sends the
actual oil pressure to the Engine ECM. The ECM compares the desired pressure to the actual
pressure in order to figure the proper amount of oil pressure to be sent to the injectors.

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15

16

Engine Inlet Air System

In the engine inlet air system, the air enters the compressor section of the turbocharger (4)
through the air cleaner (2). The compressor directs the air through the ATAAC (3), the air
intake manifold, and to the cylinder head.
Exhaust exits the cylinder head to the turbine housing. From the turbine housing, the turbine
wheel directs the exhaust out of the Turbo and out through the muffler (1).

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17

The C7 ACERT engines are equipped with a wastegate turbocharger which provides higher
boost over a wide range, improving engine response and peak torque, as well as outstanding
low end performance. All of the exhaust gases go from the exhaust manifold through the
turbocharger.
The exhaust gases enter the turbocharger and drive the turbine wheel. The exhaust exits the
turbocharger through turbine wheel outlet (2) to the muffler. The turbine wheel is connected by
a shaft to the compressor wheel. The turbine wheel rotates the compressor wheel at very high
speeds. The rotation of the compressor wheel pulls clean air through the compressor housing
air inlet (1). The compressor wheel blades force air into the cylinder head to the inlet valves.
The increased amount of forced air enables the engine to burn more fuel, producing increased
power. The engine can operate under low boost conditions. During a lower boost condition,
the canister closes the wastegate, allowing the turbocharger to operate at maximum
performance. Under high boost conditions, the wastegate opens. The open wastegate allows
exhaust gases to bypass the turbine side of the turbocharger. The rpm of the turbocharger is
limited by bypassing a portion of the exhaust gases around the turbine wheel of the
turbocharger.
NOTE: The wastegate calibration is preset at the factory.

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18

Turbo Inlet Pressure Sensor

The turbocharger inlet pressure sensor (1) is located in the tube that is between the air filter
group (2) and the inlet to the compressor housing of the turbocharger.
The turbocharger inlet pressure sensor measures restriction of air flow through the air filter
group and the inlet to the turbocharger. Restriction of the air flow to the turbocharger will
initiate a warning and engine derate.

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Text Reference

AIR INLET RESTRICTION DERATE

16%
14%

% Derate

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

10

12

14

16

Air Restriction kPa Difference

Level 1 Warning

Level 2 Warning / Derat es

19

Air Inlet Restriction Derate

The turbo inlet pressure sensor measures the restriction of the air inlet that is flowing to the
inlet of the compressor housing of the turbocharger. When the pressure difference between the
Turbo inlet pressure sensor and the atmospheric sensor read a difference of 9.0 kPa, the
Engine ECM will derate the engine approximately 2%. The Engine ECM will then derate the
engine 2% more for every 1 kPa difference up to 10%.
Typically the atmospheric (barometric) pressure sensor is 100 kPa at sea level. As the air
restriction increases, the difference will increase. The first derate will occur when the
difference is approximately (100 kpa minus 91 kPa.= 9 kPa). If the air inlet restriction is 92.5
kPa (a pressure that is between 7.5 kPa and 9 kPa) for 10 seconds, the Engine ECM will initiate
a Level 1 Warning.
If the air restriction goes to the point that the turbo inlet pressure sensor sees a difference of
91.0 kPa (a pressure that is 9.0 KPa) for 10 seconds, then the Level 2 Warning will occur, and
the engine will derate.
NOTE: This air inlet restriction derate is a latching derate. The derate will remain
active until the machine is shut down.

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20

Engine Oil Pressure Sensor

The engine oil pressure sensor (1) is located on the left side of the engine and the right side of
the machine near the Engine ECM (2). The sensor monitors the pressure of the engine oil.
The engine oil pressure sensor is one of the many sensors that require a regulated 5.0 VDC for
the sensor supply voltage. The sensor outputs a variable DC voltage signal.
The Engine ECM will use the information supplied oil pressure sensor to output warning levels
to the Caterpillar Monitoring System and engine derates.

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Text Reference

LOW OIL PRESSURE

180
160

Oil Pressure (kPa)

140
120
35% Derate

100
80
60
40
20
0
0

500

1000

1500

2000

2340

0 Derate

Engine rpm
kPa Warning Level 1

kPa Shut down Level 3

35% Derate

21

Low Oil Pressure Derate

This illustration shows a graph with the two different warning levels for low oil pressure.
When the oil pressure is below (154 kPag @ 1600 rpm) the blue line, the cat monitoring system
will enable the low oil pressure Level 1 Warning. Change machine operation or perform
maintenance to the system.
When the oil pressure is below (104 kPag @ 1600 rpm) the red line, the cat monitoring system
will enable the low oil pressure Level 3 Warning. The operator should immediately perform a
safe engine shutdown.
Also, with the Level 3 Warning, the Engine ECM initiates a 35% engine derate.
If the signal between the Engine ECM and the oil pressure sensor is lost or disabled, the Engine
ECM will initiate a low engine oil pressure Level 1 Warning.

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Text Reference

1
3

22

Coolant Temperature Sensor

The coolant temperature sensor (1) is installed on the engine block behind the primary fuel
filter and water separator. The primary fuel filter and water separator is transparent to show the
location of the component. The coolant temperature sensor monitors the temperature of the
fluid in the coolant system. The coolant sensor information sent to the Engine ECM is used for
Warning Levels that are sent to the Caterpillar Monitoring System and engine derates.

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Text Reference

HIGH COOLANT TEMPERATURE DERATE

120%

% Derate

100%
80%
60%
40%
20%
0%
108

111

111.5

112

112.5

113

113.5

114

114.5

Coolant Temperature C
Level 1 Warning

Level 2 Warning / Derat es

23

High Coolant Temperature Derate

The coolant temperature sensor measures the temperature of the coolant.
When the temperature of the coolant exceeds 108 C (226 F), the Engine ECM will initiate a
Level 1 Warning.
When the temperature of the coolant exceeds 111 C (231 F), the Engine ECM will initiate a
Level 2 Warning. At 111 C (231 F) the Engine ECM will initiate a 25% derate. Refer to the
illustration above for the remainder of the high engine coolant temperature derates. At 100%
derate, the engine available power will be approximately 50%.

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24

5
25

Intake Manifold Sensors

The upper illustration shows the intake manifold temperature sensor (1).
The intake manifold temperature sensor (1) is used to monitor the air temperature flowing into
the intake manifold. The intake manifold pressure sensor (3) is used to monitor the air pressure
in the intake manifold. The Engine ECM (5) also uses the temperature sensor as one of the key
target temperatures to control the fan speed in the hydraulic fan system and as an input to the
Engine ECM for the virtual exhaust temperature derate. Also shown is the primary fuel filter
and water separator (4).

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The atmospheric pressure sensor (2) is located on the right side of the machine on the engine.
The Engine ECM uses the sensor as a reference for air filter restriction, and derating the engine
under certain parameters. All pressure sensors in the system measure absolute pressure and,
therefore, require the atmospheric (barometric) pressure sensor to calculate gauge pressures.
The atmospheric pressure sensor is one of the many sensors that require a regulated 5.0 VDC
for the sensor supply voltage. The atmospheric pressure sensor outputs a variable DC voltage
signal.

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Text Reference

C7 INTAKE MANIFOLD AIR TEMPERATURE DERATE

21%
18%

% Derate

15%
12%
9%
6%
3%
0%
90

110

111

112

113

114

115

116

117

Intake Manifold Temperature C

Level 1 Warning

Level 2 Warning / Derat es

26

Intake Manifold Air Temperature Sensor Derate

The intake manifold air temperature sensor measures the temperature of the air that is flowing
to the intake manifold. The sensor is used to initiate warning levels in the Caterpillar
Monitoring System and engine derates for the C7 ACERT Engine.
After the engine is running for at least 3 minutes and if the intake manifold air temperature goes
above 90 C (194 F), the Engine ECM will initiate a Level 1 Warning.
After the engine is running for at least 3 minutes and if the intake manifold air temperature goes
above 110 C (230 F), the Engine ECM will initiate a Level 2 Warning. With the Level 2
Warning, the Engine ECM signals the engine to initiate a 3% derate. This derate will have a
20% upper limit.

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Text Reference

VIRTUAL EXHAUST TEMPERATURE DERATE

Engine Derate
Percentage

Barometric Pressure
Inlet Manifold Temperature
Engine Speed

Fuel Injection
Calibration

Highest Derate
Priority
Selector

Other Engine
Derate
Conditions

Engine ECM

27

Virtual Exhaust Temperature Derate

An engine derate can occur due to a estimated (virtual) high exhaust gas temperature. The
Engine ECM monitors barometric pressure, intake manifold temperature, and engine speed to
estimate exhaust gas temperature. Certain conditions (high altitude, high ambient temperatures,
high load and full accelerator pedal throttle, barometric pressure, intake manifold temperature,
and engine speed) are monitored to determine if the engine derate should be enabled. The
Engine ECM determines a maximum fuel delivery percentage to maintain safe maximum power
output under load. This calculation is new to the off-road Tier III engines and is used in place
of the previous altitude compensation derate strategy.
This event is to inform the mechanic that a derate has occurred because of operating conditions.
Generally, this is normal and requires no service action.
The Engine ECM will process all derate inputs in the highest derate priority selector. The most
critical derate condition input will be used to adjust fuel system delivery limiting engine power
to a safe level for the conditions in which the product is being operated, there by preventing
elevated exhaust temperatures.

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The virtual exhaust temperature derate will log a 194 event code. The derate will enable a
Level 1 Warning and eventually a Level 2 Warning. The level of the warning will depend on
the conditions that are sent to the Engine ECM.
The following conditions must be met in order to initiate a virtual exhaust temperature derate.
- No CID 168 01 FMI (low battery voltage to the Engine ECM) are active.
- No active intake manifold pressure sensor faults.
- No active atmospheric pressure (barometric) sensor faults.
- No +5 V sensor voltage codes active.
- The virtual exhaust temperature derate must be the highest derate.
- More fuel is being requested than the virtual exhaust temperature derate will allow.
This derate is triggered by the information inferred by the Engine ECM, rather than an
individual sensor as with the previous single derate strategies. If you think this derate is
possibly being imposed incorrectly check for event codes on the high intake manifold
temperature and correct those first. Also, make sure the aftercooler is unobstructed. For
additional information about troubleshooting, refer to the troubleshooting manual for the
particular engine that is being serviced.

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28

The intake manifold air heater (1) is located in the intake manifold and the relay (2) is located
on a bracket behind the fuel filter and water separator. The Engine ECM receives temperature
data from both the intake manifold air temperature and coolant temperature sensors to control
energizing of the heater relay. If the altitude is above 1675 m (5500 ft) use the high altitude
coolant and intake manifold air temperature. The high altitude heater control temperatures is
53.3 C (127 F).
The intake manifold air heater has the following five cycles.
1. The first cycle is the power-up. The heater and the indicator lamp are energized for two
seconds at power-up regardless of the temperature.
2. The second cycle is the pre-heat. The heater and indicator lamp will be energized to 30
seconds if the coolant and/or air temperatures are below 25 C (77 F). After 30 seconds,
the heater and indicator lamp are turned OFF if the engine speed is at 0 rpm.
3. The third is the crank cycle. The heater and indicator lamp will be ON continuously if
the coolant and/or air temperature is below 25 C (77 F) as long as the engine is being
cranked.
4. The forth is the engine running cycle. Once the engine is at low idle and the coolant
and/or air temperature is below 25 C (77 F), the heater and indicator lamp are
energized to an additional 7 minutes.
5. The fifth is the post-heat cycle. If the coolant and/or air temperatures are below 25 C
(77 F) the heater and lamp are cycled ON and OFF for an additional 13 minutes. The
cycle is ten seconds ON and then 10 seconds OFF.
Also shown is the Injection Actuation Pressure (IAP) sensor (3).

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LEFT SIDE PANEL

Text Reference

RIGHT SIDE PANEL

29

The left side of the front dash panel shows the AIR FILTER RESTRICTED condition. The
illuminated indicator is enabled by an output from the Engine ECM through the Cat Monitoring
System.
The right side of the front dash panel shows the intake air heater ON condition. The
illuminated indicator is also enabled by an output from the Engine ECM through the Cat
Monitoring System.

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30

31

The ether aid system is an attachment on the 950H, the 962H Wheel Loaders, and the IT62H
Integrated Toolcarrier. This attachment may be added for engine starts in cooler ambient
temperatures. The ether aid system consists of the following components:
- Ether aid bottle (1)
- Ether aid solenoid (2)
- Ether aid connector installed on the intake manifold (3)

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When the machine is operated in a cold ambient environment, ether may be installed along
with the intake manifold air heater to start the engine. In order to use the ether aid, the ether
aid system must be installed in the engine compartment and the ether aid must be enabled
through Caterpillar Electronic Technician (ET).
For the engines in the 950H, 962H wheel loaders, and the IT62H Integrated Toolcarrier, the
cold start strategy is dependent on whether the intake manifold air temperature or the engine
coolant temperature registers as the lower temperature. The Engine ECM looks at the lowest
temperature between the two sensors and that information registers into the temperature map.
The ECM compares the temperature map against the atmospheric pressure sensor and decides
whether ether is required to start the engine.
If either temperature is below -9 C (15 F) continuous metered ether injection is sent to the
intake manifold at connector (3). If the temperature is above -9 C (15 F), the intake manifold
air heater is enabled.

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Text Reference

ENGINE IDLE MANAGEMENT MODES

- Work Mode
- Warm Up Mode
- Hibernate Mode
- Low Voltage Mode

32

Engine Idle Management System (EIMS)

Engine Idle Management System (EIMS) sets the engine idle to maximize fuel efficiency.
Also, this system uses new and improved software to benefit the customer with reduced sound
levels, reduced emissions, machine ability to set machine parameters to the working conditions,
machine ability to set machine to working applications, and increased battery durability.
Work Mode - This mode allows the working idle to be programmed according to the customer's
applications requirements. The work mode idle can be adjusted to a higher or lower rpm
through Caterpillar Electronic Technician (ET). The engine idle range is between 650 rpm and
1000 rpm. In order to go into the work mode, the percentage of fan bypass must be less than
23%.
Warm up Mode - In a cold weather operation, the default engine rpm will be set to 1100 rpm in
order to generate additional engine heat, keeping the engine warmer. This mode monitors the
coolant temperature and intake manifold temperature. When the coolant temperature is below
80 C (176 F) or the intake manifold temperature is below 15 (60 F) and the warm mode is
enabled, the machine will time out for 10 minutes. After ten minutes, the coolant temperature
is below 70 C (158 F) and the machine has been in the warm up mode, the engine will be in
warm up mode. If the machine has not been in warm up mode but the intake manifold
temperature is less than 5 C (41 F), the engine will go into the warm up mode.

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Also, the transmission speed selector must be in the NEUTRAL position, the parking brake
engaged, and the throttle position sensor output less than 5% for the engine to go to the warm
up mode idle.
Hibernate Mode - This mode is initiated only when the transmission speed selector switch is in
the NEUTRAL position, the parking brake is engaged, the throttle position sensor output is less
than 5%, the coolant temperature is above the EIMS default, the fan bypass is above 23%, and
the implement control levers are not activated. When these parameters are met along with a 10
second period after the parking brake is engaged, the hibernate mode will lower the engine idle
to 600 rpm. The engine will idle at 600 rpm until one of the above parameters are no longer
met.
Low Voltage Mode - In this mode, the engine idle will ramp up to 1100 rpm when the battery
voltage drops below 24.5 VDC and he engine has been running for 5 minutes. The low voltage
mode feature is standard on all machines with EIMS with high current drain due to heavy
electrical loads from custom attachments. When the battery voltage is greater than 24.5 VDC,
the engine idle will return to the current working low idle speed. The 24.5 battery voltage is a
default and can not be reconfigured in ET.

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Text Reference

POWER TRAIN COMPONENTS

ACERT
Engine

Torque Power Train Transmission and

Modulating Valves
Converter
ECM
Upshift, Downshift
Direction Switches
Output Transfer
Gear Case

Rear
Rear
Final Drive Drive Shaft

Parking
Front
Brake Drive Shaft

Front
Final Drive

33

POWER TRAIN
This illustration shows the major components in the power train.
Power from the engine flows to a 360 mm (14.5 inch) diameter torque converter. The torque
converter output shaft is splined to the input shaft of the electronically controlled power shift
transmission.
The transmission output shaft is splined to the output transfer gear. The output transfer gear
transmits power from the transmission to the front and rear drive shafts.
Power from the transmission output shaft flows through the front drive shaft and the parking
brake to the front pinion, bevel gear, differential and axles to the final drives.
Power from the transmission output shaft also flows through the rear universal joint group to
the rear pinion, bevel gear, differential and axles to the final drives.
Power train movements and operations are controlled through the Power Train ECM.

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Text Reference

POWER TRAIN ELECTRICAL SYSTEM

Cat Data Link

Power Train ECM

Caterpillar Monitor
System

INPUT COMPONENTS
Auto / Manual Speed
Selector Switch (CCS Option)

Shift Lever
Upshift, Downshift,
Forward, Neutral,
Reverse

Parking Brake
Pressure Switch

Direction Switch
Forward, Neutral, Reverse,
Upshift, Downshift
(CCS Optional)

Left Brake
Pedal Position Sensor
Ride Control Switch
(OFF, SERVICE, AUTO)

Key Start Switch

Secondary Steering
Test Switch

Variable Shift Control

Selector Switch

Transmission Neutralizer
Disable Switch

Transmission Output
Speed Sensor 1 and 2

Heated Mirror Switch

Torque Converter
Output Speed Sensor

Implement Pod
Downshift Switch

Transmission Oil
Temperature Sensor

+24 Battery Voltage

Auto / Manual Speed

Selector Switch (HMU)

Location Code 2 (Ground)

Primary Steering
Pressure Switch

Location Code
Enable (Ground)

Secondary Steering
Pressure Switch

Engine Speed (CAN)

34

Power Train Electrical System

This illustration shows the input components which provide power or signals to the Power
Train ECM.
Power Train ECM Inputs:
Shift lever upshift, downshift, forward, neutral, reverse: Combines control of the
transmission shifting to a single input device. The shift lever can be pushed forward, backward,
or placed in the middle position for machine direction. The lever is rotated in order to change
the speeds of the transmission. This is the standard control for shifting that comes with the
Hand Metering Unit (HMU) steering.
Direction switch forward, neutral, reverse, upshift, and downshift: Combines control of the
transmission shifting with a single input device. The 3 position rocker switch controls direction
and the 2 thumb switches control upshift and downshift. This is the control for shifting that
comes with the Command Control Steering (CCS).
Key start switch: Provides a signal to the Power Train ECM when the operator wants to start
the engine. The direction switch/shift lever must be in the NEUTRAL position before the
Power Train ECM will permit engine starting.

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Variable shift control selector switch: The variable shift control switch is an input of the
Power Train ECM. The switch allows the selection of a range of shifting points in the Power
Train ECM for each speed. The switch has three inputs to the Power Train ECM.
Transmission output speed sensors 1 and 2: These sensors measure the transmission output
speed in the range of 25 to 3000 rpm. By looking at the difference in phase in between these 2
sensors, direction can be derived.
Torque converter output speed sensor: Measures the torque converter speed in the range of
25 to 3000 rpm.
Auto/manual speed selector switch (HMU): Signals the Power Train ECM which shift mode
the operator wants to operate on a standard machine. The operator can select between manual
shifting or automatic shifting in the range of gears 4 to 2 or in the range of gears 4 to 1.
Maximum gear, if lower gear than 4 is desired, will be determined by the shift lever position.
Auto/manual Speed selector switch (CCS option): Signals the Power Train ECM which shift
mode the operator wants to operate on a machine with the optional Command Control Steering.
The operator can select between manual shifting and automatic shifting with maximum gear of
4, 3 or 2 and also a 4 to 1 range shifting mode.
Primary steering pressure switch: Sends a signals the Power Train ECM if the steering
system loses steering pressure.
Secondary steering pressure switch: The switch informs the Power Train ECM that the
secondary steering pump is correctly building up pressure. The switch is used as feedback for
the startup test and the manual switch test to ensure that the Secondary steering system is
operating properly.
Left brake pedal position sensor: Signals the position of the torque converter pedal to the
Power Train ECM. The position of the pedal is being used to downshift the transmission and
neutralize the transmission during operation. Both the downshifting and neutralization function
of the pedal can be disabled and hence the pedal would function as a brake pedal only
Parking brake pressure switch: Provides a signal to the Power Train ECM when the pressure
is adequate to release the parking brake.
Ride control switch (OFF, SERVICE, AUTO): Signals the Power Train ECM which mode
the operator wants to operate. The operator should never operate in SERVICE mode. This
mode is for service only.
Secondary steering test switch: Provides an input to the Power Train ECM that will enable
the secondary steering pump.
Transmission neutralizer disable switch: Provides an input to the Power Train ECM that will
disable the the left pedal neutralization of the transmission.

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Heated mirror switch: Provides an input to the Power Train ECM that will enable the heated
mirror attachment (if equipped).
Transmission oil temperature sensor: Provides an input to the Power Train ECM with the
temperature of the transmission oil.
Implement pod downshift switch: The downshift switch provides an input to the Power Train
ECM to downshift the transmission. This switch is only used on a HMU steering machine.
Engine speed: The Power Train ECM receives the engine speed over the CAN Data Link
from the Engine ECM.
Location code enable (grounded): The location code enable is a grounded input signal to the
Power Train ECM that enables the location code detection feature to become active. J1-32 pin
on the Power Train ECM connector is connected.
Location code 2 (grounded) : The location code pin number 2 is a grounded input signal that
establishes the ECM is dedicated to the Power Train operation. J1-27 pin on the Power Train
ECM connector is connected.
+24 battery voltage: Unswitched power supplied to the Power Train ECM from the battery.

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35

The Power Train Electronic Control Module (ECM) (arrow) is the central component in the
electronic control system. The ECM is located at the right rear of the cab. The rear panel must
be removed for access to the ECM. The Power Train ECM will be located behind the
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 direction and shift switches, the neutralizer
and neutralizer override switches, the park brake switch, the key start switch, and the
auto/manual select switch. Optional switch inputs are the ride control switch and the secondary
steer test switch.
The machine input components are the engine speed sensor, the primary steering pressure
switch, the optional secondary steering pressure switch, and the Caterpillar Monitoring System
message center module.
The transmission input components are the transmission oil temperature sensor, the torque
converter output speed sensor, and the two transmission output speed sensors.
The ECM communicates with other electronic control modules, such as the Caterpillar
Monitoring System, the Engine Electronic Control Module (ECM), and the Electrohydraulic
Electronic Control Module (ECM), through the Cat Data Link. The Cat Data Link allows the
transmission ECM to receive and send information.

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The power train and the implement use the same A4M1 Electronic Control Module (ECM). To
enable the A4M1 Electronic Control Module ECM for power train functions, contact (J1-27) is
grounded. Contact (J1-32) is grounded in order to enable the ECM.
The Power Train ECM responds to machine control decisions by sending a signal to the
appropriate circuit which initiates an action. For example, the operator selects an upshift with
the shift lever. The Power Train ECM interprets the input signals from the shift lever, evaluates
the current machine operating status, and energizes the appropriate modulating valve.
The Power Train ECM receives three different types of input signals:
1. Switch input: Provides the signal line to battery, ground, or open.
2. PM input: Provides the signal line with a square wave of a specific frequency and a
varying positive duty cycle.
3. Speed signal: Provides the signal line with either a repeating, fixed voltage level pattern
signal or a sine wave of varying level and frequency.
The Power Train ECM has three types of output drivers:
1. ON/OFF driver: Provides the output device with a signal level of +Battery voltage
(ON) or less than one Volt (OFF).
2. PM solenoid driver: Provides the output device with a square wave of fixed frequency
and a varying positive duty cycle.
3. Controlled current output driver: The ECM will energize the solenoid with 1.25 amps
for approximately one half second and then decrease the level to 0.8 amps for the
duration of the on time. The initial higher amperage gives the actuator rapid response
and the decreased level is sufficient to hold the solenoid in the correct position. An
added benefit is an increase in the life of the solenoid.
The Power Train ECM controls the transmission speed and directional clutches. The Power
Train ECM interprets signals from the shift lever to signal the transmission to perform the
following options: Upshift, Downshift, Forward, Neutral, and Reverse.
The Power Train ECM communicates through the CAT Data Link. The CAT Data Link allows
high speed proprietary serial communications over a twisted pair of wires. The CAT Data Link
allows different systems on the machine to communicate with each other and also with service
tools such as Caterpillar Electronic Technician (ETC).
The Power Train ECM has built-in diagnostic capabilities. As the Power Train ECM detects
fault conditions in the power train system, it logs the faults in memory and displays them
through the Caterpillar Monitoring System.

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Text Reference

2
4

36

Engine Start Switch and Diagnostic Service Tool Connector

The engine key start switch (1) signals the Power Train ECM that the operator wants to start the
engine. The ECM determines if the transmission directional switch (not shown) is in the
NEUTRAL position. When the directional switch is in the NEUTRAL position and the key
start switch (1) is turned to the START position, the ECM energizes the starter relay.
The diagnostic service tool connector (2) for a laptop computer using Caterpillar Electronic
Technician (ETC) is on the front panel on the right side.
A laptop computer with ETC can be used for calibrating, checking and clearing fault codes, and
monitoring system inputs and outputs for troubleshooting the transmission system.
Also shown are the the hazard switch (3), and the 12 Volt adapter socket (4).

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37

Transmission Shift Lever

This is an illustration of the standard type of transmission shift lever control group that is found
on the 950H/962H Wheel Loaders. This control group is found on machines with conventional
(HMU) steering systems.
The shift lever is mounted on the left side of the steering column (arrow). The operator moves
the shift lever forward to travel in the FORWARD direction or toward the rear to travel in the
REVERSE direction.
FIRST through FOURTH speeds are selected by rotating the shift lever.
When the transmission is in the Manual mode, the transmission ECM allows the shift lever to
control the transmission. The transmission ECM shifts the transmission to the exact gear and
direction shown on the shift lever.
When the transmission is in the Automatic mode, the shift lever selection is the maximum gear
the transmission will obtain. The transmission ECM will automatically select the correct speed
clutches (SECOND, THIRD, or FOURTH) based on the engine and transmission output speeds.

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38

Transmission Shift Control

This illustration shows the transmission shift control for the optional Command Control
Steering (CCS).
The directional control switch (1), and the upshift/downshift switches (2) are mounted on the
left side of the half moon shaped steering wheel.
The directional control switch is a three-position rocker switch which the operator selects either
FORWARD (toggle forward), NEUTRAL (center position), or REVERSE (toggle backward)
directions. The switch position the operator selects will CLOSE (grounds) that particular
contact while the remaining two contacts are OPEN. Closing a switch contact sends a signal to
the Power Train ECM indicating the direction that is being selected by the operator.
The upshift switch/downshift switches are identical in construction and operation. When the
operator wants to manually shift to a higher or lower gear, the upshift switch or downshift
switch is pressed. Each switch has two input connections at the Power Train ECM. When the
switches are not activated, one connection is closed (grounded) and the other connection is
open. When the operator pushes the upshift or downshift switch, the selected switch
momentarily reverses connections to signal the Power Train ECM to change to the desired
speed.

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39

This illustration shows the location of the ride control ON/OFF/AUTO switch (1). The ride
control switch has three positions. In the center position, ride control is disabled. In the UP
position (as shown) the ride control switch is in the AUTO position. With the switch in AUTO,
the ride control system will be enabled when the machine is traveling at least 9.5 km/h (6.0
mph). The SERVICE position (as shown on the switch) is used for service to the ride control
system.
The transmission neutralization disable switch (2) is used to disable the neutralization of the left
brake pedal. Pressing the upper section of the switch will activate the override. When the
neutralization is enabled, the left brake pedal will not neutralize the transmission, but will
function as a service brake only. The normal, default position of the switch is the lower
(released) position
The heated mirror switch (3) enables the heated mirror relay that is located behind the
operator's seat below the Power Train ECM.
If the machine is equipped with the optional secondary steering, there will be a secondary
steering test switch (4) mounted in the blocked position on the panel. When the switch is
depressed it feeds a ground signal to a relay and also to a switch input on the Power Train
ECM. The relay turns on the secondary steering pump motor, which builds up pressure in the
steering hydraulic lines.
The Power Train ECM is monitoring the pressure of the secondary steering hydraulic lines to
ensure the pressure has increased to an acceptable level while the pump is running.

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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 950H and 962H Wheel Loaders and IT62H Integrated Toolcarrier are equipped with a
variable shift control switch (1). The Power Train (ECM) uses the position of the variable shift
control switch and the engine speed in order to determine the autoshift points for the
transmission. The variable shift control switch has three inputs to the power train electronic
control module (ECM).
The auto/manual gear selector switch (2) sends a signal to the Power Train ECM to control
shifting mode in auto. The Power Train (ECM) shifts the transmission automatically. The
Power Train ECM evaluates the input that is sent from the engine speed sensor, the
transmission speed sensors, the torque converter output speed sensor, and the left brake pedal
position sensor in order to regulate transmission shifts. The automatic mode of operation is
represented by two numbers that are separated by a dash. The first number indicates the speed
of the transmission when the transmission is placed into gear. The second number indicates the
highest speed of the transmission when the machine is travelling.
For example, place the autoshift control switch into the 2-4 position. The machine will
automatically shift into second gear when the transmission is placed into gear. The
transmission will automatically upshift into fourth gear as the machine accelerates.
The Power Train ECM does not allow upshifts to a speed that is higher than the speed that is
selected with the transmission direction and speed control lever. An automatic downshift from
second speed to first speed occurs only if the autoshift switch is in the 1-4 position.

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41

This illustration shows the panel with the optional Command Control Steering. The
Auto/Manual gear selector switch (arrow) sends a signal to the Power Train ECM to control
shifting mode in auto. In the MANUAL position, the operator is responsible for upshifting and
downshifting the transmission. The Power Train ECM automatically shifts the transmission if
the autoshift switch is in one of the four AUTO positions and the left brake pedal must be
released. The Power Train ECM evaluates the inputs that is sent from the engine speed sensor,
transmission speed sensors, the torque converter output speed sensor, and the left brake pedal
position sensor in order to regulate transmission shifts.
When the machine is operating in "AUTO" mode, the transmission speed selector switch can be
used in order to downshift the transmission. This switch is normally used to downshift from
second speed to first speed in order to load a bucket. The transmission will remain in the
downshifted gear for three seconds after the switch is released. Then, automatic shifting will
resume. If the transmission is downshifted to first speed, the machine remains there until there
is a direction change or a manual upshift.
For example, place the autoshift switch into position "3." The machine will automatically shift
into second gear when the transmission is placed into gear. The transmission will automatically
upshift into third speed when the machine accelerates. An automatic downshift from second
speed to first speed occurs only if the autoshift switch is in the 1-4 position.
The Power Train ECM does not allow automatic upshifts to a speed that is higher than the
speed that is selected with the auto/manual switch. The autoshift switch is used to select the
top speed for the transmission when the transmission is in the AUTO mode. There are four
modes of automatic operation: 4 position, 3 position, 2 position, and 1-4 position.

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42

The Power Train ECM receives inputs from three speed sensors on the transmission. The three
speed sensors are:
- the No. 1 output speed sensor (1)
- the No. 2 output speed sensor (2)
- the torque converter output speed sensor (3)
The output speed sensors (1 and 2) are positioned out of phase with each other. The Power
Train ECM uses the phasing of the input data to determine the direction of rotation of the
intermediate and output gears. The torque converter output speed sensor measures torque
converter output speed in the range of 25 to 3000 rpm. The speed sensor information is also
used by the Power Train ECM to set and adjust transmission shift points.

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The Power Train ECM has no direct feed back information to determine if clutch engagement
and disengagement is completed. The Power Train ECM uses the speed sensor information,
including the engine speed sensor data, to measure expected clutch slippage and planetary
speeds to ensure the transmission is shifting according to the application program stored in the
ECM memory.
The torque converter speed sensor (3) sends the torque converter speed to the Power Train
ECM.
A passive (two-wire) magnetic frequency-type sensor converts mechanical motion to an AC
voltage. A typical magnetic pickup consists of a coil, a pole piece, a magnet, and a housing.
The sensor produces a magnetic field that, when altered by the passage of a gear tooth,
generates an AC voltage in the coil. The AC voltage is proportional to speed. The frequency
of the AC signal is exactly proportional to speed (rpm).
Magnetic pickup sensors rely on the distance between the end of the pickup and the passing
gear teeth to operate properly. Typically when the pickup is installed, it is turned in until the
sensor makes contact with the top of a gear tooth and then turned back out a partial turn before
it is locked in place with a locking nut. A weak signal may indicate the sensor is too far away
from the gear. It is important to check the specifications when installing these sensors to insure
the proper spacing.
Transmission speed sensors may be used in pairs. The sensors are often called upper and
lower, top and bottom, or primary and secondary referring to the operating range they are
designed for. Although the sensors have an optimum operating range, in case of a failure the
ECM will use the signal from the remaining sensor as a backup. The speed sensor may be
checked for both static and dynamic operation. With the sensor disconnected from the machine
electrical harness, a resistance reading of the pickup coil (measured between pins) should read
a coil resistance of approximately 1075 ohms. Some magnetic pickups may measure as high as
1200 ohms. The resistance value differs between pickup types, but an infinite resistance
measurement would indicate an open coil, while a zero reading would indicate a shorted coil.

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43

Transmission Oil Temperature Sensor

The transmission oil temperature sensor (1) is a two-wire passive temperature sensor that is
located on the right side of the machine. The sensor is an input to the Power Train ECM. The
oil temperature sensor information is used to adjust transmission clutch fill times.
The transmission oil temperature sensor information is also sent by the Power Train ECM to the
Caterpillar Monitoring System over the Cat Data Link.
Also shown are the torque converter oil temperature sensor (2) and the implement pump (3).

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44

Left Brake Pedal Position Sensor

The left brake pedal position sensor (arrow) is located in the cab as part of the left brake pedal.
The position sensor (left brake pedal) sends an input to the Power Train ECM. The sensor
continuously generates a 500 Hz PM signal. The duty cycle varies in proportion to the position
of the left brake pedal position sensor. The left pedal position sends a change in the input
signal to the Power Train ECM. The ECM measures the duty cycle in order to determine the
position of the pedal for downshifting the transmission and neutralizing the clutches.

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45

Implement Pod Downshift Switch And Remote FNR Switch

The downshift switch (1) is located on the implement pod. If the machine is equipped with a
joystick, the downshift switch will be located on the joystick handle.
When the Power Train ECM is operating in the Manual Mode, depressing the downshift switch
will cause a downshift from SECOND speed to FIRST speed. In the Manual Mode, the
downshift switch will not shift from FOURTH to THIRD speed or from THIRD to SECOND
speed. The transmission will remain in FIRST speed until one of the following conditions
occurs:
1. A directional shift is made.
2. The shift lever is moved to NEUTRAL before selecting a speed.
3. The shift lever is turned to FIRST speed and then to another speed.
When operating in the Automatic mode, depressing the downshift switch causes the
transmission ECM to downshift the transmission at a higher than normal ground speed.
Pressing and immediately releasing the downshift switch causes the transmission ECM to
immediately downshift the transmission one speed range. A downshift will occur only if the
machine speed and engine speed will not result in an engine overspeed.
Automatic shifting is disabled for five seconds after the downshift switch is pressed. After five
seconds, automatic shifting, based on speed sensor inputs, is reactivated.
NOTE: The remote FNR switch (2) is only installed on the machines that are equipped
with the standard HMU steering.

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2
46

47

Parking Brake Pressure Switch

The parking brake pressure switch (1) is a normally closed switch with the parking brake
engaged. When the parking brake is engaged, the parking brake indicator light (3) will be
illuminated. When the parking brake knob is pushed to the IN position, the parking brake
valve (2) will direct oil pressure to the parking brake release cylinder. The switch state will
change, the parking brake indicator light will not be illuminated, and the Power Train ECM will
receive a signal that the parking brake is dis-engaged.
The parking brake pressure switch is located on the right side of the machine above the service
bay. The cover is transparent to show the location of the parking brake pressure switch.

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POWER TRAIN ELECTRICAL SYSTEM

Cat Data Link

Power Train ECM

Caterpillar Monitor
System

OUTPUT COMPONENTS
Engine Start Relay

Clutch 1
Reverse Solenoid

Low Fuel Level

Warning Indicator LED

Clutch 2
Forward Solenoid

Transmission Oil Filter

Bypass Indicator Led

Clutch 3
4th Speed Solenoid

Transmission Neutralizer
Disabled Indicator LED

Clutch 4
3rd Speed Solenoid

Ride Control ON
Indicator LED

Clutch 5
2nd Speed Solenoid

Secondary Steering
Intermediate Relay

Clutch 6
1st Speed Solenoid

Ride Control
Antidrift Solenoid (RE)

Back-up Alarm

Ride Control
Solenoid (Balance)

Axle Cooler Relay (option)

Ride Control
Antidrift Solenoid (HE)

+24 Voltage
Heated Mirror Relay

48

Based on the input signals, the Power Train ECM energizes the appropriate transmission control
modulating valve for speed and directional clutch engagement. The Power Train ECM also
energizes the starter relay when starting the machine and the back-up alarm when the operator
selects a reverse gear.
The Cat Data Link connects the Power Train ECM to the other machine ECMs. The data link
also connects the ECM to the Caterpillar Monitoring System and electronic service tools such
as Caterpillar Electronic Technician (ETC).
Power Train ECM Outputs:
Engine start relay: The Power Train ECM energizes the key start relay when the appropriate
conditions are met to start the engine. Controls the current between the key start switch and the
starter relay.
Transmission oil filter bypass indicator LED: The Power Train ECM illuminates the
indicator LED when the oil is bypassing the transmission filter.
Low fuel level warning indicator LED: The Power Train ECM illuminates the indicator LED
when the fuel level in the tank is below 10% of total fuel tank volume as read by the fuel level
sensor (input to EMS-III communicated over Cat Datalink).

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Ride Control ON indicator LED: The Power Train ECM illuminates the indicator LED when
ride control is active. Either in AUTO mode when driving above the threshold speed or when
in ON mode.
Clutch solenoids: The solenoids control the oil flow through the respective speed and
directional modulating valves.
Secondary steering intermediate relay: The Power Train ECM energizes the relay when the
loss of steering pressure is detected by the Power Train ECM. The ECM energizes the relay
and power is supplied to the secondary steering pump.
Back-up alarm: The Power Train ECM energizes the back-up alarm when the operator selects
the REVERSE direction. The backup alarm is located on the rear bumper.
Heated mirror relay: The Power Train ECM energizes the relay to send current to the coil to
warm the mirror.
CAN-J1939 signal between machine ECMs: Signals sent between the Machine ECMs and
product Link on the faster CAN Data Link.
Ride Control Solenoid valve 1 (RE): The Power Train ECM energizes the solenoid valve that
controls the opening of the antidrift valve allowing flow between the rod end of the lift
cylinders and tank.
Ride Control Solenoid valve 3 (HE): The Power Train ECM energizes the solenoid valve that
controls the opening of the antidrift valve allowing flow between the accumulator and the head
end of the lift cylinders.
Ride Control Solenoid valve 2 (Balance): At engine start-up, the Power Train ECM energizes
the solenoid valve 2. When the Power Train ECM recognizes the ground speed in AUTO
reaches the default threshold speed value in the Power Train ECM, the ECM de-energizes the
solenoid 2 for a default time designated through Caterpillar ETC configuration. The pressure
between the head end of the lift cylinders and the accumulator is balanced. Then the Power
Train ECM energizes the solenoid 1 and 3 ride control solenoids.
+8 Volts: Regulated power supply providing 8 VDC that is used in order to power the digital
sensors.
Axle Oil Cooler Relay (option): Energized by the Power Train ECM when the axle oil
temperature reaches 65 C (149 F). When the relay is energized, current is sent to the
electromagnetic clutch on the axle oil cooler pump.

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49

50

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

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51

Warning Panel - Left Side

The illustration shows the warning panel on the left side of the dash panel. These indicators are
driven outputs of the Power Train ECM.
The transmission oil filter bypass (1) is located on the top right hand side. This alarm is
illuminated when the transmission oil filter is bypassing due to a plugged filter requiring a
change.
The transmission neutralizer disabled indicator (2) is located in the center of the panel. This
indicator is illuminated when the transmission neutralized is disabled.
The low fuel filter warning indicator (3) is located in the center row on the right side. This
indicator is illuminated when the fuel level is below 10% of the total fuel tank volume.
The ride control SERVICE indicator (4) is located in the bottom row on left side. This
indicator is illuminated when the ride control switch is placed in the SERVICE position.
The ride control AUTO indicator (5) is located in the bottom row, center. This indicator is
illuminated when the ride control switch is placed in the AUTO position.

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2
1

4
3

52

Implement Control Valve - With Ride Control

The ride control system is an option on the 950H and the 962H Wheel Loaders. The optional
ride control system provides a means for dampening the bucket forces which produce a pitching
motion as the machine travels over rough terrain. The operation of ride control is initiated by
the switch input to the Power Train ECM with outputs to the solenoid valves on the implement
control valve (1).
On the implement control valve, there are two solenoid valves that control oil flow over the
antidrift valves and one solenoid valve controlling the shifting of the balance valve. The
energizing solenoid valve (2) provides a path of oil between the head end of the lift cylinders
and the ride control accumulator. The energizing solenoid valve (3) allows the balance spool to
shift as the solenoid valve provides a path for the oil on the end of the balance spool to flow to
the hydraulic tank passage. The energizing solenoid valve (4) drains the oil pressure off the
antidrift valve enabling the valve to raise and allow oil to flow between the rod end of the lift
cylinders and the hydraulic tank.
The optional ride control is enabled through the Machine Configuration screen with Caterpillar
Electronic Technician (ET). When ride control system is in SERVICE/AUTO, the respective
LED is illuminated on the machine status display.

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53

Secondary Steering Intermediate Relay

The secondary steering intermediate relay (1) is an output of the Power Train ECM. When the
steering oil pressure at the primary pressure switch goes below the value of the switch, a signal
is sent to the Power Train ECM (not shown) and the ECM sends current to intermediate relay to
energize the secondary steering pump motor.

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54

55
3

Engine Start Relay

The engine start relay (2) is located in the left side service center (1). The engine start relay is
energized by the Power Train ECM when all the engine starting requirements are met. When
the engine start relay is energized, battery voltage flows through the relay to the starter
solenoid.
Also shown are the ground level shutdown switch (3) and the battery enclosure (transparent for
viewing) (4).

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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

Filter

2
FORWARD

Transmission
Pump

4
Modulating
Valve

Modulating
Valve

SECOND
SPEED

5
Modulating
Valve

Modulating
Valve
Screen Group
Magnet

FIRST
SPEED

FOURTH
SPEED

3
Tank

56

Transmission Hydraulic System - NEUTRAL

This illustration shows the transmission hydraulic system with the engine running and the
transmission shift lever in the NEUTRAL position.
When the engine is running, flow from the pump is sent through the filter to the six
transmission solenoid valves. Pump flow is also sent to the transmission relief valve. The
transmission relief valve limits the transmission oil pressure to the modulating valves. When
NEUTRAL is selected, the Power Train ECM energizes the No.3 solenoid. The modulating
valve controls the flow of oil to the No. 3 clutch.
When the No. 3 solenoid is energized, the oil flows through the center of the valve. Oil flow is
directed to the port for clutch 3.
From the main relief valve, oil flows to the torque converter and the torque converter inlet relief
valve. The torque converter inlet relief valve limits the oil pressure to the torque converter.
When oil pressure to the torque converter exceeds 900 70 kPa (130 10 psi), the inlet relief
valve opens and sends the excess oil pressure to drain.

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Oil in the torque converter flows out of the torque converter through the torque converter outlet
relief valve. The outlet relief valve maintains the pressure in the torque converter at a
minimum of 415 135 kPa (60 20 psi) at torque converter stall rpm.
From the torque converter outlet relief valve, the oil flows through the transmission oil cooler
and on to the transmission for cooling and lubrication of the bearings and planetaries.

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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

1
Modulating
Valve
Filter

5
SECOND
SPEED

FORWARD

Transmission
Pump

4
Modulating
Valve

5
Modulating
Valve

Modulating
Valve

Screen Group
Magnet

FIRST
SPEED

FOURTH
SPEED

3
Tank

57

This illustration shows the transmission hydraulic system with the engine running and the
transmission shift lever in the FORWARD position and the speed selector in FIRST SPEED.
When the engine is running, flow from the pump is sent through the filter to the six
transmission solenoid valves. Pump flow is also sent to the transmission relief valve. The
transmission relief valve limits the transmission oil pressure to the modulating valves.
When FIRST SPEED FORWARD is selected, the Power Train ECM energizes the No. 2
solenoid and the No. 6 solenoid. The modulating valve controls the flow of oil to the No. 2 and
No. 6 clutches.
When the No. 2 and No. 6 solenoids are energized, oil flows through the center of the valve.
Oil flow is directed to the ports for clutch 2 and clutch 6.
From the main relief valve, oil flows to the torque converter and the torque converter inlet relief
valve. The torque converter inlet relief valve limits the oil pressure to the torque converter.
When oil pressure to the torque converter exceeds 900 70 kPa (130 10 psi), the inlet relief
valve opens and sends the excess oil pressure to drain.

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Oil in the torque converter flows out of the torque converter through the torque converter outlet
relief valve. The outlet relief valve maintains the pressure in the torque converter at a
minimum of 415 135 kPa (60 20 psi) at torque converter stall rpm.
From the torque converter outlet relief valve, the oil flows through the transmission oil cooler
and on to the transmission for cooling and lubrication of the bearings and planetaries.

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TRANSMISSION HYDRAULIC SYSTEM

SECOND SPEED FORWARD
Torque
Converter

Main Relief Valve

Torque Converter
Outlet Relief Valve

Cooler
To
Transmission
Bearing
Lubrication

Power Train
ECM

Modulating
Valve

Modulating
Valve

Torque
Converter
Inlet Relief
Valve

1
REVERSE

FORWARD

Transmission
Pump

4
Modulating
Valve

Modulating
Valve
Filter

THIRD
SPEED

SECOND
SPEED

66

Screen Group
Magnet

5
Modulating
Valve

Modulating
Valve

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 oil flows through the center of the
valves. Oil flow is directed to the ports for clutch 2 and clutch 5.
From the main relief valve, oil flows to the torque converter and the torque converter inlet relief
valve. The torque converter inlet relief valve limits the oil pressure to the torque converter.
When oil pressure to the torque converter exceeds 900 70 kPa (130 10 psi), the inlet relief
valve opens and sends the excess oil pressure to drain.

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Oil in the torque converter flows out of the torque converter through the torque converter outlet
relief valve. The outlet relief valve maintains the pressure in the torque converter at a
minimum of 415 135 kPa (60 20 psi) at torque converter stall rpm.
From the torque converter outlet relief valve, the oil flows through the transmission oil cooler
and on to the transmission for cooling and lubrication of the bearings and plan.

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TRANSMISSION HYDRAULIC SYSTEM

SECOND SPEED REVERSE
Torque
Converter

Main Relief Valve

Torque Converter
Outlet Relief Valve

Cooler

Power Train
ECM

Modulating
Valve

Torque
Converter
Inlet Relief
Valve

Modulating
Valve

4
THIRD
SPEED

REVERSE

4
Modulating
Valve

Modulating
Valve
Filter

SECOND
SPEED

FORWARD

Transmission
Pump

5
Modulating
Valve

Modulating
Valve
Screen Group
Magnet

To
Transmission
Bearing
Lubrication

66

FIRST
SPEED

FOURTH
SPEED

3
Tank

59

This illustration shows the transmission hydraulic system with the engine running and the
transmission shift lever in the REVERSE position and the speed selector in SECOND SPEED.
When the engine is running, flow from the pump is sent through the filter to the six
transmission solenoid valves. Pump flow is also sent to the transmission relief valve. The
transmission relief valve limits the transmission oil pressure to the modulating valves.
When FIRST SPEED FORWARD is selected, the Power Train ECM energizes the No. 1
solenoid and the No. 5 solenoid. The modulating valve controls the flow of oil to the No. 1 and
No. 5 clutches.
When the No. 1 and No. 5 solenoids are energized, the oil flow through the center of the valves.
Oil flow is directed to the ports for clutch 1 and clutch 5.
From the main relief valve, oil flows to the torque converter and the torque converter inlet relief
valve. The torque converter inlet relief valve limits the oil pressure to the torque converter.
When oil pressure to the torque converter exceeds 900 70 kPa (130 10 psi), the inlet relief
valve opens and sends the excess oil pressure to drain.

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Oil in the torque converter flows out of the torque converter through the torque converter outlet
relief valve. The outlet relief valve maintains the pressure in the torque converter at a
minimum of 415 135 kPa (60 20 psi) at torque converter stall rpm.
From the torque converter outlet relief valve, the oil flows through the transmission oil cooler
and on to the transmission for cooling and lubrication of the bearings and plan.

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TRANSMISSION MODULATING VALVE

NO COMMANDED SIGNAL
Test Port
Valve
Spool

Ball Orifice

Solenoid

Pin

Drain
Orifice

To
Tank

To
Clutch

Spring

From
Pump

60

Transmission Modulating Valve - NO COMMANDED SIGNAL

In this illustration, the transmission modulating valve is shown with no current signal applied to
the solenoid. The transmission ECM controls the rate of oil flow through the transmission
modulating valves to the clutches by changing the signal current strength to the solenoids. With
no current signal applied to the solenoid, the transmission modulating valve is
DE-ENERGIZED and oil flow to the clutch is blocked. The transmission modulating valve is
located on the transmission control valve.
Pump oil flows into the valve body around the valve spool and into a drilled passage in the
center of the valve spool. The oil flows through the drilled passage and orifice to the left side
of the valve spool to a drain orifice. Since there is no force acting on the pin assembly to hold
the ball against the drain orifice, the oil flows through the spool and the drain orifice past the
ball to the tank.
The spring located on the right side of the spool in this view holds the valve spool to the left.
The valve spool opens the passage between the clutch passage and the tank passage and blocks
the passage between the clutch passage and the pump supply port. Oil flow to the clutch is
blocked. Oil from the clutch drains to the tank preventing clutch engagement.

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TRANSMISSION MODULATING VALVE

COMMANDED SIGNAL BELOW MAXIMUM
Test Port
Ball

Solenoid

Pin

Drain
Orifice

Valve
Spool

Orifice

To
Tank

Spring

To
Clutch

From
Pump

61

Transmission Modulating Valve - COMMANDED SIGNAL BELOW MAXIMUM

In this illustration, the modulating valve is shown with a signal to the solenoid that is below the
maximum current. Clutch engagement begins when the Transmission ECM sends an initial
current signal to ENERGIZE the solenoid. The amount of commanded current signal is
proportional to the desired pressure that is applied to the clutch during each stage of the
engagement and disengagement cycle.
The start of clutch engagement begins when the current signal to the solenoid creates a
magnetic field around the pin. The magnetic force moves the pin against the ball in proportion
to the strength of the current signal from the Transmission ECM.
The position of the ball against the orifice begins to block the drain passage of the oil flow from
the left side of the valve spool to the tank. This partial restriction causes the pressure at the left
end of the valve spool to increase. The oil pressure moves the valve spool to the right against
the spring. As the pressure on the right side of the valve spool overrides the force of the spring,
the valve spool shifts to the right.
The valve spool movement starts to open a passage on the right end of the valve spool for pump
supply oil to fill the clutch. Oil also begins to fill the spring chamber on on the right end of the
spool.

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In the initial clutch filling stage, the Transmission ECM commands a high current pulse to
quickly move the valve spool to start filling the clutch. During this short period of time, the
clutch piston moves to remove the clearances between the clutch discs and plates to minimize
the amount of time required to fill the clutch. The ECM then reduces the current signal which
reduces the pressure setting of the proportional solenoid valve. The change in current signal
reduces the flow of oil to the clutch. The point where the clutch plates and discs start to touch
is called TOUCH-UP.
Once TOUCH-UP is obtained, the Transmission ECM begins a controlled increase of the
current signal to start the MODULATION cycle. The increase in the current signal causes the
ball and pin to further restrict oil through the drain orifice to tank causing a controlled
movement of the spool to the right. The spool movement allows the pressure in the clutch to
increase.
During the MODULATION cycle, the valve spool working with the variable commanded
current signal from the Transmission ECM acts as a variable pressure reducing valve.
The sequence of partial engagement is called desired slippage. The desired slippage is
controlled by the application program stored in the Transmission ECM.

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TRANSMISSION MODULATING VALVE

COMMANDED SIGNAL AT MAXIMUM
Test Port
Ball

Solenoid

Pin

Drain
Orifice

Valve
Spool

Orifice

To
Tank

To
Clutch

Spring

From
Pump

62

Transmission Modulating Valve - COMMANDED SIGNAL AT MAXIMUM

In this illustration, the modulating valve is shown with a maximum current signal commanded
to the solenoid. When the modulation cycle stops, the Transmission ECM sends the maximum
specified current signal to fully engage the clutch.
The constant current signal pushes the pin firmly against the ball in the solenoid valve. The pin
force against the ball blocks more oil from flowing through the drain orifice. This restriction
causes an increase in pressure on the left side of the valve spool. The valve spool moves to the
right to allow pump flow to fully engage the clutch.
In a short period of time, maximum pressure is felt at both ends of the proportional solenoid
valve spool. This pressure along with the spring force on the right end of the spool causes the
valve spool to move to the left until the forces on the right end and the left end of the valve
spool are balanced.
The valve spool movement to the left (balanced) position reduces the flow of oil to the engaged
clutch. The Transmission ECM sends a constant maximum specified current signal to the
solenoid to maintain the desired clutch pressure.

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The different maximum specified pressures for each clutch is caused by different maximum
current signals being sent by the Transmission ECM to each individual modulating valve. The
different maximum signal causes a difference in the force pushing the pin against the ball to
block leakage through the drain orifice in each solenoid valve. The different rate of leakage
through the spool drain orifice provides different balance positions for the proportional solenoid
valve spool. Changing the valve spool position changes the flow of oil to the clutch and the
resulting maximum clutch pressure.
The operation of the proportional solenoids to control the engaging and releasing of clutches is
not a simple on and off cycle. The Transmission ECM varies the strength of the current signal
through a programmed cycle to control movement of the valve spool.
The clutch pressures can be changed using Caterpillar Electronic Technician (ET) and the
4C8195 Service Tool during the calibration procedure.
The actual Transmission ECM current cycle and transmission calibration will be discussed later
in this presentation.

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1
7

63
Transmission Modulating Valve - Solenoids
This illustration shows the location of the transmission modulating valves.
The six modulating valves on the top of the transmission are located over the respective
planetaries they control. The solenoid valves provide electronically controlled pressure
modulation. The transmission shifting function is controlled by the Transmission Electronic
Control Module (ECM). The Transmission ECM and the transmission modulating valves
provide modulation to each individual clutch listed below.
- Reverse (1)
- Forward (2)
- Fourth speed (3)
- Third speed (4)
- Second speed (2)
- First speed (6)
Also shown is the transmission main relief valve (7), the two transmission output speed
sensors (8), and the torque converter output speed sensor (9).

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The main Power Train ECM output is the pulse width modulated current signal that is sent to
the six transmission modulating valves. The Power Train ECM analyzes the input signals and
memory information and activates current drivers within the ECM. The current drivers send
electrical pulse width current to energize the modulating valves that are located on the
transmission clutch housing.
The varying signal strength sent to each proportional solenoid valve by the Transmission ECM
controls the rate of oil flow and the rate of pressure modulation of each clutch. In turn, the
solenoids provide electronically controlled clutch filling and pressure modulation.
The following Tables shows which solenoid is energized for the desired speed and direction:
Forward
First speed Forward Solenoid

2 and 6

Second speed Forward Solenoid

2 and 5

Third speed Forward Solenoid

2 and 4

Fourth speed Forward Solenoid

2 and 3

Reverse
First speed Reverse Solenoid

1 and 6

Second speed Reverse Solenoid

1 and 5

Third speed Reverse Solenoid

1 and 4

Fourth speed Reverse Solenoid

1 and 3

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1
2

64

Transmission Relief Valve

Shown is the transmission hydraulic main relief valve (1) located on the left side of the
machine on the torque converter housing (2).
The transmission main relief valve operates as both a pressure relief valve and a priority flow
control valve.
The main relief valve regulates the supply oil pressure to the six transmission proportional
solenoid valves by limiting the supply oil pressure to 2785 70 kPa (404 20 psi) at high idle.
The main relief valve also insures the solenoid valves have an adequate oil supply before the
torque converter and oil coolers receive oil flow.
The torque converter inlet relief valve is located behind the transmission main relief valve. The
relief valve must be removed to gain access to the torque converter inlet relief valve.
The torque converter inlet relief valve limits torque converter inlet oil pressure to a maximum
of 900 70 kPa (130 10 psi).
Pump pressure (3) and torque converter inlet pressure (4) hoses are part of the remote pressure
tap group.

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4
2
3

65

This illustration shows the service center on the right side of the machine below the platform.
In the service center is the transmission oil filter (1), the power train fluid sampling port (2),
and the transmission oil filter differential pressure switch (3). The transmission oil filter
differential pressure switch reports to the Caterpillar Monitoring System sending a warning
when the transmission oil filter needs to be serviced.
Also shown is the brake accumulators (4).

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TORQUE CONVERTER
Turbine

Impeller

Rotating Housing

Freewheel Stator
Outlet
Output
Shaft

Inlet

Flywheel Splines

Carrier

66

This illustration shows the major components of the torque converter. The rotating housing is
shown in red. The rotating housing has a direct mechanical connection to the engine flywheel.
The turbine and the output shaft are shown in blue, and are mechanically connected. The free
wheel stator and the carrier are shown in green. The impeller is shown in pink. The bearings
are shown in yellow.
The impeller is bolted to the rotating housing and rotates at engine speed.
Charge oil from the torque converter inlet relief valve enters the inlet passage in the carrier and
fills the torque converter. The torque converter outlet relief, which is connected to the outlet
passage, maintains the minimum pressure in the torque converter.
As the impeller rotates, it directs oil against the turbine blades, causing the turbine to rotate.
Turbine rotation causes the output shaft to rotate. During NO LOAD conditions, the output
shaft rotates at nearly the same speed as the engine flywheel. As load is applied, the output
shaft slows down. A decrease in output shaft speed causes the rpm of the turbine to decrease.
As the output shaft speed is decreased, the output torque from the torque converter increases.
When the output shaft is stalled, the torque converter is applying maximum torque to the output
shaft.

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The torque converter is equipped with a freewheel stator. The stator, which is mounted to the
torque converter outer housing is stationery. When a load is applied, the output shaft slows
down. When the turbine is turning slower than the impeller, the stator redirects the oil from the
turbine and increases the pressure on the turbine. The increase in pressure on the turbine tends
to increase the torque output from the torque converter.
When the output shaft is turning at near the same speed as the impeller, the stator freewheels
backwards to reduce the drag and turbulence inside the torque converter. The stator freewheels
in light load applications and multiplies torque in heavy load applications.

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11
10

12

5
2
9

67

Remote Pressure Taps

The 950H, 962H, and the IT62H Wheel Loaders maybe equipped with remote pressure taps.
This illustration shows pressure taps for steering, for braking, and for the power train. The
following list is of the pressure taps and their usage.
- Reverse (1)
- Forward (2)
- Fourth speed (3)
- Third speed(4)
- Second speed (5)
- First speed (6)
- Transmission Lube (7)
- Transmission pump (8)
- Torque converter outlet pressure (9)
- Torque converter inlet pressure P3 (10)
- Steering pump (11)
- Brake pressure tap (12)

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68

This illustration shows the message center for the Caterpillar Monitoring System.
When the Caterpillar Monitoring System is in the Service Mode (Mode 3), the
Message Center (arrow) shows the fault codes. The fault codes consist of the Module Identifier
(MID), followed by the Component Identifier (CID), and the Failure Mode Identifier (FMI).
The MID tells which electronic control module diagnosed the fault. An MID of 081 means the
fault was diagnosed in the Power Train ECM. MID's are listed on the machine Electrical
Schematic in the Service Manual.
The CID tells which component is faulty. For example, CID 623 means the fault was
diagnosed in the transmission directional switch.
The FMI tells the type of failure. For example, an FMI of 05 means the failure is an open
circuit or current value is below normal.

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69

VARIABLE SHIFT CONTROL CIRCUIT

Power Train ECM
Ground

J1-32

Variable Shift Control (Economy)

J2-32

Variable Shift Control (Mid)

J2-33

Variable Shift Control (Power)

J2-34

BK 18
GN 18
BU 18
BR 18

1
2
3
4

BK 16
BK 16
BK 16
BK 16

70
Variable Shift
Control Switch

Variable Shift Control

The 950H and the 962H Wheel Loaders feature Variable Shift Control on electrohydraulic
machines. Variable shift control allows the transmission to shift at lower engine speeds.
The variable shift control switch (arrow) is a three-position switch (POWER, MID,
ECONOMY) that will change the shift points stored in the Power Train ECM. When the
switch is rotated to the ECONOMY position (clockwise) the switch sends a signal to the Power
Train ECM to shift the transmission at a lower engine rpm for increased fuel economy. When
the switch is rotated to the POWER position (counterclockwise), the transmission shifts when
the engine reaches 2100 rpm.

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71

Integrated Brake System

The 950H and the 962H Wheel Loaders are equipped with an Integrated Brake System (IBS)
allowing the operator to downshift the transmission and neutralize the transmission using the
left brake pedal.
The left service brake pedal (1) is attached to a PM rotary position sensor (2) and a mechanical
linkage (not shown). The position sensor continuously monitors the left brake pedal position.
The position sensor sends an input signal to the Power Train ECM indicating left brake pedal
position.
The mechanical linkage is connected to the brake control valve (not shown) located below the
cab. The right service brake pedal (not shown) is also connected to the brake control valve
independent of the left brake pedal.
NOTE: The amount of brake pedal travel can be displayed on the ET Service Tool
screen. Pedal travel is displayed as a percentage (%) in ET. Three percent of brake
pedal travel is about 1, and 100 percent of pedal travel is about 33.

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LEFT BRAKE
PEDAL POSITIONS

Deadband
Calibrated
Initial Brake
Pressure Point
Initial Mode

Calibrated
Neutralization
Set Point
Maximum
Pedal Travel

Normal
Mode

Left Brake
Position Sensor

Brake Lamp
Switch

72

Left Brake Pedal Actions

This view shows the actions that occur as the brake pedal is depressed.
In approximately the first nine percent of brake pedal travel (deadband), no braking or
downshifting occurs. Brake pedal travel between the pedal deadband and the calibrated initial
brake pressure point is the Initial Mode. In the Initial Mode, the transmission downshifts, but
the service brakes are not engaged and the transmission is not neutralized.
The Integrated Brake System is in the Normal Mode when the left brake pedal is further
depressed between the calibrated initial brake pressure point and the maximum pedal travel. In
the Normal Mode, the transmission downshifts and the service brakes are engaged.
When the left pedal is depressed in the Initial and Normal Modes, and if the transmission is in
third or fourth gear, the transmission will downshift one gear at a time until second gear is
reached. Each downshift will occur when the transmission output speed decreases to the shift
point of the current transmission speed.

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In the Normal Mode, when the brake pedal reaches the neutralization set point and the
transmission neutralizer override switch is in the OFF position, the Transmission ECM will
DE-ENERGIZE the direction clutch solenoid to neutralize the transmission when the following
conditions exist:
or
-

The auto/manual selector switch is NOT in the 1-4 position

The transmission is in 2nd gear
The ground speed is 6.5 mph
The auto/manual selector switch is in the 1-4 position
The transmission is in 1st gear
The ground speed is 4.5 mph

If the left brake pedal is raised 4 above the Neutralization Set Point, a signal is sent to the
modulating valve to engage the direction clutch. At this time, the drive train will be
re-engaged. Normally, the travel of the left brake pedal will overshoot the Neutralization Set
Point. Each time the brake travel over shoots the Neutralization Set point without being
released into the dead band zone, the New Neutralization point moves down the point of the
overshoot. The Power Train ECM will retain the New Neutralization Point until the left brake
pedal is released and the pedal is into the dead band zone.
In normal conditions, the best gear for loading trucks is 2nd, or "Second Auto." The operator
pushes the bucket into the pile, and then manually shifts the transmission down to
FORWARD 1. When the bucket is full, the operator changes the direction of the machine to
REVERSE. In SECOND AUTO, the transmission automatically reverses in REVERSE 2,
instead of REVERSE 1.
The auto/manual selector switch sets parameters in the ECM that influence the Integrated Brake
System. On a machines equipped with the optional Command Control Steering (CCS), the
switch has 5 positions: 1-4, 2, 3, 4, and MANUAL. The switch position for the smoothest
neutralization during truck loading in normal applications is 2. Smoothest means high engine
speed with the following limitations: unacceptable jerkiness during slowdown, unacceptable
engine overspeed during slowdown, and unacceptable transmission overspeed during
slowdown.
On machines equipped with the standard Hand Metering Unit HMU steering, the auto/manual
selector switch has 3 positions: 1-4, 2-4, and MANUAL. With the speed selector on the
steering column in the 2 position, the ideal auto/manual selector switch position for the
smoothest neutralization during truck loading in normal applications is 2-4.

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950H-962H-IT62H
SPEED LIMITER ATTACHMENT
Transmission ECM

Engine ECM
Cat Data Link

Primary Speed / Timing Sensor

Camshaft
Secondary Speed / Timing Sensor
Camshaft
73

Speed Limiter
The Speed Limiter feature limits machine ground speed to 20 km/h (12 mph) on 950H-962H
Wheel Loaders and the IT62H Integrated Toolcarrier.
The speed limiter software in the Power Train ECM monitors the machine engine speed, ground
speed, and acceleration. The Power Train ECM receives the engine speed signals from the
primary speed/timing sensor and the engine speed/timing sensor directly from the Engine ECM.
The Power Train ECM calculates machine acceleration from the speed sensor data.
The Power Train ECM processes the input signals and sends a requested engine speed signal to
the Engine ECM via the Cat Data Link, which controls the engine speed.

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IMPLEMENT SYSTEM COMPONENTS

Implement ECM
Hydraulic Tank

Implement
Control
Levers

Lift Position
Sensor
Tilt Cylinder
Lift Cylinder
Tilt Position
Sensor

Electrical Components

Implement Pump

Hydraulic System Components

3PC Electrohydraulic Valve

Ride Control Accumulator

74

IMPLEMENT ELECTROHYDRAULIC SYSTEM

The "H" Series Medium Wheel Loader is equipped with a Proportional Priority, Pressure
Compensated (3PC) implement electrohydraulic system. The 3PC electrohydraulic system will
sense a demand for a flow change and the implement pump will upstroke or destroke in order to
provide the demanded flow.
The following components make up the 3PC electrohydraulic system.
- Implement Electronic Control Module (ECM)
- Lift and tilt position sensor
- Implement pump
- 3PC electrohydraulic control valve
- Lift and tilt cylinders
- Ride control accumulator
- Implement control levers
- Hydraulic tank (hydraulic tank is common to all the hydraulic systems)

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IMPLEMENT ELECTRONIC CONTROL SYSTEM

CAT Data Link

Implement ECM

Caterpillar Monitor
System

Output Components

Input Components
Key Start Switch ON

Hydraulic Lockout Valve

Tilt Lever Sensor

Tilt Back Solenoid Valve

Lift Lever Sensor

Dump Solenoid Valve

Auxiliary Lever Sensor

Lower Solenoid Valve

Hydraulic Lockout Switch

Raise Solenoid Valve

Kickout Set Switch

Lift / Tilt

Third Function HE Solenoid Valve

Fine Modulation Switch

Third Function RE Solenoid Valve

Lift Linkage Position Sensor

Lower Anti-drift Solenoid Valve

Tilt Linkage Position Sensor

Dump Anti-drift Solenoid Valve

Autodig Audible Indicator

Lift Head End Pressure Sensor

Autodig Operator Trigger Indicator

Autodig Dig Mode Switch

Autodig Record Mode Indicator

Autodig Trigger Switch

Fuel Pressure Indicator

Autodig Select Mode Switch

Location Code 4 (Ground)

Location Code Enabled (Ground)

Autodig Kickout Set Switch

Auxiliary
Continuous Flow Switch
+ 24 Voltage

75

Implement Electronic Control System

This diagram of the Implement Electronic Control System shows the components which
provide input signals to the Implement ECM and output signals from the Implement ECM.
The Implement Electronic Control Module (ECM) receives input signals from the various
sensors and switches on the machine. The Implement ECM processes the input signals, makes
decisions, and provides a corresponding signal voltage to the proportional solenoid valves. The
Implement ECM stores information from the calibrations, machine settings and operational
functions. The Implement ECM monitors diagnostic conditions and reports events to the Cat
Monitoring System or to Cat Electronic Technician. Also, the Implement ECM provides a
means of calibrating the mechanical components for optimal operation.
The Implement ECM shares operational data with the other ECMs and the Cat Monitoring
System through the Cat Data Link.

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The input components to the Implement ECM are:

Key switch ON: Input to the Implement ECM signaling the ECM to power ON.
Lift linkage position sensor: Sends a PWM signal to the implement ECM communicating the
position of the lift linkage in relation to the loader frame.
Tilt linkage position sensor: Sends a PWM signal to the implement ECM communicating the
position of the tilt linkage in relation to the lift linkage.
Lift lever position sensor: Sends a PWM signal to the Implement ECM communicating the
angle of the lift lever position sensor away from the calibrated HOLD position.
Tilt lever position sensor: Sends a PWM signal to the Implement ECM communicating the
angle of the tilt lever position sensor away from the calibrated HOLD position.
Auxiliary lever position sensor: Sends a PWM signal to the Implement ECM communicating
the angle of the auxiliary function lever position sensor away from the calibrated HOLD
position.
Kickout set switch lift/tilt: Sends an input to the Implement ECM to recognize the desired
raise/lower/tilt back kickout position.
Autodig trigger switch: Sends an input signal to the Implement ECM when the operator has
pressed the switch to indicate that the loading cycle should begin.
Autodig select mode switch: Sends an input signal to the Implement ECM to signal if autodig
should be off or in which mode it should operate (auto, operator trigger or record).
Autodig dig mode switch: Sends an input signal to the Implement ECM to recognize what
type of operation is currently desired due to the type of material that is being handled.
Autodig kickout set switch: Sends an input signal to the Implement ECM to set the current
position of the lift arms to be the position where autodig stops after a completed autodig cycle.
Lift head end hydraulic pressure sensor: Measures the pressure of the head end of the lift
cylinder to determine operation of autodig.
Fine modulation switch: Sends an input signal to the Implement ECM to reduce the amount
of current to the raise solenoid valve.
Hydraulic lockout switch: Sends an input signal to the Implement ECM to not energize the
pilot solenoid valve to protect from inadvertent movement of the lift arms.
Auxiliary continuous flow switch: Sends an input signal to the Implement ECM to keep the
auxiliary function output to the solenoid valve at the current that was being commanded at the
time of the switch being depressed. This mode can be exited by depressing the switch again or
moving the auxiliary lever.

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+24 Volts: Unswitched power supplied to the Implement ECM from the battery.
Location code enable (grounded): The location code enable is a grounded input signal to the
Implement ECM that enables the location code detection feature to become active. J1-32 pin
on the Implement ECM connector is connected.
Location code 4 (grounded) : The location code pin number 4 is a grounded input signal that
establishes the ECM is dedicated to the Implement operation. J1-28 pin on the implement
ECM connector is connected.
The output components which receive signals from the Implement ECM are:
Hydraulic lockout valve: This ON/OFF solenoid valve is an output from the Implement
ECM. This valve opens the flow of pilot oil to the pilot valves.
Raise solenoid valve: This proportional solenoid valve is an output from the Implement ECM.
This solenoid valve sends a proportional amount of pilot oil to the raise end of the lift stem
depending on the amount of current applied to the solenoid.
Lower solenoid valve: This proportional solenoid valve is an output from the Implement
ECM. This solenoid valve sends a proportional amount of pilot oil to the lower end of the lift
stem depending on the amount of current applied to the solenoid.
Dump solenoid valve: This proportional solenoid valve is an output from the Implement
ECM. This solenoid valve sends a proportional amount of pilot oil to the dump end of the tilt
stem depending on the amount of current applied to the solenoid.
Tilt back solenoid valve: This proportional solenoid valve is an output from the Implement
ECM. This solenoid valve sends a proportional amount of pilot oil to the tilt back end of the
tilt stem depending on the amount of current applied to the solenoid.
Auxiliary HE solenoid valve: This proportional solenoid valve is an output from the
Implement ECM. This solenoid valve sends a proportional amount of pilot oil to the head end
of the auxiliary stem depending on the amount of current applied to the solenoid.
Auxiliary RE solenoid valve: This proportional solenoid valve is an output from the
Implement ECM. This solenoid valve sends a proportional amount of pilot oil to the rod end of
the auxiliary stem depending on the amount of current applied to the solenoid.
Low fuel pressure indicator: This indicator is illuminated when the fuel pressure is reported
low from the Engine ECM over CAT Data Link. The illumination of the indicator is driven by
the Implement ECM.
Lower antidrift solenoid valve: This ON/OFF solenoid valve is a current output from the
Implement ECM. The solenoid valve drains oil from the antidrift valve allowing the poppet to
unseat and lift cylinder head end oil to flow through the valve.

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Dump antidrift solenoid valve: This ON/OFF solenoid valve is a current output from the
Implement ECM. The solenoid valve drains oil from the antidrift valve allowing the poppet to
unseat and tilt cylinder head end oil to flow through the valve.
Autodig operator trigger mode indicator: This indicator is illuminated when the
Implement ECM recognizes that the autodig operator trigger mode is activated.
Autodig Auto Trigger mode indicator: This indicator is illuminated when the
Implement ECM recognizes that the autodig auto trigger mode is activated.
Autodig audible indicator: This audible indicator beeps when the Implement ECM
recognizes that a different autodig mode has been activated and to confirm a setting or to warn
about failed autodig operations.

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76

The Implement Electronic Control Module (ECM) (arrow) is the central component in the
implement electronic control system. The ECM is located at the right side of the cab behind
the seat. The rear panel must be removed for access to the ECM. The Implement ECM will be
located behind the 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 lift/tilt kickout switches, a fine modulation
switch, the hydraulic lockout switch to energize the hydraulic lockout valve, and the autodig
feature switches.
The machine input components are the linkage position sensor, the lever position sensors, and
the Caterpillar Monitoring System message center module.
The Implement ECM communicates with other electronic control modules, such as the
Caterpillar Monitoring System, the Engine Electronic Control Module (ECM), and the Power
Train Electronic Control Module (ECM), through the Cat Data Link.
The implement system uses the A4M1 Electronic Control Module (ECM). To enable the
Implement ECM for implement functions, contact (J1-28) is grounded and contact (J1-32) is
grounded in order to enable the ECM.

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The Implement ECM responds to machine control decisions by sending a signal to the
appropriate circuit which initiates an action. For example, the operator selects to set the lift
kickout. The Implement ECM interprets the input signals from the switch, evaluates the
current machine operating status, and de-energizes the appropriate solenoid valve when the
preset duty cycle of the linkage position sensor is met.
The Implement ECM receives the following three different types of input signals:
1. Switch input: Provides the signal line to battery, ground, or open.
2. PWM input: Provides the signal line with a square wave of a specific frequency and a
varying positive duty cycle.
3. Speed signal: Provides the signal line with either a repeating, fixed voltage level pattern
signal or a sine wave of varying level and frequency.
The Implement ECM has the following three types of output drivers:
1. ON/OFF driver: Provides the output device with a signal level of +Battery voltage
(ON) or less than one Volt (OFF).
2. PWM solenoid driver: Provides the output device with a square wave of fixed
frequency and a varying positive duty cycle.
3. Controlled current output driver: The ECM will energize the solenoid with 1.25 amps
for approximately one half second and then decrease the level to 0.8 amps for the
duration of the on time. The initial higher amperage gives the actuator rapid response
and the decreased level is sufficient to hold the solenoid in the correct position. An
added benefit is an increase in the life of the solenoid.
The Implement ECM controls the lift, tilt, and the auxiliary solenoid valves in the main control
valve. The Implement ECM interprets signals from the implement control lever to send current
to the appropriate solenoid valves in order to perform one or more of the following options:
Lift, Lower, Tilt Back, and Dump. Also, the Implement ECM triggers the Autodig operator
trigger indicator, the Autodig record mode indicator, and the fuel pressure indicator.
The Implement ECM communicates through the CAT Data Link. The CAT Data Link allows
high speed proprietary serial communications over a twisted pair of wires. The CAT Data Link
allows different systems on the machine to communicate with each other and also with service
tools such as Caterpillar Electronic Technician (ET).
The Implement ECM has built-in diagnostic capabilities. As the Implement ECM detects fault
conditions in the power train system, it logs the faults in memory and displays them on the
Caterpillar Monitoring System.
NOTE: The side panel on the right side of the cab is transparent for viewing purposes.

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77

78

The upper illustration shows the lift linkage position sensor (1). The lift linkage position sensor
is located on the right side of the loader frame. The lower illustration shows the location of the
tilt linkage position sensor (2). The lift linkage position sensor is located on the right side of
the lift linkage. The tilt linkage position sensor shaft is attached to the linkage reflecting the
rotation of the tilt link assembly compared to the lift linkage.
NOTE: In order to calibrate the lift or tilt linkage position sensors, refer to the Service
Manual module "950H and 962H Wheel Loaders Electrohydraulic System,
Troubleshooting ,Testing and Adjusting - Position Sensor for the Lift and Tilt Linkage
(Electronic Technician) - Calibrate or Position Sensor for the Lift and Tilt Linkage
(Operator Monitor) - Calibrate" (Form RENR 8878).

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79

Implement Control Levers

The implement control levers send a pulse with modulated signal to the Implement ECM with
the position of the control lever. In the HOLD position, the sensor in each lever sends a 50%
duty cycle. The movement of each lever in the forward or reverse direction will increase the
duty cycle to 90% or decrease to 10% depending on the direction that the lever is moved. The
"H" Series machines are a self-contained single axis lever equipped with a single sensor and no
mechanical or electrical detents. The frequency of the sensor is 500 Hz.
The self contained single axis lever is equipped with "Soft Detents." With "Soft Detents" the
control levers are no longer held in place mechanically. The detents are software controlled
within the Implement ECM. When the control lever is moved in either direction into a area of
movement with increased resistance and the lever is released within 1 second, the actuators will
continue to move until the software controlled kickout is reached.
When the control lever is moved in either direction and the lever is not released within 1
second, the actuators will continue to move under lever control.
During troubleshooting a control lever or joystick, always move the control lever both fast and
slow through lever movement. The duty cycle for the control lever can be viewed through
Caterpillar ET.
The following are the functions of the control levers: tilt control lever (1), lift control lever (2),
and auxiliary control lever (3).

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80

The two switches that are 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 the first two-thirds of control lever movement. In the final one-third of the control lever
travel, the commanded current is the same as the standard control lever curve.

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81

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

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LIFT LINKAGE MODULATION

Lift Command

100%

-100%

-50%

-10 0 10

50%

100%

-100%

Percentage of Lift Lever Position

Normal Modulation

Fine Modulation

TILT LINKAGE MODULATION

Tilt Command

100%

-100%

-50%

-10

0 10

50%

100%

-100%

Percentage of Lift Lever Position

Normal Modulation

Fine Modulation

82

Fine Modulation
Fine Modulation allows the operator to reduce the lever sensitivity for the first 10% of lever
travel to provide better control of the linkage for smaller movements. The last 22% of lever
travel increases to maximum modulation current to provide full flow to the cylinder.
The fine modulation feature can be turned ON and OFF using the fine modulation switch in the
cab on the right side armrest.

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83

The kickout set switch (1) is an input to the Implement ECM. The kickout set switch is a
momentary three-position rocker switch located on the operator panel. The kickout set switch
is used to set the kickout positions for the raise and lower kickout. When the switch is pushed,
the ECM records the current position of the lift arm.
The ECM uses the recorded position for the raise kickout position or the lower kickout position.
If the upper position of the kickout set switch is depressed and the lift arm is above midway, the
kickout will be set for raising the lift arm. If the upper position of the kickout set switch is
depressed and the lift arm is midway below halfway, the lower kickout will be set. If the lower
position of the kickout set switch is depressed the rotation of the tilt back will be set.

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Text Reference

4
5
6
7

84
Autodig Control Arrangement
Autodig automatically controls the implement system cycles. At the same time Autodig limits
the tire slippage by keeping the front tires loaded. There are three modes that Autodig can
operate in: Automatic Pile Detection Mode, Operator Triggered Mode, and Record Mode.
The Autodig operation mode switch (2) activates Autodig when the top of the switch is pressed
and deactivates Autodig when the bottom of the switch is pressed. When Autodig is ON, the
spring-loaded switch is held in the center position. Pressing the top of the switch will allow the
operator to toggle between the three operating modes. Autodig is disabled by default when the
key start switch is turned ON.
The automatic pile detection mode indicator (5), operator triggered mode indicator (6), and the
record mode indicator (7) flash ON and OFF to indicate the mode that is currently active.

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The Autodig horn also indicates which mode is active by beeping once in the automatic pile
detection mode, twice in the operator triggered mode, and three times in the record mode. The
Autodig horn also sounds to indicate when Autodig begins and ends a bucket loading cycle.
The Autodig kickout position set switch (3) is used to set the lift cylinder kickout position when
Autodig is activated.
The Autodig dig mode switch (1) is a 10 position rotary switch which provides a range of dig
modes from the lightest material in position 1, to heavier or larger material in position 9.
Position 10 on the Autodig dig mode switch is used for the record/playback position. By
default, position 10 is identical to position 9 until the operator has recorded a bucket loading
cycle.
Autodig will downshift the transmission to an appropriate gear for loading, based on the
position of the autodig material selector switch. In positions 1 or 2 (light material), the
transmission will downshift only to 2nd gear. The machine will load in 1st gear if already in
that gear when bucket loading starts. With the Autodig material selector switch in positions 3
through 9, the transmission will automatically downshift to 1st gear upon pile entry, regardless
of the position of the autoshift selector switch if the machine is in 2nd or 3rd gear.
Automatic pile detection mode automatically controls bucket loading. When loading is
complete, the bucket and linkage return to the Autodig kickout position.
The operator triggered mode is used if the operator wants to control the loading cycle. In the
operator triggered mode, Autodig is activated when the operator presses the trigger switch (4)
to indicate when the pile has been contacted. After the trigger switch is pressed, the system
automatically loads the bucket and returns the bucket and linkage to the Autodig kickout
position.
Record mode allows the operator to record the bucket loading cycle and replay the cycle if the
preprogrammed modes are not acceptable. Autodig records all lever movements while loading
the bucket. The lever movements are stored in the record/playback position of the Autodig
selector switch.

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AUTODIG OPERATING REQUIREMENTS

- Autodig ON
- Lift linkage near ground
- Bucket angle near level
- Machine speed > 0.7 kph and < 12.3 kph
- 1st, 2nd or 3rd gear forward
- No direction changes in last 2 seconds
- No gear changes in last 0.5 second
- Neutralizer not active
- Left and tilt levers centered

85

The following conditions are required to properly load the bucket with Autodig:
- Autodig is ON.
- Lift linkage is less than 2 feet off the ground.
- Bucket angle is less than 10 degrees from level.
- Machine speed is greater than 0.7 kph and less than 12.3 kph.
- Transmission is in 1st, 2nd, or 3rd gear FORWARD.
- No directional changes in last 2.0 seconds.
- No gear changes in last 0.5 second.
- Neutralizer is not active, and has not been active for the last 0.5 second.
- Lift and tilt levers are centered.

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"H" SERIES MEDIUM WHEEL LOADER IMPLEMENT HYDRAULIC SYSTEM

HOLD

Inlet
Manifold

Lift
Cylinders

Auxiliary
Function

Head End
Solenoid Valve

Tilt Antidrift
Valve

Manual
Lower
Valve

Ride
Control
Accumulator

Tilt
Cylinder

Line
Relief
Valves

Pilot Shutoff
Valve

Lift Antidrift
Valve

Pilot
Accumulator
Auxiliary
Head End
Solenoid Valve

Raise Pilot
Solenoid Valve
Rod End
Solenoid Valve
Tilt Back Pilot
Solenoid Valve
Lift Spool

Pressure
Compensator
valve

Ride Control
Relief Valve

Tilt Spool

Auxiliary Spool
Pressure
Compensator
Valve

Screen
Resolver
Valve

Signal
Duplication
Valve

Signal
Relief
Valve

Check
Valve

Balance
Valve

Resolver
Valve

Steering
Pilot
Supply
(CCS Only)

Ride
Control
Lower / Float
Pilot
Solenoid Valve

Dump Pilot
Solenoid Valve

Case
Drain
Filter

Resolver
Valve

Pilot
Pressure
Reducing
Valve

Auxiliary Rod End

Solenoid Valve

Margin
Relief Valve

Choke Check
Valve

Pump
Tank

86

Implement Hydraulic System - HOLD

The "H" series Medium Wheel Loaders are now equipped with a Proportional Priority, Pressure
Compensated (3PC) implement hydraulic system. The 3PC hydraulic system is load sensing
with a signal duplication valve, a signal relief valve, pressure compensator valves, a margin
relief valve, a pressure reducing valve, and a resolver network. Also, the 3PC valve has
antidrift solenoid valves for the lift and tilt functions.
The implement control valve is a closed-center valve. The 3PC hydraulic system will sense a
demand for a change in flow and the implement pump will upstroke or destroke to provide the
flow.
The machine may also be equipped with an optional auxiliary function. The auxiliary section is
installed between the ride control valve and the cover manifold.
When the engine is started and the implement control levers are in the HOLD position, the
implement pump supplies standby oil flow to the 3PC valve group.

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The oil flows into the inlet manifold and is divided into two paths. The supply path for the
implements flows through the inlet manifold into the tilt section where the flow path is divided
again. One path flows to the tilt stem and is blocked. The second path flows to the lift control
section, to the ride control section, to the optional auxiliary section, and to the cover manifold.
Within the cover manifold, the oil flows to both the pilot pressure reducing valve (PRV) and
the margin relief valve. The margin relief valve maintains a difference between the load
sensing pressure and the pump supply oil pressure of 3000 kPa (435 psi). When all of the
control valves are in the HOLD position, the implement pump is at low pressure standby. The
margin relief valve maintains the minimum pressure for low pressure standby. The standby
pressure is directed to the pilot pressure reducing valve, and the pilot pressure reducing valve
provides a regulated pilot oil pressure to activate the control valves as needed.
The pilot oil flows from the PRV through the check valve to the pilot accumulator and the
hydraulic lockout solenoid valve. If the wheel loader is equipped with the optional Command
Control Steering (CCS), the oil flow will be shared by the implement pilot system and the
steering pilot system.
The hydraulic lockout solenoid valve is in the CLOSED position until the hydraulic lockout
switch in the cab is activated. When the solenoid valve is energized, the solenoid valve opens
and pilot oil flows to the various implement function solenoid valves.
The second path of oil in the inlet manifold flows through the screen to the signal duplication
valve. The signal duplication valve uses the pump supply oil to duplicate the signal from the
highest pressure in the resolver network. When all implement control valves are in the HOLD
position, there is no load sensing signal in the resolver network. With no load sensing pressure
present, the implement pump is at low pressure standby.

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"H" SERIES MEDIUM WHEEL LOADER TILT CONTROL VALVE

HOLD

To Signal Duplication Valve

From Signal Duplication Valve

From Resolver Valves

To / From Head End

of Cylinder

To / From Rod End

of Cylinder
Pressure
Compensat or
Valve

Tilt Antidrift
Valve

Bridge Passage
Line Relief
and
Makeup Valve

Line Relief
and
Makeup Valve

Internal Passage
Control Spool

Feeder
Passage

Rackback Pilot
Solenoid Valve

Dump Pilot
Solenoid Valve

Supply
Passage

87

Tilt Control Valve - HOLD

With the tilt control valve in the HOLD position, the springs on each end of the control spool
keep the spool centered. The control spool blocks the flow of pump supply oil to the pressure
compensator valve.
The bridge passage is open to tank through the internal passage in the control spool and there is
no oil flow to the resolver valve. With no oil flow to the resolver network, there is no signal to
the signal duplication valve and no signal pressure to the pump control valve. The implement
pump output is low pressure standby.

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"H" SERIES MEDIUM WHEEL LOADER TILT CONTROL VALVE

DUMP

To Signal Duplication Valve

From Signal Duplication Valve

From Resolver Network

From Head End

of Cylinder

To Rod End
of Cylinder

Tilt Antidrift
Valve

Pressure
Compensat or
Valve
Bridge Passage

Line Relief
and
Makeup Valve

Line Relief
and
Makeup Valve

Internal Passage
Control Spool

Feeder
Passage

Tilt Back Pilot

Solenoid Valve

Dump Pilot
Solenoid Valve

Supply
Passage

88

Implement Hydraulic System - DUMP

When the tilt lever is moved to the DUMP position, the Implement ECM energizes the dump
proportional solenoid and the tilt antidrift valve. As the control valve initially shifts to the left,
and there is pressure in the rod end of the tilt cylinder, the pressure goes around the control
spool to the bridge passage. The pressure in the bridge passage goes to the resolver network
and to the signal duplication valve to upstroke the implement pump. The pressure also goes to
the spring chamber in the center of the pressure compensator valve. The lower half of the
pressure compensator valve shifts down to block the oil flow from the bridge passage to the
feeder passage.
As the tilt control spool continues shifting to the left, pump supply oil flows around the center
land on the control spool to the feeder passage. Oil pressure in the feeder passage lifts the
pressure compensator valve up. Pump flow goes the through the opening in the lower end of
the compensator valve to the bridge passage. From the bridge passage the pump flow goes
around the right end of the control spool into the work port to the rod end of the tilt cylinder.
Return oil from the head end of the tilt cylinder flows around the tilt antidrift valve and the left
end of the control spool to the tank port.

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PRESSURE COMPENSATOR AND LOAD CHECK VALVE

HOLD

To Signal Duplication Valve

From Signal Duplication Valve

From Resolver Network

From Head End

of Cylinder

To Rod End
of Cylinder

Load Check
Spool
Pressure
Compensator
Valve

Tilt Antidrift
Valve

Bridge Passage
Line Relief
and
Makeup Valve

Line Relief
and
Makeup Valve

Internal Passage

Feeder
Passage

Control Spool

Dump Pilot
Solenoid Valve

Tilt Back Pilot

Solenoid Valve

Supply
Passage

89

Pressure Compensator Valve - HOLD

When the control spool is in the HOLD position, the load check spool and the pressure
compensator valve are held down by the spring force on top of the load sense spool. Pump
supply oil in the supply passage is blocked by the control spool. No supply oil from the supply
passage flows to the feeder passage. Therefore, no load sensing pressure is directed to the
implement pump control valve. The implement pump is destroked.

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PRESSURE COMPENSATOR AND LOAD CHECK VALVE

LOAD CHECK OPERATION

To Signal Duplication Valve

From Signal Duplication Valve

From Resolver Network

From Head End

of Cylinder

To Rod End
of Cylinder

Tilt Antidrift
Valve

Load Check
Spool
Pressure
Compensator
Valve
Bridge Passage

Line Relief
and
Makeup Valve

Line Relief
and
Makeup Valve

Internal Passage
Control Spool

Feeder
Passage

Tilt Back Pilot

Solenoid Valve

Dump Pilot
Solenoid Valve

Supply
Passage

90

Load Check Operation

This illustration shows the pressure compensator valve and load check spool in the load check
operation. When the control spool is initially shifted to the left, work port pressure from the
rod end of the cylinder (if any) flows around the right end of the control spool into the bridge
passage. The pressure goes through the holes between the pressure compensator valve and the
load check spool. The pressure moves the pressure compensator spool down and the load
check spool up. With the pressure compensator valve shifted down, no pressure can go from
the bridge passage to the feeder passage. The pressure compensator valve serves as a load
check valve in order to prevent the load from dropping.
The pressure in the bridge passage is directed through the resolver network to the signal
duplication valve. The signal duplication valve generates a load sensing signal pressure equal
to the work port pressure. The load sensing signal pressure is directed to the top of the spring
chamber on top of the load sense spool. The load sensing signal pressure is also directed to the
pump control valve to upstroke the implement pump (not shown).

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PRESSURE COMPENSATOR AND LOAD CHECK VALVE

PRESSURE COMPENSATOR OPERATION
To Signal Duplication Valve

From Signal Duplication Valve

From Resolver Network

From Head End

of Cylinder

To Rod End
of Cylinder

Load Check Spool

Pressure
Compensator Valve

Tilt Antidrift
Valve

Orifices
Bridge Passage

Line Relief
and
Makeup Valve

Line Relief and

Makeup Valve

Internal Passage
Control Spool

Feeder
Passage

Tilt Back Pilot

Solenoid Valve

Dump Pilot
Solenoid Valve

Supply
Passage

91

Pressure Compensator Operation

When the control spool is shifted farther to the left, the pump supply oil in the supply passage
is directed around the center land of the control spool to the feeder passage. When pressure in
the feeder passage increases to more than the pressure on top of the load sense spool plus the
spring force, the pressure compensator valve and the load sense spool shift up. Pump flow in
the feeder passage goes through the orifices in the bottom of the pressure compensator valve to
the bridge passage. From the bridge passage the flow goes around the control spool to the
passage to the rod end of the cylinder.
The tilt antidrift valve is activated allowing flow from the head end of the cylinder to be
directed around the left end of the control spool to the tank return passage.
During a stall condition, the load sensing spool and the margin spring maintains pump
discharge pressure approximately 1960 kPa (285 psi) higher than the work port pressure. The
pressure compensator valve can direct full pump flow to the bridge passage if demand for flow
is great enough.

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PROPORTIONAL PRIORITY, PRESSURE COMPENSATOR

OPERATION

From Signal
Duplication Valve

Signal

To Pump and
Signal Limiter
To
Signal
Duplication Valve

Resolver
Valve

Resolver
Valve

Valve A

Bridged
Passage

Pump
Supply

HOLD

Pressure Differential
Relief Valve

Valve B

Spool
Bridged
Passage
Feeder
Passage

Pump
Supply

Valve C

Feeder
Passage

LOW PRESSURE

Spool
Bridged
Passage

Spool
Pump
Supply

Feeder
Passage

HIGH PRESSURE

92

Three compensators are shown in various states in this illustration. The pressure compensator
valve for valve "A" is in HOLD. The circuit with the highest workport pressure keeps the
resolver valve closed.
The circuit with the highest work port pressure regulates the oil flow through all activated
control valves. The highest work port pressure is directed through the ball resolver network to
the pump control valve as the load sensing pressure.
When a high pressure circuit is activated as shown for valve "C," the control spool is shifted
and pump supply oil enters the feeder passage below the pressure compensator valve. Pressure
increases and the pressure compensator valve moves up. When the valve moves up, supply oil
enters the bridged passage of the control valve. Supply oil in the bridged passage enters the
signal network sending the work port pressure to the signal duplication valve.

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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

Lift
Cylinders

Auxiliary
Function

Head End
Solenoid Valve

Tilt Antidrift
Valve

Manual
Lower
Valve

Ride
Control
Accumulator

Tilt
Cylinder

Line
Relief
Valves

Pilot Shutoff
Valve

Lift Antidrift
Valve

Pilot
Accumulator
Auxiliary
Head End
Solenoid Valve

Raise Pilot
Solenoid Valve
Rod End
Solenoid Valve
Tilt Back Pilot
Solenoid Valve
Lift Spool

Pressure
Compensator
valve

Ride Control
Relief Valve

Tilt Spool

Auxiliary Spool
Pressure
Compensator
Valve

Screen
Resolver
Valve

Signal
Duplication
Valve

Signal
Relief
Valve

Check
Valve

Balance
Valve

Resolver
Valve

Ride
Control
Lower / Float
Pilot
Solenoid Valve

Dump Pilot
Solenoid Valve

Case
Drain
Filter

Resolver
Valve

Pilot
Pressure
Reducing
Valve

Auxiliary Rod End

Solenoid Valve

Margin
Relief Valve

Choke Check
Valve

Pump
Tank

93

Implement Hydraulic System - DUMP

When the tilt control lever is moved into the DUMP position, a load sensing signal pressure
equal to work port pressure is directed to the resolver network. The signal oil goes through the
resolver to the top of the signal duplication valve. The signal duplication valve shifts down.
Pump flow goes through the signal duplication valve to the bottom of the duplication valve and
the orifice. The duplication valve and the orifice stabilizes the load sensing signal pressure to
the pump control, to the spring chamber on each compensator valve, and to the margin relief
valve.
The load sensing pressure acts on the bottom of the margin relief valve. During the upstroking
of the implement pump, the margin relief valve maintains an implement pressure equal to the
load sensing pressure and the value of the spring. When the control lever is released, the load
sensing pressure goes to approximately zero pressure. The margin relief valve opens to relieve
supply oil pressure eliminating pressure spikes in the closed center system. Once the
implement pump is destroked, the margin relief valve maintains sufficient oil pressure for the
pilot system.

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The pilot pressure reducing valve limits maximum pilot pressure to 3450 170 kPa
(500 25 psi). The implement pump oil flows through the cover manifold, regulated pilot oil
is directed to the various implement function solenoid valves.
The load sensing signal moves the pump load sensing spool in the pump control valve to
upstroke the pump. The signal circuit is also equipped with a choke check valve. The valve
will allow free flow to the pump control valve. Also, the choke check valve will slow the
signal flow return back to the hydraulic tank.
With the control lever moved to DUMP direction, the current proportional to the movement of
the control lever is directed to the coil on the dump pilot solenoid valve. The solenoid valve
sends a proportional amount of pilot oil to the dump end of the tilt spool. The tilt spool begins
to shift upward. The lower end of the tilt spool is active.
Supply oil flowing through the inlet manifold is directed around the lands of the tilt spool to the
load check valve. The check valve unseats. Supply oil flows to the tilt pressure compensator
valve. The oil flow through the compensator valve is blocked. As the pressure at the top of the
compensator valve increases, the oil pressure shifts the compensator spool downward. The
supply oil flows through the compensator valve and back around the tilt spool to the rod end of
the tilt cylinder.
The supply oil is directed to rod end of the tilt cylinder. Also, as the tilt lever is moved, the
solenoid for the tilt antidrift valve is energized. The oil from the head end of the tilt cylinder
flows around the load check valve, through the tilt spool and back to tank.
Oil directed to the rod end of the tilt cylinder through the bridge passage is also directed to the
tilt ball resolver in the resolver network. When the work port pressure increases the pressure in
the resolver network, the resolver ball shifts and blocks oil from any other resolvers in the
network. The oil pressure at the tilt ball resolver is directed to the top of the signal duplication
valve or load sensing pressure.
The dump operation is also equipped with a makeup and a line relief valve. The line relief
valve regulates the pressure spikes caused by outside forces acting on the work tool. This
allows the pressure spike to return to the hydraulic tank. This will prevent high pressure from
damaging any components in the work tool or actuator. The line relief valve acts like a makeup
valve when the pump can not supply the amount of oil needed to fill the void in the cylinder.
When the negative pressure occurs in the tilt cylinder, the valves move off the seat and tank oil
flows around the valve to fill the void in the cylinder.
NOTE: The pilot line used on the optional Command Control Steering has been removed from
the illustration.

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"H" SERIES MEDIUM WHEEL LOADER IMPLEMENT HYDRAULIC SYSTEM

RAISE

Inlet
Manifold

Lift
Cylinders

Auxiliary
Function

Head End
Solenoid Valve

Tilt Antidrift
Valve

Manual
Lower
Valve

Ride
Control
Accumulator

Tilt
Cylinder

Line
Relief
Valves

Pilot Shutoff
Valve

Lift Antidrift
Valve

Pilot
Accumulator
Auxiliary
Head End
Solenoid Valve

Raise Pilot
Solenoid Valve
Rod End
Solenoid Valve
Tilt Back Pilot
Solenoid Valve
Lift Spool

Pressure
Compensator
valve

Ride Control
Relief Valve

Tilt Spool

Auxiliary Spool
Pressure
Compensator
Valve

Screen
Resolver
Valve

Signal
Duplication
Valve

Signal
Relief
Valve

Check
Valve

Balance
Valve

Resolver
Valve

Ride
Control
Lower / Float
Pilot
Solenoid Valve

Dump Pilot
Solenoid Valve

Case
Drain
Filter

Resolver
Valve

Pilot
Pressure
Reducing
Valve

Auxiliary Rod End

Solenoid Valve

Margin
Relief Valve

Choke Check
Valve

Pump
Tank

94

Implement Hydraulic System - RAISE

When the lift control lever is moved to the RAISE position, the lift lever position sensor sends
a proportional electronic signal to the Implement ECM. The Implement ECM sends a
corresponding proportional signal to the raise pilot solenoid valve. The Implement ECM also
sends a fixed signal to the lift antidrift valve. A proportional amount of pilot oil is directed
from the raise pilot solenoid valve to the top of the lift spool. The lift spool shifts downward.
Initially, as the lift spool begins to shift, any work port pressure will enter the control valve and
is directed around the spool to the feeder passage. The work port oil pressure goes through the
holes in the pressure compensator valve to the area between the compensator valve and the load
check spool. The oil pressure helps the spring force hold the pressure compensator valve down
to function as a load check valve.
As the control spool shifts down, supply oil flows through the throttling slots into the supply
passage. The pressure compensator valve will move up to the load check spool as the pump
discharge pressure increases above the the work port pressure. The pump system oil pressure
flows through the orifices in the pressure compensator valve to the feeder passage, around the
lift antidrift valve, and to the head end of the lift cylinder.

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The pressure at the work port begins to increase which increases the pressure in the lift resolver
network. The ball resolver moves downward and oil flows through the resolver network to the
top of the signal duplication valve.
The signal duplication valve shifts and sends a matching resolver network pressure out of the
duplication valve over the choke check valve to the pump control valve. The implement pump
upstrokes to supply the flow demand.
Also, matching oil from the signal duplication valve flows to the pressure compensator valve
working on the bottom of the compensator valve. As the pressure changes in the head end of
the lift cylinders, the pressure compensator valve opens and closes to maintain a constant flow
for a given control spool displacement.
If the machine is equipped with the optional ride control, the balance valve solenoid will be
energized, allowing oil on the right side of the balance valve to go to the hydraulic tank. As the
pressure in the head end of the lift cylinders increases to raise, the oil pressure on the left side
of the balance valve will force the balance valve to shift to the right. Supply oil flows over the
check valve, through the balance valve to the ride control accumulator, charging the
accumulator.
With ride control not enabled, the head end solenoid valve is de-energized. The accumulator
charge oil plus the spring pressure holds the valve closed. The flow of oil between the head
end of the lift cylinders and the accumulator is blocked. With the rod end solenoid valve also
de-energized, the oil flow through the solenoid valve will be blocked by the spring holding the
valve closed. The oil from the rod end of the lift cylinders flows around the lift spool to the
hydraulic tank.
NOTE: The pilot line used on the optional Command Control Steering has been removed form
the illustration.

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Text Reference

"H" SERIES MEDIUM WHEEL LOADER IMPLEMENT HYDRAULIC SYSTEM

FLOAT

Inlet
Manifold

Lift
Cylinders

Auxiliary
Function

Head End
Solenoid Valve

Tilt Antidrift
Valve

Manual
Lower
Valve

Ride
Control
Accumulator

Tilt
Cylinder

Line
Relief
Valves

Pilot Shutoff
Valve

Lift Antidrift
Valve

Pilot
Accumulator
Auxiliary
Head End
Solenoid Valve

Raise Pilot
Solenoid Valve
Rod End
Solenoid Valve
Tilt Back Pilot
Solenoid Valve
Lift Spool

Pressure
Compensator
valve

Ride Control
Relief Valve

Tilt Spool

Auxiliary Spool
Pressure
Compensator
Valve

Screen

Resolver
Valve

Resolver
Valve

Signal
Duplication
Valve

Signal
Relief
Valve

Balance
Valve

Resolver
Valve

Ride
Control
Lower / Float
Pilot
Solenoid Valve

Dump Pilot
Solenoid Valve

Case
Drain
Filter

Check
Valve

Pilot
Pressure
Reducing
Valve

Auxiliary Rod End

Solenoid Valve

Margin
Relief Valve

Choke Check
Valve

Pump
Tank

95

Implement Hydraulic System - FLOAT

When the lift lever is moved to the FLOAT position, the lift lever position sensor sends a
proportional electronic signal to the Implement ECM. The Implement ECM sends a
corresponding proportional electronic signal to the lower/float pilot solenoid valve. The
Implement ECM also sends a fixed electronic signal to the lift load check valve.
Pilot oil flows from the lower/float pilot solenoid valve to the bottom of the lift spool and the
lift spool shifts up fully. System oil pressure is blocked. Also, oil flow through the pressure
compensator loop is blocked. Oil from the head end and rod end of the lift cylinders along with
the oil to the resolver network is open to tank.
In the FLOAT position, the pilot oil also flows to the resolver valve in the ride control control
section, through the resolver network to the signal duplication valve. A matching signal (pilot
pressure) is directed to the pump control valve from the signal duplication valve. The pump is
upstroked to meet the demand required by the pilot pressure.

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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

Lift
Cylinders

Auxiliary
Function

Head End
Solenoid Valve

Tilt Antidrift
Valve

Manual
Lower
Valve

Ride
Control
Accumulator

Tilt
Cylinder

Line
Relief
Valves

Pilot Shutoff
Valve

Lift Antidrift
Valve

Pilot
Accumulator
Auxiliary
Head End
Solenoid Valve

Raise Pilot
Solenoid Valve
Rod End
Solenoid Valve
Tilt Back Pilot
Solenoid Valve
Lift Spool

Pressure
Compensator
valve

Ride Control
Relief Valve

Tilt Spool

Auxiliary Spool
Pressure
Compensator
Valve

Screen
Resolver
Valve

Signal
Duplication
Valve

Signal
Relief
Valve

Check
Valve

Balance
Valve

Resolver
Valve

Ride
Control
Lower / Float
Pilot
Solenoid Valve

Dump Pilot
Solenoid Valve

Case
Drain
Filter

Resolver
Valve

Pilot
Pressure
Reducing
Valve

Auxiliary Rod End

Solenoid Valve

Margin
Relief Valve

Choke Check
Valve

Pump
Tank

96

Implement Hydraulic System - TILT BACK AND RAISE

When the lift control lever is moved to the RAISE position and the tilt control lever is moved to
the TILT BACK position, the lift lever position sensor and tilt lever position sensor sends an
individual proportional electronic signal to the Implement ECM. The Implement ECM sends a
corresponding proportional signal to the raise pilot solenoid valve and the tilt back pilot
solenoid valve. The Implement ECM also sends a fixed signal to the lift and tilt antidrift valve.
A proportional amount of pilot oil is directed from the raise pilot solenoid valve to the top of
the lift spool and a proportional amount of pilot oil is directed from the tilt back pilot solenoid
valve to the top of the tilt spool. The lift spool shifts downward.
Initially, as the lift spool begins to shift, any work port pressure will enter the control valve and
is directed around the spool to the feeder passage. The work port oil pressure goes through the
orifices in the pressure compensator valve in between the compensator valve and the load check
spool. The oil pressure helps the spring force hold the pressure compensator valve down.
Identically, as the tilt spool begins to shift, any work port pressure will enter the control valve
and is directed around the spool to the feeder passage.

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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

Lift
Cylinders

Auxiliary
Function

Head End
Solenoid Valve

Tilt Antidrift
Valve

Manual
Lower
Valve

Ride
Control
Accumulator

Tilt
Cylinder

Line
Relief
Valves

Pilot Shutoff
Valve

Lift Antidrift
Valve

Pilot
Accumulator
Auxiliary
Head End
Solenoid Valve

Raise Pilot
Solenoid Valve
Rod End
Solenoid Valve
Tilt Back Pilot
Solenoid Valve
Lift Spool

Pressure
Compensator
valve

Ride Control
Relief Valve

Tilt Spool

Auxiliary Spool
Pressure
Compensator
Valve

Screen
Resolver
Valve

Signal
Duplication
Valve

Signal
Relief
Valve

Check
Valve

Balance
Valve

Resolver
Valve

Ride
Control
Lower / Float
Pilot
Solenoid Valve

Dump Pilot
Solenoid Valve

Case
Drain
Filter

Resolver
Valve

Pilot
Pressure
Reducing
Valve

Auxiliary Rod End

Solenoid Valve

Margin
Relief Valve

Choke Check
Valve

Pump
Tank

97

Implement Hydraulic System - RIDE CONTROL AUTO

When the ride control system is in AUTO and the machine reaches the configured ride control
ground speed, the ride control balance solenoid valve is de-energized by the Power Train ECM.
After the ride control equalization time has expired, the Power Train ECM energizes both the
ride control accumulator solenoid valve and the ride control rod end solenoid valve.
The head end solenoid valve connects the head end of the lift cylinders to the ride control
accumulator. The ride control accumulator dampens the motion of the lift arms which makes
the machine more stable. The rod end solenoid valve allows oil from the tank passage to flow
into the rod ends of the lift cylinders when the lift cylinders move down.
When the machine is in ride control AUTO, the control levers are in the HOLD position, and
the ground speed is more than the 9.7 km/h (6 mph), the control spools are in the HOLD
position blocking all oil flow through the implement control valve to the cylinders. The
resolver network is at tank pressure and the pump is at low pressure standby.

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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

98

Ride Control Valve - AUTO/TRAVEL BELOW 9.7 KM/H (6 MPH)

The main control valve is equipped with the optional ride control section to dampen the ride
during machine travel. This illustration shows a sectional view of the ride control section of the
main control valve with the ride control system in AUTO, the bucket off the ground, and the
travel speed below 9.7 km/h (6 mph). With the head end solenoid valve de-energized, the oil
between the head end of the lift cylinders and the ride control valve is blocked. With the rod
end solenoid valve de-energized, the oil between the rod end of the lift cylinders and the valve
is also blocked.
When the balance valve solenoid is energized, oil flow is blocked from the accumulator port to
the left side of the balance spool. The blocked oil on the right side of the balance valve is
above the tank pressure on the left side of the balance spool. The balance spool shifts to the
left and oil in the accumulator port flows back through the balance spool and is blocked by the
check valve. The check valve blocks all oil and any spikes from flowing back to the implement
pump and causing damage to the pump.
The relief valve installed in the ride control section limits pressure in the accumulator port to
34,500 kPa (5000 psi).

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RIDE CONTROL SYSTEM

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

Rod End

Head End
Solenoid Valve

Head End

Rod End
Solenoid
Valve

Pilot Operated
Check Valve

Balance Valve
Solenoid

Accumulator
Port
Relief
Valve

Check
Valve

To
Tank

Resolver
Valve

Supply Balance
Passage
Spool

To
Tank

99

Ride Control Valve - AUTO/TRAVEL MORE THAN 9.7 KM/H (6 MPH)

This illustration is a sectional view of the ride control section with the ride control system in
AUTO, the bucket off the ground, and the travel speed more than 9.7 km/h (6 mph). The
balance valve solenoid is de-energized by the Power Train ECM oil pressure from the
accumulator port flows around the solenoid valve to the left side of the balance valve. The
balance valve will equalize the pressure between the head end of the lift cylinders and the
accumulator port. Supply oil flow around the balance valve is blocked. The default time for
equalization in the Power Train ECM is one second.
After the one second of equalization time, the head end solenoid valve and the rod end solenoid
valve are energized. An oil passage is opened between the rod end of the lift cylinders and the
tank port. The head end solenoid valve allows the oil blocked by the check valve to flow to the
hydraulic tank. The check valve opens and oil flows between the head end of the lift cylinders
and the accumulator.
The head end solenoid valve and the rod end solenoid valve stay energized until either the ride
control switch is moved to the OFF position or the machine ground speed is less than
9.7 km/h (6 mph).

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Text Reference

1
2
3

4
8
5

100

This illustration is a transparent view of the ride control valve section. This view shows the
location of the following components that are installed on the exterior and the interior of the
section.
- Head end solenoid valve (1)
- Rod end solenoid valve (2)
- Pilot pressure reducing valve (3)
- Balance solenoid valve (4)
- Balance valve (5)
- Ball resolver (6)
- Check valve (7)
- Ride control relief valve (8)

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1
3

101

This illustration shows the location of the ride control accumulator (2) within the
loader frame (1). Testing and adjusting, and service to the accumulator is completed at the
articulation hitch. The charge medium for the accumulator is dry nitrogen.
Also shown is the location of the implement control valve (3).

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4
5

102

5
8
103

4
6

Implement Pump and Pump Control Valve

The implement hydraulic pump for the 950H and the 962H wheel loaders is a variable
displacement piston type pump. The implement pump is installed on the accessory drive from
the torque converter housing. The following list is of components on the implement pump.
- Load sensing port (1)

- Maximum angle adjustment (5)

- Case drain port (2)

- Pump control valve (6)

- Pump inlet (3)

- Pump outlet (7)

- Set screw (4)

- Load sensing adjustment screw (8)

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PUMP CONTROL VALVE

ENGINE OFF

Maximum Angle Stop

Adjustment Screw
Set Screw

To Implement
Control Valve

Pump System Pressure Piston

Load Sensing Spool

Orifice

Pump
Load Sensing Sleeve
Margin Spring

Swashplate Pin

Load Sensing Piston

Signal Relief
Valve

Actuator Piston
Load
Sensing
Adjustment
Screw

Bias Spring

LS Signal from
Signal Duplication Valve

104

Pump Control Valve - ENGINE OFF

This illustration shows the pump control group components with the engine OFF. The
swashplate pin connects the actuator piston to the pump swashplate (not shown). The bias
spring moves the actuator piston and the pump swashplate to maximum angle. The pump
control valve group consists of a load sensing spool assembly, which consists of a load sensing
spool and a load sensing sleeve. The load sensing spool is moved up or down by different
signal pressures pushing on the piston on each end of the spool. The pump system pressure
piston receives an internal signal pressure equal to pump system pressure. The load sensing
piston receives a load sensing signal from the implement hydraulic control valve, which is
equal to the highest work pressure. The signal relief valve (located in the implement control
valve) limits the maximum load sensing signal to the load sensing piston.
Pump system pressure is directed through the orifice on the right side of the control valve group
to the spring chamber in the upstroke end of the actuator piston and the center lands of the load
sensing piston.

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The adjustment screw at the top of the actuator piston is used to the adjust maximum angle of
the swashplate. The set screw at the top of the load sensing spool is used to hold the load
sensing sleeve in position. The adjustment screw at the bottom of the load sensing spool is
used to adjust the load sensing margin pressure for the pump. The spring at the bottom of the
load sensing spool is the margin pressure spring.

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PUMP CONTROL VALVE

LOW PRESSURE STANDBY

Maximum Angle Stop

Adjustment Screw
Set Screw

To Implement
Control Valve

Pump System Pressure Piston

Load Sensing Spool

Orifice

Pump
Load Sensing Sleeve
Margin Spring
Swashplate Pin

Load Sensing Piston

Signal Relief
Valve

Actuator Piston
Load
Sensing
Adjustment
Screw

Bias Spring

LS Signal from
Signal Duplication Valve

105

Pump Control Valve - LOW PRESSURE STANDBY

When the engine is started, pump flow goes to the closed-center control valves in the
implement control valve group. The flow is blocked in the implement control valve. Pressure
in the system increases, and the pump system pressure is directed to the top end of the actuator
piston. Pump system pressure on top of the pump system pressure piston moves the piston and
load sensing spool down against the force of the margin spring. The spool moves down until
the upper opening of the spool opens a path around the load sensing spool to drain.
The opening to drain must open sufficiently to provide a pressure differential across the orifice.
With reduced pressure on the lower end and full pressure on the top of the actuator piston, the
actuator piston moves the swashplate pin toward minimum angle.
In STANDBY, the pump is delivering minimum flow to compensate for leakage in the pump,
for leakage in the implement control valve, and for the operation of the pump control valve.

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PUMP CONTROL VALVE

UPSTROKE

Maximum Angle Stop

Adjustment Screw
Set Screw

To Implement
Control Valve

Pump System Pressure Piston

Load Sensing Spool

Orifice

Pump
Load Sensing Sleeve
Margin Spring

Swashplate Pin

Load Sensing Piston

Signal Relief
Valve

Actuator Piston
Load
Sensing
Adjustment
Screw

Bias Spring

LS Signal From
Signal Duplication Valve

106

Pump Control Group - UPSTROKE

When the control lever or levers are moved to activate one or more implements, a load sensing
signal, equal to the highest work port pressure, is directed to the lower end of the load sensing
piston. The combined forces of the load sensing piston and the margin spring push the load
sensing spool up until the center land on the load sensing spool closes the drain passage. The
upward movement of the load sensing spool continues until the lower opening of the spool
opens a path to the two metering ports. Pump system oil flows through the lower opening of
the load sensing spool to the spring chamber of the actuator piston. The combined force on the
the larger diameter of the actuator piston and the spring pushes the actuator piston and the
swashplate pin up, increasing the swashplate angle to increase pump flow.

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PUMP CONTROL VALVE

CONSTANT FLOW DEMAND

Maximum Angle Stop

Adjustment Screw
Set Screw

To Implement
Control Valve

Pump System Pressure Piston

Load Sensing Spool

Orifice

Pump
Load Sensing Sleeve
Margin Spring
Swashplate Pin

Load Sensing Piston

Signal Relief
Valve

Actuator Piston
Load
Sensing
Adjustment
Screw

Bias Spring

LS Signal from
Signal Duplication Valve

107

Pump Control Valve - CONSTANT FLOW DEMAND

When the flow demand is met, the force developed by the pump system pressure on top of the
pump system pressure piston is equal to the force developed by the load sensing signal on the
load sensing piston plus margin spring. When the forces are equal, the pump flow is constant
and the load sensing spool is in the CENTER position.
The pump flow remains constant until a change in the flow demand occurs.

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PUMP CONTROL VALVE

MAXIMUM SYSTEM PRESSURE

Maximum Angle Stop

Adjustment Screw
Set Screw

To Implement
Control Valve

Pump System Pressure Piston

Load Sensing Spool

Orifice

Pump
Load Sensing Sleeve
Margin Spring
Swashplate Pin

Load Sensing Piston

Signal Relief
Valve

Actuator Piston
Load
Sensing
Adjustment
Screw

Bias Spring

LS Signal from
Signal Duplication Valve

108

Pump Control Valve - MAXIMUM SYSTEM PRESSURE

This illustration shows the pump control valve with the load sense pressure at signal relief with
one function activated.
When the work port pressure increases to the setting of the signal relief valve, the valve opens
to limit the signal pressure to the bottom of the load sensing piston. Pump system pressure will
increase to overcome the combination of forces on the bottom of the load sensing piston. The
load sensing spool moves down to open the actuator piston spring cavity to drain. The pump
system pressure moves the actuator piston and swashplate pin towards minimum angle. The
pump destrokes to minimum flow.

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PUMP CONTROL VALVE

MAXIMUM SYSTEM PRESSURE WITH ADDED FLOW DEMAND

Maximum Angle Stop
Adjustment Screw
Set Screw

To Implement
Control Valve

Pump System Pressure Piston

Load Sensing Spool

Orifice

Pump
Load Sensing Sleeve
Margin Spring
Swashplate Pin

Load Sensing Piston

Signal Relief
Valve

Actuator Piston
Load
Sensing
Adjustment
Screw
LS Signal From
Signal Duplication Valve

Bias Spring
Pump Destroke

109

Pump Control Valve - MAXIMUM SYSTEM PRESSURE WITH ADDED FLOW

DEMAND
This illustration shows the pump control valve with the load sense pressure at signal relief.
When an additional function is activated, the pump system pressure slightly decreases. With
less pressure on top of the pump system pressure piston, the force on the bottom of the load
sensing piston moves the load sensing spool up. The load sensing spool restricts the flow
through the upper opening to drain. The increased pressure on the larger area of the actuator
piston plus the bias spring pushes the actuator piston up. The pump upstrokes to meet the
added flow demand.

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4
2

Text Reference

1
7

10

11

12

13

110
Implement Valve
This illustration shows a side view of the implement control valve out of the loader frame. The
following components can be seen in this view:
- Pilot accumulator (1)

- Pilot pressure reducing valve (8)

- Ride control balance solenoid valve (2)

- Balance valve (ride control) (9)

- Rod end solenoid valve (ride control) (3)

- Lower pilot valve housing (10)

- Line relief valve (4)

- Lower solenoid valve (11)

- Tilt antidrift valve (5)

- Tilt back pilot valve housing (12)

- Signal relief valve (6)

- Tilt back solenoid valve (13)

- Signal duplication valve (7)

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Text Reference

MARGIN RELIEF VALVE

Load Sensing Signal

From
Pump

To Tank
111

Margin Relief Valve

The margin relief valve maintains a difference between the load sensing pressure and the pump
supply oil pressure of 3000 kPa (435 psi).
When an implement movement has stopped, the spool in the main control valve returns to the
HOLD position. At this time, the load sensing signal pressure from the implement circuit to the
pump control valve goes to approximately zero. Since the pump has not destroked, any pump
supply pressure flowing into the margin relief valve that is above the setting of the margin relief
valve will be relieved to tank.

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Text Reference

PRESSURE REDUCING VALVE

BELOW 3445 kPa (500 psi)

Spool

Orifice

Spring
Spring Cavity

Ball
Seat Retainer

Spring

Spring
Cavity

Adjustment
Screw

To Pilot
Accumulator

From
Implement Hydraulic
Tank
Pump

112

Pressure Reducing Valve - BELOW THE ADJUSTED SETTING

The pressure reducing valve regulates the oil pressure in the pilot system. The pilot oil from
the implement pump flows into the valve through the holes in the spool to the center of the
spool. Then, the regulated oil flows out of the left end of the reducing valve to the pilot
accumulator. Also, the pilot oil flows through the orifice into the left spring cavity. The force
of the oil pressure acting on the ball is not sufficient to override the force of the right spring.
The spring on the right holds the ball on the seat.
When the oil pressure flowing into the valve is below 3445 kPa (500 psi), the spool blocks the
flow of any pilot oil to the hydraulic tank.
NOTE: For adjustment procedures for the pressure reducing valve, refer to the Service
Manual module (RENR8878) "Troubleshooting Testing and Adjusting 950H and 962H
Wheel Loaders and IT62H Integrated Toolcarriers Electrohydraulic System. Pilot
Pressure to the Main Control Valve - Check."

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Text Reference

PRESSURE REDUCING VALVE

ABOVE 3445 kPa (500 psi)
Spool

Orifice

Spring
Spring Cavity

Seat

Ball
Retainer

Spring

Spring
Cavity

Adjustment
Screw

To Pilot
Accumulator

From
Implement Hydraulic
Tank
Pump

113

Pressure Reducing Valve - ABOVE THE ADJUSTED SETTING

As the oil pressure from the implement pump increases, the reducing valve will regulate the
pressure in the pilot system. The following steps occur to regulate the oil to the adjusted
pressure.
The pilot oil flows into the center of the spool through the holes in the spool to the pilot
accumulator and the hydraulic lockout solenoid. When the solenoid valve is energized and one
or more of the control levers are moved, the pressure in the pilot system will increase above the
adjusted pressure of the reducing valve. The oil flows through the orifice into the spring cavity.
The oil pressure rises above the adjusted setting and and the force of the oil pressure overrides
the force of the spring. The ball and retainer is moved off the seat.
The oil in the spring cavity to the right is allowed to flow to the hydraulic tank. The force of
the oil pressure is greater than the force of the left spring allowing the spool to override the
spring. The spool moves and blocks the oil supply from the implement pump. The spool shifts
to the right to allow the groove in the spool to clear the hydraulic tank passage. Sufficient oil
flows from the pilot system through the passage to the hydraulic tank regulating the pilot
pressure to the adjusted setting.

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Text Reference

1
2

114

Load Sensing Pressure Tap

The load sensing pressure tap (1) is located on the right side of the machine at the articulation
hitch.
This pressure tap is used to measure the load sensing pressure between the pump control valve
and the signal duplication valve.
Also shown is the upper hitch pin (2) and the right side steering cylinder rod end pin (3).

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Text Reference

2
3

5
6
7

10

11

115

The following components are located on the implement control valve:

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.

Head end solenoid valve (ride control)

Hydraulic lockout valve
Margin relief valve
Lift antidrift valve
Line relief valve (rod end)
Dump pilot valve housing
Dump solenoid valve
Raise solenoid valve
Raise pilot valve housing
Ride control relief valve
Pilot check valve

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116
The following components can be seen from the left rear of the control valve:
- Tilt pressure compensator valve (1)
- Tilt pressure compensator valve (2)
- Head end solenoid valve (ride control) (3)

Text Reference

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Text Reference

1
2
4
117

118
3

This illustration shows a transparent view of the inlet manifold on the implement control valve.
The signal relief valve (1) limits the signal pressure to the load sensing spool which controls
the maximum pump system pressure.
The signal duplication valve (3) duplicates the true load signal received from the work port.
The orifice (2) is used to stabilize the duplicated load sensing signal that is being directed to the
tops of the pressure compensator spools and the load sensing spool in the pump control valve.
Also shown are the implement control valve return to the hydraulic tank (4) and the implement
control valve inlet (5).

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Text Reference

SIGNAL DUPLICATION VALVE

From Resolver
Network

From Pump
Supply

To
Pump Control
and Pressure
Compensator Valve

119

Signal Duplication Valve

The work port pressure pushes on the right end of the signal duplication valve spool pushing it
to the left. When the spool shifts left, a passage allowing pump delivery pressure to enter the
outer chamber is opened. At the same time, the drain passage to the hydraulic tank is closed.
Pump delivery pressure enters the center passage of the signal duplication valve spool through
an orifice and pump delivery pressure pressurizes the center passage of the signal duplication
valve. The pressurization of the center passage creates the duplicated work port pressure.
The duplicated work port pressure on the left end of the signal duplication valve spool moves
the spool to the right. When the signal duplication valve spool moves to the right, the passage
for pump delivery pressure partially closes and the drain passage partially opens. The
duplicated work port pressure on the left end of the signal duplication valve spool is reduced.
True load signal pressure on the right end moves the signal duplication valve spool to the left
until the work port pressure and the duplicated work port pressure is equal.
The duplicated load sensing signal pressure is sent from the left end of the signal duplication
valve spool into the load sensing signal network.

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Text Reference

SIGNAL RELIEF VALVE

BELOW ADJUSTED PRESSURE SETTING

To Pressure Compensator Valves

Signal
Duplication
Valve

Choke
Check
Valve

Seat

Adjustment
Screw

Tank

Spring

Poppet

To Pump Control Valve

120

Signal Relief Valve - BELOW ADJUSTED PRESSURE SETTING

When the machine is under a load condition, the signal relief valve operates in the following
manner. From the signal duplication valve, the duplicated load sensing signal flows through the
orifice in two directions. One direction flows to the pressure compensator valve in each control
valve section. The second path flows as a load sensing signal to the signal relief valve, through
the choke check valve, and to the pump control valve.
In the signal relief valve, load sensing signal oil enters the signal relief valve on the left end.
The spring force of the spring being greater than the force of the load sensing signal the poppet
is held against the seat.

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Text Reference

SIGNAL RELIEF VALVE

ABOVE ADJUSTED PRESSURE SETTING

To Pressure Compensator Valves

Signal
Duplication
Valve

Choke
Check
Valve

Seat

Adjustment
Screw

Tank

Poppet

Spring

To Pump Control Valve

121

Signal Relief Valve - ABOVE ADJUSTED PRESSURE SETTING

When the key for heavy lift is activated or a travel operation is performed, the high/low signal
pressure solenoid valve is energized by the machine electronic control module. When the
solenoid is energized, the duplicated load sensing signal oil from the signal duplication valve is
blocked from flowing to the low pressure relief valve. The duplicated load sensing signal oil is
directed to the high pressure signal relief valve.
The high pressure signal relief valve functions the same as the low pressure signal relief valve.
As a result, the load sensing signal pressure oil is maintained at the specified pressure setting of
the high pressure signal relief valve.

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Text Reference

LINE RELIEF VALVE

BELOW RELIEF SETTING

From Implement
Cylinders
Seat

Shoulder
Area

Sleeve

Inner
Spring Spool

Outer
Spring

Spring

Poppet

122

Line Relief Valve - BELOW RELIEF SETTING

When the control valves for the cylinders are in the NEUTRAL position, spring force on the
poppet and the inner and outer springs to the right of the piston keep the piston moved to the
left in the CLOSED position.
When an external force acts on one end of the cylinder, the oil pressure increases on the
opposite end of the cylinder. The oil pressure also increases in the passage of the line relief
valve that is connected to the cylinder. The line relief valves limit the maximum cylinder
pressure.
The high pressure between the cylinder and the main control valve pressurizes the line relief
valve. The pressure oil flows in the center passage of the piston into the inner spring and outer
spring chamber. During normal conditions, the oil pressure is lower than the line relief valve
pressure setting and the valve remains in the CLOSED position by the force of the spring on the
poppet. The oil pressure in the inner spring chamber and the passage to the cylinder are equal.
The surface area of the right side of the piston is larger than the area on the left side of the
piston.

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Text Reference

With equal oil pressure on both sides of the piston, the spring force of the inner spring and
outer spring assist in keeping the piston seated. Therefore, the force on the right side is greater
than the force on the left side and the piston remains seated to the left. The pressure oil does
not flow to the return passages and to the hydraulic tank.

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Text Reference

LINE RELIEF VALVE

ABOVE RELIEF SETTING

From Implement
Cylinders
Seat

Shoulder
Area

Sleeve

Inner
Spring Spool

Outer
Spring

Spring

Poppet

123

Line Relief Valve - ABOVE RELIEF SETTING

When the high oil pressure in the passage between the main control valve and the cylinder
exceeds the line relief valve setting, the line relief valve overcomes the force of the spring on
the poppet. The reduced pressurized oil in the spring chamber flows into the poppet chamber
and the low pressure oil from there flows into the return passages within the valve and returns
to the hydraulic tank.
At the same time, the high pressure oil in the passage to the cylinder pushes the piston to the
right overcoming the force of the inner spring and outer spring until the piston come in contact
with the left end of the valve. At this time, the high pressure oil also flows through the opening
in the seat to the return passages and back to the hydraulic tank.
When the high pressure oil in the passage between the cylinder and the main control valve
reach the specified pressure setting of the line relief valve, the spring force on the poppet moves
the poppet to the left seating the poppet. With the poppet seated, the oil pressure in the spring
chamber will raise to be equal to that of the main passage. With the oil pressure in the spring
chamber equal to that of the main passage pressure, the spring force of the inner spring and
outer spring will move the piston to the left blocking the oil flow through the opening in the
seat.

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Text Reference

LINE RELIEF VALVE

MAKEUP FUNCTION

To Implement
Cylinders
Seat

Shoulder
Area

Sleeve

Inner
Spring Spool

Outer
Spring

Spring

Poppet

124

Line Relief Valve - MAKEUP FUNCTION

When oil from one end of the cylinder is discharged through the line relief valve, a vacuum
condition is created on the opposite end of the cylinder. Makeup oil is needed to prevent the
vacuum condition in the cylinder. Also, during the operation of the machine in certain
conditions, it is possible to create a vacuum condition on one end of the cylinder.
When the vacuum condition occurs on the end of the cylinder, that vacuum also occurs in the
spring chamber of the line relief valve. At this point, the return oil is now at a higher pressure
than the oil in the passage between the cylinder and the main control valve.
When this occurs, the higher pressure return oil flows through the return passage into the
poppet chamber. The return oil pressure works with the spring acting on the poppet, keeping it
seated to the left. Simultaneously, the return oil pushes on the shoulder area of the sleeve
pushing it to the right. When the sleeve moves to the right, the piston also moves to the right.
However, as the sleeve moves to the right, a passage opens between the return passage to the
hydraulic tank and to the passage to the cylinder. Return oil flows from the return passage into
the main passage in order to remove the vacuum condition in the cylinder.

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2
3

Text Reference

125

This illustration shows the lift section of the implement control valve with the lift body section
in transparency. The following is a list of components that are in the interior of the valve.
- Pressure compensator valve (1)
- Load check spool (2)
- Load check spool spring (3)
- Check valve (ride control) (4)
- Lift antidrift valve (5)
- Lower solenoid valve (6)
- Lift resolver valve (7)
- Lift stem (8)
- Raise solenoid valve (9)

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Text Reference

QUICK COUPLER
Manual
Valve

PIN CYLINDER EXTENDED AND LOCKED

Quick
Coupler Valve
Frame
Manual Valve

Pilot
Operated
Check
Valve

From
Brake
Accumulator
Quick Coupler
Solenoid Valve
Hydraulic
Tank

Quick Coupler
Solenoid Valve

Quick Coupler
Pin Cylinder

Manual Valve

Manual
Valve

PIN CYLINDER RETRACTED

Quick
Coupler Valve
Frame
Manual Valve

Pilot
Operated
Check
Valve

From
Brake
Accumulator

Hydraulic
Tank

Quick Coupler
Solenoid Valve

Quick Coupler
Solenoid Valve

Manual Valve

Quick Coupler
Pin Cylinder

126

Quick Coupler System

The quick coupler gives the machine the ability to change work tools. The quick coupler is
standard on the IT62H Integrated Toolcarrier and is optional on the 950H/962H Wheel Loaders.
In the illustration above, the top schematic shows the pin cylinder extended and locked with the
manual valves. With the manual valves in the LOCKED position, the oil at both ends of the
cylinder is blocked.
The bottom schematic shows the cylinder retracted. The pins clear the work tool and the work
tool can be removed and another work tool can be installed. When the quick coupler switch in
the cab is activated, current is sent to the quick coupler solenoid valve. Oil from the brake
accumulator flows through the solenoid valve past the manual valve to the rod end of the pin
cylinder. At the same time, the oil flows to the pilot port of the pilot operated check valve
located on the cylinder. The pressure applied to the check valve will allow the oil in the head
end of the cylinder to flow back through the check valve.

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Text Reference

1
2
3

127

128

The quick coupler system on the IT62H Integrated Toolcarrier allows the operator to change the
work tools without leaving the cab. The upper illustration shows the quick coupler
manifold (1) with the solenoid valve (2) and the center valve (3). The manifold is located in
the loader frame on the left side at the articulation hitch.
The cylinder (4) for the quick coupler locking pins is located in the coupler frame.

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Text Reference

QUICK COUPLER ELECTRICAL DIAGRAM

Power
Buss

10 A

168-GN

2
5

614-PU
200-BK

1
3
4
6

P976-BN
200-BK

A
B
C

779-WH
200-BK

129

7
8
9

Quick Coupler
Switch

Quick Coupler
Solenoid Valve

130

The upper illustration shows the electrical diagram for the quick coupler.
The lower illustration shows the location of the quick coupler switch (arrow).

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Text Reference

STEERING SYSTEM COMPONENTS

HAND METERING UNIT

Secondary Steering
Diverter Valve
Steering Pump

Hand Metering Unit

Hydraulic Tank

Neutralizer Valves

Steering Orifices
Secondary Steering Steering
Pump and Motor Cylinder Control Valve

131

HAND METERING UNIT (HMU) STEERING SYSTEM

This illustration shows the location of the components for the standard HMU steering system
for the 950H, the 962H Wheel Loader, and the IT62H Integrated Toolcarriers.
The following is a list of the components:
- Hydraulic tank
- Steering pump
- Steering control valve
- Secondary steering diverter valve
- Hand Metering Unit
- Neutralizer valves
- Secondary steering pump and motor
- Steering cylinder
- Orifices

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Text Reference

STEERING SYSTEM BLOCK DIAGRAM

HOLD

Hand
Metering
Unit

Neutralizer
Valve

Check Valve
Steering
Pump

Neutralizer
Valve

Secondary Steering
Diverter Valve

Steering
Cylinders

Orifices
Steering
Control
Valve

Tank

Secondary Steering
Pump and Motor
(Optional)

132

This diagram shows the components and oil flow for the 950H/962H standard steering system.
The primary steering system is made up of two basic circuits: main circuit and pilot circuit.
The steering system includes a third circuit if the 950H/962H is equipped with the optional
secondary steering system.
The main steering circuit consists of the steering pump, the steering control valve, the steering
cylinders, and the hydraulic oil tank.
The variable displacement piston steering pump draws oil from the tank and sends flow to the
steering control valve.
The steering pilot circuit consists of the metering pump, a check valve, and two neutralizer
valves. The supply oil is ported through an orifice to the steering pilot circuit. When the
steering wheel is moved to the left or right, the metering pump sends pilot oil through the
respective neutralizer valve to the selector spool and directional stem in the steering control
valve. The pilot oil moves the directional spool and directs pump supply oil to the steering
cylinders.

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Text Reference

This diagram shows the system in the HOLD position. The steering supply oil to the steering
cylinders is blocked.
The optional secondary steering system consists of the secondary steering pump/electric motor
and the secondary steering valve. The secondary diverter steering valve contains two check
valves, the primary steering pressure switch, and the secondary steering pressure switch. Also,
the secondary steering system includes an intermediate relay to run the electric motor. The
relay receives current from the Power Train ECM to enable the relay. When the relay is
engaged, battery voltage flows to the electric motor.

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Text Reference

3
4

1
10

7
9

133

This illustration shows the location of the steering components (with the secondary steering
attachments) that are located in the rear frame (1).
- Hydraulic tank (2)
-Hand Metering Unit (3)
- Steering pump (4)
- Neutralizer valves and orifices (5)
- Steering control valve (6)
- Steering cylinders (7)
- Secondary steering pump and motor (8)
- Secondary steering diverter valve and pressure switches (9)
- Secondary steering pump relay (10)

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Text Reference

1
2

4
5

134

Steering Pump
The steering pump (2) for the 950H and the 962H Wheel Loader is a variable displacement
piston pump. The steering pump is equipped with a pump control valve (3). The pump control
valve is equipped with both the flow compensator valve (4) and the high pressure cutoff
valve (5).
Also shown is the implement pump (1).

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Text Reference

STEERING PUMP
ENGINE OFF

Signal
From HMU

Pump
Output
Large Actuator

Swashplate

Drive
Shaft
Flow Compensator
(Margin Spool)

Pressure
Compensator
(High Pressure Cutoff)

Small Actuator and Bias Spring

Piston and Barrel Assembly

135

Steering Pump - ENGINE OFF

This illustration shows a sectional view of the steering pump and pump control valve. The
major components are shown. When the engine is in the OFF position, bias spring force holds
the swashplate at maximum angle. Also, the spring force on the flow compensator and the
pressure compensator spools keep both the spools in the pump control valve downward against
the plugs.

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Text Reference

STEERING PUMP
Signal
From HMU

LOW PRESSURE STANDBY

Pump
Output
Large Actuator
Piston
Large Actuator

Swashplate

Spring

Drive
Shaft
Flow
Compensator

Pressure
Compensator

Small Actuator and Bias Spring

Piston and Barrel Assembly

136
Steering Pump - LOW PRESSURE STANDBY
This illustration shows the steering pump in LOW PRESSURE STANDBY. When there is no
demand for steering system oil, the pump goes to LOW PRESSURE STANDBY. At that
position, the pump produces a sufficient amount of flow to compensate for internal leakage and
to maintain sufficient pressure to ensure instantaneous response when the signal from the HMU
commands steering oil flow.
At STANDBY, no load sensing pressure signal is detected at the flow compensator spool.
Pump supply oil pushes the flow compensator spool up and system pressure is then directed
into the large actuator piston. The large actuator piston moves the swashplate towards
minimum angle until the cross-drilled hole in the large actuator piston opens to case drain. At
this point, the pressure inside the piston decreases and the pump stops destroking. The pump
will supply sufficient flow to maintain the standby pressure and to compensate for internal
leakage.
NOTE: LOW PRESSURE STANDBY is more than margin pressure because of the
higher back pressure the blocked oil at the closed-center valves creates when all of the
control valves are in NEUTRAL. The pump supply oil pushes the margin spool up to
further compress the margin spring. More supply oil goes to the large actuator piston
and flows through the cross-drilled hole in the stem to the pump case.

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Text Reference

STEERING PUMP
UPSTROKE

Signal
From HMU

Pump
Output
Large Actuator

Swashplate

Spring

Drive
Shaft
Flow
Compensator

Pressure
Compensator

Small Actuator and Bias Spring

Piston and Barrel Assembly

137

Steering Pump - UPSTROKE

When a demand for increased oil flow in the steering system occurs, a load sensing signal is
sent to the pump control valve. The load sensing signal is equal to the steering system pressure.
The load sensing signal is directed to the spring chamber of the flow compensator spool. The
spring force plus the load sensing signal from the HMU shifts the flow compensator spool
downward.
The flow compensator spool blocks oil between the pump discharge and the large actuator. The
oil in the large actuator piston flows around the pressure compensator spool and the flow
compensator spool to case drain. Pump system pressure plus spring force on the small actuator
piston moves the pump swashplate toward maximum angle to increase pump flow.
As pump flow increases, system pressure will also increase. When system pressure increases to
2400 kPa (350 psi) more than the load sensing signal from the control valve, the flow
compensator spool starts to move upward. The center land on the margin spool reaches a
balance point where flow is metered to and from the large actuator piston. At this point, flow
from the pump remains constant until there is a change in the load sensing signal pressure from
the control valve.

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Text Reference

STEERING PUMP
DESTROKE

Signal
From HMU

Pump
Output
Large Actuator

Swashplate

Spring

Drive
Shaft
Flow
Compensator

Pressure
Compensator

Small Actuator and Bias Spring

Piston and Barrel Assembly

138

Steering Pump - DESTROKE

This illustration shows the pump and pump control valve in the DESTROKE position. When
demand for oil flow in the steering system is decreased, the signal from the HMU is decreased
allowing the flow compensator spool to move upward. Oil is allowed to flow around the flow
compensator spool and into the large actuator. The large actuator moves to the right and forces
the swashplate toward a minimum angle.

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Text Reference

STEERING PUMP

HIGH PRESSURE STALL

Signal
From HMU

Pump
Output
Spring

Large Actuator
Large Actuator
Piston

Swashplate

Drive
Shaft
Flow
Compensator

Pressure
Compensator

Small Actuator and Bias Spring

Piston and Barrel Assembly

139

Steering Pump - HIGH PRESSURE STALL

This illustration shows the pump and pump control valve at HIGH PRESSURE STALL. When
steering system pressure reaches the pressure setting of the pressure compensator, the force on
the bottom of the cutoff spool will shift the cutoff spool upward. System pressure is then
directed into the large actuator piston. The large actuator piston moves the swashplate towards
minimum angle until the cross-drilled hole in the large actuator piston opens to case drain.
When system pressure decreases to less than the pressure setting of the pressure compensator,
spring force pushes the cutoff spool down and the margin spool again controls flow from the
pump.

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Text Reference

4
3
1

5
6

7
8
9

140

Steering Control Valve

The steering control valve is shown in this illustration. The steering control valve is mounted
on the transmission near the articulation hitch.
This illustration also shows the location of the following components:
- Right neutralizer valve (1)
- Left neutralizer valve (2)
- Right return to tank orifice (3)
- Left return to tank orifice (4)
- Steering control valve (5)
- Crossover relief valve (6)
- Back-up relief valve (7)
- System supply port (8)
- System return port (9)

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Text Reference

141

Steering Neutralizer Valves

The steering neutralizers are a plunger type valve that block the flow of pilot oil from the HMU
to both the pilot spool and the direction spool. As the machine is articulating to the left and the
neutralizer valve (1) meets the striker (2), then, the pusher will move inward and block the pilot
oil flow to the steering control valve. The left articulation will stop. As the machine is
articulating to the right and the neutralizer valve (3) meets the striker (4), the the pusher will
move inward and block the pilot oil flow to the steering control valve. The right articulation
will stop.
Also shown is the location of the neutralizer drain orifices (5).

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Text Reference

LESS THAN MAXIMUM TURN

Orifice

To
Steering
Control
Valve

NEUTRALIZER
VALVE

From
HMU
Spring

To
Tank

Valve Spool

MAXIMUM TURN

Center Passage

Orifice

To
Steering
Control
Valve

From
HMU
Spring

To
Tank

Valve Spool

Center Passage

142

This illustration shows a sectional view of the neutralizer valve.

During a less that maximum turn, oil from the HMU flows through the valve to the end of the
selector spool in the steering control valve.
When the striker comes in contact with the neutralizer valve, the valve spool shifts and oil flow
to the steering control valve is blocked. Steering pilot oil flows back through the orifice in
center passage in the spool to drain. The centering springs in the steering control valve return
the spool to the HOLD position and steering supply oil to the steering cylinders is blocked.
The machine will stop articulating until the steering wheel is turned in the opposite direction.

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Text Reference

STEERING SYSTEM
HOLD

Right
Neutralizer
Valve

Left
Neutralizer
Valve

Selector
Spool

Crossover Relief Valve

Steering
Pump
Secondary
Steering
Diverter Valve
Orifices

Hand Metering Unit

Secondary
Steering
Pump and
Motor

Flow Control
Orifice

Back-up
Relief Valve

Directional
Spool

Mechanical
Linkage

143

HMU Steering System - HOLD

When the engine is running and the steering system is in HOLD, oil is drawn from the
hydraulic tank by the steering pump. The oil flows past the secondary steering diverter valve to
the back-up relief valve and the directional stem in the steering control valve. Also, the oil
flows through the flow control orifice to the hand metering unit. At this time, the oil is blocked
from flowing through the HMU. With the HMU in the center position, a small amount of oil
then flows through the orifice and back to the hydraulic tank.
The HMU and the steering pump are connected by a signal line. A sense of change in the
signal pressure at the HMU will send a reflected change in signal pressure to the pump control
valve demanding a change in the output flow of the steering pump. If the pressure of the signal
oil decreases, the steering pump will destroke. If the pressure of the signal oil increases, the
steering pump will upstroke.
In the HOLD position, the flow of pressure oil from the steering pump to the steering cylinders
is blocked at the directional stem in the steering control valve.
In the HOLD condition, there is no signal pressure sensed at the compensator valve on the
steering pump. The steering pump goes to the LOW PRESSURE STANDBY position.

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In LOW PRESSURE STANDBY, the pump supplies an adequate amount of flow to

compensate for any system leakage and to maintain sufficient system pressure to provide
instantaneous response when the steering wheel is turned.

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Text Reference

STEERING SYSTEM

Steering
Cylinders

GRADUAL LEFT TURN

Right
Neutralizer
Valve

Left
Neutralizer
Valve

Selector
Spool

Crossover Relief Valve

Steering
Pump
Secondary
Steering
Diverter Valve
Orifices

Hand Metering Unit

Secondary
Steering
Pump and
Motor

Flow Control
Orifice

Back-up
Relief Valve

Directional
Spool

Mechanical
Linkage

144

HMU Steering System - GRADUAL LEFT TURN

During a GRADUAL LEFT TURN with the engine running, the steering pump sends supply oil
past the secondary steering diverter valve to the steering control valve and the hand metering
unit.
When the steering wheel is turned counterclockwise to make a LEFT TURN, pilot oil from the
hand metering unit flows past the left neutralizer valve to the steering control valve to the
selector spool. The selector spool shifts down, and oil flows to the end of the directional stem.
The directional stem shifts down against the force of the centering spring.
When the directional stem moves down, main steering pump oil flows through the directional
stem to the rod end of the left steering cylinder and the head end of the right steering cylinder.
At the same time that oil flows into the two steering cylinders, return oil flows from the head
end of the left steering cylinder and the rod end of the right steering cylinder through the
directional stem and back to the hydraulic tank.
The machine articulates to the left for a left turn.

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Text Reference

STEERING SYSTEM
FULL LEFT TURN (STEERING NEUTRALIZED)

Right
Neutralizer
Valve

Left
Neutralizer
Valve

Selector
Spool

Steering
Cylinders

Crossover Relief Valve

Steering
Pump
Secondary
Steering
Diverter Valve
Orifices

Hand Metering Unit

Secondary
Steering
Pump and
Motor

Flow Control
Orifice

Back-up
Relief Valve

Directional
Spool

Mechanical
Linkage

145

HMU Steering System - FULL LEFT TURN WITH STEERING NEUTRALIZED

During a FULL LEFT TURN with the engine running, the left striker contacts the left
neutralizer valve. The neutralizer valve moves to the CLOSED position, and oil flow from the
hand metering unit to the steering control valve is blocked at the left neutralizer valve.
The steering selector spool and the steering directional stem return to the CENTER position.
Flow to the steering cylinders is blocked at the directional stem in the steering control valve,
and the machine stops turning.
The neutralizer valves prevent the machine loader frame from contacting the machine rear
frame when articulating fully to the right or left.

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Text Reference

1
2
5
6

7
4

146

Secondary Steering System

This illustration shows the location of the secondary steering components in the rear frame. If
the steering pump or the engine fails, the primary pressure switch will sense the low pressure in
the steering system. The primary steering pressure switch closes and sends a signal to the
monitoring system which causes a Category 3 Warning to occur. After a one second delay, the
transmission electronic control module energizes the intermediate relay (2) for the secondary
steering pump and the electric motor actuates. At the same time, the secondary steering
indicator on the monitoring system display turns ON.
The secondary steering pump (3) draws oil from the hydraulic tank. The oil then flows to the
secondary steering diverter valve (4), which causes the check valve in the hydraulic line from
the steering pump to close and the check valve in the hydraulic line from the secondary steering
pump to open. The closed check valve prevents pressure oil from flowing to the steering pump.
Oil from the secondary steering pump flows past the secondary steering valve to the steering
control valve (1) and the metering pump (HMU) or the pilot control valve (CCS).

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Text Reference

Pilot oil from the metering pump flows past the left neutralizer valve and moves the steering
selector spool. The oil then flows through the steering selector spool and moves the directional
spool, allowing the pressure oil from the secondary steering pump to flow to the rod end of the
left steering cylinder (6) and to the head end of the right steering cylinder (7).
NOTE: The secondary steering pump does not produce the same amount of flow as the
main steering system pump. Secondary steering operations are reduced compared to
normal operation. Secondary steering provides a method to steer the machine to a safe
location if a failure occurs in the primary steering system or in the engine.

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Text Reference

3
6

1
8

147

5
4

148

The upper illustration shows the components of the secondary steering diverter valve (1). The
secondary steering diverter valve directs oil from the secondary steering oil to the steering
control valve when the primary pressure switch (3) senses a loss of oil pressure in the primary
steering system and the drive shaft speed is greater than 50 mph. The primary pressure switch
sends a signal to the Power Train ECM and the ECM enables the secondary steering pump
motor.
The lower illustration shows the location of the secondary steering alert indicator (arrow).

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Text Reference

When the engine is running and the steering pump is supplying oil to the steering system, oil
flows into the diverter valve through the line (6) and oil flows over the check valve (5) through
the line (8) to the steering control valve (not shown). At this time, the oil pressure in the
primary steering system holds the check valve (4) against the seat.
When the primary steering pressure switch senses a loss of oil pressure in the primary system,
the secondary system is initiated. At this time, the primary pressure switch closes and
illuminates the primary steering warning LED. Oil flows into the diverter valve through the
line (7) (behind the pressure switch), over the check valve (4) and out to the steering control
valve through the line (8). At this time, the check valve (5) is seated. When the Power Train
ECM enables the secondary steering pump motor, the secondary pressure switch (2) measures
the oil pressure in the secondary steering system and sends a signal to illuminate the secondary
steering alert indicator.

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Text Reference

STEERING SYSTEM

GRADUAL LEFT TURN / SECONDARY STEERING

Right
Neutralizer
Valve

Left
Neutralizer
Valve

Selector
Spool

Steering
Cylinders

Crossover Relief Valve

Steering
Pump
Secondary
Steering
Diverter Valve
Orifices

Hand Metering Unit

Secondary
Steering
Pump and
Motor

Flow Control
Orifice

Back-up
Relief Valve

Directional
Spool

Mechanical
Linkage

149

Secondary Steering System - GRADUAL LEFT TURN

If the steering pump or the engine fails, the primary pressure switch will sense the low pressure
in the steering system. The primary steering pressure switch closes and sends a signal to the
monitoring system which causes a Category 3 Warning to occur. After a one second delay, the
Power Train ECM energizes the intermediate relay for the secondary steering pump and the
electric motor is energized. At the same time, the secondary steering indicator on the
monitoring system display illuminates.
The secondary steering pump draws oil from the hydraulic tank. The oil then flows to the
secondary steering valve, which causes the check valve in the hydraulic line from the steering
pump to close and the check valve in the hydraulic line from the secondary steering pump to
open. The closed check valve prevents pressure oil from flowing to the steering pump.

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Text Reference

Oil from the secondary steering pump flows past the secondary steering valve to the steering
control valve and the hand metering unit. Pilot oil from the hand metering unit flows past the
left neutralizer valve and moves the steering selector spool. The oil then flows through the
steering selector spool and moves the directional spool, allowing the secondary steering oil to
flow to the rod end of the left steering cylinder and to the head end of the right steering
cylinder.
NOTE: The secondary steering pump does not produce the same amount of flow as the
main steering system pump. Secondary steering operations are reduced compared to
normal operation. Secondary steering provides a method to steer the machine to a safe
location if a failure occurs in the primary steering system or in the engine.

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Text Reference

STEERING SYSTEM COMPONENTS

COMMAND CONTROL STEERING

Steering Pump
Steering Pilot Valve

Hydraulic Tank

Neutralizer Valves
Steering
Screened
Secondary Steering Secondary Steering Steering
and
Cylinder Control Valve Orifice Manifold Quad Check Valves
Diverter Valve
Pump and Motor

150

COMMAND CONTROL STEERING (CCS) SYSTEM

This illustration shows the location of the components for the optional Command Control
Steering (CCS) system for the 950H and the 962H Wheel Loaders.
- Steering pump
- Hydraulic tank
- Steering pilot valve
- Neutralizer valves and quad check valves
- Steering control valve
- Steering cylinders
- Secondary steering diverter valve
- Secondary steering pump and motor

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Text Reference

COMMAND CONTROL
STEERING HYDRAULIC SYSTEM

From Implement
Control Valve

Pilot
Control
Valve
Quad
Check
Valve

Shuttle
Valve

Neutralizer
Valve
Neutralizer
Valve
Steering
Control
Valve

Steering Pump

Screened
Orifice
Manifold

Steering
Cylinders

151

This diagram shows the components and oil flow for the 950H/962H Command Control
Steering system.
The primary steering system is made up of two basic circuits: the main circuit and the pilot
circuit. The steering system includes a third circuit if the 950H/962H is equipped with the
optional secondary steering system.
The main steering circuit consists of: the steering pump, the steering control valve, the steering
cylinders, the back-up relief valve, and the hydraulic oil tank. The variable displacement piston
steering pump draws oil (green) from the tank and sends flow (red) to the steering control
valve. The steering valve is equipped with a directional spool which directs oil to the head end
of one steering cylinder and to the head end of the other steering cylinder for machine
articulation. Also, the steering control valve sends load sensing oil (green) to the pump control
valve on the steering pump to control upstroking and destroking.
This diagram shows the system in the HOLD position. The oil (blue) to the steering cylinders
is blocked.

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Text Reference

The steering pilot circuit consists of: the steering pilot control valve, the steering quad check
valve, the screened orifice manifold, and two neutralizer valves. The pilot system supply oil
comes from the implement control valve. When the steering wheel is moved to the left or
right, the steering pilot control valve supplies oil through the quad check valve. Then, oil flows
through the respective neutralizer valve to the end of the respective directional spool in the
steering control valve. The directional spool directs pump supply oil to the correct ends of the
steering cylinders.
The optional secondary steering system (not shown) consists of: the secondary steering pump
and motor and the secondary steering valve. The secondary steering valve contains two check
valves, the primary steering pressure switch, and the secondary steering pressure switch.

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Text Reference

QUAD CHECK VALVE

LEFT TURN

Check Valves

From Pilot
Control Valve

Lower Setting
Higher Setting
To Main
Control Valve

152

Quad Check Valve

This graphic shows the position of the quad check valve during a left turn. Oil flows from the
steering pilot control valve through one side of the quad check valve.
The quad check valve consists of four check valves in two sets of two valves each. In each set
of two valves, one check valve has a higher cracking pressure than the other valve. One set of
check valves are for left turns and the other set of check valves are for right turns.
The purpose of the steering quad check valve is to provide an alternative path for pilot oil
returning from the non-activated side of the main control valve spool. The normal path for this
oil returning to the tank is through the screened orifice manifold (not shown).
The check valves with the lower setting prevent return oil from the non-activated spool end to
flow through the quad check valve back to the steering pilot valve and to the tank. If the
normal path for return pilot oil is blocked in the screened orifice manifold, the return oil will
unseat the check valves with the higher setting and allow the oil to return through the steering
pilot valve to the tank.

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Text Reference

153
5
4
2

6
7

154

Steering Pilot Valve

The Command Control Steering (CCS) pilot control valve (1) is identical to the valve used on
the "G" Series II machines. The steering pilot control valve consists of the directional control
valve section and the pressure regulating valve section. Also shown is the pilot oil pressure
tap (2) and the neutral pilot pressure (3). The neutral pilot pressure is adjusted with the
adjustment screw (4). Also shown in the upper illustration is the quad check valve
assembly (5).
In the Command Control System (CCS) on the "H" Series machines, the pilot oil flows to the
pilot control valve through the hose (6) that is connected to the implement control valve in the
front frame, as shown. Also shown in the lower illustration is the pilot accumulator (7).

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Text Reference

STEERING PILOT VALVE

NO TURN

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
Pressure
Regulating Valve

Body
Piston

To
Hydraulic Tank

From
Implement
Control Valve

Adjustment Screw

Directional
Control Valve

Section A-A

155

Steering Pilot Valve - NO TURN

This illustration shows the components in the steering pilot valve.
When the input shaft that is connected to the steering wheel is in the NO TURN position, the
flow of pilot oil through the steering pilot valve is blocked by the pressure regulating valve.

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Text Reference

STEERING PILOT VALVE

RIGHT TURN

To Steering
Control Valve

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

Orifice
Regulating
Spring

From
Implement
Control Valve
Pressure
Regulating Valve

Body
Piston

To
Hydraulic Tank

From
Implement
Control Valve

Adjustment Screw

Directional
Control Valve

Section A-A

156

Steering Pilot Valve - RIGHT TURN

When the steering wheel is turned to the right, the steering wheel causes rotation of the steering
column, the steering shaft, the input shaft, the cam, and the directional control valve.
The cam moves the plunger against the spring and the pressure regulating valve spool. Pilot oil
from the pump flows between the pressure regulating valve spool and the valve body, which
function as an orifice. As the regulating valve moves down, the size of the orifice increases.
The larger orifice creates a smaller pressure drop which increases the pressure of the pilot oil to
the directional control valve. Also, the pilot oil flows through the orifice in the pressure
regulating valve. The force of the pilot oil pressure between the piston and the regulating valve
pushes up the regulating valve against the spring.
The flow of the pilot oil is proportional to the downward movement pressure regulating valve
spool. The pilot pressure controls the steering speed. Increasing the flow of pilot oil between
the body and the pressure regulating valve will increase the steering cycle time.

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Text Reference

As the steering wheel is rotated, the directional control valve also rotates. This movement
allows pilot oil from the pressure regulating valve to flow through the directional control valve
port through the quad check valve to the neutralizer valve and the steering control valve
directional spool.
When the pilot pressure moves the steering control valve directional spool to the RIGHT
TURN position, the steering control valve directs main pump oil to the head end of the left
steering cylinder and the rod end of the right steering cylinder. The machine articulates to the
right.
When the steering wheel is returned to the CENTER position, the flow of pilot oil to the
steering control valve directional spool is blocked. The centering spring in the steering control
valve moves the directional spool to the neutral position and the machine stops articulating.
NOTE: The machine turning speed depends on the rotational position of the steering
wheel. The farther the steering wheel is turned, the faster the machine will turn. The
turning speed of the machine does not depend on how fast the steering wheel is turned.

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Text Reference

STEERING HYDRAULIC SYSTEM (CCS)

HOLD

Pump Group
To
Implement
Circuit

Steering
Cylinders

From
Implement Circuit

From
Implement Circuit

Cylinder Crossover
Relief Valve

Steering
Pilot Valve

Shuttle
Valve

From
Resolver
Network

Makeup Ball
Check Valves

Screened
Orifice
Manifold
Quad
Check
Valve

Directional
Spool

Neutralizer
Valves
Pressure
Reducing
Valve
Secondary Steering
Pump and Motor

Back-up
Relief
Valve

Shuttle
Valve

Steering
Control
Valve

Secondary Steering
Diverter Valve
From
Implement
Control Valve

157

Steering System - HOLD

This illustration shows the optional Command Control Steering (CCS) schematic in the HOLD
position.
When the engine is running and the steering system is in HOLD, oil is drawn from the
hydraulic tank by the steering pump. The oil flows past the secondary steering diverter valve to
the back-up relief valve and is blocked at the directional stem in the steering control valve.
Also, the oil flows through the pressure relief valve. At this time, the pressure setting of the
reducing valve is lower than the pressure of the pilot oil. The pilot oil pressure shifts the
shuttle valve to the right, blocks the oil from the steering control valve at the shuttle valve, and
pilot oil flows to the steering pilot valve. The pilot oil is blocked at the steering pilot valve.
The signal pressure sensed at the pump control valve on the steering pump is same as the
blocked oil at the right and left steering cylinders. The steering pump will be upstroked to the
signal demanded at the pump control valve.

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Text Reference

STEERING HYDRAULIC SYSTEM

GRADUAL LEFT TURN

Pump Group
To
Implement
Circuit

Steering
Cylinders

From
Implement Circuit

From
Implement Circuit

Cylinder Crossover
Relief Valve

Steering
Pilot Valve

From
Resolver
Network

Shuttle
Valve

Makeup Ball
Check Valves

Screened
Orifice
Manifold
Quad
Check
Valve

Directional
Spool

Neutralizer
Valves
Pressure
Reducing
Valve
Secondary Steering
Pump and Motor

Back-up
Relief
Valve

Shuttle
Valve

Steering
Control
Valve
Secondary Steering
Diverter Valve
From
Implement
Control Valve

158

Steering System - GRADUAL LEFT TURN

When the operator turns the steering wheel to the left, torque is transmitted through the steering
column and the steering shaft to the steering pilot valve input shaft. The pilot valve located in
the loader frame directs pilot oil through the quad check valve, through the neutralizer, and to
the directional spool in the steering control valve.
Turning the steering wheel to a greater angle from the neutral position increases the flow of
pilot oil to the directional spool in the steering control valve. Increased flow of pilot oil to the
steering control valve moves the directional spool further from the neutral (blocking) position
and allows greater flow of steering pump oil to the steering cylinders.
When the pilot oil shifts the directional spool to the LEFT TURN position, steering pump oil is
sent to the head end of the right steering cylinder and to the rod end of the left steering cylinder.
The machine articulates to the left for a left turn.
The pressure in the steering cylinders is also sent to the shuttle valve. The cylinder pressure
moves the shuttle valve up and becomes the signal pressure to the steering pump control valve.
The signal pressure is sensed in the margin spool spring chamber of the control valve. The
signal pressure combines with the force of the margin spring and causes the pump to
UPSTROKE.

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Text Reference

The supply oil from the steering pump flows over the back-up relief valve. If the pressure
exceeds 23500 kPa (3400 psi), the back-up relief valve opens and excess oil flows to the
hydraulic tank. Also, the steering control valve is equipped with a pressure reducing valve.
The reducing valve will supply pilot oil to the steering pilot valve if the pilot oil supply is lost.
The steering control valve is also equipped with a crossover relief valve. In case of a pressure
spike above 25600 kPa (3700 psi) as the machine is articulating, the crossover relief valve will
open and send the excessive oil pressure to the hydraulic tank.
When the machine fully articulates, the stop mounted on the loader frame contacts the
neutralizer valve mounted on the rear frame. This action stops the flow of pilot oil from the
pilot valve to the directional spool. The directional spool shifts to the CENTER position and
the steering oil to the cylinders is blocked.
Also, when the steering wheel is returned to the CENTER position, the flow of pilot oil to the
directional spool is blocked. The centering spring in the steering control valve returns the
directional spool to the neutral position, and the machine stops turning.
The pilot valve is mounted on the front frame while the steering wheel and shaft are mounted
on the rear frame. As the machine begins to turn, the shaft for the steering pilot valve begins to
rotate back to the NEUTRAL position. As the shaft rotates closer to the NEUTRAL position,
the turning speed of the machine is reduced due to lower pilot pressure to the steering control
valve directional spool. However, the machine will continue to turn until the steering wheel
returns to the CENTER position. As long as the pilot directional valve is rotated from the
NEUTRAL position and the neutralizer valves are not closed, pilot oil will flow to the steering
control valve directional spool.
NOTE: The machine turning speed depends on the rotational position of the steering
wheel. The farther the steering wheel is turned, the faster the machine will turn. The
turning speed of the machine does not depend on how fast the steering wheel is rotated.

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Text Reference

BRAKE AND HYDRAULIC FAN SYSTEM COMPONENTS

Brake and
Hydraulic Fan Pump
Hydraulic Fan
Motor

Brake Pedal

Hydraulic Tank

Parking Brake Valve

Service Brake Valve

Engine ECM

Hydraulic Oil
Cooler

Accumulator
Rear Service
Charging Valve and
Brakes
Fan Solenoid Valve

Accumulators

Parking
Brake

Front Service
Brakes

159

BRAKE AND HYDRAULIC FAN SYSTEM COMPONENTS

Shown are the brake and hydraulic fan system components on the 950H and 962H Wheel
Loaders and the IT62H Integrated Toolcarrier. The brake system and the hydraulic fan system
share the same pump and accumulator charging valve.
The brake system components are:
- Accumulator charging valve and hydraulic fan system solenoid valve
- Brake accumulators
- Service brake valve
- Front and rear service brakes
- Parking brake valve
- Parking brake
- Brake and hydraulic fan pump
- Service brake pedal

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The hydraulic fan system components are:

- Accumulator charging valve and hydraulic fan solenoid valve
- Hydraulic fan motor
- Hydraulic oil cooler
- Engine Electronic Control Module (ECM)
- Brake and hydraulic fan pump

Text Reference

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Text Reference

BRAKE AND HYDRAULIC FAN HYDRAULIC SYSTEM

ACCUMULATORS CUT IN REDUCED FAN SPEED

Left Brake
Pedal

Right Brake
Pedal

Rear Service
Brakes

Parking
Brake
Valve

Parking
Brake
Pressure
Switch

Parking
Brake
Actuator

Hydraulic
Fan
Motor

Rear Brake
Accumulator
Accumulator
Charging Valve
and Fan Solenoid Valve

Service
Brake
Valve

Front Service
Brakes

Parking
Brake

Front Brake
Accumulator

Relief
Valve

Inverse Shuttle Valve

Brake
Pressure
Switch

Fan Solenoid
Valve

Cut-in Valve
Cut-out
Valve

Resolver
Valve

Screen
Priority
Valve

Oil
Cooler

Brake and
Hydraulic
Fan Pump

Filter

Pump
Control Valve

Check Valve
Flow
Control
Spool
Pressure
Cutoff
Spool

Actuator
Min Angle

Case Drain
Filter

Hydraulic Tank

160
Brake And Hydraulic Fan System - CUT IN AND MINIMUM FAN SPEED
This illustration shows the brake system and hydraulic fan system schematic. In the schematic,
the accumulator charge pressure has dropped below 12725 kpa (1845 psi). The cut in valve is
shifted to the left.
The pump draws oil from the hydraulic tank and directs the flow of oil to the accumulator
charging valve and the solenoid valve. When the charge pressure for the brake accumulators is
below 12725 kPa (1845 psi), the cut in valve is shifted to the left, and the system oil flows to
the resolver valve. Also, oil flows through the cut in valve to the cut out valve. The resolver
valve allows the higher of the two pressures between the signal from the fan solenoid and from
the cut in valve to flow to the flow control spool of the pump control valve. In this instance the
oil from the cut in valve is at a higher pressure. The pump control valve controls the
displacement of the brake and fan pump. At this time, the pump will upstroke. Also, oil flows
to the lower port on the priority valve and assists the spring in shifting the priority upward and
blocking the flow of oil to the fan motor.
Oil also flows past the screen, past the check valve, and through the orifice to the inverse
shuttle valve. The oil flowing into the inverse shuttle valve continues until both the
accumulators are charged. The inverse shuttle valve maintains equal pressure between both
brake accumulators. The brake system is also equipped with a relief valve to limit the brake
system pressure.

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Text Reference

BRAKE AND HYDRAULIC FAN HYDRAULIC SYSTEM

MINIMUM FAN SPEED AT CUT OUT

Left Brake
Pedal

Right Brake
Pedal

Rear Service
Brakes

Parking
Brake
Valve

Parking
Brake
Pressure
Switch

Parking
Brake
Actuator

Hydraulic
Fan
Motor

Rear Brake
Accumulator
Accumulator
Charging Valve
and Fan Solenoid Valve

Service
Brake
Valve

Front Service
Brakes

Parking
Brake

Front Brake
Accumulator

Relief
Valve

Inverse Shuttle Valve

Brake
Pressure
Switch

Fan Solenoid
Valve

Cut-in Valve
Cut-out
Valve

Resolver
Valve

Pump
Control Valve

Check Valve
Screen
Priority
Valve

Oil
Cooler

Flow
Control
Spool
Pressure
Cutoff
Spool

Actuator
Brake and
Hydraulic
Fan Pump

Filter

Min Angle

Case Drain
Filter

Hydraulic Tank

161

Brake And Hydraulic Fan System - MINIMUM FAN SPEED AT CUT OUT
This illustration shows the brake system and hydraulic fan system schematic. In the schematic,
the accumulators are charged and the parking brake is disengaged.
In the system, the pump draws oil from the hydraulic tank and directs the flow of oil to the
accumulator charging valve and solenoid valve. This system is designed for the brake system
to have priority over the hydraulic fan system. The supply oil has charged the accumulators to
15165 kPa (2200 psi). The cut out valve momentarily dropped downward to exhaust the oil
from the right side of the cut in valve to tank. The cut in valve shifts to the right. The oil that
was directed through the resolver valve as a signal to the pump control valve drops to tank
level. The resolver valve shifts and the oil from the fan solenoid valve is directed to the pump
control valve.

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Text Reference

The amount of oil that is flowing into the hydraulic motor is determined by the solenoid valve
which feeds pressure back to the pump control valve through the load sense line. When the
brake accumulators are charges (as shown), the pressure from the pump overrides the force of
the priority valve spring. The priority valve opens and the supply oil is directed to the
hydraulic motor. If all the key target temperatures are below the default values of the particular
sensors, the fan pump will supply sufficient oil flow to rotate the hydraulic motor at minimum
fan speed. The minimum fan speed is calibrated through Caterpillar Electronic Technician
(ET).

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Text Reference

BRAKE AND HYDRAULIC FAN HYDRAULIC SYSTEM

MAXIMUM FAN SPEED AT CUT OUT

Left Brake
Pedal

Right Brake
Pedal

Rear Service
Brakes
Front Service
Brakes

Parking
Brake
Valve

Parking
Brake
Actuator

Hydraulic
Fan
Motor

Rear Brake
Accumulator
Accumulator
Charging Valve
and Fan Solenoid Valve

Service
Brake
Valve

Parking
Brake
Pressure
Switch

Parking
Brake

Front Brake
Accumulator

Relief
Valve

Inverse Shuttle Valve

Brake
Pressure
Switch

Fan Solenoid
Valve

Cut-in Valve
Cut-out
Valve

Resolver
Valve

Check Valve
Screen
Priority
Valve

Oil
Cooler

Pump
Control Valve
Flow
Control
Spool
Pressure
Cutoff
Spool

Actuator
Brake and
Hydraulic
Fan Pump

Filter

Min Angle

Case Drain
Filter

Hydraulic Tank

162

Brake and Hydraulic Fan System - MAX FAN SPEED AT CUT OUT
In this illustration, the brake accumulators are charged and there is no demand for oil from the
brake system. In the system, the pump draws oil from the hydraulic tank and directs the flow
of oil to the accumulator charging valve and solenoid valve. With no demand by the brake
system for oil, the hydraulic fan system has priority.
The amount of oil that is flowing into the hydraulic motor is determined by the solenoid valve
which feeds pressure back to the pump control valve through the load sense line. When the
brake accumulators are charged the pressure supplied by the pump overrides the force of the
priority valve spring. The priority valve opens and the supply oil is directed to the hydraulic
motor. As one or more of the key target temperatures rise above the default values of the
particular sensors, the current to the solenoid valve decreases. The solenoid valve shifts upward
proportionally to the drop in current. The increase in oil flowing through the solenoid valve
will increase the force on the flow control spool. The flow control spool shifts proportionally
to the left and oil from behind the large actuator is allowed to flow to the hydraulic tank. The
pump will upstroke, increase the fan speed, and move more air through the radiator group.
The fan pump can supply sufficient oil flow to rotate the hydraulic motor to the maximum fan
speed.

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Text Reference

The maximum fan speed is calibrated through Caterpillar Electronic Technician (ET).
The maximum fan speed is controlled by the Engine ECM and calibrated through Caterpillar
Electronic Technician (ET).
If the current to the fan solenoid valve is interrupted, the fan solenoid valve shifts totally
upward. The flow control spool shifts to the left and drains off all the oil from behind the
actuator. The pump will continue to upstroke and the discharge pressure will rise until the
pressure on the cutoff spool overrides the spring and the spool shifts to the right. At this time,
discharge oil flows to the back of the actuator and shifts the swashplate (not shown) to
minimum angle, destroking the pump.

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Text Reference

HYDRAULIC FAN SYSTEM CONTROL

Caterpillar Monitoring System

Engine ECM

Cat Data Link

15
10
5

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

163

In the hydraulic fan system, the speed of the fan and the output of the hydraulic fan pump is
directly controlled by the Engine ECM through the hydraulic fan solenoid valve. The Engine
ECM interprets signals from the three sensors on the machine. Then, the Engine ECM sends a
proportional current to the hydraulic fan solenoid valve.
The following sensors report directly to the Engine ECM.
- Air intake temperature
- Engine coolant
The sensor for the air intake temperature is a passive sensor that is used to measure
temperature. The sensor sends an analog signal to the Engine ECM. The analog signal will
increase in voltage as the temperature of the air increases.
The engine coolant temperature sensor is a passive sensor that is used to measure the
temperatures of liquids. The sensor sends an analog signal to the Engine ECM. The analog
signal will increase in voltage as the temperature of the engine coolant increases.
The hydraulic oil temperature sensor is used for the measurement of liquid temperatures. The
sensor sends an analog output to the Engine ECM. The analog signal will increase in voltage
as the temperature of the oil increases.

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Text Reference

When the engine is started, the hydraulic fan pump will be instructed to run at minimum fan
speed. The following conditions must be met, in order to run the fan system at minimum fan
speed.
- The air intake temperature is below 49 C (120 F).
- The hydraulic oil temperature is below 90 C (195 F).
- The engine coolant temperature is below 89 C (192 F).
As one or more of the sensors reads a temperature that is above the key target temperature, the
Engine ECM interprets a demand for additional cooling. Then, the Engine ECM starts sending
a reduced amount of current from the Engine ECM to the solenoid valve. The solenoid valve
will move proportionally, in the de-energized direction. The fan pump will upstroke.
The minimum speed of the fan and the maximum speed are held in the Engine ECM. The set
limits for speed of the hydraulic fan can be changed through Caterpillar Electronic Technician.
For additional information regarding the calibration of the hydraulic fan system, refer to the
Testing and Adjusting, "Hydraulic Fan System - Test and Adjust."

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DEMAND FAN CIRCUIT

Main Display Module

2
10

Hyd Temp Sensor

GY 18
BK 18

Engine ECM

J2

Analog Temperature
Sensor Return

30

Coolant
Temperature Signal

13

Intake Manifold
Air Temperature
Cat Data
Link

Ground

1
2

Signal
Ground

Text Reference

BU 18
PK 18

56

43

Variable Speed
Fan Control

51

Signal
Ground

Engine Coolant
Temperature Sensor
BU 18
PK 18

1
2

Signal
Ground

Intake Manifold Air

Temperature Sensor

J1
Variable Speed
Fan Control

1
2

YL 18
BR 18

1
2
Variable Speed
Fan Solenoid

Hydraulic Oil
Temperature Sensor

164

The Engine ECM receives input signals from the engine coolant temperature sensor and the
intake manifold air temperature sensor.
Hydraulic oil temperature sensor signals are sent to the Caterpillar Monitoring System main
display module and transmitted over the Cat Data Link to the Engine ECM.
The Engine ECM processes the input signals and sends corresponding output signals to the
variable speed fan solenoid valve.
NOTE: The variable speed fan control feature can be enabled, disabled, and calibrated
using the ET Service Tool. The variable speed fan default setting is enabled.

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Text Reference

165

3
2

166

The coolant temperature sensor (1) is installed in the engine block. The sensor is located on the
left side of the engine behind the fuel filters and below the intake manifold. The sensor sends
an input to the Engine ECM (3) with the temperature of the engine coolant.
The intake manifold air temperature sensor (2) is located in the intake air manifold on the left
side of the machine. The sensor sends a temperature input to the Engine ECM (not shown).
The Engine ECM uses the intake manifold air temperature, the coolant temperature, and the
hydraulic oil temperature to calculate the correct current to send to the hydraulic fan solenoid
valve.

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Text Reference

2
167

168

The hydraulic oil temperature sender (1) is located on the bottom of the hydraulic tank (2)
behind the cab. The sender sends an input to the Engine ECM (not shown) with the
temperature of the hydraulic oil.
The hydraulic fan solenoid (3) is installed on the accumulator charging valve (4). The solenoid
valve is an output from the Engine ECM. The valve controls the signal oil to the pump control
valve.

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Text Reference

1
2

169

Brake and Hydraulic Fan Pump

The brake and fan pump is located on the left side of the machine. The pump (1) is installed on
the engine and is driven by the gear train in the front cover. The pump is a variable
displacement piston pump that is upstroked when the demand for more oil flow is commanded
by the pump control valve. Also, located on the engine is the accumulator charging valve and
fan solenoid (2).
Installed on the engine is the Engine ECM (3). The Engine ECM is an A4E4 with a 120 pin
connector and a 70 pin connector. The Engine ECM reads key target temperatures and sends
current to the solenoid valve on the accumulator charging valve. These temperatures will
determine the amount of oil sent to the fan motor in order to cool the engine and machine
components.

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Text Reference

BRAKE AND HYDRAULIC FAN PUMP

ENGINE OFF

Pump
Discharge

Signal

Large
Actuator

Swashplate

Drive
Shaft

Margin
Spring

Flow
Compensator
Spool

Pressure
Compensator
Spool
Piston and
Barrel Assembly

Small Actuator
and Bias Spring

170

Brake and Hydraulic Fan Pump - ENGINE OFF

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

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Text Reference

BRAKE AND HYDRAULIC FAN PUMP

Signal
Pressure

LOW PRESSURE STANDBY

Pump
Discharge

Large
Actuator

Swashplate

Margin
Spring

Flow
Compensator
Spool

Pressure
Compensator
Spool

Small Actuator
Bias Spring

171

Brake And Hydraulic Fan Pump - LOW PRESSURE STANDBY

When no flow is demanded, no signal pressure is generated. System pressure generated by the
pump is called "low pressure standby." The pump produces sufficient flow to compensate for
system leakage at a pressure to provide instantaneous implement response when an implement
is actuated.
At machine start-up, the bias spring holds the swashplate at maximum angle. As the pump
produces flow, system pressure begins to increase because the flow is blocked in the system.
This pressure is felt under both the flow compensator spool and the pressure compensator
spool. The flow compensator spool moves up against the margin spring and permits system oil
to flow to the large actuator piston.
As pressure in the large actuator piston increases, the large actuator piston overcomes the force
of the bias spring and the pressure in the small actuator piston and moves the swashplate to a
reduced angle. The large actuator piston will move to the right until the cross-drilled passage in
the stem is uncovered. Oil in the large actuator piston can then drained to the pump case. At
this minimum angle, the pump will produce sufficient flow to make up for system leakage.

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Text Reference

NOTE: Low pressure standby is usually higher than margin pressure. This
characteristic is due to the oil flow being blocked by the closed-centered valves when
all the valves are in HOLD. The blocked pump supply oil pushes the margin spool up
and compresses the margin spool spring more when the pump is at low pressure standby
than during a constant flow condition (which will be discussed later in detail).

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Text Reference

BRAKE AND HYDRAULIC FAN PUMP

Signal
Pressure

UPSTROKE

Pump
Discharge
Large
Actuator

Reduced
Pressure

Swashplate

Margin
Spring

Flow
Compensator
Spool

Pressure
Compensator
Spool

Small Actuator
Bias Spring

172

Brake And Hydraulic Fan Pump - UPSTROKE

When the system requires an increase in oil flow, a signal pressure is sent to the pump control
valve. This signal pressure increases the force (margin spring plus signal pressure) at the top of
the flow compensator spool to become higher than the supply pressure at the bottom of the
spool. The spool then moves down, blocks oil to the large actuator, and opens a passage to
drain. Then, the pressure at the large actuator piston is reduced or eliminated, which allows the
bias spring and small piston to move the swashplate to an increased angle. The pump will
upstroke and then produce the required increase in flow.

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Text Reference

BRAKE AND HYDRAULIC FAN PUMP

Signal
Pressure

CONSTANT FLOW

Pump
Discharge

Large
Actuator

Constant
Pressure

Swashplate

Margin
Spring

Flow
Compensator
Spool

Pressure
Compensator
Spool

Small Actuator
Bias Spring

173

Brake and Hydraulic Fan Pump - CONSTANT FLOW

As pump flow increases, pump supply pressure also increases. When the pump supply pressure
increases and equals the sum of the signal pressure plus the margin spring pressure, the flow
compensator spool moves to a metering position and the system becomes stabilized.

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Text Reference

BRAKE AND HYDRAULIC FAN PUMP

Signal
Pressure

DESTROKE

Pump
Discharge
Large
Actuator

Increased
Pressure

Swashplate

Margin
Spring

Flow
Compensator
Spool

Pressure
Compensator
Spool

Small Actuator
Bias Spring

174

Brake and Hydraulic Fan Pump - DESTROKE

When less flow is needed, the pump is destroked. To destroke the pump, the force at the
bottom of the flow compensator spool becomes higher than at the top. The flow compensator
spool then moves up. Pressure in the large actuator piston is now increased due to increased
flow going to the large actuator. The large actuator piston then overcomes the combined force
of the small actuator and bias spring and moves the swashplate to a reduced angle. The pump
will now supply less flow.

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Text Reference

BRAKE AND HYDRAULIC FAN PUMP

HIGH PRESSURE STALL

Signal
Pressure

Pump
Discharge
Large
Actuator

Increased
Pressure

Swashplate

Margin
Spring

Flow
Compensator
Spool

Pressure
Compensator
Spool

Small Actuator
Bias Spring

175

Brake and Hydraulic Fan Pump - HIGH PRESSURE STALL

The pressure compensator spool is in parallel with the flow compensator spool. The pressure
compensator limits the maximum system pressure for any given pump displacement. The spool
is forced down during normal operation by the pressure compensator spring.
During a stall or when system pressure is maximum, signal pressure is equal to pump supply
pressure. The combination of the signal pressure and the margin spring forces the margin spool
down. This movement of the margin spool normally opens a passage in the pump control valve
for the oil in the large actuator piston to drain and causes the pump to upstroke. However,
since the supply pressure is high enough, the pressure cutoff spool is forced up against the
spring. This movement of the pressure compensator spool blocks the oil in the large actuator
piston from going to drain and allows supply oil to go to the large actuator piston. The increase
in pressure allows the large actuator piston to overcome the combined force of the small
actuator piston and bias spring to destroke the pump. The pump is now at minimum flow and
pump supply pressure is at maximum.
This feature eliminates the need for a main system relief valve in this brake and hydraulic fan
system. Maximum system pressure is adjusted by turning the adjustment screw for the pressure
compensator spool.

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Text Reference

176

4
5
7

10

11

177

12
14
13

Accumulator Charge Valve and Hydraulic Fan Solenoid

The accumulator charge valve and hydraulic fan solenoid is a priority valve. The operation of
the valve determines the oil flow for the hydraulic fan system and the braking system. The
braking system has priority over the hydraulic fan system. The priority valve in the
accumulator charge valve determines that when the brake system is charged, oil is then directed
to the hydraulic fan system. Whenever the brake accumulators are adequately charged, the
priority valve will be open, allowing full flow to the fan motor. However, when brake
accumulator pressure is low, the priority valve will direct oil flow to the brake charge cut-in
valve. The brake charge section of the block will send the flow to the brake accumulators to
charge both accumulators. As the demand for oil flow for either the fan system or brake system
increases, load sense oil flows to the ball resolver.

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Text Reference

From the ball resolver, the load sense signal oil flows to the pump control valve upstroking or
destroking the brake and fan pump to supply the demanded flow.
The following components are located on the fan control and accumulator charging valve:
- Signal line to the brake and hydraulic fan pump (1)
- Hydraulic fan solenoid valve (2)
- Diverter (priority) valve (3)
- Relief valve (adjustable) that limits the maximum brake system pressure (4)
- Cut-out valve (adjustable), limits the maximum pressure in the brake system (5)
- Return to tank hose (6)
- Cut-in valve, maintains the maximum brake accumulator pressure (7)
- Inlet hose from the brake and fan pump (8)
- Hose to the hydraulic fan motor (9)
- Hoses to the service brake accumulators (10)
- Brake pressure switch (reports to the Cat Monitoring System) (11)
- Inverse shuttle valve (12)
- Remote brake pressure tap hose (13)
- Check valve (14)
Not shown is the shuttle valve (ball resolver). The shuttle valve is located on the back side of
the accumulator charging valve.

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Text Reference

1
2

178

Service Brake Valve

This illustration shows the service brake valve. The service brake valve is located under the
cab at the articulation hitch.
The pressure tap (2) which is the top pressure tap is for the rear brakes and the pressure tap (3)
which is the bottom pressure tap is for the front brakes.
Also shown is the hand metering unit (HMU) (4).

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Rear Brake
Accumulator

Front Brake
Accumulator
To
Power Train
ECM

Left Brake
Pedal

Text Reference

BRAKE SYSTEM

PARKING BRAKE DISENGAGED

Right Brake
Pedal
Brake Lights

Rear Axle
Brakes

Hydraulic
Fan
Motor

Service
Brake
Valve

Accumulator
Charging
Valve

Brake
Pressure
Switch

Parking
Brake
Pressure
Switch

Front Axle
Brakes

Parking
Brake
Valve

Parking
Brake
Actuator

Brake
and
Hydraulic
Fan Pump
Parking
Brake
Tank

179

Brake Hydraulic System - PARKING BRAKE DISENGAGED

This illustration shows the brake system with the parking brake disengaged. The parking brake
actuator is spring applied and hydraulically released. When the operator pushes the parking
brake knob inward, the parking brake valve is shifted mechanically downward allowing brake
oil to flow to the parking brake actuator. The springs are compressed and the lever moves the
arm downward releasing the parking brake. At this time, the parking brake pressure switch
sends a signal to the Power Train ECM informing the ECM that the parking brake is
disengaged and the transmission can be shifted to FORWARD or REVERSE. Also, the power
Train ECM turns off the parking brake LED.

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Rear Brake
Accumulator

Front Brake
Accumulator
To
Power Train
ECM

Left Brake
Pedal

Text Reference

BRAKE SYSTEM

PARKING BRAKE DISENGAGED

SERVICE BRAKES APPLIED

Right Brake
Pedal
Brake Lights

Rear Axle
Brakes

Accumulator
Charging
Valve

Hydraulic
Fan
Motor

Service
Brake
Valve

Brake
Pressure
Switch

Parking
Brake
Pressure
Switch

Front Axle
Brakes

Parking
Brake
Valve

Parking
Brake
Actuator

Brake
and
Hydraulic
Fan Pump
Parking
Brake
Tank

180

Brake Hydraulic System - SERVICE BRAKES APPLIED

This illustration shows the brake system with the engine running and the parking brake
disengaged. The parking brake actuator is spring applied and hydraulically released. When the
operator pushes the parking brake knob inward, the parking brake valve is shifted mechanically
downward allowing brake oil to flow to the parking brake actuator. The springs are compressed
and the lever moves the arm downward releasing the parking brake. At this time, the parking
brake pressure switch sends a signal to the Power Train ECM informing the ECM that the
parking brake is dis-engaged and the transmission can be shifted to FORWARD or REVERSE.
Also, the Power Train ECM turns off the parking brake LED.
Also shown in this illustration, is the service brakes applied. The right brake pedal is
depressed. The service brake valve shifts downward and the charged brake oil is directed to the
service brakes.

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Text Reference

SERVICE BRAKE VALVE

NOT ACTIVATED

Boot

Plunger

Plunger Springs

Return Spring

Shims

Ball Retainer
Ball

Check Valve

Upper Spool
Front Brake Port

To Tank

Supply Oil from Pump

Upper Spool Orifice

Lower Spool

Upper Spool Passage

Rear Brake Port

To Tank

Supply Oil from Pump

Upper Spool Orifice

Lower Spool Passage

Lower Return Spring

181

Service Brake Valve - NOT ACTIVATED

The service brake valve has two individual brake ports. Also, the brake valve has two
individual spools which control the flow of oil to the individual brake ports. The upper brake
port is for the rear service brakes and the lower brake port is for the front service brakes. With
the service brake valve, the pressure at the upper brake port is 207 kPa (30 psi) higher than the
pressure at the lower brake port. Also, the spring force will be proportional to the plunger
movement.
The brake control valve is equipped with a check valve. The check valve prevents spikes in the
tank port from entering the cavity with the plungers springs and acting on the the plunger and
eventually transferring to the brake pedal.
The brake control valve is also equipped with shims that are between the ball retainer and the
plunger spring. These shims are used to adjust the maximum pressure that is sent to the service
brakes.

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Text Reference

SERVICE BRAKE VALVE

BRAKES ACTIVATED

Boot

Plunger
Return Spring

Plunger Springs

Ball Retainer

Shims

Ball

Check Valve

Upper Spool
Front Brake Port

To Tank

Supply Oil from Pump

Upper Spool Orifice

Lower Spool

Upper Spool Passage

To Tank

Rear Brake Port

Supply Oil from Pump

Lower Spool Orifice

Lower Spool Passage

Lower Return Spring

182
Service Brake Valve - ACTIVATED
In order to initiate the operation of the service brake valve, the operator depresses the brake
pedal (not shown). The brake pedal contacts the plunger. The plunger is pushed in the
downward direction against the plunger spring and return spring. The plunger spring puts a
downward force on the ball retainer, the ball, the upper spool down, and the lower spool. The
rear brake port will be blocked from the upper tank port. The rear brake port will then be open
to flow from the system pressure port (from the rear brake accumulator). Also, the system oil
flows through the orifice and the upper spool passage into the cavity between the upper spool
and the lower spool. The oil pressure on the bottom area of the upper piston puts an upward
force on the upper spool pushing the spool against the plunger spring.
The upper spool moves the lower spool downward compressing the lower return spring. The
front brake port will then be open to flow from the system pressure port (from the front brake
accumulator). At this time, the oil flows through the lower spool orifice and the lower spool
passage into the lower spool spring cavity. The oil pressure on the bottom area of the lower
spool puts an upward force on the lower spool pushing the spool against upper spool and the
plunger spring. The spool movements are equalized.

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Text Reference

Increasing the downward movement of the plunger will increase the spring force and cause
pressure at the service brake ports to increase until maximum pressure is reached.
Decreasing the downward movement of the plunger will decrease spring force and cause
pressure at the service brake ports to decrease. The combination of the return springs and the
upward force on the upper and lower spools move the spools upward. When the service brake
pedal is fully released, the service brake ports will be open to the tank ports.

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Text Reference

183

The parking brake is a shoe type brake that is spring applied with hydraulic released. The
parking brake actuator (1) is equipped with a spring to retract the yoke rod (2) upwards to apply
the parking brake. With the parking brake applied, the brake shoes (not shown) are firmly held
against the parking brake drum (3) and machine movement is restrained.

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Text Reference

1
2

3
5

184

The parking brake valve is located on the right side of the machine under the wrapper plate (2)
which is part of the right hand fender assembly.
Also shown are the parking brake pressure sensor (3), the brake accumulators (4) and the
hydraulic oil filter (5). The brake accumulators and the hydraulic filter are located in the right
side service bay.

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Text Reference

CATERPILLAR MONITORING SYSTEM

Gauge Cluster
Module

Speedometer/
Tachometer
Module

12

MPH
km/h

Main Display
Module

Action
Lamp

C kPa Miles KM RPM Liter SERV

3F

CODE
X10

Action
Alarm

Input
Components

Display Data Link

Cat Data Link

Transmission ECM

Implement ECM
Input
Components

Engine ECM

Input
Components

Input
Components

185

CATERPILLAR MONITORING SYSTEM

This illustration shows the the relationship of the Caterpillar Monitoring System to the other
ECMs on the "H" Series Wheel Loaders. Information displayed on the Caterpillar Monitoring
System is sent to the main display module from input components in the monitoring system.
Information is also received by the monitoring system from the Transmission ECM, the Engine
ECM, and the Implement ECM over the CAT Data Link.
The "H" Series Wheel Loaders use a programmable Caterpillar Monitoring System main
display module, which enables installation of updated software that may include future control
system features.

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Text Reference

186
6
5
4

187

Fuel Level Sender

The fuel level sender (1) is located on the top of the fuel tank (4) on the right side of the
machine. The sender can be accessed by raising the engine hood.
The sender measures the depth of fuel in the tank. The fuel level sender has an internal
resistance between 28 and 250 Ohms and is connected to pin 9 and the Cat Monitoring System
ECM. The quad gauge displays the fuel level on the fuel level gauge.
The upper illustration shows the location of the sender in comparison to the rear frame (2) and
the fuel tank (4). The lower illustration also shows the float (5) and the variable resistor (6).
Also shown is the fuel fill cap (3).
NOTE: The fuel level sender can be serviced separately from the float assembly.

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Text Reference

1
2

188

189

Hydraulic Oil Temperature Sensor

The hydraulic oil temperature sensor (1) is located in the lower end of the hydraulic tank (2).
The sensor is a passive temperature sensor with a thermistor at the tip. The voltage output will
decrease as the temperature increases in the tank. The signal from the sensor is connected to
pin 10 on the Cat Monitoring System ECM (not shown).

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Text Reference

190

191
3

1
2

Service Brake Pressure Switch

The upper illustration shows the location of the accumulator charging valve (1).
The service brake pressure switch (2) is located on the right side of the machine below the
Engine ECM (4) on the accumulator charging valve. The pressure type switch contacts are
normally open. When the engine is running, the switch contacts are made when the brake
accumulator oil pressure increases to approximately 8270 kpa (1200 psi). If the brake pressure
decreases to approximately 6890 kPa (1000 psi), the switch contacts will open. The brake oil
pressure alert will begin flashing on the main display module.

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192

2
193

Axle Oil Temperature Sensors

The above illustrations show the location of the axle oil temperature sensors in each axle. The
upper illustration shows the temperature sensor (1) located in the front differential. The lower
illustration shows the temperature sensor (2) located in the rear differential. The sensors are
passive temperature sensor with a thermistor at the tip. The sensors produce a voltage output
which decreases as the oil temperature in the respective differential increases.
The front and rear axle temperature sensors relay the temperature data to the Cat Monitoring
System.

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2

194
4

7
9

195

10

Differential Pressure Switches In The Right Side Service Bay

The top illustration shows the hydraulic system return filter with the hydraulic oil fluid
sampling port (3) (blue color) located on the filter base (1). Also, located on the filter base is
the pressure differential switch (2) which signals the Cat Monitoring System when the filter is
bypassing. The bypass switch actuates at 138 kPa (20 psi).
Also, shown is the manual lowering valve (4) and the brake accumulators (5).

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The lower illustrations shows the location of the fluid sampling port (8) (purple color) and the
pressure tap (9) (black color) for the power train system. The sampling port is located on the
filter base (7) along with the power train pressure differential switch (6). The filter base is the
pressure differential switch (6) signals the Cat Monitoring System when the filter is bypassing.
The bypass switch actuates at 276 kPa (40 psi).
Also shown is the ecology drain (10) for the hydraulic tank.

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Action Alarm
The action alarm (1) is an output of the Cat Monitoring System (pin 4). When the action alarm
is audible, the machine needs immediate attention. A safe machine shutdown is required. The
main display module will sound the action alarm whenever a warning category 3 problem
exists. An alarm for a warning category 3 is a pulsating sound. The alarm for a warning
category 2S is a continuous tone.
The action alarm does not operate when the engine is stopped. The main display module uses
functions in order to determine when the engine is running. The following functions are
examples: engine oil pressure, alternator speed and engine speed. If necessary, the action
alarm SOUNDS when the main display module decides that the engine is running.
The action alarm is located behind the operators seat next to the implement ECM (2).

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Fuel Level Indicator

The fuel pressure indicator (arrow) is located on the left side of the dash panel. This indicator
illuminates if the fuel level is low.

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2

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Torque Converter Outlet Temperature Sensor

The torque converter outlet temperature sensor (1) is a passive sensor that sends an input
temperature signal to Cat Monitoring System. The monitoring system interprets the
temperature signal and moves the needle for the transmission oil temperature indicator (4) to
reflect the oil temperature.
Also shown in the top illustration is the implement pump (2) and the transmission oil
temperature sensor (3).

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2
3

201

Electrical System
The indicator (1) for the electrical system will illuminate when there is a malfunction in the
electrical system. The system voltage is too high for normal machine operation or the system
voltage is too low for normal machine operation.
If the electrical loads are high with low engine speed, then increase output from the
alternator (2). If the alert indicator for the electrical system turns off within one minute, the
electrical system is operating normally.
Overloading may occur during periods of low engine speeds. Revise the operating cycle in
order to avoid overloading the electrical system. Overloading the electrical system could result
in discharging the batteries.

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If this procedure does not cause the alert indicator to turn off, stop the machine and investigate
the cause of the fault. The fault may be caused by an alternator belt that is loose or broken.
Also, the batteries may be faulty.
If the indicator remains on or near normal operating speeds and with light electrical loads, stop
the machine and investigate the cause of the fault. The fault may be caused by an alternator belt
that is loose or broken. Also, the batteries or the alternator may be faulty.
The electrical indicator is connected to the "R" (3) contact on the alternator.

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Engine Tachometer
The tachometer (arrow), located on the front dash panel, shows an analog display of the engine
speed in both rpm and km/h. The engine speed is determined by the information sent to the Cat
Monitoring System module over the Cat Data Link from the Engine ECM.
The crankshaft speed timing sensor and the camshaft speed timing sensor initiate the input
signals to the Engine ECM.
The Cat Monitoring System also sends the module clock signal and the data signal to the
tachometer module.

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203

The Axle Oil Cooler System

The axle oil cooler system circulates the axle oil through a cooler and sends the axle oil back to
the axle differentials. The cooler uses engine coolant to cool the axle oil.
When the clutch (2) is engaged, the axle oil cooler pump (1) draws the warm oil out of the
bottom port of the front axle differential (9) and the rear axle differential (10) through the
hoses (4 and 5). The axle flow from the pump is directed through the hoses (3) into the cooler
(6). From the cooler, the axle oil flows to the rear differential through the hose (8), to the hose
(not shown), and to the front differential.

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5

204

This illustration shows the direction of the engine coolant that is flowing through the cooler (5)
cooling the axle oil. The coolant is sent from the jacket water pump through the hose (2)
through the cooler and back to the engine block through the hose (1). Also shown is the
hose (3) which sends cool oil back to the rear differential (not shown) and the hose (4) which
sends cool oil back to the front differential (6).

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205

206
4

The axle oil cooler pump (1) and electromagnetic clutch (2) are located on the engine. The
pump is driven by the serpentine belt (3).
The temperature sensors (not shown) located in the axle differentials monitor the temperature
and report to the Cat Monitoring System. When the Power Train ECM (not shown) recognizes
an oil temperature of 65 C (149 F), the Power Train ECM sends current to energize the
relay (4) that is located in the cab behind the seat. When the relay is energized, current is
directed to the electromagnetic clutch.
Also shown is the location of the Implement ECM (5).
NOTE: The side panel on the right side of the cab is transparent for viewing purposes.

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4
2

207

The illustration show the lines coming into the axle and going out of the front axle. Oil is
drawn out of the axle through the hose (1), flowing back through a strainer (not shown),
through the cooler (not shown), and back to the axle through the hose (2). At the axle, the line
is connected to a divider block (3) which separates the oil into two tubes (4) that are connected
to the differential.
Also installed on the axle is the axle oil temperature sensor (5). The sensor sends the oil
temperature in the differential to the Caterpillar Monitoring System.
The rear axle cooler components are identical to the front axle cooler components.

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208

The cooler (1) is an engine coolant over axle oil heat exchanger. As the axle oil flows through
the tubes in the cooler, the cool engine coolant flows into the cooler through hose (5), around
the oil tubes and out of the cooler through hose (6) which cools the axle oil.
The cooler is equipped with two bypass check valves (4). If the oil flow through the cooler is
restricted, the bypass check valves open, the axle oil flow through the check valves and back to
the axle.
Also installed in the axle oil cooler system is the metal screens (2) and (3). The screens remove
any large particles that may be drawn through the suction lines from the differentials.

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CONCLUSION
This presentation has provided information on the machine systems for the 950H Wheel
Loader, the 962H Wheel Loader, and the IT62H Integrated Toolcarrier that are equipped with
the C7 ACERT Engine. Understanding the information and features accessible using Cat ET
can make troubleshooting, diagnosis, and testing easier and more accurate. Always use the
latest Service Information to ensure that the most current specifications and test procedures are
used.
NOTE: For additional information in troubleshooting the engine, refer to the Service
Manual module Troubleshooting "C7 Engine for Caterpillar Built Machines"
(RENR9318).

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HYDRAULIC SCHEMATIC COLOR CODE

Black - Mechanical Connection. Seal

Red - High Pressure Oil

Dark Gray - Cutaway Section

Red / White Stripes - 1st Pressure Reduction

Light Gray - Surface Color

Red Crosshatch - 2nd Reduction in Pressure

White - Atmosphere or Air (No Pressure)

Pink - 3rd Reduction in Pressure

Purple - Pneumatic Pressure

Red / Pink Stripes - Secondary Source Oil Pressure

Yellow - Moving or Activated Components

Orange - Pilot, Charge or Torque Converter Oil

Cat Yellow - (Restricted Usage)

Identification of Components
within a Moving Group

Orange / White Stripes - Reduced Pilot, Charge, or

TC Oil Pressure

Brown - Lubricating Oil

Orange / Crosshatch - 2nd Reduction in Pilot,

Charge, or TC Oil Pressure

Green - Tank, Sump, or Return Oil

Blue - Trapped Oil

Green / White Stripes Scavenge / Suction Oil or Hydraulic Void

HYDRAULIC SCHEMATIC COLOR CODE

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