950F Frenos Operacion

960F Wheel Loader 1YM00001UP (MACHINE) POWERED BY 3116 Engine(SEBP2353 ...
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Producto: WHEEL LOADER

Modelo: 960F WHEEL LOADER 1YM
Configuracin: 960F Wheel Loader 1YM00001-UP (MACHINE) POWERED BY 3116 Engine
Operacin de Sistemas
960F WHEEL LOADER BRAKE SYSTEM
Nmero de medio -SENR6671-01
Fecha de publicacin -23/08/1996
Fecha de actualizacin -12/10/2001
Systems Operation
General Information
NOTE: For specifications with illustrations, make reference to SENR6670, 960F Wheel Loader Brake
Specifications. If the specifications in SENR6670 are not the same as in the Systems Operation
Testing And Adjusting manual, look at the printing date on the cover of each book. Use the
specifications in the book with the latest date.
NOTE: All 960F (4CL) Wheel Loaders are equipped with only one brake pedal. Disregard all
statements which mention two brake pedal operation, testing and adjusting procedures on these
machines.
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960F Wheel Loader 1YM00001UP (MACHINE) POWERED BY 3116 Engine(SEBP2353 ... Pgina 2 de 19
Brake System
(1) Wire to brake lights. (2) Wire to transmission neutralizer. (3) Brake pedals. (4) Parking brake. (5) Rear service brakes.
(6) Brake control valve. (7) Front service brakes. (8) Accumulators. (9) Accumulator charging valve. (10) Wire to low brake
pressure alert indicator. (11) Low oil pressure switch. (12) Parking brake control valve. (13) Pilot/brake pump. (14)
Parking brake switch. (15) Wire to transmission control.
All of the service brakes are inboard wet disc brakes. There are brakes for all four wheels and one
separate parking/secondary brake on the front drive shaft.
Accumulator And Accumulator Charging Valve Location

(8) Accumulators. (9) Accumulator charging valve. (11) Low oil pressure switch.
The disc brakes located in the axles are applied by brake oil supplied by the pilot oil pump. The oil
flows from the pump into accumulator charging valve (9), and on to accumulators (8).
The accumulator charging valve and the accumulators are located under an access panel behind the
operator's station. Low oil pressure switch (11) is installed on the charging valve.
NOTE: For more information on the pilot pump section of the pump group, refer to SENR6672, 960F
Wheel Loader Hydraulic System Specifications, and SENR6673, 960F Wheel Loader Hydraulic System,
Systems Operation, Testing And Adjusting.
Brake Pedal Location

(3) Brake pedals.
The service brakes are controlled by two pedals (3) in the operator's station. The left pedal assembly
is attached directly to the brake control valve. The right pedal and left pedal are connected by a
shaft.
When either brake pedal is pushed, both move and apply the service brakes, and both have the
capability to neutralize the transmission if the neutralizer lockout switch is in the unlocked (down)
position.
Neutralizer Lockout Switch Location
The transmission neutralizer causes the service brakes to partially apply and the transmission to
disengage. After the transmission is disengaged, the service brakes are fully applied. Full engine
power can then be used in the hydraulic system when the transmission is disengaged.
When the brake pedal is released, the transmission engages before the service brakes are released.
This prevents the machine from rolling when the machine is on a slope.
Parking Brake Control Knob Location

(16) Parking brake control knob.
Parking Brake Control Valve Location

(12) Parking brake control valve. (14) Parking brake switch.
Parking and secondary brake control knob (16) is located to the left of the operator's seat. The
control knob is attached to a cable that is connected to parking brake control valve (12). The parking
brake control valve is located under an access panel behind the operator's station. Parking brake
switch (14) is installed on the parking brake control valve.
Parking Brake Actuator Location
Parking and secondary brake (4) is a shoe brake. It is engaged by a spring, and disengaged by oil
pressure in the brake actuator. The parking brake is mounted around the drive shaft and bolted to
the rear frame. The parking brake actuator is also mounted on the rear frame.
The parking and secondary brake is engaged and disengaged manually by the operator moving the
parking brake control valve. The parking brake will engage automatically if system oil pressure drops
below 6035 515 kPa (875 75 psi).
Electronic Warning System

1. The electronic warning system is activated when the disconnect switch key and the start
switch key are in the ON position.
2. All references to the action alarm only apply if the engine is running.
Action Light And Alert Indicators

(1) Parking brake alert indicator. (2) Action light. (3) Brake oil pressure.
Loss of brake oil pressure will cause brake oil pressure alert indicator (3) and action light (2) to flash,
and sound the action alarm. The parking and secondary brake will automatically engage when oil
pressure drops below 6035 515 kPa (875 75 psi).
When the parking and secondary brake is engaged, parking brake alert indicator (1) will flash. If the
transmission is engaged, action light (2) will flash and the action alarm will also sound.
Service Brake Hydraulic Circuit

Brake System
(1) Wire to brake lights. (2) Wire to transmission neutralizer. (3) Brake pedals. (4) Parking brake. (5) Rear service brakes.
(6) Oil line to rear axle. (7) Oil line. (8) Brake control valve. (9) Oil line to front axle. (10) Front service brakes. (11) Oil line.
(12) Rear brakes accumulator. (13) Front brakes accumulator. (14) Accumulator charging valve. (15) Low oil pressure
switch. (16) Wire to low brake pressure alert indicator. (17) Oil line. (18) Parking brake control knob. (19) Oil line to
parking brake. (20) Line from pilot/brake pump. (21) Parking brake control valve. (22) Parking brake switch. (23) Wire to
transmission control.
With the engine running, oil flows from the hydraulic tank to the pilot/brake pump section of the
hydraulic pump group. The oil then flows from the pilot pump section through oil line (20) and into
accumulator charging valve (14).
NOTE: For more information on the pilot pump section of the pump group, see SENR6672, 960F
Wheel Loader Hydraulic System Specifications, and SENR6673, 960F Wheel Loader Hydraulic System,
Systems Operation, Testing And Adjusting.
Inside the accumulator charging valve is a relief valve cartridge that limits brake oil pressure to 16
550 690 kPa (2400 100 psi). The oil then flows through the accumulator charging valve to
accumulators (12) and (13).
When oil pressure inside an accumulator drops to 11 725 345 kPa (1700 50 psi), cartridge valves
inside the accumulator charging valve route oil to the accumulator. When accumulator oil pressure
rises to 14 485 345 kPa (2100 50 psi), shuttle valves block the flow of oil to the accumulator and
cause the oil to return to the hydraulic tank. The accumulator charging process works the same
whether one or both accumulators need to be recharged.
Brake oil pressure is monitored by switch (15). This switch is installed on the accumulator charging
valve near the hydraulic tank return line.
From the accumulators, the oil flows through lines (7) and (11), to brake control valve (8). The brake
control valve is a tandem valve that routes brake oil to both the front and rear axle service brakes.
When the operator pushes the brake pedal, oil flows through the brake control valve where pressure
to the axles is reduced to 6890 345 kPa (1000 50 psi). Oil flows out of the top port through line
(6) to rear axle (5), and then out the bottom port through line (9) to front axle (10). Oil pressure is
approximately 350 kPa (50 psi) higher for the rear axle than that of the front axle.
The oil flows into the axles and acts against the service brake pistons, causing the machine to slow
down or stop.
Oil for the parking and secondary brake flows from either accumulator charging valve (14), or the
front brakes accumulator (13). The oil flows through line (17) and into parking brake control valve
(21).
When control knob (18) is pulled up into the engaged position, oil is blocked and cannot flow
through the parking brake control valve to the actuator. The oil flows through the parking brake
control valve and returns to the hydraulic tank.
When the parking brake control knob is pushed down into the disengaged position, oil is routed
through the parking brake control valve into line (19). The oil then flows through line (19) and into
the parking brake actuator.
If the pressure of the oil is 6035 515 kPa (875 75 psi) or higher, it will overcome the tension of
the actuator spring and force the actuator piston up. When the piston goes up, it causes the parking
brake to disengage.
Oil that flows through line (19) also opens switch (22). The switch is normally closed which causes
the parking brake alert indicator to light. The switch is also connected to the transmission control
and will not allow the transmission control to be latched into a forward or reverse gear while the
parking brake is engaged.
Accumulator Charging Valve
Accumulator Charging Valve

(1) Port to brake control valve (rear brakes). (2) Relief valve. (3) Inlet port. (4) Port to brake control valve (front brakes).
(5) Return port. (6) Oil pressure switch port. (7) Shuttle valve. (8) Low pressure control valve. (9) High pressure control
valve.
Oil flows from the pilot pump section of the hydraulic pump into the accumulator charging valve at
port (3). Inside the accumulator charging valve, the oil acts against relief valve (2). The relief valve
limits brake oil pressure to 16 550 690 kPa (2400 100 psi).
The oil then flows to accumulator low pressure control valve (8). When the oil pressure inside an
accumulator drops to 11 725 345 kPa (1700 50 psi), this control valve routes oil to shuttle valve
(7) and on to the accumulator.
Part of the oil flows to accumulator high pressure control valve (9), and out port (6) to the brake oil
pressure switch.
As accumulator oil pressure increases to 14 485 345 kPa (2100 50 psi), oil pressure acting on
valve (9) also increases. When the oil pressure causes valve (9) to move, one side of valve (8) is
vented back to the hydraulic oil tank.
When oil flows through shuttle valves (7) to the accumulators, some of the oil also flows through
pilot passages to each side of each shuttle valve. The accumulator charging works the same whether
one or both accumulators need to be recharged.
As rear brake accumulator oil pressure increases to 14 485 345 kPa (2100 50 psi), the oil pressure
also acts against the shuttle valves. The oil pressure increases until it overcomes the valve and
causes the valve spool to move and block the flow of oil through port (1). When accumulator
pressure drops back to 11 725 345 kPa (1700 50 psi), the shuttle valve spool moves the other
direction, and opens port (1) to allow oil to flow into the accumulator.
Both accumulators use the same accumulator charging valve, but each accumulator is controlled by
its own shuttle valve inside the accumulator charging valve. The front brake accumulator shuttle
valve works the same way.
Accumulators
960F Wheel Loader 1YM00001UP (MACHINE) POWERED BY 3116 Engine(SEBP2353... Pgina 10 de 19
(1) Outlet to brake control valve. (2) Accumulator. (3) Pressure oil chamber. (4) Piston. (5) Nitrogen gas chamber. (6)
Nitrogen charging valve.
The accumulators have a sealed piston (4) that moves back and forth inside the bore of the
accumulator. Chamber (5), located below the piston, has a charge of approximately 6890 kPa (1000
psi) of dry nitrogen gas. The dry nitrogen gas is put into the accumulator through nitrogen charging
valve (6).
Oil from the accumulator charging valve comes through port (1), and into accumulator chamber (3).
This oil pushes piston (4) and causes the dry nitrogen gas to compress. When the pressure in the
accumulator reaches 14 485 345 kPa (2100 50 psi), the supply of oil is stopped by the
accumulator charging valve. When either brake pedal is pushed, oil from chamber (3) flows out of
port (1) to the brake control valve and engages the brakes.
Service Brake Control Valve
Brake Control Valve

(1) Pedal assembly. (2) Piston. (3) Spring. (4) Spring. (5) Spring. (6) Retainer. (7) Ball. (8) Plug. (9) Spacer. (10) Outlet to
service brakes. (11) Passage. (12) Drain port to tank. (13) Upper valve spool. (14) Supply from accumulator. (15) Passage.
(16) Outlet to tank. (17) Cavity. (18) Lower valve spool. (19) Spring. (20) Cavity.
The brake control valve assembly is a dual pressure reducing valve with two independent output
pressures. The valve is actuated by a single attached foot pedal assembly (both brake pedal
assemblies are mechanically linked together).
Modulation of high pressure oil in the accumulators to the service brakes is controlled by the brake
control valve. The position of either brake pedal causes a specific pressure at the service brakes. As
the position of the pedal changes, the pressure at the service brakes also changes.
When brake pedal assembly (1) is depressed, the roller on the pedal assembly pushes downward on
piston (2). Piston (2) puts a force on springs (3), (4) and (5). The force of springs (3) and (4) moves
retainer (6) and ball (7). Movement of retainer (6) and ball (7) causes upper valve spool (13) to move
away from its seat in spacer (9).
The movement of upper valve spool (13) causes movement of lower valve spool (18) and the
compression of spring (19). When valve spools (13) and (18) move, oil flow through passages (11)
and (12) to tank is blocked.
This allows pressure oil from accumulator ports (14) to flow through passages (11) and (15), and
through passages (10), to engage the service brakes. At the same time, pressure oil flows into
cavities (17) and (20) by way of passage (15). The oil pressure at the service brakes is at the same
pressure as the oil in cavities (17) and (20).
Oil pressure in cavity (20), together with the force of spring (19), acts to balance lower valve spool
(18) against the force created by pressure in cavity (17). In the same manner, pressure in cavity (17)
creates a force against the bottom of upper valve spool (13), which is balanced by the force of
springs (3) and (4), at the top of the spool.
The force of springs (3), (4) and (5), is balanced by the force applied to the pedal. Upward movement
of valve spools (13) and (18) causes accumulator ports (14) to be covered. In this way, the level of
pressure in the independent valve sections create a feedback force which allows the operator to
modulate pressure to the brakes.
Upper valve spool (13), and lower valve spool (18), balances between their respective tank port and
brake port. This is done as required to maintain brake pressure until the pedal position changes,
calling for more or less brake pressure. If piston (2) is moved down to put more compression on
springs (3) and (4), valve spools (13) and (18) will move to permit more pressure to outlets (10) to
the service brakes. This results in a higher oil pressure in cavities (17) and (20) which is required to
keep valve spools (13) and (18) in balance.
The internal metering passages reduce oil pressure to each axle to approximately 6890 345 kPa
(1000 50 psi). The brake control valve meters oil to the rear brakes approximately 345 kPa (50 psi)
higher than the front brakes.
Service Brakes
Service Brake Components

(1) Passage for brake oil. (2) Disc. (3) Plate. (4) Planet carrier. (5) Axle. (6) Sun gear. (7) Piston. (8) Pin. (9) Spring. (10) Ring
gear.
The service brakes are located in the axle housing next to the differential. There is one brake on each
side of the differential. The service brakes are in both the front and rear differentials.
Each service brake consists of piston (7), disc (2), plate (3), pins (8), and springs (9).
Plate (3) and piston (7) are held stationary by three pins (8) that are installed in the differential
housing and the brake housing. Springs (9) keep piston (7) in the retracted position.
Disc (2) has splines on the inside diameter that fit on the splines of sun gear (6). The disc turns with
the sun gear.
Planet carrier (4) has splines which secure it in place on axle (5). The axle turns with the planet
carrier. The planet gears in planet carrier (4) rotate between sun gear (6) and stationary ring gear
(10).
When the brake pedal is pushed, brake oil from the accumulator flows through passage (1) in the
differential housing. The force of the oil behind piston (7) moves the piston against the force of
springs (9), and pushes disc (2) against plate (3). The friction causes sun gear (6), planet carrier (4),
axle (5), and the wheel to turn slower or stop.
Heat created from the friction of the brakes is removed by oil in the axle housings.
When the brake pedal is released, the oil behind piston (7) flows through passage (1) back to the
hydraulic oil tank. With no oil pressure behind the piston, springs (9) move the piston to the
retracted position and the brake is released.
All four service brakes are activated by either brake pedal. However, if the transmission neutralizer
lockout switch is in the unlocked (down) position, the transmission will disengage when either brake
pedal is depressed. This allows the engine rpm, and corresponding hydraulic output, to be increased
without moving the transmission shift lever to the neutral position.
Parking And Secondary Brake
Parking And Secondary Brake Components

(1) Actuator. (2) Rod. (3) Lever. (4) Drum. (5) Brake shoe. (6) Drive shaft opening.
Parking And Secondary Brake Control Valve

(7) Switch to parking brake alert indicator. (8) Parking brake control valve. (9) Line to tank. (10) Line to actuator. (11) Line
from front axle brake accumulator. (12) Rod. (13) Bellcrank. (14) Control cable.
The parking and secondary brake is a spring applied, oil released drum brake. Pressure oil from the
front axle service brake accumulator flows to parking brake control valve (8) through line (11).
If the parking brake control knob in the operator's station is in the engaged (knob pulled up)
position, the oil flows through the valve and out line (9). The oil then flows through line (9) and back
to the hydraulic tank. Because switch (7) is a normally closed switch and no pressure oil is acting on
it, the parking brake alert indicator is also activated.
With no pressure oil flowing to actuator (1), a spring in the actuator forces rod (2) and lever (3) to
the left. When the lever moves to the left, it forces brake shoes (5) against drum (4).
The front axle drive shaft is installed through drive shaft opening (6) of drum (4). The drum is bolted
to the drive shaft. When brake shoes (5) are held against the drum, the parking brake is engaged and
the drive shaft cannot rotate.
When the parking brake control knob is moved to the disengaged (knob pushed down) position,
cable (14) moves up. The cable is also attached to bellcrank (13), and rod (12) is attached to the
bellcrank. This causes both of these attached components to also move up.
Because rod (12) is part of the parking brake control valve spool, the spool also moves. When the
spool moves, it opens a passage for the pressure oil in line (11) to flow through the parking brake
control valve and into line (10). Line (10) routes the oil to actuator (1). The pressure oil also opens
switch (7) which deactivates the parking brake alert indicator.
The pressure oil enters actuator (1) and overcomes the force of the spring. This causes rod (2) to
move lever (3) to the right. When the lever moves to the right, it causes brake shoes (5) to move
away from drum (4).
When brake shoes (5) move away from the drum, the parking brake is disengaged and the drive
shaft is free to rotate.
Transmission Neutralizer Lockout Switch
Neutralizer Lockout Switch Location

(1) Neutralizer lockout switch in the unlocked (down) position.
All four service brakes are actuated by either the left brake pedal or the right brake pedal. However,
when either brake pedal is depressed, a transmission neutralizer pressure switch is also actuated if
the transmission neutralizer lockout switch is in the unlocked (down) position.
The transmission neutralizer pressure switch is connected to a two position rocker switch. The
rocker switch is used to either enable or disable the neutralizing function. Transmission neutralizer
lockout switch (1) is located on the switch panel to the right of the operator's seat.
The transmission is neutralized by deenergizing the direction clutch solenoid, while leaving the
speed clutch solenoid energized. This allows full engine power to be used in the hydraulic system.
The neutralizing function of the brake pedals can be locked out by the operator. When transmission
neutralizer lockout switch (1) is moved to the up position (neutralizer function locked out), the brake
pedals will only activate the service brakes. This allows the operator to inch the machine by using
the left brake pedal and the accelerator pedal at the same time.
Transmission Neutralizer Lockout Alert Indicator Location

(2) Transmission neutralizer lockout alert indicator.
When the transmission neutralizer lockout switch is in the up position, the transmission neutralizer
lockout alert indicator located on the left side of the dash will turn on. The transmission neutralizer
lockout indicator located above the rocker switch illuminates only when the dash (running) lights are
turned on.
NOTE: For more information on the transmission neutralizer switch, see SENR6665, 960F Wheel
Loader Power Train, Systems Operation, Testing And Adjusting and SEBU6493, 960F Wheel Loader
Operation & Maintenance Manual.
Transmission Neutralizer
Neutralizer Pedal And Limit Switch Location

(1) Brake pedals.
Large arrow indicates location of neutralizer limit switch (and stop lamp limit switch).
Both the right and left brake pedals have the capability to neutralize the transmission while applying
the service brakes. A normally closed limit switch is used in the left pedal assembly to activate the
transmission neutralizer when the transmission neutralizer lockout switch is in the unlocked (down)
position. The limit switch is mounted and adjusted so that it opens when the brake pedal is
depressed approximately 6.3 mm (.25 in).
NOTE: For more information on the transmission neutralizer group, refer to SENR6665, 960F Wheel
Loader Power Train Systems Operation, Testing And Adjusting.
Copyright 1993 - 2016 Caterpillar Inc.
Tue May 24 00:10:48 EST 2016
Todos los derechos reservados.

Red privada para licenciados del SIS.

950F Frenos Operacion

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960F Wheel Loader 1YM00001UP (MACHINE) POWERED BY 3116 Engine(SEBP2353 ...

Producto: WHEEL LOADER

Fecha de publicacin -23/08/1996

Fecha de actualizacin -12/10/2001

Accumulator And Accumulator Charging Valve Location

Brake Pedal Location

Neutralizer Lockout Switch Location

Parking Brake Control Knob Location

Parking Brake Control Valve Location

Parking Brake Actuator Location

Electronic Warning System

Action Light And Alert Indicators

Service Brake Hydraulic Circuit

Accumulator Charging Valve

Accumulator Charging Valve

960F Wheel Loader 1YM00001UP (MACHINE) POWERED BY 3116 Engine(SEBP2353... Pgina 10 de 19

Service Brake Control Valve

960F Wheel Loader 1YM00001UP (MACHINE) POWERED BY 3116 Engine(SEBP2353... Pgina 11 de 19

Brake Control Valve

960F Wheel Loader 1YM00001UP (MACHINE) POWERED BY 3116 Engine(SEBP2353... Pgina 12 de 19

960F Wheel Loader 1YM00001UP (MACHINE) POWERED BY 3116 Engine(SEBP2353... Pgina 13 de 19

Service Brake Components

960F Wheel Loader 1YM00001UP (MACHINE) POWERED BY 3116 Engine(SEBP2353... Pgina 14 de 19

Parking And Secondary Brake

960F Wheel Loader 1YM00001UP (MACHINE) POWERED BY 3116 Engine(SEBP2353... Pgina 15 de 19

Parking And Secondary Brake Components

960F Wheel Loader 1YM00001UP (MACHINE) POWERED BY 3116 Engine(SEBP2353... Pgina 16 de 19

Parking And Secondary Brake Control Valve

960F Wheel Loader 1YM00001UP (MACHINE) POWERED BY 3116 Engine(SEBP2353... Pgina 17 de 19

Transmission Neutralizer Lockout Switch

Neutralizer Lockout Switch Location

960F Wheel Loader 1YM00001UP (MACHINE) POWERED BY 3116 Engine(SEBP2353... Pgina 18 de 19

Transmission Neutralizer Lockout Alert Indicator Location

Neutralizer Pedal And Limit Switch Location

960F Wheel Loader 1YM00001UP (MACHINE) POWERED BY 3116 Engine(SEBP2353... Pgina 19 de 19

Tue May 24 00:10:48 EST 2016

Todos los derechos reservados.

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