Global Manpower Development

797F off-highway truck

Steering System
Module 7 - Text Reference

SERV1872

797F Off-Highway Truck

Module 7 - Steering System
Text Reference

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© 2009 Caterpillar Inc.

Caterpillar: Confidential Yellow
SERV1872- 11/09 -2- Module 7 - Steering System

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INTRODUCTION

•S
 teering system hydraulically This module explains the operation of the steering system. As on other Caterpillar
actuated Off-Highway trucks, the steering system uses hydraulic force to change the direction
of the front wheels. The system has no mechanical connection between the steering
wheel and the steering cylinders.

• Secondary steering If the oil flow is interrupted while the truck is moving, the system incorporates a
secondary steering system. Secondary steering is accomplished by accumulators
which supply oil flow to maintain steering.

•M
 ain steering system This illustration shows the location of the following main steering system
components: components:
1. Steering pump
-- steering pump (1)
2. Solenoid and relief valve
manifold -- solenoid and relief valve manifold (2)
3. Steering accumulators -- steering accumulators (3)
4. Steering control valve -- steering control valve (4)
5. Hand Metering Unit (HMU) -- Hand Metering Unit (HMU) (5)
6. Steering cylinders
-- steering cylinders (6)
7. Steering and fan drive oil
cooler -- steering and fan drive oil cooler (7)

© 2009 Caterpillar Inc.

SERV1872- 11/09 -3- Module 7 - Steering System

(4) Accumulators

(14)
Steering
Pump Oil
Pressure
Sensor

(13) Fan
Motor
(6) Steering
(3) Solenoid and
Control Valve
Relief Valve
Fan Pump Manifold
(5)
Pressure
(12) Case Drain
Reducing
(9) Return Oil Filter
Valve
Oil Filter

(10) Steering /
Fan Oil Cooler
(11) Case Drain
Oil Filter

(8) Steering (1) Steering /

(7) Hand (2) Steering
Cylinders Metering Fan Tank Section
Pump
Unit

• 797F steering system - NO TURN
3_1
Shown is a schematic for the steering system. The steering system is a closed
center system that operates at maximum pressure but minimum flow once the
demand of the steering system is met. The steering system is not a load sensing
system.

Oil for the steering system is stored in the steering / fan section (1) of the hydraulic
tank.

The steering pump (2) oil flows through the solenoid and relief valve manifold (3) to
the steering accumulators (4) and to the pressure reducing valve (5). The pressure
reducing valve reduces the steering pressure to a signal pressure. The signal
pressure is used by the fan drive pump and the brake cooling drive pump (steep
grade arrangement) to destroke the pumps to minimum flow at start-up and during
cold temperatures.

The steering pump will produce flow at high pressure until the steering accumulators
are charged with oil and the pressure increases to the CUT-OUT pressure. At
the CUT-OUT pressure, the pump destrokes to the LOW PRESSURE STANDBY
condition. The pump operates at minimum swashplate angle to supply oil for
lubrication and leakage. Because of the normal leakage in the steering system and
Hand Metering Unit (HMU) “thermal bleed,” the pressure in the accumulators will
gradually decrease to the CUT-IN pressure. When the pressure in the accumulators
decreases to the CUT-IN pressure, the pump upstrokes to maximum displacement.

Pump supply oil from the accumulators flows through the steering control valve (6) to
the Hand Metering Unit (HMU) (7).

© 2009 Caterpillar Inc.

SERV1872- 11/09 -4- Module 7 - Steering System

When the steering wheel is turned, the HMU directs oil back to the steering control
valve. The steering control valve directs oil to the steering cylinders (8).

Oil from the steering control valve returns to the steering / fan tank section through
the return oil filter (9) and the steering / fan oil cooler (10).

Case drain oil from the steering pump returns to the steering / fan tank section
through a case drain oil filter (11).

© 2009 Caterpillar Inc.

SERV1872- 11/09 -5- Module 7 - Steering System

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• Hydraulic tank, right side: The hydraulic tank is located on the right side of the truck. The hydraulic tank is a
three-section tank. The three tank sections are:
1. Steering and fan section
2. Upper sight gauge -- brake actuation
3. Lower sight gauge -- hoist and brake cooling
4. Case drain oil filter -- steering and fan
5. Steering and fan oil cooler
The steering and fan section (1) of the tank stores oil for the steering system and the
6. Return oil filter
engine fan hydraulic system.

When the engine is shut off and the oil is cold, the oil should be visible between
the FULL and ADD OIL marking of the upper sight gauge (2). When the engine is
running and the accumulators are fully charged, the oil level should not be below the
ENGINE RUNNING marking of the lower sight gauge (3).

If the ENGINE RUNNING level is not correct, check the nitrogen charge in each
accumulator. A low nitrogen charge will allow excess oil to be stored in the
accumulators and will decrease the secondary steering capacity.

Supply oil for the steering system is provided by a piston-type pump. Case drain oil
from the pump returns to the tank through the case drain oil filter (4). The remaining
steering system oil returns to the tank through the steering and fan oil cooler (5) and
the return oil filter (6).

© 2009 Caterpillar Inc.

SERV1872- 11/09 -6- Module 7 - Steering System

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•S
 teering hydraulic tank:
1. Screen
2. Steering and fan section of
tank
3. Steering pump suction port
4. Steering oil level switch
5. Steering oil temperature
sensor
6. Fast fill panel steering oil
level switch
6_2
The top illustration shows the inside of the hydraulic tank. Oil from the steering and
fan oil cooler flows through a screen (1) before entering the steering and fan
section (2) of the tank.
The bottom illustration shows the back of the steering and fan section of the hydraulic
tank. The steering pump suction port (3) is located on the back of the steering and
fan section of the hydraulic tank.
The steering oil level switch (4), the steering oil temperature sensor (5), and the fast
fill panel steering oil level switch (6) are also located on the back of the steering and
fan section of the hydraulic tank.
The steering oil level switch informs the Chassis ECM if the steering oil level is low.

The steering oil temperature sensor sends a signal to the Chassis ECM indicating
steering oil temperature.

The fast fill steering oil level switch causes the steering oil tank section full indicator
on the fast fill panel to illuminate if the steering oil level is low.

© 2009 Caterpillar Inc.

SERV1872- 11/09
•B
 ottom of pump drive, right side
of machine:
1. Steering pump
2. Engine fan pump
3. Pressure and flow
compensator valve
4. Displacement solenoid
5. Current adjustment screw
6. High pressure cut-off valve
7. Minimum angle stop screw
8. Maximum angle stop screw
-7- Module 7 - Steering System
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The steering pump (1) is part of a double piston pump group that includes the engine
fan pump (2). The pump group is mounted to the pump drive. The pump drive is
located on the inside of the right frame rail. A charging pump is located between the
steering pump and the fan pump to keep the pumps supplied with oil. The steering
pump is a variable displacement piston-type pump.
The steering pump only operates when the engine is running and provides the
necessary flow to the accumulators for steering system operation. A pressure and
flow compensator valve (3) controls the pump output but without an external signal
line.
The Chassis ECM controls the steering pump oil flow by sending current to the
displacement solenoid (4).
The current adjustment screw (5) controls the minimum current required to start
destroking the pump.
NOTE: Do not adjust the current adjustment screw in chassis. This adjustment
should only be done on a hydraulic test stand.
The high pressure cut-off valve (6) controls the maximum pressure in the steering
system if the accumulator pressure sensor fails.
© 2009 Caterpillar Inc.
SERV1872- 11/09 -8- Module 7 - Steering System

The minimum angle stop screw (7) is located near the pressure and flow compensator
valve. The maximum angle stop (8) screw is located on the other side of the pump.

NOTE: Do not adjust the minimum or maximum angle stop screws in chassis.
This adjustment should only be done on a hydraulic test stand.

© 2009 Caterpillar Inc.

SERV1872- 11/09
(12) FAN PUMP
(2) Charge Pump (5) Minimum Angle (10) Maximum (11) Rotary
• Steering pump - Max angle
• Minimum angle actuator piston
-9- Module 7 - Steering System
(1) STEERING PUMP
(8) Pressure and
Flow Compensator Valve
(3) Maximum Angle (6) Minimum
Actuator Piston Angle Stop
(7) Piston (4) Swashplate
(9) Drive
Shaft
Impeller Actuator Piston Angle Stop Group
9_1
This illustration shows the steering pump (1) at maximum angle. Oil from the steering
tank enters the pump group in the port below the charge pump impeller (2). The
charge pump keeps the two pumps full of oil. The large spring around the maximum
angle actuator piston (3) holds the swashplate (4) at maximum angle. Pump output
pressure is always present on the left side of the steering pump maximum angle
actuator piston and also helps to hold the swashplate at maximum angle. When the
swashplate is at maximum angle, pump output is at maximum flow.
The minimum angle actuator piston (5) has a larger diameter than the maximum
angle actuator piston. The minimum angle actuator piston moves the swashplate
toward the minimum flow position. The swashplate angle and pump flow will modulate
with the amount of current at the displacement solenoid. When the swashplate is at
minimum angle, pump output is at minimum flow.
Before the swashplate contacts the minimum angle stop (6), the minimum angle
actuator piston will open a small drain port to tank and stop the movement of
the swashplate. Draining the minimum angle actuator piston oil will prevent the
swashplate from contacting the minimum angle stop repeatedly which can be noisy
and may cause damage to the pump.
Oil that leaks past the pistons (7) into the pump housing provides lubrication for the
rotating components. This oil leakage is referred to as case drain oil. Case drain
oil flows through the case drain port and a case drain oil filter to the steering tank as
previously described.
© 2009 Caterpillar Inc.
SERV1872- 11/09 -10- Module 7 - Steering System

STEERING PUMP PRESSURE AND FLOW

COMPENSATOR VALVE

(5)
Maximum Angle
Actuator Piston
(15) Pump Supply (14) Drain
(2) High Pressure (6) Current
Cutoff Valve Adjustment

(14) Drain (15) Pump Supply

(3) Displacement
(5) Solenoid
Minimum Angle
Actuator Piston

(10) Solenoid
and Relief (9) Pressure
(3) Displacement Reducing
Valve
Solenoid Valve

(2) High Pressure

Cutoff Valve
(11)
(7) STEERING Fan (8) FAN
PUMP CONTROL Motor PUMP CONTROL

(12) Shuttle
(4) Valve
Maximum Angle
Actuator Piston

Qmin Qmax Qmax Qmin

(1) Charge
Pump

(13) Case Drain

(5)
Minimum Angle

10_1
Actuator Piston

•S
 teering pump pressure and flow This illustration shows the pressure and flow compensator valve for the 797F steering
compensator valve pump. The charge pump (1) pulls oil from the steering tank and keeps the steering
and fan drive pumps full of oil. Oil flows from the charge pump to the high pressure
cut-off valve (2), the displacement solenoid (3), and the maximum angle actuator
piston (4).

• Maximum angle actuator piston The pump output oil and the spring around the maximum angle actuator piston holds
the swashplate at maximum angle. This is the position of the pump when the
displacement solenoid receives 0 to 100 milliamps from the Chassis ECM and pump
output pressure is low.

When the displacement solenoid is receiving between 100 and 650 milliamps from
the Chassis ECM, the displacement solenoid moves the valve spool to the left. The
spool allows pump output oil to flow to the minimum angle actuator piston (5). The
minimum angle actuator piston has a larger diameter than the maximum angle
actuator piston. The minimum angle actuator piston moves the swashplate toward
the minimum flow position.

• Current adjustment screw The current adjustment screw (6) controls the spring pressure in the displacement
valve and changes the minimum current required to start destroking the pump. The
displacement valve is preset at 100 milliamps.

NOTE: Do not adjust the current adjustment screw in chassis. This adjustment
should only be done on a hydraulic test stand.

© 2009 Caterpillar Inc.

SERV1872- 11/09 -11- Module 7 - Steering System

The high pressure cut-off valve controls the maximum pressure in the steering system
if the accumulator pressure sensor fails. The high pressure cut-off valve controls the
pump output oil to the minimum angle actuator piston. When system pressure is at
maximum, the high pressure cut-off valve sends oil to the minimum angle actuator
piston and moves the swashplate to the minimum flow position.

The maximum accumulator pressure during normal operation is referred to as the

CUT-OUT pressure. When the CUT-OUT pressure is reached, the accumulator
pressure sensor sends a signal to the Chassis ECM. The Chassis ECM then
increases the amount of current to the steering pump displacement solenoid and the
pump destrokes to the LOW PRESSURE STANDBY condition.

The pump operates at minimum swashplate angle to supply oil for lubrication and
leakage. Because of the normal leakage in the steering system and Hand Metering
Unit (HMU) “thermal bleed,” the pressure in the accumulators will gradually decrease
to the CUT-IN pressure. When the pressure in the accumulators decreases to the
CUT-IN pressure, the accumulator pressure sensor sends a signal to the Chassis
ECM. The Chassis ECM then decreases the amount of current to the displacement
solenoid and the pump upstrokes to maximum displacement.

NOTE: Engine speed is also an input to the Chassis ECM that is used to control
the output from the steering pump. The Chassis ECM includes logic that allows
the ECM to adjust the pump output to provide more flow at lower engine speeds
and smooth the current sent to the pump.

© 2009 Caterpillar Inc.

SERV1872- 11/09
1 4
• Steering system components:
 through a check valve (2) to the steering accumulators (3), the steering control
1. Solenoid and relief valve
manifold
2. Check valve
3. Steering accumulators
4. Steering control valve
5. Pressure reducing valve
6. Pump supply pressure tap
7. Accumulator pressure tap
8. Accumulator purge solenoid
9. Back-up relief valve
10. Steering system S•O•S tap
11. Supplemental steering
connector
-12- Module 7 - Steering System
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Steering pump supply oil flows into the solenoid and relief valve manifold (1), and
valve (4), and the pressure reducing valve (5). The check valve prevents accumulator
oil from flowing back to the steering pump when the pump destrokes. Pump supply
pressure can be measured at the pump supply pressure tap (6). Steering accumulator
pressure can be measured at the accumulator pressure tap (7).
The accumulator purge solenoid (8) drains pressure oil from the accumulators when
the truck is not in operation.
The back-up relief valve (9) protects the steering system from pressure spikes if the
pump cannot destroke fast enough or limits the maximum pressure if the steering
pump high pressure cut-off valve does not open.
Steering system oil samples can be taken at the steering system S•O•S tap (10).
To operate the steering circuit on a disabled truck, an Auxiliary Power Unit (APU)
connects to the supplemental steering connector (11) on the solenoid and relief valve
manifold. The APU will provide supply oil to charge the accumulators. Steering
capability is then available to tow the truck.
The pressure reducing valve reduces the steering pressure to a signal pressure that
is used by the fan pump and the brake cooling drive pump (downhill haul retarding
arrangement) to destroke the pumps to minimum flow at start-up and during cold
temperatures. Excess steering oil flows through the solenoid and relief valve to the
tank.
© 2009 Caterpillar Inc.
SERV1872- 11/09 -13- Module 7 - Steering System

SOLENOID AND RELIEF VALVE MANIFOLD

(7)
Pump Supply
(6) Accumulators
(8)
Pump Supply
Pressure Tap

(5)
(1) Check
Steering
Valve
Control Valve

(3) Orifice
(2) (5)
Accumulator Steering
Purge Control Valve
Solenoid

(4) Back-up
Relief Valve

13_1
•C
 hassis ECM energizes Shown is a sectional view of the solenoid and relief valve manifold. Steering pump
accumulator purge solenoid with supply oil flows through a check valve (1) which prevents accumulator oil from flowing
key OFF back to the steering pump when the pump destrokes. The accumulator purge
solenoid (2) is energized by the Chassis ECM when the key start switch is moved to
the OFF position. The ECM holds the solenoid open for approximately 70 seconds.

• Accumulator purge solenoid
Pressure oil from the accumulators (6) is sensed by the steering accumulator
pressure sensor. When the solenoid is energized, the plunger moves and connects
the pressure oil to the drain passage. Pressure oil flows through an orifice (3), past
the plunger to the tank. The orifice limits the return oil flow from the accumulators to
a rate which is lower than the flow limit (restriction) of the return oil filter. When the
solenoid is de-energized, spring force moves the plunger preventing the oil from
flowing to the tank.

• Back-up relief valve
The back-up relief valve (4) protects the steering system from pressure spikes if the
pump cannot destroke fast enough or limits the maximum pressure if the steering
pump high pressure cutoff valve does not open. Pressure oil from the steering pump
works against the end of the back-up relief valve and the spring. The relief valve
unseats (opens) if oil pressure reaches approximately 27560 ± 345 kPa
(4000 ± 50 psi) at a flow of 8 ± 2 L/min. (2 ± .5 gpm). Oil then flows past the relief
valve and drains to the tank.

© 2009 Caterpillar Inc.

SERV1872- 11/09 -14- Module 7 - Steering System

The back-up relief valve must only be adjusted on a test bench. The pressure
setting of the back-up relief valve can be changed by adjusting the spring force that
keeps the relief valve seated (closed). To change the relief valve setting, remove
the protective cap and turn the adjustment screw clockwise to increase the pressure
setting or counterclockwise to decrease the pressure setting. One revolution of the
setscrew will change the pressure setting approximately 4730 kPa (685 psi).

NOTE: A functional test of the back-up relief valve can be performed on the
machine. Using the functional test procedure to adjust the back-up relief valve
will provide only an approximate setting. Accurate setting of the back-up relief
valve can only be performed on a hydraulic test bench. See the service manual
for more detailed information.

© 2009 Caterpillar Inc.

SERV1872- 11/09
• Left side of truck:
1. Steering accumulators
2. Steering accumulator
pressure sensor
3. Steering pump pressure
sensor
4. Solenoid and relief valve
-15- Module 7 - Steering System
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15_2
Three steering accumulators (1) provide the supply oil during normal operation and
temporary secondary steering if a loss of pump flow occurs.
Inside each accumulator is a rubber bladder that is charged with nitrogen. The
nitrogen charge provides energy for normal steering and secondary steering
capability if steering pump flow stops. The nitrogen charge pressure is approximately
10335 kPa (1500 psi) at 21° C (70° F).
To check the secondary steering system, the engine must be shut off with the manual
shutdown switch while leaving the key start switch in the ON position. When the
manual shutdown switch is used, the accumulator purge solenoid is not energized
and the accumulators do not bleed down. The truck can then be steered with the
engine stopped.
The steering accumulator pressure sensor (2) is located below the steering
accumulators and monitors the steering accumulator pressure. The sensor sends a
signal to the Chassis ECM indicating steering accumulator pressure.
The steering pump pressure sensor (3) is located above the solenoid and relief
valve (4). The steering pump pressure sensor sends a signal to the Chassis ECM
indicating steering system pressure.
NOTE: High pressure oil remains in the accumulators if the manual shutdown
switch is used. To release the oil pressure in the accumulators, turn the key start
switch to the OFF position and turn the steering wheel left and right until the oil is
drained from the accumulators (steering wheel can no longer be turned).
© 2009 Caterpillar Inc.
SERV1872- 11/09
• Steering system components:
1. Steering control valve
2. HMU
-16- Module 7 - Steering System
16_1
16_2
The steering control valve (1) is pilot operated from the HMU (2), located at the base
of the steering column. The steering control valve is located on the front left side of
the front crossmember. Five pilot lines connect these two components. The pilot
lines send pilot oil from the HMU to shift the spools in the steering control valve. The
spools control the amount and direction of pressure oil sent to the steering cylinders.
Four pilot lines are used for pump supply, tank return, left turn, and right turn. The
fifth pilot line is for the load sensing signal.
The HMU meters the amount of oil sent to the steering control valve by the speed at
which the steering wheel is turned. The faster the HMU is turned, the higher the flow
that is sent to the steering cylinders from the steering control valve, and the faster
the wheels will change direction.
© 2009 Caterpillar Inc.
SERV1872- 11/09 -17- Module 7 - Steering System

(9) Tank (11) Right Turn (6) Back Pressure

(10) Left Turn Cylinder Valve
Cylinder
(5) Relief / Makeup
Valve (5) Relief / Makeup
Valve

STEERING
DIRECTIONAL VALVE
NO TURN
(13) Right Turn (4) Directional (12) Left Turn
Pilot Oil Spool Pilot Oil
(3) Combiner / Check
Spool (2) Amplifier Spool

(1) Priority Spool

(14) Load
Sensing Port (8) HMU
(7) Accumulator

17_1
•S
 teering control valve - sectional Shown is a sectional view of the steering control valve. The main components of the
view steering control valve are: the priority spool (1), the amplifier spool (2) with internal
combiner / check spool (3), the directional spool (4), the relief / makeup valves (5),
and the back pressure valve (6).

• Oil flow Pressure oil from the accumulators (7) flows past the spring biased priority spool and
is blocked by the amplifier spool. The same pressure oil flows through an orifice to
the right end of the priority spool. The orifice stabilizes the flow to the priority spool
and must be present to open and close the priority spool as the flow demand changes.
The same pressure oil flows to the HMU (8). After all the passages fill with pressure
oil, the priority spool shifts to the left, but remains partially open. In this position, the
priority spool allows a small amount of oil flow (thermal bleed) to the HMU and
decreases the pressure to the HMU supply port. The “thermal bleed” prevents the
HMU from sticking.

• NEUTRAL / NO TURN position With the truck in the NEUTRAL or NO TURN position, all four working ports (supply,
tank, right turn, and left turn) are vented to the tank through the HMU. The directional
spool is held in the center position by the centering springs.

While the truck is traveling straight (no steer), any rolling resistance (opposition)
acting on the steering cylinders creates a pressure increase. The increased pressure
acts on the relief / makeup valve in that port. If the pressure increase exceeds
approximately 28000 ± 1000 kPa (4065 ± 150 psi), the relief poppet will open. A
pressure drop occurs across the orifice. The pressure drop causes the dump valve
to move and allows oil to flow to the tank (9) passage.

© 2009 Caterpillar Inc.

SERV1872- 11/09
• Testing relief / makeup valves
-18- Module 7 - Steering System
The relief action causes the makeup portion of the other relief / makeup valve to
open and replenish oil to the low pressure ends of the cylinders.
The excess (dumped) oil flows across the back pressure valve and enters the
outer end of the other relief / makeup valve. A pressure difference of 48 kPa (7 psi)
between the tank passage and the low pressure cylinder port causes the makeup
valve to open. The excess oil flows into the low pressure cylinder port to prevent
cavitation of the cylinder. The back pressure valve also prevents cavitation of the
cylinders by providing a positive pressure of 170 kPa (25 psi) in the passage behind
the makeup valve. A pressure higher than 170 kPa (25 psi) will open the back
pressure valve to the tank.
The steering control valve must be removed and tested on a hydraulic test bench to
accurately check the setting of the relief / makeup valves. To functionally test the
right relief / makeup valve, install two tees with pressure taps in the right turn steering
hose at the steering cylinders. Steer the truck all the way to the right against the
stops and shut off the engine. An external pump supply must be connected to one
of the pressure taps on the right turn hose. Connect a pressure gauge to the other
pressure tap on the right turn hose. Pressurize the steering system and the reading
on the gauge will be the setting of the right relief / makeup valve.
To test the left relief / makeup valve, install two tees with pressure taps in the left turn
steering hose at the steering cylinders. Steer the truck all the way to the left against
the stops and shut off the engine. An external pump supply must be connected to
one of the pressure taps on the left turn hose. Connect a pressure gauge to the
other pressure tap on the left turn hose. Pressurize the steering system and the
reading on the gauge will be the setting of the left relief / makeup valve.
NOTE: Using the functional test procedure to adjust the relief / makeup valves
will provide only an approximate setting. Accurate setting of the relief / makeup
valves can only be performed on a hydraulic test bench.
© 2009 Caterpillar Inc.
SERV1872- 11/09 -19- Module 7 - Steering System

(9) Tank (11) Right Turn (6) Back Pressure

(10) Left Turn Cylinder Valve
Cylinder
(5) Relief / Makeup
Valve (5) Relief / Makeup
Valve

(18) Stabilizing
Orifice

STEERING
DIRECTIONAL VALVE
RIGHT TURN
(13) Right Turn (4) Directional (12) Left Turn
Pilot Oil Spool Pilot Oil
(3) Combiner / Check
Spool (2) Amplifier Spool

(17) Stabilizing
Orifice
(16) Connecting
Pin Hole
(1) Priority Spool

(14) Load
Sensing Port (8) HMU
(15) Mid-connecting (7) Accumulator
Pin

19_1
•S
 teering control valve - RIGHT When the steering wheel is turned to the RIGHT, the HMU “thermal bleed” and
TURN venting of the four work ports (supply, tank, right turn, and left turn) to the tank is
stopped. Right turn pilot oil (13) flows into the left side of the directional spool (4)
through a stabilizing orifice (18) and moves the directional spool to the right.
Movement of the directional spool allows pilot oil to flow to the amplifier and
combiner / check spools.

• Pilot oil flow The pilot oil divides at the amplifier spool (2). Pilot oil flows through a narrow groove
around the combiner / check spool (3). The pilot oil is momentarily blocked until the
amplifier spool moves far enough to the right to allow partial oil flow through one of
eight orifices.

Pilot oil also flows through a connecting pin hole (16) and a stabilizing orifice (17) to
the left end of the amplifier spool, causing the amplifier spool to move to the right.
Accumulator oil at the spring end (right end) of the amplifier spool flows through
a mid-connecting pin (15) to the left end of the amplifier spool, also causing the
amplifier spool to move to the right.

• Accumulator oil flow When the amplifier spool moves to the right, accumulator oil flows to the inner
chamber, forcing the combiner / check spool to the left. Accumulator oil then flows
through seven of the eight orifices. Pilot and accumulator oil combine. Oil flows
across the directional spool (which has already shifted) for a RIGHT TURN.

© 2009 Caterpillar Inc.

SERV1872- 11/09 -20- Module 7 - Steering System

The faster the steering wheel is turned, the farther the directional spool and the
amplifier spool are shifted. A higher flow rate is available, which causes the truck
to turn faster. The ratio of combined pilot and accumulator supply oil is always the
same because of the orifice dedicated to pilot flow and the orifices dedicated to
accumulator supply flow.

• Steering resistance Steering resistance increases the supply (cylinder) pressure to the HMU (8) and the
load sensing pilot line (14). The load sensing pilot line directs cylinder oil pressure
to the priority spool. The increased pressure in the load sensing line causes the
priority spool to move to the right and allows more oil flow to the HMU through the
supply line. The load sensing port supply pressure varies with the steering load. The
priority spool moves proportionally, allowing sufficient oil flow to meet the steering
requirements.

Return oil from the cylinders flows across the directional spool, around the
relief / makeup valve (5), forces the back pressure valve (6) open, and returns to the
tank (9).

• Pressure spikes During a turn, if a front wheel strikes a large obstruction that cannot move, oil pressure
in that steering cylinder and oil line increases. Oil flow to the cylinder is reversed.
This pressure spike is felt in the amplifier spool. The combiner / check spool moves
to the right and blocks the seven accumulator supply oil orifices to the steering
cylinders. The amplifier spool moves to the left and blocks the pilot oil orifice. Pilot
oil flow to the steering cylinders stops. The pressure spike is not felt at the HMU. If
the pressure spike is large enough, the relief / makeup valve drains the pressure oil
to the tank as previously described.

© 2009 Caterpillar Inc.

SERV1872- 11/09 -21- Module 7 - Steering System

21_1
• Steering cylinders (arrows) The steering cylinders (arrows) are connected to the frame and the steering linkage.
The steering cylinders receive oil from the steering control valve to turn the wheels.

© 2009 Caterpillar Inc.

SERV1872- 11/09 -22- Module 7 - Steering System

22_1

STEERING POSITION SENSOR

(5) (3)
Cylinder Sensor (4) (2)
Head End Head Magnet Rod

(6)
Connector 22_2
• Steering components: The 797F right steering cylinder is equipped with a position sensor (1). This sensor
sends a Pulse Width Modulated (PWM) signal to the Brake ECM indicating the
1. Position sensor cylinder piston position within the piston stroke.
2. Sensor rod
3. Sensor head The sensor uses a magnetostrictive principle. A wire is stretched inside the length of
the sensor rod (2) to form a waveguide. At time zero, a current pulse is transmitted
4. Magnet down the wire by the electronics in the sensor head (3). At the point where the pulse
reaches the magnetic field of the magnet (4), an acoustic pulse is generated and
sent back to the sensor head.

Internal electronics convert the time zero to the time it takes the return pulse to reach
the sensor head into an electronic PM signal. The pulse width is directly proportional
to the position of the magnet. The sensor frequency is 500 Hz.

© 2009 Caterpillar Inc.

SERV1872- 11/09 -23- Module 7 - Steering System

STEERING SYSTEM
HOLD (25) (26)
Priority Combiner / Check (27) Steering Cylinders
Spool Spool
(3) Steering (7) Steering
Accumulators Accumulator Oil (5)
Pressure Sensor Steering
Control Valve

(2) (8)
Solenoid Relief
and Relief Valve
Valve

(9) Accumulator
Purge Solenoid
(10) Fan Hydraulic
System (6) HMU (23) (22) (21)
(4) Pressure (24) Back Amplifier Directional Relief / Makeup
Reducing Pressure Valve Spool Spool Valve
Valve

(11)
Displacement
Solenoid

(19)
(12) Pressure Return
Compensator Oil Filter

(1)
Steering (17)
Pump (18) Shuttle Fan Pump
(14) (13) Max Angle Valve
Pump Actuator Piston
Drive
Box
(20)
Steering
(15) Charge
and Fan
Pump
Oil Cooler

(28)
(16) Min Angle
Case Drain
Actuator Piston
Oil Filter

23_1

Steering System Operation

• Steering hydraulic system - HOLD This illustration shows a schematic of the steering hydraulic system.

Steering pump (1) oil flows to the solenoid and relief valve (2), to the steering
accumulators (3), and to the pressure reducing valve (4).

Pump supply oil from the accumulators flows through the steering control valve (5)
to the HMU (6).

If the steering wheel is not turned, the oil flows through the HMU to the tank.

Allowing oil to circulate through the HMU while the steering wheel is stationary
provides a “thermal bleed” condition, which maintains a temperature differential
of less than 28° C (50° F) between the HMU and the tank. This “thermal bleed”
prevents thermal seizure of the HMU (sticking steering wheel).

© 2009 Caterpillar Inc.

SERV1872- 11/09 -24- Module 7 - Steering System

STEERING SYSTEM
RIGHT TURN (25) (26)
Priority Combiner / Check (27) Steering Cylinders
Spool Spool
(3) Steering (7) Steering
Accumulators Accumulator Oil (5)
Pressre Sensor Steering
Control Valve

(2) (8)
Solenoid Relief
and Relief Valve
Valve

(9) Accumulator
Purge Solenoid
(10) Fan Hydraulic
System (6) HMU (23) (22) (21)
(4) Pressure (24) Back Amplifier Directional Relief / Makeup
Reducing Pressure Valve Spool Spool Valve
Valve

(11)
Displacement
Solenoid

(19)
(12) Pressure Return
Compensator Oil Filter

(1)
Steering (17)
Pump (18) Shuttle Fan Pump
(14) (13) Max Angle Valve
Pump Actuator Piston
Drive
Box
(20)
Steering /
(15) Charge
Fan
Pump
Oil Cooler

(28)
(16) Min Angle Case Drain
Actuator Piston Oil Filter

24_1
•S
 teering hydraulic system - When the steering wheel is turned to the right, the HMU (6) directs oil back to the top
RIGHT TURN of the steering control valve directional spool (22). The directional spool moves
down and directs oil to the head end of the right steering cylinder and to the rod end
of the left steering cylinder. The truck turns to the right.

Displaced oil from the steering cylinders flows through the back pressure valve (24)
in the steering control valve and returns to the tank.

© 2009 Caterpillar Inc.