Machine Hydraulic Fan Systems: Technical Presentation

Service Training
May 2003
TECHNICAL PRESENTATION
MACHINE HYDRAULIC FAN SYSTEMS

ELECTRONICALLY CONTROLLED
Fan Systems -2- Reference
06/01/03
NOTES
06/01/03
TABLE OF CONTENTS
INTRODUCTION ........................................................................................................................5
M300C DEMAND FAN SYSTEM ..............................................................................................6

Fixed Displacement Pump ......................................................................................................6
WHEEL LOADER FAN DRIVE SYSTEMS ............................................................................14

924G/924Gz and 928G/IT28G Fan Drive System - Fixed Displacement Pump..................14
938G Series II Hydrualic Fan System - Variable Displacement Pump ................................20
950G - 980G Series On Demand Fan - Variable Displacement Pump .................................29
992G Wheel Loader Fan Drive System - Variable Displacement Pump ..............................34
OFF-HIGHWAY TRUCK HYDRAULIC FAN SYSTEMS ......................................................41

797B Off Highway Truck - Variable Displacement Pump ...................................................41
793C Sound Reduction Truck - Variable Displacement Pump/Twin Motors .......................57
COLOR CODES.........................................................................................................................79
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NOTES
06/01/03
MACHINE HYDRAULIC FAN

SYSTEMS
ELECTRONICALLY CONTROLLED
© 2003 Caterpillar Inc.
INTRODUCTION
To improve machine cooling system and overall machine performance, Caterpillar has
developed electronically controlled hydraulic fan systems.
These systems are controlled by a Electronic Control Module (ECM). The ECM will typically
use the engine coolant temperature and hydraulic oil temperature to determine the required fan
speed. Additional inputs may also be monitored for some machine applications.
The ECM controls a a proportional solenoid that modulates the fan speed. The proportional
solenoid is used to control the pump flow to the motor. This may done using bypass valves or
changing the signal to the pump.
This presentation provides information on representative electronically controlled hydraulic fan

systems. The first systems covered use fixed displacement-type pumps. Later systems discuss
the use of variable displacement pumps.
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M300C DEMAND FAN SYSTEM
Fixed Displacement Pump
The demand fan system is used to cool the engine coolant and the hydraulic oil.
The drive pump (arrow) for the demand fan is mounted to the rear of the swing pump. The fan
drive pump is a single-section gear pump.
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The demand fan motor is protected by an inline filter (arrow) on the line coming from the fan
drive pump. The filter should be replaced every 2000 hours or one year.
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A pressure tap (arrow) is provided on the left side of the machine for checking fan drive pump
pressure. This tap can be used to diagnose a failed fan drive pump.
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3 1 2
The one-piece radiator group consists of the radiator (1) and the oil cooler (2). The radiator and
oil cooler cannot be replaced individually.
The demand fan (3) is driven by the fan drive pump. Fan speed is controlled by the Machine
ECM.
Normal maximum fan speed is approxiamately 1300 rpm for the M316C, M318C and M322C.
The normal fan speed for the M313C and M315C is approximately 1600 rpm.
Fan Systems - 10 - Reference
06/01/03
DEMAND FAN DRIVE SYSTEM

MAIN CONTROL
BACK VALVE GROUP
PRESSURE VALVE
COOLING FAN
SOLENOID VALVE
RADIATOR
AND
HYDRAULIC
OIL COOLER
GROUP
MOTOR FAN DRIVE FLOW CONTROL

PUMP VALVE
The fan drive pump directs oil to the fan motor, the flow control valve, and the cooling fan
solenoid valve.
The fan pump and the fan motor have the same displacement. If full fan drive pump flow were
directed through the motor, the fan would turn at engine speed. The flow control valve and
cooling fan solenoid valve is used to reduce the fan speed. Oil flowing through the solenoid
valve controls the amount of oil that is bypassed around the motor through the flow control
valve.
The cooling fan solenoid valve is a proportional solenoid valve that is controlled by the Machine
ECM. Fan speed decreases as the current to the solenoid increases because the amount of oil
bypassing the fan motor increases as the current increases. The solenoid valve allows the
greatest amount of oil to bypass when the hydraulic oil temperature is less than 60°C (140°F ) or
the engine coolant temperature is less than 80°C (176°F).
In the case of an electrical failure, the flow control valve acts as a relief valve to control
maximum fan speed.
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M300C HYDRAULIC DEMAND FAN
MACHINE ECM
CAN J1939
FAN SOLENOID
ENGINE
ECM
HYDRAULIC OIL ENGINE COOLANT

TEMPERATURE TEMPERATURE
SENSOR SENSOR
The fan is controlled by a proportional solenoid that modulates the fan speed. The Machine
ECM uses the engine coolant temperature and hydraulic oil temperature to determine the fan
speed.
The Machine ECM has two fan speed maps. One determines the fans speed for the current
engine coolant temperature and the other determines the fan speed for the current hydraulic oil
temperature. The Machine ECM compares the two fan speed values and commands the demand
fan to the higher of the two speeds. The fan speed output is not changed unless the new speed
demand is more than 2% different than the currently-commanded speed. This prevents speed
fluctuation.
The fan speed will be set to maximum if the hydraulic oil temperature sensor is faulted or the
coolant temperature is unavailable or unknown. The fan speed is set to maximum (minimum
current) if the limp home switch is activated.
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CURRENT TO FAN SOLENOID

COOLANT AND OIL
TEMP INCREASE CURRENT
DECREASES
SOLENOID VALVE
BYPASSES LESS OIL FAN SPEED
INCREASES
The fan speed decreases as current to the solenoid increases. The commanded current supplied
to the solenoid will be determined based on the calculated total fan speed demand and engine
speed. The Machine ECM will continue to send the solenoid's last valid current setting for two
seconds after the key switch is placed in the OFF position.
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M300C DEMAND FAN SELF-CALIBRATION
CONDITION EFFECT RESULT
Coolant and oil Machine ECM decreases

Fan speed is too fast.
temperature decrease. fan speed.
CONDITION EFFECT RESULT
Coolant and oil Machine ECM increases

Fan speed is too slow.
temperature increase. fan speed.
The demand fan system on M300C Excavators does not require calibration. The coolant and oil
temperatures will decrease fi the fan speed is too fast. As a result of the decreasing temperature,
the Machine ECM will increase the current to the demand fan solenoid so that more oil is
allowed to bypass the demand fan motor. The fan speed decreases because of the reduced
availability of oil to the demand fan motor.
Likewise, if the fan speed is too slow, the coolant and oil temperatures will increase. As the
temperatures increase, the Machine ECM will decrease the current to the demand fan solenoid
so that less oil is allowed to bypass the demand fan motor. This causes the fan speed to increase.
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1 2
10
WHEEL LOADER FAN DRIVE SYSTEMS
924G/924Gz and 928G/IT28G Fan Drive System - Fixed Displacement Pump
Flow from the fan drive and brake pump (1) is controlled by the Machine ECM. The ECM
allows flow to the fan after sensor input indicates that the brake accumulators are charged.
The brake charging solenoid valve (2) and the brake system pressure sensor switch (3) work
together with the Machine ECM to regulate oil flow in the brake and fan systems.
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HYDRAULIC FAN SYSTEM

FAN FLOW
CONTROL
PUMP
MAKEUP GROUP
COOLER VALVE
FAN
MOTOR
BYPASS
FAN CONTROL
SOLENOID VALVE
FILTER
ENGINE COOLANT
TRANSMISSION OIL
TEMPERATURE TEMPERATURE SENSOR
SENSOR
HYDRAULIC OIL AIR INLET

SENSOR
SENSOR MACHINE ECM
11
The Machine ECM will send the required signal to the demand fan solenoid valve in order to
provide the proper fan speed for the cooling system. The Machine ECM will monitor the
following parameters in order to provide the proper fan speed:
- coolant temperature
- hydraulic oil temperature
- transmission oil temperature
- air inlet temperature
The solenoid valve controls the fan drive speed by controlling the flow control valve, that
bypasses some of the supply oil to the fan to the cooler. The maximum fan speed is controlled
by the fan control solenoid valve. Maximum fan speed occurs when the fan control solenoid
valve is de-energized. Most of the pump flow is now directed through the fan motor.
Î
06/01/03
At the rated engine rpm, the fan speed is maintained at a minimum of 600 rpm. The maximum
fan speed of approximately 1625 rpm is controlled by the solenoid valve in the fan circuit. The
return oil from the fan motor is directed through the oil cooler and filter to the tank. Both the
cooler and the filter are equipped with bypass valves.
The makeup valve prevents cavitation in the fan motor. During a quick deceleration, the flow of
oil to the fan motor can stop. The makeup valve will open. This allows oil to flow from the
outlet side of the fan motor to the inlet side of the fan motor.
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REVERSING HYDRAULIC FAN SYSTEM

FAN CROSSOVER REVERSING FLOW
FORWARD MOTOR RELIEF AND MAKEUP SOLENOID VALVE CONTROL
PUMP
GROUP
COOLER
BYPASS
FILTER MAKEUP FAN CONTROL
VALVE SOLENOID VALVE
FAN REVERSING FLOW

REVERSE MOTOR SOLENOID VALVE CONTROL
PUMP
GROUP
MAKEUP FAN CONTROL

VALVE SOLENOID VALVE
12
The optional reversing hydraulic fan system has a reversing solenoid controlled by the machine
ECM. When the top of the reversing fan switch (not shown) is depressed, the fan reversing
solenoid is energized in order to reverse the fan for 10 seconds. Supply oil from the pump is
directed to the other side of the fan motor, while the other side of the fan motor is open to the
cooler circuit.
When the bottom of the reversing fan switch is depressed, the fan reversing solenoid is
energized in order to reverse the fan for 10 seconds. This will repeat every 30 minutes until the
reversing fan switch is returned to the center position.
The crossover relief valve prevents cavitation in the fan motor. During a quick deceleration, the
flow of oil to fan motor can stop. The crossover relief valve will open. This allows oil to flow
from the outlet side of the fan motor to the inlet side of the fan motor.
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13
The reversing fan allows debris to be cleared from the grills without leaving the cab. The
reversing demand cooling fan has three modes of operation. The operator selects the fan mode
using the reversing fan switch and the Machine ECM controls the fan motor (1) from this input.
The demand flow solenoid valve (2) and a flow control valve use the information from the
Machine ECM to direct flow to the motor or divert flow away from the motor to control the fan
speed.
Minimum and maximum fan speeds can be calibrated through ET.

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14
The reversing fan function switch has three positions. The switch locks in the middle and
bottom positions but the top position is momentary. The fan will function as a single direction
variable speed fan when the switch is in the center position. When the top of the switch (2) is
depressed, the fan will reverse for 10 seconds. If the bottom of the switch is pressed, the fan will
reverse for 10 seconds and repeat this every 20 minutes until the switch is returned to the center
position.
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TRANSMISSION OIL
SOLENOID TEMPERATURE SENSOR
FAN VALVE
OIL BYPASS MOTOR
COOLER VALVE
FAN
POWER TRAIN
ECM
FLOW
CONTROL
SPOOL
PRESSURE PRESSURE AND FLOW CAT DATA

CUTOFF COMPENSATOR VALVE LINK
SPOOL
ENGINE
ECM
FAN
ACTUATOR PISTON
PUMP
HYDRAULIC OIL COOLANT AIR INLET

TEMPERATURE SENSOR TEMPERATURE SENSOR TEMPERATURE SENSOR
18
938G Series II Hydrualic Fan System - Variable Displacement Pump
The cooling system is a hydraulically driven fan that is controlled by a demand fan control
system. The demand fan system controls the fan speed in order to provide the required amount
of cooling air. This will maintain key system temperatures.
During heavy machine usage or high ambient temperatures, the demand fan system will increase
the fan speed to the maximum. During light usage and lower ambient temperature, the demand
fan system will maintain a lower fan speed. This can result in lower horsepower requirements.
The demand fan controls the speed of the hydraulic fan through the use of a piston pump that
can vary the volume of hydraulic oil to the fan motor. The volume of oil that is produced by the
hydraulic fan pump is controlled by the pressure and flow compensator valve.
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06/01/03
The pressure and flow compensator valve which controls the pump flow is mounted below
hydraulic fan pump. The pressure and flow compensator valve contains a flow control spool
and a pressure cutoff spool. The flow control spool will control the minimum fan speed and up
to the maximum fan speed. The pressure cutoff spool will control the maximum fan speed. The
pressure cutoff spool also controls the maximum pressure of the hydraulic fan pump. The
settings of both spools for the pressure and flow control valve can be adjusted.
The Engine ECM receives inputs from four sensors that are installed on the machine. The four
sensors monitor the engine air inlet temperature, the coolant temperature, the hydraulic oil
temperature, and the transmission oil. The Engine ECM interprets the data from the four
sensors. The logic for the demand fan is compared against a set of target temperatures.
If one temperature exceeds the target temperature, the Engine ECM will send a signal to the fan
solenoid valve in order to increase the fan speed. If one of the temperatures is less than the
target temperature, the Engine ECM will send a signal to the fan solenoid valve in order to
decrease the fan speed. If all of the temperatures are below the target temperatures, the Engine
ECM will send a signal to the fan solenoid valve in order to decrease the fan speed which will
result in minimum fan speed.
The solenoid valve sends a signal to the pressure and flow compensator valve on the piston
pump. The piston pump will adjust the output for the flow demand.
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MINIMUM FAN SPEED
BYPASS
VALVE TRANSMISSION OIL
FAN VALVE
MOTOR
OIL FAN PRESSURE AND FLOW POWER TRAIN

COOLER COMPENSATOR VALVE ECM
FLOW
CONTROL
SPOOL
PRESSURE CAT DATA

CUTOFF LINK
SPOOL
ENGINE
FAN ECM
PUMP
ACTUATOR PISTON

19
When the engine is started and all temperatures are very low, the Engine ECM sends the
maximum current to the solenoid valve. Signal oil to the flow control spool is open to the
hydraulic tank through the solenoid valve. Supply pressure from the pump, shifts the flow
control spool to the right. Supply oil is directed to the actuator piston to destroke the pump. The
pump swashplate is at minimum angle. The pump produces minimum flow resulting in
minimum fan speed.
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MAXIMUM FAN SPEED
BYPASS
VALVE TRANSMISSION OIL
FAN VALVE
MOTOR
OIL FAN PRESSURE AND FLOW POWER TRAIN

COOLER COMPENSATOR VALVE ECM
FLOW
CONTROL
SPOOL
PRESSURE CAT DATA

CUTOFF LINK
SPOOL
ENGINE
FAN ECM
PUMP
ACTUATOR PISTON

20
If the temperature at one of the sensors increases, the Engine ECM sends a proportional
reduction in current to the solenoid valve. The solenoid valve will start to shift to allow some of
the supply pressure to flow to the flow control spool to act as a pressure signal. The flow control
spool starts to shift to the left. A proportional amount of oil that is behind the actuator piston
will flow back to the hydraulic tank. As the pressure behind the actuator piston begins to
decrease, the actuator bias spring will increase the swashplate angle. The pump output flow will
increase resulting in the fan speed to increase.
As the machine temperatures continue to increase the ECM will continue to reduce the current
sent to the solenoid valve. The solenoid will continue to shift to increase the hydraulic signal to
the flow control spool. The control spool will shift more to the left to continue to drain oil in the
actuator piston to the tank. The pump swashplate angle moves more toward maximum
swashplate angle and the pump flow continues to increase, resulting in higher fan speeds.
Î
06/01/03
If the current from the ECM to the solenoid is at the minimum, the solenoid valve will send the
maximum hydraulic pressure signal to the flow control spool to shift it fully to the left which
will drain oil from the actuator piston to tank. Pump output flow will increase due the to pump
swashplate moving toward maximum angle.
As the rpm of the hydraulic fan motor approaches the maximum speed, the pressure of the pump
discharge oil also increases. The increase in pressure of the pump discharge oil will work on the
left of both the flow compensator spool and the pressure cutoff spool. The flow compensator
will stay to the left. The cutoff spool will start to shift to the right to allow some of the pump
supply oil to flow to the actuator piston to slightly destroke the pump to reduce pump flow.
Once the desired fan speed is reached, the pressure cutoff spool will meter the supply oil to and
from the actuator piston to pump to maintain or limit the maximum fan speed. The adjustment
of the cutoff spool can be adjusted for any maximum flow.
The cutoff spool is similar to a relief valve. If for some reason the motor would lock up, the
cutoff spool would destroke the pump to minimum angle to produce minimum flow.
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FAN PUMP
ENGINE OFF
MARGIN
SPRING
ACTUATOR FROM
PISTON PUMP
BIAS SOLENOID
SPRING
VALVE
ORIFICE
ORIFICES
SHAFT
ENGINE
ECM
FLOW CONTROL
PISTON AND TO FAN SPOOL
SWASHPLATE BARREL ASSEMBLY PRESSURE
MOTOR
CUTOFF SPOOL
21
The hydraulic fan pump is a variable displacement piston pump. The axial piston type pump is
used to supply oil flow to the hydraulic fan motor. The movement of the piston assembly in the
hydraulic fan pump draws oil from the hydraulic tank. The oil is pressurized in the hydraulic fan
pump. The high pressure oil flows from the hydraulic fan pump to the hydraulic fan motor in
order to rotate the fan.
Oil from the hydraulic tank flows into the pump head through the pump inlet. The oil then flows
from the pump inlet through inlet passages in the valve plate. When the drive shaft rotates, the
openings of the cylinder barrel move toward the inlet passages of the valve plate. The angle of
the swashplate determines the amount of oil that is pushed out of each cylinder barrel. The
swashplate can be at any angle between the minimum angle and the maximum angle. Piston
assemblies move in and out of the cylinder barrel. The in and out movement of the piston
assemblies allows oil to be drawn in to and pushed out of the cylinder barrel. The swashplate
angle is controlled by the actuator piston. The movement of the actuator piston is regulated by
oil pressure from pressure and flow compensator valve.
When the engine is off, the bias spring holds the swashplate at the maximum angle.
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FAN PUMP
MINIMUM FAN SPEED
MARGIN
SPRING
FROM
ACTUATOR
PUMP
PISTON
PASSAGE
BIAS SOLENOID
SPRING VALVE
ORIFICE
ORIFICES
ENGINE
ECM
FLOW CONTROL
TO FAN SPOOL
SWASHPLATE PRESSURE
MOTOR CUTOFF SPOOL
22
When the engine is started and all temperatures are very low, the Engine ECM sends the
maximum current to the solenoid valve. Signal oil to the flow control spool is open to the
hydraulic tank through the solenoid valve. Supply pressure from the pump shifts the flow
control spool up. Supply oil is directed to the actuator piston to destroke the pump. The pump
swashplate is at reduced angle. The pump produces low flow resulting in minimum fan speed.
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FAN PUMP
CONSTANT SPEED
MARGIN
SPRING
FROM
ACTUATOR PUMP
PISTON
SOLENOID
BIAS VALVE
SPRING ORIFICE
ORIFICES
ENGINE
ECM
FLOW CONTROL
TO FAN SPOOL
SWASHPLATE MOTOR PRESSURE
CUTOFF SPOOL
23
As the pump output flow increases (upstroke condition) or decreases (destroke condition) to
meet the system demand, the forces acting above and below the margin spool will equalize and
the margin spool will move to a metering position. The system stabilizes. The swashplate is
held at a relatively constant angle to maintain the required flow and fan speed.
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FAN PUMP
MAXIMUM SPEED
MARGIN
SPRING FROM
ACTUATOR PUMP
PISTON
SOLENOID
BIAS
VALVE
SPRING
ORIFICE
ORIFICES
ENGINE
ECM
FLOW CONTROL
TO FAN SPOOL
SWASHPLATE MOTOR PRESSURE
CUTOFF SPOOL
24
If the current from the Engine ECM to the solenoid is at the minimum, the solenoid valve will
send the maximum hydraulic pressure signal to the flow control spool to shift it fully down
which will drain oil from the actuator piston to tank. Pump output flow will increase due to the
pump swashplate moving toward maximum angle.
As the rpm of the hydraulic fan motor approaches the maximum speed, the pressure of the pump
supply oil also increases. The increase in pressure of the pump supply oil will work on the
bottom of the flow control spool and pressure cutoff spool. The flow control spool will stay
down due to the signal oil from the solenoid valve and the margin spring. The cutoff spool will
start to shift up to allow some of the pump supply oil to flow to the actuator piston to slightly
destroke the pump to reduce pump flow.
Once the desired fan speed is reached, the pressure cutoff spool will meter the supply oil to and
from the actuator piston to maintain or limit the maximum fan speed. The adjustment of the
cutoff spool can be adjusted for any maximum flow.
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DEMAND FAN 4
3
2
2 2 3
1
1
4 3 4
15
950G - 980G Series II On Demand Fan - Variable Displacement Pump
The 950G -908G Series II Electronically controlled fan system is virtually the same as the
938G/IT38G system. The above views show the on demand fan components on the 3126B
engine in the 950G/962G Series II (top right view), 3176C/3196 engine in the 966G/972G Series
II (lower left view), and the 3406E engine in the 980G Series II (lower right view).
The 950G-980G Series II Wheel Loaders use an electronically controlled fan pump (1), which
provides oil flow to the cooling fan motor (not shown). The Engine ECM controls the fan speed
based on temperature sensor inputs from the engine coolant, inlet air manifold, transmission oil
and the hydraulic oil.
The fan pump compensator valve (2) senses pump supply pressure through the signal line (3).
When the solenoid valve (4) is ENERGIZED by the Engine ECM, signal pressure is directed to
the tank causing the pump to DESTROKE. In this position, flow from the pump to the fan
motor is reduced which results in slower fan speed.
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FAN DRIVE SYSTEM

LOW PRESSURE STANDBY
OIL
COOLER FAN SOLENOID
MOTOR VALVE
FAN
PUMP
COMPENSATOR VALVE
FROM BRAKE
CHARGING FLOW
VALVE CONTROL
SPOOL
PRESSURE
CUTOFF
SPOOL
FAN
PUMP
MIN ANGLE
16
This schematic shows the fan drive hydraulic system.
The solenoid valve controls the signal oil to the flow control spool for the fan pump. Varying
the current to the proportional solenoid valve changes the hydraulic signal to vary the oil flow to
the fan motor to increase or decrease the fan speeds. The solenoid valve is essentially a variable
orifice used to control the rate of flow to the flow control valve.
When the solenoid valve is fully ENERGIZED (as shown), signal pressure to the flow control
valve is diverted to the tank. The flow control spool moves to the right. Supply oil flows
through the pump control spools to the pump actuator to destroke the pump to achieve LOW
PRESSURE STANDBY. This pressure is controlled by the flow control spool spring. The fan
motor rotates at minimum rpm.
When the solenoid is DE-ENERGIZED, more flow through the orifice in the solenoid valve is
directed to the flow control spool causing the fan pump to UPSTROKE to increase the fan
speed.
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06/01/03
When system pressure increases to the setting of the pressure cutoff spool the spool shifts to the
right to destroke the pump in order to maintain the maximum fan speed. Maximum fan speed is
based on the spring adjustment of the pressure cutoff spool.
In most conditions the system operates somewhere between these two extremes.
The makeup valve in the fan motor is used to prevent the motor from cavitating when, for
example, the engine is shut off or a rapid deceleration of the engine.
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ENGINE ECM J2
ANALOG TEMPERATURE
18
SENSOR COMMON
1
ON DEMAND FAN CIRCUIT BU 18
PK 18 2
SIGNAL
GROUND
COOLANT
32 ENGINE COOLANT
TEMPERATURE SIGNAL
TEMPERATURE SENSOR
MAIN DISPLAY MODULE INTAKE 35 1

BU 18 SIGNAL
AIR TEMPERATURE
PK 18 2 GROUND
10 HYD TEMP SENSOR CAT DATA
LINK INTAKE MANIFOLD AIR
J1 TEMPERATURE SENSOR
24 +8V SENSOR SUPPLY
ANALOG
3
SENSOR RETURN
YL 18 1 SIGNAL
PU 18 2 GROUND
GN 18 A OR 18 +V TRANSMISSION LUBE OIL
26 TRANSMISSION LUBRICATION OIL
TEMP SENSOR
B BK 18 GROUND TEMPERATURE SENSOR
GY 18 C WH 18 SIGNAL
HYDRAULIC OIL VARIABLE SPEED
43
TEMPERATURE FAN CONTROL
YL 18 1
SENSOR BR 18 2
VARIABLE SPEED 51 VARIABLE
FAN CONTROL
SPEED FAN
SOLENOID
16
The Engine ECM receives input signals from the engine coolant temperature sensor, intake
manifold air temperature sensor and transmission lubrication oil 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 or disabled using the ET
Service Tool. The variable speed fan default setting is enabled.
06/01/03
17
Using the engine calibration pull down menu in Electronic Technician (ET)the "Engine Fan
Control" can be turned ON or OFF. The "Engine Reversing Fan Feature" may be ENABLED or
DISABLED.
06/01/03
FAN DRIVE SYSTEM

ENGINE OFF
OIL MAKEUP
COOLER IMPLEMENT VALVE
COOLING FAN
BYPASS HYDRAULIC FAN MOTOR ELECTRO-HYDRAULIC
VALVE OIL COOLER
PROPORTIONAL
VALVE
BYPASS PRESSURE
SWITCH SWITCH
CASE DRAIN
FILTERS
FAN
FROM DRIVE
IMPLEMENT PUMP COMPENSATOR
CASE DRAIN VALVE
FILTER
BYPASS
SWITCH
25
992G Wheel Loader Fan Drive System - Variable Displacement Pump
Shown is a schematic of the fan drive system. The fan drive system is controlled by the Engine
ECM. Components of the fan drive system are:
Hydraulic tank: Reservoir for the hydraulic oil supply.

Fan drive pump: Pulls oil from the tank and supplies oil to the fan drive motor.
Electro-hydraulic proportional valve: Controls the signal to the pump.
Compensator valve: Controls fan speed by controlling pump flow.
Fan motor: Works with the fan drive pump to turn the fan.
Makeup valve: Prevents cavitation of the fan drive motor.
Cooling fan: Circulates air through the radiator, the hydraulic system oil cooler, the steering
and brake systems oil cooler, the brake and axle oil cooler, and the air conditioner condenser.
Implement hydraulic oil cooler: Cools the oil used in the fan drive and hydraulic systems.
Oil cooler bypass valve: Allows cold oil to bypass the cooler, normally at engine start-up.
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3 13
1
4
5
6
9 10 8
11 2
7
12
26
Fan Drive System Components
The fan drive pump (1) is a variable displacement piston pump. The pump is mounted to the
right front of the pump drive housing (2) opposite the variable displacement implement pump
(not shown).
Other components of the fan drive pump are the outlet tube (3), the signal pressure outlet (4), the
electro-hydraulic proportional valve (5), the proportional valve solenoid (6), the proportional
valve drain tube (7), the proportional valve signal hose (8), the margin spool adjustment (9), the
compensator valve (10), the pressure compensator valve adjustment (11), the signal pressure tap
(12), and the system pressure tap (13).
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27
The case drain filter for the fan drive pump (arrow) is located in the pump bay, above the fan
drive pump. The case drain filter removes contaminants from the case drain oil before the oil
enters the hydraulic tank.
06/01/03
28
The fan drive motor (1) is located at the rear of the machine in front of the engine radiator
assembly.
Also shown are the motor intake hose (2), the motor outlet hose (3), the case drain hose (4), and
the case drain filter (5).
06/01/03
FAN DRIVE SYSTEM

SOLENOID DE-ENERGIZED / MAX SPEED
OIL MAKEUP
COOLING FAN
VALVE OIL COOLER
PROPORTIONAL
VALVE
BYPASS PRESSURE
SWITCH SWITCH
CASE DRAIN
FILTERS
FAN
FROM DRIVE
CASE DRAIN VALVE
FILTER
BYPASS
SWITCH
29
When the engine is running, the fan drive pump pulls oil from the implement hydraulic tank and
sends oil flow to the fan motor. The fan motor turns the cooling fan. Oil from the fan motor
flows through the implement hydraulic cooler to the implement hydraulic tank.
The cooling fan sends air flow through the engine radiator, the implement hydraulic cooler, the
steering and brake oil cooler, the front and rear axle coolers, and the air conditioner condenser.
The fan drive pump also sends oil flow through the screen to the electro-hydraulic proportional
valve.
The electro-hydraulic proportional valve controls the signal oil to the pump compensator valve.
When the Engine ECM de-energizes the electro-hydraulic proportional valve (as shown), the
proportional valve closes the passage for signal oil flow to the tank. The signal oil flows
through the two orifices to the pump compensator valve. The signal oil causes the compensator
valve to upstroke the pump.
06/01/03
FAN DRIVE SYSTEM

SOLENOID ENERGIZED / REDUCED SPEED
MAKEUP
OIL VALVE
COOLER IMPLEMENT COOLING FAN
BYPASS HYDRAULIC FAN MOTOR
VALVE OIL COOLER ELECTRO-HYDRAULIC
PROPORTIONAL
VALVE
BYPASS PRESSURE
SWITCH SWITCH
CASE DRAIN
FILTERS
FROM FAN
IMPLEMENT DRIVE
CASE DRAIN PUMP COMPENSATOR
FILTER VALVE
BYPASS
SWITCH
30
The Engine ECM receives input signals from the engine coolant temperature sensor, the steering
hydraulic tank temperature sensor, the implement hydraulic tank temperature sensor, and the air
conditioner on/off switch. The Engine ECM analyzes the signals and energizes the electro-
hydraulic proportional valve when needed.
When the Engine ECM energizes the electro-hydraulic proportional valve, the proportional
valve opens the passage for signal oil flow to the tank. The size of the opening is proportional to
the signal from the Engine ECM. Signal oil flows through the open passage to the tank. This
condition decreases the signal pressure at the compensator valve and destrokes the pump.
Destroking the pump decreases pump flow and decreases the fan speed. Decreasing the pump
flow also decreases the horsepower needed to turn the pump.
When the engine is operating below 88°C (190°F), the fan will operate at a minimum speed of
375 ± 50 rpm. Above 98°C (208°F), the fan will operate at a maximum speed of 885 rpm.
When the air conditioner is ON, the fan will operate at a minimum speed of 621 rpm.
If an electrical system failure occurs, the fan goes to maximum (100%) speed.
06/01/03
FAN DRIVE SYSTEM

RAPID ENGINE DECELERATION
OIL MAKEUP
COOLING FAN
VALVE OIL COOLER
PROPORTIONAL
VALVE
BYPASS PRESSURE
SWITCH SWITCH
CASE DRAIN
FILTER
FAN
FROM DRIVE
CASE DRAIN VALVE
FILTER
BYPASS
SWITCH
31
In this illustration, the fan motor is being driven by the cooling fan.
During normal operation, oil pressure at the fan motor inlet is higher than oil pressure at the fan
motor outlet. The higher inlet pressure seats the makeup valve.
When the engine is decelerated rapidly from HIGH IDLE, the inertia of the fan keeps the fan
drive motor turning faster than the fan drive pump can supply oil. The oil pressure at the fan
motor inlet becomes lower than the oil pressure at the fan motor outlet. The higher outlet
pressure opens the makeup valve and allows oil from the motor outlet to flow to the inlet. The
combination of oil flow through the makeup valve and the pump oil flow prevents cavitation of
the fan motor.
When pump output matches the fan speed, the motor inlet oil pressure increases above the motor
outlet oil pressure. The higher inlet pressure closes the makeup valve.
06/01/03
32
OFF-HIGHWAY TRUCK HYDRAULIC FAN SYSTEMS
797B Off Highway Truck - Variable Displacement Pump
The fan is hydraulically driven. A variable displacement piston-type pump provides oil flow to
the fixed displacement motor shown in the center of the fan. The hydraulic motor turns the fan
blades.
Fan speed is controlled by the Brake/Cooling ECM. Fan speed varies depending on many inputs
but the maximum fan speed will be:
- 475 rpm--when not braking or retarding (going uphill)
- 525 rpm--when braking or retarding (going down hill)
The minimum fan speed will be 0 rpm; generally when all temperatures are cold.the makeup
valve and the pump oil flow prevents cavitation of the fan motor.
When pump output matches the fan speed, the motor inlet oil pressure increases above the motor
outlet oil pressure. The higher inlet pressure closes the makeup valve.
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06/01/03
The inputs that determine fan speed are:

- Jacket water coolant temperature - Aftercooler coolant temperature
- Transmission lube temperature - Brake oil temperature
- Torque converter outlet temperature - Brake status
- Ground speed - Hoist system status output
When the hoist system is in the RAISE or LOWER position, the desired fan speed is reduced to
200 rpm to reduce the load on the pump drive.
06/01/03
FAN SPEED CONTROL LIMITS (RPM)

NON-RETARDING RETARDING
ENGINE SPEED
FAN SPEED LIMIT FAN SPEED LIMIT
1250 OR LESS 339 525
1300 353 525
1450 394 525
1500 407 525
1600 434 525
1700 461 525
1750 OR MORE 475 525
33
Shown above are the fan speed limits based on the temperature sensor inputs, ground speed, and
retarding/braking input.
06/01/03
ENGINE FAN CONTROL--NON-RETARDING OR RETARDING BELOW 4 MPH ° C (° F)

AFTERCOOLER JACKET WATER TRANS LUBE TC OUT BRAKE FAN
TEMPERATURE TEMPERATURE TEMPERATURE TEMPERATURE TEMPERATURE CONTROL
PRIORITY 1 2 3 4 5
< 65 (150) < 88 (190) < 88 (190) < 88 (190) < 102 (215) OFF
< 99 (210) < 96 (205) < 102 (215) < 107 (225) MODULATE
< 65 (150)
> 88 (190) > 88 (190) > 88 (190) > 102 (215) BY PRIORITY
> 65 (150) > 99 (210) LIMIT

> 96 (205) > 102 (215) > 107 (225)
CHART
NOTE: DURING RETARDING/BRAKING 4 MPH AND ABOVE, FAN SPEED SET TO LIMIT CHART
34
As shown in the chart above for fan speed control temperature limits, if the sensor temperatures
are all below the lower limits, the fan control is turned off and fan speed could be as low as 0
rpm. If the temperatures are between the sensor lower and upper limits, fan speed will modulate
by sensor priority to a fan speed curve that has been pre-set for each sensor. If any of the sensor
temperatures are above the upper limits, fan speed will be set to the limits shown in the top
chart.
After being programmed (flashed), the Brake/Cooling ECM needs to know what fan
arrangement is installed on the machine. Because of the changes to the fan iron, there are three
different configurations that the Brake/Cooling ECM has to support. They are listed below:
- 2438.4 mm ( 96 inch) fan with planetary drive
- 2692.4 mm (106 inch) fan with planetary drive
- 2692.4 mm (106 inch) fan with motor only
You must flash the software on the machine whenever the fan iron is updated (e.g. change from
96 to 106 inch fan, change fan control solenoid, . . .). In addition to these cases, if you replace
the ECM, or flash an earlier version of software on the machine (e.g. 156-1394-10 or earlier),
you will have to re-calibrate the machine.
06/01/03
797B FAN DRIVE HYDRAULIC SYSTEM
FAN DRIVE
MOTOR (1) PUMP
DRIVE (3)
FAN MAKEUP
VALVE (2)
BRAKE COOLING
FAN DRIVE
DRIVE PUMP
PUMP (4)
STEERING
SOLENOID AND OIL FILTER
RELIEF VALVE (CASE DRAIN)
(6) OIL FILTER (9)
(STEERING AND
PRESSURE
FAN DRIVE) (7)
REDUCING
VALVE
(5)
OIL COOLER
STEERING AND HYDRAULIC
FAN DRIVE (8) TANK (10)
35
Shown is the 797B fan drive hydraulic system. Oil flows from the fan drive pump through a
makeup valve to the fan drive motor. Oil flows from the motor through the makeup valve and
the steering/fan drive oil filters and cooler and returns to the steering/fan drive tank.
If supply oil to the fan stops suddenly, the fan and motor may continue to rotate because of the
mass of the fan. The makeup valve allows oil to flow from the return side of the circuit to the
supply side to prevent a vacuum in the supply lines.
The fan drive motor is a fixed displacement motor, therefore, the fan speed is determined by the
amount of flow from the fan drive pump. The fan drive pump is a variable displacement piston-
type pump that is controlled by the Brake/Cooling ECM.
Case drain oil flows from the fan drive motor and pump through a case drain oil filter to the
steering/fan drive tank.
Î
06/01/03
Steering supply oil flows from the steering solenoid and relief valve manifold to a pressure
reducing valve. The pressure reducing valve reduces the steering pressure to a signal pressure of
6200 kPa (900 psi). Excess steering oil flows from the reducing valve back through the steering
solenoid and relief valve manifold to tank. The reduced signal oil flows to the to the fan drive
pump and the brake cooling drive pump.
The fan drive pump and the brake cooling drive pump use the signal oil pressure to destroke the
pumps to minimum flow at start-up and during cold temperatures.
06/01/03
36
Shown is closer view of the 797B fan drive motor. Oil flows from the fan drive pump through a
makeup valve to the fan drive motor. Oil flows from the motor through the makeup valve and
the steering/fan drive oil filter and returns to the steering/fan drive tank.
type pump that is controlled by the Brake/Cooling ECM.
Case drain oil flows from the fan drive motor through hose (1) and a case drain filter to the
steering/fan drive tank.
The fan speed sensor (2) provides an input signal to the Brake/Cooling ECM. The
Brake/Cooling ECM uses this input to maintain the fan speed between 0 and 525 rpm.
06/01/03
SPEED
SENSOR 797B FAN MOTOR
PISTON
OUTPUT
SHAFT BARREL
RETURN PORT
CASE DRAIN PORT

PORT PLATE SUPPLY PORT
37
Shown is a sectional view of the fixed displacement, bent-axis fan drive motor. The motor is
rotated by flow from the fan drive pump. Oil flows through the supply port and the port plate
and pushes the pistons out of the barrel. The pistons force the barrel and the output shaft to
rotate. The output shaft turns the planetary drive group and the fan. As the barrel rotates and
the pistons return, oil flows from the pistons through the port plate, the return port and a makeup
valve to the steering/fan drive tank.
Oil that leaks past the pistons into the motor housing provides lubrication for the rotating motor
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/fan drive tank.
The fan drive motor speed sensor provides an input signal to the Brake/Cooling ECM. The
Brake/Cooling ECM uses this input to maintain the fan speed between 0 and 525 rpm.
06/01/03
6
3
8
1 7 4 5
38
The fan drive pump (1) is part of a double piston pump group. The steering pump (2) is the
other part of the pump group. The pump group is mounted on the front of the pump drive. The
pump drive is located on the inside of the right frame rail near the torque converter. A charging
pump is located between the steering pump and the fan drive pump and is used to keep the
pumps supplied with oil.
The fan drive pump is a variable displacement piston-type pump. The Brake/Cooling ECM
controls the flow of oil from the fan drive pump by energizing the displacement solenoid (3).
The Brake/Cooling ECM analyzes the temperatures, brake status, and ground speed inputs and
sends between 0 and 680 milliamps to the solenoid. The displacement solenoid moves a spool
in the pressure and flow compensator valve (4) to control the flow of pump output pressure to
the minimum angle actuator piston.
The minimum angle actuator piston moves the swashplate to the minimum flow position. The
current adjustment screw (5) controls the minimum current required to start destroking the
pump. Do not adjust the current adjustment screw in chassis. This adjustment should only be
done on a hydraulic test stand.
Î
06/01/03
The high pressure cut-off valve (6) controls the maximum pressure in the fan drive system.
The minimum angle stop screw (7) is located near the pressure and flow compensator valve.
The maximum angle stop screw is located on the other side of the pump. Do not adjust the
minimum or maximum angle stop screws in chassis. This adjustment should only be done on a
hydraulic test stand.
A reducing valve provides a signal pressure through the hose (8) and a shuttle valve to the fan
drive pump and the brake cooling drive pump.
06/01/03
FAN DRIVE PUMP STEERING PUMP

PRESSURE AND FLOW
MINIMUM COMPENSATOR
ANGLE STOP
MAXIMUM ANGLE
SWASHPLATE PISTON ACTUATOR PISTON
DRIVE
SHAFT
MAXIMUM ROTARY CHARGE PUMP MINIMUM ANGLE

ANGLE STOP GROUP IMPELLER ACTUATOR PISTON
39
Shown is a sectional view of the 797B fan drive pump. The fan drive pump is part of a double
piston pump group. The steering pump is the other part of the pump group. The pumps are
variable displacement piston-type pumps. Oil flows from the fan drive pump through a makeup
valve to the fan motor. Fan speed is controlled by controlling the flow from the pump to the fan
motor. Oil from the steering/fan drive tank enters the pump group in the port below the charge
pump impeller. The charge pump keeps the two pumps full of oil.
The large spring around the maximum angle actuator piston holds the swashplate at maximum
angle. Pump output pressure is always present on the right side of the fan drive 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 and fan speed is at
maximum. This is the position of the pump when the displacement solenoid receives 0
milliamps from the Brake/Cooling ECM.
Î
06/01/03
When the displacement solenoid is receiving between 0 and 680 milliamps from the
Brake/Cooling ECM, the displacement solenoid moves a spool in the pressure and flow
compensator valve. The spool allows pump output pressure to flow to the minimum angle
actuator piston. At 0 milliamps the pump is at maximum displacement and the fan speed is at
maximum. At 680 milliamps the pump is at minimum displacement and the fan speed is at
minimum. The coil resistance through the solenoid is approximately 24 ohms.
At zero pressure, the actuator piston spring will hold the pump at maximum angle. The fan
drive pump needs the signal pressure so that the displacement solenoid can position the fan
drive pump at minimum angle at start-up and during cold temperatures. Without the signal
pressure the pump could not stay at minimum angle to provide zero fan speed at start-up and
during cold temperatures.
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. The swashplate angle, pump flow, and fan speed will modulate with the amount of
current at the displacement solenoid. When the swashplate is at minimum angle, pump output is
at minimum flow and fan speed is at minimum. This is the position of the pump when the
displacement solenoid receives 680 milliamps from the Brake/Cooling ECM.
Before the swashplate contacts the minimum angle stop, 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 into the pump housing provides lubrication for the rotating
case drain port and a case drain oil filter to the steering/fan drive tank.
06/01/03
TO MINIMUM ANGLE
ACTUATOR PISTON STEERING FAN DRIVE
PUMP DRAIN
SUPPLY HIGH PRESSURE PUMP CONTROL PUMP CONTROL
CUT-OFF
TO STEERING
SOLENOID TO FAN FROM
AND BACK-UP DRIVE REDUCING
RELIEF VALVE MOTOR VALVE
HIGH
PRESSURE
CUT-OFF
DISPLACEMENT
SOLENOID AND
VALVE
MAXIMUM
ANGLE
ACTUATOR
CURRENT
PISTON
ADJUSTMENT
MINIMUM
ANGLE
ACTUATOR
PISTON
PUMP CASE CHARGE

DRAIN
SUPPLY DRAIN PUMP
DISPLACEMENT
TO MINIMUM ANGLE SOLENOID AND
ACTUATOR PISTON VALVE
40
Shown is the pressure and flow compensator valve for the 797B fan drive pump. The charge
pump pulls oil from the steering/fan drive tank and keeps the steering and fan drive pumps full
of oil. Oil flows from the pump to the high pressure cut-off valve, the displacement valve and
the 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 milliamps from the Brake/Cooling ECM and pump output pressure is low.
When the displacement solenoid is receiving between 0 and 680 milliamps from the
Brake/Cooling ECM, the displacement solenoid moves the valve spool to the left. The spool
allows pump output pressure to flow to the minimum angle actuator piston. 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.
Î
06/01/03
The current adjustment screw controls the spring pressure in the displacement valve and
changes the minimum current required to start destroking the pump. 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 controls the maximum pressure in the fan drive system. The
high pressure cut-off valve controls the flow of pump output pressure 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 high pressure cut-off valve setting must be set lower at higher altitudes. At 3142 Meters
(10300 ft.) it only requires 15158 kPa (2200 psi) to maintain 525 rpm fan speed. If the fan drive
pump solenoid is disconnected and the engine is run at high idle, the fan would overspeed if the
high pressure cut-off valve setting is too high. A fan overspeed occurs at approximately 541
rpm.
When accelerating from LOW IDLE to HIGH IDLE, the fan drive pressure will spike to start
the fan rotation. The spike pressure may be the pump high pressure cut-off setting.
To determine the correct high pressure cut-off setting at altitudes above sea level, use ET to
override the hydraulic fan speed to 525 rpm, raise the engine speed to HIGH IDLE, and record
the pump pressure and fan speeds. We now know what pressure is required to rotate the fan at
525 rpm at the current altitude. For example, at our current altitude, it required approximately
16675 kPa (2420 psi) to rotate the fan at 525 rpm. Pump cut-off pressure should be set a
minimum of 2070 kPa (300 psi) above the pressure required to maintain the maximum fan speed
(525 rpm) with the solenoid unplugged. This will vary with the elevation above sea level. So,
at this altitude we should set the pump cut-off pressure to a minimum of 18740 kPa (2720 psi).
To adjust the pump high pressure cut-off setting, install a blocker plate in the pump outlet port
and disconnect the fan drive pump solenoid. Start the engine and run at LOW IDLE. The pump
will destroke and operate at minimum flow and maximum pressure (High Pressure Cut-off).
Adjust the high pressure cut-off to the specification.
06/01/03
4
1
41
Steering oil flows through the hose (1) to the pressure reducing valve (2). The pressure reducing
valve reduces the steering pressure to a signal pressure of 6200 kPa (900 psi). Excess steering
oil flows to tank through hose (3). The reduced signal oil flows through hose (4) to the to the
fan drive pump and the brake cooling drive pump.
The fan drive pump and the brake cooling drive pump use the signal oil pressure to destroke the
pumps to minimum flow at start-up and during cold temperatures.
06/01/03
1
2
42
Shown is the fan drive makeup valve (1). The makeup valve is located behind the lower right
section of the radiator. Supply oil flows from the fan drive pump through the makeup valve to
the fan drive motor. Return oil also flows from the fan drive motor through the makeup valve.
Return oil from the fan motor is used as makeup oil to prevent a vacuum condition in the fan
motor when the fan operation stops.
If supply oil to the fan stops suddenly, the fan and motor may continue to rotate because of the
mass of the fan. Continued rotation of the fan motor would create a vacuum in the supply circuit
between the fan drive pump and motor. The makeup valve allows oil to flow from the return
side of the circuit to the supply side and prevents a vacuum.
The fan drive pressure tap (2) is used to measure fan drive pump pressure. Pump supply
pressure should be between 0 to 24115 kPa (0 to 3500 psi) at sea level. Pump supply pressure is
adjusted at the high pressure cut-off valve mounted on the fan drive pump. The pressure will
vary depending on the desired fan speed set by the Brake/Cooling ECM.
06/01/03
DUAL FAN DRIVE HYDRAULIC SYSTEM

MAKEUP
VALVE
FAN DRIVE
MOTORS
CASE DRAIN
FILTER
OIL
COOLER
CAT 3 5 1 6 ENGINE
FAN DRIVE
PUMP
FAN TANK
43
793C Sound Reduction Truck - Variable Displacement Pump/Twin Motors
Shown is the 793C Sound Reduction Truck fan drive hydraulic system. Oil flows from the fan
drive pump through a makeup valve to the fan drive motors. Oil flows from the motors through
the makeup valve, the fan drive oil cooler, and the fan drive oil filter to the fan drive tank.
If supply oil to the fan motors stops suddenly, the fans and motors may continue to rotate
because of the mass of the fans. The makeup valve allows oil to flow from the return side of the
circuit to the supply side and prevents a vacuum in the supply lines.
The fan drive motors are fixed displacement motors, therefore, the fan speeds are determined by
the amount of flow from the fan drive pump. The fan drive pump is a variable displacement
piston-type pump that is controlled by the Brake ECM. Case drain oil flows from the fan drive
motors and the fan drive pump through a case drain oil filter and a case drain screen to the fan
drive tank.
06/01/03
44
Shown is the twin radiator module. The fans are hydraulically driven. A variable displacement
piston-type pump provides oil flow to the fixed displacement motors shown in the center of the
fans. The hydraulic motors turn the fan blades.
The left fan rotates counter-clockwise and the right fan rotates clockwise. The fans rotate in
opposite directions to obtain the best airflow.
Fan speed is controlled by the Brake ECM. Fan speed varies depending on jacket water
temperature, aftercooler temperature, brake temperature, and the air conditioning status. The
maximum fan speed is 625 rpm.
The minimum fan speed will be approximately 100 rpm when all temperatures are cold and the
air conditioning is OFF. The fan will never actually stop because there is always a small amount
of flow from the fan drive pump when it is fully destroked.
The inputs that determine fan speed are:

- Jacket water coolant temperature
- Aftercooler coolant temperature
- Brake oil temperature
- Air Conditioning status
Î
06/01/03
ENGINE FAN CONTROL °C (°F)

JACKET WATER AFTERCOOLER BRAKE FAN
TEMPERATURE TEMPERATURE TEMPERATURE CONTROL
< 88 (190) < 78 (172) < 102 (215) BASE TEMP

OFF
> 88 (190) > 78 (172) > 102 (215) MODULATE TO
< 98 (208) < 88 (190) < 107 (225) TEMP CHART
> 98 (208) > 88 (190) > 107 (225) MAXIMUM
45
When the Air Conditioner is ON, the fan speed is set to follow the 10°C (18°F) coolant
temperature override shown in the chart below. Shown above are the fan speed limits based on
the temperature sensor inputs.
06/01/03
COOLANT ENGINE RPM BRAKE

ABOVE 700 1200 1750 1950 ABOVE
BASE TEMP DESIRED ENGINE FAN SPEEDS BASE TEMP
1°C (1.8°F) 0 0 0 0 .5°C (1°F)
2°C (3.6°F) 0 0 150 150 1°C (2°F)
3°C (5.4°F) 0 150 186 208 1.5°C (3°F)
4°C (7.2°F) 0 171 249 277 2°C (4°F)
5°C (9°F) 0 192 280 312 2.5°C (5°F)
6°C (10.8°F) 150 235 342 381 3°C (6°F)
7°C (12.6°F) 162 277 405 451 3.5°C (7°F)
8°C (14.4°F) 186 320 466 520 4°C (8°F)
9°C (16.2°F) 208 363 529 589 4.5°C (9°F)
10°C (18°F) 224 384 560 624 5°C (10°F)
46
As shown in the chart above for fan speed temperature limits, if the sensor temperatures are all
below the lower base temperature limits, the fan control is turned off and fan speed could be as
low as 100 rpm. If the temperatures are between the sensor lower and upper limits, fan speed
will modulate according to the fan speed chart shown below. If any of the sensor temperatures
are above the upper limits, fan speed will be set to the maximum.
06/01/03
1
3
47
Shown is closer view of a fan drive motor (1) and the makeup valve (2). Oil flows from the fan
drive pump through the makeup valve to the fan drive motors. Oil flows from the motors
through the makeup valve, the fan drive oil cooler, and the fan drive oil filter and returns to the
fan drive tank.
type pump that is controlled by the Brake ECM.
Case drain oil flows from the fan drive motors through a case drain filter to the fan drive tank.
The fan speed sensors (3) provide input signals to the Brake ECM. In VIMS and ET, the LEFT
Fan Speed Sensor is identified as Eng Cool Fan #1 and the RIGHT Fan Speed Sensor is
identified as Eng Cool Fan #2. The Brake ECM uses the inputs to determine the fan speed and
adjusts the current to the fan drive pump solenoid to maintain the desired fan speed.
If the difference between the fan speeds is greater than 50 rpm, a fan speed event will be logged
in the Brake ECM. The Brake ECM sends the signal to the VIMS, which informs the operator
of the fan speed error.
NOTE: Fan speed is not accurate below 100 rpm.

06/01/03
SPEED
FAN MOTOR SENSOR
CASE DRAIN
PORT OUTPUT
SHAFT
PISTON
BARREL
PORT PLATE
RETURN PORT
SUPPLY PORT
48
Shown is a sectional view of the fixed displacement, bent-axis fan drive motor. The motor is
rotated by flow from the fan drive pump. Oil flows through the supply port and the port plate
and pushes the pistons out of the barrel. The pistons force the barrel and the output shaft to
rotate. The output shaft turns the fan. As the barrel rotates and the pistons return, oil flows from
the pistons through the port plate, the return port, and a makeup valve to the fan drive tank.
Oil that leaks past the pistons into the motor housing provides lubrication for the rotating motor
case drain port and a case drain oil filter to the fan drive tank.
The fan drive motor speed sensor provides an input signal to the Brake ECM. The Brake ECM
uses this input to maintain the desired fan speed. There are 67 teeth on the plate that the speed
sensor uses to determine the motor speed
06/01/03
49
Shown is the front of the 793C XQ truck engine with the radiator assembly removed. The fan
drive hydraulic tank (1), the fan drive pump (2), and the fan drive case drain filter (3) can be
seen.
A fan drive oil temperature sensor (4) is installed in the hydraulic tank and provides an input
signal to the Brake ECM. The Brake ECM sends the signal to the VIMS, which informs the
operator of the fan drive system oil temperature. If the fan drive system temperature increases
above 107°C (225°F), the Brake ECM will log an oil temperature too high event.
06/01/03
3
4
50
Shown is the fan drive hydraulic tank (1) located on the frame near the right front of the engine.
The oil level is checked at the sight gauge (2). The oil level should first be checked with cold oil
and the engine stopped. The level should again be checked with warm oil and the engine
running.
When filling the hydraulic tank after an oil change, fill the tank with oil to the FULL COLD
mark on the sight gauge. Turn on the engine manual shutdown switch so the engine will not
start. Crank the engine for approximately 15 seconds. The oil level will decrease as oil fills the
fan drive hydraulic system. Add more oil to the tank to raise the oil level to the FULL COLD
mark. Crank the engine for an additional 15 seconds. Repeat this step as required until the oil
level stabilizes at the FULL COLD mark.
Ensure that the pump and motor cases are filled with oil and bleed the air out of the pump and
motors before starting the engine.
Turn off the engine manual shutdown switch and start the engine. Warm the hydraulic oil. Add
more oil to the tank as required to raise the oil level to the FULL WARM mark.
Use 30W Transmission Drive Train Oil (TDTO) oil in the fan drive hydraulic system. Change
the oil every 2000 hours. If Scheduled Oil Sampling (S•O•S) is used, the oil change interval can
maybe be extended to 4000 hours.
Î
06/01/03
Fan drive hydraulic system oil samples can be taken at the Scheduled Oil Sampling (S•O•S) tap
(not shown) located in the case drain oil filter base.
The fan drive return oil filter (3) is located in the tank. The oil filter should be changed every
500 hours. A bypass valve is located in the filter housing. The oil filter bypass valve will open
if the oil filter restriction is greater than 170 kPa (25 psi).
Before removing the cap to add oil to the fan drive hydraulic system, depress the pressure
release button on the breather (4) to release any pressure from the tank. Inspect the hydraulic
tank breather for plugging.
The fan drive pump and motors case drain filter (5) is located above the fan drive hydraulic
tank. The case drain oil filter should be changed every 500 hours. An oil filter bypass switch is
located on the oil filter base. If the filter restriction exceeds 140 kPa (20 psi), the oil filter
bypass switch provides an input signal to the Brake ECM. The Brake ECM sends the signal to
the VIMS, which informs the operator that the filter is restricted. A bypass valve is also located
on the case drain oil filter base. The case drain oil filter bypass valve will open if the oil filter
restriction is greater than 170 kPa (25 psi).
NOTICE
Failure to correctly fill the hydraulic tank and the pump and motor cases after an oil
change may cause component damage.
06/01/03
6 2 3 4
5 1
51
Shown is the fan drive pump located at the front of the engine. The fan drive pump is a variable
displacement piston-type pump. The Brake ECM controls the flow of oil from the fan drive
pump by energizing the displacement solenoid (1).
The Brake ECM analyzes the temperatures and the air conditioning status and sends between
0 and 640 milliamps to the solenoid. Between 0 to 220 milliamps, the pump is at maximum
displacement and the fan speed is at maximum. Between 600 to 640 milliamps, the pump is at
minimum displacement and the fan speed is at minimum.
The coil resistance through the solenoid is approximately 24 ohms.
The displacement solenoid moves a spool in the pressure and flow compensator valve (2) to
control the flow of pump output pressure to the minimum angle actuator piston. The minimum
angle actuator piston moves the swashplate to the minimum flow position. The current
adjustment screw (3) controls the minimum current required to start destroking the pump. The
present setting is 220 milliamps. Do not adjust the current adjustment screw in chassis. This
adjustment should only be done on a hydraulic test stand.
Î
06/01/03
The high pressure cut-off valve (4) controls the maximum pressure in the fan drive system. The
high pressure cut-off valve controls maximum pressure by controlling the flow of pump output
pressure 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 destroke the pump only enough to maintain that maximum pressure. In the fan drive system,
it does not go to minimum stroke because the fans are still turning. The pump will only
destroke a small percentage in order to hold the high pressure. At sea level the high pressure
cut-off valve setting is 27000 ± 345 kPa (3920 ± 50 psi).
The high pressure cut-off valve setting must be set lower at higher altitudes. If the fan drive
pump solenoid is disconnected and the engine is run at high idle, the fan speed would be too
high if the high pressure cut-off valve setting is too high.
The fan drive pressure tap (5) is used to measure fan drive pump pressure.
The minimum angle stop screw (6) is located near the pressure and flow compensator valve.
The maximum angle stop screw is located on the other side of the pump. Do not adjust the
minimum or maximum angle stop screws in chassis. This adjustment should only be done on a
hydraulic test stand.
Pump cut-off pressure should be set at least 2070 kPa (300 psi) greater than the pressure
required to maintain the maximum fan speed (625 rpm) with the fan drive pump solenoid
unplugged. This will vary with the elevation above sea level.
When accelerating from LOW IDLE to HIGH IDLE, the fan drive pressure will spike to start
the fan rotation. The spike pressure may be the pump high pressure cut-off setting. When at
low idle and you are requesting maximum fan speed, the pump will be at maximum stroke.
When you go to high idle, the pump will remain at full stroke until the 625 rpm maximum fan
speed is exceeded. After 625 rpm is exceeded, the control will start stroking the pump back to
the proper displacement for this fan speed. This will take several seconds and fan speed may
exceed 700 rpm. The pump/motor combination may result in fan speeds as high as 775 rpm if
the pump cut-off pressure is set high enough.
To determine the correct high pressure cut-off setting at altitudes above sea level, use ET to
override the hydraulic fan speed to 625 rpm, raise the engine speed to HIGH IDLE, and record
the pump pressure and fan speeds. We now know what pressure is required to rotate the fans at
625 rpm at the current altitude. For example, at our current altitude, it required approximately
16675 kPa (2420 psi) to rotate the fans at 625 rpm. Pump cut-off pressure should be set a
minimum of 2070 kPa (300 psi) above the pressure required to maintain the maximum fan speed
(625 rpm) with the solenoid unplugged. This will vary with the elevation above sea level. So,
at this altitude we should set the pump cut-off pressure to a minimum of 18740 kPa (2720 psi).
Î
06/01/03
FAN DRIVE PUMP

PRESSURE AND FLOW
COMPENSATOR
MINIMUM
ANGLE STOP PISTON MAXIMUM
SWASHPLATE ANGLE
ACTUATOR
PISTON
DRIVE SHAFT
CHARGE
PUMP
IMPELLER
MAXIMUM ROTARY MINIMUM ANGLE

ANGLE STOP GROUP ACTUATOR PISTON
52
Shown is a sectional view of the fan drive pump. The pump is a variable displacement piston-
type pump. Oil flows from the pump through a makeup valve to the fan motor. Fan speed is
controlled by controlling the flow from the pump to the fan motor.
Oil from the fan drive tank enters the pump in the port below the charge pump impeller. The
charge pump keeps the fan drive pump full of oil.
The large spring around the maximum angle actuator piston holds the swashplate at maximum
angle. Pump output pressure is always present on the right side of the 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 and fan speed is at maximum. This is the
position of the pump when the displacement solenoid receives between 0 to 220 milliamps from
the Brake ECM.
Î
06/01/03
When the displacement solenoid is receiving between 220 and 640 milliamps from the Brake
ECM, the displacement solenoid moves a spool in the pressure and flow compensator valve.
The spool allows pump output pressure to flow to the minimum angle actuator piston.
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. The swashplate angle, pump flow, and fan speed will modulate with the amount of
current at the displacement solenoid. When the swashplate is at minimum angle, pump output is
at minimum flow and fan speed is at minimum. This is the position of the pump when the
displacement solenoid receives between 600 to 640 milliamps from the Brake ECM.
Before the swashplate contacts the minimum angle stop, 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 into the pump housing provides lubrication for the rotating
case drain port and a case drain oil filter to the fan drive tank.
06/01/03
FAN DRIVE PUMP CONTROL
TO MINIMUM ANGLE TO FAN CASE HIGH PRESSURE

ACTUATOR PISTON MOTORS DRAIN CUT-OFF
DISPLACEMENT
PUMP DRAIN HIGH PRESSURE SOLENOID AND
SUPPLY CUT-OFF VALVE
MAXIMUM
ANGLE
ACTUATOR
CURRENT PISTON
ADJUSTMENT
DRAIN PUMP
SUPPLY DISPLACEMENT
MINIMUM ANGLE
TO MINIMUM ANGLE SOLENOID AND
ACTUATOR PISTON
ACTUATOR PISTON VALVE
53
Shown is the pressure and flow compensator valve for the fan drive pump. The charge pump
pulls oil from the fan drive tank and keeps the fan drive pump full of oil. Oil flows from the
pump to the high pressure cut-off valve, the displacement valve, and the 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 220 milliamps from the Brake ECM and pump output pressure is low.
When the displacement solenoid is receiving between 220 to 640 milliamps from the Brake
ECM, the displacement solenoid moves the valve spool to the left. The spool allows pump
output pressure to flow to the minimum angle actuator piston. 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.
Î
06/01/03
The current adjustment screw controls the spring pressure in the displacement valve and
changes the minimum current required to start destroking the pump. The present setting is 220
milliamps. 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 controls the maximum pressure in the fan drive system. The
high pressure cut-off valve controls the flow of pump output pressure 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.
At sea level the high pressure cut-off valve setting is 27000 ± 345 kPa (3920 ± 50 psi).
The high pressure cut-off valve setting must be set lower at higher altitudes. If the fan drive
pump solenoid is disconnected and the engine is run at high idle, the fan speed would be too
high if the high pressure cut-off valve setting is too high.
06/01/03
FAN SPEED VERSUS PUMP SOLENOID CURRENT
800
700
FAN SPEED (RPM)
600
500
400
300
200
100
0
0 100 200 300 400 500 600 700 800
PUMP SOLENOID CURRENT (mA)
LOW IDLE FAN SPEED HIGH IDLE FAN SPEED
54
This graph shows the relationship between fan speed and pump solenoid current. As the current
to the solenoid increases the fan speed is reduced.
06/01/03
55
Shown is the fan drive makeup valve (arrow). The makeup valve is located between the two fan
drive motors. Supply oil flows from the fan drive pump, through the makeup valve, to the fan
drive motors. Return oil also flows from the fan drive motor through the makeup valve. Return
oil from the fan motor is used as makeup oil to prevent a vacuum condition in the fan motors
when the fan operation stops.
If supply oil to the fan stops suddenly, the fans and motors may continue to rotate because of the
mass of the fans. Continued rotation of the fan motors would create a vacuum in the supply
circuit between the fan drive pump and motors. The makeup valve allows oil to flow from the
return side of the circuit to the supply side and prevents a vacuum.
06/01/03
56
Shown is the fan drive hydraulic system oil cooler (arrow). Return oil flows from the fan drive
motors, through the makeup valve, to the fan drive oil cooler. Return oil flows from the fan
drive oil cooler, through the return filter, to the hydraulic tank. A bypass valve is located on the
oil cooler. The oil cooler bypass valve will open if the oil cooler restriction is greater than
170 kPa (25 psi).
The fan drive hydraulic oil is cooled by the jacket water cooling system.
06/01/03
57
When running tests on the 793C XQ hydraulic fan drive system, ET can be used to observe real
time status of the parameters that control the hydraulic fan drive system. Shown is a status
screen group that was created to observe most of the hydraulic fan drive system parameters.
One of the parameters shown on the screen is "Engine Cooling Fan Solenoid Current." If a truck
has the Electronically Controlled Fan Drive System installed, the value of this parameter will
change from 0 to 0.640 Amps, which represents a current between 0 to 640 milliamps.
If the value displayed is 0 Amps, the ECM is sending 0 milliamps of current to the fan drive
pump solenoid. At 0 milliamps the pump is at maximum displacement and the fan drive pump
flow is at maximum. If the value displayed is 0.640 Amps, the ECM is sending 640 milliamps
of current to the fan drive pump solenoid. At 640 milliamps the pump is at minimum
displacement and the fan drive pump flow is at minimum.
06/01/03
58
ET can be used to override the fan speed to test the hydraulic fan drive system. To override the
fan speed, select "Diagnostics" from the ET pull-down menu and then select "Override
Parameters." The "Desired Engine Cooling Fan Speed Override" parameter will be shown.
Highlight the parameter and select "Change" (see next slide).
06/01/03
59
When "Change" has been selected to override the "Desired Engine Cooling Fan Speed
Override," the new value can be entered in the screen shown. After the new value is entered,
select "OK" and the fan speed should change to the value entered. The left and right fan speeds
can be observed using the VIMS Message Center or a laptop with VIMSpc installed.
The real time status of the hydraulic fan drive parameters can not be observed with ET during
the override test unless a second laptop with ET is connected to the truck. If the override
parameter screen is left by selecting another ET screen, the override parameter test is turned off.
06/01/03
BRAKE ELECTRONIC CONTROL SYSTEM
INPUT COMPONENTS
ECM LOCATION
CAT DATA LINK
CODE
FRONT BRAKE SERVICE TOOL
FILTER SWITCH ENGINE ECM
PARKING BRAKE FILTER
TRANSMISSION/CHASSIS ECM
BRAKE OVERSTROKE
SWITCH VIMS
BRAKE AIR PRESSURE SHIFT LEVER THROTTLE TRANSMISSION OUTPUT
LEFT FAN SPEED SENSOR SWITCH SENSOR SPEED SENSOR
ACTUAL GEAR ENGINE SERVICE/RETARDER
RIGHT FAN SPEED SENSOR
SWITCH SPEED/TIMING BRAKE SWITCH
FAN DRIVE
PARKING/SECONDARY SENSOR
CASE DRAIN FILTER
FAN DRIVE OIL BRAKE SWITCH
TEMP SENSOR
DIFFERENTIAL
OUTPUT COMPONENTS
FILTER
DIFFERENTIAL OIL
TEMP SENSOR FAN DRIVE PUMP
DIFFERENTIAL SOLENOID
PRESSURE
DIFFERENTIAL DIFFERENTIAL FAN RELAY
OIL LEVEL
ARC ENGINE OUTPUT ARC SUPPLY ARC

ON INPUT SPEED SENSOR SOLENOID
ARC CONTROL
OFF INPUT SOLENOID
RETARDER
ARC ON/OFF PRESSURE SWITCH
SWITCH RETARDER
AUTO RETARDER ENGAGED LAMP
PRESSURE SWITCH
TCS TCS TEST TCS TCS

ENGAGED LAMP TCS SELECTOR SOLENOID
SWITCH
LEFT AND RIGHT
LEFT WHEEL SPEED SENSOR
PROPORTIONAL
RIGHT WHEEL SPEED SENSOR
(SERVO) SOLENOID
60
The earlier 793C trucks use the Brake Electronic Control Module (ECM) for controlling the
Automatic Retarder Control (ARC), the Traction Control System (TCS), the Rear Axle Cooling
status, Filter Bypass status, Brake Overstroke status, and Brake Air Pressure status. On the
793C XQ Truck, the Brake ECM is also used to control the Dual Fan Hydraulic Drive System.
In order to control the Dual Fan Hydraulic System, four inputs and one output were added to the
Brake ECM.
The new Brake ECM Inputs are:

- Left Fan Speed
- Right Fan Speed
- Fan Drive Case Drain Filter Bypass
- Fan Drive Oil Temperature
The new Brake ECM Output is:

- Fan Drive Pump Solenoid
06/01/03
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 Pink - 3rd reduction in pressure

Air (no pressure)
Purple - Pnuematic pressure Red/Pink Stripes - Secondary source oil pressure
Yellow - Moving or activated components Orange - Pilot, signal or Torque Converter oil
Cat Yellow - (restricted usage) Orange/White Stripes -

Identification of components Reduced pilot, signal or TC oil pressure
within a moving group
Orange Crosshatch - 2nd reduction in
Brown - Lubricating oil pilot, signal or TC oil pressure.
Green - Tank, sump, or return oil Blue - Trapped oil
Green/White Stripes -
Scavenge Oil or Hydraulic Void
COLOR CODES
This color palette is used throughout this document in ISO schematics.

Machine Hydraulic Fan Systems: Technical Presentation

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Service Training

MACHINE HYDRAULIC FAN SYSTEMS

M300C DEMAND FAN SYSTEM ..............................................................................................6

WHEEL LOADER FAN DRIVE SYSTEMS ............................................................................14

OFF-HIGHWAY TRUCK HYDRAULIC FAN SYSTEMS ......................................................41

MACHINE HYDRAULIC FAN

© 2003 Caterpillar Inc.

This presentation provides information on representative electronically controlled hydraulic fan

M300C DEMAND FAN SYSTEM

Fixed Displacement Pump

DEMAND FAN DRIVE SYSTEM

MOTOR FAN DRIVE FLOW CONTROL

M300C HYDRAULIC DEMAND FAN

HYDRAULIC OIL ENGINE COOLANT

CURRENT TO FAN SOLENOID

M300C DEMAND FAN SELF-CALIBRATION

CONDITION EFFECT RESULT

Coolant and oil Machine ECM decreases

CONDITION EFFECT RESULT

Coolant and oil Machine ECM increases

WHEEL LOADER FAN DRIVE SYSTEMS

924G/924Gz and 928G/IT28G Fan Drive System - Fixed Displacement Pump

HYDRAULIC FAN SYSTEM

HYDRAULIC OIL AIR INLET

- hydraulic oil temperature

- transmission oil temperature

- air inlet temperature

REVERSING HYDRAULIC FAN SYSTEM

FAN REVERSING FLOW

MAKEUP FAN CONTROL

Minimum and maximum fan speeds can be calibrated through ET.

HYDRAULIC FAN SYSTEM

PRESSURE PRESSURE AND FLOW CAT DATA

HYDRAULIC OIL COOLANT AIR INLET

938G Series II Hydrualic Fan System - Variable Displacement Pump

HYDRAULIC FAN SYSTEM

OIL FAN PRESSURE AND FLOW POWER TRAIN

PRESSURE CAT DATA

HYDRAULIC OIL COOLANT AIR INLET

HYDRAULIC FAN SYSTEM

OIL FAN PRESSURE AND FLOW POWER TRAIN

PRESSURE CAT DATA

HYDRAULIC OIL COOLANT AIR INLET

950G - 980G Series II On Demand Fan - Variable Displacement Pump

FAN DRIVE SYSTEM

This schematic shows the fan drive hydraulic system.

MAIN DISPLAY MODULE INTAKE 35 1

FAN DRIVE SYSTEM

992G Wheel Loader Fan Drive System - Variable Displacement Pump

Hydraulic tank: Reservoir for the hydraulic oil supply.

Fan Drive System Components

FAN DRIVE SYSTEM

FAN DRIVE SYSTEM

FAN DRIVE SYSTEM

OFF-HIGHWAY TRUCK HYDRAULIC FAN SYSTEMS

797B Off Highway Truck - Variable Displacement Pump

- 475 rpm--when not braking or retarding (going uphill)

- 525 rpm--when braking or retarding (going down hill)

The inputs that determine fan speed are:

FAN SPEED CONTROL LIMITS (RPM)

ENGINE FAN CONTROL--NON-RETARDING OR RETARDING BELOW 4 MPH ° C (° F)

> 65 (150) > 99 (210) LIMIT

797B FAN DRIVE HYDRAULIC SYSTEM