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Product:  MOTOR GRADER
Model:  14G MOTOR GRADER 96U04904
Configuration: 14G MOTOR GRADER 96U04298-07045 (MACHINE) POWERED BY 3306
ENGINE

Systems Operation
16G MOTOR GRADERS AIR SYSTEM & BRAKES
Media Number -REG01471-01 Publication Date -01/12/1981 Date Updated -04/01/2017

    REG014710001

Systems Operation

Introduction
NOTE: For Specifications with illustrations, make reference to the SPECIFICATIONS for 12G and
14G MOTOR GRADERS Air System and Brakes, Form No. REG01499 or, to the SPECIFICATIONS
for 16G MOTOR GRADERS Air System and Brakes, Form No. REG01472. If the Specifications in
Form No. REG01472 or REG01499 are not the same as listed in the Systems Operation and the
Testing and Adjusting, look at the printing date on the back cover of each book. Use the
Specifications listed in the book with the latest date.

NOTE: This book has been completely changed from the former issue.

SCHEMATIC OF AIR SYSTEM AND BRAKES WITH TWO SECTION AIR TANK AND DUAL BRAKE CONTROL VALVE FOR
12G AND 14G
1. Service brakes (four).

2. Tee.

3. Junction block.

4. Air compressor governor.

5. Air compressor.

6. One-way check valve.

7. Parking brake valve.

8. Dual brake control valve for service brakes.

9. Horn.

10. Relief valve.

11. One-way check valve.

12. Solenoid.

13. Drain plugs.

14. Air tank.

15. One-way check valve.

16. Relief valve.

17. Rotochamber for parking brake.

18. Quick release valve.

19. Junction block.

20. Air pressure gauges.

21. Solenoid.

22. Centershift lock control valve.

23. Stop light switch.

24. Centershift lock.

SCHEMATIC OF AIR SYSTEM AND BRAKES WITH TWO SECTION AIR TANK AND DUAL BRAKE CONTROL VALVE FOR
16G

1. Service brakes (four).

2. Tee.

3. Junction block.

4. Air compressor governor.

5. Air compressor.

6. One-way check valve.

7. Parking brake valve.

8. Dual brake control valve for service brakes.

9. Horn.

10. Relief valve.

11. One-way check valve.

12. Horn valve.

13. Drain plugs.

14. Air tank.

15. One-way check valve.

16. Relief valve.

17. Rotochamber for parking brake.

18. Quick release valve.

19. Junction block.

20. Air pressure gauges.

21. Solenoid.

22. Centershift lock control valve.

23. Stop light switch.

24. Centershift lock.

25. Relay valve.

26. Relay valve.

27. Tee.

The brake system is activated by air pressure. Air compressor (5) sends pressure air to air tank
(14) through the one-way check valves (11) and (15). The air tank is divided into two separate
sections. Each section has a safety valve and a drain valve.

Pressure air goes from dual brake control valve (8) to activate the brakes. In case of a failure in
a line or one of the circuits, one section of the air tank will still have pressure air to engage the
brakes on one drive tandem.

Service Brakes (16G)

Four disc-type brakes, one in each wheel spindle housing, are used for the service brake
system. The cooling of the brakes is through the oil in the drive tandems. The service brakes
are activated by air pressure.

AIR TANK
11. One-way check valve. 14. Air Tank. 15. One-way check valve.
GAUGE PANEL
20. Air pressure gauges.

Air from both sections of air tank (14) goes through relay valves (25) and (26) to dual brake
control valve (8) for the service brakes.

CONTROL VALVE FOR SERVICE BRAKES

8. Dual brake control valve. 23. Stoplight switch.

Pushing the brake pedal on dual brake control valve (8) sends an air signal to both relay valves
(25) and (26). The air signal from the front and rear sections of dual brake control valve (8) is
sent to the relay valves on the right and left sides of the machine respectively. This air signal
opens a passage in the relay valves to let part of the pressure air from the air tank go to the
brakes. The position of the brake pedal controls the amount of the air signal. When the brake
pedal is held in the brake ON position, dual brake control valve (8) stops the air signal to the
relay valves. The relay valves then close to stop the flow of air to the brakes. Pressure air is
held in the brakes to keep the brakes in the brake ON position.

When the brake pedal is released the air signal is released through the control valve. With no
air signal in the lines to the relay valves, a passage in the relay valves is opened to release the
pressure air in the brakes through the relay valves.
BRAKE RELAY VALVE
25. Left relay valve.

Service Brakes (12G and 14G)

Four disc-type brakes, one in each wheel spindle housing, are used for the service brake
system. The cooling of the brakes is through the oil in the drive tandems. The service brakes
are activated by air pressure.

AIR TANK
11. One-way check valve. 14. Air tank. 15. One-way check valve.

GAUGE PANEL
20. Air pressure gauges.

Air from both sections of air tank (14) goes to dual brake control valve (8) for the service
brakes.

CONTROL VALVE FOR SERVICE BRAKES

8. Dual brake control valve. 23. Stoplight switch.

Pushing the brake pedal on the dual brake control valve (8) sends an air signal to let part of the
pressure air from the air tank go to the brakes. The position of the brake pedal controls the
amount of the air signal. When the brake pedal is held in the brake ON position, dual brake
control valve (8) stops the air signal to the brakes. Pressure air is held in the brakes to keep the
brakes in the brake ON position.

When the brake pedal is released the air signal is released through the dual brake control
valve. With no air signal in the lines to the brakes the brakes are released.

Parking Brake
A disc-type brake in the front part of the transmission housing is used as the parking brake.
Rotochamber (17) on the side of the transmission activates the brake. The parking brake is air
released and spring engaged.

Air from the dual brake control valve (8) goes through one-way check valve (6). When the
safety lever is pulled to the rear, pressure air goes through the parking brake valve (7).

ROTOCHAMBER FOR PARKING BRAKE (16G Shown)

17. Rotochamber.

ROTOCHAMBER FOR PARKING BRAKE (12G and 14G Shown)

17. Rotochamber.

Air then goes through the quick release valve into rotochamber (17). The pressure air moves
the rod and rod end. The rod end is connected to a lever on the front of the transmission
housing. This lever is connected to the parking brake piston in the transmission. As the
rotochamber moves the rod end and the lever down, the piston is turned to release the disc-
type brake. The one-way check valve prevents the parking brake from engaging if air pressure
to the control valve is low.

When the safety lever is pushed forward to the PARK position, the inlet port in valve (7) for the
parking brake closes and the exhaust port opens to release the air in the line to quick release
valve (18). The exhaust port of the quick release valve then opens to release the air in the
rotochamber. With no pressure air in the rotochamber, the spring force moves the rod and rod
end out of the rotochamber. This moves the lever on the transmission to engage the parking
brake.

SAFETY LEVER FOR PARKING BRAKE IN PARK POSITION (Earlier 16G shown)

SAFETY LEVER FOR PARKING BRAKE IN PARK POSITION (Later 12G and 14G shown)

When the machine is stopped and the safety lever is pushed to the PARK position, the
transmission shift lever is held in the NEUTRAL position. In an emergency, when the machine
is being operated, the safety lever can be pushed to the PARK position. This will engage the
parking brake and also move the transmission shift lever to the NEUTRAL position.

Accessory Circuits
Differential Lock (Earlier Machines)

The machine is equipped with an oil activated differential lock. The oil supply for the
differential lock is from the No. 7 clutch of the transmission. Part of the oil from the No. 7
clutch goes through differential lock valve (28) on the intermediate housing. Lock valve (28) is
controlled by pressure air from control valve (29) for differential lock.
DIFFERENTIAL LOCK VALVE (Earlier 16G Shown)
28. Differential lock valve.

CONTROL VALVE FOR DIFFERENTIAL LOCK (Earlier Machines)

29. Control valve.

Since oil is sent to the No. 7 clutch only in the first four speeds of the transmission, the
differential lock is engaged only when the transmission is in these speed ranges.

NOTE: The oil supply for the differential lock on the 12G Motor Grader is from the No. 6 clutch
of the transmission.

FOOT PEDAL FOR DIFFERENTIAL LOCK IN UNLOCK POSITION

The machine is normally operated with the differential lock in the LOCK position. To release
the differential lock, the foot pedal is pushed down. Control valve (29) will be held in the
UNLOCK position if the pedal is pushed down and also forward.

Air from the dual brake control valve goes to control valve (29) for differential lock. When the
foot pedal is up, LOCK position, the pressure air is stopped at the control valve. A spring in lock
valve (28) holds the valve spool in a position to let part of the oil from the No. 7 clutch go to the
differential lock. When the foot pedal is pushed down, air goes through control valve (29) to
lock valve (28). The pressure air moves the valve spool against the force of the spring to stop
the flow of oil from the No. 7 clutch. With the valve spool in this position, a passage in the lock
valve is also opened to release the oil in the differential lock.

Differential Lock (Later Machines)

The electric differential control switch (31) controls a solenoid activated hydraulic valve
located on the differential carrier. When switch (31) is in the off (LOCK) position, the indicator
light (30) is off. No current flows to the solenoid coil connector (35) and the valve is held open
by spring force. P1 pressure oil from the transmission relief valve group flows through a hose
to inlet opening (32). The internal passages of the solenoid valve act as an orifice.

CONTROL FOR DIFFERENTIAL LOCK

30. Indicator light. 31. Switch.

With the switch in the off (LOCK) position, P1 oil goes into inlet opening (32) and out opening
(34) to the differential lock clutch. The oil goes into the differential through the differential
cage assembly to a cavity behind a piston in the differential housing to engage the differential
lock.

The speed of the wheels will be equal, even if the traction under each tandem becomes
different.

When the differential control switch (31) is in the (UNLOCKED) position, the indicator light (30)
is ON and current flows to the solenoid coil connector (35). The solenoid force then moves the
valve spool against its spring force. The pressure oil in the cavity behind the piston goes
through opening (33) to the reservoir in the differential. The pinions and side gears in the
differential are now free to turn when traction under each tandem is different.
ELECTRIC SOLENOID VALVE
32. Inlet opening. 33. Opening to reservoir. 34. Opening to differential lock clutch. 35. Solenoid coil connector.

The differential with the electric control can be locked in any speed since the P1 pressure
source is taken directly from the transmission relief valve.

On some machines with the electric control, an adapter plate is used between the solenoid
valve and the differential carrier. This plate blocks the flow of oil from the No. 7 transmission
clutch on machines that used the air control. On other machines with electric control, the plate
is not used and the hole to the No. 7 clutch is tapped and blocked with a plug.

ELECTRIC SOLENOID VALVE (14G Shown)

Centershift Lock

The location of centershift lock (24) is on the front of the link bar. When the lock pin is not
engaged with the lock plate, the link bar and the circle can be moved to put the blade in the
correct position for the job application.
CENTERSHIFT LOCK (16G Shown)
24. Centershift lock.

Centershift control valve (22) is on the console to the right of the seat. This control valve
controls the flow of air to the lock pin. The machine is normally operated with the control
valve in the LOCK position. Since the lock pin can not be seen by the operator, indicators on the
rear of the lock plate show the operator when the lock pin is in alignment with the correct hole
in the lock plate.

CENTERSHIFT INDICATORS

Air from the dual brake control valve (8) goes to centershift control valve (22). In the LOCK
position, air goes through the valve to the spring side of the piston in the lock pin housing. The
force of the springs and the pressure air hold the lock pin in the LOCK position. In order to
move the link bar and the circle to another location, the lever on centershift control valve (22)
first must be moved to the INDEX position. This releases the air from the spring side of the
piston. The lever is then moved to the RETRACT position. Pressure air is sent to the other side
of the piston to pull the lock pin out of the lock plate against the force of the springs. The
centershift cylinder and the lift cylinders are then operated to move the link bar and the circle
to the desired location.

When the lock pin is near the correct hole in the lock plate, the lever on the control valve is
moved back to the INDEX position. This releases the pressure air holding the lock pin away
from the lock plate. When the lock pin is in alignment with the correct hole, the spring force
will push the lock pin part of the way into the lock plate. The lever on the centershift control
valve is then moved to the LOCK position to again send pressure air to the spring side of the
piston. The spring force and the pressure air will then fully engage the lock pin in the lock
plate.

CONTROL LEVER FOR CENTERSHIFT CONTROL VALVE

Electric Warning System
The warning system has three separate circuits. The main circuit has an electric buzzer and an
indicator light (36) for low air pressure. Two pressure indicators, one on each section of dual
brake control valve for service brakes are connected to the buzzer and the indicator light. In
case of a failure in either half of the air system, one of the pressure indicators will close at
approximately 60 psi (415 kPa). This completes a circuit to operate the buzzer and the indicator
light. The operator can then safely stop the machine and look at air pressure gauges (20) on the
front of the engine compartment to see which part of the system has the failure.

WARNING LIGHTS (Earlier Machines)

30. Indicator light for differential lock. 36. Indicator light for service brakes (air).

NOTE: The electric buzzer is under the panel to the right of the seat.

Another warning circuit has a pressure switch and an indicator light (30) to show when the
differential lock is in the UNLOCK position. The pressure switch is in the line to differential
lock valve. When the foot pedal on control valve (29) on earlier machines is pushed, or switch
(31) is moved, the pressure switch closes. This completes a circuit to operate indicator light
(30).

WARNING LIGHTS (Later Machines)

30. Indicator light for differential lock. 36. Indicator light for service brakes.

The last circuit is for the brake lights. A stoplight switch is in the line from dual brake control
valve (8) for service brakes to one of the lines to the brakes. When the foot pedal is pushed, the
stoplight switch closes. This completes a circuit to operate brake lights.

Each warning circuit is connected to the battery through a separate fuse in the fuse box.
Air Compressor And Governor
The engine operates air compressor (1) through the timing gears. The air compressor governor
(2) controls the system air pressure.

The governor keeps the air pressure in the system constant. When the engine is started, the
compressor runs until the pressure in the system is at the cutout setting of 120 psi (830 kPa) for
16G Motor Graders and 140 psi (970 kPa) for the 12G and 14G Motor Graders. At this setting,
pressure air moves the governor piston to let air go through the governor to the unloading
valves in the compressor. Pressure air holds the unloading valves open to stop the flow of air
from the compressor.

When the system air pressure is at the cut-in setting of 100 psi (690 kPa) for the 16G Motor
Graders and 120 psi (830 kPa) for the 12G and 14G Motor Graders, the force of the governor
spring moves the governor piston to stop the flow of air to the unloading valves. The unloading
valves close and the compressor again sends pressure air to the system.

AIR COMPRESSOR AND GOVERNOR (16G Shown)

1. Air compressor. 2. Air compressor governor.

Control Valve For Service Brakes (Earlier

Machines)
The control valve for the service brakes controls the air signal to the relay valves on each side
of the engine.

In the brake OFF position, any pressure air in the lines from signal ports (12) and (18) is
released through slot (3), passage (22) and passage (20) to exhaust port (21). System pressure in
supply ports (11) and (19) is stopped at the control valve.

When the foot brake pedal is pushed down, a plunger on the control valve first moves plate (1),
rubber bushing (2) and piston (5) down to valve (7). Valve (7) will then start to move down with
piston (5). When lip (6) of piston (5) comes in contact with valve (8), the opening from signal
port (12) through slot (3) to passage (22) and exhaust port (21) is closed. Piston (5) will then
move valve (8) off its seat in upper housing (9). This opens a passage from supply port (11)
around lip (6) of piston (5) to signal port (12).

When the movement of the foot pedal is stopped, the pressure in signal ports (12) and (18)
becomes higher. This pressure and the force of springs (4) and (13), pushing against the bottom
faces of piston (5) and valve (7), will move the piston and valve up a small amount against the
force of rubber bushing (2). This lets springs (10) and (16) move valve (8) and valve (15) back to
their seats on housings (9 and 17). The flow of pressure air to signal ports (12) and (18) is
stopped. The openings to exhaust port (21) are still closed.

CONTROL VALVE FOR SERVICE BRAKES BRAKE OFF POSITION

1. Plate. 2. Rubber bushing. 3. Slot in valve (7). 4. Spring. 5. Piston. 6. Lip on piston (5). 7. Valve. 8. Valve. 9. Upper
housing. 10. Spring. 11. Supply port from front section of junction block. 12. Signal port to right relay valve. 13.
Spring. 14. Lip on valve (7). 15. Valve. 16. Spring. 17. Lower housing. 18. Signal port to left relay valve. 19. Supply port
from rear section of junction block. 20. Passage in valve (15) to exhaust port. 21. Exhaust port. 22. Passage in valve (7)
to exhaust port.

At this same time, lip (14) of valve (7) comes in contact with valve (15). This closes the opening
from signal port (18) to passage (20) and exhaust port (21). Valve (7) will then move valve (15)
off its seat in lower housing (17). This opens a passage from supply port (19) around lip (14) of
valve (7) to signal port (18).

The distance that the foot pedal pushes piston (5) and valve (7) down controls the amount of
pressure air in the lines from the signal ports to the relay valves. If the pedal is pushed down
only a short distance, it takes only a small amount of pressure air in the signal ports to help
springs (4) and (13) move the piston and valve up to let valve (8) and valve (15) close the
opening from the supply ports. If the pedal is fully pushed down, it takes a large amount of
pressure air to help close the opening from the supply ports. It is then the distance the foot
pedal is moved that controls the specific amount of pressure air held in the lines to the relay
valves. This is the brake ON position.

If the operator wants to gradually release the brakes, he will let the foot pedal move up a small
amount. This will let the plunger on the control valve, plate (1), rubber bushing (2), piston (5)
and valve (7) move up a small amount also. This will cause one of two actions. First, if lip (6) of
piston (5) and lip (14) of valve (7) have moved out of contact with valve (8) and valve (15), the
openings to exhaust port (21) will be opened. Pressure air in the signal ports will be released
until the force above piston (5) is greater than the force of springs (4) and (13) and the pressure
still in the signal ports. At this time, lip (6) and lip (14) will again move down to valve (8) and
valve (15) to close the openings to the exhaust port. But if lip (6) and lip (14) did not move off
valve (8) and valve (15) when the operator let the foot pedal move up, pressure air will still be
released from the signal ports.

Since some of the force above piston (5) has been released, the pressure in the signal ports and
the force of springs (4) and (13) is enough to move piston (5) and valve (7) up still more. This
action moves lip (6) and lip (14) up enough to let a small amount of pressure air out of the
signal ports. Piston (5) and valve (7) will move down once again when the force above the
piston is greater than the pressure air in the signal ports and the force of springs (4) and (13).

When the foot pedal is released completely, all of the force above piston (5) is removed. The
openings to exhaust port (21) are opened fully and all of the pressure air in the signal ports is
released. With no pressure air in the lines to the relay valves, the brakes will also be fully
released.

Control Valve For Service Brakes (Later

Machines)
Right Brake Application
When the brake pedal is pushed, plunger (1) puts force on spring seat (3), rubber spring (4) and
piston (5). The seat (6) seats on inlet and exhaust valve (9) and closes exhaust passage (7). Inlet
and exhaust valve (9) is moved off seat (8) to let pressure air from supply port (11) go out
delivery port (10) to the brakes for the right side of the machine.

NOTE: Because of the small amount of pedal movement and air needed to move the relay
piston (12), the brakes for the left side of the machine are applied almost the same time,
(almost simultaneous) as the brakes for the right side of the machine.

Left Brake Application

When the inlet and exhaust valve (9) is moved off of its seat (8), exhaust seat (14) seats on inlet
and exhaust valve (20) and closes exhaust passage (15). Inlet and exhaust valve (20) is moved
off seat (19) to let air from supply port (17) go out delivery port (18) to the brakes for the left
side of the machine.

Releasing the Brakes

When the brake pedal is released, mechanical force is removed from the spring seat (3), rubber
spring (4) and piston (5). Air pressure and spring force moves piston (5) which in turn moves
relay piston (12) by way of screw (2). Seat (6) is moved away from inlet and exhaust valve (9).
Inlet and exhaust valve (9) moves into contact with seat (8) and air pressure in the lines to the
brakes for the right side of the machine goes through the center of the valve and out the
exhaust port (21) and the brakes for the right side of the machine are released. At the same
time, exhaust seat (14) moves away from inlet and exhaust valve (20) and inlet and exhaust
valve moves into contact with seat (19). Passage (15) is closed off to stop air flow from supply
port (17) to delivery port (18). Air pressure in the lines to the brakes for the left side of the
machine goes through the center of the inlet and exhaust valve (20) and out the exhaust port
(21) and the brakes for the left side of the machine are released.

Loss of Brakes for Left Side

CONTROL VALVE FOR SERVICE BRAKES

1. Plunger. 2. Screw. 3. Spring seat. 4. Rubber spring. 5. Piston. 6. Seat. 7. Exhaust passage. 8. Seat. 9. Inlet and exhaust
valve. 10. Delivery port. 11. Supply port. 12. Relay piston. 13. Spring. 14. Exhaust seat. 15. Exhaust passage. 16. Spring.
17. Supply port. 18. Delivery port. 19. Seat. 20. Inlet and exhaust valve. 21. Exhaust port.

Should air pressure in the circuit for the brakes on the left side of the machine be lost, the
circuit for the brakes on the right side of the machine will still provide for brakes on the right
side of the machine.

Should air pressure in the circuit for the brakes on the right side of the machine be lost, the
brakes for the left side of the machine can still be applied. As the brake pedal is pushed, and
there is no air pressure at supply port (11) and delivery port (10), there will be no brakes for
the right side of the machine. Piston (5) will mechanically move relay piston (12) to close inlet
and exhaust valve (20) and let air pressure frop supply port (17) go out delivery port (18) to the
brakes for the left side of the machine.
Brakes Balanced (Right Side)
When the air pressure at the delivery port (10) is the same as the mechanical force of the brake
pedal, piston (5) will move and the inlet and exhaust valve (9) will close and stop the flow of air
from supply port (11). The inlet and exhaust valve (20) will stay closed and will not let air
pressure go out through exhaust port (21).

Brakes Balanced (Left Side)

When the air pressure under relay piston (12) is near the air pressure on top of it, the relay
piston (12) moves to close the passage (15) and stops the flow of air from supply port (17) to
delivery port (18). Exhaust port (21) will stay closed as the air pressure for the brakes on the
left side of the machine becomes the same as the air pressure for the brakes on the right side of
the machine.

When brake applications are made gradual, a balance position in the section for the brakes on
the right side of the machine is reached when the air pressure at the delivery port (10) is the
same as the pressure of the operator's foot on the pedal. A balance position is reached in the
section for the brakes on the left side of the machine when the air pressure under the relay
piston (12) gets close (approaches) the air pressure above the relay piston (12).

When the brake pedal is pushed all the way down, both the inlet and exhaust valves (9) and
(20) are open and full air pressure for the air tanks go to the rear brakes for both sides of the
machine.

Brake Relay Valve (Earlier Machines)

The brake relay valves, on each side of the engine, control the flow of air to the junction block
and the service brakes. The operation of the relay valves are the same, except each valve
controls the flow of air for only one side of the air tank. In the brake OFF position the flow of
air is through supply port (9) around valve (6) and out port (12) to the junction block. Any
pressure air in the line to port (1) is released through the control valve for the service brakes.
BRAKE RELAY VALVE BRAKE OFF POSITION
1. Signal port. 2. Piston. 3. Lip on piston. 4. Spring. 5. Housing. 6. Valve. 7. Spring. 8. Port to service brakes on one
tandem. 9. Supply port from one section of air tank. 10. Passage in valve (6) to exhaust port. 11. Exhaust port. 12. Port
to junction block.

NOTE: Port (8) to the brakes is shown 90° out of position. The correct flow of air is through
supply port (9) around valve (6) and straight out port (12) to the junction block.

When the operator pushes the foot brake pedal, a specific signal pressure is sent to signal port
(1) on both relay valves. The signal pressure moves piston (2) down until lip (3) comes in
contact with valve (6). This closes the opening between port (8) and passage (10) to exhaust
port (11). Piston (2) then moves valve (6) off its seat in housing (5). This opens a passage from
supply port (9) to let part of the air going out port (12) to the junction block go around lip (3) to
port (8) to the service brakes.

When the movement of the foot brake pedal is stopped, the increase in signal pressure to
signal port (1) is also stopped. This action stops the movement of piston (2). The pressure in
port (8) to the brakes now becomes higher. This pressure and the force of spring (4), pushing
against the bottom face of piston (2), will then move the piston up a small amount against the
force of the signal pressure in signal port (1). This lets spring (7) move valve (6) back to its seat
on housing (5). The flow of air to brake port (8) is stopped. The opening to exhaust port (11) is
still closed.

If the foot pedal is not pushed down completely, only a small signal pressure will be sent to
signal port (1). This action lets only a small amount of pressure air go to the brakes. This is the
brake ON position, but the brakes are not fully engaged. If the foot pedal is pushed down
completely, a large signal pressure will be sent to the relay valves. This signal pressure will
move the piston through its maximum travel. The supply port will then be opened to the brake
port long enough to fully engage the brakes.
If the operator is gradually releasing the brakes, part of the signal pressure to signal port (1)
will be released through the control valve. This will let piston (2) move up a small amount. This
will cause one of two actions. First, if lip (3) has moved out of contact with valve (6) the
opening to exhaust port (11) will be opened. Pressure air in port (8) will be released until the
signal pressure above the piston is greater than the force of spring (4) and the pressure still in
port (8). At this time, lip (3) will again move down to valve (6) to close the opening to the
exhaust port. But if lip (3) did not move off valve (6) when part of the signal pressure was
released, pressure air will still be released from port (8). Since some of the signal pressure
above piston (2) has been released, the pressure in port (8) and the force of spring (4) is enough
to move piston (2) up still more.

This action moves lip (3) up enough to let a small amount of pressure air out of port (8). Piston
(2) will move down once again when the signal pressure above the piston is greater than the
pressure air in port (8) and the force of spring (4).

When all of the signal pressure in signal port (1) is released, piston (2) is free to move back up
to the brake OFF position. The opening to exhaust port (11) is fully opened and all of the
pressure air in port (8) is released. The brakes will be fully released.

Brake Relay Valve (Later Machines)

Supply passage (6) is connected to the control valve for service brakes. Spring (8) holds valve
(5) on its seat to stop the flow of air to delivery passage (4).

When air pressure is sent to control passage (2), diaphragm assembly (1) will be forced down.
As diaphragm assembly (1) moves down, valve (7) will make contact with valve (5) and close
the exhaust passage inside valve (5). Diaphragm assembly (1) will push valve (5) down and
open a passage so that air from supply passage (6) will go through the valve and out delivery
passage (4) to the brakes.

When the air pressure to control passage (2) is released, spring (8) will push valve (5) up and
stop the flow of supply air pressure through supply passage (6). Air pressure in delivery
passage (4) will push diaphragm assembly (1) up against the cover of the valve. Valve (7) will
move away from valve (5), and open a passage through valve (5), so the air pressure can go out
through exhaust passage (9).
RELAY VALVE
1. Diaphragm assembly. 2. Control passage. 3. Valve passage. 4. Delivery passage. 5. Valve. 6. Supply passage. 7. Valve.
8. Spring. 9. Exhaust passage.

Service Brakes
The power from the differential is through drive chain (3) to sprocket (1). The sprocket turns
wheel spindle (5), hub (2) and discs (8) in wheel spindle housing (13). The drive wheels are
connected to flange (14) of wheel spindle (5).

The disc-type brakes, one in each wheel spindle housing, are operated by air pressure from the
relay valves. Each brake is made up of discs (7) connected to spindle housing (13) and discs (8)
connected to hub (2). The cooling of the brakes is through the oil in the drive tandems.

When the relay valves open, pressure air goes through port (10) into air compartment (9). Air
then moves piston (11) against discs (7) and (8). The piston pushes the discs against cover (6).
As the air pressure becomes higher, the force of piston (11) pushing against the discs, causes
friction between the discs. As the friction becomes greater, discs (8), hub (2) and wheel spindle
(5) will start to slow down, since discs (7) and wheel spindle housing (13) can not turn. This is
the brake ON position, but the brakes are not fully engaged.

If the operator pushes the foot brake pedal down completely, the control valve for the service
brakes will send a large air signal to open the relay valves long enough to let the air pressure in
air compartment (9) become higher. The friction between discs will then become great enough
to stop discs (8), hub (2) and wheel spindle (5).

When the operator releases the foot brake pedal, the pressure air in air compartment (9) is
released through port (10) to the exhaust port in the relay valves. Spring (12) then pushes
piston (11) back to the brake OFF position. Discs (8) are again free to turn between discs (7).
SERVICE BRAKES (16G Shown)
1. Sprocket. 2. Hub. 3. Drive chain. 4. Shims. 5. Wheel spindle. 6. Cover. 7. Discs (connected to spindle housing). 8.
Discs (connected to hub). 9. Air compartment. 10. Inlet port. 11. Piston. 12. Spring. 13. Wheel spindle housing. 14.
Flange (part of wheel spindle).

WHEEL SPINDLE HOUSING

10. Inlet port. 13. Wheel spindle housing.
Control Valve For Parking Brake
The location of the control valve for the parking brake is under the console for the
transmission shift lever. The safety lever between slots for the transmission shift lever operates
the control valve.

CONTROL VALVE FOR PARKING BRAKE

1. Piston. 2. Stem. 3. Chamfer on stem. 4. Spring. 5. Supply port. 6. Exhaust port. 7. Delivery port.

The flow of air is from the rear section of the junction block through a one-way check valve to
supply port (5). When the safety lever is pulled to the rear of its slot, piston (1) is moved into
the control valve. The piston pushes stem (2) down to open a passage from supply port (5) to
delivery port (7). Chamfer (3) closes the opening from delivery port (7) to exhaust port (6).
Pressure air goes through the control valve through the quick release valve to the
rotochamber. Pressure air in the rotochamber then releases the parking brake.

When the safety lever is pushed to the PARK position, spring (4) moves stem (2) and piston (1)
up to stop the flow of air to delivery port (7). This opens the passage from the delivery port to
exhaust port (6). Air in the line to the quick release valve is released through the exhaust port.
Pressure air in the rotochamber is then released through the quick release valve. The spring in
the rotochamber can then engage the parking brake.

Quick Release Valve (Earlier Machines)

The quick release valve is connected to the inlet port of the rotochamber for the parking brake.
The line from the delivery port of the control valve for the parking brake is connected to inlet
port (2) on the quick release valve.
QUICK RELEASE VALVE
1. Port to rotochamber. 2. Inlet port. 3. Plug. 4. Flexible diaphragm. 5. Exhaust port. 6. Spring.

When the safety lever is pulled to the rear, the control valve for the parking brake sends
pressure air to inlet port (2). The pressure air moves diaphragm (4) down to close exhaust port
(5). The outer edges of the diaphragm are also pushed down against the force of spring (6).
Pressure air goes through inlet port (2) around the diaphragm and out port (1) to the
rotochamber. When the pressure on the spring side of the diaphragm is the same as the
pressure in inlet port (2), spring (6) moves the outer edges of the diaphragm up against the
valve body. This is the brake OFF position where pressure air operates the rotochamber to
release the parking brake.

When the safety lever is moved to the PARK position, pressure air in inlet port (2) is released
through the control valve for the parking brake. Pressure air in the rotochamber then moves
diaphragm (4) up to open exhaust port (5). This releases the pressure air in the rotochamber.
The spring force in the rotochamber can then engage the parking brake.

Quick Release Valve (Later Machines)

The quick release valve is connected to the inlet port of the rotochamber for the parking brake.
The line from the delivery port of the control valve for the parking brake is connected to inlet
port (4) on the quick release valve.

The quick release valve is used to shorten the time needed to release the parking brake. It is
used to let the air out of the brake chamber sooner. Air is released through the exhaust port (7)
in the quick release valve so it does not have to go back to the control valve for the parking
brake to get out.

Operation
The quick release valve has three normal positions during operation. These positions are the
APPLICATION position (when air under pressure goes through the valve into the brake
chamber), the HOLD position (when pressure is kept in the brake chamber) and the EXHAUST
position (when air in brake chamber is being let out).

QUICK RELEASE VALVE IN APPLIED POSITION

1. Outlet port to brake chamber. 2. O-ring seal. 3. Cover. 4. Inlet port. 5. Diaphragm. 6. Body. 7. Exhaust port. 8. Plug.

When the brake control valve is opened, air under pressure enters inlet port (4) of quick
release valve and moves diaphragm (5) down, to close exhaust port (7). The outer edges of the
diaphragm are deflected downward allowing air under pressure to pass through outlet port (1)
to brake chamber, applying the brake. One quick release valve is shown. On the left valve, plug
(8) is in opposite brake port.

QUICK RELEASE VALVE IN HOLD POSITION

As soon as brake chamber pressure below the diaphragm is equal to brake valve pressure
above the diaphragm, the edge of the diaphragm (5) moves up against the body. The center of
the diaphragm continues to cover exhaust port (7). This is the HOLDING position.
QUICK RELEASE VALVE IN EXHAUST POSITION

When brake control valve is CLOSED, line pressure on top of diaphragm is released. The brake
chamber pressure below center of the diaphragm raises it, opening exhaust port (7) and
permitting brake chamber air to be released to atmosphere.

The diaphragm again assumes HOLDING position as soon as pressure above and below it is
equalized.

Use a nonflammable cleaning solvent to clean any accumulations of grease and dirt from the
area of the quick release valve.

Disassemble quick release valve and inspect diaphragm (5) for wear or cracking. Contact
surface of the diaphragm should be free of pits or grooves.

Inspect seats on body (6) and cover (3).

Rotochamber For Parking Brake

When the safety lever is pushed to the PARK position, pressure air in air compartment (3) is
released through port (5) to the exhaust port in the quick release valve. Spring (1) then moves
piston (2), sleeve (4) and rod (7) to the right. A rod end on rod (7) is connected to the parking
brake lever on the side of the transmission. As rod (7) moves out of housing (6), the parking
brake lever is moved to engage the parking brake.

When the safety lever is pulled to the brake OFF position, pressure air goes through port (5) to
air compartment (3). The pressure air moves piston (2), sleeve (4) and rod (7) back to the left.
Rod (7) then moves the parking brake lever to release the parking brake.
BRAKE OFF POSITION (16G Shown)
1. Spring. 2. Piston. 3. Air compartment. 4. Sleeve. 5. Port from quick release valve. 6. Housing. 7. Rod.

Parking Brake
The location of the parking brake is around the No. 8 clutch in the planetary group of the
transmission. The parking brake is made up of piston (1), plates (4) and discs (5). Discs (5) are
connected to ring gear (8) of the No. 8 clutch. Plates (4) are connected to cage (6) by pins and
can not turn. Ring gear (8) is connected to output flange (7) which is connected through a
transfer gear to the pinion in the differential. Lever (12) is connected to another lever inside of
the transmission housing. This lever fits in a slot in piston (1).

NOTE: The location of the parking brake for the 12G Motor Grader is around the No. 7 clutch in
the planetary group of the transmission.
PARKING BRAKE IN PLANETARY GROUP OF TRANSMISSION (14G and 16G Shown)
1. Piston. 2. Plunger. 3. Spring. 4. Plates. 5. Discs. 6. Cage. 7. Output flange. 8. Ring gear of No. 8 Clutch. 9. Inserts. 10.
Balls. 11. Housing.

LEVER TO PARKING BRAKE (16G Shown)

12. Lever. 13. Rotochamber.

LEVER TO PARKING BRAKE (12G and 14G Shown)

12. Lever. 13. Rotochamber.
In the PARK position, no pressure air is available to rotochamber (13). The spring in the
rotochamber will move lever (12) up. This causes the lever inside of the transmission to turn
piston (1). As the piston turns, balls (10) move up the taper of inserts (9). The piston is moved
into contact with plates (4) and discs (5). The piston pushes the plates and discs against cage (6)
which is connected to housing (11). As the friction between the plates and discs becomes
greater, ring gear (8) is stopped. Since the ring gear is connected to the pinion in the
differential through output flange (7) and the transfer gear, the machine can not move.

When the control lever is moved to the brake OFF position, pressure air is available to
rotochamber (13). The pressure air, working against the force of the spring in the rotochamber,
will move lever (12) down. This causes the lever inside of the transmission to move piston (1)
away from plates (4) and discs (5). Discs (5) are then free to rotate with ring gear (8).

Control Valve For Differential Lock

In the LOCK position, pressure air from the rear section of the junction block is stopped in
supply port (10). Any pressure air in the line from the differential lock valve to delivery port (8)
is released around lip (7) through passage (12) in valve (3) to exhaust port (6). Part of the oil
from the No. 7 clutch goes through the differential lock valve to engage the differential lock.

NOTE: The oil supply for the differential lock on the 12G Motor Grader is from the No. 6 clutch
of the transmission.

When the foot pedal for the differential lock is pushed down, plunger (1) first moves into
contact with piston (3). The plunger and piston then move down together. Lip (7) of the piston
comes into contact with valve (11). This closes the opening from delivery port (8) to passage
(12) and exhaust port (6). The piston then moves valve (11) off its seat in housing (5). This
opens a passage to let pressure air from supply port (10) go around lip (7) to delivery port (8).
Pressure air goes from the delivery port to the air inlet port of the differential lock valve to the
stop the flow of oil to the differential lock.
CONTROL VALVE FOR DIFFERENTIAL LOCK
1. Plunger. 2. Spring. 3. Piston. 4. Spring. 5. Housing. 6. Exhaust port. 7. Lip of piston. 8. Delivery port. 9. Spring. 10.
Supply port. 11. Valve. 12. Passage in piston to exhaust port.

Differential Lock Valve (Earlier Machines)

The location of the differential lock valve is on the intermediate housing of the transmission. In
the LOCK position, no pressure air is in air inlet port (3). Spring (2) keeps valve spool (1) to the
left. This lets oil from the No. 7 clutch of the transmission go through inlet port (6) around the
valve spool and out port (5) to the differential lock piston.
DIFFERENTIAL LOCK VALVE LOCK POSITION
1. Valve spool. 2. Spring. 3. Air inlet port. 4. Oil return port to main sump in intermediate housing. 5. Oil outlet port to
differential lock piston. 6. Oil inlet port from No. 7 clutch of the transmission.

In the UNLOCK position, pressure air from the delivery port of the control valve for differential
lock goes to air inlet port (3). The pressure air moves valve spool (1) to the right. The position of
the valve spool stops the flow of oil from inlet port in the differential lock go through port (5)
around the valve spool and out return port (4) to the main reservoir.

Differential Lock Valve (Later Machines)

The electric differential control switch on the console, controls a solenoid activated hydraulic
valve located on the differential carrier. When the differential control switch is in the off
(LOCK) position, no current flows to solenoid coil connector (5) and the valve is held open by
spring force. P1 pressure oil from the transmission relief valve group flows through a hose to
opening (2). The internal passages of the solenoid valve act as an orifice.

ELECTRIC SOLENOID VALVE

1. Pressure check test port. 2. Inlet opening. 3. Opening to reservoir. 4. Opening to clutch. 5. Solenoid coil connector.

With the switch in the off (LOCK) position, P1 oil goes into opening (2) and out opening (4) to
the differential-lock clutch. The oil goes into the differential through the differential cage
assembly to a cavity in the differential housing. The P1 oil pushes a piston against the clutch
plates in the differential lock to engage it.

The speed of the wheels will be equal, even if the traction under each tandem becomes
different.

When the differential control switch on the console is in the (UNLOCKED) position, the electric
current flows to the solenoid coil connector (5). The solenoid force then moves the valve spool
against its spring force. The pressure oil in the cavity behind the piston in the differential lock
goes through opening (3) to the reservoir when traction under each tandem is different.

The differential with the electric control can be locked in any speed since the P1 pressure
source is taken directly from the transmission relief valve.

Centershift Control Valve

Pressure air from the rear section of the junction block goes through supply port (17) of the
centershift control valve to the spring side of valve (13). The pressure air then goes around
housing (21) to the spring side of valve (15). In the INDEX position, no pressure air is available
to either delivery ports (11) or (12). The delivery ports are open to the exhaust ports through
passages (19) and (22) in pistons (5) and (6). Detent (2) holds lever (1) in the correct position.

CENTERSHIFT CONTROL VALVE INDEX POSITION

1. Lever. 2. Detent. 3. Tab. 4. Tab. 5. Piston. 6. Piston. 7. Exhaust port. 8. Exhaust port. 9. Spring. 10. Spring. 11. Delivery
port. 12. Delivery port. 13. Valve. 14. Spring. 15. Valve. 16. Spring. 17. Supply port. 18. Plug. 19. Passage in piston (5).
20. Spring. 21. Housing for detent. 22. Passage in piston (6).

In the RETRACT position, lever (1) is pushed forward. Tab (4) on the lever turns to move piston
(5) down. When piston (5) comes into contact with valve (13), the opening to exhaust port (7) is
closed. The piston then moves valve (13) off its seat. This opens a passage to let pressure air
from the supply port go around valve (13) to delivery port (11). Pressure air then goes out
delivery port (11) to the centershift lock pin to push the pin out of the lock plate. Delivery port
(12) is still open to exhaust port (8) through passage (22) in piston (6). Detent (2) holds the lever
in the correct position.

From the RETRACT position, lever (1) is first moved back to the INDEX position. This releases
this pressure in delivery port (11) through exhaust port (7) when piston (5) moves back to its
original position. The lever is then pulled to the LOCK position. Tab (3) on the lever turns to
move piston (6) down. Delivery port (12) is then opened to the supply port in the same way as
delivery port (11) in the RETRACT position. Pressure air goes out delivery port (12) to push the
lock pin back into the lock plate. In this position delivery port (11) is open to exhaust port (7)
through passage (19) in piston (5). Detent (2) will also hold the lever in this position.

Centershift Lock Pin

CENTERSHIFT LOCK PIN LOCK POSITION (16G Shown)

1. Lock pin. 2. Link bar. 3. Piston. 4. Springs. 5. Housing for piston. 6. Bolts. 7. Housing for springs. 8. Port to lock pin
side of piston. 9. Port to spring side of piston.

In the LOCK position, pressure air from the centershift control valve goes through port (9) to
the spring side of piston (3). The pressure air helps springs (4) engage lock pin (1) in the lock
plate.
To push the lock pin out of the lock plate, the centershift control valve is first moved to the
INDEX position. This releases the pressure air in port (9) through the control valve. The control
valve is then moved to the RETRACT position. Pressure air from the control valve is then sent
through port (8) to the lock pin side of piston (3). The pressure air has enough force to push the
lock pin out of the lock plate against the force of springs (4).

2G5694 Air Valve

The air valve (1) will prevent retraction of the centershift lock pin when the battery disconnect
switch is in the OFF position.

CENTERSHIFT LOCK AIR CIRCUIT

1. Air valve. 2. Centershift control valve. 3. Centershift lock pin cylinder.

Copyright 1993 - 2020 Caterpillar Inc.

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