Sistema de Operacion de Frenos de 950B

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1988/05/01 Systems Operation (SENR2262-02)
SMCS -
Introduction
PPI
Reference: For Specifications with illustrations, make reference to the SPECIFICATIONS FOR 950B and 950E WHEEL LOADERS AIR SYSTEM
AND BRAKES, Form SENR2261. If the Specifications in Form SENR2261 are not the same as in the Systems Operation and the Testing and
- 0
Adjusting, look at the printing date on the back cover of each book. Use the Specification in the book with the latest date.
Air System And Brakes 20 0

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(1) Line to EMS warning signals. (2) Air pressure switch for wheel brakes (Normally Open). (3) Control valve for secondary and parking brake. (4) Line to transmission neutralizer
group. (5) Air pressure switch for parking brake (Normally Open). (6) Check valve. (7) Air relief valve (air tank). (8) Air reservoir. (9) Air horns (two). (10) Air horn valve (foot operated).
(11) Brake control valve for left pedal. (12) Left pedal. (13) Line to transmission neutralizer valve. (14) Brake chamber for secondary and parking brake. (15) Secondary and parking
brake. (16) Quick release valve. (17) Junction block on front axle. (18) Junction block on rear axle. (19) Drain valve. (20) Air compressor governor. (21) Air compressor. (22)
Air/hydraulic cylinder for rear brakes. (23) Fluid reservoir for rear brakes. (24) Brake fluid pressure indicator. (25) Brake fluid pressure (overstroke) switches for wheel brakes
(Normally Closed). (26) Air/hydraulic cylinder for front brakes. (27) Fluid reservoir for front brakes. (28) Brake air pressure indicator. (29) Brake control valve for right pedal. (30) Right
pedal. (31) Air pressure switch for stop lights (Normally Open). (32) Double check valve. (33) Orifice check valve. (34) Wheel brakes (four).
All of the wheel brakes in the brake system are caliper/disc brakes. There are brakes at all four wheels (wheel brakes) and one separate brake
(secondary and parking brake) on the front drive shaft. Secondary and parking brake (15) is a shoe-type brake. It is activated by brake chamber
(14) which is activated by springs and released by air. Wheel brakes (34) are activated by brake fluid but the brake fluid is activated by air.
The wheel brakes are controlled by two pedals in the operator's station. When right pedal (30) is pushed, only the wheel brakes are activated.
When left pedal (12) is pushed, the transmission is first disengaged (not engaged) and then, the wheel brakes are activated. Full engine power can
be used in the hydraulic system when the transmission is disengaged. When left pedal (12) is released, the transmission engages before the wheel
brakes are released. This action keeps the machine from free movement (rolling) when the machine is on a slope.
The secondary and parking brake is controlled manually by the knob directly under the steering wheel. The brake will operate automatically if the
air pressure in the system gets too low.
The brake system is divided into four different circuits: air supply for the air system, air circuit for the secondary and parking brake, air circuit for the
wheel brakes and hydraulic circuit for the wheel brakes. The brake system is separated into these four parts to make its explanation easier.
The air supply provides the air under pressure to operate the brake system. Air compressor (21), governor (20) and air reservoir (8) and its valves
make up the air supply.
The air circuit for the secondary and parking brake provides protection for the machine if there is a failure in the air system. Secondary and parking
brake (15) and its brake chamber (14), quick release valve (16), air pressure switch (5) and control valve (3) are components of this circuit.
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The air circuit for the wheel brakes sends air to operate the air horn and to activate the hydraulic circuit for the wheel brakes. The components of
the air circuit for the wheel brakes are: horn valve (10), air horns (9), air pressure switch (2) for wheel brakes, left pedal (12) and its brake control
valve (11), right pedal (30) and its brake control valve (29), orifice check valve (33), double check valve (32), air pressure switch (31) for stop lights,
and two air cylinders [part of air/hydraulic cylinders] (22) and (26).
The hydraulic circuit for the wheel brakes engages the wheel brakes when the air circuit causes brake fluid pressure in the hydraulic circuit. The
components of the hydraulic circuit are: two master cylinders [part of air/hydraulic cylinders] (22) and (26), two brake fluid reservoirs (23) and (27),
brake fluid pressure (overstroke) switches (25) for wheel brakes and four wheel brakes (34).
Warning System
When the engine is running, loss of brake air pressure will cause brake air pressure indicator (4) and master fault light (1) to come ON, the fault
alarm will sound and the secondary and parking brake will automatically engage.
Master Fault Light

(1) Light.
When the secondary and parking brake is engaged, and the transmission is disengaged, parking brake indicator (3) will come ON. When the
transmission is engaged and the secondary and parking brake is engaged, parking brake indicator (3) and master fault light (1) will come ON, and
the fault alarm will sound. Also, when the transmission is engaged and the parking brake is engaged, the transmission neutralizer group
automatically disengages the transmission.
Too much master cylinder stroke (loss of hydraulic pressure) in the front or rear hydraulic circuit will cause brake fluid pressure indicator (2) and
master fault light (1) to come ON, and the fault alarm will sound.
Warning Indicators
(2) Brake fluid pressure indicator. (3) Parking brake indicator. (4) Brake air pressure indicator.
Air Supply For The Air System
Air Supply
(1) Air compressor. (2) Governor. (3) Drain valve. (4) Line to air system for brakes. (5) Reservoir. (6) Relief valve (air tank). (7) Check valve.
The components of the air supply are a compressor, governor, relief valve, reservoir and check valve.
Air compressor (1) provides air pressure for the parking brake and wheel brake air circuits. Governor (2) controls the pressure for operation of the
air system.
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Relief valve (6) controls the maximum pressure in the air system. Reservoir (5) is used for storage of air pressure and for collection of water in the
air system.
Check valve (7) prevents the leakage of air pressure back to the air compressor.
Air Relief Valve

The air relief valve is fastened to the reservoir. If the governor does not operate correctly, the relief valve will open at approximately 1030 kPa (150
psi) to prevent damage to the air system. The setting of the valve can not be adjusted.
Air Compressor and Governor
Location of the Air Compressor

(1) Air compressor. (2) Governor.
Air compressor (1), is driven by the accessory drive gear of the engine. Clean air comes into the air compressor from the intake manifold of the
engine. The compressor gets coolant and lubrication from the engine cooling and lubrication systems.
As seen from the flywheel end of the engine, the air compressor is fastened to the left side of the front timing gear housing.
Air compressor governor (2) is fastened to a bracket near the air compressor. The governor controls the amount of pressure in the air system and
keeps the pressure constant. Cut-in and cutout pressures for the governor are shown below.
Air Reservoir
Air reservoir (3) is fastened to the rear of the engine end frame under the radiator. Protection of the reservoir is provided by the crankcase guard.
Location of Air Reservoir

(1) Line from governor. (2) Relief valve (under engine mount). (3) Reservoir. (4) Inlet from air compressor. (5) Check valve. (6) Drain valve.
The air reservoir has drain valve (6), relief valve (2) and check valve (5) fastened to it.
Water can be drained from the air reservoir when drain valve (6) is opened. This keeps the water out of the other components of the air system.
Check Valve
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Components of the Check Valve

(1) Seat. (2) Valve. (3) Spring.
The one-way check valve in the system is used to stop the reverse flow of air from the air reservoir. The check valve is fastened to the air reservoir.
Air from the air compressor will put spring (3) in compression and valve (2) will open. This permits air to flow into the reservoir.
When the air pressure in the reservoir and the force of spring (3) is more than the air pressure from the compressor, valve (2) will move against
seat (1). Air can not go from the reservoir to the air compressor.
Air Circuit For The Secondary And Parking Brake
Air Circuit for the Secondary and Parking Brake

(1) Line from left brake control valve. (2) Control valve for secondary and parking brake. (3) Line to transmission neutralizer group. (4) Air pressure switch. (5) Line to EMS warning
signals. (6) Brake chamber for secondary and parking brake. (7) Secondary and parking brake. (8) Quick release valve.
The components of the air circuit for the secondary and parking brake are a control valve, an air pressure switch, a quick release valve, a brake
chamber and a brake.
Air pressure (from the left brake control valve) goes to control valve (2), which controls the operation of brake chamber (6). When air pressure is
sent to the brake chamber, secondary and parking brake (7) is disengaged (released). When air pressure to the brake chamber is released, a
spring in the brake chamber engages (activates) the secondary and parking brake.
Quick release valve (8) decreases the time it takes to engage secondary and parking brake (7). The air is released at the quick release valve
instead of at control valve (2).
Switch (4) activates the warning system in the operator's station when the parking brake control knob is in the ON position.
The secondary and parking brake can be used to stop the machine, if necessary, when the machine is in operation. It is also used as a parking
brake when the machine is not in operation. Brake (7) is activated automatically when the air pressure goes below 275 kPa (40 psi). When the
parking brake is activated, the transmission neutralizer group shifts the transmission into NEUTRAL.
The transmission neutralizer group prevents damage to the parking brake when the parking brake is activated. The machine can be moved, if
necessary, a very short distance with the parking brake engaged. The transmission control lever must be held in position, with a much higher force
than normal, to move the machine in this condition.
NOTICE
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The machine can only be moved a very short distance with the
parking brake engaged or the brake will be destroyed.
Reference: For more information on the transmission neutralizer group, see 950B and 950E WHEEL LOADERS POWER TRAIN SYSTEMS
OPERATION, TESTING AND ADJUSTING, FORM SENR2256.
Control Valve For The Secondary and Parking Brake

Control valve (1) for the secondary and parking brake is fastened to the lower end of the steering column. The valve is activated either manually or
automatically. The valve is controlled manually by a cable assembly that is connected to knob (2) on the upper end of the steering column. The
valve is activated automatically when pressure in the air system is too low.
Location of the Control Valve

(1) Control valve.
When the machine is started, the air reservoir will be discharged. The control valve will be in the ON position (pulled out). Valve (9) will be against
valve body (4). The air can not go through outlet port (7) or exhaust port (11). The air pressure in the reservoir will go up to the correct pressure for
operation.
Location of the Control Knob

(2) Knob.
When the brake air pressure indicator goes off and the fault alarm stops (operating pressure is reached), the operator must push in and hold knob
(2) (move knob to OFF position) to release the parking brake.
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Components of the Control Valve

(3) Plunger. (4) Valve body. (5) Spring. (6) Inlet port from air reservoir. (7) Outlet port to secondary and parking brake. (8) Orifice. (9) Valve. (10) Cover. (11) Exhaust port to open air.
If the knob moves back out immediately after it is pushed in, the
pressure in the air system is not enough to release the parking
brake. Do not move the machine until the air pressure is at the
correct pressure for operation. Operation of the machine with
the parking brake engaged will destroy the brake and cause a
fire.
Air from the reservoir goes through orifice (8) and outlet port (7) to the parking brake. The pressure in port (7) will hold valve (9) against cover (10)
which closes exhaust port (11). The parking brake is now released.
When knob (2) is pulled out again, the pressure in outlet port (7) will release through exhaust port (11). The parking brake is again activated.
The control valve for the secondary and parking brake will activate automatically when the pressure of the air system goes below approximately
275 kPa (40 psi). At this pressure, spring (5) moves valve (9) in an up position against valve body (4) and the parking brake is activated. When the
control knob is moved to the ON position, the transmission is automatically disengaged.
Air Pressure Switch For Secondary And Parking Brake
Location of the Air Pressure Switch

(1) Switch.
Air pressure switch (1) is activated when the air pressure to the parking brake gets below approximately 450 kPa (65 psi). The switch causes the
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parking brake indicator in the dash to come ON.
Switch (1) is fastened to the quick release valve of the brake chamber for the secondary and parking brake.
Quick Release Valve For Secondary And Parking Brake
Quick Release Valve in Applying Position

(1) Outlet port. (2) O-ring seal. (3) Cover. (4) Inlet port. (5) Diaphragm. (6) Body. (7) Exhaust port. (8) Plug.
The quick release valve hastens the exhaust of air from the brake chamber for the secondary and parking brake. The quick release valve has three
positions during operation. These positions are the APPLYING position, when air under pressure passes through the valve into the brake chamber;
the HOLD position, when pressure is held in the brake chamber; and the RELEASE position, when the brake chamber exhausts.
Quick Release Valve in Holding Position

When the parking brake disengages (control valve in OFF position), air under pressure enters inlet port (4) of the quick release valve, and moves
diaphragm (5) down, closing exhaust port (7). The outer edges of the diaphragm are deflected downward. Pressure air passes through outlet port
(1) to the brake chamber.
Quick Release Valve in Release Position

As soon as the brake chamber pressure below the diaphragm equals the control valve pressure above the diaphragm, the edge of diaphragm (5) is
forced up against cover (3). The center of the diaphragm continues to cover exhaust port (7). This is the HOLDING position.
When the control valve for the secondary and parking brake is moved to ON position, air pressure on the top of the diaphragm is released. The
brake chamber pressure below the center of the diaphragm raises it, opening exhaust port (7) and permitting the brake chamber air to exhaust
(RELEASE position).
Location of Quick Release Valve
Brake Chamber For Secondary and Parking Brake

Brake chamber (6) releases (disengages) and activates (engages) the secondary and parking brake. Brake chamber rod (3) is connected to rod
end (7). Rod end (7) is connected to lever (8) which moves the shoes in the brake. When there is no pressure from the control valve for the
secondary and parking brake, there is no air pressure in air chamber (2). Spring (1) holds piston (4) all the way to the right and keeps the
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secondary and parking brake engaged.
Brake Chamber in Released Position

(1) Spring. (2) Air chamber. (3) Brake chamber rod. (4) Piston. (5) Air inlet.
Location of Brake Chamber

(5) Air inlet. (6) Brake chamber. (7) Rod end. (8) Lever.
The brake stays activated until the air system is at the correct pressure for operation and the parking and secondary brake control valve is moved
to the OFF position (knob is pushed in). At this time, air pressure goes to air chamber (2) and pushes piston (4) to the left. Rod (3) and rod end (7)
move lever (8) which releases the secondary and parking brake.
When air pressure decreases to approximately 275 kPa (40 psi), the parking and secondary brake control valve closes automatically (moves to the
ON position) and stops the flow of air to air chamber (2). Spring (1) is no longer in compression and pushes rod (3) out and the brake is activated
(secondary brakes).
This same operation takes place when the parking and secondary brake control valve is manually moved to the ON position (pulled out). This
activates the brake for parking.
Secondary and Parking Brake

The secondary and parking brake is fastened to the loader frame. Brake drum (4) is fastened to a yoke on the front drive shaft. The brake is a
shoe-type brake that is engaged and released by brake chamber (1) for the secondary and parking brake.
Location of Secondary and Parking Brake

(1) Brake chamber. (2) Rod end. (3) Lever. (4) Brake drum.
Plate (6) is fastened to the bearing housing for the front drive shaft. The plate is stationary and holds shoes (8) and the rest of the brake
components in position.
When the secondary and parking brake control knob is in the OFF position, air pressure in the brake chamber causes rod end (2) and lever (3) to
move the direction shown. Lever (3), connected to camshaft (5), causes the camshaft to turn in a counterclockwise direction. Camshaft (5) is now
not in contact with shoes (8) and the shoes are not in contact with brake drum (4). The brake is released.
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When the control knob is moved to the ON position, air pressure in the brake chamber is released. The springs in the brake chamber push rod end
(2) out and lever (3) turns camshaft (5) in a clockwise direction. The camshaft comes in contact with shoes (8) and pushes them against brake
drum (4). The brake is now engaged.
Secondary and Parking Brake

(1) Brake chamber. (2) Rod end. (3) Lever. (4) Brake drum. (5) Camshaft. (6) Plate. (7) Springs (two). (8) Shoes (two). (9) Spring. (10) Starwheel.
Springs (7) pull the shoes toward camshaft (5). Spring (9) holds the shoes and starwheel (10) together at the bottom. Spring (9) also keeps the
starwheel from rotation. Starwheel (10) is for adjustment of the secondary and parking brake.
Air Circuit For The Wheel Brakes
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Air Circuit for Wheel Brakes

(1) Line to EMS warning signals. (2) Air pressure switch for wheel brakes. (3) Line from air reservoir. (4) Air horns. (5) Air horn valve (foot operated). (6) Line to transmission
neutralizer valve. (7) Left brake pedal. (8) Brake control valve for left pedal. (9) Orifice check valve. (10) Double check valve. (11) Air pressure switch for stop lights. (12) Right pedal.
(13) Brake control valve for right pedal. (14) Brake air pressure indicator. (15) Air/hydraulic cylinders (two). (16) Brake fluid pressure (overstroke) switches. (17) Brake fluid reservoirs
(two). (18) Brake fluid pressure indicator.
The air circuit for the wheel brakes sends air under pressure from the air reservoir to operate the air/hydraulic cylinders and the air horns.
Switch (2) activates the warning system in the operator's station when air pressure in the system is too low.
Horn valve (5) activates air horns (4).
When left brake control valve (8) is activated, the wheel brakes engage and the transmission neutralizer valve is activated. The transmission
neutralizer valve stops oil pressure to the directional clutch circuit, which disengages the directional clutch. Since a speed and direction clutch must
both be engaged before power goes through the transmission, power does not go through the transmission when the left brake pedal is pushed.
The surface area of the neutralizer valve is smaller than the surface area of the air cylinder piston. This difference in area causes the transmission
to disengage before the wheel brakes are engaged.
Reference: For more information on the transmission neutralizer valve, see 950B AND 950E WHEEL LOADERS POWER TRAIN SYSTEMS
OPERATION, TESTING AND ADJUSTING, FORM SENR2256.
When control valve (8) is released, orifice check valve (9) causes a restriction to the flow of air from the air cylinders to left brake control valve (8).
This permits the transmission to engage before the brakes are released.
Air pressure from the orifice check valve goes to double check valve (10). Valve (10) lets air go to the air cylinders and will not let air go to control
valve (13). When right brake control valve (13) is activated, valve (10) lets air go to the air cylinders and will not let air go to valve (9).
Right brake control valve (13) activates the wheel brakes only. When either control valve (8) or (13) is activated, air pressure switch (11) activates
the stop lights at the rear of the machine.
Air/hydraulic cylinders (15) have two cylinders each, one for air (air cylinder) and one for brake fluid (master cylinder). Movement of the air cylinder
is caused by air pressure. This movement also causes the master cylinder to move and the wheel brakes are activated. The master cylinder is part
of the hydraulic circuit for the wheel brakes.
Air Pressure Switch For Wheel Brakes
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Location of the Air Pressure Switch

(1) Switch.
Air pressure switch (1) is activated when the air pressure in the brake system gets below approximately 450 kPa (65 psi). The switch causes the
brake air pressure indicator and the master fault light in the dash to come ON, and also the fault alarm will sound.
Switch (1) is under the floor of the operator's station. It is fastened to the left brake control valve.
Orifice Check Valve
Components of the Orifice Check Valve

(1) Seat. (2) Valve. (3) Spring.
The orifice check valve is fastened directly to an elbow that is connected to the double check valve on the brake control valve for the right pedal.
When the brake control valve for the left pedal is activated, air pressure moves valve (2) to the right against the force of spring (3). Air is permitted
to flow freely through notches on the outside diameter of valve (2). Some air will also go through the orifice. This flow of air is to the air cylinders.
When the left pedal is released, the orifice causes a restriction to the flow of air from the air cylinders to the brake control valve. This permits the
transmission to engage before the brakes are released.
Air Pressure Switch For Stop Lights
Location of Air Pressure Switch

(1) Switch.
Air pressure switch (1) is activated when the air pressure in the line to the air cylinders gets above approximately 28 kPa (4 psi). When switch (1) is
activated, it causes the stop lights at the rear of the machine to come ON.
Switch (1) is under the floor of the operator's station. It is fastened near the right brake control valve.
Air Cylinders
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Rear of Cab
(1) Air cylinder for rear wheel brakes. (2) Master cylinder for rear wheel brakes. (3) Air cylinder for front wheel brakes. (4) Master cylinder for front wheel brakes. (5) Brake fluid
pressure (overstroke) switches.
The two air cylinders are part of the air/hydraulic cylinders. Air cylinders (1) and (3) are under the tool box at the rear of the cab.
Air Cylinder (with brakes activated)

(5) Brake fluid pressure (overstroke) switch. (6) Piston. (7) Rod. (8) Spring. (9) Indicator rod. (10) Air inlet. (11) Master cylinder.
The air cylinder changes the energy of air under pressure into force and movement needed for brake application. The ratio of air pressure to brake
fluid pressure is 1 to 16. [If the pressure at air inlet (10) is 70 kPa (10 psi), the pressure in master cylinder (11) is 1100 kPa (160 psi)]
When a brake pedal is pushed down, air under pressure goes from the brake control valve to inlet (10) of the air cylinder and pushes on piston (6).
Piston (6) pushes on rod (7), which pushes on a piston in master cylinder (11). The rod is connected to the piston in the master cylinder.
Air Cylinder (with brakes released)

(5) Brake fluid pressure (overstroke) switch. (6) Piston. (7) Rod. (8) Spring. (9) Indicator rod. (10) Air inlet. (11) Master cylinder.
When the brakes are released, spring (8) returns the piston, rod and master cylinder piston to their original positions.
If piston (6) comes in contact with indicator rod (9), rod (9) will move and open switch (5). This will cause the brake fluid pressure indicator to come
ON. If this does happen, there is a problem in the hydraulic circuit for the wheel brakes. See the Testing and Adjusting section on HOT OR
DRAGGING BRAKES. After piston (6) comes in contact with indicator rod (9), the rod must be manually pushed back into the air cylinder to its
original position.
Brake Control Valves

There are two brake control valves. Each valve is fastened directly under a pedal that is operated by the operator's left and right feet.
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Location of the Brake Pedals

(1) Left pedal. (2) Right pedal.
When left pedal (1) is pushed, air goes in two directions. It goes to the transmission neutralizer valve and causes the directional clutch in the
transmission to disengage. Air also goes through orifice check valve (5), double check valve (6) and on to the air cylinders to engage the wheel
brakes.
Location of Brake Control Valves

(3) Brake control valve for left pedal. (4) Brake control valve for right pedal. (5) Orifice check valve. (6) Double check valve.
When right pedal (2) is pushed, air goes through double check valve (6) and directly to the air cylinders.
Operation
Brake Control Valve (brakes released)

(7) Seat. (8) Rubber spring. (9) Piston. (10) Retainer. (11) Outlet passage. (12) Spring. (13) Valve. (14) Valve body. (15) Spring. (16) Exhaust passage. (17) Inlet passage. (18)
Exhaust diaphragm.
When a brake pedal is pushed, a force is put on seat (7). This force pushes rubber spring (8) and piston (9) down. Piston (9) comes in contact with
valve (13) and closes exhaust passage (16). Further movement of the pedal causes piston (9) to move valve (13) down, away from its seat in valve
body (14). Pressure air is now free to go from inlet passage (17) to outlet passage (11).
When the force of spring (15) becomes more than the force of spring (12), piston (9) lifts enough to let valve (13) come in contact with valve body
(14) again. This stops the flow of air through outlet passage (11). Piston (9) is still against valve (13), so exhaust passage (16) is closed. The
control valve is now in balance and air pressure is held in the system.
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If the pedal is lifted a small amount, the force above piston (9) is less. The force of spring (12) will lift the piston off of valve (13). Pressure air in the
system goes around piston (9) through exhaust passage (16) and out exhaust diaphragm (18) until the forces above and below piston (9) are in
balance.
When the pedal is completely released, piston (9) moves off of valve (13). This completely releases all pressure in the system. Valve (13) is held
against valve body (14) by spring (15).
Brake Control Valve (brakes activated)

(7) Seat. (8) Rubber spring. (9) Piston. (10) Retainer. (11) Outlet passage. (12) Spring. (13) Valve. (14) Valve body. (15) Spring. (16) Exhaust passage. (17) Inlet passage. (18)
Exhaust diaphragm.
The operation of valves (3) and (4) is the same. In valve (4), outlet passage (11) goes to the air cylinders only. In valve (3), outlet passage (11)
goes to the air cylinders and the transmission neutralizer valve.
Double Check Valve
Double Check Valve

(1) Plug. (2) Shuttle. (3) Inlet passage from left control valve. (4) Inlet passage from right control valve. (5) Outlet to air cylinders.
The double check valve is fastened directly to the brake control valve for the right pedal. Inlet passage (4) is connected to the brake control valve.
An elbow, from the orifice check valve, is installed in inlet passage (3).
Shuttle (2) keeps air pressure from movement to the right brake control valve, when the left brake control valve is activated. When the right control
valve is activated, shuttle (2) keeps air pressure from movement to the left control valve, which would permit the transmission to disengage.
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Shuttle (2) moves when inlet pressures are different. The shuttle opens the inlet passage with the higher pressure, and closes the inlet passage
with the lower pressure. Air then goes through outlet passage (5) to the air cylinders.
Air Horns and Valve

Air horns (3) are activated by horn valve (2). The horn valve is activated (foot-operated) by horn button (1). The air horns are under the right hand
platform. Horn valve (2) is fastened directly under the floor of the operator's station.
Location of Horn Button

(1) Button.
Typical Location of the Horn Valve

(2) Valve.
Operation
When button (1) is pushed, stem (5) pushes valve (7) against the force of spring (9). This lets air pressure from inlet passage (10) go to outlet
passage (6) and to air horns (3).
When button (1) is released, spring (9) moves valve (7) back to its seat in valve body (4). This stops the flow of air to outlet passage (6). The horns
are OFF. Spring seat (8) holds spring (9) in the correct position.
Location of the Air Horns

(3) Horns.
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Components of the Horn Valve

(1) Button. (4) Valve body. (5) Stem. (6) Outlet. (7) Valve. (8) Spring seat. (9) Spring. (10) Inlet.
Hydraulic Circuit For The Wheel Brakes
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Hydraulic Circuit
(1) Air/hydraulic cylinders (two). (2) Brake fluid pressure (overstroke) switches (two). (3) Air lines (two) from double check valve. (4) Brake fluid reservoirs (two). (5) Breathers (two).
(6) Brake fluid pressure indicator. (7) Wheel brakes (four).
The hydraulic circuit is divided into two separate circuits, one for the front wheel brakes and one for the rear wheel brakes. Each circuit has a
reservoir, an air/hydraulic cylinder and two wheel brakes.
Air/hydraulic cylinders (1) have two cylinders each, one for air (air cylinder) and one for brake fluid (master cylinder). The air cylinders are part of
the air circuit for the wheel brakes. Air pressure in the air cylinders moves the piston in the master cylinder, which causes the compression of the
brake fluid in the hydraulic circuit and activates the brakes.
Reservoirs (4) provide extra brake fluid for the master cylinders.
Wheel brakes (7) are at all four wheels. They are used to stop the movement of the machine during normal operation.
Brake fluid pressure (overstroke) switches (2) activate brake fluid pressure indicator (6) when there is too much travel (stroke) in the master
cylinder.
NOTICE
All parts in the hydraulic circuit are for use with DOT 3 brake
fluid only.
Brake Fluid Reservoirs

Reservoirs (1) and (2) are under a tool box at the rear of the cab, and are the brake fluid supply for the hydraulic circuit of the wheel brakes. Any
extra brake fluid needed to activate the wheel brakes comes from the reservoirs.
Reservoir (1) provides brake fluid for the rear brakes and reservoir (2) provides brake fluid for the front brakes. When the brakes are released, the
pressure in the lines is released to the reservoirs.
30/12/22, 7:45 SIS 2.0
Location of Brake Fluid Reservoirs

(1) Reservoir for rear wheel brakes. (2) Reservoir for front wheel brakes.
Master Cylinders
Rear of Cab
(1) Air cylinder for rear wheel brakes. (2) Master cylinder for rear wheel brakes. (3) Air cylinder for front wheel brakes. (4) Master cylinder for front wheel brakes. (5) Brake fluid
pressure (overstroke) switches.
The two master cylinders are part of the air/hydraulic cylinders. Master cylinders (2) and (4) are under the tool box at the rear of the cab.
Each master cylinder sends brake fluid to the wheel brakes on one axle. The brake fluid pressure in the master cylinder is 16 times the amount of
air pressure in the air cylinder. Master cylinder (2) sends brake fluid to the rear axle and master cylinder (4) sends brake fluid to the front axle.
Operation
Air pressure from the air circuit for the wheel brakes goes through air inlet (11) and moves piston (12) and rod (13) to the right. Rod (13) pushes on
valve (9) and valve insert (15). Valve insert (15) closes makeup fluid inlet (8). More movement of rod (13) pushes power piston (14). The power
piston pushes brake fluid in cylinder (17) through fluid outlet (18) and through the lines to the wheel cylinders. This activates (engages) the wheel
brakes.
Master Cylinder (with brakes activated)

(6) Air cylinder. (7) Spring. (8) Makeup fluid inlet. (9) Valve. (10) Bleeder screw. (11) Air inlet. (12) Piston. (13) Rod. (14) Power piston. (15) Valve insert. (16) Passage. (17) Cylinder.
(18) Fluid outlet.
When the air pressure decreases at air inlet (11), spring (7) in air cylinder (6) moves rod (13) and piston (12) to the left. This also causes power
piston (14) to move to the left. Makeup fluid from brake fluid reservoirs is at the side of power piston (14). When the brakes are released, rod (13)
and piston (12) go back (return) to their original positions. At this time, if makeup fluid is needed in cylinder (17) it comes through makeup fluid inlet
(8). This makeup fluid goes around the flat sides of valve (9) and around valve insert (15), through passage (16) in power piston (14) into cylinder
(17). The operation of valve (9) and valve insert (15) does not permit the hydraulic circuit to have a vacuum. Bleeder screw (10) is used to remove
any air inside the master cylinder [cylinder (17)].
30/12/22, 7:45 SIS 2.0
Master Cylinder (with brakes released)

(6) Air cylinder. (7) Spring. (8) Makeup fluid inlet. (9) Valve. (10) Bleeder screw. (11) Air inlet. (12) Piston. (13) Rod. (14) Power piston. (15) Valve insert. (16) Passage. (17) Cylinder.
(18) Fluid outlet.
Wheel Brakes
Wheel Brake
(1) Head assembly. (2) Bleeder screw. (3) Piston seal. (4) Pistons (six). (5) Friction linings (two). (6) Metal backings (two). (7) Bolts (that holds anchor pin in place). (8) Anchor pins
(two). (9) Disc.
Fluid activated caliper/disc brakes are at all four wheels. Head assembly (1) is fastened to the axle flange and does not turn with the wheels. The
head assembly has six pistons (4), three on each side of the disc, and two friction linings (5), one on each side of the disc. Each lining is fastened
to a metal backing (6). Linings (5) and backings (6) are held in place by anchor pins (8). When the brakes are activated, oil pushes pistons (4) and
linings (5) against the discs.
NOTICE
Do not activate brakes when the linings are removed or pistons

(4) and seals (3) will be damaged.
30/12/22, 7:45 SIS 2.0
Fluid goes through passages between the bores of pistons (4). Fluid then goes between bores that are opposite each other through a passage
inside head assembly (1).
When the brakes are activated, the hydraulic (brake fluid) pressure moves all pistons (4) and the amount of force on each side of disc (9) is the
same. The pistons do not have springs for return.
PPI
NOTE: It is not necessary to remove head assembly (1) to remove linings (5) and metal backings (6). Remove bolts (7) and anchor pins (8).
Remove the linings and metal backings.
-
202 002 0
2
13: /12/3 3A6 9
Right Front Wheel Brake
4
SEN 02- 5: 0
R 0
(1) Head assembly. (2) Bleeder screws. (6) Metal backing. (7) Bolt. (8) Anchor pin. (9) Disc.
© 2 226 6:00
0 2
NOTICE
Cat 2 C2
Do not activate the brakes with linings (5) removed. Pistons (4)
must not come out of their bores when the linings are removed.
e r
Con pilla terpia
Open bleeder screws (2) to release any pressure behind the
pistons. If the pistons become extended and the seals can be
seen, removal of the head assembly is necessary to install the
pistons again.
fide r: llar
ntia Inc
.
PPI-000293A6
lG
2022/12/30
13:44:25-06:00
SENR22620001
ree
n
© 2022 Caterpillar Inc.
Caterpillar:
Confidential Green

Sistema de Operacion de Frenos de 950B

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Sistema de Operacion de Frenos de 950B

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30/12/22, 7:45 SIS 2.

1988/05/01 Systems Operation (SENR2262-02)

Air System And Brakes 20 0

Master Fault Light

Air Supply For The Air System

Air Relief Valve

Air Compressor and Governor

Location of the Air Compressor

Location of Air Reservoir

Components of the Check Valve

Air Circuit For The Secondary And Parking Brake

Air Circuit for the Secondary and Parking Brake

Control Valve For The Secondary and Parking Brake

Location of the Control Valve

Location of the Control Knob

Components of the Control Valve

Air Pressure Switch For Secondary And Parking Brake

Location of the Air Pressure Switch

parking brake indicator in the dash to come ON.

Quick Release Valve For Secondary And Parking Brake

Quick Release Valve in Applying Position

Quick Release Valve in Holding Position

Quick Release Valve in Release Position

Location of Quick Release Valve

Brake Chamber For Secondary and Parking Brake

secondary and parking brake engaged.

Brake Chamber in Released Position

Location of Brake Chamber

Secondary and Parking Brake

Location of Secondary and Parking Brake

Secondary and Parking Brake

Air Circuit For The Wheel Brakes

Air Circuit for Wheel Brakes

Horn valve (5) activates air horns (4).

Air Pressure Switch For Wheel Brakes

Location of the Air Pressure Switch

Orifice Check Valve

Components of the Orifice Check Valve

Air Pressure Switch For Stop Lights

Location of Air Pressure Switch

Air Cylinder (with brakes activated)

Air Cylinder (with brakes released)

Brake Control Valves

Location of the Brake Pedals

Location of Brake Control Valves

Brake Control Valve (brakes released)

Brake Control Valve (brakes activated)

Double Check Valve

Double Check Valve

Air Horns and Valve

Location of Horn Button

Typical Location of the Horn Valve

Location of the Air Horns

Components of the Horn Valve

Hydraulic Circuit For The Wheel Brakes

Brake Fluid Reservoirs

Location of Brake Fluid Reservoirs

Master Cylinder (with brakes activated)

Master Cylinder (with brakes released)

Do not activate brakes when the linings are removed or pistons

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