Product: WHEEL LOADER

Model: 966H WHEEL LOADER TAL02276

Configuration: 966H Wheel Loader TAL00001-UP (MACHINE) POWERED BY
C11 Engine

Systems Operation
966H Wheel Loader and 972H
Wheel Loader Braking and Hydraulic Fan System
Media Number -RENR8854-04 Publication Date -01/10/2011 Date Updated -27/10/2011

i02334005

Control Manifold (Brake, Hydraulic Fan)

SMCS - 4264; 5066-HFN; 5137; 5264-BRK; 5264-HFN

The control manifold controls the brake and the hydraulic fan system. The brake system has
priority over the hydraulic fan system. The fan system is only used on demand.
 g01164966
Illustration 1

(1) Brake accumulator port (Rear brakes)

(2) Brake accumulator port (Front brakes)

(3) Inverse shuttle valve

(4) Port for brake pressure sensor

(5) Main relief valve

(6) Cut in valve

(7) Cut out valve

(8) Orifice

(9) Fan speed solenoid

(11) Screen

(12) Supply port for Fan motor

(13) Priority valve

(16) Pump supply port

(17) Tank return port

 g01164968
Illustration 2

(10) Check valve

(14) Shuttle valve

(15) Load sensing port

Service Brake Operation

Brake Operation below Cut-In Pressure

g01108392
Illustration 3

(1) Brake accumulator port (Rear brakes)

(2) Brake accumulator port (Front brakes)

(3) Inverse shuttle valve

(4) Brake pressure sensor

(5) Main relief valve

(6) Cut in valve

(7) Cut out valve

(8) Orifice

(9) Fan speed solenoid

(10) Check valve

(11) Screen

(12) Supply port for fan motor

(13) Priority valve

(14) Shuttle valve

(15) Load sensing port

(16) Pump supply port

(17) Tank return port

(18) Rod

The cut in valve (6) controls the minimum pressure of the braking system. When the service
brake pressure is below the cut in pressure, the cut in valve (6) allows pressurized oil to flow to
shuttle valve (14). The shuttle valve (14) shifts to the left and the shuttle valve (14) allows the
pressurized oil to exit the load sensing port (15) in order to upstroke the pump. Pressurized oil
and spring pressure hold the priority valve (13) closed. Full pump flow is directed to the brake
section of the control manifold in order to satisfy the demand of the brake system.

Pump flow enters the control manifold through the pump supply port (16). Pump flow goes
through the following components: screen (11), check valve (10) and orifice (8). Pump flow goes
to the inverse shuttle valve (3). The inverse shuttle valve (3) senses the brake accumulator port
(1) or (2) that has the highest pressure. The accumulator port with the highest pressure seats the
check valve. Rod (18) opens the check valve that has the lowest accumulator pressure. The brake
accumulator can be charged with the check valve in the open position. Brake pressure sensor (4)
senses pressure in the brake accumulators. When the pressure is low, the sensor activates a
warning lamp on the monitoring system.

Brake Operation at Cut Out Pressure

 g01108546
Illustration 4

(1) Brake accumulator port (Rear brakes)

(2) Brake accumulator port (Front brakes)

(3) Inverse shuttle valve

(4) Brake pressure sensor

(5) Main relief valve

(6) Cut in valve

(7) Cut out valve

(8) Orifice

(9) Fan speed solenoid

(10) Check valve

(11) Screen

(12) Supply port for fan motor

(13) Priority valve

(14) Shuttle valve

(15) Load sensing port

(16) Pump supply port

(17) Tank return port

(18) Rod

When brake system pressure reaches the cut out pressure, cut out valve (7) opens. Cut out valve
(7) drains the spring side of cut in valve (6) to the tank return port (17). System pressure
overcomes the spring pressure on the cut in valve (6). The cut in valve (6) shifts to the right.
When the cut in valve (6) shifts to the right, pressurized oil from the right side of shuttle valve
(14) and the spring side of the priority valve (13) is metered to the tank return port (17). System
pressure overcomes the spring pressure on priority valve (13). Priority valve (13) opens and the
priority valve allows pump flow to the fan system. At the same time, shuttle valve (14) shifts to
the right. This allows the pump to sense the pressure requirements of the fan system. Check
valve (10) closes and the check valve maintains brake system pressure.

Operation of the Hydraulic Fan System

Operation at the Brake Cut In Pressure
 g01108651
Illustration 5

(1) Brake accumulator port (Rear brakes)

(2) Brake accumulator port (Front brakes)

(3) Inverse shuttle valve

(4) Brake pressure sensor

(5) Main relief valve

(6) Cut in valve

(7) Cut out valve

(8) Orifice

(9) Fan speed solenoid

(10) Check valve

(11) Screen

(12) Supply port for fan motor

(13) Priority valve

(14) Shuttle valve

(15) Load sensing port

(16) Pump supply port

(17) Tank return port

(18) Rod

When the brake system pressure is below cut in pressure, the brake system receives a higher
priority than the fan system. Priority valve (13) is closed. Pump flow to the fan motor is blocked
when the priority valve is closed.

Operation with the Fan Speed Solenoid De-Energized

 g01108649
Illustration 6

(1) Brake accumulator port (Rear brakes)

(2) Brake accumulator port (Front brakes)

(3) Inverse shuttle valve

(4) Brake pressure sensor

(5) Main relief valve

(6) Cut in valve

(7) Cut out valve

(8) Orifice

(9) Fan speed solenoid

(10) Check valve

(11) Screen

(12) Supply port for fan motor

(13) Priority valve

(14) Shuttle valve

(15) Load sensing port

(16) Pump supply port

(17) Tank return port

(18) Rod

The fan system has priority when the brake system pressure is at the cut out pressure. The fan
speed solenoid (9) controls the load sensing pressure for the pump when the brake system is fully
charged. The fan speed solenoid (9) is a proportional solenoid. As current to the fan speed
solenoid increases, the output pressure decreases. When the fan speed solenoid (9) is de-
energized, the output pressure to the load sensing port is maximum. The pump will be fully
stroked and the pump will send maximum flow to the fan motor. Thus, the fan motor is turning at
maximum speed.

Pump flow enters the control manifold through port (15). Oil flow from the pump flows through
the priority valve (13). The oil flow exits the supply port for the fan motor. A small amount of
pressurized oil flows through the fan speed solenoid (9). The fan speed solenoid (9) is a pressure
reducing valve. The solenoid assists in the pressure reducing function. If the fan system pressure
is above the pressure reducing pressure of the fan speed solenoid (9), then the fan speed solenoid
(9) shifts in order to meter output pressure to the tank return port (17). The output pressure of the
fan speed solenoid is then reduced. Oil that is at a reduced pressure flows to shuttle valve (14).
Shuttle valve (14) shifts to the right. Pressurized oil exits through the load sensing port (15) in
order to upstroke the pump.

Operation with the Fan Speed Solenoid Energized

 g01108654
Illustration 7

(1) Brake accumulator port (Rear brakes)

(2) Brake accumulator port (Front brakes)

(3) Inverse shuttle valve

(4) Brake pressure sensor

(5) Main relief valve

(6) Cut in valve

(7) Cut out valve

(8) Orifice

(9) Fan speed solenoid

(10) Check valve

(11) Screen

(12) Supply port for fan motor

(13) Priority valve

(14) Shuttle valve

(15) Load sensing port

(16) Pump supply port

(17) Tank return port

(18) Rod

The fan system has priority when the brake system pressure is at the cut out pressure. The fan
speed solenoid (9) controls the load sensing pressure for the pump when the brake system is fully
charged. The fan speed solenoid (9) is a proportional solenoid. As current to the fan speed
solenoid increases, the output pressure decreases. When the fan speed solenoid (9) is energized,
the output pressure to the load sensing port on the pump is reduced. Thus, the fan motor is
turning below maximum speed.

The amount of current that is applied to the fan speed solenoid is controlled by the engine ECM.
The engine ECM receives three inputs. The ECM receives the following inputs: hydraulic oil
temperature sensor, temperature sensor for the inlet air manifold and engine coolant temperature
sensor. If the engine ECM determines that the fan speed should be minimum, then the maximum
current is sent to the fan speed solenoid (9). If one of the three sensors shows that there is a
demand for more cooling, then the engine ECM will reduce the amount of current to the fan
speed solenoid (9). By decreasing the current to the fan speed solenoid, the pump will upstroke
in order to provide more cooling capacity.

Pump flow enters the control manifold through port (15). Oil flows through priority valve (13) to
the fan motor. A small amount of pressurized oil flows through the fan speed solenoid (9). The
fan speed solenoid (9) is a pressure reducing valve. The solenoid assists in the pressure reducing
function. If the fan system pressure is above the pressure reducing pressure of the fan speed
solenoid (9), then the fan speed solenoid (9) shifts in order to meter output pressure to the tank
return port (17). The engine ECM sends current to the fan speed solenoid (9) in order to reduce
the output pressure further. The output pressure of the fan speed solenoid is then reduced. Oil
that is at a reduced pressure flows to shuttle valve (14). Shuttle valve (14) shifts to the right.
Pressurized oil exits through the load sensing port (15). The pressurized oil changes the output of
the pump in order to meet system demands.

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