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Bienvenido: cr080dwl
Producto:  LOAD HAUL DUMP
Modelo:  R1600 LOAD HAUL DUMP 9EW
Configuración: R1600 LOAD HAUL DUMP 9EW00001-UP (MÁQUINA)

SISTEMA DE FRENADO LHD Operación de Sistemas

R1600
Número de medio -RENR4626-00 Fecha de publicación -01/03/1998 Fecha de actualización -10/10/2001
   

Operación de sistemas

Introducción
Código SMCS: 4250

NOTA: Para obtener especificaciones con ilustraciones, consulte el Sistema de frenado R1600
LHD, Formulario No. RENR4625 (9EP0565).

NOTA: Para las especificaciones de torque no dadas, consulte la Guía de especificaciones de

torque, Formulario No. SENR3130, al frente de este Manual de servicio.
ESQUEMA DEL SISTEMA DE FRENADO
(1) Acumulador de freno trasero. (2) Acumulador de freno delantero. (3) Interruptor de baja presión de aceite del
freno de servicio: indicador de alerta. (4) Interruptor de baja presión de aceite del freno de servicio - activación del
freno. (5) Freno de servicio y pedal neutralizador de la transmisión. (6) Pedal de freno de servicio. (7) Válvula de
control del freno de servicio. (8) Interruptor de presión de aceite del freno de estacionamiento - indicador de alerta.
(9) Interruptor de presión de aceite del freno de estacionamiento - luz remota. (10) Frenos de las ruedas delanteras.
(11) Frenos de las ruedas traseras. (12) Válvula de lanzadera. (13) Válvula de carga del acumulador de frenos. (14)
Bomba de freno y piloto. (15) Válvula de retención. (16) Válvula reductora de presión de aceite piloto. (17) Depósito
hidráulico. (18) Interruptor de vacío / válvula de alivio. (19) Válvula de control del freno de estacionamiento. (20)
Válvula de retención. (21) Válvula de secuencia de liberación del freno de remolque. (22) Cilindro de liberación del
freno de remolque.

COMPONENTES DEL SISTEMA DE FRENADO

(1) Acumulador de freno trasero. (2) Acumulador de freno delantero. (5) Freno de servicio y pedal neutralizador de
la transmisión. (6) Pedal de freno de servicio. (7) Válvula de control del freno de servicio. (10) Frenos de las ruedas
delanteras. (11) Frenos de las ruedas traseras. (12) Válvula de lanzadera. (13) Válvula de carga del acumulador de
frenos. (14) Bomba de freno y piloto. (16) Válvula reductora de presión de aceite piloto. (17) Depósito hidráulico. (18)
Interruptor de vacío / válvula de alivio. (19) Válvula de control del freno de estacionamiento. (20) Válvula de
retención. (21) Válvula de secuencia de liberación del freno de remolque. (22) Cilindro de liberación del freno de
remolque.

El sistema de frenado tiene dos circuitos de control de frenos que operan frenos de cuatro
ruedas en la máquina: un circuito de freno de servicio y un circuito de freno de
estacionamiento. Cuando la máquina está equipada con un sistema opcional de liberación del
freno de remolque, el sistema de frenado también incluye este circuito adicional.

Los componentes principales de la sección de freno de servicio hidráulico son: tanque

hidráulico (17), bomba de freno y piloto (14), válvula de retención (15), válvula de carga del
acumulador de freno (13), acumulador de freno trasero (1), acumulador de freno delantero (
2), freno de servicio y pedal neutralizador de la transmisión (5), pedal de freno de servicio (6),
válvula de control de freno de servicio (7), frenos de las ruedas delanteras (10), frenos de las
ruedas traseras (11) y varias líneas.

Los componentes principales de la sección del freno de estacionamiento hidráulico son:

tanque hidráulico (17), bomba de freno y piloto (14), válvula de retención (15), válvula
reductora de presión de aceite piloto (16), válvula de control del freno de estacionamiento (19),
rueda delantera frenos (10), frenos de las ruedas traseras (11) y varias líneas.

UBICACIÓN DEL TANQUE HIDRÁULICO

(17) Tanque hidráulico (detrás de la protección). (23) Tapa de llenado.

El tanque hidráulico (17) está ubicado en el medio del lado derecho de la máquina detrás de la
protección del tanque hidráulico. Se coloca aceite adicional en el tanque a través de la tapa de
llenado (23).

INTERRUPTOR DE VACIO / UBICACIÓN DE LA VÁLVULA DE ALIVIO

(17) Tanque hidráulico. (18) Interruptor de vacío / válvula de alivio.

El interruptor de vacío / válvula de alivio (18) está montado en el tanque hidráulico (17).
IMPLEMENTACIÓN, DIRECCIÓN, FRENO Y UBICACIÓN DE LA BOMBA DE PILOTO
(14) Sección de la bomba de freno y piloto. (24) Implemente la sección de la bomba. (25) Sección de la bomba de
dirección.

La bomba de freno y piloto (14) es parte de una bomba tipo paleta de tres secciones montada
en la carcasa del convertidor de par.

UBICACIÓN DE LA VÁLVULA DE CARGA DEL ACUMULADOR DE FRENO

(13) Válvula de carga del acumulador de freno.

La válvula de carga del acumulador de frenos (13) está montada en el lado izquierdo del
bastidor trasero en el compartimiento de la transmisión.

UBICACIÓN DEL
ACUMULADOR DEL FRENO DE SERVICIO (1) Acumulador para frenos de servicio traseros. (2) Acumulador para
frenos de servicio delanteros.

El acumulador del freno trasero (1) y el acumulador del freno delantero (2) están montados en
el lado izquierdo del bastidor trasero en el compartimiento de la transmisión.
UBICACIÓN DEL PEDAL DEL FRENO DE SERVICIO
(5) Freno de servicio y pedal neutralizador de la transmisión. (6) Pedal de freno de servicio.

UBICACIÓN DE LA VÁLVULA REDUCTORA DE PRESIÓN DE ACEITE PILOTO

(16) Válvula reductora de presión de aceite piloto.

La válvula reductora de presión de aceite piloto (16) está montada en el lado izquierdo del
bastidor trasero en el compartimiento de la transmisión.

UBICACIÓN DE LA VÁLVULA DE CONTROL DEL FRENO DE ESTACIONAMIENTO

(19) Válvula de control del freno de estacionamiento. (26) Válvulas solenoides.

La válvula de control del freno de estacionamiento (19) y las válvulas solenoides (26) están
montadas en el lado izquierdo del bastidor trasero en el compartimiento de la transmisión.

Sistema de frenado
Código SMCS: 4251; 4267
ESQUEMA DEL SISTEMA DE FRENADO
(1) Acumulador de freno trasero. (2) Acumulador de freno delantero. (3) Interruptor de baja presión de aceite del
freno de servicio: indicador de alerta. (4) Interruptor de baja presión de aceite del freno de servicio - activación del
freno. (5) Freno de servicio y pedal neutralizador de la transmisión. (6) Pedal de freno de servicio. (7) Válvula de
control del freno de servicio. (8) Interruptor de presión de aceite del freno de estacionamiento - indicador de alerta.
(9) Interruptor de presión de aceite del freno de estacionamiento - luz remota. (10) Frenos de las ruedas delanteras.
(11) Frenos de las ruedas traseras. (12) Válvula de carga del acumulador de frenos. (13) Bomba de freno y piloto. (14)
Válvula de retención. (15) Válvula reductora de presión de aceite piloto. (16) Tanque hidráulico. (17) Interruptor de
vacío / válvula de alivio. (18) Válvula de control del freno de estacionamiento.

Cada freno de rueda se divide en dos secciones. El freno de servicio es una sección de freno
aplicada por presión de aceite y liberada por resorte. El freno de estacionamiento es una
sección de freno de presión de aceite liberado y aplicado por resorte. El freno de servicio se
puede usar cuando se suelta el freno de estacionamiento.

Los frenos de las ruedas de servicio están controlados por dos pedales de freno en la estación
del operador. Los conjuntos de pedal de freno izquierdo y derecho están conectados por un
enlace mecánico. Cuando se pisa el pedal derecho (6) solo se aplican los frenos de las ruedas.
Cuando se pisa el pedal izquierdo (5), se aplican los frenos de las ruedas y luego se desactiva la
transmisión. Cuando se suelta el pedal izquierdo (5), la transmisión se activa antes de que se
suelten los frenos de las ruedas. Esta acción evita que la máquina se mueva libremente
(rodando) cuando la máquina está en una pendiente.

Con el motor en marcha, el aceite fluye desde el tanque hidráulico a la bomba de freno y piloto
(13) del grupo de bombas hidráulicas. El aceite fluye desde la bomba de freno y piloto (13) a
través de la válvula de retención (14) y dentro de la válvula de carga del acumulador (12).

Los pistones en los acumuladores se mantienen contra los extremos de admisión de aceite con
gas nitrógeno seco a una presión de aproximadamente 5515 kPa (800 psi). El acumulador (1)
almacena la presión del aceite hidráulico para el funcionamiento de los frenos traseros. El
acumulador (2) almacena la presión de aceite hidráulico para los frenos delanteros.

Después de que los frenos se han activado varias veces, el volumen de aceite en los
acumuladores es menor. Cuando hay una disminución de la presión de aceite en un
acumulador a 11 725 ± 345 kPa (1700 ± 50 psi), la válvula de carga del acumulador (12) dirige el
aceite desde el freno y la bomba piloto (13) al acumulador. Cuando la presión del aceite del
acumulador aumenta a 14 485 ± 345 kPa (2100 ± 50 psi), las válvulas de lanzadera bloquean el
flujo de aceite al acumulador y hacen que el aceite regrese al tanque hidráulico. El proceso de
carga del acumulador funciona de la misma manera si uno o ambos acumuladores necesitan
recargarse.

Desde los acumuladores, el aceite fluye hacia la válvula de control del freno de servicio (7). La
válvula de control del freno de servicio (7) es una válvula en tándem que dirige el aceite del
freno hacia los frenos de servicio del eje delantero y trasero.

Cuando se presiona el pedal del freno, el aceite fluye a través de la válvula de control del freno
de servicio (7) donde la presión sobre los frenos de las ruedas se reduce a 5860 ± 345 kPa (850 ±
50 psi). El aceite sale del puerto superior hacia los frenos de las ruedas traseras (11), y sale del
puerto inferior hacia los frenos de las ruedas delanteras (10). La presión de aceite es
aproximadamente 350 kPa (50 psi) más alta para los frenos de las ruedas traseras que la de los
frenos de las ruedas delanteras.

La presión de aceite fluye hacia la sección del freno de servicio de los frenos de las ruedas y
actúa contra el pistón del freno de servicio, lo que hace que la máquina se desacelere o pare.

El freno de estacionamiento se controla mediante un botón en el tablero de la estación del

operador. El freno de estacionamiento no se soltará hasta que el motor esté funcionando y la
presión de aceite del freno de servicio alcance aproximadamente 8270 kPa (1200 psi). El freno
se aplicará automáticamente si la presión de aceite del sistema de frenos es baja. Cuando el
control del freno de estacionamiento se mueve a la posición aplicada, se activan todos los
frenos de las ruedas.

Con el motor en marcha, el aceite fluye desde el freno y la bomba piloto (13) a través de la
válvula reductora de presión de aceite piloto (15) hasta la válvula de control del freno de
estacionamiento (18). La válvula reductora de presión de aceite piloto (15) reduce la presión de
aceite piloto para el circuito piloto. La válvula reductora de presión (15) se ajusta a 3515 ± 70
kPa (510 ± 10 psi).

When the parking brake control button in the operator's station is moved to the released
position, the solenoids of parking brake control valve (18) are energized. Oil flows through
parking brake control valve (18) to both axles. Oil pressure then releases the parking brake in
each wheel brake.

The parking brake control valve solenoids are de-energized by either turning the machine off
or moving the parking brake control button in the operator's station to the applied position.
This will cause parking brake control valve (18) to return the parking brake oil pressure to
hydraulic tank (16). The parking brakes are now applied.

If the parking brake is applied due to a machine fault and the machine must be towed, the
machine parking brakes can be released manually.

NOTE: For further information, see Manual Release of Parking Brake in this module.
Certain Elphinstone machines fitted with remote controls may be equipped with an optional
towing brake release system. If the parking brake is applied due to a machine fault and the
machine must be towed, the towing brake release system can be used to release the machine
parking brakes.

NOTE: For further information, see Towing Brake Release System in this module.

Brake and Pilot Pump

SMCS Code: 5055-P B

LOCATION OF IMPLEMENT, STEERING, BRAKE AND PILOT PUMP

(1) Implement pump section. (2) Steering pump section. (3) Brake and pilot pump section.

Brake and pilot pump (3) is part of a three-section, vane-type pump mounted on the torque
converter updrive housing. The brake and pilot pump supplies oil to the parking brake circuit,
service brake circuit, implement pilot circuit and steering pilot circuit.

NOTE: For further information on the implement, steering, brake and pilot pump, refer to
R1600 L.H.D. Hydraulic System, Systems Operation, Testing and Adjusting, Form No. RENR4628
(9EP0568).

Accumulator Charging Valve

SMCS Code: 4264

The function of accumulator charging valve (1) is to keep oil pressure in the two service brake
accumulators within a constant range while the engine is running. Accumulator charging
valve (1) senses the lower of the two accumulator pressures and moves a spool to allow oil
from the brake and pilot pump to flow to one or both accumulators.
BRAKE ACCUMULATOR CHARGING VALVE LOCATION
(1) Brake accumulator charging valve.

Oil from the brake and pilot pump section of the hydraulic pump flows into brake accumulator
charging valve (1) at port (3). Inside accumulator charging valve (1) the oil acts against relief
valve (2). The relief valve limits brake oil pressure to 17 930 ± 690 kPa (2600 ± 100 psi).

The oil then flows to accumulator low pressure control valve (9). When oil pressure inside an
accumulator drops to 11 725 ± 345 kPa (1700 ± 50 psi) this control valve routes oil to shuttle
valves (10) and on to the accumulator.

Part of the oil flows to accumulator high pressure control valve (8) and out to brake oil
pressure switch port (6).

As accumulator oil pressure rises to 14 485 ± 345 kPa (2100 ± 50 psi), oil pressure acting on
high pressure control valve (8) also rises. When the oil pressure causes high pressure valve (8)
to move, one side of low pressure control valve (9) is vented back to tank through return port
(4).

When oil flows through shuttle valves (10) to the accumulators, some of the oil also flows
through pilot passages to each side of each shuttle valve (10). The accumulator charging works
the same whether one or both accumulators need recharge.
BRAKE ACCUMULATOR CHARGING VALVE
(2) Relief valve. (3) Inlet port. (4) Return port. (5) Port to rear accumulator. (6) Oil pressure switch port. (7) Port to
front accumulator. (8) High pressure control valve. (9) Low pressure control valve. (10) Shuttle valves.

As rear brake accumulator oil pressure rises to 14 480 kPa (2100 psi), the oil pressure also acts
against shuttle valves (10). The oil pressure rises until it overcomes the shuttle valve and
causes the valve's spool to move and block the flow of oil through port (5) to the rear
accumulator. When accumulator pressure drops back to 11 725 kPa (1700 psi), the shuttle
valve spool moves in the other direction and opens port (5) to the rear accumulator to allow oil
to flow into the accumulator.

Both accumulators utilize the same charge valve, but each accumulator is controlled by its
own shuttle valve inside the charge valve. The front brake accumulator shuttle valve works
the same way.

A valve assembly in the pressure port of the accumulator charging valve, maintains a standby
pressure of 4310 ± 210 kPa (625 ± 30 psi).

Accumulator
Código SMCS: 4263

ACUMULADOR DE FRENO DE SERVICIO

(1) Válvula de carga de nitrógeno. (2) Acumulador. (3) Cámara de gas nitrógeno. (4) Pistón. (5) Cámara de aceite a
presión. (6) Salida a la válvula de control del freno.

El acumulador (2) tiene un pistón sellado (4) que se mueve hacia arriba y hacia abajo dentro
del orificio del acumulador. La cámara (3) sobre el pistón tiene una carga de gas nitrógeno
seco. El acumulador se carga con gas nitrógeno seco a través de la válvula de carga de
nitrógeno (1).
UBICACIÓN DEL
ACUMULADOR DEL FRENO DE SERVICIO (7) Acumulador para frenos de servicio traseros. (8) Acumulador para
frenos de servicio delanteros.

El aceite de la bomba y la válvula de carga del acumulador llega a través del puerto (6) y entra
en la cámara (5). Este aceite empuja el pistón (4) hacia arriba y provoca la compresión del gas
nitrógeno seco. Cuando la presión en el acumulador llega a 14 485 ± 345 kPa (2100 ± 50 psi), la
válvula de carga del acumulador detiene el suministro de aceite. Cuando se presiona
cualquiera de los pedales del freno, el aceite de la cámara (5) sale del puerto (6) a la válvula de
control del freno para activar los frenos.

Válvula de control de freno de servicio

Código SMCS: 4265

UBICACIÓN DEL PEDAL DE CONTROL DEL FRENO DE SERVICIO

(1) Freno de servicio y pedal de control del neutralizador de la transmisión. (2) Pedal de control del freno de servicio.

El conjunto de la válvula de control del freno de servicio es una válvula reductora de presión
doble con dos presiones de salida independientes. La válvula es accionada por cualquier
conjunto de pedal. Sin embargo, el conjunto del pedal izquierdo también acciona el
neutralizador de la transmisión. La válvula de control del freno de servicio se suministra con
aceite de los acumuladores del freno de servicio.

La modulación del aceite a alta presión en el acumulador a la sección del freno de servicio de
los frenos de las ruedas está controlada por la válvula de control del freno de servicio. La
presión del acumulador es 14 485 ± 345 kPa (2100 ± 50 psi). La posición del pedal de freno (1) o
(2) provoca una presión específica en los frenos. A medida que cambia la posición del pedal, la
presión en los frenos de las ruedas también cambia. La válvula de control del freno modulará
esta presión y permitirá un máximo de 5860 ± 345 kPa (850 ± 50 psi) en los frenos de las
ruedas.
Cuando se presiona el conjunto del pedal del freno, el rodillo del conjunto del eje transversal
empuja hacia abajo el pistón (3). El pistón (3) ejerce una fuerza sobre los resortes (4), (5) y (6).
La fuerza de los resortes (4) y (5) mueve el retenedor (7) y la bola (8). El movimiento del
retenedor (7) y la bola (8) hace que el carrete superior de la válvula (15) se aleje de su asiento
en el separador (10).

El movimiento del carrete de la válvula superior (15) provoca el movimiento del carrete de la
válvula inferior (20) y la compresión del resorte (21). Cuando los carretes de las válvulas (15) y
(20) se mueven, el flujo de aceite al tanque a través de los pasajes (11) y (13) se bloquea.

BRAKE CONTROL VALVE

(3) Piston. (4) Spring (not shown). (5) Spring. (6) Spring. (7) Retainer. (8) Ball. (9) Plug. (10) Spacer. (11) Passage. (12)
Outlet to rear service brakes. (13) Drain to tank. (14) Supply from accumulator. (15) Upper valve spool. (16) Upper
valve spool passage. (17) Outlet to tank. (18) Cavity. (19) Outlet to front service brakes. (20) Lower valve spool. (21)
Spring. (22) Cavity.

This allows pressurized oil from accumulator ports (14) to flow through passages (11), (16) and
(12), to engage the service brakes. At the same time, pressurized oil flows into cavities (18) and
(22) by way of passage (16). The oil pressure at the service brakes is the same as the oil
pressure in cavities (18) and (22).

Oil pressure in cavity (22), together with the force of spring (21), act to balance lower valve
spool (20) against the force created by pressure in cavity (18). In the same manner, pressure in
cavity (18) creates a force against the bottom of upper valve spool (15), which is balanced by
the force of springs (4) and (5) at the top of the spool.

The force of springs (4), (5) and (6) is balanced by the force applied to the pedal. Upward
movement of valve spools (15) and (20) causes accumulator ports (14) to be covered. In this
way, the level of pressure in the independent valve sections create a feedback force which
allows the operator to modulate pressure to the brakes.

Upper valve spool (15) and lower valve spool (20) balance between their respective tank port
and brake port. This is done as required to maintain brake pressure until the pedal position
changes, calling for more or less brake pressure.

If piston (3) is moved down to put more compression on springs (4) and (5), valve spools (15)
and (20) will move to permit more pressure to outlets (12) and (19) to the service brakes. This
results in a higher oil pressure in cavities (18) and (22), which is required to keep valve spools
(15) and (20) in balance.

NOTE: The service brake control valve meters oil pressure to the rear brakes approximately
345 kPa (50 psi) higher than the pressure at the front brakes.

Wheel Brake
SMCS Code: 4251; 4267
WHEEL BRAKE UNIT
(1) Service brake piston. (2) Service brake oil passage. (3) Reaction plate. (4) Disc. (5) Reaction plate. (6) Disc. (7)
Reaction plate. (8) Parking brake oil passage. (9) Parking brake piston. (10) Axle. (11) Spring. (12) Hub assembly. (13)
Pin. (14) Spring. (15) Spring.

The service and parking brakes are oil immersed, dual disc type and are located in each axle
housing on both sides of the differential. Each brake group consists of a service brake piston
and a parking brake piston. The service brakes are hydraulically applied and spring released.
The parking brakes are applied by springs and released by hydraulic oil pressure.

The heat created from the friction of the brakes is removed by the oil in the axle housing.
Service brake piston (1) and reaction plates (3), (5) and (7) are held stationary by three pins
(13) installed in the differential and axle housings. Springs (14) and (15) keep reaction plates
(3), (5) and (7) and discs (4) and (6) separated when the brakes are released.

Spring (14) holds reaction plate (3) against service brake piston (1) and also pushes the piston
to the retracted position when then service brakes are released. Spring (15) holds reaction
plate (6) against parking brake piston (9).

Springs (11) keep parking brake piston (9) in the applied position.

Discs (4) and (6) are connected by splines to hub assembly (12). Hub assembly (12) is connected
by splines to axle shaft (10). Discs (4), (6) and hub assembly (12) rotate with axle (10).

When the parking brake is released, oil pressure from the parking brake control valve flows
through passage (8) in the axle housing. The pressure of the oil moves parking piston (9) to the
right, compressing springs (11), until the piston contacts the end plate. Discs (4), (6) and axle
(10) are free to rotate.

When the parking brake is applied, the oil behind parking brake piston (9) flows from passage
(8) through the parking brake control valve and back to tank. With no oil pressure behind the
piston, the force of springs (11) moves the piston to the left and pushes reaction plates and
discs (7), (6), (5), (4) and (3) against service piston (1). The friction between the reaction plates
and discs prevent discs (4), (6) and axle (10) from rotating. The parking brake is applied.

When either service brake pedal is pushed, brake oil flows from the service brake control
valve through passage (2). The oil pressure to the service brakes is controlled by the service
brake control valve. The force of oil behind piston (1) moves the piston to the right against the
force of springs (14) and (15) and pushes reaction plates and discs (3), (4), (5), (6) and (7)
against parking brake piston (9). The friction between the reaction plates, discs and pistons
cause discs (4), (6) and axle (10) to turn slower or stop.

When the brake pedal is released, the oil behind piston (1) flows from passage (2) through the
parking brake control valve back to tank. With no oil pressure behind the piston, springs (14)
and (15) keep reaction plates (3), (5) and (7) and discs (4) and (6) separated to allow discs (4), (6)
and axle (5) to rotate. The service brake is released.

Pilot Oil Pressure Reducing Valve

SMCS Code: 5467-PS

Oil pressure from the brake and pilot pump is reduced by pilot oil pressure reducing valve (1)
for the parking brake and pilot circuits. The parking brake circuit oil pressure is maintained at
the reducing valve pressure setting.
PILOT OIL PRESSURE REDUCING VALVE LOCATION
(1) Pilot oil pressure reducing valve.

PILOT OIL PRESSURE REDUCING VALVE

(1) Pilot oil pressure reducing valve. (2) Drain outlet. (3) Inlet. (4) Reduced pressure outlet.

Oil from the brake and pilot pump enters pilot oil pressure reducing valve (1) through inlet (3).
Pilot oil pressure reducing valve (1) is a cartridge type valve that maintains pilot pressure at
3515 ± 70 kPa (510 ± 10 psi).

Reduced pressure oil flows to the parking brake control valve and pilot circuit through outlet
(4). Excess oil returns to the hydraulic tank through outlet (2).

Parking Brake Control Valve

SMCS Code: 4282
PARKING BRAKE CONTROL VALVE
(1) Parking brake oil pressure switch. (2) Solenoid. (3) Port. (4) Port. (5) Port. (6) Remote control light parking brake
oil pressure switch (if equipped).

The parking brake control valve has two solenoids (2) controlled by a parking brake button in
the operator's station. The optional remote control system when fitted also controls solenoids
(2).

When the engine is running and the parking brake button is in the applied position, no power
is supplied to solenoids (2). Oil pressure from the parking brake oil pressure reducing valve in
port (4) is stopped by spools (7). The wheel brakes are held applied by the force of the parking
brake springs. Oil from the wheel brakes is free to return to the hydraulic tank through port
(3), spools (7) and tank port (5).

When the parking brake button is moved to the released position, power is supplied to
solenoids (2). Solenoids (2) energize and move spools (7). Oil pressure from the parking brake
oil pressure reducing valve at port (4) flows through spools (7) and port (3) to the wheel
brakes. Oil pressure releases the wheel brakes and allows the machine to move.
PARKING BRAKE CONTROL VALVE SCHEMATIC
(1) Parking brake oil pressure switch. (2) Solenoid. (3) Port. (4) Port. (5) Port. (6) Remote control light parking brake
oil pressure switch (if equipped). (7) Spool.

Automatic Parking Brake Application

SMCS Code: 4267-AU

Low Service Brake Hydraulic Oil Pressure

SERVICE BRAKE HYDRAULIC OIL PRESSURE SWITCH LOCATION

(1) Service brake low oil pressure switch - alert indicator for the Caterpillar Monitoring System. (2) Service brake low
oil pressure switch - brake activation.

If a machine service brake system failure occurs and service brake hydraulic oil pressure is
lost, the machine parking brakes will automatically apply.

When the machine is started, service brake hydraulic oil pressure increases. When the
pressure reaches approximately 9500 kPa (1380 psi), switch (1) will close. This will cause the
low brake oil pressure light on the Caterpillar Monitoring System panel to go out. The parking
brake can now be released.

If the service brake hydraulic oil pressure decreases to 8300 ± 345 kPa (1200 ± 50 psi), switch
(1) will open and the low brake oil pressure light on the Caterpillar Monitor System panel will
come on. This will warn the operator of low service brake hydraulic oil pressure. If machine
operation is continued and the service brake hydraulic oil pressure decreases to 6890 ± 345
kPa (1000 ± 50 psi), switch (2) will open and the parking brake will automatically apply.
 If the Caterpillar Monitoring System LOW BRAKE OIL
PRESSURE light comes on, stop the vehicle immediately.
Apply the parking brake. Stop the engine. Do not operate the
machine until the cause has been corrected.

Low Transmission Oil Pressure (If Equipped)

TRANSMISSION OIL PRESSURE SWITCH LOCATION

(1) Low transmission oil pressure switch - brake activation for Automatic Brake Application (ABA). (2) Low
transmission oil pressure switch - alert indicator for Impending Brake Application (IBA).

Switches (1) and (2) sense transmission oil pressure. If the transmission oil pressure drops
significantly, the machine brakes will automatically apply. This may be caused by a
transmission hydraulic failure, a stalled engine, or other failure.

During normal machine operation, transmission oil pressure will be 2685 ± 115 kPa (390 ± 17
psi). If the transmission oil pressure drops to 230 ± 20 kPa (33 ± 3 psi), switch (2) will be
activated. This will make the impending brake application light on the dash illuminate.

If the transmission oil pressure drops further to 120 kPa (17 psi), switch (1) will activate. This
will cause the machine brakes to automatically apply.

If the IMPENDING BRAKE APPLICATION light comes on, stop

the vehicle immediately. Apply the parking brake and stop
the engine. Do not operate the machine until the cause has
been corrected.

NOTE: For further information on the electrical circuits for the automatic brake application
system, refer to R1600 L.H.D. Electrical Schematic, Form No. RENR4633 (9EP0573) and R1600
L.H.D. Operator's Station & Electrical System, Form No. RENR4632 (9EP0572).

Braking System Switches

SMCS Code: 4250-ZS
Transmission Neutralizer Switch

TRANSMISSION NEUTRALIZER SWITCH LOCATION

(1) Left brake pedal. (2) Transmission neutralizer switch.

NOTE: Both the neutralizer switch and the stop lamp switch are located in the left pedal
assembly.

When left brake pedal (1) is depressed transmission neutralizer switch (2) will open. A signal is
sent to the electronic transmission control. The control module will shift the transmission to
neutral. The service brakes will be progressively applied as left brake pedal (1) is depressed
further. Full hydraulic power can be used in the hydraulic system when the transmission is
disengaged.

When the left brake pedal is released, switch (2) will close and the transmission will engage
before the wheel brakes are released. This action keeps the machine from free movement
(rolling) when the machine is on a slope.

NOTE: For the correct adjustment procedure of the transmission neutralizer switch, refer to
Transmission Neutralizer Pressure Test in the Testing and Adjusting section of this module.

Stop Light Switch (If Equipped)

STOP LIGHT SWITCH LOCATION
(1) Left brake pedal assembly. (2) Stop light switch.

Stop light switch (2) is located in the left brake pedal assembly. A cross-shaft assembly connects
the right brake pedal assembly to the left brake pedal assembly. When the either brake pedal is
depressed, stop light switch (2) will close. Power will now be supplied to illuminate stop light
(3).

REAR OF OPERATOR'S STATION

(3) Stop light.

Parking Brake Oil Pressure Switch

PARKING BRAKE OIL PRESSURE SWITCH LOCATION

(1) Parking brake oil pressure switch - alert indicator. (2) Parking brake oil pressure switch - remotes light (if
equipped).

Parking brake oil pressure switch (1) is an input of the electronic transmission control. The
electronic transmission control operates the alert indicator light on the Caterpillar Monitoring
System panel and can neutralize the transmission.

When the parking brake is released and the parking brake oil pressure increases above
approximately 2760 kPa (400 psi), switch (1) will open. The parking brake light on the
Caterpillar Monitoring System panel will go out and the transmission will operate normally.

When the parking brake is applied or the parking brake oil pressure drops below 2480 ± 105
kPa (360 ± 15 psi), switch (1) will close. This will cause the transmission to neutralize (if the
machine is in first speed) and activate the parking brake light on the Caterpillar Monitoring
System panel.

REAR OF OPERATOR'S STATION

(3) Remotes light - parking brake (if equipped).

Some machines equipped with the optional remote control system may also be equipped with
an optional remote control parking light.

When the machine is operated on remote control and the parking brake is applied or the
parking brake oil pressure drops below 2480 ± 105 kPa (360 ± 15 psi), switch (2) will close. This
will cause parking brake remotes light (3) to illuminate.

When the parking brake is released and the parking brake oil pressure increases above
approximately 2760 kPa (400 psi), switch (2) will open and remotes light (3) will go out.

Do not operate the machine if the amber light on the

operator's station is ON, as this indicates the unit has either
low brake oil pressure or the park brake is not released.

Residual Brake Oil Pressure Switch (If Equipped)

OPERATOR'S STATION
Residual brake oil pressure switches (located behind the dash cover).

When the service brake is applied and the brake oil pressure rises above 305 ± 28 kPa (44 ± 4
psi), the residual brake pressure switches will close. Power will now be supplied to illuminate
residual brake pressure light (1).

If brake oil pressure in the front or rear brake circuit remains above 305 ± 28 kPa (44 ± 4 psi)
after the wheel brakes have been released, the light will remain illuminated.

CONTROL PANEL
(1) Residual brake pressure light.

NOTICE
If the residual brake pressure light stays on after the brakes
have been released, stop the vehicle immediately. Apply the
parking brake. Stop the engine. Do not operate the machine
until the cause has been corrected.

Towing Brake Release System (If Equipped)

SMCS Code: 4284
BRAKING SYSTEM SCHEMATIC
(1) Rear brake accumulator. (2) Front brake accumulator. (3) Service brake low oil pressure switch - alert indicator.
(4) Service brake low oil pressure switch - brake activation. (5) Service brake and transmission neutralizer pedal. (6)
Service brake pedal. (7) Service brake control valve. (8) Parking brake oil pressure switch - alert indicator. (9)
Parking brake oil pressure switch - remotes light. (10) Front wheel brakes. (11) Rear wheel brakes. (12) Shuttle valve.
(13) Brake accumulator charging valve. (14) Brake and pilot pump. (15) Check valve. (16) Pilot oil pressure reducing
valve. (17) Hydraulic tank. (18) Vacuum breaker/relief valve. (19) Parking brake control valve. (20) Check valve. (21)
Towing brake release sequence valve. (22) Towing brake release cylinder.

The towing brake release system must only be activated by a

towing hook securely attached to the recovery machine. The
towing hook must be securely attached to the towing hitch of
the inoperative machine prior to activating the release
system. Failure to do so may result in the towed machine
moving, causing serious personal injury or death.

When the machine has been towed to a safe place, ensure it

is parked on a level surface and the wheels are blocked
securely so that the machine can not move prior to any
service work being done to the machine.

Ensure the inoperative machine can not move before

disconnecting the towing hook.
If the parking brakes are applied due to a machine fault and the machine must be towed, the
towing brake release system can be used to release the machine brakes.

The towing brake release system can be activated by a towing hook compressing the towing
brake release cylinder located in the machine towing hitch.

The towing brake release system consists of the following components: towing brake release
sequence valve (21), shuttle valve (12), check valve (20) and towing brake release cylinder (22).

LEFT HAND SIDE OF TRANSMISSION COMPARTMENT

(21) Towing brake release sequence valve.

LEFT HAND SIDE OF TRANSMISSION COMPARTMENT

(12) Shuttle valve.

When the towing brake release system is activated, the piston in towing brake release cylinder
(22) is compressed against spring pressure. The hydraulic oil trapped in the cylinder is directed
through shuttle valve (12) to the parking brakes. The oil pressure will then release the parking
brakes.

When the towing brake release system is deactivated, the piston in towing brake release
cylinder (22) is returned by spring pressure. The hydraulic oil releasing the parking brakes is
now returned to towing brake release cylinder (22). The parking brakes will now be applied.

Towing brake release sequence valve (21) ensures that when the parking brakes are released
during normal machine operation, the towing brake release system is disabled.
REAR OF MACHINE (TYPICAL)
(22) Towing brake release cylinder.

Manual Release of Parking Brake

SMCS Code: 4267; 7000

AUXILIARY BRAKE RELEASE GROUP

(1) 9EP1591 Auxiliary Brake Release Group. (2) Brake release switch.

If the parking brakes are applied due to a machine fault and the machine must be towed, the
9EP1591 Auxiliary Brake Release Group (1) can be used to supply oil pressure to release the
parking brakes and to operate the service brakes.

OPERATOR'S STATION
(2) Brake release switch.

The pump is activated by hand-held brake release switch (2). The switch must be held on
manually for the pump to stay activated.

When the switch is held on, the pump supplies oil to the brake accumulator charging valve.
The brake system operation is then the same as when the brake and pilot pump is used (as
long as the switch is held on).
NOTE: Operation of the brake release switch should only take place from inside the operator's
compartment.

NOTE: For the correct procedure to manually release the parking brake, refer to Manual
Release of Parking Brake in the Testing and Adjusting section of this module.

Copyright 1993 - 2020 Caterpillar Inc.

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