797F Off-Highway Truck Brake System: Global Manpower Development

Global Manpower Development
797F off-highway truck

Brake System
Module 9 - Text Reference
SERV1872
797F Off-Highway Truck

Module 9 - Brake System
Text Reference
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© 2009 Caterpillar Inc.

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SERV1872 - 11/09 -2- Module 9 - Brake System
5 6 2
7
2_1
INTRODUCTION
•B
rake actuation system This module discusses the brake actuation system (service and parking brakes) and
components: the brake cooling system. This illustration shows the components in the brake
actuation system.
1. Hydraulic tank
2. Brake pump The parking / secondary brakes are spring engaged and hydraulically released. The
3. Brake oil filter service / retarder brakes are hydraulically engaged and spring released.
4. Brake / chassis control valve
The brake actuation system is equipped with a brake / chassis control valve that
5. Parking brake accumulators controls the service and parking brake functions via the Brake ECM, including the
6. Service brake accumulators Automatic Retarder Control (ARC) and accumulator charging. The cab brake valve
7. Slack adjusters has been eliminated.

The main components in the brake actuation system are:
-- hydraulic tank (1)

-- brake pump (2)
-- brake oil filter (3)
-- brake / chassis control valve (4)
-- parking brake accumulators (5)
-- service brake accumulators (6)
-- slack adjusters (7)
The service brake control valve (not shown) is located below the cab.

BRAKE ACTUATION SYSTEM
(7) Hoist
Valve
(11) Parking Brake (12) Service Brake

Accumulators Accumulators
(4)
Service
Brake
(3) Brake / Chassis Valve Valve
(8)
(8) Slack
Slack Adjuster
Adjuster
(9) TCS
Valve
(6) Park (6) Park

Brake Brake
(2)
(10) Tow Motor
Brake
and Pump M
Oil
Filter
(5) Service (5) Service
Brake Brake
(1) Brake
Pump
4_1
• Oil flow Oil from the brake actuation pump (1) flows through the brake oil filter (2) to the
brake / chassis valve (3). Oil also flows through a check valve in the brake / chassis
valve to the service brake valve (4). The service brake valve directs oil back into the
brake / chassis valve when the brake pedal is depressed.
• Brake / chassis valve The brake / chassis valve controls the oil flow to the service brakes (5), the parking
brakes (6), and the hoist valve (7).
• Slack adjusters The slack adjusters (8) compensate for brake disc wear by allowing a small volume
of oil to flow through the slack adjuster and remain between the slack adjuster and
the brake piston under low pressure.
• TCS valve The TCS valve (9) controls wheel spin by metering the oil to the rear wheel parking
brakes.
• Tow pump The tow pump (10) provides oil to release the parking brakes which allows the truck
to be towed. The tow pump also provides oil to the hoist valve if the brake pump fails
or the engine won’t run.

797F BRAKE ELECTRONIC CONTROL SYSTEM

(1):M1 Brake ECM
(2) CAT Data Link (4) CAN Data Link
(3) INPUT COMPONENTS (5) OUTPUT COMPONENTS
(6) Machine Operation State (22) Requested Gear Command

(41) Front Brake Solenoid
(7) Engine Speed Sensor (23) TCS Test Switch
(8) Engine Fan Speed Sensor

(24) ARC On/off Switch (42) TCS Supply Solenoid
(9) Brake Cooling Pump Speed Sensor
(25) A/C MODE Switch (auto)
(10) Wheel Speed Sensors (43) TCS Control Solenoids
(26) A/C MODE Switch (manual)
(11) Service Brake
Accumulator Pressure Sensor (27) Operator Temp Control
(12) Secondary/Parking Brake (44) RAX Fan Bypass Solenoid

(28) Retarding Speed
Accumulator Pressure Sensor Set +/-
(13) Service Brake Pressure Switch (29) ECM Location Enable (45) Park Brake Solenoid
(30) ECM Location Mode 1 (Ground)
(14) Brake Oil Filter Bypass Switch
(31) Water Valve Actuator Signal (46) ARC Control Solenoid
(15) Brake Pump Pressure Sensor

(32) Cab Air Temp Sensor (47) Brake Unloader Solenoid
(16) Parking Brake (33) HVAC Outlet Temp Sensor
Pressure Sensors
(48) Engine Fan Drive
(17) Secondary Brake Pedal (34) Retarder Lever Position Sensor Pump Solenoid
Position Sensor
(49) Final Drive Oil Diverter Solenoid
(35) Key Start Switch
(18) Brake Cooling Oil (50) Brake Cooling Pump Solenoid

Temperature Sensors (36) Hoist/ Brake Cooling Oil
Filter Bypass Switches
(19) Differential Lube Oil (37) Differential Oil Filter Bypass Switch (51) Relief/Diverter Solenoid
Temperature Sensor
(38) Final Drive Oil Filter Bypass Switch (52) A/C Compressor Clutch Relay
(20) Differential Lube Oil
Pressure Sensor (39) Final Drive Oil Pressure Switch (52) Brake Light Relay
(40) Fan Case Drain Oil Filter Bypass Switch

(21) Steering Position Sensor
5_1
•B
rake electronic control system This illustration shows the brake electronic control system input and output
input and output components components. The Brake ECM (1) controls the following:
-- brake system
-- RAX lubrication system
-- engine cooling fan
-- A/C compressor clutch
-- brake light
NOTE: This module will cover the brake system components controlled by the
Brake ECM. Other Brake ECM input and output components are shown during
the discussion of other machine systems.

2
6_1
• Oil cooled brake assembly: Shown is a cutaway illustration of an oil cooled brake assembly. The brakes are
environmentally sealed and adjustment free. Oil continually flows through the brake
1. Smaller piston discs for cooling. Duo-Cone seals prevent the cooling oil from leaking to the ground
2. Larger piston or leaking into the axle housing. The wheel bearing adjustment must be maintained
to keep the Duo-Cone seals from leaking.
The smaller piston (1) is used to ENGAGE the parking (secondary) brakes. The
parking brakes are spring ENGAGED and hydraulically RELEASED.
The larger piston (2) is used to ENGAGE the service brakes. The larger piston also
is used for retarding. The service brakes are hydraulically engaged. Activation of
the service and parking brakes on the new “F” Series is controlled with the new
brake / chassis valve (not shown). The production “D” series service brakes are
hydraulically engaged by an air-over-oil braking system.
The service brakes on the truck with the additional retarding will have three more
discs and plates. The standard retarding front brakes are equipped with 10 discs in
the front and 15 discs in the rear. Additional retarding will have 13 discs in the front
with the standard 15 in the rear. To develop the proper proportion during additional
retarding, the brake / chassis valve will be equipped with an additional sleeve and
piston. The additional sleeve and piston will be discussed later in the presentation.

7_1
Brake Actuation System Components
• Right side of truck: The hydraulic tank is located on the right side of the truck. The hydraulic tank is a
three-section tank. The three tank sections are:
1. Sight gauge
2. Brake actuation fill cap -- brake actuation
-- hoist and brake cooling
-- steering and fan
The brake actuation system oil level is checked at the sight gauge (1) on the top right
side of the tank. Remove the brake actuation fill cap (2) to fill the brake actuation
section and the hoist / brake cooling section.

2
5
3 4
8_1
• Inside of hydraulic tank: This illustration shows the inside of the three-section hydraulic tank. The brake
actuation section (1) stores oil for the brake actuation system. The hoist and brake
1. Brake actuation section cooling section (2) stores oil for the hoist system and the brake cooling system. The
2. Hoist and brake cooling steering and fan section (3) stores oil for the steering system and the engine fan
section system.
3. Steering and fan section
To fill the hoist and brake oil cooling section of the tank, add oil through the brake
4. Brake actuation suction port actuation section filler tube. The oil will flow through the brake actuation section and
5. Top return ports fill the hoist and brake oil cooling tank section.
To fill the steering and fan section of the tank, add oil through the steering and fan
section filler tube.
The brake actuation pump pulls oil from the tank through the brake actuation
suction port (4). Oil returns to the tank from the brake / chassis valve and from the
hoist / brake cooling oil filter through the top return ports (5).
NOTE: This illustration shows the hydraulic tank in trucks with the downhill haul
retarding arrangement.

1 3
2
9_1
• Inside right frame rail: The brake actuation pump (1) is mounted to the brake cooling pump (2). The brake
actuation pump is a fixed displacement pump that provides oil to operate the service
1. Brake actuation pump and parking / secondary brakes. The rear axle lubrication drive pump (3) is mounted
2. Hoist pump to the brake actuation pump.
3. Rear axle lubrication drive
pump

10_1
10_2
• Inside left frame rail: The brake oil filter (1) is located inside the left frame rail. Oil from the brake pump
flows through the brake filter to the brake actuation system. The brake oil filter is
1. Brake oil filter equipped with a bypass valve and an oil bypass switch (2) in the filter base. The
2. Oil filter bypass switch bypass switch sends a signal to the Brake ECM when the filter is restricted.

11_1
• Brake / chassis valve (arrow) The 797F trucks are equipped with a single manifold brake / chassis valve (arrow)
located below the truck body on the left side. The cab brake valve has been
eliminated. The brake / chassis valve is a block with strategically drilled holes to
direct oil flow from the brake pump to the service and parking brakes.
Other functions of the brake / chassis valve are:
-- automatic retarding control (ARC)

-- hoist valve pilot oil supply
-- parking and service brake accumulator charging
-- accumulator purging
-- brake pump unloading (limits pump supply oil to the cut-out pressure)
-- signal oil supply to the TCS valve
The brake / chassis valve also includes two accumulator pressure sensors and a
brake pump pressure sensor, which send signals to the Brake ECM indicating brake
pressures.

2
1
6
5
4 3
12_1
• Right side of brake / chassis The components visible on the right side and top of the brake / chassis valve are:
valve:
-- rear brake ARC solenoid (1)
1. Rear brake ARC solenoid
-- front brake ARC solenoid (2)
2. Front brake ARC solenoid
-- front service brake shuttle valve (3)
3. Front service brake shuttle
-- rear service brake shuttle valve (4)
valve
-- relief valve (5)
4. Rear service brake shuttle
valve -- accumulator purge solenoid (6)
5. Relief valve -- parking brake solenoid (7)
6. Accumulator purge solenoid
7. Parking brake solenoid

1
2
3
11
4
10
9 8
7
6
5
13_1
•L
eft side and rear of brake / chassis The components visible on the left side, top, and rear of the brake / chassis valve
valve are:
1. Front brake ARC solenoid -- front brake ARC solenoid (1)

2. Rear brake ARC solenoid -- rear brake ARC solenoid (2)
3. Service brake check valve -- service brake check valve (3)
4. Pressure reducing valve -- pressure reducing valve (4)
5. Parking brake check valve -- parking brake check valve (5)
6. Screen -- screen (6)
7. Parking brake relay valve -- parking brake relay valve (7)
8. Unloader solenoid -- unloader solenoid (8)
9. Unloader diverter valve -- unloader diverter valve (9)
10. Rear brake relay valve -- rear brake relay valve (10)
11. Front brake relay valve -- front brake relay valve (11)

BRAKE / CHASSIS VALVE

(27) Brake Pump
Pressure Sensor
(1) Brake Actuation Pump
(28) TCS (24) Hoist
(11) Valve (14) Service Brake
Solenoid Valves
(8) Parking Brake Accumulator Parking Brake Accumulators
Pressure Sensor Accumulators
(7) (9) Serv Brake
(2) Relief
TCS (20) Accum
Valve (25)
Relay Pressure Pressure
Brake Sensor
Valve Reducing
Diverter
Valve
Solenoid
(30) Plug (4) (3)
(not used)
Unloader Unload
Valve Diverter (6)
Valve Service
(5) Parking Brake Brake
Check valve Check
Valve
(21)
Service
Brake
(30)Plug Valve
(16) Front
Brake
Solenoid
(26)
(13) (19) (17) Front Resolver
Park Rear Brake Valve
(15)
Brake ARC Relay
Parking (21)
Relay Relay (26) Valve
Brakes Service
Valve Valve Resolver
Brake
Valve Valve
(12) Park (10) Accumulator (18) Rear (29) Service Brake
Brake Purge Solenoid ARC Pressure Switch
Solenoid Solenoid
(23) (22) Front Service
Rear Service Brakes
Brakes
14_1
• Brake / chassis valve This illustration shows a schematic of the brake / chassis valve with the accumulators
charging, the parking brakes engaged, and the service brakes released.
Oil from the brake actuation pump (1) flows into the brake / chassis valve and to the
following locations:
-- relief valve (2)

-- unload diverter valve (3)
-- unloader solenoid valve (4)
-- parking brake check valve (5)
-- service brake check valve (6)
-- TCS relay valve (7)
• Accumulators charging The relief valve limits the brake system pressure. Brake system oil pressure
increases until the accumulators are charged to approximately 20,685 ± 670 kPa
(3000 ± 100 psi) based on a signal from the parking brake accumulator pressure
sensor (8) or the service brake accumulator pressure sensor (9).

• Brake pump unloading When the accumulators are charged, the Brake ECM sends a signal to the unloader
solenoid valve. The unloader solenoid valve and the unload diverter valve work
together to unload the brake actuation pump when the accumulators are charged.
The solenoid valve shifts down and the oil pressure between the orifice and the
unloader solenoid valve, which is also the signal oil to the unload diverter valve,
decreases to approximately hydraulic tank pressure. System oil pressure is higher
than the signal pressure and spring force at the unload diverter valve. The
brake / chassis valve is now at the Cut-Out pressure. Cut-in pressure is approximately
13,790 kPa (2000 psi).
• Oil flow in parking brake circuit Oil flows through the parking brake check valve to the:
-- accumulator purge solenoid (10)

-- parking brake accumulators (11)
-- parking brake solenoid (12)
-- parking brake relay valve (13)
The accumulator purge solenoid releases pressure from the parking brake
accumulators and service brake accumulators (14) when the engine is shut off. The
parking brake accumulator supplies oil to the parking brakes (15). The parking brake
solenoid directs oil to the parking brake relay valve when commanded by the Brake
ECM. The parking brake relay valve directs oil from the parking brake accumulator
to the parking brakes.
• Oil flow in service brake circuit Oil flows through the service brake check valve to the:
-- accumulator purge solenoid

-- service brake accumulator
-- front brake solenoid (16)
-- front brake relay valve (17)
-- rear ARC solenoid (18)
-- rear ARC relay valve (19)
-- pressure reducing valve (20)
-- service brake valve (21) (not located in the brake / chassis valve)
The service brake accumulators supply oil to the front service brakes (22) and the
rear service brakes (23). The front brake solenoid directs oil to the front brake relay
valve when commanded by the Brake ECM. The front brake relay valve directs
oil from the service brake accumulators to the front service brakes. The rear ARC
solenoid directs oil to the rear ARC relay valve when commanded by the Brake ECM.
The rear ARC relay valve directs oil from the service brake accumulators to the rear
service brakes.
• Pressure reducing valve The pressure reducing valve reduces the system oil pressure to a pilot pressure of
approximately 3795 kPa (550 psi). The pilot oil flows to the hoist solenoid
valves (24), to the TCS relay valve, and the brake diverter solenoid (25). The brake
diverter solenoid is not used on the 797F.
• TCS relay valve The TCS relay valve directs the pilot oil to the drain ball check valve in the TCS valve.
The pilot oil from the pressure reducing valve is used as signal oil to open the drain
check valve, which allows oil from the TCS valve to return to the tank.
• Service brake valve Oil from the service brake accumulators also flows from the brake / chassis valve to
the service brake valve. When the operator depresses the service brake pedal, oil is
directed through the resolver valves (26) to the front and rear brake relays.
16_1
• Cab floor: The service brake valve (1) is located below the service brake pedal (2) in the cab.
The service brake valve directs supply oil from the brake / chassis valve to the shuttle
1. Service brake valve valves in the brake / chassis valve.
2. Service brake pedal

17_1
• Cab floor: The secondary brake pedal (1) is used to modulate the engagement of the parking
brakes. The 797F truck secondary brake pedal is now equipped with a position
1. Secondary brake pedal sensor (2). When the secondary brake pedal is depressed, the position sensor
2. Position sensor sends a signal to the Brake ECM. The ECM decreases current to the parking brake
solenoid. The parking brake solenoid blocks oil to the parking brake relay valve. The
parking brake relay valve directs oil from the parking brakes to the tank. Spring force
engages the parking brakes, which slows or stops the truck.
NOTE: If the shift lever is in the park position, the parking brake is engaged and
the ECM will not recognize the secondary brake pedal position sensor signal.

18_1
• Left side of truck: The 797F truck has four accumulators. The service brake accumulators (1) and the
parking brake accumulators (2) are located below the truck body on the left side.
1. Service brake accumulators The accumulators store oil for the brake actuation system.
2. Parking brake accumulators

19_1
• Slack adjusters: The 797F has two slack adjusters. The front slack adjuster (1) is located below the
rear of the upper frame. The rear slack adjuster (2) is located above the rear axle
1. Front slack adjuster housing.
2. Rear slack adjuster
The slack adjusters compensate for brake disc wear by allowing a small volume of
oil to flow through the slack adjuster and remain between the slack adjuster and the
brake piston under low pressure. The slack adjusters maintain a slight pressure on
the brake piston at all times.
Brake cooling oil pressure maintains a small clearance between the brake discs.
The service brake oil pressure can be tested at the taps (not visible) on the slack
adjusters.

BRAKE SLACK ADJUSTER
(2) Brake (2) Brake

Cylinder Cylinder
(5) Small (3) Large
Piston Piston
(4) (4) (4)

Wheel Wheel Wheel
Brakes Brakes Brakes
(4)
Wheel
Brakes
(6) BRAKES RELEASED (1) BRAKES ENGAGED
20_1
• Brake slack adjuster This illustration shows sectional views of the slack adjuster when the brakes are
RELEASED and ENGAGED.
• Brakes ENGAGED When the brakes are ENGAGED (1), oil from the brake cylinder (2) enters the slack
adjuster and the two large pistons (3) move outward. Each large piston supplies oil
to one wheel brake (4). The large pistons pressurize the oil to the service brake
pistons and ENGAGE the brakes.
• Brakes FULLY ENGAGED Normally, the service brakes are FULLY ENGAGED before the large pistons in the
slack adjuster reach the end of their stroke. As the brake discs wear, the service
brake piston will travel farther to FULLY ENGAGE the brakes. When the service
brake piston travels farther, the large piston in the slack adjuster moves farther out
and contacts the end cover. The pressure in the slack adjuster increases until the
small piston (5) moves and allows makeup oil from the brake cylinder to flow to the
service brake piston.
• Brakes RELEASED When the brakes are RELEASED (6), the springs in the service brakes push the
service brake pistons away from the brake discs. The oil from the service brake
pistons pushes the large pistons in the slack adjuster to the center of the slack
adjuster. Makeup oil that was used to ENGAGE the brakes is replenished at the
brake cylinder from the makeup tank.

21_1
• Left side of truck: The towing pump (1) can be used to release the parking brakes for servicing or
towing. The pump is driven by an electric motor (2) that is energized by the brake
1. Towing pump release switch in the cab.
2. Electric motor
The tow pump sends oil to the parking brake accumulators to release the parking
brakes and to the hoist valve solenoids to allow the body to be lowered.
Towing pump pressure is controlled by a relief valve in the towing pump.

TRACTION CONTROL SYSTEM

(1) Brake ECM
(10) INPUT COMPONENTS (11) OUTPUT COMPONENTS
(9) TCS Test Switch

(6) TCS Proportional Solenoid
(3) Right Rear Wheel
Speed Sensor
(2) Left Rear Wheel
Speed Sensor (7) TCS Selector Solenoids
(8) Service Brake

Pressure Switch
(4) Transmission Output

Speed Sensors
(5) Steering Cylinder

Position Sensor
22_1
Traction Control System (TCS)
• Traction Control System The Traction Control System (TCS) uses the rear parking / secondary brakes (spring
engaged and hydraulically released) to decrease the revolutions of a spinning wheel.
The TCS allows the tire with better underfoot conditions to receive an increased
amount of torque. The system is controlled by the Brake ECM (1).
• TCS input and output components The Brake ECM monitors the drive wheels and the steering angle. The drive wheels
are monitored through four input signals: the left rear wheel speed sensor (2), the
right rear wheel speed sensor (3), and the transmission output speed sensors (4)
(via the Transmission ECM). The steering angle is monitored through the steering
cylinder position sensor (5).
When a spinning drive wheel is detected, the Brake ECM sends a signal to the TCS
proportional solenoid (6) and the TCS selector solenoids (7) which ENGAGE the
brake of the affected wheel. When the condition has improved and the ratio between
the right and left axles returns to 1:1, the Brake ECM sends a signal to RELEASE
the brake.

•S
ervice brake pressure switch The service brake pressure switch (8) provides an input signal to the Brake ECM and
functions performs the following two functions:
1. W hen the service brakes or retarder are ENGAGED, the TCS function is
stopped.
2. The service brake pressure switch provides the indication to the Brake ECM,
which is needed to perform a diagnostic test. When the TCS test switch (8) and
the retarder lever are ENGAGED simultaneously, the TCS will engage each
rear brake independently. Install two pressure gauges on the TCS valve and
observe the pressure readings during the test cycle. The left brake pressure
will decrease and increase. After a short pause, the right brake pressure will
decrease and increase. The test will repeat as long as the TCS test switch and
the retarder lever are ENGAGED.
• TCS valve The TCS valve has left and right brake release pressure taps. When the proportional
solenoid is ENERGIZED, Cat ET will show 44% when the brake is FULLY
ENGAGED.
NOTE: During the diagnostic test, the parking / secondary brakes must be
released.

TCS WHEEL SPIN RATIO VS. STEERING ANGLE

2.2
2.1 2.1
2.0
(2) TCS Wheel Spin Ratio
1.875 1.875
1.8
1.65 1.65
1.6
1.425 1.425
1.4
1.2
1.2
1
-75 -60 -45 -30 -15 0 -15 -30 -45 -60 -75
(1) Steering Angle - Degrees
24_1
•T
CS wheel spin ratio vs. steering When the front wheels are straight, the TCS is active when one rear wheel is spinning
angle approximately 1.2 times as fast as the other (spin ratio). The TCS provides more
traction when the truck is traveling straight.
This graph is an example of the steering angle versus the spin ratio.
The TCS becomes active at a higher spin ratio as the steering angle increases
during a turn. When the TCS is active, the spin ratio is “locked in” until the TCS
is de-activated. For example, if a wheel starts slipping and the operator turns the
wheel slightly, the spin ratio will hold at the lower value regardless of the steering
wheel angle.
NOTE: The graph is only for explanation purposes and does not depict the
actual TCS software map in the Brake ECM.

1
2
25_1
25_2
• TCS sensor locations: These illustrations show the location of the wheel speed sensors (1), the transmission
output speed sensors (2), and the steering position sensor (3).
1. Wheel speed sensors
2. Transmission output speed The TCS uses the transmission output speed sensors to disable the TCS when
sensors ground speed is above 19.3 km/h (12 mph).
3. Steering position sensor

3
1
26_1
• TCS valve components: The TCS valve is mounted inside the left frame rail toward the rear of the machine.
Two solenoids are mounted on the valve.
1. Selector solenoid valve
2. Proportional solenoid valve Electrical signals from the Brake ECM cause the selector solenoid valve (1) to shift
3. Pressure taps and select either the left or right parking brake. There is a solenoid on each end
of the selector solenoid valve. If the selector valve shifts to the left parking brake
4. Parking brake pressure hydraulic circuit, the control oil is drained. The left reducing spool of the control valve
sensors can then shift and engage the parking brake.
The proportional solenoid valve (2) controls the volume of oil being drained from the
selected parking brake control circuit. The rate of flow is controlled by a signal from
the Brake ECM.
The pressure taps (3) can be used to test the left and right brake release pressures
when performing diagnostic tests on the TCS. At HIGH IDLE, the pressure at the
taps in the TCS valve will be approximately 138 kPa (20 psi) less than the brake
release pressure tested at the wheels.
The pressure taps are also used to provide parking brake dragging information to the
service technician. If the parking brakes are released, as sensed by the secondary
brake pressure switch on the parking brake control valve, and parking brake pressure
is below approximately 3445 kPa (500 psi), a parking brake dragging event will be
logged in the Brake ECM. The event can be viewed with Cat ET.
The parking brake pressure sensors (4) send a signal to the Brake ECM indicating
parking brake pressure in the left and right rear brake pressure circuits.
TCS VALVE
ENGINE RUNNING / BRAKES RELEASED
(5) Left Rear
Parking Brake (1) Brake/Chassis Valve
(1)
Brake/Chassis
Valve
(3) Left Brake
Reducing Valve
(7) Proportional
Solenoid
(8)
Drain
Check
(2) Selector Ball
Solenoid
(4) Right Brake

Reducing Valve
(6) Right Rear

Parking Brake 27_1
•T
CS valve - ENGINE RUNNING / This illustration shows the TCS valve with the engine running and the parking brakes
BRAKES RELEASED RELEASED.
When the operator moves the transmission lever out of the PARK position, the Brake
ECM energizes the parking brake solenoid in the brake / chassis valve (1) and oil is
directed to the TCS valve.
• Selector solenoid In the TCS valve, oil flows through a screen and orifices to the selector solenoid (2),
the left brake reducing valve (3), and the right brake reducing valve (4). When the
TCS is not activated, the oil is blocked at the selector solenoid. Oil pressure moves
the brake reducing solenoids to the left and oil from the brake / chassis valve is
directed to the left rear parking brake (5) and the right rear parking brake (6). The
parking brakes are RELEASED.

TCS VALVE
ENGINE RUNNING / LEFT BRAKE ENGAGED
(5) Left Rear
Parking Brake (1) Brake/Chassis Valve
(1)
Brake/Chassis
Valve
(3) Left Brake
Reducing Valve
(7) Proportional
Solenoid
(8)
Drain
Check
(2) Selector Ball
Solenoid
(4) Right Brake

Reducing Valve
(6) Right Rear

Parking Brake 28_1
•T
CS valve - ENGINE RUNNING / This illustration shows the TCS valve with the engine running and the left brake
LEFT BRAKE ENGAGED ENGAGED.
• Left wheel spinning faster When signals from the wheel speed sensors indicate that the left wheel is spinning
60% faster than the right wheel, the Brake ECM sends a signal to the selector
solenoid valve (2) and the proportional solenoid valve (7). The selector solenoid
valve shifts up to open a passage between the right end of the left brake pressure
reducing valve (3) and the proportional solenoid valve.
• Signal oil to drain check ball Pilot oil from the brake / chassis valve (1) provides signal oil to the drain check ball
(8) which allows oil from the TCS valve to return to the tank.
The proportional solenoid valve opens a passage from the selector solenoid valve to
drain through the drain check ball. The proportional solenoid valve also controls the
rate at which the oil is allowed to drain. Control circuit oil drains through the selector
valve and enters the proportional valve.
• Reducing valve spool The reducing valve spool for the left rear parking brake (5) shifts and blocks oil flow
to the parking brake. Oil in the left parking brake control circuit begins to drain and
the left parking brake begins to ENGAGE. The left brake orifice restricts the flow of
oil from the parking brake valve.

• Wheel not spinning When the signals from the wheel speed sensors indicate that the left wheel is no
longer spinning, the Brake ECM stops sending signals to the selector solenoid and
the proportional solenoid. The selector solenoid valve and proportional solenoid
valve blocks the passage to drain and allows the control circuit pressure to
increase.
The left brake reducing valve spool shifts to the left and blocks the passage to drain.
Parking brake oil is directed to the left parking brake and the brake is RELEASED.


PARKING BRAKE ENGAGED/SERVICE BRAKES RELEASED
(30) (29) Hoist

Brake Pump Solenoid Valves
(31) (4)
(32) TCS Valve Parking Brake Accumulator Parking Brake Pressure
Pressure Sensor Sensor
Accumulators
(28) Relief (7) Service Brake
Valve Accumulators
(22)
Serv. Brake
Accum.
Pressure
(23) Brake Sensor
Diverter
Solenoid (21) Slack
(21) Slack (27) (Not Used) (8) Service Adjuster
Adjuster (25)
Unloader Brake Valve
Unload
Valve
Diverter
(26) Valve (24)Pressure
Park Brake Reducing
Check Valve Valve
(6) (16) (17)

Park Brake Service Plug
Relay Valve Brake
Check
Valve
(9) (20)
(20) Service Front Service
(11) Brake
Brake Brake
Rear ARC
(5) Park (12) Rear Solenoid
Solenoid
Brake ARC
Solenoid Relay Valve
(15) Accumulator
Purge Solenoid (10) Front Brake (19)
(3) Brake/Chassis Relay Valve Front Park
(33) Valve Brake
Rear Park (18) Service Brake
(2)
Brake Pressure Switch
Brake
Oil Filter
(35) RAX Drive Motor

(34)
Pump
Drive
(14)
Towing
M
Pump
(13) Brake (1) Brake
Cooling Actuation
Pump Pump
30_1
Brake Actuation System Operation
•B
rake actuation system - This illustration shows the brake actuation system with the parking brake ENGAGED,
PARKING BRAKE ENGAGED / the service brakes RELEASED, and the accumulators charged.
SERVICE BRAKES RELEASED
•O
il flow into the parking brake Oil from the brake actuation pump (1) flows through the brake oil filter (2) to the brake
circuit / chassis valve (3). In the brake / chassis valve the brake pump oil flows to the
parking brake accumulators (4), to the parking brake solenoid (5), and to the parking
brake relay (6).
• Shift lever in PARK position When the shift lever in the cab is in the PARK position, a signal is sent to the Brake
ECM. The Brake ECM sends current to de-energize the parking brake solenoid.
With the parking brake solenoid de-energized, spring force moves the parking brake
relay valve to the right. The parking brake relay directs oil from the parking brake
piston to the tank and the parking brakes are engaged by spring force.
• Secondary brake pedal The secondary brake pedal is used to modulate the release of the parking brake.
When the secondary brake pedal is depressed, a position sensor located at the base
of the pedal sends a PWM signal to the Brake ECM. The Brake ECM sends a
current to the proportional parking brake solenoid which drains oil from the parking
brake relay valve. Spring force moves the parking brake relay valve to the right. The
parking brake relay valve directs oil from the parking brake piston to the tank and the
parking brakes begin to engage to slow truck movement.

NOTE: If the shift lever is in the park position, the parking brake is commanded
to be engaged and the ECM will not recognize the secondary brake pedal position
sensor signal.
•O
il flow into the service brake Oil from the brake actuation pump also flows to the following locations:
circuit
-- service brake accumulator(7)
-- service brake valve (8)
When the service brake pedal is not depressed and the retarder lever is not activated,
the front brake relay valve and the rear ARC relay valve direct oil from the service
brake pistons to the tank and the service brakes are released by spring force.


PARKING BRAKE RELEASED/SERVICE BRAKES ENGAGED
(30) (29) Hoist

(31) (4)
Accumulators
Valve Accumulators
(22)
Serv. Brake
Accum.
Pressure
(23) Brake Sensor
Diverter
Solenoid (21) Slack
Adjuster (25)
Unload
Valve
Diverter
Park Brake Reducing
Check Valve Valve
(6) (16) (17)

Relay Valve Brake
Check
Valve
(9) (20)
(11) Brake
Brake Brake
Rear ARC
Solenoid
Brake ARC
Solenoid Relay Valve (35)
(15) Accumulator Resolver
Purge Solenoid (10) Front Brake Valve (19)
(3) Brake/Chassis (35) Relay Valve Front Park
(33) Valve Resolver Brake
(2) Valve
Brake
Oil Filter

(34)
Pump
Drive
(14)
Towing
M
Pump
Cooling Actuation
Pump Pump
32_1
•B
rake actuation system - This illustration shows the brake actuation system with the parking brake RELEASED,
PARKING BRAKE RELEASED / the service brakes ENGAGED by depressing the brake pedal, and the accumulators
SERVICE BRAKES ENGAGED charged.
•O
il flow into the parking brake Oil from the brake actuation pump (1) flows through the brake oil filter (2) to the brake
circuit / chassis valve (3). In the brake / chassis valve the brake pump oil flows to the
parking brake accumulators (4), to the parking brake solenoid (5), and to the parking
brake relay valve (6).
•S
hift lever moved out of PARK When the shift lever in the cab is moved from the PARK position, a signal is sent to
position the Brake ECM. The Brake ECM sends current to energize the parking brake
solenoid. With the parking brake solenoid energized, oil is directed to the right end
of the parking brake relay valve which moves to the left. The parking brake relay
directs oil from the parking brake accumulators to the parking brake piston and the
parking brakes are released.
•O
il flow into the service brake Oil from the brake actuation pump also flows to the following locations:
circuit
-- service brake accumulator (7)

• Service brake pedal depressed When the service brake pedal is depressed, brake oil is directed to the bottom of the
resolver valves (35). The higher pressure from the service brake valve overrides the
oil pressure from the front brake solenoid and the rear ARC solenoid and brake oil
flows to the right end of the service brake relay valves. The oil pressure on the relay
valves overrides the spring force and the relay valves shift to the left. Supply oil is
directed to the front and rear slack adjuster pistons and the service brakes. The
slack adjuster pistons control the equalization of the brake pressure to the service
brakes.


PARKING BRAKE RELEASED WITH TOW PUMP
(30) (29) Hoist

(31) (4)
Accumulators
Valve Accumulators
(22)
Serv. Brake
Accum.
Pressure
(23) Brake Sensor
Diverter
Solenoid (21) Slack
Adjuster (25)
Unload
Valve
Diverter
Park Brake Reducing
Check Valve Valve
(6) (16) (17)

Relay Valve Brake
Check
Valve
(9) (20)
(11) Brake
Brake Brake
Rear ARC
Solenoid
Brake ARC
Solenoid Relay Valve
(15) Accumulator
Purge Solenoid (10) Front Brake (19)
(3) Brake / Chassis Relay Valve Front Park
(33) Valve Brake
(2)
Brake
Oil Filter

(34)
Pump
Drive
(14)
Towing
M
Pump
Cooling Actuation
Pump Pump
34_1
•B
rake actuation system - The brake actuation system is also equipped with a towing motor and pump (14). In
PARKING BRAKE RELEASED the case of a loss of flow from the brake actuation pump (1), the towing motor can be
WITH TOW PUMP enabled through the park brake release switch in the cab.
• Oil supply top parking brakes When the park brake release switch is activated, the towing motor is energized,
which drives the towing pump. The towing pump provides oil flow to the parking
brake accumulators (4), the parking brake solenoid (5), and the parking brake relay
valve (6). The parking brake relay valve directs oil to release the parking brakes as
previously described.
•O
il supply to hoist solenoid The towing pump also provides oil to the hoist solenoid valves (29) so that the body
valves can be lowered if the engine won’t run or the brake actuation pump won’t operate.


RETARDER ENABLED/SERVICE BRAKES ENGAGED
(30) (29) Hoist

(31) (4)
Accumulators
Valve Accumulators
(22)
Serv. Brake
Accum.
Pressure
(23) Brake Sensor
Diverter
Solenoid (21) Slack
Adjuster (25)
Unload
Valve
Diverter
Park Brake Reducing
Check Valve Valve
(6) (16) (17)

Relay Valve Brake
Check
Valve
(9) (20)
(11) Brake
Brake Brake
Rear ARC
Solenoid
Brake ARC
Solenoid Relay Valve (35)
(15) Accumulator Resolver
Purge Solenoid (10) Front Brake Valve (19)
(3) Brake/Chassis (35) Relay Valve Front Park
(33) Valve Resolver Brake
(2) Valve
Brake
Oil Filter

(34)
Pump
Drive
(14)
Towing
M
Pump
Cooling Actuation
Pump Pump
35_1
Manual and Automatic Retarding
•B rake actuation system - This illustration shows the brake actuation system with the parking brake RELEASED
PARKING BRAKE RELEASED / and the service brakes engaged by the retarding function.
RETARDER ENABLED
• Retarding control Retarding control is a feature of the 793F trucks which is used to control the truck
downhill speed. The feature consists of manual retarding and Automatic Retarding
Control (ARC). The manual retarder lever is used by the operator for retarding when
ARC is not desired by the operator, such as a speed slower than the speed that
initiates the ARC.
• ARC ARC allows the truck to maintain a constant machine speed during a long downgrade.
The ARC ON / OFF switch activates the ARC and the ARC inc / dec switch sets the
truck retarding speed.
•O
il flow into the service brake Oil from the brake actuation pump (1) flows to the following locations:
circuit
-- service brake accumulator (7)

• Retarder function activated When the manual retarder lever is activated, the lever sends a proportional signal to
the Brake ECM. The Brake ECM sends a current to the front brake solenoid and rear
ARC solenoid. When the ARC is activated and the engine speed / timing sensor
senses an increase in desired engine speed, the Brake ECM sends a current to the
front brake solenoid and rear ARC solenoid.
The front brake solenoid and rear ARC solenoid direct brake oil to the top of the
resolver valves (35). The higher pressure from the solenoid valves override the
oil pressure from the service brake valve and brake oil flows to the right end of the
service brake relay valves. The oil pressure on the relay valves overrides the spring
force and the relay valves shift to the left. Supply oil is directed to the front and rear
slack adjuster pistons and the service brakes. The slack adjuster pistons control the
equalization of the brake pressure to the service brakes.
NOTE: If the manual retarder lever and the ARC are ENGAGED at the same time,
the front brake and rear ARC solenoids will receive a current that corresponds to
the system that is requiring the most braking.

ARC MODES OF OPERATION

• Off Mode
• Active Mode
• Retarding Mode
• Armed Mode
• Fault Mode
• Test Mode
• Protect Mode
• Normal retarding Normal retarding occurs when the ARC ON / OFF switch is in the ON position or the
manual retarder is activated with the engine RPM above the desired engine speed.
The operator should select the correct gear for the grade, the load, and the ground
conditions. When the transmission shifts up to the desired gear and the operator has
released the throttle, the ARC will control the amount of service brake application
required to maintain the desired engine speed. The desired engine speed may be
programmed using Cat ET.
• Overspeed protection Overspeed protection occurs when the ARC detects an engine overspeed situation.
In an overspeed situation, the ARC engages the brakes regardless of the position of
the ARC ON / OFF switch.
• Speed limiting Speed limiting occurs when the Brake ECM receives a machine overspeed signal
from the Transmission ECM. If conditions are correct, the Brake ECM engages the
brakes regardless of the position of the ARC ON / OFF switch.
• ARC modes of operation The ARC system includes the following modes of operation, which can be accessed
in Cat ET.
• Off mode Off Mode - This mode indicates that the ARC is not controlling the brakes.
• Active mode Active Mode - This mode indicates that the ARC is active. However, the engine
speed is too low for brake engagement.

• Retarding mode Retarding Mode - This mode indicates that the ARC is controlling the brakes to
control the engine speed.
• Armed mode Armed Mode - This mode indicates that the ARC system is inhibited because the
throttle is depressed. The ARC will not engage the brakes in the ARMED mode.
• Fault mode Fault Mode - This mode indicates that the ARC system may have a diagnostic
problem.
• Test mode Test Mode - This mode is used to test the operation of the ARC while the machine is
stationary. This mode may only be entered via Cat ET.
• Protect mode Protect Mode - This mode indicates that there is some exceptional condition that is
allowing the engine to overspeed. The ARC system is controlling the brakes to
control the engine overspeed. The protect mode will activate the ARC when the ARC
ON / OFF switch is off and the engine is overspeeding.

DYANAMIC ARC CONTROL

• Allow Operator to Descend Grade at Highest Possible Speed
• ARC Engine Speed Control Point
• Balance Point Bteween Brake Oil Temperature and Highest Speed
• Temperature Thresholds Configured in Brake ECM
• Dynamic ARC Control The Dynamic ARC Control feature is intended to allow the operator to descend a
grade at the fastest speed possible while avoiding high brake oil temperature
warnings.
On the 793D truck, the operator was limited to retarding at High Idle Engine Speed
in a selected transmission gear.
• ARC engine speed control The Dynamic ARC Control on the 793F truck allows the operator to descend the
same grade at a gear higher than the normal gear used. However, if the brake oil
temperatures get too hot or if the brake oil temperatures increase too rapidly, the
ARC Engine Speed Control point will be derated (less brake activation) to a lower
value to decrease the brake oil temperatures.
• Balance point The Balance Point feature is designed to find a balance point between brake oil
temperatures and the desired ARC engine speed during long retarding runs, which
would allow the operator to descend a grade at optimum speed.
• Temperature thresholds The temperature thresholds and temperature rate-of-change thresholds are
configured in the Brake ECM and are not configurable via the service tool. All four
brake oil temperature sensors are monitored and the Brake ECM uses the highest of
the four temperatures to determine the ARC Engine Speed Control derate.

5
3
4 2
1 40_1
10
6
11 9
8
7
40_2
BRAKE COOLING SYSTEM
•B
rake cooling system The brake cooling system supplies oil to cool the parking and service brakes.
components:
The 797F is equipped with either the flat / uphill haul retarding arrangement (top
1. Three-section gear pump illustration) or the downhill haul retarding arrangement (bottom illustration). The
2. Brake cooling screen downhill haul retarding arrangement is similar to the 797B truck. The flat / uphill haul
3. Front brake oil cooler arrangement is new on the 797F truck.
4. Rear brake oil cooler
The brake cooling oil shares the same tank section as the hoist oil.
5. Hoist / brake oil cooling filter
6. Brake cooling drive pump The brake cooling system components in the flat / uphill haul retarding arrangement
7. Brake cooling drive motor are:
8. Brake cooling screens
-- three-section gear pump (1)
9. Front brake oil cooler
-- brake cooling screen (2)
10. Rear brake oil coolers
-- front brake oil cooler (3)
11. Hoist / brake oil cooling filter
-- rear brake oil cooler (4)
-- hoist / brake oil cooling filter (5)

The brake cooling system components in the downhill haul retarding arrangement
are:
-- brake cooling drive pump (6)

-- brake cooling drive motor (7)
-- three section brake cooling pump (inside the hydraulic tank)
-- brake cooling screens (8)
-- front brake oil cooler (9)
-- rear brake oil coolers (10)
-- hoist / brake oil cooling filter (11)
A second hoist / brake oil cooling filter, on the downhill haul arrangement, is not
shown and is located on the left side of the truck to the rear of the left front suspension
cylinder.


FLAT / UPHILL HAUL ARRANGEMENT
(11) Right
Front Brake
(10) Left
Rear Brake
(6) Hoist Valve
(4)
Rear Brake
Oil Cooler
(13) Brake
(7) Brake (2) (7) Brake
Actuation System
Temperature Brake Cooling Temperature
Sensor Screen Sensor
(7) Brake
Temperature
(3)
(1) Brake (5) Sensor
Front Brake
Cooling (14) Oil Cooler Hoist /
Pumps RAX Brake
Lube Cooling
System Oil Filter
(12) Left
Front Brake
(7) Brake
Temperature
Sensor
(8)
(9) Right Check Valves
Rear Brake
42_1
•B
rake cooling system - Flat / Flat / uphill Haul Retarding Arrangement
uphill Haul Arrangement
This illustration shows the oil flow in the brake cooling hydraulic system with the
flat / uphill haul retarding arrangement.
The three-section gear pump (1) sends oil through a brake cooling screen (2), a
front brake oil cooler (3), a rear brake oil cooler (4), and one hoist / brake oil cooling
filter (5) to the brakes. Oil from the hoist valve (6) also flows through the front brake
oil cooler, the rear brake oil cooler, and the hoist / brake oil cooling filter to provide
additional cooling oil to the brakes.
The brake oil temperature sensors (7) send a signal to the Brake ECM indicating the
brake oil temperature.
The check valves (8) in the hydraulic tank maintain a minimum pressure in the brake
cooling hydraulic system.

1 2
43_1
• Brake cooling pump: On trucks with the flat / uphill haul arrangement, the three-section brake cooling
pump pulls oil from the hydraulic tank through three brake cooling pump ports (1) at
1. Brake cooling pump ports the bottom of the tank.
2. Check valves
3. Brake cooling return port The check valves (2) in the hydraulic tank maintain a minimum pressure in the brake
cooling hydraulic system.
Cooling oil from the brakes returns to the tank through the brake cooling return
port (3) on the top of the tank.


DOWNHILL HAUL ARRANGEMENT
(11) Hoist
Valve (7) Front Brakes
(10)
(12) Pressure Rear Brakes (9)
Reducing Rear Brake
Valve Oil Coolers
(17) Brake Oil
Temperature Sensor (17) Brake Oil
Temperature Sensor
(13) High Pressure (11) Hoist

Cutoff Valve Valve
(6)
Hoist/Brake
(14) Displacement Cooling Oil Filter
Solenoid
(15)
(5)
Max Angle (4)
Front Brake
Actuator Brake
Oil Cooler
Piston Cooling
Screen
Qmin
Qmax
(6)
Hoist/Brake
Cooling Oil Filter
(2)
Brake
Cooling (17) Brake Oil
(1) Brake Cooling (16) Min Angle
(8) Drive Motor Temperature Sensor
Drive Pump Actuator
Brake
Piston (3) Three-section Cooling
Gear Pump Screen
(17) Brake Oil
Temperature Sensor (10)
Rear Brakes (7) Front Brakes
44_1
Downhill Haul Retarding Arrangement
•B
rake cooling system - Downhill This illustration shows the oil flow in the brake cooling hydraulic system with the
haul arrangement downhill haul retarding arrangement.
• Brake cooling drive pump In the downhill haul retarding arrangement, oil from the brake cooling drive pump (1)
drives the brake cooling motor (2). The brake cooling motor drives a three-section
gear pump (3), which is located inside the hydraulic tank.
Oil from one section of the gear pump flows through a brake cooling screen (4) and
through the front brake oil cooler (5) and two hoist / brake oil cooling filters (6) to the
front brakes (7).
Oil from two sections of the cooling pump flows through a brake cooling screen (8)
and two rear brake oil coolers (9) to the rear brakes (10).
• Hoist valve Oil from the hoist valve (11) flows through the front brake oil cooler and the hoist /
brake cooling oil filters to provide additional cooling oil to the front brakes. Oil from
the hoist valve also flows through the rear brake oil coolers to provide additional
cooling oil to the rear brakes.


INPUT / OUTPUT COMPONENTS
(1) Brake ECM
(2) Brake Cooling Pump

Speed Sensor (4) Brake Cooling
Pump Drive Solenoid
(3) Four Brake Cooling

Oil Temperature Sensors
45_1
•B
rake cooling system input / This illustration shows the brake electronic control system input and output
output components components that are related to the brake cooling system.
• Brake ECM input signals The Brake ECM (1) receives input signals from the brake cooling pump speed
sensor (2) and the four brake cooling oil temperature sensors (3). There is a brake
cooling oil temperature sensor for each brake station.
The Brake ECM monitors the transmission and torque converter oil temperature
via the Transmission ECM and the intake manifold air temperature, engine coolant
temperature, and engine oil temperature via the Engine ECM.
The brake cooling pump speed and the temperature sensor information is used by
the Brake ECM to control the brake cooling motor speed with the brake cooling pump
drive solenoid (4).
When brake oil temperature is less than 102°C (215°F), the brake cooling drive pump
solenoid is de-energized and the piston pump goes to low pressure standby. When
brake oil temperature is above 102°C (215°F) but less than 107°C (225°F), the
Brake ECM sends a PM signal to the brake cooling pump drive solenoid to modulate
the brake cooling flow from the pumps. When brake oil temperature is above 107°C
(225°F), the brake cooling drive pump solenoid is energized to provide maximum
brake cooling flow from the pumps.

7
46_1
6
2 5 4 3 46_2
• Brake cooling pump: The brake cooling drive pump (1), located at the rear bottom section of the pump
drive, is a variable displacement piston-type pump. Brake cooling pump speed is
1. Brake cooling drive pump controlled by controlling the oil flow from the pump to the brake cooling motor. The
2. Displacement solenoid Brake ECM controls the oil flow from the brake cooling drive pump by energizing the
displacement solenoid (2).
3. Pressure and flow
compensator valve
The displacement solenoid moves a spool in the pressure and flow compensator
4. Current adjustment screw valve (3) to control the pump output oil flow to the minimum angle actuator piston.
5. High pressure cut-off valve The current adjustment screw (4) controls the minimum current required to start
6. Minimum angle stop screw stroking the pump.
7. Maximum angle stop screw
NOTE: Do not adjust the current adjustment screw in chassis. This adjustment
should only be done on a hydraulic test stand.
The high pressure cut-off valve (5) controls the maximum pressure in the brake
cooling drive system.
The minimum angle stop screw (6) is located near the pressure and flow compensator
valve. The maximum angle stop screw (7) is located on the other side of the pump.
NOTE: Do not adjust the minimum or maximum angle stop screws in chassis.
This adjustment should only be done on a hydraulic test stand.

797F BRAKE COOLING DRIVE PUMP
(6) Pressure and Flow

Compensator
(5) Minimum (7) Piston
Angle Stop
(2) Maximum Angle
(3) Swashplate Actuator Piston
(10) Drive Shaft
(1) Charge Pump

Impeller
(9) Maximum (8) Rotary (4) Minimum Angle

Angle Stop Group Actuator Piston
47_1
• Brake cooling drive pump This illustration shows the internal components of the 797F brake cooling drive
pump. Oil from the steering tank enters the pump in the port below the charge pump
impeller (1). The charge pump keeps the brake cooling drive pump full of oil.
• Maximum angle actuator piston The large spring around the maximum angle actuator piston (2) holds the
swashplate (3) at maximum angle. Pump output pressure is always present on the
right side of the maximum angle actuator piston and also helps to hold the swashplate
at maximum angle. When the swashplate is at maximum angle, pump output is at
maximum flow and brake cooling pump speed is at maximum.
• Minimum angle actuator piston The minimum angle actuator piston (4) has a larger diameter than the maximum
angle actuator piston. The minimum angle actuator piston moves the swashplate
toward the minimum flow position. The swashplate angle, pump flow and brake
cooling pump speed will modulate with the amount of current at the displacement
solenoid. When the swashplate is at minimum angle, pump output is at minimum
flow and brake cooling pump speed is at minimum.
• Minimum angle stop Before the swashplate contacts the minimum angle stop (5), the minimum angle
actuator piston will open a small drain port to tank and stop the movement of the
swashplate. Draining the minimum angle actuator piston oil will prevent the
swashplate from contacting the minimum angle stop repeatedly which can be noisy
and may cause damage to the pump.
Oil that leaks past the pistons into the pump housing provides lubrication for the
rotating components. This oil leakage is referred to as case drain oil. Case drain oil
flows through the case drain port and a case drain oil filter to the steering tank.
797F BRAKE COOLING DRIVE PUMP CONTROL
(7) Brake (6) (1) (2)

(4) Minimum Angle Cooling Pressure High Displacement
Actuator Piston Motor Reducing Pressure Solenoid and
(9) Pump (1) High Pressure Valve Cut-off Valve
(8) Drain
Supply Cut-off
(3) Maximum
Angle
Actuator
(5) Current Piston
Adjustment
Screw
(8) Drain (9) Pump (2) Displacement

Supply Solenoid and (4) Minimum Angle
Valve Actuator Piston
(4) Minimum Angle
Actuator Piston
48_1
• Brake cooling drive pump control Shown is the pressure and flow compensator valve for the 797F brake cooling drive
pump. Oil flows from the pump to the high pressure cut-off valve (1), the displacement
valve (2), and the maximum angle actuator piston (3).
The pump output oil and the spring around the maximum angle actuator piston
holds the swashplate at maximum angle. This is the position of the pump when the
displacement solenoid receives 0 milliamps from the Brake ECM and pump output
pressure is low.
When the displacement solenoid is receiving between 0 and 680 milliamps from
the Brake ECM, the displacement solenoid moves the valve spool to the left. The
spool allows pump output pressure to flow to the minimum angle actuator piston (4).
The minimum angle actuator piston has a larger diameter than the maximum angle
actuator piston. The minimum angle actuator piston moves the swashplate toward
the minimum flow position.
• Current adjustment screw The current adjustment screw (5) controls the spring pressure in the displacement
valve and changes the minimum current required to start destroking the pump.
NOTE: Do not adjust the current adjustment screw in chassis. This adjustment
should only be done on a hydraulic test stand.

• High pressure cut-off valve The high pressure cut-off valve controls the maximum pressure in the brake cooling
drive system. The high pressure cut-off valve controls the flow of pump output
pressure to the minimum angle actuator piston. When system pressure is at
maximum, the high pressure cut-off valve sends oil to the minimum angle actuator
piston and moves the swashplate to the minimum flow position.
•M
aximum brake cooling pump The maximum brake cooling pump speed during normal operation should be
speed approximately 1760 rpm. The Brake ECM will only decrease the current to the
displacement solenoid as required to obtain the correct brake cooling rpm. The
pressure measured at 1760 rpm will be close to the high pressure cut-off setting.
• Brake cooling drive pump output The brake cooling drive pump output is initially 0 kPa (0 psi). At 0 pressure, the
maximum actuator piston spring will hold the pump at maximum angle and maximum
brake cooling pump speed. The brake cooling drive pump uses oil flow from the
pressure reducing valve so the displacement solenoid can position the brake cooling
drive pump at minimum angle and 0 pump speed at start-up. Without this pressure
the pump would stay at maximum angle at start-up.

2 1
4
50_1
• Front of hydraulic tank: The brake cooling drive motor (1) is located on the front of the hydraulic tank on the
right side of the truck. Oil flows from the brake cooling drive pump to the brake
1. Brake cooling drive motor cooling drive motor. Oil flows through the motor and returns to the steering tank.
2. Brake cooling drive motor
speed sensor The brake cooling drive motor is a fixed displacement motor, therefore, the brake
3. Brake cooling oil screens cooling motor speed is determined by the amount of flow from the brake cooling
drive pump.
4. Pressure taps
The brake cooling drive motor speed sensor (2) provides an input signal to the Brake
ECM. The Brake ECM uses this input to maintain the brake cooling drive motor
speed.
Also visible in this illustration are the brake cooling oil screens (3). Front and rear
brake cooling oil pressure can be measured at the two taps (4) located on the brake
cooling screen housings. Brake cooling system pressure is a result of the restriction
in the coolers, brakes, and hoses (normally lower than the actual oil cooler relief
valve setting).

4
1
2 51_1
6 5
1
2 4 3 51_2
• Tank: The brake cooling drive motor (1) drives three brake cooling pumps located in the
hydraulic tank. Oil flows from the rear brake cooling pump (2) through the front brake
1. Brake cooling drive motor cooling oil screen (3) and joins with the hoist oil to cool the front brakes. Oil flows
2. Rear brake cooling pump from the two front pumps (4) through the rear brake oil screen (5) and joins with the
hoist oil to cool the rear brakes.
3. Front brake cooling oil screen
4. Front pumps A brake cooling relief valve (6) is installed in the output line of the front and rear brake
5. Rear brake oil screen cooling pumps. The relief valves protect the systems if brake cooling oil pressure
6. Brake cooling relief valve exceeds approximately 790 kPa (115 psi).

797F (8) Speed

BRAKE COOLING MOTOR Sensor
(7) Case Drain

Port
(5) Output
Shaft
(3) Piston
(4) Barrel
(2) Port Plate
(6) Return Port
(7) Supply Port
52_1
• Brake cooling motor This illustration shows the internal components of the fixed displacement, bent-axis
brake cooling drive motor. Oil flows through the supply port (1) and the port
plate (2) and pushes the pistons (3) out of the barrel (4). The pistons force the barrel
and the output shaft (5) to rotate. The output shaft turns the three brake cooling
pumps located in the hydraulic tank. As the barrel rotates and the pistons return, oil
flows from the pistons through the port plate and the return port (6) to the steering
tank.
Oil that leaks past the pistons into the motor housing provides lubrication for the
rotating motor components. This oil leakage is referred to as case drain oil. Case
drain oil flows through the case drain port (7) and a case drain oil filter to the steering
tank.

53_1
•H
oist / brake cooling filters Oil from the hoist valve flows through the front brake oil cooler to the hoist / brake
(arrows) cooling filters (arrows) to the front brakes. An oil filter bypass switch (not visible) is
located on each filter housing. The oil filter bypass switches inform the Brake ECM
if the filters are restricted.

54_1
54_2
• Brake oil temperature sensors: There are four brake oil temperature sensors that send brake temperature signals to
the Brake ECM indicating brake oil temperature. The left front brake oil temperature
1. Left front brake oil sensor (1) and the right front brake oil temperature sensor (2) are shown in these
temperature sensor illustrations.
2. Right front brake oil
temperature sensor The brake temperature sensors are the main input used to determine the brake
cooling pump speed. The Brake ECM reads all four of the brake temperature sensors
and the maximum temperature is computed.

55_1
•R
ear brake oil temperature This illustration shows the left rear brake oil temperature sensor (1) and the right rear
sensors: brake oil temperature sensor (2) located in the rear brake oil cooling lines.
1. Left rear brake oil temperature

sensor
2. Right rear brake oil
temperature sensor

797F Off-Highway Truck Brake System: Global Manpower Development

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797F off-highway truck

797F Off-Highway Truck

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© 2009 Caterpillar Inc.

© 2009 Caterpillar Inc.

The main components in the brake actuation system are:

-- hydraulic tank (1)

© 2009 Caterpillar Inc.

BRAKE ACTUATION SYSTEM

(11) Parking Brake (12) Service Brake

(6) Park (6) Park

BRAKE ACTUATION SYSTEM

© 2009 Caterpillar Inc.

797F BRAKE ELECTRONIC CONTROL SYSTEM

(2) CAT Data Link (4) CAN Data Link

(3) INPUT COMPONENTS (5) OUTPUT COMPONENTS

(6) Machine Operation State (22) Requested Gear Command

(8) Engine Fan Speed Sensor

(12) Secondary/Parking Brake (44) RAX Fan Bypass Solenoid

(15) Brake Pump Pressure Sensor

(18) Brake Cooling Oil (50) Brake Cooling Pump Solenoid

(40) Fan Case Drain Oil Filter Bypass Switch

© 2009 Caterpillar Inc.

© 2009 Caterpillar Inc.

Brake Actuation System Components

© 2009 Caterpillar Inc.

© 2009 Caterpillar Inc.

© 2009 Caterpillar Inc.

© 2009 Caterpillar Inc.

Other functions of the brake / chassis valve are:

-- automatic retarding control (ARC)

© 2009 Caterpillar Inc.

© 2009 Caterpillar Inc.

1. Front brake ARC solenoid -- front brake ARC solenoid (1)

© 2009 Caterpillar Inc.

BRAKE / CHASSIS VALVE

-- relief valve (2)

© 2009 Caterpillar Inc.

-- accumulator purge solenoid (10)

-- accumulator purge solenoid

© 2009 Caterpillar Inc.

© 2009 Caterpillar Inc.

© 2009 Caterpillar Inc.

© 2009 Caterpillar Inc.

BRAKE SLACK ADJUSTER

(2) Brake (2) Brake

(4) (4) (4)

(6) BRAKES RELEASED (1) BRAKES ENGAGED

© 2009 Caterpillar Inc.

Towing pump pressure is controlled by a relief valve in the towing pump.

© 2009 Caterpillar Inc.

TRACTION CONTROL SYSTEM

(10) INPUT COMPONENTS (11) OUTPUT COMPONENTS

(9) TCS Test Switch

(8) Service Brake

(4) Transmission Output

(5) Steering Cylinder

Traction Control System (TCS)

© 2009 Caterpillar Inc.

© 2009 Caterpillar Inc.

TCS WHEEL SPIN RATIO VS. STEERING ANGLE

(1) Steering Angle - Degrees