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SERV1854

March 2008

GLOBAL SERVICE LEARNING

TECHNICAL PRESENTATION

953D/963D TRACK-TYPE LOADERS


WITH TIER III ENGINES
INTRODUCTION

Service Training Meeting Guide


(STMG)
953D/963D TRACK-TYPE LOADERS
WITH TIER III ENGINES - INTRODUCTION
AUDIENCE

Level II - Service personnel who understands the principles of machine system operation,
diagnostic equipment, and procedures for testing and adjusting.

CONTENT

This presentation provides update information on machine components and system operation of
the 953D/963D Track-type Loaders with Tier III engines. This section will cover differences
from the 953C/963C and provide a machine walkaround including the operator's compartment.
This presentation may be used for self-paced and self-directed training.

OBJECTIVES
After learning the information in this presentation, the technician will be able to:
1. locate and identify the new components on the 953D/963D Track-type Loaders with
Tier III engines;
2. perform a machine walk-around inspection; and
3. operate the machine.

REFERENCES
Specalog "953D" AEHQ5826
Specalog "963D" AEHQ5827
953D Product Bulleting (Electronic Only) TEJB9286
T.I.M "D3G/D4G/D5G Track-Type Tractors - Hydrostatic Drive System" SERV2715
D3G/D4G/D5G Track-Track Tractors - Introduction" SERV1753
973C Track Loaders with Tier II Engines - Introduction" SERV1782
C6.6 and C4.4 Common Rail Fuel Systems SERV1837
Systems Operation Testing and Adjusting C6.6 Caterpillar Engines KENR5791
Systems Operation Testing and Adjusting 953D Power Train KENR5172
Systems Operation Testing and Adjusting 963D Power Train KENR6373
Systems Operation Testing and Adjusting 953D Hydraulic Systems KENR5177
Systems Operation Testing and Adjusting 963D Hydraulic Systems KENR6377
Systems Operation Testing and Adjusting 953D/963D Monitoring System KENR6316

Estimated Time: 1 1/2 Hours


Illustrations: 121
Form: SERV1854
Date: 03/08

© 2008 Caterpillar Inc.


SERV1854 -3- Text Reference
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TABLE OF CONTENTS

INTRODUCTION ........................................................................................................................5

SERVICE COMPARTMENTS AND AREAS .............................................................................8

OPERATOR'S COMPARTMENT..............................................................................................19
Operator Station ....................................................................................................................20
Monitoring System and Messenger ......................................................................................33

ENGINE .....................................................................................................................................46
Demand Fan..........................................................................................................................61

953D HYDROSTATIC DRIVE SYSTEM ................................................................................65


Hystat Electronic Control System ........................................................................................66
953D Hystat Pump Groups...................................................................................................69
Hystat Motor Groups ............................................................................................................75
953D Hystat Drive System Operation..................................................................................82

953D ELECTRO-HYDRAULIC IMPLEMENT SYSTEMS ....................................................89


Implement Pump...................................................................................................................91
953D Implement Control Valve Group ................................................................................92
Implement Electronic Control System .................................................................................94

963D HYDROSTATIC DRIVE SYSTEM ...............................................................................119


963D Hystat Pump Group ..................................................................................................120
963D Hystat Drive System Operation................................................................................125

963D ELECTRO-HYDRAULIC IMPLEMENT SYSTEMS .................................................131


963D Implement Pump.......................................................................................................132
963D Implement Control Valve Group ..............................................................................146

POSITION SENSING CYLINDERS.......................................................................................158

STARTING AND CHARGING SYSTEM...............................................................................163


Start .....................................................................................................................................163
Run......................................................................................................................................166

CONCLUSION.........................................................................................................................169

VISUAL LIST ..........................................................................................................................170

HYDRAULIC SCHEMATIC COLOR CODE.........................................................................172


SERV1854 -4- Text Reference
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NOTES
SERV1854 -5- Text Reference
03/08

953D/963D TRACK-TYPE LOADERS


WITH TIER III ENGINES
INTRODUCTION

© 2008 Caterpillar Inc.

INTRODUCTION

The 953D and 963D are equipped with the Caterpillar C6.6 ACERT™ engine, providing the
most horsepower in its size class. This engine meets the U.S.A. EPA Tier III and European
Union Stage IIIa exhaust emissions standards.

This new design features a hystat power train, enhanced power turn capability, and variable
speed control. New seat-mounted electro-hydraulic controls provide precise bucket control and
operator comfort. As with the previous models the proven design pedal steering is still used.

The new operator station offers excellent visibility and superior comfort. Standard features
include a fully adjustable air suspended seat, air conditioning, advanced monitoring system, and
low sound levels, for comfortable operation and maximum productivity.
SERV1854 -6- Text Reference
03/08

Caterpillar C6.6 ACERT Technology Engine


953D/963D High Pressure Common Rail Fuel System
Track-type Electrical Fuel Priming Pump
Loader Air Cleaner With Automatic Dust Ejector
Hydraulic Reversing Demand Fan (attachment)
Closed Loop Dual Path Hystat Drive System
Features
Independent Forw ard/Reverse Speed Settings
Single Planetary Dual Reduction Final Drive
Electro-hydraulic Implement Controls
Larger Capacity Load Sensing Implement Pump
Triple PC Load Sensing Implement Control Valves
Oscillating Undercarriage
New Cab With Integrated ROPS/FOPS And A/C
Gen II Instrument Cluster
Position Sensing Cylinders (PSC's)

New features of the 953D/963D are shown above.

The 953D/963D replaces the 953C and 963C Track-type Loaders in the Caterpillar Product
Line.

The fully electronic hystat drive system used on the 953D/963D is similar to the hystat system
Caterpillar has used in the D3G-D5G Track-type Tractors and more recently in the all new D6K
Track-type Tractor.

The engine and implement hydraulic system are also similar to the D6K Track-type Tractor.

Position Sensing Cylinders (PSC) cylinders are a new feature on these two models.
SERV1854 -7- Text Reference
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Designed exclusively by Caterpillar for Cat machines, SystemOne™ undercarriage extends the
undercarriage system life, improves reliability, and significantly reduces owning and operating
costs.

The 953D/963D undercarriage features an oscillating track roller frame design which decreases
ground shock to the machine, increases machine stability, and provides a smoother, more
comfortable ride for the operator. Oscillating track roller frames keep more of the track on the
ground when operating on uneven terrain, increasing machine productivity, and reducing
operator fatigue. The 953 and 963Ds do not have full System One undercarriages. They use
System One track and a conventional front idler. The center tread front idler is an attachment.

The standard configuration is called System One CI (conventional idler) and the optional center
tread idler is called System One CTI (center tread idler).
SERV1854 -8- Text Reference
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1
2

SERVICE COMPARTMENTS AND AREAS

The hydraulic tank is located at the front of the machine on both the 953D and the 963D.

On the 953D the hydraulic oil filler cap is located below the access door (1) on the top left front
of the machine. A hydraulic oil level sight gauge is provided on the left side of the machine
front enclosure.

The implement control valve stack can be accessed by removing the cover located on the top
front right of the machine.

The 953D and 963D track loaders still use a single hydraulic cylinder (3) for bucket tilt. An
electronic sensor is now mounted inside the tilt cylinder to set bucket kick out positions. More
information on the tilt cylinder position sensor will be provided later in this presentation.
SERV1854 -9- Text Reference
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On the 963D, the hydraulic fill tube (1) and tank are located at the front of the machine on the
right hand side.

Remove the cover (2) on the top left front to access the implement control valve group.
SERV1854 - 10 - Text Reference
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1
2
3

The 953D and 963D are both designed to provide right hand machine engine service. Opening
the engine enclosure access door (1) allows the technician to access fuel system and ether start
components as well as several additional maintenance points.

Opening the right outer cab access door (2) allows the technician or operator to access the
washer solvent tank and machine starting batteries.

Fuel tank filling and fuel tank fast fill points are provided by opening the access door (3) below
the right hand cab entrance door.
SERV1854 - 11 - Text Reference
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1
2

Behind an access door, directly below the cab, on the right side of the machine are the fuel fill
tube and cap (1) and the fuel fast fill valve (2).

The fuel fast fill valve is an attachment. A filtered air vent (not shown) is provided on the fuel
tank for machines equipped with the fast fill attachment.
SERV1854 - 12 - Text Reference
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1
2

Behind the cab door on the right side are the following components:

- the washer reservoir (1);

- the breaker panel (2);

- the batteries (3);

- the cab tilt jumper harness and connectors (4).

The Machine ECM (not shown) is located behind the breaker panel.

The 953D and 963D use two 24 volt batteries for the starting system. The batteries are
mounted side by side with one battery being nearest the access door and the other battery being
nearest the center of the machine.
SERV1854 - 13 - Text Reference
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1
3

Additional service covers located on the left side of the machine are:

- the HVAC filter access behind door (1);

- the implement and hystat remote test panel access and cab tilt hydraulic pump (2);

- the hystat hydraulic filters access (953D) and engine (953D/963D) behind door (3);

- the alternator and AC compressor access behind door (4).


SERV1854 - 14 - Text Reference
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10

The cab fresh air filter (1) is located behind the cab access door on the left side of the machine.

The hot water shutoff valve (2) for the heater core can also be accessed from this service door.

Also visible are the A/C high and low pressure evaporator lines (3).
SERV1854 - 15 - Text Reference
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11

Below the cab filter compartment, the following components can be accessed:

- the cab support brace (1);

- the remote implement and hystat test panel (2);

- the left hystat drive loop charge filter (3);

- the cab manual tilt hydraulic pump (attachment) (4).

NOTE: The right hystat drive loop charge filter ON THE 963D is located inboard of
the left filter. The hystat charge filters are located inside the left rear access door on the
953D (see Illustration 13).
The cab may be tilted 30 degrees forward using the manual hand pump. Disconnecting the tilt
cylinder from the cab will allow the cab to be tilted approximately an additional 60 degrees.

NOTE: A hoist must be used to tilt and support the cab if the cab tilt cylinder is
disconnected or removed. The cab tilt hand pump is a double acting pump. Lowering
the cab requires that the lowering valve be turned and the hand lever actuated to
"pump" the cab down safely.
Always install and secure the tilt cylinder brace to the tilt cylinder rod when the cab is
supported by the tilt cylinder only. Always replace the tilt cylinder brace clevis pins to their
storage positions when the tilt cylinder brace is not in use.
SERV1854 - 16 - Text Reference
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12

Above the fuel fill tube are harness connectors 1 and 2 which are to be connected to a jumper
harness (optional) to allow limited machine operation when the cab is raised. If a machine is
configured with the cab tilt hydraulic pump and cylinder, the cab tilt harness is provided. On
machines not configured with the cab tilt pump and cylinder the harness must be ordered from
the factory.

The cab tilt jumper harness is connected to the main machine wiring harness (platform harness)
and extends the length of the main harness. The jumper harness will allow cab electronics and
the Machine ECM to be powered when the cab is tilted.

Limited machine functions are available with the cab tilted. The engine can be started and the
high and low idle speeds set. The implement circuits are also enabled for diagnostics and
calibration functions only. The remote stall test for the hystat transmission can also be
performed with the cab tilted.

The cab can be tilted to either 30 degrees or 90 degrees. At the 30 degree tilt angle a tilt
cylinder lock brace will drop into place to prevent the cab from drifting down.
SERV1854 - 17 - Text Reference
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3

1 5

13

Located in the service area at the left rear of the machine on the 953D are the:

- left hystat charge circuit filter (1);

- right hystat charge circuit filter (2);

- filter bypass switches (3);

- charge circuit sample ports (4);

- AC compressor (5).

NOTE: The alternator is located above the AC compressor. Since the 963D is a larger
machine, the optional tool box is located in this service area.
SERV1854 - 18 - Text Reference
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4 3

14

Radiator, ATAAC, and hydraulic oil cooler core cleaning and service can be accomplished by
unlocking the fan and guard assembly (1) to allow the fan (2) to swing to the side for radiator
cooling module (3) service.

A fixed displacement gear motor (4) drives the fan. The demand fan system will discussed in
further detail later in this presentation.

The hydraulic demand fan is available in either a suction or a reversing configuration.

A reversing demand fan is available as an attachment.

During normal operation the fan will reverse every 20 minutes of machine operation. The fan
will run at maximum reverse speed for 15 seconds and then return to normal speed and rotation.
Pressing the reversing fan switch in the operator cab, will cause the fan to reverse immediately
for 10 seconds. Fan auto reverse and duration may be configured with Caterpillar ET.

The ground level engine shutdown switch (5) is located on the lower right.
SERV1854 - 19 - Text Reference
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15

OPERATOR'S COMPARTMENT

The cab is designed for visibility, operator comfort, and convenience. The standard ROPS cab
is sound suppressed, sealed, pressurized, air conditioned, and resiliently mounted to the frame.
A fully adjustable air suspended seat, with side-to-side shock absorption, provides maximum
operator comfort. Conveniently placed switches, gauges, information display, and controls
improve operator comfort, awareness, and efficiency.
The steel roof is standard. The rugged steel roof resists bending and tearing, and can be easily
repaired.
The monitoring system continuously monitors all important engine, implement hydraulic, and
hydrostatic drive functions. The system permits fast troubleshooting, resulting in increased
track loader availability and reduced downtime for repairs. The monitoring system is flashable
using Caterpillar Electronic Technician (Cat ET).
The cab improvements include:
- Generation II instrument cluster
- Messenger panel
- rocker switches for parking brake and engine throttle control
- new fuse panel
- improved sealing
- improved defrost
- improved armrests
SERV1854 - 20 - Text Reference
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5 6

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Operator Station

All TTLs are now built with a "common cab" design and new corporate styling and graphics.
Features of the operator station include:

- adjustable arm rest (1)

- adjustable wrist rest for the implement control lever (2)

- telescoping control modules (3)

- telescope release button (4)

- seat left/right slider release (5)

- arm rest tilt release (6)

- operator presence switch (not visible) (7)


SERV1854 - 21 - Text Reference
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New on the 953D/963D is Operator Presence Detection. Operator presence detection is


accomplished by the Machine ECM monitoring the status of several switches and the hystat
motor speed sensors.

An Operator Presence switch is mounted in the seat pan assembly. The operator presence
switch is a dual contact (parity) single throw plunger type switch. One set of contacts in the
switch are Normally Closed and the other set of contacts in the switch are Normally Open.
When there is no operator seated in the seat, one set of contacts within the operator presence
switch is closed and the other set of contacts is open. As weight is applied to the seat cushion
the plunger of the switch travels and the state of the two sets of contacts within the switch
reverses. The contacts that were closed are now open and the open set of contacts change to
closed. The Machine ECM will only assume the position of the switch plunger has changed
when BOTH sets of contacts change state. The operator presence switch must indicate that
there is an operator seated in the seat prior to moving the steering and direction control lever to
a forward or reverse travel position.

The brake pedal position sensor is monitored to determine if the brake pedal is released or
depressed. The Machine ECM will "assume" an operator is present when the signal from the
brake pedal position sensor indicates that the brake pedal has been depressed greater than 10
percent of its travel distance. The Machine ECM monitors the brake pedal position sensor any
time that the key switch is in the ON position. The brake pedal position sensor must indicate
that the brake pedal is depressed prior to moving the steering and direction control lever to a
forward or reverse travel position.

The Machine ECM monitors the hystat motor speed sensors to determine if the machine is
traveling or stopped. Although machine tracking, speed control, and steering are controlled by
the Machine ECM, only motor rotation is monitored during operator presence detection. The
direction of motor rotation is not a factor.

The hystat override solenoid will be energized by the Machine ECM and allow hystat operation
only when at least one switch or sensor indicates that an operator is present and the machine
speed is zero prior to the steering and direction control lever being moved to a forward or
reverse travel direction. When first starting the machine the operator presence switch AND/OR
the brake pedal position sensor signal must indicate that an operator is present and the machine
speed must be zero before hystat operation will be allowed. If both the operator presence
switch and the brake pedal position sensor signals indicate that no operator is present the hystat
solenoid will not be energized when the control lever is moved from neutral. Operator
presence detection will prevent unwanted machine movement if the steering and direction
control lever is accidentally bumped during access or egress from the cab.

NOTE: In all situations engine speed must be above 1000 rpm before the Machine
ECM will energize the hystat override solenoid and allow hystat operation.
SERV1854 - 22 - Text Reference
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17

The 953D and 963D TTLs use the familiar "V" hystat speed and direction control lever (1) with
pedal steering. The left gate of the "V" hystat control is for REVERSE and the right gate is for
FORWARD. As the lever is moved farther toward the rear machine travel speed increases.

The high/low speed select switch (2) limits machine speed to 70% of maximum machine speed
when set to the slow or turtle position. When set to high or rabbit position, maximum machine
speed will be 10 kph (6.2 mph).

If the Machine ECM detects a drive motor speed sensor signal that does not match the direction
lever position, the Machine ECM will stop machine movement and log an event code. This
feature is know as Un-Commanded Movement Detection (UCMD) and if the fault condition is
severe enough it will prevent machine movement until the condition is corrected.

Machine operation may be restored once it has been halted by a UCMD fault without hystat
diagnostics. To restore machine operation after a UCMD fault, the key start switch must be in
the ON position and the steering and direction lever must be in the NEUTRAL position.

When the above conditions are met, set the park brake switch to the ON position and then to
the OFF position. The Machine ECM will restore operator hystat control and allow the
machine to be moved to a service area where further diagnostics can be performed.

The horn switch (3) is also shown.

A joystick hystat control is also available.


SERV1854 - 23 - Text Reference
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18

The single joystick control (1) for the hystat provides the same functionality as the familiar "V"
gate style, however, the single joystick control does not use pedal steering. The movement of
the control is on both the X and Y axis. The control in the X axis is proportional meaning it
will cause forward or reverse motion and will also affect machine ground speed. Ground speed
can also be controlled by the two yellow buttons (2 & 3) on the control; the upper button is
used to change speeds up in the range and the lower button is used to reduce the speed range.
There are four forward and four reverse speeds. When the machine is shutoff the Machine
ECM will default back to first gear for start-up regardless of what speed position the operator
had the control set at shutdown. The joystick has a friction hold feature in the X axis only. It
will stay in any position the operator sets it in along the X axis. The black button (4) is the
horn button.

The joystick is proportional in the Y axis. The further into the Y axis either left or right will
change the rate of the turn. The joystick is spring centered on the Y axis to the "no steer"
position. Counter rotation of the machine can be accomplished by moving the joystick fully
either left or right on the Y axis. The joystick does not need to be moved in the X axis for
counter rotation.

The chart below shows the maximum ground speed possible at high idle in each of the four
speed ranges when equipped with the single hystat joystick.

4th speed F / R 100 % 10 kph (6.2 mph)


3rd speed F / R 70 % 7 kph (4.3 mph)
2nd speed F / R 55 % 5.5 kph (3.4 mph)
1st speed F / R 45 % 4.5 kph (2.7 mph)
SERV1854 - 24 - Text Reference
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19

Controls on the right side of side of the seat include the:

- implement control lever (1)

- MP bucket open/close thumb switch (2)

Implement control is accomplished with an electronic joystick and PWM (pulse-width


modulated) solenoids on the implement control valves.

The electronic implement control lever is standard when the machine is configured with the MP
(clamshell) bucket.

If equipped with a standard bucket the machine will have two electronic control levers in place
of the single joystick control lever.

Single lever or two levers are available with the standard bucket. The single lever does not
have the thumb switch.
SERV1854 - 25 - Text Reference
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8
3
4
9
1

2 6
5 7

20

Additional controls on the right console include the:

- Messenger panel (1)

- key start switch (2)

- park brake switch (3)

- implement lockout switch (4)

- engine speed switch (5)

- bucket kickout switch (6)

- reversing fan switch (7)

- ripper control lever (8)

- 12 volt auxiliary power plug (9)


SERV1854 - 26 - Text Reference
03/08

The engine speed switch is used to set high and low engine speed. A single press on the rabbit
will increase engine speed to the maximum allowed by the Engine ECM. If the rabbit is
pressed and held, engine speed will increase slowly and allow the operator to set an
intermediate engine speed to suit work conditions. The same strategy is used to reduce engine
speed from high or intermediate idle speeds.

Engine speed ramp up will be limited if the hydraulic oil temperature is below 2° C (35° F) to
protect the hydraulic pumps and other components.

Low engine idle speed will be 1200 rpm when any or all of the following conditions exist:

- coolant temp is below 5° C (41° F)

- inlet air temp is below 5° C (41° F)

- battery voltage is below 24.5 V

The bucket auto return switch (not shown) allows the operator to set predetermined lift and
lower stop positions as well as bucket rack back and dump positions.
SERV1854 - 27 - Text Reference
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21

Under the cover (1) on the right console is the machine fuse panel (2) and one of two diagnostic
ports (3).

The other diagnostic port is located next to the remote pressure tap test panel.

A 20 amp resetable circuit breaker (4) is installed in the upper right hand location of the fuse
panel for the HVAC fan.

A decal located under the cover shows the circuit each fuse is used in.

NOTE: The 4C8195 diagnostic tool cannot be used for machine diagnostics as with the
previous series of track-type loaders. Cat ET is used to perform diagnostics on the
953D and 963D.
SERV1854 - 28 - Text Reference
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22

The Machine ECM (1) is located below the fuse panel and controls on the right console.

The Product Link ECM (2) (if equipped) and the MP Bucket/Ripper ECM (3) can be serviced
from this location.

NOTE: The A1:2C ECMs used on the ripper and MP Bucket circuits has been changed
to a single A5:M2 ECM. This ECM is mounted in the cab where the MP Bucket ECM
was located. This changed is effective at serial numbers LBP00700 and LCS00700.
SERV1854 - 29 - Text Reference
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2 3 4
5

6
8
7

23

Machine electrical control switches located in the right headliner are the:
- front wiper switch (1)
- rear wiper switch (2)
- front lights (3)
- rear lights (4)
- beacon (5)
- HVAC fan speed control (6)

- HVAC temperature control (7)

- HVAC auto mode switch (8)

Air conditioning is standard on machines with cabs. A heater is standard on canopy-equipped


machines.
SERV1854 - 30 - Text Reference
03/08

The HVAC control panel features a heat or A/C auto mode button. When set to Auto Mode the
Machine ECM will control water valve position to maintain cab temperature in relation to
temperature control knob setting. The Auto Mode does not control fan speed. When set to
Normal mode (snowflake), the operator has normal control of cab temperature. When set to the
center position, the heater is activated.

Two temperature sensors, located inside the cab air conditioning unit, are used to control cab
temperature when in the Auto Mode. One sensor monitors louver outlet temp and the second
sensor monitors air inlet temperature to the heating and cooling cores. The Machine ECM
monitors the difference in the signals from the two temperature sensors and determines the
correct position of the water valve to maintain cab set temperature.

The radio (if equipped) is mounted above the HVAC controls.


SERV1854 - 31 - Text Reference
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24

When equipped with the "V" gate hystat control steering and braking are done using floor
mounted pedals.

- left steering pedal (1)

- right steering pedal (2)

- brake pedal (3)

PWM sensors are connected to the steering pedals. The electrical signal from the steering pedal
PWM sensors is monitored by the Machine ECM. The Machine ECM will use the steering
pedal input signal to destroke the steering pump for the inside track.

The brake pedal sends a PWM signal to the Machine ECM to apply the machine brakes. When
the brake pedal is depressed past the detent, the park brake will be applied.
SERV1854 - 32 - Text Reference
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25

On machines equipped with a single joystick control for the hystat the original three pedals are
replaced by a single brake/decelerator pedal (1). The single brake/decelerator pedal can be
configured as either a brake only or a brake decelerator pedal using the Service Mode of the
Messenger panel or Cat ET.

When the pedal is depressed beyond the detent the machine ECM will send a signal to the
parking brake solenoid and the parking brake will apply.
SERV1854 - 33 - Text Reference
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953D / 963D TRACK-TYPE LOADER MONITORING SYSTEM

Messenger Instrument Cluster

12.5
MPH Desired
Ground Speed

Service
Tool
%
n/min
mph
km/h
Output
kPa psi
CF km miles

CDL
ET
CAN

Action
Alarm

Machine ECM
A4:M1
Engine ECM MP Bucket / Ripper ECM
A4:E2

26

Monitoring System and Messenger

The above illustration shows the major components of the machine monitoring system.

Messenger monitors both the Machine ECM and the Engine ECM.

Output information for both the Engine ECM and Machine ECM is sent by the Machine ECM
to the instrument cluster.

The Machine ECM is used to control the hystat system and the electronically controlled
implement hydraulic system.
SERV1854 - 34 - Text Reference
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27

The 953D and 963D use the Gen II instrument cluster.

The LCD display (1) indicates:

- Engine speed at the top left.

- Machine speed switch setting and direction control lever position on the top right.

- Operating hours, machine speed, system voltage, and diagnostic information are indicated
on the lower portion of the display.

The Action Alert icon (2), (left of CAT logo, top right icon) shown in amber, will illuminate to
display three different types of event notifications. A "solid amber" illumination of the action
alert lamp indicates a Level 1 Fault. A "flashing red" action lamp indicates a Level 2 warning
and a "solid red" action lamp indicates a Level 3 warning. During a Level 3 warning the action
alarm will also sound.

The Park Brake (3) icon (right of CAT logo, top left icon) has two operational modes. A "solid
red" park brake icon indicates the parking brake is engaged. A "flashing red" park brake icon
indicates that the Neutral Interlock has been activated due to the Un-Commanded Movement
Detection (UCMD) strategy of the Machine ECM.

To change to diagnostic mode, the key switch must be cycled ON then OFF rapidly three times
in three seconds. The diagnostic codes will then be shown on the display screen. This mode
can only be activated if Messenger is NOT installed on the machine.
SERV1854 - 35 - Text Reference
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28

The Messenger machine monitor panel is available on the 953D and 963D. Functionality is the
same as Messenger used in other Cat machines.

The Messenger can store 10 operator profiles as well as the Default profile. Within an operator
profile the user can configure implement modulation, steering pedal modulation, brake pedal
modulation, fan reversing frequency and duration (when equipped with reversing demand fan),
steering response rate, and implement response rate.

The messenger panel displays the following information:

- machine operating conditions

- operator custom control response presets

- operator profiles

- machine operating hours

- machine operating totals

- service diagnostics

- service set-up screens


SERV1854 - 36 - Text Reference
03/08

From left to right the operational buttons are:

- Back (return to previous menu)

- Left/Up (for navigating within menu screens)

- Down/Right (for navigating within menu screens)

- OK (continue to next screen or menu of the highlighted title)

The time and date are displayed at the top of the display window.

Starting with Machine ECM software part number 284-5433 and Messenger software part
number 294-3402 it is possible to reduce machine high idle speed while traveling in a reverse
direction. Machine fuel economy can be increased by up to 10 percent using the Fuel Efficient
Reverse strategy. Programmable fuel Efficient reverse setting are available in Messenger under
the Machine Settings _ Engine _ Fuel Efficient Reverse menu.

The programmable parameters for fuel efficient reverse are OFF, STANDARD, and
ECONOMY. When fuel efficient reverse is set to OFF there will be no engine speed reduction
when the steering and direction control lever is moved to the reverse travel position. If fuel
efficient reverse is set to the STANDARD setting, high idle engine speed will be reduced to
1800 rpm when the lever is moved to reverse. The ECONOMY setting of fuel efficient reverse
will reduce engine high idle engine speed to 1600 rpm when the lever is moved to reverse.

Engine rpm will not be reduced using fuel efficient reverse when the operator has selected a
maximum reverse ground speed of 8 kph (5 mph) or above. At all reverse ground speeds
settings below 8 kph (5 mph), the Machine ECM will adjust hystat pump and motor solenoid
currents to maintain the operator selected machine speed at the preset rpm limits of the standard
or economy settings.

The Engine ECM monitors steering and direction control lever position signals sent by the
Machine ECM over the data link. When the lever is placed in the reverse position, from the
forward or neutral position, the Engine ECM will gradually reduce high idle speed to 1800 or
1600 rpm depending on the Fuel Efficient Reverse option selected in Messenger. When the
machine is shifted from reverse to forward travel the engine speed is smoothly increased to the
maximum allowed setting of 2100 rpm.

NOTE: Fuel Efficient Reverse can also be configured using Cat ET.
SERV1854 - 37 - Text Reference
03/08

MESSENGER MAIN MENU SELECTIONS


Performance

Machine Settings

Totals

Operator

Job

29

The main menu of Messenger shows the following categories the operator can access:

- Performance

- Machine Settings

- Service Configuration

- Totals

- Operator Profile

- Job Profile

- Service
SERV1854 - 38 - Text Reference
03/08

PERFORMANCE MENU SELECTION


Performance Hydraulic Oil
Actual Eng Spd
Temperature
Fuel Level Engine Coolant
Temperature
Eng Oil Pres
System Voltage
(ga)
Left Motor Right Motor
Speed Speed
Fuel Left
Opr Time

30

The Performance menu provides the operator with real time information on the following:

- Engine Speed

- Hydraulic Oil Temperature

- Fuel Level

- Hours of Fuel Remaining

- Engine Coolant Temperature

- Engine Oil Pressure

- System Voltage

- Left Motor Speed

- Right Motor Speed


SERV1854 - 39 - Text Reference
03/08

MACHINE SETTINGS MENU

Implement Opr Impl Modulation

Bucket Float

Kickout Settings Bucket Raise Kickout

Hystat Opr Mac Accl / Decl Rate Bucket Lower Kickout

Steering Opr Steering Resp Rate Bucket Rckbck Kickout

Opr Steering Modulation Bucket Dump Kickout

Engine Fuel Efficient Reverse


Machine
Settings Fan Auto Purge Status

Purge Dur (5-30 Sec)

Purge Intrv (5-120 Min)

Monitoring
Time / Date Time
System

Date

Format

Language All OMM Supported


Languages

Save Settings Units US

Metric

Contrast Adjust Contrast Function

Backlight Adjust Backlight Function

31

The Machine Settings menu allows the operator to make operational and performance changes
to the implement, hystat, steering, and engine systems. For the implement system the operator
can adjust the modulation levels for either fine or standard depending on the application. The
fuel efficient reverse rpm limits can be set using the Engine menu option.

The machine settings menu also provides access to change characteristics of the monitor panel
such as backlighting, contrast, language displayed, and units of measure.
SERV1854 - 40 - Text Reference
03/08

SERVICE CONFIGURATION MENU


Def Implement Modulation

Implement Ripper Install Status

MP Bucket Install Status

Part Brk Lockout Status


Hystat
Def Mach Accl / Decl Rate
Service
Configuration
(Password
Required) Def Steering Resp Rate

Steering Def Steeromg Modulation

Machine Steering Config

Cab Air Temp Ctrl Sys Cfg


Machine
Air Cond Sys Install Status

32

The Service Configuration menu has four categories; implement, hystat, steering, and
machine. A password is required to access the implement, hystat, steering, and machine.

In the Implement section the operator can adjust implement modulation for either fine or
standard. The operator can also change from installed or not installed when a ripper is added or
removed from the machine

In the Hystat section the operator can configure maximum and minimum ground speed both
forward and reverse. He can also change the parking brake lockout from locked to unlocked
and adjust the machine accel/decel rate setting from low to medium.

The operator can change the steering response rate to three different settings; low, medium, or
high. The steering modulation can also be changed to low, medium, or high.
SERV1854 - 41 - Text Reference
03/08

TOTALS MENU

Operator Operating Hours Total Fuel


Total FWD Distance Total REV Distance
Total Distance Fuel Consumption Rate
Total Idle Fuel Total Idle Time

Totals Job Operating Hours Total Fuel


Total FWD Distance Total REV Distance
Total Distance Fuel Consumption Rate
Total Idle Fuel Total Idle Time

Lifetime Operating Hours Total Fuel


Total FWD Distance Total REV Distance
Total Distance Fuel Consumption Rate
Total Idle Fuel Total Idle Time

33

The Totals menu contains the following three lists: Lifetime Totals, Operator Totals, and Job
Totals.

Lifetime Totals show machine totals on total operating hours, total fuel used, total forward
distance traveled, total reverse distance traveled, fuel consumption rate, total maximum fuel,
total idle time, and total idle fuel.

Operator Totals and Job Totals show the same categories as Lifetime Totals, but are specific
to a particular operator or job.
SERV1854 - 42 - Text Reference
03/08

OPERATOR PROFILE MENU


Operator Profile 1

Operator Profile 2

Operator Profile 3

Operator Profile 4

Operator Profile 5
Operator Profile
Operator Profile 6

Operator Profile 7

Operator Profile 8

Operator Profile 9

Operator Profile 10

34

The Operator Profile menu can store as many as 10 different operator profiles. Both machine
settings and operator totals are available. If 10 operator profiles are already configured,
entering another operator profile will automatically overwrite an existing profile.
SERV1854 - 43 - Text Reference
03/08

Service Diagnostic / Events Active Fault Listed

System Parameters Engine Actual Engine Spd Desired Engine Spd


Engine Coolant Temp Air Filter Status
Atmospheric Press Eng Oil Press (ga)
Boost Pressure Turbo Outlet Press
Engine System Info Intake Mnfld Temp Percent Eng Load
Monitoring System Fuel Pressure (ga) Reverse Faj Se Stat
Machine Fuel Temp Eng Pow Derate %
Delivered Fuel Vol Trq Lmt Fuel Vol
Tattletale
Engine Speed Hydraulic Oil Temp Ripper Level Pos Ripper Level Pos
Full Load Setting Full Torque Setting
Op In-seat Sw Sat Op In-seat Sw Sat
Min Fuel Level Eng Coolant Temp Reversing Fan Stat Operating Hrs
Eng Oil Press (ga) System Voltage Smk Lmt Fuel Vol
Left Motor Speed Right Motor Speed

Ripper Level Pos Impl Lockout Stat Implement


Op In-seat Sw Stat Oprtr Present Sts
Lift Lever Pos Tilt Lever Pos
Kickout Set Sw Pos Armrest Pos Stat Hystat Actual Engine Spd Hydraulic Oil Temp

Lift Cylinder Pos Tilt Cylinder Pos Desired Engine Spd Throttle Des E Spd

Implement Pressure Rt Joystix TW Pos Left Motor Speed Right Motor Spd
L-Des. Gear Ratio L-Act. Gear Ratio
R-Des. Gear Ratio R-Act. Gear Ratio
Overspeed Factor Underspeed Factor
Prk Brake Sw Pos Hystat Drive Press
Brk Pedal Pos Op In-seat Sw Stat
MACHINE SERVICE MENU Ripper Level Pos Ripper Level Pos
Hydraulic Filter Left Str Pedal Pos
Op In-seat Sw Sat Op In-seat Sw Sat
SDL Lever Pos L/R Steer Pos
Ripper Level Pos
Right Str Pedal Pos
Op In-seat Sw Sat
Opr Present Sts

35

The Service Menu is divided into multiple sections. The sections include; view
Diagnostic/Events, view System Parameters, System Information, and Tattletale. The view
diagnostic and events and the system information sections do not require a password.

View System Parameters lets the operator see details about the engine, implement, and hystat
systems.

System Information contains information on the engine, monitoring and machine control.
Equipment ID’s, ECM Serial Numbers, ECM Part Numbers, Software Part Numbers, Software
Release Dates, and Software Descriptions are given.

The Tattletale section provides records of maximum engine speed recorded, hydraulic oil
temperature, engine coolant temperature, system voltage, left drive motor speed, and right drive
motor speed. It also provides information on minimum values for fuel level, and engine oil
pressure.
SERV1854 - 44 - Text Reference
03/08

JOB MENU
Create Profile

Select Profile
Job
Reset Totals

Delete Profile

36

The Job menu allows the operator to create a profile and assign the profile to a specific job.
Job totals are stored to the operator when an operator is assigned.
SERV1854 - 45 - Text Reference
03/08

37

The Messenger system is password protected for the Service modes. The password can be
obtained from the monitor configuration screen using Caterpillar ET. The default password is
not related to the machine serial number like the Advisor system. The password can be
changed using Caterpillar ET. If the password is set to 00000 then the password function in
Messenger is disabled and all menus will be available without entering a password.
SERV1854 - 46 - Text Reference
03/08

5
6
4

38

ENGINE

The C6.6 is designed with the major service points on the left of the engine. The Engine ECM
is an A4:E2 type control with Delphi type connectors. Components shown on this side of the
engine include the:
- ether aid start bracket (1)

- starting motor (2)

- engine speed sensor (for the Machine ECM) (3)

- Engine ECM (4)

- common rail fuel manifold (5)

- air inlet manifold (6)

The Engine ECM is an A4:E2 type control with Delphi type connectors.

NOTE: The above illustration is of a pilot build engine and not production intent.
Some items visible will not be installed on production engines.
SERV1854 - 47 - Text Reference
03/08

6
3
4

39

The 953D and 963D are designed for right hand engine service.

The following components and service points can be easily accessed:

- primary and secondary air filter elements (1)

- secondary fuel filter (2)

- primary fuel filter and water separator (3)

- engine oil fill tube (4)

- manual fuel tank sediment pump (5)

- lube gun holder clips (6)

The engine oil filter and third fuel filter (not shown) can also be serviced through the right rear
access door.
SERV1854 - 48 - Text Reference
03/08

8 7

6
5

1 4

2
3

40

Shown above are components of the C6.6 engine fuel system:

- secondary fuel filter (1)

- primary fuel filter and water separator (2)

- oil filter (3)

- third fuel filter (4)

- fuel shut off valve (5)

- electric fuel priming activation switch (6) (attachment)

- inlet fuel pressure sensor (7)

- secondary fuel filter bypass switch (8)

Quick disconnect fuel line fittings are also featured.


SERV1854 - 49 - Text Reference
03/08

The inlet fuel pressure sensor monitors the pressure of the line between the primary fuel filter
and the fuel transfer pump. By monitoring the pressure on the inlet side of the fuel transfer
pump primary fuel filter restriction can be determined. When the pressure of this line exceeds
approximately - 20 kPa (5.9 in/hg) the switch will open. When the pressure switch opens, the
Engine ECM will send a message to the instrument cluster over the CAN A data link and the
instrument panel will illuminate an amber action icon and display an event code in the LCD
display panel. The Engine ECM will log an event into memory when the primary fuel filter
pressure switch opens. The engine will not derate as a result of a restricted primary filter
indication.

The fuel inlet shutoff valve prevents the flow of fuel through the primary fuel filter base when
servicing the primary filter.

NOTE: Prefilling of a new primary fuel filter is not recommended under any
circumstances. The electronic fuel priming pump (an attachment) or the hand priming
pump are the only methods that should be used to fill new fuel filters. Opening of a
high pressure line and cranking the engine are not acceptable methods of fuel system
priming. Consult form SEBU8126 for more information on filter replacement and fuel
system priming.
SERV1854 - 50 - Text Reference
03/08

4 5
2

41

The secondary fuel filter is a 2 micron filter mounted to a bracket at the upper left front of the
engine. Fuel flow from the transfer pump enters the secondary filter through outer fitting (1).
Fuel next flows through the filter and exits the filter base through the outlet fitting (2) (partially
hidden). Fuel then flows to the third or tertiary fuel filter (see Illustration 35) from the
secondary fuel filter. A small amount of fuel and any trapped air can escape the fuel filter base
through the vent line (4) and then is returned to tank.

A secondary fuel filter bypass switch (3) is mounted to the filter base. The normally closed fuel
filter bypass switch status is monitored by the Engine ECM. When the pressure differential
between the filter inlet and outlet ports exceeds approximately 107 kpa (15.5 psi) the switch
will open. The Engine ECM senses the voltage change on the pressure switch monitor and
sends a message over the CAN A data link to the instrument cluster. The instrument cluster
will illuminate the amber action icon and display an event code in the LCD display panel.
Additionally, an event will be into the Engine ECM memory. The engine will not derate as a
result of a restricted secondary fuel filter indication. Consult form SEBU8126 for more
information on filter replacement and fuel system priming.

NOTE: Prefilling of a new secondary fuel filter is not recommended under any
circumstances. The electronic fuel priming pump (an attachment) or the hand priming
pump are the only methods that should be used to fill new fuel filters. Opening of a high
pressure line and cranking the engine are not acceptable methods of fuel system
priming. Consult form SEBU8126 for more information on filter replacement and fuel
system priming.
Engine oil fill is provided by the oil filler tube (5) mounted between the primary and secondary
fuel filters.
SERV1854 - 51 - Text Reference
03/08

3 2

4
5

42

The third (tertiary) fuel filter (1) is mounted on the lower left side of the engine. Fuel flow
from the outlet of the secondary fuel filter enters the third filter base at inlet fitting (2). The
third filter is a 2 micron filter. Flow from the filter base exits the filter base at the outlet
fitting (3). Fuel then flows through a steel tube to the inlet of the fuel high pressure pump (not
shown). All low pressure fuel lines on the C6.6 engine except those from the third filter outlet
are non metallic type lines. All non metallic fuel lines feature quick disconnect (tools free)
fittings.

The water in fuel switch (4) can be seen at the bottom of the fuel water separator bowl. The
water in fuel switch is monitored by the Engine ECM. When water is detected in the separator
bowl by the water in fuel sensor, the sensor output circuit number 2 (yl.bk wire) will return a 5
volt signal to the ECM. The Engine ECM will send a message to the instrument cluster over
the CAN A data link and the instrument cluster will illuminate an amber action lamp.

The engine oil filter (5) is mounted near the third filter on the lower left hand side of the
engine. The oil pressure switch (not visible) and the oil sample port (6) are mounted to the oil
filter base. The C6.6 engine features an internal engine oil cooler which is mounted to the
cylinder block directly behind the oil filter assembly. The oil cooler core is placed in the
coolant jacket of the engine block.

NOTE: Prefilling of a new third fuel filter is not recommended under and
circumstances. The electronic fuel priming pump (an attachment) or the hand priming
pump are the only methods that should be used to fill new fuel filters. Opening of a high
pressure line and cranking the engine are not acceptable methods of fuel system
priming. Consult form SEBU8126 for more information on filter replacement and fuel
system priming.
SERV1854 - 52 - Text Reference
03/08

2 4

43

The above illustration shows the following components on the right side of the C6.6:

NOTE: This is the left side of the machine


- turbocharger (1)

- wastegate actuator (2)

- A/C accumulator (3)

- A/C compressor (4)

- alternator (5)

Turbocharger bearings are supplied pressurized oil from the right side engine oil galley.

NOTE: The Smart Wastegate solenoid is mounted to the right side of the cylinder block
behind the A/C accumulator. The operation of the Smart Wastegate solenoid will be
discussed later in this presentation.
SERV1854 - 53 - Text Reference
03/08

Engine Speed
Machine Switch
Hydraulic ECM 953D / 963D C6.6 ENGINE ELECTRONIC
Demand Fan
CDL
CONTROL SYSTEM
Solenoid

Output Input
Compact
Engine
Common
ECM
Fuel Fuel Filter Bypass
Injectors
CAM
Speed / Timing Ground Level Shutdown
Inlet Air Temperature

Wastegate
Solenoid Valve Air Inlet Restriction
Crank Coolant Temperature
Reversing Fan Speed / Timing
Solenoid (Attach)

Ether Water In Fuel


Solenoid Differential Fuel Pressure
Rail
Fuel Pressure User Defined
Shutdown
Oil Pressure
Boost Pressure
Machine
Fuel Pump Security System
Control Solenoid

Fuel Temperature

44

This illustration shows the C6.6 engine control system and its components.

Engine ECM outputs are on the left of the ECM and inputs are on the right of the ECM.

Throttle position settings and hystat operation settings are communicated between the Engine
ECM and the Machine ECM over the Cat Data Link.
SERV1854 - 54 - Text Reference
03/08

C6.6 ACERT AIR INTAKE AND EXHAUST SYSTEM

Intake Air Air to Air Turbocharger


Manifold AfterCooler

Turbine
Exhaust Side
Manifold Air Inlet
Intake Exhaust
From
Valve Outlet
Air Filter
Exhaust
Valve Compressor
Side

Wastegate
Actuator
Engine Smart Output
ECM Wastegate Pressure
Speed Coolant Inlet Air Solenoid Line
Timing Temp Pressure
To Atmosphere
Sensor Sensor Sensor

45

The C6.6 uses a single, conventional turbocharger with an attached wastegate.

Engine boost pressure regulation is accomplished with an electrical solenoid that is controlled
by the Engine ECM. Based on inputs from the speed timing sensor, the coolant temperature
sensor, and the inlet air pressure sensor, the Engine ECM will optimize turbocharger boost
pressure to suit engine load and speed conditions. This technology is referred to as a "Smart
Wastegate."

During normal operation, the vent valve of the Smart Wastegate solenoid is open allowing
Smart Wastegate output air pressure to vent to atmosphere. As turbocharger boost pressure
increases, the Engine ECM will begin to close the wastegate vent valve through the use of a
pulse width modulated current. As the vent valve closes, the output pressure at the wastegate
actuator begins to build and will overcome the return spring in the actuator allowing the
wastegate valve to open.

Opening the wastegate valve allows hot exhaust gas to bypass the exhaust turbine wheel in the
turbocharger which reduces turbocharger shaft speed.

An ATAAC core is mounted to the left of the radiator for cooling of the compressed inlet air.
SERV1854 - 55 - Text Reference
03/08

953D / 963D TRACK-TYPE TRACTOR


C6.6 ACERT ENGINE FUEL DELIVERY SYSTEM

Electric Fuel
Priming Pump
Fuel
Tank
Injectors

Safeguard Secondary Primary


Filter Fuel Filter Fuel Filter High Pressure
Common Rail
Manifold Relief Valve

High Fuel From


Pressure Transfer Engine Internal
Pump Pump ECM Fuel
Galley

Fuel Return
Check Valve

46

The C6.6 features a gear driven fuel supply system. The high pressure pump is a twin piston
pump with solenoid controlled output pressure.

The low pressure system consists of the transfer pump, fuel filters, Engine ECM, and fuel
supply and return lines.

The high pressure fuel system uses "internally hardened" steel fuel lines and Common Rail
manifold. Fuel quality and cleanliness are critical to the life of the high pressure fuel
components.

A check valve is installed in the fuel return line to tank. The check valve prevents siphoning of
unfiltered fuel into the secondary fuel filter and low pressure fuel system when the engine is not
operating.

Opening of any high pressure fuel lines for priming or while the engine is operating is
extremely dangerous and NOT recommended.
SERV1854 - 56 - Text Reference
03/08

3
5
7

8 1

4 2

47

The C6.6 fuel pumps are a gear driven assembly mounted to the back of the front timing cover
on the left hand side of the engine. The fuel transfer pump (1) is a serviceable part of the
engine fuel pump assembly.

Fuel from the primary fuel filter (removed in this photo) enters the transfer pump at the pump
inlet fitting (2). The internally regulated pump pressurizes the fuel to approximately
300 - 400 kPa (43 - 58 psi). Fuel exits the transfer pump outlet fitting (3) and flows to the
secondary fuel filter.

The high pressure fuel pump (4) pressurizes the fuel to above injection pressure. The high
pressure pump is a two piston pump capable of developing pressures up to
160 MPa (23,000 psi). The high pressure pump is not lubricated by fuel, but instead is
lubricated by engine oil supplied by a pressure line (5) from the left side engine oil galley.

An injection pressure control solenoid (6) adjusts the injection pump output pressure to the
Common Rail manifold. The Engine ECM monitors the fuel rail pressure sensor
(Illustration 37) and sends a signal to the pressure control which will spill or "bleed off" excess
flow from the head of the high pressure pump. Excess fuel pressure not needed for injection is
returned to the fuel tank.

Secondary engine speed and engine position are determined by the secondary engine speed
sensor (7). The Engine ECM monitors this sensor and the primary engine speed sensor to
determine crankshaft position (compression or exhaust stroke) and engine rpm.
SERV1854 - 57 - Text Reference
03/08

If the Engine ECM does not receive a signal from the secondary speed position sensor due to a
sensor or wiring fault, the engine will not start. If however, the sensor or wiring fail while the
engine is running, the Engine ECM will not shut down the engine, but will continue to fire the
fuel injectors based on the secondary speed position sensor signal the Engine ECM detected at
the last engine startup. The status of the engine speed sensors can be monitored using Cat ET.

Secondary engine speed and engine position are determined by the secondary engine speed
sensor (7). The Engine ECM monitors this sensor and the primary engine speed sensor to
determine crankshaft position (compression or exhaust stroke) and engine rpm.

If the Engine ECM does not receive a signal from the secondary speed position sensor due to a
sensor or wiring fault, the engine will not start. If however, the sensor or wiring fail while the
engine is running, the Engine ECM will not shut down the engine, but will continue to fire the
fuel injectors based on the secondary speed position sensor signal the Engine ECM detected at
the last engine startup. The status of the engine speed sensors can be monitored using Cat ET.

A fuel pump timing pin (8) is used to lock the pump shaft in the proper position in the event of
pump removal or engine retiming. To lock the pump shaft, loosen the timing bolt and slide the
special "stepped" oval washer far enough to let the bolt head fit into the stepped (thin) section
of the washer. Make sure that the pump shaft is in the proper position and retighten the timing
bolt. The bolt should go in far enough to prevent the pump shaft from turning.

NOTE: Production machines will use a non metallic fuel supply line to the transfer
pump in place of the cloth covered supply line shown.
SERV1854 - 58 - Text Reference
03/08

48

The fuel injection pump must be timed to the engine and the pump must be removed to be
timed. The fuel pump must also be locked before removal. To lock the pump, loosen the
locking pin (1) and slide the washer (2) so that the shoulder of the locking pin fits through the
larger hole in the washer. Tighten the locking pin to the proper torque to lock the pin. The fuel
injection pump timing is necessary for two reasons:

- The pump stroke must be in phase with the fuel injection.

- The speed/timing sensor must be timed to the engine.

NOTE: When the pump is removed, a special tool is required to ensure the fuel pump
shaft is in the correct position (timed to the engine)
The procedure for fuel injection timing check can be found in service publication KENR5291,
C6.6 Engines for Caterpillar Built Machines.
SERV1854 - 59 - Text Reference
03/08

2 5
4
1

49

The common rail fuel manifold (1) is mounted to the rear of the inlet manifold on the left hand
side of the engine. High pressure fuel from the high pressure pump enters the Common Rail
manifold at the inlet fitting (2). The common rail manifold distributes the high pressure fuel
evenly to the six "internally hardened" steel fuel injector supply lines (3). The steel lines pass
through the valve cover base and connect to the individual fuel injectors.

Due to the unique "internally hardened" manufacturing process of the fuel injector supply lines,
it is required that the fuel lines be replaced whenever they have been "cracked" or disconnected.
Cracking or removing the fuel lines can disturb the internal hardening of the high pressure fuel
lines and cause them to fail. Failure of a high pressure fuel line can result in a machine fire,
personal injury, or death. Order new genuine Caterpillar replacement fuel lines whenever a fuel
injector supply or high pressure pump outlet fuel line is removed.

A fuel rail pressure sensor (4) is used to monitor the pressure of the common rail high pressure
fuel system. The Engine ECM will monitor the signal from the fuel rail pressure sensor and
maintain optimum fuel system pressure for any given load or temperature condition.

If the fuel rail pressure sensor detects a rail pressure above 160 MPa (23,206 psi), a diagnostic
code will be set and the Engine ECM will default to "Limp Home Mode." "Limp Home Mode"
limits the engine to a maximum of 1300 rpm and will also limit turbocharger boost pressure and
injector timing. The high fuel pressure diagnostic code must be cleared using Cat ET before the
Engine ECM will return the engine to normal power. Stopping and restarting the engine by
cycling the key start switch will not reset a "Limp Home" condition. The status of the fuel rail
pressure sensor may be monitored using Cat ET.
SERV1854 - 60 - Text Reference
03/08

A fuel pressure relief valve (5) is used to protect the high pressure fuel system from fuel
pressure spikes. The fuel pressure relief valve will start to open at 160 MPa (23,206 psi) and
withstand a pressure spike of up to 190 MPa (27,557 psi). Fuel that passes the fuel pressure
relief valve is returned to the fuel tank. If the pressure relief valve has opened, engine derate
and a diagnostic code will result. The cause of the high pressure must be corrected and the
relief valve and common rail manifold should be replaced. Cat ET and a factory password
must be used to clear the diagnostic code and restore the engine to normal power levels.

A small amount of fuel from each fuel injector is allowed to "leak" into a common passage in
the cylinder head. This fuel leak helps to cool the fuel injectors by allowing more fuel to pass
through the injector than necessary for injection into the combustion chamber. A fuel return
line is located to the rear of the cylinder head to return this excess fuel to the inlet side of the
fuel transfer pump.
SERV1854 - 61 - Text Reference
03/08

953D / 963D COOLING SYSTEM Cab


Fill Cap
ENGINE AT OPERATING TEMPERATURE Heater

Top
Tank Bypass
Thermostat To Cylinder

Hydraulic Oil Cooler


Housing Tube Block

Fan C6.6 ACERT Engine


Motor

> 92 C Hottest

Increasing
87 C
Coolant
Temperature

< 81 C Coldest

Jacket Internal Engine


Radiator
Water Pump Oil Cooler

Engine ECM Engine Coolant


Left Drive Pump Demand Fan Temperature Sensor
Charge Circuit Manifold
and Implement
Pilot Supply CDL
Air Inlet
Temperature Sensor
Machine
ECM Hydraulic Oil
Temperature Sensor

50

Demand Fan

The Machine ECM will send the required signal to the demand fan solenoid valve in order to
provide the proper fan speed for the cooling system. The Machine ECM receives a command
from the Engine ECM to control the fan solenoid valve. The Engine ECM will monitor the
following parameters in order to provide the proper fan speed:

- the coolant temperature

- the hydraulic oil temperature

- the air inlet temperature

The solenoid valve controls the fan drive speed by controlling the flow control valve that
bypasses some of the supply oil for the fan to the cooler. The maximum fan speed is controlled
by the fan control solenoid valve. Maximum fan speed occurs when the fan control solenoid
valve is de-energized. When the valve is de-energized all of the pump flow is directed through
the fan motor.
SERV1854 - 62 - Text Reference
03/08

At the rated engine rpm, the fan speed is maintained at a minimum of 700 rpm. The maximum
fan speed of approximately 1250 rpm is controlled by the solenoid valve in the fan circuit.

Return oil from the fan motor is used to supply flow for the left drive pump charge circuit and
the implement pilot circuit.

The leakage oil from the fan motor case is directed through the oil cooler and filter to the tank.
Both the cooler and the filter are equipped with bypass valves.

The makeup valve prevents cavitation in the fan motor. During a quick deceleration, the flow
of oil to the fan motor can stop. The makeup valve will open to allow oil to flow from the
outlet side of the fan motor to the inlet side of the fan motor.

NOTE: The 963D demand fan operates the same except the return oil from the fan
motor is directed to the right drive pump charge circuit and the implement pilot circuit.
SERV1854 - 63 - Text Reference
03/08

REVERSING DEMAND FAN SYSTEM


Oil Cooler Outlet

Left Drive Pump


Motor Charge Circuit

FORWARD
Fan Pump
Demand Fan
Fan Direction Reversing Solenoid Makeup Flow Control
Valve Valve Valve Valve
Crossover Relief Fan Solenoid
Valve Valve Oil Cooler Outlet

Left Drive Pump


Charge Circuit

REVERSE
Fan Pump

Reversing
10 A Fan Relay
Fan Control Fuse Hydraulic Oil
Temperature Sensor
Engine Coolant
Temperature Sensor

Air Inlet Reversing


Temperature Sensor Fan Switch
Engine ECM Machine ECM

51

The optional reversing hydraulic fan system has a reversing solenoid controlled by the Engine
ECM. When the top of the reversing fan switch is depressed, the Engine ECM closes the
reversing fan relay to energize the solenoid.

The reversing fan solenoid directs supply oil to the fan direction valve and moves the direction
valve up to reverse pump flow to the fan motor.

Supply oil from the pump is directed to the other side of the fan motor, while the other side of
the fan motor is open to the cooler circuit.

The fan reverses for 10 seconds.

When the bottom of the reversing fan switch is depressed, the fan reversing solenoid is
energized in order to reverse the fan for 10 seconds. This will repeat every 30 minutes until the
reversing fan switch is returned to the center position.

The crossover relief valve prevents cavitation in the fan motor. During a quick deceleration, the
flow of oil to the fan motor can stop. The crossover relief valve will open to allow oil to flow
from the outlet side of the fan motor to the inlet side of the fan motor.
SERV1854 - 64 - Text Reference
03/08

2
1

5
3

4 6

52

This illustration shows the reversing demand fan manifold. The manifold is mounted to the
machine frame below the cooling modules. The Machine ECM and the Engine ECM work
together to control the fan solenoids.

Components of the manifold include the:


- line to fan motor (1)
- case drain line from fan motor (2)
- fan speed solenoid and flow control (3)
- fan circuit pressure switch (4)
- crossover relief valve (5)
- reversing solenoid (6)

The hydraulic oil cooler by-pass valves (not shown) can be accessed below the return manifold.
SERV1854 - 65 - Text Reference
03/08

Left
Park Brake

Travel
Pressure
Sensor Oil Cooler
Return Manifold

Left
Drive Charge
Motor Filter

G Y Implement
Pilot Supply
Charge
Filter F/N/R F/N/R
Valve MB Valve
MB

Demand Fan Manifold

Right Drive Pump Left Drive Pump Engine


Reversing
Option

Demand Implement
Fan Pump X1 X2 X1 MA
MA

Right
Drive
Implement Case Drain
Motor
Implement
Pilot Drain Implement
Return 953D POWER TRAIN HYSTAT SYSTEM
Tank AND DEMAND FAN SYSTEM

Right Park Brake

53

953D HYDROSTATIC DRIVE SYSTEM

The 953D track loader features a closed loop, hydrostatic drive system for each track. Each
track system consists of a variable displacement, overcenter swashplate design piston pump and
a bent-axis, variable displacement, bi-directional piston motor. Each track pump and motor is
electronically controlled by the Machine ECM depending on operator input and operating
conditions.

The hydrostatic system provides power to both tracks during all drive and steering operations.

Each pump is controlled by an F/N/R valve group. The F/N/R valve contains proportional
solenoids controlled by the Machine ECM that control the direction and stroking of the pump.

The demand fan reversing manifold is an attachment.

On the 953D the left drive pump is the closest to the engine and provides hydraulic flow to the
left drive motor.

The right drive pump is mounted to the left of the left drive pump and provides hydraulic flow
to the right drive motor.
SERV1854 - 66 - Text Reference
03/08

Speed Select Switch 953D / 963D HYSTAT ELECTRONIC


CONTROL SYSTEM
Horn
Brake Pedal Sensor
F/N/R
Right Pump Forward
Solenoid
Transmission Control Handle
(Speed and Direction Lever)
N/O
Back-up Alarm
Machine ECM Left Pump Forward
N/C
Solenoid
Travel (G-Port)
Pressure Sensor Park Brake Switch

Left Pump Reverse


Solenoid
Engine Speed Sensor N/O

N/C
Signal A Operator Presence Switch Right Pump Reverse
Solenoid
Signal B
Right Drive Motor Parking Brake
Speed Sensor Solenoid
Throttle Position Switch
Signal A Left Motor
Solenoid
Signal B N/O
Left Drive Motor
N/C
Speed Sensor
Service Brake Pedal Switch
Override Solenoid Right Motor
Solenoid

Left Steering Pedal Sensor Right Steering Pedal Sensor

54

Hystat Electronic Control System

The electrical components of the 953D/963D Hystat system are shown above. On the left are
the inputs to the Machine ECM. On the right are the solenoid outputs. The Machine ECM
monitors switch and sensor input signals.

The inputs to the Machine ECM will determine the signals the Machine ECM sends to the
solenoids to control the machine travel system.

Output controls include pump and motor control solenoids, the park brake solenoid, and the
pump control valve override solenoid. The pump control solenoids are part of the Forward-
Neutral-Reverse (F/N/R) valves mounted to each hystat pump. The park brake solenoid and the
override solenoid are located in the return manifold.

The park brake solenoid, when energized, releases the parking brakes.

The override solenoid is used to quickly relieve pump control valve pressures and destroke the
pumps when an emergency stop is required such as a when a fault has been detected by the
UCMD strategy.
SERV1854 - 67 - Text Reference
03/08

The left and right drive motors are variable displacement type motors and are controlled by the
Machine ECM.

The inputs to the Machine ECM will determine the signals the Machine ECM sends to the
solenoids to control the machine travel system.

Output controls include pump and motor control solenoids, the park brake solenoid, and the
pump control valve override solenoid. The pump control solenoids are part of the Forward-
Neutral-Reverse (F/N/R) valves mounted to each hystat pump. The park brake solenoid and
the override solenoid are located in the oil return manifold.

The park brake solenoid, when energized, releases the parking brakes. The Machine ECM
provides the current to the brake solenoid.

The hystat override solenoid controls the flow of pilot oil to the pump control valve. The
hystat override solenoid is also used to quickly block the flow of pilot oil to the pump control
valves when an emergency stop is required. The Machine ECM provides the current to the
hystat override solenoid.

Machine ground speed is calculated by the Machine ECM from the output of the drive motor
speed sensors. The Machine ECM controls the pump displacement, motor displacement, and
ground speed by a method known as "Gear Ratio." The Machine ECM will determine the
"Gear Ratio" needed based on sensor inputs from the engine speed sensor, engine speed switch
setting, machine load, and the speed and direction lever setting. Based on these inputs the
Machine ECM will determine the "Gear Ratio" (pump displacement versus motor
displacement) needed to achieve or maintain the operator’s desired ground speed.

To determine the "Gear Ratio," the hydrostatic drive systems "Crossover Factor" must first be
determined by dividing the Pump Output Volume by the Motor Output Volume (per revolution).
Once this figure is known the Machine ECM will compare the motor speed sensor output
signals to the software maps stored in the ECM’s software to determine the proper stroke of
both the pumps and motors. A crossover factor of .65 or greater indicates the Machine ECM is
applying maximum current to the pump control solenoid (max stroke) and minimum current
(minimum stroke) to the motor solenoids. Stroking the pump and motors in this manner will
result in a maximum gear ratio or highest machine speed. A crossover factor of .65 or less
indicates the Machine ECM is supplying a reduced current to the pump destroking it and a
higher current to the motors upstroking them, resulting in a reduced machine speed.

When the operator steps on either steering pedal the input into the Machine ECM will begin to
lower the "Gear Ratio" of the inside track. This reduction in current flow is in direct proportion
to the downward movement of the steering pedal.

Caterpillar Electronic Technician (ET) is used to set some parameters and to access the
information the Machine ECM is receiving and sending. Only Cat ET can be used to calibrate
the hystat control, the hystat steering pedal sensors, the brake pedal sensor, the speed and the
direction solenoids on the pumps and motors.
SERV1854 - 68 - Text Reference
03/08

When the Machine ECM receives the inputs, the Machine ECM interprets the data and directs
the appropriate electrical currents to the appropriate solenoids. For a given speed and direction
lever position and speed selection, the Machine ECM knows what the speed of each motor
should be. In straight ahead operation, the Machine ECM maintains equal motor speeds to
keep the machine tracking straight.

Each hystat motor contains a Hall effect speed sensor which signals the Machine ECM the
speed of each motor. The proportionally controlled motor displacement control solenoid is
controlled by the Machine ECM. As the displacement of the hystat motor increases, the
machine will move at slower speeds. As the displacement of the hystat motor decreases, the
machine will move at faster speeds.

The 953D/963D Hystat System parameters give the pump priority over the motor when
increasing speed. This pump priority allows the pump to upstroke fully before the Machine
ECM starts to destroke the motor for more speed. The motor has priority when decreasing
speed. If the operator selects a slow operating speed, the motor will be upstroked fully before
the Machine ECM will start to destroke the pump.

For example: If the left track motor should be at 2000 rpm, but the motor is only at 1500 rpm,
the Machine ECM will change the signals going to the pump displacement control solenoids or
to the motor displacement control solenoids. If the left pump is already fully upstroked, the
Machine ECM will increase the current to the motor displacement control valve to start to
destroke the motor which will increase the speed of the motor.

Electronic Technician (ET) is used to set some parameters and to access the information the
Machine ECM is receiving and sending. Only ET can be used to calibrate the hystat control,
the hystat steering pedal sensors, the brake pedal sensor, the speed and the direction solenoids
on the pumps and motors.

NOTE: The travel (G port) pressure sensor is located in the motor control valve
circuit. A hose connects both motor control valves. The pressure sensor is installed in
the T fitting of this hose on the left motor control valve. The travel pressure sensor is
used to provide Electronic Pressure Override (EPOR) for the hystat pumps.

There is no mechanical POR valve in either hystat pump. If either motor control valve
pressure becomes to high, the Machine ECM will destroke the hystat pumps.

Machine ground speed is calculated by the Machine ECM from the output of the drive
motor speed sensors. The Machine ECM controls pump stroke, motor stroke, and
ground speed by a method known as "Gear Ratio."

The machine ECM will determine the "Gear Ratio" needed based on sensor inputs
from: the engine speed sensor, the engine speed switch setting, the machine load, and
the speed and direction lever setting. Based on these inputs the Machine ECM will
determine the Gear Ratio (pump and motor stroke) needed to achieve or maintain the
operator desired ground speed.
SERV1854 - 69 - Text Reference
03/08

7 7 3
4

5
8
5

2
6
1

55

953D Hystat Pump Groups

This illustration shows the two power train hystat pumps. The left drive pump is on the right
nearest the engine flywheel housing, and the right drive pump is in the center ahead of the
implement pump. Components and service points shown include:

- left hystat drive pump group (1)


- right hystat drive pump group (2)
- Left F/N/R control valves with PWM solenoids (3)
- Right F/N/R control valves with PWM solenoids (4)
- X1 pressure test ports (5)
- X2 pressure test port (6) (left pump test port is not shown)
- charge pressure relief valves (7)
- cross over relief valves (8)
SERV1854 - 70 - Text Reference
03/08

The individual components of the left pump group are the same as the components of the right
pump group.

The left pump has no internal charge pump. The charge pressure for the left pump comes from
the remote fan pump mounted on the implement pump

The FORWARD-NEUTRAL-REVERSE (F/N/R) valve consists of two proportional solenoids


called the pump displacement control solenoids. The pump displacement control solenoids are
controlled by the Machine ECM. The solenoids control the pilot oil (charge oil) in the pump
actuators which determine which direction the pump will upstroke. This determines which
direction the machine will move.

The combination crossover relief and makeup valves protect the drive loop from pressure
spikes caused by external forces. The makeup valves allow charge oil to replace oil lost from
the closed loop due to leakage and flushing. Flushing will be discussed later.

The charge relief valve limits the maximum pressure in the charge pump circuit.

NOTE: As compared to the 953D, the 963D pumps are reversed. The pump on the
right provides flow to the right motor and the pump on the left provided flow for the left
motor. The difference in line routings between the machines is due to the space
available to route the lines.
SERV1854 - 71 - Text Reference
03/08

Left Drive
Motor
Park Brake Solenoid Cooler Bypass
Fan Motor
Case Drain
953D HYSTAT PUMP Override
Solenoid
Oil
Cooler
NEUTRAL Park Brake
Return Manifold Actuators

Fan Motor Outlet


Charge
Filter
G
Implement
Pump F/N/R Valve
Pilot Supply
Charge F/N/R
Filter R F Check F R Valve
Valve
MB MB
Crossover
Relief and Left Motor
Makeup Actuator FWD
Valve

Engine
Charge
Relief
Valve

Left Motor
Right Left Drive Pump REV
X2 X1 X2
Drive Pump X1 MA
MA
Right Drive Motor FWD
Right Drive
Right Drive Motor REV Motor

56

A variable displacement, over-center, piston pump provides flow to a bi-directional, variable


displacement piston motor.

The internal charge pump fills the right drive pump system at start-up and provides makeup oil.
Oil flow is directed by the charge pump through the filter group. The fan pump supplies flow
for the left charge circuits and also provides the source for pilot pressure to control the
implement circuit and is also used to release the parking brake.

The combination crossover relief and makeup valves will open to protect the system by either
maintaining a minimum pressure or reducing pressure spikes in the drive loop. At machine
start-up, the valves open to direct oil to both sides of the pump and motor.

The charge relief valves limit the maximum charge pressures. As pressure in the charge circuit
increases, the charge relief valve opens to maintain the maximum charge pressure. The left
pump charge pressure is higher than the right pump charge pressure.
SERV1854 - 72 - Text Reference
03/08

The FORWARD-NEUTRAL-REVERSE (F/N/R) valve consists of a spool and two


proportional solenoids. When one of the solenoids is energized by the Machine ECM, the
spool is shifted and sends pilot oil to the pump actuator to provide flow for the direction
selected.

The charge circuits fill the system at start-up and provides makeup oil. Oil is directed by the
charge pumps through the filter groups. The charge pumps also provide the source for pilot
pressure to control the pump and motor.

A portion of the oil flow from the fan pump outlet is used as charge circuit oil for the front
drive pump and as brake release oil for the parking brake. Additionally, the fan pump oil is
used for the hystat pump control valve pilot oil.

The check valve in the charge circuit between the left drive pump and the return manifold
prevents an intermittent dip in charge oil flow, which could cause the brakes to engage
unexpectedly.

The return manifold also contains the hydraulic oil cooler by-pass valves.

The charge relief valves limit the maximum charge pressures in each drive pump circuit. As
pressure in the charge circuits increase, the charge relief valves open to maintain the charge
pressure.
SERV1854 - 73 - Text Reference
03/08

DRIVE PUMP COMPONENTS


TRAVEL
Pump Displacement Control Solenoid
F/N/R Valve
Feedback Lever
Drive Motor

Actuator Piston
Charge
Pump
Input Shaft

Swashplate Barrel Drive Motor

57

The FORWARD/NEUTRAL/REVERSE (F/N/R) valve consists of a spool and two proportional


solenoids. When one of the solenoids is energized by the Machine ECM, the spool is shifted
and sends pilot oil to the pump actuator to provide flow for the direction selected.

A pressure override (POR) valve is no longer used with these pumps. Instead a pressure
transducer (sensor) is used. The travel motor pressure sensor (not shown) is located in the G
port of the left motor. When drive loop pressure reaches a specific limit, the Machine ECM
will react to reduce the PWM signal to the F/N/R valves of both hystat pumps. This action
causes the pumps to destroke. When the pumps are destroked, machine speed will be reduced.
If the machine is in a stall condition, the Machine ECM will also upstroke the drive motors, if
possible, toward maximum angle to increase motor output torque.
SERV1854 - 74 - Text Reference
03/08

DRIVE PUMP
CHARGE PUMP CIRCUIT

Drive Crossover Filter


Loop Relief Valve
Charge Pump

Charge
Relief Valve

Drive Crossover
Loop Relief Valve

58

The charge relief valve and the crossover relief/makeup valves are shown above.

The charge relief valve maintains the maximum charge pressure. After the drive loops are
filled, the charge relief opens and allows the excess pump flow to go to the tank.

The upper crossover relief valve is open allowing charge oil to enter the low pressure side of
the drive loop when the drive loop is activated.
SERV1854 - 75 - Text Reference
03/08

8
7

4
2

1
5
3

6 4
6

59

Hystat Motor Groups

The following two variable speed drive motors are similar:

- left drive motor (1)

- right drive motor (2)

Each motor group consists of the following components:

- speed sensor (one on each motor) (4)

- motor displacement control PWM solenoid (6)

A bi-directional, variable displacement, bent-axis piston motor and actuator convert hydraulic
power into mechanical power. The output shaft of the drive motor is connected to the final
drives on each side of the machine. The travel pressure sensor (EPOR) (5) is mounted on the
left travel motor.
SERV1854 - 76 - Text Reference
03/08

In the highest speed, the motor is destroked for high speed and low torque applications. In the
lowest speed, the motor is at maximum angle for low speed and high torque applications. As
speed changes in between the lowest and highest, the motor is between the maximum and
minimum angle.

The motor actuator group is connected to the motor barrel. The motor displacement control
solenoid controls the motor actuator group.

The motor displacement control solenoid directs drive loop pressure to either side of the
actuator piston (depending on speed selection). The pressure moves the actuator piston which
then moves the motor barrel. The motor displacement control pressure line (3) connects the
two drive motors.

The flushing valve continuously drains some oil from the low pressure side of the drive loop to
case drain. This action purges heat, debris, and air from the drive loop.

The fuel tank (7) and fuel tank fast fill vent (8) are also shown.

NOTE: This illustration is from the 953D. The motors and other components will be
similar on the 963D.
SERV1854 - 77 - Text Reference
03/08

953D HYSTAT MOTOR


NEUTRAL
Return
Manifold
Right Hystat
Pump
Flushing Relief Valve

Right
Drive
Flushing Valve Motor

FWD REV

Left Drive Motor

Actuator

Speed Max
Sensor
Motor Displacement
Control Valve
Right Park Brake

Park Brake Solenoid

60

A bi-directional variable displacement, bent-axis piston motor and actuator converts hydraulic
power into mechanical power. The mechanical power is used to turn the tracks of the machine.
The motor actuator piston controls the motor displacement by changing the angle of the rotating
group relative to its output shaft. The output shaft is connected to the final drive sun gear.

The proportional motor displacement control solenoid is energized by the Machine ECM to
control the speed of the machine. Depending on the amount of current supplied to the solenoid
from the Machine ECM, the motor displacement control solenoid will move a given amount to
increase or decrease the displacement of the motor to vary the machine speed.

The flushing relief valve maintains minimum drive loop pressure as it drains some oil from the
low pressure side of the drive loop to case drain. This action purges heat and any
contamination from the drive loop.
SERV1854 - 78 - Text Reference
03/08

TRAVEL MOTOR
TRAVEL Motor
Displacement
Screw Control Solenoid

Motor Speed Minimum Angle


Spool
Sensor Adjustment

Supply
Oil

Barrel

Maximum Angle
Adjustment

Actuator Piston

61

The drive motors are a variable displacement, bent-axis design.

When the motor displacement control solenoid is deactivated, the actuator springs move the
motor displacement spool up. The large end of the actuator piston is open to case drain. The
actuator spring and supply oil pressure on the small portion (rod end) of the actuator piston
moves the piston and barrel to the maximum angle.

Depending on the machine speed selected, the motor displacement control solenoid can be
either deactivated, fully activated, or anywhere in between the two extremes. When the motor
displacement control solenoid is fully activated, the motor is at minimum angle for high speed.

This graphic shows the motor in between the slowest and fastest positions.

The motor displacement control solenoid has shifted the spool slightly downward which sends
some of the supply oil to the bottom of the actuator piston. This oil pushes up on a larger area
of the actuator piston than the supply oil. The oil counteracts the supply oil pushing down on
the actuator piston and the downward spring force on the actuator piston.
SERV1854 - 79 - Text Reference
03/08

The actuator piston will move the motor toward minimum angle depending on how much
current is sent by the Machine ECM to the motor displacement control solenoid. The higher
the current, the farther the spool shifts to send more oil to the actuator piston.

If the highest speed is selected, the motor displacement control solenoid shifts the spool
downward which directs drive system pressure to the bottom of the actuator piston. The drive
system pressure moves the actuator piston upward and the barrel moves close to minimum
angle for high speed, low torque conditions.

The minimum angle adjustment screw at the top of the case adjusts the minimum angle of the
motor although during normal operation, the motor should not go to the minimum angle. The
system is designed not to totally destroke the motor. The maximum angle adjustment screw at
the bottom adjusts the low speed condition of the travel motor.

The proportional motor displacement control solenoid valve is spring loaded to the LOW speed
position. The solenoid valve defaults to the LOW speed position when de-energized by the
Machine ECM.

The dual Hall effect speed sensor sends two out of phase signals to the Machine ECM. The
Machine ECM is able to determine the speed and the direction the drive motor is turning.

The adjustment screw is preset at the factory to provide the correct preload on the actuator
springs. The preload sets the initiation current to the solenoid. The initiation current is how
much current the machine ECM sends to the motor control solenoid before the motor control
solenoid allows flow to the actuator piston. Adjusting this screw will cause the solenoid to lose
calibration, which may cause a machine drifting problem. It is not recommended to adjust this
screw to fix a drifting problem.

NOTE: Calibrating the solenoid may fix a drifting problem if the screw has been
adjusted, however, adjusting the screw is NOT recommended.
SERV1854 - 80 - Text Reference
03/08

5
9 10
1

6
8
2
7

62

The 953D/963D return manifold is mounted next to the drive pumps. The return manifold
receives oil flow from the hystat pump case drains, the charge pump, and the drive motor case
drains. Components shown include:
- lines from drive pump case drain (1)
- from drive motor case (2)
- line to hydraulic oil cooler (3)
- line from hydraulic oil cooler (4)
- line from drive pump control valve to drain (5)
- parking brake release line (6)
- line to drive motor lube (7)
- drain line to tank (8)
- parking brake solenoid (9)
- override solenoid (10)
SERV1854 - 81 - Text Reference
03/08

The hystat override solenoid is an on/off solenoid that controls pilot oil to both hystat pump
control valves (F/N/R). When the override solenoid is OFF, the pilot oil is open to tank. When
the solenoid is ON, the passage to tank is blocked and allows the pilot oil to flow to the hystat
pump control valves (F/N/R).

The park brake solenoid is used to release the spring applied parking brakes. When the
solenoid is energized the parking brakes are released. When the solenoid is de-energized the
parking brakes are engaged.

The hydraulic oil cooler by-pass valves (not shown) can be accessed below the return manifold.
SERV1854 - 82 - Text Reference
03/08

Left
Park Brake

1 F792-WH Park Brake Solenoid Cooler Bypass Oil Cooler


2 H802-GY

Travel
A958-WH 1
Pressure
Speed J766-PU 2
Override Solenoid
Sensor
Sensor G730-PK 1
H803-BU 2 Return Manifold
850-PU 1
H801-PU 2
849-YL 1
H801-PU 2

Left
REV FWD
Drive
Motor F/N/R Y
Charge G Charge Implement
Valve
Filter Filter Pilot Supply
F/N/R
R F F R Valve
J2
G730-PK 3 Hystat Override Sol
A958-WH 6 Park Brake Sol
MB MB J766-PU 8 Pk Brk/Start Rel Ret
1
2 J1
843-WH 48 Left Pump Fwd Sol
1 844-GN 49 Left Pump Rev Sol
2 H801-PU 50 PWM Driver Ret 1-4
850-PU 51 Right Pump Fwd Sol
849-YL 52 Right Pump Rev Sol
Motor H803-BU
F792-WH
55
58
PWM Driver Ret 9-12
Left Motor Sol
F791-BU 59 Right Motor Sol
Engine H802-GY 60 PWM Driver Ret 5-8
1
2

Demand Makeup Flow Control


Fan Valve Valve X1 X2 X1 MA
Implement MA
Fan Direction Reversing Pump
Valve Solenoid Valve
Right Drive Pump Left Drive Pump

Right
FWD REV Drive
Motor

Implement Case Drain

Implement
953D POWER TRAIN HYSTAT SYSTEM
Implement Return
Pilot Drain PARK BRAKE APPLIED
Speed
Sensor
Tank
Right Park Brake

63

953D Hystat Drive System Operation

The drive system is controlled by the Machine ECM. By monitoring various inputs, the
Machine ECM controls the outputs to make the machine operate in the desired parameters.

The inputs to the Machine ECM are as follows: the engine speed, the park brake switch, the
key start switch, the speed selector buttons, the speed and direction control lever, the steering
pedals, the service brake pedal, the right motor speed sensor, and the left motor speed sensor,
(some of these inputs are not shown).

The Machine ECM uses the inputs to send the proper outputs to the controls. The output
information from the Machine ECM are as follows: the pump displacement control solenoids
(F/N/R valves), the motor displacement control solenoids, the park brake solenoid, and the
override solenoid. An output to the back-up alarm is not shown here.

With the parking brake on, pilot oil is blocked to the brake pistons. The parking brake piston
springs apply the parking brakes and prevent the motors from turning.
SERV1854 - 83 - Text Reference
03/08

With the parking brake on, the hystat override solenoid is de-energized. Pilot oil to the pump
F/N/R valves is drained to the tank. The hystat override solenoid will also de-energize if the
Machine ECM detects a fault in the system. When certain faults occur the machine will not
move.

Pilot oil opens the crossover line relief and makeup valves in the pumps and charges the drive
system.

When the parking brake is off, the hystat override solenoid is energized. Pilot oil flows to the
F/N/R valves. When the direction and control lever is moved, the Machine ECM will signal
one of the solenoids on the F/N/R valve to shift to direct oil to the drive pump actuator to
upstroke the pump. The machine will move in the direction selected.
SERV1854 - 84 - Text Reference
03/08

Left
Park Brake

Park Brake Solenoid Cooler Bypass


1 F792-WH
2 H802-GY

Travel
A958-WH 1 Override
Pressure
Speed J766-PU 2 Solenoid Oil Cooler
Sensor
Sensor G730-PK 1 Return Manifold
H803-BU 2

850-PU 1
H801-PU 2
849-YL 1
H801-PU 2

Left
REV FWD Drive
Motor F-N-R Y
Charge G Charge Implement
Filter Valve Pilot Supply
Filter

R F F R F-N-R J2
Valve G730-PK 3 Hystat Override Sol
A958-WH 6 Park Brake Sol
MB 8 Pk Brk/Start Rel Ret
MB J766-PU
1
2 J1
843-WH 48 Left Pump Fwd Sol
1 844-GN 49 Left Pump Rev Sol
2 H801-PU 50 PWM Driver Ret 1-4
850-PU 51 Right Pump Fwd Sol
849-YL 52 Right Pump Rev Sol
Motor H803-BU 55 PWM Driver Ret 9-12
F792-WH 58 Left Motor Sol
F791-BU 59 Right Motor Sol
Engine H802-GY 60 PWM Driver Ret 5-8
1
2

Demand Makeup Flow Control Implement


Fan Fan Direction Reversing Valve Valve Pump
Right Drive Pump X1 Left Drive Pump X2 X1 MA
Valve Solenoid Valve
MA

Right 953D POWER TRAIN HYSTAT SYSTEM


FWD REV Drive
Motor
STRAIGHT TRAVEL - FORWARD SLOW
Implement
Case Drain
Implement
Implement
Pilot Drain
Return
Speed
Sensor
Tank
Right Park Brake

64

For STRAIGHT TRAVEL/FORWARD, the park brake switch is switched to the BRAKE OFF
position. The park brake solenoid is energized and sends charge oil from the left drive pump to
release the park brake in each drive motor. At the same time, the hystat override solenoid is
energized which allows charge oil to flow to the pump F/N/R valves.

The speed and direction lever sends an electrical signal to the Machine ECM. The Machine
ECM then sends out the appropriate electrical signal to the pump displacement control
solenoids in both pumps and the motor displacement control solenoids in both motors. The
pump displacement control solenoids control the operation of the F/N/R valves on the pumps to
determine the direction of machine travel. The FORWARD and REVERSE direction on the
speed and direction lever selects the desired direction and the proper speed.

Flow from the front pump turns the left motor. Flow from the rear pump turns the right motor.

Pressure in the drive loops increases and the motors turn the final drives.

NOTE: If the speed select switch is in Low Mode, the motors will not destroke fully.
SERV1854 - 85 - Text Reference
03/08

The motor displacement control solenoid directs drive loop pressure in the motors to the motor
actuator pistons.

The travel pressure sensor (EPOR) senses the drive loop pressure. When drive loop pressure
reaches a specified limit, the the Machine ECM will react to reduce the PWM signal to the
F/N/R valve. This action causes the pump to destroke. When the pump is destroked, machine
speed is reduced. If the pressure continues to increase, the Machine ECM will upstroke the
motor toward maximum angle.

If the operator moves the speed and direction lever to increase the speed, the Machine ECM
first sends more current to the pump displacement control solenoids, if not already fully
upstroked, and then to the motor displacement control solenoids to destroke the motors to
increase the track speed.

If the operator moves the speed and direction lever to decrease the speed, the Machine ECM
first sends less current to the motor displacement control solenoids to upstroke the motors, if
not already fully upstroked, and then to the pump displacement control solenoids to destroke
the pumps to decrease track speed.

When in REVERSE, the operation of the pumps and motors is the same as for FORWARD
except the pumps upstroke in the opposite direction.

The actuator pistons move the drive pump swashplates toward maximum angle in the opposite
direction from center. Flow from the front pump turns the left motor. Flow from the rear pump
turns the right motor.

The drive motors are similar on each side of the machine. The only difference is the flow from
the drive pumps is directed through the motors in the REVERSE direction.

The Machine ECM also provides a means to prevent excessive lugging and overspeed. By
measuring the engine speed, track speed, and speed selection by the operator, the Machine
ECM will first vary the position of the pump displacement control solenoids in the pumps and
second the motor solenoids in the motors to prevent lugging. First the pump displacement is
decreased and then the motor displacement is increased. This change in displacement
maintains the engine speed.

If an overspeed condition exists, the Machine ECM will initially increase the pump
displacement, initially causing the engine speed to decrease. This action results in a higher
pump torque efficiency, producing more machine braking. In this case, the engine and the
pump will absorb more energy which will eventually reduce engine and machine speed.

When turning the machine is desired, one of the steering pedals is depressed. Both tracks are
being driven during a turn. The steering pedal sends an electrical signal to the Machine ECM
and the Machine ECM sends out the appropriate electrical signals to the pump and motor
displacement control solenoids. The further the steering pedal is depressed, the sharper the
turn.
SERV1854 - 86 - Text Reference
03/08

During turns, the inside track will slow down while the outside track speed is maintained. If
the left steering pedal is partially depressed to the detent, the left track will stop and the
machine will make a pivot turn to the left. If the steering pedal is depressed past the detent, the
machine will counter-rotate to the left. The track motor speeds will not be equal during
counter-rotation. Similarly, pressing the right pedal will result in turns to the right.

The 953D/963D are equipped with variable underspeed (VUS). When either of the steering
pedals are depressed, the engine ECM will increase the engine rpm by approximately 400
rpm's. This increase in rpm prevents the machine from entering a stall condition during the
turn which would result in a low power complaint. VUS allows the machine to turn or counter-
rotate under full power conditions.
SERV1854 - 87 - Text Reference
03/08

Left
Park Brake

1 F792-WH Park Brake Solenoid Cooler Bypass Oil Cooler


2 H802-GY

Travel A958-WH 1
Pressure J766-PU 2 Override Solenoid
Speed
Sensor
Sensor G730-PK 1
Return Manifold
H803-BU 2

850-PU 1
H801-PU 2
849-YL 1
H801-PU 2

Left
REV FWD Drive
Motor Charge G F/N/R Y Implement
Charge
Filter Valve Pilot Supply
Filter
F/N/R
J2
R F F R Valve G730-PK 3 Hystat Override Sol
A958-WH 6 Park Brake Sol
MB MB J766-PU 8 Pk Brk/Start Rel Ret
1
2 J1
843-WH 48 Left Pump Fwd Sol
1 844-GN 49 Left Pump Rev Sol
2 H801-PU 50 PWM Driver Ret 1-4
850-PU 51 Right Pump Fwd Sol
849-YL 52 Right Pump Rev Sol
Motor H803-BU
F792-WH
55
58
PWM Driver Ret 9-12
Left Motor Sol
F791-BU 59 Right Motor Sol
Engine H802-GY 60 PWM Driver Ret 5-8
1
2

Demand Makeup Flow Control


Fan Fan Direction Reversing Valve Valve X1 X2 X1 MA
Valve Solenoid Valve Implement
MA
Pump

Right Drive Pump Left Drive Pump

Right
FWD REV
Drive
Motor

Implement Case Drain


Implement
Implement Return
953D POWER TRAIN HYSTAT SYSTEM
Pilot Drain
Speed
COUNTER ROTATE RIGHT
Sensor
Tank
Right Park Brake

65

When the speed and direction lever is in the forward or reverse position and one of the steering
pedals is depressed past the detent, the machine will COUNTER ROTATE.

If a steering pedal is depressed past the detent, the pedal sends an electrical signal to the
Machine ECM and the Machine ECM sends the appropriate electrical signals to the pump
displacement control solenoids and motor displacement control solenoids. The inside track will
reverse direction and the machine will counter-rotate. The track motor speeds will not be equal
during counter-rotation.
SERV1854 - 88 - Text Reference
03/08

3 5 6
1 2 4

7 11 12
8 9 10

66

System pressures in the implement hydraulic system, demand fan system, and the drive system
can be easily checked using the remote taps on the test panel. The taps are used to check the:
- cylinder calibration port (1)
- implement signal pressure (2)
- implement pump supply pressure (3)
- left drive pump case pressure (4)
- left drive pump charge pressure (5)
- left drive loop pressure (6)
- diagnostic connector (7)
- implement pump case fill port (8)
- fan pump supply pressure (9)
- brake release pressure (10)
- right drive pump charge pressure (11)
- right drive loop pressure (12)
SERV1854 - 89 - Text Reference
03/08

953D IMPLEMENT HYDRAULIC SCHEMATIC


Tilt Cylinder Lift Cylinders MP-Bucket Cylinders Ripper Cylinders

Inlet Tilt Control Lift Control MP Bucket Ripper Control Outlet


Valve Valve Control Valve Valve

Charge
Pump

Fan Motor
Pump
Control
Valve
Machine ECM

Fan
Pump Implement Hystat
Pump Pumps Joystick

Back Pressure
Check Valve
Tank

67

953D ELECTRO-HYDRAULIC IMPLEMENT SYSTEM

The major implement hydraulic components can be identified in this illustration.

The Priority Proportional, Pressure Compensated implement hydraulic system is similar to other
PPPC hydraulic system used on other Caterpillar products.
SERV1854 - 90 - Text Reference
03/08

3
4

2
1
5

68

On the 953D the hydraulic oil tank is mounted in the left front of the machine (1). An oil level
sight gauge (2) is mounted to the left hand side of the tank and is visible while standing at the
left front side of the machine.

The tank can be filled from above the machine through the fill cap (3).

The hydraulic oil temperature sensor (not shown) is mounted at the rear of the tank.

To the left of the tank are the implement hydraulic control valve group (4) and the accumulator
for the pilot system (5). The 953D control valve is very similar to the D6K.

NOTE: The components for the 963D are similar except the tank is located on the
opposite side of the front loader tower. The 963D main control valve group is mounted
to the rear of the hydraulic tank instead of to the side. The 963D valve is similar to the
938H wheel loader. The 963D components will be discussed later in this presentation.
SERV1854 - 91 - Text Reference
03/08

1
3

69

Implement Pump

Components shown include the:

- variable displacement implement pump (1)

- fan pump (2)

- implement pump suction line (3)

- implement pump supply line (4)

The implement pump control valve receives an implement load signal from the implement
valve signal network to control pump displacement.

Fan speed is controlled by a PWM solenoid in the fan control manifold or reversing fan
manifold.
SERV1854 - 92 - Text Reference
03/08

1
9

2
3

7 4

8 6

70

953D Implement Control Valve Group


Components of the 953D implement control valve group include the:
- inlet manifold (1)
- bucket tilt control valve (2)
- loader arm lift control valve (3)
- MP bucket control valve (4)
- ripper control valve (5)
- implement lockout or pilot shut off solenoid and outlet manifold (6)
- line relief and makeup valve (7)
- PWM solenoid valve (8)
- manual lower valve (9)
SERV1854 - 93 - Text Reference
03/08

Line relief and makeup valves are installed in all other workports except the head end workport
of the lift control valve.

The implement pilot shut off solenoid is controlled by the Machine ECM via a switch in the
cab. When the valve is de-energized pilot oil is blocked from flowing to the PWM solenoids.
Accidental movement of the implements is prevented.
SERV1854 - 94 - Text Reference
03/08

CIC Display
Machine ECM
953D / 963D
CAN Link IMPLEMENT ELECTRONIC
mac

CONTROL SYSTEM
Float Enable Indicator
Implement Lockout Indicator
Implement Joystick
(Lift, Tilt, and
MP Bucket)
CAN Link MP Bucket / Ripper
ECM
Or

Tilt Lever Boom Raise Solenoid Ripper Raise Solenoid


(Optional)

Boom Lower Solenoid Ripper Lower Solenoid


(Optional)

Lift Lever Bucket Rackback Solenoid MP Bucket Open Solenoid


(Optional)

Bucket Dump Solenoid MP Bucket Close Solenoid


(Optional)

Implement Shutoff
Ripper Lever
Solenoid
(Optional)

Implement (Pilot) Kickout Set


Shutoff Switch Switch

71

Implement Electronic Control System

The same Machine ECM used to control the hystat system is used to control the electronic
portion of the 953D/963D implement system.

Inputs to the Machine ECM are shown on the left and outputs are shown on the right.

Each implement circuit is controlled by two PWM solenoids.

If the machine is configured with an MP bucket the implement control lever will be a single
lever "joystick."

A MP Bucket/Ripper ECM (if equipped) receives commands from the Machine ECM. The MP
Bucket/Ripper ECM then sends PWM signals to the corresponding MP bucket or ripper
solenoid.
SERV1854 - 95 - Text Reference
03/08

953D IMPLEMENT HYDRAULIC SCHEMATIC


Tilt Cylinder
HOLD
MP-bucket Cylinders Ripper Cylinders
Manual Dump Lower
Open Raise
Lower Valves Rackback Raise
Close Lower

EH
Pilot
Valve
Implement Line Relief
Lockout Valve Margin
Valve Relief Valve

Anti-drift Signal
Valve Relief Valve

Compensator LS Flow
Charge
Pump Regulator

Line Relief EH
Makeup Pilot
Valve Valve

Fan Motor

Flow Compensator Machine ECM


Pressure Cutoff
Implement
Pump Large Actuator

Joystick
Fan
Pump

Small
Actuator

Back Pressure
Check Valve

Tank

72

The above illustration shows the 953D implement hydraulic system with all controls in the
HOLD position.

A signal relief valve limits the maximum load sensing pressure for the system.

A margin relief valve is used to limit the maximum difference between the pump supply and
signal pressure. When the control levers are moved suddenly to reduce flow, the valve opens to
unload the pump.

The load signal flow regulator is used to control the load signal flow to provide load signal
stability.

Each valve has individual pressure compensators, which work together to distribute the pump
flow to the circuits.

Besides being sensed at the pump control valve, the highest workport pressure is sensed at all
compensators.
SERV1854 - 96 - Text Reference
03/08

The pilot system receives flow from the fan pump circuit. Flow from the fan pump that is
directed to the left drive pump charge circuit is also directed to the pilot system. The charge
relief valve for the left drive pump limits the maximum pressure in the pilot circuit as well as
limiting charge pressure. The pilot oil is sensed at all of the PWM solenoids. When a solenoid
is energized, pilot oil is directed to shift a control spool.

The solenoid operated implement pilot shutoff valve either blocks or allows pilot flow to the
PWM solenoids for the implement circuits. In the shutoff position, the implement control lever
can not activate the implements. The valve is controlled by the implement lockout switch in
the cab.
SERV1854 - 97 - Text Reference
03/08

Large Actuator Piston and


Piston Barrel Assembly Swashplate

Pump Control
Margin Spring
Valve
Flow Compensator
Spool

Orifices

Pressure
Cutoff Spool Bias Small Actuator
Spring Piston
LS Signal

Margin

LS
Relief
Valve
IMPLEMENT PUMP GROUP
Signal Flow Main Control ENGINE OFF
Relief Regulator Valve Group
Valve

73

When the engine is OFF, no signal pressure is sent to the pump control valve. The margin
spring holds the flow compensator spool down.

Any pressure behind the large actuator piston goes to case drain across the flow compensator
spool. With no pressure behind the actuator piston, the bias spring in the pump holds the
swashplate at maximum angle.
SERV1854 - 98 - Text Reference
03/08

Large Actuator Piston and


Piston Barrel Assembly Swashplate

Margin Spring
Pump Control
Valve
Flow Compensator
Spool

Orifices

Pressure
Cutoff Spool
Bias Small Actuator
Spring Piston
LS Signal

Margin
Relief IMPLEMENT PUMP GROUP
Valve LOW PRESSURE STANDBY
Signal LS Flow Main Control
Relief Regulator Valve Group
Valve

74

When the engine is started, oil flows into the piston bore from the pump inlet. As the pistons
and barrel assembly rotate, the oil is forced from the pump outlet into the hydraulic system.

The hydraulic system pressure begins to increase because the flow is blocked at the main
control valve group. The increased pressure is felt below the flow compensator spool. The
flow compensator spool moves up against the margin spring and permits some system output
oil to fill the chamber behind the large actuator piston.

The pressure behind the large actuator piston increases, overcomes the force of the bias spring
and small actuator piston, and moves the swashplate to a minimum angle. When the passage in
the large actuator opens to the pump case, the large actuator piston travel stops.

At this minimum angle, the pump produces enough flow to compensate for system leakage and
maintains sufficient pressure to provide instantaneous response when a control lever is
activated. With no flow demand from a circuit, no signal pressure is generated. The pump
output pressure has to overcome only the margin spring value. This condition is called "LOW
PRESSURE STANDBY."
SERV1854 - 99 - Text Reference
03/08

In this system, LOW PRESSURE STANDBY is higher than margin pressure. This
characteristic is due to a higher back pressure created by the oil which is blocked in the
hydraulic system. During LOW PRESSURE STANDBY, the pump output oil pushes the flow
compensator spool farther up to compress the margin spring more. More supply oil now goes
to the actuator piston and slightly destrokes the pump.

NOTE: Depending on the adjustments made to the flow compensator spool and the
amount of pump leakage, low pressure standby and margin pressure can be equal.
Margin pressure can never be higher than low pressure standby.
SERV1854 - 100 - Text Reference
03/08

Large Actuator Piston and


Piston Barrel Assembly Swashplate

Margin Spring Pump Control


Valve
Flow Compensator
Spool

Orifices

Pressure
Cutoff Spool
Bias Small Actuator
Spring Piston
LS Signal

Margin
Relief IMPLEMENT PUMP GROUP
Valve
Signal LS Flow
Main Control CONSTANT FLOW
Relief Valve Group
Regulator
Valve

75

The pump control valve contains two spools. The flow compensator spool regulates output
flow of the pump to keep the pump supply pressure at a fixed value above the signal pressure.
The difference between the supply pressure and signal pressure is called "margin pressure."
The pressure cutoff spool limits the maximum system pressure and serves as a back-up relief
valve for PPPC hydraulic systems. The signal relief valve and margin spring control the
maximum system pressure in most instances.

The pump is designed to maintain flow. Whenever the forces above and below the flow
compensator spool are not balanced due to changes in the flow demand, the pump will upstroke
or destroke to meet the flow demand.

When the pump supply pressure equals the sum of the signal pressure plus the margin spring
value, the flow compensator spool moves to a metering position to control oil to and from the
large actuator. This action stabilizes the system. The swashplate is held at a relatively constant
angle to maintain the required flow. This state is called "CONSTANT FLOW."

The pump control valve has stability orifices in the passage to the actuator piston. The orifices
are used to regulate the response rate of the actuator piston by creating a constant leakage path
to drain.
SERV1854 - 101 - Text Reference
03/08

As discussed previously, additional valves are also used that affect the pump operation.

- A signal relief valve limits the maximum load sensing pressure for the system.

- A margin relief valve is used to limit the maximum difference between the pump supply
and signal pressure. When the control levers are moved suddenly to reduce flow, the
valve opens to unload the pump.

- The load signal flow regulator is used to control the load signal flow to provide load
signal stability.

- The purpose of the margin relief is to rapidly dump pressure spikes to the tank when the
control valves are returned to neutral. Once the pump system pressure decreases to
below 430 psi, the margin relief valve closes and system pressure is maintained by the
flow compensator spool by destroking the pump.
SERV1854 - 102 - Text Reference
03/08

Large Actuator Piston and


Piston Barrel Assembly Swashplate

Pump Control
Margin Spring Valve

Flow Compensator
Spool

Orifices

Pressure
Cutoff Spool Bias Small Actuator
Spring Piston
LS Signal

Margin

Signal
Relief
Valve IMPLEMENT PUMP GROUP
Relief LS Flow Main Control
UPSTROKE
Valve Regulator Valve Group

76

The following conditions can result in UPSTROKING the pump:

- a circuit is activated when the system is at LOW PRESSURE STANDBY;

- an additional circuit is activated;

- a control lever is moved for additional flow; or

- an increase in load sensing signal pressure

When a circuit is activated from LOW PRESSURE STANDBY, the signal pressure, equal to
work port pressure, plus the margin spring force moves the flow compensator spool down.
The flow compensator blocks the flow of oil to the large actuator piston. The oil behind the
large actuator piston is vented to case drain across the flow compensator spool. System
pressure plus the bias spring moves the swash plate toward the upstroke position.
SERV1854 - 103 - Text Reference
03/08

The pressure behind the large actuator piston is reduced or eliminated which allows the bias
spring and small actuator to move the swashplate to an increased angle. The pump will now
produce more flow. This condition is called "UPSTROKING."

The signal does not have to increase for the pump to upstroke. An increase in flow demand is
what causes the pump to upstroke. If the pump output pressure below the spool becomes less
than the signal pressure and margin spring force above the spool due to activation of another
circuit or reduced engine rpm, the pump will also UPSTROKE.
SERV1854 - 104 - Text Reference
03/08

Large Actuator Piston and


Piston Barrel Assembly Swashplate

Margin Spring
Pump Control
Valve
Flow Compensator
Spool

Orifices

Pressure
Cutoff Spool
Bias Small Actuator
Spring Piston
LS Signal

Margin
Relief
Signal
Valve IMPLEMENT PUMP GROUP
Relief LS Flow Main Control DESTROKE
Valve Regulator Valve Group

77

The following conditions can result in destroking the pump:

- all the control levers are moved to the HOLD position and the pump returns to low
pressure standby;
- a control lever is moved to reduce flow;
- an additional circuit is deactivated; or
- a reduction in the load sensing signal pressure.

When less flow is needed, the pump destrokes. The pump destrokes when the force below the
flow compensator spool becomes greater than the force above the spool. The flow compensator
spool moves up and allows more output pressure oil to the actuator piston.

Pressure behind the large actuator piston increases. The increased pressure overcomes the force
of the bias spring and the small actuator moving the swashplate to a reduced angle.

The margin relief valve opens to unload the pump supply pressure quickly when there is a rapid
reduction in the load sensing pressure.
SERV1854 - 105 - Text Reference
03/08

When the new pump output pressure matches the force below the flow compensator spool, the
spool returns to a metering position. The margin relief valve closes.

The pump again maintains a constant flow.

The signal pressure does not have to decrease for the pump to destroke.
SERV1854 - 106 - Text Reference
03/08

Large Actuator Piston and


Piston Barrel Assembly Swashplate

Margin Spring Pump Control


Valve
Flow Compensator
Spool

Orifices

Pressure
Cutoff Spool
Bias Small Actuator
LS Signal Spring Piston

Margin
Relief IMPLEMENT PUMP GROUP
Valve
Signal HIGH PRESSURE STALL
Main Control
Relief LS Flow
Regulator Valve Group
Valve

78

The signal relief valve limits the maximum load sensing signal pressure. The signal relief valve
works with the margin spring to control the maximum system pressure.

The pressure cutoff serves as a backup to the signal relief and margin spring. The pressure
cutoff is set above the combined spring settings of the signal limiter and the margin spring.

When a circuit is stalled, the signal relief opens to limit the maximum system pressure.

Initially, the combined forces of the signal pressure and margin spring are less than pump
output pressure. The supply pressure moves the flow compensator spool up to destroke the
pump. Once the pump destrokes to provide very little flow at a high pressure, the flow
compensator spool moves to a metering position to maintain the desired minimum flow rate. In
the metering position the margin spring and the signal relief equal the pump output pressure.

If a second circuit is activated while another circuit is stalled, the pump will upstroke to meet
the new flow requirements.

NOTE: Without a signal relief valve in a PPPC system, if a single circuit is stalled, no
other circuit will work due to the implement valve pressure compensators in the
individual control valves sensing the same high pressure signal.
SERV1854 - 107 - Text Reference
03/08

953D LIFT CONTROL VALVE


HOLD
Compensator Rod End Signal Head End Load Check
Valve Lift Cylinders Passage Lift Cylinders Valve

Line Relief and


Makeup Valve
Makeup Valve

Solenoid Valve

Float Position
Bridge Return
Passage

Solenoid Valve From Feeder


Auxiliary Spool To Tank Pump Passage

79

The lift circuit operates the same as the tilt circuit, except for having four positions: HOLD,
RAISE, LOWER, and FLOAT.

A makeup valve is used for the head end of the lift cylinders.

To assist with returning the lift spool to HOLD, an additional spring is required on the right
side in the end cover.

NOTE: A manual lower valve is provided on some of the implement circuits to allow
the implement to be lowered when the engine is not running or if there is a problem with
the electronic system. On the 953D the manual lower valve is not part of the valve
body.
SERV1854 - 108 - Text Reference
03/08

953D LIFT CONTROL VALVE


RAISE
Compensator Rod End Signal Head End Load Check
Valve Lift Cylinders Passage Lift Cylinders Valve

Line Relief and


Makeup Valve
Makeup Valve

Solenoid Valve

Float Position
Bridge Return
Passage

Solenoid Valve From Feeder


Auxiliary Spool To Tank Pump Passage

80

When the lift circuit is the only hydraulic circuit in operation, it will have the highest signal oil
pressure in the hydraulic system. When the control lever is moved to the RAISE position, pilot
oil enters the control valve at the bottom left solenoid. The pilot oil then travels through a
passage and into the spring chamber on the right end of the lift spool.

When the pilot oil pressure overcomes the force of the centering spring, the valve spool moves
to the left. Oil from the implement pump then flows into the bridge passage and to the pressure
compensator valve. As pressure on the pressure compensator valve increases the valve moves
up. Some of the pump oil flows through internal passages in the pressure compensator valve
and out the signal pressure port in the valve. This signal oil initially works against the
hydraulic oil pressure in the feeder passage to control the flow past the lift spool. The signal oil
also flows to the pressure compensator valve in each control valve.

The signal oil also flows to the pump control valve on the hydraulic pump. This signal oil
helps control the output of the hydraulic pump. The hydraulic pump upstrokes and the pressure
in the supply passage and the feeder passage increase. When this happens the pressure unseats
both check valves. The oil flows to both bridge passages. The oil is blocked in the left bridge
passage by the spool, but in the right bridge passage oil can flow around the spool and out the
port to the head end of the lift cylinders. The oil from the rod end of the lift cylinders enters
the control valve and flows around the spool and back to tank.
SERV1854 - 109 - Text Reference
03/08

953D TILT CONTROL VALVE


HOLD
Head End Rod End
Compensator Tilt Cylinder Signal Tilt Cylinder
Valve Passage

Line Relief and


Makeup Valve

Solenoid Valve

Bridge
Passage

Feeder
Solenoid Valve Passage
From
Auxiliary Spool To Tank Pump

81

The 953D Track-type Loader hydraulic system is similar to the PPPC hydraulic system used on
other Caterpillar products. The system shown incorporates the flow control, signal duplication,
and resolver into one component called a pressure compensator valve.

The tilt circuit has three positions: HOLD, DUMP, and RACKBACK.

In HOLD, the control valve centering spring centers the spool in the valve body. The valve
may feature combination line relief and makeup valves. The pressure setting of each line relief
valve is adjustable. The valves may be shifted mechanically through linkage, by pilot oil from
a joystick, or from pilot oil from a proportional solenoid.

Load check valves prevent implement drift whenever the supply pressure is less than the load
pressure or work port pressure.
SERV1854 - 110 - Text Reference
03/08

953D TILT CONTROL VALVE


TILT
Head End Signal Rod End
Compensator Tilt Cylinder Passage Tilt Cylinder
Valve

Line Relief and


Makeup Valve

Solenoid Valve

Bridge
Passage

Feeder
Solenoid Valve Passage
From
Auxiliary Spool To Tank Pump

82

When the control handle is moved to the rack back or carry position, pilot oil enters the control
valve and travels through the cross drilled passage to the spring chamber on the right end of the
main spool. This oil pressure overcomes the force of the spring and the spool moves to the left.

Pump supply oil flows around the spool into the feeder passage and then on to the compensator
valve. Some of the oil in the feeder passage flows around the compensator spool. The signal
oil from the TILT spool is compared to the signals from the other valves and the highest signal
controls the pump. The oil also flows past the compensator valve into both bridge passages. In
one bridge passage the oil is blocked by the spool and in the other bridge passage the oil flows
around the spool and out the port in the valve to the head end of the TILT cylinder. Oil from
the rod end of the cylinder returns to tank through the control valve port.

The tilt circuit has relief valves that protect both the rod end and head end circuits.
SERV1854 - 111 - Text Reference
03/08

Pump PRESSURE COMPENSATORS


Control Valve

Signal Relief Valve, Margin Relief Valve, and LS Flow Regulator

Signal
Passage Compensator

Check
Valve

Passage
Bridge
Passage
Feeder
Passage

Control
Spool
From Pump From Pump From Pump

VALVE A VALVE B VALVE C

83

Three compensators with different working pressures are shown in this illustration. The
pressure compensator valve for valve "A" is in HOLD. The duplicated signal pressure from the
circuit with the highest workport pressure keeps the pressure compensator valve closed.

The signal pressure from the circuit with the highest workport pressure regulates the flow
through all activated control valves.

When a single hydraulic circuit is activated as shown for valve "C" the control spool is shifted
and the pump supply oil enters the feeder passage below the pressure compensator valve.
Pressure increases and the pressure compensator valve moves up. When the valve moves up,
oil in the center passage in the pressure compensator flows through the cross-drilled passage in
the compensator to the load sensing chamber above the compensator.

Supply oil enters the load sensing line and becomes signal oil to the pump controls and also
flows to the signal relief valve.
SERV1854 - 112 - Text Reference
03/08

The signal oil flows to the flow compensator spool in the pump control valve. The pump
control valve reacts to the change in flow demand and the pump UPSTROKES to increase
flow. The increased flow increases the pressure in the feeder passage below the pressure
compensator. (operation of the pump controls is explained later in this presentation)
When the supply pressure in the feeder passage increases to more than the circuit pressure, the
load check valve (previously shown) opens and pump flow goes past the load check valve and
to the circuit.
The signal oil on the top of the pressure compensator valve works against the forces working
below the pressure compensator. When the forces are in balance, the supply oil is metered to
the work port. The signal oil pressure, when the pressure compensator is balanced, is equal to
the oil pressure in the feeder passage. The signal oil pressure is directed to the load sensing
chamber of all of the compensator valves.
With more than one circuit activated at the same time, the highest circuit pressure is directed
through the slots in the compensators to the chamber at the top of all pressure compensators
valves.
With the same circuit pressure working on all pressure compensators, the pressure differential
across all shifted control spools is the same, as shown in the illustration for the pressure
compensator for valve "C" and for valve "B." The pressure differential across the control
spools will be the same value whether the pump can meet the flow demand for all activated
circuits or not.
For example, if the margin pressure is 2100 kPa (300 psi) the pressure differential between the
pump supply passage and the feeder passage will be approximately 2100 kPa (300 psi) for a
given circuit pressure.
When the pump cannot meet the flow needs of all activated circuits, the pressure compensators
will move down to proportion the pump flow in relation to the amount of control spool travel
for each circuit. The pressure differential will be less than shown in the example, but the
pressure differential will be the same for all spools.
Valve "B" pressure compensator shows what occurs when an additional circuit is activated with
a lower circuit pressure than the first activated valve.
The load sensing signal from valve "C" pressure compensator is directed to the top of the valve
"B" pressure compensator valve with the low circuit pressure. When the control spool is
moved, pressure oil in the feeder passage moves the pressure compensator valve up. The
pressure compensator valve does not move up enough to open the load sensing signal line to
feeder passage pressure oil due to the higher forces working above the pressure compensator
spool.
The pressure compensator valve will respond to changes in the circuit pressure by opening and
closing off the passage between the feeder passage to the cylinder to maintain a constant flow
rate for a given control spool displacement. As the compensator opens and closes, the pressure
differential across the compensator will vary in order to maintain the constant flow rate.
SERV1854 - 113 - Text Reference
03/08

The lift circuit has a line relief valve and a makeup valve. The relief valve makes sure the
pressure in the lift cylinders does not exceed a preset limit. The makeup valve is located in the
LOWER side of the valve making sure the cylinders do not cavitate when the blade is lowered.

When the operator releases the control lever, the flow of pilot oil to the valve is blocked. The
pilot oil that was in the spring chamber is drained to tank and the centering spring moves the
control valve spool back to the HOLD position. The check valves also close and along with the
valve spool they block the hydraulic oil in the lines.
SERV1854 - 114 - Text Reference
03/08

MP BUCKET CONTROL VALVE Lock Valve


Retainer
HOLD

Compensator MP Bucket Signal MP Bucket


Valve Head End Passage Rod End
Check
Valve Vane
Line Relief and Actuator
Makeup Valve Pin

Solenoid Valve

Solenoid Valve Load


Control Spool To Tank From
Check Pump

84

The MP bucket circuit operates similar to the tilt circuit, except for the lock valve.

The MP bucket circuit requires combination line relief and makeup valves for the workports.

The mechanically operated lock valve prevents implement drift whenever the control spool is in
HOLD.

When the control spool valve is shifted to the right, the pin is pushed up by the control spool to
unseat the lock valve to allow rod end oil to return to the tank.

NOTE: The lock valve must be removed before the control spool can be removed from
the valve body. Failure to do so will result in the bending of the actuator pin on the
lock valve. If this happens, the actuator pin will have to be replaced. The actuator pin
replacement kit contains four different lengths of pins. Installing too short of a pin may
result in poor performance of the MP bucket circuit.
SERV1854 - 115 - Text Reference
03/08

MP BUCKET CONTROL VALVE


CLOSE
Compensator MP Bucket Signal MP Bucket Lock
Valve Rod End Passage Head End Valve

Line Relief and


Makeup Valve

Solenoid Valve

Solenoid Valve Load


Control Spool To Tank From
Check Pump

85

When the thumbwheel for the multi-purpose bucket is moved to the CLOSE position pilot oil
enters the control valve and goes through the cross drilled passage to the spring chamber on the
right end of the spool. When the pressure builds high enough to overcome spring tension the
spool shifts to the left. Oil in the pump supply passage enters the feeder passage and moves the
pressure compensator up. Some of the flow goes past the pressure compensator creating a
signal pressure that is compared to the other signal pressures. The highest signal pressure is
sent to the pump to control pump discharge flow.

Oil also passes the pressure compensator and enters both bridge passages. The flow is blocked
in one bridge passage by the load check valve, but can flow past the spool in the other bridge
passage. This flow then pushes up on the lock valve vanes which causes the lock valve to
open, sending flow to the MP bucket cylinder head end through the port in the control valve.
Oil from the rod end of the cylinder returns to the tank by entering the control valve and then
goes into the return passage.

The MP bucket circuit has two relief valves in the circuit to protect each end of the cylinder
from pressure shocks.
SERV1854 - 116 - Text Reference
03/08

RIPPER CONTROL VALVE


HOLD
Anti-drift Head End Signal Rod End
Valve Compensator
Passage
Valve

Line Relief and


Makeup Valve

Solenoid Valve

Solenoid Valve
Control Spool From Load
To Tank Pump Check

86

The ripper circuit operates the same as the tilt circuit. The three ripper valve positions are:
HOLD, RIPPER UP, and RIPPER DOWN.

The ripper circuit requires a line relief and makeup valve for the rod end of the ripper cylinder.
A manual lowering valve is provided for the head end of the cylinder.

The mechanically operated anti-drift or lock valve prevents ripper drift whenever the control
spool is in HOLD.

When the control spool valve is shifted to the left to the lowering position, the pin is pushed up
by the control spool to unseat the lock valve to allow head end oil to return to the tank.
SERV1854 - 117 - Text Reference
03/08

The pressure compensator maintains a controlled pressure differential across the spool to
control flow to the circuit. If more than one circuit is used, the circuit with the highest
workport pressure is used to regulate the flow through each control valve.

The pressure compensator acts as a resolver to compare the different circuit workport pressures
and to send a signal pressure equal to the highest circuit pressure back to the pump.

As shown in HOLD, another circuit has been activated and the load sensing signal above the
pressure compensator moves the pressure compensator valve down.

The pressure compensator valve sends some of the supply oil acting below the pressure
compensator valve having the highest circuit pressure through the signal passage into the signal
network to become signal oil. The signal network consists of all of the pressure compensators,
internal passages, and signal lines. This signal is sent to the pump control valve and to all of
the other pressure compensator valves.

NOTE: The ISO schematics only show a single load check valve when there are two.
ISOs are used to show functionality. The single load check valve does this.

All of the valves are controlled by two solenoid valves. When an implement is activated the
control sends a signal to the Machine ECM to request a function. The Machine ECM sends a
corresponding signal to the solenoid valves, which direct oil to activate the circuit.
SERV1854 - 118 - Text Reference
03/08

RIPPER CONTROL VALVE


LOWER
Lock Head End Signal Rod End
Valve Compensator
Passage
Valve

Line Relief and


Makeup Valve

Solenoid Valve

Solenoid Valve
Control Spool From Load
To Tank Pump Check

87

The ripper circuit is similar to the multipurpose bucket circuit, but the ripper circuit has an anti-
drift valve in the head end of the circuit.
SERV1854 - 119 - Text Reference
03/08

Left
Park Brake

Travel
Pressure
Sensor Oil Cooler
Return Manifold

Left
Drive Charge
Motor Filter

G Y Implement
Pilot Supply
Charge
Filter F/N/R F/N/R
Valve MB Valve
MB

Demand Fan Manifold

Left Drive Pump Right Drive Pump Engine


Reversing
Option

Demand
Fan Implement X1 X2 X1 MA
Pump MA

Right Implement Case Drain


Drive
Implement
Motor Implement Return
Pilot Drain

Tank

963D POWER TRAIN HYSTAT SYSTEM


Right Park Brake
AND DEMAND FAN SYSTEM

88

963D HYDROSTATIC DRIVE SYSTEM

The main difference between the two hystat systems, besides the size of the pumps and the
motors, is the relationship between the pumps and the drive motors.

On the 953D the drive pump, closest to the engine, supplies oil to the left drive motor. The rear
or right drive pump, supplies oil to the right drive motor.

On the 963D the front pump, closest to the engine, is the right drive pump and the rear pump is
the left drive pump.
SERV1854 - 120 - Text Reference
03/08

6
6

5 2 7
7 3
4

89

963D Hystat Pump Groups

This illustration shows the two power train drive pumps. The right drive pump is nearest the
flywheel housing, and the left drive pump is in the center ahead of the implement pump.
Components and service points shown include:
- right hystat drive pump group (1)
- left hystat drive pump group (2)
- right F/N/R control valves with PWM solenoids (3)
- left F/N/R control valves with PWM solenoids (4)
- crossover relief valves (5)
- charge relief valves (6)
- pump actuator pistons (7)
- return manifold (8)
SERV1854 - 121 - Text Reference
03/08

The individual components of the front pump group are the same as the components of the rear
pump group.

The FORWARD-NEUTRAL-REVERSE (F/N/R) valve is comprised of two proportional


solenoids called the pump displacement control solenoids. The pump displacement control
solenoids are controlled by the Machine ECM. The solenoids control the pilot oil (charge oil) in
the pump actuators which determine the direction the pump will upstroke. This determines
which direction the machine will move.

The combination crossover relief and makeup valves protect the drive loop from pressure spikes
caused by external forces. The makeup valves allow charge oil to replace oil lost from the
closed loop due to leakage and flushing. Flushing will be discussed later.

The charge relief valve limits the maximum pressure in the charge pump circuit.
SERV1854 - 122 - Text Reference
03/08

Left Drive
Motor
Park Brake Solenoid Cooler Bypass
Fan Motor
Case Drain
963D HYSTAT PUMPS Override Solenoid Oil
Cooler
NEUTRAL Park Brake
Return Manifold
Actuators

Fan Motor Outlet

G
Charge Implement
F/N/R Valve
Filter Pilot Supply
Charge F/N/R
Filter R F Check Valve F R
Valve
MB MB
Crossover
Relief and Right Motor
Makeup Actuator FWD
Valve

Engine

Charge
Relief
Right Motor
Valve REV
X2 X1 Right Drive Pump
X2 X1 MA
MA
REV Left Drive Motor Right Drive
Left Drive Pump FWD Left Drive Motor Motor

90

Each pump group consists of the following components:

A variable displacement, over-center, piston pump provides flow to drive a bi-directional,


variable displacement piston motor.

The charge pump fills the system at start-up and provides makeup oil. Oil is directed by the
charge pump through the filter group. The charge pump also provides the source for pilot
pressure to control the pump and motor. The rear charge pump circuit is also used to release the
parking brake.

The combination crossover relief and makeup valves will open to protect the system by either
maintaining a minimum pressure or reducing pressure spikes in the drive loop. At machine start-
up, the valves open to direct oil to both sides of the pump and motor.

The charge relief valve limits the maximum charge pressure. As pressure in the charge circuit
increases, the charge relief valve opens to maintain the charge pressure.
SERV1854 - 123 - Text Reference
03/08

The FORWARD/NEUTRAL/REVERSE (F/N/R) valve consists of a spool and two proportional


solenoids. When one of the solenoids is energized by the Machine ECM, the spool is shifted
and sends pilot oil to the pump actuator to provide flow for the direction selected.

The charge circuits fill the system at start-up and provides makeup oil. Oil is directed by the
charge pumps through the filter groups. The charge pumps also provide the source for pilot
pressure to control the pump and motor.

A portion of the oil flow from the fan pump outlet is used as charge circuit oil for the front drive
pump and as brake release oil for the parking brake. Additionally, the fan pump oil is used for
the hystat pump control valve pilot oil.

The check valve in the charge circuit between the left drive pump and the return manifold
prevents an intermittent dip in charge oil flow, which could cause the brakes to engage
unexpectedly.

The return manifold also contains the hydraulic oil cooler by-pass valves.

The charge relief valves limit the maximum charge pressures in each drive pump circuit. As
pressure in the charge circuits increase, the charge relief valves open to maintain the charge
pressure.
SERV1854 - 124 - Text Reference
03/08

963D HYSTAT MOTOR


NEUTRAL
Return
Manifold
Right Hystat
Flushing Pump
Relief Valve
Right
Drive
Flushing Motor
Valve

FWD REV

Left
Drive Motor

Actuator
Speed Max
Sensor

Right Park Brake Motor Displacement


Control Valve
Park Brake Solenoid

91

Each motor group consists of the following components:

A bi-directional variable displacement, bent-axis piston motor and actuator convert hydraulic
power into mechanical power. The mechanical power is used to turn the tracks of the machine.
The motor actuator piston controls the motor displacement by changing the angle of the rotating
group relative to its output shaft.

The longer the stroke or displacement, the higher the torque and the lower the speed. The
shorter the stroke, the lower the torque and the higher the speed.

The proportional motor displacement control solenoid is energized by the Machine ECM to
control the speed of the machine. Depending on the amount of current supplied to the solenoid
from the Machine ECM, the motor displacement control solenoid will move a given amount to
increase or decrease the displacement of the motor to vary the machine speed.

A flushing valve maintains minimum drive loop pressure as it drains some oil from the low
pressure side of the drive loop to case drain. This action purges heat and any contamination
from the drive loop.
SERV1854 - 125 - Text Reference
03/08

Left
Park Brake
1 F792-WH Park Brake Solenoid Cooler Bypass
2 H802-GY Oil Cooler
Travel
A958-WH 1
Pressure Speed J766-PU 2 Override Solenoid
Sensor Sensor G730-PK 1
H803-BU 2
Return Manifold
850-PU 1
H801-PU 2
849-YL 1
H801-PU 2

Left
REV FWD Drive
Motor Charge G F/N/R Y
Valve Charge Implement
Filter Filter Pilot Supply
F/N/R
J2
R F F R Valve G730-PK 3 Hystat Override Sol
A958-WH 6 Park Brake Sol
MB J766-PU 8 Pk Brk/Start Rel Ret
MB
1
2 J1
843-WH 48 Left Pump Fwd Sol
1 844-GN 49 Left Pump Rev Sol
FWD 2 H801-PU 50 PWM Driver Ret 1-4
850-PU 51 Right Pump Fwd Sol
849-YL 52 Right Pump Rev Sol
Motor H803-BU 55 PWM Driver Ret 9-12
F792-WH 58 Left Motor Sol
F791-BU 59 Right Motor Sol
Engine H802-GY 60 PWM Driver Ret 5-8
1
2

Demand Makeup Flow Control


Valve REV
Fan Valve X2 X1 MA

FWD
X1

REV
MA
Fan Direction Reversing Solenoid Implement
Valve Valve Pump
Left Drive Pump Right Drive Pump

Right
FWD REV Drive
Motor

Implement Case Drain


Implement
Pilot Drain Implement Return 963D POWER TRAIN HYSTAT SYSTEM
Speed PARK BRAKE ON
Sensor
Tank
Right Park Brake

92

963D Hystat Drive System Operation

The drive system is controlled by the Machine ECM. By monitoring various inputs, the
Machine ECM controls the outputs to make the machine operate in the desired parameters.

The inputs to the Machine ECM are as follows: the engine speed, the park brake switch, the key
start switch, the speed selector buttons, the speed and direction control lever, the steering pedals,
the service brake pedal, the right motor speed sensor, and the left motor speed sensor, (some of
these inputs are not shown).

The Machine ECM uses the inputs to send the proper outputs to the controls. The output
information from the Machine ECM are as follows: the pump displacement control solenoids
(F/N/R valves), the motor displacement control solenoids, the park brake solenoid, and the
override solenoid. An output not shown is the back-up alarm.

With the parking brake on, pilot oil is blocked to the brake pistons. The parking brake piston
springs apply the parking brake and prevent the motors from turning.
SERV1854 - 126 - Text Reference
03/08

With the parking brake on, the hystat override solenoid is de-energized. Pilot oil to the pump
F/N/R valves is drained to the tank. The hystat override solenoid will also de-energize if the
Machine ECM detects a fault in the system. When certain faults occur the machine will not
move.

Pilot oil opens the crossover line relief and makeup valves in the pumps and charges the hystat
system.

When the parking brake is off, the hystat override solenoid is energized. Pilot oil flows to the
F/N/R valves. When the direction and control lever is moved, the Machine ECM will signal one
of the solenoids on the F/N/R valve to shift to direct oil to the hystat pump actuator to upstroke
the pump. The machine will move in the direction selected.
SERV1854 - 127 - Text Reference
03/08

Left
Park Brake Oil Cooler
1 F792-WH Park Brake Solenoid Cooler Bypass
2 H802-GY

Travel A958-WH 1
Pressure Speed J766-PU 2 Override Solenoid
Sensor Sensor G730-PK 1
H803-BU 2 Return Manifold
850-PU 1
H801-PU 2
849-YL 1
H801-PU 2

Left
REV FWD Drive
Motor F/N/R
Charge G Y Charge Implement
Valve
Filter Filter Pilot Supply
F/N/R
J2
R F F R Valve G730-PK 3 Hystat Override Sol
A958-WH 6 Park Brake Sol
MB MB J766-PU 8 Pk Brk/Start Rel Ret
1
2 J1
843-WH 48 Left Pump Fwd Sol
1 844-GN 49 Left Pump Rev Sol
FWD 2 H801-PU 50 Pwm Driver Ret 1-4
850-PU 51 Right Pump Fwd Sol
849-YL 52 Right Pump Rev Sol
H803-BU 55 Pwm Driver Ret 9-12
F792-WH 58 Left Motor Sol
F791-BU 59 Right Motor Sol
Engine H802-GY 60 PWM Driver Ret 5-8
1
2

Demand REV
Fan X1 X2 X1 MA

FWD
REV
MA
Implement
Pump Left Drive Pump Right Drive Pump

Right
FWD REV Drive
Motor

Implement Case Drain

Implement
Implement Return
963D POWER TRAIN HYSTAT SYSTEM
Pilot Drain
Speed
FORWARD SLOW
Sensor
Tank
Right Park Brake

93

For STRAIGHT TRAVEL/FORWARD, the park brake switch is switched to the BRAKE OFF
position. The park brake solenoid is energized and sends charge oil from the right drive pump to
release the park brake in each drive motor. At the same time, the hystat override solenoid is
energized which allows charge oil to flow to the pump F/N/R valves.

The speed and direction lever sends an electrical signal to the Machine ECM. The Machine
ECM then sends out the appropriate electrical signal to the pump displacement control solenoids
in both pumps and the motor displacement control solenoids in both motors. The pump
displacement control solenoids controls the operation of the F/N/R valves on the pumps to
determine the direction of machine travel. The FORWARD and REVERSE direction on the
speed and direction lever selects the desired direction and the proper speed.

Flow from the front pump turns the right motor. Flow from the rear pump turns the left motor.

Pressure in the drive loops increases and the motors turn the final drives.

NOTE: If the speed select switch is in Low Mode, the motors will not destroke.
SERV1854 - 128 - Text Reference
03/08

The motor displacement control solenoid directs drive loop pressure in the motors to the motor
actuator pistons.

The travel pressure sensor (EPOR) senses the drive loop pressure. When drive loop pressure
reaches a specified limit, the the Machine ECM will react to reduce the PWM signal to the
F/N/R valve. This action causes the pump to destroke. When the pump is destroked, machine
speed is reduced. If the machine is in a stall condition, the Machine ECM will upstroke the
motor toward maximum angle.

If the operator moves the speed and direction lever to increase the speed, the Machine ECM first
sends more current to the pump displacement control solenoids, if not already fully upstroked,
and then to the motor displacement control solenoids to destroke the motors to increase the track
speed.

If the operator moves the speed and direction lever to decrease the speed, the Machine ECM
first sends less current to the motor displacement control solenoids to upstroke the motors, if not
already fully upstroked, and then to the pump displacement control solenoids to destroke the
pumps to decrease track speed.

When in REVERSE, the operation of the pumps and motors is the same as for FORWARD
except the pumps upstroke in the opposite direction.

The actuator pistons move the drive pump swashplates toward maximum angle in the opposite
direction from center. Flow from the front pump turns the right motor. Flow from the rear
pump turns the left motor.

The drive motors are similar on each side of the machine. The only difference is the flow from
the drive pumps is directed through the motors in the REVERSE direction.

The Machine ECM also provides a means to prevent excessive lugging and overspeed. By
measuring the engine speed, track speed, and speed selection by the operator, the Machine ECM
will vary the position of either the pump displacement control solenoids in the pumps or the
motor solenoids in the motors to prevent lugging. Either the pump displacement is decreased or
the motor displacement is increased. This change in displacement maintains the engine speed.

If an overspeed condition exists, the Machine ECM will initially increase the pump
displacement, initially causing the engine speed to decrease. This action results in a higher
pump torque efficiency, producing more machine braking. In this case, the engine and the pump
will absorb more energy which will eventually reduce engine and machine speed.

When turning the machine is desired, one of the steering pedals is depressed. Both tracks are
being driven during a turn. The steering pedal sends an electrical signal to the Machine ECM
and the Machine ECM sends out the appropriate electrical signals to the pump and motor
displacement control solenoids. The further the steering pedal is depressed, the sharper the turn.
SERV1854 - 129 - Text Reference
03/08

During turns, the inside track will slow down while the outside track speed is maintained. If the
hystat joystick is moved to the left turn detent, the left track will stop and the right will drive the
machine for a sharp LEFT TURN. If the transmission control handle (hystat joystick) is moved
to the right turn detent, the right track will stop and the left track will drive the machine for a
sharp RIGHT TURN.

NOTE: The front hystat pump (right side) upstrokes in the opposite direction of the rear pump
(left side) on the 963D.
SERV1854 - 130 - Text Reference
03/08

Left
Park Brake Cooler Bypass Oil Cooler
1 F792-WH Park Brake Solenoid
2 H802-GY

Travel
A958-WH 1
Pressure J766-PU 2
Override Solenoid
Sensor Speed
Sensor G730-PK 1 Return Manifold
H803-BU 2

850-PU 1
H801-PU 2
849-YL 1
H801-PU 2

Left
REV FWD Drive
Motor F/N/R Y
Charge G Charge Implement
Valve
Filter Filter Pilot Supply
F/N/R
J2
R F F R Valve G730-PK 3 Hystat Override Sol
A958-WH 6 Park Brake Sol
MB MB J766-PU 8 Pk Brk/Start Rel Ret
1
2 J1
843-WH 48 Left Pump Fwd Sol
1 844-GN 49 Left Pump Rev Sol
FWD 2 H801-PU 50 PWM Driver Ret 1-4
850-PU 51 Right Pump Fwd Sol
849-YL 52 Right Pump Rev Sol
H803-BU 55 PWM Driver Ret 9-12
F792-WH 58 Left Motor Sol
F791-BU 59 Right Motor Sol
Engine H802-GY 60 PWM Driver Ret 5-8
1
2

Demand
REV
Fan X1 MA

FWD
X1

REV
X2
MA

Left Drive Pump Right Drive Pump

Right
FWD REV Drive
Motor

Implement Case Drain


Implement 963D POWER TRAIN HYSTAT SYSTEM
Implement Return
Pilot Drain COUNTER ROTATE LEFT
Speed
Sensor
Tank
Right Park Brake

94

When the speed and direction lever is in forward or reverse position and one of the steering
pedals is depressed past the detent, the machine will COUNTER ROTATE.

If a steering pedal is depressed past the detent, the pedal sends an electrical signal to the
Machine ECM and the Machine ECM sends the appropriate electrical signals to the pump
displacement control solenoids and motor displacement control solenoids. The inside track will
reverse direction and the machine will pivot on its center axis. Both tracks will turn at the same
speed but in opposite directions.
SERV1854 - 131 - Text Reference
03/08

963D IMPLEMENT HYDRAULIC SYSTEM


Lift Cylinders Tilt Cylinder MP-Bucket Cylinders Ripper Cylinders

Charge
Pump
Manual Lower
Valve

Inlet Lift Control Tilt Control MP Bucket Ripper Outlet


Valve Valve Control Valve Control Valve

Machine ECM
Pump Control
Valve
Joystick
Tank
Implement
Pump

95

963D ELECTRO-HYDRAULIC IMPLEMENT SYSTEM

The major implement hydraulic components can be identified in this illustration.

The Priority Proportional, Pressure Compensated implement hydraulic system is similar to the
PPPC hydraulic systems used on other Caterpillar products.

All of the circuits are controlled by PWM solenoid valves.


SERV1854 - 132 - Text Reference
03/08

5 3

1
4

96

963D Implement Pump

Components shown include the:

- variable displacement implement pump (1)

- pump control valve (2)

- implement pump suction line (3)

- implement pump supply line (4)

- fan pump (5)

The implement pump control valve receives an implement load signal from the implement valve
signal network, which is sensed at the pump control valve. The pump control valve controls the
pump displacement.

Fan speed is controlled by a PWM solenoid in the fan control manifold or reversing fan
manifold.
SERV1854 - 133 - Text Reference
03/08

2
1

3
4

97

On the 963D, the hydraulic oil tank is mounted in the front of the machine (1). An oil level sight
gauge (not shown) is mounted to the left hand side of the tank and is visible while standing at
the left front side of the machine.

The hydraulic oil temperature sensor (not shown) is mounted at the rear of the tank.

Mounted to the rear of the tank is the implement hydraulic control valve group (2).

To the right of the control valve group is the accumulator for the pilot system (3).

The implement pump (4) can also be seen.


SERV1854 - 134 - Text Reference
03/08

963D IMPLEMENT HYDRAULIC SCHEMATICS


HOLD
Accumulator Lift Cylinders Tilt Cylinder MP Bucket Cylinders Ripper Cylinders
Lower Dump Open Raise
Manual Lower Relief
Charge Raise Valve Rackback Lower
Valve Close
Pump

Implement Two Stage


Lockout Relief Valve
Valve Anti-drift
Valve

EH Pilot
Valve

Signal
Duplication
Valve

Resolver

Signal
Relief Compensator
Valve EH Pilot
Margin
Valve
Relief
Valve

Flow Compensator Machine ECM

Pressure Cutoff Tank

Large Joystick
Actuator
Fan
Pump
Implement
Small Pump
Actuator

98

The above illustration shows the 963D implement hydraulic system with all controls in the
HOLD position. A signal relief valve limits the maximum load sensing pressure for the system.

The main control valve group features a parallel feeder path, closed-center hydraulic system.
The parallel feeder path in the main control valve group allows two or more functions to be
operated at the same time. The control valves use pressure compensating valves and a resolver
network. The resolver network is used to direct the highest workport pressure to the signal
duplication valve.

Each individual control valve have a pressure compensator valve. The pressure compensator
maintains a controlled pressure differential across the spool to control flow to the circuit. If
more than one circuit is activated at a time the pressure from the circuit with the highest
workport pressure is sensed by the signal duplication valve. The signal duplication valve,
duplicates this signal using pump supply oil and sends this new signal to all of the compensator
valves to regulate the flow through each control valve. Part of the pressure compensator valve
acts as a load check valve to prevent implement drift when the individual spool is initially
shifted or whenever the pump supply pressure drops below the circuit pressure.
SERV1854 - 135 - Text Reference
03/08

The oil pressure in each bridge passage of each activated circuit is directed to a resolver. The
resolver is used to compare the workport pressure between two control valves. The resolvers
are part of the signal network. The signal network then sends the highest load signal to the
signal duplication valve.

NOTE: The ripper circuit does not have a ball in the resolver. This feature prevents the
signal pressure from being trapped when the control valve is returned to HOLD.

The signal duplication valve senses the load pressure and converts some of the pump supply oil
to a load signal pressure, which is sent through an orifice to the pump control valve, to the signal
limiter valve, and also to the spring chamber of all of the pressure compensators. The pump
supply oil is used to create the signal to prevent drifting of the load when the signal relief valve
opens.

Flow through the orifice between the signal duplication valve and the signal relief valve (when
it is activated) creates a pressure drop that is approximately the same as the margin pressure.
The maximum load signal is limited by the signal relief valve. The signal relief valve works
with the margin spring in the pump control valve to control the maximum system pressure.

NOTE: Without a signal relief valve in a PPPC system, if a single circuit is stalled, no
other circuit would work due to the pressure compensators in the individual control
valves sensing the same high pressure signal. System pressure and the signal pressure
would be the same. With the signal relief there will always be a difference in the load
signal and the supply pressure.

Depending on the circuit needs, the individual control valves may be equipped with line relief
valves, makeup valves, or pilot operated lock (load check) valves. The lock valves are used to
reduce cylinder drift when the respective circuit is in HOLD.

The pressure reducing valve is used to provide pilot oil for the pilot circuit. The valve also
limits or controls the maximum pilot pressure.

The implement lockout or pilot shutoff valve is used to direct or block pilot oil to the pilot
control valves or the solenoid valves. When the valve is shifted to the blocked position, the
valve drains the pilot oil in the passage to the pilot control valves or the solenoid valves to the
tank. This action will prevent inadvertent movement of the implements in this position.

A pressure reducing valve creates pilot supply oil. This oil is sensed at all of the PWM
solenoids. When a solenoid is energized, pilot oil is directed to shift a control spool. The pilot
accumulator will permit the implements to be lowered if the engine is stopped and helps to
maintain a constant pilot supply pressure whenever multiple pilot valves are being operated at
the same time.

The margin relief is used to unload the pump flow when one of the control valves is rapidly
shifted for less flow. Standby pressure is typically higher on systems with a margin relief valve
due to the additional flow being relieved to tank.
SERV1854 - 136 - Text Reference
03/08

Large Actuator Piston and


Piston Barrel Assembly Swashplate
Margin Spring Pump Control
Valve

Flow Compensator
Spool

Orifices

Pressure
Cutoff Spool Small Actuator
Bias
Piston
Spring
Signal
Duplication
Valve
IMPLEMENT PUMP GROUP
ENGINE OFF
Signal
Relief LS Signal
Valve Main Control
Valve Group

99

When the engine is OFF, no signal pressure is sent to the pump control valve. The margin spring
holds the flow compensator spool down.

Any pressure behind the large actuator piston goes to case drain across the flow compensator
spool. With no pressure behind the actuator piston, the bias spring in the pump holds the
swashplate at maximum angle.
SERV1854 - 137 - Text Reference
03/08

Large Actuator Piston and


Piston Barrel Assembly Swashplate

Margin Spring
Pump Control
Valve
Flow Compensator
Spool

Orifices

Pressure
Cutoff Spool
Bias Small Actuator
Spring Piston
Signal
Duplication
Valve
IMPLEMENT PUMP GROUP
LOW PRESSURE STANDBY
Signal
Relief LS Signal Main Control
Valve
Valve Group

100

When the engine is started, oil is drawn into the piston bore from the pump inlet. As the pistons
and barrel assembly rotate, the oil is forced from the pump outlet into the hydraulic system.

The hydraulic system pressure begins to increase because the flow is blocked at the main control
valve group. The increased pressure is felt below the flow compensator spool. The flow
compensator spool moves up against the margin spring and permits some system output oil to
fill the chamber behind the large actuator piston.

The pressure behind the large actuator piston increases, overcomes the force of the bias spring
and small actuator piston, and moves the swashplate toward angle. When the passage in the
large actuator opens to the pump case, the large actuator piston travel stops.

At this minimum angle, the pump produces enough flow to compensate for system leakage and
maintain sufficient pressure to provide instantaneous response when a control lever is activated.
With no flow demand from a circuit, no signal pressure is generated. The pump output pressure
overcomes the margin spring value. This condition is called "LOW PRESSURE STANDBY."
SERV1854 - 138 - Text Reference
03/08

In this system, LOW PRESSURE STANDBY is higher than margin pressure. This
characteristic is due to a higher back pressure created by the oil which is blocked in the
hydraulic system. During LOW PRESSURE STANDBY, the pump output oil pushes the flow
compensator spool farther up to compress the margin spring more. More supply oil now goes to
the actuator piston and slightly destrokes the pump.

Since the signal duplication valve can not fully close off when there is no load signal from the
implements, a very low pressure is sensed at the flow compensator spool resulting in a slightly
higher standby pressure.

NOTE: Depending on the adjustments made to the flow compensator spool and the
amount of pump leakage, low pressure standby and margin pressure can be equal.
Margin pressure can never be higher than low pressure standby.
SERV1854 - 139 - Text Reference
03/08

Large Actuator Piston and


Piston Barrel Assembly Swashplate
Margin Spring
Pump Control
Valve
Flow Compensator
Spool

Orifices

Pressure
Cutoff Spool
Bias Small Actuator
Spring Piston
Signal
Duplication
Valve

IMPLEMENT PUMP GROUP


Signal UPSTROKE
Relief LS Signal Main Control
Valve
Valve Group

101

The following conditions can result in UPSTROKING the pump:

- a circuit is activated when the system is at LOW PRESSURE STANDBY;

- an additional circuit is activated;

- a control lever is moved for additional flow; or

- an increase in load sensing pressure.

When circuit is activated from LOW PRESSURE STANDBY, the duplicated signal pressure
from the signal duplication valve plus the margin spring force above the flow compensator spool
becomes greater than the pump output pressure below the spool.
The greater force (margin spring plus signal pressure) moves the spool down, blocking the flow
of oil to the actuator piston. The oil behind the large actuator piston is vented to case drain
across the flow compensator spool.
SERV1854 - 140 - Text Reference
03/08

The pressure behind the large actuator piston is reduced or eliminated which allows the bias
spring and small actuator to move the swashplate to an increased angle. The pump will now
produce more flow. This condition is called "UPSTROKING."

The signal does not have to increase for the pump to upstroke. An increase in flow demand is
what causes the pump to upstroke. If the pump output pressure below the spool becomes less
than the signal pressure and margin spring force above the spool due to activation of another
circuit or reduced engine rpm, the pump will also UPSTROKE.
SERV1854 - 141 - Text Reference
03/08

Large Actuator Piston and


Piston Barrel Assembly Swashplate

Margin Spring Pump Control


Valve
Flow Compensator
Spool

Orifices

Pressure
Cutoff Spool
Bias Small Actuator
Spring Piston
Signal
Duplication
Valve

IMPLEMENT PUMP GROUP


Signal CONSTANT FLOW
Relief LS Signal
Valve Main Control
Valve Group

102

The pump control valve contains two spools. The flow compensator spool regulates output flow
of the pump to keep the pump supply pressure at a fixed value above the signal pressure. The
difference between the supply pressure and signal pressure is called "margin pressure." The
pressure cutoff spool limits the maximum system pressure and serves as a back-up relief valve
for PPPC hydraulic systems. The signal relief valve and margin spring control the maximum
system pressure in most instances.

The pump is designed to maintain flow. Whenever the forces above and below the margin spool
are not balanced due to changes in the flow demand, the pump will upstroke or destroke to meet
the flow demand.

When the pump supply pressure equals the sum of the signal pressure plus the margin spring
value, the flow compensator spool moves to a metering position to control oil to and from the
large actuator. This action stabilizes the system. The swashplate is held at a relatively constant
angle to maintain the required flow. This state is called "CONSTANT FLOW."

The pump control valve has stability orifices in the passage to the actuator piston. The orifices
are used to regulate the response rate of the actuator piston by creating a constant leakage path to
drain.
SERV1854 - 142 - Text Reference
03/08

As discussed previously, additional valves are also used that affect the pump operation.

- A signal relief valve limits the maximum load sensing pressure for the system.

- The signal duplication valve is a shock absorber. The valve uses the highest work port
pressure to create a stabilized load sensing signal pressure. The stabilized load signal
pressure is directed to the signal limiter valve, to the flow compensator in the pump, and
to the tops of the pressure compensator spools in each of the main control valve sections.
SERV1854 - 143 - Text Reference
03/08

Large Actuator Piston and Swashplate


Margin Spring Piston Barrel Assembly
Pump Control
Valve
Flow Compensator
Spool

Orifices

Pressure
Cutoff Spool
Bias Small Actuator
Spring Piston
Signal
Duplication
Valve

IMPLEMENT PUMP GROUP


Signal DESTROKE
Relief LS Signal
Valve Main Control
Valve Group

103

The following conditions can result in destroking the pump:

- all the control levers are moved to the HOLD position and the pump returns to LOW
PRESSURE STANDBY;

- a control lever is moved to reduce flow;

- an additional circuit is deactivated; or

- a decrease in load sensing signal pressure.

When less flow is needed, the pump destrokes. The pump destrokes when the force below the
flow compensator spool becomes greater than the force above the spool. The flow compensator
spool moves up and allows more output pressure oil to the actuator piston.

Pressure behind the actuator piston increases. The increased pressure overcomes the force of the
bias spring and small actuator to move the swashplate to a reduced angle.

The margin relief valve opens to unload the pump supply pressure quickly.
SERV1854 - 144 - Text Reference
03/08

When the new pump output pressure matches the force below the flow compensator spool, the
spool returns to a metering position. The margin relief valve closes.

The pump again maintains a constant flow.

The duplicated signal pressure does not have to decrease for the pump to destroke.
SERV1854 - 145 - Text Reference
03/08

Large Actuator Piston and


Piston Barrel Assembly Swashplate
Margin Spring Pump Control
Valve
Flow Compensator
Spool

Orifices

Pressure
Cutoff Spool
Bias Small Actuator
Spring Piston
Signal
Duplication
Valve

IMPLEMENT PUMP GROUP


Signal HIGH PRESSURE STALL
Relief LS Signal
Valve Main Control
Valve Group

104

The signal relief valve limits the maximum duplicated signal pressure. The signal relief valve
works with the margin spring to control the maximum system pressure.

The pressure cutoff serves as a back-up to the signal relief and margin spring. The pressure
cutoff is set above the combined spring settings of the signal limiter and the margin spring.

When a circuit is stalled, the signal relief valve opens to limit the maximum system pressure.

Initially, the combined forces of the signal pressure and margin spring are less than pump output
pressure. The supply pressure moves the flow compensator spool up to destroke the pump.
Once the pump destrokes to provide very little flow at a high pressure, the flow compensator
spool moves to a metering position to maintain the desired minimum flow rate. In the metering
position the margin spring and the signal relief equal the pump output pressure.

If a second circuit is activated while another circuit is stalled, the pump will upstroke to meet the
new flow requirements.
SERV1854 - 146 - Text Reference
03/08

5 3 2
4 1
5

105

963D Implement Control Valve Group


Components of the 963D implement control valve group include the:
- inlet manifold (1)
- loader arm lift control valve (2)
- bucket tilt control valve (3)
- MP bucket control valve (4)
- ripper control valve (5)
- outlet manifold (6)
- implement lockout or pilot shut off solenoid (7)
- line relief valve (8)
- margin relief valve (9)
SERV1854 - 147 - Text Reference
03/08

Line relief valves are installed in all other workports except the head end workport of the lift
control valve.

The implement pilot shut off solenoid is controlled by the Machine ECM via a switch in the cab.
When the valve is de-energized pilot oil is blocked from flowing to the PWM solenoids.
Inadvertent movement of the implements is prevented.
SERV1854 - 148 - Text Reference
03/08

963D LIFT CONTROL VALVE Signal Duplication Valve


HOLD
Previous Resolver
Signal
Duplication Valve Pressure
Head Rod Compensator
End End Valve
Line Relief Load Check
Valve Valve
Makeup
Valve

Bridge
Anti-drift Passage
Valve
Control
Feeder
Spool
Passage

Solenoid

Drain Pump Supply Drain


Passage Passage

106

The lift control valve will be used to explain the basic valve operation of all of the implement
control valves. The lift circuit operates the same as the tilt circuit, except for having four
positions: HOLD, RAISE, LOWER, and FLOAT.

In HOLD, the centering springs center the tilt spool in the valve body.

NOTE: A manual lower valve is provided on some of the implement circuits to allow the
implement to be lowered when the engine is not running or there is a problem with the
electronic system.

The pilot operated anti-drift or lock valve prevents implement drift whenever the control spool is
in HOLD.

The pressure setting of each line relief valve is adjustable. A makeup valve is used for the rod
end of the lift cylinders.
SERV1854 - 149 - Text Reference
03/08

963D CONTROL VALVE


LOAD CHECK VALVE OPERATION Signal Duplication Valve
Previous Resolver
Signal
Duplication Valve Rod Head
End End Pressure
Compensator Load Check
Valve Valve
Line Relief
Valve

Bridge
Passage

Feeder
Passage

Solenoid

Pump Supply Control


Spool

107

The above illustration shows the load check valve and the compensator when they are split. This
occurs after machine startup, and when the operator moves the joystick partially. The head
pressure of the circuit is greater than the pump pressure in the bridge circuit. The head pressure
will enter between the load check and the compensator causing them to split. The load check
moves down blocking the pump pressure in the bridge passage from entering the circuit. This
prevents unwanted or unexpected movement of the implement by not allowing the circuit
pressure to flow into the pump supply passage.

As soon as pump supply pressure is greater than the circuit pressure, the load check and the
compensator will move back together and function as one unit.
SERV1854 - 150 - Text Reference
03/08

963D LIFT CONTROL VALVE


RAISE Signal Duplication Valve
Previous Resolver
Signal
Duplication Valve Pressure
Head Rod Compensator
End End Valve Load Check
Line Relief
Valve Valve
Makeup
Valve

Anti-drift Bridge
Valve Passage

Piston Feeder
Passage

Solenoid

Pump Supply
Check Control
Valve Spool

108

When the control lever is moved to the RAISE position, pilot oil enters the control valve through
pilot solenoid valve at the lower right of the valve. The pilot oil the travels through a passage to
the spring chamber on the right end of the lift control spool. When the pilot oil pressure
overcomes the centering spring force the valve spool moves to the left. Pump supply oil flows
from the pump supply port to the feeder passage. When the pressure in the feeder passage
increases the pressure compensator valve moves upward. Some of the oil that flows through the
compensator valve raises the pressure in the spring chamber on the top of the pressure
compensator valve. The pressure in the spring chamber is also sensed in the resolver circuit. If
this is the only circuit that is active or is higher than the signal pressure from any other circuit
then it will flow to the pump actuator group in order to control the output from the pump. When
the pressure compensator valve moves up oil also flows into the bridge passages. The spool
blocks the oil in the right bridge passage, but oil in the left feeder passage flows past the anti-
drift valve to the head end of the lift cylinders.

Hydraulic oil flows from the rod end of the bucket lift cylinders back through the control valve
and then to the hydraulic tank.

The lift circuit has a line relief valve to make sure the pressure in the bucket RAISE circuit does
not exceed a preset limit. There is also a makeup valve on the LOWER circuit to make sure the
cylinders do not cavitate when the bucket is lowering.
SERV1854 - 151 - Text Reference
03/08

The pressure compensator maintains a controlled pressure differential across the spool to control
flow to the circuit. If more than one circuit is used at a time, the circuit with the highest
workport pressure is used by the signal duplication valve to create a load signal, which is sent to
the pump controls and to all pressure compensator valves. This signal is used to regulate the
flow through each control valve.

The load check portion of the pressure compensator prevents implement drift when actuating a
function which initially has circuit pressure higher than the system pressure. The load check
valve enables the pressure compensator valve to close. This action is accomplished by
connecting the pressure in the bridge passage to the area between the load check valve and the
pressure compensator when the control spool is initially shifted.

Oil in the bridge passage with the highest workport pressure flows from the bridge passage into
the signal network. The signal network consists of resolver valves, internal passages, and signal
lines. The highest workport pressure is directed through the signal network to the signal
duplication valve.

The signal duplication valve uses supply oil to create a load signal for the main control valve
group. The pressure compensator valves receive a load signal from the signal duplication valve
to proportionally control the oil flow in each control valve.

The internal passage inside the control spools allows the oil in the bridge passage to drain to
tank in HOLD.

NOTE: Typically the springs used with the compensators in a PPPC system are weak
and the springs primary purpose is to push the compensator down against its seat when
the control valves returns to HOLD.

PWM solenoids are used to shift the control spools for the 963D. The solenoid valves may be
on/off or proportional as shown above.

Pilot oil is supplied to the proportional solenoids by the pressure reducing valve in the inlet
manifold. The solenoid valve blocks the pilot oil until a function is activated. At the same time
the solenoid valve will drain the passage to the end of the control spool.
SERV1854 - 152 - Text Reference
03/08

963D LIFT CONTROL VALVE


RAISE Signal Duplication Valve
Previous Resolver
Signal
Duplication Valve Pressure
Head Rod Compensator
End End Valve Load Check
Line Relief
Valve Valve
Makeup
Valve

Anti-drift Bridge
Valve Passage

Piston Feeder
Passage

Solenoid

Pump Supply
Check Control
Valve Spool

109

This picture shows the control valve for TILT in the hold position. The pump supply oil is
blocked by the spool and signal pressure from the circuit is shown above the load check valve.
No signal is present at either control solenoid so the main control spool is held in the centered
position. The TILT control valve is similar to the LIFT control valve except it has a dual setting
relief valve in place of the makeup valve found on the LIFT control valve.
SERV1854 - 153 - Text Reference
03/08

963D TILT CONTROL


DUMP Signal Duplication Valve

Previous Resolver
Signal
Pressure
Duplication Valve
Head Rod Compensator
End End Valve Load Check
Line Relief Valve
Valve

Anti-drift Bridge
Valve Passage

Feeder
Passage

Solenoid

Pump Supply Control


Check
Valve Spool

110

When the control handle is moved for the TILT BACK position pilot oil enters the control valve
through the pilot solenoid and moves the spool to the left. Pump oil flows from the supply port
into the feeder passage. The pressure in the feeder passage increases until the spool opens and
oil flows into the bridge passages.

The oil in the right bridge passage is blocked by the spool, but oil is allowed to flow from the
left bridge passage around the spool. The hydraulic oil flows past the anti-drift valve and
through the outlet port to the head end of the tilt cylinder. The anti-drift valve hydraulically
locks the bucket in the TILT BACK position.

Hydraulic oil flows from the rod end of the bucket tilt cylinder, around the main spool and back
to the hydraulic tank.

The tilt circuit has a relief valve and a dual setting relief valve. The relief valve makes sure the
pressure in the tilt cylinder does not exceed a preset limit. The dual setting relief valve is located
in the DUMP side of the control valve. This relief valve makes sure the pressure in the tilt
cylinder does not exceed a preset limit. During backdragging operations this valve uses pressure
from the rod end of the lift cylinders to increase the valve setting.
SERV1854 - 154 - Text Reference
03/08

963D MP BUCKET CONTROL


Signal Duplication Valve HOLD
Previous Resolver
Signal
Load Check Duplication Valve
Pressure Valve Rod Head
Compensator End End
Valve Line Relief
Valve

Bridge
Passage Anti-drift
Valve

Feeder
Passage

Solenoid

Pump
Drain Control
Supply
Passage Spool

111

The flow through the MP Bucket control valve is the same as with the other control valves. The
supply oil is blocked by the main spool until one of the control solenoids is activated. The MP
Bucket control valve has two relief valves and an anti-drift valve. The relief valves absorb
shocks felt in the system and makes sure the pressure in the MP Bucket cylinders does not
exceed a preset limit.
SERV1854 - 155 - Text Reference
03/08

Signal Duplication Valve 963D MP BUCKET CONTROL


OPEN
Previous Resolver

Signal
Pressure
Head Duplication Valve
Compensator Rod
Load Check Valve End End
Valve
Line Relief
Valve

Bridge Anti-drift
Passage Valve
Pist on
Feeder
Passage

Solenoid

Control Pump Supply Check


Spool Valve

112

When the operator moves the thumb wheel switch to the OPEN position pilot oil enters the
control valve, overcomes the force of the centering spring, and moves the spool to the left.
Pump supply oil flows around the spool and into the feeder passage. The pressure in the feeder
passage increases until the load check spool begins to lift. When the spool lifts the oil flows into
the bridge passages. The oil is blocked on one side by the spool, but can go around the spool,
and out the port to the rod end of the cylinders.

Pilot oil also flows to the anti-drift valve causing it to unlock. Pilot oil pressure moves the
piston the to the left, where it contacts the check ball and moves it to and holds it in the open
position. This allows hydraulic oil from the head end of the cylinders to flow through the port in
the control valve, unseat the check valve portion of the anti-drift valve, and flow around the
control spool back to the hydraulic tank.

When the operator stops rolling the thumbwheel switch the flow of pilot oil to the valve is
blocked. The pilot oil that was in the passage now goes to the tank and the main spool valve
returns to the HOLD position. The spool blocks the oil in the hydraulic lines.
SERV1854 - 156 - Text Reference
03/08

RIPPER CONTROL VALVE


HOLD Signal Duplication Valve

Signal Pressure
Duplication Valve
Head Rod Compensator
End End Valve Load Check
Line Relief Valve
Valve

Bridge
Anti-drift
Passage
Valve

Feeder
Passage

Solenoid

Control Pump Drain


Spool Supply Passage

113

The RIPPER circuit control valve is similar to the MP Bucket control valve except the anti-drift
valve is on the rod end of the control valve instead of on the head end.
SERV1854 - 157 - Text Reference
03/08

963D RIPPER CONTROL


RAISE Signal Duplication Valve

Signal
Duplication Valve Pressure
Rod Head Compensator Load Check
End End Valve Valve
Line Relief
Valve

Anti-drift Bridge
Valve Passage

Feeder
Passage

Solenoid

Check Pump Supply Control


Valve Spool

114

The function of the RIPPER control valve is similar to the other valves. When the operator
wants to raise the ripper oil is directed out of the control valve through the rod end port. Return
oil comes back to the tank through the head end port on the control valve.
SERV1854 - 158 - Text Reference
03/08

115

POSITION SENSING CYLINDERS

The 953D and 963D Track Loaders use new electronic position sensing cylinders (PSC) for the
lift and tilt circuits. A lift cylinder (1) is pictured here along with the sensor harness
connector (2).
Position Sensing Cylinders (PSC's) use a sensor imbedded in the cylinder to determine the
length of the cylinders extension. Whether in extension or retraction, the rod's position is known
at all times. This information is sent to the Machine ECM.
The standard programmable automatic kickouts provide flexibility and productivity for precise
load and dump target heights. Tilt and lift kickouts are set by positioning the bucket or work
tool at the desired position and setting the rocker switch in the cab.
Benefits of position sensing cylinders:

- The operator can set kickout detents at any position to the match the application without
leaving the cab.

- Advanced automatic features such as drop catch and snubbing.

- Sensing of the cylinder end of stroke.

- Prevent unintended motion.

For example, during snubbing the Machine Control ECM monitors the position of the lift arm
and bucket cylinders and controls their deceleration as they reach the end of their lift or dump
travel.
SERV1854 - 159 - Text Reference
03/08

116

This illustration shows the Caterpillar Class 3 Sensor embedded within a clevis mounted
threaded gland cylinder with a nut retained piston. The sensor is mounted inside a counterbore
in the cap. A set screw and hollow lock (w/Loctite applied) engage with a dimple to hold the
sensor in place. A slot in the sensor aligns with a spring pin that is pressed into a hole in the cap
opposite from the set screw (not shown in picture).

An O-ring and nylon back-up ring are set in a groove around the sensor to seal out the high
pressure environment. Wires from the sensor lead through the electrical port hole and into a
grommet that is held in place by a retainer ring pressed into a counterbore in the cap. The wires
terminate in a connector mounted and protected external to the cylinder.

The cylinder rod is gundrilled to allow the sensor to pass within. The end of the rod is machined
to accept the magnet carrier and retainer. The magnet is housed inside the magnet carrier and
held in place by the magnet retainer. The stainless steel carrier allows for a nonferrous
(nonmagnetic) material space around the magnet.
SERV1854 - 160 - Text Reference
03/08

Both the sensor and magnet are fixed in this design. The magneto-restrictive interaction
between the waveguide's induced magnetic field and the magnet's natural field allow a
mechanical twisting of the waveguide. The position of this twist is sensed by the electronics in
the pressure flange.

Characteristics that these new position sensing cylinders have include:


- Absolute Position Measurement
- Continuous Position Feedback
- High update rate
- Closed loop control
- Non-contacting actuation
- Fully integrated into cylinder
- Minimal space growth (Little dead length added)
- Sensor protected by cylinder structure

Magneto-restrictive linear position sensors are capable of providing an absolute


reading. The sensors are able to read and detect presence and movement from the
moment they are turned on. The sensors do not need to be zeroed to an external
reference.

The most important specification for these linear position sensors is the operating distance, the
distance to be measured. Also important are repeatability and accuracy, which is measured as a
percentage of full-scale measurement.

As compared to a Hall effect sensor the magneto-resistive sensor has the following advantages:

- high temperature stability,


- high sensitivity
- easier to integrate into a cylinder

A magneto-resistive position sensor provides a PWM signal to the ECM indicating cylinder
position.

In a magneto-resistive sensor, a pulse is induced in a specially-designed magneto resistive


waveguide by the momentary interaction of two magnetic fields. The magneto-resistive
principle is defined as a change in resistance when a magnetic field is applied perpendicular to
the current flow in a thin strip of ferrous material.
SERV1854 - 161 - Text Reference
03/08

A thin piece of magneto resistive wire (wave guide) is placed inside of a protective tube. The
wave guide transmits the input and output signals. An electronic current (input) pulse from the
sensor electronic assembly creates a magnetic field around the protective tube. The magnetic
field interacts with the position magnet's magnetic field and causes the wave guide to twist.

This twist is the return signal that is sent back to the sensor electronics at a sonic speed along the
wave guide. The position of the moving magnet is precisely determined by measuring the
elapsed time between the launching of the electronic pulse and the arrival of the return signal.

The magneto-resistive sensor measures the angle direction from a magnetic field versus the
strength of a magnetic field and provides a larger tolerance for air gap than a Hall effect sensor.

NOTE: For more information refer to Service Training Meeting Guide "Caterpillar
Machine Electronics Course" SERV1819.
SERV1854 - 162 - Text Reference
03/08

117

To test the in cylinder sensor a Cylinder Position Sensor Test Box (276-2723) and a Fluke Meter
or similar multi-meter are required.

Initial Procedure:
- Plug the sensor test box (276-7273) into the Fluke meter [+ to red, - to black].
- Turn the Fluke meter to DC Voltage setting.
- Hold down the button on side of test box. The reading should be between 7 V to 10 V.

Functionality Testing Procedure:


- Plug the test box harness connector into cylinder sensor connector.
- Turn the Fluke meter to the DC Voltage setting. The value should read between 0.2 and 4
V. A reading of 4 to 6 V would indicate a problem. (If the Fluke meter has a scope output,
the height of the pulse should be about 5 V or 6 V.)
- Press the Hz button to read PWM frequency from the sensor. The value should be
400 – 600 Hz for Class 3 sensors and 100 – 130 Hz for Class 2 sensors.
- Press the Hz button again to read the duty cycle of the sensor. The reading will typically
be between 1% and 50%.

NOTE: For reference, both the signal voltage and duty cycle of the sensor will increase
as you extend the cylinder.
SERV1854 - 163 - Text Reference
03/08

Machine ECM
2
3
Park Brake
Switch Hystat Joystick 953D / 963D STARTING AND CHARGING SYSTEM
Control Base
4 START
Key Start Switch On 1 308 YL 5 709 OR 1 +10V Supply
- Battery (1) 13 202 BK 6 J764 BR 2 10V Return
- Battery (2) 23 202 BK 7 K749 WH 3 X-Axis
- Battery (3) 57 202 BK 8 4
- Battery (4) 70 202 BK 9 750 PU 5 Y-Axis
+ Battery 24V (1) 31 140 RD 10 6
+ Battery 24V (2) 38 140 RD
+ Battery 24V (3) 39 140 RD
+ Battery 24V (4) 47 140 RD

Park Brake Switch (N/C) 33 F780 PK 1 + 8V Crank Speed


2 Signal Sensor
Park Brake Switch (N/O) 34 419 YL
8V Sensor Supply 44 P769 YL C968 PK 1
8V Sensor Return 45 J765 BU 2
1 + 8V Cam Speed
J765 BU 2 Signal
10V Sensor Return 56 J764 BR C971 BR 3 Sensor
10V Sensor Supply 69 709 OR 4
C969 GY
J765 BU 5
Key Start Switch (crank) 1 307 OR 1 Signal Coolant Temperature
C970 BU 6
Start Relay 7 306 GN Decel Svc Brake Pedal 7
2 GND Sensor
Park Brake/Start Relay Return 8 J766 PU Position Sensor 8
Speed Dir Travel Lever X-axis 26 K749 WH Engine Speed 1 Signal Intake Manifold
Service Brake Pedal Pos Snsr 27 F774 WH 1 +V 9
Switch 10
2 GND Temperature Sensor
Operator Not Present (N/O) 30 U766 BR 2 Ground
Operator Not Present (N/C) 31 U767 BU 3 Signal
Speed Dir Travel Lever Y-Axis 32 K750 PU 1 Fuel Pump
Fuel Priming Pump
C968 PK
2 Solenoid
Throttle Sw Position S1 36
Throttle Sw Position S2 37 C969 GY 329 YL 1 Motor
Throttle Sw Position S3 38 C970 BU
2
Throttle Sw Position S4 39 C971 BR Engine ECM
CAN Data Link Intake Manifold
996 GN 10 Crank/Cam Speed Sensor Supply
Fuel Priming Pressure Sensor Y950 YL 25 Pump Solenoid Signal
Pump Switch Y951 PU 26 Pump Solenoid Return
+ 5V 1
Ground 2
1 Signal 3 L731 BR 37 Coolant & Intake Air Temp Ground
2 T993 BR 38 Intake Manifold Air Pressure Gnd
3 T993 BR 40 Fuel Rail Pressure Gnd
Key Start C967 BU 42 Intake Manifold Air Temp Signal
R
Switch 995 BU 43 Coolant Temperature Signal
T997 OR 46 +5V Sensor Supply
1 308 YL T997 OR Fuel Rail Pressure Power Supply
Off C 48
BK 2 326 RD Y946 BU
A S 51 Fuel Rail Pressure Signal
YL
On
3 307 OR E965 BU
B St B 52 Crank Speed Signal
GN 4 105 RD
C P920 BR 53 Cam Speed Signal
Operator Presence X731 BU 55 Intake Manifold Air Pressure Sig
Switch Key Start Switch Fuel Rail
Pressure Sensor 229 BK 1 - Battery (1)
10 A
229 BK 2 - Battery (2)
+ 5V 1
Ground 2 229 BK 3 - Battery (3)
Alternator 177 RD 15 A Signal 3 229 BK 9 - Battery (4)
ALT
Start 403 GN RD
112 PU 150 RD 7 + Battery (1)
109 RD + R Machine ECM 150 RD
Relay 8 + Battery (2)
Main Power 150 RD 15 + Battery (3)
Relay 150 RD 16 + Battery (4)
177 RD 15 A
Alternator
Ground Main Engine ECM A289 BK 25 Ether Solenoid Return
S Breaker 310 PU 29 Ether Solenoid
G 105
Block A A287 BK 35 Switch To Ground Return
Mtr Bat (Unswitched) 308 YL 40 Key Start Switch On
CBL RD X919 WH 44 Ground Lvl Shut Dn (NO)
Disconnect 1 101 RD
X918 PU 45 Ground Lvl Shut Dn (NC)
Motor Switch 2 109 RD Ether
Solenoid
CAN Data Link
Starter Neg Pos
1
2
105

Alternator 1
Neg Pos 2
Breaker
3 Ground Level
4 Shut Down
Electric Power Box
101 RD
Chassis
Junction
Ground
Block

118

STARTING AND CHARGING SYSTEM

Start

The Machine Control ECM will control the engine start function based on the status of the key
switch "Start" input. When the Machine ECM detects system voltage on the key start input
circuit, the ECM will energize the starter relay provided that the following machine conditions
are correct.

- The engine speed is 0 rpm.


- The system voltage is less than 36.0 VDC.
- The hystat joystick is in NEUTRAL.
- The Machine ECM internal "key override" function is not active.
- The parking brake is engaged.

The park brake is engaged by shifting the direction control lever to the park position.
SERV1854 - 164 - Text Reference
03/08

At startup the throttle position switch should be set at minimum speed.

The Machine ECM key override function will disable the starter relay output when the engine
speed is greater than 400 rpm. This function protects against accidentally engaging the starter
motor when the engine is running.

When the machine conditions are correct and the key start switch is turned to the START
position, the Machine ECM will energize the starter relay. This action will allow system voltage
from the batteries to be directed to the starter motor solenoid through the starter relay contacts.

When the starter motor solenoid is energized, +battery voltage directly from the batteries is
connected to the starter motor terminal. This action results in the starter motor cranking the
engine.

If the operator presence switch or the service brake pedal switch are faulted, the Machine ECM
will not allow hystat system operation.

NOTE: Even though the starter motor may be cranking the engine, the engine may not
start due to problems related to the engine electronic system.

The Machine ECM also sends and revives information from the Engine ECM during the starting
process.

At start-up, the Engine ECM determines the top center position of the number 1 cylinder from
the secondary speed/timing sensor on the fuel injection pump. The Engine ECM decides when
fuel injection should occur relative to top center position. The engine will not start if the
secondary speed/timing sensor has failed.

Also, at start-up the Engine ECM receives input from the:


- engine coolant temperature sensor
- inlet manifold temperature sensor
- the inlet manifold pressure sensor

The Engine ECM receives a signal from the coolant temperature sensor and the air inlet
temperature sensor to determine whether to energize the ether solenoid. When the ether
solenoid is energized ether is injected into the intake air manifold to improve starting.

The boost pressure sensor provides the Engine ECM with a measurement of inlet manifold
pressure in order to control the air/fuel ratio to reduce engine smoke at start-up.

The Engine ECM uses all of these inputs to determine the timing of the fuel injection.
SERV1854 - 165 - Text Reference
03/08

The ECM optimizes engine performance by controlling the time and duration of fuel injection
during the compression stroke.

The Engine ECM also provides the signal to the fuel injection pump solenoid. The solenoid in
the fuel injection pump controls a drain valve (not shown) in the fuel injection pump. The drain
valve controls the flow and pressure within the fuel manifold.

Fuel that is not required for injection is diverted away from the fuel injection pump and returned
to the secondary fuel filter base where it mixes with fuel from the transfer pump.

Input from the primary speed/timing sensor is used by the Engine ECM and the Machine ECM
after the engine has started in order to maintain the desired engine speed.

The fuel priming pump switch and fuel priming pump are only used to prime the fuel system
when the engine is not running.
SERV1854 - 166 - Text Reference
03/08

Machine ECM
2
3
Park Brake
Switch Hystat Joystick 953D / 963D STARTING AND CHARGING SYSTEM
Control Base
4 RUN
Key Start Switch On 1 308 YL 5 709 OR 1 +10V Supply
- Battery (1) 13 202 BK 6 J764 BR 2 10V Return
- Battery (2) 23 202 BK 7 K749 WH 3 X-Axis
- Battery (3) 57 202 BK 8 4
- Battery (4) 70 202 BK 9 750 PU 5 Y-Axis
+ Battery 24V (1) 31 140 RD 10 6
+ Battery 24V (2) 38 140 RD
+ Battery 24V (3) 39 140 RD
+ Battery 24V (4) 47 140 RD

Park Brake Switch (N/C) 33 F780 PK 1 + 8V Crank Speed


2 Signal Sensor
Park Brake Switch (N/O) 34 419 YL
8V Sensor Supply 44 P769 YL C968 PK 1
8V Sensor Return 45 J765 BU 2
1 + 8V Cam Speed
J765 BU 2 Signal
10V Sensor Return 56 J764 BR C971 BR 3 Sensor
10V Sensor Supply 69 709 OR 4
C969 GY
J765 BU 5
Key Start Switch (crank) 1 307 OR 1 Signal Coolant Temperature
C970 BU 6
Start Relay 7 306 GN Decel Svc Brake Pedal 7
2 GND Sensor
Park Brake / Start Relay Return 8 J766 PU Position Sensor Engine Speed 8
Speed Dir Travel Lever X-axis 26 K749 WH 1 Signal Intake Manifold
Service Brake Pedal Pos Snsr 27 F774 WH 1 +V Switch 9
10
2 GND Temperature Sensor
Operator Not Present (N/O) 30 U766 BR 2 Ground
Operator Not Present (N/C) 31 U767 BU 3 Signal
Speed Dir Travel Lever Y-Axis 32 K750 PU 1 Fuel Pump
Fuel Priming Pump
C968 PK
2 Solenoid
Throttle Sw Position S1 36
Throttle Sw Position S2 37 C969 GY 329 YL 1 Motor
Throttle Sw Position S3 38 C970 BU
2
Throttle Sw Position S4 39 C971 BR Engine ECM
CAN Data Link Intake Manifold
996 GN 10 Crank / Cam Speed Sensor Supply
Fuel Priming Pressure Sensor Y950 YL 25 Pump Solenoid Signal
Pump Switch Y951 PU 26 Pump Solenoid Return
+ 5V 1
Ground 2
1 Signal 3 L731 BR 37 Coolant & Intake Air Temp Ground
2 T993 BR 38 Intake Manifold Air Pressure Gnd
3 T993 BR 40 Fuel Rail Pressure Gnd
Key Start C967 BU 42 Intake Manifold Air Temp Signal
R
Switch 995 BU 43 Coolant Temperature Signal
T997 OR 46 +5V Sensor Supply
1 308 YL T997 OR Fuel Rail Pressure Power Supply
Off C 48
BK 2 326 RD Y946 BU
A S 51 Fuel Rail Pressure Signal
YL
On
3 307 OR E965 BU
B St B 52 Crank Speed Signal
GN 4 105 RD
C P920 BR 53 Cam Speed Signal
Operator Presence X731 BU 55 Intake Manifold Air Pressure Sig
Switch Key Start Switch Fuel Rail
Pressure Sensor 229 BK 1 - Battery (1)
10 A
229 BK 2 - Battery (2)
+ 5V 1
Ground 2 229 BK 3 - Battery (3)
Alternator 177 RD 15 A Signal 3 229 BK 9 - Battery (4)
ALT
Start 403 GN RD
112 PU 150 RD 7 + Battery (1)
109 RD + R Machine ECM 150 RD
Relay 8 + Battery (2)
Main Power 150 RD 15 + Battery (3)
Relay 150 RD 16 + Battery (4)
177 RD 15 A
Alternator
Ground Main Engine ECM A289 BK 25 Ether Solenoid Return
Breaker 310 PU 29 Ether Solenoid
G S 105
Block A A287 BK 35 Switch To Ground Return
Mtr Bat (Unswitched) 308 YL 40 Key Start Switch On
CBL RD X919 WH 44 Ground Lvl Shut Dn (NO)
Disconnect 1 101 RD
X918 PU 45 Ground Lvl Shut Dn (NC)
Motor Switch 2 109 RD Ether
Solenoid
CAN Data Link
Starter Neg Pos
1
2
105

Alternator 1
Neg Pos 2
Breaker
3 Ground Level
4 Shut Down
Electric Power Box
101 RD
Chassis
Junction
Ground
Block

119

Run

Once the machine is started the key start switch is turned to ON or RUN. The start relay is
de-energized by the Machine ECM. Battery voltage is no longer directed to the starter motor
and cranking stops.

The alternator is connected to the battery through the key start switch. Therefore, alternator
excitation occurs when the switch is in the ON position.

In either the START or RUN position the main relay coils are energized. With the main relays
closed, power is directed to the fuse panel and other electrical components.

NOTE: The starting and charging system is not shown in RUN, with MSS since MSS
only affects the machine at start-up.
SERV1854 - 167 - Text Reference
03/08

Machine ECM
2
3
Park Brake
Switch Hystat Joystick 953D/963D STARTING AND CHARGING
Control Base
Key Start Switch On 1 308 YL
4
5 709 OR 1 +10V Supply
SYSTEM WITH MSS
- Battery (1)
- Battery (2)
13
23
202 BK
202 BK
6 J764 BR 2 10V Return START
7 K749 WH 3 X-Axis
- Battery (3) 57 202 BK 8 4
- Battery (4) 70 202 BK 9 750 PU 5 Y-Axis
+ Battery 24V (1) 31 140 RD 10 6
+ Battery 24V (2) 38 140 RD
+ Battery 24V (3) 39 140 RD
+ Battery 24V (4) 47 140 RD

Park Brake Switch (N/C) 33 F780 PK 1 + 8V Crank Speed


2 Signal Sensor
Park Brake Switch (N/O) 34 419 YL
8V Sensor Supply 44 P769 YL C968 PK 1
8V Sensor Return 45 J765 BU 2
1 + 8V Cam Speed
J765 BU 2 Signal
10V Sensor Return 56 J764 BR C971 BR 3 Sensor
10V Sensor Supply 69 709 OR 4
C969 GY
J765 BU 5
Key Start Switch (crank) 1 307 OR 1 Signal Coolant Temperature
C970 BU 6
Start Relay 7 306 GN Decel Svc Brake Pedal 7
2 GND Sensor
Park Brake / Start Relay Return 8 J766 PU Position Sensor 8
Speed Dir Travel Lever X-axis 26 K749 WH Engine Speed 1 Signal Intake Manifold
Service Brake Pedal Pos Snsr 27 F774 WH 1 +V 9
Switch 10
2 GND Temperature Sensor
Operator Not Present (N/O) 30 U766 BR 2 Ground
Operator Not Present (N/C) 31 U767 BU 3 Signal
Speed Dir Travel Lever Y-Axis 32 K750 PU 1 Fuel Pump
Fuel Priming Pump
C968 PK
2 Solenoid
Throttle Sw Position S1 36
Throttle Sw Position S2 37 C969 GY 329 YL 1 Motor
Throttle Sw Position S3 38 C970 BU
2
Throttle Sw Position S4 39 C971 BR Engine ECM
CAN Data Link Intake Manifold
996 GN 10 Crank/Cam Speed Sensor Supply
Fuel Priming Pressure Sensor Y950 YL 25 Pump Solenoid Signal
Pump Switch Y951 PU 26 Pump Solenoid Return
+ 5V 1
Ground 2
1 Signal 3 L731 BR 37 Coolant & Intake Air Temp Ground
2 T993 BR 38 Intake Manifold Air Pressure Gnd
3 T993 BR 40 Fuel Rail Pressure Gnd
Key Start C967 BU 42 Intake Manifold Air Temp Signal
R
Switch 995 BU 43 Coolant Temperature Signal
T997 OR 46 +5V Sensor Supply
1 308 YL T997 OR Fuel Rail Pressure Power Supply
Off C 48
BK 2 326 RD Y946 BU
A S 51 Fuel Rail Pressure Signal
YL
On
3 307 OR E965 BU
B St B 52 Crank Speed Signal
GN 4 105 RD
C P920 BR 53 Cam Speed Signal
Operator Presence X731 BU 55 Intake Manifold Air Pressure Sig
Switch Key Start Switch Fuel Rail
Pressure Sensor 229 BK 1 - Battery (1)
10 A
229 BK 2 - Battery (2)
+ 5V 1
Ground 2 229 BK 3 - Battery (3)
Alternator 177 RD 15 A Signal 3 229 BK 9 - Battery (4)
ALT
Start 403 GN RD
112 PU 150 RD 7 + Battery (1)
109 RD + R Machine ECM 150 RD
Relay 8 + Battery (2)
Main Power 150 RD 15 + Battery (3)
Relay 150 RD 16 + Battery (4)
177 RD 15 A
Alternator
Ground Main Engine ECM A289 BK 25 Ether Solenoid Return
Breaker 310 PU 29 Ether Solenoid
G S 105
Block A A287 BK 35 Switch To Ground Return
Mtr Bat (Unswitched) 308 YL 40 Key Start Switch On
CBL RD X919 WH 44 Ground Lvl Shut Dn (NO)
Disconnect 1 101 RD
X918 PU 45 Ground Lvl Shut Dn (NC)
Switch 2 109 RD Ether
Motor
Solenoid
CAN Data Link
Starter Neg Pos
308 YL 1 Key Switch
200 BK 2 Ground 1
F711 GN 3 2
105 CAN +
F712 GY 4 CAN -
Alternator T901 YL 5 Exciter Coil Sig 1
Neg Pos 2
Breaker T902 PK 6 Exciter Coil Rtn MSS
7 3 Ground Level
Keyreader 4 Shut Down
Electric Power Box 8
101 RD
Chassis
Junction MSS
Ground 1
Block 2 Exciter Coil

120

If the machine is equipped with the Machine Security System (MSS) attachment, the MSS
module must be programmed to start using the master key, any additional keys, and for the
allowed hours of machine operation.

MSS is designed to inhibit or restrict the operation of a machine. A list of the authorized
electronic keys for a machine is contained in the Machine ECM for the MSS. Only a Caterpillar
electronic key that is authorized can disarm the MSS and allow the machine to start. Cat ET
must be used to program the Machine ECM with the authorized keys.

When the electronic key is placed in the key switch of the machine and turned to the ON
position, the key reader will read the unique ID that is stored in the key. The Machine ECM will
then compare this ID to the list of authorized keys.

The status indicator turns a green color when the MSS has read a authorized key.

If the ID of the key that is read matches an authorized key the status indicator will turn a green
color and the MSS will disarm allowing the machine to operate.
SERV1854 - 168 - Text Reference
03/08

If the ID of the key that is read does not match the list in the ECM the status indicator will
become a red color. The MSS remains in the "armed" state and the machine will remain
disabled.

NOTE: Ensure that you have only one electronic key near the exciter coil when the MSS
reads the key. If there is more than one key the ECM will not be able to read the key and
the machine will not start.

The MSS disables the machine by communicating with other electronic control modules across
the Cat Data Link (CDL) and disabling critical machine functions.

In order to make any changes to the list of authorized keys or changes to the configuration
parameters of the Machine Security System, the user must have Caterpillar Electronic
Technician (ET) and one of the following items:

A key with Master Access Level for that specific Machine Security System and a Factory
Password

When a key with the master access level is not available, a Factory Password is required to
change certain parameters in the configuration.
SERV1854 - 169 - Text Reference
03/08

121

CONCLUSION

This presentation has provided information for the 953D/963D Track-Type Loaders from
Caterpillar.

This presentation covered an introduction to systems used on this machine.

When used in conjunction with the service manual, the information in this package should
permit the technician to do a thorough job of analyzing a problem in these systems.

For service repairs, adjustments, and maintenance, always refer to the Operation and
Maintenance Manual, Service Manuals, and other related service publications.
SERV1854 - 170 - Text Reference
03/08

VISUAL LIST
1. Model front view 46. C6.6 fuel delivery
2. Model features 47. C6.6 fuel pump
3. Undercarriage 48. C6.6 HP fuel pump lock
4. 953D hydraulic tank 49. C6.6 Common rail fuel manifold
5. 963D hydraulic tank 50. D series TTL cooling system diagram
6. Right side access doors 51. Reverse demand fan diagram
7. Fast fuel filler / fuel filler 52. Demand fan manifold
8. Breaker panel 53. 953D Hystat diagram
9. Left side access doors 54. Hystat electronic control diagram
10. Cab air filter access 55. 953D Hystat pump
11. Cab tilt components 56. 953D Hystat pump - neutral
12. Cab tilt electrical connectors 57. Hystat pump cutaway
13. 953D Left rear filter service area 58. Hystat charge circuit cutaway
14. Cooling package access 59. D series hystat drive motors
15. Operator's cab 60. 953D Hystat motor - neutral
16. Operator's seat 61. Hystat travel motor cutaway
17. Hystat "V" type control 62. Hydraulic oil return manifold
18. Hystat single lever control 63. 953D Hystat diagram - brake applied
19. Implement control lever 64. 953D Hystat diagram - forward slow
20. Right side console 65. 953D Hystat diagram - counter rotate
21. Right console fuse panel 66. Remote pressure test panel
22. Machine ECM access 67. 953D Implement diagram
23. Overhead switches 68. 953D Hydraulic tank
24. Steer pedals "V" type hystat control 69. 953D Implement and fan pumps
25. Brake pedal single joystick hystat control 70. 953D Implement control valve stack
26. Monitoring system diagram 71. Implement electronic control diagram
27. Instrument panel display 72. Implement schematic - hold
28. Messenger panel display 73. Implement pump - engine off
29. Messenger main menu 74. Implement pump - low pressure standby
30. Messenger performance menu 75. Implement pump - constant flow
31. Messenger machine setting menu 76. Implement pump - upstroke
32. Messenger service configuration menu 77. Implement pump - destroke
33. Messenger totals menu 78. Implement pump - high pressure stall
34. Messenger operator profile menu 79. 953D Lift control valve - hold
35. Messenger service menu 80. 953D Lift control valve - raise
36. Messenger job menu 81. 953D Tilt control valve - hold
37. ET messenger configuration screen 82. 953D Tilt control valve - dump
38. C6.6 left side view 83. Pressure compensators
39. Right side engine service 84. 953D MP bucket valve - hold
40. C6.6 fuel system 85. 963D MP bucket valve - open
41. Secondary fuel filter 86. 953D Ripper control valve - hold
42. Third fuel filter 87. 963D Ripper control valve - lower
43. C6.6 right side view 88. 963D Hystat system diagram
44. C6.6 engine electronic control diagram 89. 963D Hystat pumps
45. C6.6 air intake / exhaust diagram 90. 963D Hystat pumps - neutral
SERV1854 - 171 - Text Reference
03/08

VISUAL LIST
91. 963D Hystat motor - neutral
92. 963D Hystat system - brakes on
93. 963D Hystat system - forward slow
94. 963D Hystat system - counter rotate
95. 963D Implement system diagram
96. 963D Implement pump
97. 963D Implement control valves
98. 963D Implement schematic - hold
99. 963D Implement pump - engine off
100. 963D Implement pump - low press. stby
101. 963D Implement pump - upstroke)
102. 963D Implement pump - constant flow
103. 963D Implement pump - destroke
104.963D Implement pump - high press. stall
105. 963D Implement control valves
106. 963D Lift control valve - hold
107. 963D Control valve - load check valve
operation
108. 963D Lift control valve - raise
109. 963D Tilt control valve - hold
110. 963D Tilt control valve - dump
111. 963D MP Bucket control valve - hold
112. 963D MP Bucket control valve - close
113. 963D Ripper control valve - hold
114. 963D Ripper control valve - raise
115. PSC Cylinder
116. PSC Cylinder sensor (cutaway)
117. PSC Cylinder tester
118. D Series TTL starting system - start
119. D Series TTL starting system - run
120. D Series TTL starting system - MSS
121. Model rear view
SERV1854 - 172 - Text Reference
03/08

HYDRAULIC SCHEMATIC COLOR CODE

Black - Mechanical Connection. Seal Red - High Pressure Oil

Dark Gray - Cutaway Section Red / White Stripes - 1st Pressure Reduction

Light Gray - Surface Color Red Crosshatch - 2nd Reduction in Pressure

White - Atmosphere or Air (No Pressure) Pink - 3rd Reduction in Pressure

Purple - Pneumatic Pressure Red / Pink Stripes - Secondary Source Oil Pressure

Yellow - Moving or Activated Components Orange - Pilot, Charge or Torque Converter Oil

Cat Yellow - (Restricted Usage) Orange / White Stripes - Reduced Pilot, Charge, or
Identification of Components TC Oil Pressure
within a Moving Group
Orange / Crosshatch - 2nd Reduction in Pilot,
Brown - Lubricating Oil Charge, or TC Oil Pressure

Green - Tank, Sump, o r Return Oil Blue - Trapped Oil

Green / White Stripes -


Scavenge / Suction Oil or Hydraulic Void

HYDRAULIC SCHEMATIC COLOR CODE

This illustration identifies the meanings of the colors used in the hydraulic schematics and
cross-sectional views shown throughout this presentation.
03/08
SERV1854

HYDRAULIC SCHEMATIC COLOR CODE

Black - Mechanical Connection. Seal Red - High Pressure Oil

Dark Gray - Cutaway Section Red / White Stripes - 1st Pressure Reduction

Light Gray - Surface Color Red Crosshatch - 2nd Reduction in Pressure

White - Atmosphere or Air (No Pressure) Pink - 3rd Reduction in Pressure

Purple - Pneumatic Pressure Red / Pink Stripes - Secondary Source Oil Pressure
- 173 -

Yellow - Moving or Activated Components Orange - Pilot, Charge or Torque Converter Oil

Cat Yellow - (Restricted Usage) Orange / White Stripes - Reduced Pilot, Charge, or
Identification of Components TC Oil Pressure
within a Moving Group
Orange / Crosshatch - 2nd Reduction in Pilot,
Brown - Lubricating Oil Charge, or TC Oil Pressure

Green - Tank, Sump, o r Return Oil Blue - Trapped Oil

Green / White Stripes -


Scavenge / Suction Oil or Hydraulic Void
Text Reference

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