Service Training

Meeting Guide 764 SERV1764

November 2002

TECHNICAL PRESENTATION

797B (JSM) OFF-HIGHWAY TRUCK

STMG-2
POWER TRAIN, STEERING, HOIST,
BRAKE, AND AIR SYSTEMS
797B (JSM) OFF-HIGHWAY TRUCK - STMG2
POWER TRAIN, STEERING, HOIST, BRAKE, AND
AIR SYSTEMS
MEETING GUIDE 764 VISUALS AND SCRIPT

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

CONTENT
This presentation describes the system operation of the power train, steering, hoist, brake [including the
Automatic Retarder Control (ARC) and the Traction Control System (TCS)], and air systems for the
797B Off-highway Truck.

OBJECTIVES
After learning the information in this meeting guide, the serviceman will be able to:
1. locate and identify the major components in the power train, steering, hoist, brake, and air
system;
2. explain the operation of the major components in the systems; and
3. trace the flow of oil and coolant through the systems.

REFERENCES
797B Operation and Maintenance Manual SEBU7651
797B Parts Manual SEPB3432
Cold Weather Recommendations for Caterpillar Machines SEBU5898
Caterpillar Machine Fluids Recommendations SEBU6250

PREREQUISITES
Interactive Video Course "Fundamentals of Mobile Hydraulics" TEMV9001
Interactive Video Course "Fundamentals of Electrical Systems" TEMV9002
STMG 546 "Graphic Fluid Power Symbols" SESV1546

Estimated Time: 24 Hours

Visuals: 132
Form: SERV1764
Date: 11/02
2002 Caterpillar Inc.
STMG 764 -3-
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TABLE OF CONTENTS

POWER TRAIN ...........................................................................................................................5

Torque Converter ....................................................................................................................5
Transmission .........................................................................................................................18
Rear Axle ..............................................................................................................................39
Final Drive ............................................................................................................................57

STEERING SYSTEM ................................................................................................................59

Steering System ET Screens .................................................................................................87

HOIST SYSTEM ........................................................................................................................90

BRAKE SYSTEM ....................................................................................................................116

Cab Brake Controls.............................................................................................................118
Brake Hydraulic Control.....................................................................................................122
Automatic Retarder Control (ARC)....................................................................................154
Traction Control System (TCS) ..........................................................................................159
Brake Cooling System ........................................................................................................167

AIR SYSTEM...........................................................................................................................185

CONCLUSION.........................................................................................................................195

INSTRUCTOR NOTE: The Service Training information for the 797B Off-highway Truck is
contained in two STMG's. This is STMG-2 of 2. The remaining information for the 797B can be
found in STMG-1 "797B Off-highway Truck--Maintenance, Operator's Station, Electronic
Systems, and Engine" (Form SERV1763).
STMG 764 -4-
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INSTRUCTOR NOTES
STMG 764 -5-
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2 3

7 1

5
4
6

POWER TRAIN
Torque Converter

Torque converter: The first component in the power train is the torque converter. The torque
- Provides a fluid
coupling
- Multiplies torque
- Provides direct drive
operation
converter provides a fluid coupling that permits the engine to continue
running with the truck stopped. In converter drive, the torque converter
multiplies engine torque to the transmission. At higher ground speeds, a
lockup clutch engages to provide direct drive. The NEUTRAL and
REVERSE ranges are converter drive only. FIRST SPEED is converter
drive at low ground speed and direct drive at high ground speed.
SECOND through SEVENTH SPEEDS are direct drive only. The torque
converter goes to converter drive between each shift (during clutch
engagement) to provide smooth shifts.

Torque converter Some of the major power train components mounted on the torque
mounted major converter housing are:
components
1. Inlet relief valve
2. Outlet relief valve
3. Torque converter lockup valve
4. Power train pump (transmission scavenge and control)
5. Power train pump (transmission lube and T C charging)
6. Torque converter charging filter
7. Torque converter outlet screen (behind cover at top)
8. Torque converter magnetic suction screen (behind cover at bottom)
STMG 764 -6-
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3
4
1

Torque converter rear Shown is the inside of the rear torque converter housing. Items shown
housing are:
1. Power train pump
drive gears 1. Power train pump drive gears
2. Magnetic suction 2. Magnetic suction screen oil passage
screen oil passage
3. Torque converter inlet oil passage
3. Torque converter
4. Torque converter outlet screen oil passage
inlet oil passage
5. Torque converter lockup oil passage
4. Torque converter
outlet screen oil
passage

5. Torque converter
lockup oil passage
STMG 764 -7-
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1 2

797B torque converter The 797B torque converter is shown in the front housing. Torque
converter inlet (charging) oil enters the torque converter through
1. Torque converter passage (1) and exits through a passage on the other side of the torque
inlet oil passage converter.

2. Torque converter Torque converter lockup oil enters the torque converter through
lockup oil passage passage (2).

Power train pump Shown below the two oil passages is the gear that is used to turn the
drive gear power train pump drive gears.
STMG 764 -8-
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1. Torque converter
magnetic screen
cover
2. Pump suction tubes
Oil is pulled from the torque converter housing through a magnetic screen
located in the lower bore behind the cover (1). The transmission control,
the torque converter charging, and the transmission lube pumps pull oil
from the torque converter case through the magnetic screen and the three
suction tubes (2) at the bottom of the torque converter case.

3. Transmission return Oil that is scavenged from the transmission case through the magnetic
oil diffuser screen located at the bottom of the transmission case returns to the torque
converter through a diffuser located behind the cover (3).

4. Torque converter Located in the upper bore behind the cover (1) is the torque converter
outlet screen bypass outlet screen. The torque converter outlet screen bypass switch (4) is
switch located on the cover. The torque converter outlet screen bypass switch
provides an input signal to the Transmission ECM. The Transmission
ECM sends the signal to the VIMS, which informs the operator if the
torque converter outlet screen is restricted.

5. Torque converter oil
temperature sensor
Also located on the cover is the torque converter oil temperature
sensor (5). The torque converter oil temperature sensor provides an input
signal to the Transmission ECM. The Transmission ECM sends the
signal to the VIMS, which informs the operator of the torque converter oil
temperature.
STMG 764 -9-
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3 4 6 5

1
7

Right side power train The power train pump on the right side of the torque converter case has
pump two sections:
- Transmission lube - Rear section--Transmission lubrication
- T C Charging - Front section--Torque converter charging

1. Transmission lube Oil flows from the rear pump section through port (1) to the transmission
supply port lube valve located on the left rear side of the transmission case.

2. Torque converter Oil flows from the front pump section through the torque converter
charging filter charging filter (2) to the torque converter inlet relief valve. Transmission
3. Transmission control control oil from the transmission control flows through port (3) and joins
oil port with the oil from the torque converter charging pump.

4. Torque converter Located on top of the torque converter charging filter are two pressure
charging pressure-- taps. The left pressure tap (4) can be used to measure the unfiltered
unfiltered
torque converter charging pressure. The right pressure tap (5) can be used
5. Torque converter to measure the filtered torque converter charging pressure. Together,
charging pressure-- these two taps can be used to calculate the oil filter restriction.
filtered

6. Torque Converter oil Torque Converter oil samples can be taken at the Scheduled Oil Sampling
SOS tap (SOS) tap (6) located in the top center of the filter housing.
STMG 764 - 10 -
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7. Oil filter bypass An oil filter bypass valve (7) is located on the torque converter charging
valve filter. The bypass valve will open to provide flow to the torque converter
charging system if the filter is restricted.

8. Filter bypass switch An oil filter bypass switch (8) is also located on the filter housing. The
bypass switch provides an input signal to the Transmission ECM. The
Transmission ECM sends the signal to the VIMS, which informs the
operator if the filter is restricted.
STMG 764 - 11 -
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7 4

6 5

1. Torque converter Oil flows from the torque converter charging pump and the transmission
inlet relief valve charging pump and enters the torque converter inlet relief valve (1). The
inlet relief valve limits the maximum pressure of the supply oil to the
2. Torque converter torque converter. The torque converter inlet relief pressure can be
inlet relief pressure measured at pressure tap (2) (labeled P1 on valve). Inlet relief pressure
tap - P1
should be: 170 70 kPa (25 10 psi) at LOW IDLE and 896 70 kPa
(130 10 psi) at HIGH IDLE. Normally the inlet relief pressure will be
3. Drain pressure tap - greater than the outlet relief valve pressure. The pressure tap (3) (labeled
P2 P2 on valve) above the inlet relief relief tap will show drain oil pressure.
This tap will not normally be used.

Oil flows through the inlet relief valve and enters the torque converter.
Some of the oil will leak through the torque converter and fall to the
bottom of the housing. Most of the oil in the torque converter is used to
4. Torque converter provide a fluid coupling and flows through the torque converter outlet
outlet relief valve relief valve (4). The outlet relief valve maintains the minimum pressure
Outlet orifice inside the torque converter. The main function of the outlet relief valve is
to keep the torque converter full of oil to prevent cavitation. An orifice is
installed in parallel with the outlet relief valve.

5. Torque converter The outlet relief pressure can be measured at the tap (5) on the outlet
outlet relief pressure relief valve. Outlet relief pressure will vary significantly with oil
tap (converter side
temperature. With 30 weight TDTO oil at 80C (175F), outlet relief
of outlet orifice)
pressure should be: 140 70 kPa (20 10 psi) at LOW IDLE and
620 70 kPa (90 10 psi) at HIGH IDLE.
STMG 764 - 12 -
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6. Torque converter The pressure tap (6) to the left of the outlet relief tap will show oil
outlet relief pressure pressure on the cooler side of the outlet orifice. This tap will not
tap (cooler side of
normally be used.
outlet orifice)

7. Adjustment screw The inlet and outlet relief valves can be adjusted with a screw located
cover behind the covers (7) at the ends of the valves.

Torque converter stall Generally, torque converter stall speed (in gear, full throttle, 0 ground
speed speed) is used to determine if there is an engine power or a torque
- Used to indicate converter problem. For example, if engine power is known to be within
problems on other specification (see Visual No. 131 STMG-1) and the stall speed is high, the
trucks torque converter may have a problem (low internal oil pressure, poor
internal tolerances or damaged components).

797B torque limiting The 797B cannot use torque converter stall to indicate a torque converter
strategy problem. The 797B uses a torque limiting strategy. When the 797B is
- Stall speed will not operated at torque converter stall, the Engine ECMs limit engine speed to
change 1600 65 rpm. On other trucks, if the torque converter is slipping the
rpm will increase. But on the 797B, the Engine ECMs will hold the
engine speed at 1600 rpm.
STMG 764 - 13 -
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797B
INLET AND OUTLET RELIEF VALVE
INLET/OUTLET RELIEF DRAIN
PRESSURE TAP (P1) PRESSURE TAP (P2)
ADJUSTMENT
CHECK VALVE SCREW

SLUG ORIFICE SPOOL

Torque converter inlet Shown is a sectional view of the torque converter inlet and outlet relief
and outlet relief valves. The valves are the same, but the pressure settings are different.
valves

Supply oil to the relief valves flows through an orifice in the spool, past a
check valve, and enters the slug chamber. The check valve dampens
spool movement and reduces the possibility of valve chattering and
pressure fluttering. Oil pressure moves the slug in the left end of the
spool to the left and the spool moves to the right against the spring force.
The slug reduces the effective area on which the oil pressure can push.
Because of the reduced effective area, a smaller, more sensitive spring can
be used. Relief pressure will be equal to the force of the spring on the
right end of the spool. The spring force can be adjusted with the
adjustment screw.
STMG 764 - 14 -
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3 2 1

1. Torque converter
outlet relief valve
2. Torque converter
outlet screen cover
3. Tube to power train
oil coolers
After the torque converter charging oil is used to provide a fluid coupling,
the oil flows from the torque converter outlet relief valve (1) through the
torque converter outlet screen located in the upper bore behind the
cover (2). Oil then flows from the screen, through the tube (3), to the
power train oil coolers located on the right side of both engine modules
(see Visuals No. 104 and 108 STMG-1).

Oil returns to torque Oil returns from the power train oil coolers to the torque converter
converter housing housing through a tube located at the right front side of the torque
converter housing.
STMG 764 - 15 -
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2 1

Torque converter The torque converter lockup valve is mounted at the top of the torque
lockup valve converter housing. The lockup valve uses transmission control oil from
- Uses transmission the transmission control filter to provide torque converter lockup. The
control oil Transmission ECM energizes the lockup solenoid (1) to engage the
1. Lockup solenoid lockup clutch in the torque converter. The Transmission ECM must
receive at least one of the two Transmission Output Speed (TOS) signals
and the Converter Output Speed (COS) signal before it will energize the
lockup solenoid. The lockup solenoid is energized when ground speed is
approximately 6.4 km/h (4 mph).

2. Lockup clutch Torque converter lockup clutch pressure can be measured at the tap (2) on
pressure tap the lockup valve. Lockup clutch pressure should be:
- Converter Drive--0 to 35 kPa (0 to 5 psi)
- Direct Drive--2067 140 kPa (300 20 psi)

Since engine speed will always be approximately 1300 rpm or greater

when the torque converter is in DIRECT DRIVE, check the torque
converter lockup pressure at 1300 rpm.
STMG 764 - 16 -
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Lockup clutch If the lockup clutch pressure is not correct, check for loose or sticking
pressure adjusted components or debris in the valve. If the lockup valve is operating
with ET
correctly and the lockup pressure is incorrect, verify that the correct
"flash" file is installed in the Transmission ECM. Lockup clutch pressure
can be adjusted in the Calibration mode of ET.

3. Converter Output The Converter Output Speed (COS) sensor (3) sends an input signal to the
Speed (COS) sensor Transmission ECM. The Transmission ECM memory also contains the
Engine Output Speed (EOS) and the Transmission Output Speed (TOS).
The Transmission ECM provides all of these input signals to the VIMS.

Clutch slippage is Using the information from the Transmission ECM, the VIMS calculates
recorded in VIMS if any slippage exists in the torque converter lockup clutch or any of the
transmission clutches and stores this information in the VIMS main
module. This information can be downloaded from the VIMS with a
laptop computer.
STMG 764 - 17 -
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TORQUE CONVERTER LOCKUP VALVE

CONTROL
PIN
SPOOL

LOCKUP
SOLENOID DRAIN LOCKUP PUMP
PRESSURE SUPPLY

10

Lockup clutch control The Transmission ECM provides a Pulse Width Modulated (PWM) signal
valve operation to the lockup solenoid to control the lockup clutch pressure. The output
current will be approximately 700 milliamps. When the lockup solenoid
is energized, the pin moves to the right and pushes against the ball. The
ball blocks the pump supply oil from flowing to drain. Pressure increases
in the chamber to the left of the control spool and moves the spool to the
right.

When the control spool moves to the right, pump supply oil flows to the
lockup clutch. The Transmission ECM opens and closes the ball drain
port as needed to maintain the correct lockup clutch pressure.

ECPC valve The lockup clutch valve is often referred to as the Electronic Clutch
Pressure Control (ECPC) valve because it can control clutch pressure
electronically. The same type valve is used to engage the transmission
clutches.
STMG 764 - 18 -
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11

Transmission

797B power flow Power flows from the torque converter through a drive shaft to the
transmission. The transmission is mounted on the rear axle housing. The
output shaft of the transmission engages the pinion of the differential.
Power from the transmission flows through the differential and is divided
equally to the final drives in the rear wheels.

Transmission The transmission is electronically controlled and hydraulically operated.

- Electronically The transmission and Chassis ECMs receive inputs from various sensors
controlled and switches. The ECMs analyze the inputs and the Transmission ECM
energizes the solenoids that control the flow of oil to the transmission
- Hydraulically
operated clutches.

Transmission is power The transmission is a power shift planetary design which contains seven
shift planetary design hydraulically engaged clutches. The transmission provides seven
FORWARD speeds and one REVERSE speed.

1. Transmission control The transmission control filter (1) is mounted on the front transmission
filter case. The transmission lubrication valve (2) is mounted on the rear
2. Lubrication valve transmission case.
STMG 764 - 19 -
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4
3
2

12

1. Transmission input Shown are the two modules of the 797B transmission. Power flows from
shaft the torque converter through the input shaft (1) into the transmission front
2. Transmission front module (2). Clutches 1, 2, and 3 are in the front module.
module

3. Transmission rear The transmission rear module (3) sits on top of the front module.
module Clutches 4, 5, 6, and 7 are in the rear module. Power flows from the front
4. Transmission output
module through the rear module and the output shaft (4) to the
shaft differential.
STMG 764 - 20 -
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7
6
3
4
2

5 1

13

Transmission front Shown is the 797B transmission front module. Clutch No. 1 (1) is a
module rotating clutch. Clutch No. 2 (2) and clutch No. 3 (3) are located above
1. Clutch No. 1 clutch No. 1. Supply oil from the electronically controlled clutch valves
- Rotating clutch
flows through port (4) to clutch No. 1, port (5) to clutch No. 2 and port (6)
to clutch No. 3.
2. Clutch No. 2

3. Clutch No. 3 Lubrication oil flows from the lube valve located on the rear transmission
4. Clutch No. 1 supply case (see Visuals No. 17 and 18), through an orifice and the port (7) to the
port transmission front module. The lubrication oil is used to cool and
5. Clutch No. 2 supply
lubricate all of the gears, bearings, and clutches in the transmission front
port module.
6. Clutch No. 3 supply
port
The intermediate speed sensor (8) is located on the front module. The
intermediate speed sensor is used for transmission development purposes
7. Lubrication port
only. This information is not used by VIMS for clutch slippage
8. Intermediate speed calculations. The intermediate speed sensor can be accessed through a
sensor cover plate on the transmission case.
STMG 764 - 21 -
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6
2
5

4 1

14

Transmission rear Shown is the 797B transmission rear module. Lubrication oil flows from
module the lubrication valve located on the rear transmission case, through the
1. Lube port to clutch port (1) to the REVERSE drive train bearings and clutches No. 4 and 5
No. 4 and No. 5 and their bearings. Lube oil flows through the port (2) to clutches No. 6
2. Lube port to clutch and No. 7.
No. 6 and No. 7

3. Clutch supply
Supply oil from the electronically controlled clutch valves flows through
manifold manifold (3) to the four clutches in the rear module. Clutch No. 4 (4) is a
rotating clutch. Clutch No. 5 (5), clutch No. 6 (6), and clutch No. 7 (7)
4. Clutch No. 4
are located above clutch No. 4.
- Rotating clutch

5. Clutch No. 5

6. Clutch No. 6

7. Clutch No. 7
STMG 764 - 22 -
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1 5

15

797B transmission Shown is the 797B transmission. Oil flows from the transmission control
1. Transmission pump (see Visual No. 1) through the port (1) to the transmission control
control oil supply filter (2). Oil flows through the control filter to the transmission control
port valves. When the control valve solenoids are energized by the
2. Transmission Transmission ECM, oil flows to the transmission clutches. Oil also flows
control filter from the top of the transmission control filter to the torque converter
Torque converter lockup valve. Transmission control oil is used to engage the lockup
lockup supply oil clutch and provide DIRECT DRIVE.

Torque converter inlet After the clutches are engaged, most of the transmission control oil flows
supply oil out a port on the right front side of the transmission case to the torque
converter inlet relief valve. Transmission control oil joins with the torque
converter charging oil and is used by the torque converter to provide a
fluid coupling.

3. Transmission lube Oil flows from the transmission lube pump (see Visual No. 1) through the
oil supply port port (3) to the transmission lube manifold and differential valve (4). Oil
4. Transmission lube flows through the lube valve to the rear transmission module and through
manifold and the port (5) to the front transmission module. The lubrication oil is used
differential valve to cool and lubricate all of the gears, bearings, and clutches in the
5. Front transmission transmission modules. Transmission control and lubrication oil that falls
module lube supply to the bottom of the transmission case is scavenged from the case through
port two magnetic screens located in the housing (6). The scavenged oil
6. Magnetic scavenge returns to the torque converter housing through a diffuser (see Visual
screen housing No. 4).
STMG 764 - 23 -
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1 3 2
4

16

1. Transmission control Located on top of the transmission control filter are two pressure taps.
pressure--unfiltered The left pressure tap (1) can be used to measure the unfiltered
2. Transmission control transmission control pressure. The right pressure tap (2) can be used to
pressure--filtered measure the filtered transmission control pressure. Together, these two
taps can be used to calculate the oil filter restriction.

Transmission control Transmission control pressure should be measured with the oil
pressure temperature at 80C (175F). In NEUTRAL with 30 weight TDTO oil at
80C (175F) the transmission control pressure should be:
- LOW IDLE--2340 275 kPa (340 40 psi)
- HIGH IDLE--2585 170 (375 25 psi)

3. Transmission oil Transmission oil samples can be taken at the Scheduled Oil Sampling
SOS tap (SOS) tap (3) located in the top center of the filter housing.

4. Oil filter bypass An oil filter bypass valve (4) is located on the transmission control filter.
valve The bypass valve will open to provide flow to the transmission control
system if the filter is restricted.

5. Filter bypass switch An oil filter bypass switch (5) is also located on the filter housing. The
bypass switch provides an input signal to the Transmission ECM. The
Transmission ECM sends the signal to the VIMS, which informs the
operator if the filter is restricted.
STMG 764 - 24 -
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6. Front transmission Transmission lube pressure for the front transmission module can be
module lube measured at the tap (6). Transmission lube pressure should be measured
pressure tap
with the oil temperature at 80C (175F). In NEUTRAL with 30 weight
TDTO oil at 80C (175F) the front transmission module lube pressure
should be:
- LOW IDLE: 55 to 96 kPa (8 to 14 psi)
- HIGH IDLE: 380 to 550 kPa (55 to 80 psi)
STMG 764 - 25 -
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4
2

3
5

17

Transmission lube Oil flows from the transmission lube pump into the bottom of the
valve transmission lube valve. Some of the lube oil flows to the front
1. Front transmission transmission module through the hose (1) and the remaining lube oil
lube supply hose enters the rear transmission module. A transmission lube supply pressure
2. Transmission lube sensor (2) and a transmission oil temperature sensor (3) are located in the
supply pressure lube valve manifold. The sensors provide input signals to the
sensor Transmission ECM. The Transmission ECM sends the signals to the
3. Transmission oil VIMS, which informs the operator of the transmission lube supply
temperature sensor pressure and the transmission oil temperature.

Lube relief valve A transmission lube relief valve is installed in the lube valve manifold.
The setting of the relief valve is 618 35 kPa (90 5 psi). Lube supply
4. Lube supply
pressure tap pressure is measured at the tap (4). Clutch 6 and 7 lube pressure can be
measured at the tap (5) located on the bottom rear of the lube valve.
- measured at sensor
location
Normally, the pressures measured will be less than the relief valve setting.
The pressures measured will be equal to the back-pressure caused by the
5. Clutch 6 and 7 lube
transmission components being lubricated. Lube pressures should be
supply pressure tap
measured in NEUTRAL with the oil temperature at 80C (175F).

Lube supply pressure (at tap 4) should be:

- LOW IDLE--between 105 35 kPa (15 5 psi)
- HIGH IDLE--between 480 100 kPa (70 15 psi)
Clutch 6 and 7 lube pressure (at tap 5) should be:
- LOW IDLE--62 14 kPa (9 2 psi)
- HIGH IDLE--345 70 kPa (50 10 psi)
STMG 764 - 26 -
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LUBE
PORT TO FRONT
TEMPERATURE
TRANSMISSION
SENSOR
MODULE

797B
TRANSMISSION LUBE RELIEF

LUBE SUPPLY
PORT FROM
PUMP

LUBE RELIEF
VALVE
LUBE RELIEF
LUBE RELIEF VALVE VALVE
TO DRAIN PORT

TO CLUTCH
4 AND 5 AND
GEAR TRAINS
4, 5 AND 6 ORIFICE
PLUG
CLUTCH 6 AND 7
LUBE PRESSURE TAP

18

Lube manifold Shown is a sectional view of the transmission lube manifold and the
- Lube relief mounting plate. The transmission lube relief valve is installed in the lube
valve manifold. The manifold is fastened to the mounting plate. Oil
flows from the transmission lube pump into the bottom of the
transmission lube valve. The lube relief valve controls the maximum
pressure in the lube circuit.

Orifice An orifice controls the amount of lube flow to clutches 4 and 5 and gear
trains 4, 5, and 6.
STMG 764 - 27 -
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5 1

3
2

19

Transmission control Shown is the transmission control pack. Transmission control oil flows
pack from the transmission control pump (see Visual No. 1), through the
1. Transmission oil transmission control filter and the inlet tube (1), to the transmission main
inlet tube relief valve. The transmission main relief valve can be adjusted with a
2. Transmission main screw located behind the cover (2).
relief adjustment
screw cover Transmission control pressure should be measured with the oil
temperature at 80C (175F). In NEUTRAL with 30 weight TDTO oil at
80C (175F) the transmission control pressure should be:
Transmission control - LOW IDLE--2340 275 kPa (340 40 psi)
pressure - HIGH IDLE--2585 170 (375 25 psi)

3. Transmission control The control oil is used to shift the transmission and fill the clutches.
outlet tube Some of the control oil drops to the bottom of the housing to be
scavenged, but most of the oil flows to the torque converter through the
outlet tube (3) to provide charging oil for the torque converter.

4. Rear transmission Oil flows through the tubes (4) to the clutches in the rear transmission
clutch supply tubes module. From left to right, the tubes supply oil to clutches 7, 4, 5, and 6.
STMG 764 - 28 -
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5. Clutch supply valve The Transmission ECM energizes seven clutch supply valve solenoids (5)
solenoids and a latching solenoid (6) to control the clutch engagement of the 797B
6. Latching solenoid transmission.

Clutch supply valve The clutch supply valves provide oil to the following clutches:
positions
Top row, left to right--clutches 7, 4, 5, and 6
Bottom row, left to right--clutches 1, 3, and 2

Two clutch supply There are two sizes of clutch supply valves. Clutches 1 and 2 do not
valve sizes require as much flow to fill with oil, therefore they use the smaller valves.
The clutch supply valves all operate the same.

Latching valve below There is a latching valve located below each clutch supply valve. The
each clutch supply latching valve consists of a shuttle spool, an orifice, and a spring type
valve
accumulator. The latching valves are used to keep the transmission in the
current gear if there is a loss of electrical power to the Transmission ECM
or a clutch valve solenoid. The lockup solenoid will also be de-energized
if the transmission latches in a gear.

Latching solenoid The latching solenoid is normally energized and controls the pilot drain of
the clutch supply valves. The latching system will be discussed in more
detail on the following pages.
STMG 764 - 29 -
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20

797B transmission Shown is the 797B transmission control valve removed from the
control valve transmission case. The components that make up the transmission control
1. Transmission main valve are:
relief valve

2. Seven transmission 1. Transmission main relief valve

clutch supply valves 2. Seven transmission clutch supply valves
3. Latching solenoid
3. Latching solenoid (normally energized)
4. Six latching valves (Reverse clutch No. 7 does not have a latching
4. Six latching valves
valve)
STMG 764 - 30 -
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797B
TRANSMISSION MAIN RELIEF VALVE
TRANSMISSION RELIEF
PRESSURE TAP

CHECK BALL ADJUSTMENT

SCREW

SLUG ORIFICE SPOOL

FROM TO
TRANSMISSION CONVERTER
CHARGE PUMP INLET

21

Transmission main Shown is a sectional view of the transmission main relief valve. The
relief valve Supply oil to the relief valve flows through an orifice in the spool, past a
check ball and enters the slug chamber. The check ball dampens spool
movement and reduces the possibility of valve chattering and pressure
fluttering. Oil pressure moves the slug in the left end of the spool to the
left and the spool moves to the right against the spring force. The slug
reduces the effective area on which the oil pressure can push. Because of
the reduced effective area, a smaller, more sensitive spring can be used.
Relief pressure will be equal to the force of the spring on the right end of
the spool. The spring force can be adjusted with the adjustment screw.
STMG 764 - 31 -
11/02

797B TRANSMISSION CLUTCH ENGAGEMENT

CHARGING
CLUTCH SUPPLY MAIN RELIEF
PUMP
VALVE VALVE

PILOT TO
DRAIN CONVERTER
INLET
CLUTCH
LATCHING
ORIFICE ON
SOLENOID
LATCHING
ACCUMULATOR
VALVE

LATCHING
PRESSURE
SENSOR
SHUTTLE SPOOL

22

Clutch engagement The latching solenoid valve is energized by the Transmission ECM
allowing supply pressure to flow to the left side of the shuttle spool in the
latching valve. The supply pressure in combination with a bias spring
prevents the shuttle spool from blocking the pilot drain from the clutch
supply valve. When a clutch supply valve solenoid is energized, supply
oil flows to the clutch and through an orifice to the accumulator. The
accumulator becomes fully stroked at 1550 kPa (225 psi) clutch pressure.
Clutch pressure also builds up on the right side of the shuttle spool, but it
will not move the spool because it is unable to overcome the supply
pressure and bias spring combination.
STMG 764 - 32 -
11/02

797B TRANSMISSION CLUTCH LATCHING

CHARGING
CLUTCH SUPPLY PUMP MAIN RELIEF
VALVE VALVE

PILOT TO
DRAIN CONVERTER
INLET
CLUTCH

ORIFICE OFF

LATCHING LATCHING
ACCUMULATOR
VALVE SOLENOID

LATCHING
SHUTTLE SPOOL PRESSURE
SENSOR

23

Clutch latching If the Transmission ECM detects clutch supply solenoid or latching valve
- Latching solenoid solenoid faults (short to ground, short to battery, or open circuit), the
controls pilot drain latching solenoid is de-energized. When the latching solenoid is de-
energized, the transmission is immediately latched (held) in the current
gear. When electrical power is lost to both the latching solenoid and the
clutch supply valves, the control port pressure to the clutch pistons
- Accumulator and decays. An accumulator and an orifice are provided for each clutch to
orifice slow slow the clutch accumulator decay so that the shuttle spool in the latching
accumulator decay valve shifts to the latch position before an engaged clutch is released.

If current to the clutch supply valves or the latching solenoid valve is lost
due to an electrical system failure, the pump pressure in the shuttle spool
spring cavity is vented to tank through the latching solenoid.
Accumulator pressure moves the shuttle spool against the bias spring and
blocks the pilot drain from the clutch supply valve. Pump supply pressure
then flows past the latching valve shuttle spool and enters the pilot
Clutch pressure chamber of the clutch supply valve. The clutch supply valve spool moves
equals pump pressure all the way to the right causing clutch pressure to be the same as pump
when latched pressure.
STMG 764 - 33 -
11/02

2 3

5 1

24

1. Transmission main
relief pressure tap
2. Latching pressure
tap
3. Latching pressure
sensor
Shown is the top of the 797B transmission case. Transmission main relief
pressure can be measured at the pressure tap (1). Latching pressure can
be measured at the latching pressure tap (2). The latching pressure
sensor (3) provides an input signal to the Transmission ECM. The
Transmission ECM uses the latching pressure sensor input to determine if
the transmission is in the latched or unlatched mode.

4. Clutch No. 7, 4, 5, 6 The pressure for clutch No. 7 can be measured at the pressure tap (4). To
pressure taps the right of the clutch No. 7 tap are the pressure taps for clutches No. 4, 5,
and 6.

5. Clutch No. 1, 3, 2 The pressure for clutch No. 1 can be measured at the pressure tap (5). To
pressure taps the right of the clutch No. 1 tap are the pressure taps for clutches No. 3
and 2.
STMG 764 - 34 -
11/02

797B TRANSMISSION GEARS TRAVEL SPEED CLUTCH PRESSURES @ LOW IDLE- kPa (psi)
CLUTCHES @ 1900 ENG RPM CLUTCH PRESSURE
GEAR KM/HR (MPH)
ENGAGED CLUTCH CONVERTER DIRECT
NO CLUTCH NEUTRAL NONE N/A DRIVE DRIVE
N/A 1550 140
NEUTRAL 2 N/A 1
(225 20)
REVERSE 2-7 11.9 (7.4) 2067 140 1550 140
2 (300 20) (225 20)
FIRST 3-6 10.5 (6.5) REVERSE ONLY
SECOND 2-6 14.1 (8.7) 2067 140 1550 140
3 (300 20) (225 20)
THIRD 1-6 19.0 (11.8)
1550 140
FOURTH 2-5 25.6 (15.9) 4 N/A
(225 20)
FIFTH 1-5 34.4 (21.3)
1550 140
5 N/A
SIXTH 2-4 46.5 (28.8) (225 20)
SEVENTH 1-4 62.6 (38.9) 2340 275 1723 140
6
(340 40) (250 20)
LOW IDLE HIGH IDLE 2340 275
7 N/A
MAIN 2340 275 kPa 2585 170 kPa (340 40)
RELIEF (340 40 psi) (375 25 psi) 2067 140
Main Relief Main Relief LOCKUP N/A
LATCHING (300 20)
+35 -105 kPa +35 -105 kPa
PRESSURE
(+5 -15 psi) (+5 -15 psi)
NOTE: If latching pressure is 205 kPa (30 psi) greater than main relief pressure, the latching system
will not operate correctly.

The latching pressure tolerance spec above is for the pressure tap. The tolerance for the latching pressure
sensor is +205 -275 kPa (+30 -40 psi) because the sensor accuracy is 185 kPa (27 psi).

25

797B transmission
specifications
Transmission clutches
must be calibrated
Shown are the specifications for the 797B transmission. Seven clutches
provide one REVERSE speed and seven FORWARD speeds. REVERSE
is CONVERTER DRIVE only. FIRST GEAR is CONVERTER DRIVE
below 4 mph and DIRECT DRIVE above 4 mph. The transmission clutch
pressures must be calibrated using a laptop computer with the Electronic
Technician (ET) software installed. The calibration procedure is
performed to compensate for variations in the transmission control
components and connected transmission components (pumps, seal
leakage, etc).

No clutch NEUTRAL The transmission can be damaged within 20 seconds if the engine is run
and no clutches are engaged in the transmission. When no clutches are
engaged, the planetary can rotate up to 10,000 rpm. This can occur at
start-up if there are any of the following active faults:
- invalid shift command - latch solenoid fault
- latch sensor fault - low latching pressure

NOTE: Be sure to stop the engine immediately if there is ever a No

Clutch Neutral warning.
STMG 764 - 35 -
11/02

Reasons for clutch Calibration is required in a variety of situations:

calibration
- Before dealer delivery to the customer
- After replacing or servicing any of the transmission clutch valves
- After replacing or servicing the Transmission ECM
- After flashing in new transmission software
- After replacing or servicing any of the transmission clutches, seals,
pumps, etc. that would change the flow rate delivered to the controls

Required conditions The Transmission ECM must detect the following conditions before
for clutch calibration starting the calibration procedure:
1. Parking brakes are ENGAGED
2. Service brakes and retarder are RELEASED
3. Gear selector is in NEUTRAL
4. Transmission oil temperature is above 80C (176F) to start
calibration
5. Transmission oil temperature is between 70C (158F) to
10C (230F) during calibration
6. Transmission Output Speed (TOS) is 0 rpm
7. No clutch solenoid electrical faults such as open circuit, short to
ground, or short to battery
8. No transmission speed sensor faults
9. No transmission/TC temperature sensor faults
10. Engine speed is 1300 50 rpm

If any of these conditions are not met during the calibration, the procedure
is aborted immediately, all clutches are disengaged, and the calibration
values for the clutch being calibrated are lost.

Install pressure The sustain pressure calibration requires pressure gauges to measure the
gauges on all eight actual pressure in the clutch. The Data View diagnostic tool should be
clutch pressure taps used if possible. Ideally, all eight pressure gauges should be installed
before the calibration procedure begins. The eighth gauge is for the
torque converter lockup clutch pressure. The pressure taps are located on
the torque converter and the transmission control cover (see Visuals No. 9
and 24).

Calibrate clutch The transmission and lockup clutch pressures are calibrated using a laptop
pressures with ET computer with the ET software installed. Select the CALIBRATION
option from the pull-down menu and follow the instructions provided. ET
will provide the technician a means of increasing or decreasing the
individual clutch pressures while viewing the pressure on the gauge.
STMG 764 - 36 -
11/02

Other clutch Other calibrations:

calibrations
Fill calibration--Fill calibration is performed to optimize shift quality.
Fill calibration Two parameters are adjusted during fill calibration: pulse time and hold
- Hold level level. The hold level is calibrated first, followed by the pulse time. The
fill calibration for each clutch is completed before the next clutch begins.
- Pulse time

Clutch end of fill During fill calibration, the system software needs to detect the End Of Fill
detection (EOF) for the clutch. End of fill is detected using a drop in converter
output speed, as well as a drop in the relative clutch (slip) speed. To
effectively detect a drop in converter output speed, a load must be applied
to the transmission. This is accomplished by engaging one or more of the
clutches not being calibrated.

Hold level calibration Hold level calibration determines the pressure at which the clutch piston
touches up to the clutch pack. One at a time, each clutch command is
pulsed and held at the minimum allowable hold level pressure for a
specific duration of time. After approximately a 3.0 second pause, the
next clutch is pulsed, held, and released. This is repeated until all the
clutches have been cycled. Hold level pressure is incremented and the
cycle repeats. A clutch's hold level pressure is calibrated when an end of
fill is detected during the specified hold time (the corresponding hold
level pressure is the calibrated value). Once a clutch is calibrated, it is
taken out of the cycle and a 3.0 second delay is inserted. The delay
allows for complete drainage of the clutches still cycling. This process
continues until hold level pressure reaches its maximum allowable value,
or all of the clutches have been calibrated. If the hold level pressure for
any single clutch exceeds its maximum value or the clutch fills quicker
than the allowed envelope when the hold level pressure is set at its
minimum value, a warning is displayed.

Pulse time calibration Fill time is calibrated by adjusting one parameter; the pulse time. The
ramp levels for each clutch are set to their default values. Each clutch
command is pulsed, ramped, and held at the calibrated hold level pressure
until the end of fill is detected or 1.0 second, whichever comes first while
holding the appropriate clutch. The actual fill time is compared to the
target fill time. The pulse time is increased/decreased to shorten/lengthen
the fill time based on the difference between actual and target fill time.
After a 3.0 second pause,the clutch is filled again with the new pulse time.
This procedure is repeated many times. At the end of the last cycle, the
calibrated pulse time values are set. If pulse time is smaller than or larger
than allowed, a warning is displayed. The procedure is repeated for all
clutches.
STMG 764 - 37 -
11/02

797B POWER TRAIN SCHEMATIC

VENT
PUMP LOCKUP INLET TRANSMISSION
DRIVE VALVE RELIEF CONTROL FILTER
BOX
TORQUE
CONVERTER
TRANSMISSION

TC OUTLET
SCREEN
TC
OUTLET CHARGE
DIFFUSER
RELIEF FILTER

MAGNETIC
SCAVENGE
SCREEN LUBE INLET
AND RELIEF
PT OIL
COOLERS
SUMP MAGNETIC
SUCTION LOG SCAVENGE
SCREEN

TC CHARGE TRANSMISSION TRANSMISSION TRANSMISSION

PUMP LUBE PUMP CONTROL PUMP SCAVENGE PUMP

26

797B power train Shown is the 797B power train hydraulic schematic. Supply oil is pulled
hydraulic schematic from the torque converter housing through a magnetic screen and three
ports in a suction log at the bottom of the torque converter.

Torque converter Oil flows from the torque converter charging pump through the torque
charging oil flow converter charging filter to the torque converter inlet relief valve.
Transmission control oil joins with the torque converter charging oil at the
inlet relief valve. The charging oil flows through the torque converter, the
outlet relief valve, the torque converter outlet screen, and the power train
oil coolers. The oil flows through the coolers and returns to the torque
converter housing.

Transmission lube oil Oil flows from the transmission lube pump to the transmission lube
flow manifold. Oil flows through the lube valve to the rear transmission
module and to the front transmission module. The lubrication oil is used
to cool and lubricate all of the gears, bearings, and clutches in the
transmission modules.
STMG 764 - 38 -
11/02

Transmission control Oil flows from the transmission control pump to the transmission control
oil flow filter. Oil flows through the control filter to the transmission control
valves. When the control valve solenoids are energized by the
Transmission ECM, oil flows to the transmission clutches.

Torque converter Oil also flows from the top of the transmission control filter to the torque
lockup oil flow converter lockup valve. Transmission control oil is used to engage the
lockup clutch and provide DIRECT DRIVE.

Transmission Transmission control and lubrication oil that falls to the bottom of the
scavenge oil flow transmission case is scavenged from the case through two magnetic
screens by the transmission scavenge pump. The scavenged oil returns to
the torque converter housing through a diffuser (see Visual No. 4).
STMG 764 - 39 -
11/02

3 6 1 2 4 5

27

Rear Axle

797B rear axle Shown is the 797B rear axle arrangement. The differential (1) is installed
1. Differential
into the rear of the banjo housing (2). On all other truck models, the
differential is installed from the front. Power flows from the transmission
2. Banjo housing
to the differential. The differential divides the power to the right and left
3. Final drives axle shafts. Torque is transmitted equally from the differential through
4. Rear brakes the two axle shafts to the final drives (3). The differential adjusts the
speed of the axle shafts for vehicle cornering, therefore, the power
5. Rear wheels
delivered to the axle shafts is unequal during cornering.
6. Rear spindle
The rear brakes (4) are located inside the rear wheels (5). The hub of the
brakes are connected to and rotate with the rear wheels. The anchor
housing of the brakes is bolted to and held stationary by the rear
spindles (6).
STMG 764 - 40 -
11/02

797B WHEEL STATION

SPINDLE ANCHOR HUB

REAR BRAKE REAR WHEEL FINAL DRIVE

28

797B wheel station Shown is a sectional view of the 797B wheel station. Torque is
transmitted equally from the differential through the two axle shafts to the
final drives.

The rear brakes are located inside the rear wheels. The hub of the brakes
are connected to and rotate with the rear wheels. The anchor housing of
the brakes is bolted to and held stationary by the rear spindles.
STMG 764 - 41 -
11/02

797B REAR AXLE LUBRICATION

RELIEF/ DIVERTER
BRAKE/COOLING
FINAL DRIVE VALVE AND SOLENOID
ECM
DIVERTER VALVE

DRIVE
PUMP
FINAL DRIVE
FILTER
MOTOR

DIFF.
FILTER

BANJO
SUCTION
TEMP. RELIEF SCREEN
SENSOR VALVE

PUMP

FINAL DRIVE DIFF. HOT DIFF. COLD

OIL LEVEL OIL LEVEL OIL LEVEL

29

797B rear axle Shown is the rear axle lubrication system. A rear axle lubrication drive
lubrication system pump provides oil flow to the rear axle lubrication drive motor. A
relief/diverter valve and solenoid controls the pressure in the rear axle
lubrication pump drive circuit. The setting of the relief valve is
13780 kPa (2000 psi).

The rear axle lubrication drive motor rotates a three-section pump that
provides lubrication to the differential and final drives. The two front
sections of the pump pull oil from the rear axle housing (banjo housing)
through a suction screen. The rear section of the pump pulls oil from the
carrier housing through a suction screen located below the differential.

Rear axle lubrication
controlled by
brake/cooling ECM
The amount of oil that flows to the differential and final drives is
controlled by the brake/cooling ECM. The brake/cooling ECM controls a
solenoid on the rear axle lubrication drive pump and a solenoid on the
final drive diverter valve. The solenoids are energized to control the oil
flow depending on the rear axle oil temperature.
STMG 764 - 42 -
11/02

Front section of rear Oil flows from the front section of the rear axle cooling pump through the
axle cooling pump final drive diverter valve and final drive oil filter to the final drive and
Center section of rear wheel bearings on both sides of the truck. Oil flows from the center
axle cooling pump section of the rear axle cooling pump through the differential oil filter to
the differential bearings. A relief valve prevents oil pressure from
Rear section of rear exceeding 689 kPa (100 psi). The rear section of the pump scavenges oil
axle cooling pump from the differential through a suction screen and returns it to the axle
housing reservoir.

Final drive lubrication Primary lubrication of the 797B final drives and rear wheel bearings is by
splash lube. In the splash lube planetary gear box, at any instant, half of
- Splash lubrication
the components are rotating under the oil level while the other half is
- Pumped lubrication
above the oil. The gears, bearings, and thrust washers receive the
- Gravity return required lube by dipping in the oil or splash from other parts which are
running through the oil bath. Secondary lubrication oil flow and cooling
of the final drive is achieved by pumping oil from the axle reservoir,
through a filter, through the wheel bearings, and into the final drive
reservoir. Oil from the final drive compartment returns to the axle
housing by gravity. Before the final drive oil can return to the axle
housing it must pass through the wheel bearing retainer plate oil holes and
spindle. This is the same basic configuration used on the other large Off-
highway Trucks (OHT's) with the exception that the oil flow to the final
drives is more constant since the 797B lube pump flow is a function of
engine speed rather than ground speed. Oil circulation helps the wheel
bearing life considerably by both cooling the bearings and by flushing
debris out of the wheel bearing compartment.

Final drive filter The oil pumped to the final drives must first pass through a full-flow filter
bypass element. When the filter element plugs, the unfiltered oil is bypassed
back to the axle housing (sump) rather than being bypassed in-line which
could allow contaminated oil to flow through the wheel bearings. The
final drives can operate for an extended period of time with the filter in
the bypass condition because the primary lubrication of the final drives is
by splash lube. The machine operator will receive a warning when the
filter plugs.

Oil temperature effect When the oil in the axle housing reservoir is below 60C (140F) the final
on final drive drive diverter solenoid is energized and oil is not pumped to the final
lubrication drives. If oil were pumped to the final drives when the oil was cold, the
combination of high viscosity with cold oil and the restriction through the
wheel bearings, final drive, and spindle, would cause sufficient oil build
up in the wheel station compartments and cause the axle housing reservoir
to run dry.
STMG 764 - 43 -
11/02

When the oil temperature is lower than 60C (140F) the oil that is
normally pumped to the final drives is diverted back to the bevel gear
sump. In relation to the final drives this fulfills two functions:

First, the final drives are not overfilled with cold oil.

Warming rear axle oil Second, the combined flow to the bevel gear group of the final drive
charge oil and bevel gear charge oil is greater than the scavenge pump
capacity to remove that input oil, and this allows the bevel gear sump
to become overfull. The elevated level of oil in the bevel gear group
reservoir allows the bevel gear and pinion to churn the oil, causing
rapid mechanical heating of the oil. The goal is to get the oil in the
system up to 60C (140F) as quick as possible so that normal
filtering of the oil and oil circulation through the final drives can
occur.

Bevel gear lubrication Bevel Gear Lubrication for Normal Operating Conditions - Oil
- Oil temp > 60C
Temperature > 60C (140F).
(140F)
Primary Lubrication of the bevel gear group components is by pressure
lube. Oil is pumped from the surrounding axle housing reservoir through
a full-flow filter to the bevel gear group. Oil flow entering the bevel gear
group is split up and directed to key gear and bearing lubrication points.
Proper oil flow to the bevel gear bearings must be maintained at all times.
Loss of flow or diminished flow will result in rapid bearing burn-up under
high speed vehicle operating conditions. The oil filter for the bevel gear
group is an in-line bypass type. If the filter bypasses, either due to cold
oil or a plugged filter element, the bevel gear group will receive unfiltered
oil. In the case where the filter plugs due to contaminant build up, dirty
oil is better than no oil since the bevel gear group would progress to
catastrophic failure rapidly without oil.

Scavenge oil strategy In order to improve the bevel gear group efficiency and prevent excessive
- Oil temp > 60C oil temperatures, the bevel gear group has a dry sump under normal
(140F) operating conditions [oil temp > 60C (140F)]. A fixed displacement
gear type pump scavenges (lowers the oil level) the charge oil and leakage
oil from the differential reservoir so that the rotating components don't dip
in the oil, loose energy, and churn and heat the oil. Hot oil scavenged
from the bevel gear group is pumped back to the axle housing reservoir.
STMG 764 - 44 -
11/02

Bevel gear lubrication Bevel Gear Lubrication - Oil Temperatures < -4C (25F).
- Oil temp < -4C
(25F) Banjo oil temperatures less than -4C (25F) produce a condition where it
becomes impractical to pump high viscosity 50 or 60 weight oil. Under
this condition the solenoid on the Rear Axle (RAX) lube drive pump is
energized. This allows the RAX lube pumps to be turned off; however,
there is some pressure drop across the diverter valve which allows a small
amount of rotation of the lube pumps, and therefore, some slight
movement of oil throughout the system

Under the condition where the lube pumps are turned off, an oil level is
maintained in the bevel gear group and lubrication of the components is
by splash lube. The top transmission gear is limited to FIFTH.

Bevel gear lubrication Bevel Gear Lubrication - Oil Temperatures > -4C (25F) and
- Oil temp < 60C (140F).
> -4C (25F)
< 60C (140F) When the banjo oil temp reaches -4C (25F) and the vehicle is moving,
the solenoid on the RAX lube pump diverter valve is de-energized and the
RAX lube pump begins to pump charge oil to the bevel gear group
components. When the oil temperature is > -4C (25F) and
< 60C (140F), the oil viscosity is still high enough to place a large load
on the RAX drive pump. This causes high pressure in the drive system so
that some of the oil for the drive system is bypassed over the RAX drive
pump relief valve. In this condition, full charge oil flow is not achieved
and lubrication of the bevel gear group components is assisted by splash
lube.

Not moving for 5 Anytime the vehicle is not moving for 5 minutes or more, and the oil
minutes temp is < 57C (135F), the drive pump diverter valve solenoid is
Temperature gear energized and the RAX lube pumps are turned off. This prevents
limits pumping oil under cold oil conditions (where the truck may sit on the
ready line idling over a weekend). It also slows down the rate at which
the rear axle cools down if the machine had previously been in operation.
Any time the vehicle begins moving while the banjo oil temp is
> -4C (25F), the drive pump diverter valve solenoid is de-energized so
that the RAX lube pumps are running. The transmission gear is limited to
SIXTH for oil temperatures > -4C (25F) and < 24C (75F). No gears
are restricted above 24C (75F)
STMG 764 - 45 -
11/02

Rear axle oil during When the engine is shut off, the scavenge pump no longer removes the
shutdown leakage oil from the banjo reservoir into the bevel gear group reservoir.
An 11 L/min (3 gal/min) orifice is placed in the bevel gear oil pan to
control oil flow (leak flow) from the banjo reservoir to the bevel gear
group. Without the scavenge pump operating, the bevel gear group
compartment will fill with oil until the oil level equalizes with the banjo
housing reservoir.

Scavenge oil strategy During cold start conditions [oil temp < 60C (140F)], the oil flow from
- Oil temp < 60C the final drive charge pump is diverted from the final drives to the bevel
(140F) gear group reservoir. The combined flow of the final drive charge oil and
the bevel gear charge oil to the bevel gear group is greater than the
scavenge pump capacity to remove that input oil and allows the bevel
gear sump to become overfull. When the bevel gear group is overfull and
the vehicle begins moving, the rotating components in the bevel gear
group dip in the oil and churn and heat the oil (splash lube system). The
power losses during this condition are high so that rapid mechanical
heating of the oil occurs. The goal is to get the oil in the system up to
60C (140F) as quick as possible so that normal filtering of the oil, oil
circulation through the final drives, and normal lubrication of the bevel
gear group components can occur.

Under normal operating temperatures [oil temperature > 60C (140F)],

the bevel gear group reservoir is scavenged and optimum mechanical
efficiency of the rear axle system can be achieved.
STMG 764
11/02
Differential and final Shown is the front of the 797B rear axle. The bevel gear/differential is
drives oil system
1. Rear axle lubrication
drive motor
2. Suction screen
Brake/Cooling ECM The amount of oil that flows to the differential and final drives is
controls rear axle
lubrication system
3. Rear axle oil
temperature sensor
- 46 -
30
pressure lubricated. The final drive components are lubricated in a
conventional splash manner; however, oil circulation through the wheel
bearings and final drive is provided by the rear axle pump. A rear axle
lubrication drive pump provides oil flow to the rear axle lubrication drive
motor (1). The rear axle lubrication drive motor rotates a three-section
pump that provides pressure lubrication to the differential and oil
circulation through the final drives. The two front sections of the pump
pull oil from the rear axle housing through a suction screen (2). The rear
section of the pump pulls oil from the carrier housing through a suction
screen located below the differential (see Visual No. 34).
controlled by the Brake/Cooling ECM. The Brake/Cooling ECM controls
two solenoids that direct oil flow to or away from the final drive and
differential depending on the rear axle oil temperature.
A rear axle oil temperature sensor (3) is located at the front of the rear
axle housing (see Visuals No. 30 and 33).
STMG 764 - 47 -
11/02

1 4

31

797B differential Shown is the 797B differential. Oil is scavenged from the differential
1. Scavenge screen through a screen located in the pan (1) below the differential. Lubrication
pan and cooling oil flows from the pump to the differential bearings through a
2. Lubrication oil
distribution and relief valve manifold (2) and several steel tubes. If the
distribution and differential lubrication oil pressure exceeds 689 kPa (100 psi), a relief
relief valve manifold valve in the manifold will open. Relief oil flows to the differential sump.

3. TCS axle speed The Traction Control System (TCS) axle speed sensors (3) are located on
sensors the differential. There is a sensor located on both sides of the differential.
The sensors can be accessed for service through a cover on the rear axle
housing (see Visual No. 109). The sensors provide input signals to the
Brake/Cooling ECM. The Brake/Cooling ECM uses these sensors to
determine if one of the rear wheels are spinning. If one of the rear wheels
is spinning, the Brake/Cooling ECM sends a signal to engage the brake on
the spinning wheel. Engaging the brake on the spinning wheel generates
a higher level of torque across the differential and therefore an increase in
torque to the wheel with better traction results.

4. Removal and The differential is removed and installed by resting the two rollers (4) on
installation rollers tubes in the axle housing. The differential can then slide in or out of the
rear axle housing.
STMG 764 - 48 -
11/02

1
3 2

32

1. Rear axle lubrication The rear axle lubrication drive pump (1) is located at the lower rear
drive pump
section of the pump drive. The rear axle lubrication drive pump is
2. Brake actuation connected to the brake actuation pump (2) and the brake cooling drive
pump pump (3). The rear axle lubrication drive pump pulls oil from the small
3. Brake cooling drive top hydraulic tank (see Visual No. 86). Oil flows from the rear axle
pump lubrication drive pump to the rear axle lubrication drive motor located on
the rear axle housing. The pump is driven by the engine, therefore the
differential and final drive components can be cooled and lubricated even
4. Rear axle lube drive when the truck is stopped. A relief/diverter valve and solenoid (4)
pump relief/diverter controls the pressure in the rear axle lubrication drive pump circuit. The
valve and solenoid
setting of the relief valve is 13780 kPa (2000 psi). Rear axle drive pump
Rear axle drive pump pressure can be measured at a pressure tap (not shown) located on the
pressure tap drive pump.

Rear axle lube drive Banjo oil temperatures less than -4C (25F) produces a condition where
pump solenoid it becomes impractical to pump high viscosity 50 or 60 weight oil. Under
ENERGIZED
this condition the solenoid on the Rear Axle (RAX) lube drive pump is
- Pump turned OFF energized. This allows the RAX lube pumps to be turned off; however,
there is some pressure drop across the diverter valve which allows a small
amount of rotation of the lube pumps, and therefore, some slight
Rear axle lube drive movement of oil throughout the system When the banjo oil temp reaches
pump solenoid -4C (25F) and the vehicle is moving, the solenoid on the RAX lube
DE-ENERGIZED drive pump diverter valve is de-energized and the RAX lube pump begins
- Pump turned ON to pump charge oil to the rear axle components.
STMG 764 - 49 -
11/02

1 2

4
3

33
1. Rear axle oil pump Shown is a closer view of the rear axle oil pump (1) and the drive
2. Rear axle drive motor (2). The two front sections of the pump pull oil from the axle
motor housing reservoir through the suction screen behind the cover (3) and
3. Axle housing suction
provide charge supply oil to the final drives and the differential. The rear
screen cover section of the pump scavenges oil from the differential through a suction
screen (see Visual No. 34) and returns it to the axle housing reservoir.

4. Rear axle oil A rear axle oil temperature sensor (4) is located at the front of the rear
temperature sensor axle housing. The sensor provides input signals to the Brake/Cooling
ECM. The Brake/Cooling ECM sends the signals to the VIMS, which
informs the operator of the rear axle oil temperature. A warning
Category 2 will be logged above 118C (244F). A warning Category 3
will be logged above 126C (259F).

- Differential cold The rear axle oil temperature sensor also provides the input signal
mode speed limiting required for the differential cold mode speed limiting function. The
differential cold mode limits the truck top speed until the oil temperature
is high enough to ensure proper lubrication. Shifting is limited to FIFTH
GEAR when the differential oil temperature is below -4C (25F).
Shifting is limited to SIXTH GEAR when the differential oil temperature
is greater than -4C (25F) and below 24C (75F).

- Solenoid activation The rear axle oil temperature sensor signal is also used by the
Brake/Cooling ECM as the input that tells the ECM when to energize or
de-energize the rear axle drive pump diverter solenoid (see the previous
Visual) and the final drive diverter valve solenoid (see Visual No. 38).
STMG 764 - 50 -
11/02

4 7

2 5

1
3

34

1. Differential carrier The rear section of the rear axle cooling pump pulls oil from the
suction screen differential carrier sump through the suction screen (1). Oil flows from
the rear pump section to the axle housing.

2. Carrier oil level sight Two compartments must be filled with oil to fill the rear axle housing; the
glass carrier housing and the axle housing (see Visual No. 26 STMG-1). The
3. Carrier housing drain carrier oil level is checked with a sight glass at location (2). The carrier
plug hole housing is drained by removing a magnetic plug from the hole (3).

4. Axle housing fill and
TCS axle sensor
service hole
5. Housing oil level
sight glass
The axle housing can be filled through one of the two access holes (4).
The TCS axle speed sensors are serviced through these two holes. The
axle housing oil level is checked with a sight glass at location (5). The
axle housing is drained by removing a magnetic plug from the hole (6).

6. Axle housing drain The two Transmission Output Speed (TOS) sensors (7) are located near
plug hole the differential bevel gear. The TOS sensors are serviced by removing the
7. TOS sensors large access cover.

NOTICE
Failure to fill the final drives independent of the rear axle housing
could result in inadequate oil fill of the final drives. Severe
component damage could result.
STMG 764 - 51 -
11/02

6
8
5

7
4

1 3

35

1. Differential carrier Shown is the right inside of the axle housing. The rear section of the rear
housing suction axle cooling pump pulls oil from the carrier housing through the tube (1)
tube
and a suction screen located below the differential (see previous Visual).
2. Differential scavenge Scavenged oil from the differential flows to the banjo housing through the
pump outlet tube (2).
3. Rear axle housing
suction tube The two front sections of the rear axle cooling pump pull oil from the rear
4. Differential bearing axle housing through the tube (3) and a suction screen (see Visual
lube supply tube to No. 33).
filter

5. Differential filter Oil flows from the center pump section through the tube (4), the
differential filter (5), and the port (6) to the differential bearings.
6. Differential bearing
lube supply port to
differential Oil flows from the front pump section through the tube (7), the final drive
diverter valve (see Visuals No. 38 and 40), and the final drive filter (8) to
7. Final drive bearing
lube supply tube to the final drive bearings.
diverter valve

8. Final drive filter

STMG 764 - 52 -
11/02

4 5

36

1. Final drive lube Shown is the top left inside of the axle housing. Oil flows from the front
supply tube to section of the rear axle cooling pump through the tube (1) to the final
diverter valve
drive diverter valve (see Visuals No. 38 and 40). The diverter valve is
controlled by the Brake/Cooling ECM. When the rear axle oil
temperature is below 60C (140F), the Brake/Cooling ECM energizes a
solenoid on the diverter valve. When the solenoid is energized, oil flows
2. Tube to differential through the tube (2) and sprays on the differential. The differential warms
for warming oil the oil through the mechanical action of oil churning by the pinion and
ring gears.

3. Final drive lube When the rear axle oil temperature is above 60C (140F), the
supply tube to filter Brake/Cooling ECM de-energizes the solenoid on the diverter valve.
4. Final drive filter When the solenoid is de-energized, oil flows from the diverter valve
through the tube (3), the final drive filter (4), and the two tubes (5) to the
5. Left and right final
final drives and wheel bearings on both sides of the truck.
drive lube supply
tubes
STMG 764 - 53 -
11/02

1 2

37

1. Right final drive and Shown is the right inside of the axle housing. Oil flows through the
wheel bearing lube tube (1) to the right final drive and wheel bearings. An oil baffle (2) is
tube
installed on both sides of the rear axle. The oil baffle promotes
2. Oil baffle circulation of oil around the wall of the axle housing, which increases
heat transfer. The oil baffle also prevents overfilling of the final drives
during short side slope and cornering events.
STMG 764
11/02
2 4
1. Differential oil filter
2. Final drive diverter
valve
3. Final drive oil filter
4. Final drive diverter
valve solenoid
- 54 -
3
1
38
Oil flows from the center section of the rear axle cooling pump through
the differential oil filter (1) to the differential bearings.
Oil flows from the front section of the rear axle cooling pump through the
final drive diverter valve (2) and the final drive oil filter (3) to the final
drives and wheel bearings on both sides of the truck. The diverter valve
is controlled by the Brake/Cooling ECM. When the rear axle oil
temperature is below 60C (140F), the Brake/Cooling ECM energizes
the solenoid (4) on the diverter valve. When the solenoid is energized, oil
sprays on the differential and the differential warms the oil. In relation to
the final drives this fulfills two functions:
First, the final drives are not overfilled with cold oil.
Second, the elevated level of oil in the bevel gear group reservoir
allows the bevel gear and pinion to churn the oil, causing rapid
mechanical heating of the oil. The goal is to get the oil in the system
up to 60C (140F) as quick as possible so that normal filtering of the
oil and oil circulation through the final drives can occur.
When the rear axle oil temperature is above 60C (140F), the
Brake/Cooling ECM de-energizes the solenoid on the diverter valve.
When the solenoid is de-energized, oil flows through the filter to the final
drives and wheel bearings on both sides of the truck.
STMG 764
11/02
1 2
Differential oil filter
1. Filter bypass switch
Differential oil filter
has in-line bypass
2. Differential oil
pressure sensor
3. Differential oil
pressure tap
- 55 -
39
Shown is the differential oil filter. An oil filter bypass switch (1) is
located on the filter housing. The bypass switch provides an input signal
to the Brake/Cooling ECM. The Brake/Cooling ECM sends the signal to
the VIMS, which informs the operator if the filter is restricted. If the
filter is restricted and oil temperature is above 60C (140F), a warning
Category 1 will be logged after 20 seconds. A warning Category 3 will
be logged after 30 minutes.
Proper oil flow to the bevel gear bearings must be maintained at all times.
Loss of flow or diminished flow will result in rapid bearing burn-up under
high speed vehicle operating conditions. The oil filter for the bevel gear
group is an in-line bypass type. If the filter bypasses, either due to cold
oil or a plugged filter element, the bevel gear group will receive unfiltered
oil. In the case where the filter plugs due to contaminant build up, dirty
oil is better than no oil since the bevel gear group would progress to
catastrophic failure rapidly without oil.
A differential oil pressure sensor (2) is also located on the filter housing.
The pressure sensor also provides an input signal to the Brake/Cooling
ECM. If the differential oil pressure is less than 117 kPa (17 psi) when
the engine speed is above 1250 rpm and the oil temperature is above
60C (140F), a warning Category 3 (DIFF LUBE PRES LO) will be
logged. The minimum pressure allowed changes when engine speeds and
oil temperatures are greater. Differential oil pressure can be measured at
the tap (3).
STMG 764 - 56 -
11/02

40

Final drive oil filter Shown is the final drive oil filter. An oil filter bypass switch (1) is located
1. Filter bypass switch on the filter housing. The bypass switch provides an input signal to the
Brake/Cooling ECM. The Brake/Cooling ECM sends the signal to the
VIMS, which informs the operator if the filter is restricted. If the filter is
restricted and oil temperature is above 60C (140F), a warning
Category 1 will be logged after 20 seconds.

Final drive oil filter When the filter element plugs the unfiltered oil is bypassed back to the
bypasses to sump axle housing (sump) rather than being bypassed in-line which could allow
contaminated oil to flow through the wheel bearings. The final drives can
operate for an extended period of time with the filter in the bypass
condition because the primary lubrication of the final drives is by splash
lube.

2. Final drive oil A final drive oil pressure switch (2) is also located on the filter housing.
pressure switch The oil pressure switch also provides input signals to the brake/cooling
ECM. The brake/cooling ECM sends the signals to the VIMS, which
informs the operator of the final drive oil pressure. If the final drive oil
pressure is less than 160 kPa (23 psi) when the engine speed is above
1300 rpm and the diverter solenoid is de-energized, a warning Category 1
(FNL LUB PRES LO) will be logged.

3. Final drive oil Final drive oil pressure can be measured at the tap (3).
pressure tap
STMG 764 - 57 -
11/02

REACTION SECOND REDUCTION FINAL DRIVE

FINAL DRIVE HUB RING GEAR ADAPTER HOUSING

SECOND REDUCTION
WHEEL
CARRIER
SECOND REDUCTION
INNER PLANETARY GEAR
THRUST WASHER

SECOND REDUCTION
SPINDLE SUN GEAR

AXLE SHAFT OUTER

THRUST WASHER

FIRST REDUCTION
SUN GEAR

FIRST REDUCTION
CARRIER

FIRST REDUCTION FIRST REDUCTION

RING GEAR PLANETARY GEAR

41

Final Drive

Double reduction Shown is a sectional view of the double reduction planetary final drive.
planetary gear final Power is mechanically transmitted from the differential through the axle
drive
shaft to the sun gear of the first reduction planetary. The final drive is a
carrier drive planetary arrangement; therefore, the first and second
reduction ring gears are splined together and grounded to the spindle
through the reaction hub so they don't rotate.

The power input to the first reduction sun gear from the axle shaft causes
rotation of the first reduction planetary gears and carrier and the power is
output at reduced speed and increased torque through the first reduction
carrier. The first reduction carrier is directly connected to the second
reduction sun gear with splines so the power output from the first
reduction planetary is input to the second reduction sun gear. The power
input to the second reduction sun gear causes rotation of the second
reduction planet gears and carrier.
STMG 764 - 58 -
11/02

This power is output from the carrier at reduced speed and increased
torque and is transmitted through the final drive adapter housing to the
wheel causing wheel assembly rotation. The power from the axle shaft
has been reduced twice in speed and increased twice in torque as it
transmitted through the final drive. Due to the gear ratio of the final
drive, the wheel transmits torque to the rims at a rate 16.667 times higher
than axle shaft input to the final drive and the wheel speed is reduced
proportionally. Ignoring some slight inefficiency, the power essentially
remains constant as it is transmitted through the final drive.

NOTICE

An inner thrust washer is installed between the spindle retainer and

the first reduction planetary carrier. When removing an axle or
disassembling the final drive, use an FT2676 Retainer/Gear Tool to
support the first reduction planetary carrier. Supporting the carrier
will prevent the inner thrust washer from falling out of position in the
wheel housing. A good indication that the thrust washer has fallen
out of position is if during assembly of the final drive cover, a gap of
approximately 19 mm (.75 in.) exists between the cover and the
second reduction carrier. Do not force the cover against the second
reduction carrier. If the thrust washer unknowingly falls out of
position and the final drive is reassembled, damage to the final drive
may result.
STMG 764 - 59 -
11/02

797B STEERING SYSTEM

CHASSIS ECM DISPLACEMENT
SOLENOID
STEERING PUMP STEERING
CYLINDERS
STEERING
ENGINE CONTROL
SPEED SENSOR VALVE

ACCUMULATORS
LOW
PUMP
PRESSURE
SWITCH
SENSOR

PRESSURE SOLENOID CASE

SWITCH AND RELIEF DRAIN
VALVE
MANIFOLD

REDUCING
VALVE

STEERING
TANK

OIL
LEVEL HAND
SENSOR METERING
STEERING UNIT
TEMPERATURE (HMU)
STEERING SENSOR
COOLER STEERING
FILTERS

42

STEERING SYSTEM

The steering pump will produce flow at high pressure until the steering
accumulators are charged with oil and the pressure increases to
CUT-OUT pressure 24115 345 kPa (3500 50 psi). This pressure is referred to as the
CUT-OUT pressure. When the CUT-OUT pressure is reached, the
accumulator pressure sensor sends a signal to the Chassis ECM. The
Chassis ECM then increases the amount of current to the steering pump
displacement solenoid and the pump destrokes to the LOW PRESSURE
LOW PRESSURE STANDBY condition. During LOW PRESSURE STANDBY, the
STANDBY pressure at the pump should be between 1720 and 3445 kPa
(250 and 500 psi).

NOTE: Not all of the switches and sensors shown in the visual input
directly to the Chassis ECM as shown. Some of these inputs enter
other ECMs and enter the Chassis ECM through the Cat Data Link.
STMG 764 - 60 -
11/02

CUT-IN pressure The pump operates at minimum swashplate angle to supply oil for
lubrication and leakage. Because of the normal leakage in the steering
system and Hand Metering Unit (HMU) "thermal bleed", the pressure in
the accumulators will gradually decrease to 22050 345 kPa
(3200 50 psi). This pressure is referred to as the CUT-IN pressure.

When the pressure in the accumulators decreases to the CUT-IN pressure,

the accumulator pressure sensor sends a signal to the Chassis ECM. The
Chassis ECM then decreases the amount of current to the displacement
solenoid and the pump upstrokes to maximum displacement (full flow).
Engine speed controls Engine speed is also an input to the Chassis ECM that is used to control
steering flow output the output from the steering pump.

Accumulator sensor The accumulator pressure sensor can have one of the following values:
values 1. Really low - Occurs during heavy steering
2. Low - Occurs during light steering, or normal bleed down
3. Normal - Desired pressure range of accumulator
4. High - Occurs when the accumulator pressure has gone above the
normal cut-out point

Whenever the pressure status drops to Low or Really Low, the charging
system activates. The steering pump is activated until the steering
pressure reads High. At that point, the charging system deactivates. The
system stays deactivated until normal bleed down or some amount of
steering re-activates the system.

Accumulator charging The charging control has 3 modes of operation:

modes 1. Charging off
2. Charging low
3. Charging high

For each of these modes, there is a separate map of engine output speed to
charging control current. This map is intended to adjust the pump output
to provide more flow at lower engine speeds. The output current has a
rate limit check. This will help smooth the current going to the pump
when the logic switches between different maps.
STMG 764 - 61 -
11/02

There are a couple of alterations to the specified logic:

- Hysteresis for the pressure status. This prevents the charging system
from being unstable if the pressure stays at the decision point.
- Off timer. This keeps the pump off until the engine is running. It
also turns the pump off when the engine is stopped. If the engine is
not running, the steering pump is forced off.
- Diagnostic Override. Allows ET to override the steering pump
output current. Before the override will be allowed on, the machine
must not be moving (see Visual No. 60).
STMG 764 - 62 -
11/02

43

Lower rear tank The steering tank is separately located within the large hydraulic tank on
- Steering the right side of the truck. The steering tank provides an oil supply for the
steering system, the brake cooling drive system, and the fan motor drive
- Brake cooling drive
system.
- Fan motor drive
1. ENGINE STOPPED The oil level for the steering tank is checked at the upper sight gauge (1)
oil level when the oil is cold and the engine is stopped. After the engine is started,
the oil level will decrease as the oil fills the steering accumulators.

2. ENGINE RUNNING After the steering accumulators are filled, the oil level should be checked
oil level again at the lower sight gauge (2). When the engine is running and the
steering accumulators are fully charged, the oil level should not be below
the ENGINE RUNNING marking of the lower gauge.

Check steering If the ENGINE RUNNING level is not correct, check the nitrogen charge
accumulator nitrogen in both steering accumulators. A low nitrogen charge will allow excess
charge
oil to be stored in the accumulators and will reduce the secondary steering
capacity.

Accumulator oil Before removing the cap to add oil to the lower rear tank, be sure that the
returns to tank when engine was shut off with the key start switch, and the steering oil has
key start switch is
returned to the tank from the accumulators.
turned OFF
STMG 764 - 63 -
11/02

3. Steering oil level A steering oil level sensor (3) and a steering oil temperature sensor (4) are
sensor located on the rear of the steering tank. The sensors provide input signals
4. Steering oil directly to the VIMS Main Module. The VIMS informs the operator of
temperature sensor the steering tank oil level and temperature.

If the steering oil temperature exceeds 108C (226F) the operator will
receive a warning on the VIMS display (STRG OIL TEMP HI).

Case drain oil filter The steering system on the 797B truck uses a piston-type pump for the oil
supply. All piston-type pumps have a small amount of leakage into the
case for cooling and lubrication. The case drain oil returns to the steering
tank through a case drain oil filter (see Visual No. 53).

5. Steering tank Check the steering tank breather (5) for plugging.
breather
STMG 764 - 64 -
11/02

2 3 6 4 7

44

1. Steering pump The steering pump (1) is part of a double piston pump group. The fan
drive pump (2) is the other part of the pump group. The pump group is
2. Fan drive pump mounted on the front of the pump drive. The pump drive is located on the
inside of the right frame rail near the torque converter. A charging pump
Charging pump
is located between the steering pump and the fan drive pump and is used
to keep the pumps supplied with oil.

The steering pump operates only when the engine is running and provides
the necessary flow of oil to the accumulators for steering system
3. Displacement operation. The Chassis ECM controls the flow of oil from the steering
solenoid pump by energizing the displacement solenoid (3).

The Chassis ECM analyzes the accumulator pressure and the engine
speed inputs and sends between 0 and 650 milliamps to the solenoid.
Between 0 to 100 milliamps the pump is at maximum displacement and
the steering pump flow is at maximum. Between 600 to 650 milliamps
the pump is at minimum displacement and the steering pump flow is at
minimum. The coil resistance through the solenoid is approximately
24 ohms.
STMG 764 - 65 -
11/02

4. Flow compensator The displacement solenoid moves a spool in the pressure and flow
valve compensator valve (4) to control the flow of pump output pressure to the
minimum angle actuator piston. The minimum angle actuator piston
moves the swashplate to the minimum flow position. The current
5. Current adjustment adjustment screw (5) controls the minimum current required to start
screw destroking the pump. The present setting is 100 milliamps.

NOTE: Do not adjust the current adjustment screw in chassis. This

adjustment should only be done on a hydraulic test stand.

6. High pressure cut-off The high pressure cut-off valve (6) controls the maximum pressure in the
valve steering system if the accumulator pressure sensor fails. The high
pressure cut-off valve controls maximum pressure by controlling the flow
of pump output pressure to the minimum angle actuator piston. When
system pressure is at maximum, the high pressure cut-off valve sends oil
to the minimum angle actuator piston and moves the swashplate to the
minimum flow position. The high pressure cut-off valve setting is
26180 345 kPa (3800 50 psi).

High pressure cut-off The high pressure cut-off valve setting can be checked by disconnecting
valve adjustment the displacement solenoid harness and operating the truck at HIGH IDLE.
When the solenoid is disconnected, the pump will destroke and operate at
minimum flow and maximum pressure (High Pressure Cut-off). The high
pressure cut-off valve opens to limit the maximum pump pressure. The
high pressure cut-off valve adjustment screw can be used to change the
setting.

7. Minimum angle stop The minimum angle stop screw (7) is located near the pressure and flow
screw compensator valve. The maximum angle stop screw is located on the
other side of the pump.

NOTE: Do not adjust the minimum or maximum angle stop screws

in chassis. This adjustment should only be done on a hydraulic test
stand.
STMG 764 - 66 -
11/02

FAN DRIVE PUMP STEERING PUMP

PRESSURE AND FLOW
MINIMUM COMPENSATOR
ANGLE STOP
MAXIMUM ANGLE
SWASHPLATE PISTON ACTUATOR PISTON

DRIVE
SHAFT

MAXIMUM ROTARY CHARGE PUMP MINIMUM ANGLE

ANGLE STOP GROUP IMPELLER ACTUATOR PISTON

45

Steering and fan drive Shown is a sectional view of the 797B steering pump. The steering pump
pump is part of a double piston pump group. The fan drive pump is the other
- Variable part of the pump group.. The pumps are variable displacement piston-
displacement type pumps. Oil flows from the steering pump to the steering solenoid
piston-type pumps and relief valve manifold.

Charge pump keeps Oil from the steering tank enters the pump group in the port below the
pumps full of oil charge pump impeller. The charge pump keeps the two pumps full of oil.

Maximum flow The large spring around the maximum angle actuator piston holds the
swashplate at maximum angle. Pump output pressure is always present
on the left side of the steering pump maximum angle actuator piston and
also helps to hold the swashplate at maximum angle. When the
swashplate is at maximum angle, pump output is at maximum flow. This
is the position of the pump when the displacement solenoid receives
0 to 100 milliamps from the Chassis ECM.
STMG 764 - 67 -
11/02

Displacement solenoid When the displacement solenoid is receiving between 100 and 650
milliamps from the Chassis ECM, the displacement solenoid moves a
spool in the pressure and flow compensator valve. The spool allows
pump output pressure to flow to the minimum angle actuator piston.

Minimum angle The minimum angle actuator piston has a larger diameter than the
actuator piston maximum angle actuator piston. The minimum angle actuator piston
moves the swashplate toward the minimum flow position. The
swashplate angle and pump flow will modulate with the amount of
current at the displacement solenoid. When the swashplate is at minimum
angle, pump output is at minimum flow. This is the position of the pump
when the displacement solenoid receives 600 to 650 milliamps from the
Chassis ECM.

Swashplate end of Before the swashplate contacts the minimum angle stop, the minimum
travel angle actuator piston will open a small drain port to tank and stop the
movement of the swashplate. Draining the minimum angle actuator
piston oil will prevent the swashplate from contacting the minimum angle
stop repeatedly which can be noisy and may cause damage to the pump.

Case drain oil Oil that leaks past the pistons into the pump housing provides lubrication
for the rotating components. This oil leakage is referred to as case drain
oil. Case drain oil flows through the case drain port and a case drain oil
filter (see Visual No. 53) to the steering tank.
STMG 764 - 68 -
11/02

TO MINIMUM ANGLE
ACTUATOR PISTON
PUMP DRAIN STEERING FAN DRIVE
SUPPLY HIGH PRESSURE
CUT-OFF
PUMP CONTROL PUMP CONTROL
TO STEERING
SOLENOID TO FAN FROM
AND BACK-UP DRIVE REDUCING
RELIEF VALVE MOTOR VALVE

HIGH
PRESSURE
CUT-OFF

DISPLACEMENT
SOLENOID AND
VALVE

MAXIMUM
ANGLE
ACTUATOR
CURRENT PISTON
ADJUSTMENT
MINIMUM
ANGLE
ACTUATOR
PISTON

PUMP CASE CHARGE

DRAIN
SUPPLY DRAIN PUMP
DISPLACEMENT
TO MINIMUM ANGLE SOLENOID AND
ACTUATOR PISTON VALVE

46

Steering pump Shown is the pressure and flow compensator valve for the 797B steering
pressure and flow
pump. The charge pump pulls oil from the steering tank and keeps the
compensator valve
steering and fan drive pumps full of oil. Oil flows from the charge pump
to the high pressure cut-off valve, the displacement valve, and the
maximum angle actuator piston

Max flow The pump output oil and the spring around the maximum angle actuator
piston holds the swashplate at maximum angle. This is the position of the
pump when the displacement solenoid receives 0 to 100 milliamps from
the Chassis ECM and pump output pressure is low.

Displacement When the displacement solenoid is receiving between 100 and 650
solenoid and valve milliamps from the Chassis ECM, the displacement solenoid moves the
valve spool to the right. The spool allows pump output pressure to flow to
the minimum angle actuator piston. The minimum angle actuator piston
has a larger diameter than the maximum angle actuator piston. The
minimum angle actuator piston moves the swashplate toward the
minimum flow position.
STMG 764 - 69 -
11/02

Current adjustment The current adjustment screw controls the spring pressure in the
screw displacement valve and changes the minimum current required to start
destroking the pump. The present setting is 100 milliamps.

NOTE: Do not adjust the current adjustment screw in chassis. This

adjustment should only be done on a hydraulic test stand.

High pressure cut-off The high pressure cut-off valve controls the maximum pressure in the
valve steering system if the accumulator pressure sensor fails. The high
pressure cut-off valve controls the flow of pump output pressure to the
minimum angle actuator piston. When system pressure is at maximum,
the high pressure cut-off valve sends oil to the minimum angle actuator
piston and moves the swashplate to the minimum flow position. The high
pressure cut-off valve setting is 26180 345 kPa (3800 50 psi).

Cut-out pressure The maximum accumulator pressure during normal operation should be
24115 345 kPa (3500 50 psi). This pressure is referred to as the
CUT-OUT pressure. When the CUT-OUT pressure is reached, the
accumulator pressure sensor sends a signal to the Chassis ECM. The
Chassis ECM then increases the amount of current to the steering pump
displacement solenoid and the pump destrokes to the LOW PRESSURE
Low pressure standby STANDBY condition. During LOW PRESSURE STANDBY, the
pressure at the pump should be between 1720 and 3445 kPa
(250 and 500 psi).

CUT-IN pressure The pump operates at minimum swashplate angle to supply oil for
lubrication and leakage. Because of the normal leakage in the steering
system and Hand Metering Unit (HMU) "thermal bleed", the pressure in
the accumulators will gradually decrease to 22050 345 kPa
(3200 50 psi). This pressure is referred to as the CUT-IN pressure.

When the pressure in the accumulators decreases to the CUT-IN pressure,

the accumulator pressure sensor sends a signal to the Chassis ECM. The
Chassis ECM then decreases the amount of current to the displacement
solenoid and the pump upstrokes to maximum displacement (full flow).
STMG 764 - 70 -
11/02

47

1. Steering system oil Steering pump supply oil flows through a hose (1) and a check valve in
supply hose the solenoid and relief valve manifold (2). The solenoid and relief valve
2. Solenoid and relief manifold connects the steering pump to the accumulators and the steering
valve manifold control valve (3). The solenoid and relief valve manifold also provides a
3. Steering control path to drain for the steering oil.
valve
STMG 764 - 71 -
11/02

5
4
1

48

1. Steering oil supply Steering oil flows through the hose (1) to the pressure reducing valve (2).
hose The pressure reducing valve reduces the steering pressure to a signal
2. Pressure reducing pressure of 6200 kPa (900 psi). Excess steering oil flows to tank through
valve a hose (3). The reduced signal oil flows through the hose (4) to the fan
3. Return to tank hose drive pump and the brake cooling drive pump.
4. Reducing valve
signal hose The fan drive pump and the brake cooling drive pump use the signal oil
pressure to destroke the pumps to minimum flow at start-up and during
cold temperatures.

5. Low steering Two pressure switches monitor the condition of the steering system. The
pressure switch low steering pressure switch (5) monitors the output of the steering pump.
This switch monitors pump supply pressure during LOW PRESSURE
STANDBY. The VIMS refers to this switch as the "low steering
pressure" switch.

Accumulator pressure The other steering pressure switch (see Visual No. 52) monitors the
switch steering system accumulator pressure. The VIMS refers to this switch as
the "high steering pressure" switch.

Steering pressure Both steering pressure switches provide input signals to the VIMS Main
warnings only above Module. The VIMS informs the operator of the condition of the steering
8 km/h (5 mph)
system. A steering system warning is only displayed if the ground speed
is above 8 km/h (5 mph) or the transmission gear is not in NEUTRAL.
STMG 764 - 72 -
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3
2

49

1. Steering system oil Steering pump supply oil flows through a hose (1) and a check valve in
supply hose the solenoid and relief valve manifold. The check valve (not shown)
Check valve (not prevents accumulator oil from flowing back to the steering pump when
shown) the pump destrokes to LOW PRESSURE STANDBY.

2. Steering pump Pump supply pressure can be measured at the tap (2). Pump supply
supply pressure tap pressure will increase until the pump outlet pressure is approximately
- Used to measure 24115 345 kPa (3500 50 psi) at LOW IDLE (CUT-OUT). Then the
LOW PRESSURE pump supply pressure will decrease to the LOW PRESSURE STANDBY
STANDBY setting. The LOW PRESSURE STANDBY setting is between
1720 and 3445 kPa (250 and 500 psi).

If steering pump supply pressure is measured at this tap during LOW

PRESSURE STANDBY, a gauge acceptable for testing maximum
steering system pressure must be used to avoid damaging the gauge when
the steering pump upstrokes to provide maximum oil flow.
STMG 764 - 73 -
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3. Accumulator Steering accumulator pressure can be measured at the tap (3).

pressure TAP Accumulator pressure will increase until the pressure is approximately
- Used to measure 24115 345 kPa (3500 50 psi) at LOW IDLE (CUT-OUT). Because of
CUT-OUT and the normal leakage in the steering system, the pressure in the
CUT-IN accumulators will gradually decrease to the CUT-IN pressure, which is
22050 345 kPa (3200 50 psi).

At LOW lDLE in the NEUTRAL or NO STEER position, the pump will

cycle between the CUT-OUT and CUT-IN conditions in intervals of 30
seconds or more. Connecting a pressure gauge to the accumulator
pressure tap will indicate these steering system pressures.

4. Supplemental To operate the steering circuit on a disabled truck, an Auxiliary Power

steering connector Unit (APU) connects to the supplemental steering connector (4) on the
solenoid and relief valve manifold. The APU will provide supply oil to
charge the accumulators. Steering capability is then available to tow the
truck.

INSTRUCTOR NOTE: For more information on using the APU,

refer to the Special Instructions "Using 1U5000 Auxiliary Power Unit
(APU)" (Form SEHS8715) and "Using the 1U5525 Attachment
Group" (Form SEHS8880).
STMG 764 - 74 -
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3
4

50

1. Check valve Steering pump supply oil flows through the check valve (1). The check
valve prevents accumulator oil from flowing back to the steering pump
when the pump destrokes to LOW PRESSURE STANDBY.

2. Accumulator bleed
down solenoid
3. Back-up relief valve
4. Steering system
SOS tap Oil Sampling (SOS) tap (4)
The accumulator bleed down solenoid (2) drains pressure oil from the
accumulators when the truck is not in operation. The accumulator bleed
down solenoid is activated by the Chassis ECM when the key start switch
is moved to the OFF position. The Chassis ECM holds the solenoid open
for 70 seconds.
The back-up relief valve (3) protects the system from pressure spikes if
the pump cannot destroke fast enough or limits the maximum pressure if
the steering pump high pressure cut-off valve does not open. The setting
of the back-up relief valve is 27560 345 kPa (4000 50 psi).
Steering system oil samples can be taken at the steering system Scheduled
STMG 764 - 75 -
11/02

SOLENOID AND RELIEF VALVE MANIFOLD

FROM
PUMP SUPPLY TO/FROM
ACCUMULATORS

PUMP SUPPLY
PRESSURE TAP

CHECK TO STEERING
VALVE CONTROL VALVE

BLEED DOWN FROM STEERING

SOLENOID CONTROL VALVE

BACK-UP
RELIEF
VALVE

51

Solenoid and relief Shown is a sectional view of the solenoid and relief valve manifold.
valve manifold Steering pump supply oil flows through a check valve. The check valve
Check valve prevents accumulator oil from flowing back to the steering pump when
the pump destrokes to LOW PRESSURE STANDBY.

Bleed down solenoid The accumulator bleed down solenoid is activated by the Chassis ECM
drains accumulators when the key start switch is moved to the OFF position. The Chassis
ECM holds the solenoid open for 70 seconds.

Bleed down orifice Pressure oil from the accumulators is sensed by the bleed down solenoid.
When the solenoid is ENERGIZED, the plunger moves and connects the
pressure oil to the drain passage. Pressure oil flows through an orifice,
past the plunger, to the tank. The orifice limits the return oil flow from
the accumulators to a rate which is LOWER than the flow limit
(restriction) of the steering oil filter. When the solenoid is
DE-ENERGIZED, spring force moves the plunger and pressure oil cannot
go to drain.
STMG 764 - 76 -
11/02

Back-up relief valve The back-up relief valve protects the steering system from pressure spikes
protects system if if the pump cannot destroke fast enough or limits the maximum pressure
pump does not
if the steering pump high pressure cut-off valve does not open. Pressure
destroke
oil from the steering pump works against the end of the back-up relief
valve and the spring. The relief valve unseats (opens) if oil pressure
reaches approximately 27560 345 kPa (4000 50 psi) at a flow of
8 2 L/min. (2 .5 gpm). Oil then flows past the relief valve and drains
to the tank.

Adjust back-up relief The back-up relief valve must only be adjusted on a test bench. The
valve on test bench pressure setting of the back-up relief valve can be changed by adjusting
only
the spring force that keeps the relief valve seated (closed). To change the
relief valve setting, remove the protective cap and turn the adjustment
screw clockwise to increase the pressure setting, or counterclockwise to
decrease the pressure setting. One revolution of the setscrew will change
the pressure setting approximately 4730 kPa (685 psi).

Functional test of A functional test of the back-up relief valve can be performed on the
back-up relief valve machine by installing a manual hydraulic pump at the location of the
(on machine)
Auxiliary Power Unit (APU) connector and installing blocker plates to
prevent oil from flowing to the accumulators. See the service manual for
more detailed information.

NOTE: Using the functional test procedure to adjust the back-up

relief valve will provide only an approximate setting. Accurate
setting of the back-up relief valve can only be performed on a
hydraulic test bench.
STMG 764 - 77 -
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4 1

6
3

2
5

52

1. Steering Three steering accumulators (1) provide the supply oil during normal
accumulators operation and temporary secondary steering if a loss of pump oil flow
occurs. Inside the accumulators is a rubber bladder that is charged with
Nitrogen filled bladder nitrogen. The nitrogen charge provides energy for normal steering and
secondary steering capability if steering pump flow stops. The nitrogen
charge pressure is 10335 kPa (1500 psi) at 21C (70F).

Check secondary To check the secondary steering system, the engine must be shut off with
steering the manual shutdown switch while leaving the key start switch in the ON
position. When the manual shutdown switch is used, the bleed down
solenoid is not energized and the accumulators do not bleed down. The
truck can then be steered with the engine stopped.

2. Steering and fan Steering oil from the solenoid and back-up relief valve manifold returns
drive oil return filters to the steering tank through the steering and fan drive oil return filters (2).
The hydraulic fan drive oil also returns to the tank through these filters.

WARNING

High pressure oil remains in the accumulators if the manual

shutdown switch is used. To release the oil pressure in the
accumulators, turn the key start switch to the OFF position and turn
the steering wheel left and right until the oil is drained from the
accumulators (steering wheel can no longer be turned).
STMG 764 - 78 -
11/02

3. Steering and fan Steering and fan drive system oil samples can be taken at the Scheduled
drive system oil Oil Sampling (SOS) tap (3) located in the filter base. The steering
SOS tap
system (SOS) tap located below the solenoid and back-up relief valve
manifold is the preferred location to obtain the steering system oil
samples (see Visual No. 50).

4. Filter bypass switch An oil filter bypass switch (4) is also located on the filter base. The
bypass switch provides an input signal to the Brake/Cooling ECM. The
Brake/Cooling ECM sends the signal to the VIMS, which informs the
Oil filter bypass valve operator if the filter is restricted. An oil filter bypass valve is located in
the filter base. The bypass valve will open to protect the systems if the
filter is restricted.

5. High steering Two pressure switches monitor the condition of the steering system. The
pressure switch high steering pressure switch (5) monitors the steering system
accumulator pressure. The VIMS refers to this switch as the "high
steering pressure" switch. The other steering pressure switch (see Visual
Low pump pressure No. 48) monitors the output of the steering pump. This switch monitors
switch pump supply pressure during LOW PRESSURE STANDBY. The VIMS
refers to this switch as the "low steering pressure" switch.

Steering pressure Both steering pressure switches provide input signals to the VIMS Main
warnings only above Module. The VIMS informs the operator of the condition of the steering
8 km/h (5 mph)
system. A steering system warning is only displayed if the ground speed
is above 8 km/h (5 mph) or the transmission gear is not in NEUTRAL.

6. Accumulator The accumulator pressure sensor (6) is the main component input to the
pressure sensor Chassis ECM for controlling the steering system. The sensor is used to
determine when the accumulators need to be charged. The accumulator
pressure sensor also controls the cut-out pressure and the cut-in pressure.
The accumulator pressure sensor can have one of the following values:
1. Really low - Occurs during heavy steering
2. Low - Occurs during light steering, or normal bleed down
3. Normal - Desired pressure range of accumulator
4. High - Occurs when the accumulator pressure has gone above the
normal cut-out point

Whenever the pressure status drops to Low or Really Low, the charging
system activates. The steering pump is activated until the steering
pressure reads High. At that point, the charging system deactivates. The
system stays deactivated until normal bleed down or some amount of
steering re-activates the system.
STMG 764 - 79 -
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3
1
2

53

1. Steering and fan Steering and fan drive oil flows from the steering and fan drive filter
drive oil cooler through the steering and fan drive oil cooler (1) to the tank. The steering
Front brake oil coolers and fan drive oil cooler is the smaller diameter oil cooler on the right side.
The two larger diameter oil coolers on the left are for front brake oil
cooling.

Case drain filters Located on the front of the hydraulic tank are two case drain oil filters.
There are several piston-type pumps and motors used on the 797B truck.
All piston-type pumps and motors have a small amount of leakage into
the case for cooling and lubrication. The case drain oil then returns to the
lower rear hydraulic tank through the case drain oil filters.

2. Bottom case drain Oil returns to the hydraulic tank through the bottom case drain filter (2)
filter from the following pumps and motors:
- Brake cooling drive pump
- Brake cooling motor
- Steering pump

3. Top case drain filter Oil returns to the hydraulic tank through the top case drain filter (3) from
the following pumps and motors:
- Fan drive motor
- Fan drive pump
STMG 764 - 80 -
11/02

54

Steering control valve The steering control valve (arrow) is pilot operated from the Hand
(arrow) Metering Unit (HMU) in the operators station. Five pilot lines connect
these two components. The pilot lines send pilot oil from the HMU to
shift the spools in the steering control valve. The spools control the
amount and direction of pressure oil sent to the steering cylinders. Four
pilot lines are used for pump supply, tank return, left turn, and right turn.
The fifth pilot line is for the load sensing signal.
STMG 764 - 81 -
11/02

TO LEFT TURN TO TANK TO RIGHT TURN

CYLINDER CYLINDER
BACK PRESSURE
VALVE
RELIEF/MAKEUP
VALVE
RELIEF/MAKEUP
VALVE

STEERING
CONTROL VALVE DIRECTIONAL
NO TURN SPOOL

PILOT OIL FROM PILOT OIL FROM

RIGHT TURN HMU LEFT TURN HMU

COMBINER/CHECK SPOOL AMPLIFIER SPOOL

PRIORITY SPOOL

SMALL HOSE
LOAD SENSING PORT PUMP SUPPLY

FROM HAND METERING

ACCUMULATOR UNIT SUPPLY AND
THERMAL BLEED

55

Steering control valve Shown is a sectional view of the steering control valve. The main
components:
- Priority spool
- Amplifier spool with
combiner/check
spool
- Directional spool
- Relief/makeup
valves
- Back pressure valve
components of the steering control valve are: the priority spool, the
amplifier spool with internal combiner/check spool, the directional spool,
the relief/makeup valves, and the back pressure valve.
Pressure oil from the accumulators flows past the spring biased priority
spool and is blocked by the amplifier spool. The same pressure oil flows
through an orifice to the right end of the priority spool. The orifice
stabilizes the flow to the priority spool and must be present to open and
close the priority spool as the flow demand changes. The same pressure
oil flows to the HMU. After all the passages fill with pressure oil, the
priority spool shifts to the left, but remains partially open. In this
position, the priority spool allows a small amount of oil flow (thermal
bleed) to the HMU and decreases the pressure to the HMU supply port.
The "thermal bleed" prevents the HMU from sticking.
STMG 764 - 82 -
11/02

Steering control valve With the truck in the NEUTRAL or NO TURN position, all four working
in NO STEER position ports (supply, tank, right turn, and left turn) are vented to the tank through
the HMU. The directional spool is held in the center position by the
centering springs. While the truck is traveling straight (no steer), any
rolling resistance (opposition) acting on the steering cylinders creates a
Relief/makeup valves pressure increase. The increased pressure acts on the relief/makeup valve
in that port. If the pressure increase exceeds 28000 1000 kPa
External impact opens (4065 150 psi), the relief poppet will open. A pressure drop occurs
a relief valve and a
across the orifice. The pressure drop causes the dump valve to move and
makeup valve
allows oil to flow to the tank passage. The relief action causes the
makeup portion of the other relief/makeup valve to open and replenish oil
to the low pressure ends of the cylinders.

Back pressure valve The excess (dumped) oil flows across the back pressure valve and enters
sends pressure to the outer end of the other relief/makeup valve. A pressure difference of
makeup valve
48 kPa (7 psi) between the tank passage and the low pressure cylinder
port causes the makeup valve to open. The excess oil flows into the low
pressure cylinder port to prevent cavitation of the cylinder. The back
pressure valve also prevents cavitation of the cylinders by providing a
positive pressure of 170 kPa (25 psi) in the passage behind the makeup
valve. A pressure higher than 170 kPa (25 psi) will open the back
pressure valve to the tank.

Adjust relief/makeup The steering control valve must be removed and tested on a hydraulic test
valves on test bench bench to accurately check the setting of the relief/makeup valves.

Functional test of To functionally test the right relief/makeup valve on the machine, install
relief/makeup valves two Tees with pressure taps in the right turn steering hose at the steering
(on machine) cylinders. Steer the truck all the way to the right against the stops and
shut off the engine. An external pump supply must be connected to one
of the pressure taps on the right turn hose. Connect a pressure gauge to
the other pressure tap on the right turn hose. Pressurize the steering
system and the reading on the gauge will be the setting of the right
relief/makeup valve.

To test the left relief/makeup valve on the machine, install two Tees with
pressure taps in the left turn steering hose at the steering cylinders. Steer
the truck all the way to the left against the stops and shut off the engine.
An external pump supply must be connected to one of the pressure taps
on the left turn hose. Connect a pressure gauge to the other pressure tap
on the left turn hose. Pressurize the steering system and the reading on
the gauge will be the setting of the left relief/makeup valve.
STMG 764 - 83 -
11/02

TO LEFT TURN TO TANK TO RIGHT TURN

RELIEF/MAKEUP CYLINDER CYLINDER BACK
VALVE PRESSURE VALVE

RELIEF/MAKEUP
STABILIZING
VALVE
ORIFICE

STEERING
DIRECTIONAL
CONTROL VALVE SPOOL

RIGHT TURN PILOT OIL FROM PILOT PILOT OIL FROM

RIGHT TURN HMU ORIFICE LEFT TURN HMU
COMBINER/CHECK SPOOL
AMPLIFIER SPOOL
STABILIZING ORIFICE

CONNECTING PIN HOLE PRIORITY SPOOL

MID-CONNECTING PIN

SMALL HOSE
PUMP SUPPLY
LOAD SENSING PORT
HAND METERING
FROM UNIT SUPPLY AND
ACCUMULATOR THERMAL BLEED

56

Steering control valve
during a RIGHT TURN
Pilot oil moves
directional spool
When the steering wheel is turned to the RIGHT, the HMU "thermal
bleed" and venting of the four work ports (supply, tank, right turn, and left
turn) to the tank is stopped. Right turn pilot oil flows into the left side of
the directional spool through a stabilizing orifice and moves the
directional spool to the right. Movement of the directional spool allows
pilot oil to flow to the amplifier and combiner/check spools.

Pilot oil moves The pilot oil divides at the amplifier spool. Pilot oil flows through a
amplifier spool narrow groove around the combiner/check spool. The pilot oil is
momentarily blocked until the amplifier spool moves far enough to the
right to allow partial oil flow through one of eight orifices.

Pilot oil also flows through a connecting pin hole and a stabilizing orifice
to the left end of the amplifier spool and causes the amplifier spool to
move to the right. Accumulator oil at the spring end (right end) of the
amplifier spool flows through a mid-connecting pin to the left end of the
amplifier spool and also causes the amplifier spool to move to the right.
STMG 764 - 84 -
11/02

Pilot and accumulator When the amplifier spool moves to the right, accumulator oil flows to the
oil combine in inner chamber, forcing the combiner/check spool to the left. Accumulator
combiner/check spool
oil then flows through seven of the eight orifices. Pilot and accumulator
oil combine. Oil flows across the directional spool (which has already
shifted) for a RIGHT TURN.
Turning steering The faster the steering wheel is turned, the farther the directional spool
wheel faster provides and the amplifier spool are shifted. A higher flow rate is available, which
more flow to cylinders
causes the truck to turn faster. The ratio of pilot and accumulator supply
oil that combine is always the same because one orifice is dedicated to
pilot flow and seven orifices are dedicated to accumulator supply flow.

Load sensing pilot Steering resistance increases the supply (cylinder) pressure to the HMU
pressure moves and the load sensing pilot line. The load sensing pilot line directs cylinder
priority spool pressure to the priority spool. The increased pressure in the load sensing
line causes the priority spool to move to the right and allows more oil
flow to the HMU through the supply line. The load sensing port supply
pressure varies with the steering load. The priority spool moves
proportionally, allowing sufficient oil flow to meet the steering
requirements.

Return oil from the cylinders flows across the directional spool, around
the relief/makeup valve, forces the back pressure valve open, and returns
to the tank.

Pressure spike moves During a turn, if a front wheel strikes a large obstruction that cannot
combiner/check spool move, oil pressure in that steering cylinder and oil line increases. Oil
and blocks flow to
flow to the cylinder is reversed. This pressure spike is felt in the
HMU
amplifier spool. The combiner/check spool moves to the right and blocks
the seven accumulator supply oil orifices to the steering cylinders. The
amplifier spool moves to the left and blocks the pilot oil orifice. Pilot oil
flow to the steering cylinders stops. The pressure spike is not felt at the
HMU. If the pressure spike is large enough, the relief/makeup valve
drains the pressure oil to the tank as previously described.
STMG 764 - 85 -
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57

HMU The Hand Metering Unit (HMU) (arrow) is located at the base of the
steering column behind a cover at the front of the cab. The HMU is
connected to the steering wheel and controlled by the operator.

HMU meters oil to The HMU meters the amount of oil sent to the steering control valve by
directional valve the speed at which the steering wheel is turned. The faster the HMU is
turned, the higher the flow sent to the steering cylinders from the steering
control valve, and the faster the wheels will change direction.
HMU ports On the front of the HMU are four ports:

- Return to tank - Left turn

- Pump supply - Right turn

A fifth port is on the side of the HMU. The fifth port is the load sensing
signal line to the steering control valve.
STMG 764 - 86 -
11/02

STEERING CL CR
CONTROL
VALVE
RELIEF /MAKEUP
VALVE

R
797B STEERING SYSTEM L

NO STEER/MAXIMUM FLOW
P DIRECTIONAL
SPOOL
COMBINER/CHECK
SPOOL
AMPLIFIER
SPOOL
PRIORITY SPOOL
T
LS BACK PRESSURE
RETURN TO TANK
VALVE
PUMP SUPPLY

HAND
METERING UNIT

58

Accumulators direct Pump supply oil from the accumulators flows through the steering control
oil to steering control valve to the Hand Metering Unit (HMU).
valve
If the steering wheel is not turned, the oil flows through the HMU to the
tank.

Orifice in HMU Allowing oil to circulate through the HMU while the steering wheel is
provides "thermal stationary provides a "thermal bleed" condition, which maintains a
bleed" to prevent temperature differential of less than 28C (50F) between the HMU and
seizure
the tank. This "thermal bleed" prevents thermal seizure of the HMU
(sticking steering wheel).

Steering control valve When the steering wheel is turned, the HMU directs oil back to the
directs oil to steering steering control valve. The steering control valve directs oil to the
cylinders
steering cylinders. Depending on which direction the steering wheel is
turned, oil will flow to the head end of one steering cylinder and to the rod
end of the other cylinder. The action of the oil on the pistons and rods in
the steering cylinders causes the wheels to change direction. Displaced
oil from the steering cylinders flows through the back pressure valve in
the steering control valve and returns to the tank.
STMG 764 - 87 -
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59

Steering System ET Screens

Chassis ECM Shown is the 797B Chassis ECM Configuration Screen as seen with
Configuration Screen Electronic Technician (ET). One of the parameters shown on the screen is
"Steering Accumulator Charging System Installation." If a truck has the
Electronically Controlled Steering System installed, the Value of this
parameter must be set to "Installed."

Trucks with the two pump hydraulically controlled steering system should
set this Value to "Not Installed."
STMG 764 - 88 -
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60

Chassis ECM Override Shown is the 797B Chassis ECM Override Parameter Screen as seen with
Parameter Screen ET. The last parameter shown on the screen is "Steering Accumulator
Charging Sol Current Override." If a truck has the Electronically
Controlled Steering System installed, the value of this parameter can be
changed from 0 to 100%, which represents a current between 0 to
1000 milliamps. If the value entered is 0%, the ECM will send 0
milliamps of current to the steering pump solenoid. At 0 milliamps the
pump is at maximum displacement and the steering pump flow is at
maximum. If the value entered is 60% or greater, the ECM will send 600
or more milliamps of current to the steering pump solenoid. At 600
milliamps the pump is at minimum displacement and the steering pump
flow is at minimum.

The steering pump high pressure cut-off valve setting can be checked by
setting this value to 0% and operating the truck at HIGH IDLE. The
Engine Speed and Steering Accumulator Oil Pressure can be observed at
the top of the screen.
STMG 764 - 89 -
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61

Chassis ECM Status Shown is the 797B Chassis ECM Status Screen Group 6 as seen with ET.
Screen Group 6 One of the parameters shown on the screen is "Steering Accumulator
Charging Solenoid Current." If a truck has the Electronically Controlled
Steering System installed, the value of this parameter will change from 0
to 65.0%, which represents a current between 0 to 650 milliamps.

If the value displayed is 0%, the ECM is sending 0 milliamps of current to

the steering pump solenoid. At 0 milliamps the pump is at maximum
displacement and the steering pump flow is at maximum. If the value
displayed is 65.0%, the ECM is sending 650 milliamps of current to the
steering pump solenoid. At 650 milliamps the pump is at minimum
displacement and the steering pump flow is at minimum.
STMG 764 - 90 -
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62

HOIST SYSTEM

Hoist system This section of the presentation explains the operation of the hoist system.
controlled by Chassis The hoist system on the 797B trucks is electronically controlled by the
ECM Chassis ECM. The hoist control system operates similarly to the other
Caterpillar trucks. The four operating positions are: RAISE, HOLD,
FLOAT, and LOWER.

The Chassis ECM and the hoist valve provide other hoist control
functions that are not controlled by the operator.
LOWER SNUB control LOWER SNUB Control: When the body is being lowered, just before the
body contacts the frame (approximately 4 to 15 depending on body
speed), the Chassis ECM signals the hoist solenoids to move the hoist
valve spools to the LOWER SNUB position. In the LOWER SNUB
position, the body float speed is reduced to prevent the body from making
hard contact with the frame.

OVERCENTER control OVERCENTER Control: The overcenter control prevents cavitation of

the hoist cylinders by preventing the body from raising faster than the
pumps can supply oil to the cylinders (caused by a sudden shift of the
load). When the body is being raised, at approximately 40 the Chassis
ECM signals the hoist solenoids to move the hoist valve spools to the
OVERCENTER position.
STMG 764 - 91 -
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RAISE SNUB control RAISE SNUB Control: When the body is being raised, just before the
hoist cylinders are fully extended (approximately 55), the Chassis ECM
signals the hoist solenoids to move the hoist valve spools to the RAISE
SNUB position. In the RAISE SNUB position, the body raise speed is
reduced to prevent the hoist cylinder pistons from making hard contact
with the cylinder heads.
STMG 764 - 92 -
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63

Hoist lever in FLOAT The truck should normally be operated with the hoist lever (arrow) in the
for normal operation FLOAT position. Traveling with the hoist in the FLOAT position will
(arrow)
make sure the weight of the body is on the frame and body pads and not
on the hoist cylinders.

Reverse inhibitor If the transmission is in REVERSE when the body is being raised, the
operation hoist lever sensor is used to shift the transmission to NEUTRAL. The
transmission will remain in NEUTRAL until:
1. The hoist lever is moved into the HOLD or FLOAT position; and
2. the shift lever has been cycled into and out of NEUTRAL.

NOTE: If the truck is started with the body raised and the hoist lever
in FLOAT, the lever must be moved into HOLD and then FLOAT
before the body will lower.
STMG 764 - 93 -
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64

Hoist lever position The hoist lever controls a Pulse Width Modulated (PWM) position
sensor (arrow) sensor (arrow). The PWM sensor sends duty cycle input signals to the
Sensor sends PWM Chassis ECM. The position of the sensor and the corresponding duty
signals to Chassis cycle determines if or which of the solenoids located on the hoist valve
ECM
are energized.

Hoist lever sensor The four positions of the hoist lever are RAISE, HOLD, FLOAT, and
provides modulation LOWER but since the sensor provides a duty cycle signal that changes for
all positions of the hoist lever, the operator can modulate the speed of the
hoist cylinders.

Hoist lever sensor The hoist lever position sensor receives 24 Volts from the Chassis ECM.
diagnostics To check the supply voltage of the sensor, connect a multimeter between
- Supply voltage Pins A and B of the sensor connector. Set the meter to read "DC Volts."

- Signal Duty Cycle To check the output signal of the hoist lever position sensor, connect a
multimeter between Pins B and C of the hoist lever position sensor
connector. Set the meter to read "Duty Cycle." The duty cycle output of
the sensor should be approximately 5 to 95% between full RAISE to full
- Pull Up Voltage LOWER. The Pull Up Voltage for the hoist lever position sensor should
be approximately 7 Volts.

- Calibration The four positions of the hoist lever position sensor are constantly
calibrated by the Chassis ECM during operation of the truck.
STMG 764 - 94 -
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65

Hoist system The hoist system configuration is used to tell the Chassis ECM about the
configuration hoist system that is installed on the machine. The operator should
program this setting using the ET.

1. On the ET screen tool bar, click File, Select ECM, and choose the
Chassis ECM
2. On the ET screen tool bar, click on Service, Configuration, and the
screen below will appear
3. On 797B Trucks, make sure that the "Hoist System Enable Status" is
"Enabled"
4. On 797B Trucks, make sure that the "Hoist Config Code" is a "1"

NOTE: "Hoist Config Code" options are:

"0" - Hoist system has 1 1/2 inch hoses to tank
"1" - Hoist system has 2 inch hoses to tank
STMG 764 - 95 -
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66

Hoist LOWER Shown is the 797B Chassis ECM hoist calibration screen. The calibration
calibration is used to limit the pressure that the hoist system develops when placed in
LOWER. The calibration procedures are performed in order to
compensate for the variations in the components that are attached to the
Chassis ECM.

When to calibrate The calibration procedure must be performed under the following
conditions:
- Perform the calibration before the machine is delivered to the customer.
- Perform the calibration after replacing or servicing the ECM.
- Perform the calibration after the moving of an ECM from one machine
to another machine.
- Perform the calibration after replacing or servicing any of the hoist
solenoids.
- Perform the calibration after replacing or servicing any of the hoist
pumps, hoist valves, hoist cylinders, etc.
NOTE: It is important that this calibration is completed, as improper
calibration may result in excessive force on the body cables.
STMG 764 - 96 -
11/02

Hoist LOWER Follow the procedure below to calibrate the hoist system.
calibration procedure
1. Connect a 0 - 4135 kPa (0-5000 psi) gauge to the rear section hoist
pump pressure tap

NOTE: The rear section of the hoist pump typically produces the
highest pressure during hoist Stall.

2. On the ET screen tool bar, click File, Select ECM, and choose the
Chassis ECM
3. On the ET screen tool bar, click on Service, Calibration, Hoist
Calibration, and the screen shown will appear
4. Follow the directions on the ET screen to set the LOWER pressure to
6890 kPa (1000 psi)

NOTE: You will be instructed to hold the hoist lever in the LOWER
position. Engine speed will increase to HIGH IDLE. Use the arrows
on the bottom of the ET Screen to increase or lower the LOWER
hoist pressure. The Single arrows change the clutch pressure by 7
kPa (1 psi). Double arrows change the clutch pressure by
70 kPa (10 psi).
STMG 764 - 97 -
11/02

REAR BRAKE OIL COOLERS

AND SCREEN
797B HOIST AND BRAKE COOLING SYSTEM

DIVERTER FRONT BRAKE

VALVE OIL COOLERS
AND SCREEN

HOIST AND BRAKE

COOLING
CONTROL
HOIST SCREENS VALVE
LEFT FRONT
BRAKE COOLING
FILTER

HOIST AND BRAKE

COOLING PUMP DIVERTER
SIGNAL
PUMP
OIL
DRIVE STEERING CHASSIS
SYSTEM BRAKE
FAN DRIVE VALVE
SYSTEM
HOIST
HOIST MANIFOLD
STEERING/
PILOT OIL
FAN DRIVE
BRAKE
FILTERS
COOLING
RIGHT
DRIVE STEERING/ HOIST CONTROL VALVE FRONT
PUMP FAN DRIVE BRAKE
COOLER COOLING
FILTER
BRAKE COOLING
DRIVE MOTOR
AND PUMPS
COOLER TO BRAKE
RELIEF ACTUATION
VALVES TANK

67

Hoist and brake The hoist and brake cooling pump pulls oil from the hydraulic tank. Oil
cooling system flows from the two front pump sections and combines at the front hoist
Two front hoist pump screen. Oil flows from the front hoist screen through the hoist and brake
sections to rear brake cooling control valve to the hoist cylinders OR to the rear brake cooling
cooling diverter valve, the rear brake oil coolers, and the rear brakes.
Two rear hoist pump Oil flows from the two rear pump sections and combines at the rear hoist
sections to front brake screen. Oil flows from the rear hoist screen through the hoist and brake
cooling
cooling control valve to the hoist cylinders OR to the front brake oil
coolers, the front brake cooling oil filters, and the front brakes.

Chassis ECM controls When the hoist cylinders are not being raised or lowered, oil flows to the
hoist solenoids brakes. When the hoist cylinders are being raised or lowered, the Chassis
ECM energizes the hoist pilot ON/OFF solenoid, the two hoist pump
bypass solenoids, and two of the hoist control solenoids. One hoist
control solenoid is energized to provide supply oil to the hoist cylinders
and another solenoid is energized to drain oil from the hoist cylinders.
STMG 764 - 98 -
11/02

Rear brake cooling Rear brake cooling oil flows through the diverter valve. The diverter
diverter valve valve is located behind the rear brake oil coolers on the left side of the
truck. When brake oil temperature is greater than 107C (225F), the
Brake/Cooling ECM sends +24 Volts to energize the brake cooling oil
diverter valve solenoid. When the solenoid is energized, signal oil flows
from the chassis brake valve to the diverter valve. When signal oil is
present, oil flows through the diverter valve and the rear brake oil coolers,
to the rear brakes. When the solenoid is de-energized, the hoist pump oil
bypasses the rear brake oil coolers and flows directly to the rear brakes.

Hoist pilot oil Hoist pilot oil is controlled at the chassis brake valve by a pressure
reducing valve. Hoist pilot oil flows to the hoist valve manifold. The
pilot oil ON/OFF solenoid controls the flow of pilot oil to the top and
bottom of all of the directional spools in the hoist valve.

Brake cooling pumps A brake cooling drive pump is located at the bottom rear of the pump
in hydraulic tank drive. Oil flows from the brake cooling drive pump to the brake cooling
drive motor and drives three brake cooling pumps located in the hydraulic
tank (see Visual No. 86). Oil flows from the rear brake cooling pump and
joins with the hoist oil to cool the front brakes. Oil flows from the two
front pumps and joins with the hoist oil to cool the rear brakes.

Brake/Cooling ECM The Brake/Cooling ECM controls a solenoid on the brake cooling drive
controls pump flow pump. When brake oil temperature is less than 102C (215F), the brake
cooling drive pump is turned OFF. No oil flows from the brake cooling
pumps. When brake oil temperature is greater than 102C (215F) but
less than 107C (225F), the Brake/Cooling ECM sends a PWM signal to
the brake cooling drive pump to modulate the brake cooling flow from the
pumps. When brake oil temperature is greater than 107C (225F), the
Brake/Cooling ECM sends a signal to the brake cooling drive pump to
provide maximum brake cooling flow from the pumps.
STMG 764 - 99 -
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2 4

3
5
1

68

1. Four section hoist The hoist and brake cooling pump (1) pulls oil from the hydraulic tank
and brake cooling (see Visual No. 86). The hoist and brake cooling pump is a four-section
pump
pump located at the top rear of the pump drive. Oil flows from the two
2. Front hoist screen front pump sections and combines at the front hoist screen (2). Oil flows
- To hoist cylinders
from the front hoist screen through the hoist and brake cooling control
or rear brakes valve to the hoist cylinders OR to the rear brake cooling diverter valve,
the rear brake oil coolers and the rear brakes.
3. Rear hoist screen Oil flows from the two rear pump sections and combines at the rear hoist
- To hoist cylinders or screen (3). Oil flows from the rear hoist screen through the hoist and
front brakes brake cooling control valve to the hoist cylinders OR to the front brake
oil coolers, the front brake cooling oil filters, and the front brakes.
4. Hoist screen bypass A bypass valve is located in the hoist screen housings. The bypass valves
switch will open to protect the hoist system if the screen is restricted. A hoist
screen bypass switch (4) is also located on the hoist screen housings. The
bypass switches provide input signals to the Chassis ECM. The Chassis
ECM sends the signals to the VIMS, which informs the operator if the
hoist screens are restricted.
STMG 764 - 100 -
11/02

5. Hoist and brake There are four hoist and brake cooling pump pressure taps (5); one on
cooling pressure taps each pump section. Since the two front pump sections combine at the
front hoist screen, only one of the two front pump section pressure taps
needs to be used during pressure measurements. Since the two rear pump
sections combine at the rear hoist screen, only one of the two rear pump
section pressure taps needs to be used during pressure measurements.

Pressure at taps The pressures measured at the hoist and brake cooling pump pressure taps
varies will vary depending on the position of the hoist lever sensor and the body
position sensor.

Hoist lever in RAISE When the hoist lever is in the RAISE position and the body position
sensor is in ANY position, all of the oil from the pump flows to the
HEAD END of the hoist cylinders. The hoist system relief pressure
during RAISE is:
22050 345 kPa (3200 50 psi)--Cracking Pressure
23425 345 kPa (3400 50 psi)--@ High Flow

Hoist lever in LOWER When the hoist lever is in the LOWER or FLOAT position and the body
and FLOAT position sensor is in the HOIST CYLINDER SECOND STAGE position
(greater than 40), the hoist valve is in the LOWER position. When the
body position sensor is in the HOIST CYLINDER FIRST STAGE
position (less than 30), the hoist valve is in the FLOAT position. The
hoist system relief pressure during LOWER is:
Between 6718 and 7062 kPa (975 and 1025 psi)

Body position sensor NOTE: When the body is in the DOWN position, the hoist valve will
must be in RAISE to be in the low power FLOAT position. The body position sensor rod
test LOWER pressure
must be disconnected from the body and the sensor must be rotated
to greater than 40 before the LOWER relief pressure can be tested.

Body in SNUB When the body position sensor is in the BODY DOWN position
position (approximately 4 to 15 depending on body speed), the oil from the
HEAD END of the hoist cylinder is restricted from flowing to tank. This
is the SNUB position. In the SNUB position, the body float speed is
reduced to prevent hard contact of the body with the frame.
STMG 764 - 101 -
11/02

Body in low power With the hoist lever in the LOWER or FLOAT position, after the body is
FLOAT position down for 20 seconds, the solenoids will change from the SNUB position
to the low power FLOAT position. The passage from the hoist cylinder
HEAD END to the tank will be held slightly OPEN. Traveling with the
hoist valve in the FLOAT position will make sure the weight of the body
is on the frame and body pads and not on the hoist cylinders.

Hoist pressures with When the body is in the DOWN position, the gauge on the pump pressure
BODY DOWN taps will show the front or rear brake cooling system pressure, which is a
- Front brake cooling result of the restriction in the hoist screens, the brake cooling filters, the
pressure coolers, the brakes, and hoses. The pressure measured will be
- Rear brake cooling approximately:
pressure Low Idle: 35 to 275 kPa (5 to 40 psi)
High Idle: 105 to 930 kPa (15 to 135 psi)

Pressures may be higher or lower depending on the oil temperature.

STMG 764 - 102 -
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69

1. Hoist and brake Oil flows from the hoist and brake cooling pump (1) to the two hoist
cooling pump screens (2). Oil flows from the hoist screens through the hoist and brake
2. Hoist screens cooling control valve (3) to the hoist cylinders OR to the brake oil
3. Hoist and brake
coolers, the brake cooling oil filters, and the brakes.
cooling control valve
Oil flows from the rear hoist screen through the right side of the hoist and
brake cooling control valve to the hoist cylinders OR to the front brakes.

Oil flows from the front hoist screen through the left side of the hoist and
brake cooling control valve to the hoist cylinders OR to the rear brakes.
STMG 764 - 103 -
11/02

4
2

70

1. Rear brake cooling Oil flows from the front hoist screen through the left side of the hoist and
diverter valve brake cooling control valve to the hoist cylinders OR to the rear brake
2. Rear brake oil cooling diverter valve (1), the rear brake oil coolers (2), and the rear
coolers brakes.

3. Rear brake cooling A rear brake cooling oil diverter valve solenoid (3) is located on the
oil diverter valve chassis brake valve. The solenoid controls the flow of signal oil from the
solenoid chassis brake valve through the hose (4) to the rear brake cooling oil
4. Diverter valve signal diverter valve. When brake oil temperature is greater than
oil hose 107C (225F), the Brake/Cooling ECM sends +24 Volts to energize the
solenoid.

When the solenoid is energized, hoist pump oil flows through the diverter
valve and the rear brake oil coolers to the rear brakes. When the solenoid
is de-energized, the hoist pump oil bypasses the rear brake oil coolers and
flows directly to the rear brakes.
STMG 764 - 104 -
11/02

BRAKE COOLING DIVERTER VALVE

TO
REAR BRAKE TO
OIL COOLERS REAR BRAKES

SIGNAL
OIL PASSAGE

FROM
HOIST AND BRAKE COOLING
CONTROL VALVE

71

Brake cooling diverter Shown is a sectional view of the rear brake cooling diverter valve. Hoist
valve pump oil flows through the diverter valve. When brake oil temperature is
greater than 107C (225F), the Brake/Cooling ECM sends +24 Volts to
energize the brake cooling oil diverter valve solenoid (see Visual No. 91).
When the solenoid is energized, signal oil flows from the chassis brake
valve to the signal oil passage of the diverter valve. When signal oil is
present, the valve stem moves to the right and hoist pump oil flows
through the diverter valve and the rear brake oil coolers, to the rear
brakes. When the solenoid is de-energized and no signal oil is present at
the signal oil passage, the valve stem moves to the left and the hoist pump
oil bypasses the rear brake oil coolers and flows directly to the rear
brakes.
STMG 764 - 105 -
11/02

1 6

3
5

72

1. Front brake oil Shown is the brake cooling oil filter for the right front brake. Another
cooling pressure-- filter for the left front brake is located on the left side of the truck.
unfiltered
Located on top of the front brake oil cooling filter are two pressure taps.
2. Front brake oil The left pressure tap (1) can be used to measure the unfiltered front brake
cooling pressure-- oil cooling filter pressure. The right pressure tap (2) can be used to
filtered
measure the filtered front brake oil cooling filter pressure. Together, these
two taps can be used to calculate the oil filter restriction.

3. Front brake cooling Front brake cooling oil samples can be taken at the Scheduled Oil
oil SOS tap Sampling (SOS) tap (3) located in the top center of the filter housing.

4. Bypass valve A bypass valve (4) is located in the front brake oil cooling filter housing.
The bypass valve will open to protect the front brake oil cooling system if
5. Bypass switch
the filter is restricted. A front brake oil cooling bypass switch (5) is also
located on the front brake oil cooling filter housing. The bypass switch
provides input signals to the Brake/Cooling ECM. The Brake/Cooling
ECM sends the signal to the VIMS, which informs the operator if the
front brake oil cooling filter is restricted.

Oil flows to brake Filtered brake cooling oil flows from the front brake filter through the
actuation tank hose (6) to the brake actuation tank. The oil flow is used to make sure the
brake actuation oil tank stays full of oil.
STMG 764 - 106 -
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73

1. Chassis brake valve The chassis brake valve (1) is located inside the left frame in front of the
2. Hoist pilot oil brake accumulators. Hoist pilot oil flows from the chassis brake valve to
reducing valve the rear of the hoist valve manifold. Hoist pilot oil pressure can be
adjusted at the pressure reducing valve (2). Hoist pilot oil pressure should
be 3790 345 kPa (550 50 psi).
STMG 764 - 107 -
11/02

5 6 5
9 1

9
4
2

3
10
10 8 7

74

Hoist and brake Shown is a front view of the hoist and brake cooling control valve group.
cooling control valve The valve group consists of three sections. The top section is called the
group
hoist and brake cooling control valve (1). The middle section is called the
1. Hoist and brake hoist manifold (2). The bottom section is called the hoist control
cooling control valve valve (3).
2. Hoist manifold

3. Hoist control valve

Oil flows from the hoist and brake cooling pumps through the two pump
supply ports to the hoist and brake cooling control valve (1). When the
hoist cylinders are not being raised or lowered, oil flows to the brakes
through the two hoses on top of the valve. Hoist pilot oil is drained from
4. Hoist pilot oil drain the hoist manifold through the hose (4). When the hoist cylinders are
hose being raised or lowered, the Chassis ECM energizes the hoist pilot
5. Hoist pump bypass ON/OFF solenoid (see next Visual) and the two hoist pump bypass
solenoids solenoids (5).

The hoist pump bypass solenoids are proportional solenoids that receive
0 to 1.9 amps from the Chassis ECM. The proportional solenoids allow
the operator to modulate the oil flow to the hoist cylinders. When the
hoist pump bypass solenoids are energized, supply oil flows through two
6. Pump check valves pump check valves (6) and the hoist manifold (2) to the hoist control
valve (3).
STMG 764 - 108 -
11/02

7. Hoist control When the hoist cylinders are being raised or lowered, the Chassis ECM
solenoids also energizes two of the four hoist control solenoids (7) located on the
hoist control valve. During RAISE, one solenoid is energized to provide
supply oil to the head end of the hoist cylinders and another solenoid is
energized to drain oil from the rod end of the hoist cylinders. During
LOWER, one solenoid is energized to provide supply oil to the rod end of
the hoist cylinders and another solenoid is energized to drain oil from the
head end of the hoist cylinders.

The hoist control solenoids are proportional solenoids that receive

0 to 1.9 amps from the Chassis ECM. The proportional solenoids allow
8. Load check valve the operator to modulate the oil flow to the hoist cylinders. When the
hoist control solenoids are energized, supply oil flows through a load
check valve (8) and four hoses to the hoist cylinders.

9. Pump relief valves Two pump relief valves (9) are located in the hoist and brake cooling
control valve; one on each side of the valve. The pump relief valves
protect the system from excessive pressures. The setting of the pump
relief valves is 22050 345 kPa (3200 50 psi). If pump pressure
exceeds this specification, the relief valve will open and pump oil will
flow to the brake cooling system.

10. Line relief valves Two line relief valves (10) are located in the hoist control valve; one on
each side of the valve. The line relief valves also protect the system from
excessive pressures. If the hoist valve is in HOLD and an external force
moves the body, the line relief valves will open. The setting of the line
relief valves is 23425 345 kPa (3400 50 psi).
STMG 764 - 109 -
11/02

1 2

75

Hoist and brake Shown is a rear view of the hoist and brake cooling control valve group.
cooling control valve Pilot oil flows from the chassis brake valve through the pilot supply
group--rear view
hose (1) to the hoist manifold. When the engine is started, the Chassis
1. Pilot oil supply hose ECM energizes the pilot oil ON/OFF solenoid (2). If the hoist lever is left
2. Pilot oil ON/OFF in HOLD for an extended time, the Chassis ECM de-energizes the
solenoid solenoid. The pilot oil ON/OFF solenoid is immediately re-energized if
the hoist lever is moved out of the HOLD position.
STMG 764 - 110 -
11/02

PUMP BYPASS
SOLENOID VALVES
CHASSIS BRAKE VALVE PUMP PUMP
RELIEF RELIEF
PILOT OIL VALVE PUMP CHECK VALVE HOIST AND BRAKE
REDUCING VALVES
COOLING
VALVE
CONTROL VALVE

SUPPLY OIL SUPPLY OIL

FROM FROM
FRONT PUMP REAR PUMP
SECTIONS SECTIONS

TO FRONT
TO REAR BRAKES
PILOT DRAIN
BRAKES HOIST MANIFOLD

797B HOIST AND CYLINDER

BRAKE COOLING PILOT OIL
DRAIN

CONTROL VALVE GROUP PILOT OIL

ON/OFF SOLENOID HOIST MANIFOLD
CTRE PCRE PCHE CTHE
HOLD
LOWER RAISE HOIST
LINE RELIEF LINE RELIEF
VALVE VALVE
CONTROL
VALVE
CYLINDER TO TANK ROD END (CTRE)

PUMP TO CYLINDER ROD END (PCRE)

PUMP TO CYLINDER HEAD END (PCHE)

CYLINDER TO TANK HEAD END (CTHE)

LOAD CHECK TO
TO VALVE TANK
TANK

76
Hoist and brake Shown is a sectional view of the hoist and brake cooling control valve
cooling control valve group in the HOLD position. Pilot oil flows from the chassis brake valve
group in HOLD
to the hoist manifold. Pilot oil pressure is 3790 345 kPa (550 50 psi).
Pilot oil from chassis When the engine is started, the Chassis ECM energizes the pilot oil
brake valve ON/OFF solenoid. If the hoist lever is left in HOLD for an extended time,
Pilot oil ON/OFF the Chassis ECM de-energizes the solenoid. In HOLD no proportional
solenoid solenoids are energized.

Pump oil flows to When the pilot oil ON/OFF solenoid is energized, pilot oil pressure is
brakes directed to both ends of all of the directional spools. The spools are held
in the down position by the centering springs and the pilot oil. All the
Pump check valves pump oil flows to the brakes. The pump check valves keep the front and
Flow to hoist cylinders
rear brake cooling circuits separate. The position of the directional spools
is blocked in the hoist control valve blocks the oil in the head end and rod end of the
hoist cylinders.

Test brake cooling Connecting a gauge to the hoist system pressure taps while the hoist valve
pressure in HOLD is in the HOLD position will show the front or rear brake cooling system
pressure, which is a result of the restriction in the brake cooling filters, the
brake oil coolers, the brakes, and hoses.
STMG 764 - 111 -
11/02

ON PUMP BYPASS ON
SOLENOID VALVES
CHASSIS BRAKE VALVE PUMP PUMP
RELIEF RELIEF
VALVE PUMP CHECK VALVE HOIST AND BRAKE
PILOT OIL VALVES
REDUCING COOLING
VALVE CONTROL VALVE
SUPPLY OIL SUPPLY OIL
FROM FROM
FRONT PUMP REAR PUMP
SECTIONS SECTIONS

TO REAR
BRAKES TO FRONT
PILOT DRAIN BRAKES
HOIST MANIFOLD

797B HOIST AND CYLINDER

DRAIN
BRAKE COOLING PILOT OIL

ON
CONTROL VALVE GROUP PILOT OIL
ON/OFF SOLENOID

HOIST
RAISE CTRE PCRE PCHE CTHE
CONTROL VALVE
ON ON
LOWER RAISE
LINE RELIEF LINE RELIEF
VALVE VALVE

CYLINDER TO TANK ROD END (CTRE)

PUMP TO CYLINDER ROD END (PCRE)

PUMP TO CYLINDER HEAD END (PCHE)

CYLINDER TO TANK HEAD END (CTHE)

LOAD CHECK TO
TO VALVE TANK
TANK

77

Hoist and brake Shown is a sectional view of the hoist and brake cooling control valve
cooling control valve group in the RAISE position. Pilot oil flows from the chassis brake valve
group in RAISE
to the hoist manifold. Pilot oil pressure is 3790 345 kPa (550 50 psi).
Pilot oil from chassis When the engine is started, the Chassis ECM energizes the pilot oil
brake valve ON/OFF solenoid. When the pilot oil ON/OFF solenoid is energized,
Pilot oil ON/OFF pilot oil pressure is directed to both ends of all of the directional spools.
solenoid

Bypass solenoids The Chassis ECM energizes the two pump bypass solenoids and drains
block flow to brakes pilot oil pressure from the spring chamber of the bypass valves. The
directional spools move up and block the passages to the brakes. Pump
oil flows past the directional spools, the pump check valves, and the hoist
manifold to the hoist control valve.

Proportional solenoids The pump bypass solenoids are proportional solenoids that receive
provide modulation 0 to 1.9 amps from the Chassis ECM. The proportional solenoids allow
the operator to modulate the oil flow to the hoist cylinders.
STMG 764 - 112 -
11/02

Two solenoids The Chassis ECM also energizes the Cylinder to Tank Rod End (CTRE)
energized to direct oil solenoid and the Pump to Cylinder Head End (PCHE) solenoid. When
to and from hoist
the solenoids are energized, pilot oil pressure is drained from the spring
cylinders
chamber of the control valves. The directional spools move up. Oil flows
from the rod end of the hoist cylinders past the CTRE directional spool to
tank. Pump supply oil flows past the load check valve and the PCHE
Load check valve directional spool to the head end of the hoist cylinders. When the PCHE
directional spool is initially shifted, the load check valve remains closed
until the pump supply pressure is higher than the pressure in the hoist
cylinders. The load check valve prevents the body from dropping before
the RAISE pressure increases.

Pump relief valves Two pump relief valves protect the system from excessive pressures. The
setting of the pump relief valves is 22050 345 kPa (3200 50 psi). If
pump pressure exceeds this specification, the relief valve will open and
pump oil will flow to the brake cooling system.

Line relief valves Two line relief valves also protect the system from excessive pressures. If
the hoist valve is in HOLD and an external force moves the body, the line
relief valves will open. The line relief valve settings are 23425 345 kPa
(3400 50 psi). If cylinder pressures exceed these specifications, the line
relief valves will open and the cylinder oil will flow to the hydraulic tank.
Relief setting checked The RAISE relief valve setting is checked at two of the pressure taps
during RAISE at HIGH located on the hoist and brake cooling pump. Check the relief pressures
IDLE
with the hoist lever in the RAISE position and the engine at HIGH IDLE.

OVERCENTER control The overcenter control prevents cavitation of the hoist cylinders by
preventing the body from raising faster than the pumps can supply oil to
the cylinders (caused by a sudden shift of the load). When the body is
being raised, at approximately 40 the Chassis ECM de-energizes the
CTRE solenoid. The head end surface area is larger than the rod end
surface area so the hoist cylinders continue to RAISE. Oil from the rod
end of the hoist cylinders exceeds the setting of the LOWER line relief
valve and flows through the relief valve to tank.
RAISE SNUB control When the body is being raised, just before the hoist cylinders are fully
extended (approximately 55), the Chassis ECM reduces the current to the
PCHE solenoid and flow to the head end of the hoist cylinders is reduced.
This is the RAISE SNUB position. In the RAISE SNUB position, the
body raise speed is reduced to prevent the hoist cylinder pistons from
making hard contact with the cylinder heads.
STMG 764 - 113 -
11/02

ON PUMP BYPASS ON
SOLENOID VALVES
CHASSIS BRAKE VALVE PUMP PUMP
RELIEF RELIEF
PILOT OIL
VALVE PUMP CHECK VALVE HOIST AND BRAKE
VALVES
REDUCING COOLING
VALVE
CONTROL VALVE
SUPPLY OIL SUPPLY OIL
FROM FROM
FRONT PUMP REAR PUMP
SECTIONS SECTIONS

TO REAR
BRAKES TO FRONT
PILOT DRAIN BRAKES
HOIST MANIFOLD

797B HOIST AND CYLINDER

DRAIN
BRAKE COOLING PILOT OIL

ON
CONTROL VALVE GROUP PILOT OIL
ON /OFF SOLENOID

CTRE PCRE PCHE CTHE HOIST

LOWER ON ON CONTROL VALVE
LOWER RAISE
LINE RELIEF LINE RELIEF
VALVE VALVE

CYLINDER TO TANK ROD END (CTRE)

PUMP TO CYLINDER ROD END (PCRE)

PUMP TO CYLINDER HEAD END (PCHE)

CYLINDER TO TANK HEAD END (CTHE)

LOAD CHECK TO
TO VALVE TANK
TANK

78

Hoist and brake Shown is a sectional view of the hoist and brake cooling control valve
cooling control valve group in the LOWER position. Pilot oil flows from the chassis brake
group in LOWER
valve to the hoist manifold. Pilot oil pressure is 3790 345 kPa
Pilot oil from chassis (550 50 psi). When the engine is started, the Chassis ECM energizes
brake valve the pilot oil ON/OFF solenoid. When the pilot oil ON/OFF solenoid is
Pilot oil ON/OFF energized, pilot oil pressure is directed to both ends of all of the
solenoid directional spools.
Bypass solenoids
block flow to brakes The Chassis ECM energizes the two pump bypass solenoids and drains
pilot oil pressure from the spring chamber of the bypass valves. The
directional spools move up and partially block the passages to the brakes.
Pump oil flows past the directional spools, the pump check valves, and the
hoist manifold to the hoist control valve.

Proportional solenoids The pump bypass solenoids are proportional solenoids that receive
provide modulation 0 to 1.9 amps from the Chassis ECM. The proportional solenoids allow
the operator to modulate the oil flow to the hoist cylinders.
STMG 764 - 114 -
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Hoist lever in LOWER When the hoist lever is in the LOWER or FLOAT position and the body
or FLOAT position sensor is in the HOIST CYLINDER SECOND STAGE position
(greater than 40), the hoist valve is in the LOWER position. When the
body position sensor is in the HOIST CYLINDER FIRST STAGE
position (less than 30), the hoist valve is in the FLOAT position. The
Two solenoids Chassis ECM energizes the Pump to Cylinder Rod End (PCRE) solenoid
energized to direct oil and the Cylinder to Tank Head End (CTHE) solenoid. When the
to and from hoist solenoids are energized, pilot oil pressure is drained from the spring
cylinders
chamber of the control valves. The directional spools move up. Pump
supply oil flows past the load check valve and the PCRE directional spool
to the rod end of the hoist cylinders. Oil flows from the head end of the
hoist cylinders past the CTHE directional spool to tank.

LOWER position In the LOWER position, the current to the PCRE solenoid is limited so
the directional spool only moves up 8 mm (.31 in). Full travel of the
directional spools is 16 mm (.63 in). The directional spool travel is
limited to reduce the pressure in the system during LOWER.

FLOAT position When the body reaches the HOIST CYLINDER FIRST STAGE position
(less than 30), the Chassis ECM reduces the current to the CTHE
solenoid and flow from the head end of the hoist cylinders to tank is
reduced. This is the FLOAT position. In the FLOAT position, the body
LOWER SNUB lower speed is reduced. When the body reaches the BODY DOWN
position position (approximately 4 to 15 depending on body speed), the Chassis
ECM further reduces the current to the CTHE solenoid and flow from the
head end of the hoist cylinders is reduced more. This is the LOWER
SNUB position. In the LOWER SNUB position, the body float speed is
Low power FLOAT reduced to prevent hard contact of the body with the frame. After the
position body is down for 20 seconds the solenoids will change to the low power
FLOAT position. The passage from the hoist cylinder HEAD END to the
tank will be held slightly OPEN.

The LOWER pressure setting is checked at two of the pressure taps

located on the hoist and brake cooling pump. Check the LOWER
pressure with the hoist lever in the LOWER position and the engine at
HIGH IDLE. The hoist system relief pressure during LOWER is between
6718 and 7062 kPa (975 and 1025 psi).

Body position sensor NOTE: When the body is in the DOWN position, the hoist valve will
must be in RAISE to be in the low power FLOAT position. The body position sensor rod
test LOWER pressure
must be disconnected from the body and the sensor must be rotated
to greater than 40 before the LOWER relief pressure can be tested.
STMG 764 - 115 -
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79

Two-stage hoist Shown are the twin two-stage hoist cylinders used to raise and lower the
cylinders body.

Body pads Check the condition of the body pads for wear or damage.
Body lower with dead To LOWER the body with a dead engine, hoist pilot pressure is required.
engine The towing pump can be used to provide the hoist pilot oil. To lower the
body with a dead engine:

- Turn ON the key start switch so the towing motor and the hoist
solenoids can be energized.
- Move the hoist lever to the RAISE position for 15 seconds, then to
the FLOAT position.
- Depress the brake release switch on the dash (see Visual No. 82).
Body raise with dead To RAISE the body with a dead engine, connect an Auxiliary Power Unit
engine (APU) to the hoist cylinders (use oil ports on bottom of left hoist
cylinder). Follow the same procedure used to lower the body with a dead
engine, except keep the hoist lever in RAISE after the 15 seconds interval.

NOTE: For more information on using the APU, refer to the Special
Instructions "Using 1U5000 Auxiliary Power Unit (APU)"
(Form SEHS8715) and "Using the 1U5525 Attachment Group"
(Form SEHS8880).
STMG 764 - 116 -
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80

BRAKE SYSTEM

Two brake systems: Two separate brake systems are used on the 797B trucks. The two brake
systems are: the parking/secondary brake system and the service/retarder
- Parking/secondary brake system.
brake system

- Service/retarder
The parking/secondary brakes are spring engaged and hydraulically
brake system released. The service/retarder brakes are engaged hydraulically and
spring released.
Air system functions The 797B brake system is all hydraulic. The air system on the 797B is
used only for the following functions:

- Engine start-up
- Automatic lubrication injection (grease)
- Horn
- Air seats
STMG 764 - 117 -
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81

Oil cooled brake Shown is a cutaway illustration of an oil cooled brake assembly. The
assembly brakes are environmentally sealed and adjustment free. Oil continually
flows through the brake discs for cooling. Duo-Cone seals prevent the
Seals prevent oil leaks
or transfer cooling oil from leaking to the ground or transferring into the axle
housing. The wheel bearing adjustment must be maintained to keep the
Duo-Cone seals from leaking.

Small piston The smaller piston (yellow) is used to ENGAGE the secondary and
ENGAGES secondary parking brakes. The parking brakes are spring ENGAGED and
and parking brakes hydraulically RELEASED.

Large piston The larger piston (purple) is used to ENGAGE the retarder/service brakes.
ENGAGES The retarder/service brakes are engaged hydraulically and spring released.
retarder/service
brakes
STMG 764 - 118 -
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1 2 3 4

82

Cab Brake Controls

1. Retarder lever Located on the right side of the steering column is the manual retarder
lever (1). The manual retarder lever is used to modulate engagement of
- Modulates service
brakes on all four the service brakes on all four wheels. The retarder lever can control the
wheels modulation of the service brakes more precisely than the service brake
pedal located on the cab floor.

Retarder lever sensor When ENGAGED, the manual retarder lever sensor sends a PWM signal
to the Brake/Cooling ECM. The further the lever is moved, the higher the
PWM signal. The Brake/Cooling ECM then turns ON a supply solenoid
and sends a current between 0 and 950 milliamps to the control solenoid
(see Visuals No. 97 and 106).

Brake rocker switches To the right of the Speedometer/Tachometer Module are three rocker
switches that are used to control brake functions.

2. ARC switch The Automatic Retarder Control (ARC) switch (2) activates the ARC
system. If the ARC ON/OFF switch is moved to the ON position, the
ARC will be activated if the throttle pedal is not depressed and the
parking/secondary brakes are RELEASED. The ARC system is disabled
when the throttle is depressed.
STMG 764 - 119 -
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3. Brake Release/Hoist The Brake Release/Hoist Pilot switch (3) is used to release the parking
Pilot switch brakes for towing and provide hoist pilot oil to lower the body with a dead
engine.

4. TCS test switch The Traction Control System (TCS) test switch (4) is used when turning
in a tight circle with the engine at LOW IDLE and the transmission in
FIRST GEAR. The brakes should ENGAGE and RELEASE repeatedly.
The test must be performed while turning in both directions to complete
the test.

Brake dash indicators: To the right of the Speedometer/Tachometer Module and directly above
the key start switch are two dash indicators [Light Emitting Diodes
(LED's)] that are used to indicate when a brake function is active.

- Retarder indicator The Retarder Indicator lights continuously when the retarder is
ENGAGED (Auto or Manual). When the ARC ON/OFF switch is first
moved to the ON position, the Retarder Indicator lights for three seconds
to test the LED. The Retarder Indicator flashes rapidly when a fault in the
ARC system is detected.

- TCS indicator The Traction Control System (TCS) Indicator lights continuously when
the TCS is ENGAGED. The TCS LED is tested when the key start
switch is first moved to the ON position. During the dash power up
sequence the TCS Indicator lights for three seconds to test the LED. The
TCS Indicator flashes rapidly when a fault in the TCS is detected.
STMG 764 - 120 -
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2 1

83

Brake controls located on the floor of the cab are:

1. Service brake pedal - Service brake pedal (1): Used to modulate engagement of the
service brakes on all four wheels. For more precise modulation of
the service brakes, use the manual retarder lever on the right side of
the steering column.

2. Secondary brake - Secondary brake pedal (2): Used to modulate application of the
pedal parking brakes on all four wheels.

Service brake pedal The service brake pedal requires a Dead-band adjustment when the truck
dead-band adjustment is first assembled or if the pedal is replaced. Before the Dead-band
adjustment procedure, the brake system MUST be purged of air (see
Visuals No.100 to 104). During the adjustment procedure, the truck
should be operating at low idle.

1. Connect a gauge to the signal port pressure tap on the service

brake relay valve (see Visual No.101).
2. Without applying any pressure to the top of the service brake
pedal, adjust the setscrew (located under the service brake pedal)
out until there is a slight rise in brake pressure at the service brake
relay valve.
3. Turn the setscrew back one full turn.
4. The service brake pedal should need to be depressed
approximately 1 before a pressure is noticed at the service brake
relay valve.
STMG 764 - 121 -
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84

Parking brake switch To the right of the operator's seat is the shift console. Located on the shift
(arrow) console is the parking brake switch (arrow).

The parking brake switch sends a signal to the Brake/Cooling ECM. The
Brake/Cooling ECM then sends a signal to the parking brake solenoid
located on the cab brake valve (see Visuals No. 97 and 106).

Customer Parking A Customer Parking Brake Lockout function provides the customer with
Brake Lockout a secure method of locking out the parking brakes during service work.
The Brake/Cooling ECM requests a "machine lockout" status from the
Transmission ECM. If the Transmission Lockout Status is ON, the
Transmission ECM will send a "machine lockout" status ON signal to the
Brake/Cooling ECM. The "machine lockout" strategy holds the parking
brakes in the ENGAGED position. The Customer Parking Brake Lockout
function can only be released if the parking brakes are ON and there is no
ground speed.
STMG 764 - 122 -
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797B BRAKE CONTROL SYSTEM

PARKING
TCS BRAKE
TO HOIST
VALVE RELAY
PILOT CIRCUIT
SEQUENCE
TO
VALVE SERVICE PARK
DIVERTER SEQUENCE
BRAKE BRAKE
VALVE VALVE
ACCUM. ACCUM.
PARKING BRAKE
SUPPLY
SERVICE BRAKE
SUPPLY
TO
TANK BRAKE
CHASSIS ACTUATION
BRAKE PUMP
VALVE
TCS ACCUMULATOR
SIGNAL SWITCH

SERVICE
BRAKE
RELAY
BRAKE CONTROL RETARDER BRAKE CONTROL
VALVE TO PARKING PRESSURE VALVE
BRAKE RELAY SWITCH BRAKE SYSTEM
SLACK SERVICE SECONDARY PRESSURE SWITCH
SLACK
ADJUSTER BRAKE BRAKE CAB
BRAKE ADJUSTER
VALVE
PILOT TO SHUTTLE SERVICE BRAKE
PILOT VALVE PEDAL PRESSURE
TO TANK PARKING
TO SWITCH
RELAY RELAY BRAKE
CONTROL
SOLENOID
SOLENOID
REAR FRONT
BRAKES BRAKES
SUPPLY
SOLENOID TOWING PUMP
BRAKE RELEASE AND
HOIST PILOT

85

Brake Hydraulic Control

Brake control system Pump supply oil flows from the brake actuation pump through the brake
actuation oil filters to the chassis brake valve. The chassis brake valve
controls the oil pressure and flow to many other components (see Visuals
No. 89 to 93).

Accumulator charge Brake supply pressure will increase until the brake accumulators are
Pump standby charged with oil and the pressure increases to 20670 670 kPa
(3000 100 psi). Pump pressure is then reduced to a standby pressure of
approximately 690 345 kPa (100 50 psi).

Accumulator pressure
Accumulator pressure flows to the cab brake valve, the parking brake
flows to:
relay, and the service brake relay.
- Cab brake valve

- Parking brake relay

- Service brake relay

STMG 764 - 123 -
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Cab brake valve The cab brake valve contains three solenoids, a shuttle valve, and three
switches.

Parking brake The parking brake switch (see Visual No. 84) sends a signal to the
solenoid Brake/Cooling ECM. The Brake/Cooling ECM energizes the parking
brake solenoid valve with +Battery voltage (24 Volts). When the solenoid
is DE-ENERGIZED, the solenoid blocks the flow of oil to the secondary
brake valve. When no pilot oil flows through the secondary brake valve
to the parking brake relay valve, the parking brakes are ENGAGED.
When the solenoid is ENERGIZED, accumulator supply oil flows to the
secondary brake valve.

Secondary brake If the parking brake solenoid is ENERGIZED, when the secondary brake
pedal--released pedal is released, the secondary brake valve sends pilot pressure
Parking brake relay 5030 140 kPa (730 20 psi) to the parking brake relay valve. When
valve pilot pressure is present at the parking brake relay valve, parking brake
release supply oil flows from the parking brake accumulator through the
parking brake relay valve and the Traction Control System (TCS) valve to
the parking brakes. The parking brake relay valve limits the maximum
pressure to the parking brake pistons. The parking brake release pressure
should be 4720 140 kPa (685 20 psi).

Secondary brake When the operator depresses the secondary brake pedal, pilot oil pressure
pedal--engaged is slowly drained from 4720 to 0 kPa (685 to 0 psi), depending on the
Parking brake relay amount of brake application. When pilot oil pressure is drained, the
valve parking brake relay valve stops the flow of oil to the front and rear
parking brake pistons and opens a drain passage through the chassis brake
valve. As oil pressure is removed from the parking brake pistons, the
springs engage the brakes.

Supply solenoid valve The supply solenoid valve turns ON or OFF to control the flow of supply
oil to the control solenoid valve. The Brake/Cooling ECM energizes the
supply solenoid valve with +Battery voltage (24 Volts) when the manual
retarder lever is pulled or at 100 rpm less than the programmed ARC
control speed setting. Normally, the supply solenoid engagement engine
speed will be 1850 rpm, since the ARC control speed is set to 1950 rpm at
the factory.
STMG 764 - 124 -
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Control solenoid valve The control solenoid valve modulates the flow of pilot oil to the service
brake relay valve during manual or automatic retarding. The control
solenoid receives a current between 0 and 950 milliamps from the
Brake/Cooling ECM. The more the manual retarder lever is pulled or the
higher the engine rpm, the higher the current. A higher current holds the
control solenoid valve open more, and more oil pressure is allowed to the
service brake relay valve.

Manual retarder and If the manual retarder lever and the ARC are ENGAGED at the same
ARC engaged time, the control solenoid will receive a current that corresponds to
whichever system is asking for the most braking. Supply oil flows from
the service brake accumulator to the service brake relay valve and is
blocked from flowing to the service brakes by the relay valve.

Service brake pedal-- When the operator engages the service brake pedal, a modulated pilot oil
engaged pressure flows through the shuttle valve to the service brake relay valve.
Pilot oil pressure is modulated between 0 to 6615 kPa (0 to 960 psi),
depending on the amount of brake application. When pilot oil pressure is
present, accumulator supply oil can flow to the service brake pistons. The
relay valve limits the maximum pressure to the service brake pistons. The
maximum pressure is 5930 140 kPa (860 20 psi).

Shuttle valve Oil from the service brake pedal and the retarder control solenoid flows
through a shuttle valve before flowing to the service brake relay valve. If
the service brake pedal is engaged at the same time as the ARC or the
manual retarder, the source with the highest oil pressure will move the
shuttle valve and flow to the service brake relay valve.

Service brake relay When the operator depresses the service brake pedal or engages the
valve manual or auto retarder, pilot oil flows to the service brake relay valve.
Slack adjusters Reduced pressure oil then flows from the service brake relay valve to the
two slack adjusters and the two brake control valves. The service brake
Brake control valves
relay valve provides the flow of oil to move the slack adjuster pistons, and
control the brake pressure. The slack adjuster consists of just one piston
and spring to each wheel piston. The oil flows from the service brake
relay valve to the spring chambers of the slack adjusters and moves the
pistons in the slack adjusters outward. The slack adjuster moves a high
volume of oil to move the wheel pistons quickly. At the same time, the
oil from the service brake relay valve flows through the rise rate orifices,
in the brake control valves, to the sequence valves.
STMG 764 - 125 -
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Rise rate orifices The rise rate orifices control the rate of flow through the brake control
Sequence valves valve to the wheel pistons. At 517 kPa (75 psi), the sequence valves, in
the brake control valves, open and allow oil to flow around the slack
adjuster to the wheel pistons. This pressure dependent bypass flow path
restricts the flow of oil (via the rise rate orifice) that increases brake
pressure. This restriction, in conjunction with the line and brake cylinder
volume, acts to dampen sudden pressure increases that occur upstream of
the slack adjuster (at the brakes). How hard the brake pedal is depressed,
or how far the manual or auto retarder is engaged will determine how
much pressure is available at the wheel pistons. The maximum pressure
at the wheels will be 5930 kPa (860 psi) when the pilot signal to the
service brake relay valve is 6615 kPa (960 psi).

Release of service When the operator releases the service brakes, the oil is drained from the
brakes slack adjusters and the brake control valves through the service brake
relay valve. An orifice in the service brake relay valve drain port controls
the rate at which the oil drains (located in a fitting at the chassis brake
valve). The wheel piston return springs push the wheel pistons away
from the brake discs and force the oil from the wheel piston oil chamber.
This action causes the slack adjuster pistons to move toward the center of
the slack adjuster and compress the slack adjuster springs. The low
reverse restriction to flow fulfills the need to maintain synchronization.
This is done by preventing the slack adjuster piston release movement
until after the sequence valve closes, allowing unrestricted flow of oil (via
the check valve) that reduces brake pressure.

Slack adjuster When the brake pressure drops, the sequence valve closes. The brake
residual pressure piston return springs push the wheel pistons away from the brake discs.
The slack adjuster will maintain an oil volume to the brake piston
chamber that positions it for consistent braking as the brake discs wear.
The residual pressure balances the brake piston return springs after they
have extended and returned the wheel piston. The brake discs separate
allowing the cooling oil to flow between the discs and cool them.
STMG 764 - 126 -
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Hoist pilot pressure Accumulator pressure is reduced to 3790 345 kPa (550 50 psi) by the
flows to: pressure reducing pilot valve in the chassis brake valve. The reduced
- Hoist valve pressure flows to three locations:
- The hoist pilot oil flows to the hoist valve and is used to shift the
- Rear brake diverter
valve directional spools when the solenoids are energized.

- TCS valve - The hoist pilot oil flows to the rear brake cooling oil diverter valve
when the diverter solenoid is energized.
- The hoist pilot oil flows to the TCS valve and is used as signal oil to
open a drain passage from the TCS valve to the hydraulic tank.

Brake accumulator An accumulator bleed down solenoid on the chassis brake valve drains
bleed down solenoid pressure oil from the accumulators when the truck is not in operation.
The accumulator bleed down solenoid is energized by the Chassis ECM
when the key start switch is moved to the OFF position. The Chassis
ECM holds the solenoid open for 70 seconds.

Retarder pressure The retarder pressure switch is only activated if the manual retarder or the
switch auto retarder is engaged. The Brake/Cooling ECM uses the retarder
pressure switch input to determine if the manual retarder or the auto
retarder is engaged.

Service brake pedal The service brake pedal pressure switch is only activated if the service
pressure switch brake pedal is applied. The Brake/Cooling ECM uses the service brake
pedal pressure switch input to determine if the service brake pedal is
depressed.

Brake system The brake system pressure switch is activated if the manual retarder, the
pressure switch auto retarder, or the service brake pedal is applied. The brake system
pressure switch input is used to turn on the brake lights. The brake
system pressure switch input is also used for diagnostics.

Brake system Because there are three brake pressure switches, the Brake/Cooling ECM
diagnostics knows which brakes are engaged. The Brake/Cooling ECM can
determine if the supply and control solenoid valves have malfunctioned
(valves leaking). If oil pressure is present at the retarder pressure switch
when the solenoids are DE-ENERGIZED, the retarder pressure switch
will signal the Brake/Cooling ECM that the supply or control solenoid
valves have malfunctioned.
STMG 764 - 127 -
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Accumulator pressure The accumulator pressure switch monitors the brake system accumulator
switch pressure. The switch provides an input signal to the Brake/Cooling ECM.
The Brake/Cooling ECM sends the signal to the VIMS, which informs the
operator of the brake system pressure. A Category 1 warning is displayed
if brake system pressure is below 12300 345 kPa (1785 50 psi) and
the truck is stopped or moving less than 8 km/h (5 mph). A Category 3
warning is displayed if the pressure is low and the truck is moving more
than 8 km/h (5 mph).

Towing pump To release the parking brakes for service work or towing, the electric
motor that turns the towing pump can be energized by the brake release
switch located in the cab (see Visual No. 82). The pump sends oil
through a check valve to the chassis brake valve to RELEASE the parking
brakes. Towing pump pressure is controlled by a relief valve in the
towing pump. The setting of the towing pump relief valve is 4481 kPa
(650 psi).

The check valve to the left of the towing pump prevents oil from flowing
to the towing pump during normal operation.

The towing pump can also be used to provide hoist pilot pressure to lower
the body with a dead engine (see Visual No. 79).
STMG 764 - 128 -
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797B HYDRAULIC TANK

BRAKE COOLING
OIL RETURN
BRAKE ACTUATION
AND REAR AXLE
LUBE DRIVE TANK

STEERING/
HOIST RETURN
BRAKE COOL
SCREENS
DRIVE/ FAN
MOTOR DRIVE BRAKE COOLING
TANK OIL RETURN
BRAKE COOLING
RELIEF VALVES

REAR BRAKE
COOLING PUMP
SCREEN

FRONT BRAKE
COOLING PUMP
SCREEN
BRAKE COOLING
PUMP DRIVE MOTOR

86

Small top tank: The brake actuation pump and the rear axle lubrication drive pump get
- Brake actuation supply oil from a small tank section located inside of the large hydraulic
tank. There is a hole in the side of the small top tank that connects it to
- Rear axle lubrication
drive
the large hydraulic tank. Oil is added to the small top tank and oil flows
from the hole in the small top tank to fill the large hydraulic tank.

Small top tank keeps The purpose of the separate small top tank is to prevent brake disc
brake actuation oil material or other debris from mixing with the brake actuation oil.
clean

Brake cooling pumps Oil flows from the brake cooling drive pump to the brake cooling pump
in hydraulic tank drive motor and drives three brake cooling pumps located in the hydraulic
tank. Oil flows from the rear brake cooling pump through a screen and
joins with the hoist oil to cool the front brakes. Oil flows from the two
front pumps through a screen and joins with the hoist oil to cool the rear
brakes.
STMG 764 - 129 -
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Brake/Cooling ECM The Brake/Cooling ECM controls a solenoid on the brake cooling drive
controls pump flow pump. When brake oil temperature is less than 102C (215F), the brake
cooling drive pump is turned OFF. No oil flows from the brake cooling
pumps. When brake oil temperature is greater than 102C (215F) but
less than 107C (225F), the Brake/Cooling ECM sends a PWM signal to
the brake cooling drive pump to modulate the brake cooling flow from the
pumps. When brake oil temperature is greater than 107C (225F), the
Brake/Cooling ECM sends a signal to the brake cooling drive pump to
provide maximum brake cooling flow from the pumps.

Brake oil cooling relief A brake cooling relief valve is installed in the output line of the front and
valves rear brake cooling pumps. The relief valves protect the systems if brake
cooling oil pressure exceeds 790 kPa (115 psi).
STMG 764 - 130 -
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3
2
1

87

1. Brake actuation Shown is the brake actuation pump (1). The brake actuation pump is
pump located between the brake cooling drive pump (2) and the rear axle
2. Brake cooling drive lubrication drive pump (3). The three pumps are mounted at the lower
pump rear of the pump drive below the hoist and brake cooling pump.
3. Rear axle lubrication
drive pump The brake actuation pump pulls oil from the small tank section located
inside of the large hydraulic tank. Oil flows from the brake actuation
pump to the brake actuation oil filters.
STMG 764 - 131 -
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3
1

88

1. Brake actuation oil Oil flows from the brake actuation pump to the brake actuation oil
filters filters (1). An oil filter bypass switch (2) is located on both of the oil
2. Differential pressure filter bases. The bypass switches provide input signals to the
switches Brake/Cooling ECM. The Brake/Cooling ECM sends the signals to the
VIMS, which informs the operator if the filters are restricted.

3. Brake actuation Brake actuation system oil samples can be taken at the Scheduled Oil
system SOS tap Sampling (SOS) tap (3).

4. Chassis brake valve Oil flows from the brake actuation oil filter to the chassis brake valve (4).
The chassis brake valve controls the oil pressure and flow to the following
components:

Chassis brake valve
oil flow control
- Parking brake accumulator (see Visual No. 94)
- Service brake accumulator (see Visual No. 94)
- Cab brake valve (see Visuals No. 97 and 106)
- TCS valve (see Visual No. 110)
- Hoist pilot oil to hoist valve manifold (see Visual No. 75)
- Signal oil to rear brake cooling diverter valve (see Visual No. 70)
STMG 764 - 132 -
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89

Chassis brake valve-- Shown is the rear and right side of the chassis brake valve. The following
rear and right side components are shown in this view:
components:
1. Unloader pilot valve
Cut-out
Pump standby
Cut-in
2. Pump relief valve
Pump relief valve
pressure must be
greater than cut-out
pressure
- Unloader pilot valve (1): The unloader pilot valve controls the CUT-
OUT and CUT-IN pressure of the brake accumulators. Brake supply
pressure increases to 20670 689 kPa (3000 100 psi). This
pressure is referred to as the CUT-OUT pressure. Pump pressure is
then reduced to a standby pressure of approximately 690 345 kPa
(100 50 psi). Because of the normal leakage in the brake system,
the pressure in the accumulators will gradually decrease to
14470 689 kPa (2100 100 psi). This pressure is referred to as
the CUT-IN pressure.
- Pump relief valve (2): The pump relief valve is set to
22392 344 kPa (3250 50 psi) at Low Idle flow. The pump relief
valve is set higher than the cut-out setting of the unloader pilot
valve. The pump relief valve protects the brake system if the
unloader pilot valve fails to limit the brake system pressure.
The setting of the pump relief valve must be higher than the
CUT-OUT setting of the unloader pilot valve or the pump unloader
valve will not open. If the pump unloader valve does not open,
pump pressure will never cycle to the standby condition. Also,
pump supply oil will flow through the pump relief valve and the
brake system may overheat.
STMG 764 - 133 -
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3. Cab brake valve Drain oil from the cab brake valve returns to tank through the hose (3)
drain hose and the chassis brake valve.

4. Rear brake diverter Signal oil for the rear brake diverter valve flows through the hose (4)
valve signal oil hose when the rear brake diverter valve solenoid is energized
STMG 764 - 134 -
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1 2

90

Chassis brake valve-- Shown is the rear and right side of the chassis brake valve. The following
rear and right side components are shown in this view:
components:
1. Pump unloader and
relief valve
2. Pump unloader pilot
pressure tap
3. TCS signal control
valve
4. TCS signal supply
hose
- Pump unloader and relief valve (1): When the unloader pilot valve
reaches the cut-out setting of 20670 kPa (3000 psi), pressure to the
pump unloader valve spring chamber is reduced. Pump unloader
pilot pressure can be measured at the pressure tap (2). During
cut-out the pilot pressure should be close to 0 (tank pressure). The
pump unloader valve opens the pump supply to tank. Pump pressure
is reduced to a standby pressure of approximately 690 345 kPa
(100 50 psi). At low idle, hoist in HOLD and parking brake OFF,
with no brake applications, pump pressure should remain at the
standby pressure for more than 60 seconds. If the pump pressure
cycles in less than 60 seconds, leakage exists in the system and must
be corrected. A typical source of leakage can be the brake
accumulator bleed down solenoid.
The pump unloader and relief valve also acts as a back-up relief
valve. The pump unloader relief valve limits the maximum pressure
if the brake pump relief valve does not open. The setting of the
unloader relief valve is 25490 kPa (3700 psi).
- TCS signal control valve (3): Pump supply pressure provides signal
pressure to move a spool against a 275 kPa (40 psi) spring. When
the spool moves, a signal pressure of 3790 345 kPa (550 50 psi)
is sent through the hose (4) to the signal port of the TCS valve.
STMG 764 - 135 -
11/02

3 2 1

4 7

91

Chassis brake valve-- Shown is the right side of the chassis brake valve. The following
right side components are shown in this view:
1. Pressure reducing
pilot valve
2. Hoist pilot pressure
supply hose
Pressure reducing
valve
3. Brake accumulator
bleed down solenoid
- Pressure reducing pilot valve (1): Supply pressure to the hoist pilot
ON/OFF solenoid, the rear brake diverter valve solenoid, and the
TCS signal control valve can be adjusted with this valve. The
setting of the pressure reducing pilot valve is 3790 345 kPa
(550 50 psi) and can be measured at the pressure tap in port No. 13
on top of the chassis brake valve. Hoist pilot pressure flows through
the hose (2) to the hoist valve.
The pressure reducing pilot valve works with the pressure reducing
valve (see next Visual). The pressure reducing pilot valve controls
the signal pressure to the pressure reducing valve. As the
downstream pressure of the normally open pressure reducing valve
approaches the signal pressure plus spring bias pressure, the
reducing valve closes to a metering point and the reduced pilot
pressure oil flows through the pressure reducing valve. This setup
minimizes valve leakage while still providing high flow capacity.
- Brake accumulator bleed down solenoid (3): The accumulator bleed
down solenoid drains pressure oil from the accumulators when the
truck is not in operation. The accumulator bleed down solenoid is
activated by the Chassis ECM when the key start switch is moved to
the OFF position. The Chassis ECM holds the solenoid open for 70
seconds.
STMG 764 - 136 -
11/02

4. Rear brake diverter - Rear brake diverter valve solenoid (4): The diverter valve solenoid
valve solenoid controls the flow of signal oil from the chassis brake valve to the
rear brake cooling oil diverter valve (see Visuals No. 70 and 71).
When brake oil temperature is greater than 107C (225F), the
Brake/Cooling ECM sends +24 Volts to energize the solenoid.
5. Service brake supply - Supply oil for the service brakes flows through the hose (5) to the
oil hose cab brake valve.
6. Parking brake - Supply oil for the parking brakes flows through the hose (6) to the
supply oil hose cab brake valve.
7. Towing pump supply - When the towing pump is energized, oil flows from the towing
oil hose pump through the hose (7) to the chassis brake valve.
STMG 764 - 137 -
11/02

5 4 3

92

Chassis brake valve-- Shown is the right and front side of the chassis brake valve. The
right and front side following components are shown in this view:
components:
- Brake pump pressure tap (1): An unloader pilot valve is located on
1. Brake pump the bottom of the chassis brake valve. Brake supply pressure will
pressure tap
increase until the brake accumulators are charged with oil and the
- Measures unloader pressure increases to 20670 689 kPa (3000 100 psi). This
pilot valve CUT-OUT pressure is referred to as the CUT-OUT pressure. The unloader pilot
and pump standby
pressure
valve sends a signal to the pump unloader valve and the pump
supply oil flows to tank through the pump unloader valve. Pump
pressure is reduced to a standby pressure of approximately
690 345 kPa (100 50 psi). At low idle, with no brake
applications, pump pressure should remain at the standby pressure
for a minimum of 60 seconds. If the pump pressure cycles in less
than 60 seconds, leakage exists in the system and must be corrected.
Because of the normal leakage in the brake system, the pressure in
the accumulators will gradually decrease to 14470 689 kPa
(2100 100 psi). This pressure is referred to as the CUT-IN
pressure. The unloader pilot valve blocks pump supply pressure
from flowing to tank and brake supply pressure increases. The
system should recharge to the CUT-OUT pressure in less than 9.5
seconds.
NOTE: Only the CUT-OUT pressure is adjustable. CUT-IN pressure
is not adjustable. The CUT-IN pressure is a result of the design of the
unloader pilot valve.
STMG 764 - 138 -
11/02

2. Pressure reducing - Pressure reducing valve (2): The pressure reducing valve works
valve with the pressure reducing pilot valve. The pressure reducing pilot
valve controls the signal pressure to the pressure reducing valve. As
the downstream pressure of the normally open pressure reducing
valve approaches the signal pressure plus spring bias pressure, the
reducing valve closes to a metering point and the reduced pilot
pressure oil flows through the pressure reducing valve. This setup
minimizes valve leakage while still providing high flow capacity.
Pilot pressure oil flows through the pressure reducing valve to the
hoist pilot ON/OFF solenoid, the rear brake diverter valve solenoid
and the TCS signal control valve.
3. Accumulator - Accumulator pressure switch (3): The accumulator pressure switch
pressure switch monitors the brake system accumulator pressure. The switch
provides an input signal to the Brake/Cooling ECM. The
Brake/Cooling ECM sends the signal to the VIMS, which informs
4. Accumulator the operator of the brake system pressure. A Category 1 warning is
pressure tap displayed if brake system pressure is below 12300 345 kPa
(1785 50 psi) and the truck is stopped or moving less than 8 km/h
- Measures unloader
pilot valve CUT-OUT (5 mph). A Category 3 warning is displayed if the pressure is low
and CUT-IN and the truck is moving more than 8 km/h (5 mph). Accumulator
5. Pump standby check
pressure can be measured at the pressure tap (4).
valve - Pump standby check valve (5): When the pump unloader valve
allows the pump supply oil to flow to tank, the pump standby check
valve separates the pump standby pressure from the accumulator
pressure.
Parking and service - Another check valve is located under the chassis brake valve. This
brake separation check valve separates the parking brake circuit from the service
check valve
brake circuit.

NOTE: The brake CUT-OUT and CUT-IN cycle time should be

measured with the hoist valve in HOLD and the parking brake
RELEASED. When the hoist valve is in FLOAT, the hoist pilot
solenoid is energized and allows leakage from the chassis brake valve
through the hoist valve hydraulic actuators. If the brake
CUT-OUT and CUT-IN cycle time is measured with the hoist valve in
FLOAT, cycle times may be less than 60 seconds. Cycle times will be
longer if the parking brakes are ENGAGED during the tests. Brake
oil will not leak through the Traction Control System (TCS) Valve.
STMG 764 - 139 -
11/02

FROM TOWING PUMP/ TO/FROM PARK BRAKE

TO CAB BRAKE VALVE ACCUMULATOR
CHASSIS BRAKE VALVE
ACCUMULATOR
PARKING BRAKE SUPPLY
RELIEF VALVE
OR
UNLOADER CAB BRAKE PARKING
PILOT VALVE VALVE RELAY
(CUT-IN / CUT-OUT) RETURN RETURN

TCS AND FRONT

SERVICE RELAY
TO TANK
TO TANK
ACCUMULATOR
PRESSURE
BLEED DOWN
PUMP REDUCING TO REAR BRAKE
SOLENOID
RELIEF PUMP PILOT VALVE DIVERTER VALVE
VALVE UNLOADER
UNLOADER PILOT AND
PRESSURE TAP RELIEF
REAR BRAKE
(LOWER RIGHT SIDE VALVE
DIVERTER VALVE
OF VALVE) SOLENOID TO HOIST PILOT

PILOT
PUMP SUPPLY PRESSURE
PRESSURE
PUMP STANDBY REDUCING TAP
TCS SIGNAL CHECK VALVE (TOP OF VALVE)
VALVE
CONTROL
VALVE

PUMP SUPPLY TO/FROM SERVICE BRAKE

TO TCS
PRESSURE TAP ACCUMULATOR ACCUMULATOR
SIGNAL
(TOP FRONT OF VALVE) PORT PRESSURE TAP
AND SWITCH CAB BRAKE VALVE
(LOWER FRONT) SERVICE BRAKE SUPPLY

93

Chassis brake valve Shown is an ISO schematic of the chassis brake valve. The components
shown are the same as discussed in the previous visuals.

Oil flows from the brake actuation pump through the brake actuation oil
filters to the chassis brake valve. The chassis brake valve controls the oil
pressure and flow to many other components.

Unloader pilot valve Pump supply oil flows through a screen and an orifice to the unloader
and pump unloader pilot valve and the pump unloader and relief valve. Brake supply pressure
valve will increase until the brake accumulators are charged with oil and the
- Controls CUT-OUT pressure increases to 20670 689 kPa (3000 100 psi). This pressure is
and CUT-IN and referred to as the CUT-OUT pressure. The unloader pilot valve sends a
pump standby signal to the pump unloader valve and the pump supply oil flows to tank
pressure
through the pump unloader valve. Pump pressure is reduced to a standby
pressure of approximately 690 345 kPa (100 50 psi).
STMG 764 - 140 -
11/02

Pump standby cycle At low idle, with no brake applications, pump pressure should remain at
times the standby pressure for a minimum of 60 seconds. If the pump pressure
cycles in less than 60 seconds, leakage exists in the system and must be
corrected. Because of the normal leakage in the brake system, the
pressure in the accumulators will gradually decrease to 14470 689 kPa
(2100 100 psi). This pressure is referred to as the CUT-IN pressure.
The unloader pilot valve blocks pump supply pressure from flowing to
tank and brake supply pressure increases. The system should recharge to
the CUT-OUT pressure in less than 9.5 seconds.

Back-up relief valve The pump unloader and relief valve also acts as a back-up relief valve.
The pump unloader relief valve limits the maximum pressure if the brake
pump relief valve does not open. The setting of the unloader relief valve
is 25490 kPa (3700 psi).

Pump standby check When the pump unloader valve allows the pump supply oil to flow to
valve tank, the pump standby check valve separates the pump standby pressure
Parking and service from the accumulator pressure. Another check valve separates the
brake separation parking brake circuit from the service brake circuit.
check valve

Pump relief valve The pump relief valve is set to 22392 345 kPa (3250 50 psi). The
pump relief valve is set higher than the cut-out setting of the unloader
pilot valve. The pump relief valve protects the brake system if the
unloader pilot valve fails to limit the brake system pressure.

Pump relief valve The setting of the pump relief valve must be higher than the CUT-OUT
pressure must be setting of the unloader pilot valve or the pump unloader valve will not
greater than cut-out open. If the pump unloader valve does not open, pump pressure will
pressure
never cycle to the standby condition. Also, pump supply oil will flow
through the pump relief valve and the brake system may overheat.

Pressure reducing The pressure reducing pilot valve works with the pressure reducing valve.
pilot valve The pressure reducing pilot valve controls the signal pressure to the
Pressure reducing pressure reducing valve. As the downstream pressure of the normally
valve open pressure reducing valve approaches the signal pressure plus spring
bias pressure, the reducing valve closes to a metering point and the
reduced pilot pressure oil flows through the pressure reducing valve. This
setup minimizes valve leakage while still providing high flow capacity.
Pilot pressure oil flows through the pressure reducing valve to the hoist
pilot ON/OFF solenoid, the rear brake diverter valve solenoid, and the
TCS signal control valve.
STMG 764 - 141 -
11/02

The setting of the pressure reducing pilot valve is 3790 345 kPa
(550 50 psi) and can be measured at the pressure tap on top of the
chassis brake valve.

TCS signal control Pump supply pressure provides signal pressure to the TCS signal control
valve valve and moves a spool against a 275 kPa (40 psi) spring. When the
spool moves, a signal pressure of 3790 345 kPa (550 50 psi) is sent to
the signal port of the TCS valve.

Rear brake diverter The rear brake diverter valve solenoid controls the flow of signal oil from
valve solenoid the chassis brake valve to the rear brake cooling oil diverter valve (see
Visuals No. 70 and 71). When brake oil temperature is greater than
107C (225F), the Brake/Cooling ECM sends +24 Volts to energize the
solenoid.

Brake accumulator The accumulator bleed down solenoid drains pressure oil from the
bleed down solenoid accumulators when the truck is not in operation. The accumulator bleed
down solenoid is activated by the Chassis ECM when the key start switch
is moved to the OFF position. The Chassis ECM holds the solenoid open
for 70 seconds.
STMG 764 - 142 -
11/02

4
5

3 2

7
1

94

1. Chassis brake valve Pump supply oil flows through the chassis brake valve (1) and fills the
2. Parking brake parking brake accumulator (2), and the service brake accumulator (3).
accumulator The piston-type accumulators provide the supply oil during normal
3. Service brake
operation. The accumulators are charged with nitrogen. The nitrogen
accumulator charge provides energy for normal braking and secondary braking
capability if brake pump flow stops.

Accumulator oil The accumulator bleed down solenoid, located on the chassis brake valve,
returns to tank when drains pressure oil from the accumulators when the truck is not in
key start switch is operation. The bleed down solenoid is activated by the Chassis ECM
turned OFF
when the key start switch is moved to the OFF position. The Chassis
ECM holds the solenoid open for 70 seconds.

Before disconnecting any hoses in the brake system, be sure that the
engine was shut off with the key start switch, and the brake system oil has
returned to the tank from the accumulators.

WARNING
High pressure oil remains in the accumulators if the manual
shutdown switch is used (see Visual No. 41 STMG-1). To release the
oil pressure in the accumulators, turn the key start switch to the OFF
position and apply the service and parking brakes repeatedly until
the oil is drained from the accumulators.
STMG 764 - 143 -
11/02

Check brake A low nitrogen charge will allow excess oil to be stored in the
accumulator nitrogen accumulators and will reduce the braking capacity. The cycle time
charge
between pump CUT-OUT and CUT-IN will also be reduced. The
nitrogen charge for the service and parking brake accumulators is
10335 345 kPa (1500 50 psi) at a temperature of 21C (70F). The
nitrogen charge of both accumulators should be checked every 3 months
4. Nitrogen charge or 500 hours. The accumulators are charged through a fitting located
valve cap behind the cap (4) on top of the accumulators.

Nitrogen charge To charge the brake accumulators, use the 175-5507 Nitrogen Charging
tooling Group and the 152-2023 Accumulator Charging Group.

5. Parking brake relay Parking brake release supply oil flows from the parking brake
valve accumulator through the parking brake relay valve (5) to the front parking
6. TCS valve brakes and through the Traction Control System (TCS) valve (6) to the
rear parking brakes. The parking brake relay valve limits the maximum
pressure to the parking brake pistons. The parking brake release pressure
should be 4720 140 kPa (685 20 psi) when the pilot pressure from the
secondary brake valve is 5030 140 kPa (730 20 psi).

Parking brake relay When the operator engages the parking brake switch or the secondary
valve operation brake pedal, pilot oil pressure is drained from the parking brake relay
valve. When the secondary brake pedal is applied, pilot oil pressure is
slowly drained from 4135 to 0 kPa (730 to 0 psi), depending on the
amount of brake application. When pilot oil pressure is drained, the
parking brake relay valve stops the flow of oil to the front and rear
parking brake pistons and opens a drain passage through the chassis brake
valve. As oil pressure is removed from the parking brake pistons, the
springs engage the brakes.

7. TCS valve signal A signal pressure of 3790 345 kPa (550 50 psi) is sent from the
pressure hose chassis brake valve through hose (7) to the signal port of the TCS valve.
The signal pressure causes a ball check piston to move and unseat a drain
ball check valve. Opening the drain ball check valve opens a drain
passage from the TCS valve to the hydraulic tank. The TCS valve will
not operate if the signal pressure is not present at the TCS valve.
STMG 764 - 144 -
11/02

95

1. Service brake relay The service brake relay valve (1) is located inside the frame near the
valve brake accumulators. Supply oil flows from the service brake accumulator
2. Supply oil hose to the service brake relay valve through the supply oil hose (2) and is
blocked from flowing to the front and rear brake slack adjusters and brake
control valves.

When the operator engages the auto retarder, the manual retarder lever, or
the service brake pedal, a modulated pilot oil pressure flows through the
3. Pilot oil supply hose pilot hose (3) to the service brake relay valve. Pilot oil pressure is
modulated between 0 to 6615 kPa (0 to 960 psi), depending on the
amount of brake application. When pilot oil pressure is present,
4. Supply hoses to accumulator supply oil can flow to the front and rear brake slack adjusters
slack adjusters and and brake control valves through the two supply hoses (4). The relay
brake control valves valve limits the supply pressure from 0 to 5930 kPa (0 to 860 psi) when
pilot pressure is between 0 to 6615 kPa (0 to 960 psi). Service brake
apply pressure should be 5930 140 kPa (860 20 psi) during a full
service brake application.

When the brakes are released, pilot pressure is drained and accumulator
supply pressure to the front and rear brakes is also drained to tank
through the chassis brake valve.
STMG 764 - 145 -
11/02

1
3

2
4

96

1. Supply hoses from When the operator depresses the service brake pedal or engages the
service brake relay manual or auto retarder, pilot oil flows to the service brake relay valve.
valve
Reduced pressure oil then flows from the service brake relay valve
2. Front service brake through the hoses (1) to the two slack adjusters (2) and the two brake
slack adjuster
control valves (3) (front shown). The service brake relay valve provides
3. Front service brake the flow of oil to move the slack adjuster pistons, and control the brake
control valve pressure. The slack adjuster consists of just one piston and spring to each
wheel piston. The oil flows from the service brake relay valve to the
spring chambers of the slack adjusters and moves the pistons in the slack
adjusters outward. The slack adjuster moves a high volume of oil to
move the wheel pistons quickly. At the same time, the oil from the
service brake relay valve flows through the rise rate orifices, in the brake
control valves, to the sequence valves.

Rise rate orifices The rise rate orifices control the rate of flow through the brake control
valve to the wheel pistons. At 517 kPa (75 psi), the sequence valves, in
Sequence valves
the brake control valves, open and allow oil to flow around the slack
adjuster to the wheel pistons. This pressure dependent bypass flow path
restricts the flow of oil (via the rise rate orifice) that increases brake
pressure. This restriction, in conjunction with the line and brake cylinder
volume, acts to dampen sudden pressure increases that occur upstream of
the slack adjuster (at the brakes). How hard the brake pedal is depressed,
or how far the manual or auto retarder is engaged will determine how
much pressure is available at the wheel pistons.
STMG 764 - 146 -
11/02

The maximum pressure at the wheels will be 5930 kPa (860 psi) when the
pilot signal to the service brake relay valve is 6615 kPa (960 psi). Service
4. Front service brake brake pressure can be measured at the pressure tap (4) located on top of
pressure tap the slack adjuster.

Release of service When the operator releases the service brakes, the oil is drained from the
brakes slack adjusters and the brake control valves through the service brake
relay valve. An orifice in the service brake relay valve drain port controls
the rate at which the oil drains (located in a fitting at the chassis brake
valve). The wheel piston return springs push the wheel pistons away
from the brake discs and force the oil from the wheel piston oil chamber.
This action causes the slack adjuster pistons to move toward the center of
the slack adjuster and compress the slack adjuster springs. The low
reverse restriction to flow fulfills the need to maintain synchronization.
This is done by preventing the slack adjuster piston release movement
until after the sequence valve closes, allowing unrestricted flow of oil (via
the check valve) that reduces brake pressure.

Slack adjusters When the brake pressure drops, the sequence valve closes. The brake
compensate for brake piston return springs push the wheel pistons away from the brake discs.
wear
The slack adjuster will maintain an oil volume to the brake piston
chamber that positions it for consistent braking as the brake discs wear.
The residual pressure balances the brake piston return springs after they
have extended and returned the wheel piston. The brake discs separate
allowing the cooling oil to flow between the discs and cool them.

Check slack adjuster To verify correct slack adjuster and brake valve operation, connect a
and brake valve for gauge to the pressure tap on top of the slack adjuster and another gauge at
correct operation the service brake bleed screw locations (see Visuals No. 102 and 104).
Brakes ENGAGED-- With the service brake pedal depressed, the pressure reading on the three
pressures should be gauges should be approximately the same.
equal

Brakes RELEASED-- When the brakes are RELEASED, the pressure at the slack adjuster
residual pressure at should return to zero. The pressure at the service brake bleed screw
bleed screw locations should return to the residual pressure held on the brakes by the
slack adjuster piston.
STMG 764
11/02
2 3
Cab brake valve:
1. Supply solenoid
2. Control solenoid
3. Parking brake
solenoid
4. Retarder pressure
switch
5. Brake system
pressure switch
6. Service brake
pedal pressure
switch
- 147 -
4 5 6
97
Shown is the cab brake valve. The cab brake valve is located below the
air conditioning evaporator in the compartment in front of the cab. The
cab brake valve includes three solenoids, three switches, and a shuttle
valve.
Shown on the brake valve is the supply solenoid (1), the control
solenoid (2), the parking brake solenoid (3), the retarder pressure
switch (4), the brake system pressure switch (5), and the service brake
pedal pressure switch (6).
INSTRUCTOR NOTE: See Visual No. 106 for the cab brake valve
schematic.
STMG 764 - 148 -
11/02

98

1. Service brake pedal Located in the compartment in front of the cab are the two brake pedal
valve valves. The service brake pedal valve (1) receives accumulator supply
pressure from the cab brake valve. When the pedal is depressed, the
service brake valve sends pilot oil pressure through a shuttle valve in the
cab brake valve to the service brake relay valve.

2. Secondary brake The secondary brake pedal valve (2) also receives accumulator supply
pedal valve pressure from the cab brake valve. Accumulator supply pressure must
pass through the parking brake solenoid valve before entering the
secondary brake pedal valve. When the pedal is depressed, the secondary
brake valve blocks the flow of pilot oil pressure through the cab brake
valve to the parking brake relay valve.
STMG 764 - 149 -
11/02

99

Towing pump (arrow) To release the parking brakes for service work or towing, the electric
motor that turns the towing pump (arrow) can be energized by the brake
release switch located in the cab (see Visual No. 82). The towing pump is
located behind the steering hydraulic tank on the right side of the truck.
The pump sends oil through a check valve to the chassis brake valve to
RELEASE the parking brakes.

Towing pressure Towing pump pressure is normally controlled by the pressure reducing
pilot valve in the chassis brake valve. A back-up relief valve is located in
the towing pump. The setting of the towing pump back-up relief valve is
4481 kPa (650 psi). The outlet hose to the chassis brake valve must be
blocked to check the towing pump back-up relief valve.

A check valve is located in the outlet port of the towing pump. The check
prevents oil from flowing to the towing pump during normal operation.

Hoist pilot pressure The towing pump can also be used to provide hoist pilot pressure to lower
the body with a dead engine (see Visual No. 79).

Procedure to check To check the brake release system used for towing, use the VIMS display
towing system to view the left or right rear parking brake pressure. With the parking
brake switch in the RELEASE position and the key start switch in the ON
position, energize the parking brake release switch used for towing (on
the dash). Turn off the switch when the pressure stops increasing.
STMG 764 - 150 -
11/02

100

Purge (bleed) air from The 797B brake systems (parking/secondary and service/retarder) both
brake systems have continuous oil flow when the brakes are ENGAGED. Therefore, it
is not necessary to "pump" the brakes when removing air from the brake
systems. Open each bleed screw until no air is present. The following
procedure can be used to remove air from the two brake systems.

Make a hose assembly approximately 9.15 meters (30 ft) long with a
6V4143 coupler assembly on each end to attach to two pressure taps.
Brake air purge drain Connect one end of the hose to the tap (arrow) on the brake actuation
tap (arrow) hydraulic tank drain block. Connect the other end of the hose to the tap at
each bleed location discussed later.
STMG 764 - 151 -
11/02

2
101

102

Purge (bleed) air from Release the parking brakes or engage the service brakes for approximately
brake systems one minute with the bleed hose connected or the bleed screw open at each
of the specified locations. Release the service brakes when moving the
bleed hose to a new location.

1. Parking brake relay
valve bleed tap
1. Block the tires so that the truck cannot roll when the brakes are
released.
2. Connect the bleed hose to the tap (1) or open the bleed screw at
the parking brake relay valve.
3. Release the parking brakes for one minute.
STMG 764 - 152 -
11/02

4. Engage the parking brakes.

2. Service brake relay 5. Connect the bleed hose to the tap (2) or open the bleed screw at
valve bleed tap the service brake relay valve.
6. Pull the retarder lever, or have someone hold down the service
brake pedal.
7. Connect the bleed hose to the tap on the rear slack adjuster.
3. Right rear service 8. Connect the bleed hose to the tap (3) or open the bleed screw for
brake bleed tap the right rear service brakes.
9. Connect the bleed hose to the tap or open the bleed screw for the
left rear service brakes.
10. Connect the bleed hose to the tap on the front slack adjuster.
11. For initial bleeding of the brakes, repeat the bleeding of the
service brake relay valve (step 5). After initial bleeding, this step
can be skipped.
12. Open the bleed screw for the left front service brakes.
13. Open the bleed screw for the right front service brakes (see Visual
No. 104).

Operate the truck and exercise the brakes. Repeat the bleed process and
check for air.

NOTE: If the brakes are being bled (purging the air) for the first
time, the signal line at the parking brake relay valve (1) and the
service brake relay valve (2) will require more bleeding to remove all
of the air from the pedal valves, as they are the highest point in the
system.
STMG 764 - 153 -
11/02

103

104

1. Left and right rear The left and right rear parking brake pressure can be measured at the
parking brake parking brake taps (1). The rear service brake pressure can be measured
pressure taps
at the service brake tap (2) located on the rear slack adjuster. The right
2. Rear slack adjuster front parking brake pressure can be measured at the parking brake tap (3).
service brake The right front service brake pressure can be measured at the tap (4).
pressure tap

3. Right front parking These taps are also used when purging the air (bleeding) from the brakes.
brake pressure tap

4. Right front service Parking brake pressure should be 4720 140 kPa (685 20 psi).
brake pressure tap
and bleed screw
Service brake pressure should be 5930 140 kPa (860 20 psi) during a
full service brake application.
STMG 764 - 154 -
11/02

ARC PRODUCTION ADVANTAGE

MANUAL RETARDER CONTROL AUTOMATIC RETARDER CONTROL

2500 2500
Engine Speed (RPM)

Engine Speed (RPM)

2000 2000

10-15% FASTER
1500 1500

1000 1000

500 500
0 10 20 30 40 50 60 70 0 10 20 30 40 50 60 70
Time (Seconds) Time (Seconds)
Average Speed 1730 RPM Average Speed 1900 RPM

105

Automatic Retarder Control (ARC)

Automatic Retarder The Automatic Retarder Control (ARC) system function is to modulate
Control (ARC) truck braking (retarding) when descending a long grade to maintain a
constant engine speed. The electronic system can maintain a constant
engine speed much more accurately than an operator using the manual
retarder. A constant engine speed improves production and brake cooling.

ARC engages service The ARC system engages the service/retarder brakes. If the ARC
brakes ON/OFF switch is moved to the ON position, the ARC will be activated if
the throttle pedal is not depressed and the parking/secondary brakes are
RELEASED. The ARC system is disabled when the throttle is depressed.

ARC set to maintain The ARC is set at the factory to maintain a constant engine speed of
1950 engine rpm 1950 50 rpm (engine speed setting is programmable). When the ARC
initially takes control of retarding, the engine speed may oscillate out of
the 50 rpm target, but the engine speed should stabilize within a few
seconds.
STMG 764 - 155 -
11/02

For proper operation of the ARC, the operator needs only to activate the
control with the ARC ON/OFF switch and select the correct gear for the
grade, load, and ground conditions. The ARC is designed to allow the
transmission to upshift to the gear selected by the shift lever. After the
transmission shifts to the gear selected by the operator and the engine
speed exceeds 1950 rpm, the ARC will apply the retarder as needed to
maintain a constant engine speed.

ARC provides engine The ARC system also provides engine overspeed protection. If an unsafe
overspeed protection engine speed is reached, the ARC will engage the brakes, even if the ARC
ON/OFF switch is in the OFF position and the throttle is depressed.

Trucks approaching an overspeed condition will sound a horn and activate

a light at 2100 rpm. If the operator ignores the light and horn, the ARC
will engage the retarder at 2125 rpm. If the engine speed continues to
increase, the Transmission ECM will either upshift (one gear only above
shift lever position) or unlock the torque converter (if the shift lever is in
the top gear position) at 2300 rpm.

ARC provides The ARC also provides service personnel with enhanced diagnostic
programming and capabilities through the use of onboard memory, which stores possible
diagnostic capability faults, solenoid cycle counts, and other service information for retrieval at
the time of service.

By using a laptop computer with the Electronic Technician (ET) software

installed, service personnel can access the stored diagnostic information
or set the adjustable engine speed control setting.

INSTRUCTOR NOTE: Some of the ARC input and output

components are shown during the discussion of other systems. See
the following visual numbers:

82. ARC ON/OFF switch

107. Engine speed sensor
97. Retarder pressure switch
57. Parking brake ON/OFF switch
55. Retarder lever
97. Brake system pressure switch
97. Service brake pressure switch
97. Parking brake solenoid
97. Supply solenoid
97. Control solenoid
60. Retarder ON lamp
STMG 764 - 156 -
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AUTOMATIC RETARDER CONTROL

BRAKE/COOLING ECM
CHASSIS
BRAKE
CAT DATA LINK VALVE PARKING BRAKE
TO SUPPLY
TANK
SERVICE BRAKE
ARC PARKING BRAKE
SUPPLY
ON/OFF SWITCH ON/OFF SWITCH
RETARDER TO
ON LAMP SERVICE
BRAKE
RELAY
TO
PARKING BRAKE
ENGINE RELAY RETARDER BRAKE
RETARDER
SPEED SENSOR PRESSURE SYSTEM
LEVER
SWITCH PRESSURE
SERVICE SECONDARY SUPPLY SWITCH
BRAKE BRAKE CAB
SOLENOID
BRAKE
VALVE

TO SHUTTLE SERVICE
TANK VALVE BRAKE
PILOT PEDAL
PARKING
CONTROL PRESSURE
BRAKE
PILOT SOLENOID SWITCH
SOLENOID

106

Brake/Cooling ECM The Brake/Cooling ECM controls the ARC. The Brake/Cooling ECM
controls ARC receives signals from several switches and sensors. The ECM analyzes
the various input signals and sends signals to the output components. The
output components for the ARC are two solenoids and a lamp.

797B Brakes all The brakes on the 797B are all hydraulic. The chassis brake valve
hydraulic provides parking and service brake supply oil to the cab brake valve (see
Visual No. 97). the cab brake valve is located below the air conditioning
evaporator in a compartment in front of the cab. The cab brake valve
includes three solenoids, three switches, and a shuttle valve.

Engine Output Speed The Engine Output Speed (EOS) sensor (see next Visual) provides the
(EOS) sensor primary input signal used by the ARC. The engine speed information is
the main parameter that the Brake/Cooling ECM uses to control retarding.
The engine speed sensor is a frequency sensor that generates an AC signal
from the passing flywheel gear teeth.
STMG 764 - 157 -
11/02

The engine speed/timing sensor is also used by the ARC for diagnostic
purposes. If the Brake/Cooling ECM receives an input signal from the
engine speed/timing sensor, but not the EOS sensor, the Brake/Cooling
ECM will log an engine speed fault. The ARC will not function without
an engine speed signal from the EOS sensor.

Supply solenoid valve The supply solenoid valve turns ON or OFF to control the flow of supply
oil to the control solenoid valve. The Brake/Cooling ECM energizes the
supply solenoid valve with +Battery voltage (24 Volts) at 100 rpm less
than the programmed control speed setting. Normally, the reduced speed
will be 1850 rpm, since the control speed is set to 1950 rpm at the factory.
A fault is recorded if the Brake/Cooling ECM senses the signal to the
supply solenoid as open, shorted to ground, or shorted to battery.

Control solenoid valve The control solenoid valve modulates the oil flow to the service brakes
during automatic retarding. The control solenoid receives a current
between 0 and 950 milliamps from the Brake/Cooling ECM. The higher
the engine rpm, the higher the current. A higher current holds the control
solenoid valve open more, and more oil pressure is allowed to the brakes.
A fault is recorded if the Brake/Cooling ECM senses the signal to the
control solenoid as open, shorted to ground, or shorted to battery.

ARC valve The Brake/Cooling ECM can determine if the solenoid valves have
malfunction malfunctioned (valves leaking). If oil pressure is present at the retarder
pressure switch when the solenoids are DE-ENERGIZED, the retarder
pressure switch will signal the Brake/Cooling ECM that the supply or
control solenoid valves have malfunctioned.

Manual retarder lever When ENGAGED, the manual retarder lever sensor sends a PWM signal
to the Brake/Cooling ECM. The further the lever is moved, the higher the
PWM signal. The Brake/Cooling ECM then turns ON the supply
solenoid and sends a current to the control solenoid that corresponds to
the position of the retarder lever (0 to 950 milliamps).

If the manual retarder lever and the ARC are ENGAGED at the same
time, the control solenoid will receive a current that corresponds to
Service brake pedal whichever system is asking for the most braking. Oil from the service
brake pedal and the retarder control solenoid flows through a shuttle valve
and an orifice before flowing to the service brake relay. If the service
brake pedal is engaged at the same time as the ARC or manual retarder,
the source with the highest oil pressure will move the shuttle valve and
flow to the service brake relay.
STMG 764 - 158 -
11/02

107

1. Engine Output Speed The Engine Output Speed (EOS) sensor (1) provides the primary input
(EOS) sensor signal used by the ARC. The engine speed information is the main
parameter that the Brake/Cooling ECM uses to control retarding. The
engine speed sensor is a frequency sensor that generates an AC signal
from the passing flywheel gear teeth.

2. Engine speed/timing The engine speed/timing sensors are also used by the ARC for diagnostic
sensors purposes. If the Brake/Cooling ECM receives an input signal from the
engine speed/timing sensors, but not the EOS sensor, the Brake/Cooling
ECM will log an engine speed fault. The ARC will not function without
an engine speed signal from the EOS sensor.
STMG 764 - 159 -
11/02

TRACTION CONTROL SYSTEM

BRAKE/COOLING
ECM

INPUT COMPONENTS OUTPUT COMPONENTS

TCS SELECTOR
LH AND RH SOLENOID
TCS TEST SWITCH REAR PARKING LEFT AND RIGHT
BRAKE RELEASE
PRESSURE
LEFT REAR WHEEL SENSORS PROPORTIONAL
SPEED SENSOR
SOLENOID
RIGHT REAR WHEEL
PARKING BRAKE
SPEED SENSOR TCS ACTIVE
ON/OFF SWITCH
LAMP
RETARDER
LEVER BRAKE SYSTEM PARKING BRAKE
PRESSURE SWITCH SOLENOID

CAT DATA LINK

+ 12V TO
WHEEL SENSORS

108

Traction Control System (TCS)

TCS uses rear The Traction Control System (TCS) uses the rear parking/secondary
parking/secondary brakes (spring engaged and hydraulically released) to decrease the
brakes revolutions of a spinning wheel. The TCS allows the tire with better
underfoot conditions to receive an increased amount of torque. The
system is controlled by the Brake/Cooling ECM.

Brake/Cooling ECM The Brake/Cooling ECM monitors the drive wheels through four input
controls TCS signals: one at each drive axle, and two for the transmission output shaft.
When a spinning drive wheel is detected, the Brake/Cooling ECM sends a
signal to the selector and proportional solenoid valves which ENGAGE
the brake of the affected wheel. When the condition has improved and the
ratio between the right and left axles returns to 1:1, the Brake/Cooling
ECM sends a signal to RELEASE the brake.

TCS active lamp When the Brake/Cooling ECM sends a signal to the proportional solenoid
valve to engage a brake, it also turns ON the TCS active lamp. The TCS
active lamp notifies the operator when the TCS is active.
STMG 764 - 160 -
11/02

Retarder lever sensor The retarder lever sensor and the brake system pressure switch provide
and the brake system input signals for the TCS that perform two functions:
pressure switch:
1. When the service brakes or retarder are ENGAGED, the TCS function
- Stops TCS function is stopped.

- Performs diagnostic 2. The retarder lever sensor or the brake system pressure switch provide
test an input signal that is used to perform a diagnostic test. When the TCS
test switch and the retarder lever or the service brake pedal are
ENGAGED simultaneously, the TCS will engage each rear brake
independently. Install two pressure gauges on the TCS valve, and
observe the pressure readings during the test cycle. The left brake
pressure will decrease and increase. After a short pause, the right
brake pressure will decrease and increase. The test will repeat as long
as the TCS test switch and the retarder lever or the service brake pedal
are ENGAGED.

Operational TCS An operational TCS diagnostic test can also be performed. The
diagnostic test operational test is preferred because it checks the axle speed sensors. To
perform the operational TCS test, depress the TCS test switch while
turning in a tight circle with the engine at LOW IDLE and the
transmission in FIRST GEAR. The brakes should ENGAGE and
RELEASE repeatedly. The test must be performed while turning in both
directions to complete the test.

Brake release The TCS valve has a left and right brake release pressure sensor. A
pressure sensors laptop computer with the VIMS-PC or ET software installed can also be
used to view the left and right parking brake pressures during the test
discussed above in function No. 2. When the proportional solenoid is
ENERGIZED, VIMS-PC or ET will show 68% when the brake is FULLY
ENGAGED.

Parking brake The left and right brake release pressure sensors are also used to provide
dragging events parking brake dragging information to the operator. If the parking brakes
are released and the parking brake release pressure drops below 3445 kPa
(500 psi), the VIMS display will show a PARKBK DRAG event.

NOTE: During the diagnostic tests, the parking/secondary brakes

must be released.
STMG 764 - 161 -
11/02

1 2

109

1. Wheel speed sensor Shown is the left rear wheel speed sensor (1). The TCS monitors the
drive wheels through four input speed signals: one at each drive axle, and
2. Wheel speed sensor two for the transmission output shaft. The rear wheel speed sensors can
access hole be serviced through two access holes (2) located behind the sensors.

Wheel speed sensor The rear wheel speed sensors are Hall-Effect type sensors. Therefore, a
supply voltage power supply is required to power the sensors. The sensors receive
12 Volts from the Brake/Cooling ECM. To check the supply voltage of
the sensor, connect a multimeter between Pins A and B of the sensor
connector. Set the meter to read "DC Volts."

Wheel speed sensor The rear wheel speed sensors send square wave frequency output signals
output signal to the Brake/Cooling ECM. To check the output signal of the rear wheel
speed sensors, connect a laptop with the VIMS-PC or ET software
installed to the machine. When the machine is moving, the rear wheel
speeds can be viewed on the laptop.

TOS sensors disable The Transmission Output Speed (TOS) sensors (see Visual No. 34)
TCS monitor the ground speed of the machine and provide input signals to the
Brake/Cooling ECM through the CAT Data Link. The TCS uses the TOS
sensors to disable the TCS when ground speed is above 19.3 km/h
(12 mph).
STMG 764 - 162 -
11/02

3
4

4
1
3

110

TCS valve The Traction Control System (TCS) valve is mounted inside the rear of
the left frame rail. Two solenoids are mounted on the valve.

1. Selector solenoid
Electrical signals from the Brake/Cooling ECM cause the selector
solenoid valve (1) to shift and select either the left or right parking brake.
If the selector valve shifts to the left parking brake hydraulic circuit, the
control oil is drained. The left reducing spool of the control valve can
then shift and engage the parking brake. The Brake/Cooling ECM
energizes the selector solenoid valve with + Battery voltage (24 Volts).
Normal resistance through the selector solenoid is between 18 - 45 Ohms.

2. Proportional solenoid
The proportional solenoid valve (2) controls the volume of oil being
drained from the selected parking brake control circuit. The rate of flow
is controlled by a signal from the Brake/Cooling ECM. The proportional
solenoid receives a current between 100 - 680 mA from the
Brake/Cooling ECM. The more current that is sent, the more the
proportional solenoid valve is opened, and more oil pressure is drained
from the brakes. Normal resistance through the solenoid is between 12
and 22 Ohms.

3. Left and right brake The pressure taps (3) or pressure sensors (4) can be used to check the left
release pressure taps and right brake release pressures when performing diagnostic tests on the
TCS. The pressure at the taps in the TCS valve will be slightly less than
4. Left and right brake
the brake release pressure measured at the wheels. The pressure sensors
release pressure
sensors are also used to provide parking brake dragging information to the
operator.
STMG 764 - 163 -
11/02

TRACTION CONTROL SYSTEM (TCS)

ENGINE RUNNING /BRAKES RELEASED

TCS
RETARDER TEST SWITCH
LEVER

BRAKE SYSTEM
PRESSURE SWITCH
LEFT CAT
DRIVE AXLE DATA LINK

BRAKE/
BALL CHECK COOLING
ECM
TRANSMISSION
SPEED SENSORS
LH AND RH
ORIFICE
REAR PARKING
BRAKE RELEASE
PRESSURE SCREEN TCS ENGAGED
SENSORS LAMP
SELECTOR
SOLENOID

RIGHT
DRIVE AXLE CHASSIS
PROPORTIONAL BRAKE VALVE
PARKING BRAKE
SOLENOID
ACCUMULATOR
TO FRONT
PARKING BRAKE PARK BRAKES
RELAY PILOT OIL FROM
CAB BRAKE VALVE

111

TCS operation with Shown is the TCS with the engine running and the brakes RELEASED.
brakes RELEASED
When the machine is started:

- Oil flows from the brake actuation pump through the brake actuation
oil filter to the brake chassis valve. Brake actuation oil then flows to
the parking brake accumulator and the parking brake relay valve.
One line from the top left section of the chassis brake valve directs
oil to the signal port (right end of signal piston) of the TCS control
valve.

- Oil flow to the TCS control valve signal port causes the ball check
piston to move to the left and unseat the drain ball check valve.
Opening the drain ball check valve opens a drain passage through
the chassis brake valve to the hydraulic tank.
STMG 764 - 164 -
11/02

When the operator releases the parking brakes:

- The parking brake solenoid, located in the cab brake valve, is

energized. Parking brake release oil flows from the chassis brake
valve, through the parking brake solenoid valve and the secondary
brake pedal to the bottom of the parking brake relay valve.
- Parking brake release oil can now flow through the parking brake
relay valve to the TCS control valve.
- In the TCS control valve, oil closes the parking/secondary ball check
valve and flows through the screen.
- Oil flows through the right and left brake control circuit orifices.
- Oil flows to the ends of the left and right brake reducing valve
spools.
- When the control circuit pressure is high enough, the reducing
spools shift toward the center of the TCS control valve and parking
brake release oil flows to release the brakes.
STMG 764 - 165 -
11/02

TRACTION CONTROL SYSTEM (TCS)

ENGINE RUNNING/LEFT BRAKE ENGAGED
TCS
RETARDER TEST SWITCH
LEVER

BRAKE SYSTEM
PRESSURE SWITCH
LEFT CAT
DRIVE AXLE DATA LINK

BRAKE/
BALL CHECK COOLING
ECM
TRANSMISSION
SPEED SENSORS
LH AND RH ORIFICE
REAR PARKING
BRAKE RELEASE
PRESSURE SCREEN TCS ENGAGED
SENSORS LAMP
SELECTOR
SOLENOID
ON ON
RIGHT
DRIVE AXLE CHASSIS
PROPORTIONAL PARKING BRAKE BRAKE VALVE
SOLENOID ACCUMULATOR
TO FRONT
PARKING BRAKE PARK BRAKES
RELAY PILOT OIL FROM
CAB BRAKE VALVE

112

TCS operation with Shown is the TCS with the engine running and the left brake ENGAGED.
left brake ENGAGED When signals from the sensors indicate that the left wheel is spinning
2.2 times faster than the right wheel, the following sequence of events
occurs:

- The Brake/Cooling ECM sends a signal to the selector solenoid

valve and the proportional solenoid valve.
- The selector solenoid valve opens a passage between the outer end
of the left brake pressure reducing valve and the proportional
solenoid valve.
- The proportional solenoid valve opens a passage from the selector
solenoid valve to drain. The proportional solenoid valve also
controls the rate at which the oil is allowed to drain.
- Control circuit oil drains through the selector valve and enters the
proportional valve.
STMG 764 - 166 -
11/02

- The reducing valve spool for the left parking brake shifts and blocks
the flow of oil to the parking brake.
- Oil in the left parking brake control circuit begins to drain.
- The left parking brake begins to ENGAGE.
- The left brake orifice restricts the flow of oil from the parking brake
relay valve.

When the signals from the sensors indicate that the left wheel is no longer
spinning, the following sequence occurs:

- The Brake/Cooling ECM stops sending signals to the selector

solenoid and the proportional solenoid.
- The selector solenoid valve and proportional solenoid valve block
the passage to drain and allow the control circuit pressure to
increase.
- The left brake reducing valve spool shifts to the center position and
blocks the passage to drain.
- Parking brake release oil is directed to the left parking brake and the
brake is RELEASED.
STMG 764 - 167 -
11/02

REAR BRAKE OIL COOLERS 797B BRAKE COOLING SYSTEM

AND SCREEN

DIVERTER FRONT BRAKE

VALVE OIL COOLERS
AND SCREEN

HOIST AND BRAKE

COOLING
CONTROL
HOIST SCREENS VALVE
LEFT FRONT
BRAKE COOLING
FILTER

HOIST AND BRAKE

COOLING PUMP DIVERTER
SIGNAL
PUMP
OIL
DRIVE STEERING CHASSIS
SYSTEM BRAKE
FAN DRIVE VALVE
SYSTEM
HOIST
HOIST MANIFOLD
STEERING/
PILOT OIL
FAN DRIVE
BRAKE
FILTERS
COOLING
RIGHT
DRIVE STEERING/ HOIST CONTROL VALVE FRONT
PUMP FAN DRIVE BRAKE
COOLER COOLING
FILTER
BRAKE COOLING
DRIVE MOTOR
AND PUMPS
COOLER TO BRAKE
RELIEF ACTUATION
VALVES TANK

113

Brake Cooling System

When the hoist cylinders are not being raised or lowered, oil flows to the
brakes.

Two front hoist pump
sections to rear brake
cooling
The hoist and brake cooling pump pulls oil from the hydraulic tank. Oil
flows from the two front pump sections and combines at the front hoist
screen. Oil flows from the front hoist screen through the hoist and brake
cooling control valve to the hoist cylinders OR to the rear brake cooling
diverter valve, the rear brake oil coolers, and the rear brakes.

Two rear hoist pump Oil flows from the two rear pump sections and combines at the rear hoist
sections to front brake screen. Oil flows from the rear hoist screen through the hoist and brake
cooling
cooling control valve to the hoist cylinders OR to the front brake oil
coolers, the front brake cooling oil filters, and the front brakes.

INSTRUCTOR NOTE: Some of the Brake Cooling System

components are shown during the discussion of the Hoist System.
STMG 764 - 168 -
11/02

Rear brake cooling Rear brake cooling oil flows through the diverter valve. The diverter
diverter valve valve is located behind the rear brake oil coolers on the left side of the
truck. When brake oil temperature is greater than 107C (225F), the
Brake/Cooling ECM sends +24 Volts to energize the brake cooling oil
diverter valve solenoid. When the solenoid is energized, signal oil flows
from the chassis brake valve to the diverter valve. When signal oil is
present, oil flows through the diverter valve and the rear brake oil coolers,
to the rear brakes. When the solenoid is de-energized, the hoist pump oil
bypasses the rear brake oil coolers and flows directly to the rear brakes.

Brake cooling pumps A brake cooling drive pump is located at the bottom rear of the pump
in hydraulic tank drive. Oil flows from the brake cooling drive pump to the brake cooling
drive motor and drives three brake cooling pumps located in the hydraulic
tank (see Visual No. 86). Oil flows from the rear brake cooling pump and
joins with the hoist oil to cool the front brakes. Oil flows from the two
front pumps and joins with the hoist oil to cool the rear brakes.

Brake/Cooling ECM The Brake/Cooling ECM controls a solenoid on the brake cooling drive
controls pump flow pump. When brake oil temperature is less than 102C (215F), the brake
cooling drive pump is turned OFF. No oil flows from the brake cooling
pumps. When brake oil temperature is greater than 102C (215F) but
less than 107C (225F), the Brake/Cooling ECM sends a PWM signal to
the brake cooling drive pump to modulate the brake cooling flow from the
pumps. When brake oil temperature is greater than 107C (225F), the
Brake/Cooling ECM sends a signal to the brake cooling drive pump to
provide maximum brake cooling flow from the pumps.
STMG 764 - 169 -
11/02

2 3 4 1

114

Brake cooling drive Shown is the brake cooling drive pump located at the rear bottom section
pump of the pump drive. The brake cooling drive pump is a variable
- Variable displacement piston-type pump. The Brake/Cooling ECM controls the
displacement flow of oil from the brake cooling drive pump by energizing the
piston-type pump displacement solenoid (1).
1. Displacement
solenoid The Brake/Cooling ECM analyzes the brake temperatures, brake status,
Controlled by Brake/
and ground speed inputs and sends between 0 and 680 milliamps to the
Cooling ECM solenoid. At 0 milliamps the pump is at maximum displacement and the
brake cooling pump speed is at maximum. At 680 milliamps the pump is
- 0 milliamps--
maximum flow
at minimum displacement and the brake cooling pump speed is at
minimum. The coil resistance through the solenoid is approximately
- 680 milliamps--
24 ohms.
minimum flow

2. Pressure and flow The displacement solenoid moves a spool in the pressure and flow
compensator valve compensator valve (2) to control the flow of pump output pressure to the
3. Current adjustment minimum angle actuator piston. The minimum angle actuator piston
screw moves the swashplate to the minimum flow position. The current
adjustment screw (3) controls the minimum current required to start
destroking the pump.

NOTE: Do not adjust the current adjustment screw in chassis. This

adjustment should only be done on a hydraulic test stand.
STMG 764 - 170 -
11/02

4. High pressure cut-off The high pressure cut-off valve (4) controls the maximum pressure in the
valve brake cooling drive system. The high pressure cut-off valve controls
- Controls maximum maximum pressure by controlling the flow of pump output pressure to the
pressure minimum angle actuator piston. When system pressure is at maximum,
the high pressure cut-off valve sends oil to the minimum angle actuator
piston and moves the swashplate to the minimum flow position. The high
pressure cut-off valve setting is 35000 345 kPa (5080 50 psi).

5. Minimum and The minimum angle stop screw (5) is located near the pressure and flow
maximum angle stop compensator valve. The maximum angle stop screw is located on the
screws
other side of the pump.

NOTE: Do not adjust the minimum or maximum angle stop screws

in chassis. This adjustment should only be done on a hydraulic test
stand.

6. Brake cooling drive Brake cooling drive pump output pressure can be measured at the
pump pressure tap pressure tap (6). The small hose near the pressure tap connects a reducing
valve (see Visual No. 48) to the brake cooling drive pump signal port
through a shuttle valve.

Reducing valve signal The brake cooling drive pump output is initially 0 kPa (0 psi). At
pressure 0 pressure, the actuator piston spring will hold the pump at maximum
- Provides 0 brake angle and maximum brake cooling pump speed. The brake cooling drive
cooling speed at pump needs the reducing valve pressure at the signal port so that the
start-up and during displacement solenoid can position the brake cooling drive pump at
cold temperatures
minimum angle and 0 pump speed at start-up. Without this pressure the
pump would stay at maximum angle at start-up.
STMG 764 - 171 -
11/02

Brake cooling pump After being programmed (flashed), the Brake/Cooling ECM needs to
enable know if a brake cooling pump is installed on the machine. This procedure
is only required for those special machines that do not have a brake
cooling pump. Normally, the installation status of this system will be
programmed correctly at the factory. However, it may be necessary to re-
program this parameter if the ECM is replaced, or machine updates occur
that either remove or install the brake cooling pump.

This is the procedure to change the brake cooling pump configuration:

1. Start ET and connect to the Brake/Cooling ECM.
2. Select the "Configuration" menu entry.
3. Select a parameter called "Brake Cooling Pump Installation Status."
4. Select the "Change" button in the lower left corner.
5. Select "Installed" or "Not Installed."
STMG 764 - 172 -
11/02

797B BRAKE COOLING DRIVE PUMP

PRESSURE AND FLOW

COMPENSATOR
MINIMUM
ANGLE STOP PISTON MAXIMUM
SWASHPLATE ANGLE
ACTUATOR
PISTON
DRIVE SHAFT

CHARGE
PUMP
IMPELLER

MAXIMUM ROTARY MINIMUM ANGLE

ANGLE STOP GROUP ACTUATOR PISTON

115

Brake cooling drive Shown is a sectional view of the 797B brake cooling drive pump. The
pump pump is a variable displacement piston-type pump. Oil flows from the
- Variable pump to the brake cooling motor. Brake cooling pump speed is controlled
displacement by controlling the flow from the pump to the brake cooling motor.
piston-type pump
Charge pump keeps Oil from the steering tank enters the pump in the port below the charge
brake cooling drive pump impeller. The charge pump keeps the brake cooling drive pump full
pump full of oil
of oil.

Maximum flow The large spring around the maximum angle actuator piston holds the
swashplate at maximum angle. Pump output pressure is always present
on the right side of the maximum angle actuator piston and also helps to
hold the swashplate at maximum angle. When the swashplate is at
maximum angle, pump output is at maximum flow and brake cooling
pump speed is at maximum. This is the position of the pump when the
displacement solenoid receives 0 milliamps from the Brake/Cooling
ECM.
STMG 764 - 173 -
11/02

Displacement solenoid When the displacement solenoid is receiving between 0 and 680
milliamps from the Brake/Cooling ECM, the displacement solenoid
moves a spool in the pressure and flow compensator valve. The spool
allows pump output pressure to flow to the minimum angle actuator
piston.

Minimum angle The minimum angle actuator piston has a larger diameter than the
actuator piston maximum angle actuator piston. The minimum angle actuator piston
moves the swashplate toward the minimum flow position. The
swashplate angle, pump flow and brake cooling pump speed will
modulate with the amount of current at the displacement solenoid. When
the swashplate is at minimum angle, pump output is at minimum flow and
brake cooling pump speed is at minimum. This is the position of the
pump when the displacement solenoid receives 680 milliamps from the
Brake/Cooling ECM.

Swashplate end of Before the swashplate contacts the minimum angle stop, the minimum
travel angle actuator piston will open a small drain port to tank and stop the
movement of the swashplate. Draining the minimum angle actuator
piston oil will prevent the swashplate from contacting the minimum angle
stop repeatedly which can be noisy and may cause damage to the pump.

Case drain oil Oil that leaks past the pistons into the pump housing provides lubrication
for the rotating components. This oil leakage is referred to as case drain
oil. Case drain oil flows through the case drain port and a case drain oil
filter (see Visual No. 53) to the steering tank.
STMG 764 - 174 -
11/02

797B BRAKE COOLING DRIVE PUMP CONTROL

PRESSURE TO BRAKE FROM

TO MINIMUM ANGLE TAP COOLING HIGH PRESSURE DISPLACEMENT
REDUCING
ACTUATOR PISTON MOTOR CUT-OFF SOLENOID AND
VALVE
DRAIN HIGH PRESSURE VALVE
PUMP
SUPPLY CUT-OFF

MAXIMUM
ANGLE
ACTUATOR
CURRENT PISTON
ADJUSTMENT

DRAIN PUMP
SUPPLY DISPLACEMENT
MINIMUM ANGLE
TO MINIMUM ANGLE SOLENOID AND
ACTUATOR PISTON
ACTUATOR PISTON VALVE

116

Brake cooling drive
pump pressure and
flow compensator
valve
Shown is the pressure and flow compensator valve for the 797B brake
cooling drive pump. The charge pump pulls oil from the steering tank and
keeps the brake cooling drive pump full of oil. Oil flows from the pump
to the high pressure cut-off valve, the displacement valve, and the
maximum angle actuator piston

Max flow The pump output oil and the spring around the maximum angle actuator
piston holds the swashplate at maximum angle. This is the position of the
pump when the displacement solenoid receives 0 milliamps from the
Brake/Cooling ECM and pump output pressure is low.

Displacement When the displacement solenoid is receiving between 0 and 680

solenoid and valve
milliamps from the Brake/Cooling ECM, the displacement solenoid
moves the valve spool to the left. The spool allows pump output pressure
to flow to the minimum angle actuator piston. The minimum angle
actuator piston has a larger diameter than the maximum angle actuator
piston. The minimum angle actuator piston moves the swashplate toward
the minimum flow position.
STMG 764 - 175 -
11/02

Current adjustment The current adjustment screw controls the spring pressure in the
screw displacement valve and changes the minimum current required to start
destroking the pump.

NOTE: Do not adjust the current adjustment screw in chassis. This

adjustment should only be done on a hydraulic test stand.

High pressure cut-off The high pressure cut-off valve controls the maximum pressure in the
valve brake cooling drive system. The high pressure cut-off valve controls the
flow of pump output pressure to the minimum angle actuator piston.
When system pressure is at maximum, the high pressure cut-off valve
sends oil to the minimum angle actuator piston and moves the swashplate
to the minimum flow position. The high pressure cut-off valve setting is
35000 345 kPa (5080 50 psi).

The maximum brake cooling pump speed during normal operation should
be approximately 1760 rpm. The Brake/Cooling ECM will only reduce
the current to the displacement solenoid as required to obtain the correct
brake cooling rpm. The pressure measured at 1760 rpm will be close to
the high pressure cut-off setting.

Brake cooling drive Brake cooling drive pump output pressure can be measured at the
pump pressure tap pressure tap (see Visual No. 114).

Reducing valve signal The small hose near the pressure tap connects a reducing valve
pressure (see Visual No. 48) to the brake cooling drive pump signal port through a
- Provides 0 brake shuttle valve. The brake cooling drive pump output is initially 0 kPa
cooling speed at (0 psi). At 0 pressure, the actuator piston spring will hold the pump at
start-up and during maximum angle and maximum brake cooling pump speed. The brake
cold temperatures
cooling drive pump needs the reducing valve pressure at the signal port so
that the displacement solenoid can position the brake cooling drive pump
at minimum angle and 0 pump speed at start-up. Without this pressure
the pump would stay at maximum angle at start-up.

High pressure cut-off To adjust the pump High Pressure cut-off setting, install a blocker plate in
valve adjustment the pump outlet port and disconnect the brake cooling drive pump
solenoid. Start the engine and run at LOW IDLE. The pump will
destroke and operate at minimum flow and maximum pressure (High
Pressure Cut-off). Adjust the High Pressure Cut-off to the specification.
STMG 764 - 176 -
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4
2 1

117

1. Brake cooling drive The brake cooling drive motor (1) is located on the front of the hydraulic
motor tank on the right side of the truck. Oil flows from the brake cooling drive
pump to the brake cooling drive motor. Oil flows through the motor and
returns to the steering tank.

Brake cooling motor The brake cooling drive motor is a fixed displacement motor, therefore,
speed control the brake cooling motor speed is determined by the amount of flow from
the brake cooling drive pump. The brake cooling drive pump is a variable
displacement piston-type pump that is controlled by the Brake/Cooling
ECM.

Case drain return Case drain oil flows from the brake cooling drive motor through a case
drain filter (see Visual No. 53) to the steering tank.

2. Brake cooling drive The brake cooling drive motor speed sensor (2) provides an input signal
motor speed sensor to the Brake/Cooling ECM. The Brake/Cooling ECM uses this input to
maintain the brake cooling drive motor speed.
STMG 764 - 177 -
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Brake cooling pumps The brake cooling drive motor drives three brake cooling pumps located
in hydraulic tank in the hydraulic tank (see Visual No. 86). Oil flows from the rear brake
3. Front brake cooling cooling pump through the oil screen (3) and joins with the hoist oil to cool
oil screen the front brakes. Oil flows from the two front pumps through the oil
4. Rear brake cooling screen (4) and joins with the hoist oil to cool the rear brakes.
oil screen

Brake/Cooling ECM
The Brake/Cooling ECM controls a solenoid on the brake cooling drive
controls pump flow pump. When brake oil temperature is less than 102C (215F), the brake
cooling drive pump is turned OFF. No oil flows from the brake cooling
pumps. When brake oil temperature is greater than 102C (215F) but
less than 107C (225F), the Brake/Cooling ECM sends a PWM signal to
the brake cooling drive pump to modulate the brake cooling flow from the
pumps. When brake oil temperature is greater than 107C (225F), the
Brake/Cooling ECM sends a signal to the brake cooling drive pump to
provide maximum brake cooling flow from the pumps.

Brake oil cooling relief A brake cooling relief valve is installed in the output line of the front and
valves rear brake cooling pumps. The relief valves protect the systems if brake
cooling oil pressure exceeds 790 kPa (115 psi).

5. Front and rear brake Front and rear brake cooling oil pressure can be measured at the two
oil cooling pressure taps (5) located on the brake cooling screen housings. A gauge will show
taps the brake cooling system pressure, which is a result of the restriction in
the coolers, brakes, and hoses (normally lower than the actual oil cooler
relief valve setting).

Brake cooling drive Normally, the brake cooling drive pump pressure is the result of the
pressure resistance required to rotate the brake cooling pumps. The maximum
- Adjust pressure at pressure should be the setting of the brake cooling drive pump high
high pressure cut-off pressure cut-off valve. The high pressure cut-off setting is adjusted at the
valve high pressure cut-off valve mounted on the brake cooling drive pump (see
Visual No. 114). The pressure will vary depending on the desired brake
cooling pump speed set by the Brake/Cooling ECM. Drive pump
pressure should be between 0 to 35140 kPa (0 to 5100 psi) depending on
the brake cooling mode (see Visuals No.119 to 121).
STMG 764 - 178 -
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797B SPEED
SENSOR
BRAKE COOLING MOTOR
CASE DRAIN
PORT
OUTPUT
SHAFT
PISTON

BARREL

PORT PLATE

RETURN PORT

SUPPLY PORT

118

Brake cooling drive Shown is a sectional view of the fixed displacement, bent-axis brake
motor operation cooling drive motor. The motor is rotated by flow from the brake cooling
drive pump. Oil flows through the supply port and the port plate and
pushes the pistons out of the barrel. The pistons force the barrel and the
output shaft to rotate. The output shaft turns the three brake cooling
pumps located in the hydraulic tank. As the barrel rotates and the pistons
return, oil flows from the pistons through the port plate and the return port
to the steering tank.

Case drain oil Oil that leaks past the pistons into the motor housing provides lubrication
for the rotating motor components. This oil leakage is referred to as case
drain oil. Case drain oil flows through the case drain port and a case drain
oil filter (see Visual No. 53) to the steering tank.

Brake cooling drive The brake cooling drive motor speed sensor provides an input signal to
motor speed sensor the Brake/Cooling ECM. The Brake/Cooling ECM uses this input to
maintain the brake cooling drive motor speed.
STMG 764 - 179 -
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119

120

1. Rear brake oil The two rear brake oil temperature sensors (1) and the two front brake oil
temperature sensors temperature sensors (2) are located in the brake oil cooling tubes that
(right rear shown)
return to tank after the brakes. There is a separate temperature sensor for
2. Front brake oil each wheel. All of the temperature sensors provide input signals to the
temperature sensors Brake/Cooling ECM. The Brake/Cooling ECM provides the input signals
(right front shown)
to the VIMS, which informs the operator of the brake temperature status.

Brake temperature The brake temperature sensors are the main input used to determine the
sensors determine brake cooling pump speed. The Brake/Cooling ECM reads all four of the
brake cooling pump
brake temperature sensors and the maximum temperature is computed.
speed
STMG 764 - 180 -
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The temperature that is used by the cooling logic to change between the
various cooling modes has certain allowed ranges. To simplify cooling
control, each temperature is converted into a temperature status. The
temperature status takes on values like COOL, HOT, or VERY HOT to
indicate the general range of the temperature. The temperature status is
then used by the cooling logic to transition between the various cooling
modes.

Brake cooling The maximum brake oil temperature goes through the logic below to
temperature status determine the temperature status:
logic Temperature status was COOL:
- temperature >= +102C (216F)--go to HOT status
Temperature status was HOT:
- temperature <= +100C (212F)--go to COOL status
- temperature >= +107C (225F)--go to VERY HOT status
Temperature status was VERY HOT
- temperature <= +105C (221F)--go to HOT status
Temperature status UNKNOWN

High speed braking The cooling logic determines a high speed braking status in order to keep
status logic the brake cooling pump from coming on during low speed braking. The
machine speed status is determined in the following way:
Machine speed status was LOW SPEED
- machine speed >= 6.44 km/h (4 mph)--go to HIGH SPEED status
Machine speed status was HIGH SPEED
- machine speed <= 4.83 km/h (3 mph)--go to LOW SPEED status
Machine speed status UNKNOWN
- Go to HIGH SPEED status.

High speed braking status will be active if machine speed status is HIGH
SPEED AND ANY of the following conditions are true:
- The retarder output is ON (ARC or the manual retarder is active)
- The service brake pedal pressure switch is active
- The Brake/Cooling ECM is commanding the park brake ON
- The parking brake pressure indicates that the park brake is ON,
AND TCS is not engaged. Parking brake release pressure is
>= 3447kPa (500 psi).
STMG 764 - 181 -
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FAN SPEED CONTROL LIMITS (RPM) BRAKE COOLING PUMP AND DIVERTER VALVE CONTROL
C (F)
NON-RETARDING OR RETARDING BELOW 4 MPH
NON-RETARDING RETARDING
ENGINE SPEED
FAN SPEED LIMIT FAN SPEED LIMIT BRAKE COOLING DIVERTER
1250 OR LESS 339 525 TEMPERATURE PUMP VALVE
1300 353 525 < 102 (215) OFF OFF
1450 394 525
< 107 (225) MODULATE OFF
1500 407 525
> 102 (215)
1600 434 525
1700 461 525 > 107 (225) SPEED LIMIT ON
1750 OR MORE 475 525
NOTE: DURING RETARDING/BRAKING 4 MPH AND ABOVE
COOLING PUMP SPEED SET TO LIMIT CHART AND DIVERTER VALVE ON

NOTE: IF ANY ENGINE OR POWER TRAIN TEMPERATURES ARE VERY HOT,

BRAKE PUMP CONTROL SPEED LIMITS (RPM) THE BRAKE COOLING PUMP AND DIVERTER VALVE ARE TURNED OFF

ENGINE SPEED BRAKE COOLING

PUMP SPEED LIMIT
1250 OR LESS system capacity
1300 system capacity ENGINE FAN CONTROL--NON-RETARDING OR RETARDING BELOW 4 MPH C (F)
1450 1760 TC OUT BRAKE FAN
AFTERCOOLER JACKET WATER TRANS LUBE
1500 1728 TEMPERATURE TEMPERATURE TEMPERATURE TEMPERATURE TEMPERATURE CONTROL
1600 1665 PRIORITY 1 2 3 4 5
1700 1601
< 65 (150) < 88 (190) < 88 (190) < 88 (190) < 102 (215) OFF
1750 1570
1800 1538 < 99 (210) < 96 (205) < 102 (215) < 107 (225) MODULATE
< 65 (150)
1841 1512 > 88 (190) > 88 (190) > 88 (190) > 102 (215) BY PRIORITY
1900 1475 > 65 (150) > 99 (210) LIMIT
> 96 (205) > 102 (215) > 107 (225)
1910 1469 CHART
1950 1443 NOTE: DURING RETARDING/BRAKING 4 MPH AND ABOVE, FAN SPEED SET TO LIMIT CHART

121

Brake cooling drive
pressures and motor
speeds
The brake cooling system drive pressure and motor speed will vary
depending on the desired brake cooling pump speed set by the
Brake/Cooling ECM. Pump pressure should be between 0 to 35140 kPa
(0 to 5100 psi) depending on the brake cooling mode.

No cooling In the "No Cooling" mode the brake cooling motor is turned off. The
motor is slowed down to the lowest speed possible. No cooling will take
place if ALL of the following conditions are true:
- High speed braking status is inactive
- Brake temperature is COOL or UNKNOWN

Modulated cooling
In the "Modulated Cooling" mode the brake cooling motor is modulated.
The rear brake cooling diverter solenoid is NOT turned on. Modulated
cooling will take place if the following conditions are true:
- High speed braking status is inactive
- Brake temperature is HOT
STMG 764 - 182 -
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Brake cooling ON In the "Brake Cooling ON" mode the brake cooling motor is turned full
on and the brake diverter solenoid is turned on.

Brake cooling will be FULL ON if ALL of the following conditions are

true:
- High speed braking status is inactive
- Engine coolant temperature is COOL or HOT or UNKNOWN
- Engine aftercooler temperature is COOL or HOT or UNKNOWN
- Transmission lube temperature is COOL or HOT or UNKNOWN
- Torque converter outlet temperature is COOL or HOT or
UNKNOWN
- Brake temperature is VERY HOT

Brake cooling override In this mode only the engine cooling fan is turned full on. The brake
(OFF) for engine and cooling motor and the brake diverter solenoid are turned off. The brake
power train cooling
cooling is not brought in regardless of the brake temperature. This gives
priority
priority to engine and power train cooling instead of the brakes.

Brake cooling override will take place if high speed braking status is
inactive AND ANY of the following conditions are true:
- Engine coolant temperature is VERY HOT
- Engine aftercooler temperature is VERY HOT
- Transmission lube temperature is VERY HOT
- Torque converter outlet temperature is VERY HOT
- Brake temperature is COOL, HOT, VERY HOT, or UNKNOWN
(brake temperature does not make any difference)
STMG 764 - 183 -
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122

123

1. Rear brake cooling Rear brake cooling oil pressure can be tested at the tap (1) located in the
oil pressure tap
brake input cooling lines above the rear axle housing (right rear shown).
2. Front brake cooling
oil pressure tap Front brake cooling oil pressure can be tested at the tap (2) located in the
outlet of the front brake filters, which is the input to the brakes (right front
3. Front brake cooling
shown). The tap to use is the one located closest to the bypass valve (3),
filter bypass valve
which is also used to measure filtered oil pressure. The tap on the left is
used to measure the unfiltered oil pressure and the center tap is used for
Scheduled Oil Sampling (SOS).
STMG 764 - 184 -
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Brake cooling oil The pressure in the front and rear brake cooling systems is controlled by
pressure the oil cooler relief valves located in the hydraulic tank on the front and
rear brake cooling pumps (see Visual No. 86). The relief valve setting is
790 20 kPa (115 3 psi).

A gauge will show the brake cooling system pressure, which is a result of
the restriction in the brakes and hoses (normally much lower than the
actual oil cooler relief valve setting). With the brake cooling oil
temperature between 79 to 93C (175 to 200F), the pressure measured at
the front and rear brake cooling pressure taps should be above 14 kPa
(2 psi) at LOW IDLE and below 172 kPa (25 psi) at HIGH IDLE.
STMG 764 - 185 -
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797B AIR SYSTEM

TO CAB
AUTOLUBE
SEATS
SOLENOID
AIR SYSTEM
PRESSURE SENSOR
PRESSURE
RELIEF
REDUCING VALVE
VALVE
AIR HORN
RELAY
AIR
AIR DRYER TO AUTOLUBE
START TANK
CONTROL MODULE INJECTORS
AUTO
LUBE
PRESSURE
TANK
PROTECTION
VALVE

AUTO LUBE
AIR START SENSOR
SOLENOID RELAY RELAY
VALVE VALVE
AIR DRYERS

DRAIN VALVE

EXTERNAL
AIR SUPPLY

AIR
COMPRESSOR
AIR STARTERS

124

AIR SYSTEM

Air system functions The air system on the 797B is used for the following functions:
- Engine start-up - Automatic lubrication injection (grease)
- Horn - Air seats
797B air system Air flows from the air compressor to two air dryers. The air dryers
remove contaminants and moisture from the air system. Air flows from
Air charging
the air dryers to the air dryer control module and the pressure protection
Air dryer control valve. The air dryer control module receives 24 volts. When system
module
pressure reaches 482 kPa (70 psi), the air dryer control module timer starts
and opens a purge port to one of the air dryers every 30 seconds. The
control alternates between the air dryers. When supply pressure to the air
dryer control module drops below 482 kPa (70 psi), the timer in the
control stops the air purge cycle. This happens every time the system air
pressure reaches 830 kPa (120 psi) and the air compressor governor cuts
out. This control system provides a continuous air drying capability, as
long as the key is on and the air supply pressure is at least 482 kPa
(70 psi).
STMG 764 - 186 -
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Air compressor Pilot air flows from the air tank to the air compressor governor. When the
governor air compressor governor senses that system air pressure is at the cut-out
pressure of 830 kPa (120 psi), the governor lets air flow to the unloader
piston in the air compressor and air stops flowing from the air compressor
to the air dryers. After the air compressor cuts out, the air dryer control
module will purge one of the air dryers one last time. The air pressure
between the pressure protection valve and the air dryer control module
will then decrease below 482 kPa (70 psi). The air dryer control module
will then stop purging the air dryers until the air system pressure drops
below the air compressor governor cut-in setting. When the air
compressor cuts in, the air dryer control module will start the air dryer
purge cycle again when 482 kPa (70 psi) air supply pressure is present at
the pressure protection valve.

Pressure protection The pressure protection valve opens at 550 kPa (80 psi) and closes at
valve 482 kPa (70 psi). The pressure protection valve provides a backup for the
check valve located on the air tank. Air flows through the pressure
protection valve and the check valve and fills the air tank. The check
valve prevents a loss of air in the tank if the air dryers, the air dryer
Relief valve control module, or the pressure protection valve require service. A relief
valve is located on top of the air tank. The relief valve protects the air
system if the air compressor governor fails to limit the system air
pressure. The relief valve also protects the air system if the tank is filled
from a remote air supply that is set too high. The setting of the relief
valve is 1035 kPa (150 psi).

Air flows three directions from the air tank:

Air flows from the top of the air tank to a manifold behind the air dryers
that supplies air to the system air pressure sensor, the cab air seats, the
Autolube solenoid autolube grease system, and the electrically controlled air horn. The
autolube solenoid provides a controlled air supply for the automatic
lubrication (grease) system. The autolube solenoid is controlled by the
VIMS.

Air start solenoid Air flows to the air start solenoid. The Chassis ECM energizes the air
start solenoid. The Chassis ECM will only energize the air start solenoid
if the transmission is in NEUTRAL and the parking brakes are engaged.

When the air start solenoid is ENERGIZED, pilot air flows to the air
starters to engage the starter pinions. Pilot air also flows to the two air
start relays. The pilot air opens the air start relays and a large volume of
air flows to the air starters to crank the engine.
STMG 764 - 187 -
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2 1

125

Air compressor The air system is charged by a two-cylinder air compressor mounted on
the left front of the front engine module.

1. Air compressor System pressure is controlled by the governor (1). The governor
governor maintains the system pressure between 660 and 830 kPa (95 and 120 psi).

Air compressor The governor setting can be adjusted with a screw below the cover on the
governor adjustment governor. Turn the adjustment screw OUT to increase the pressure and
IN to decrease the pressure.

2. Supply air pressure Supply air flows from the aftercooler housing to the air compressor
regulator through the pressure regulator (2). The pressure regulator limits the boost
supply pressure to 70 kPa (10 psi). Reducing the supply pressure to the
air compressor reduces the maximum cylinder pressure that can be
generated in the air compressor. Reducing the cylinder pressure reduces
the air compressor temperature and therefore increases the air compressor
life.

Air compressors that receive supply air from the atmosphere do not
require a pressure regulator.
STMG 764 - 188 -
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3
2

126

1. Air dryers Air flows from the air compressor to two air dryers (1) located in the
engine compartment behind the left front tire. The air dryers remove
Check desiccant contaminants and moisture from the air system. The condition of the
desiccant in the air dryers should be checked every 250 hours and
changed periodically (determined by the humidity of the local climate).

Purge valve A purge valve is located in the bottom of the air dryers. When the purge
valve receives a signal from the air dryer control module, the purge valve
opens and air pressure that is trapped in the air dryers is exhausted
Heating element through the desiccant, an oil filter, and the purge valve. A heating
element in the bottom of the dryers prevents moisture in the dryers from
freezing in cold weather.

2. Air dryer control Air flows from the air dryers to the air dryer control module (2) and the
module pressure protection valve. The air dryer control module receives 24 volts.
When system pressure reaches 482 kPa (70 psi), the air dryer control
module timer starts and opens a purge port to one of the air dryers every
30 seconds. The control alternates between the air dryers. When supply
pressure to the air dryer control module drops below 482 kPa (70 psi), the
timer in the control stops the air purge cycle. This happens every time the
system air pressure reaches 830 kPa (120 psi) and the air compressor
governor cuts out. This control system provides a continuous air drying
capability, as long as the key is on and the air supply pressure is at least
482 kPa (70 psi).
STMG 764 - 189 -
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Pilot air flows from the air tank to the air compressor governor. When the
air compressor governor senses that system air pressure is at the cut-out
pressure of 830 kPa (120 psi), the governor lets air flow to the unloader
piston in the air compressor and air stops flowing from the air compressor
to the air dryers. After the air compressor cuts out, the air dryer control
module will purge one of the air dryers one last time. The air pressure
between the pressure protection valve and the air dryer control module
will then decrease below 482 kPa (70 psi). The air dryer control module
will then stop purging the air dryers until the air system pressure drops
below the air compressor governor cut-in setting. When the air
compressor cuts in, the air dryer control module will start the air dryer
purge cycle again when 482 kPa (70 psi) air supply pressure is present at
the pressure protection valve.

3. Air system pressure The air system pressure sensor (3) provides an input signal to the VIMS
sensor Main Module. The VIMS informs the operator if a problem exists in the
air system.
STMG 764 - 190 -
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127

1. Autolube solenoid Located to the right of the 797B air dryers is the autolube solenoid air
air valve valve (1). The autolube solenoid air valve provides a controlled air
supply for the automatic lubrication (grease) system. The autolube
solenoid is controlled by the VIMS. The VIMS ENERGIZES the
solenoid ten minutes after the machine is started. The VIMS keeps the
solenoid ENERGIZED for 75 seconds and then DE-ENERGIZES it.
Every 60 minutes thereafter, the VIMS ENERGIZES the solenoid for 75
seconds until the machine is stopped (turned off). These settings are
adjustable through the VIMS keypad in the cab (LUBSET and
LUBMAN).

2. Pressure protection The pressure protection valve (2) opens at 550 kPa (80 psi) and closes at
valve 482 kPa (70 psi). The pressure protection valve provides a back-up for
the check valve located on the air tank. Air flows through the pressure
protection valve and the check valve and fills the air tank. The check
valve prevents a loss of air in the tank if the air dryers, the air dryer
control module, or the pressure protection valve require service.

3. Air horn relay When the steering wheel mounted electric horn control is pushed, the air
horn relay (3) is energized and air flows to the horns.
STMG 764 - 191 -
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2
128

129

1. Check valve Air flows through the air dryers, the pressure protection valve, and a
2. Air tank check valve (1) and fills the air tank (2). The check valve prevents a loss
of air in the tank if the air dryers, the air dryer control module, or the
pressure protection valve require service.

3. Air tank drain valve A drain valve (3) is located in the bottom of the tank. Drain the
- Drain moisture daily condensation from the air tank each morning.

Remote air supply The air system can be charged from a remote air supply through a ground
connector level connector located below the air tank inside the left frame.
STMG 764 - 192 -
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Relief valve A relief valve is located on top of the air tank. The relief valve protects
the air system if the air compressor governor fails to limit the system air
pressure. The relief valve also protects the air system if the tank is filled
from a remote air supply that is set too high. The setting of the relief
valve is 1035 kPa (150 psi).

Air flows from the air tank as follows:

Air flows from the top of the air tank to a manifold behind the air dryers
that supplies air to the system air pressure sensor, the cab air seats, the
autolube grease system, and the electrically controlled air horn.

4. Air start solenoid Air flows to the air start solenoid (4). The Chassis ECM energizes the air
start solenoid. The Chassis ECM will only energize the air start solenoid
if the transmission is in NEUTRAL and the parking brakes are engaged.

5. Air start relays When the air start solenoid is ENERGIZED, pilot air flows to the air
starters to engage the starter pinions. Pilot air also flows to the two air
start relays (5). The pilot air opens the air start relays and a large volume
of air flows to the air starters to crank the engine.

6. Air compressor Pilot air flows from the air tank through hose (6) to the air compressor
governor signal governor. When the air compressor governor senses that system air
hose pressure is at the cut-out pressure of 830 kPa (120 psi), the governor lets
air flow to the unloader piston in the air compressor and air stops flowing
from the air compressor to the air dryers.
STMG 764 - 193 -
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2 1

130

Automatic lubrication The grease tank for the automatic lubrication system is located on the
grease tank front bumper. When VIMS is initiating a grease cycle, air flows from the
1. Pressure reducing service air tank through a pressure reducing valve (1) to an air pump (2).
valve The pressure reducing valve reduces system air pressure to 448 kPa
(65 psi).

2. Air pump The air pump forces lubricant through a check valve and the grease lines
to the lube injectors. The air pump operates at a 50 to 1 ratio of grease
pressure to air pressure. Therefore, an air pressure of 448 kPa (65 psi)
will provide a grease supply pressure of approximately 22400 kPa
(3250 psi).

3. Vent valve When VIMS stops the grease cycle, the vent valve (3) allows the high
pressure grease to return to the grease tank.

4. Relief valve A relief valve (4) is located on the vent valve. The setting of the relief
valve is 27560 kPa (4000 psi).
STMG 764 - 194 -
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131

Autolube pressure The autolube pressure sensor (arrow) provides input signals to the VIMS
sensor Main Module. The autolube pressure sensor is installed in the high
pressure grease line that flows to the rear autolube injector bank (furthest
from the grease pump).

Lube pressure LOW During a grease cycle (grease autolube solenoid is energized), if the
warning autolube pressure is below 13700 kPa (1990 psi), the VIMS will inform
the operator of an AUTO LUBE PRES LO condition. Normally, low
grease pressure is an indication that the grease tank on the front bumper is
empty.

Lube pressure HIGH When VIMS is not initiating a grease cycle (grease autolube solenoid is
warning NOT energized), if the autolube pressure is above 3448 kPa (500 psi), the
VIMS will inform the operator of an AUTO LUBE PRES HI condition.
STMG 764 - 195 -
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132

CONCLUSION

This presentation has described the systems operation of the power train,
steering, hoist, brakes [including the Automatic Retarder Control (ARC)
and the Traction Control System (TCS)], and air systems for the 797B
Off-highway Truck. All the major component locations were also
identified. When used in conjunction with the service manual, the
information in this package should permit the serviceman to analyze
problems in any of the systems discussed on these trucks.
SERV1764 Printed in U.S.A.

11/02