3306 Engine Emissions Upgrade Group Retrofit Tier I Equivalent Level for 966D, E, F, a...

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Product:  WHEEL LOADER 
Model:  966F II WHEEL LOADER 1SL 
Configuration: 3306 Engine Emissions Upgrade Group Retrofit Tier I Equivalent Level for 966D, E, F, and 966 Series II F Wheel Loader 1SL00001-UP (MACHINE) 

Systems Operation
966F & 966F SERIES II WHEEL LOADER AIR SYSTEM AND BRAKES
Media Number -SENR4775-03 Publication Date -25/11/1996 Date Updated -11/10/2001 

Systems Operation

Introduction
NOTE: Component specifications listed are for all models except where indicated. Models with a product identification number
(PIN) of 3XJ1-UP, 9YJ1-1077, 1SL1-506, 4YG1-UP, and 8BG1-2339 utilize an air over hydraulic brake system. Models with a
PIN of 9YJ1078-UP, 8BG2340-UP and 1SL507-UP utilize a hydraulic over hydraulic brake system and do not have an air
system or air system components.

NOTE: For specifications with illustrations, make reference to SENR4774, 966F Wheel Loader Air System And Brakes. If the
specifications in SENR4774 are not the same as in the Systems Operation Testing And Adjusting manual, look at the printing
date on the cover of each book. Use the specifications in the book with the latest date.

General Information

Brake System
(1) Line to transmission neutralizer group. (2) Control valve for parking brake. (3) Air compressor. (4) Brake air pressure alert indicator. (5) Action
alarm. (6) Air pressure switch for wheel brakes. (7) Air compressor governor. (8) Air relief valve. (9) Check valve. (10) Parking brake. (11) Brake
chamber for parking brake. (12) Air horns (two). (13) Air horn valve. (14) Drain valve. (15) Air reservoir. (16) Line to transmission neutralizer valve.

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(17) Brake control valve for left pedal. (18) Left pedal. (19) Air pressure switch for parking brake. (20) Air/hydraulic cylinder for rear brakes. (21) Air
pressure switch for stop lights. (22) Air/hydraulic cylinder for front brakes. (23) Orifice check valve. (24) Double check valve. (25) Brake oil pressure
(overstroke) switches for wheel brakes. (26) Right pedal. (27) Parking brake indicator. (28) Oil reservoir for rear brakes. (29) Brake oil pressure indicator.
(30) Oil reservoir for front brakes. (31) Brake control valve for right pedal. (32) Disc brakes (four).

All four of the wheel service brakes in the brake system are wet disc brakes. There is also a parking brake on the front of the
drive shaft. Parking brake (10) is a shoe brake. It is engaged by a spring, and released by air pressure from brake chamber (11).
Disc brakes 932) are applied by brake oil pressure, but the brake oil is activated by air pressure.

The service brakes are controlled by two foot operated pedals in the operator's station. When the right pedal is pushed, only the
service brakes are applied. When the left pedal is pushed, the transmission is first disengaged (placed in neutral) and then, the
service brakes are applied (if the transmission neutralizer lockout switch is in the unlocked [down] position). Full engine power
can be used in the hydraulic system when the transmission is disengaged. When the left pedal is released, the transmission
engages before the service brakes are released. This action keeps the machine from free movement (rolling) when the machine
is on a slope.

The parking brake is manually operated by pulling the parking brake knob up. The parking brake knob is located on the left side
of the operator's seat. The parking brake will automatically be engaged if the air pressure in the system drops below 280 kPa (40
psi).

The brake system is divided into four different circuits: air supply for the air system, air circuit for the parking brake, air circuit
for the service brakes, and the hydraulic circuit for the service brakes. The brake system is divided into these four parts to make
the system explanation easier.

The air compressor system provides air pressure to operate the brake system. The air compressor system consist of the following
components: Air compressor (3), governor (7), air reservoir (15) and associated valves.

The air circuit for the parking brake provides reserved air for the machine if there is a failure in the air system. Parking brake
(10), brake chamber (11), air pressure switch (19), and control valve (2), are components of this circuit.

The air circuit for the service brakes provides air to operate the air horns and to actuate the hydraulic circuit for the service
brakes. The components of the air circuit for the wheel brakes are: horn valve (13), air horns (12), air pressure switch (6) for
service brakes, left pedal (18), brake control valve (17), right pedal (26), brake control valve (31), orifice check valve (23),
double check valve (24), air pressure switch (21) for stop lights, and two air cylinders [part of air/hydraulic cylinders (20) and
(22)].

The hydraulic circuit for the service brakes engage the service brakes when the air circuit causes brake oil pressure in the
hydraulic circuit. The components of the hydraulic circuit are: two master cylinders [part of air/hydraulic cylinders (20) and
(22)], two brake oil reservoirs (28) and (30), and brake oil pressure (overstroke) switches (25) [for four disc service brakes (32)].

Electronic Warning System

1. The electronic warning system is activated when the disconnect switch and the key start switch are in the ON position.
2. All references to the action alarm are good only if the engine is running.

Brake Air Pressure Gauge Location

(1) Brake air pressure gauge.

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Alert Indicators And Action Light Locations

(2) Parking brake alert indicator. (3) Action light. (4) Brake oil pressure alert indicator.

Loss of brake air pressure is a warning category 3. The warning indications are: Brake air pressure gauge (1) flashes, action light
(3) flashes, and the action alarm sounds. This indicates a loss of air pressure to the primary (service) brake system, and will
automatically engage the parking brake.

When the parking brake engages, parking brake alert indicator (2) will flash. If the transmission is engaged, action light (3) will
also flash. If the parking brake actuates while the transmission is engaged, the transmission neutralizer group will automatically
disengage the transmission.

If the master cylinder stroke becomes too great in the front or rear hydraulic circuit, a loss of hydraulic pressure will also cause a
warning category 3. The warning indications are: Brake oil pressure gauge (4) flashes, action light (3) flashes, and the action
alarm sounds. This indicates a loss of oil pressure to the primary (service) brake system, and will automatically engage the
parking brake.

NOTE: The parking brake is also the secondary brake system on this machine.

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General Information - Hydraulic/Hydraulic Brake System

Brake System
(1) Wire to brake lights. (2) Wire to transmission neutralizer. (3) Brake pedals. (4) Parking brake. (5) Rear service brakes. (6) Brake control valve. (7)
Front service brakes. (8) Accumulators. (9) Accumulator charging valve. (10) Wire to low brake pressure alert indicator. (11) Low oil pressure switch.
(12) Parking brake control valve. (13) Pilot/brake pump. (14) Parking brake switch. (15) Wire to transmission control.

All of the service brakes are inboard wet disc brakes. There are brakes for all four wheels and one separate parking/secondary
brake on the front drive shaft.

Accumulator And Accumulator Charging Valve Location

(8) Accumulators. (9) Accumulator charging valve. (11) Low oil pressure switch.

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The disc brakes located in the axles are applied by brake oil supplied by the pilot oil pump. The oil flows from the pump into
accumulator charging valve (9), and on to accumulators (8).

The accumulator charging valve and the accumulators are located under an access panel behind the operator's station. Low oil
pressure switch (11) is installed on the charging valve.

NOTE: For more information on the pilot pump section of the pump group, refer to SENR4776, 966F and 966F Series II
Wheel Loader Hydraulic System Specifications, and SENR4777, 966F and 966F Series II Wheel Loader Hydraulic System,
Systems Operation, Testing And Adjusting.

Brake Pedal Location

(3) Brake pedals.

The service brakes are controlled by two pedals (3) in the operator's station. The left pedal assembly is attached directly to the
brake control valve. The right pedal and left pedal are connected by a shaft.

When either brake pedal is pushed, both move and apply the service brakes, and both have the capability to neutralize the
transmission if the neutralizer lockout switch is in the unlocked (down) position.

Neutralizer Lockout Switch Location

The transmission neutralizer causes the service brakes to partially apply and the transmission to disengage. After the
transmission is disengaged, the service brakes are fully applied. Full engine power can then be used in the hydraulic system
when the transmission is disengaged.

When the brake pedal is released, the transmission engages before the service brakes are released. This prevents the machine
from rolling when the machine is on a slope.

Parking Brake Control Knob Location

(16) Parking brake control knob.

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Parking Brake Control Valve Location

(12) Parking brake control valve. (14) Parking brake switch.

Parking and secondary brake control knob (16) is located to the left of the operator's seat. The control knob is attached to a cable
that is connected to parking brake control valve (12). The parking brake control valve is located under an access panel behind
the operator's station. Parking brake switch (14) is installed on the parking brake control valve.

Parking Brake Actuator Location

Parking and secondary brake (4) is a shoe brake. It is engaged by a spring, and disengaged by oil pressure in the brake actuator.
The parking brake is mounted around the drive shaft and bolted to the rear frame.

The parking brake actuator is also mounted on the rear frame.

The parking and secondary brake is engaged and disengaged manually by the operator moving the parking brake control valve.
The parking brake will engage automatically if system oil pressure drops below 6035 ± 515 kPa (875 ± 75 psi).

Electronic Warning System

1. The electronic warning system is activated when the disconnect switch key and the start switch key are in the ON
position.
2. All references to the action alarm only apply if the engine is running.

Action Light And Alert Indicators

(1) Parking brake alert indicator. (2) Action light. (3) Brake oil pressure.

Loss of brake oil pressure will cause brake oil pressure alert indicator (3) and action light (2) to flash, and sound the action
alarm. The parking and secondary brake will automatically engage when oil pressure drops below 6035 ± 515 kPa (875 ± 75
psi).

When the parking and secondary brake is engaged, parking brake alert indicator (1) will flash. If the transmission is engaged,
action light (2) will flash and the action alarm will also sound.

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Air Supply For The Air System - Air/Hydraulic Brake

System

Air Supply
(1) Air compressor. (2) Governor. (3) Relief valve. (4) Reservoir. (5) Check valve. (6) Line to air system for parking brake. (7) Line to air pressure switch
for service (wheel) brakes. (8) Drain valve. (9) Line to air system for service (wheel) brakes.

The components of the air supply system consist of a compressor, a governor, a relief valve, a reservoir, and a check valve.

Air compressor (1) provides air pressure for the parking brake and service brake air circuits. Governor (2) controls the pressure
for operation of the air system.

Relief valve (3) controls the maximum pressure in the air system. Reservoir (4) is used for the storage of air pressure, and for
collection of water (condensation) in the air system.

Check valve (5) prevents the leakage of air pressure back to the air compressor.

Air Compressor And Governor

Typical Location Of The Air Compressor

(1) Air Compressor. (2) Governor.

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Air compressor (1) is driven by the accessory drive gear of the engine. Clean air enters the air compressor through the intake
manifold of the engine. The compressor receives coolant and lubrication from the engine cooling and lubrication systems.

Viewed from the flywheel end of the engine, the air compressor is located on the left side of the front timing gear housing.

Air compressor governor (2) is attached to a bracket near the air compressor. The governor controls the amount of pressure in
the air system and keeps the pressure within a specified range. The cut-out pressure of the governor is approximately 860 kpa
(125 psi). The minimum cut-in pressure of the governor is 690 kPa (100 psi).

NOTE: For more information on the air compressor, see SENR7594, Air Compressors.

Air Reservoir

Typical Location Of Air Reservoir

(1) Reservoir. (2) Line from governor. (3) Check valve. (4) Inlet from air compressor. (5) Relief valve (under engine mount). (6) Drain valve.

Air reservoir (1) is located toward the rear of the engine end frame and under the radiator. The reservoir is protected by the
crankcase guard.

The air reservoir also consists of check valve (3), relief valve (5), and drain valve (6).

Water (condensation) can be drained from air reservoir (1) when drain valve (6) is opened. This helps prevent moisture from
causing damage to the other components of the air system.

NOTE: Some machines may be equipped with two air reservoirs, in which case both reservoirs are mounted adjacent to each
other. One reservoir is for the front service brakes, while the second reservoir is for the rear service brakes.

Air Relief Valve

The air relief valve is located on the reservoir. If the governor does not operate correctly, the relief valve will open at
approximately 1030 ± 55 kPa (150 ± 8 psi) to prevent damage to the air system. The setting of the relief valve can not be
adjusted.

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Check Valve

Check Valve Components

(1) Seat. (2) Valve. (3) Spring.

The one-way check valve in the air system is used to stop any reverse flow of air from entering the air reservoir. The check
valve is located on the air reservoir.

Air from the air compressor will cause spring (3) to compress and open valve (2). This will permit the compressed air to flow
into the reservoir.

When the combined force of the air pressure in the reservoir and spring (3) is greater than the air pressure from the compressor,
valve (2) will move against seat (1). This will prevent air from going from the reservoir back to the air compressor.

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Parking Brake Air Circuit

Parking Brake Air Circuit

(1) Air reservoir line. (2) Transmission neutralizer line. (3) Parking brake control valve. (4) Parking brake chamber. (5) Parking brake. (6) Parking brake
air pressure switch.

The components of the air circuit for the parking brake consist of a control valve, an air pressure switch, and a brake chamber.

Air pressure (from the supply port on the left brake control valve) flows to control valve (3), which controls the operation of
brake chamber (4). When air pressure flows to the brake chamber, parking brake (5) is disengaged. When air pressure to the
brake chamber is released, a spring in the brake chamber engages the parking brake. The air is released to the atmosphere
through control valve (3).

Switch (6) activates the electronic warning system in the operator's station when the parking brake control knob is in the ON
position (air released).

The parking brake is also the secondary brake. It is used as an alternate method to stop the machine if the normal service brakes
do not operate. Parking brake (5) will automatically actuate if the system air pressure decreases below 280 kPa (40 psi).

If the transmission is engaged when the parking brake is engaged, the transmission is automatically disengaged.

The transmission neutralizer group prevents damage to the parking brake when the parking brake is engaged. The machine can
be moved, if necessary, a very short distance with the parking brake engaged. However, the transmission control lever must be
held in position by force, in order to move the machine in this condition.

NOTICE

The machine should only be moved a very short distance if the parking
brake is engaged, or the parking brake mechanism will be damaged.

NOTE: For more information on the transmission neutralizer group, see SENR4769, 966F Wheel Loader Power Train systems
Operation, Testing And Adjusting or SENR5986, 966F Series II Wheel Loader Power Train Service Manual.

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Parking Brake Control Valve

Parking Brake Knob Location

(1) Parking brake knob.

The control valve for the parking brake is located on the left side of the operator's seat. The valve can be actuated either
manually or automatically. The valve is controlled manually by pulling up on knob (1). The valve is actuated automatically
when pressure in the air system decreases to approximately 280 kPa (40 psi).

Control Valve Components

(2) Plunger. (3) Valve body. (4) Spring. (5) Inlet port from air reservoir. (6) Outlet port to parking brake. (7) Orifice. (8) Valve. (9) Cover. (10) Exhaust
port to atmosphere.

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When the machine is started, the air reservoir will be discharged. The control valve will be in the engaged position (pulled up).
Valve (8) will be against valve body (3). The air from inlet port (5) can not go through outlet port (6) or exhaust port (10). The
air pressure in the reservoir will increase to the correct operating pressure.

Operating air pressure is reached when the brake air pressure gauge stops flashing and the action alarm stops. The operator must
then push knob (1) down (to the disengaged position) to release the parking brake.

NOTICE

If knob (1) pops back up immediately after it is pushed down, the

pressure in the air system is not enough to release the parking brake.
Do not move the machine until the air pressure is at the correct
pressure for operation. Operation of the machine with the parking
brake engaged can destroy the brake mechanism and may cause a fire.

With knob (1) pushed down, air from the reservoir flows through orifice (7) and outlet port (6) to the parking brake. The
pressure in port (6) will hold valve (8) against cover (9) which closes exhaust port (10). The parking brake is now disengaged.

When knob (1) is pulled up again, the pressure in outlet port (6) will release through exhaust port (10). The parking brake is
again engaged.

The control valve for the parking brake will actuate automatically when the air system pressure drops below approximately 280
kPa (40 psi). At this pressure, spring (4) moves valve (8) in an up position against valve body (3) and engages the parking brake.
When control knob (1) is moved to the engaged position, the transmission is automatically disengaged.

Parking Brake Air Pressure Switch

Air Pressure Switch Location

(1) Switch.

Air pressure switch (1) is actuated when the air pressure to the parking brake falls below approximately 450 kPa (65 psi).

Switch (1) is located under the floor of the operator's station. It is located on the top of the engine end frame on the left side.

Parking Brake Chamber

Brake chamber (6) disengages and engages the parking brake. Brake chamber rod (4) is connected to rod end (7). Rod end (7) is
connected to lever (8) which moves the shoes in the brake. When there is no pressure from the control valve for the parking
brake, there is no air pressure in air chamber (2). Spring (1) forces piston (3) to the right and keeps the parking brake engaged.

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Brake Chamber In Released Position

(1) Spring. (2) Air chamber. (3) Piston. 94) Brake chamber rod. (5) Air inlet.

Parking Brake Chamber Location

(5) Air inlet. (6) Brake chamber. (7) Rod end. (8) Lever.

The brake remains engaged until the air system pressure reaches at least 380 kPa (55 psi), and the parking brake control valve is
moved to the disengaged position (knob is pushed down). The valve will not remain in the disengaged position unless supply
pressure is greater than 380 kPa (55 psi). At this time, air pressure flows to air chamber (2) and pushes piston (3) to the left. Rod
(4) and rod end (7) move lever (8) which disengages the parking brake.

When the air pressure decreases to approximately 280 kPa (40 psi), the parking brake control valve closes automatically (moves
to the engaged position) and stops the flow of air to air chamber (2). Spring (1) is no longer in compression and pushes rod (4)
out and the brake is actuated.

This same operation takes place when the parking brake control valve is moved to the engaged position (pulled up) manually.
This actuates the brake for parking.

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Parking And Secondary Brake

Parking Brake
(1) Brake chamber. 92) Rod end. (3) Lever. (4) Brake drum. (5) Camshaft. (6) plate. (7) Springs (two). (8) Shoes (two). (9) Spring. (10) Starwheel.

The parking brake is mounted to the loader frame. Brake drum (4) is fastened to a yoke on the front drive shaft. The brake is a
shoe brake that is engaged and disengaged by brake chamber (1).

Plate assembly (6) is fastened to the bearing housing for the front drive shaft. The plate assembly is for the front drive shaft. The
plate assembly is stationary and holds shoes (8) and the remainder of the brake components in position.

When the parking brake control knob is in the OFF position (knob pulled up), air pressure in the brake chamber causes rod end
92) and lever (3) to move in the direction shown. Lever (3), which is connected to camshaft (5), causes the camshaft to turn in a
counterclockwise direction. Camshaft (5) is not in contact with shoes (8), and the shoes are not in contact with brake drum (4).
The parking brake is disengaged.

When the parking brake control knob is moved to the engaged position (knob pulled up), air pressure in brake chamber (1) is
released. The spring located in brake chamber (1) pushes rod end (2) out, and lever (3) turns camshaft (5) in a clockwise
direction. This causes camshaft (5) to come in contact with shoes (8), and pushes the shoes against brake drum (4). The parking
brake is now engaged.

Springs (7) pull shoes (8) towards camshaft (5). Spring (9) holds shoes (8), and starwheel (10) together at the bottom. Spring (9)
also keeps the starwheel from rotating. Starwheel (10) is used for adjusting the parking brake.

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The brake shoe to drum clearance adjustment to compensate for brake shoe wear, is accomplished by moving rod end (2) which
is connected to air brake chamber (1) by a threaded rod.

NOTE: The parking brake also serves as the secondary brake on this machine. If the service (wheel) brakes do not function
correctly for any reason, engage (pull the parking brake knob up) the parking brake.

Service (Wheel) Brakes Air Circuit

Air Circuit For Service Brakes

(1) Air pressure switch for service brakes. (2) Line from air reservoir. (3) Line to transmission neutralizer valve. (4) Brake control valve (left pedal). (5)
Horn valve. (6) Air horns. (7) Orifice check valve. (8) Air pressure switch for stop lights. (9) Double check valve. (10) Brake oil pressure (overstroke)
switches. (11) Breathers. (12) Air/hydraulic cylinders (two). (13) Oil lines to service brakes (two). (14) Brake control valve (right pedal).

The air circuit for the service brakes sends air under pressure from the air reservoir to operate the air/hydraulic cylinders and the
air horns.

Switch (1) activates the electronic warning system in the operator's station when air pressure in the system is too low.

Horn valve (5) activates air horns (6).

When brake control valve (4) is actuated, the transmission neutralizer valve is actuated. This disengages the transmission and
engages the service brakes. The surface area of the neutralizer valve is smaller than the surface area of the air cylinder piston.
This difference in area causes the transmission to disengage before the service brakes are applied.

NOTE: For more information on the transmission neutralizer valve, see SENR4769, 966F Wheel Loader Power Train Systems
Operation, Testing And Adjusting.

When control valve (4) is released, orifice check valve (7) causes a restriction to the flow of air from air cylinders to brake
control valve (4). This permits the transmission to engage before the brakes are released.

Air pressure from the orifice check valve flows to double check valve (9). Valve (9) allows air flow to the air cylinders but will
not allow air to flow to control valve (14). When control valve (14) is actuated, valve (9) allows air to flow to the air cylinders,
but will not allow air flow to valve (7).

Brake control valve (14) actuates only the service brakes. When either control valve (4) or (14) is actuated, stop light switch (8)
activates the stop lights at the rear of the machine.

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Air/hydraulic cylinders (12) have two pistons each. One piston is for air (air cylinder), and one piston is for brake oil (master
cylinder). Movement of the air cylinder is caused by air pressure. This movement also causes the master cylinder to move and
the service brakes are actuated. The master cylinder is part of the hydraulic circuit for the service brakes.

Service Brakes Air Pressure Switch

The air pressure switch for the service brakes activates when the air pressure in the brake system reaches approximately 450 kPa
(65 psi). Loss of brake air pressure is a warning category 3. The warning indications are: The brake air pressure gauge flashes,
the action light flashes, and the action alarm sounds. This indicates a loss of air pressure to the primary (service) brake system,
and will automatically engage the parking brake.

The switch is located under the floor of the operator's station. It is located on the top of the engine end frame on the left side.

Brake Control Valves

There are two brake control valves. Each valve is located directly under a brake pedal that is controlled by the operator's left and
right feet.

Brake Pedal Location

(1) Left pedal. (2) Right pedal.

When the left pedal is pushed, air flows in two directions. In one direction, it flows to the transmission neutralizer valve and
causes the transmission to disengage. In the other direction, it flows through the orifice check valve, double check valve, and on
to the air cylinders to engage the service brakes.

Brake Control Valve Location

(3) Brake control valve for left pedal. (4) Brake control valve for right pedal. (5) Orifice check valve. (6) Double check valve.

When the right pedal is pushed, air flows through the double check valve and directly to the air cylinders to engage the service
brakes.

NOTE: Some machines may be equipped with only one brake pedal and one brake control valve. Machines so equipped also
use two air reservoirs.

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Operation

Brake Control Valve (Brakes Applied)

(7) Seat. (8) Rubber spring. (9) Piston. (10) Retainer. (11) Outlet passage. (12) Spring. (13) Valve. (14) Valve body. (15) Spring. (16) Exhaust passage.
(17) Inlet passage. (18) Exhaust diaphragm.

When a brake pedal is pushed, a force is put on seat (7). This force pushes rubber spring (8) and piston (9) down. Piston (9)
comes in contact with valve (13) and closes exhaust passage (16). Further movement of the pedal causes piston (9) to move
valve (13) down, and away from its seat in valve body (14). Pressure air is now free to flow from inlet passage (17) to outlet
passage (11).

When the force of springs (12) and (15), plus air pressure on piston (9), exceeds the operator's pedal force, piston (9)
compresses spring (8) enough to allow valve (13) to come in contact with valve body (14) again. This stops the flow of air
through outlet passage (11). Piston (9) is still against valve (13), so exhaust passage (16) is closed. The control valve is now in
balance and air pressure is held in the system.

If the pedal is lifted a small amount, the force above piston (9) is less. The force of spring (12) will lift the piston off of valve
(13). Pressure air in the system flows around piston (9), through exhaust passage (16), and out exhaust diaphragm (18) until the
forces above and below piston (9) are in balance.

When the pedal is completely released, piston (9) moves off of valve (13). This completely releases all pressure in the system.
Valve (13) is held against valve body (14) by spring (15).

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Brake Control Valve (Brakes Not Applied)

(7) Seat. (8) Rubber spring. (9) Piston. (10) Retainer. (11) Outlet passage. (12) Spring. (13) Valve. (14) Valve body. (15) Spring. (16) Exhaust passage.
(17) Inlet passage. (18) Exhaust diaphragm.

Valves (3) and (4) operate the same. In valve (3), outlet passage (11) allows air to flow to the air cylinders only. In valve (4),
outlet passage (11) allows air to flow to the air cylinders and the transmission neutralizer valve.

Air Horns And Valve

The air horns are actuated by a horn valve. The horn valve is actuated (foot-operated) by a horn button located on the floor. The
air horns are under the left hand platform on top of the fuel tank. The horn valve is located directly under the floor of the
operator's station.

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Operation

Horn Valve Components

(1) Button. (5) Stem. (6) Outlet. (7) Valve. (8) Spring seat. (9) Spring. (10) Inlet. (11) Valve Body.

When button (1) is pushed, stem (5) pushes valve (7) against the force of spring (9). This permits air pressure from inlet passage
(10) to go to outlet passage (6) and activate the air horns.

When button (1) is released, spring (9) moves valve (7) back to its seat in valve body (11). This stops the flow of air to outlet
passage (6), and prevents the horns from sounding. Spring seat (8) holds spring (9) in the correct position.

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Orifice Check Valve

Orifice Check Valve Components

(1) Seat. (2) Disc. (3) Spring.

The orifice check valve is fastened directly to an elbow that is connected to the double check valve on the brake control valve
for the right pedal.

When the brake control valve for the left pedal is actuated, air pressure moves disc (2) to the right against the force of spring (3).
Air is permitted to flow freely through notches on the outside diameter of disc (2). However, some of the air also flows through
the orifice and to the air cylinders.

When the left pedal is released, the orifice causes a restriction to the flow of air coming from the air cylinders back to the brake
control valve. This permits the transmission to engage before the brakes are released.

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Double Check Valve

Double Check Valve

(1) Plug. (2) Shuttle. (3) Inlet passage from left control valve. (4) Inlet passage from right control valve. (5) Outlet to air cylinders.

The double check valve is attached directly to the brake control valve for the right pedal. Inlet passage (4) is connected to the
brake control valve. An elbow, from the orifice check valve, is installed in inlet passage (3).

Shuttle (2) prevents the flow of air to the right brake control valve when the left brake control valve is actuated. When the right
control valve is actuated, shuttle (2) prevents air flow to the left control valve. Air flow to the left control valve allows the
transmission to disengage.

Shuttle (2) moves when the inlet pressures are different. Shuttle (2) opens the inlet passage when higher pressure is present, and
closes the inlet passage when lower pressure is present. Air then flows through outlet passage (5) and to the air cylinders.

Stop Lights Air Pressure Switch

The air pressure switch is actuated when the air pressure in the line to the air cylinders reaches approximately 45 kPa (6.5 psi).
When the switch actuates, it causes the stop lights at the rear of the machine to turn on.

The switch is located under the floor of the operator's station. It is attached to the cab support bracket on the left side of the
engine end frame.

Air Cylinders

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Air Cylinder Location

(1) Master hydraulic brake cylinder for front service brakes. (2) Bleeder screw. (3) Brake oil pressure (overstroke) switch for front service brakes. (4) Air
cylinder for front service brakes. (5) Brake hydraulic oil reservoir for both front and rear service brakes.

NOTE: The master hydraulic cylinder, bleeder screw, brake oil pressure (overstroke) switch, and air cylinder for the rear
service brakes, is located directly below the components shown for the front service brakes. The brake oil reservoir is one
component, but has separate compartments for the front and rear service brakes.

The two air cylinders are part of the air/hydraulic cylinders. The air cylinders are located under an access panel on the engine
side of the fire wall.

The air cylinder changes the energy of air under pressure into force and movement needed for brake application. The ratio of air
pressure to brake oil pressure is 1 to 14.8 [If the pressure at air inlet (10) is 75 kPa (11 psi), the pressure in master cylinder (11)
is 1110 kPa (161 psi).]

Air Cylinder (With Brakes Applied)

(3) Brake oil pressure (overstroke) switch. (6) Indicator rod. (7) Spring. (8) Rod. (9) Piston. (10) Air inlet. (11) Master cylinder.

When a brake pedal is pushed down, air under pressure flows from the brake control valve to inlet (10) of the air cylinder and
pushes on piston (9). Piston (9) pushes on rod (8), which in turn pushes on a piston in master cylinder (11). The rod is connected
to the piston in the master cylinder.

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Air Cylinder (With Brakes Not Applied)

(3) Brake oil pressure (overstroke) switch. (6) Indicator rod. (7) Spring. (8) Rod. (9) Piston. (10) Air inlet. (11) Master cylinder.

When the brakes are released, spring (7) returns the piston, rod and master cylinder piston to their original positions.

If piston (9) comes in contact with indicator rod (8), rod (8) will move and open switch (3). This will cause the brake oil
pressure indicator to flash. If this occurs, there is a problem in the hydraulic circuit for the service brakes.

After piston (9) comes in contact with indicator rod (6), the rod must be manually pushed back into the air cylinder to its
original position.

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Service Brake Hydraulic Circuit - Air/Hydraulic Brake

System

Hydraulic Circuit
(1) Air/hydraulic cylinders (two). (2) Brake oil pressure (overstroke) switches (two). (3) Air lines (two) from double check valve. (4) Brake oil reservoir
(one actual reservoir divided into two sections). (5) Breather (two). (6) Brake oil pressure indicator. (7) Service brakes (four).

The hydraulic circuit is divided into two separate circuits, one for the front service brakes, and one for the rear service brakes.
Each circuit has its own reservoir section, an air/hydraulic cylinder, and two service brakes.

Air/hydraulic cylinders (1) have two pistons each, one for air (air cylinder), and one for brake oil (master cylinder). The air
cylinders are part of the air circuit for the service brakes. Air pressure in the air cylinders moves the piston in the master
cylinders. This causes the compression of the brake oil in the hydraulic circuit and actuates the service brakes.

The hydraulic oil brake reservoir is located under an access panel on the engine side of the fire wall. The reservoir is one unit,
but is divided into two sections. One section is for the front service brakes, and the other section is for the rear service brakes.
Any extra hydraulic oil needed to actuate the service brakes is supplied by the reservoir. When the service brakes are released,
the pressure in the lines is released to the reservoirs.

Service brakes (7) are located at all four wheels. They are used to stop the movement of the machine during normal operation.

Brake oil pressure (overstroke) switches (2) activate brake oil pressure alert indicator (6) when there is too much travel (stroke)
in the master cylinder.

NOTE: All components used in the hydraulic circuit are designed to be used with SAE 1oW oil only.

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Master Hydraulic Brake Cylinders

Master Hydraulic Brake Cylinder Location

(1) Master hydraulic brake cylinder for front service brakes. (2) Bleeder screw. (3) Brake oil pressure (overstroke) switch for front service brakes. (4) Air
cylinder for front service brakes. (5) Brake hydraulic oil reservoir for both front and rear service brakes.

NOTE: The master hydraulic cylinder, bleeder screw, brake oil pressure (overstroke) switch, and air cylinder for the rear
service brakes, is located directly below the components shown for the front service brakes. The brake oil reservoir is one
component, but has separate compartments for the front and rear service brakes.

The two master hydraulic brake cylinders are part of the air/hydraulic cylinders. The master hydraulic brake cylinders are
located under an access panel on the engine side of the fire wall.

Each master hydraulic brake cylinder sends brake oil to the service brakes on one axle. The brake oil pressure in the master
hydraulic brake cylinder is 14.8 times the amount of air pressure in the air cylinder.

Master Hydraulic Brake Cylinder (With Brakes Applied)

(2) Bleeder screw. (6) Valve. (7) Makeup oil inlet. (8) Body. (9) Spring. (10) Air cylinder. (11) Oil outlet. (12) Air inlet. (13) Master cylinder. (14)
Passage. (15) Valve insert. (16) Power piston. (17) Rod. (18) Piston.

Air pressure from the air circuit for the service brakes flows through air inlet (12) and moves piston (18) and rod (17) to the left.
Rod (17) pushes on valve (6) and valve insert (15). Valve insert (15) closes makeup oil inlet (7). More movement of rod (17)
pushes power piston (16). The power piston pushes brake oil in master cylinder (13) through oil outlet (11), and through the
lines to the wheel cylinders. This engages the service brakes.

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Master Cylinder (With Brakes Released)

(2) Bleeder screw. (6) Valve. (7) Makeup oil inlet. (8) Body. (9) Spring. (10) Air cylinder. (11) Oil outlet. (12) Air inlet. (13) Master Cylinder. (14)
Passage. (15) Valve insert. (16) Power piston. (17) Rod. (18) Piston.

When the air pressure decreases at air inlet (12), spring (9) in air cylinder (10) moves rod (17) and piston (18) to the right. This
also causes power piston (16) to move to the right. Makeup oil from brake oil reservoirs is at the right side of power piston (16).

When the brakes are released, rod (17) and piston 918) return to their original positions. At this time, if makeup oil is needed in
master cylinder (13), it flows through makeup oil inlet (7). This makeup oil flows around the flat sides of valve (6), around
valve insert (15), through passage (14) in power piston (16), and into master cylinder (13). The operation of valve (6) and valve
insert (15) does not allow the hydraulic circuit to have a vacuum.

Bleeder screw (2) is used to remove any air inside master cylinder (13).

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Service Brake Hydraulic Circuit - Hydraulic/Hydraulic

Brake System

Brake System
(1) Wire to brake lights. (2) Wire to transmission neutralizer. (3) Brake pedals. (4) Parking brake. (5) Rear service brakes. (6) Oil line to rear axle. (7) Oil
line. (8) Brake control valve. (9) Oil line to front axle. (10) Front service brakes. (11) Oil line. (12) Rear brakes accumulator. (13) Front brakes
accumulator. (14) Accumulator charging valve. (15) Low oil pressure switch. (16) Wire to low brake pressure alert indicator. (17) Oil line. (18) Parking
brake control knob. (19) Oil line to parking brake. (20) line from pilot/brake pump. (21) Parking brake control valve. (22) Parking brake switch. (23) Wire
to transmission control.

With the engine running, oil flows from the hydraulic tank to the pilot/brake pump section of the hydraulic pump group. The oil
then flows from the pilot pump section through oil line (20) and into accumulator charging valve (14).

NOTE: For more information on the pilot pump section of the pump group, see SENR4776, 966F and 966F Series II Wheel
Loader Hydraulic System Specifications, and SENR4777, 966F and 966F Series II Wheel Loader Hydraulic System, Systems
Operation, Testing And Adjusting.

Inside the accumulator charging valve is a relief valve cartridge that limits brake oil pressure to 16 550 ± 690 kPa (2400 ± 100
psi). The oil then flows through the accumulator charging valve to accumulators (12) and (13).

When oil pressure inside an accumulator drops to 11 725 ± 345 kPa (1700 ± 50 psi), cartridge valves inside the accumulator
charging valve route oil to the accumulator. When accumulator oil pressure rises to 14 485 ± 345 kPa (2100 ± 50 psi), shuttle

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valves block the flow of oil to the accumulator and cause the oil to return to the hydraulic tank. The accumulator charging
process works the same whether one or both accumulators need to be recharged.

Brake oil pressure is monitored by switch (15). This switch is installed on the accumulator charging valve near the hydraulic
tank return line.

From the accumulators, the oil flows through lines (7) and (11), to brake control valve (8). The brake control valve is a tandem
valve that routes brake oil to both the front and rear axle service brakes.

When the operator pushes the brake pedal, oil flows through the brake control valve where pressure to the axles is reduced to
6890 ± 345 kPa (1000 ± 50 psi). Oil flows out of the top port through line (6) to rear axle (5), and then out the bottom port
through line (9) to front axle (10). Oil pressure is approximately 350 kPa (50 psi) higher for the rear axle than that of the front
axle.

The oil flows into the axles and acts against the service brake pistons, causing the machine to slow down or stop.

Oil for the parking and secondary brake flows from either accumulator charging valve (14), or the front brakes accumulator
(13). The oil flows through line (17) and into parking brake control valve (21).

When control knob (18) is pulled up into the engaged position, oil is blocked and cannot flow through the parking brake control
valve to the actuator. The oil flows through the parking brake control valve and returns to the hydraulic tank.

When the parking brake control knob is pushed down into the disengaged position, oil is routed through the parking brake
control valve into line (19). The oil then flows through line (19) and into the parking brake actuator.

If the pressure of the oil is 6035 ± 515 kPa (875 ± 75 psi) or higher, it will overcome the tension of the actuator spring and force
the actuator piston up. When the piston goes up, it causes the parking brake to disengage.

Oil that flows through line (19) also opens switch (22). The switch is normally closed which causes the parking brake alert
indicator to light. The switch is also connected to the transmission control and will not allow the transmission control to be
latched into a forward or reverse gear while the parking brake is engaged.

Accumulator Charging Valve

Accumulator Charging Valve

(1) Port to brake control valve (rear brakes). (2) Relief valve. (3) Inlet port. (4) Port to brake control valve (front brakes). (5) Return port. (6) Oil pressure
switch port. (7) Shuttle valve. (8) Low pressure control valve. (9) High pressure control valve.

Oil flows from the pilot pump section of the hydraulic pump into the accumulator charging valve at port (3). Inside the
accumulator charging valve, the oil acts against relief valve (2). The relief valve limits brake oil pressure to 16 550 ± 690 kPa
(2400 ± 100 psi).

Then the oil flows to accumulator low pressure control valve (8). When the oil pressure inside an accumulator drops to 11 725 ±
345 kPa (1700 ± 50 psi), this control valve routes oil to shuttle valve (7) and on to the accumulator.

Part of the oil flows to accumulator high pressure control valve (9), and out port (6) to the brake oil pressure switch.

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As accumulator oil pressure increases to 14 485 ± 345 kPa (2100 ± 50 psi), oil pressure acting on valve (9) also increases. When
the oil pressure causes valve (9) to move, one side of valve (8) is vented back to the hydraulic oil tank.

When oil flows through shuttle valves (7) to the accumulators, some of the oil also flows through pilot passages to each side of
each shuttle valve. The accumulator charging works the same whether one or both accumulators need to be recharged.

As rear brake accumulator oil pressure increases to 14 485 ± 345 kPa (2100 ± 50 psi), the oil pressure also acts against the
shuttle valves. The oil pressure increases until it overcomes the valve and causes the valve spool to move and block the flow of
oil through port (1). When accumulator pressure drops back to 11 725 ± 345 kPa (1700 ± 50 psi), the shuttle valve spool moves
the other direction, and opens port (1) to allow oil to flow into the accumulator.

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

Accumulators

(1) Outlet to brake control valve. (2) Accumulator. (3) Pressure oil chamber. (4) Piston. (5) Nitrogen gas chamber. (6) Nitrogen charging valve.

The accumulators have a sealed piston (4) that moves back and forth inside the bore of the accumulator. Chamber (5), located
below the piston, has a charge of approximately 6890 kPa (1000 psi) of dry nitrogen gas. The dry nitrogen gas is put into the
accumulator through nitrogen charging valve (6).

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Oil from the accumulator charging valve comes through port (1), and into accumulator chamber (3). This oil pushes piston (4)
and causes the dry nitrogen gas to compress. When the pressure in the accumulator reaches 14 485 ± 345 kPa (2100 ± 50 psi),
the supply of oil is stopped by the accumulator charging valve.

When either brake pedal is pushed, oil from chamber (3) flows out of port (1) to the brake control valve and engages the brakes.

Service Brake Control Valve

Brake Control Valve

(1) Pedal assembly. (2) Piston. (3) Spring. (4) Spring. (5) Spring. (6) Retainer. (7) Ball. (8) Plug. (9) Spacer. (10) Outlet to service brakes. (11) Passage.
(12) Drain port to tank. (13) Upper valve spool. (14) Supply from accumulator. (15) Passage. (16) Outlet to tank. (17) Cavity. (18) Lower valve spool.
(19) Spring. (20) Cavity.

The brake control valve assembly is a dual pressure reducing valve with two independent output pressures. The valve is actuated
by a single attached foot pedal assembly (both brake pedal assemblies are mechanically linked together).

Modulation of high pressure oil in the accumulators to the service brakes is controlled by the brake control valve. The position
of either brake pedal causes a specific pressure at the service brakes. As the position of the pedal changes, the pressure at the
service brakes also change.

When brake pedal assembly (1) is depressed, the roller on the pedal assembly pushes downward on piston (2). Piston (2) puts a
force on springs (3), (4), and (5). The force of springs (3) and (4) moves retainer (6), and ball (7). Movement of retainer (6) and
ball (7) causes upper valve spool (13) to move away from its seat in spacer (9).

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The movement of upper valve spool (13) causes movement of lower valve spool (18) and the compression of spring (19). When
valve spools (13) and (18) move, oil flow through passages (11) and (12) to tank is blocked.

This allows pressure oil from accumulator ports (14) to flow through passages (11) and (15), and through passages (10), to
engage the service brakes. At the same time, pressure oil flows into cavities (17) and (20) by way of passage (15). The oil
pressure at the service brakes is at the same pressure as the oil in cavities (17) and (20).

Oil pressure in cavity (20), together with the force of spring (19), act to balance lower valve spool (18) against the force created
by pressure in cavity (17). In the same manner, pressure in cavity (17) creates a force against the bottom of upper valve spool
(13), which is balanced by the force of springs (3) and (4), at the top of the spool.

The force of springs (3), (4), and (5), is balanced by the force applied to the pedal. Upward movement of valve spools (13) and
(18) causes accumulator ports (14) to be covered. In this way, the level of pressure in the independent valve sections create a
feedback force which allows the operator to modulate pressure to the brakes.

Upper valve spool (13), and lower valve spool (18), balances between their respective tank port and brake port. This is done as
required to maintain brake pressure until the pedal position changes, calling for more or less brake pressure. If piston (2) is
moved down to put more compression on springs (3) and (4), valve spools (13) and (18) will move to permit more pressure to
outlets (10) to the service brakes. This results in a higher oil pressure in cavities (17) and (20) which is required to keep valve
spools (13) and (18) in balance.

The internal metering passages reduce oil pressure to each axle to approximately 6890 ± 345 kPa (1000 ± 50 psi). The brake
control valve meters oil to the rear brakes approximately 345 kPa (50 psi) higher than the front brakes.

Parking And Secondary Brake

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Parking And Secondary Brake Components

(1) Actuator. (2) Rod. (3) Lever. (4) Drum. (5) Brake shoe. (6) Drive shaft opening.

Parking And Secondary Brake Control Valve

(7) Switch to parking brake alert indicator. (8) Parking brake control valve. (9) Line to tank. (10) Line to actuator. (11) Line from front axle brake
accumulator. (12) Rod. (13) Bellcrank. (14) Control cable.

The parking and secondary brake is a spring applied, oil released drum brake. Pressure oil from the front axle service brake
accumulator flows to parking brake control valve (8) through line (11).

If the parking brake control knob in the operator's station is in the engaged (knob pulled up) position, the oil flows through the
valve and out line (9). The oil then flows through line (9) and back to the hydraulic tank. Because switch (7) is a normally
closed switch and no pressure oil is acting on it, the parking brake alert indicator is also activated.

With no pressure oil flowing to actuator (1), a spring in the actuator forces rod (2) and lever (3) to the left. When the lever
moves to the left, it forces brake shoes (5) against drum (4).

The front axle drive shaft is installed through drive shaft opening (6) of drum (4). The drum is bolted to the drive shaft. When
brake shoes (5) are held against the drum, the parking brake is engaged and the drive shaft can not rotate.

When the parking brake control knob is moved to the disengaged (knob pushed down) position, cable (14) moves up. The cable
is also attached to bellcrank (13), and rod (12) is attached to the bellcrank. This causes both of these attached components to
also move up.

Because rod (12) is part of the parking brake control valve spool, the spool also moves. When the spool moves, it opens a
passage for the pressure oil in line (11) to flow through the parking brake control valve and into line (10). Line (10) routes the
oil to actuator (1). The pressure oil also opens switch (7) which deactivates the parking brake alert indicator.

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The pressure oil enters actuator (1) and overcomes the force of the spring. This causes rod (2) to move lever (3) to the right.
When the lever moves to the right, it causes brake shoes (5) to move away from drum (4).

When brake shoes (5) move away from the drum, the parking brake is disengaged and the drive shaft is free to rotate.

Service Brakes - Air/Hydraulic Brake System

Hydraulic/Hydraulic Brake System

Service Brake Components

(1) Passage for brake oil. (2) Disc. (3) Plate. (4) Planet carrier. (5) Axle. (6) Sun gear. (7) Piston. (8) Pin. (9) Spring. (10) Ring gear.

The service brakes are located in the axle housing next to the differential. There is one brake on each side of the differential. The
service brakes are in both the front and rear differentials.

Each service brake consists of piston (7), disc (2), plate (3), pins (8), and springs (9).

Plate (3) and piston (7) are held stationary by three pins (8) that are installed in the differential housing and the brake housing.
Springs (9) keep piston (7) in the retracted position.

Disc (2) has splines on the inside diameter that fit on the splines of sun gear (6). The disc turns with the sun gear.

Planet carrier (4) has splines which secure it in place on axle (5). The axle turns with the planet carrier. The planet gears in
planet carrier (4) rotate between sun gear (6) and stationary ring gear (10).

When the brake pedal is pushed, brake oil from the master cylinder in air over hydraulic systems or the accumulator in hydraulic
over hydraulic systems, flows through passage (1) in the differential housing. The force of the oil behind piston (7) moves the
piston against the force of springs (9), and pushes disc (2) against plate (3). The friction causes sun gear (6), planet carrier (4),
axle (5), and the wheel to turn slower or stop.

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The heat created from the friction of the brakes is removed by the oil in the axle housings.

When the brake pedal is released, the oil behind piston (7) flows through passage (1) back to the master cylinder in air over
hydraulic systems or the hydraulic tank in hydraulic over hydraulic systems. With no oil pressure behind the piston, springs (9)
move the piston to the retracted position and the brake is released.

All four service brakes are activated by the left brake pedal or the right brake pedal. However, in air over hydraulic systems,
when the left brake pedal is depressed, the transmission neutralizer valve is also activated and the transmission output is
disengaged. This allows the engine rpm, and thereby the hydraulic output, to be increased without moving the transmission shift
lever to the neutral position.

In air over hydraulic systems, the right brake pedal activates the brakes only, and is not connected to the transmission neutralizer
valve.

On 966F (9YJ1078-UP, 8BG2340-UP and 1SL507-UP) Wheel Loaders, all four service brakes are activated by either brake
pedal. However, if the transmission neutralizer lockout switch is in the unlocked (down) position, the transmission will
disengage when either brake pedal is depressed. This allows the engine rpm, and thereby the hydraulic output, to be increased
without moving the transmission shift lever to the neutral position.

Transmission Neutralizer Lockout Switch

Neutralizer Lockout Switch Location

(1) Neutralizer lockout switch in the unlocked (down) position.

All four service brakes are actuated by either the left brake pedal or the right brake pedal. However, when the left brake pedal is
depressed, a transmission neutralizer pressure switch is also actuated if the transmission neutralizer lockout switch is in the
unlocked (down) position.

The transmission neutralizer pressure switch is connected to a two position rocker switch. The rocker switch is used to either
enable or disable the neutralizing function. Transmission neutralizer lockout switch (1) is located on the switch panel to the right
of the operator's seat.

The transmission is neutralized by de-energizing the direction clutch solenoid, while leaving the speed clutch solenoid
energized. This allows full engine power to be used in the hydraulic system.

The neutralizing function of the left brake pedal can be locked out by the operator. When transmission neutralizer lockout
switch (1) is moved to the up position (neutralizer function locked out), the left brake pedal functions only as a service brake.
This allows the operator to inch the machine by using the left brake pedal and the accelerator pedal at the same time.

Transmission Neutralizer Lockout Alert Indicator Location

(2) Transmission neutralizer lockout alert indicator.

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When the transmission neutralizer lockout switch is in the up position, the transmission neutralizer lockout alert indicator
located on the left side of the dash will turn on. The transmission neutralizer lockout indicator located above the rocker switch
illuminates only when the dash (running) lights are turned on.

The right brake pedal actuates the service brakes only, and is not connected to the transmission neutralizer switch.

NOTE: For more information on the transmission neutralizer switch, see SENR4769, 966F Wheel Loader Power Train,
Systems Operation, Testing And Adjusting or SENR5986, 966F Series II Wheel Loader Power Train Service Manual.

Transmission Neutralizer

Neutralizer Pedal And Limit Switch Location

(1) Brake pedals. Large arrow indicates location of neutralizer limit switch (and stop lamp limit switch).

Both the right and left brake pedals have the capability to neutralize the transmission while applying the service brakes. A
normally closed limit switch is used in the left pedal assembly to activate the transmission neutralizer when the transmission
neutralizer lockout switch is in the unlocked (down) position. The limit switch is mounted and adjusted so that it opens when the
brake pedal is depressed approximately 6.3 mm (.25 in).

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