7

HYDRAULIC BRAKES
LEARNING OBJECTIVES
After reading this chapter, you should be able to:
● Describe the fundamentals of off-road hydraulic brake systems.
● Identify their major components.
● Interpret the symbols and operational status on brake schematics.
● Describe the principles of operation of off-road hydraulic brake systems.
● Outline maintenance and repair procedures.
● Identify basic troubleshooting procedures.

KEY TERMS
ABS (antilock brake system) charge valve hygroscopic servo brake
ABS control module check valve internal wet disc brakes slave cylinder
accumulator cut-in pressure kinetic energy spring-applied hydraulically
brake application pressure cut-out pressure master cylinder released park brake
brake circuit data link metering system pressure
brake pressure drum modulated brake pressure traction control systems
brake shoes electronic brake control park brake valve variable pressure-reducing
module (EBCM) valve
brake valve pressure switch
foot brake valve wheel cylinder
caliper rotor
hydraulic slack adjuster wheel speed sensor

RISK A SSESSMENT
● Technicians working on hydraulic brake systems should be aware ● High-tension springs are used in many brake systems: these are
that high residual oil pressures can be present long after machine capable of inflicting serious injuries or fatalities if not properly han-
shutdown. Ensure that oil pressure in a circuit is relieved before dled. Consult the manufacturer’s service literature before attempt-
attempting any work. ing to work on them.
● Oil- and gas-loaded accumulators are commonly used in brake cir-
cuits. Ensure that accumulator pressures have been relieved before
opening up a hydraulic brake circuit.
146

INTRODUCTION
Over the last 30 years, off-road equipment
manufacturers have used a wide variety of
brake designs. Modern-day off-road brake sys-
tems have evolved into technological marvels in
brake design, operating in conditions that would
quickly wear out a conventional on-road brake
system. Most heavy equipment does not oper-
ate on paved roads; dirt and gravel roadways
are the norm. Given the grades and conditions,
brake systems must be able to safely slow down
and stop equipment that weighs as much as
200 tons—a daunting task.
In the past, both air brakes and air-over-
hydraulic brakes were commonly used on
off-road equipmen t, bu t th eir high main-
tenance costs have made them unpopular.
M odern equipment uses hydraulic brake sys-
tems called internal wet disc brakes; these
are sealed from the elements and keep the
brakes inside the axle assembly, which keeps
dirt out. These brakes are designed for lon-
gevity so that they may last for thousands of
hours before needing an overhaul. Brake fric-
tion discs may operate for up to 10,000 hours
before needing to be replaced.
FUNDAMENTALS
Brake design has changed dramatically since the
invention of the wheel. As equipment speed and
weight increased, brake system design had to
adapt. No matter what the design, the principle
of operation is the same: all brake systems apply
some form of friction to slow or stop the equip-
ment. By applying the brakes, the operator forces
friction material against a metal surface. The
friction device is usually located in the drive axle
and, depending on the axle design, the brake sys-
tem is either inboard or outboard on the axle
assembly. The moving equipment’s kinetic
energy converts to heat energy when the brakes
are applied, and the heat energy dissipates to the
atmosphere.
Early on, operators discovered that wearing
out the friction lining was preferable to wear-
ing out costly drums or rotors. Brake systems
initially used complex linkages and lever princi-
ples to transmit the operator’s foot pressure to
HYDRAULIC BRAKES 147
the wheel ends of the brakes. As brake systems
evolved, the use of hydraulics to transmit this
pressure became more popular.
Figure 7–1 shows a typical modern brake
system for off-road equipment. At least two
independent brake systems, one for the front
brakes an d a separate circuit for the rear
brakes, are used on equipment today. A charge
pump provides the pressurized oil to the brake
charge valve, which sends pressurized oil to
the three accumulators in the brake circuit and
regulates the circuit’s oil pressure. When the
operator applies the brakes, the service brake
valve directs pressurized oil to the wheel ends.
Most modern equipment uses internal wet disc
brakes: the front and rear brakes each have a
separate pressurized accumulator-fed circuit,
isolated through the use of check valves and the
brake control valve. This is explained in greater
depth later in this chapter.
Early hydraulic brakes used a fluid confined
in a hydraulic circuit to transmit the mechani-
cal force of an operator’s foot pressure to a
master cylinder: this was converted to hydrau-
lic p ressure that is always proportional to
the mechanical pressure. Modern equipment
uses some form of hydraulic assist to amplify
the force, as shown in Figure 7–2. Wheel-end
application force is determined by how much
modulated brake pressure is delivered to
the wheel ends.
Off-road equipment operating conditions
require a number of safety features for brake
systems. Two independent brake circuits
are desirable, and an independent mechanical
park brake is also required for safety. In some
industries, such as mining, the equipment
must have three independent brake circuits;
the third circuit (emergency brake) is a com-
bination of the wheel ends and the park brake
circuit.
Over the past 10 years, hydraulic brake
circuits have become more complex. Variable-
displacement pressure-compensated pumps
with ABS (antilock brake system) circuits
are becoming common in off-road equipment.
Today’s circuits monitor brake application
pressure and apply the brakes automatically if
the pressure falls below a safe level. The brakes
also apply when the brake pressure falls too
low, and many systems automatically apply
148 CHAPTER 7

FIGURE 7–1 Typical brake system block schematic.

Wheel
brake
Slack
adjuster
Service brake
accumulators
Auxiliary
accumulator

Accumulator
charging
valve

Shuttle
Brake Filter valves
charge Service
Service brake brake
pump
and transmission control
Brake
control neutralizer valve
Tank valve control valve
Driveline group
brake
chamber
Shuttle
valves

FIGURE 7–2 The concept of using hydraulic fluid emergency application; this circuit ensures that
to transmit force. The illustration shows how force the operator is in the cab when the brakes are
released.
can be increased in a basic hydraulic brake circuit. To understand and repair these brake sys-
tems, a technician should understand basic
10 lb. of hydraulics and know how to interpret electric/
5 lb. 2 sq. in. effective hydraulic schematics. This chapter covers the
force force basic principles of hydraulic brakes, including
1 sq. in.
shoe-type brakes and external caliper disc
brakes. It also takes an in-depth look at various
1 2 types of hydraulically applied internal wet disc
brake systems. A section on ABS and traction
control is also included because these sys-
1 in. 1/2 in. tems are becoming more popular on off-road
equipment.

Movement Movement
the brakes if electrical power is lost or if trans-
mission clutch or torque pressure falls below
safe operating levels. On many types of equip-
ment, the operator must activate a safety brake
interlock circuit to release the brakes after an
BASIC HYDRAULIC BRAKE
SYSTEM COMPONENTS
To fully understand the complex brake systems
in larger off-road equipment, we will examine
the basic brake systems and their components.

Figure 7–3 shows the master cylinder–based
system that is typically found on smaller off-
road utility vehicles, such as a four-wheel-drive
Toyota Land Cruiser, which is commonly used
in the mining and construction industries to get
around the job site. Note that the front and rear
brakes use separate circuits incorporated into
the master cylinder. Each section of a dual mas-
ter cylinder has its own brake reservoir. This
provides a degree of safety; if one of the brake
circuits failed, the other would still be opera-
tional. A warning light located in the operator’s
compartment alerts the driver of brake circuit
loss.
DUAL CIRCUIT MASTER CYLINDER
Master cylinder design has not changed much
over the last 40 years. The last major change
placed two independent circuits in a dual mas-
ter cylinder, known as a tandem master cylin-
der. Since this development, there have been
few design changes. However, internal compo-
nents’ material quality has improved, especially
FIGURE 7–3 A basic hydraulic brake system that incorporates a separate circuit for the front and
rear brakes.
Brake master
cylinder reservoir
Primary circuit (brake fluid)
Secondary circuit (brake fluid)
HYDRAULIC BRAKES 149
in the seals and cups. Figure 7–4 shows a
cutaway of a typical dual-circuit master cylin-
der. The single bore houses the primary and
secondary pistons for both circuits. They are
separated by seals that prevent one circuit’s
fluid from entering the other circuit. If a failure
occurred in either circuit, the other would not
be affected.
The master cylinder controls the flow of
hydraulic brake fluid to the wheel-end actua-
tors, also known as slave cylinders or wheel
cylinders. The actual wheel-end forces that
the master cylinder produces totally depend
on how much force the operator applies to that
cylinder. In Figure 7–4, each hydraulic cham-
ber is connected to its own reservoir. In the
“brakes-released” position, the primary and
secondary pistons are retracted by a spring.
When the operator brakes, the primary pis-
ton is forced to move forward, closing the
inlet port, which builds brake pressure in the
primary circuit, as shown in Figure 7–5. The
increase in primary brake pressure forces the
secondary piston forward (see Figure 7–4),
Power booster
Brake
master
cylinder
150 CHAPTER 7
FIGURE 7–4 A typical master cylinder used on some smaller types of off-road equipment.
Compensating
ports
Secondary
piston Reservoir
closing off the inlet port and increasing the
pressure in the secondary circuit. When the
operator releases the brake pedal, brake circuit
pressure drops instantly as the pistons retract.
The compensating ports located in the piston
chambers help vent the brake fluid back into
the reservoirs.
HYDROSTATIC DRIVE BRAKE
MASTER CYLINDER
Hydrostatic drive equipment often uses a
conventional master cylinder brake circuit
that can lower drive pressure from the drive
circuit during braking. Figure 7–6 shows this
type of master cylinder. The operator brakes
thr ough a me chanical brake pedal in the
operator’s compartment. A boot on the master
cylinder’s plunger end seals the unit from the
environment. When the brakes are unengaged,
reservoir oil fills the valve spool chamber and
brake plunger chamber. When released, the
valve spool blocks the flow of drive signal pres-
sure from returning to the tank. When the oper-
ator brakes, the valve spool is forced forward,
bleeding off the drive system signal pressure
back to the tank. Note that both fluid chambers
in the master cylinder are still open to the tank.
As the valve spool continues forward, it pushes
the brake plunger, blocking the forward cham-
ber from the tank side. Continued brake-pedal
travel builds pressure in this chamber; this
pressure applies the brakes.
Replenishing
ports
Primary
piston
Pushrod
FIGURE 7–5 The operation of a typical master
cylinder used on many smaller types of off-road
equipment.
Replenishing port Valley area
Compensating port
Piston
When the operator releases the brake pedal,
the valve spool and brake plunger are forced
back when the return springs release, dissipat-
ing brake pressure from the circuit and block-
ing the port that allows the drive system signal
pressure to bleed off to the tank. This design
allows the dissipation of drive system signal
pressure to coincide with use of the brakes on
this type of drive system. Many equipment man-
ufacturers that use hydrostatic drives incorpo-
rate this type of master cylinder design.
DUAL MASTER CYLINDER
Conventional dual master cylinders are not
suited to all off-road applications. Independent

FIGURE 7–6 A typical master cylinder used on some smaller hydrostatic drive equipment.
To tank
Plunger
control of brakes on each side of the equip-
ment requires a specialized master cylinder. In
many designs, two separate master cylinders
are required so that each brake circuit can be
controlled independently. The two master cyl-
inders are identical in design. A separate brake
pedal is used on each master cylinder, allowing
the operator to apply the brakes to each side of
the equipment independently. This design gives
the equipment greater steering control when
operating in tight quarters.
Both master cylinders have their own sup-
ply port, which is connected to a common
brake reservoir, or sometimes dual reservoirs. A
return spring in each master cylinder keeps the
valve stem in neutral when the brakes are not
activated.
Wh en the operator activates th e brake
pedal, the plunger in Figure 7–7 moves left,
forcing the valve stem to block the oil flow
to the reservoir. This action increases pres-
sure in the brake circuit. At the same time,
pressure increases in the chamber and forces
the compensator valve to unseat, allowing oil
to flow through the bridge pipe to the other
master cylinder, where it is blocked by the
other valve. When both left and right brakes
are activated simultaneously, both compen-
sator valves open to equalize the pressure in
HYDRAULIC BRAKES 151
Drive system
signal pressure To brake
Valve spool Brake plunger
both brake circuits. This permits equal brake
engagement on both sides of the equipment.
The compensator valves act as check valves
when in dependent br akes ar e applie d on
either side, and they are unseated to equal-
ize the brake pressure when the operator uses
both brakes at the same time.
When the brake pedal(s) is released, the
return spring forces the plunger and valve stem
to return to neutral, opening the supply port
back to the tank. The system pressure forces
the plunger back, and the brake circuit pressure
is equalized.
BOOST ASSIST MASTER CYLINDER
On large equipment, where brake pressures
need to be considerably higher than normal
foot pressure, hydraulic pressure can be added
to multiply brake force without extra effort on
the operator’s part. This boost-assist piston
adds pressure to the master cylinder plunger to
raise brake pressure. Depending on the equip-
ment manufacturer, the oil pressure used for
the power-assist side can come from a sepa-
rate pump or from a hydraulic circuit that uses
a reduced-pressure circuit. Figure 7–8a shows
the master cylinder in the brakes-released
position.
152 CHAPTER 7
FIGURE 7–7 A typical dual master cylinder configuration used on equipment with the brakes
applied on the left brake circuit.
From
Reservoir Supply port
Valve stem
Right brake
released
To brake
piston
Left brake
engaged
To brake
piston
The master cylinder piston is held in this
position by a return spring. In this position, the
boost piston rear seal keeps the inlet oil from
entering the master cylinder. The two spring
chambers in the cylinder are open to the reser-
voir, which equalizes the pressure. Because the
brake line openings are in the spring chamber
area, they remain filled with oil. Note that when
the boost piston is released, the center valve is
also open to the reservoir.
When the operator presses the brake pedal
(Figure 7–8b), the boost piston is forced left,
allowing pressurized oil into the chamber,
behind the boost piston that applies hydraulic
pressure to add more force to the input plunger.
That plunger forces the master cylinder plunger
to the left, causing the center valve to close the
reservoir opening. When the reservoir opening
closes, the pressure builds in the spring cham-
ber in front of the master cylinder plunger. Dur-
ing normal braking action, the flapper valve on
the boost piston’s right side closes. If the opera-
tor depresses the brake pedal too quickly, the
inlet oil cannot fill the chamber’s boost-assist
side quickly enough.
To ensure smooth pedal effort during quick
braking, the flapper valve allows oil to flow
Plunger
Compensation Push rod
valve
Plunger Bridge pipe
Push rod
from the boost piston’s low-pressure side to
its inlet side, keeping the inlet side constantly
filled with oil. Once the inlet side has satisfac-
tory pressure, the flapper valve closes. The
pressure on the boost piston is proportional
to the operator’s foot pressure on the brake
pedal. Sometimes, a small port in the boost pis-
ton allows oil to flow to the reservoir. When the
operator brakes with more force, the metal-to-
metal contact surface between the input piston
and boost piston increases, slowing the oil leak-
age to the reservoir. During boost piston move-
ment, the oil on the low-pressure side of the
boost piston goes the reservoir. When the oil
level exceeds normal, the excess oil flows to the
tank through an overflow port in the reservoir.
Continued brake-pedal travel builds the
pr essure in the sprin g ch amber; be cause
this chamber is open to the brake wheel ends,
the  brakes are applied fully. In Figure 7–8c,
the center valve seal blocks the oil flow back to
the reservoir when the spring chamber is pres-
surized. If it is necessary to apply the brakes
when the engine is not running, the operator’s
foot still can apply the brake pedal, even with-
out power assist. During initial release of the
brake pedal, the boost pressure on the right
 HYDRAULIC BRAKES 153

FIGURE 7–8 A typical power assist master cylinder configuration used on off-road equipment:
(a) brakes in released position, (b) start of brake application, and (c) brakes engaged.

A. Reservoir
Outlet to
brakes circuit Seals

Boost piston

Pushrod

Center valve seal Master cylinder Flapper Input

plunger valve plunger
To drain Inlet
B.
Center Outlet to Reservoir
valve seal brake circuit

Boost piston

Pushrod

Master cylinder Flapper Input

plunger valve plunger
To drain Inlet
C.
Center Outlet to
Reservoir
valve seal brake circuit

Boost piston

Pushrod

Master cylinder Input

plunger plunger
To drain Inlet
154 CHAPTER 7
side of the boost piston moves the input piston
back to the right. At this point, the pressurized
oil from the inlet port flows to the low-pressure
side of the boost piston through the hole in the
center of the piston. During this step, the oil
from the inlet port flows to the reservoir until
the boost piston returns to its original position,
which blocks the inlet port.
HYDRAULIC ASSIST TWO STAGE
MASTER CYLINDER
Equipment manufacturers use a wide variety of
master cylinder designs for equipment compo-
nent layouts. This particular design often uses
a brake pedal connected to a bell crank lever
and a cable that controls the movement of the
brake booster plunger. It also uses a separate
oil supply to assist with the brake applica-
tion. A spring in the released position is used
to keep the piston and booster connector in
the released position to the left. The plunger is
retracted by a spring, as shown in Figure 7–9.
A snap ring located on the plunger limits the
travel d istance. A notch machined into the
power piston allows oil to flow into the spring
chamber, which is open to the return line.
When the operator brakes, the booster
plunger forces the power piston to move.
Figure 7–10 shows the master cylinder in the
partially applied position; the return spring is
FIGURE 7–9 A hydraulically assisted master cylinder with the master cylinder in the released position.
Relief valve
Power piston
Piston
Inlet Outlet
keeping the power piston and booster connector
against the left side of the cylinder. The booster
connector has a spring inside that keeps the
plunger piston retracted. Plunger travel is lim-
ited by a snap ring on the end of the plunger pis-
ton. When the plunger piston is in the released
position, inlet oil can flow into the spring cham-
ber through a notch in the plunger piston.
Because the spring chamber is open to the
return, oil circulates through the system. Oil
flows to the master cylinder’s main chamber
through an orifice at the chamber’s left end. At
this stage, the main chamber, the second-stage
chambers, as well as the brake lines are con-
nected hydraulically to the reservoir, equalizing
the pressure in the system. This design uses two
pistons to apply the brakes and has an external
reservoir with the fluid necessary to engage the
brakes, regardless of brake pad wear.
This complex brake design requires that
brake engagement be shown in two steps to
explain it. The first step, the start of engage-
ment, is explained in detail here. A relief valve
in the master cylinder housing limits the pres-
sure that can act on the power piston. Further
travel of the main piston blocks the reservoir’s
inlet opening; this builds up pressure in the
main and second-stage chambers. Now, main-
chamber pressure activates the service brakes
until the second-stage piston seats against the
end seal. This blocks main- chamber oil from
acting on the service brakes, and then the oil
Reservoir
Main piston Bypass valve
Reservoir
Seal
To service
brakes
Second stage
chamber
Booster Main chamber Second
stage piston

FIGURE 7–10 A hydraulically assisted brake master cylinder at the beginning of engagement.
Relief valve Main piston
Power piston
Piston
Inlet Return
pressure from the master cylinder’s second-
stage chamber acts to apply the service brakes.
Further brake pedal travel builds up pressure
in the main chamber until it is high enough to
unseat the second-stage piston, allowing the
oil to flow to the brakes. An external line con-
nected on the master cylinder’s brake line side
allows the brake pressure to act on a bypass
valve in the master cylinder housing above the
second-stage piston chamber. This valve limits
the brake pressure: if the pressure rises above
a predetermined point, the valve opens, forcing
brake pressure to return to second-stage pres-
sure. Brake pressures are generally low during
initial engagement, to provide smooth control
of braking during partial braking.
In Figure 7–11, the master cylinder is fully
applied, which forces the fluid to act on the
bypass valve. When this pressure reaches a pre-
determined point, the bypass valve opens, forc-
ing the brake to go to second-stage engagement.
The fluid flows from the main chamber to an
external reservoir, causing a pressure drop in
the main chamber, which forces the second-stage
piston to seat on the end seal. The pressurized
oil in the second-stage chamber cannot escape
because of the sealing action of the cupped seal
on the piston. Because this second-stage area
is about 30% of the area of the main chamber,
the pressure on the service brakes will be much
higher than in the first stage of brake application.
HYDRAULIC BRAKES 155
To remote
reservoir
Bypass valve
Reservoir
End seal
To service
brakes
Second Second
stage chamber stage piston
Booster Main chamber
connector
When the operator releases the brake pedal,
the plunger piston is forced back by spring force.
Now, a passage through the power piston opens,
allowing the oil behind the piston to return to
the reservoir. The power piston and booster con-
nector are forced back by a return spring, and
the master cylinder pistons are forced back by
a combination of oil pressure and spring pres-
sure. This brake design allows the operator to
use the brakes even if the engine is off, but the
only pressure will be from the brake pedal. The
power piston will bottom out on the booster con-
nector, forcing the main piston to build a limited
amount of brake pressure.
DUAL POWER ASSIST MASTER
CYLINDER
Modern equipment design uses independent
dual brake circuits for the front and rear brakes,
for obvious safety reasons: if a brake circuit
fails but has separate front and rear brake cir-
cuits, the operator can still stop the equipment
safely. Figure 7–12 shows a typical dual power-
assist master cylinder in the released position.
This design has two sections: the power cyl-
inder and the master cylinder. Each section’s
operation is described in detail in this chapter.
In the released position, the brake pedal
is fully released, and return springs keep
156 CHAPTER 7

FIGURE 7–11 A hydraulically assisted brake master cylinder in the fully engaged position.

To remote
external
reservoir

Relief valve Main piston Bypass valve

Power piston Reservoir

Piston End seal

To service
brakes

Second Second
stage chamber stage piston
Booster Main chamber
Inlet Return connector

FIGURE 7–12 A dual power-assisted master cylinder with the master cylinder in the fully
released position.

Reservoir inlets Plunger Relief Power cylinder

Master valve Feedback
cylinder piston

Power
piston

Rear Front Servo

brakes brakes piston
Outlet Inlet
Secondary Primary
piston piston

everything in place. Oil is in the chamber
between the load feedback piston and the
plunger. Oil from the inlet passes around the
servo piston and flows back to the tank by way
of the power cylinder chamber. The master
cylinder houses primary and secondary brake
compartments, which are open to the reser-
voir when the brake assembly is in the released
position. This equalizes the pressure in both
circuits with the brake line full.

To use the service brakes, depress the brake
pedal; this forces the servo piston to the left,
blocking the flow of inlet oil to the tank. The pres-
sure behind the power piston quickly increases,
increasing the assist force applied to the plunger,
which then acts on the primary piston. A relief
valve in the power cylinder housing limits the
pressure on the power piston. This piston allows
the pressure to act on a load feedback piston,
giving the operator feedback from the brake appli-
cation. Both primary and secondary pistons in the
master cylinder are connected mechanically.
When the primary and secondary pistons are
forced inboard, they block the inlets. This raises
the pressure in the two chambers applying the
brakes (Figure 7–13). The front brake chamber
applies pressure to the secondary piston face,
forcing the pressure to equalize in both front
and rear chambers. When the operator releases
the brake pedal, the servo piston returns to its
original location because the return spring’s
force allows oil to flow around the servo piston
and back to the tank.
HYDRAULIC BRAKE
CONTROL VALVE
Brake control valves control the flow of fluid to
hydraulic service brakes to get pressurized oil
FIGURE 7–13 A dual power-assisted master cylinder with the master cylinder in the fully
engaged position.
Reservoir inlets Plunger
Master
cylinder
To rear To front
wheels wheels
Secondary Primary
piston piston
HYDRAULIC BRAKES 157
supply from a hydraulic circuit. This circuit can
be part of a main hydraulic system, or it can
be a dedicated brake hydraulic circuit. A wide
variety of brake valves are used on off-road
equipment, to suit many different applications.
To understand how these valves work, we’ll
explain a common brake valve design.
Figure 7–14 shows a typical hydraulic
brake control valve. This valve has a dual-circuit
pedal; in other words, it has two independent
brake circuits, one on top of the other, in the
same valve body. Other designs use two sepa-
rate valves connected to the same pedal, or
two separate pedals (often found on loaders)
where one pedal applies the brakes only and the
other pedal applies the brakes and disengages
the transmission. The second pedal allows the
transmission to disengage automatically when-
ever the brakes are applied during truck load-
ing. Another common use for dual pedals is on
equipment that requires the brakes to be used
independently on each side of the equipment.
Modern backhoes often use this brake design.
Figure 7–14 shows two supply ports with
pressurized oil at the inlets. The left brake pedal
is in the released position with no oil flowing
through the valve. A spring at the valve’s bot-
tom keeps the internal spools centered in the
brake valve body. When the two internal valves
remain in this position, the supply oil cannot
Relief Load Power cylinder
valve feedback
piston
Power
piston
Servo
piston
To tank Inlet
158 CHAPTER 7
FIGURE 7–14 A dual circuit brake valve: (left) in the released position, and (right) in the applied position.
Brake pedal
released
Piston
Springs
Lower spool
Supply oil
Supply oil
Spring
flow to the wheel-end brakes. When the operator
releases the pedal, the upper spring retracts it.
When the operator steps on the brake pedal,
the upper piston forces the top spring to com-
press, moving the two spools down, and the
oil from the inlet passages flows to the brakes.
Small passages located between the spools’
inlet and outlet sides restrict the amount of oil
that can flow. The more the pedal is depressed,
the more oil will flow. This allows the brake
pedal to function as a variable pressure-
reducing valve, limiting the pressure flowing
to the wheel-end brakes. The more the pedal
is depressed, the higher the pressure is at the
wheel-end brakes.
Each spool has a small passage for oil to
flow from the circuit’s modulated-pressure side
to the spools’ underside. This creates resis-
tance to the pedal and gives the operator the
physical feedback of slight resistance. When the
upper springs’ force is lower than the oil pres-
sure underneath the spools, the pressure forces
them to move up. By metering the oil flow,
Brake pedal
applied
Upper spool
To rear brakes
To front brakes
the brake valve works like a variable pressure-
reducing valve.
When the operator releases the brake, the
oil pressure below the spools and lower spring
returns the spools to neutral by sending the oil
flow from the wheel-end brakes back to the res-
ervoir while blocking the oil flow from the inlet
side to the brakes.
DUAL PEDAL BRAKE VALVE
Figure 7–15 shows a typical brake valve that
is used on a variety of backhoe loaders or small
skid steer loaders that require independent side-
to-side braking. With the pedal released, the
return springs keep the modulator spool and
both brake selector spools also released. The oil
flows from the supply side through the modu-
lator valve and back to the reservoir through a
small hole drilled through the valve. Both brake
spools in the released position allow the brake
side to flow back to the reservoir. Two springs
are used in the modulator valve; the lower spring

FIGURE 7–15 A dual circuit brake valve in the released position.
Modulator
valve
Right brake
selector
To tank
To RH brake
actuator
Supply
oil
returns the modulator valve to the released posi-
tion when the operator releases the brakes.
When the operator applies the brakes to
the left side of the equipment (Figure 7–16),
the selector spool is forced down, blocking the
return to the tank passage. At the same time,
it opens a passage from the modulator valve’s
outlet side to the service brakes on one side.
When this occurs, the modulator spool moves
down, allowing some supply oil to flow through
a cross-drilled hole into the lower spring cavity
of the outlet port. The modulator valve’s posi-
tion restricts the lower spring cavity.
When the modulator valve springs are
compressed more (Figure 7–17), this forces
the valve to shift further, which increases the
oil pressure at the outlet ports. The restric-
tion level is set by the brake pedal force
applied, which modulates the pressure like a
variable pressure-reducing valve. The modu-
lator valve can supply oil to both brake valves
simultaneously, but only the left side is being
used in this example.
If the operator applied both brakes together,
the pressure equalizes in both brake circuits,
just as it would if one of the brake circuits were
HYDRAULIC BRAKES 159
Left brake
selector
To tank
To LH brake
actuator
Modulator
spool
used separately. For example, when brake line
pressure increases in a brake circuit, the oil
pressure in the modulator valve rises above
the upper spring pressure, forcing it up. This
restricts the oil flow through the hole more,
until the opposing forces are equalized, which
meters the oil flow to the service brakes to
maintain the pressure.
HYDRAULIC SLACK ADJUSTERS
Equipment manufacturers compensate for
brake wear in different ways. This section
explains one type of hydraulic slack adjuster
that  Caterpillar uses on some equipment.
Figure 7–18 shows the hydraulic slack adjuster
cutaway in two different views: one in the
released position, and the other in the brakes-
applied position. This type of slack adjuster is
made to compensate for brake wear. The adjust-
ers are located in series between the brake
valve and the wheel-end brakes. Each wheel end
has its own hydraulic slack adjuster.
When t he operator applies t he service
brakes, pressurized oil flows into the slack
adjuster through the inlet port from the master
160 CHAPTER 7

FIGURE 7–16 A dual circuit brake valve’s left side in the starting-to-engage position.

Modulator
valve
Right brake Left brake
selector selector

To reservoir To reservoir

To RH brake To LH brake
actuator actuator

Supply Modulator
oil spool

FIGURE 7–17 Dual circuit brake valves (left side) in the fully engaged position.

Modulator
valve
Right brake Left brake
selector selector

To tank To tank

To RH brake To LH brake
actuator actuator

Supply Modulator
oil spool
 HYDRAULIC BRAKES 161

FIGURE 7–18 Hydraulic slack adjusters. One is in the released position, and the other is in the
applied position.

Oil flow Oil flow

to master from master
cylinder cylinder

Small piston Large piston

From From
wheel wheel
brakes brakes

To To
wheel wheel
brakes brakes
Brakes released Brakes engaged

FIGURE 7–19 A hydraulic slack adjuster with the brake engaged.

Slack adjuster Piston Small piston Brake anchor

brake engaged

Inlet from
master
cylinder

To wheel
brake
Spring

Oil passage

cylinder or brake valve, depending on the brake
circuit design. This adjuster works on either
hydraulic brake circuit. Continued brake wear
requires that more oil is displaced with each
brake application as the wear increases. In
Figure 7–19, the oil pressure from the brake
valve forces the large piston to the end of the
adjuster, then the oil fills the oil passage lead-
ing to the small piston. The small piston will
unseat if the pressure in the  oil passages is
higher than the pressure in the brakes, forcing
oil to flow to apply the brakes.
When the service brakes are released, the oil
flow is vented to the inlet port side of the slack
adjuster. The lower brake pressure returns the
smaller piston to the seat. This forces the ser-
vice brakes to exhaust the oil from the wheel-
end brakes through the slack adjuster. This
forces the large piston back into the released
position (Figure 7–20).
DIVERTER VALVE
Many applications on off-road equipment need
a diverter valve in the brake circuit. Spring-
applied park brakes need a diverter valve so
that they can be released if the engine cannot
run safely (see Figure 7–21). Off-road haulage
162 CHAPTER 7

FIGURE 7–20 A hydraulic slack adjuster with the brake released.

Piston Small piston

Brake
anchor

Inlet from
master
cylinder

Spring To wheel
brake

Oil passage
Oil chamber

FIGURE 7–21 A diverter valve used on off- FIGURE 7–22 A diverter valve used on off-road
road equipment equipped with spring-applied haulage trucks to provide emergency hydraulic
park brakes. pressure to the steering system for towing.

To To To
parking service parking To
brakes brakes brakes tank

Diverter Diverter
valve plug valve Plug

Inlet from Inlet from

air/hydraulic actuator supplemental
pump

trucks often use an electric supplemental drive
pump to provide emergency hydraulic pressure
for towing; the circuit is equipped with a man-
ually operated diverter valve (Figure 7–22),
which must be shifted manually to allow the
pump to send oil to the park brake circuit.
DRUM HYDRAULIC BRAKES
Although hydraulic drum brakes are not as pop-
ular in off-road equipment today, some brake
systems still use them. The basic system is a
drum assembly (usually cast iron) that is bolted
or held in place on a rotating assembly that
includes the wheel, hub assembly, and drive
axle. A backing plate holds the shoes, wheel cyl-
inder, adjusters, and mounting linkage in place.
In some smaller equipment, a mechanical park
brake can be integrated into the rear brakes of
the equipment. The shoes are lined with a fric-
tion material that is forced to rub on the inside
of the drum when the brakes are used.
On off-road equipment, the shoes are usu-
ally pinned on the bottom and have a wheel
 HYDRAULIC BRAKES 163

cylinder at the top (Figure 7–23), which forces
the shoes against the inner drum during brake
use. During braking, the friction material con-
verts the moving equipment’s kinetic energy
to heat energy. An actuating device, such as
a master cylinder or brake hydraulic system,
applies hydraulic pressure to the wheel cylin-
ders, which forces the brake lining against the
inner drum. Figure 7–24 shows what happens
when the brake shoe is forced against the drum:
FIGURE 7–23 An example of non-servo
brake action.
Rotation
of drum
Actuating
force Drag
forces
Energization No
energization
FIGURE 7–24 The actuation concept of a non-
servo brake shoe.
the drum’s rotation creates frictional drag that
wedges the shoe tighter into the drum. This is
called self-energization.
In a non-servo drum brake, each shoe is
anchored to the backing plate at the bottom
with an anchor pin. The wheel cylinder applies
actuating force to the shoe’s toe when the equip-
ment is moving forward, to energize the leading
shoe. In this design, this concept applies to only
one shoe at a time and depends on the direction
of travel. When traveling in reverse, the trailing
shoe becomes self-energized. This design is not
ideal, because only one shoe can be energized at
a time: which shoe is energized under braking
depends on the direction of travel.
Some brake designs use the servo prin-
ciple and the self-energizing principle. These
designs are often found on smaller equipment.
Its operation is shown in Figure 7–25, where
servo action occurs when hydraulic force is
applied to the toe ends of the brake shoes dur-
ing forward motion. The primary shoe reacts
to the rotational forces first, because it has
a weaker return spring. The shoe lifts off the
anchor and is forced against the inner drum.
The shoe can then pivot on its heel, attempting
to rotate with the drum; this transfers force to
the secondary shoe by means of a connecting
link. In this way, both shoes are forced into the
drum, working together. This combination of
rotational and actuating forces causes the com-
plete shoe assembly to become energized as a
single unit.

Ro
Dr ta
ag ti
on

f
FIGURE 7–25 The actuation concept of servo
of
or
ce

dr u

action.
s

Actuating
Anchor
force
S

Actuating
e

Primary shoe
con

Resulting force
rot
dary shoe

at
i
on
ab
o ut
hinge
164 CHAPTER 7

WHEEL CYLINDERS FIGURE 7–27 The two common types of

Hydraulic drum brakes, whether they are a
wheel actuators in use: single-acting and double-
non-servo or servo brake system, must have acting wheel cylinders.
a wheel cylinder. These cylinders use hydraulic
pressure from a brake valve to force the shoes Wheel cylinder
out against the drum (Figure 7–26). Two styles
of wheel cylinders are used on these systems. Boot
A single-acting wheel cylinder has one piston
and actuates one shoe of an anchor pin pivoted
design. Double-acting wheel cylinders actuate
two shoes at one time, one from each end of
the cylinder (Figure 7–27). Brake fluid is sent
to the wheel cylinder, and as the brake lining Plug
wears, the wheel cylinder travel cannot apply
A. Spring Washer Rachet Seal Piston Self-adjuster
sufficient force to stop the equipment. All
wheel cylinders rely on cups to seal the pres-
surized brake fluid inside the housing behind Boot Seal Seal
the piston. When the operator releases the Piston
brake pedal, the brake shoe retractor springs
pull the shoes back toward the anchor pins and Boot
into the released position. Note that older off-
road drum brakes used a residual check valve
in the master cylinder to maintain residual
pressure of approximately 12 psi in the wheel
Piston
cylinder. This was required to take up any slack Self-adjuster
Rachet
and prevent wheel cup sag, which could lead B. Plug Spring Washer
to leaks or air getting into the wheel cylinder.
The residual pressure is insufficient for braking
because it takes more pressure to overcome the
return spring tension. All wheel cylinders have
a rubber boot on the piston end that protects
the piston area from dirt and water.

FIGURE 7–26 A typical wheel brake actuator.

SELF ADJUSTING MECHANISM
Oil inlet A self-adjusting mechanism is needed to keep
the brake shoes close to the drum and close up
Bleeder
the clearance caused by drum and shoe wear.
Brake adjustment can take place only when
the machine is moved in reverse. The adjust-
Piston ing lever, cable, and overtravel spring are key
components (Figure 7–28). When the brakes
are activated in reverse and the brake shoes are
Actuator adjusted correctly, the cable tension and spring
Plunger force are equal. These equalized forces keep
Adjusting the adjusting lever from moving. Normally, the
screw
brake lining and drum wear, increasing and the
upper cable travel and reducing the tension.
This causes the cable tension to become lower
than the spring force. When this occurs, the
spring force pulls the adjusting lever back and
down, rotating the adjusting screw slots. This
moves the brake shoes outward until the ten-
Pawl sion acting on the adjusting lever spring and
the cable is in balance.
 HYDRAULIC BRAKES 165

FIGURE 7–28 The self-adjusting mechanism FIGURE 7–29 A fixed caliper with a piston on
in the forward direction: adjustment is only pos- each side.
sible when the machine moves in reverse.
Brake pads

Bleed
valve
Piston
Piston

Caliper
Disc
From
brake
cylinder

FIGURE 7–30 A sliding caliper with a piston on

one side only.

Moving caliper

HYDRAULIC EXTERNAL
CALIPER BRAKES
External hydraulic disc brake systems have
two basic designs: the fixed caliper and the
sliding caliper. Their difference is whether
the calipers have pistons on both sides of
the rotor. Pistons on both sides of the rotor
( Figure 7–29) are the fixed-caliper design.
Both designs have their own shortcomings and
wear characteristics. Regardless of the design,
the brake systems’ hydraulic circuits are gen-
erally identical in use.
The sliding-caliper design (Figure 7–30)
has hydraulic pistons on one side only. In oper- Rotor
Piston
ation, the sliding caliper pulls the opposite pad
and mounting hardware toward the rotor each
time the piston on one side is activated. This
design is superior to the drum brake in many
ways. The most obvious is the difference in
how the caliper clamps the drum or rotor. The
disc brake caliper squeezes the rotor, and as it a drum brake. When disc brakes heat up, their
absorbs heat, the rotor expands into the cali- braking capacity is not affected by brake fade.
per. Conversely, when a brake drum heats up, it Also, the design of disc brakes produces better
expands away from the shoes, lowering braking cooling because the rotors’ friction surfaces are
force, creating a condition known as brake fade. exposed to airflow and can dissipate heat rap-
The clamping forces that the caliper transfers to idly, unlike drum brake friction surfaces, which
the rotor are not affected by servo action, as on are inside the drum.
166 CHAPTER 7

TABLE 7–1 Swept Area Calculation FIGURE 7–31 The dimensions required to
calculate the swept area of a disc brake caliper.
Rp Radius to the outside of the pad
RP WP
Rr Radius to the outside of the rotor
Wp Pad width Pad
RR
Note If Rp nearly equals Rr, use the following
formula to calculate swept area: Rotor
Formula Disc Brake Swept Area 5 6.28Wp
(2Rr 2 Wp)

Note: 6.28 represents π 3 2 (3.14 3 2)

Disc brakes have many advantages over

drum brakes for off-road equipment. They are
more resistant to brake fade, provide better
cooling, have better tolerance to dirt and water,
require less maintenance, do not need to be
adjusted, and have a greater swept area than
drum brakes of the same size. See Table 7–1.
Disc Brake Swept Area = 6.28 x 4(2 x 15 x 4) temperatures of the brake hardware, should
Disc Brake Swept Area = 6.28Wp (2Rr − Wp) not be major f actors in brake performance.
Ideally, tire t raction should be the only limit-
These components are designed to have
ing factor on how efficiently equipment stops.
a brake swept area that factors in the equip-
If any other factor limits the equipment’s
ment’s weight, speed, and traction character-
stopping power, the brakes are probably not
istics of the machine. To see how this affects
adequate.
some brakes, we can calculate the swept area
of a similar size drum brake system to measure
the differences in swept area between the two INTERNAL WET DISC BRAKES
designs. Figure 7–31 shows a similar diameter
Brake systems on off-road equipment always
dimension and pad width to show what the dif-
required a lot of maintenance until the intro-
ference looks like.
duction of internal wet disc brakes. No matter
In our example, the following values will
how well external disc brakes worked, there
complete the formula:
is one major hurdle that was difficult to over-
come. When equipment is operated in less than
Rp 15 inches ideal conditions, it often results in shortened
Rr 15 inches brake component life due to road grime buildup
Wp 4 inches on the rotors and calipers. This results in short
If Rp nearly equals Rr, use the following formula brake component life and often higher mainte-
Note
to calculate swept area:
nance costs.
Formula Disc brake swept area 5 6.28Wp (2Rr 2 Wp)
Internal wet disc brakes (Figure 7–32) on
off-road equipment changed that: brakes that
It is easy to see which brake system has the are sealed internally in the axle housing, away
higher swept area. from the road grime, substantially reduce the
Let’s examine other factors that affect the high maintenance costs associated with exter-
equipment’s stopping ability. Brake perfor- nal disc brakes.
mance is limited to the force applied by the The internal wet disc brake system is ideal
piston, the deflection of the drum or rotor, and where road grime contamination is likely to
associated brake hardware. The wear incurred occur. Braking is achieved by a number of
by the brake components, and the operating f riction discs that are alternately sandwiched
 HYDRAULIC BRAKES 167

FIGURE 7–32 An internal hydraulic wet FIGURE 7–33 An internal wet disc brake in
disc brake. the released position.

FIGURE 7–34 An internal hydraulic wet disc

brake assembly showing the return springs.

Brake
Piston anchor
Brake discs Chamber
and plates

Bleeder
bet ween an eq ua l number of stee l discs,
which are held stationary by external teeth
or not ches spli ne d to the wheel spindl e.
The discs are splined internally to the rotat-
ing wheel. This sealed system operates in
an oil bath, which cools and lubricates the
brake components. Some internal wet disc
brake components are mounted right next to
the differential, and others are mounted at
the wheel end of the axle, depending on the
design and application. The lubrication and
cooling requirements are integrated with the
axle assembly’s lubrication and cooling cir- Return
Wheel
cuit, which may require the use of special- pin
assembly
ized lubricants. In heavy-duty applications,
a separate cooling circuit equipped with its
own pump and cooler can be used to dissipate
the heat generated by the brake system. Inter-
nal wet disc brake systems require very little Return
maintenance. No adjustments are generally spring
required because the design compensates for
wear automatically.
When the brakes are released (Figure 7–33), Depending on equipment application, the brake
multiple return springs (see Figure 7–34) keep cavity either is filled with oil or has an indepen-
the discs and plates separated, permitting the dent brake cooling circuit that circulates fluid
wheels to rotate with very little resistance. through the brake component cavity. The steel
168 CHAPTER 7
discs are externally splined to the axle, and the
friction discs are splined to the rotating wheel.
When the wheels are turning, the friction discs
rotate with the wheel but have minimal con-
tact with the stationary steel discs, which are
splined to the axle spindle. Only a small amount
of frictional heat is generated due to the contin-
uous circulation of oil in the housing.
When the operator brakes, oil goes to the
wheel end by the foot brake valve and enters
the wheel-end brake assembly through an inlet
port. High-pressure oil enters the piston cav-
ity and forces the piston to clamp the rotating
friction discs and stationary steel discs. This
squeezing on the rotating friction discs slows
wheel rotation to brake the equipment. When
sufficient hydraulic force is exerted on the pis-
ton, the wheel locks. The discs are immersed
in oil, which absorbs the heat energy created
by the discs. Heavy-duty applications of this
design may have a separate cooling circuit that
continuously circulates oil through a cooler and
return-filter system to keep the oil clean and
cool.
FIGURE 7–35 A typical inboard internal wet disc brake.
Sun gear
shaft
Axle
Brake
disc
Plate Clutch
piston
Pin
INBOARD HYDRAULIC WET
DISC BRAKES
Some off-road equipment applications, such as
wheel loaders and farm tractors, do not have
sufficient space in the wheel end to accom-
modate a wet disc brake assembly, so the
brakes are located in the final drive, next to
the differential. With this inboard design, the
clutch and plate piston are fastened to  the
outer housing of the axle assembly. A fric-
tion disc is between the two stationary mem-
bers and is splined to the rotating drive axle
(sun gear shaft) (Figure 7–35). The amount
of friction material and the number of steel
plates used vary, depending on the equipment
size and application. When the brakes are in
the released position, the piston is held off the
disc by return springs.
When the operator brakes (Figure 7–36),
hydraulic oil is routed behind the clutch pis-
ton through an inlet passage, actuating it to
compress the disc(s) together between it and
the plate. Because the sandwiched friction disc

FIGURE 7–36 A typical inboard internal wet disc brake system in the applied position.
Dowel
Inlet
Planet
carrier
Center
housing
Actuator
piston
Friction Separator plate
discs
turns with the wheels, the equipment is braked.
The brake and differential share the same oil
for lubrication and cooling, and they require the
use of a specific type of lubricant. If lubricant
is added during servicing, it is essential to use
the correct type; conventional differential lubri-
cants may not be compatible with the brake
friction material, and could result in premature
brake failure and severe differential compo-
nent damage. This design does not require any
brake adjustment during its life other than peri-
odic oil changes based on the manufacturer’s
recommendations.
MECHANICAL INTERNAL
PARK BRAKES
For obvious safety reasons, equipment must
not be parked using hydraulic pressure only. If
hydraulic pressure is lost, the equipment could
move and cause property damage or injury to
anyone nearby. Manufacturers have many types
of mechanical park brakes on off-road equip-
ment. Figure 7–37 shows a typical mechanical
multidisc park brake that is applied by an exter-
nal lever.
HYDRAULIC BRAKES 169
Wheel
seal
Axle
housing
Hub
End plate Taper roller
bearings
This type of mechanical brake has a caliper
that locks the bevel pinion to the housing to pre-
vent any movement when parked. It is started
by a lever on the outside of the housing. The
caliper assembly is mounted to the inside of the
housing, and the friction discs are mounted to
the pinion shaft with internal spines. When the
operator sets the park brake, the pads in the
caliper squeeze the friction discs to lock them
together and prevent the pinion shaft from
rotating.
SPRING APPLIED PARK BRAKES
Modern equipment generally uses a type of
hydraulic multidisc wet disc brake that incorpo-
rates a series of extremely heavy-duty springs to
apply mechanical force to the disc. This design
requires constant hydraulic pressure to hold the
park brake in its released position. A measure of
safety is built in because when the equipment
is shut down or loses hydraulic brake pressure,
the park brakes automatically apply. The park
brake example shown in Figure 7–38 can be
found on large articulating haulage trucks, and
it is located on the output transfer drive.
170 CHAPTER 7

FIGURE 7–37 A typical internal mechanical park brake system.

Center
housing

Friction
discs

Parking
brake Pinion
assembly

Snap ring

Cam lever
Brake pads
Alignment
bolts

Caliper
Mechanical Lever
assembly Support

FIGURE 7–38 A typical internal spring-applied

park brake system located on the output of a The park brake has two sets of discs: steel
transfer case drive assembly. and friction. The steel discs are externally
splined to the axle housing and do not rotate;
the friction discs are splined to the rotating
shaft. A hydraulic piston is located in the
assembly with a pressure plate, which uses
Park brake a number of heavy-duty springs on one side,
and the hydraulic piston on the other side
(see Figure 7–39). The high-tension, heavy
springs force the pressure plate against the
Supplemental
piston, which locks the friction discs to the
steering pump
stationary steel disks and prevents the axle
Lockup shaft from moving whenever the park brake is
actuator engaged. Because this design requires hydrau-
lic pressure to release the brakes, the brakes
are automatically applied whenever the equip-
Inter axle ment is not running. When the operator wants
differential to release the park brake, hydraulic oil is
delivered to the hydraulic side of the piston,
To front
which must generate sufficient pressure to
drive axle
overcome the mechanical force of the springs
To rear to release the park brake. This ensures that
drive axle the park brakes do not release when hydraulic
pressure is insufficient, which adds a measure
of safety.
 HYDRAULIC BRAKES 171

FIGURE 7–39 A sectional view of a typical COMBINATION SERVICE/

internal spring-applied park brake system. PARK BRAKES
Some manufacturers combine the park brake
and service brake in the wheel-end brake assem-
bly (Figure 7–40). This is accomplished by
using a separate circuit and piston to apply
Pressure the park brake, which uses the same discs and
plate plates that the service brakes use. This lowers
cost and complexity, and increases reliability
Spring and safety. This design has a spring-applied
hydraulically released brake in each wheel end,
making it almost failsafe. It is very unlikely that
all four wheel ends would fail at the same time.
The park brake circuit uses a series of heavy
springs located around the park brake piston,
Piston which is positioned behind the service brake
piston. Releasing the park brakes activates
the park brake release circuit, which sends
hydraulic oil pressure to the hydraulic cavity
between the park brake piston and the service
Chamber
brake piston. This forces the service brake pis-
ton (the only one to directly contact the discs)
to release the force it is exerting on the discs.
The oil pressure exerts a force to overcome the
multiple spring pressure on the park brake pis-
ton, which in turn exerts mechanical force on

FIGURE 7–40 An internal disc brake system that incorporates a service brake and park brake in the
same axle housing.

Transmission
Selector valve Boost neutralizer
manifold cylinder pressure switch Reservoir

Front axle
Master
Front brake cylinder
assembly

Rear axle
Parking brake
Rear brake
assembly
Slave
Park brake cylinder
lever

Parking brake
cable
172 CHAPTER 7
the service brake piston. When the operator
applies the park brake, hydraulic oil is released
from the cavity between the two pistons, and
the springs behind the park brake piston apply
pressure to the service brake piston: this action
clamps the stationary steel discs and friction
discs together to apply the brakes. This system
is shown in Figure 7–41.
HYDRAULIC BRAKE FLUIDS
Brake fluids must have certain characteristics for
heavy equipment applications. The fluid must
not boil at temperatures found in a typical brake
circuit. It must not change viscosity when cold,
and it should not freeze at subzero temperatures.
The fluid should not compress significantly, and
it must flow through small brake system pas-
sages easily. It should be able to protect the brake
components from corrosion and be compatible
with common brake system materials. The fluid
should not change significantly over time, and it
should be compatible with similar brake fluids.
A good fluid should never form any gum or depos-
its on brake components.
In North America, brake fluid standards are
quantified by two groups: the Society of Automo-
tive Engineers (SAE) and the US Department of
FIGURE 7–41 An internal disc brake system that
incorporates a service brake and park brake in the
wheel-end housing.
Transportation (DOT). Conventional brake fluid
has three categories: DOT 3, DOT 4, and DOT 5.
The first two brake fluids, DOT 3 and DOT 4, have
a polyglycol base. One characteristic, unique
to this type of brake fluid, is its hygroscopic
ability to absorb moisture. This ensures that if
any moisture gets into the brake system, it will
quickly be absorbed by the brake fluid. This pre-
vents corrosion and also prevents the water from
freezing in the brake lines during cold-weather
operation. The disadvantage of a hygroscopic
brake fluid absorbing water is that it lowers the
boiling point over time. Hygroscopic brake fluids
that have been sitting on a shelf must be com-
pletely sealed in their original containers, or they
can absorb any moisture present in the air and
become unusable. One of a brake fluid’s most
important qualities is its resistance to boiling.
Let’s use DOT 3 to demonstrate how water in the
brake fluid lowers the boiling point. Uncontam-
inated DOT 3 brake fluids have a boiling point
of approximately 4008F (2058C). Once the brake
fluid absorbs moisture, the boiling point can rap-
idly drop to around 2848F (1408C). It’s easy to see
that the water-contaminated brake fluid would
create problems when it gets hot. Once it boils in
a wheel caliper, compressible gas bubbles form
and cause a pressure drop, significantly reduc-
ing the stopping ability.
DOT 5 brake fluid is formulated from a
silicone base and does not absorb water; in
other words, it is nonhygroscopic. When using
DOT 5 in a brake circuit, it must be kept free
from water; any water will cause corrosion.
Another negative feature is that it is slightly
compressible, which makes it unsuitable for
brake systems with ABS circuits. Whenever any
brake system is being serviced, identify the
brake fluid in use, so it can be topped up when
the work is completed (see Table 7–2).
TABLE 7–2 DOT Brake Fluid Boiling Point
Parameters
DOT 3 DOT 4 DOT 5
Dry boiling point
4018F 4468F 5008F
(degrees Fahrenheit)
Dry boiling point
2058C 2308C 2608C
(degrees Celsius)
Wet boiling point
2848F 3118F 3568F
(degrees Fahrenheit)
Wet boiling point
1408C 1558C 1808C
(degrees Celsius)
 HYDRAULIC BRAKES 173

FIGURE 7– 42 A typical basic hydraulic brake circuit.

Front service
brakes

Rear service Tandem brake

brakes switch
Brake
To implement Pressure switch
pilot system port

Pilot and brake Accumulator

pump charging valve Brake
accumulators
Park
Parking brake
brake
valve
Tank Park brake
switch

INTERNAL WET DISC BRAKES
Hydraulic internal wet disc brakes are ideally
suited for off-road equipment operating in an
extremely abrasive environment, such as a quarry
or mining operation. This section shows how this
brake system functions, explains the operation
of each component, and briefly discusses basic
diagnostic and repair procedures.
Figure 7–42 shows a basic hydraulic brake
circuit. When the operator actuates the tandem
foot brake valve, pressurized oil acts on the
brake wheel ends to apply the multidisc brakes.
A hydraulic pump provides a constant oil flow to
the brake circuit, sending the oil to the charge
valve, which regulates the oil and hydraulic
brake pressure in the circuit (Figure 7–43). An
accumulator charge valve maintains adequate
brake pressure in the brake circuit by control-
ling its flow of pressurized oil. Once maximum
pressure is achieved in the brake  circuit (kick-
out pressure), the charge valve redirects the
pump flow back to the tank.
When the oil pressure falls below a threshold
value (kick-in pressure), the charge valve redirects
the oil flow back into the brake circuit, charging
the circuit backup to the kick-out pressure.
Two accumulators are used in this basic brake
circuit: one for the front service brakes and one for
the rear service brakes. These precharged nitrogen
accumulators store hydraulic energy that the
brake circuit uses to apply the brakes. If the engine
fails, the accumulators store enough energy for
braking. A separate park brake valve activates
the spring-applied park brakes (Figure  7–43).
Two independent circuits are used for the service
brakes: one for the front brake and one for the rear.
A third circuit is used for the park brakes. Having
three independent brake circuits makes the equip-
ment extremely reliable and safe.
The park brake is a spring-applied hydrau-
lically released park brake that can be
mounted on any component that is mechani-
cally connected to the wheels. Many manufac-
turers mount it on the transmission’s output
shaft, on the transfer case, or sometimes on
the differential input shaft. The park brake in
FIGURE 7–43 A schematic view of a park brake
circuit.
Parking Pressure
brake switch
Supply
from Solenoid
transmission valve
pump Accumulator
174 CHAPTER 7

FIGURE 7–44 A schematic view of a brake circuit.

Front service
brakes

Rear service Tandem brake

brakes switch
Brake
To implement Pressure switch
pilot system port

Pilot and brake Accumulator

pump charging valve Brake
accumulators
Park
Parking brake
brake
valve
Tank Park brake
switch

Figure 7–44 has an electric hydraulic pres-
sure switch that monitors the brake pressure;
if it falls below a certain level, the switch sends
electrical power to the park brake solenoid to
actuate the brake. The solenoid valve cuts off
the oil flow to the spring-applied park brake.
When the park brake is in the applied position,
its solenoid is not energized. The park brake
does not receive any oil in this position; the oil
drains back to the tank through the park brake
valve.
In some applications, off-road equipment
brakes are used in severe-duty applications. The
brakes are used to a point where they require a
cooling circuit to keep the brake oil temperature
within safe limits. In these circumstances, an
extra cooling circuit can be added to the brake
system to cool the oil. In Figure 7–45, oil is
circulated through the wheel-end brake clutch
pack during operation, removing any contami-
nation formed from disc wear. This continuous
oil flow cools the brake components; before it
enters the wheel ends, it is filtered and cooled.
The brake-cooling circuit has a separate pump
dedicated to this purpose. Some manufacturers
use excess oil from the main hydraulic circuit to
cool the brakes. Pressures in the brake-cooling
circuits are generally low (5–25 psi) in compari-
son to brake activation pressures.
INTERNAL WET DISC BRAKE
COMPONENTS
A typical internal wet disc brake system is made
up of the following components:
● Brake pump
● Accumulator
● Charge valve
● Control valve
● Accumulator pressure switch
● Park brake control valve
Brake Pump
A hydraulic pump is needed to supply oil for an
internal wet disc brake circuit. A gear pump with an
output of approximately 5–12 gpm is generally used
because of its low cost. The pump is driven directly
by the engine, or sometimes mounted to the torque
converter and driven by the converter’s gearing (see
Figure 7–46). The brake pump requires very little
maintenance other than making sure it gets a clean,
unrestricted supply of hydraulic oil.
Accumulator
The piston-type accumulator used on brake
systems is precharged with dry nitrogen. The
precharge amount can vary considerably from
application to application. The precharge
 HYDRAULIC BRAKES 175

FIGURE 7–45 A schematic of a typical brake-cooling circuit.

Makeup reservoir Air hydraulic cylinders

Torque
Pump converter
drive housing

Oil cooler

Right
rear
brake
Parking
brake
valve
Left
rear
brake
Hoist
valve
Right M
front
brake
Brake Hoist
Brake cooling
Left towing pump pump pump
front
brake Diverter
valve

FIGURE 7–46 A schematic of a typical brake pump: typically the pump is mounted to the torque
converter.

Front service
brakes

Rear service Tandem brake

brakes switch
Brake
To implement Pressure switch
pilot system port

Pilot and brake Accumulator

pump charging valve Brake
accumulators
Park
Parking brake
brake
valve
Tank Park brake
switch
176 CHAPTER 7

FIGURE 7–47 A schematic showing the two brake accumulators.

Front service
brakes

Rear service Tandem brake

brakes switch
Brake
To implement Pressure switch
pilot system port

Pilot and brake Accumulator

pump charging valve Brake
accumulators
Park
Parking brake
brake
valve
Tank Park brake
switch

amount and the charge procedure are covered FIGURE 7–48 Pressure distribution inside a pis-
in the “Testing/Adjusting and Troubleshoot- ton accumulator.
ing” section. The accumulator contains a free-
floating piston with high-pressure O-rings, Charging
which separate the dry nitrogen on one side
and hydraulic oil on the other. It stores pressur-
ized oil that can be applied to the brakes when
required. See Figure 7–47 for the location of Nitrogen
the two brake accumulators. pre-charge
Because hydraulic oil does not compress mea- (1,000 psi)
surably, the pressurized oil loses its pressure
quickly when released into the brake system.
Nitrogen gas on one side of the accumulator piston
helps maintain the pressure in the accumulator cir-
cuit, so that brake applications can be used before
the pressure gets low enough to start the accumu- Discharging
lator charge process. Without any nitrogen pres-
sure in the accumulator, the brake pressure will
fall almost immediately. In the charged mode, the
pressure on both sides of the accumulator equal-
izes (Figure 7–48). When the operator applies the
brakes, some hydraulic pressure is used up. The
higher pressure on the piston’s nitrogen side forces
it down, increasing the pressure on the hydraulic Charge
side until both are equal. The accumulators should valve
be checked for nitrogen precharge regularly. The Sleeve
Upper
piston seals can develop a leak, causing oil to enter Lower
housing
the gas side of the accumulators or gas to enter the Piston housing
oil side. If the precharge is low, it means that the
nitrogen gas is leaking into the oil side.
accumulators. These valves maintain a pre-
Charge Valve determined amount of pressure in the brake
The brake charge valve (Figure 7–49) sup- accumulator circuit when the engine is running
plies oil flow when needed to the brake circuit (Figure 7–50). The flow-control valve (8)
 HYDRAULIC BRAKES 177

FIGURE 7–49 The location of a typical brake regulates the oil flow into the brake circuit.
charge valve on a loader. When the oil pressure requirements are met,
the flow-control valve senses the pressure and
Accumulator returns the oil flow to the tank. An inverse shut-
charge valve tle valve (12) in the charge valve is connected
to the accumulators by two separate lines. The
shuttle valve can sense the pressure in either
accumulator and charge it whenever the pres-
sure gets too low.
The charge valve contains several special-
ized internal components: an inverse shuttle
valve (12), a pressure-relief valve (6), cut-in
and cut-out pressure valves (11), a flow-control
valve (8), a flow-control orifice (9), and a check
valve (10). The pressure-relief valve limits the
brake circuit’s maximum pressure. A flow-con-
trol valve regulates the oil flow to the brake sys-
tem, allowing any excess oil to flow back to the
tank. A check valves stops the oil flow from

FIGURE 7–50 A schematic of a typical charge valve.

Accumulator port Accumulator port
for rear brakes for the front brakes 

Port for the brake

accumulator oil
pressure switches (7)

Inverse shuttle Spool for

valve (12) cut-out
pressure (11)

Orifice for controlling

the rate of oil charge
to the brake accumulators (9)

Flow control valve

Check
valve (10)

Outlet to the
hydraulic tank

Pressure-
Inlet from the relief valve (6)
brake and pilot
pump
178 CHAPTER 7
the accumulator side of the circuit from return-
ing to the tank.
The cut-in and cut-out pressure circuit has
a spool valve that is capable of sensing low
charge pressure (cut-in pressure). When this
occurs, the spool shifts, allowing the oil to
charge the accumulator circuit. A flow-control
valve also shifts at the same time to stop the
oil flow to the inverse shuttle valve. This allows
the inverse shuttle valves to charge the two
accumulators separately. A port (7) connects to
two accumulator pressure switches: one pres-
sure switch activates a low brake pressure light
in the operator’s compartment, and the other
sets the park brake if the brake pressure falls
below a certain level.
During a loader’s normal operation, the
brake pressure will eventually fall below cut-
in pressure after many brake applications have
taken place. Oil is pumped to the charge valve
from the brake pump (Figure 7–51). When the
accumulator pressure falls below cut-in pres-
sure, the charge valve’s main spool is forced to
the right by the charge valve springs (1) over-
coming the force of the detent spring (2), along
with the oil pressure acting on the opposite
FIGURE 7–51 The accumulator charge valve in charge mode.
Charge valve spool
Charge valve
spool springs
Dump passages
Inlet from charge
pump
Orifice 1
Flow control
valve spool
Radial holes Spring
Outlet to oil cooler
Pump pressure oil
Tank oil
piston end (at location [13]). This action forces
the spool over until the detent balls drop into
the detents (4) that keep the spool in the charge
position. The oil flow now can flow through
the orifice (1) and into the lower flow-control
valve (5). This causes a pressure buildup on the
charge pump side of the orifice (1), forcing the
spool to shift to the right. The oil then flows
through the orifice (2) control valve spring
chamber and into the pilot relief valve chamber
(8). The combination of oil pressure and spring
force (9) works against the oil pressure in ori-
fice 1. These forces oppose each other, control-
ling the oil flow through dump passage (6). At
this point, oil is blocked Flow Control Valve (8)
until the pressure surpasses the relief valve
pressure. Oil flows through the radial holes
(7) located in the lower spool, up into the open
charge valve spool (3), and into the check valve
(10). This continues until the cut-out pressure
(Figure 7–52) is reached. Then, the pressure
behind the charge valve spool (at [13]) increases
until it overcomes the spring force, shifting the
spool blocking the oil flow to the accumula-
tors and sending most of the pump flow to the
hydraulic oil cooler.
Check valve Detent balls
Retainer
Detent springs
Passage
Piston
Pilot relief
valve
To tank
Orifice 2

FIGURE 7–52 The accumulator charge valve in fully charged mode.
Charge valve spool
Charge valve
spool springs
Dump passages
Inlet from charge
pump
Orifice 1
Flow control
valve spool
Outlet to oil cooler
Pump pressure oil Tank oil
Accumulator pressure oil Trapped oil
Control Valve
The Word Brake to Cont rol Valve See the
“Hydraulic Brake Control Valve” section and
Figure 7–53 to learn how the brake compo-
nents work with this type of valve. By metering
the flow of oil, the brake valve acts like a vari-
able pressure-reducing valve.
When the operator releases the brake pedal
(Figure 7–53, left), the oil pressure below the
spools and lower spring returns the spools to
the neutral position by returning the oil flow
from the wheel-end brakes to the reservoir and
at the same time blocking the oil flow from the
inlet side to the brakes.
Accumulator Pressure Switch
This switch is a hydraulic electric valve that
monitors the accumulator pressure and triggers
a park brake application when the pressure
drops below a predetermined safe value. A sec-
ond accumulator pressure switch turns on a
low accumulator pressure light in the operator’s
compartment when the pressure drops too low.
The brake accumulator pressure switch prevents
the operator from releasing the brakes before a
safe pressure is reached (Figure 7–54).
After the operator starts the engine, the
charge valve will charge the brake accumulators
HYDRAULIC BRAKES 179
Detent balls
Check valve
Retainer
Detent springs
Passage
Piston
Pilot relief
valve
Radial holes Spring To tank
Orifice 2
until the pressure reaches the low limit of the
pressure switch. Once that happens, the elec-
trical contacts open in the pressure switch and
turn off the low brake pressure indicator light.
The accumulator pressure switch also triggers a
signal to the power train engine control module
(ECM) that releases the park brakes. In the event
of a low brake pressure problem during opera-
tion, this switch will turn on a brake impending
indicator light and apply the park brake once the
pressure falls below the switch’s low limit value.
The operator will not be able to release the park
brake until the safe accumulator pressure is
above the low limit value. When this occurs, the
operator will have to cycle the park brake switch
on and off before the brakes can be released. An
electrical interlock circuit prevents the accidental
release of the park brake if it is applied inadver-
tently by a loss of brake pressure.
Park Brake Control Valve
The park brake control valve is an electric
hydraulic valve activated by an electric control
button in the operator’s compartment. The valve
controls the oil flow to the spring-applied park
brake (Figure 7–55). The park brake circuit can-
not release the park brake until brake pressure
is above a predetermined minimum pressure. If
180 CHAPTER 7

FIGURE 7–53 Brake valve: (left) in the released position, and (right) in the applied position.

Brake pedal Brake pedal

off applied

Piston

Springs Upper spool

Lower spool
To rear brakes

Supply oil

To front brakes

Supply oil

Spring

FIGURE 7–54 Location of the two accumulator pressure switches: (left) this is for the brake warning
indicator light in the operator’s compartment; and (right) this applies the emergency park brake if the
brake pressure falls below a predetermined safe operating level.

Accumulator Accumulator
pressure pressure
switch #1 switch #2

the brake pressure falls below this safe operat-
ing pressure, the accumulator brake pressure
switch will automatically set the park brake.
When the operator sets the park brake
switch to the off position, the park brake con-
trol valve solenoids are energized, and the valve
allows the oil to flow to the park brakes, disen-
gaging them. When the operator activates the
park brake (Figure 7–56), the park brake valve
solenoids are de-energized. This also occurs
when the operator turns the key switch to the
off position or if brake pressure falls below a
 HYDRAULIC BRAKES 181

FIGURE 7–55 Schematic of a braking system with engine running and parking brake released.
Rear service brake
Front service brake Service brake
Accumulator accumulator
accumulator and transmission
charge valve Auxiliary neutralizer Service brake
accumulator control valve control valve

Brake control
valve group

To oil
cooler

Rear Front
brakes brakes

Filter
Driveline
Brake brake
charge
pump
Hydraulic oil reservoir

Note: All yellow envelopes on the schematic are active.

FIGURE 7–56 Schematic of a braking system with engine running and parking brake engaged.
Rear service brake
Front service brake Service brake
Accumulator accumulator
accumulator and transmission
charge valve Auxiliary neutralizer Service brake
accumulator control valve control valve

Brake control
valve group

To oil
cooler

Rear Front
brakes brakes

Filter
Driveline
Brake brake
charge
pump
Hydraulic oil reservoir
182 CHAPTER 7
certain value. This allows the oil to drain from
the park brakes back to the tank, activating the
spring-applied park brakes.
Figure 7–55 shows the oil flow when the
park brakes are released. The driveline brake
solenoids are energized, sending oil through
the valve. Oil now flows through the center
solenoid valve to the driveline brake assem-
bly, which can now overcome the spring force,
releasing the driveline brake. At the same time,
the service brake pressure is released by two
solenoids, one for the front and one for the
rear brakes, sending the oil flow back to tank.
As long as the driveline brake assembly has oil
pressure, the brakes will stay released. If this
circuit loses oil pressure, the brakes will auto-
matically be applied by spring force.
In Figure 7–56, the engine is running with
the service and driveline brakes applied. The
charge pump sends oil through a filter to the
charge valve. This valve maintains a specific
pressure range in the accumulators. Oil flows
to the auxiliary accumulator, keeping it charged
to a predetermined pressure level. The auxiliary
FIGURE 7–57 Schematic of a braking system with engine running and service brakes applied.
Rear service brake
Accumulator accumulator
charge valve Auxiliary
accumulator
Brake control
valve group
To oil
cooler
Filter
Brake
charge
pump
Hydraulic oil reservoir
accumulator’s flow is blocked, allowing the oil
pressure in the spring-applied driveline brake to
return to the tank, applying the driveline brake.
SERVICE BRAKE OPERATION
The service brakes on this equipment are a
hydraulic internal wet disc brake system. The
park brake is a spring-applied, oil pressure–
released system. Both systems use the same
wheel-end brake components to apply the
brakes. Because the park brakes are spring
engaged, the service brakes cannot be used
when the park brake is engaged; after the engine
is started, the brake/pilot pump sends oil flow
through the filter and to the brake accumulator
charge valve. This valve charges the accumula-
tors until the predetermined cut-out pressure is
reached. The oil then flows to the service brake
control valve. When the operator uses the ser-
vice brake pedal, modulated oil pressure goes
to the wheel-end brakes. The more the pedal
is depressed, the more pressure is sent to the
wheel-end brakes (Figure 7–57).
Service brake
Front service brake and transmission
accumulator neutralizer Service brake
control valve control valve
Rear Front
brakes brakes
Driveline
brake

PARK BRAKE OPERATION
When the operator applies the park brake (see
Figure 7–58), the park brake solenoids are
de-energized, which causes the park brake con-
trol valve to redirect the flow of oil from the
park brake to the hydraulic tank. The park
brake springs force the pistons to apply pres-
sure to the friction discs, thus stopping the
equipment.
When the park brake is released, its sole-
noids are energized to redirect the oil flow from
the tank to the wheel-end park pistons, which
force the piston to retract against spring pres-
sure and release the park brakes. When there
is oil pressure behind the park brake pistons
opposing the spring pressure, the park brakes
will remain released. If brake pressure or engine
power is ever lost, the park brakes will apply
immediately.
TESTING/ADJUSTING AND
TROUBLESHOOTING
Before beginning any work, the equipment
must be parked on level ground and have wheel
chocks installed on both sides of the tires. Be
sure that any implements attached to the equip-
ment are lowered to the ground. The steering
frame lock must be installed along with any
required lockouts or tags. If the equipment has
any steering lock mechanisms or transmission
locks, ensure that they are engaged. To relieve
any residual pressure in the main hydraulic
system, turn on the key switch and activate the
steering and dump hoist controls. Depress the
brake pedal several times to relieve the brake
system pressure. If the system has a pressur-
ized hydraulic tank, depress the hydraulic tank
relief valve to release the pressure. Be sure you
have a suitable container to catch any fluid that
may be released.
Visually inspect the complete brake system
for any signs of oil leakage or damaged compo-
nents. Before any testing, be sure the oil is at
operating temperature. As with all diagnostic
procedures, start at the beginning, and this usu-
ally means the tank. Check the oil level; look for
indications of air in the oil (aerated oil). Place a
small amount of oil in a clear container, and visu-
ally examine it for air bubbles. Note: This must
be performed immediately after the equipment
HYDRAULIC BRAKES 183
is shut down because bubbles disperse within
minutes.
Inspect the filter element for excessive dirt;
use a magnet to determine whether the par-
ticles are metallic. Check all hydraulic lines
and fittings for obvious damage. In diagnos-
tics, there is usually more than one root cause
to a performance complaint. Before performing
specific tests, read over the service literature’s
troubleshooting section to review common
problems or symptoms. Ensure that the accu-
mulator nitrogen charge pressure is correct. Be
sure that the oil you are using is the correct vis-
cosity for the equipment’s operating conditions
and temperatures. The troubleshooting chart in
Table 7–3 outlines the most common problems
encountered on internal wet disc brake sys-
tems. Always refer to the manufacturer’s service
literature for the specific equipment that you
are diagnosing.
BRAKE SYSTEM PRESSURE
RELEASE
Th e equip ment m us t be par ked on leve l
ground and have wheel chocks installed on
both sides of the tires. Be sure that any imple-
ments attached to the equipment are lowered
to the ground. The steering frame lock must
be installed along with any required lockouts
or tags. If the equipment has any steering lock
mechanisms or transmission locks, ensure that
they are engaged.
PROCEDURE
● Before beginning, set the park brake and
stop the engine.
● Press the service brake pedal as many times
as necessary to relieve all accumulator
hydraulic pressure. Observe the brake pres-
sure gauge on the dashboard. Note that there
is a gauge for each brake circuit, front and
rear. The gauges should read zero after all
the pressure is relieved, with the brake pedal
depressed.
BRAKE PUMP FLOW TEST
The brake pump test determines the condi-
tion of the pump and its ability to pump oil.
These flow tests are conducted at two differ-
ent pump speeds to assess the pump’s con-
dition. The difference between pump flow of
184 CHAPTER 7
TABLE 7–3 Hydraulic Brake Troubleshooting
Problem
Service brakes are slow to apply.
Accumulator pressure will not reach cut-out pressure at engine idle.
No front service brakes.
No rear service brakes.
Park brake does not engage.
Service brakes do not hold.
No warning system activation.
Service brakes do not apply evenly.
Excessive force required to depress the brake control valve.
Service brakes not releasing completely.
Brake pedal kick-back during brake application.
two different operating pressures is called
flow loss. The specifications used here (see
Table 7–4 and Table 7–5) are for reference
purposes and do not represent actual flows
for any given pump. Always refer to the man-
ufacturer’s service l iterature for the equip-
ment in question.
To perform this test on the equipment,
install a flow meter to measure the pump output.
An example of actual flow loss is shown in
Table 7–6.
BRAKE ACCUMULATOR CHARGE
AND TEST PROCEDURE
This is an example of the steps to check and
charge a brake accumulator. Park the equipment
on level ground with wheel chocks installed on
both sides of the tires. Lower any implements
attached to the equipment to ground level. The
steering frame lock must be installed along
with any required lockouts or tags. Engage any
steering lock mechanisms.
Possible Cause
● Nitrogen gas charge is low
● Hydraulic fitting or lines are leaking
● Brake discs are worn beyond limits
● Aeration of the brake fluid
● Damaged hydraulic brake lines
● Low brake pump output, excessive brake pump wear
● Brake lines to the front brakes are pinched or twisted
● Internal damage to the front brake components
● Defective service brake control valve
● Brake lines to the rear brakes are pinched or twisted
● Internal damage to the front brake components
● Defective service brake control valve
● Defective park brake control switch
● Sticky park brake solenoid control valve
● Internal brake discs worn beyond permissible tolerances
● Defective pressure sensor or switch
● Blown circuit fuse or display
● Uneven brake disc wear
● Brake control valve is sticking during use
● Low brake pressure to either brake circuit
● Sticking brake control valve due to oil contamination
● Wheel end brake component damage
● Sticking brake control valve due to oil contamination
● Obstruction under the brake pedal; dirt or rocks prevent-
ing the pedal from releasing completely
● Air in the brake system
TABLE 7–4 Determining Pump Flow Loss
Method of Determining Flow Loss
Pump Flow at 690 kPa (100 psi)
Pump Flow at 6,900 kPa (1,000 psi)
Flow Loss
Example of Determining Flow Loss
217.6 L/min (57.5 US gpm)
196.8 L/min (52 US gpm)
Loss 5 20.8 L/min (5.5 US gpm)
TECH TIP:
Only dr y nitrogen gas c an be us ed to c harge
accumulators. No other gases are permitted for this pro-
cedure; some gases, such as oxygen, are highly explo-
sive and should never be used. Be sure that the nitrogen
bottles have the right connections to match the hoses
and gauges for this procedure. Before beginning this
procedure, make sure that all the hydraulic pressure is
dissipated from the brake system.
 HYDRAULIC BRAKES 185

TABLE 7–5 Determining Pump Flow Loss

Method of Determining Flow Loss

Flow Loss (L/min or US gpm)
× 100 5 Percent of Flow Loss
Pump Flow at 690 kPa (100 psi)
Example of Determining Flow Loss
(20.8 L (5.5 gpm))
× 100 5 95%
(217.6 L/min (57.5 US gpm))

TABLE 7–6 Actual Pump Flow Loss

Example of Actual Pump Flow Loss

Pump Flow at 6,900 kPa (1,000 psi)
× 100 5 Percent of Flow Loss
Pump Flow at 690 kPa (100 psi)

To ensure that the nitrogen charge pressure TABLE 7–7 Pressure / Temperature Relationship
is correct, the hydraulic pressure must be com-
pletely relieved, with the accumulator piston
Accumulator Pre-charge Pressure/Temperature
bottomed out in the accumulator. To ensure the Relationship for 5,500 kPa (800 psi)
correct pressure is in the accumulator, consult a
temperature correction chart before beginning. 208F (278C) 725 psi (5,000 kPa)
In our example (see Table 7–7), we use 800 psi 308F (218C) 740 psi (5,105 kPa)
as the desired charge pressure at 708F (218C).
To check the nitrogen charge in the accu- 408F (48C) 760 psi (5,235 kPa)
mulator, connect a 0–2000 psi (0–13,800 kPa) 508F (108C) 775 psi (5,340 kPa)
pressure gauge to the connection on the top of 608F (168C) 785 psi (5,420 kPa)
the accumulator. (Refer to the equipment’s ser-
708F (218C) 800 psi (5,500 kPa)
vice literature for the correct procedures.) If
the gauge reading is high, release some of the 808F (278C) 815 psi (5,605 kPa)
excess nitrogen. If the pressure is low, follow 908F (328C) 830 psi (5,735 kPa)
the general steps in the service literature to 1008F (388C) 845 psi (5,840 kPa)
charge the accumulator.
1108F (438C) 860 psi (5,920 kPa)
The steps used to charge an accumulator
are outlined here. 1208F (498C) 875 psi (6,000 kPa)

Procedure
● Connect the appropriate hose from the nitrogen
cylinder to the valve (3) (Figure 7–60).
● Close the valve (3) and open the nitrogen
cylinder. Adjust the screw (1) on the regula-
tor (9) until the pressure on the gauge (7) is
the correct charge pressure.
NOTE:
Be sure to compensate for ambient temperature varia-
tions: failure to do so can produce false readings
● Open the valve to the accumulator (3), and
proceed to charge the accumulator. Once
the accumulator pressure is stabilized, close
the valve (3). Pressure on the gauges (4 and
7) should be the same.
● Repeat the above procedure if the pressures
do not match.
● Close the valve (3) and close the nitrogen
cylinder valve.
● Remove the chuck (5) and test equipment,
and reinstall the protective cap onto the
accumulator.
When installing a new or reconditioned
accumulator, perform the following steps to
purge the accumulator of any trapped air. Then
perform the steps above to charge an accumu-
lator. All of the air must be purged from the
gas side of the accumulator before any nitro-
gen is added to the accumulator. Pour approxi-
mately 2 quarts (1.9 L) of SAE 10W oil into the
186 CHAPTER 7

accumulator’s gas side. This is necessary to
lubricate the top piston seal and ensure that all
air is removed from the accumulator.
Procedure
● Install a new accumulator on the equipment.
● Refer to Figure 7–58 to identify the equip-
ment for connecting the nitrogen cylinder
with the appropriate gauges and adapters to
properly charge the accumulator.
● Install the chuck (5) to the accumulator
nitrogen charge valve, with the other end
of the charge hose pointing into a container
that can hold the oil from the accumulator’s
nitrogen side.
● Start and run the engine until it reaches
n ormal oper ating t empe rature. As the
charge valve charges the accumulator’s bot-
tom section, the air and oil in the top of the
accumulator will be forced out into the con-
tainer. When the oil ceases to flow from the
hose, close the valve (3) completely.
FIGURE 7–58 The nitrogen charge hardware
required to charge a brake accumulator.
Valve
handle
Chuck
Pressure
gauge (4)
30
20
10
● Stop the engine, and relieve the brake
system pressure as outlined in the “Brake
System Pressure Release” section or in OEM
service literature.
Now, to complete the procedure, follow the
steps to charge the accumulator.
ACCUMULATOR CHARGE VALVE
TEST PROCEDURE
Here is an example of the steps for checking
accumulator charge valve operation.
Procedure
● Before proceeding, ensure that the engine is
not running.
● De press t he service brake pedal until
all pressure is removed from the brake
accumulators. The number of times that
you  must depress the brake pedal will
vary depending on the equipment. In our
example, we use 75 brake applications as
the minimum amount.
● Connect a pressure gauge (0–25,000 kPa or
0–3600 psi) to the gauge connection pressure
tap (shown in Figure 7–59).
● Observe the pressure reading before starting
the engine. The pressure should be 0 psi.
● Start the engine, and build up the charge
pressure until it reaches cut-out pressure.
Refer to the manufacturer’s service litera-
ture for the correct specifications. In our
example, we use 14,480 kPa (2100 psi). Shut
off the engine at this point.
● Turn the key to the on position without
40
50
60 70 80
90
100
110 starting the engine.
120
130
0 140

FIGURE 7–59 Location at which a gauge must

Valve (3) be connected to check accumulator charge valve
operation on a CAT R1700 load-haul-dump loader.
Pressure 50
60 70 80
90

gauge (7) Brake accumulator

40 100
30 110
20 120
10

oil pressure switch

130
0 140

Regulator Pressure
assembly (9) tap
Pressure Brake
regulator Chuck for accumulator
screw (1) nitrogen charge valve
cylinder (5)

● Apply the service brakes repeatedly, and
count the number of times you apply the
brakes while checking the pressure on the
service gauge.
● Once the gauge needle drops to 8300 kPa
(1200 psi), the accumulator oil pressure
gauge on the dashboard should illuminate.
If this occurs, then the accumulator low-oil-
pressure alert is working properly.
● Apply the service brakes, and continue
count ing t he brake applications while
observing the gauge pressure. At one point,
the pressure will drop off rapidly; this is an
indication of how much nitrogen precharge
pressure is actually in the accumulator.
● Add up the number of brake applications
required to get the gauge to drop off rapidly.
Check the service literature to determine
the number of applications that is correct
for that equipment. As mentioned, we use
75 applications.
● If the cut-out pressure is not correct, refer
to the service literature for the adjustment
procedures, which vary from equipment to
equipment. Not all charge valves have a cut-
out pressure adjustment that can be readily
performed in the field. In some cases, it may
be necessary to replace the charge valve (see
Photo Sequence P2: “Accumulator Charge
Valve Pressure Check”).
● The cover for sprin g 4 in the diagram
must be removed to gain access to the shim
pack (5).
● Add or remove shims according to require-
me nts . A dd e d or r em ovi n g on e s h im
HYDRAULIC BRAKES 187
will change the pressure by approximately
33 psi (230 kPa).
● Reinstall the brake charge valve, and recheck
the pressures as outlined previously.
● When the cut-out pressure is within speci-
fication, run the equipment and apply the
brake pedal as many times as needed to get
the pressure to the point where it will start
to charge the backup. Observe the pressure
at this point. This is the cut-in pressure.
● If the pressure difference between the cut-in
and cut-out pressure is not within specifica-
tions, add or remove shims in location (6)
(see Photo Sequence P2).
● Remove the c ha rge va lve, and add or
remove shims to achieve the correct spread
in pressures.
● Reinstall the charge valve, and retest the
pressures for correct values. Reinstall any
additional hardware that was removed to
access the brake charge valve.
WARNING:
Never use your hands to check for leaks in any high-
pressure hydraulic circuit. Use a small piece of cardboard.
A pin-size leak can allow high pressure oil to unknowingly
penetrate skin. If oil is accidentally injected into the skin,
immediate medical attention is required. Oil in a hydraulic
circuit can become extremely hot during operation. This
can lead to severe burns if accidentally splashed onto
yourself or other personnel in the work area.
188 CHAPTER 7

Photo Sequence 2
HYDRAULIC BRAKES: CHARGE VALVE PRESSURE CHECK
This is a general procedure used to check brake charge valve pressure and operation for hydraulic
internal wet disc brakes. This example is not intended to replace service literature, which should
always be referenced. Before beginning, be sure to ensure that the oil flow for the brake circuit is
within specifications. Restriction to flow in any hydraulic circuit determines the correct pressure
values.

PS2–1 Depending on the employer, some form of tagging
or lockout procedure must be used to protect technicians
while work is being performed on the equipment.
PS2–2 Some employers require you to actually lock out
the main power disconnect on the equipment. This lock
can be installed and removed only by the technician who
is performing the work on the equipment. It must be
removed on completion of the work.

PS2–3 Proceed by lowering the brake system pressure PS2–4 Connect a suitable gauge to the fitting. At 0–3000
by activating the brake valve as many times as necessary psi (20,700 kPa), a hydraulic pressure gauge must be
for the brake pressure to read zero. The foot brake valve is used. At this point, the gauge should read zero after it is
located in the operator’s compartment. connected and tightened.
 HYDRAULIC BRAKES 189

PS2–5 Have someone start the engine, and observe the reading on the pressure gauge as it increases. A short pause in
the oil pressure rise indicates the accumulator nitrogen precharge pressure. The pressure will continue to rise to a point
where it will pause again. This pause point is the cut-in pressure. Continue observing the pressure rise until it reaches its
maximum level. This is known as the cut-out pressure. Now refer to the equipment manufacturer’s specifications to obtain
the correct values.

PS2–6 If the cut-out pressure is not within specifications, the following adjustments can be made. Relieve the oil pressure
in the brake circuit, as outlined previously. The brake charge valve must be removed from the equipment to make the
necessary adjustments.
190 CHAPTER 7
ANTILOCK BRAKE SYSTEM ABS
The ABS was first developed for aircraft shortly
after WWII. Today, modern ABS can be found
on virtually all modern commercial aircraft as
well as heavy on-road and off-road equipment,
because it keeps the wheels from locking up
unintentionally. Conventional brake systems
cannot prevent unintentional wheel lockup.
Tires lose much traction when wheels lock up,
which can increase the stopping distance dra-
matically. Manually pumping the brakes on
equipment during panic stops or in slippery
conditions is no match for an electronically
controlled brake system, which can modulate
the brake applications hundreds of times a sec-
ond to prevent wheel lockup. The ABS provides
the shortest stopping distance every time.
Whenever wheel lockup occurs on off-road
equipment, frictional forces between the tire
and roadway are reduced considerably. The loss
of friction increases the stopping distance, in
some cases considerably. A locked-up tire can
reduce directional stability, which can affect
driving stability; steering the equipment is
difficult in a wheel lockup situation. By keep-
ing the wheels from locking up, the ABS makes
equipment operation that much safer. The ABS
has four main advantages over non-ABS: (1) the
FIGURE 7–60 Typical antilock brake system main components: wheel speed sensor, electronic control
module, and a hydraulic modulator assembly with an electrically operated solenoid valve.
1
equipment raking distances are kept to a mini-
mum; (2) equipment stability is maintained at
all times; (3)  steering is never compromised
during cornering because wheel lockup does not
occur; and (4) safe operation of the equipment
is dramatically increased when wheel lockup
is not a factor. The ABS’s failsafe design can be
built into the brake system and only operates
during potential wheel lockup conditions. If
system faults occur, the antilock electronic con-
trol deactivates the system, which would still
function as a conventional brake system.
Antilock Brake Components
Most ABS share the same components, which
include: (1) wheel speed sensors, (2) an elec-
tronic control module, (3) a hydraulic modula-
tor assembly, and (4) an electrically operated
solenoid valve (Figure 7–60).
On some newer equipment (Figure 7–61),
an electric hydraulic pump is used for power
assist and the ABS.
Wheel Speed Sensors and Sensor Ring
Every wheel has a wheel speed sensor. Each
sensor has a magnetic pickup as well as a sen-
sor ring that is fitted to the wheel assembly,
either mounted to the axle hub or behind the
brake rotor, depending on the wheel-end brake
4

FIGURE 7–61 A typical antilock brake system showing the major components.
design; this is so the magnetic speed sensor can
sense the teeth on the sensor ring as it rotates.
The differential pinion shaft can also have a
speed sensor, or it can be mounted to the trans-
mission tail shaft.
The magnetic speed sensor’s magnetic core
is surrounded with coil windings (Figure 7–62).
During equipment operation, the wheel rotates,
inducing AC voltage in the sensor’s pickup
winding. This causes the polarity of the mag-
netic field to reverse and induces an AC volt-
age in the pickup windings. As the wheel
speed changes, the number of voltage pulses
increases or decreases, generating a signal in
direct proportion to the wheel speed. The sig-
nal is received by the control module and con-
verted into binary code so that the module can
process it. When a speed sensor is replaced, it
is important to maintain the mounting distance
known as the air gap. An accurate air gap dis-
tance is necessary for an accurate signal. An
out-of-specification air gap may produce an
erratic or weak signal. Also, any major change
in tire size could affect the system’s accuracy.
This is because the equipment manufacturer
sets up the system to operate with a specific
tire size.
Control Module
The antilock electronic control module, com-
monly known as the EBCM (electronic brake
control module), is a microprocessor that
operates like the ECM. It receives input sig-
nals from various sensors and regulates brake
HYDRAULIC BRAKES 191
pressures during braking to prevent wheel
lockup. The EBCM continuously monitors two
key inputs, the wheel speed sensors and brake
pedal switch, during equipment operation.
When the brake switch signals to the EBCM that
the brakes are being applied, it immediately
goes from standby mode to active mode. The
wheel speed sensors input signals to the EBCM
while the brakes are applied (Figure 7–63). If
the control module detects a deceleration rate
change in any of the wheels while braking, the
ABS control module cycles the solenoid’s
valves in the modulator assembly to pulsate the
brake pressure in the affected circuit(s) until the
deceleration rate returns to normal. The normal
deceleration rates are preprogrammed into the
EBCM. Once wheel speeds return to normal, the
system goes back into standby mode. When-
ever the module has to be disconnected for
any reason, the power must be off before this
takes place. Failure to do so could create a
high-voltage spike that could damage electronic
components in the circuit, such as the EBCM.
Hydraulic Modulator
In some ABS, the modulator valve body is part
of the master cylinder assembly. It may also
be a separate unit; in any case, the operation
is the same. The modulator valve assembly
may also incorporate the ABS solenoid valves.
These valves open and close internal passages
between the master cylinder and the individual
brake circuits. The number of valves in each cir-
cuit depends on the ABS design and application.
192 CHAPTER 7

FIGURE 7–62 Typical antilock brake system wheel-end assembly and speed sensor.

3
2

FIGURE 7–63 Typical antilock brake system wheel-end assembly with one wheel activated.

In some designs, a pair of off and on solenoids
for each brake circuit is used; in other designs,
a single valve can operate in more than one
position. The brake pressures in any one of the
independent circuits can be manipulated by
the modulator valves to hold, release, or reap-
ply. Some ABS systems incorporate an electric
pump to generate power assist for normal brak-
ing and supply the pressure for ABS braking.
The ABS control module uses a relay to energize
the pump motor. The fluid energy is stored in
an accumulator. When the brakes are applied,
pressure is available instantly from the accu-
mulator, which sends it to the master cylin-
der for power assist. Pressure switches in the
accumulator circuit signal the ABS control mod-
ule to energize the pump when the pressure
falls below a preset value. Once the nominal
 HYDRAULIC BRAKES 193

pressure is reached, the pump shuts down. The
accumulator stores enough energy for braking in
10 to 20 power-assisted stops. If a pump failure
occurs, a warning indicator alerts the operator of
low reserve pressure. Conventional ABS systems
with a master cylinder with a vacuum booster
use a small accumulator(s) to temporarily hold
brake fluid during the hold-and-release braking
cycle.
Traction Control Systems
Much modern off-road equipment incorporates
a traction control system (Figure 7–64). This
system can provide stability when a loss of road
grip, due to a difference in traction in the drive
wheels, could compromise steering control and
equipment stability. It can keep equipment from
skidding on slippery surfaces by limiting tire
slippage on the wheels that are losing traction
(Figure 7–65). Traction control systems are
capable of applying braking action to any wheel
that is turning faster than its counterpart. The
ECM of the traction control system is capable
of monitoring wheel speeds and transmission
tail shaft speed. It also monitors the position of
the service brake with a switch connected to the
data link communication to the ECM. Under
normal operating conditions, if the equipment
is traveling at more than 12 mph (19 km/h),
the traction control system is not active. If one

FIGURE 7–64 Typical traction control components on an off-road loader.

Wheel speed sensors

Wheel speed sensors

FIGURE 7–65 Typical traction control components: (a) brakes released, and (b) right brake engaged.
194 CHAPTER 7
FIGURE 7–66 Typical traction control system components.
Electronic
service tool
Service/retarder
brake switch
Transmission
output speed
sensor Data link
TCS test
switch
Left wheel
speed sensor
Right wheel
speed sensor
wheel loses traction and starts to slip, some oil
flow is blocked from the park brake chamber in
the wheel end. (Note that the park brakes are
spring applied and released by oil pressure—
the complete opposite of the service brakes).
In this scenario, the wheel with the slippage
gets reduced oil pressure, and the spring applies
the park brakes, slowing down the slipping
wheel while also increasing torque to the wheel
with traction. Once wheel speeds are synchro-
nized, the solenoid that is controlling the oil
flow to the park brakes is deactivated, and full
flow is restored to the park brake, fully releas-
ing the brakes. The park brakes can be applied
to either side by the traction control valve.
When oil from the pump enters the traction con-
trol valve, it shifts a piston that unseats a check
ball valve, opening a drain line at the top of the
valve. The oil then flows through an orifice, into
the selector solenoid, and then to the brakes’
reducing spools. This forces the reducing spool
to shift to the center of the traction control
valve, allowing the oil to flow past the reduc-
ing spools and into the rear park brakes. When
the control module detects a loss of traction in
one wheel, the selector and proportioning sole-
noid are engaged. The spool inside the selector
solenoid is activated, causing the spool to shift.
Brake ECM
(ARC) (TCS)
TCS
engaged
lamp
TCS elector
solenoid
(left and right)
Proportional
(servo)
solenoid
+ 10 V To
wheel sensors
The passage from the selector solenoid valve to
the reducing spool opens to the proportioning
solenoid valve (Figure 7–66). The reducing
spool allows the oil to flow to the proportion-
ing solenoid valve to the drain, and the rate of
flow is determined by the proportioning sole-
noid valve. When this occurs, the reducing valve
for the wheel that is losing traction blocks part
of the park brake release oil, which engages the
spring-applied park brake, slowing down the
wheel speed. The oil from the wheel that is los-
ing traction reduces the flow of supply oil to the
wheel, allowing the selector and proportioning
solenoid valves full oil control. Once the wheel
that is losing traction matches the speed of the
other wheel, the proportioning and selector
valves are de-energized. This allows the selec-
tor solenoid valve to center, restoring the full
oil flow to the park brake and fully releasing the
park brake (Figure 7–67).
This traction control system design is
widely used on many medium-sized wheel load-
ers. Figure 7–68 shows how the ECM monitors
all inputs from the various sensors at both the
front and rear wheels. The steering angle is
monitored at the articulating joint with a sensor
as well. The ECM is capable of calculating the
desired wheel speed based on steering angle
 HYDRAULIC BRAKES 195

FIGURE 7–67 A. Traction control system schematic showing major components during ABS cycling
B. Engine running, left brake engaged.

A.
Test
switch
Service/retarder
brake switch

Left
drive axle
Input
Ball check signals
Transmission
speed sensor Output
Orifice signals

Screen TCS engaged

lamp
Selector
solenoid Parking
brake
valve
Right
drive axle
Proportional
(servo)
solenoid

B.
Test
Switch
Service/retarder
brake switch

Left
drive axle Reducing
spool
Input
Ball check signals
Transmission
speed sensor Output
Orifice signals

Screen TCS engaged

lamp
Selector
solenoid Parking
brake
Right valve
drive axle
Proportional
(servo)
solenoid
196 CHAPTER 7

FIGURE 7–68 Typical traction control system
components on a medium-sized loader with inboard
mounted hydraulically applied wet disc brakes.
and actual wheel speeds. If a wheel loses trac-
tion, the traction control system is capable of
sending oil to the service brake chamber, slow-
ing down the speed of that wheel. When the
wheel speed is synchronized, the solenoids are
deactivated.
The proportioning solenoid valves get oil
flow from the pressure-reducing valve through
a manifold. The manifold also houses four shut-
tle valves (Figure 7–69). These valves isolate
the service brake circuit’s oil from the propor-
tional solenoid valves for the traction control
circuit. An accumulator charge valve man-
ages a minimum predefined pressure in the oil
lines that is used to supply oil to the pressure-
reducing valve. The on/off pilot solenoid valve
stops the oil flow unless the test enable switch
is activated. If it is activated, the proportion-
ing solenoids will receive oil flow at this point.
The wheel speed is continuously monitored for
slippage. When it exceeds the desired param-
eter, the proportioning solenoid valve for that
wheel receives a signal and routes oil through a
shuttle valve to the service brakes, which slows
the wheel to the desired speed calculated by the
ECM. Depending on which pressure is higher,
the shuttle valves direct oil flow either from the
brake pedal or from the proportioning solenoid
valve (Figure 7–70).

FIGURE 7–69 A block diagram of a traction control system.

TCS ECM

On/Off pilot
solenoid valve
Harness code plug

Data link Data link

Articulation angle Proportional solenoid

position sensor for the left front wheel

Proportional solenoid
TCS test/enable for the right front wheel
switch
Proportional solenoid
Left front wheel for the left rear wheel
speed sensor
Proportional solenoid
Right front wheel for the right rear wheel
speed sensor Indicator for left
Left rear wheel front wheel
speed sensor Indicator for right
front wheel
Right rear wheel Indicator for left
speed sensor rear wheel
Indicator for right
rear wheel
On/Off switch for Power indicator for
the operator display the operator display
 HYDRAULIC BRAKES 197

FIGURE 7–70 A schematic of a traction control system.

Brake Front axle

pedal
valve

Proportional Shuttle valve

solenoid valves

On/Off
pilot
solenoid
Accumulator valve
charging valve

To To implement
steering system
system Pressure
reducing
valve
Manifold

Rear axle

ONLINE TASKS lines that are used and their manufacturer’s

1. Research hydraulic brake oil specifications.
Identify a piece of equipment in your particu-
lar location, paying attention to the operating
temperature conditions that exist in your area,
and outline the reasons for selecting a specific
type of hydraulic brake oil.
2. V i s i t h t t p : / / e b c b r a k e s . c o m / p r o d u c t
/brake-fluids/ to discover important facts
and classifications of hydraulic oil used on
off-road hydraulic brake circuits.
specifications for them.
2. Select a piece of mobile equipment in your
shop. Identify the type and model of the
equipment, and list all the components
and the corresponding part numbers of a
typical hydraulic brake circuit. Use the cor-
rect parts book for that particular piece of
equipment.

SHOP TASKS
1. Select a piece of equipment in your shop that
has a hydraulically applied brake system,
and identify the components in the brake
circuit. Identify the type of brake hoses and
198 CHAPTER 7
SUMMARY
● All brake systems use friction to slow or stop
the equipment. Pressing the brake pedal con-
verts the moving equipment’s kinetic energy to
heat energy.
● Heavy equipment usually needs two indepen-
dent brake circuits. Also, it needs an indepen-
dent mechanical park brake for safe parking.
In some industries such as mining, equipment
is required by law to have three independent
brake circuits.
● On large equipment where brake pressures
need to be considerably higher than normal
foot pressure, hydraulic pressure can be added
to multiply brake force without extra effort by
the operator.
● Most off-road equipment’s brake shoes are
pinned on the bottom and have a wheel cyl-
inder at the top of the foundation assembly.
This wheel cylinder forces the shoes into
contact with the inside of the drum during
braking.
● Hydraulic drum brakes need a wheel cylinder to
actuate them, whether for a servo or non-servo
brake design system. The wheel cylinders use
a brake valve’s hydraulic pressure to force the
shoes out against the drum.
● Brakes need a self-adjustment mechanism to
keep brake shoes near the drum and close up
any clearance caused by drum and shoe wear.
Adjustment can occur only when the machine
is moving in the reverse direction.
● External hydraulic disc brake systems come
in two basic designs: fixed caliper and sliding
caliper.
● Disc brakes have many advantages over drum
brakes for off-road equipment. They are more
resistant to brake fade, provide better cooling,
have better tolerance to contamination, require
less maintenance, and do not require routine
adjustments.
● Often, inboard wet disc brake systems’ lubri-
cation and cooling are integrated with the
axle assembly’s lubrication and cooling; this
requires specialized lubricants. In heavy-
duty applications, a separate cooling circuit
with its own oil pump and cooler can dissi-
pate the heat generated by this system.
● Inboard hydraulic wet disc brakes allow the
brake and differential to share the same oil for
lubrication and cooling.
● When equipment is parked, do not rely on
hydraulic pressure alone: a mechanical park
brake is required.
● Many mechanical park brakes have two sets
of discs. Steel disks are externally splined to
the housing and do not rotate. Friction discs
are splined to a rotating shaft. A pressure
plate has several heavy-duty springs on one
side and the hydraulic piston on the other
side. Either one can lock the friction and steel
discs together.
● In North America, brake fluid standards are
classified by two groups: the Society of Auto-
motive Engineers (SAE) and the US Depart-
ment of Transportation (DOT). Conventional
brake fluid has three categories: DOT 3, DOT
4, and DOT 5.
● DOT 3 brake fluids have a dry boiling point
of about 4008F (2058C). Once the brake fluid
absorbs some moisture, the boiling point
quickly falls to around 2848F (1408C).
● DOT 5 brake fluid is formulated from a sili-
cone base and does not absorb water; in other
words, it is nonhygroscopic.
● A typical off-road brake circuit uses two accu-
mulators: one for the front service brakes,
and one for the rear service brakes. Nitrogen-
precharged accumulators store hydraulic
energy, which the brake circuit uses to apply
the brakes. If the engine fails, the accumu-
lators store enough energy to allow brake
usage.
● The accumulator charge valve’s purpose is to
maintain a predetermined amount of hydrau-
lic pressure in the brake accumulator circuit.
● The brake pedal is a variable pressure-reduc-
ing valve. It limits the pressure flowing to
the wheel-end brakes. The more the pedal is
depressed, the higher the wheel-end brake
pressure is.
● The accumulator pressure switch is a hydrau-
lic electric valve that monitors accumulator
pressure, and it triggers a park brake appli-
cation when the pressure in the accumula-
tors drops below a predetermined value.
● When the park brake switch in the operator’s
compartment is turned off, the park brake
control valve’s solenoids are energized, and
the valve allows the oil to flow to the spring-
applied park brakes.
● On spring-applied park brake systems, when
oil pressure is acting on the park brake pis-
tons opposing the spring pressure, the park
brakes remain released.
● High-pressure oil can remain in a hydrau-
lic brake circuit indefinitely after engine

shutdown. Failure to relieve residual pres-
sure can result in serious injury or death.
● The only gas that can be used to charge accu-
mulators is dry nitrogen gas.
● To ensure a correct nitrogen charge pres-
sure, the hydraulic pressure must be totally
relieved, with the accumulator piston bot-
tomed out in the accumulator.
● Not all charge valves have a cut-out pressure
adjustment for use in the field.
● Wheel speed is continuously monitored for
slippage. When a wheel’s speed exceeds a
desired parameter, its proportioning solenoid
valve receives a signal.
● The brake control module calculates the
desired wheel speed based on steering angle
and actual wheel speeds. If a wheel loses trac-
tion, the traction control system can send oil
to the service brake chamber, slowing down
that wheel.
● If one wheel loses traction and starts to slip,
some oil flow is blocked from the wheel-end
RISK ASSESSMENT QUESTIONS
1. If a brake circuit gas accumulator must be
replaced, what safety precautions must be
followed?
a. D i s si p a t e t h e hy dr a u li c p r e s s ur e
first, and then release the nitrogen
pressure.
b. Dissipate the hydraulic pressure before
removing the accumulator.
c. Di ssipate t he nit roge n ga s be fore
removing the accumulator.
d. Remove carefully the stored energy
remains in the accumulator.
2. What precautions must be followed when
replacing a hydraulic brake hose on a
loader that incorporates a charge valve in
the brake circuit?
a. Follow t he ma nufa ct ure r’s r ec om-
mended procedure to dissipate poten-
tial stored hydraulic pressure in the
brake line.
HYDRAULIC BRAKES 199
park brake chamber. (Note: The park brakes
are spr ing-a pplied a nd re le ase d by oi l
pressure—the complete opposite of the ser-
vice brakes.)
● The modulator valve assembly may also
have ABS solenoid valves. These valves
open and close internal passages between
the master c ylin der and the individual
brake circuits.
● The wheel speed sensors give signals to the
EBCM while the brakes are applied. If the EBCM
detects a deceleration rate change in any of the
wheels while braking, the ABS control mod-
ule cycles the solenoid valve in the modulator
assembly to pulsate the brake pressure in the
affected circuit(s).
● The normal deceleration rates are prepro-
grammed into the EBCM. Once wheel speeds
return to normal, the system returns to
standby mode.
b. Release the nitrogen pressure in the
brake accumulator before removing the
brake hose.
c. Bleed the charge valve to dissipate the
brake pressure first.
d. Wear rubber gloves to protect the hands
from high-pressure oil.
3. Before removing components on a brake
system that has an accumulator, which of
the following must be observed?
a. Refer to the brake schematic to identify
potential stored energy circuits isolated
with check valves.
b. Back off the main pressure relief valve
to dissipate brake pressure.
c. Back off the charge valve cut-out pressure
regulator spring.
d. With the engine stopped, pump the
brake pedal until the brake pressure is
dissipated.
200 CHAPTER 7

REVIEW QUESTIONS
1. How many independent brake circuits 7. What occurs when the operator depresses
are generally found on heavy equipment? the brake pedal of a loader with hydraulic
a. One internal wet brakes?
b. Two a. Hydraulic pressure actuates the mechan-
c. Three ical booster assemblies.
d. Four b. Hydrau lic fluid flows through the
quick-release valves.
2. Which statement describes the hydrau-
c. Modulated pressure actuates wheel-end
lic brake system principle for a non-servo
brake assembly.
drum brake?
d. Modulated hydraulic pressure actuates
a. Actual braking force at the wheels
the diverter valve.
depends on mechanical force.
b. Application force is multiplied hydrau- 8. What must be done before forcing a cali-
lically by the wheel cylinders. per piston back into its bore on a wheel
c. Actual braking force at the wheels does cylinder?
not depend on mechanical force. a. Open the bleed nut, and drain the dis-
d. Application force is multiplied hydrau- placed fluid.
lically by the operator’s foot. b. Open the master cylinder lid to allow
the fluid to return to the reservoir.
3. Which of the following brake fluids does
c. Empty the master cylinder first to pre-
not absorb moisture?
vent spillage.
a. DOT 2
d. Remove the brake line to drain the caliper.
b. DOT 3
c. DOT 4 9. What combination of discs are used in a
d. DOT 5 internal wet multidisc brake assembly on
heavy equipment?
4. What component provides hydraulic pres-
a. Steel discs and friction discs
sure for hydraulic brake boosters?
b. Friction discs and springs
a. Power steering pump
c. Steel discs and brass discs
b. Reserve electric motor and pump
d. Brass discs and friction discs
c. Dedicated hydraulic pump
d. All of the above 10. What is the main purpose of the brake pump
in an internal wet disc brake system?
5. Which brake shoe in a non-servo drum
a. To supply oil to the accumulator charge
brake assembly is energized during brak-
valve
ing in reverse?
b. To supply oil to hydraulically applied
a. Leading shoe
spring release brakes
b. Both shoes
c. To supply oil to the spring-applied,
c. Trailing shoe
hydraulically release brakes
d. Neither shoe
d. To supply oil to the park brake system
6. What type of parking brake is used on off-road calipers
equipment with hydraulic brake systems?
11. What occurs when the internal seal on the
a. Driveline-mounted hydraulic canister
spindle of a hydraulic wet disc wheel end
brake
leaks?
b. D r i v e l i n e - m ou n t e d h y d r a u l i c a l l y
a. Hydraulic oil enters the differential.
applied drum brake
b. Hydraulic oil enters the wheel end.
c. Cable and lever–actuated secondary
c. The differential oil enters the wheel-
shoe brake
end brakes.
d. D r i v e li n e -m oun t e d , m e c h an i c a l l y
d. Hydraulic oil leaks externally.
applied brake

12. How is an internal wet multidisc brake
system better than a conventional brake
system?
a. More swept area
b. Fewer moving components
c. Braking surface area is minimized
d. Less cooling required
13. What is charge valve cut-out pressure in an
internal wet disc brake system?
a. When the charge valve stops supplying
the accumulator
b. When the charge valve begins to supply
the pilot circuit
c. When the charge valve begins to supply
the accumulator
d. When the charge valve stops charging
the reservoir
14. What type of device is the accumulator
pressure switch in a wet disc brake system?
a. Hydraulic/electric
b. Spring/air
c. Electric/air
d. Air/hydraulic
15. What is the purpose of the accumulator(s)
in a hydraulic wet disc brake system?
a. To store hydraulic energy for brake
applications
b. To apply the park brakes if engine power
were lost
c. To apply the driveline park brake when
brake pressure is low
d. To release the service brakes when
required
16. Which of the following applies the service
brakes on a hydraulic wet disc brake system?
a. Spring pressure
b. Disc friction
c. Hydraulic oil pressure
d. Transmission oil pressure
17. Which is generally used as a brake charge
pump on a hydraulic wet disc brake system
on heavy equipment?
a. Piston pump
b. Gear pump
c. Vane pump
d. Centrifugal pump
18. Which gas charges the accumulators on a
hydraulic internal wet disc brake system?
a. Compressed air
b. Dry nitrogen
c. Dry hydrogen
d. Dry oxygen
HYDRAULIC BRAKES 201
19. How many solenoids are in the brake valve
control group assembly of a hydraulic
internal wet disc brake system?
a. Three
b. Four
c. Two
d. One
20. Describe the three solenoids when the
parking brake is activated in a hydraulic
internal wet disc brake system.
a. All are de-energized.
b. All are energized.
c. Two are energized, and one is de-energized.
d. One is energized, and two are de-energized.
21. Where is the slack adjuster located in inter-
nal wet disc brake systems?
a. Charge valve
b. Wheel brake assembly
c. Service brake pedal
d. Brake control valve group
22. Which of the following describes a combina-
tion wheel-end service/park brake?
a. Spr in g-a ppl i ed s er vi c e b ra ke and
hydraulically released park brake
b. Spring-applied park brake and hydrau-
lically released service brake
c. Hydraulically applied service brake and
spring-applied park brake
d. Hydraulically applied park brake and
spring-released service brake
23. What can cause service brakes to remain
pressurized after the operator removes
pressure from the brake pedal?
a. Charge valve cut-out pressure too low
b. Charge valve cut-out pressure too high
c. Dirt under the brake pedal
d. Using a high-viscosity hydraulic oil
24. When a wheel’s speed exceeds the desired
parameter on a loader with traction control,
what occurs?
a. The proportioning solenoid valve is
activated for that wheel.
b. The park brake switch for that wheel is
activated.
c. The mod ula tor va lve as se mbl y is
activated.
d. ABS control module modulates the park
brake switch.