950G Zsotrac Training

Heavy Equipment Training
‫تدريب معدات ثقيلة‬

Mechanical Engineer : Ahmed Ragab Abas Khatab
Heavy Equipment training Courses
www.zsotrac.com
info@zsotrac.com
100% 0
Zsotrac www.zsotrac.com
950G
‫برنامج المهندس أحمد رجب عباس خطاب للتدريب على اللودر الكتربلر ‪950G‬‬
‫‪Eng Ahmed Ragab CAT Loader 950G‬‬

‫‪Training .‬‬
‫‪www.zsotrac.com‬‬
Torque converter
Engine
Hydraulic control valve
Front axle
Rear axle
Transmission
Transmission pump
950G SeriesII Wheel Loader
State-of-the-art design, engine performance and operator comfort
maximize productivity.
Engine
✔ Cat 3126B ATAAC diesel engine

is built for performance, durability
,
excellent fuel economy, low sound
levels and it meets the European Union
emission regulations through 2005.
This innovative engine features
Caterpillar’s exclusive Advanced Diesel
Engine
Four-stroke cycle, six-cylinder 3126B HEUI, turbocharged and air-to-air aftercooled
diesel engine.
Engine view
1- turbo charger
2- Exhaust manifold
3- Inlet Air to engine
4- Injector
5- Cam shaft
6-Piston
7-Crank shaft
8-Fuel filter
9-Oill filter 10- oil pump
3126BATAACEngine
The six-cylinder, HEUI, turbocharged and-air-to-air aftercooled engine is built for power,
reliability, low maintenance, excellent fuel economy and low emissions.
Advanced fuel system. The advanced Diesel
Engine Module (ADEM III) fuel system is a
Caterpillar exclusive electronic control module
which provides improved engine response,
performance, fuel efficiency, troubleshooting,
diagnostics, and reduced emissions. The ADEM III
electronic engine control improves altitude
capability to 3050 meters without deration and
allows integration with the electronic transmission
control for maximum power train efficiency.
Turbocharged and Air-to-air aftercooled.
Turbocharger packs more dense air into the
cylinders for more complete combustion and
lower emissions improving performance and
engine efficiency. These benefits are especially
useful at high altitudes. Air-to-air aftercooler
reduces smoke and emissions by providing a
cooler inlet air for more efficient combustion.
This also extends the life of the piston rings
and bore.
Cooling system. It features an electronically
controlled continuously variable on-demand fan.
Fan speed is determined by engine coolant,
transmission oil, hydraulic oil, and inlet manifold
Powerful performance.
The 3126B ATAAC engine
delivers, at the rated speed of
HEUI
2200 rpm, the net power of
137 kW (183 hp), and meets
Injection pressure
all current worldwide emissions
standards.
HEUI Fuel System.
In the Conventional
traditional common rail fuel Fuel System
system, the entire fuel line is under Engine speed
high pressure. With the HEUI Injection pressure in a HEUI fuel system
system, fuel remains at low is independent of engine speed.
pressure until it is injected into
the cylinder. Fuel pressure is
created hydraulically in response
to a signal from the Electronic
Control Module (ECM).
Hydraulically Actuated Electronic Unit Injector
(HEUI) Systems
Introduction
The goal to build diesel engines achieving outstanding fuel economy and high torque
output from relatively small engine displacements while lowering engine emissions
produced an innovative injection technology appearing in the early 1990’s. The use of
hydraulic force to pressurize fuel for injection was groundbreaking technology to
h
High pressure
actuation oil
advance the use of cleaner, more powerful and efficient diesels engines.
Hydraulically
actuated Electronic Unit Injection (HEUI) fuel systems utilize highly
pressurized
engine lubrication oil to drive plungers pressurizing fuel for injection. Until the
development of HEUI technology, pressurization of fuel and injection timing events were
controlled mechanically and limited by the fixed geometry of camshaft profiles. HEUI
systems however were the first truly modern injection system having the capability to
pressurize fuel independently of engine speed. Electronic engine control also permits
enormous flexibility for engine software to optimally adjust injection pressure, fuel
delivery rates and timing of the injection event for each engine speed and load condition.
329
HEUI injectors are capable of

changing the rate at which fuel is
injected during the injection cycle.
While limited in comparison to the
most recently developed fuel
injection systems, the HEUI
system is referred to as having
rate shaping capabilities. In this
graph of injection pressure from a
HEUI B injector, a pilot injection
also known as a split shot or
PRIME metering is depicted.
Beginning with HEUI injectors

built from 1996 and onwards, the
main injection is preceded with a
pilot injection. The pre-injection,
increases the cylinder
temperatures before the main
injection which shortens the
ignition delay period. Combustion
noise is subsequently reduced and
the shortened combustion period
permits retarding of injection
timing for lower N0x emissions.
335
This early HEUI injector used in Caterpillar engines had the solenoid mounted on the
side of the injector. High pressure oil entered through the top of the injector
through a high-pressure steel line. Subsequent engines used oil passageways drilled
through the block to supply pressurized oil.
Generation II or digital valve injectors developed through a partnership between Siemens

and International are used in the 6.0L VT-365 engines. These injectors appeared for the
2002 MY at International and 2003.5 at Ford. The more compact design allows the use of
4 valves per cylinder engine design. These injectors use less energy, are faster
responding, and have rate shaping capabilities covering a full range of engine speed and
load conditions.
This 6.0L injector is a second generation

HEUI (G2 or Gen-II). The two
electromagnetic coils and other design
features give it full injection rate shaping
capabilities. This means it is able to
precisely control the quantity and
pressure of fuel injected over all engine
speed and load conditions.
337
•
Poppet valve - This device controls oil flow into the injector. When the poppet
valve is closed, oil pressure is dead-headed or completely stopped preventing oil
from entering the injector.
•
Intensifier piston and plunger. The intensifier piston, also termed amplifier
piston, magnifies the lube oil pressure which operates between 480 – 3,000 psi of
pressure. Depending on the manufacturer the intensifier piston is seven or eight
times larger in surface area than the plunger diameter which has high pressure oil
acting upon it. This results in a multiplication of hydraulic pressure of fuel
beneath the plunger which increases injection pressure.
• Nozzle assembly. The nozzle is a multi-orifice design operating to atomizes and

distribute fuel into the combustion chamber. Nozzle opening pressure is in the
vicinity of 2,700-psi on early injectors to over 5,500-psi on later injectors
Components of a typical HEUI injector

339
Injection cycle
Current is applied to the solenoid
lifting the armature and poppet valve.
The poppet valve is lifted off its seat
allowing high pressure oil into the
chamber above the amplifier piston.
The drain path around the upper
poppet valve seat leading out the top
of the injector is closed. The
amplifier piston pushes fuel below the
plunger out the nozzle tip. Note the
fuel inlet check valve is closed and the
outlet check to the nozzle tip is
opened.
When current is applied to the solenoid,

oil cannot drain from the injector
through the upper poppet valve seat but
high pressure oil can now enter the
injector through the lower poppet valve
seat.
End of injection
The injection cycle ends when the solenoid is de-energized. The magnetic field collapses
that held the poppet valve open and spring tension forces the poppet valve against its seat.
High-pressure oil can no longer enter the injector and oil now spills out the oil drain path
beneath the solenoid around the upper poppet valve seat. The sudden oil pressure drop
above the intensifier piston combined with spring tension and fuel pressure beneath the
plunger, force the plunger upwards in its bore. The fuel-delivery check valve remains
closed to maintain residual fuel pressure in the injector body.
346
Layout of the oil system of a 7.3L Powerstroke diesel.
High-pressure circuit
The high-pressure oil system delivers engine oil under high pressure to actuate the fuel
injectors. Another name for the circuit is the injection control circuit. To increase the lube
oil to pressures usable by the injectors, a high-pressure oil pump connected to the
reservoir. These pumps are commonly gear driven, fixed displacement, swash plate or
axial piston pumps. Lines or tubes will connect the pump output to oil galleries or
manifolds delivering oil to the injectors.
This accumulator is located on

top of the high-pressure pump
for 3116, 3126, and C-7
Caterpillar engines.
Injection control pressure regulator (ICPR) 347
Oil pressure is regulated using a pulse width modulated pressure regulator. This device is
an electrically operated spool valve that moves in response to the strength of a magnetic
field. By changing the current flow through a coil surrounding the spool valve, the oil-
pressure for injection actuation is adjusted. When not building pressure the spool valve
will direct oil back to the oil sump. To build pressure the spool valve will close the
passage to the sump and direct oil to the common oil rail. International and Ford refer to
this as the ICPR. Caterpillar’s term for the same device is injection actuation pressure
control
To valve
provide (IAPCV).
feedback to the ECM regarding injection control pressure, a sensor is located
in the high-pressure oil circuit. THE injection control pressure sensor (ICP) will provide
closed loop feedback to the ECM about whether the oil pressure is too low or high. The
ECM can change the amount of current to the injection control pressure regulator (ICPR)
coil and adjust oil pressure.
A minimum of 325-500-psi pressure is usually required to start the engine. When

running, the oil pressure will vary depending on the engine calibration and model.
However, operating should remain relatively stable for any given operating condition.
During hard acceleration and under full load conditions, injection control pressure will
reach maximum pressures. Lowest pressures are encountered during warm idle.
The injection control pressure regulator uses a PWM signal to adjust oil pressure to
the injectors. Pressure is usually low at idle and increases with engine speed and load
conditions.
348
The injection control pressure sensor is a

variable capacitance type sensor which
measures injection actuation oil pressure.
A feedback loop is formed between this
sensor, the pressure regulator and the
ECM. Loss of this sensor signal will
usually cause the injection oil pressure to
operate at a factory default value based
on the PWM signal to the regulator.
The feedback loop to adjust injection actuation pressure is formed between the ICP
ICPR and ECM.
This ICPR regulator for a 6.0L

Powerstroke regulates injection actuation
pressure by returning oil pressure back to
an oil sump.
349
HEUI Diagnostics
Injection control pressure problems
The high-pressure oil pumps on HEUI have finite delivery volume. This means the
output volume of the pump matches the quantity required by the injectors when they are
operating at their maximum output. Some extra delivery volume is designed into the
system however on many engines this volume is not adequate if there are leaks in the
high-pressure oil systems. Thus, if there is a leak in the injector control system, engine
performance is significantly affected. For example, system leaks can occur when oil leaks
past leaking injector O-Rings, through defective or leaking poppet valves internal to the
injectors or from a worn pump. These leaks will cause rough running, low-power, high
fuel consumption and even no start conditions. Symptoms of high pressure oil leakage
include: Large difference between starting times hot and cold, particularly a quick cold
start and long hot starting.
Loss of power when hot,
Low power
High fuel consumption
Oil consumption
Blue exhaust smoke, especially on startup.
The high pressure oil pump is

located beneath the fuel
conditioning module between
the cylinder banks on a 7.3L
Powerstroke. The ICPR is
located on the pump. High
pressure oil lines from the
pump direct oil to the oil
galleries located in each
Oil quality cylinder bank.
Since the HEUI fuel injectors are electronically controlled and use high-pressure lube oil
for actuation, understanding the operation of the oil system is necessary to diagnose
possible performance complaints. Oil quality is critical for the same reason. The correct
viscosity and grade of oil are important to proper HEUI operation. For example, oil that
has little or no antifoaming additive will cause aeration of oil. Aerated oil will not
351
Generation II HEUI Systems

Generation II HEUI Injector
Features
The 6.0l Powerstroke or VT-365 uses an new generation of HEUI injectors referred to
as GEN-II or G2 injectors
352
The high-pressure oil circuit of the 6.0l supplies oil to injectors through a manifold
above the injectors.
This G2 injector uses

sealing washers
similar to other HEUI
injectors except
there is no oil
circulating around the
injector.
Electronic mangement 358
Intake air temperature (IAT) sensor

Accelerator pedal position (APP) sensor
Engine oil temperature (EOT) sensor
Engine oil pressure (EOP) sensor
Barometric pressure (BARO) sensor
Crankshaft position (CKP) sensor
Mass airflow (MAF) sensor
Idle validation switch (IVS)
Manifold air temperature (MAT) sensor
Injection control pressure (ICP) sensor
Common outputs devices associated with HEUI fuel systems include:

Injection control pressure regulator (IPR or IAPCV - Caterpillar)
HEUI injectors
Malfunction indicator lamps (MIL)
Processing
These modules are devices which make-up the information processing or engine control
devices:
Electronic Control Module (ECM) or Powertrain control module (PCM)
Injector Driver Module (IDM).
Common sensor locations for a 7.3L Powerstroke 359
360
Each track of this three track pedal posiyion sensor is used to validate the data from
the other tracks. The design eliminates the requirement for an idle validation switch.
An error in pedal data, such as caused by a worn or resistive pathway in one track,
allows information from another track to be used to operate the vehicle thus increasing
vehicle reliability.
Engine Oil Temperature (EOT) Sensor

The engine oil temperature (EOT) sensor is a NTC thermister that sends an analog signal
to the ECM to proportional to engine oil temperature. EOT is used by the ECM to
calculate injection quantity and injection timing. The sensor can also help the ECM
compensate for changes to oil viscosity due to temperature. This ensures adequate power
and torque are available under all operating conditions. The EOT is monitored by the
ECM to determine glow plug on time.
Manifold Air Temperature (MAT) sensor

This sensor is a NTC thermister, located in the charge air cooler housing, measures intake
air temperature exiting the charge air cooler. Data from the MAT with MAF data is used
to calculate air density. The ECM will adjust injection quantity and injection timing
based on air density and temperature.
365
Caterpillar HI300B HEUI Injector
366
367
 Component of Power Train
Torque converter / Divider

Transmission
Transfer gear
Bevel gear& differential
Service brake
Final drive
Transmission ( Planetary power shift )
Transmission
Forward 1 6.7 km/h 4.2 mph
Reverse 1 7.4 km/h 4.6 mph
• Maximum travel speeds (26.5-25 tires).
 Component of power Train
Transmission ( Planetary power shift )
 Use Planetary Gearing to transmit power and to make

speed and direction changes.
 Hyd. Clutches control the rotation of planetary gearing
to serve as a direct coupler, a reduction gear or reverse
Gear
 In planetary gear set the load is spread over several
gears, decrease the load on each tooth , also eliminate
sideways stress on the shafts
 Advantage of Planetary shaft Transmission

Fast Gear and speed Changes
Shift Under Load
Less Fatigue for operator
Transmission ( counter shaft )

Use clutches to transfer power through gears.
Use constant mesh spur gears
Speed and direction shifts by hyd. Engage various
packs.(
 Advantage of a Counter shaft Transmission
Include fewer parts & less weight
Torque converter
A torque converter is a fluid Coupling with the addition of a

stator .
The torque converter couples the engine to Transmission and
transmit power Required to move the Machine
Torque converter Multiplies Torque from the engine, which
increase torque to the transmission
 Benefits of a Torque converter

Multiplies Torque
Keep Engine from Stalling Under High Load
Allow use of a power shift transmission
Torque converter
The torque converter basic component :
1. Rotating Housing & impeller ( Red ) Turn With
Engine
2. Turbine ( blue ) turn the output shaft
3. Stator ( Green ) Fixed
The stator :
The stator is the stationary reaction member with vans that multiply force by redirection
fluid from turbine back to the impeller
Planetary Transmission component
1. Planetary Gears ( Three or more intermediate Gear)

2. planetary carrier ( holds the planetary gears )
3. Ring Gear (the outer boundary of the planetary set )
4. Sun Gear (the center of the planetary set )
video
Planetary Transmission clutches
video
Electronic Transmission
Planetary power shift transmission with
automatic shift capability helps provide
on-the-go speed and direction changes
.
The Electronic Clutch Pressure Control
(ECPC) allow for smoother shifts and
transmission neutralization, which let
the operator adjust for specific site
Transmission
Electronic planetary power shift trans-
mission with automatic shift capability
has four speeds forward and four reverse.
Maximum travel speeds
(standard 23.5-R25 L-3 tires)
Forward km/h Reverse
1 6.9 7.4
1
2 12.7 13.7
2
3 22.3 24.0
3
4 37 4 39.5
Electronic power shift transmission.
1 Electro-hydraulic valves.
The six proportional electro- 2
3
hydraulic valves pressurizing
the clutches are identical and bolted
on top of the transmission.
1
2 Dedicated pressure port.
3 It is fitted
on each electro-hydraulic valve to
help reduce troubleshooting time
for increased machine availability. 4
By connecting the Electronic
Technician (ET) and the service
tool box, the transmission can easily
be recalibrated to maintain quick
response. 1
Electronic power shift transmission.
3 Thermoplastic connectors. 2
3
Heavy-duty thermoplastic
connectors, sealed against moisture
1
and contaminants, ensure reliable
and trouble-free connections with
the transmission control.
4 Easy service.
5 Easy service is built 4

in the transmission. The daily level
check is done from ground level
through a well-protected sight
gauge. An oil sampling valve allows
quick, clean access to the trans- 1
mission for S•O•S oil analysis.
Electronic Clutch Pressure Control
(ECPC).
It senses input from both 6
the transmission and the operator
controls in the cab to modulate each 8 7
individual clutch through a proportional 5
electro-hydraulic valve. This results
in smoother shifts in both speed and
direction. Energy is modulated into the
clutches, resulting in longer clutch life.
Integrated Braking System. A
It integrates B
C
a downshifting and neutralizer logic into
the left-hand brake pedal. This system
translates into increased performance/
productivity for the operator thanks to
the optimized transmission neutralizer,
Integrated Braking System.
6
8 7
5
the automatic downshifting and downhill
retarding feature. The Integrated Braking
System also lowers the owning and
operating costs thanks to reduced axle
oil temperatures, which can extend the
brake life. A
A Downshift logic only
B
B Brake application initiated C
C Self-adjusting transmission
neutralization
Single-stage torque converter
.
The torque converter has stall ratio of
2.83:1. The Standard Free Wheel Stator
torque converter, which operates just as
a conventional torque converter until the
speed of the turbine (output) is
approximately 85% of the speed of the
impeller (input). At this point, a one-way
clutch releases the stator allowing it to
freewheel in the same direction as the
impeller and turbine. Free Wheel Stator
increases efficiency resulting in lower
torque converter oil temperature and
improved fuel economy.
 Component of Power drive
Transfer gear
Bevel gear& differential
Diffrential
Heavy-duty axles and brakes.
Designed to last in all kinds of operating
conditions. Planetary final drives use
free-floating, bronze sleeve bearings in
the planet gears.
■
bronze sleeve bearings, and bronze
spherical thrust washers for increased
durability.
■
free and fully enclosed to lock out
contaminants.
Front axle.
It is rigidly mounted to the
frame to support the weight of the wheel
loader, internal torque loads and external
loads applied during breakout and loading.
Rear axle.
It includes a trunnion, two
trunnion supports and the associated
bearings, allowing it to oscillate plus or
minus thirteen degrees, ensuring four-
Planetary Final Drive
Diffrential
ELECTRO-HYDRAULIC
IMPLEMENT SYSTEM
ELECTRO-HYDRAULIC IMPLEMENT SYSTEM FEATURES
• Autodig
• Lift/Tilt Kickout
• Full Rack Angle Control (FRAC)
• Dump Stop Snubbing
• Dump Rate Control
• Fine Modulation
Brake system
Brake
- 57 -
SERV7105-09 NPI
Vol. 9, No. 1, 2005
HYDRAULIC SCHEMATIC COLOR CODE

Black - Mechanical connection. Seal Red - High pressure oil
Dark Gray - Cutaway section Red/White Stripes - 1st pressure reduction
Light Gray - Surface color Red Crosshatch - 2nd reduction in pressure
White - Atmosphere or Pink - 3rd reduction in pressure

Air (No pressure)
Purple - Pneumatic pressure Red/Pink Stripes - Secondary source oil pressure
Yellow - Moving or activated components Orange - Pilot, charge, or Torque Converter oil
Cat Yellow - (Restricted usage) Orange / White Stripes -

Identification of components Reduced pilot, charge, or TC oil pressure
within a moving group
Orange Crosshatch - 2nd reduction in
Brown - Lubricating oil
pilot, charge, or TC oil pressure.
Green - Tank, sump, or return oil Blue - Trapped oil
Green / White Stripes -

Scavenge Oil or Hydraulic Void

This illustration identifies the meanings of the colors used in the hydraulic schematics a
cross-sectional views shown throughout this presentation.
SERV7105-09

Vol. 9, No. 1, 2005
Black - Mechanical connection. Seal Red - High pressure oil
Dark Gray - Cutaway section Red/White Stripes - 1st pressure reduction
Light Gray - Surface color Red Crosshatch - 2nd reduction in pressure

Zsotrac
White - Atmosphere or Pink - 3rd reduction in pressure

Air (No pressure)
Purple - Pneumatic pressure Red/Pink Stripes - Secondary source oil pressure

- 58 -
Yellow - Moving or activated componentsOrange - Pilot, charge, or Torque Converter oil
Cat Yellow - (Restricted usage) Orange / White Stripes -

Identification of components Reduced pilot, charge, or TC oil pressure
within a moving group
Orange Crosshatch - 2nd reduction in
www.zsotrac.com
Brown - Lubricating oil pilot, charge, or TC oil pressure.
Green - Tank, sump, or return oil Blue - Trapped oil
Green / White Stripes -

Scavenge Oil or Hydraulic Void
NPI
ACCUMULATOR
LIFT
AUXILIARY TILT BALANCE
MAIN VALVE
CONTROL VALVE
MAIN
RELIEF
VALVE
TO
SERVICE RIDE
BRAKES CONTROL
VALVE
ELECTRO-HYDRAULIC
CONTROL VALVE
TO STEERING PILOT SYSTEM
MAIN FROM STEERING PUMP SIGNAL LINE
IMPLEMENT SUPPLY TO STEERING SYSTEM
PUMP LINE
FAN
DRIVE
PUMP 950G/962G SERIES II
IMPLEMENT HYDRAULIC SYSTEM
RIDE CONTROL OFF
RIDE CONTROL SYSTEM
ENGINE ON/ RIDE CONTROL OFF
LIFT
CYLINDERS ACCUMULATOR
BALANCE
VALVE
RIDE CONTROL
DIVERTER VALVE
FROM LIFT
CONTROL
VALVE DIVERTER
VALVE SPOOL
RESOLVER
VALVE
RIDE CONTROL
SOLENOID VALVE
TO PILOT CONTROL VALVE CHECK

VALVE
FROM PILOT VALVE
TO IMPLEMENT HYDRAULIC SYSTEM

IMPLEMENT TRANSMISSION
PUMP ECM
TANK
RIDE CONTROL SYSTEM
ENGINE ON / RIDE CONTROL SYSTEM BALANCED
LIFT ACCUMULATOR
CYLINDERS BALANCE
VALVE
RIDE CONTROL
DIVERTER VALVE
FROM LIFT
CONTROL
VALVE DIVERTER
VALVE SPOOL
RESOLVER
VALVE
RIDE CONTROL
SOLENOID VALVE

VALVE
FROM PILOT VALVE

PUMP ECM
TANK
RIDE CONTROL SYSTEM
TILT LEVER ACTIVATED / AUTO OFF
ACCUMULATOR
LIFT
CYLINDERS
BALANCE
VALVE
RIDE CONTROL
DIVERTER VALVE
FROM LIFT
CONTROL
VALVE DIVERTER
VALVE SPOOL
RESOLVER
VALVE
RIDE CONTROL
SOLENOID VALVE

VALVE
FROM PILOT VALVE
PUMP ECM
TANK
RIDE CONTROL SYSTEM
KEY SWITCH OFF
LIFT ACCUMULATOR
CYLINDERS BALANCE
VALVE
RIDE CONTROL
DIVERTER VALVE
FROM LIFT
CONTROL
VALVE DIVERTER
VALVE SPOOL
RESOLVER
VALVE
RIDE CONTROL
SOLENOID VALVE

VALVE
FROM PILOT VALVE

PUMP ECM
TANK
ATTACHMENT
IMPLEMENT CONTROL SYSTEM IMPLEMENT
CONTROL
SYSTEM
ECM
WITH AUTODIG SYSTEM ATTACHMENT
OPERATOR IMPLEMENT CONTROLS CAT DATA LINK
10 A
15 A
15 A
10 A
10 A
10 A
10 A
IMPLEMENT FUNCTION
SELECT SWITCH LIFT/TILT KICKOUT SET SWITCH
FUSE
HOLDER
IMPLEMENT LOCKOUT
SWITCH ON/OFF PILOT SOLENOID
LIFT LEVER RAISE

DETENT ELECTROMAGNET RAISE PROPORTIONAL SOLENOID
LIFT LEVER LOWER

DETENT ELECTROMAGNET LOWER PROPORTIONAL SOLENOID
TILT LEVER
DETENT ELECTROMAGNET TILT BACK PROPORTIONAL SOLENOID
LIFT LEVER
POSITION SENSOR DUMP PROPORTIONAL SOLENOID
TILT LEVER
INDICATOR PANEL
POSITION SENSOR AUTO TRIG REC
AUDIBLE INDICATOR
TRIGGER
SWITCH
DIG MODE SWITCH
10 POSITION ROTARY
AUTODIG
ATTACHMENT
OPERATION MODE SWITCH
TILT POSITION
SENSOR
FINAL POSITION SET SWITCH
WLPCS LIFT POSITION

ECM SENSOR LIFT CYLINDER HE
PRESSURE SENSOR
AUTODIG CONTROL ARRANGEMENT
• Automatic Pile Detection Mode

• Operator Triggered Mode
• Playback Mode
AUTODIG OPERATING REQUIREMENTS
• AutoDig ON
• Lift Linkage Near Ground
• Bucket Angle Near Level
• Machine Speed > 0.7 kph and < 12.3 kph
• 1st, 2nd or 3rd Gear Forward
• No Direction Changes in Last 2 Seconds
• No Gear Changes in Last 0.5 Second
• Neutralizer Not Active
• Lift and Tilt Control Levers Centered
INTEGRATED BRAKING SYSTEM
MAC-14
POWER TRAIN CAT DAT LINK
ECM
CCS SHIFTER CONFIGURATION

HMU SHIFTER CONFIGURATION
2
3 N
4 R
HMU SHIFTER CCS SHIFTER
5-POSITION
IMPLEMENT LEVER TRANSMISSION AUTO/
MOUNTED DOWNSHIFT SWITCH MANUAL SWITCH
3-POSITION
TRANSMISSION AUTO/
ENGINE SPEED SENSOR
MANUAL SWITCH
TORQUE CONVERTER OUTPUT

NEUTRALIZER DISABLE LAMP SPEED SENSOR (EXCEPT 980G)
TRANSMISSION OUTPUT
NEUTRALIZER DISABLE SWITCH SPEED SENSOR 1
TRANSMISSION OUTPUT
LEFT PEDAL POSITION SENSOR SPEED SENSOR 2
CALIBRATED
DEADBAND LEFT BRAKE
INITIAL BRAKE PEDAL POSITIONS
PRESSURE POINT
INITIAL MODE
LEFT
NORMAL BRAKE
CALIBRATED MODE POSITION
NEUTRALIZATION SENSOR
SET POINT
MAXIMUM BRAKE
PEDAL LAMP
TRAVEL SWITCH
CONDITIONS FOR TRANSMISSION NEUTRALIZATION
• Auto/Manual Selector Switch is NOT in the 1-4 Position

• Transmission is in 2nd gear
• Ground speed in 6.5 mph
- OR -
• Auto/Manual Selector Switch is in the 1-4 Position

• Transmission is in 1st gear
• Ground speed in 4.5 mph
PREFERRED GEAR FOR LOADING TRUCKS
• COMMAND CONTROL STEERING

- Auto/ Manual Selector Switch in the 2 Position
• HAND METERING UNIT STEERING

- Auto/ Manual Selector Switch in the 2-4 Position
INTEGRATED BRAKE CALIBRATED
SYSTEM CALIBRATION
INITIAL BRAKE
PRESSURE POINT
LEFT
CALIBRATED BRAKE
NEUTRALIZATION POSITION
SET POINT SENSOR
• Mode 7 (980G)
BRAKE LAMP SWITCH
• Mode 8 (950G-972G)
INITIAL BRAKE PRESSURE POINT CALIBRATION NEUTRALIZATION POINT CALIBRATION

Maintenance
ServiceRefillCapacities
295
49
30
34
Lubrication Points
cat
11/02/2023 Zsotrac
‫خطاب‬ www.zsotrac.com
‫أحمد رجب عباس‬ ‫م‬ahmedragab76@gmail.com 103
250 HR SERVICE Clean Air Filter ‫تنظيف فلتر الهواء‬
Change Fuel Filter ‫غير فالتر الديزل‬
Change Engine oil ‫غير زيت الماكينة‬
Check Axle oil ‫شيك على زيت الدفرنس‬
11/02/2023 Zsotrac
500 HR SERVICE
Change Engine oil Filter ‫غير فلتر زيت الماكينة‬
11/02/2023 Zsotrac
1000 HR SERVICE Change Air filters ‫تغير فلتر الهواء الداخلى‬
‫والخارجى‬
Change Axle Oil ‫غيرزيت الدفرنس‬
Change hydraulic oil ‫تغيير زيت الهيدروليك‬
11/02/2023 Zsotrac
1000 HR SERVICE Drain intercooler ‫تصفية انتركولر‬
Change oil return filter ‫غير فلتر راجع الهيدروليك‬
Change transmission filter ‫تغيير فلتر الترانسميشن‬
11/02/2023 Zsotrac
1000 HR SERVICE Change Transmission oil ‫غير زيت الترانسميشن‬
Change trans breather filter ‫تغيير فلتر منفس الترانسيمشن‬
HYDRAULIC TANK
11/02/2023 Zsotrac
1000 HR SERVICE
Change axles breather filters ‫تغيير فالتر منفس الدفرنس‬
11/02/2023 Zsotrac
2000 HR Service
Change fuel tank air
Change coolant ‫غير ماء الرداتير‬ ventilation filter ‫غير فلتر تهوية تانك الديزل‬
11/02/2023 Zsotrac

950G Zsotrac Training

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950G Zsotrac Training

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Heavy Equipment Training

‫تدريب معدات ثقيلة‬

‫‪Eng Ahmed Ragab CAT Loader 950G‬‬

✔ Cat 3126B ATAAC diesel engine

3- Inlet Air to engine

9-Oill filter 10- oil pump

system, the entire fuel line is under Engine speed

HEUI injectors are capable of

Beginning with HEUI injectors

Generation II or digital valve injectors developed through a partnership between Siemens

This 6.0L injector is a second generation

• Nozzle assembly. The nozzle is a multi-orifice design operating to atomizes and

Components of a typical HEUI injector

When current is applied to the solenoid,

Layout of the oil system of a 7.3L Powerstroke diesel.

This accumulator is located on

A minimum of 325-500-psi pressure is usually required to start the engine. When

The injection control pressure sensor is a

This ICPR regulator for a 6.0L

The high pressure oil pump is

Generation II HEUI Systems

This G2 injector uses

Intake air temperature (IAT) sensor

Common outputs devices associated with HEUI fuel systems include:

Engine Oil Temperature (EOT) Sensor

Manifold Air Temperature (MAT) sensor

Caterpillar HI300B HEUI Injector

Torque converter / Divider

Transmission ( Planetary power shift )

Transmission ( Planetary power shift )

 Use Planetary Gearing to transmit power and to make

 Advantage of Planetary shaft Transmission

Transmission ( counter shaft )

 Advantage of a Counter shaft Transmission

Include fewer parts & less weight

A torque converter is a fluid Coupling with the addition of a

 Benefits of a Torque converter

1. Planetary Gears ( Three or more intermediate Gear)

2 Dedicated pressure port.

5 Easy service is built 4

Integrated Braking System. A

Bevel gear& differential

HYDRAULIC SCHEMATIC COLOR CODE

Dark Gray - Cutaway section Red/White Stripes - 1st pressure reduction

Light Gray - Surface color Red Crosshatch - 2nd reduction in pressure

White - Atmosphere or Pink - 3rd reduction in pressure

Purple - Pneumatic pressure Red/Pink Stripes - Secondary source oil pressure

Cat Yellow - (Restricted usage) Orange / White Stripes -

Green - Tank, sump, or return oil Blue - Trapped oil

Green / White Stripes -

HYDRAULIC SCHEMATIC COLOR CODE

HYDRAULIC SCHEMATIC COLOR CODE

Black - Mechanical connection. Seal Red - High pressure oil

Dark Gray - Cutaway section Red/White Stripes - 1st pressure reduction

Light Gray - Surface color Red Crosshatch - 2nd reduction in pressure

White - Atmosphere or Pink - 3rd reduction in pressure

Purple - Pneumatic pressure Red/Pink Stripes - Secondary source oil pressure

Yellow - Moving or activated componentsOrange - Pilot, charge, or Torque Converter oil

Cat Yellow - (Restricted usage) Orange / White Stripes -

Brown - Lubricating oil pilot, charge, or TC oil pressure.

Green - Tank, sump, or return oil Blue - Trapped oil

Green / White Stripes -

TO PILOT CONTROL VALVE CHECK