Question for a 90xt. There is a parking brake on the left hand control. When you hit this button does it disable the arms, bucket and travel control or just the travel control? The reason I am asking is sometimes when I am on a hillside I would like to keep the machine from coasting forward or backwards but not lose loader bucket controls. The parking button on my 90xt does not work. I am not sure if the previous owner disconnected it or if the button is just not functioning.
When engaging the button parking brake should be applied and drive will go to neutral. So loader arms should still function. This is straight from the service manual The 90XT/95XT Skid Steers use two, spring applied, hydraulic release type brakes. The brakes are mounted to the chain tanks on the chassis, in front of the left and right hydraulic drive motors. The brakes are activated by depressing the brake switch (push button) on the left hand control lever. This action causes the brakes to engage, the transmission control to go to neutral, and the park brake indicator to illuminate on the left hand control panel. This prevents the drive sprocket from turning and the 90XT/95XT Skid Steers from moving. Depressing the brake switch again will release the brakes. Power to release the brakes is supplied by energizing the NOR (Neutral Over Ride) valve which is located on top of the tandem pump. When the solenoid is de-energized the valve opens the brake port cavity to the tank or case drain. In the event of electrical or hydraulic failure, the brake piston will automatically engage the brake. Not to be confused with the loader inter lock system. The XT line of skid steers has an interlock system that requires the operator to be in the seat with the lap bar in the operating position before the loader controls can be activated. When the operator is in the seat, the machine can be started, the parking brake releases and the travel controls will activate. This interlock consists of a power feed through a 10 amp fuse in the fuse block (9) to the seat switch (24) beneath the seat. This power feed flows to the right cluster terminal (29) to illuminate the operator presence lamp and also to the left cluster 6 pin connector (23), pin number 4 (cavity F) supplying input signal power to the seat timer. When the seat switch (24) closes, the seat timer powers the left cluster 6 pin connector (23), pin number 6 (cavity C) supplying power to the remainder of the interlock circuit. The seat timer maintains power at the seat timer output terminal 3, for 2 seconds after the seat switch (24) opens to allow the operator to momentarily rise from the seat while still maintaining control function. Power output from the left cluster 6 pin connector (23), pin number 6 travels to the seat bar switch (25) and the ROPS interlock switch (25A). With the seat bar in the down position, power flows through the seat bar switch (25) to the ROPS interlock switch (25A). If the plunger is depressed (ROPS is latched down), power flows through the switch and to the right cluster to illuminate the seat bar indicator lamp, and also to the control coil; (terminal 85) of the interlock relay. This power feed to the control coil causes the main power relay (7) to interconnect terminal 30 and terminal 87. Terminal 30 of the interlock relay receives power from the same 10 amp fuse that powers the seat switch (24). The interlock system secures the loader control valve in neutral unless the operator is in the seat with the lap bar in the operating position. There is a loader valve solenoid (10) in the loader control valve that , when activated, sends charged pressure oil to release a plunger securing the spools in neutral. When the interlock relay closes, power flows to the loader valve solenoid (10). Between the interlock relay and the loader valve solenoid (10), the power flows through a diode (11) into a harness connector. This connector provides for a European requirement, and the diode acts only as a jumper across the terminals. The interlock system also engages the parking brake and neutralizes the travel controls. A neutral override (NOR) solenoid (41) on the hydrostatic pump controls these functions. There is also a push-button control (46) in the left hand control that can also engage the parking brake and neutralize the travel controls. Power for this circuit begins at terminal 87 of the interlock relay. Power then flows to the parking brake switch in the left hand control. Power then flows to the NOR solenoid on the hydrostatic pump. The NOR solenoid controls the travel controls and also the release of the spring applied, hydraulically released parking brake. There is a parking brake indicator lamp in the left hand instrument cluster that requires a power feed to illuminate. This power flows through a normally closed brake pressure switch (22) in the brake disengage hydraulic line. This switch opens when pressure is ported to the parking brake from the NOR solenoid. Power for the brake pressure switch (22) comes from the same 10 amp fuse that feeds the seat switch (24) and the interlock relay. When the parking brake is engaged, power then flows to the left cluster, 6 pin connector (23), pin number 5 (cavity D), to illuminate the park brake indicator
Thanks bartelbe for taking the time to respond.
Tried my 75xt this morning, with the parking brake applied on the left control the loader controls still worked
Thanks for your time mountainlake,