SERV1800 March 2005
SERVICE TRAINING TECHNICAL PRESENTATION
D10T TRACK-TYPE TRACTOR
Service Training Meeting Guide (STMG)
D10T TRACK-TYPE TRACTOR MEETING GUIDE 800
SLIDES AND SCRIPT AUDIENCE
Level II Service personnel who have knowledge of the principles of machine systems operation, diagnostic equipment, and procedures for testing and adjusting machine systems and components.
CONTENT This presentation discusses the operation of the power train, the steering system, the implement hydraulic system, the demand fan system, the cooling system, and the Caterpillar Monitoring and Display System with Advisor™ on the D10T Track-type Tractor. Also discussed is the operation of the controls in the operator compartment and the location and identification of the major components of the C27 ACERT™ technology engine.
OBJECTIVES After learning the information in this presentation, the serviceman will be able to: 1. locate and identify all of the major D10T machine components; 2. locate and identify all filters, dipsticks, indicators, fill tubes, drains and test points; 3. locate and identify the major components of the C27 ACERT™ technology engine; 4. trace the flow of fuel through the C27 engine fuel delivery system; 5. trace the flow of air through the C27 engine air intake system; 6. trace the flow of coolant through the cooling system of the D10T; 7. identify and explain the function/operation of each major component in the hydraulic demand fan system; 8. trace the flow of oil through the hydraulic demand fan system and explain its operation; 9. identify and explain the function/operation of each major component in the power train system; 10. trace the flow of oil through the power train hydraulic system and explain its operation; 11. explain the function/operation of each major component in the implement hydraulic system; 12. trace the flow of oil through the implement hydraulic system and explain its operation; 13. locate and identify all of the major components in the Caterpillar Monitoring and Display System, with Advisor™; and 14. explain the function of each component in the Caterpillar Monitoring and Display System, with Advisor™ and explain the system's basic operation at machine start-up.
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REFERENCES Engine Specifications (C27 Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SENR9936 Engine Systems Operation, Testing & Adjusting (C27 Engine) . . . . . . . . . . . . . . . . . .SENR9937 Engine Troubleshooting Guide (C27 Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SENR5090 Systems Operation, Testing & Adjusting (Power Train) . . . . . . . . . . . . . . . . . . . . . . .RENR7547 Systems Operation, Testing & Adjusting (Hydraulic System) . . . . . . . . . . . . . . . . . . .RENR7545 Systems Operation (Cooling Systems) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RENR8198 Operation and Maintenance Manual (OMM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SEBU7764 Schematic (Hydraulic System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RENR7546 Schematic (Power Train Oil System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RENR8168 Schematic (Electrical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RENR8164
PREREQUISITES Interactive Video Course "Fundamentals of Mobile Hydraulics" . . . . . . . . . . . . . . . .TEMV9001 Interactive Video Course "Fundamentals of Electrical Systems" . . . . . . . . . . . . . . . .TEMV9002 STMG 546 "Graphic Fluid Power Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SERV1546
SUPPLEMENTARY TRAINING MATERIALS "D10T Track-type Tractor - New Product Introduction" (NPI) . . . . . . .SERV7105-02 (V02N01) STMG 790 "Caterpillar Monitoring and Display System, with Advisor" . . . . . . . . . . .SERV1790 STMG 758 "D10R Track-type Tractor" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SERV1758 Technical Instruction Module "Air Conditioning Principles and Operation" . . . . . . . .SERV2580 Technical Instruction Module "Air Conditioning Service Procedures" . . . . . . . . . . . . .SERV2581
Estimated Time: 8 Hours Visuals: 148 Slides Handouts: 9 Form: SERV1800 Date: 03/05 © 2005 Caterpillar Inc.
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TABLE OF CONTENTS INTRODUCTION ........................................................................................................................5 OPERATOR'S COMPARTMENT................................................................................................6 CATERPILLAR MONITORING AND DISPLAY SYSTEM WITH ADVISOR™ .................22 Start-up..................................................................................................................................29 ENGINE......................................................................................................................................34 Fuel Delivery System............................................................................................................62 Engine Air System ................................................................................................................64 Cooling System.....................................................................................................................66 Hydraulic Demand Fan System ............................................................................................70 Remote Air To Air AfterCooler System ...............................................................................83 POWER TRAIN .........................................................................................................................88 Power Train Electronic Control System ...............................................................................89 Power Train Hydraulic System .............................................................................................90 Torque Divider ....................................................................................................................101 Power Shift Transmission ...................................................................................................108 Electronic Steering and Brake Control Valve .....................................................................116 IMPLEMENT HYDRAULIC SYSTEM..................................................................................133 Implement Hydraulic System Component Identification ...................................................135 Pilot Hydraulic System .......................................................................................................145 Dozer Control Valve ...........................................................................................................152 Dozer Lift and Tilt Circuits.................................................................................................155 Ripper Control Valve ..........................................................................................................163 Ripper Lift and Tip Circuits................................................................................................165 Dual Tilt Operation .............................................................................................................169 Quick-drop Valve Operation ...............................................................................................175 AutoCarry ...........................................................................................................................181 ELECTRICAL SYSTEM .........................................................................................................187 CONCLUSION.........................................................................................................................191 HYDRAULIC SCHEMATIC COLOR CODE.........................................................................192 VISUAL LIST ..........................................................................................................................193 SERVICEMAN'S HANDOUTS...............................................................................................195 Posttest (5 pages) ................................................................................................................199 Instructor's Answer Sheets (for Posttest) ............................................................................204
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D10T TRACK-TYPE TRACT OR
© 2005 Caterpillar Inc.
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INTRODUCTION This presentation discusses the major design features and changes, the component location and identification, and the systems operation of the D10T Track-type Tractor. The D10T is similar in appearance to the D10R. The operator station incorporates the common cab, which is also used for the D8T and the D9T Track-type Tractors. The D10T is powered by the C27 ACERT™ (Advanced Combustion Emissions Reduction Technology) electronic engine, which is equipped with a Mechanical Electronic Unit Injection (MEUI) fuel system. This engine also utilizes the A4 Electronic Control Module (ECM) engine control and is equipped with a Remote Air To Air AfterCooler (RATAAC) intake air cooling system. The C27 engine is a 12-cylinder "V" arrangement with a displacement of 27 liters. The C27 is rated at 432 kW (580 horsepower) at 1800 rpm. Other standard features include a power train hydraulic system using the common top pressure strategy for operation of the transmission and brakes, an electro-hydraulic demand fan, an electro-hydraulic implement system, the Advanced MOdular Cooling System (AMOCS) radiator, and the new Caterpillar Monitoring and Display System with Advisor™. The D10T can also be equipped with optional attachments such as an engine pre-lubrication system, a cold weather arrangement, a reversing fan and/or fan bypass arrangement, dual tilt blade control with the Automatic Blade Assist (ABA) feature, and AutoCarry. The D10T can be ordered ready to accept the Computer Aided Earthmoving System (CAES). The serial number prefix for the D10T is RJG.
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2 OPERATOR'S COMPARTMENT The operator's compartment for the D10T incorporates the "Common Cab" design, which is used on the D8T, the D9T, and the D10T Track-type Tractors. The cab is eight inches wider than the cab used for previous Track-type Tractor models. The cab has wider doors that open 20° further for easier entry and exit. It contains more glass area which allows better overall visibility for the operator. The new cab design also includes: - the Caterpillar Monitoring and Display System with Advisor; - a new dash with an automotive style instrument cluster; and - a new right-hand console with redesigned controls for lighting and other machine systems.
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3 The padded left armrest is adjustable fore and aft using the mechanical sliding lever (1). Pulling the sliding lever up allows the armrest to be moved to the desired position. Releasing the sliding lever mechanically locks the armrest into position. Power height adjustment of the arm rest is controlled using the rocker switch (2). Depressing and holding the top of the rocker switch raises the armrest height. Depressing and holding the bottom of the rocker switch lowers the armrest height. The left and right Finger Tip Control (FTC) steering levers (4) are each connected to a rotary position sensor (3), which send a PWM signal to the Power Train ECM when they are pulled rearward. The PWM signals are proportional to the movement of the steering levers. The status of the steering lever position sensors (percent of duty cycle/percent of lever position) may be viewed through the Advisor panel (Service/System Status/Steering screens) or by using Caterpillar ®Electronic Technician (Cat ET).
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4 The Finger Tip Control (FTC) console is located at the front of the left armrest. The two small levers allow the operator to control left and right turns. A PWM signal is sent to the Power Train ECM when the levers are pulled rearward. The Power Train ECM then sends a signal to the electronic steering clutch and brake control valve, which controls the hydraulic circuits for the left and right steering clutch and brake pistons. Pulling the left steering lever (1) toward the rear of machine (approximately one-half the full travel distance) releases the left steering clutch, which disengages power to the left track. This action will result in a gradual left turn. Pulling the left steering lever (1) the full travel distance engages the left brake. This action will result in a sharp left turn. The steering response is directly proportional to the amount of steering lever movement. The right steering lever (2) operates the same as the left steering lever. The tractor direction is controlled by rotating the F-N-R direction lever (3). Pushing on the top of the lever selects the FORWARD direction. Pushing on the bottom of the lever selects the REVERSE direction. The center position of the lever selects NEUTRAL. Each lever position is identified with a corresponding detent that holds the lever in place. Depressing the top yellow button (4) upshifts the transmission one gear range at a time. Depressing the bottom yellow button (5) downshifts the transmission one gear range at a time.
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The parking brake switch (5) shifts the transmission to FIRST gear NEUTRAL and energizes the parking brake solenoid and the secondary brake solenoid (as a backup measure) on the electronic steering clutch and brake valve, which fully engages the brakes. The status of the F-N-R direction lever position sensor (percent of duty cycle/percent of lever position), the transmission upshift and downshift switches, and the parking brake switch may be viewed through the Advisor panel (Service/System Status/Powertrain screens) or by using Cat ET. NOTE: When the parking brake is engaged, the secondary brake solenoid is also energized, as a backup measure.
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5 The right console contains the implement controls and most of the controls and switches for machine systems and functions. The dozer control lever (1) allows the operator to control all of the blade functions with one lever. If the machine is equipped with a ripper, the ripper control handle (2) is located to the rear of the dozer control lever. The ripper control handle allows the operator to control all of the ripper functions. Located to the rear of the ripper handle and on the vertical panel of the right console is the rear action lamp (3), which alerts the operator of a machine system that is operating out of its normal range. Forward of the action lamp is a 12-volt, switched power adapter (4). To the right of the dozer control lever is the horn button (5). The key start switch (6) is located on the vertical panel above the horn button. The Cat Advisor™ graphical display module (7) is located forward of the dozer control lever. Cat Advisor will be discussed later in this presentation.
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6 The dozer control lever (1) allows the operator to control all of the blade functions with one lever. When the lever is moved FORWARD, the blade will LOWER. Moving the lever forward to a point within 3°- 4° of the soft FLOAT detent causes the quick-drop valve to activate. Moving the lever completely forward to the soft FLOAT detent activates the FLOAT function. The lever can be returned to the centered position and maintain the FLOAT function. Moving the lever either forward or rearward from the centered position will deactivate the FLOAT function. Moving the lever to the rear of the center (HOLD) position causes the blade to RAISE. Moving the dozer control lever to the right tilts the right side of the blade down. Moving the lever to the left tilts the left side of the blade down. The FLOAT function may be disabled through Advisor, using the "Implement Setup" option from the "Settings" menu. If the machine is equipped with dual tilt, moving the thumb lever (2) to the right allows the operator to DUMP the blade (PITCH FORWARD). Moving the thumb lever to the left will RACK BACK the blade. The left yellow button (3) allows the operator to activate sequential segments in the Auto Blade Assist (ABA) cycle and/or the AutoCarry cycle, if equipped with ABA or AutoCarry. The ABA and/or AutoCarry modes must be armed for this button to perform this function.
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The right yellow button (4) cancels the ABA or AutoCarry cycle. The blade may be controlled manually at any time during the ABA or AutoCarry cycles. The trigger switch (not visible) is located on the front of the dozer control lever. The trigger switch toggles between single tilt and dual tilt modes when it is depressed and held. Releasing the trigger switch toggles back to the default tilt mode. Either single tilt or dual tilt may be set as the default tilt mode using Cat Advisor. The left rocker switch (5) on the panel ahead of the dozer control lever, and below the Advisor panel, is the ABA switch. It is used to arm the ABA mode. All of the Auto Blade Pitch settings for LOAD, CARRY, and SPREAD may be configured using Cat Advisor. The right rocker switch (6) manually activates the fan reversing cycle, if the machine is equipped with a reversing fan. (The manual fan reversing switch is not installed in illustration No. 6.) The status of the ABA switch may be viewed through the Advisor panel (Service/System Status/Implement screens) or by using Cat ET. The status of the manual fan reversing switch may be viewed through the Advisor panel (Service/System Status/Engine screens) or by using Cat ET. The status of all of the switches and the status of the position sensors (percent of duty cycle/percent of lever position) used on the dozer control lever may be viewed through the Advisor panel (Service/System Status/Implement screens) or by using Cat ET. NOTE: There are three different dozer control levers that may be installed in the D10T, depending on how the machine is equipped. The dozer control lever shown in illustration No. 6 is used on machines that are equipped with dual tilt. Machines equipped with dual tilt also include the ABA feature. If the machine is not equipped with dual tilt, but is equipped with AutoCarry, the control lever will look the same, but the thumb rocker switch is not active. If the machine has neither dual tilt nor AutoCarry (standard single tilt machine), the dozer control lever will not include the thumb rocker switch or the two yellow mode buttons. The trigger switch is also not included with the standard single tilt machine.
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7 The ripper control handle (1) is located to the rear of the dozer control lever. It is similar to the ripper control handle that is used on the D10R Track-type Tractor. Pulling back on the left side of the finger switch (2) moves the tip of the ripper SHANK IN. Pulling back on the right side of the finger switch moves the tip of the ripper SHANK OUT. At the left of the ripper control handle is the thumb switch (3), which controls RIPPER RAISE and RIPPER LOWER. Pushing against the top of the thumb switch RAISES the ripper. Pushing against the bottom of the thumb switch LOWERS the ripper. Pushing the Auto-Stow button (4) raises the ripper to the maximum height and can move the ripper tip to the full SHANK IN or full SHANK OUT position, depending on the operator's settings that can be configured using Cat Advisor. There are three Auto-Stow positions that may be configured. The three positions are: RIPPER RAISE, RIPPER RAISE/SHANK IN, or RIPPER RAISE/SHANK OUT. The status of the AutoStow switch and the status of the position sensors used on the ripper control handle (percent of duty cycle/percent of lever position) may be viewed through the Advisor panel (Service/System Status/Implement screens) or by using Cat ET.
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8 The panel on the outside of the right console contains a number of switches that control various machine functions. To the immediate right of the key start switch is the High/Low Idle switch (1). Just above the High/Low Idle switch is the Implement Lockout switch (2), which disables implement movement and illuminates the Implement Lockout indicator light in the instrument cluster when activated. Activating the Implement Lockout switch de-energizes the implement lockout solenoid which shuts off the flow of pilot oil to the implement control valves. The implements cannot move with no pilot oil available to the implement control valves. The AutoShift mode switch (3) activates the AutoShift mode. The AutoShift mode may be configured using Cat Advisor, or by using Cat ET. The Auto KickDown mode switch (4) enables the Auto KickDown mode, when activated. Shift-point sensitivity for the Auto KickDown mode (Low, Medium, and High) may be configured using Cat Advisor, or by using Cat ET.
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If the machine is equipped with AutoCarry, the AutoCarry mode switch (5) arms the AutoCarry mode when activated. Blade pitch angles for the LOAD and CARRY segments of the AutoCarry cycle may be configured using Cat Advisor. The ripper pin puller switch (6) is used to automatically retract and extend the ripper shank pin, if the machine is equipped with a single shank ripper. The four switches (7) at the rear of the console activate all the exterior machine lights. The status of the High/Low Idle switch may be viewed through the Advisor panel (Service/System Status/Engine screens) or by using Cat ET. The status of the AutoShift mode switch and the Auto KickDown mode switch may be viewed through the Advisor panel (Service/System Status/Powertrain screens) or by using Cat ET. The status of the Implement Lockout switch and the AutoCarry mode switch may be viewed through the Advisor panel (Service/System Status/Implement screens) or by using Cat ET.
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9 The main fuse panel, the circuit breakers, and the diagnostic connector are located at the bottom of the left console, inside the left cab door. Opening the hinged door gains access to: 1. the air conditioning remote condenser circuit breaker (if equipped - not shown, above) 2. the HVAC blower motor circuit breaker 3. the diagnostic connector for the Cat ET 4. the 12 volt switched power supply (for powering a laptop computer or other devices) 5. the 175 amp alternator fuse 6. the main electrical fuse panel, using automotive type fuses A fuse and breaker identification chart (7) is affixed to the inside of the hinged door. The chart identifies fuse locations and their associated electrical circuits. Several spare fuses, a spare 175 amp alternator fuse, and a fuse puller tool are also stored inside the hinged door. NOTE: The hinge on the panel door is spring loaded and the door may be easily removed, if necessary.
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10 The HVAC controls and the wiper/washer controls are located overhead, above the right console. From left to right, these controls are: 1. HVAC blower fan speed switch, with four fan speed positions 2. HVAC temperature control 3. air-conditioning selector switch (ON/OFF) 4. front windshield wiper/washer control switch 5. left cab door wiper/washer control switch 6. right cab door wiper/washer control switch 7. rear cab window wiper/washer control switch The wiper/washer control switches allow for intermittent wiper settings and for high/low speed settings.
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11 The dash in the new cab contains a sealed instrument cluster, which replaces the quad gauge module, the speedometer/tachometer module, and the Vital Information Display System (VIDS) message center module used in the D10R Track-type Tractor. The instrument cluster is a sealed unit that contains the following four analog gauges: 1. hydraulic oil temperature gauge 2. engine coolant temperature gauge 3. torque converter oil temperature gauge 4. fuel level gauge The instrument cluster also contains the tachometer (5) and up to fifteen indicator lights that alert the operator of different operational modes or conditions. The LCD display (6) is positioned below the tachometer. It displays the service hours at the bottom of the display, the track speed at the upper left, and the selected transmission gear and direction at the upper right. The Action Alarm and the 24V-12V power converter are installed behind the storage bin (7). The dash panel must be removed to access these components. INSTRUCTOR NOTE: The instrument cluster and the new monitoring system will be discussed in more detail, later in this presentation.
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12 Below the dash is the service brake pedal (1) and the decelerator pedal (2). The service brake pedal applies the service brakes (both left and right) proportionately with the amount of pressure applied by the operator. When depressed, the pedal provides a signal to the Power Train ECM from the rotary position sensor connected to the pedal. The Power Train ECM then signals the electronically controlled brake valve. When completely depressed, the brakes are fully engaged. The smaller pedal on the right is the decelerator pedal. During normal operation, the machine operates at high idle. Depressing the decelerator pedal decreases the engine rpm by a signal to the Engine ECM from the rotary position sensor connected to the pedal. Intermediate engine speeds are attained in the following manner. Set the high/low idle switch to the HIGH IDLE position, and then depress the decelerator pedal to the desired engine speed. Then, press and hold the high idle (rabbit) side of the high/low idle switch for approximately three seconds. Then release the switch to set the intermediate engine speed. The engine speed may then be reduced from this intermediate engine speed by depressing the decelerator pedal. When the decelerator pedal is released, the engine speed will return to the intermediate setting. The intermediate engine speed setting may be cancelled by pressing either the high idle (rabbit) or low idle (turtle) side of the switch again.
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The status of the brake pedal position sensor (percent of duty cycle/percent of pedal position) and the secondary brake switch may be viewed through the Advisor panel (Service/System Status/Powertrain screens) or by using Cat ET. The status of the decelerator pedal position sensor (percent of duty cycle/percent of pedal position) may be viewed through the Advisor panel (Service/System Status/Engine screens) or by using Cat ET.
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13 The Power Train ECM (1) and the Implement ECM (2) are located at the rear of the cab. The Power Train ECM can be accessed by removing the operator seat and the sound panel at the rear of the cab. The panel under the right console must also be removed to access the Implement ECM. Other components and service points located here are: 3. J1/P1 connector for the Implement ECM 4. J2/P2 connector for the Implement ECM 5. J1/P1 connector for the Power Train ECM 6. J2/P2 connector for the Power Train ECM 7. external lighting relays 8. 24V DC to 12V DC power converter (attachment) NOTE: The Implement ECM and Power Train ECM code plugs are tied to the wiring harness, which is routed through the channel below the ECMs. The 24V to 12V power converter shown above is used to power accessories other than the standard machine equipment. It is an attachment that can be ordered from the factory. If the power converter is not ordered from the factory, the connectors will be present in this location and a converter can be added later. If the machine is equipped with Product Link, that ECM is located above the cab headliner.
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14 CATERPILLAR MONITORING AND DISPLAY SYSTEM, WITH ADVISOR™ The monitoring system for the D10T has been upgraded to the Caterpillar Monitoring and Display System with Advisor. This system is standard equipment for the T-Series Track-type Tractors. The major components in the new monitoring system consist of the Advisor graphical display module (1) and the in-dash instrument cluster (2). The graphical display module has a selfcontained ECM (Advisor ECM). Cat Advisor allows the operator to configure machine and implement operation and Advisor display options, and then save them to an operator profile that may be selected whenever the operator desires. Advisor also allows the serviceman to configure certain password protected machine functions and to view system status information for the engine, the power train, the steering, and the implement systems. The serviceman can also use the Advisor panel to perform calibrations of the machine and implement controls, the brakes and the transmission, and the steering system.
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CATERPILLAR MONITORING AND DISPLAY SYSTEM COMPONENTS
Implement ECM
J2
J1
Power Train ECM
Key St art Swit ch J2
J1
Engine ECM
J2
J1
CAN A Dat a Link
(
CAES At t achment s
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Product Link
CAN A Dat a Link CAT Dat a Link 15
20
AUTO
25
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5
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Dynamic Inclination Sensor
CAN B Dat a Link
Advisor
CAN C Dat a Link
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35
2 .3
1F
1 3 2 .1
Inst rument Clust er
Comm Adapt er II
Fuel Level Sensor
Rear Act ion Lamp
Act ion Alarm
ET
Alt ernat or ( R-Terminal)
15 The Caterpillar Monitoring and Display System (CMDS) continuously monitors all machine systems. CMDS consists of both software and hardware components. The hardware components consist of the Cat Advisor graphical display module, a sealed instrument cluster, the Engine ECM, the Implement ECM, the Power Train ECM, the Action Alarm, the rear Action Lamp, and various switches, sensors, and senders. If the machine is so equipped, the CMDS may also include connections to a Product Link ECM, a Computer Aided Earthmoving System (CAES). The CMDS components communicate with each other and with electronic controls on the machine’s components through the Cat Data Link and through Controller Area Network (CAN) Data Links. A machine with standard equipment uses the Cat Data Link, the CAN A Data Link, and the CAN C Data Link. With AutoCarry attachments, CMDS will also include a CAN B Data Link (shown in dashed lines, above) and a CAN D Data Link (not shown, above). Advisor constantly monitors all of the ECMs, the alternator R-Terminal, the system input voltage, and the fuel level sensor. Advisor then drives the instrument cluster and activates its mode and alert indicators, its displays, and its gauges. This information may also be accessed and displayed on Advisor’s screens or with Cat ET.
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INSTRUMENT CLUSTER Auto KickDown Activated (5) Winch Freespool or Release (4) Winch Low Speed Lock (3) Winch Disabled (2)
AutoCarry Charging Parking AutoShift Brake On (7) System Fault (9) Active (11) Activated (6) Action ABA Lamp (8) Enabled (10)
15
Single Tilt Enabled (14)
25
10
AUTO
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0
Engine Prelube Activated (1)
Float Active (13)
20
AUTO
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Implement Lockout Activated (12)
30
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1F 132.1
Dual Tilt Enabled (15) Not Used
Not Used
16 In addition to the four analog gauges, the tachometer, and the LCD display screen (mentioned earlier), the instrument cluster contains up to fifteen LED indicators that show the operator the status of a number of machine functions. When lit, they indicate the following functions: 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15.
Engine pre-lube activated (active only if equipped with a pre-lube system) Winch Disabled (not functional for the D10T) Winch Low Speed Lock (not functional for the D10T) Winch Freespool or Release (not functional for the D10T) Auto KickDown Activated AutoShift Activated Parking Brake ON Action Lamp Charging System Fault (abnormal output at the "R" terminal) Auto Blade Assist Enabled (active only if the machine is equipped with ABA) AutoCarry Active (active only if the machine is equipped with AutoCarry) Implement Lockout Activated FLOAT Active Single Tilt Enabled Dual Tilt Enabled (active only if the machine is equipped with dual tilt)
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17 The heart of the CMDS is the graphical display module, which is located on the right console, ahead of the dozer control lever. The graphical display module is referred to as Advisor. Advisor consists of the display screen (1), the navigational buttons (2), and an internal, self-contained ECM (not visible). Advisor is used to access, monitor, and display operating characteristics, diagnostics and events, and modes of operation. Advisor is also used to view and change operator preferences and parameters, much like the Vital Information Display System (VIDS) in previous D10R and D11R Track-type Tractors. Advisor also allows the serviceman to troubleshoot and adjust machine systems by: - viewing active and logged codes and events, and clearing logged codes; - viewing the status of machine systems and their components; and - performing calibrations for the steering, the implement, and the power train systems.
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ADVISOR GRAPHICAL DISPLAY MODULE Gear / Direction Display Area
Dozer Mode Display Area
Auto-Shift Mode Display Area (1) Left / Up Arrow Button
1F
Float
(2) Right / Down Arrow Button
1F-2R
Home Menu Performance
(3) Back Button (Delete / Backspace Button)
Settings Operator Service
"More Options" Icon
OK
Data Display / Menu Selection Display Area
(4) Home Button
(5) OK Button (Enter / Select Button)
18 Cat Advisor is the interface between the operator or serviceman and the CMDS. Information is displayed on a backlit LCD screen. The top portion of the screen is called the "Top Banner" and it displays vital machine information at all times. The Top Banner may display different information from machine to machine, depending on the attachments and the machine configuration. On the base machine, the banner displays: - Transmission Gear and Direction, at the left; - Dozer Mode, in the center; - AutoShift Mode, at the right. The Transmission Gear and Direction display area shows the transmission gear and direction that is currently selected. The display may show any of the following transmission gear and direction combinations: "1F, 2F, 3F, 1R, 2R, 3R, or 1N."
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Text Reference
The Dozer Mode display area can display a number of messages which show the current dozer mode, the current segment during the Auto Blade Assist (ABA) cycle or AutoCarry cycle, or the status of the implement or the implement system. The Dozer Mode display area may show any of the following messages: - Carry (CARRY segment active - blade is in CARRY position) - Spread (blade is moving from CARRY to a preset SPREAD position) - Ready To Return (blade is at end of SPREAD segment - gear is Neutral) - Return (blade has reset - not in Forward gear) - Ready To Carry (blade is loading, next move will position for CARRY) - Manual (Manual blade mode active - ABA or AutoCarry not armed) - Not Reset (ECM does not know blade position) - Resetting (blade automatically moving to find load position) - Float (blade is in FLOAT - dozer control lever is in FLOAT position) - Low Engine Speed (engine speed too low for ABA/AutoCarry modes) - Wrong Gear (wrong gear for AutoCarry mode - shift the transmission to 1F) - Service (displayed during implement calibrations) - Implements Off (Implement Shutoff is ON, or active) - Stowing Ripper (ripper moving to stow position - AutoStow activated) The AutoShift Mode display area shows the current AutoShift Mode that is selected, using the AutoShift Mode selector switch on the right operator console. Depending on how the tractor is configured, it can display "1F-2R," "2F-2R," "2F-1R," or "Inactive," if no AutoShift Mode is selected. The bottom portion of the Advisor display screen is the Data Display/Menu Selection Display Area. It displays numerous menus and sub-menus used for navigation from screen to screen. It may also display operator warnings, system information, and system status, depending on what menu or sub-menu selection has been made. A "More Options" icon may also appear on the display screen. This is an indicator that more information is available for selecting or displaying from the current highlighted position. This icon may point down, up, left, or right. Using the Arrow Button that corresponds to the "More Options" icon will allow the operator or serviceman to move to and/or view the additional information. At the right of the display screen is a column of five User Interface buttons. These buttons are used to navigate through the numerous Advisor screens, to make menu selections, or to enter data.
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The five User Interface buttons, from top to bottom, are: 1. LEFT/UP Arrow button - This button is used for screen navigation or data entry. It can be used: - to scroll up a vertical list or scroll left across a horizontal list; - to decrease a setting value, such as decreasing brightness/contrast. 2. DOWN/RIGHT Arrow button - This button is also used for screen navigation or data entry. It can be used: - to scroll down a vertical list or scroll right across a horizontal list; - to increase a setting value, such as increasing brightness/contrast. 3. BACK button - This button is used: - to go up one level in a stair-step (hierarchical) menu structure, or to return to the previous screen, much the same as the BACK button is used in Windows Internet Explorer™; - as a backspace or cancel key when the operator or serviceman wishes to delete entered characters. 4. HOME button - This button is used to return to the home menu screen, regardless of what screen is currently displayed. 5. OK button - This button is used: - to make selections from a screen; - to confirm an entry, such as a password, or for saving an operator profile entry. Navigation through the menus and sub-menus is accomplished by using the ARROW buttons to highlight the desired selection, then pressing the OK button. The ARROW buttons are also used to highlight a mode or to set a parameter. Pressing the OK button selects that option. (Example: Choosing either "Enabled" or "Disabled" for the FLOAT option in the Implement Settings menu.) NOTE: The column of five buttons at the left of the display screen currently have no function.
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1F
Float
Text Reference
1F-2R
Recall Operator Settings Default Settings Activated in 10 Seconds Or Press OK
To Recall Previous Settings
OK
19
Start-up Advisor will perform a self-test routine at machine start-up (key ON). After a few seconds, a preliminary screen will appear (illustration No. 19). The preliminary screen displays, "Default Settings Activated in 10 Seconds Or Press OK To Recall Previous Settings." To use the operator profile (settings) that were active the last time the machine was operated the operator may acknowledge "YES" by pressing the OK button. NO is assumed by waiting 10 seconds. If the operator answers YES by pressing the OK button, Advisor will load into its memory the operator profile that was last used. If the operator waits 10 seconds, the default settings (or factory settings) will be loaded into Advisor's memory. In either situation, if the operator wishes to use an operator profile (settings) other than the profile last used or the default settings, another operator profile may be selected from the "Operator" menu selection, from the Home Menu. After the preliminary screen has been acknowledged or has expired, "pop-up" warning screens may be displayed if there are any active faults in any of the machine systems (see illustration No. 20).
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Float
1F Engine ECM MID 36
ID 164-3
Text Reference
1F-2R
!
Injection Actuation Pressure Sensor Voltage Above Normal Shorted High
ACKNOWLEDGE PRESS THE OK KEY TO ACKNOWLEDGE
OK
20
The illustration above shows a "pop-up" warning screen generated by the Engine ECM and reported by Advisor. There may be more warning screens if there are any other active faults or events reported to Advisor by the Engine ECM, or any other ECM on the machine. Advisor will scroll through all of the warning screens generated by all of the active faults and events. Each of these warning screens must be individually acknowledged by pressing the "OK" button. Each of these warning screens contains the following information: - The reporting ECM (in text) - The reporting MID (module identifier, or ECM code) - The ID (Component ID and Failure Mode Identifier) - A text message stating the failed component - A text message stating the failure mode of the component - A prompt for the operator to acknowledge the warning Acknowledging these warnings does not clear them from the reporting ECM's memory. Acknowledging them only clears them from the screen, or "snoozes" them. They may re-occur after a pre-determined amount of time, depending on their severity. The CMDS provides three Warning Category Indicators (levels), utilizing "pop-up" warning messages on Advisor's screen (see above), the front Action Light (contained in the instrument cluster), the rear Action Lamp, and an Action Alarm.
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The three warning category indicators and the resulting combinations of the Action Lamps and the Action Alarm are: - Warning Category Indicator 1: A warning appears on the Advisor screen, describing the event or diagnostic failure. The forward Action Lamp will illuminate to solid amber. The warning can be acknowledged (snoozed) by pressing the OK button, and will not reappear for several hours, depending on the failure or event (or if the event or failure does not re-occur). - Warning Category Indicator 2: A warning appears on the Advisor screen, describing the event or diagnostic failure. The Action Light and Lamp will flash red, alerting the operator to change the machine operation mode. The warning can be acknowledged (snoozed) by pressing the OK button, and will not re-appear for one hour, depending on the event or failure (or if the event or failure does not re-occur) and the Action Light and Lamp will stop flashing. - Warning Category Indicator 3: A warning appears on the Advisor screen, describing the event or diagnostic failure. The Action Light and Lamp will flash red, and the Action Alarm will pulse to alert the operator to shut down the machine. The warning can be acknowledged (snoozed) and will continue to appear every five minutes. The Action Light and Lamp will continue to flash red and the Action Alarm will continue to pulse after the operator acknowledges the warning. NOTE: If the Warning Category Indicator (fault) is related to an implement control failure, the Advisor warning will ask if the operator desires to go to "Limp Home Mode." If the operator chooses the YES option, Advisor will display the Limp Home Screen. The Limp Home screen allows the operator to use Advisor to slowly and incrementally move the implements to a position that will allow the machine to be moved for service work. Gear selection for the transmission will be limited to first gear forward, or first gear reverse in Limp Home Mode. NOTE: At machine start-up (key ON), the LCD display in the Instrument Cluster will briefly display the Instrument Cluster's part number. Although the T-Series tractors all have a common cab, the Instrument Cluster is different for the D8T, the D9T, and the D10T. This is due mainly because of differences in engine rpm between these models.
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Text Reference
PERFORMANCE SCREEN 1 OF 2
Float
1F
1F-2R
Performance
1 of 2
Engine Coolant Temp
Engine Speed
Hydraulic Oil Temperature
TCO Temperature
87.8 C
n/min
21
1410 RPM
76.6 C
68.8 C Next
OK
PERFORMANCE SCREEN 2 OF 2
Float
1F
Performance
1F-2R
2 of 2
Engine Oil Pressure
Air Inlet Temperature
Fuel Level
System Voltage
506.0 kPa 75 %
Previous
22
40 C
26.3 Volts
OK
After the warning screens have been acknowledged the "Performance 1 of 2" screen will then appear on the display (illustration No. 21). This is the default screen. Pressing the right ARROW button will display the "Performance 2 of 2" screen (illustration No. 22). Using the left and right ARROW buttons allows the operator to switch back and forth between the two Performance screens. Vital information about the machine's major systems may be easily monitored using these two screens and the in-dash Instrument Cluster.
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Text Reference
The two Performance screens display real-time text information for the following: - Engine Coolant Temperature - Engine Speed - Hydraulic Oil Temperature - Torque Converter Oil Temperature - Engine Oil Pressure - Air Inlet Temperature (engine intake air temperature) - Fuel Level - System Voltage The Home Menu may be displayed from any screen by pressing the HOME button. NOTE: If the screen contrast, the screen backlight, or the display language is set such that the operator or serviceman cannot see or read the display, a simple reset mode has been added to the most recent software for Advisor. The following procedure will help overcome this problem: 1. Set the key switch to OFF and then back to ON. 2. Wait approximately 15 seconds. 3. If the Action Lamp is illuminated or flashing, press the OK button a number of times until the Action Lamp is no longer illuminated. If the Action Lamp is not illuminated, proceed to step 4. 4. Press and hold the OK button for five seconds. Performing this procedure will cause the brightness and contrast to be reset to 50% and the screen will display the language selection menu. The operator or serviceman may then select the desired language. The above information supercedes the Service Training publication SERV1790, "Caterpillar Monitoring and Display System with Advisor™ for Track-type Tractors."
INSTRUCTOR NOTE: For more detailed information about the new monitoring system and Advisor and how to access and use all of the options, refer to SERV1790 (STMG 790), "Caterpillar Monitoring and Display System with Advisor™ for Track-type Tractors." SERV1790 also contains several structured, hands-on lab exercises that require the students to create operator profiles, change machine settings and save them, access and record machine systems status information, and perform several machine system calibrations. When used in conjunction with this presentation, STMG 790 will provide a thorough understanding and a practical application of this informational and diagnostic tool.
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23 ENGINE The C27 ACERT™ technology engine is new for the D10T Track-type Tractor. The engine is equipped with Mechanical Electronic Unit Injection (MEUI), an electro-hydraulic demand fan system, and a Remote Air To Air AfterCooler (RATAAC). The C27 engine also utilizes the A4 Engine Electronic Control Module (ECM), which is air cooled. The C27 is rated at 432 kW (580 horsepower) at 1800 rpm. The C27 engine is a 12 cylinder "V" arrangement with a displacement of 27 liters. Most of the service points for the C27 have been located on the left side of the engine. The C27 ACERT engine meets U.S. Environmental Protection Agency (EPA) Tier III Emissions Regulations for North America and Stage III European Emissions Regulations. Engine oil and filter change intervals have been increased to 500 hours, under most operating conditions. However, engine load factor, sulfur levels in the fuel, oil quality, and altitude may negatively affect the extended oil change intervals. Regular engine oil samplings (S•O•S) must be performed every 250 hours to confirm oil cleanliness.
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Text Reference
The C27 is mechanically similar to the 3412E engine used in the D10R, except that a camshaft is now located in each cylinder head, instead of a single camshaft in the engine block. The gear trains for the camshafts have been moved to the rear of the engine. The Engine ECM and its software, the cams, the injectors, the crankshaft, the piston rods, the pistons, and a few other components are also different, reflecting the ACERT technology. An elctro-hydraulic demand fan is standard equipment for the D10T and may be equipped with an automatic/manual fan reversing feature for those applications requiring it. The engine performance specifications for the D10T Track-type Tractor are: -.Serial No. Prefix: EHX - Performance Spec: 0K4650 (for North America) - Max Altitude: 3657 m (12,000 ft.) - Gross Power: 483 kW (648 hp) - Net Power: 433 kW (580 hp) - Full Load rpm: 1800 - High Idle rpm (full throttle, neutral): 2010 ± 10 (for North America), 1970 ± 10 (for E.U.) - Low Idle rpm: 700 NOTE: The C27 engine uses a "Ground Speed Governor" software strategy to prevent engine overspeed and to maintain a constant speed in downhill and uphill situations when there is little or no load on the blade. The Engine ECM constantly monitors engine speed and torque converter output speed to make the following adjustments. - If the engine is at high idle while the machine is traveling downhill, the Engine ECM will automatically lower engine rpm to maintain the correct torque converter output speed. In uphill situations, the Engine ECM will automatically increase engine rpm to maintain the correct torque converter output speed, up to a maximum of 2000 rpm. - If the operator has set an intermediate engine speed using the decelerator and the highlow idle switch, this strategy is ignored in uphill situations. NOTE: On machines built for the E.U., the torque converter output speed target is approximately 5% lower than those built for North America, due to more stringent noise requirements. Accordingly, the ground speed target is a bit slower, also. This will result in slightly slower speeds when "roading" the machine and when backing up.
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4
5
Text Reference
6
3 2
7
1
9
8
24 Major components and service points accessible from the left side of the engine are: 1. air conditioning compressor 2. secondary fuel filter 3. two engine oil filters and associated service points (discussed later in this presentation) 4. engine oil fill tube 5. engine oil dipstick 6. left side air filter 7. left side gear train lube line (engine oil) 8. starter 9. left side turbocharger
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Text Reference
8 1 2
3
4 7 5
6
25 Major components and service points accessible from the right side of the engine are: 1. Engine ECM 2. coolant sampling port (S•O•S) 3. alternator 4. external engine oil cooler 5. twin powertrain oil coolers (the engine oil cooler is behind the powertrain oil coolers) 6. right side turbocharger 7. right side gear train lube line (engine oil) 8. right side air filter NOTE: The exhaust manifolds, the turbine side of the turbochargers, and the exhaust pipes connecting the turbochargers to the mufflers are covered with "soft wrap" insulation, or heat shields. This insulation is used to prevent pre-heating the outside air that is drawn in through the engine compartment doors by the hydraulic demand fan. This air is used for cooling purposes (the radiator, the hydraulic oil cooler, and the standard air conditioning condenser).
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Text Reference
4 5 3 6
2
1 7
26 The 10-micron primary fuel filter (1) and water separator (7) are located in the compartment at the rear of the left fender. The primary fuel filter is mounted to the front of the fuel tank. The primary fuel filter contains a water separator (2) which removes water from the fuel. Water in a high pressure fuel system can cause premature failure of the fuel injectors due to corrosion and lack of lubricity. Water should be drained from the water separator daily, using the drain valve located at the bottom of the filter. Fuel is drawn from the primary fuel filter by the fuel pump (shown later) and is then directed to the secondary fuel filter (not shown, above). The secondary fuel filter removes contaminants that could damage the fuel injectors. The fuel filters should be replaced regularly, according to the guidelines in the D10T Operation and Maintenance Manual (SEBU7764), to ensure that clean fuel is always delivered to the fuel injectors. The electric fuel priming pump (3) is integrated into the primary fuel filter base. It is activated by activating the electric fuel priming pump switch (4). The fuel priming pump is used to fill the fuel filters after they have been replaced. The fuel priming pump is capable of forcing the air from the entire fuel system.
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Text Reference
After the fuel filters have been replaced, activate the priming pump and then crack open the fuel line fitting at the outlet of the primary fuel filter to purge all air from the primary fuel filter, the fuel line, and the priming pump. (Always place a suitable container under the primary fuel filter to collect any fuel that escapes through the fitting while purging air from the system.) Trapped air and intermittent fuel will escape through the fuel line fitting as the pump primes itself. When the fitting emits only fuel, the fitting should then be re-tightened. At the same time, continue operating the priming pump until it is determined that all air has been forced from the entire fuel system - from the priming pump back to the fuel tank. The priming pump produces enough pressure to force fuel past the bypass valve in the fuel transfer pump and past the fuel pressure regulator. Note that the main disconnect switch must be turned to the ON position and the key start switch must be in the OFF position for the fuel priming pump to operate. Also shown in illustration No. 26 is the fuel shutoff valve (2). When the shutoff valve handle is moved to a position that is perpendicular to the fuel line, the flow of fuel from the fuel tank to the primary fuel filter is shut OFF. The fuel supply line (6) connects the fuel tank to the fuel priming pump and the primary fuel filter. The fuel return line (5) directs unused fuel from the fuel pressure regulator back to the fuel tank.
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Text Reference
6 7
5
1
4
8
2
3
27 The fuel transfer pump (1) is located on top of the engine, at the rear. The fuel transfer pump is installed in the front side of the timing gear cover and it is driven by a gear in the rear gear train. The fuel transfer pump draws fuel from the primary fuel filter through a fuel line connected to the pump inlet port (3). The fuel pump forces the fuel through the pump outlet (2) to the secondary fuel filter, which is located at the left, front of the engine. Also shown in illustration No. 27 is the fuel pressure regulator manifold (4). Unused fuel from the fuel gallery in the left cylinder head enters the manifold at the top inlet (6). Unused fuel from the fuel gallery in the right cylinder head enters the manifold at the rear inlet (5). The fuel pressure regulator is a check valve (8) that is installed in the front of the manifold. The fuel pressure regulator maintains the fuel pressure at approximately 550 kPa (80 psi), with a full load on the engine (torque converter stall). Fuel that flows past the fuel pressure regulator is directed back to the fuel tank through a fuel line connected to the manifold outlet port (7).
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Text Reference
4 3
5
2
1
28 The 4-micron secondary fuel filter (1) is located in front of the engine oil filters, at the left front of the engine. The fuel temperature sensor (5), the fuel pressure sensor (4), the fuel pressure test port (3), and the fuel pressure differential switch (2) are installed in the secondary fuel filter base. The fuel filter pressure differential switch (5) compares the filter inlet pressure to the filter outlet pressure. This switch is normally closed. If the secondary fuel filter becomes clogged, the difference between the filter inlet pressure and the filter outlet pressure causes the switch to open and the Advisor panel will warn the operator, "Fuel Filter Is Plugged - Change Fuel Filter Soon." When this event occurs, engine performance may be degraded when the fuel flow is restricted, and the fuel injectors are starved of fuel. This condition, if ignored, could cause damage to the fuel injectors. The fuel pressure test port (3) will allow the serviceman to test the fuel pressure. The test port is situated at the outlet of the secondary fuel filter. The status of the fuel pressure sensor, the fuel temperature sensor, and the filter pressure differential switch may be viewed through the Advisor panel (Service/System Status/Engine screens) or by using Cat ET.
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Text Reference
4
5 3
2
1
29 The two engine oil filters (1) are located at the left front of the engine, behind the secondary fuel filter. The engine oil sampling (S•O•S) port (5) is located on the front of the outer filter base. The S•O•S port provides an oil sample before the oil is filtered. The engine oil pressure test port (2) is located behind the filters and is positioned at the oil filter outlet (after oil filtering). Also shown in illustration No. 29 is the engine oil dipstick (3) and the engine oil fill tube (4).
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2
Text Reference
3
4 1
5
30 A number of engine sensors are located on top of the engine, near the front. These sensors are: 1. left intake manifold air pressure (boost) sensor 2. engine coolant temperature sensor 3. atmospheric pressure sensor 4. right intake manifold air pressure (boost) sensor 5. intake air temperature sensor Boost pressure (both left and right) may be read on the status screen in Cat ET. The boost pressure is a calculation of the difference between the signal from the atmospheric pressure sensor and the signal from the intake manifold air pressure sensor. On the C27, the signals from both the left and the right intake manifold air pressure sensors are used by the Engine ECM to calculate boost for the left and the right cylinder banks. A failure of an intake manifold air pressure sensor can cause the Engine ECM to perceive a "zero boost" condition, resulting in a reduction in power by as much as 60%. The status of all five of these engine sensors may be viewed through the Advisor panel (Service/System Status/Engine screens) or by using Cat ET. The intake manifold air temperature may also be viewed on the Advisor panel in the Performance 2 screen.
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Text Reference
NOTE: The Engine ECM only uses the right intake manifold air pressure sensor for calculating the air-to-fuel ratio. If the right intake manifold air pressure sensor fails, engine derate will occur. The engine derate is mainly caused by the Engine ECM's inability to calculate the airto-fuel ratio and/or boost pressure. The left intake air pressure sensor is only used to calculate "boost" pressure for the left cylinder bank. Cat ET may be used to compare the left and right intake air pressures for diagnostic and troubleshooting purposes, such as turbocharger failure or air filter restriction. NOTE: The signal from the atmospheric pressure sensor is used by the Engine ECM to calculate a number of pressure measurements in most electronic engines. The signal from the atmospheric pressure sensor is compared to the signal from the other engine pressure sensors to determine the following: - ambient (absolute) pressure is the atmospheric pressure; - boost pressure is determined by comparing the atmospheric pressure (sensor) to the intake manifold air pressure (sensor); - engine oil (gauge) pressure is determined by comparing the atmospheric pressure (sensor) to the engine oil pressure (sensor); - air filter restriction is determined by comparing the atmospheric pressure (sensor) to the turbo inlet pressure (sensor); - fuel (gauge) pressure is determined by comparing the atmospheric pressure (sensor) to the fuel pressure (sensor). Also, when the engine is started, the Engine ECM uses the signal from the atmospheric pressure sensor as a reference point for calibration of the other pressure sensors on the engine (if the key start switch is turned to ON for at least five seconds before the engine starts).
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Text Reference
31
1
2
3
32
The primary speed/timing (crankshaft speed) sensor (1) is located at the lower, left front of the engine, behind the crankshaft damper. This sensor provides engine speed information to the Engine ECM. This information is also shared with the Power Train ECM through the CAT data link, eliminating the need for an engine output speed sensor. The starter (2) is installed on the front side of the flywheel housing, at the left rear of the engine. A second starter can be installed in the same place on the right side of the engine if the tractor is equipped with a cold weather arrangement. The ports for inserting the 9S9082 engine turning tool and the TDC timing pin (not visible) are also located on the front side of the flywheel housing, above the starter mounting port. An engine block heater element (3) is an attachment installed on tractors with a cold weather arrangement. A second block heater element would be installed on the right side of the engine, in the same location if the machine is equipped with the cold weather arrangement.
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Text Reference
33
1
4
2
34 3
The ecology drain for engine oil (1) is located on the front of the engine oil pan. It may be accessed through a plate in the bottom guard, directly below the drain valve. The engine pre-lube pump (3) is mounted to the inside of the left frame rail, adjacent to the engine oil pan (4), if the machine is equipped with this attachment. The engine pre-lube pump (3) is driven by an electric motor (2). (The pre-lube pump is no longer driven by the starter motor, as in previous models.) The engine pre-lube strategy prevents premature wear of critical engine components by ensuring a minimum engine oil pressure throughout the engine oil system before the engine starts. When the key start switch is moved to the START position, the engine prelube pump may run for a short time before the starter engages.
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Text Reference
The Engine ECM determines when to activate the engine pre-lube pump by monitoring the engine oil pressure sensor. If the oil pressure is less than 30 kPa (4.4 psi) the Engine ECM will activate the pre-lube pump until the oil pressure reaches 30 kPa (4.4 psi), or for a maximum of 45 seconds, whichever occurs first. To override the engine pre-lube strategy, turn the key start switch to the START position. Then cycle the key start switch to the OFF position and then back to the START position again within one second. This action will allow the starter to engage without cycling the engine pre-lube pump. NOTE: When the pre-lube cycle is activated, Advisor will inform the operator that engine pre-lube is activated. Additionally, Advisor will instruct the operator to keep the key start switch in the "START" position until the engine cranks and runs.
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Text Reference
1 4
35 3
2
6
36
5
7
The starter disconnect switch (1) and the main electrical disconnect switch (2) may be accessed by opening a spring-hinged door, located between the left engine compartment door and the front step on the left fender. The starter disconnect switch will disable the starter(s) when the switch is set to the OFF position. The auxiliary start connector (4) is installed in this same compartment. A block heater receptacle (3) is also located here if the machine is equipped with the cold weather arrangement. (A 120V AC or a 240V AC version of the block heater is available.) The ether aid solenoid (5) and the ether bottle mounting bracket (6) are located beneath the electrical disconnect switches (the ether canister is not installed). When the ether aid solenoid is energized, ether is injected into the intake manifold inlet tube through the small diameter line (7) to aid in starting the engine in cold weather.
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Text Reference
The Engine ECM controls ether injection when the conditions warrant its use. The Engine ECM monitors the intake air temperature sensor and the coolant temperature sensor to determine when ether injection is required. If the temperature of the engine coolant or the intake air is less than 0°C (32°F), AND the engine speed is greater than 35 rpm, but less than 700 rpm (low idle speed), then ether injection will be activated. Once the engine starts and the low idle speed is attained, the Engine ECM then looks to the ether injection map (contained in the engine software) to determine how long and how often to provide ether injection. This helps attain emissions regulations by eliminating white smoke when the engine is first started. The status of the ether aid solenoid may be viewed through the Advisor Panel (Service/System Status/Engine screens) or by using Cat ET.
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Text Reference
1
2
3 4
37 The coolant temperature regulator (thermostat) housing (1) is located at the right front of the engine. Two thermostats are contained in the thermostat housing. When the jacket water is cold and the thermostats have not yet opened, jacket water is diverted directly back to the jacket water pump through the bypass tube (3). The jacket water pump forces coolant through the engine oil cooler and the power train oil coolers before the coolant enters the engine block and then the cylinder heads. Jacket water (coolant) samples (S•O•S) may be taken at the coolant sampling port (2), which is identified by the green protective cap. Coolant samples should be taken only when the engine is at operating temperature and the coolant is circulating through the entire system. Always use a clean, lint-free towel to clean the test port prior to taking a fluid sample. Always replace the protective cap after a fluid sample has been taken. Doing so will prevent damage to the test port and lessen the likelihood of introducing contamination into subsequent fluid samples. The jacket water pump (4) is also located at the right front of the engine, below the thermostat housing.
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Text Reference
2 3
1
38 The air cooled A4 Engine ECM (1) is installed above the right front valve cover. The J1/P1 connector (2) is a 70-pin connector and the J2/P2 connector (3) is a 120-pin connector. There is no timing calibration probe connector on the C27 engine. The timing calibration probe is permanently installed in the engine flywheel housing (shown later). The probe is also permanently wired into an engine wiring harness, so that no cable is needed to connect the probe with the Engine ECM. NOTE: The Engine ECM is not cooled using fuel. The Engine ECM is air cooled.
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Text Reference
1
2
3
39 The engine oil pressure sensor (1) is installed in the top front of the right cylinder head, between the front valve cover and the front timing gear cover. The secondary (camshaft) speed/timing sensor (2) is installed in the rear of the timing gear cover, at the right front of the engine. This sensor reads the pick-up teeth on the rear face of the cam balance gear. The balance gear is attached to the front of the right camshaft. The fuel supply line for the right cylinder head (3) is also visible above. The status of the engine oil pressure sensor may be viewed through the Advisor Panel (Service/System Status/Engine screen and the Performance 2 screen) or by using Cat ET.
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Text Reference
2
1
40
4 3
41 5
The turbo inlet pressure sensor (1) is installed in the rear of the manifold that connects the left and right air filter canisters. The Engine ECM compares the signal from the turbo inlet air pressure sensor to the signal from the atmospheric air pressure sensor and calculates the difference between the two pressures. If the pressure differential is too great, it can indicate that the air filter is clogged and needs to be replaced. Too great a pressure differential (air restriction) will cause the engine to derate and will degrade engine performance. The "Crank-Without-Inject" connector and plugs (2) are fastened to the wiring harness below the right air filter canister.
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Text Reference
Removing the plug (4) from the "Crank-Without-Inject" connector (3) and inserting the plug at the right (5) will electronically disable the fuel injectors. This allows the engine to be turned (cranked) using the starter, but without the engine starting. No fuel will be injected into the cylinders in this mode. The engine cannot start and run. The status of the turbo inlet pressure sensor and the "Crank-Without-Inject" status may be viewed through the Advisor panel (Service/System Status/Engine screens) or through Cat ET. NOTE: When using the "Crank-Without-Inject" feature, always ensure that the either aid solenoid is unplugged before using the starter to turn the engine. Even though the fuel injectors are electronically disabled, the Engine ECM will command ether injection if all of the requirements (conditions) that require ether injection are met. The engine will try to start and run with ether injection.4
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1
Text Reference
6
5
42
2 4 3
43
7
The external engine oil cooler is an oil-to-water type cooler. Engine oil flows from the engine oil pump into the rear of the engine oil cooler (1) where it flows around tubes filled with coolant. When the oil is cold, some of the oil flows through the cooler bypass tube (not visible). Engine oil flows to the front of the cooler where it exits the front of the oil cooler and then flows to the oil filters (shown earlier). From the oil filters, the engine oil enters the oil gallery in the engine block where it is used for lubrication purposes. Coolant from the jacket water pump flows into the front of the cooler through the coolant inlet (5). The engine oil cooler is in parallel with the two power train oil coolers (2). The hot coolant supply line to the cab heater connects to the lower water shutoff valve (3). The return coolant line from the cab heater connects to the upper water shutoff valve (4).
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Text Reference
The coolant flow switch (6) is installed in the inlet bonnet of the external engine oil cooler. The timing calibration probe (7) is installed at the factory. The probe is located above the mounting position of the right side starter, on the front of the flywheel housing (forward of the right rear engine mounting pad). The probe is permanently wired into the Engine ECM. No cables are needed to make the connection between the probe and a connector when performing an engine timing calibration routine. The status of the coolant flow switch may be viewed through the Advisor panel (Service/System Status/Engine screens) or through Cat ET. NOTE: When troubleshooting the cooling system, it must be understood that both the engine oil cooler and the power train oil coolers are heat sources that raise the temperature of the coolant before it enters the engine block.
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Text Reference
4
44 3
1
2
9
10
11 12
8
7
45
6
5
The C27 ACERT engine contains a cam in each cylinder head, instead of a single cam in the engine block, as in the 3412E engine that was used in the D10R. The timing gear train for the C27 has been moved to the rear of the engine. Illustration No. 44 shows the front gear train with the front gear cover removed. The components identified in illustration No. 44 are: 1. idler gear (drives the oil pump drive gear) 2. front crankshaft gear 3. idler gear 4. idler gear for the jacket water pump drive gear (not shown) Note that the timing marks on the gears of the front gear train are not used for any purpose.
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Text Reference
Illustration No. 45 shows the rear timing gear train of the C27 with the rear gear train cover removed. The components identified in illustration No.45 are: 5. rear crankshaft gear 6. idler gear (drives the implement pump and powertrain oil pump) 7. idler gear (driven by gear No. 6) 8. left camshaft drive/timing gear 9. left camshaft timing mark (stamped into the machined surface) 10. idler gear (drives both camshafts and the fuel transfer pump) 11. right camshaft timing mark (stamped into the machined surface) 12. right camshaft drive/timing gear When the TDC timing pin is used to locate the Top Dead Center position, cylinder No. 1 will be at TDC of the compression stroke and cylinder No. 11 will be at TDC of the exhaust stroke when the timing marks on the camshaft gears are aligned with the timing marks on the rear gear housing (see illustration No. 45). The firing order for the C27 engine is: 1, 10, 9, 6, 5, 12, 11, 4, 3, 8, 7, 2. The rear timing gear cover has an inspection cover behind either camshaft gear that will allow the serviceman to examine the timing marks, in order to determine the exact relational positions between the camshaft and the crankshaft. INSTRUCTOR NOTE: Servicemen must be informed that the procedure for finding TDC on the compression stroke (cylinder No. 1) is different for C27 ACERT engines used in the first D10T tractors built, as compared to the TDC procedure described earlier. This information is extremely important when checking or setting valve lash or when setting fuel injector height. The procedure for these early production engines is: - When the TDC timing pin is used to locate the Top Dead Center position, cylinder No. 1 will be at TDC of the exhaust stroke and cylinder No. 11 will be at TDC of the compression stroke when the timing marks on the camshaft gear are aligned with the timing marks on the rear gear housing (see illustration No. 45). - When the crankshaft is rotated another 360° and is pinned again at the Top Dead Center position, cylinder No. 1 will be at TDC of the compression stroke and cylinder No. 11 will be at TDC of the exhaust stroke when the timing marks on the camshaft gear are 180° off the timing marks on the rear gear housing. The TDC strategy will change some time in the future to reflect the standard timing strategy used for the 3412E, but engines used early in the production schedule of the D10T will reflect the information described above. Always refer to the latest revision of the C27 Engine Specifications manual (Form No. SENR9936) for more detailed information about these procedures and for the serial number break that indicates which strategy is used for the engine in the machine in question.
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Text Reference
1
46
2 3
4
5 6 9
47 7 8
The two turbochargers used on the C27 do not use a wastegate. The turbocharger bearings are lubricated with engine oil. Oil supply is through the upper oil line (1). Oil returns to the engine block through the lower oil line (4). Engine coolant is used to cool the turbocharger bearings. Coolant supply to the bearings is through the lower tube (3). Coolant return to the shunt tank is through the upper tube (2). Illustration No. 47 shows the fuel heater (5) that is an attachment included in the cold weather arrangement. The fuel heater is mounted to the inside of the left fender, forward of the left rollover support post and under the floor of operator's compartment.
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Text Reference
Fuel is heated using the hot coolant supply from the cab heater lines. Hot coolant enters the fuel heater at the coolant inlet (7) and returns through the coolant outlet (8). Fuel from the primary fuel filter is drawn through the heater by the fuel transfer pump. Fuel enters the fuel heater through the fuel inlet (6) and exits the heater at the fuel outlet (9), where it continues to the fuel transfer pump. Fuel should not be heated in warmer weather. The water shutoff valves to the cab heater must be closed to disable the heating function of the fuel heater. The water shutoff valves are located on the right side of the engine and were shown earlier in this presentation (illustration No. 42).
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Text Reference
1
48
The sonar type fuel level sensor (1) is installed on the underside of the fuel tank, near the center. The fuel tank is located at the rear of the machine. The fuel level sensor is directly monitored by the Advisor ECM. The Advisor ECM then provides a signal to the analog type fuel level gauge in the instrument cluster. The Performance 2 screen on the Advisor panel also displays a digital readout showing the percent of remaining fuel. Advisor will alert the operator with a pop-up warning when the fuel level reaches 10% of tank capacity (Warning Category Indicator 1). A second, and more severe pop-up warning will be generated by Advisor (Warning Category Indicator 2) if the fuel tank reaches 5% of capacity. The fuel tank should be filled immediately if the second (Level II) warning is generated. The fuel injectors can be badly damaged if they are starved of fuel, due to the lack of cooling and lubrication properties provided by the fuel. The fuel tank will hold 1204 liters (318 U.S. gal.) of fuel.
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Text Reference
C27 ACERT ENGINE FUEL DELIVERY SYSTEM Electric Fuel Priming Pump
(Optional) Fuel Heater
Right Fuel Gallery
Fuel Tank
Fuel Shutoff Valve
Fuel Transfer Pump
Primary Fuel Filter
Fuel Pressure Regulator
Left Fuel Gallery Secondary Fuel Filter
49 Fuel Delivery System Fuel is drawn from the fuel tank through the primary fuel filter (10-micron) and water separator by a gear-type fuel transfer pump. The fuel transfer pump forces the fuel through the secondary fuel filter (4-micron). The fuel is then directed through a fuel line to a "tee" fitting that divides the fuel flow and directs the fuel to both the left and right cylinder heads. The fuel enters the front of the cylinder heads and flows into the fuel galleries, where it is made available to each of the twelve MEUI fuel injectors. Any excess fuel not injected into the cylinders by the fuel injectors leaves the rear of the cylinder heads and is directed to the fuel pressure regulator. The fuel pressure regulator maintains a fuel system pressure of approximately 560 kPa (80 psi). The excess fuel flow returns to the fuel tank from the fuel pressure regulator. The ratio of fuel used for combustion and fuel returned to tank is approximately 3:1 (i.e. four times the volume required for combustion is supplied to the system for combustion and injector cooling purposes).
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Text Reference
A pressure differential switch is installed in the secondary fuel filter base and will alert the operator, via Advisor, of a fuel filter restriction. The pressure differential switch compares the filter inlet pressure to the filter outlet pressure. When the difference in the inlet and outlet pressures causes the switch to activate, the Advisor panel will warn the operator that the secondary fuel filter is clogged and that fuel flow is restricted. The secondary fuel filter will not be bypassed. However, engine performance can be degraded due to the restriction of fuel flow to the injectors. If the restriction is too great, the injectors could be damaged because of the reduction in fuel flow that is used for cooling the injectors. The fuel used by the injectors also provides lubrication qualities that protect the small component parts of the injectors. The status of the fuel pressure differential switch may be viewed through the Advisor panel (Service/System Status/Engine screens) or by using Cat ET.
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2
1
4
3
6
5
7
7
8
8
9
Text Reference
9
10
10
13 11
13 11
12
12
50 Engine Air System Engine intake air is drawn into the engine air (rear) pre-cleaner (2) by the vacuum created by the compressor wheels in the turbochargers (12). The engine intake air is then drawn through the air filter inlet bonnet (6), which divides the air flow evenly to the left and right air cleaner canisters (8). Fine contaminants are removed by the air filter elements inside the canisters. The filtered engine intake air is then drawn into the air inlets of the turbochargers (11). At the same time, exhaust gasses passing through both mufflers (4) flow past a dust ejector tube (3) in each exhaust stack. As the exhaust gasses flow past the ejector tubes (3), they create a (venturi effect) vacuum in the ejector tubes. The dust ejector tubes are connected to the precleaner by flexible hoses (5). These connections create a secondary vacuum in the pre-cleaner housing which serves to draw large contaminant particles from the engine intake air as it passes through the pre-cleaner. The large contaminant particles drawn through the ejector tubes and are ejected through the exhaust stack. The turbochargers compress the engine intake air and force it out of the compressor outlets and then into the (red) RATAAC inlet tubes (10). The compressed engine intake air then enters both the left and the right Remote Air To Air AfterCooler (RATAAC) heat exchanger cores (7).
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Text Reference
As the engine intake air passes through the RATAAC heat exchanger cores, the air is cooled and becomes more dense. The engine intake air then exits the RATAAC cores through the RATAAC outlets. (Note that the engine intake air flow through the left RATAAC core is from front to rear. The flow of engine intake air through the right RATAAC core is from rear to front.) The compressed, cooled engine intake air is then directed to the intake manifold through the (blue) intake air tubes (9). From the intake manifold, the engine intake air enters the cylinder heads. The cooler, more dense intake air then enters the cylinders through the intake valves in the cylinder heads. As the pistons rise in their respective cylinders, they compress the air. The compressed air then becomes super-heated. Combustion occurs when fuel is injected into the super-heated air at the top of the compression stroke of each piston. The combustion of the fuel/air mixture forces the pistons down. As the pistons are forced down, the energy is transferred to the crankshaft through the piston rods. As the crankshaft rotates, it causes the pistons to rise and fall in their respective cylinders. As the pistons rise during their exhaust strokes, the exhaust gasses flow out of the exhaust valves in the cylinder heads, where they enter the exhaust manifolds (behind the turbochargers). The exhaust manifolds then direct the hot exhaust gasses into the inlets of the turbine side of the turbochargers. These hot, high-pressure gasses are used to power the turbine wheels as they expand and pass through the turbochargers. The turbine wheel is connected to the compressor wheel by a shaft in each turbocharger. As the turbines rotate, so do the compressor wheels. The exhaust gasses then exit the turbochargers through the exhaust outlets (13), which direct the gasses to the mufflers (4) and the exhaust stacks. Simultaneously, a hydraulically driven fan inside the RATAAC assembly draws cooling air into the RATAAC through the forward pre-cleaner (1). The exhaust gasses passing through the left muffler (4) flow past the dust ejector tube (3) in the left exhaust stack. As the exhaust gasses flow past the ejector tube (3), they create a (venturi effect) vacuum in the ejector tube. The dust ejector tube is connected to the pre-cleaner by a flexible hose (5). This connection creates the secondary vacuum in the pre-cleaner housing which serves to draw large contaminant particles from the precleaner through the tube. The large particles are then ejected through the left exhaust stack. The cooling air is then forced through the assembly housing, flowing around left and right heat exchanger cores. As the cooling air passes through the fins of the heat exchanger cores, it cools the intake air. The cooling air then exits the front of the RATAAC assembly through two ducts (one on each side) that direct the cooling air out through the outlets at the upper left and upper right of the radiator guard. The RATAAC system operation will be discussed in greater later in this presentation.
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Text Reference
D10T COOLING SYSTEM ENGINE AT OPERATING TEMPERATURE Vent Line
Shunt Tank Radiator
Turbo > 92 C
87 C
< 82 C
Thermostat Housing
Hottest
Increasing Coolant Temperature
C27 Engine
Cab Heater
Coldest
Turbo Power Train Oil Cooler 2 Power Train Oil Cooler 1 Engine Oil Cooler
Jacket Water Pump
Hydraulic Oil Cooler
51 Cooling System Shown above is a schematic of the cooling system for the D10T Track-type Tractor. The C27 ACERT technology engine uses a Remote Air To Air AfterCooler (RATAAC) to cool the intake air. The RATAAC is located beneath the hood and above the engine (not shown in the above illustration). The AMOCS radiator contains twelve cores that are the standard "two-pass" type cores. The hydraulic demand fan is mounted in front of the radiator and is controlled by the Engine ECM. This arrangement draws air in from the sides and/or the top of the engine compartment, through the radiator, and out the front of the tractor. This arrangement reduces the possibility of the fan ejecting debris into the radiator cores. Coolant flows from the water pump through the power train and engine oil coolers, then to the engine block. Coolant then flows through the engine block and into the cylinder heads. From the cylinder heads, the coolant flows to the temperature regulators (thermostats) and either goes directly to the water pump through the bypass tube or to the radiator, depending on the temperature of the coolant. If the thermostats are open, the hot coolant enters the bottom of the radiator and flows up through the front side of the cores, then down the back side of the cores.
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Text Reference
The coolant exits the radiator at the bottom through two outlets. Some of the coolant passes through the hydraulic oil cooler and some of the coolant bypasses the hydraulic oil cooler. These two flows combine after the hydraulic oil cooler and return to the jacket water pump. A small amount of coolant flows to the turbochargers, which is used to cool the bearings, and is then directed to the shunt tank. Coolant from the shunt tank is directed to the water pump. The air vent lines allow air to escape from the cooling system while the system is being filled and during operation. The vent lines also aid in draining the system by eliminating any vacuum in the system caused by draining. The shunt tank is a reservoir which retains the expansion volume of the coolant as the coolant temperature increases. The level of the coolant in the shunt tank will rise as the coolant temperature increases. The coolant level in the shunt tank will fall as the temperature of the coolant decreases. A drain valve (shown later) is present below the radiator and is used to drain coolant from the radiator cores, the engine oil cooler, the power train oil cooler, and the cab heater circuit. NOTE: The thermostat housing for the C27 engine contains two thermostats. The opening temperature for these thermostats is 81° - 84° C (178° - 183° F). The thermostats should be fully open at 92° C (198° F).
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Text Reference
2
52
1
5
53
7
4 3 9
8
The twelve AMOCS radiator cores (1) and the shunt tank (2) are shown above, from the rear of the radiator guard. Hot coolant enters the radiator at the inlet tube (4), at the bottom left of the radiator. The hot coolant flows up through the front side of the AMOCS cores, then down the back side, passing twice through the cores. The hydraulic oil cooler (3) is located beneath the radiator guard. Some of the coolant exits the radiator through the cooler inlet bonnet (5) and flows through the "oil-to-water" type hydraulic oil cooler. The remainder of the coolant exits the radiator through the radiator outlet bonnet (6) where it mixes with the coolant from the hydraulic oil cooler. The combined coolant flow exits the bonnet through the outlet tube (7) and returns to the water pump. The coolant drain line from the engine oil cooler and power train oil coolers, and the coolant drain line from the engine block all connect to the fittings (8). This allows coolant to be drained from the entire system through the radiator drain valve (9).
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Text Reference
3
54 1
2
6
4 55
5
The fan (1) and the hydraulic fan motor (2) may be accessed by opening the grill doors on the front of the radiator guard, as shown in illustration No. 54. The hydraulic demand fan pump is mounted to the rear of the engine flywheel housing, at the upper left corner of the housing. (The hydraulic demand fan system will be discussed in greater detail later in this presentation.) Air that passes through the RATAAC heat exchanger cores exits the front of the tractor through the two openings (3) at the upper left and right of the radiator guard. The radiator fill cap (4) and coolant level sight glass (5) are located under the spring-hinged door (6) on top of the hood, at the front, left. The coolant sight glass (5) is installed in the coolant shunt tank and is visible when the access door is opened. If coolant is visible in the sight glass, it is at or above the ADD mark in the tank. If there is no coolant showing in the sight glass, coolant should be added until coolant is visible in the sight glass.
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Text Reference
D10T STANDARD HYDRAULIC FAN DRIVE SYSTEM MAXIMUM FAN SPEED
Engine ECM
Engine Coolant Temperat ure Sensor
Fan Pump Pressure Cont rol Solenoid Fan Pump
Fan Pump Pressure Sensor
Fan Mot or wit h Makeup Valve
Pump Cont rol Valve
HDFP
Hydraulic Oil Cooler Bypass Valve To Tank
Hydraulic Oil Cooler
56 Hydraulic Demand Fan System The hydraulic demand fan is standard on the D10T Track-type Tractor. The fan is part of the hydraulic system, but it is controlled by the Engine ECM. The Engine ECM considers two inputs for controlling the fan. The engine coolant temperature sensor provides temperature information to the Engine ECM. The Engine ECM constantly monitors this temperature input. The fan pump discharge pressure sensor is the second input to the Engine ECM. Fan pump discharge pressure is controlled by the Engine ECM. Fan speed is determined by fan system pressure. The Engine ECM monitors the temperature input and also considers fan pump discharge pressure to provide a signal to the (proportional) fan pump pressure control solenoid. Maximum flow is sent to the fan motor, causing the fan to turn at the maximum controlled rpm, when the solenoid receives minimum current from the Engine ECM. Maximum mechanical pump pressure (high pressure cutoff) can be achieved by disconnecting the electrical connection to the solenoid or by using Cat ET to turn OFF the fan control (Engine ECM/Configuration screen).
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Text Reference
Illustration No. 56 shows a schematic of the standard hydraulic demand fan system with the fan system at maximum controlled pressure, resulting in maximum controlled fan speed. When maximum fan speed is required, the fan pump pressure control solenoid is de-energized according to the temperature input, causing the fan to turn at a faster speed. Maximum controlled fan speed is attained when the fan pump pressure control solenoid receives the least amount of current from the Engine ECM. If communication is lost between the Engine ECM and the fan pump pressure control solenoid, the fan will default to the maximum mechanical pressure setting (high pressure cutoff). This results in a higher system pressure and fan speed than the maximum controlled pressure and speed. Cat ET may be used to reset the maximum controlled fan system pressure (from the maximum pressure set at the factory). This adjustment may be necessary to correct the maximum controlled fan speed due to differences in the initial factory settings and the tractor's current working environment. The Systems Operation Test and Adjust manual for the D10T hydraulic system (Form No. RENR7545) provides details of the fan speed/pressure adjustment procedure. After the correct pressures have been verified for the minimum controlled fan pump pressure and the maximum mechanical fan pump pressure (high pressure cutoff), a photo-tachometer must be used to determine the fan speed at a given pressure. If the fan speed is not within the specification at the given pressure, Cat ET must be used to override the pump control solenoid until the correct fan speed is attained. The pressure observed at the correct fan speed must then be entered and saved to the Engine ECM (Clip Pressure, found in the Engine Configuration screen). The new clip pressure then becomes the target pressure that the Engine ECM seeks under the maximum controlled fan system pressure condition. In cooler weather, the Engine ECM may utilize an engine software strategy called "Cool Engine Elevated Idle Strategy" when the following conditions are met: - Coolant Temperature is less than 70°C (158°F) - Parking brake is set to ON - Transmission is in NEUTRAL - Throttle switch is set to LOW IDLE Under these conditions, the Engine ECM will automatically increase engine speed, up to 1100 rpm, in an effort to increase coolant temperature. This strategy is ignored when any of the four conditions are not met. NOTE: Refer to the Hydraulic Schematic Color Code chart at the end of this presentation to interpret the meaning of each color/pattern in the schematic.
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Text Reference
D10T STANDARD HYDRAULIC FAN DRIVE SYSTEM MINIMUM FAN SPEED
Engine Coolant Temperat ure Sensor
Engine ECM Fan Pump Pressure Cont rol Solenoid
Fan Pump
Fan Pump Pressure Sensor
Fan Mot or wit h Makeup Valve
Pump Cont rol Valve
HDFP
Hydraulic Oil Cooler Bypass Valve
To Tank
Hydraulic Oil Cooler
57 Shown above is a schematic of the D10T standard hydraulic demand fan system with the fan at minimum speed. The fan pump pressure control solenoid is energized, causing the fan to turn at a slower speed if maximum fan speed is not required. Minimum fan speed is attained when the fan pump pressure control solenoid is completely energized. When the fan pump pressure control solenoid is completely energized, the pressure control spool is unseated by the solenoid, allowing pump pressure to drain to tank. This action lowers the pressure in the spring chamber of the pump control spool and the pump control spool shifts up. Pump flow is then allowed to fill and pressurize the large actuator in the fan pump and the pump destrokes. With the pump destroked, oil flow to the fan motor is reduced and the fan speed is reduced. The fan will default to the maximum mechanical pressure setting if communication is lost between the Engine ECM and the fan pump pressure control solenoid. This results in a fan speed that is higher than the maximum controlled fan speed.
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Pressure Control Solenoid
Pump Output to Fan Motor
D10T FAN PUMP AND CONTROL VALVE MAXIMUM FAN SPEED
Case Drain Passage
Pressure Control Spool
Text Reference
Large Actuator
Swashplate
Spring
Spring
Orifice
Drive Shaft
Pump Control Spool
Small Actuator and Bias Spring Adjustment Screw
Signal Passage to Actuator Piston
Piston and Barrel Assembly
58 The Engine ECM de-energizes the fan pump pressure control solenoid, sending the least amount of current when conditions require maximum controlled fan speed. (With no current, the mechanical high pressure cutoff will raise the fan speed to its absolute maximum rpm. This state can be achieved by disconnecting the fan pump control solenoid or by using Cat ET to turn fan control OFF. This procedure is required when making adjustments to the fan system pressure settings.) The pressure control spool spring forces the top half of the pressure control spool up, against the solenoid pin and holds the land of the upper pressure control spool against the seat when the solenoid receives minimum signal. This blocks most of the pump output oil in the pump control spool spring chamber from draining to tank through the case drain passage, which causes the pump control spool spring chamber to become pressurized. The force of the spring at the top of the pump control spool, plus the pressure of the oil, is then greater than the oil pressure at the bottom of the pump control spool. The pump control spool is held down, blocking pump output oil from entering the signal passage to the large actuator piston in the pump. The large actuator piston is then open to drain and is at tank pressure.
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Text Reference
The bias spring moves the pump swashplate to an increased angle, which causes the pump to UPSTROKE when only tank pressure is present in the large actuator piston. This condition provides a controlled maximum flow of oil to the fan motor and creates maximum controlled fan pump system pressure, which results in maximum controlled fan speed. The solenoid pin does not force the top half of the pressure control spool down against the spring if the solenoid fails (no current to the solenoid). This condition causes the pressure control spool to be completely seated. Pump pressure will then increase until the upper half of the pressure control spool is forced down by oil pressure, against the force of the pressure control spool spring. The oil in the pump control spool spring chamber can then flow past the upper control spool and drain to tank through the case drain passage. This lowers the pressure in the pump control spool spring chamber. The force of the spring at the top of the pump control spool plus the pressure of the oil in the pump control spool spring chamber is now less than the oil pressure at the bottom of the pump control spool, due to the orifice effect of the passage through the pump control spool. The higher pressure at the bottom of the pump control spool forces the spool up, allowing pump output oil to enter the signal passage. This causes pressure in the pump's large actuator piston to increase. The increased pressure in the large actuator piston overcomes the pressure in the pump's small actuator plus the force of the pump bias spring. This causes the swashplate to move to a decreased angle and the pump DESTROKES until a balance is attained in the pressures. This condition results in mechanical high pressure cutoff. The pump then provides maximum flow to the fan motor, resulting in a higher fan pump system pressure than that allowed by the control of the Engine ECM. The fan motor will then turn at its highest speed, which is higher than the maximum controlled fan speed. The mechanical high pressure cutoff is adjusted using the adjustment screw. When the adjustment screw is turned in (clockwise), it increases the force of the pressure control spool spring, which increases the the pump pressure required to unseat the land of the upper pump control spool, thereby increasing maximum cutoff pressure. Maximum cutoff pressure will be lowered when the screw is turned out (counter-clockwise).
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Pressure Cont rol Solenoid
Pump Out put t o Fan Mot or
D1 0 T FAN PUMP AND CONTROL VALVE MINIMUM FAN SPEED
Case Drain Passage
Pressure Cont rol Spool
Text Reference
Large Act uat or
Swashplat e
Spring
Spring Orifice Drive Shaft Pump Cont rol Spool Adjust ment Screw
Small Act uat or and Bias Spring Pist on and Barrel Assembly
Signal Passage t o Act uat or Pist on
59 The Engine ECM energizes the fan pump pressure control solenoid (proportional to the coolant temperature sensor signal) when a slower fan speed is required. The solenoid pin pushes down on the upper half of the pressure control spool when the solenoid is energized. This unseats the spool against the force of the pressure control spool spring, allowing oil in the pump control spool spring chamber to drain to tank through the case drain passage. This lowers the pressure in the pump control spool spring chamber. The force of the spring at the top of the pump control spool plus the pressure of the oil in the pump control spool spring chamber is now less than the oil pressure at the bottom of the spool, due to the orifice effect of the passage through the pump control spool. The higher pressure beneath the pump control spool then forces the spool up, allowing pump output oil to enter the signal passage. This causes pressure in the pump's large actuator piston to increase. The increased pressure in the large actuator piston overcomes the oil pressure in the pump's small actuator plus the force of the pump bias spring. This causes the swashplate to move to a decreased angle, and the pump DESTROKES. The pump then provides less flow to the fan motor, resulting in lower fan pump system pressure and a slower fan speed.
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Text Reference
Illustration No. 59 shows the fan pump swashplate at minimum angle, which produces minimum flow. This will cause the fan motor to turn at its slowest speed. Refer to RENR7545, "Systems Operation/Testing and Adjusting - D10T Track-type Tractor Hydraulic System" for information regarding the adjustment of the hydraulic demand fan.
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Text Reference
D1 0 T HYDRAULIC FAN DRIVE SYSTEM WITH REVERSING / BYPASS VALVE MAXIMUM FAN SPEED - FORWARD
Crossover Relief Valves
Fan Reversing / Bypass Valve
Fan Pump Pressure Cont rol Solenoid
Fan Bypass Solenoid Valve
Pump Cont rol Valve
Fan Pump Pressure Sensor Relief Valve
Fan Pump
HDFP Bi-direct ional Fan Mot or
Pilot Operat ed Reversing Valves
Fan Reversing Solenoid Valve
Hydraulic Oil Cooler Bypass Valve To Tank Hydraulic Oil Cooler
Engine Coolant Temp. Sensor
Engine ECM
60 A combination fan reversing/bypass valve will be installed on the bottom plate of the radiator guard, at the lower right, if the machine is equipped with either the reversing fan feature or the fan bypass feature. A bi-directional fan motor will replace the standard fan motor with the reversing fan feature. The valve body contains all of the components for either feature, regardless of which way the demand fan system is configured. The software (flash file) contained in the Engine ECM contains the code that activates either strategy. The Engine ECM will automatically activate the fan reversing solenoid valve at pre-determined intervals, if the machine is equipped with the optional reversing fan. Fan reversing intervals and reversing duration may be re-configured using Cat ET. The fan may also be reversed manually using the manual fan reversing switch, which is located below the Advisor display panel in the operator compartment. The combination fan reversing/bypass valve contains the following components: - Fan Bypass Solenoid Valve - The Engine ECM will energize the fan bypass solenoid valve when cold weather requires fan speeds lower than the minimum fan speed of the standard fan strategy. The solenoid valve opens and allows most of the oil to bypass the fan circuit. Most of the oil then flows directly to the hydraulic oil cooler. Some of the oil still flows to the fan motor, but the fan turns slowly and the cooling effect of the fan is extremely low.
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Text Reference
- Fan Reversing Solenoid Valve - The fan reversing solenoid valve is DE-ENERGIZED when the system is in the normal, or fan forward condition. When the Engine ECM energizes the fan reversing solenoid valve, some of the fan pump output oil is directed by the solenoid valve to the pilot operated reversing valves. This action shifts the reversing valves, which reverses the flow of oil to and from the fan motor, which results in driving the bi-directional fan motor in the reverse direction. - Pilot Operated Reversing Valves - The pilot operated reversing valves are shifted by fan pump oil when the fan reversing solenoid valve is ENERGIZED. When the reversing valves are shifted, they reverse the flow of pump oil to and from the fan motor. - Crossover Relief Valves - The momentum of the fan prevents the fan motor from immediate directional change when the fan is first commanded to change directions (either reverse or forward). One of the crossover relief valves will open to help dissipate excess pressure during the directional change. The crossover relief valves also serve as anticavitation valves when the engine is shut down and the momentum of the fan continues to drive the fan motor. (In either case, the crossover relief valve that opens is dependent on the direction of oil flow in the system.) - Relief Valve - The relief valve opens momentarily whenever there are any pressure spikes in the system. The relief valve also opens when the fan is first commanded to change directions (either reverse or forward). The momentum of the fan prevents the fan motor from immediate directional change when the flow of oil is reversed. The relief valve helps dissipate excess pressure that may damage the system during a directional change. Illustration No. 60 shows the fan hydraulic system with the reversing/bypass valve installed in the demand fan hydraulic system, with the fan at maximum controlled speed and neither the fan reversing function nor the fan bypass function activated. A reversing fan is standard on landfill machines and some other special applications. It may also be added as an attachment to a machine with a standard demand fan system. The fan bypass feature is standard on all machines that are equipped with the cold weather arrangement.
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Text Reference
D1 0 T HYDRAULIC FAN DRIVE SYSTEM WITH REVERSING / BYPASS VALVE MAXIMUM FAN SPEED - REVERSE
Crossover Relief Valves
Fan Reversing / Bypass Valve
Fan Pump Pressure Cont rol Solenoid
Fan Bypass Solenoid Valve
Pump Cont rol Valve
Fan Pump Pressure Sensor Relief Valve
Fan Pump
HDFP Bi-direct ional Fan Mot or
Pilot Operat ed Reversing Valves
Fan Reversing Solenoid Valve
Hydraulic Oil Cooler Bypass Valve To Tank Hydraulic Oil Cooler
Engine Coolant Temp. Sensor
Engine ECM
61 Illustration No. 61 shows the fan hydraulic system with the fan reversing function activated. Either a command from the Engine ECM or the operator activating the manual fan reversing switch will energize the fan reversing solenoid valve. Supply oil is directed to shift the two pilot operated reversing valves when the solenoid valve is ENERGIZED. This action reverses the flow of oil to and from the fan motor. The fan will then reverse direction, causing air to flow in the from front to rear through the radiator. During a fan motor directional change, pump flow has been redirected and conflicts with the flow of oil from the outlet port of the fan motor (due to the momentum of the fan and the "pumping effect" of the motor). The lower crossover relief valve will open during the transition from forward to reverse until the fan has changed direction and has attained most of the target speed. Excess oil flow is directed back to the (new) tank passage when the crossover relief valve is open. The upper crossover relief valve performs the same function when the flow of oil changes from reverse to forward. The Engine ECM software determines when it is time for the fan to reverse direction. The Engine ECM will energize the reversing valve solenoid only when the transmission is shifted to reverse. This strategy helps lessen the chance that any material spilling over the top of the dozer blade will be ejected into the fan blades and/or into the radiator cores, minimizing the potential for damage to the fan blades and the radiator fins.
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Text Reference
D1 0 T HYDRAULIC FAN DRIVE SYSTEM WITH REVERSING / BYPASS VALVE MINIMUM FAN SPEED - FAN BYPASS ACTIVATED
Crossover Relief Valves
Fan Reversing / Bypass Valve
Fan Pump Pressure Cont rol Solenoid
Fan Bypass Solenoid Valve
Pump Cont rol Valve
Fan Pump Pressure Sensor Relief Valve
Fan Pump
HDFP Bi-direct ional Fan Mot or
Pilot Operat ed Reversing Valves
Fan Reversing Solenoid Valve
Hydraulic Oil Cooler Bypass Valve To Tank Hydraulic Oil Cooler
Engine Coolant Temp. Sensor
Engine ECM
62 The illustration above shows the fan hydraulic system with minimum oil flow and the fan bypass function activated. The Engine ECM will ENERGIZE the fan bypass solenoid valve when the temperature conditions specified in the software (flash file) have been met. Most of the oil flow from the fan pump is directed back to tank when the fan bypass solenoid is energized. Some oil still flows to the fan motor, but the fan turns at a greatly reduced rpm that is below the minimum fan speed of the standard fan system. The fan bypass strategy results in minimal air to flow through the radiator.
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Text Reference
1
2
7 6
63 5
3 4
9 10 64
8
The hydraulic demand fan pump (1) is mounted at the upper left of of the flywheel housing. Shown above is the pressure test port for Hydraulic Demand Fan Pump discharge pressure (HDFP) (2), the fan pump pressure sensor (3), the pump pressure control spool adjustment screw (4), the pump control spool adjustment screw (5), and the fan pump pressure control solenoid (6). The drive hub (7) at the rear of the fan pump is connected to a drive shaft for the power train oil pump. The hydraulic demand fan motor (8) is mounted to a bracket at the front of the radiator guard. Shown in illustration No. 64 is the fan motor case drain line (10), and the fan motor inlet and outlet ports (9). The status of the fan pump pressure sensor may be viewed through the Advisor panel (Service/System Status/Engine screens) or by using Cat ET.
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Text Reference
3
4
5
2
6
1
7 65
The combination fan reversing/bypass valve (1) is mounted on top of the bottom plate of the radiator guard, at the right side if the machine is equipped with a reversing fan or if it is equipped for cold weather. It may be accessed through the front grill doors on the radiator guard. Service points on the fan reversing/bypass valve shown here are: 2. the pilot operated reversing (diverter) valve (the other reversing valve is located on the other side of the valve body) 3. the two crossover relief valves 4. fan pump supply lines to/from the fan motor (the supply lines to/from the valve are connected beneath the valve) 5. fan reversing solenoid valve 6. fan bypass solenoid valve 7. check valves The status of the fan reversing solenoid and the fan bypass solenoid may be viewed through the Advisor panel (Service/System Status/Engine screens) or by using Cat ET.
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Text Reference
D10T RATAAC FAN CIRCUIT To Pressure Reducing Manifold
Sequencer Valve
To Case Drain HFMI
Accumulator
HFPD
RATAAC Fan Small Pump for RATAAC Fan and Pilot Supply
RATAAC Fan Speed Control Valve
Relief Valve
66 Remote Air To Air AfterCooler System The Remote Air To Air AfterCooler (RATAAC) system provides cooled air to the engine intake manifold. Air is drawn in through the pre-cleaner and the twin air filters by the turbochargers. The turbochargers compress the air and force it through the RATAAC heat exchanger cores. From the heat exchanger cores, the air flows into the intake manifold. The RATAAC heat exchangers cool the intake air that passes through them. A hydraulic fan in the RATAAC draws air in through a separate pre-cleaner and distributes the air evenly over the heat exchangers to cool the intake air. The air passing over the heat exchangers is vented to the outside through air ducts located at the upper left and right corners of the radiator guard. The RATAAC fan motor and fan shaft bearings have been redesigned in the D10T to improve durability and to reduce noise levels. The bearings are lubricated with case drain oil from the RATAAC hydraulic motor. The RATAAC fan motor is driven by hydraulic oil supplied from the rear (small) section of the implement pump. The rear section also supplies oil to the pressure reducing manifold and pilot supply oil to the dual tilt valve.
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Text Reference
Illustration No. 66 shows the hydraulic circuit for the RATAAC fan system. Oil from the small (rear) hydraulic pump enters the RATAAC fan speed control valve where the sequencer valve ensures that a sufficient supply of oil is first available to the pressure reducing manifold. The pressure reducing manifold supply has priority over the RATAAC supply. The sequencer valve maintains a minimum oil pressure to the pressure reducing manifold. The relief valve is installed to limit the maximum RATAAC fan system pressure and the maximum RATAAC fan speed. The relief valve is pilot operated. Oil enters the left end of the relief valve and the pressure moves the spool to the right, against the spring. At the same time, oil flows through an orificed passage in the center of the spool and acts against the right end of the spool. The reduced oil pressure plus the force of the spring at the right end of the spool balances against the pressure at the left end of the spool. The result is a constant pressure in the fan system, proportional to the engine rpm. Oil that is drained by the relief valve returns to the hydraulic tank. The accumulator helps maintain a constant system pressure when there are pressure fluctuations in the fan circuit. The accumulator also serves as a "shock absorber" for the system during pressure spikes. INSTRUCTOR NOTE: During lab exercises, the following pressures may be observed: - The sequencer valve is adjusted at low idle and the pressure observed (HFPD) should be approximately 4068 kPa (590 psi). At high idle, the pressure observed should be approximately 5860 kPa (850 psi). (Note that once the sequencer valve opens, at approximately 4068 kPa (590 psi), the pressure in the small pump circuit is then controlled by the relief valve for fan system pressure.) - The relief valve for fan system pressure is adjusted at high idle and the pressure observed (HFMI) should be approximately 5690 kPa (825 psi). The RATAAC fan speed at high idle should be approximately 3100 rpm. Always refer to the latest revision of the Service Manual for your machine serial number, "Specifications, Systems Operation, Testing and Adjusting - Hydraulic System" (Form No. RENR7540) for the most recent specifications of system pressures.
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Text Reference
2
1
3
67
5
4
6
5 6
7
8
8
7
68
The RATAAC components are mounted to the under side of the hood. These components are: 1. air intake and pre-cleaner for the RATAAC (cooling air) 2. air intake and pre-cleaner for engine intake air (cooled air) 3. left and right exhaust pipes (with ejector tubes) 4. left and right muffler inlets 5. dust ejector hoses (connecting the pre-cleaners to the dust ejector tubes in exhaust pipes) 6. intake air tubes to air cleaner canister inlets (from RATAAC air pre-cleaner) 7. RATAAC heat exchanger core outlets (cooled intake air to intake manifold) 8. RATAAC heat exchanger core inlets (from air cleaners)
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Text Reference
1
4
3
4
2
3
69
The illustration above shows the RATAAC sub-assembly (upside down). The major components identified are: 1. RATAAC hydraulic fan motor 2. dust ejector tubes (from pre-cleaner to exhaust pipe) 3. heat exchanger cores The heat exchanger core access panels (4) are removed in the illustration above. The cores may be accessed and cleaned through these passages. Refer to the D10T Operation and Maintenance Manual (Form No. SEBU7764) for information about recommendations for cleaning the RATAAC heat exchanger cores.
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2
Text Reference
3 4
1
5
6 10
9
7
8
70 Shown above is the implement pump. The rear section of the implement pump (1) provides high pressure oil for the RATAAC fan motor and for pilot supply to the pressure reducing valve and the dual tilt valve. Attached to the pump is the RATAAC fan speed control valve (2). Components and service points identified above are: 3. Hydraulic Fan Pump Discharge pressure test port (HFPD) 4. Hydraulic Fan Motor Inlet pressure test port (HFMI) 5. RATAAC fan motor supply 6. sequencer valve (ensures that pilot supply has priority over RATAAC supply) 7. relief valve (limits the maximum pressure in the RATAAC circuit) 8. relief to tank 9. accumulator (ensures continuous RATAAC circuit pressure and protects against surges) 10. supply to the pilot manifold NOTE: The fitting for dual tilt pilot supply oil is on the front side of the manifold, beneath the fan supply line. It cannot be seen in the illustration, above.
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Text Reference
D10T POWER TRAIN COMPONENT LOCATION
Torque Divider
C27 ACERT Engine
Power Train Oil Cooler No. 2
Power Train Oil Fill Tube and Dipstick
Power Train Oil Cooler No. 1 Torque Converter Outlet Relief Valve Torque Converter Intlet Relief Valve
Power Train Oil Pump
Lube Distribution Manifold
Electronic Steering Clutch and Brake Valve
Power Train ECM
Steering Clutches and Brakes
Final Drives Torque Converter Charging Filter
Transmission Charging Filter Transfer and Bevel Gears
Transmission Hydraulic Control
Transmission
71 POWER TRAIN Shown above is an illustration that identifies the relative location of all of the major power train components for the D10T Track-type Tractor. Numerous upgrades have been implemented in the power train for the D10T Track-type Tractor, as compared to the D10R machine. The most prominent of these upgrades include: - the torque converter impeller has been re-engineered to provide slightly more engine lug; - the elimination of the transmission intermediate speed sensors; - transmission output speed sensors that are more easily installed and require no adjustment; - the elimination of the priority valve and the lube management valve simplifies the system, making it more reliable and easier to service and troubleshoot; - a new A4 Power Train ECM controls the transmission, the braking, and the steering; - a new four-section power train oil pump; - easy access to two, 6-micron power train oil filters; and - extended change intervals for power train oil filters.
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Text Reference
D10T POWER TRAIN ELECTRONIC CONTROL SYSTEM Left Steering Clutch and Brake Parking Brake Switch
FTC
Transmission Cont rols
Inst rument Clust er
Advisor CAN C Data Link
Transmission Charging Filter
2.3
1F 132.1
CAT Data Link Dat a Port
Service Brake Pedal
CAN A Data Link
Electronic Steering Clutch and Brake Valve Power Train Input s/ Out put s
Transmission Modulating Valves
3 4
2
5
Parking and Secondary Brake Valve
Power Train ECM
1
Torque Divider
Main Relief Valve
Torque Converter Inlet Relief Valve
Engine ECM
Torque Converter Outlet Relief Valve Primary (Crankshaft) Speed / Timing Sensor Power Train Oil Coolers
Lube Distribution Manifold To Clutch / Brake and Transmission Lube Torque Converter Charging Filter
Right Steering Clutch and Brake
72 Power Train Electronic Control System The illustration above is a simplified schematic that shows all of the major hydraulic components and all of the major electronic components in the power train system. The Power Train Electronic Control System consists of the Power Train ECM and all the inputs to and outputs from the Power Train ECM. The Power Train ECM and its software considers the input information, such as the service brake pedal position sensor, and controls the power train output components, such as the electronic steering clutch and brake control valve. The Power Train ECM will update the Caterpillar Monitoring and Display System if any of the controls or components are operating improperly or performing outside their operating parameters. Advisor will then warn the operator or serviceman of the specific abnormal condition. Refer to STMG 790, "Caterpillar Monitoring and Display System, with Advisor™ for Track-type Tractors" (SERV1790) for more information and instructions for: - accessing and viewing the status of the power train components; - how to change the parameters or the power train configuration; and/or - how to perform calibrations for any of the power train components.
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Power Train Breather Filter Bypass Switch
C1 B1
LB1
Transmission Charging Filter
Text Reference
D10T POWER TRAIN SCHEMATIC Transmission Scavenge Section
Torque Converter Scavenge Section
FIRST GEAR FORWARD
Torque Converter Charging Section Power Train Oil Pump
Electronic Clutch / Brake Valve Transmission Pump Pressure (TP)
B2
Transmission Controls Temp. Sensor
B
C
Fan Pump
D Transmission & Torque Converter Charging Section
C2
C1 B1
4 Transmission Main Relief Valve Pressure (P)
A
3
5
2
1
Vent Line
Torque Converter Supply Pressure (M1)
ECPC Transmission Torque Converter Supply Pressure (M)
Transmission Lube Pressure (L1)
T/C Outlet Relief Pressure (N)
Cooler Lube Pressure (CL) Torque Converter Inlet Relief Valve
Fluid Sampling Port (SOS)
Lube Distribution Manifold
T/C Charging Filter
TC Outlet Temperature Sensor Power Train Lube Temperature Sensor Torque Converter Outlet Relief Valve
LB2
Torque Converter
Flywheel Housing
C27 Engine
Torque Divider
Implement Pump
Power Train Cooler 2 Power Train Cooler 1
Lube Manifold Pressure (L2)
B2 C2
73 Power Train Hydraulic System The four-section fixed displacement power train oil pump is installed at the left front of the main case. The pump is driven by a drive shaft connected to the rear of the demand fan pump. At high idle, the transmission and torque converter charging section "D" of the power train oil pump supplies approximately 190 L/min (50.2 gpm) of power train to the transmission hydraulic control and to the electronic steering and brake control valve. The transmission main relief valve maintains the correct pressure for operation of the transmission modulating valves and for operation of the electronic steering and brake control valve. The transmission clutches, the steering clutches, and the brakes operate at the same pressure, due to the common top pressure power train strategy. Transmission clutch engagement pressure calibrations and brake pressure adjustments are not required. (Transmission clutch fill time calibrations, steering clutch high pressure calibrations, and brake touch-up calibrations are still required.) Correct oil pressure is available for the operation of the transmission clutches, the steering clutches, and the brakes when the transmission main relief valve is properly adjusted.
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Text Reference
At high idle, the torque converter charging section "C" of the power train oil pump draws approximately 140 L/min (37 gpm) of power train oil to the torque converter, through the torque converter inlet relief valve. Oil from the transmission and torque converter charging section of the power train oil pump that flows past the main relief valve mixes with the torque converter charge oil. The two oil flows mix inside the torque converter inlet relief valve. The torque converter inlet relief valve limits the maximum oil pressure to the torque converter. The torque converter outlet relief valve maintains the minimum pressure inside the torque converter. Oil that exits the torque converter through the torque converter outlet relief valve is directed to the power train oil coolers. Oil that exits the power train oil coolers is then sent to the lube distribution manifold. The lube distribution manifold provides cooled lube oil to the transmission, the bevel gears, and the steering clutches and brakes. The torque converter scavenge section "B" of the power train oil pump draws oil from the torque converter housing through a screened port. This oil is then directed back to the main sump. The torque converter scavenge section draws approximately 20 L/min (5.3 gpm) of oil at high idle. The transmission scavenge section "A" of the power train oil pump draws oil from the transmission and bevel gear case through a screened port. This oil is directed to the lube distribution manifold where it mixes with the oil from the power train oil coolers. The combined oils are used to lubricate the transmission and bevel gears and the steering clutches and brakes. Transmission pump pressure (TP), transmission main relief pressure (P), torque converter supply pressure (M), transmission lube pressure (L1), and the power train oil fluid sampling (S•O•S) port are all easily accessible from the rear of the machine. All of the other power train pressure test ports must be accessed through the floor plates in the operator's compartment. INSTRUCTOR NOTE: It should be noted that the D10T no longer uses a priority valve.
NOTE: Refer to the Hydraulic Schematic Color Code chart at the end of this presentation to interpret the meaning of each color/pattern in the schematic.
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Text Reference
2
1
3 4
5
6
7
74 The torque converter inlet relief valve and the lube distribution manifold are mounted to the right front of the main case. They are consolidated into one housing (1). The electronic steering and brake control valve (2) is mounted to the top of the main case. The four-section power train oil pump (4) is driven by a shaft that connects the drive hub (3) to a drive hub on the rear of the hydraulic demand fan pump (not pictured). The drive shaft is covered by a guard when the machine is completely assembled. The transmission charging section and the torque converter charging section of the power train oil pump (4) draw their oil from the main sump through the screened suction manifold (5). The suction screen is accessible for cleaning by removing the cover (6) on the front of the suction manifold. The vent line (7) connects the torque converter housing and the main case to maintain an equal atmospheric pressure inside both components. The power train breather is remotely mounted in the compartment at the rear of the left fender. The remote line for the breather (not yet installed in the illustration, above) connects to the vent line with a "tee" fitting.
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5
Text Reference
6
4
7
3
2 8
1 9
75 The four-section, fixed displacement power train oil pump is mounted to the left, front of the main case. This fixed displacement gear pump consists of: 1. transmission and torque converter charging section "D" 2. torque converter charging section "C" 3. torque converter scavenge section "B" 4. transmission scavenge section "A" The pump drive hub (5) connects to a shaft that is driven by the hub at the rear of the hydraulic demand fan pump (shown earlier in this presentation). Other power train components shown in the illustration above are: 6. transmission oil fill tube 7. transmission oil dipstick tube 8. screened main sump suction manifold 9. access cover to the main sump suction screen
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Text Reference
2
1
5
4 3
76 The two, 6-micron power train oil filters are located at the rear of the machine. Shown in the illustration above is the torque converter charging filter (1) and the transmission charging filter (2). The ecology drain (3) for the transmission case is also located at the rear of the machine, at the bottom of the transmission case. The transmission hydraulic control, which contains the transmission modulating valves and the transmission main relief valve, may be accessed by removing the transmission inspection cover (5), at the top of the transmission case. The transmission output speed sensors may be accessed by removing the bolts from main cover for the transmission case (4) and then sliding the transmission rearward, out of the transmission and bevel gear case. (The four bolts that hold the transmission and bevel gear case to the main case must remain.) This procedure allows access to the speed sensors without draining all of the power train oil and without removing of the axles. Refer to the procedure for "Transmission Removal and Installation" in the D10T Power Train Disassembly and Assembly Manual (Form No. RENR8166) for the details of this procedure.
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Text Reference
3 2 1 77
4
5
78
6
The transmission charging filter (1) is located at the upper left, rear of the main case. Service points located on this filter base are: 2. power train filter oil filter bypass switch 3. transmission controls temperature sensor 4. transmission pump pressure test port (TP) The torque converter charging filter (6) is located at the upper right, rear of the main case. Power train oil fluid samples (S•O•S) maybe taken from the test port (5), located on the right side of the filter base.
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Text Reference
The transmission controls temperature sensor monitors the temperature of the power train oil from the main sump. This is the sensor that that is considered when using the Advisor panel or Cat ET to perform power train calibration routines. This is also the sensor that provides the signal for the "Transmission Oil Temperature" readout on the Advisor panel (Service/System Status/Power Train screens). The power train oil filter bypass switch is a normally open pressure switch. The status of the power train oil filter bypass switch may be viewed using the Advisor panel (Service/System Status/Power Train screens) or by using Cat ET.
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Text Reference
2
1
3
79
Located at the top of the transmission case are the following pressure test ports: 1. transmission main relief pressure (P) 2. torque converter supply pressure (M) 3. transmission lube pressure (L1)
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Text Reference
4
3
5 2
6 1
7 8
80 Power train oil exiting the torque converter passes through the power train oil coolers and then flows through the hose at the left (1) and into the lube distribution manifold (4). Oil from the transmission scavenge section of the power train oil pump is directed to the lube distribution manifold through the steel tube (5), where it combines with the oil from the coolers. This combined oil is used for lubrication purposes and is distributed to the left and right steering clutches and brakes and to the transmission and bevel gears. System lube pressure (L2) can be checked using the alternate lube system pressure tap (2) (partially hidden, above), on the right side of the manifold. The lube temperature sensor (3) is installed in the top of the lube distribution manifold. Oil from the torque converter charge section of the power train oil pump flows through the torque converter charge filter and then to the torque converter inlet relief valve (7) where it mixes with the oil that flows past the transmission main relief valve. Most of this oil is supplied to the torque converter through the hose at the right (8). Relief oil from the torque converter inlet relief valve flows back into the main sump through a port (not visible) at the back of the housing. Torque converter supply pressure (M1) can be tested at the alternate pressure tap (6) on the left side of the housing.
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Text Reference
TORQUE CONVERTER INLET RELIEF VALVE Spool
Tank Passage
To Torque Convert er
Inlet Passage
Poppet
Hole
Spring From Main Relief Valve
From TC Charging Filt er
81 The torque converter inlet relief valve protects the components in the torque converter by limiting the maximum oil pressure to the torque converter during pressure spikes in the system. This valve also protects the torque converter components when the engine is started and the oil is cold. Oil from the torque converter charging section of the power train oil pump is directed to the torque converter inlet relief valve through a passage in the front of the main case. Transmission and torque converter charge oil that flows past the transmission main relief valve combines with the torque converter charge oil through another passage in the front of the main case. The two flows combine in the valve body and then flow past the torque converter inlet relief valve to the torque converter through a connecting hose. Oil flows into the torque converter inlet relief valve through the inlet passage. The oil then flows into the cross-drilled hole in the small diameter of the spool and through the center passage of the spool. The oil then flows through the center of the poppet and then into the chamber at the right end of the spool, pressurizing the chamber. When the oil pressure at the right end of the spool overcomes the force of the spring at the left end, the spool shifts to the left and dumps the excess oil back into the main case through the tank passage. This limits the pressure in the torque converter circuit.
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Text Reference
The torque converter inlet relief valve is not adjustable. There is no adjustment screw for the torque converter inlet relief valve. Do not add or remove shims. The spring and/or the spool or other components must be replaced if the torque converter inlet relief valve is not operating properly.
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3
Text Reference
2
4
1
5 8
6
7
82 Torque Divider The D10T Track-type Tractor uses a torque divider (1) to transfer engine power to the transmission. The torque divider is similar to those used on other Caterpillar Track-type Tractors. The torque divider provides both a hydraulic and a mechanical connection from the engine to the transmission. The torque converter provides the hydraulic connection, while the planetary gear set provides the mechanical connection. During operation, the planetary gear set and the torque converter work together to provide an increase in torque as the load on the machine increases. The illustration above shows the torque divider used in the D10T. The torque converter output speed sensor (2) is installed above the torque divider output shaft (5) and senses the speed of the output shaft. The Power Train ECM monitors the signal from this sensor and uses it, along with the signal from the engine primary (crankshaft) speed/timing sensor to determine engine lug and shifting points for the Auto KickDown strategies. This signal is also used as one of the inputs to determine track speed, which is displayed on the LCD display in the instrument cluster.
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Text Reference
Torque converter charge oil from the torque converter inlet relief valve enters the torque converter through the torque converter inlet port (3), at the top of the torque divider housing. A vent line between the torque converter housing and the main case installs at the fitting (4) near the top of the torque converter housing. A breather is installed on the vent line (remotely mounted inside the rear compartment on the left fender) to ensure that case pressures are equal to the atmospheric air pressure. The breather needs to be cleaned periodically. The ecology drain valve for the torque divider housing (7) is located at the bottom of the torque divider housing. It may be accessed through a plate in the bottom guard, directly below the drain valve. The scavenge section of the power train oil pump draws oil from the torque divider housing through the port (6) to the left of the ecology drain. The torque converter scavenge screen (not visible) is located inside the hose flanges. The torque converter outlet relief valve (8) is located on the right side of the torque divider housing. The status of the torque converter output speed sensor may be viewed through the Advisor panel (Service/System Status/Power Train screens) or through Cat ET.
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Text Reference
D10T TORQUE DIVIDER
Ring Gear
Flywheel Spline
Housing Inlet Passage
Planet Carrier
Carrier
Output Shaft
Sun Gear Planet Gears
Outlet Passage Stator
Turbine
Impeller
83 This illustration shows a typical torque divider as used in the D10T. The impeller, the rotating housing, and the sun gear are shown in red. These components are on a direct mechanical connection to the engine flywheel. The turbine and the ring gear, shown in blue, are mechanically connected. The planetary carrier and the output shaft, shown in purple, are also mechanically connected. The stator and carrier are shown in green. The planetary gears and shafts are orange. Because the sun gear and the impeller are connected to the flywheel, they will always rotate at engine speed. As the impeller rotates, it directs oil against the turbine blades, causing the turbine to rotate. Turbine rotation causes the ring gear to rotate. During NO LOAD conditions, the components of the planetary gear set rotate as a unit at the same rpm and the planet gears do not rotate on their shafts. As the operator loads the machine, the output shaft slows down. A decrease in output shaft speed causes the rpm of the planetary carrier to decrease. Decreasing the planetary carrier rotation causes the relative motion between the sun gear and the planet carrier to cause the planet gears to rotate. Rotating the planet gears decreases the rpm of the ring gear and the turbine. At this point, the torque splits with the torque converter multiplying the torque hydraulically and the planetary gear set multiplying the torque mechanically.
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Text Reference
An extremely heavy load can stall the machine. If the machine stalls, the output shaft and the planetary carrier will not rotate. This condition causes the ring gear and turbine to rotate in the opposite direction of engine rotation. Maximum torque multiplication is achieved just as the ring gear and turbine begin to turn in the opposite direction. The torque divider is also equipped with a freewheel stator. The stator is splined to a cam which rotates around the stationary carrier in only one direction. Machined into the cam are tapered openings, each of which contain a roller and a spring. Spring force holds the roller against the taper and the carrier. This restricts the cam from turning. When the machine is under a load, and the impeller and turbine are rotating at different speeds, the stator is held stationary. The stator directs oil flow to the impeller, multiplying the torque. During all load conditions, the torque converter provides 70% of the output, and the planetary gear set provides the remaining 30% of the output.
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Text Reference
5
4
3 6 2
7
1
84 The torque converter outlet relief valve (1) is installed at the right rear of the torque divider housing. Torque converter oil exiting the torque converter enters the torque converter outlet relief valve through the inlet passage in the valve body (1), where it connects to the outlet port of the torque converter. The oil then exits the outlet relief valve at the valve outlet passage and is then directed to the power train oil cooler through the upper steel tube (5). The cooled power train oil returns from the coolers through the lower steel tube (6). The oil is then directed to the lube distribution manifold through a hose that connects to the outlet (7) at the rear of the valve body. Torque converter outlet relief pressure (N) can be tested at the left pressure test port (3). Cooler lube pressure (CL) can be tested at the right pressure test port (2). The torque converter oil temperature sensor (4) is installed in the torque converter outlet relief valve. It senses the temperature of the power train oil exiting the torque converter and provides a signal to the Power Train ECM. Cat Advisor monitors this temperature data from the Power Train ECM and uses it to operate the torque converter oil temperature gauge (analog), located at the upper right of the instrument cluster. The status of the torque converter oil temperature sensor (in degrees) may also be viewed through the Advisor panel (Service/System Status/Power Train screens and Performance 1 screen) or by using Cat ET. Access to the torque converter outlet relief valve components is through the plate at the bottom of the valve body.
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D10T TORQUE CONVERTER OUTLET RELIEF VALVE
Torque Converter Outlet Relief Pressure Tap Inlet Passage from Torque Converter Orifice Spool
Outlet Passage to Power Train Oil Cooler
Shims
Spring
85 The torque converter outlet relief valve maintains a constant minimum pressure inside the torque converter. Oil from the torque converter enters the inlet of the torque converter outlet relief valve through the outlet passage of the torque converter. The pressure of the oil acts against the top of the spool. The spool shifts down when the pressure of the torque converter oil becomes greater than the force of the spring. Torque converter oil then flows through the holes around the circumference of the spool to the outlet passage. The outlet passage directs the hot torque converter oil to the power train oil coolers. The orificed passage that bypasses the valve spool increases the stability of the valve when there are shocks to the system. This passage also helps ensure that a minimum amount of oil is always available to the power train oil coolers, regardless of the state of the valve. The torque converter outlet relief valve may be adjusted by adding or removing shims between the spring and the spool.
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1
4
3
2
Text Reference
5 6 7
8 11
10
9
86 The D10T uses two power train oil coolers to cool the oil coming from the torque converter. The power train oil coolers are oil-to-water type oil coolers and are located along the right side of the engine. Hot power train oil exits the torque converter outlet relief valve and is directed to the power train oil coolers by the upper steel tube (1). Some of the oil passes through passage (2) into the No. 1 power train oil cooler (3). The remainder of the oil enters the No. 2 power train oil cooler (4) at the forward inlet (5). The oil is cooled as it passes front to rear through the oil-to-water type coolers. The cooled oil exits the No. 2 cooler through the cooler outlet (8), at the front of the cooler. Cooled oil exits the No. 1 cooler through the outlet (9) at the rear of the cooler, where it combines with the oil from the No. 2 cooler (10). The cooled oil returns to the front side of the torque converter outlet relief valve (see illustration No. 84) through the lower steel tube (11). The cooled oil is then directed to the lube distribution manifold. Engine coolant enters the power train oil coolers through the cast tubes (7) that are connected to the water pump. The coolant exits the coolers through an outlet passages on the engine side (not visible) where it is directed into the water jacket of the engine block.
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Text Reference
4
3
2
1
87 Power Shift Transmission The planetary power shift transmission is capable of three speeds FORWARD and three speeds REVERSE. Power is transferred from the engine and the torque converter to the transmission through the input shaft, which is inside the output shaft. Power is transferred from the transmission to the transfer and bevel gears through the output shaft (1). The transmission contains three hydraulically controlled speed clutches and two hydraulically controlled directional clutches, which are located in the planetary group (2). The Power Train Electronic Control System consists of the Power Train ECM and all the inputs to and outputs from the Power Train ECM. The transmission shifting function is controlled by the Power Train ECM. The Power Train ECM receives signals from the upshift switch, the downshift switch, and/or the FNR direction lever position sensor when the operator requests a speed or directional change. The Power Train ECM responds to the shifting requests by controlling the electrical current to the solenoids on the transmission modulating valves (4), located on the transmission hydraulic control manifold (3). The transmission modulating valves engage and disengage the transmission clutches by controlling the flow of oil to and from the clutches. The Power Train ECM may also make automatic shift requests, if the AutoShift or the Auto KickDown functions are active.
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The Power Train ECM uses the transmission speed, the engine speed, and the power train oil temperature signals to control the smooth engagement of the clutches and a smooth transition from one clutch to another clutch. Each transmission clutch in the planetary group has a corresponding transmission modulating valve located on the transmission hydraulic control manifold. Electronic clutch modulation by the Power Train ECM controls the time required to fill a clutch with oil. Clutch engagement pressure calibrations no longer need to be performed with the "common top pressure" power train strategy. Clutch fill time calibrations are still required. The automated clutch fill time calibration procedure can be performed using Cat Advisor or by using Cat ET. This calibration routine "teaches" the Power Train ECM the length of time required for each clutch modulating valve to attain its clutch engagement pressure. The ECM applies current to the solenoid until the transmission output speed sensors detect a slight movement of the output shaft. When the output shaft begins to move, the ECM has "learned," and stored in its memory, the time required to pressurize the clutch to its engagement pressure. NOTE: With the "common top pressure" strategy, clutch No. 1 (reverse direction), clutch No. 2 (forward direction), clutch No. 3 (speed 3), and clutch No. 4 (speed 2) operate at main relief pressure. The Power Train ECM sends approximately 1.0 amp of current to these four transmission modulating valve solenoids to attain the clutch engagement pressure. Clutch No. 5 (speed 1) operates at a reduced pressure. The Power Train ECM regulates the pressure to the No. 5 clutch by sending a reduced current (approximately 0.7 - 0.8 amps) to the No. 5 transmission modulating valve solenoid. NOTE: The Power Train ECM commands the transmission to 3rd speed/Neutral (No. 3 clutch engaged and no directional clutch engagement) when the transmission is shifted to NEUTRAL. The Power Train ECM constantly monitors the torque converter output speed and the engine speed. The Power Train ECM uses the pre-programmed speed maps (in the software) to determine what the torque converter output speed should be, considering power train oil temperature and engine speed. If the Power Train ECM determines that the torque converter output speed is too low (torque load too high), the assumption is that the transmission is trying to move the machine (example: a directional clutch is trying to be applied or is "dragging"). The Power Train ECM will then incorporate the "No Clutch Neutral" strategy under these conditions, and will automatically disengage clutch No. 3. The Power Train ECM will also ensure that the brakes are applied (proportional brake solenoid is de-energized) if the power train oil is below 40°C (104°F). This strategy is AUTOMATIC for the first 10 seconds after ANY start-up situation, regardless of power train oil temperature. If the operator releases the parking brake (switch OFF) within the first 10 seconds after start-up, the brakes will remain ENGAGED indefinitely until the operator toggles the parking brake switch, requests a transmission shift, or tries to steer the machine.
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Text Reference
2 3 1
88 Transmission output speed and rotational direction is sensed by the two transmission output speed sensors (1). The speed/direction pick-up wheel (2) is splined to the transmission output shaft (3). The wheel induces a current (signal) into each sensor as the speed/direction pick-up wheel moves past the sensors. The difference in the timing between the signals of the two sensors determines the output shaft speed. Output shaft rotational direction is determined by sensing which sensor provides a signal first. The signals from the sensors are monitored by the Power Train ECM. These signals are used by the Power Train Electronic Control System to modify the timing of clutch engagements. The transmission output speed sensors do not require adjusting when they are installed. They are held in place with two clips, which maintain the proper air gap between the sensors and the speed/direction pick-up wheel. The status of transmission output speed sensors may be viewed through the Advisor panel (Service/System Status/Power Train screens) or by using Cat ET.
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TRANSMISSION MODULATING VALVE ENERGIZED
Ball
Solenoid
Valve Spool
Orifice
Pin
Spring
Supply Oil from Pump To Clutch
89 The transmission clutches are hydraulically engaged and spring released. The transmission modulating valve solenoids are energized to send transmission charge oil to the clutches, as shown in the illustration above. As current is applied to the solenoid, the pin extends to the right and moves the ball closer to the orifice. The ball begins to restrict the amount of oil to drain through the orifice. This restriction causes the pressure to increase at the left end of the valve spool. As the pressure at the left end of the valve spool increases, the spool shifts to the right against the spring, closing off the passage from the clutch to the drain. At the same time, the movement of the valve spool to the right opens the passage from the pump supply to the clutch. This causes the clutch pressure to increase. De-energizing the solenoid decreases the force of the pin against the ball. This decreased force allows the pressure at the left end of the valve spool to unseat the ball, de-pressurizing the chamber at the left end of the spool. With no pressure at the left end of the spool, the valve spool shifts to the left due to the spring force plus the supply oil pressure. This condition reduces the pressure to the clutch by closing off the supply passage to the clutch and opening up the drain passage. When the pressure to the clutch falls below the clutch engagement pressure, the clutches will be released by spring force.
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When the transmission is in NEUTRAL, the transmission modulating valve that controls engagement of the No. 3 clutch allows flow to the clutch. The other modulating valves stop flow to the clutches, thereby allowing the clutches to be released by spring force. Since neither the No. 1 nor the No. 2 directional clutches are engaged, no power is transmitted to the output shaft of the transmission. When the transmission is in FIRST SPEED FORWARD, the modulating valves that control flow to the No. 2 and the No. 5 clutches receive a signal from the Power Train ECM. This signal energizes the solenoid which sends flow to engage the clutches. The status of all five transmission modulating valve solenoids may be viewed through the Advisor panel (Power Train System Status screens) or by using Cat ET. NOTE: Clutch Engagement Pressure Calibrations are no longer necessary due to the common top pressure strategy. However, transmission Clutch Fill Time Calibrations must be performed when any of the following repair procedures have been performed: -Transmission modulating valve and/or solenoid is replaced. -Transmission is serviced or replaced. -Power Train ECM is replaced. Transmission Clutch Fill Time Calibrations may be performed using Cat Advisor or by using Cat ET.
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TRANSMISSION MAIN RELIEF VALVE Adjustment Screw
Spring
Spool
Slug Chamber
Slug
Locknut From Trans. / TC Charging Section of PTO Pump
To TC Inlet Relief Valve
To Transmission Hydraulic Cont rol
90 The transmission main relief valve is located in the transmission hydraulic control manifold. The manifold is on top of the transmission planetary group. The transmission main relief valve maintains the "common top pressure" from the transmission charging section of the power train oil pump. This oil is used to operate the brakes and the transmission clutches. Oil to the main relief valve is supplied by the transmission charging section of the power train oil pump, when the priority valve is in the Normal Mode. If the priority valve is in the Priority Mode, the oil supply to the transmission main relief valve is a mixture of transmission charge oil and torque converter charge oil. Oil from the power train oil pump flows through the transmission charge oil filter and then to the electronic brake control valve and the transmission modulating valves. The transmission main relief valve is downstream from the electronic brake control valve and the transmission modulating valves. The excess oil that flows over the main relief valve combines with the oil that flows past the priority valve and supplies the torque converter inlet relief valve.
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3
2 1
91 The transmission main relief valve may be accessed by removing the transmission inspection cover, which is located at the top of the main transmission cover. The transmission main relief valve is installed in the transmission hydraulic control manifold (1). The transmission main relief valve may be adjusted by using the adjustment screw and locknut (2), at the right of the transmission hydraulic control manifold. Each of the transmission clutch modulating valves (3) have a pressure test port installed on top of the valve body (see illustration No. 89). Individual clutch pressures may be tested by connecting a hose and pressure gauge to the test port on the corresponding transmission modulating valve.
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Text Reference
POWER SHIFT TRANSMISSION
Ring Gears
Ring Gears Input Sun Gears
Input Shaft
Output Shaft Planetary Carrier
Output Sun Gears 1
2
3
4
5
SPEED / DIR.
CLUTCHES
1 FWD
5 -2
2 FWD
4 -2
3 FWD
3 -2
1 REV
5 -1
2 REV
4 -1
3 REV
3 -1
NEUTRAL
3
92 This visual shows a sectional view of a typical transmission group like that used in the D10T Track-type Tractor. The planetary group has two directional and three speed clutches which are numbered in sequence (1 through 5) from the rear of the transmission to the front. Clutches No. 1 and No. 2 are the reverse and forward directional clutches. Clutches No. 3, No. 4, and No. 5 are the third, second, and first speed clutches. The No. 5 clutch is a rotating clutch. In this sectional view of the transmission, the input shaft and input sun gears are shown in red. The output shaft and output sun gears are blue. The ring gears are shown in green. The planetary carrier is brown. The planet gears and shafts are shown in orange. The clutch discs, the clutch plates, the pistons, the springs and the bearings are shown in yellow. The stationary clutch housings are shown in gray. The input sun gears are splined to the input shaft and drive the directional gear trains. The output shaft is driven by output sun gears No. 3 and No. 4 and rotating clutch No. 5. When the No. 2, No. 3, or No. 4 clutches are engaged, their respective ring gears are held stationary. The No. 1 planetary carrier is held when the No. 1 clutch is engaged. When engaged, the No. 5 rotating clutch locks the output components (for FIRST gear) to the output shaft.
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8
Text Reference
7
6
1
5 2
3
4
93 Electronic Steering and Brake Control Valve The electronic steering and brake control valve (1) is installed on the top of the main case, below the operator's seat. The steering and brake control valve may be accessed by removing the operator seat, the seat pedestal, and the rear floor plate in the operator compartment. The valve body contains four proportional solenoid valves that are controlled by the Power Train ECM. The Power Train ECM receives signals from the PWM rotary position sensors of the FTC steering levers and from the PWM rotary position sensor that is connected to the service brake pedal. The right steering clutch solenoid (2), the right brake solenoid (3), the left brake solenoid (4), and the left steering clutch solenoid (5) are identified in illustration No. 93. The brakes are spring applied and hydraulically released. The steering clutches are hydraulically applied and spring released. The four proportional solenoids are normally ENERGIZED when the steering clutches are engaged and the brakes are released. Pulling back on the left steering control lever begins to DECREASE the amount of current to the left steering clutch solenoid (5) and DE-ENERGIZES it. This begins releasing the left clutch and disengaging power to the left track. When the left steering control lever is pulled back to approximately one-half of the lever's travel distance, the left steering clutch solenoid is completely DE-ENERGIZED and the left clutch is completely DISENGAGED. This results in a gradual left turn.
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Pulling back further on the left steering control lever begins to DECREASE the amount of current to the left brake solenoid (4) and DE-ENERGIZES it, to begin engaging the left brake. When the left steering lever is pulled all the way to the rear, the left brake solenoid is completely DE-ENERGIZED and the left brake is completely ENGAGED, stopping the left track. This results in a sharp left turn. Depressing the service brake pedal DECREASES the amount of current to both the left and the right brake solenoids and DE-ENERGIZES them to apply both the left and the right brakes. The secondary brake valve is controlled by an ON/OFF solenoid (7). The ON/OFF solenoid is ENERGIZED by connecting it to the battery when the secondary brake switch is activated. The brake switch is a part of the service brake pedal and it is activated near the end of travel of the service brake pedal. The parking brake valve is also controlled by an ON/OFF solenoid (6). The parking brake solenoid is ENERGIZED by connecting the solenoid to the battery when the operator activates the parking brake switch. The steering clutch solenoids are also DE-ENERGIZED when the parking brake switch is activated. (The secondary brake valve solenoid is also ENERGIZED, along with the parking brake valve solenoid when the parking brake switch is set to ON. This is a new parking brake backup strategy and is a change for this type of electronic brake control valve. This strategy is used by all of the T-Series Track-type Tractors.) The status of all four brake solenoids and the steering clutch solenoids may be viewed through the Advisor panel (Service/System Status/Power Train screens) or by using Cat ET. All four pressures for the steering clutches and the brakes (C1, B1, B2, C2) may be tested at the pressure test ports that are located on top, and at the rear of the brake control valve. The pressure test port (8) for the right steering clutch (C1) can be seen in illustration No. 93. The other three pressure test ports correspond to the solenoids that are identified in the illustration. INSTRUCTOR NOTE: The following information outlines the state of the four brake valve solenoids in the three possible conditions for the service brakes (brake pedal): Service Brakes Released - Proportional brake valve solenoids (L & R) - ENERGIZED - Parking brake valve solenoid - DE-ENERGIZED - Secondary brake valve solenoid - DE-ENERGIZED Service Brakes Applied (full) - Proportional brake valve solenoids (L & R) - DE-ENERGIZED - Parking brake valve solenoid - DE-ENERGIZED - Secondary brake valve solenoid - ENERGIZED Parking Brake Applied - Proportional brake valve solenoids (L & R) - DE-ENERGIZED - Parking brake valve solenoid - ENERGIZED - Secondary brake valve solenoid - ENERGIZED
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Text Reference
ELECTRONIC STEERING AND BRAKE CONTROL VALVE ENGINE ON / BRAKES RELEASED Parking Brake Solenoid Valve and Secondary Brake Solenoid Valve
Parking / Secondary Brake Valve
Parking/Secondary Brake Valve Pilot Chamber Check Valve
Accumulator Piston Reducing Spool
Pilot Valve
Pressure Feedback Chamber
Orifice
Accumulator Chamber Proportional Solenoid Valve
Pilot Pressure Chamber
Slot Holes Shutoff Spool
To Brakes
Supply Oil from Pump
Shutoff Valve
94 The proportional solenoid valves for the steering clutches and the brakes are controlled by the Power Train ECM. The solenoid valves are ENERGIZED to engage the steering clutches and to release the brakes. The Power Train ECM determines the amount of current sent to the solenoid by the position of the FTC steering control levers or by the position of the service brake pedal. The explanation that follows describes the operation of the service brakes. This explanation, however applies to both the left and right brake circuits when the steering levers are used to control the clutches and the brakes for steering. The steering clutches operate similarly, except that the steering clutches do not use a shutoff valve or a shutoff spool in the valve body. Hydraulic pressure is applied to release the brakes. Hydraulic pressure is applied to engage the steering clutches. When the proportional solenoid (valve) is ENERGIZED, the pilot valve is closed. This allows pump supply oil to pressurize the pilot pressure the chambers at the proportional solenoid valve, the parking brake valve and the secondary brake valve, and in the accumulator chamber. As the accumulator chamber pressure increases, the reducing spool moves to the right against the spring, closing off the drain passage. At the same time, the passage to the brakes is opened to the passage from the pump supply oil. Pressure then builds in the pressure feedback chamber and in the passage to the brakes. As the pressure increases, the spring applied brakes are released.
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When the operator depresses the service brake pedal, the PWM sensor attached to the service brake pedal sends a signal to the Power Train ECM. The Power Train ECM then decreases the current to the proportional solenoid at a rate that is directly proportional to the movement of the pedal. As the solenoid is DE-ENERGIZED, the pilot valve opens and allows the pump supply oil in the pilot pressure chamber to drain to tank. This reduces the pressure in the pilot pressure chamber at the solenoid valve. The accumulator chamber and the parking/secondary brake valve pilot chamber are also reduced by draining oil through the holes in the shutoff spool. As the pilot pressure at the left end of the shutoff spool decreases, the pilot pressure at the right end of the shutoff spool moves the spool to the left, against the spring. When the spool moves all the way to the left, the holes in the spool are opened to drain due to the slot that is machined in the shutoff valve. The pressures in the accumulator chamber and the parking/secondary brake valve pilot chamber are now allowed to drain through the holes in the spool. As the pilot pressure decreases, the spring begins to move the shutoff spool back to the right. As the shutoff spool moves back to the right, the holes in the spool are covered again by the right end of the shutoff valve. This reduces the rate of reduction in pilot pressure, allowing the brakes to be slowly applied. The pilot oil can then only escape by flowing between the outer diameter of the shutoff spool and the inner diameter of the shutoff valve, and then through the holes in the shutoff spool. As the pilot pressure slowly decreases, the spring moves the shutoff spool further to the right until the holes in the spool are uncovered again at the right end of the shutoff valve. The remainder of the pilot pressure then completely drains to tank through the shutoff spool. As the pilot pressure decreases, the combined force of the reducing spool spring and the pressure in the feedback chamber moves the reducing spool to the left. The accumulator piston acts as a cushion and aids in preventing the reducing spool from moving too rapidly. As the reducing spool moves to the left, the pump oil supply passage to the reducing spool is closed off. At the same time, the tank passage to the reducing spool is opened, allowing the pressure oil in the brakes to drain to tank. As the pressure to the brakes decreases, the Belville springs begin to engage the brakes. If the operator depresses the service brake pedal completely, the secondary brake switch is activated. The secondary brake switch makes a direct connection between the battery and the secondary brake valve solenoid, which ENERGIZES the secondary brake solenoid. When the secondary brake solenoid is energized, all the oil in the brake circuits is drained and the brakes are applied.
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When the parking brake switch is set to the ON position, the parking brake valve solenoid is connected directly to the battery, which ENERGIZES the parking brake solenoid. The secondary brake solenoid is also ENERGIZED by the battery when the parking brake switch is set to the ON position as a backup measure. Again, all the oil is drained and the brakes are applied. Energizing either of the solenoids for the parking brake valve or the secondary brake valve completely drains all pilot pressure oil, resulting in all of the oil being drained from the brakes. The brakes are then fully engaged. NOTE: The check valves that are installed in the valve body between the reducing spools and the pressure chamber for the parking brake and the secondary brake valves are only present on FTC machines. They serve to isolate the left brake circuit and the right brake circuit from each other, for steering purposes. The check valves allow one brake circuit to be depressurized while maintaining the brake pressure in the other brake circuit. The brake valve used on differential steer machines operates the same way, but the check valves are not present because the brakes are not used for steering and therefore, need not isolate the left and right brake circuits.
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Text Reference
Pressure Reducing Spool Parking Brake Solenoid
Secondary Brake Solenoid
ELECTRONIC STEERING AND BRAKE CONTROL VALVE STRAIGHT TRAVEL Right Clutch Solenoid To Right Clutch To Right Brake
Right Brake Solenoid
Supply Oil Left Brake Solenoid To Left Brake To Left Clutch
Left Clutch Solenoid
95 The illustration above, and those on the next few pages, show the electronic steering and brake control valve as if it had been sliced in half, horizontally, with the upper half laid over to the top. The external lines in the illustrations represent the internal passages of the steering and brake control valve as they would normally be connected. Illustration 95 shows the electronic steering and brake control valve in the STRAIGHT TRAVEL, or NO STEER condition. Both brakes are DISENGAGED and the steering clutches are fully ENGAGED. When the service brake pedal is released and neither FTC steering control lever is moved rearward, the rotary position sensors (connected to the brake pedal and the steering levers) send PWM signals to the Power Train ECM. The Power Train ECM then sends maximum current to all four of the (proportional) clutch and brake solenoids. This maximum current completely ENERGIZES the solenoids, which close the poppets in the solenoid valves and shuts off the flow of pump supply oil and pilot oil to drain. The result is increased pilot pressure to all four pressure reducing spools. This increased pressure moves the reducing spools to the right.
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Text Reference
As the spools move to the right, the passages to the drain are closed off and the passages to the brake and clutch circuits are opened. High pressure pump supply oil flows into the clutch and brake passages and then out to the clutches and the brakes. This increased pressure ENGAGES the clutches and DISENGAGES, or releases the brakes against their springs. With the clutches ENGAGED and the brakes DISENGAGED, power is transferred to the left and to the right final drives and the tracks move the machine in a straight line.
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Text Reference
Pressure Reducing Spool Parking Brake Solenoid
Secondary Brake Solenoid
ELECTRONIC STEERING AND BRAKE CONTROL VALVE SERVICE BRAKES ENGAGED Right Clutch Solenoid To Right Clutch To Right Brake
Right Brake Solenoid
Supply Oil Left Brake Solenoid To Left Brake To Left Clutch
Left Clutch Solenoid
96 Illustration 96 shows the electronic steering and brake control valve when the brakes are fully engaged. When the operator depresses the service brake pedal, the brake pedal position sensor sends a signal to the Power Train ECM. The Power Train ECM then decreases the current to both the left and the right proportional brake solenoids. The amount of current sent to the solenoid is directly proportional to the position of the service brake pedal. The decreased current DE-ENERGIZES the solenoids, which open the poppets in the solenoid valves and opens the flow of pump supply oil and pilot oil to drain. The result is decreased pilot pressure to both brake pressure reducing spools. This decreased pressure allows the springs to move the brake reducing spools to the left. As the spools move to the left, the passages from the brake circuits are connected to the drain passages and the high pressure supply passages are closed off. This decreases the oil pressure to both the left and the right brakes. The decreased pressure allows the brake springs to begin engaging the brakes.
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Text Reference
When the operator completely depresses the service brake pedal, the secondary brake switch is activated. The secondary brake switch then connects the battery to the secondary brake solenoid and it is ENERGIZED. The secondary brake solenoid valve completely drains the brake pilot oil to tank, which causes the reducing spools to move all the way to the left. As the spools move to the left, pump supply is completely closed off and the brake circuits are completely open to the drain passages. This decreases the pressure to the brakes and the brakes are then fully engaged. The clutches are still pressurized and ENGAGED however, and will try to move the machine against the brakes.
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Text Reference
Pressure Reducing Spool Parking Brake Solenoid
Secondary Brake Solenoid
ELECTRONIC STEERING AND BRAKE CONTROL VALVE PARKING BRAKES ENGAGED
Right Clutch Solenoid To Right Clutch To Right Brake
Right Brake Solenoid
Supply Oil Left Brake Solenoid To Left Brake To Left Clutch
Left Clutch Solenoid
97 Illustration 97 shows the electronic steering and brake control valve with the parking brakes ENGAGED. When the operator sets the parking brake switch to ON, the parking brake valve solenoid is connected to the battery and the solenoid is ENERGIZED. The secondary brake solenoid is also ENERGIZED by the Power Train ECM as a backup measure. The left and the right proportional brake solenoids are also DE-ENERGIZED by the Power Train ECM when the parking brake switch is set to ON. The parking brake valve and the secondary brake valve completely drain the pilot oil from the left and right brake reducing spools to tank through the check valves. This causes the pilot pressure in the brake circuits to decrease and the brake reducing spools move to the left. As the spools move to the left, the high pressure supply passages are closed off and the passages from the brake circuits are connected to the drain passages, which decreases the pressure to the brakes. This decreased pressure allows the brake springs to fully ENGAGE the brakes. At the same time, both of the proportional steering clutch solenoids remain ENERGIZED. With the steering clutch solenoids ENERGIZED, high pressure supply to the steering clutches is maintained. This high pressure supply keeps the steering clutches ENGAGED against the springs.
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Text Reference
Pressure Reducing Spool Parking Brake Solenoid
Secondary Brake Solenoid
ELECTRONIC STEERING AND BRAKE CONTROL VALVE GRADUAL RIGHT TURN
Right Clutch Solenoid To Right Clutch To Right Brake
Right Brake Solenoid
Supply Oil Left Brake Solenoid To Left Brake To Left Clutch
Left Clutch Solenoid
98 Illustration 98 shows the electronic steering and brake control valve with the right steering clutch DISENGAGED. When the operator pulls the right FTC steering control lever rearward, the right steering lever position sensor sends a signal to the Power Train ECM. The Power Train ECM then decreases the current to the right proportional clutch solenoid. The amount of current sent to the solenoid is directly proportional to the position of the right FTC steering control lever. The decreased current begins to DE-ENERGIZE the right clutch solenoid, which opens the poppet in the solenoid valve and opens the flow of pump supply oil and pilot oil to drain. The result is decreased pilot pressure to the right steering clutch pressure reducing spool. This decreased pressure allows the spring to move the reducing spool to the left. As the spool moves to the left, the high pressure supply passage to the clutch is closed off and the passage to the drain is opened. This spool movement begins decreasing the pressure in the right steering clutch circuit. The decreased pressure in the right steering clutch circuit allows the springs to begin DISENGAGING the right steering clutch.
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When the operator moves the right FTC steering control lever to approximately half of its travel distance, the right proportional clutch solenoid is completely DE-ENERGIZED. The pilot oil to the right steering clutch reducing spool is completely drained to tank, which allows the spring to move the spool all the way to the left. This spool movement completely closes off pump supply to the clutch circuit and completely opens the right clutch circuit to drain. With no oil pressure to the clutch, the clutch springs completely DISENGAGE the right clutch. With the right clutch DISENGAGED, power is disconnected to the right track and the machine makes a gradual right turn.
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Text Reference
Pressure Reducing Spool Parking Brake Solenoid
Secondary Brake Solenoid
ELECTRONIC STEERING AND BRAKE CONTROL VALVE SHARP RIGHT TURN
Right Clutch Solenoid To Right Clutch To Right Brake
Right Brake Solenoid
Supply Oil Left Brake Solenoid To Left Brake To Left Clutch
Left Clutch Solenoid
99 Illustration 99 shows the electronic steering and brake control valve with the right steering clutch DISENGAGED and the right brake ENGAGED. When the operator pulls the right FTC steering control lever rearward, past the half-way position, the right steering lever position sensor sends an increased signal to the Power Train ECM. The Power Train ECM then decreases the current to the right proportional brake solenoid. The amount of current sent to the right brake solenoid is directly proportional to the position of the right FTC steering control lever. The decreased current DE-ENERGIZES the right brake solenoid, which opens the poppet in the solenoid valve and opens the flow of pump supply oil and pilot oil to drain. The result is decreased pilot pressure to the right brake pressure reducing spool. This decreased pressure allows the spring to move the reducing spool to the left. As the spool moves to the left, the high pressure pump supply passage to the brake is closed off and the passage from the right brake circuit is opened to drain. This spool movement begins decreasing the pressure to the right brake. The decreased pressure allows the springs to begin ENGAGING the right brake.
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When the operator moves the right FTC steering control lever all the way to the rear, the right proportional brake solenoid is completely DE-ENERGIZED. The pilot oil to the right brake reducing spool is completely drained to tank, which allows the spring to move the reducing spool all the way to the left. This spool movement completely closes off pump supply to the brake circuit and completely opens the right brake circuit to drain. With no oil pressure to the brake, the springs completely ENGAGE the right brake. With the right brake ENGAGED, the right track is completely stopped and the machine makes a sharp right turn.
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The power train oil fill tube (1) and the power train oil dipstick (2) may be easily accessed by opening the spring-hinged door beside the step at the front of the left fender. The remote mounted power train breather (3) is located inside the compartment at the rear of the left fender. The breather is connected to the vent line that connects the torque divider case to the main case. The breather should be periodically cleaned. Refer to the Operation and Maintenance Manual for the D10T (Form No. SEBU7764) for the power train breather maintenance intervals.
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Brake pressure for the left brake (B1) may be tested by removing the plug (1) at the top of the left final drive and installing a pressure test tap. Clutch pressure for the left steering clutch (C1) may be tested in a like manner at the middle port (2). Lube pressure (LB1) for the left steering clutch and left brake may also be tested at the rear port (3). The test ports for right brake pressure (B2) and for right steering clutch pressure (C2) are reversed on the right final drive. The service brake pedal (4) is connected to a rotary position sensor (5). The rotary position sensor sends a PWM signal to the Power Train ECM which, in turn, controls the proportional solenoids for the service brakes. The secondary brake switch may be accessed through the cover (6). The status of service brake pedal position sensor and the secondary brake switch may be viewed through the Advisor panel (Service/System Status/Power Train screens) or by using Cat ET.
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The high speed oil change connector for power train oil (1) may be accessed by opening the left engine compartment door and then unlatching and lowering the valance below the door opening. If the machine is equipped with a single-shank ripper, the pin puller valve (2) and solenoid (3) are mounted to a bracket located at the right side of the transmission cover, near the top of the cover. The pin puller is activated with the pin puller rocker switch, which is located on the right console in the operator's compartment. When the pin puller switch is moved to the "Pin Out" position, the solenoid is ENERGIZED. The valve uses power train oil to operate the hydraulic pin puller cylinder (not shown).
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D10T IMPLEMENT HYDRAULICS COMPONENT LOCATION Quick-drop Valves Dual Tilt Valve
Fan Reversing Valve Implement Pump
Hydraulic Oil Cooler
RATAAC Fan Control Valve
RATAAC Fan Motor
Pilot Oil Filter Hydraulic Tank Drain Valve
Blade Lift / Tilt Control Valves
Return Oil Filters and Bypass
Pressure Reducing Manifold
Case Drain Return Screen
EH Pilot Manifold Ripper Lift / Tip Control Valves
Implement ECM
Hydraulic Oil Temp. Sensor
106 IMPLEMENT HYDRAULIC SYSTEM The implement hydraulic system has also been upgraded for the D10T. These upgrades include: - a three-section, fixed displacement gear-type implement pump with approximately 7% more flow rate than the D10R; - a new A4 Implement ECM; - the addition of a separate pressure reducing manifold and improvements to the electrohydraulic pilot manifold; - new proportional solenoid controlled pilot valves for all of the blade functions and ON/OFF solenoid controlled pilot valves for all of the the ripper functions; - two 6-micron high efficiency hydraulic oil filters; - a remote mounted spin-on type pilot oil filter; - a larger hydraulic oil tank with approximately 35% more capacity than the D10R tank; - a hydraulic oil cooler that has been relocated to beneath the radiator; and - AutoCarry is now available as an attachment.
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The status of all of the sensors and solenoids in the implement hydraulic system may be viewed through the Advisor panel (Service/System Status/Implement screens) or by using Cat ET. The D10T is equipped with an electro-hydraulic (EH) implement system similar to the implement system used in the D10R. The Implement ECM receives input signals from the blade control lever position sensors, the ripper control lever position sensors, and various other sensors and switches. The ECM sends corresponding output signals to energize the appropriate solenoid controlled pilot valves on the EH pilot manifold. The solenoid controlled pilot valves control the amount of pilot oil that is sent to the dozer or the ripper control valves to shift the appropriate spools and direct implement pump oil to the head ends or rod ends of the implement cylinders. The Implement ECM also sends corresponding output signals to energize the pitch and single tilt ON/OFF solenoid valve on the dual tilt valve. The pitch and single tilt ON/OFF solenoid valve directs oil to shift the dual tilt valve, which determines blade tilt modes and pitch angles. The implement hydraulic system for the D10T Track-type Tractor is a fixed displacement flow design that permits a minimum pressure in the system when the implement control valves are not activated. The oil flow for operation of the bulldozer and the ripper is provided by two sections (lift and tilt) of the three-section implement gear pump. The third (rear, or small) section of the implement pump supplies oil to the RATAAC fan motor and provides pilot oil for operation of the dual tilt valve, if the machine is equipped with dual tilt. The rear section of the implement pump also provides oil to the pressure reducing manifold, which supplies pilot oil to the EH pilot manifold for operation of the implement control valves. A Pressure Compensation Override (PCO) valve provides engine overspeed protection when it is energized by the Engine ECM. The PCO valve is also energized by the Implement ECM whenever a ripper function is requested. The PCO valve allows the dozer lift relief valve to act as the relief valve for the ripper circuit. The resolver network transmits the highest implement cylinder pressure back to the pressure reducing manifold. The highest resolved pressure is directed through the pressure reducing manifold by the diverter valve and acts as pilot oil for lowering the implements in the event that the engine will not run or the implement pump fails. If the engine will not run and machine electrical power is not available, the "dead electric lower" (or manual lower) valve is used to lower the implements. The dead electric lower valve allows the flow of oil from the implement cylinders through the resolver network, and then to the the hydraulic oil tank. This allows the serviceman to slowly lower the implements.
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107 Implement Hydraulic System Component Identification Most of the major components of the implement hydraulic system can be seen in the illustration above. The implement pump is not visible, above, but is mounted to the upper right, rear of the flywheel housing. The dozer control valve (1) is mounted to the inside of the left fender. The dozer control valve controls the blade raise/lower/float functions and the blade tilt left/right functions. The pressure reducing manifold (2) is mounted to the front of the main case. The pressure reducing manifold is supplied oil from the rear section of the gear-type implement pump (not visible above), and in turn, supplies pilot oil to the EH pilot manifold via the pilot oil filter. The EH pilot manifold (3) is mounted to the top of the main case and contains all the solenoid controlled pilot valves. The pilot valves supply pilot oil to the implement control valves for the operation of all of the implement functions. The ripper valve (4) is mounted to a bracket at the top rear of the main case. The ripper valve controls the ripper raise/lower functions and the ripper shank in/out functions. The hydraulic tank is mounted to the rear of the right fender.
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108 The hydraulic tank is located on top of the right fender, forward of the right rollover support post. The hydraulic tank provides oil for the operation of the implements, the RATAAC fan, and the hydraulic demand fan. Components and service points shown in the above illustration are: 1. the vacuum breaker 2. the hydraulic filter access covers (two, 6-micron filters) 3. the hydraulic oil fill tube and locking cap 4. the hydraulic oil level sight glass 5. the hydraulic oil sampling port (S•O•S) 6. the hydraulic tank drain valve 7. the hydraulic oil filter bypass switch (for the RATAAC and demand fan circuit filter) 8. the RATAAC and demand fan circuit return 9. the case drain return (to internal screen) 10. the hydraulic oil temperature sensor 11. the main hydraulic oil suction manifold (for all hydraulic pumps) 12. the implement circuit return
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The hydraulic oil tank contains two internal filters - one for return oil from the implements and one for the return oil from the demand fan and the RATAAC fan circuits. The hydraulic oil tank also contains a screen for case drain return oil. (Not visible above, is the pilot oil drain return. It is located at the lower right. It is hidden in this illustration by the main suction manifold.) The hydraulic filter bypass switch is a normally open pressure switch that senses the pressure of the return oil in the circuit (before the filter). The switch provides a signal to the Implement ECM at a specified pressure, indicating a filter restriction. Advisor will illuminate the Action Lamp and light, and display a warning on the Advisor panel that the hydraulic oil filter is clogged and is being bypassed. The hydraulic oil temperature sensor (10) provides a signal to the Implement ECM. This signal is considered when using the Advisor panel or Cat ET to perform calibration routines of the implement pilot valve solenoids. If the signal indicates the temperature of the oil is below the temperature specified in the calibration routine conditions, the routine will be aborted. The status of the hydraulic oil temperature sensor and the hydraulic oil filter bypass switch may be viewed through the Advisor panel (Service/System Status/Implement screens) or by using Cat ET. Advisor also displays a digital readout of the hydraulic oil temperature on the Performance 1 screen. NOTE: The vacuum breaker on the hydraulic oil tank should always be used to equalize the pressure inside the hydraulic oil tank with the atmospheric pressure before removing the cap from the filler tube. This will prevent scalding injuries due to hot hydraulic oil being expelled through the filler tube when the cap is removed.
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109 The three-section fixed displacement gear-type implement pump is mounted to the rear of the flywheel housing, at the upper right. This pump supplies oil to the implement valves, the RATAAC fan system, and the pressure reducing manifold. The lift (front) section (1) supplies oil to the blade lift section of the dozer control valve and to the ripper control valve. Pump discharge from the lift section is through the forward pump outlet (9). Discharge pressure for the lift section (HPD1) may be tested at the forward pressure test port (10), and may be monitored through the Advisor panel or by using Cat ET. The tilt (middle) section (2) supplies oil to the blade tilt section of the dozer control valve. Pump discharge from the tilt section is through the middle pump outlet (7). Discharge pressure for the tilt section (HPD2) may be tested at the middle pressure test port (8), and may also be monitored through the Advisor panel or by using Cat ET. The rear section of the implement pump (3) supplies oil to the RATAAC fan motor through the pilot pressure and RATAAC fan speed control valve (6). The rear section also provides oil to the pressure reducing manifold. This oil is pilot oil for the EH pilot manifold and for the dual tilt valve. The two discharge pressure test ports on the RATAAC fan speed control valve are used to test Hydraulic Fan Pump Discharge pressure (HFPD) (4) and Hydraulic Fan Motor Inlet pressure (HFMI) (5). The Hydraulic Fan Motor Inlet Pressure is the RATAAC fan system pressure.
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INSTRUCTOR NOTE: The following standby pressures may be observed during lab exercises. - Lift pump (HPD1) pressure at high idle (implements in HOLD) should be approximately 760 kPa (110 psi). - Tilt pump (HPD2) pressure at high idle (implements in HOLD) should be approximately 827 kPa (120 psi). - Small pump (HFPD) pressure at high idle (implements in HOLD) should be approximately 5860 kPa (850 psi). Always refer to the latest revision of the Service Manual for your machine serial number, "Specifications, Systems Operation, Testing and Adjusting - Hydraulic System" (Form No. RENR7540) for the most recent specifications of system pressures.
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110 Shown above is the dozer control valve. It is mounted to the inside of the right fender, above the right frame rail. It may be accessed by removing the floor plates in the operator's compartment. The dozer control valve is supplied with oil from the lift and tilt sections of the implement pump. The oil from both sections of the pump is combined when raising or lowering the blade. When tilting the blade left or right, the oil from the two sections is segregated so that only the oil from the tilt section of the implement pump is used for tilting the blade and the oil from the lift section of the implement pump is used for raising and lowering the blade. High pressure pump supply oil from the lift (front) section of the implement pump enters the dozer valve at the dozer lift valve inlet (4). High pressure pump supply oil from the tilt (middle) section of the implement pump enters the dozer valve at the dozer tilt valve inlet (8). The lift pump pressure sensor (3) is installed at the dozer lift valve inlet. This sensor detects the Hydraulic Pump Discharge pressure (HPD1) in the lift circuit. The status of this sensor may be viewed using the Advisor panel (Service/System Status/Implement screens) and is identified as "Main Hyd Pump Oil Pressure." The tilt pump pressure sensor (5) is installed at the dozer tilt valve inlet. This sensor detects the Hydraulic Pump Discharge pressure (HPD2) in the tilt circuit. The status of this sensor may also be viewed using the Advisor panel (Service/System Status/Implement screens) and is identified as "Tilt Hyd Pump Oil Pressure."
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High pressure pump supply oil is sent to and returns from the dozer lift cylinders through the larger high pressure hydraulic lines (2). High pressure pump supply oil is sent to and returns from the dozer tilt cylinder (or the dual tilt valve) through the smaller high pressure hydraulic lines (1). High pressure pump supply oil to the ripper valve is sent through a hose connected to the ripper supply outlet (9). This oil is a combination of the flows from both the lift and the tilt sections of the implement pump, unless a blade tilt function is commanded. During blade tilt operation, only the lift section of the implement pump supplies oil to the ripper valve. Return oil from the ripper cylinders flows into the implement return oil manifold (6) through the manifold inlet (7) where it combines with the return oil from the lift cylinders and the tilt cylinders. The combined return oil is then directed back to the hydraulic tank where it is filtered before being recirculated by the implement pump. The signals from the two implement pump pressure sensors are considered by the Implement ECM for the operation of several implement system strategies. The following list outlines when the sensors are used: - During the solenoid calibration routines for the implement pilot valves (using Advisor or Cat ET), the Implement ECM looks for a drop in implement pump discharge pressure to determine the amount of solenoid current needed to move an implement. When the pilot pressure becomes great enough to move the implement control valve spool, high pressure supply oil begins to flow past the main valve spool and out to the implement cylinders. This will cause a brief drop in pressure in that circuit. The drop in pressure causes a change in signal from the sensor that indicates the necessary current value has been achieved and the Implement ECM will store this value in its memory. - The signal from the lift pump sensor is also used for the ripper AutoStow strategy. When the operator presses the AutoStow switch, the Implement ECM energizes the ripper raise solenoid and the PCO valve solenoid (and either the ripper tip in or ripper tip out solenoid, if AutoStow is so configured). The ripper will then raise until the end of the cylinder stroke is reached. When the end of cylinder stroke is attained, the hydraulic system pressure rises and the sensor signal reflects the change in pressure. This change in signal indicates that the end of stroke has been attained and the Implement ECM will then de-energize the implement solenoids. - During the operation of the ABA or the AutoCarry cycles, the Implement ECM looks for a change in the signal from either sensor. The change in signals indicate when the tilt cylinders have reached the end of stroke during the "spread" and "blade reset" segments of the automatic cycles, and when the lift cylinders have reached the end of stroke during the "raise" and "return" segments of the automatic cycles.
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111 The ripper control valve assembly is shown in the illustration above. It is mounted to the rear of the main case, above the transmission inspection cover and below the fuel tank. The ripper control valve controls the ripper raise/lower functions and the shank in/out functions. The ripper valve contains two valve sections - the ripper shank in/out valve section (3) and the ripper raise/lower valve section (4). The ripper valve is supplied with high pressure oil from the lift section of the implement pump and from the tilt section, when the blade tilt function is not activated. Pump supply oil to the ripper valve flows through the far high pressure hydraulic hose (1). Return oil from the ripper cylinders flows through the near high pressure hydraulic hose (2) to the return oil manifold, and then back to the hydraulic oil tank. High pressure supply oil to the right ripper shank cylinder and return oil from the right ripper shank cylinder is through the rear hose connections (5). High pressure supply oil to the right ripper raise cylinder and return oil from the right ripper raise cylinder is through the forward hose connections (6). Identical connections for the left ripper lift and shank cylinders are located in the same positions on the left side of the valve assembly.
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The hard steel line (7) connects the two internal supply passages to the ripper lift valve with an external resolver valve. The highest resolved pressure is transmitted through the resolver network so that the ripper may be lowered manually with the dead electric lower valve. If electricity is available, the ripper control control handle can be used to lower the ripper in a dead engine situation. A ripper warming valve will be installed in the ripper control valve on machines equipped with a cold weather arrangement. The warming valve allows a small amount of warm hydraulic oil to circulate through the valve body and return to tank when the ripper is not being operated. The warming valve helps prevent thermal shock from occurring inside the valve when a ripper function is requested in an extremely cold environment. Without the ripper warming valve, hot oil could cause a cold valve stem to expand faster than the valve body, causing the valve stem to seize in the valve body during ripper operation.
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112 The hydraulic oil cooler (1) is an oil-to-water type cooler. It is located beneath the radiator guard. Return oil from the hydraulic demand fan enters the cooler at the cooler inlet (2). The cooler bypass valve is contained inside the housing (3). Only return oil from the hydraulic demand fan passes through the hydraulic oil cooler. The cooler bypass valve is pressure activated, only. The thicker (more viscous) oil creates more pressure, which causes the bypass valve to open when the oil is cold. This allows most of the oil to bypass the cooler. Once the oil is warm (less viscous), the pressure is less for the same volume of oil and the bypass valve remains closed. All of the oil from the demand fan motor will then pass through the cooler. All of the oil exits the cooler, or the bypass valve, through the cooler outlet (4) and returns to the hydraulic oil tank in either condition.
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113 Pilot Hydraulic System The pressure reducing manifold (1) is located on the front of the main case, below the EH pilot manifold. The pressure reducing manifold contains the pressure reducing valve (10). The pressure reducing valve lowers the pressure of implement pump supply oil from the pilot pressure and RATAAC fan speed control valve. The pump supply oil enters the manifold at the inlet (3). The Hydraulic Pilot Supply (HPS) pressure may be tested at the pressure test port (5), installed on the bottom of the pressure reducing manifold. The line from the resolver network circuit (2) supplies oil to the diverter valve (11) when the engine is OFF and the implements are raised above the ground. After the oil is reduced to pilot pressure it is directed to the pilot oil filter through a hose connected to the fitting at the manifold outlet (4). The implement lockout valve is operated by the solenoid (6) that is installed in the left side of the pressure reducing manifold. Oil that flows past the dead electric lower valve (9) or oil that flows past the pilot relief valve (8) is directed back to the hydraulic tank through the hard steel line (7).
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D10T PRESSURE REDUCING MANIFOLD To EH Pilot Manifold Dead Electric Lower Valve
Pilot Relief Valve
Pilot Filter
Filter Bypass Valve
To Tank From Resolver Network
HPS Implement Lockout Valve
Screen
From Pilot (Rear) Pump
Diverter Valve
Pressure Reducing Valve
114 The pressure reducing manifold supplies pilot supply oil to the EH pilot manifold via the pilot oil filter, and to the AutoCarry diverter valve (if the machine is equipped with AutoCarry). The pressure reducing manifold is supplied with oil from the rear section of the implement pump, through the pilot pressure and RATAAC fan speed control valve. Oil enters the pressure reducing manifold and passes through a screen before it reaches the diverter valve. High pressure pump supply oil acts on the end of the diverter valve to move it up, against the spring. The supply oil passes through the diverter valve, where it enters the pressure reducing valve. The pressure reducing valve is infinitely variable, and meters the oil to provide pilot oil pressure of approximately 4000 ± 207 kPa (580 ± 30 psi), at high idle. The reduced pressure pilot oil then passes through the implement lockout valve. The implement lockout valve is solenoid controlled and is ENERGIZED in the UNLOCKED position. The ON/OFF solenoid is controlled by the implement lockout switch, which is located on the right console in the operator's compartment. The implement lockout valve is DE-ENERGIZED in the LOCKED position and the supply of pilot oil to the EH pilot manifold is blocked. The implements cannot be moved using the implement controls when the implement lockout valve solenoid is DE-ENERGIZED and the valve is in the LOCKED position.
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When engine speed is below 900 rpm, the Implement ECM automatically DE-ENERGIZES the implement lockout solenoid and the valve is in the LOCKED position. The solenoid will be ENERGIZED as soon as an implement control is moved. This strategy helps prevent inadvertent implement movement during service procedures by shutting off the pilot supply to the EH manifold. When the operator activates an implement, the appropriate solenoid controlled pilot valve directs the pilot oil into the pilot chamber of the implement control valve. The pilot pressure then shifts the implement valve spool. From the implement lockout valve, the pilot oil is directed to the remote mounted pilot oil filter. The oil is directed to the EH pilot manifold from the pilot oil filter. Also contained in the pressure reducing manifold is the pilot relief valve. The pilot relief valve limits the pressure past the pressure reducing valve to approximately 6500 kPa (940 psi). This valve opens to dissipate the excess pressure, in the event of pressure spikes in the pilot system. When the implement lockout valve is in the LOCKED condition, the pilot relief valve opens to direct the flow of pilot oil back to the hydraulic oil tank. The diverter valve is used to provide pilot pressure for lowering the implements in a dead engine situation. When the engine is OFF and any implements are suspended above the ground, the weight of the implements creates pressure in the rod ends of the ripper and/or blade lift cylinders. The highest resolved pressure from the implement cylinders is transmitted through the resolver network and is directed into the passage between the diverter valve and the dead electric lower valve. With no supply oil pressure from the implement pump, the spring in the pilot operated diverter valve moves the valve down, allowing the highest resolved pressure from the resolver network to pass through to the pressure reducing valve. This oil now becomes pilot oil for lowering the implements. The implements may be lowered using the EH implement controls in the operator's compartment until all implements come into contact with the ground (if there is electric power available to the implement controls) in this condition. In a dead (no) electric situation, the EH implement controls will not function. The implements must be slowly lowered by manually adjusting out the dead electric lower valve (screw and locknut). This will allow all the oil from the rod ends of the ripper lift cylinders and the dozer lift cylinders to slowly drain to the hydraulic tank through the resolver network until the implements come into contact with the ground. INSTRUCTOR NOTE: During lab exercises, the following pressures may be observed: - The sequencer valve on the RATAAC fan speed control valve supplies oil to the pressure reducing manifold. The sequencer valve is is adjusted at low idle and the pressure observed (HFPD) should be approximately 4068 kPa (590 psi). - Hydraulic Pilot Supply (HPS) should be tested at high idle, with the implement lockout switch set to ON. The pilot pressure (HPS) should be approximately 4000 kPa (580 psi). Always refer to the latest revision of the Service Manual for your machine serial number, "Specifications, Systems Operation, Testing and Adjusting - Hydraulic System" (Form No. RENR7540) for the most recent specifications of system pressures.
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115 The remote mounted pilot oil filter base is mounted to the inside of the right fender, toward the front. It may be accessed by removing the cover beside the step at the front of the right fender. The pilot oil filter (1) is a spin-on type filter. Pilot oil from the pressure reducing manifold enters the filter base at the filter inlet (2). The pilot oil returns to the EH pilot manifold through a line connected to the outlet of the filter base (3) after the oil is filtered. The filter base contains a filter bypass valve, but no filter bypass switch. Filtration of the pilot oil is very important to ensure the proper operation of the implement system. Contaminants in the pilot oil will clog the small openings in the solenoid controlled pilot valves and could cause damage to the valve's small components. Refer to the D10T Operation and Maintenance Manual (OMM) (Form No. SEBU7764) for recommendations concerning filter change frequency intervals.
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116 The EH pilot manifold (1) is located on top of the main case, below the floor plates in the operator's compartment. Reduced pressure pilot oil is sent to the pilot oil filter from the pressure reducing manifold. The filtered pilot oil returns to the EH pilot manifold and enters the manifold at the inlet fitting (4). The pilot oil is then distributed to each of the solenoid valves through internal passages in the manifold. When an implement lever is moved, the Implement ECM energizes the appropriate solenoid (2), sending pilot oil to the implement control valve, which shifts the main valve spool. The pilot pressure to that implement control valve may be tested at the corresponding pressure test port (3) while the implement is moving. Return oil from the pilot relief valve and the dead electric lower valve in the pressure reducing manifold flows through the hard steel line (6) where it combines with return oil from the pilot manifold at the "tee" fitting (5). This oil then returns to the hydraulic oil tank.
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To Ripper Tip Control Valve (Shank Out) To Ripper Lift Control Valve (Ripper Lower) To Ripper Tip Control Valve (Shank In) To Ripper Lift Control Valve (Ripper Raise)
D10T EH PILOT MANIFOLD BLADE RAISE
To Blade Lift Control Valve (Blade Lower / Float) DR
Pilot Supply from Pilot Filter / Pressure Reducing Manifold
Text Reference
RV
DR
TR
TL
TO RV
DL
TR
TL
RD
TI
RU
RD
TI
RU
To Tank
Drain from Pressure Reducing Manifold To Blade Lift Control Valve (Blade Raise)
TO
DL
To PCO Valve To Blade Tilt Control Valve (Blade Tilt Left) To Blade Tilt Control Valve (Blade Tilt Right)
117 The EH pilot manifold receives pilot supply oil from the pressure reducing manifold, after passing through the pilot oil filter. The EH pilot manifold contains four proportional solenoid valves that receive PWM signals from the Implement ECM for operating the blade lift and the blade tilt functions. The EH pilot manifold also contains five ON/OFF solenoid valves - two each for the ripper raise/lower function and the ripper shank in/out function, and one solenoid valve for engine overspeed protection and ripper operation (PCO valve). All of these solenoid valves are present as standard equipment, regardless of attachments. Each solenoid valve has a corresponding pressure tap for checking the pilot pressure to the implement control valve (except the PCO valve, which has a plug installed instead of a pressure tap). These nine solenoid valves are: - blade raise, or dozer raise solenoid (DR) - PCO valve solenoid (RV) - blade tilt left solenoid (TL) - blade tilt right solenoid (TR) - blade lower/float, or dozer lower solenoid (DL) - ripper shank out, or tip out solenoid (TO) - ripper lower, or ripper down solenoid (RD) - ripper shank in, or tip in solenoid (TI) - ripper raise, or ripper up solenoid (RU)
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For blade lift and blade tilt control, the solenoid plunger movement is proportional to the electrical current sent from the Implement ECM. Solenoid plunger position determines the amount of pilot oil pressure felt at the ends of the dozer lift and tilt spools. An increase in electrical current causes an increase in oil pressure which moves the dozer lift and the dozer tilt control valve spools proportionately. The electrical current sent to the dozer lift and tilt solenoids by the Implement ECM is in direct proportion to the amount of movement of the dozer control lever by the operator. The Implement ECM sends only high current signals to the PCO valve solenoid and the ripper solenoid valves. These five solenoid valves are ON/OFF solenoid valves. They operate similarly to the dozer lift and dozer tilt solenoid controlled pilot valves. However, the five ON/OFF solenoid controlled pilot valves provide full pilot oil pressure to the ends of the ripper lift and ripper tip control valve spools when they are energized. (Refer to the D10T hydraulic system schematic for the rest of the explanation that follows.) The Pressure Control Override (PCO) valve provides engine overspeed protection when it is energized by the Engine ECM. Energizing the PCO valve solenoid directs pilot oil to the end of the shuttle valve (contained in the dozer control valve). The shuttle valve then directs high pressure implement pump supply oil to the end of the dump valve, shutting off the flow of high pressure pump oil to tank. This condition causes an extra load on the fixed displacement implement pump, which increases the load on the engine and slows engine rpm. The PCO valve is also energized whenever a ripper function is requested. When the operator requests a ripper function, the PCO valve is energized by the Implement ECM. The PCO valve again directs pilot oil to shift the shuttle valve (in the dozer control valve), shutting off the flow of high pressure pump oil to tank. This ensures that maximum oil pressure is available for ripper operation. In either of these situations, the PCO valve causes the dozer lift relief valve to act as the relief valve for the ripper circuit and for the engine overspeed situation. INSTRUCTOR NOTE: The following pilot pressures should be observed at the pilot pressure test ports on the EH pilot manifold during lab exercises. - Dozer RAISE (HPDR) pressure should be approximately 3100 kPa (450 psi). - Dozer LOWER (HPDL) pressure should be approximately 1725 kPa (250 psi). - Dozer FLOAT (HPDL) pressure should be approximately 3450 kPa (500 psi). - TILT LEFT/RIGHT (HPTL/HPTR) - pressures should be approximately 3100 kPa (450 psi). - ALL ripper functions - pressures should be approximately 3100 kPa (450 psi). - Hydraulic Pilot Supply (HPS) at the pressure reducing manifold should be approximately 4000 kPa (580 psi). Always refer to the latest revision of the Service Manual for your machine serial number, "Specifications, Systems Operation, Testing and Adjusting - Hydraulic System" (Form No. RENR7540) for the most recent specifications of system pressures.
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D10T DOZER CONTROL VALVE
Lift Relief Valve
BLADE RAISE (FRONT VIEW)
Passage to Lift Relief Valve and Lift Dump Valve
Shuttle Valve From Pressure Compensation Override Valve
Supply From Lift Section
Signal Resolver to Shuttle Valve
Signal Resolver Passage
Passage to Tank
Pump Inlet Lift Section
Load Check Valve Rod End Makeup Valve
Head End Makeup Valve Rod End
Head End Pump Inlet Tilt Section
118 Dozer Control Valve The dozer control valve contains a four position blade lift spool (RAISE, HOLD, LOWER, and FLOAT) and a three position blade tilt spool (TILT RIGHT, HOLD, and TILT LEFT). The blade lift spool is a "closed-center" spool, and the blade tilt spool is an "open-center" spool. In this view and that on the next page, the dozer valve is shown in the BLADE RAISE condition. Refer to illustration No. 118 and No. 119 during the explanation of the BLADE RAISE function that accompanies the illustration of the hydraulic schematic, later in this presentation. The dozer valve contains the following major components: Blade Lift Spool: A closed-center valve that controls the flow of oil to the blade lift cylinders. When in the RAISE or LOWER position, the lift spool also sends oil to the signal resolver, which in turn sends the oil through the shuttle valve to a passage between the lift relief valve and the lift dump valve. Blade Tilt Spool: An open-center valve that controls the flow of oil from the tilt section of the hydraulic oil pump to the blade tilt cylinder(s) when the spool is moved for a tilt function. In the normal center position, oil from the tilt section of the implement pump flows past the spool and combines with the oil from the lift section. When in the TILT RIGHT or TILT left position, oil is also sent to a passage between the tilt dump valve and the tilt relief valve.
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Lift Spool
Signal Resolver Valve
Load Check Valve
Shuttle Valve From PCO Valve
To Lift Cylinders
Tank Passage Lift Relief Valve
Pump Inlet from Lift Section
To Tilt Cylinders Tilt Relief Valve Spring Chamber
Dump Valves
Load Check Valve
Tilt Spool
D10T DOZER CONTROL VALVE BLADE RAISE (SIDE VIEW)
Pump Inlet from Tilt Section
119 Signal Resolver: During blade lift functions, the cylinder load pressure signal is transmitted to the signal resolver valve, through the shuttle valve, to the spring chamber of the dump valve. The cylinder load pressure signal is from the lift cylinder rod end during RAISE and from the cylinder head end during LOWER. The signal resolver valve directs the higher of the cylinder rod or head end pressure to the shuttle valve. Shuttle Valve: In its normally spring biased position, the shuttle valve directs pump supply oil to a passage between the blade lift relief valve and the blade dump valve during blade lift functions. In an engine overspeed condition or during a ripper function, the PCO valve is energized. This sends pilot oil to shift the shuttle valve, which opens a passage for oil to be made available to the blade lift relief valve and blade lift dump valve available to the system during these two conditions. Lift Relief Valve: During blade lift functions, lift cylinder load pressure is sent through the signal resolver valve and the shuttle valve to a passage between the blade lift relief valve and the blade lift dump valve. The relief valve for the blade lift circuit limits the maximum pressure in the blade lift circuit. The blade lift relief valve is set to approximately 18790 kPa (2725 psi).
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Lift Dump Valve: During blade lift functions, lift cylinder load pressure is sent through the signal resolver valve and the shuttle valve to a passage between the blade lift relief valve and the blade lift dump valve. The cylinder pressure keeps the dump valve closed, which shuts off the flow of pump supply oil to tank. This ensures that maximum system pressure is available for lift cylinder operation. The lift dump valve should maintain a minimum lift circuit pressure of approximately 400 kPa (58 psi) at low idle, and approximately 760 kPa (110 psi) at high idle. Tilt Relief Valve: During blade tilt functions, tilt cylinder load pressure is sent to a passage between the tilt relief valve and the tilt dump valve. The relief valve for the blade tilt circuit limits the maximum pressure in the blade tilt circuit. The tilt relief valve is set to approximately 20,340 kPa (2950 psi). Tilt Dump Valve: During blade tilt functions, tilt cylinder load pressure is sent to a passage between the tilt relief valve and the tilt dump valve. The tilt cylinder pressure keeps the dump valve closed, which shuts off the flow of pump supply oil to tank. This ensures that maximum tilt circuit pressure is available for tilt cylinder operation. The tilt dump valve should maintain a minimum tilt circuit pressure of approximately 415 kPa (60 psi) at low idle, and approximately 830 kPa (120 psi) at high idle. Load Check Valve: The load check valve prevents reverse oil flow from the implement cylinders when the main valve spool moves from the HOLD position and system pressure is lower than the cylinder, or work port pressure. Without the load check valve, the implement would drift down slightly (droop) before moving as commanded. The load check valve will open to allow supply oil to flow through the control valve when the system pressure is higher than the work port pressure. Makeup Valve: The makeup valves are only present on the blade lift circuit in the dozer valve. There is one makeup valve for the rod-ends and one for head-ends of the blade lift cylinders. These valves are held closed by a spring. The makeup valves open whenever workport pressure falls below tank pressure. In a quick-drop situation, the makeup valve for the head-ends of the lift cylinders will open to allow tank oil to supplement pump flow. When in FLOAT, the makeup valve for the rod-ends of the lift cylinders may open if the blade rises quickly. (The make-up valve for the head-ends of the lift cylinders will not open, however, when the blade drops during the FLOAT condition. This is due to a slight head-end pressure in the lift cylinders, which will be discussed later in this presentation.)
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D10T IMPLEMENT HYDRAULIC SYSTEM BLADE RAISE
Left Lift Cylinder
Left Tilt Cylinder
Quick-drop Valves
Right Lift Cylinder
Typical for Blade RE
Right Tilt Cylinder
Dual Tilt Valve
Pilot Filter
HE
Lift and Tilt Cylinders
Single Tilt (S2)
Dead Electric Lower Valve
To Case Drain
Pitch (S1) Resolver Network
Dump Valve
HPRV
HPS
EH Pilot Manifold
PCO Valve
HPDR Lift Relief Valve
Dozer Valve
Blade Lift Spool
Blade Tilt Spool
HPDL Blade Lower / Float
Pressure Reducing Manifold
Blade Raise HPTL
Shuttle Valve Dump Valve
Signal Resolver
Ripper Valve
Ripper Warming Valve
Case Drain from Demand Fan Pump
HPTR Tilt Relief Valve
Tilt Left
Tilt Right
HPRR
Ripper Raise
HPSO
Shank Out
Case Drain from Demand Fan Motor
HPRL
Ripper Lower
HPSI
Shank In
HFMI
Tilt Pump Pressure Sensor
Return from Hydraulic Oil Cooler
Demand Fan Supply
HFPD HPD2
Lift Pump Pressure Sensor
HPD1
Ripper Lift RATAAC Cont rol Valve
RATAAC
Ripper Tip Vacuum Valve Group
Ripper Lift Cylinder
Ripper Tip Cylinders
SOS
Ripper Lift Cylinder
120 Dozer Lift and Tilt Circuits Shown above is a color schematic of the D10T implement hydraulic system in the BLADE RAISE condition. Refer to illustrations No. 118 and No. 119 to see the state of the dozer control valve components during the following explanation of the dozer lift circuit. When the operator moves the dozer control lever from HOLD to RAISE, a signal is sent to the Implement ECM. The Implement ECM in turn sends a signal to energize the solenoid of the BLADE RAISE pilot valve on the EH pilot manifold (HPDR). The BLADE RAISE pilot valve then directs pilot oil to shift the blade lift spool to the right, into RAISE position. The combined high pressure oil from the lift section and the tilt section of the implement pump then flows past the internal load check valve and the blade lift spool, then out to the rod ends of the lift cylinders to raise the blade. As the blade is raised, oil from the head end of the lift cylinders returns through the head end passage of the dozer control valve and flows past the blade lift spool, and then into the passage to the hydraulic tank. INSTRUCTOR NOTE: Refer back to the color cutaway illustrations of the dozer valve (illustrations No. 118 and No. 119) during the next few paragraphs of the explanation.
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At the same time, high pressure oil from the cylinder rod end passage flows through machined slots in the leftmost land of the main valve spool and into the signal resolver passage. This oil shifts the signal resolver ball to the right and the oil enters the passage to the shuttle valve. The high pressure oil then flows around the center stem of the shuttle valve and enters a passage that directs the oil to the spring chamber between the lift relief valve and the dump valve. The high pressure oil in the spring chamber plus the force of the spring keeps the dump valve in the closed position so that maximum oil pressure is available to move the lift cylinders. INSTRUCTOR NOTE: Refer back to the color schematic (illustration No. 120) for the remainder of the explanation. At the same time that high pressure oil flows out to the rod ends of the lift cylinders, high pressure oil also flows into the resolver connected to the rod end passage of the to the lift cylinders. If this is the highest pressure in the implement system, this pressure is transmitted through the rest of the resolvers in the resolver network, then on to the diverter valve, contained in the pressure reducing manifold, where it is blocked at the diverter valve. If the engine is OFF and the blade is suspended, gravity causes the weight of the blade to produce high pressure oil in the rod ends of the lift cylinders. With no pressure present from the pilot oil section of the pump, the diverter valve is forced down by its spring, which then directs the highest resolved pressure from the resolver network to the pressure reducing valve. This will now serve as pilot oil pressure for lowering the implements with the implement controls. If electricity is not available for lowering implements with the implement controls or if the implement controls have failed, the implements can be lowered manually by opening the "Dead Electric Lower Valve", also contained in the pressure reducing valve. This procedure slowly drains the oil from the rod ends of the lift cylinders through the resolver network and back to the tank.
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D10T IMPLEMENT HYDRAULIC SYSTEM BLADE FLOAT
Left Tilt Cylinder
Left Lift Cylinder
Quick-drop Valves
Right Lift Cylinder
Dual Tilt Valve
Typical for Blade
Right Tilt Cylinder
RE
Pilot Filter
HE
Lift and Tilt Cylinders
Single Tilt (S2)
Dead Electric Lower Valve
To Case Drain
Pitch (S1) Resolver Network HPS Dump Valve
HPRV
EH Pilot Manifold
PCO Valve
HPDR Lift Relief Valve
Blade Lift Spool
Blade Tilt Spool
Dozer Valve
HPDL Blade Lower / Float
Pressure Reducing Manifold
Blade Raise HPTL
Shuttle Valve Dump Valve
Signal Resolver
Case Drain from Demand Fan Pump
HPTR Tilt Relief Valve
Ripper Raise
HPRR
Shank Out
HPSO
Ripper Valve
Ripper Warming Valve
Tilt Left
Tilt Right
Case Drain from Demand Fan Motor
HPRL
Ripper Lower
HPSI
Shank In
HFMI
Tilt Pump Pressure Sensor
Return from Hydraulic Oil Cooler
Demand Fan Supply
HFPD HPD2
Lift Pump Pressure Sensor
HPD1
Ripper Lift RATAAC Cont rol Valve
RATAAC
Ripper Tip Vacuum Valve Group
Ripper Lift Cylinder
Ripper Tip Cylinders
SOS
Ripper Lift Cylinder
121 Shown above is a color schematic of the D10T implement hydraulic system in the BLADE FLOAT condition. Refer to illustration No. 122 to see the state of the dozer control valve components during the following explanation of the dozer lift circuit. When the operator moves the dozer control lever from HOLD to FLOAT, a signal is sent to the Implement ECM. The Implement ECM in turn sends a signal to energize the solenoid of the BLADE LOWER/FLOAT pilot valve on the EH pilot manifold (HPDL). The BLADE LOWER/FLOAT pilot valve then directs pilot oil to shift the blade lift spool to the left, into the FLOAT position. INSTRUCTOR NOTE: Refer to the color cutaway illustration of the dozer lift valve (illustration No. 122) during the next few paragraphs of the explanation. The combined high pressure oil from the lift section and the tilt section of the implement pump flows past the internal load check valve to the blade lift spool. When the blade lift spool is shifted all the way to the left, the rod ends of the lift cylinders are open to tank. However, the head ends of the lift cylinders are only partially open to the tank passage. The head ends of the lift cylinders are partially open to the pump supply passage, also. This results in a slight pressure in the head-end of both lift cylinders. Although the blade will follow the contour of the ground in FLOAT, there is a slight resistance to the blade rising and the blade is quick to fall.
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D10T DOZER CONTROL VALVE
Lift Relief Valve
BLADE FLOAT
Shuttle Valve Passage to Lift Relief Valve and Lift Dump Valve
From Pressure Compensation Override Valve Signal Resolver to Shuttle Valve
Supply From Large Pump
Head End Tank Passage
Large Pump Inlet
Rod End Tank Passage Rod End Makeup Valve Load Check Valve
Rod End
Head End
Head End Makeup Valve
Small Pump Inlet
122 Because the head ends of the lift cylinders have a slight pressure present, the signal passage from the head ends of the lift cylinders to the signal resolver are at the same pressure. This slight pressure shifts the resolver ball to the left, allowing this low pressure to be felt at the ends of the lift relief valve and the lift dump valve. INSTRUCTOR NOTE: Refer back to the color schematic (illustration No. 121) for the remainder of the explanation. Although there is a slight pressure in the chamber between the lift relief valve and the lift dump valve, the high pressure oil in the lift circuit keeps the dump valve in the open position so that pump flow is returned to tank. Also note that as the blade follows the contour of the ground in FLOAT, the makeup valve for the head-ends of the lift cylinders will not open if the blade falls quickly over a short distance. This is due to the slight pressure in the head-ends of the lift cylinders, which is also felt against the makeup valve in that side of the circuit. As the blade falls, pump flow will fill the void, which also serves to prevent the makeup valve from opening.
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D10T IMPLEMENT HYDRAULIC SYSTEM BLADE TILT LEFT - SINGLE TILT
Left Lift Cylinder
Quick-drop Valves
Right Lift Cylinder
Typical for Blade RE
Right Tilt Cylinder
Pilot Filter HE
Lift and Tilt Cylinders
Dead Electric Lower Valve
Resolver Network
Dump Valve
HPRV
HPS
EH Pilot Manifold
PCO Valve
HPDR Lift Relief Valve
Blade Lift Spool
Blade Tilt Spool
Dozer Valve
HPDL
Pressure Reducing Manifold
Blade Raise
Blade Lower/Float
HPTL
Shuttle Valve Dump Valve
Signal Resolver
Ripper Valve
Ripper Warming Valve
Case Drain from Demand Fan Pump
HPTR Tilt Relief Valve
Tilt Left
Tilt Right
HPRR
Ripper Raise
HPSO
Shank Out
Case Drain from Demand Fan Motor
HPRL
Ripper Lower
HPSI
Shank In
HFMI
Tilt Pump Pressure Sensor
Return from Hydraulic Oil Cooler
Demand Fan Supply
HFPD HPD2
Lift Pump Pressure Sensor
HPD1
Ripper Lift RATAAC Cont rol Valve
RATAAC
Ripper Tip Vacuum Valve Group
Ripper Lift Cylinder
Ripper Tip Cylinders
SOS
Ripper Lift Cylinder
123 Shown above is a color schematic of the D10T implement hydraulic system in the BLADE TILT LEFT condition. Refer to illustration No. 124 to see the state of the tilt control valve components during the following explanation of the dozer tilt circuit. When the operator moves the dozer control lever from HOLD to TILT LEFT, a signal is sent to the Implement ECM. The Implement ECM in turn sends a signal to energize the solenoid of the BLADE TILT LEFT pilot valve on the EH pilot manifold (HPTL). The BLADE TILT LEFT pilot valve then directs pilot oil to shift the blade tilt spool to the left, into the TILT LEFT position. INSTRUCTOR NOTE: Refer to the color cutaway illustration of the dozer tilt valve (illustration No. 124) during the next paragraph of the explanation.
The high pressure oil from the tilt section of the implement pump then flows past the left internal load check valve and the blade tilt spool, and then out through the tilt cylinder head end passage of the dozer valve to the head end of the (right) tilt cylinder. The left side of the blade is braced against the blade push-arm to provide the mechanical leverage to tilt the blade.
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D10T TILT CONTROL VALVE BLADE TILT LEFT
Tilt Cylinder Head End
Tilt Cylinder Rod End Passages to Lift Valve Stem
Passage to Resolver Network
Passage to Resolver Network
Head End Tank Passage
Head End Tank Passage
Pilot Supply
Pilot Supply
Load Check Valve
Small Pump Inlet
Load Check Valve
124 INSTRUCTOR NOTE: Refer back to the color schematic (illustration No. 123) for the rest of the explanation. As the cylinder rod extends, it forces oil from the rod end of the tilt cylinder back to the tilt cylinder rod end passage of the dozer valve where it flows past the tilt valve spool, and into the head end tank passage back to the hydraulic oil tank. At the same time that high pressure oil flows out to the right tilt cylinder, high pressure oil also flows into the resolver connected to the tilt cylinder head end passage of the dozer valve. If this is the highest pressure in the implement system, this pressure is transmitted to the diverter valve, contained in the pressure reducing manifold, where it is blocked at the diverter valve. The TILT RIGHT function operates in the same fashion, except that the tilt spool is shifted to the right and oil flows into the rod end of the tilt cylinder . Oil from the head end of the tilt cylinder flows back to the hydraulic oil tank.
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D10T IMPLEMENT HYDRAULIC SYSTEM Left Lift Cylinder
Left Tilt Cylinder
Typical for Blade
BLADE TILT LEFT - DUAL TILT
Quick-drop Valves
Right Lift Cylinder
Right Tilt Cylinder
Dual Tilt Valve
RE
Pilot Filter
HE
Lift and Tilt Cylinders
Single Tilt (S2)
Dead Electric Lower Valve
To Case Drain
Pitch (S1) Resolver Network
Dump Valve
HPRV
HPS
EH Pilot Manifold
PCO Valve
HPDR Lift Relief Valve
Blade Lift Spool
Blade Tilt Spool
Dozer Valve
HPDL
Pressure Reducing Manifold
Blade Raise
Blade Lower/Float
HPTL
Shuttle Valve Dump Valve
Signal Resolver
Ripper Valve
Ripper Warming Valve
Case Drain from Demand Fan Pump
HPTR Tilt Relief Valve
Tilt Left
Tilt Right
HPRR
Ripper Raise
HPSO
Shank Out
Case Drain from Demand Fan Motor
HPRL
Ripper Lower
HPSI
Shank In
HFMI
Tilt Pump Pressure Sensor
Return from Hydraulic Oil Cooler
Demand Fan Supply
HFPD HPD2
Lift Pump Pressure Sensor
HPD1
Ripper Lift RATAAC Cont rol Valve
RATAAC
Ripper Tip Vacuum Valve Group
Ripper Lift Cylinder
Ripper Tip Cylinders
SOS
Ripper Lift Cylinder
125 Shown above is a color schematic of the D10T implement hydraulic system in the BLADE TILT LEFT condition, with DUAL TILT. Refer to illustration No. 124 to see the state of the tilt control valve components during the following explanation of the dozer tilt circuit. When the operator moves the dozer control lever from HOLD to TILT LEFT, a signal is sent to the Implement ECM. The Implement ECM in turn sends a signal to energize the solenoid of the BLADE TILT LEFT pilot valve on the EH pilot manifold (HPTL). The BLADE TILT LEFT pilot valve then directs pilot oil to shift the blade tilt spool to the left, into the TILT LEFT position. INSTRUCTOR NOTE: Refer to the color cutaway illustration of the dozer tilt valve (illustration No. 124) during the next paragraph of the explanation. The high pressure oil from the tilt section of the implement pump then flows past the left internal load check valve and the blade tilt spool, and then out through the tilt cylinder head end passage of the dozer valve to the dual tilt valve. INSTRUCTOR NOTE: Refer back to the color schematic (illustration No. 125) for the rest of the explanation.
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From the dual tilt valve, the oil flows to the head end of the right tilt cylinder and the cylinder rod extends, which causes the right side of the blade to move up. As the right tilt cylinder rod extends, it forces oil from the rod end back to the dual tilt valve where the oil is then directed to flow to the rod end of the left tilt cylinder. The left tilt cylinder rod then retracts, which causes the left side of the blade to move down. As the left cylinder rod retracts, it forces oil from the head end of the left tilt cylinder back to the dual tilt valve. This oil then flows back to the tilt cylinder rod end passage of the dozer valve where it flows past the tilt valve spool, and into the head end tank passage back to the hydraulic oil tank. At the same time that high pressure oil flows out to the right tilt cylinder, high pressure oil also flows into the resolver connected to the tilt cylinder head end passage. If this is the highest pressure in the implement system, this pressure is transmitted from the resolver network to the diverter valve, contained in the pressure reducing manifold, where it is blocked at the diverter valve. The TILT RIGHT function operates in the same fashion, except that the oil flows into the head end of the left tilt cylinder, from the rod end of the left tilt cylinder to the rod end of the right tilt cylinder, and then from the head end of the right tilt cylinder back to the hydraulic oil tank. NOTE: When a single tilt function is requested on a machine equipped with dual tilt, the RIGHT tilt cylinder is isolated by the dual tilt valve and acts as the brace for the mechanical leverage needed to tilt the blade. This is the opposite strategy used on a single tilt machine, which uses a single tilt cylinder on the right and a brace on the left. Dual tilt operation will be discussed in greater detail, later in this presentation.
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D10T RIPPER CONTROL VALVE RIPPER RAISE Load Check Valve
Pump Inlet ( Combined) Passage to Head End
Passage to Rod End
Tank Passage
Tank Passage
Ripper Raise Spool
Pilot Supply (Ripper Raise)
Pilot Supply (Ripper Lower) Plug or Ripper Warming Valve
Pilot Supply (Shank In)
Pilot Supply (Shank Out)
Passage to Head End
Passage to Rod End
Ripper Tip Spool
126 Ripper Control Valve The ripper control valve contains two "closed-center" spools. One spool controls ripper RAISE and LOWER. The other spool controls ripper SHANK IN and SHANK OUT. The dozer valve contains the following major components: Ripper Raise Spool: A closed-center valve that controls the flow of oil to and from the ripper lift cylinders. When in the RAISE or LOWER position, the ripper raise spool also sends oil to an external signal resolver, which in turn sends the oil through the series of resolvers in the resolver network and then to the diverter valve in the pressure reducing manifold. Ripper Tip Spool: A closed-center valve that controls the flow of oil to and from the ripper tip cylinders. No oil is sent to the series of resolvers in the resolver network during a ripper tip function. Load Check Valve: The load check valve prevents reverse oil flow from the implement cylinders when the main valve spool moves from the HOLD position and system pressure is lower than the cylinder, or work port pressure. Without the load check valve, the implement would drift slightly (droop) before moving as commanded. The load check valve will open to allow supply oil to flow through the control valve when the system pressure becomes higher than the work port pressure.
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Makeup Valve: There are two makeup valves present in the ripper control valve. The makeup valves open whenever workport pressure falls below tank pressure. One makeup valve is in the head end circuit for ripper raise and will open if the ripper falls faster than the pump's ability to supply oil to the head end of the ripper lift cylinders. The other makeup valve is in the rod end of the circuit for the ripper tip and will open if the ripper shank (tip) is forced rearward when using the ripper. (The makeup valves are not shown in illustration No. 126.) The ripper valve contains no relief valves or dump valves. During any ripper operation, the PCO pilot valve on the EH pilot manifold is energized. The PCO pilot valve sends pilot oil to the end of the shuttle valve (contained in the dozer valve) to shift it. When the shuttle valve shifts, high pressure pump supply oil is directed by the shuttle valve to the passage between the lift dump valve and the lift relief valve. This strategy closes the lift dump valve to block the flow of combined pump supply oil to tank and also uses the lift relief valve as the relief valve for the ripper circuit.
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D10T IMPLEMENT HYDRAULIC SYSTEM RIPPER RAISE
Left Lift Cylinder
Left Tilt Cylinder
Quick-drop Valves
Right Lift Cylinder
Typical for Blade
Right Tilt Cylinder
Dual Tilt Valve
RE
Pilot Filter
HE
Lift and Tilt Cylinders
Single Tilt (S2)
Dead Electric Lower Valve
To Case Drain
Pitch (S1) Resolver Network
Dump Valve
HPRV
HPS
EH Pilot Manifold
PCO Valve
HPDR Lift Relief Valve
Blade Lift Spool
Blade Tilt Spool
Dozer Valve
HPDL
Pressure Reducing Manifold
Blade Raise
Blade Lower/ Float
HPTL
Shuttle Valve Dump Valve
Signal Resolver
Ripper Valve
Ripper Warming Valve
Case Drain from Demand Fan Pump
HPTR Tilt Relief Valve
Tilt Left
Tilt Right
HPRR
Ripper Raise
HPSO
Shank Out
Case Drain from Demand Fan Motor
HPRL
Ripper Lower
HPSI
Shank In
HFMI
Tilt Pump Pressure Sensor
Return from Hydraulic Oil Cooler
Demand Fan Supply
HFPD HPD2
Lift Pump Pressure Sensor
HPD1
Ripper Lift RATAAC Cont rol Valve
RATAAC
Ripper Tip Vacuum Valve Group
Ripper Lift Cylinder
Ripper Tip Cylinders
SOS
Ripper Lift Cylinder
127 Ripper Lift and Tip Circuits Shown above is a color schematic of the D10T implement hydraulic system in the RIPPER RAISE condition. Refer to illustration No. 126 to see the state of the ripper control valve components during the following explanation of the ripper raise circuit. When the operator moves the ripper lift control from HOLD to RAISE, a signal is sent to the Implement ECM. The Implement ECM in turn sends a signal to energize the solenoids for the RIPPER RAISE pilot valve and the PCO pilot valve on the EH pilot manifold (HPRR and HPRV). The RIPPER RAISE pilot valve then directs pilot oil to shift the ripper raise spool to the right, into the RIPPER RAISE position. The PCO valve directs pilot oil to shift the shuttle valve down, which directs high pressure pump supply oil into the passage between the lift dump valve and the lift relief valve (in the dozer valve). The high pressure oil in this passage plus the force of the spring keeps the dump valve in the closed position so that maximum oil pressure is available to move the ripper cylinders. The lift relief valve is also available to be used as the relief valve for the ripper circuit. INSTRUCTOR NOTE: Refer to the color cutaway illustration of the ripper control valve (illustration No. 126) during the next paragraph of the explanation.
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The high pressure oil from the implement pump then flows past the internal load check valve and the ripper raise spool, and then out through the rod end passages to the ripper lift cylinders. This causes the ripper cylinder rods to retract and the ripper raises. As the ripper lift cylinder rods retract, head end oil from the ripper lift cylinders flows back to the ripper control valve through the ripper raise head end passages in the control valve. This return oil flows past the ripper raise spool and into the tank passage and then returns to the hydraulic oil tank. INSTRUCTOR NOTE: Refer back to the color schematic (illustration No. 127) for the rest of the explanation. At the same time that high pressure oil flows out to the rod ends of the ripper lift cylinders, high pressure oil also flows into the resolver connected to the rod end passage to the ripper lift cylinders. If this is the highest pressure in the implement system, this pressure is transmitted through the rest of the resolvers in the resolver network, then on to the diverter valve, (contained in the pressure reducing manifold) where it is blocked at the diverter valve. If the ripper lift cylinders reach the end of their stroke in either direction, or if external forces cause the ripper lift cylinders to move up, the lift relief valve will open to protect the ripper circuit from undue high pressures.
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Text Reference
D10T IMPLEMENT HYDRAULIC SYSTEM RIPPER SHANK IN
Left Lift Cylinder
Left Tilt Cylinder
Quick-drop Valves
Right Lift Cylinder
Typical for Blade
Right Tilt Cylinder
Dual Tilt Valve
RE
Pilot Filter
HE
Lift and Tilt Cylinders
Single Tilt (S2)
Dead Electric Lower Valve
To Case Drain
Pitch (S1) Resolver Network
Dump Valve
HPRV
HPS
EH Pilot Manifold
PCO Valve
HPDR Lift Relief Valve
Blade Lift Spool
Blade Tilt Spool
Dozer Valve
HPDL
Pressure Reducing Manifold
Blade Raise
Blade Lower/ Float
HPTL
Shuttle Valve Dump Valve
Signal Resolver
Ripper Valve
Ripper Warming Valve
Case Drain from Demand Fan Pump
HPTR Tilt Relief Valve
Tilt Left
Tilt Right
HPRR
Ripper Raise
HPSO
Shank Out
Case Drain from Demand Fan Motor
HPRL
Ripper Lower
HPSI
Shank In
HFMI
Tilt Pump Pressure Sensor
Return from Hydraulic Oil Cooler
Demand Fan Supply
HFPD HPD2
Lift Pump Pressure Sensor
HPD1
Ripper Lift RATAAC Cont rol Valve
RATAAC
Ripper Tip Vacuum Valve Group
Ripper Lift Cylinder
Ripper Tip Cylinders
SOS
Ripper Lift Cylinder
128 Shown above is a color schematic of the D10T implement hydraulic system in the RIPPER SHANK IN condition. Refer to illustration No. 129 to see the state of the ripper control valve components during the following explanation of the ripper raise circuit. When the operator moves the ripper shank control from HOLD to SHANK IN, a signal is sent to the Implement ECM. The Implement ECM in turn sends a signal to energize the solenoids for the ripper SHANK IN pilot valve and the PCO pilot valve on the EH pilot manifold (HPSI and HPRV). The ripper SHANK IN pilot valve then directs pilot oil to shift the raise spool to the right, into the SHANK IN position. The PCO valve directs pilot oil to shift the shuttle valve down, which directs high pressure pump supply oil into the passage between the lift dump valve and the lift relief valve (in the dozer valve). The high pressure oil in this passage plus the force of the spring keeps the dump valve in the closed position so that maximum oil pressure is available to move the ripper cylinders. The lift relief valve is also available to be used as the relief valve for the ripper circuit. INSTRUCTOR NOTE: Refer to the color cutaway illustration of the dozer tilt valve (illustration No. 129) during the next paragraph of the explanation.
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Text Reference
D10T RIPPER CONTROL VALVE SHANK IN Load Check Valve
Pump Inlet (Combined) Passage to Head End
Passage to Rod End Tank Passage Tank Passage Ripper Raise Spool
Pilot Supply (Ripper Raise)
Pilot Supply (Ripper Lower) Plug or Ripper Warming Valve
Pilot Supply (Shank In)
Pilot Supply (Shank Out)
Passage to Head End
Passage to Rod End
Ripper Tip Spool
129 The high pressure oil from the implement pump then flows past the internal load check valve and the ripper tip spool, and then out through the head end passages to the ripper lift cylinders. This causes the ripper cylinder rods to extend and the tip of the ripper shank moves in. As the ripper tip cylinder rods extend, rod end oil from the ripper tip cylinders flows back to the ripper control valve through the rod end passages in the control valve. This return oil flows past the ripper tip spool and into the tank passage and then returns to the hydraulic oil tank. INSTRUCTOR NOTE: Refer back to the color schematic (illustration No. 128) for the rest of the explanation. The ripper tip circuit has no connection to the resolver network. If the ripper tip cylinders reach the end of their stroke in either direction, or if external forces cause the shank to move in or out, the lift relief valve will open to protect the ripper circuit from undue high pressures.
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Text Reference
1
2
8
3 7 4
5 6
130 Dual Tilt Operation For machines equipped with dual tilt, the dual tilt valve (1) is mounted to the inside of the radiator guard, behind the left grill door. A second tilt cylinder is installed on the left side of the blade. The dual tilt valve is installed between the tilt control valve and the two tilt cylinders in the dual tilt circuit. The rod end passage and the head end passage designation of the tilt control valve are reversed from the single tilt configuration. The dual tilt valve allows the operator to tilt the blade right and left to a greater degree than single tilt, pitch the blade forward (dump), and rack the blade back. Service points identified in the above illustration are: 2. 3. 4. 5. 6. 7. 8.
high pressure supply/return from/to blade tilt control valve (depending on tilt direction) case drain line pilot supply line (from the RATAAC fan speed control valve) dual tilt solenoid high pressure supply/return from/to blade tilt control valve (depending on tilt direction) high pressure lines to the left tilt cylinder high pressure lines to the right tilt cylinder
Auto Blade Assist (ABA) is standard on machines equipped with dual tilt.
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DUAL TILT VALVE DUAL TILT RIGHT Left Tilt Cylinder
From Tilt Control Valve
Right Tilt Cylinder
To Rod End
To Head End
To Tilt Control Valve Pilot Supply
Tilt Coil rom f Trigger Switch Pitch Coil rom f Thumb Switch
131 The dual tilt valve has three modes of operation. They are: - DUAL TILT - SINGLE TILT - BLADE PITCH Oil from the rear section of the implement pump is used as pilot oil to control the dual tilt valve spool. The pilot oil is controlled by a dual action solenoid valve. The dual action solenoid valve has two coils - a "tilt coil" and a "pitch coil." When the thumb switch on the dozer control lever is moved to the right or to the left, the pitch solenoid coil is ENERGIZED and the solenoid valve directs pilot oil to the bottom of the dual tilt valve spool, moving the spool up. The blade will then PITCH FORWARD or RACK BACK, depending on which direction the switch is moved. When the trigger switch on the dozer control lever is depressed, the tilt solenoid coil is energized (when the default tilt mode is set to DUAL TILT) and the solenoid valve directs pilot oil to the top of the dual tilt valve spool, moving the spool down. If the default tilt mode is set to SINGLE TILT, the tilt solenoid coil is always ENERGIZED. The trigger switch will then toggle to the DUAL TILT mode when the switch is depressed and the tilt coil is then DE-ENERGIZED. (The default tilt mode can be set using Cat Advisor.)
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Illustration 131 shows the dual tilt valve in the DUAL TILT RIGHT condition. This is the default mode of operation unless the operator has set the default tilt mode to single tilt, using Cat Advisor. In the dual tilt mode, the tilt solenoid coil is always DE-ENERGIZED and the dual tilt spool remains centered by the springs on either end of the spool. When the operator moves the dozer control lever to the right, commanding the TILT RIGHT function, the tilt control valve operates in the fashion described earlier in this presentation. The pump supply oil from the head end passage of the blade tilt control valve flows out to the head end of the left tilt cylinder. The left tilt cylinder rod extends and forces the left tilt cylinder rod end oil out to the dual tilt valve. The left cylinder rod end oil flows around the dual tilt spool and out to the rod end of the right tilt cylinder. The right tilt cylinder rod retracts. The right tilt cylinder head end oil is then forced out, back to the dual tilt valve where it flows around the dual tilt spool and returns to the rod end passage of the blade tilt control valve as return oil. The blade tilts right when the left tilt cylinder rod extends and the right tilt cylinder rod retracts. For DUAL TILT LEFT, the flow of oil through the tilt circuit is reversed. In the DUAL TILT LEFT condition, the left tilt cylinder rod retracts and the right tilt cylinder rod extends. The status of the dual tilt solenoid, the dozer control lever tilt position sensor, the rotary thumb switch (position sensor) on the dozer control lever, and the trigger switch on the dozer control lever may be viewed through the Advisor panel (Service/System Status/Implement screens) or by using Cat ET. NOTE: For information about how to set the default tilt mode for the dual tilt valve, refer to the "Caterpillar Monitoring and Display System with Advisor for Track-type Tractors," STMG 790 (Form No. SERV1790).
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Text Reference
DUAL TILT VALVE SINGLE TILT RIGHT Left Tilt Cylinder
From Tilt Control Valve
Right Tilt Cylinder
To Rod End
To Head End
To Tilt Control Valve Pilot Supply
Tilt Coil from Trigger Switch Pitch Coil from Thumb Switch
132 Illustration 132 shows the dual tilt valve in the SINGLE TILT RIGHT condition. If dual tilt has been selected as the default tilt mode, the operator must depress and hold the trigger switch to toggle to SINGLE TILT mode. The operator may also set SINGLE TILT as the default tilt mode using the Advisor panel. Either condition results in the tilt solenoid coil being ENERGIZED and the solenoid valve directs pilot oil to the top of the dual tilt spool, moving the spool down. With the dual tilt spool in this position, the right tilt cylinder is isolated from the circuit and acts as a brace to provide the mechanical leverage needed to tilt the blade. When the operator moves the dozer control lever to the right, commanding a TILT RIGHT function in the SINGLE TILT mode, pump supply oil from the head end passage of the blade tilt control valve flows out to the head end of the left tilt cylinder. The left tilt cylinder rod extends and forces the rod end oil back to the dual tilt valve. The left cylinder rod end oil flows around the dual tilt spool. With the spool shifted down, the passages to the right tilt cylinder are blocked, but the passage back to the blade tilt control valve is open. The left tilt cylinder rod end oil flows back to the rod end passage of the blade tilt control valve and returns to the tank. When the left tilt cylinder rod extends and the right tilt cylinder remains stationary, the blade TILTS RIGHT, but the angle of the tilt is not as acute as in the dual tilt mode. For SINGLE TILT LEFT, the flow of oil through the tilt circuit is reversed. In the SINGLE TILT LEFT condition, the left tilt cylinder rod retracts and the right tilt cylinder remains stationary.
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Text Reference
DUAL TILT VALVE BLADE PITCH FORWARD Left Tilt Cylinder
From Tilt Control Valve
Right Tilt Cylinder
To Rod End
To Head End
To Tilt Control Valve Pilot Supply
Tilt Coil from Trigger Switch Pitch Coil from Thumb Switch
133 Illustration 133 shows the dual tilt valve in the PITCH FORWARD condition. To pitch the blade forward, the operator must move the thumb rocker switch on the dozer control lever to the right (away from the operator). This results in the pitch solenoid coil being ENERGIZED and the TILT LEFT pilot valve solenoid being ENERGIZED. The pitch solenoid valve directs pilot oil to the bottom of the dual tilt spool, moving it up. When the operator has commanded a PITCH FORWARD function, pump supply oil from the head end passage of the blade tilt control valve flows to the head end of the left tilt cylinder. The left tilt cylinder rod extends and forces the left tilt cylinder rod end oil to the dual tilt valve. The left cylinder rod end oil flows around the dual tilt spool. With the spool shifted up, the oil flows through the passage to the head end of the right tilt cylinder. The right tilt cylinder rod extends also, forcing the right tilt cylinder rod end oil to the dual tilt valve. The right tilt cylinder rod end oil then flows through the blade tilt control valve and returns to the tank. Since the volume of rod end oil in the left tilt cylinder is less than the capacity of the head end of the right tilt cylinder, the left cylinder rod will fully extend before the right tilt cylinder head is filled with oil. When the left tilt cylinder reaches its full extension, the bypass valve will open and oil will continue to flow to the head end of the right tilt cylinder. This results in the left tilt cylinder reaching its full extension slightly before the right tilt cylinder.
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When the left and the right tilt cylinder rods extend, the blade will PITCH FORWARD. To RACK BACK the blade, the operator must move the thumb rocker switch on the dozer control lever to the left (toward the operator). The flow of oil through the tilt circuit is reversed. In the RACK BACK condition, both the left and the right tilt cylinder rods retract. When the left and the right tilt cylinder rods retract, the blade will RACK BACK. INSTRUCTOR NOTE: When the thumb rocker switch on the dozer control lever is moved to the PITCH FORWARD position, the TILT RIGHT solenoid controlled pilot valve on the blade lift control valve is ENERGIZED to send pump supply oil to the dual tilt valve. When the thumb rocker switch on the dozer control lever is moved to the RACK BACK position, the TILT LEFT solenoid controlled pilot valve on the blade lift control valve is ENERGIZED to send pump supply oil to the dual tilt valve.
NOTE: Machines equipped with dual tilt are also equipped with the Auto Blade Assist (ABA) feature. Blade positions for ABA are LOAD, CARRY, and SPREAD (or DUMP). All three of these functions automatically activate the dual tilt valve and the tilt control valve and will PITCH FORWARD or RACK BACK the blade to preset positions. These positions can be adjusted using Cat Advisor. Briefly, these three blade positions are defined as: - LOAD position is when the dozer blade is pitched slightly forward for an aggressive cutting edge angle to LOAD the blade. - CARRY position is when the dozer blade is racked back in a fully retracted, nonaggressive cutting edge angle so that the blade tends to CARRY material. - SPREAD position is when the dozer blade is pitched fully forward to quickly and cleanly empty the dozer blade and SPREAD the material. The blade may be raised and lowered manually during these automatic cycles without interrupting the cycles.
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D10T QUICK-DROP VALVE
To Blade From Blade Lift Control Lift Control Valve Valve Head End Rod End
134 Quick-Drop Valve Operation Two quick-drop valves are used on the D10T. One quick-drop valve is installed on top of each blade lift cylinder. The quick-drop valves allow the bulldozer blade to drop rapidly to the ground when the dozer control lever is moved forward to approximately 80% of the control lever movement. The quick-drop valves help prevent cavitation in the head-ends of the blade lift cylinders by directing rod end return oil into the head ends of the cylinders during quick-drop mode. The quick-drop valves also help to minimize the pause time after the blade hits the ground and before full down pressure is exerted. All oil flow to and from the blade lift cylinders must go through the quick-drop valves. The quick-drop valves are activated when a sufficient pressure difference occurs between the cylinder rod end oil and the oil in the spring cavity. This pressure difference is caused by rod end oil flow through an orifice in the quick-drop valve. The quick-drop valve is de-activated by high pressure in the head end felt through a slot in the spool. The quick-drop valves help control four functions of the bulldozer: RAISE, LOWER at slow speeds, rapid LOWER (quick-drop), and LOWER with down pressure. These are the same type of quick-drop valves used on the D10R machine.
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QUICK-DROP VALVE RAISE
Rod End Inlet Passage Small Orifice
Head End Inlet Passage
Spring Chamber
Large Orifice
Head End Oil
Valve Spool
Rod End Oil
To Blade Lift Control Valve
Plunger
From Blade Lift Control Valve
135 When the dozer control lever is moved from HOLD to a RAISE position, supply oil from the dozer control valve enters the quick-drop valve through the rod end inlet passage. The oil flows through the large orifice and is then directed to the rod end of the lift cylinder. A small amount of oil also flows through the small orifice and fills the spring chamber behind the plunger. Oil also flows through a small passage in the spool and fills the chamber at the right end of the spool. The pressure of the oil in the spring chamber adds to the force of the spring. The combined pressure and spring force pushes the plunger to the right, against the valve spool. The force of the plunger is greater than the oil pressure at the right end of the valve spool, so the spool remains shifted to the right. This condition causes all the of oil entering the quick-drop valve to be directed to the rod ends of the lift cylinders and all the of oil from the head ends of the lift cylinders to return to the tank through the head end passage of the quick drop valve and then through the dozer control valve.
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QUICK-DROP VALVE LOWER
Rod End Inlet Passage Small Orifice
Head End Inlet Passage
Large Orifice
Valve Spool
Rod End Oil
From Blade Lift Control Valve
Spring Head End Plunger Oil Chamber
To Blade Lift Control Valve
136 When the dozer control lever is moved to a BLADE LOWER position that is less than approximately 80% of full lever travel, the lowering of the blade is controlled. The flow of oil that can pass through the dozer control valve at any given spool position is a function of the pressure difference across the spool and the temperature of the oil. As stated earlier, the quick-drop valve is activated by high oil flow from the lift cylinder rod end in combination with low lift cylinder head end pressure. For this reason, the actual position of the control lever when the quick-drop valve is actuated can vary based on oil temperature and the weight of the blade. When the dozer control lever is moved to a controlled LOWER position, supply oil from the dozer control valve enters the quick-drop valve through the head end inlet and flows through the passage to the head end of the lift cylinders. The oil being forced from the rod end of the cylinders returns through the quick-drop valve and then through the dozer control valve to the tank. Because of the weight of the blade and the resistance to oil flow through the quick-drop valve and the control valve, the pressure of the rod end oil may be higher than that of the head end oil.
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The flow of cylinder rod end oil through the quick-drop valve's large orifice and also through its small orifice (into the spring chamber) is not high enough to create a large pressure difference between the oil in the rod end inlet passage and the oil behind the plunger. The spring force and oil pressure in the spring chamber is still greater than the oil pressure at the right of the spool. This keeps the plunger and the valve spool shifted to the right and all of the oil leaving the rod end of the lift cylinder returns through the dozer control valve to the hydraulic tank.
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QUICK-DROP VALVE QUICK-DROP
Rod End Inlet Passage Small Orifice
Large Orifice
Valve Spool
Rod End Oil
From Blade To Blade Lift Control Lift Control Valve Valve
Spring Head End Plunger Chamber Oil
Head End Inlet Passage
137 When the dozer control lever is moved forward to a position that exceeds approximately 80% of lever travel and the blade is raised above the ground, the cylinder head end pressure is lower than the rod end pressure, and the quick-drop valve is activated. The blade will drop very rapidly until it contacts the ground. The oil flow for a quick-drop is the same as the controlled lower except that some of the oil leaving the rod end of the lift cylinder is directed into the head end of the cylinder. When the flow of rod end oil through the large orifice is high enough, the large orifice restricts the oil flow to the dozer control valve. The pressure of the oil flowing through the small orifice into the spring chamber is the same pressure as the oil returning to the dozer control valve. This creates a large pressure differential between the rod end oil at the right end of the valve spool and the combined oil pressure and spring force at the left end of the plunger. The valve spool and plunger will shift to the left and permit oil leaving the rod end to supplement the supply oil filling the head end of the lift cylinders. As stated earlier, during a rapid blade drop, the rod end pressure will be higher than the head end pressure due to the blade weight. The resulting pressure differential and valve movement allows the rod end oil to flow to the head end of the cylinder and helps minimize cylinder voiding.
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Text Reference
QUICK-DROP VALVE
LOWER WITH DOWN PRESSURE Rod End Inlet Passage Small Orifice
Head End Inlet Passage
Large Orifice
Spring Head End Chamber Oil
Valve Rod End Spool Oil
From Blade Lift Control Valve
Plunger
To Blade Lift Control Valve
138 When down pressure must be applied to the blade, the operator moves the dozer control lever forward to the LOWER position. High pressure supply oil from the dozer control valve flows into the quick-drop valve through the head end inlet passage and is sent to the head end of the lift cylinders. At the same time, this high pressure supply oil fills the chamber at the left end of valve spools. The head end pressure of the supply oil increases as the resistance to downward movement increases. The flow of oil from the rod end of the lift cylinder is near tank pressure, as is the pressure of the oil at the right end of the valve spool. The flow of oil returning through the large orifice and the oil returning to the dozer control valve are also near tank pressure. This causes the oil pressure in the spring chamber at the left end of the plunger to also be near tank pressure. Since the pressure in the chamber at the left end of the valve spool is greater than the pressure at the right end, the valve spool shifts to the right. The pressure at the right end of the plunger is less than the combined pressure and spring force at the left end of the plunger, so the plunger is shifted to the left against the force of the spring. In this condition, all of the oil from the dozer control valve is then sent to the head end of the lift cylinders and all the rod end oil is returned through the dozer control valve to the tank.
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1
2
139 AutoCarry For machines equipped with AutoCarry, there are three major components included in the implement system (not including software and wiring harnesses). These components are: - dozer lift cylinder position sensor (right lift cylinder only) - dynamic inclination sensor - ground speed radar The illustration above shows the lift cylinder position sensor (1) installed on the top of the right dozer lift cylinder. This sensor provides a feedback signal to the Implement ECM. The Implement ECM uses this information to determine how much the lift cylinder piston moves when cylinder movement is automatically commanded by the Implement ECM during the CARRY segment of the AutoCarry cycle. The wiring harness for the position sensor is attached at the connector (2). The lift cylinder position sensor replaces the right quick-drop valve. The oil from both lift cylinders passes through the quick-drop valve when the quick-drop mode is invoked. There is a calibration routine for the lift cylinder position sensor. It may be performed by accessing the Blade Calibrations within the Service option of Cat Advisor, or by using Cat ET.
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Text Reference
1
140
3
141
2
A dynamic inclination sensor (1) is another component present on machines equipped with AutoCarry. The dynamic inclination sensor (illustration No. 140) is installed to the left of the EH pilot manifold, on top of the main case. The dynamic inclination sensor determines the angle of incline on which the machine is operating. It transmits that information to the Implement ECM. This data is used when determining blade height adjustments during the Carry segment of the AutoCarry cycle. Also present on machines with AutoCarry is the Ground Speed Radar (2), as shown in illustration No. 141. This component is mounted to a bracket that is attached to the bottom of the drive shaft guard. The radar senses actual ground speed through an opening in the bottom guard (3).
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The ground speed signal is sent to the Implement ECM. Actual ground speed is compared to the target ground speed (considering torque converter output speed and the slope on which the machine is operating). This information is used by the Implement ECM when making blade height adjustments during the "Carry" segment of the AutoCarry cycle, ensuring maximum dozing cycle efficiency. Ground speed is compared to the "target speed" to determine the amount of track slippage during the CARRY segment of the AutoCarry cycle. The Implement ECM calculates "Target speed" by considering the following variables: - the torque converter output speed sensor (from the Power Train ECM); - the angle of inclination on which the machine is operating (from the dynamic inclination sensor); and - the Load Factor setting (which is an "offset" setting that the operator can adjust using Cat Advisor). All of this information is used by the Implement ECM (which contains the AutoCarry software) to make automatic adjustments to blade height during the CARRY segment of the AutoCarry cycle. If the Implement ECM determines that the tracks are slipping too much (considering all variables), the Implement ECM will automatically operate the blade lift control valve to raise and/or lower the blade until the target speed is once again attained. This strategy ensures that the optimum amount of material is kept in the blade during the CARRY segment. This results in improved efficiency when pushing material over long distances, and ensuring maximum dozing cycle efficiency. (Dozing cycle efficiency refers to the amount of material moved per gallon of fuel consumed.) NOTE: During the AutoCarry cycle, the transmission operation will be limited to FIRST GEAR FORWARD and FIRST GEAR REVERSE.
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Text Reference
1
3
2
142 The diverter valve (1) is a component that is present on the D10T if the machine is equipped with AutoCarry. It is mounted to the front of the main case, to the right of the drive shaft. The diverter valve is solenoid operated. Its purpose is to divert all of the pump flow from the large (front) section of the implement pump (lift pump) back to the tank during the CARRY segment of the AutoCarry cycle. The purpose of this strategy is to prevent overheating the hydraulic oil when using AutoCarry. The Implement ECM constantly makes automatic adjustments to the blade height during the CARRY segment. The combined flow of both the lift pump and the tilt pump creates too much heat in the hydraulic system when the dozer valve is being constantly manipulated during the CARRY segment of the AutoCarry cycle. Only the tilt pump is supplying oil to the dozer valve, with all the flow from the lift pump diverted to the tank. The reduced flow through the dozer valve during automatic valve manipulation creates less heat in the hydraulic oil system. The diverter valve solenoid (2) and a pressure test port (3) for HPD3 are located on the front of the diverter valve. The HPD3 pressure test port will allow the serviceman to test the hydraulic oil pressure in the lift pump circuit when the solenoid is either energized or de-energized. When the diverter valve solenoid is DE-ENERGIZED, HPD3 pressure should be equal to HPD1.
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Text Reference
D10T IMPLEMENT HYDRAULIC SYSTEM BLADE RAISE - AUTO CARRY DIVERTER VALVE ACTIVE
Left Lift Cylinder
Left Tilt Cylinder
Quick-drop Valve
Right Lift Cylinder
Typical for All
Right Tilt Cylinder
Dual Tilt Valve
RE
Pilot Filter
HE
Lift Cylinder Position Sensor
Lift and Tilt Cylinders
Single Tilt (S2)
Dead Electric Lower Valve
To Case Drain
Pitch (S1) Resolver Network
Dump Valve
HPRV
HPS
EH Pilot Manifold
PCO Valve
HPDR Blade Raise
Lift Relief Valve
Tilt Left
Dozer Valve
HPDL
Pressure Reducing Manifold
Blade Raise
Blade Lower/Float
HPTL
Shuttle Valve Dump Valve
Case Drain from Demand Fan Pump
HPTR Tilt Relief Valve
Tilt Left
Tilt Right
HPRR
Ripper Raise
HPSO
Shank Out
Case Drain from Demand Fan Mot or
HPRL
Ripper Lower
HPSI
Shank In
HFMI
Ripper Valve
Ripper Warming Valve
Return from Hydraulic Oil Cooler
Demand Fan Supply
HFPD HPD2 HPD1
Diverter Valve
Ripper Lift
HPD3 RATAAC Control Valve
Ripper Tip Vacuum Valve Group
Ripper Lift Cylinder
Ripper Tip Cylinders
RATAAC
SOS
Ripper Lift Cylinder
143 The AutoCarry cycle has six distinctive segments that position the blade height and blade pitch automatically. The segments are invoked by pushing the left yellow button on the dozer control lever and/or by shifting the transmission from FORWARD to REVERSE and back to FORWARD. These six AutoCarry segments are: - READY TO CARRY (blade is pitched to the LOAD position - aggressive cutting angle) - CARRY (blade is racked back to the CARRY position - less aggressive cutting angle) - SPREAD (blade automatically pitches all the way forward to DUMP the blade contents) - READY TO RETURN (blade pitch all the way forward and is at the end of stroke) - RESETTING (blade raises to top of lift cylinder stroke during REVERSE direction) - RETURN (blade height returns to ground level and pitches forward to LOAD position) During the CARRY segment, the Implement ECM constantly makes numerous automatic adjustments to the blade height due to changes in the operating incline and variations in ground speed. The combined flow of both the lift pump (front section) and the tilt pump (middle section) creates too much heat in the hydraulic system when the dozer valve is being constantly manipulated. This is due to the high volume of oil that flows through the dozer lift circuit, the orifice effect of the blade lift spool when it opens and closes, and the flow of oil through passages to the dump valve and other components in the dozer control valve.
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The diverter valve helps reduce heat by dumping the entire flow from the lift pump directly back to the hydraulic oil tank. Illustration No. 143 shows the implement hydraulic system in a condition during the CARRY segment when the Implement ECM is commanding an automatic BLADE RAISE function. When the blade is in the LOAD position and the operator determines that the blade is full of material, the operator must push the left yellow button on the dozer control lever to invoke the CARRY segment of the AutoCarry cycle. The Implement ECM will then automatically rack the blade back to the preset CARRY position. In this position, the cutting angle of the blade is less aggressive and will serve to push the material already in the blade. The Implement ECM will then automatically make adjustments to the blade height in order to compensate for changes in ground slope and when the actual ground speed falls below the target ground speed. When the Implement ECM initiates the CARRY segment of the AutoCarry cycle, it also energizes the solenoid operated pilot valve on the diverter valve. The pilot valve then directs pilot oil to the bottom of the pilot operated diverter valve spool, shifting it up against the spring. In this position, the diverter valve spool directs the flow of high pressure oil from the lift pump back to the hydraulic oil tank. The diverter valve spool also blocks the flow of oil from the dozer lift circuit that is now filled with oil exclusively by the tilt pump, through the open-center tilt valve spool. When the next segment in the AutoCarry cycle is invoked, the pilot valve solenoid on the diverter valve is DE-ENERGIZED and normal pump flow and operation of the dozer lift circuit is resumed.
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Text Reference
CATERPILLAR MONITORING AND DISPLAY SYSTEM COMPONENTS
Implement ECM
J2
J1
Power Train ECM
Key St art Swit ch J2
J1
Engine ECM
J2
J1
CAN A Dat a Link
(
CAES At t achment s
)
Product Link
CAN A Dat a Link CAT Dat a Link 15
20
AUTO
25
10
5
X1 0 0
n/ min
0
Dynamic Inclination Sensor
CAN B Dat a Link
Advisor
CAN C Dat a Link
30
35
2 .3
1F
1 3 2 .1
Inst rument Clust er
Comm Adapt er II
Fuel Level Sensor
Rear Act ion Lamp
Act ion Alarm
ET
Alt ernat or ( R-Terminal)
144 ELECTRICAL SYSTEM The illustration above shows a graphical representation of the The Caterpillar Monitoring and Display System for the D10T Track-type Tractor. The hardware components in the system include Cat Advisor, the instrument cluster, the Engine ECM, the Implement ECM, the Power Train ECM, the Action Alarm, the rear Action Lamp, and various switches, sensors and senders. The illustrations on the following pages show the engine, the power train, and the implement electrical systems. They also identify all of the switches, the sensors, the senders, and the solenoids that are the input and the output devices used in each system. Depending on how the machine is equipped, some or all of these devices may be present. Also shown in these illustrations is the means by which these components and systems communicate with each other and how the information from the input and output devices is shared between systems. Communication of information on standard machines occurs through the following data links: - Cat Data Link - CAN A Data Link (high speed) - CAN C Data Link (high speed) With AutoCarry or other automated earthmoving attachments, the D10T will also include a CAN B Data Link (shown in dashed lines, above) and a CAN D Data Link (not shown) that is used to connect components in the CAES system or other automated earthmoving systems.
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Text Reference
TTT ENGINE ELECTRICAL SYSTEM ( C2 7 ACERT ENGINE)
Engine ECM
J2
J1
Pre-lube Relay
CAN A Dat a Link
CAN A Dat a Link
CAT Dat a Link
CAT Dat a Link
Key St art Swit ch
Secondary Fuel Filt er Pressure Swit ch Coolant Flow Swit ch
Right Int ake Air Pressure Sensor
Coolant Temp. Sensor
Left Int ake Air Pressure Sensor
Fuel Pressure Sensor
Int ake Manifold Air Temp. Sensor Engine Oil Pressure Sensor
High / Low Idle Swit ch
Decelerat or Posit ion Sensor
Advisor
Inject or No. 7
Inject or No. 1
Inject or No. 8
Inject or No. 2
Inject or No. 9
Inject or No. 3
Inject or No. 1 0
Inject or No. 4
Inject or No. 1 1
Inject or No. 5
Inject or No. 1 2
Inject or No. 6
Fuel Temp. Sensor
Cam Speed / Timing Sensor
Fan Pump Cont rol Solenoid
Turbo Inlet Pressure Sensor
Crank Speed / Timing Sensor
Et her Aid Solenoid
Demand Fan Pump Pressure Sensor
Fan Bypass Solenoid ( At t achment )
At mospheric Pressure Sensor
Crank wit hout Inject Plug
Fan Reversing Valve Solenoid ( At t achment )
Reversing Fan Swit ch ( At t achment )
Timing Calibrat ion Probe
OUTPUT COMPONENTS
INPUT COMPONENTS
145 Shown above is an illustration of the electrical system for the C27 ACERT engine used in the D10T Track-type Tractor. The Engine ECM considers only the engine coolant temperature as an input for controlling the hydraulic demand fan. To view the status of all the engine components shown above using Cat Advisor: - select the "Service" option from the Home Menu to display the Service Menu - select "System Status" from the Service Menu to display the System Status Menu - select "Engine" from the System Status Menu - use the ARROW buttons to page through the list of components Cat ET may also be used to view the status of these components. Since the timing calibration probe is permanently installed in the flywheel housing, the serviceman need only invoke the timing calibration routine using Cat ET to perform that operation.
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Text Reference
D1 0 T TTT POWER TRAIN ELECTRICAL SYSTEM
Engine ECM
J2
J1
Power Train ECM
J2
J1
CAN A Dat a Link
Advisor
CAT Dat a Link CAT Dat a Link
Key St art Swit ch
Torque Convert er Oil Temp. Sensor
Transmission Third Gear Clut ch ( Solenoid No. 3 )
Aut oShift Swit ch
Torque Convert er Out put Speed Sensor
Transmission Second Gear Clut ch ( Solenoid No. 4 )
Aut o Kickdown Swit ch
Transmission First Gear Clut ch ( Solenoid No. 5 ) Left St eering Clut ch Solenoid Valve
Left FTC Lever Posit ion Sensor
Right FTC Lever Posit ion Sensor
Forward Swit ch Trans. Cont rols Temp. Sensor ( Filt er)
Transmission Forward Clut ch ( Solenoid No. 2 )
Secondary Brake Swit ch
Transmission Out put Speed Sensor No. 2 Trans. Charge Filt er Bypass Swit ch
Transmission Reverse Clut ch ( Solenoid No. 1 )
Service Brake Posit ion Sensor
Transmission Out put Speed Sensor No. 1
Left Brake Solenoid Valve Right St eering Clut ch Solenoid Valve
F-N-R Posit ion Sensor
Reverse Swit ch
Right Brake Solenoid Valve
Upshift Swit ch
Secondary Brake Solenoid Valve
Parking Brake Swit ch
Crank Speed / Timing Sensor
Downshift Swit ch
Finger Tip Control
Parking Brake Solenoid Valve Back-up Alarm
Harness Code Plug Locat ion Code
OUTPUT COMPONENTS
INPUT COMPONENTS
146 Shown above is an illustration of the electrical system for the D10T Track-type Tractor power train system. The Power Train ECM determines engine lug and torque curves by comparing engine speed data to the torque converter output speed data. The Power Train ECM uses this information to determine when to automatically downshift the transmission for the Auto KickDown feature. Since the D10T does not have an engine output speed sensor, the primary (crankshaft) speed/timing sensor provides engine speed data to the Engine ECM, which shares that data with the Power Train ECM through the CAN A Data Link. To view the status of all the power train components shown above using Cat Advisor: - select the "Service" option from the Home Menu to display the Service Menu - select "System Status" from the Service Menu to display the System Status Menu - select "Powertrain" from the System Status Menu - use the ARROW buttons to page through the list of components Cat ET may also be used to view the status of these components. Calibrations for the power train system (transmission, brakes, etc.) may be performed through the Advisor panel, or by using Cat ET.
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Text Reference
D1 0 T IMPLEMENT HYDRAULICS ELECTRICAL SYSTEM
Engine ECM
Implement Hydraulics ECM
Power Train ECM
J2
J1
Advisor
CAT Dat a Link CAN A Dat a Link
Key St art Swit ch Blade Raise / Lower Posit ion Sensor ( Forward / Rearward)
Blade Tilt Posit ion Sensor ( Left / Right )
Blade Mode Select Swit ch ( Left Push-But t on) Crank Speed Sensor
Torque Convert er Out put Speed Sensor
INPUT COMPONENTS
Blade Manual Select Swit ch ( Right Push-But t on)
Dual/ Single Tilt Toggle Trigger Swit ch
Blade Pit ch / Angle Posit ion Sensor ( Thumb Swit ch)
Blade Control Lever
Implement Lockout Swit ch
Lift Pump Pressure Sensor
Aut o Carry Swit ch ( At t achment )
Hydraulic Oil Filt er Bypass Swit ch
Ripper Tip In / Out Posit ion Sensor ( Cont rol Handle)
Ripper Raise / Lower Posit ion Sensor ( Cont rol Handle)
Blade Raise Solenoid
Blade Tilt Right Solenoid
Blade Lower Solenoid
Tilt Pump Pressure Sensor
Hydraulic Oil Temp. Sensor Aut o Blade Assist Swit ch ( At t achment )
PCO Valve Solenoid
Harness Code Plug Locat ion Code
Blade Tilt Left Solenoid
Shank In Solenoid
Dual Tilt Solenoid ( At t achment )
Shank Out Solenoid
Divert er Valve Solenoid
Ripper Raise Solenoid
Ground Speed Radar
Right Lift Cylinder Posit ion Sensor ( At t achment )
Ripper Aut o St ow Swit ch
Ripper Control Handle
INPUT COMPONENTS
Implement Lockout Solenoid
Ripper Lower Solenoid
OUTPUT COMPONENTS
147 Shown above is an illustration of the electrical system for the D10T Track-type Tractor implement hydraulic system. The Implement ECM requires torque converter output speed data to determine track speed, if the machine is equipped with AutoCarry. Track speed is determined by a calculation using torque converter output speed sensor data. The Power Train ECM monitors this sensor and shares this information with the Implement ECM through the CAN A Data Link. The Implement Lockout switch is automatically DE-ENERGIZED by the Implement ECM when engine speed is below 900 rpm. The Engine ECM shares the engine speed information (from the crank speed/timing sensor) with the Implement ECM to accomplish this strategy. To view the status of all the implement hydraulic system components shown above using Cat Advisor: -select the "Service" option from the Home Menu to display the Service Menu -select "System Status" from the Service Menu to display the System Status Menu -select "Implement" from the System Status Menu -use the ARROW buttons to page through the list of components Cat ET may also be used to view the status of these components.
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Text Reference
148
CONCLUSION This presentation has discussed locations of components and the systems operation of the engine, the cooling system, the power train, the implement hydraulics, the electrical system, and the Caterpillar Monitoring and Display System (Advisor) for the D10T Track-type Tractor. When used in conjunction with the Service Manual and the STMG 790, "Caterpillar Monitoring and Display System with Advisor for Track-type Tractors," the information in this package will help the serviceman analyze problems in any of the major systems of the D10T Track-type Tractor.
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Text Reference
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 Air (No Pressure)
Pink - 3rd Reduction in Pressure
Purple - Pneumatic Pressure
Red / Pink Stripes - Secondary Source Oil Pressure
Yellow - Moving or Activated Components
Orange - Pilot, Signal or Torque Converter Oil
Cat Yellow - (Restricted Usage) Identification of Components within a Moving Group
Orange / White Stripes - Reduced Pilot, Signal or TC Oil Pressure
Brown - Lubricating Oil
Orange / Crosshatch - 2nd Reduction in Pilot, Signal or TC Oil Pressure
Green - Tank, Sump, o r Return Oil
Blue - Trapped Oil
Green / White Stripes Scavenge / Suction Oil or Hydraulic Void
HYDRAULIC SCHEMATIC COLOR CODE This illustration identifies the meanings of the colors used in the hydraulic schematics and cross-sectional views shown throughout this presentation.
STMG 800 03/05
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36. 37. 38. 39. 40. 41.
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Visual List
VISUAL LIST Title slide 42. Oil coolers and coolant flow switch Operator compartment view 43. Timing calibration probe Left console controls - front view 44. Front gear train - cover removed Left console controls - overhead view 45. Rear gear train - cover removed Right console 46. Turbo oil and coolant lines Dozer control lever 47. Fuel heater Ripper control handle 48. Fuel level sensor Machine function switches - right console 49. Fuel system schematic Fuse panel and Cat ET comm port 50. Engine air system components HVAC and wiper/washer controls 51. Cooling system schematic Dash 52. Cooling system components Brake pedal and decelerator pedal 53. Hydraulic oil cooler Power Train and Implement ECMs 54. Fan and hydraulic demand fan motor Monitoring system components view 55. Coolant fill tube/cap and sight glass Monitoring system components ID 56. Standard fan system schematic - Max speed Instrument cluster ID 57. Standard fan system schematic - Min speed Advisor panel 58. Fan pump color cutaway - Max fan speed Advisor panel components ID 59. Fan pump color cutaway - Min fan speed Advisor Start-Up screen 60. Fan system schematic - fan reverse/bypass Advisor warning screen 61. Fan system schematic- fan reverse active Advisor Performance 1 of 2 screen 62. Fan system schematic- fan bypass active Advisor Performance 2 of 2 screen 63. Fan pump components ID and location C27 ACERT engine section title slide 64. Fan motor components ID and location C27 left side engine view 65. Fan reversing/bypass valve location and ID C27 right side engine view 66. RATAAC system schematic Primary fuel filter 67. RATAAC components - hood top Fuel transfer pump and pressure regulator 68. RATAAC components - under hood Secondary fuel filter components ID 69. RATAAC heat exchanger cores Engine oil filters 70. RATAAC pump and fan speed control valve Engine sensors - overhead engine view 71. Power train component location diagram Primary (crank) speed/timing sensor 72. Power Train Electronic Control System Starter (left side) and block heater element 73. Power train hydraulic schematic Engine oil ecology drain valve 74. Power train major components location Engine pre-lube pump 75. Power train oil pump Electrical disconnects 76. Power train filters, brake valve location Ether aid and solenoid 77. Transmission charge filter components C27 engine front view 78. Torque converter charge filter components A4 Engine ECM 79. Rear power train pressure test ports Engine oil pressure sensor - cam sensor 80. TC inlet relief valve/lube distribution man. Turbo inlet pressure sensor 81. Torque converter inlet relief valve operation Crank Without Inject connector/plugs 82. Torque divider and components ID/location
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83. 84. 85. 86. 87. 88. 89. 90. 91. 92. 93. 94. 95. 96. 97. 98. 99. 100. 101. 102. 103. 104. 105. 106. 107. 108. 109. 110. 111. 112. 113. 114. 115. 116. 117. 118. 119. 120. 121. 122. 123.
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Visual List
VISUAL LIST Torque divider cutaway 124. Tilt control valve cutaway - tilt left Torque converter outlet relief valve 125. Hydraulic schematic - tilt left/dual tilt Torque converter outlet relief valve operation 126. Ripper valve cutaway - ripper raise Power train oil coolers 127. Hydraulic schematic - ripper raise Power shift trans. - removed from case 128. Hydraulic schematic - ripper shank in Transmission output speed sensors 129. Ripper valve cutaway - shank in Transmission modulating valve operation 130. Dual tilt valve component ID Transmission main relief valve operation 131. Dual tilt valve cutaway (dual tilt right) Transmission main relief valve 132. Dual tilt valve cutaway (single tilt right) Power shift transmission cutaway 133. Dual tilt valve cutaway (blade pitch fwd.) Electronic steering/brake control valve 134. Quick-drop valve circuit (schematic) Steering/brake control valve cutaway 135. Quick-drop valve cutaway (dozer raise) Steer/brake valve operation - released 136. Quick-drop valve cutaway (dozer lower) Steer/brake valve operation - engaged 137. Quick-drop valve cutaway (quick-drop) Steer/brake valve operation - park engaged 138. Quick-drop valve cutaway (down pressure) Steer/brake valve operation - grad. rt. turn 139. Lift cylinder position sensor Steer/brake valve operation - sharp rt. turn 140. Dynamic inclination sensor Power train oil fill tube and dipstick 141. Ground speed radar Power train breather location 142. AutoCarry diverter valve Brake lube/brake pressure taps (final drive) 143. Hydr. schem. - AutoCarry active-blade raise Brake pedal position sensor 144. Monitoring system/electrical schematic High-Speed power train oil change port 145. C27 engine electrical components Ripper pin puller solenoid and valve 146. Power train electrical components Imp. hydraulic system component location 147. Implement hydraulics electrical components Implement hydr. - major components ID 148. D10T rear view - conclusion Hydraulic oil tank component ID Implement pump component ID Dozer valve components ID Ripper valve components ID Hydraulic oil cooler bypass valve location Pressure reducing manifold compon. ID Pressure reducing manifold schematic Pilot oil filter location and ID EH pilot manifold location and ID EH pilot manifold operation Dozer control valve cutaway - front view Dozer control valve cutaway - side view Hydraulic schematic - blade raise Hydraulic schematic - blade float Dozer control valve cutaway - front float Hydraulic schematic - tilt left/single tilt
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Handout No. 1
Engine System Components Identification Directions: Use this sheet to take notes during the presentation. During the lab exercise, use this sheet as a checklist when locating and identifying the components. Engine Components ____ Primary and Secondary fuel filters
____ Alternator
____ Electric fuel priming pump and switch
____ Ether injection control solenoid
____ Fuel transfer pump
____ Intake manifold air pressure sensors (2)
____ Engine oil fill tube and dipstick
____ Atmospheric air pressure sensor
____ Engine oil filters
____ Intake manifold air temperature sensor
____ Engine oil S•O•S test port
____ Fuel temperature sensor
____ Engine oil pressure test port
____ Fuel pressure sensor
____ Engine oil pressure sensor
____ Fuel filter differential pressure switch
____ Engine pre-lube motor and pump
____ Turbo inlet pressure sensor
____ Engine oil cooler
____ "Crank-without-Inject" connector/plug
____ Air filters
____ Primary (crank) speed/timing sensor
____ Turbochargers
____ Secondary (cam) speed/timing sensor
____ AMOCS radiator and shunt tank
____ Starter
____ Engine coolant S•O•S test port
____ Coolant temperature sensor
____ Jacket water pump
____ Coolant flow switch
____ Temperature regulator housing
____ Timing calibration probe
____ Main electrical disconnect switch
____ Block heater element
____ Starter Disconnect switch
____ Block heater AC power receptacle
____ A4 Engine ECM
____ Auxiliary start receptacle
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Handout No. 2
Cooling System and Demand Fan System Components Identification Directions: Use this sheet to take notes during the presentation. During a lab exercise, use this sheet as a checklist when locating and identifying the components. Cooling System Components
Demand Fan System Components
____ Engine oil cooler
____ Hydraulic demand fan pump
____ Power train oil coolers
____ Fan pump control valve
____ Jacket water pump
____ Fan pump pressure control solenoid
____ AMOCS radiator cores
____ Fan pump discharge pressure sensor
____ Water temperature regulator housing
____ Hydraulic Fan Pump Discharge pressure test port (HDFP)
____ Coolant shunt tank ____ Fan motor ____ Coolant fill tube and cap ____ Fan reversing/bypass valve (if equipped) ____ Coolant level sight glass ____ Manual fan reversing switch (if equipped) ____ Cooling system drain valve ____ Engine coolant temperature sensor ____ RATAAC cores ____ A4 Engine ECM ____ RATAAC fan motor ____ RATAAC fan pump ____ RATAAC fan speed control valve ____ Hydraulic Fan Pump Discharge pressure test port (HFPD) ____ Hydraulic Fan Motor Inlet pressure test port (HFMI)
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Handout No. 3
Power Train Components Identification Directions: Use this sheet to take notes during the presentation. During a lab exercise, use this sheet as a checklist when locating and identifying the components. Power Train Components
Power Train Pressure Test Ports
____ Power Train ECM
____ Torque converter outlet relief pressure test port (N)
____ Power train oil pump ____ Cooler Lube pressure test port (CL) ____ Power train oil fill tube and dipstick ____ Power train system lube pressure (L1) ____ Power train lube distribution manifold ____ Lube distribution manifold pressure (L2) ____ Torque converter inlet relief valve ____ Torque converter outlet relief valve ____ Torque converter outlet temp. sensor ____ Power train oil coolers ____ Transmission charging filter ____ Torque converter charging filter ____ Power train oil temperature sensor (sump) ____ Power train oil filter bypass switch ____ Torque converter output speed sensor ____ Electronic steering/brake control valve ____ Service brake pedal position sensor
____ Torque converter inlet relief (supply) pressure test port (M) ____ Transmission main relief pressure test port (P) ____ Transmission pump pressure test port (TP) ____ Power train oil S•O•S port ____ Right brake lube pressure test port (LB2) ____ Left brake lube pressure test port (LB1) ____ Brake and steering clutch pressure test ports (B1/B2/C1/C2) ____ Right brake pressure test port (B2 - at final drive)
____ Parking brake switch
____ Right clutch pressure test port (C2 - at final drive)
____ Left and right steering lever position sensors (FTC control lever sensors)
____ Left brake pressure test port (B1 - at final drive) ____ Left clutch pressure test port (C1 - at final drive)
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Handout No. 4
Hydraulic System Components Identification Directions: Use this sheet to take notes during the presentation. During a lab exercise, use this sheet as a checklist when locating and identifying the components. Implement Hydraulic Components
Implement Hydraulic Pressure Test Ports
____ Hydraulic oil tank
____ Lift pump pressure test port (HPD1)
____ Hydraulic oil fill tube and sight glass
____ Tilt pump pressure test port (HPD2)
____ Implement return oil filters (2)
____ Hydraulic Fan Pump Discharge pressure test port (HFPD)
____ Implement pump ____ Pilot supply pressure test port (HPS) ____ Pressure reducing manifold ____ EH pilot manifold
____ Pilot pressure test ports (9 ports, at EH pilot manifold)
____ Implement lockout solenoid valve
____ Hydraulic oil S•O•S (fluid sampling) port
____ "Dead Electric" lower valve ____ Pilot oil filter ____ Dozer control valve ____ Ripper control valve ____ Lift pump pressure sensor ____ Tilt pump pressure sensor ____ Quick-drop valves ____ Dual tilt valve (if equipped) ____ Fan reversing valve (if equipped) ____ Implement ECM ____ Hydraulic oil cooler and bypass valve ____ Hydraulic oil temperature sensor
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Handout No. 5A
MACHINE SYSTEMS POSTTEST Using any of the provided classroom materials, demonstrate your knowledge of the various machine systems by circling the BEST ANSWER for each of following questions. The C27 ACERT Engine 1. The atmospheric pressure sensor is used: A. to calculate boost pressure and air filter restriction B. to determine ambient air pressure and as a reference for all other engine pressure sensors C. to calculate gauge pressure for engine oil and fuel D. all of the above answers (A, B, and C) E. answers A and C 2. The intake manifold air pressure sensor is used to: A. calculate boost pressure B. determine air filter restriction C. determine RATAAC restriction D. all of the above 3. The turbo inlet air pressure sensor is used to: A. calculate boost pressure B. determine air filter restriction C. determine turbocharger failure D. answers A and B 4. The fuel transfer pump: A. draws fuel from the secondary fuel filter B. draws fuel from the primary fuel filter C. maintains fuel system pressure D. provides fuel flow through the entire fuel system E. answers A, C, and D F. answers B and D 5. The fuel pressure regulator: A. maintains fuel system pressure B. is positioned between the fuel injectors and the fuel tank C. is positioned between the fuel injectors and the fuel transfer pump D. answers A and B E. answers A and C 6. The primary (crank) speed/timing sensor: A. provides engine speed information to the Engine ECM B. provides engine speed information to the Power Train ECM C. is used to calculate shifting points for the Auto KickDown shifting strategy D. all of the above answers (A, B, and C) E. answers A and B
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Handout No. 5B
MACHINE SYSTEMS POSTTEST (continued) Using any of the provided classroom materials, demonstrate your knowledge of the various machine systems by circling the BEST ANSWER for each of following questions. The Hydraulic Demand Fan System 7. The sensors (inputs) used to control the hydraulic demand fan are: A. intake air temperature, coolant temperature, and fan pump discharge pressure B. intake air temperature and fan pump discharge pressure C. coolant temperature and fan pump discharge pressure D. hydraulic oil temperature, intake air temperature, coolant temperature, and fan pump discharge pressure 8. When controlling the hydraulic demand fan, the Engine ECM: A. sends maximum current to the fan pump control solenoid to produce minimum speed B. sends minimum current to the fan pump control solenoid to produce maximum speed C. sends maximum current to the fan pump control solenoid to produce maximum speed D. sends minimum current to the fan pump control solenoid to produce minimum speed E. answers A and B F. answers C and D 9. The hydraulic demand fan may be shut OFF by: A. disconnecting the fan pump control solenoid B. using the Cat Advisor Configuration screen to turn fan control OFF C. using the Cat ET Configuration screen to turn fan control OFF D. answers B and C E. answers A and C F. none of the above 10. Maximum fan speed (high pressure cutoff) can be attained by: A. disconnecting the fan pump control solenoid B. using the Cat Advisor Configuration screen to turn fan control OFF C. using the Cat ET Configuration screen to turn fan control OFF D. answers A and B E. answers A and C F. none of the above
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Handout No. 5C
MACHINE SYSTEMS POSTTEST (continued) Using any of the provided classroom materials, demonstrate your knowledge of the various machine systems by circling the BEST ANSWER for each of following questions. The Power Train System 11. The Torque Converter Inlet Relief Valve: A. limits the maximum oil pressure to the torque converter B. limits the maximum oil pressure in the torque converter C. protects the components in the torque converter when the oil is cold D. answers A and C E. answers B and C 12. The Torque Converter Outlet Relief Valve: A. ensures a constant oil pressure to the torque converter B. maintains a constant maximum oil pressure inside the torque converter C. maintains a constant minimum oil pressure inside the torque converter D. limits the maximum temperature inside the torque converter E. answers C and D 13. The Transmission Main Relief Valve maintains the oil pressure: A. for the operation of the transmission B. for the operation of the torque converter C. for the operation of the steering clutches and the brakes D. all of the above answers E. answers A and C 14. The steering clutches are: A. spring applied and hydraulically released B. hydraulically applied and spring released C. hydraulically applied and hydraulically released 15. The brakes are: A. spring applied and hydraulically released B. hydraulically applied and spring released C. hydraulically applied and hydraulically released 16. When the service brakes are FULLY APPLIED (ENGAGED) using the service brake pedal: A. the proportional brake valve solenoids are DE-ENERGIZED and the secondary brake valve solenoid is ENERGIZED B. the proportional brake valve solenoids are ENERGIZED and the secondary brake valve solenoid is DE-ENERGIZED C. the proportional brake valve solenoids are DE-ENERGIZED and the secondary brake valve solenoid is DE-ENERGIZED D. the proportional brake valve solenoids are ENERGIZED and the secondary brake valve solenoid is ENERGIZED E. none of the above answers
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Handout No. 5D
MACHINE SYSTEMS POSTTEST (continued) Using any of the provided classroom materials, demonstrate your knowledge of the implement system by entering the letter of the BEST ANSWER for each of the implement system components listed at the left. The Implement Hydraulic System ____ Hydraulic oil tank ____ Implement pump ____ Pressure reducing manifold ____ Implement lockout solenoid valve ____ Pilot oil filter ____ Dozer and ripper control valves ____ Lift dump valve ____ Tilt dump valve ____ Shuttle valve ____ Solenoid controlled pilot valve ____ Quick-drop valve ____ Implement ECM ____ Hydraulic oil cooler bypass valve
A. Direct the flow of high pressure pump supply oil to the implement cylinders. B. Ensures that clean oil is delivered to the solenoid controlled pilot valves. C. Opens to bypass the cooler when the hydraulic oil is cold and closes when the hydraulic oil is warm to direct oil through the cooler. D. Provides oil flow through the entire hydraulic system for the operation of the implements. E. ENERGIZED by the Implement ECM to direct pilot pressure oil to move an implement control valve spool. F. Receives signals from implement control lever sensors and sends corresponding currents to the appropriate solenoid controlled pilot valves. G. Blocks the flow of pilot pressure oil to the EH pilot manifold when DE-ENERGIZED. H. Directs rod-end oil from the blade lift cylinders into the head-ends when the blade falls rapidly to the ground. I. Serves as a reservoir for the hydraulic oil. J. Is closed by high pressure supply oil to shut off oil flow to tank when a blade lift or a ripper function is active. K. Contains the pressure reducing valve and the Dead Electric Lower valve. L. Directs high pressure supply oil to the lift dump valve and the lift relief valve when a blade lift function is active. M. Is closed by high pressure supply oil to shut off oil flow to tank when a blade tilt function is active.
C
F
W
1
2
R
5
3
4
DIRECTIONS
K
V
L
Y
H
D
B
X
G
J
E
N
M
P
Implement Pump
Torque Divider
Torque Converter
Fan Pump
Flywheel Housing
C27 Engine
POWER TRAIN COMPONENTS
____ Transmission Controls Temp. Sensor
____ Torque Converter Charging Filter
____ Power Train Oil Coolers
____ Torque Converter Inlet Relief Valve
____ Electronic Steering Clutch and Brake Control Valve
____ Transmission Charging Filter
____ Main Relief Valve
____ Torque Convert er Out let Relief Valve
____ Torque Converter Outlet Temp. Sensor
____ Power Train Breather
____ Lube Distribution Manifold
____ Torque Converter Scavenge Section Power Train Oil Pump
____ Transmission Scavenge Section Power Train Oil Pump
____ Torque Converter Charging Section Power Train Oil Pump
____ Transmission & TC Charging Section Power Train Oil Pump
Torque Convert er Inlet Relief Pressure ( M1 )
Torque Convert er Supply Pressure ( M)
Lube Manifold Pressure ( L2 )
Power Train Oil Sampling ( SOS)
Transmission Main Relief Pressure ( P)
Transmission Pump Pressure ( TP)
Torque Convert er Out let Relief Pressure ( N)
Cooler Lube Pressure ( CL)
POWER TRAIN PRESSURE PORTS Transmission Lube Pressure ( L1 )
FIRST GEAR FORWARD
D10T POWER TRAIN SCHEMATIC
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COMPONENTS IDENTIFICATION: Write the letter of the Power Train component or service point next to the name of the component or service point listed in the right hand box and/or the bottom box.
U A
T
S
Z
Q
STMG 800 03/05 Handout No. 6
STMG 800 03/05
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Handout No. 5A Posttest Answers
MACHINE SYSTEMS POSTTEST ANSWERS Using any of the provided classroom materials, demonstrate your knowledge of the various machine systems by circling the BEST ANSWER for each of following questions. The C27 ACERT Engine 1. The atmospheric pressure sensor is used: A. to calculate boost pressure and air filter restriction B. to determine ambient air pressure and as a reference for all other engine pressure sensors C. to calculate gauge pressure for engine oil and fuel D. all of the above answers (A, B, and C) E. answers A and C 2. The intake manifold air pressure sensor is used to: A. calculate boost pressure B. determine air filter restriction C. determine RATAAC restriction D. all of the above 3. The turbo inlet air pressure sensor is used to: A. calculate boost pressure B. determine air filter restriction C. determine turbocharger failure D. answers A and B 4. The fuel transfer pump: A. draws fuel from the secondary fuel filter B. draws fuel from the primary fuel filter C. maintains fuel system pressure D. provides fuel flow through the entire fuel system E. answers A, C, and D F. answers B and D 5. The fuel pressure regulator: A. maintains fuel system pressure B. is positioned between the fuel injectors and the fuel tank C. is positioned between the fuel injectors and the fuel transfer pump D. answers A and B E. answers A and C 6. The primary (crank) speed/timing sensor: A. provides engine speed information to the Engine ECM B. provides engine speed information to the Power Train ECM C. is used to calculate shifting points for the Auto KickDown shifting strategy D. all of the above answers (A, B, and C) E. answers A and B
STMG 800 03/05
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Handout No. 5B Posttest Answers
MACHINE SYSTEMS POSTTEST ANSWERS (continued) Using any of the provided classroom materials, demonstrate your knowledge of the various machine systems by circling the BEST ANSWER for each of following questions. The Hydraulic Demand Fan System 7. The sensors (inputs) used to control the hydraulic demand fan are: A. intake air temperature, coolant temperature, and fan pump discharge pressure B. intake air temperature and fan pump discharge pressure C. coolant temperature and fan pump discharge pressure D. hydraulic oil temperature, intake air temperature, coolant temperature, and fan pump discharge pressure 8. When controlling the hydraulic demand fan, the Engine ECM: A. sends maximum current to the fan pump control solenoid to produce minimum speed B. sends minimum current to the fan pump control solenoid to produce maximum speed C. sends maximum current to the fan pump control solenoid to produce maximum speed D. sends minimum current to the fan pump control solenoid to produce minimum speed E. answers A and B F. answers C and D 9. The hydraulic demand fan may be shut OFF by: A. disconnecting the fan pump control solenoid B. using the Cat Advisor Configuration screen to turn fan control OFF C. using the Cat ET Configuration screen to turn fan control OFF D. answers B and C E. answers A and C F. none of the above 10. Maximum fan speed (high pressure cutoff) can be attained by: A. disconnecting the fan pump control solenoid B. using the Cat Advisor Configuration screen to turn fan control OFF C. using the Cat ET Configuration screen to turn fan control OFF D. answers A and B E. answers A and C F. none of the above
STMG 800 03/05
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Handout No. 5C Posttest Answers
MACHINE SYSTEMS POSTTEST ANSWERS (continued) Using any of the provided classroom materials, demonstrate your knowledge of the various machine systems by circling the BEST ANSWER for each of following questions. 11. The Torque Converter Inlet Relief Valve: A. limits the maximum oil pressure to the torque converter B. limits the maximum oil pressure in the torque converter C. protects the components in the torque converter when the oil is cold D. answers A and C E. answers B and C 12. The Torque Converter Outlet Relief Valve: A. ensures a constant oil pressure to the torque converter B. maintains a constant maximum oil pressure inside the torque converter C. maintains a constant minimum oil pressure inside the torque converter D. limits the maximum temperature inside the torque converter E. answers C and D 13. The Transmission Main Relief Valve maintains the oil pressure: A. for the operation of the transmission B. for the operation of the torque converter C. for the operation of the steering clutches and the brakes D. all of the above answers E. answers A and C 14. The steering clutches are: A. spring applied and hydraulically released B. hydraulically applied and spring released C. hydraulically applied and hydraulically released 15. The brakes are: A. spring applied and hydraulically released B. hydraulically applied and spring released C. hydraulically applied and hydraulically released 16. When the service brakes are FULLY APPLIED (ENGAGED) using the service brake pedal: A. the proportional brake valve solenoids are DE-ENERGIZED and the secondary brake valve solenoid is ENERGIZED B. the proportional brake valve solenoids are ENERGIZED and the secondary brake valve solenoid is DE-ENERGIZED C. the proportional brake valve solenoids are DE-ENERGIZED and the secondary brake valve solenoid is DE-ENERGIZED D. the proportional brake valve solenoids are ENERGIZED and the secondary brake valve solenoid is ENERGIZED E. none of the above answers
STMG 800 03/05
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Handout No. 5D Posttest Answers
MACHINE SYSTEMS POSTTEST ANSWERS (continued) Using any of the provided classroom materials, demonstrate your knowledge of the implement system by entering the letter of the BEST ANSWER for each of the implement system components listed at the left. The Implement Hydraulic System I Hydraulic oil tank D
Implement pump
K Pressure reducing manifold G
Implement lockout solenoid valve
B Pilot oil filter A Dozer and ripper control valves J M
Lift dump valve Tilt dump valve
L Shuttle valve E Solenoid controlled pilot valve H Quick-drop valve F Implement ECM C Hydraulic oil cooler bypass valve
A. Direct the flow of high pressure pump supply oil to the implement cylinders. B. Ensures that clean oil is delivered to the solenoid controlled pilot valves. C. Opens to bypass the cooler when the hydraulic oil is cold and closes when the hydraulic oil is warm to direct oil through the cooler. D. Provides oil flow through the entire hydraulic system for the operation of the implements. E. ENERGIZED by the Implement ECM to direct pilot pressure oil to move an implement control valve spool. F. Receives signals from implement control lever sensors and sends corresponding currents to the appropriate solenoid controlled pilot valves. G. Blocks the flow of pilot pressure oil to the EH pilot manifold when DE-ENERGIZED. H. Directs rod-end oil from the blade lift cylinders into the head-ends when the blade falls rapidly to the ground. I. Serves as a reservoir for the hydraulic oil. J. Is closed by high pressure supply oil to shut off oil flow to tank when a blade lift or a ripper function is active. K. Contains the pressure reducing valve and the Dead Electric Lower valve. L. Directs high pressure supply oil to the lift dump valve and the lift relief valve when a blade lift function is active. M. Is closed by high pressure supply oil to shut off oil flow to tank when a blade tilt function is active.
C
F
W
1
2
R
5
3
4
DIRECTIONS
K
V
L
Y
H
D
B
X
G
J
E
N
M
P
Implement Pump
Torque Divider
Torque Converter
Fan Pump
Lube Distribution Manifold
L
Power Train Oil Coolers Torque Converter Charging Filter Transmission Controls Temp. Sensor
C Z
Torque Converter Inlet Relief Valve
Electronic Steering Clutch and Brake Control Valve
Transmission Charging Filter
Main Relief Valve
Torque Convert er Out let Relief Valve
P
Y
K
W
R
M
Torque Converter Outlet Temp. Sensor
Torque Converter Scavenge Section Power Train Oil Pump
H
G
Transmission Scavenge Section Power Train Oil Pump
V
Power Train Breather
Torque Converter Charging Section Power Train Oil Pump
X
Q
Transmission & TC Charging Section Power Train Oil Pump
POWER TRAIN COMPONENTS N
Torque Convert er Supply Pressure ( M) Torque Convert er Inlet Relief Pressure ( M1 )
D
Lube Manifold Pressure ( L2 ) U
Power Train Oil Sampling ( SOS)
F
Torque Convert er Out let Relief Pressure ( N) Transmission Pump Pressure ( TP) Transmission Main Relief Pressure ( P)
S T
Cooler Lube Pressure ( CL) E
J
POWER TRAIN PRESSURE PORTS Transmission Lube Pressure ( L1 )
C27 Engine
B
A
Flywheel Housing
FIRST GEAR FORWARD
D10T POWER TRAIN SCHEMATIC
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COMPONENTS IDENTIFICATION: Write the letter of the Power Train component or service point next to the name of the component or service point listed in the right hand box and/or the bottom box.
U A
T
S
Z
Q
STMG 800 03/05 Handout No. 6 Posttest Answers
