Componentes de maquina de oruga D10R

Service TrainingMeeting Guide 758 SERV1758

April 2002

TECHNICAL PRESENTATION

D10R TRACK-TYPE TRACTOR

INTRODUCTION

D10R TRACK-TYPE TRACTORINTRODUCTION

MEETING GUIDE 758 VISUALS AND SCRIPT

AUDIENCE

Level II - Service personnel who understand the principles of machine systems operation, diagnosticequipment, and procedures for testing and adjusting.

CONTENT

This presentation discusses the major design changes including component locations and functions andsystem operation for the D10R Track-Type Tractor. The operator's station, engine, power train,implement system, and Vital Information Display Systems (VIDS) are covered.

OBJECTIVES

After learning the information in this presentation, the serviceman will be able to:

1. locate and identify the components in each machine system;2. explain the function of each component in the machine systems;3. explain the operation of each system; and4. trace the oil flow through the power train and the implement hydraulic systems.

REFERENCES

D10R Track-Type Tractor Service Manual RENR3920D10R Track-Type Tractor Parts Book SEBP3086VIDS Message Center and Keypad Operator Instruction TEJB6017

PREREQUISITES

Interactive Video Course "Fundamentals of Mobile Hydraulics" (CD ROM) TEMV9001Interactive Video Course "Fundamentals of Electrical Systems" (CD ROM) TEMV9002STMG 546 "Graphic Fluid Power Symbols" SESV1546

Estimated Time: 2 HoursVisuals: 102Serviceman Handouts: 11 Checklists/WorksheetsForm: SERV1758Date: 4/02

2002 Caterpillar Inc.

TABLE OF CONTENTS

INTRODUCTION ..................................................................................................................5

OPERATOR'S STATION........................................................................................................7

ENGINE................................................................................................................................14Cooling System...............................................................................................................15

POWER TRAIN ...................................................................................................................19Power Train Electronic Control System .........................................................................21Power Train Hydraulic System.......................................................................................37Power Train Hydraulic System Operation ......................................................................43

IMPLEMENT HYDRAULIC SYSTEM..............................................................................53Implement Electronic Control System............................................................................59Pilot Hydraulic System ...................................................................................................69Dozer Lift Circuit............................................................................................................74Dozer Tilt Circuit ............................................................................................................92Ripper Hydraulic Circuit...............................................................................................102ATAAC Fan Hydraulic Circuit .....................................................................................106

VITAL INFORMATION DISPLAY SYSTEM (VIDS) .....................................................111VIDS Operation ............................................................................................................122

CONCLUSION...................................................................................................................138

VISUALS LIST ..................................................................................................................139

SERVICEMAN'S HANDOUTS.........................................................................................141

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INSTRUCTOR NOTES

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1INTRODUCTION

The D10R Track-type Tractor has been redesigned to meet U.S.Environmental Protection Agency (EPA) Tier II Emissions Regulationsfor North America and Stage II European Emissions Regulations.

The D10R is equipped with the 3412E Hydraulic Electronic UnitInjection (HEUI) engine, which includes the Advanced Diesel EngineManagement (ADEM II) engine control system. The tractor is alsoequipped with an Air To Air AfterCooler (ATAAC).

Major changes to the D10R also include an Electronic Clutch PressureControl (ECPC) transmission, an electro-hydraulic implement system,and the Vital Information Display System (VIDS).

Machine weights, payload ratings, altitude de-rate, and fuel efficiencywill not change.

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D10R TRACK-TYPE TRACTD10R TRACK-TYPE TRACTORORINTRODUCTIONINTRODUCTION

2002 Caterpillar Inc.

D10R Track-typetractor

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2

D10R TRACK-TYPE TRACTORKEY NEW FEATURES

Operator Electronic Implement Controls

3412E Emissions Engine

Air To Air AfterCooler (ATAAC)

Five-Section Power Train Pump

Electronic Clutch Pressure Control (ECPC) Transmission

Electro-Hydraulic Implement System

Vital Information Display System (VIDS)

The above graphic shows some of the key new features for the D10RTrack-type Tractor.

D10R key newfeatures

3OPERATOR'S STATION

The D10R operator's station is equipped with the Vital InformationDisplay System (VIDS) and electronic implement control levers.

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Operator's station

4The Vital Information Display System (VIDS) consists of an actionalarm (not visible), an action lamp (1), the quad gauge module (2), thetachometer/speedometer module (3), the VIDS message center module (4), and the keypad (5) for operator input.

The VIDS provides the operator with continuous feedback on machineoperation. The VIDS provides three warning categories to alert theoperator of abnormal machine conditions. The monitoring system alsorecords data on machine performance, which aids in diagnosis andtroubleshooting.

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VIDS components:

1. Action lamp

2. Quad gauge module

3. Tachometer/speedometermodule

4. VIDS messagecenter module

5. Keypad

1

42 3

5

Right console:

1. Blade control lever

2. Thumb switch

3. Left button

4. Right button

5. Throttle controlswitch

5

The blade control lever (1), located on the right console, is an inputdevice to the Implement Electronic Control Module (ECM) located belowthe implement control levers.

Moving the blade control lever forward or rearward lowers or raises theblade. Moving the lever left or right allows the blade to TILT LEFT orTILT RIGHT. The thumb switch (2) allows the operator to PITCH theblade forward or rearward.

The left button (3) on the blade control handle allows the operator tochange the blade position while in the Automatic Blade Assist (ABA)Mode. The right button (4) cancels the ABA Mode, so that the blade maybe controlled manually.

Located on the front of the blade control handle is a trigger switch (notvisible). When this switch is engaged, the blade will PITCH FORWARDto dump the blade load. The trigger switch performs the same function asthe thumb lever when moved to the right.

Also located in this view is the throttle control switch (5), which controlsengine low and high idle.

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1

2

34

5

Right console:

1. Ripper control lever

2. Thumb switch

3. Finger switch

4. Auto Stow button

5. Implement lockoutswitch

6. Action lamp

7. Horn switch

8. Ripper shank pinpuller toggle switch

6

The ripper control lever (1), located on the right console, is another inputcomponent to the Implement ECM.

Ripper RAISE and LOWER positions are controlled by the thumb switch (2) at the front of the ripper control lever. The finger switch (3)allows the operator to control SHANK IN and SHANK OUT. Pushingthe Auto Stow button (4) on the ripper control lever raises the ripper tomaximum height, or moves the ripper to the maximum height and theripper tip to the full SHANK IN position.

Located to the rear of the ripper controls is the implement lockout switch (5) that enables or disables implement pilot pressure.

Also located to the rear of the ripper controls is a second action lamp (6),and the horn switch (7).

The ripper shank pin puller toggle switch (8) engages and releases theripper shank pin for height adjustment.

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1

2

3

4 5

6

7 8

7At the front of the left console is the Finger Tip Control (FTC). The leftsteering clutch and brake lever (1) controls gradual or sharp left turns andthe right steering clutch and brake lever (2) controls gradual or sharp rightturns.

FORWARD, NEUTRAL, and REVERSE are controlled by the rotatingpaddle (3). The upshift button (4) upshifts the tractor one gear range at atime and the downshift button (5) downshifts the tractor one gear range ata time.

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Left console:

1. Left steering clutchand brake lever

2. Right steeringclutch and brakelever

3. Rotating paddle

4. Upshift button

5. Downshift button

12 3

4

5

8The parking brake switch (1) engages and disengages the parking brakeand locks the transmission in FIRST SPEED NEUTRAL.

The ignition key is used to lock the parking brake switch by inserting thekey into the key slot (2) and rotating the key to the LOCK position.

The left console can be adjusted using the fore/aft adjustment lever (3)and the height adjustment switch (4).

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Left of operator'sseat:

1. Parking brakeswitch

2. Key slot

3. Fore/aft adjustmentlever

4. Height adjustmentswitch

1

2

3

4

9Below the dash and behind a hinged panel is the service connector

(arrow) for the Caterpillar Electronic Technician (ET) Service Tool.

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Cat ET serviceconnector (arrow)

10

ENGINE

The D10R is equipped with the 3412E Hydraulic Electronic UnitInjection (HEUI) engine, which has been redesigned to meet U.S.Environmental Protection Agency (EPA) Tier II Emissions Regulationsfor North America and Stage II European Emissions Regulations.

The 3412E HEUI engine also includes the Advanced Diesel EngineManagement (ADEM II) engine control system and twin turbochargers.

The 3412E engine is a 12 cylinder "V" arrangement with a displacementof 27 liters and is rated at 432kW (580 hp).

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3412E HEUI engine

ADEM II enginecontrol system

12 cylinder "V"arrangement

11

Cooling System

The D10R cooling system is equipped with the Advanced MOdularCooling System (AMOCS) radiator (1) which includes 11 modular cores.Four of the cores (two on each end) are smaller to allow room for theaftercooler air ducts (2) at the top of the radiator housing.

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Radiator housing:

1. AMOCS radiator

2. Aftercooler airducts

1

22

12

This view shows the inside of the radiator housing. The aftercooler isconnected to air ducts (arrows), which allow hot air that passes over theaftercooler heat exchangers to be vented to the outside air.

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Air ducts (arrows)

13

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The ATAAC assembly is located in the hood above the engine. Hot airfrom the turbochargers flows in the aftercooler inlets (1). The hot airpasses though the aftercooler and exits through the aftercooler outlets (2)and into the engine.

A fan (not visible) on the inside of the ATAAC assembly is rotated by thehydraulic fan motor (3). The fan distributes air evenly over the heatexchangers (4) to cool the turbocharged air. The hot air passing over theheat exchangers is vented to the outside air through air ducts at the top ofthe radiator housing as discussed on the previous page.

NOTE: The fan motor is driven by oil supplied from the rear sectionof the implement hydraulic pump. The rear section of the implementhydraulic pump also supplies oil to the implement pilot system andthe dual tilt valve.

ATAACASSEMBLY

ATAAC assembly:

1. Aftercooler inlets

2. Aftercooler outlets

3. Hydraulic fan motor

4. Heat exchangers

12

3

4

3

14

This view shows the ATAAC assembly (1) mounted above the engine.An access panel (2) is located on each side of the ATAAC assembly toallow the area around each heat exchanger to be cleaned out.

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1

2

Above engine:

1. ATAAC assembly

2. Access panel

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15

TO STEERING CLUTCHESAND BRAKES

E D C B A

OUTLETRELIEFVALVE

TRANS.SCAVENGE

TRANS.CHARGE

TCSCAVENGE

TCCHARGE

TRANS./TCCHARGE

OILCOOLER

TOTRANSMISSION

CLUTCHES

TO CLUTCH ANDBRAKE LUBE

PRIORITYVALVE

STEERINGCLUTCH AND

BRAKE VALVE

6 SOLENOIDVALVES

TRANSMISSIONSPEED SENSORS (4)

ENGINE OUTPUTSPEED SENSOR

TORQUE CONVERTEROUTPUT SPEED SENSOR

TRANSMISSION OILTEMP SENSOR

FTC SWITCHESAND SENSORS (7)

BRAKE PEDALPOSITION SENSOR

AUTOSHIFT SWITCH

AUTO KICKDOWN SWITCH

VIDS ECMIMPLEMENT ECMENGINE ECMCAT ET

CAT DATA LINK

BACKUPALARM

SHIFTINDICATORS

TOPARKINGBRAKE

D10R ELECTRONICALLY CONTROLLEDPOWER TRAIN HYDRAULIC SYSTEM

POWER TRAINECM

ECPC

5 SOLENOIDVALVES

TORQUECONVERTER

TORQUECONVERTERINLET RELIEF

VALVE

LUBEMANAGEMENT

VALVE

POWER TRAIN

The D10R power train hydraulic system is electronically controlled by thePower Train ECM. The Power Train ECM receives inputs from varioussensors and switches and sends corresponding output signals to controlthe transmission, steering clutches and brakes, and the priority and lubemanagement valves.

The D10R is equipped with an Electronic Clutch Pressure Control(ECPC) transmission similar to the medium size track-type tractortransmissions. The ECPC transmission includes five proportionalsolenoid valves that are electronically modulated. Each solenoid valvedirects oil to a single clutch in the transmission.

ECPC transmission

Electronicallycontrolled power train

The steering clutch and brake valve includes four electronically controlledproportional solenoid valves, which direct oil to the steering clutches andservice brakes. The electronically controlled parking brake solenoidvalve drains oil to engage the parking brakes. The secondary brakesolenoid valve is energized by a switch to drain all oil and engage thebrakes when the service brake pedal is depressed approximately 75percent of full travel.

The priority valve which is housed in the priority valve group iselectronically controlled by the Power Train ECM. The priority valveallows transmission/torque converter charging section oil (A) tosupplement transmission charging section oil (D) when the engine speedis below 1485 rpm, during a transmission shift, or when the power trainoil is cold.

The lube management valve is also housed in the priority valve group andis electronically controlled by the Power Train ECM. The lubemanagement valve directs oil from the power train pump transmissionscavenge section and the power train oil cooler to the transmission forlubrication. When the lube management valve is DE-ENERGIZED someof the oil is directed to the tank.

The power train pump is a five-section pump that provides oil to thetransmission ECPC valves, the torque converter, and the steering clutchand brake control valve.

The five sections in the transmission pump are:

- Transmission/torque converter charging section (A)

- Torque converter charging section (B)

- Torque converter scavenge section (C)

- Transmission charging section (D)

- Transmission scavenge section (E)

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Lube managementvalve

Priority valve

Five-section powertrain pump

Steering clutch andbrake valve

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16

TRANS. DIRECTION LEVER SENSORDIRECTION SWITCHUPSHIFT SWITCHDOWNSHIFT SWITCHLEFT STEER LEVER SENSORRIGHT STEER LEVER SENSORPARKING BRAKE SWITCH

BACK-UP ALARM

FORWARD CLUTCH No. 2 SOLENOIDREVERSE CLUTCH No. 1 SOLENOIDFIRST GEAR CLUTCH No. 5SOLENOIDSECOND GEAR CLUTCH No. 4SOLENOIDTHIRD GEAR CLUTCH 3 SOLENOID

SHIFT INDICATORS (1F/2R)

VIDS ECMIMPLEMENT ECMENGINE ECMCAT ET

CAT DATA LINK

TRANSMISSION

POWER TRAINELECTRONIC

CONTROLMODULE

(ECM)

PARKING BRAKE SOLENOIDSECONDARY BRAKE SOLENOIDLEFT BRAKE SOLENOIDRIGHT BRAKE SOLENOIDLEFT STEER CLUTCH SOLENOIDRIGHT STEER CLUTCH SOLENOID

AUTOSHIFT SWITCH

ENGINE OUTPUT SPEED SENSOR

FTCCONTROLLER

POWER TRAIN ELECTRONICCONTROL SYSTEM

TRANSMISSION OIL TEMPERATURESENSOR

IMPLEMENT ECM (TORQUECONVERTER SPEED INPUT)

TRANSMISSION INTERMEDIATESPEED SENSOR No. 1TRANSMISSION INTERMEDIATESPEED SENSOR No. 2TRANSMISSION OUTPUTSPEED SENSOR No. 1TRANSMISSION OUTPUTSPEED SENSOR No. 2TORQUE CONVERTER OUTPUT SPEEDSENSOR

STEERINGAND BRAKECONTROL

VALVE

AUTO KICKDOWN SWITCH

HARNESS CODE

TRANSMISSION

LUBE MANAGEMENT SOLENOIDPRIORITY VALVE SOLENOID

PRIORITY VALVE ANDLUBE MANAGEMENT

VALVE GROUP

BRAKE PEDAL POSITION SENSOR

Power Train Electronic Control System

The Power Train Electronic Control System components are shown in thisview. The components that provide input signals to the Power Train ECMare located on the left and the components that receive output signals fromthe Power Train ECM are on the right.

INSTRUCTOR NOTE: The input and output components shownhere will be explained in detail later in the presentation.

Power Train ECMinput and outputcomponents

17

The Power Train ECM (1) is the main component of the Power TrainElectronic Control System. The Power Train ECM makes decisionsbased on input information and memory information, and sendscorresponding output signals to the power train output components.

The Power Train ECM receives input signals and sends output signalsthrough two 40 pin connectors (2). The Power Train ECM is locatedbelow the left console.

The Power Train ECM sends information to the other machine ECMs viathe CAT data link. The Power Train Electronic Control Systeminformation is also displayed on the Vital Information Display System(VIDS) message center.

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Below left console:

1. Power Train ECM

2. 40 pin connectors

2

1

18

The parking brake switch (1) sends a signal to the Power Train ECMwhen the switch is activated. The Power Train ECM DE-ENERGIZESthe left and right brake solenoids. The brake solenoids drain oil from thebrakes, allowing the brakes to be engaged by spring force. The PowerTrain ECM also shifts the transmission into FIRST SPEED NEUTRAL.

When activated, the parking brake switch also sends a signal directly tothe parking brake solenoid, which ENERGIZES the solenoid and drainsany residual oil from the brakes.

The steering clutch and brake levers (2) control position sensors (3) whichsend Pulse Width Modulated (PWM) signals to the Power Train ECMindicating lever position. The Power Train ECM sends a correspondingoutput signal to the appropriate steering clutch and brake solenoid. Thesensor signal duty cycle decreases as the steering clutch and brake lever ispulled.

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Left console in cab:

1. Parking brakeswitch

2. Steering clutch andbrake levers

3. Steering clutch andbrake lever positionsensors

1

2

2

3

19

The brake pedal position sensor (1) is attached to the brake pedallinkage (2). The position sensor sends a PWM signal to the Power TrainECM indicating the brake pedal position. The sensor signal duty cycledecreases as the pedal is pressed.

The Power Train ECM sends a corresponding output signal toproportionally decrease the current to the left and right brake solenoids.The brake solenoids drain oil from the brakes, allowing the brakes to beengaged by spring force.

When the brake pedal is depressed approximately 75 percent of fulltravel, the service brake switch (not visible), attached to the brake pedallinkage, closes and the secondary brake solenoid is ENERGIZED. Thesecondary brake solenoid drains all oil from the brakes and the brakes arefully engaged.

The service brake pedal switch operates independently of the Power TrainECM and is a backup to the Power Train ECM and brake pedal positionsensor. Normally, the Power Train ECM applies the left and right brakesaccording to the position of the brake pedal position sensor. The servicebrake switch ensures that the brakes are engaged if either the brake pedalposition sensor or the Power Train ECM are not functioning properly.

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Floor of cab:

1. Brake pedalposition sensor

2. Brake pedal linkage

12

NOTE: The brake pedal position sensor is used to diagnose a faultyservice brake pedal switch. The Power Train ECM monitors thesensor position and the secondary brake solenoid output. The sensorsignals the Power Train ECM when the brake pedal is at full travel.If the Power Train ECM does not detect battery voltage at thesecondary brake solenoid output terminal and the brake pedal is atfull travel, a service brake pedal switch diagnostic code will belogged. The VIDS will also generate a Level III Warning.

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20

The transmission shift lever (1) is located at the front of the left console.The shift lever is attached to a position sensor which sends a PWM signalto the Power Train ECM indicating the lever position (FORWARD,NEUTRAL, or REVERSE). The sensor signal duty cycle increases as thedirection lever is moved toward the forward position.

The Power Train ECM sends a corresponding signal to the appropriatetransmission ECPC solenoids to engage the required clutches in thetransmission.

The direction switch (not visible) is located inside the left console. Thedirection switch is a backup to the transmission lever position sensor.The direction switch sends a signal to the Power Train ECM when theshift lever is moved to the reverse position. The Power Train ECM onlyresponds to the status of the direction switch when a failure in thetransmission direction position sensor is detected.

The upshift switch (2) and the downshift switch (3) signal the PowerTrain ECM when a gear shift is requested. The Power Train ECM sends acorresponding signal to the appropriate transmission ECPC solenoids toengage the required clutches in the transmission.

NOTE: The status of the inputs (upshift and downshift switches)must be correct for the Power Train ECM to perform shifting at thecorrect time.

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Left console in cab:

1. Transmission shiftlever

2. Upshift switch

3. Downshift switch

1

2

3

21

Located at the bottom left side of the dash are the Autoshift switch (1) andthe Auto Kickdown switch (2). The Autoshift switch allows the operatorto preset the gear speed for directional shifting. The Autoshift switchsends a signal to the Power Train ECM when the Autoshift switch ispressed.

Pressing the Autoshift switch will signal the Power Train ECM to engagethe appropriate transmission solenoids to obtain 1F2R. Pressing theAutoshift switch again will turn the Autoshift function OFF.

The Auto Kickdown switch, when activated, sends a signal to the PowerTrain ECM. The Power Train ECM will engage and release theappropriate transmission solenoids to automatically downshift thetransmission.

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1 2

Left lower dash incab:

1. Autoshift switch

2. Auto Kickdownswitch

22

The engine output speed sensor (arrow) is located on the pump drive atthe rear of the engine on the right side. The engine output speed sensorsends a signal to the Power Train ECM indicating engine speed. Thespeed sensor produces a signal frequency (Hz) that varies as the enginespeed changes. The sensor generates a sine wave by passing gear teeth.

The speed difference between the engine speed sensor and the torqueconverter output (transmission input) speed sensor establishes an actualslippage value. That measured value is compared to a calculated valuestored in the Power Train ECM software.

The measured value compared with the calculated value in the PowerTrain ECM determines how the transmission clutch valves are energizedto provide smooth shifting.

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Engine output speedsensor (arrow)

23

The torque converter output speed sensor (1) provides a signal to thePower Train ECM indicating torque converter output (transmission input)speed.

Other power train components visible at the rear of the torque converterinclude the torque converter outlet relief valve (2) and the power train oiltemperature sensor (3).

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Rear of torqueconverter:

1. Torque converteroutput speedsensor

2. Torque converteroutlet relief valve

3. Power train oiltemperature sensor

1

2

3

24

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Rear of transmission:

1. Transmissionintermediate speedsensors

2. Transmissionoutput speedsensors

Two speed sensors measure the transmission intermediate speed and twospeed sensors measure the transmission output speed. The intermediatespeed sensors (1) monitor the speed and direction of the No. 4 ring gear.The output speed sensors (2) monitor the speed and direction of thetransmission output shaft.

The Power Train ECM uses the transmission intermediate speed andoutput speed sensor information to determine clutch fills during shifting.

TRANSMISSIONSPEED

SENSORS

2

2

1

12

25

The steering oil temperature sensor (arrow) sends a PWM signal to thePower Train ECM indicating the transmission oil temperature.

The Power Train ECM uses this temperature signal information to controltransmission shifting time and to perform adjustments on the commandsfor brake control.

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Steering oiltemperature sensor(arrow)

Steering clutch andbrake valve:

1. Steering clutch andbrake solenoids

2. Parking brakesolenoid

3. Secondary brakesolenoid

26

The steering clutch and brake valve is located below the cab on top of thetransmission case. The steering clutch and brake valve contains sixsolenoid valves that control oil flow to the steering clutches and brakes.

The four steering clutch and brake solenoids (1) are proportionalsolenoids. When a steering clutch and brake lever is moved or the brakepedal is pressed, the Power Train ECM sends a PWM signal that variesthe current to the appropriate solenoids.

Solenoid plunger movement is proportional to the electrical current sentfrom the Power Train ECM. Plunger position determines the amount ofoil pressure at the clutch or brake. A DECREASE in electrical currentcauses a decrease in oil pressure which DECREASES the clutchengagement. Since the brakes are spring applied and hydraulicallyreleased, a decrease in oil pressure INCREASES the brake engagement.

The parking brake solenoid (2) and the secondary brake solenoid (3) areON/OFF solenoids. When the parking brake switch is activated, thePower Train ECM sends the maximum amount of electrical current toENERGIZE the parking brake solenoid valve. The parking brakesolenoid drains all residual oil from the brakes and the brakes are fullyengaged.

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1

23

During normal operation, the parking brake solenoid valve operatesindependently of the Power Train ECM and the solenoid valve is actuatedby the parking brake switch.

The secondary brake solenoid operates independently of the Power TrainECM and is actuated by the service brake pedal switch when the brakepedal reaches approximately 75 percent of full travel. The secondarybrake solenoid drains all residual oil from the brakes and the brakes arefully engaged.

NOTE: Solenoid current values can be viewed on the VIDS display

window or on the Cat ET parameter screens.

Clutch and brake calibrations can also be performed using VIDS or

the Cat ET Service Tool.

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27

1

2

43

5

D10R TRANSMISSIONCONTROL GROUP

TRANSMISSION GEAR AND SOLENOID VALVE LOGIC

GEAR SOLENOIDVALVES ONCLUTCHESENGAGED

1F

2F

3F

Neutral

1R

2R

3R

5 and 2

4 and 2

3 and 2

3

5 and 1

4 and 1

3 and 1

5 and 2

4 and 2

3 and 2

3

5 and 1

4 and 1

3 and 1

The transmission ECPC solenoid valves are mounted on top of thetransmission and can be accessed through the cover on the rear of thetransmission housing. Each proportional solenoid valve directs oil to asingle clutch in the transmission planetary group.

The Power Train ECM sends a PWM signal to vary the current to thesolenoids. The solenoid current determines the amount of oil pressurethat is applied to the clutch. The amount of solenoid plunger movement isproportional to the electrical current sent from the Power Train ECM.The position of the plunger controls the amount of oil pressure and theamount of clutch engagement. An increase in electrical current causes anincrease in oil pressure, which increases clutch engagement.

The Power Train ECM applies electrical current to the appropriatetransmission clutch solenoids, based on the operator's request from theupshift switch, the downshift switch, or the transmission direction controllever.

Transmission ECPCsolenoid valves

The chart shows which solenoid valves are energized and which clutchesare engaged for each gear.

NOTE: Solenoid current values can be viewed on the VIDS display

window or on the Cat ET parameter screens.

Transmission calibrations can also be performed using VIDS or the

Cat ET Service Tool.

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28

The priority valve group is located below the cab inside the right framerail. The Power Train ECM controls the priority valve solenoid (1) andthe lube management valve solenoid (2).

The priority valve solenoid when DE-ENERGIZED, allows power trainpump transmission/torque converter charging section oil to supplementtransmission charging section oil when the engine speed is below 1485rpm, during a transmission shift, or when the power train oil is cold.

The lube management valve solenoid, when de-energized, directs oil fromthe power train pump transmission scavenge section and the power trainoil cooler to the transmission for lubrication. The Power Train ECM willENERGIZE the lube management valve solenoid, which will direct someof the oil flow to the tank if all of the following conditions exist:

- A transmission shift has not occurred for at least 10 seconds

- The engine speed is above 1550 rpm

- The transmission is in 3F, 3R, or 2R

- The power train oil temperature is above 45 C (113 F) and below105 C (221 F)

Also located inside the priority valve group is the torque converter inletrelief valve (3). Pressure taps located on the priority valve group includethe lube pressure tap (4) and the torque converter inlet pressure tap (5).

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1

2

3

4

5

Right front of maincase:

1. Priority valvesolenoid

2. Lube managementvalve solenoid

3. Torque converterinlet relief valve

4. Lube pressure tap

5. Torque converterinlet pressure tap

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29

TORQUECONVERTER

PRIORITYVALVE

L2

M1 N

CL

TO LEFT CLUTCHBRAKE LUBE

LB1

E D C B A

TORQUE CONVERTEROUTLET RELIEF VALVE

T/CINLET

RELIEFVALVE

LUBEMANAGEMENT

VALVE

TRANSMISSIONSCAVENGE

TRANSMISSIONCHARGING

T/CSCAVENGE

T/CCHARGING

TRANSMISSION/T/C CHARGING

POWERTRAIN OILCOOLER

TRANSMISSIONFILTER BYPASS

TORQUE CONVERTERFILTER BYPASS

MAINRELIEFVALVE

TO LEFTSTEERINGCLUTCH

AND BRAKE

TO RIGHTCLUTCH

BRAKE LUBELB2

TO RIGHTSTEERINGCLUTCH

AND BRAKE

PV

ECPCSTEERING AND

CLUTCHBRAKE VALVE

M1

L1

P1

D10R POWER TRAIN HYDRAULIC SYSTEM

Power Train Hydraulic System

The power train hydraulic system includes a five-section gear pump thatprovides oil to the transmission, steering clutch and brake valve, priorityvalve group, and the torque converter.

Oil from transmission and torque converter charging section (A) flowsthrough the transmission oil filter to the priority valve. When the priorityvalve is ENERGIZED, oil is allowed to flow through the priority valveand provide supplemental oil to the torque converter.

When the priority valve is DE-ENERGIZED, oil is blocked at the priorityvalve and the oil from pump section A flows through a check valve andcombines with pump oil from section D to provide oil to the transmissionand steering clutch and brake valve.

Five-section gearpump

Transmission andtorque convertercharging section (A)

Oil from torque converter charging section (B) flows through the torqueconverter oil filter to the torque converter. The torque converter inletrelief valve, located inside the priority valve group limits torque converterinlet oil pressure. Oil from the torque converter flows through the powertrain oil cooler to the priority valve and lube management valve group forlubrication of the transmission and steering clutches and brakes.

The torque converter scavenge section (C) pulls oil from the torqueconverter and return the oil to the main case.

Oil from transmission charging section (D) provides oil to the steeringclutch and brake valve, and the transmission. The main relief valve,limits oil pressure in the transmission valve group.

The transmission scavenge section (E) pulls oil from the transmission andsupplies oil to the to the priority valve group for lubrication of thetransmission and steering clutches and brakes.

STMG 758 - 38 -04/02

Torque convertercharging section (B)

Torque converterscavenge section (C)

Transmissioncharging section (D)

Transmissionscavenge section (E)

30

STMG 758 - 39 -04/02

Power train hydraulicsystem components:

1. Power train pump

2. Check valve

3. Transmission oilfilter

4. Steering oiltemperature sensor

5. Transmission oilfilter bypass switch

6. Priority valvepressure tap

7. Torque converter oilfilter

8. SOS Tap

9. Power train oilcooler

The five-section pump power train gear pump (1) is located at the leftfront of the main case below the cab and is driven by a shaft extendingfrom the left side of the engine.

The five sections in the transmission pump from front to rear are:

- Transmission/torque converter charging section

- Torque converter charging section

- Torque converter scavenge section

- Transmission charging section

- Transmission scavenge section

A check valve (2) is located in the hydraulic line between the priorityvalve and transmission charging section of the pump. The check valveallows transmission/torque converter charging section oil to supplementtransmission charging section oil and blocks flow in the oppositedirection.

1

2

4

5

6

7

8

3

9

The transmission oil filter (3) is located on the rear of the machine at theleft of the transmission. The transmission filter housing contains thesteering oil temperature sensor (4), the oil filter bypass pressure switch (5) and the priority valve pressure tap (6).

The transmission filter bypass valve operates when the filter becomesclogged or when the oil is cold and thick. Filter bypass occurs atapproximately 317 kPa (46 psi). When the oil is cold the temperatureswitch prevents the signal from alerting the operator. If the filter isrestricted after the oil warms, the bypass valve pressure switch opens andsends a signal to the Vital Information Display System via the Cat DataLink.

The torque converter oil filter (7) is located on the rear of the machine atthe right of the transmission. The torque converter filter housing containsthe SOS tap (8).

The torque converter filter contains a bypass valve which operates whenthe filter becomes clogged or when the oil is cold and thick. Filter bypassoccurs at approximately 317 kPa (46 psi).

The power train oil cooler (9) is located at the front of the engine. Thecooler is an oil-to-water design. Oil from the torque converter outletrelief valve is sent to the oil cooler. After the oil flows through the cooler,it returns to the priority valve group to lube the final drives, the steeringclutches and brakes, and the transmission.

STMG 758 - 40 -04/02

31

STMG 758 - 41 -04/02

Power train hydraulicsystem relief valves:

1. Main relief valve

2. Torque converteroutlet relief valve

3. Torque converterinlet relief valve

The power train hydraulic system contains three relief valves to limithydraulic pressures in the system.

The transmission main relief valve (1) is located in the transmissioncontrol valve group and limits oil pressure in the transmission chargingcircuit.

The torque converter outlet relief valve (2), located at the rear of thetorque converter, limits oil pressure in the torque converter.

The torque converter inlet relief valve (3) is located inside the priorityvalve group and limits oil pressure in the torque converter hydrauliccircuit.

POWER TRAINHYDRAULIC SYSTEM

RELIEF VALVES

2

3

1

32

STMG 758 - 42 -04/02

Pressure taps are located at the rear of the tractor for checking power trainhydraulic system oil pressure. The pressure taps are:

- P1: Transmission oil pressure tap (1)

- M1: Torque converter oil pressure tap (2)

- L1: Lube oil pressure tap (3)

- Steering clutch and brake lube taps (4)

Power Train hydraulicsystem pressure taps:

1. Transmission oilpressure tap (P1)

2. Torque converter oilpressure tap (M1)

3. Lube oil pressuretap (L1)

4. Steering clutch andbrake lube taps

11 223

4

4

3

33

STMG 758 - 43 -04/02

Priority valveoperation:

Power Train Hydraulic System Operation

When the engine is running, oil from the transmission/torque convertercharging section (A) provides supplemental oil flow to the torqueconverter or to the transmission and steering clutch and brake valve.

When the priority valve is ENERGIZED by the Power Train ECM, thepriority valve spool moves right against spring force. Oil from thetransmission/torque converter charge section (A) is allowed to flowthrough the priority valve and provide supplemental oil to the torqueconverter.

E D C B A

TORQUE CONVERTERINLET RELIEF VALVE

LUBEMANAGEMENT

VALVE



T/CSCAVENGE

T/CCHARGING


PRIORITY AND LUBEMANAGEMENT VALVE GROUP

PRIORITY VALVE ENERGIZED

FROM TORQUE CONVERTER

FROM OIL COOLER

TO STEERING ANDBRAKE VALVE AND

TRANSMISSION

TO TRANSMISSION

TO CLUTCHAND

BRAKE LUBE

FROMTRANSMISSION

TO TORQUE CONVERTER

PRIORITYVALVE

FROMSTEERING AND

BRAKE VALVE ANDTRANSMISSION

TRANSMISSION/TORQUE CONVERTER

CHARGE SECTION

TORQUE CONVERTERCHARGE SECTION

D10R PRIORITY VALVEENERGIZED

TRANSMISSION/TORQUE CONVERTER

CHARGE SECTION

TORQUE CONVERTERCHARGE SECTION

D10R PRIORITY VALVEDE-ENERGIZED

E D CB A


LUBEMANAGEMENT

VALVE



T/CSCAVENGE

T/CCHARGING



PRIORITY VALVE DE-ENERGIZED


FROM OIL COOLER


TRANSMISSION

TO TRANSMISSION

TO CLUTCHAND

BRAKE LUBE

FROMTRANSMISSION

TO TORQUE CONVERTER

PRIORITYVALVEFROM

STEERING ANDBRAKE VALVE AND

TRANSMISSION

- Priority valve ENERGIZED

When the priority valve is DE-ENERGIZED, spring force moves thepriority valve spool left and oil from the transmission/torque convertercharge section (A) is blocked. Oil pressure increases which opens thecheck valve and allows oil from section (A) to combine with pump oilfrom section (D) to provide oil to the transmission and steering clutch andbrake valve.

Oil that flows through the main relief valve is combined with oil from thetorque converter charging pump (B) to provide supplemental oil flow tothe torque converter.

The Power Train ECM will DE-ENERGIZE the priority valve solenoid ifany of the following conditions exist:

- The engine speed is below 1485 rpm

- During a transmission shift

- When the power train oil temperature is below 40 C (104 F)

STMG 758 - 44 -04/02

- Priority valve DE-ENERGIZED

34

STMG 758 - 45 -04/02

Lube managementvalve operation:

When the engine is running, oil from the transmission scavenge section (E) and the oil cooler provide lubrication oil to the transmission,the steering clutches, and the brakes.

When the lube management solenoid valve is DE-ENERGIZED by thePower Train ECM, spring force moves the lube management valve spoolleft. All oil flow from the transmission scavenge section (E) and the oilcooler is directed to lube the transmission.

When the lube management valve is ENERGIZED by the Power TrainECM, the lube management valve spool moves right against spring force.Oil from the transmission scavenge section (E) and the oil cooler isdirected to the transmission and to the tank.

ED C B A


LUBEMANAGEMENT

VALVE



T/CSCAVENGE

T/CCHARGING



LUBE MANAGEMENT VALVE DE-ENERGIZED


FROM OIL COOLER


TRANSMISSION

TO TRANSMISSION

TO CLUTCHAND

BRAKE LUBE

FROMRANSMISSION

TO TORQUE CONVERTER

PRIORITYVALVEFROM


TRANSMISSION

RETURN OIL FROMTRANSMISSION SCAVENGE SECTION

AND COOLER

TOTRANSMISSION

TOTANK

D10R LUBEMANAGEMENT VALVE

DE-ENERGIZED

L2PRESSURE

TAP

LUBEMANAGEMENT

VALVESOLENOID

RETURN OIL FROMTRANSMISSION SCAVENGE SECTION

AND COOLER

TOTRANSMISSION

TOTANK

D10R LUBEMANAGEMENT VALVE

ENERGIZED

L2PRESSURE

TAP

LUBEMANAGEMENT

VALVESOLENOID

E D C B A


LUBEMANAGEMENT

VALVE



T/CSCAVENGE

T/CCHARGING


PRIORITY AND LUBEMANAGEMENT VALVE GROUPLUBE MANAGEMENT VALVE ENERGIZED


FROM OIL COOLER


TRANSMISSION

TO TRANSMISSION

TO CLUTCHAND

BRAKE LUBE

FROMTRANSMISSION

TO TORQUE CONVERTER

PRIORITYVALVEFROM


TRANSMISSION

- Lube managementvalve ENERGIZED

- Lube managementvalve DE-ENERGIZED

The Power Train ECM will ENERGIZE the lube management valvesolenoid to direct oil to the transmission and the tank if all of thefollowing conditions exist:

- A transmission shift has not occurred for at least 10 seconds

- The engine speed is above 1550 rpm

- The transmission is in 3F, 3R, or 2R

- The power train oil temperature is above 45 C (113 F) and below105 C (221 F)

STMG 758 - 46 -04/02

35

STMG 758 - 47 -04/02

The Power Train ECM controls transmission shifting by modulating thecurrent to the transmission modulating valves, which varies the oilpressure to the clutches.

The lower left view shows the oil flow in the transmission modulatingvalve. Increased current forces the shaft to the right, which pushes theball to the right and restricts the oil flow to drain. The reducing spool alsomoves to the right due to the pressure increase in the chamber at the left ofthe orifice. This movement allows more oil to flow from the supplypassage, across the metering surfaces to the clutch.

As the clutch pressure rises, the signal from the Power Train ECM to thesolenoid is varied to control the movement of the reducing spool.

ECPC TRANSMISSIONMODULATING VALVES

1

2

43

5

D10R TRANSMISSIONCONTROL GROUP

PULSEDELAY

PULSETIME

RAMPTIME

HOLDTIME

DESIREDSLIP TIME

FULL ONTIME

RAMP LEVEL

MAXIMUM CLUTCHPRESSURE

CLUTCHENGAGEMENT

LEVEL

FILL CALIBRATIONPARAMETERS

ENGAGEMENTCALIBRATIONPARAMETERS

TRANSMISSION MODULATION CYCLE

PR

ES

SU

RE

AN

D C

UR

RE

NT

HOLD LEVEL

MODULATION

FILLPULSE

TRANSMISSIONMODULATING VALVE

SOLENOID

35TO

DRAINTO

CLUTCHSUPPLY

OIL

ORIFICEPILOTVALVE

REDUCINGSPOOLSHAFT BALL

ECPC transmissionmodulating valves

Transmissionmodulating valveoperation

In the lower right view, the transmission modulation cycle is shown. Thevertical axis represents current (orange) and clutch pressure (blue). Thecurrent represented is from the Power Train ECM to the modulatingsolenoid valve. The pressure represented is supplied to each individualclutch. When the clutch is filled and the piston is in contact with theplates, the current and pressure are directly proportional, and arerepresented on the same axis. The horizontal axis represents time inintervals that relate to the hydraulic pressure supplied to the clutch.

The pulse time is caused by an initial high current applied to the valve tobegin pressurizing the clutch when a clutch is engaged. The ramp levelbegins a reduction in the current applied to the valve which lowers thecurrent to the hold level.

When the current is at the hold level, the clutch is full. The clutchpressure then follows the current applied to the solenoid.

At the end of the hold time, the current increases as the clutch isengaging. This time is called the "desired slip time," and the pressureramp is called "modulation."

Modulation continues until the clutch is fully engaged and the maximumclutch pressure is reached. The clutch pressure stays at maximum for ashort time called the "full on time." The clutch pressure is then reducedto the clutch engagement level. The clutch is still fully engaged, but at alower pressure. This pressure reduction increases clutch seal life.

STMG 758 - 48 -04/02

Transmissionmodulation cycle

Hold time

Pulse and ramp time

Desired slip time

Full on time

STMG 758 - 49 -04/02

36

SUPPLYCHAMBER

OUTLETCHAMBER

PRESSUREREDUCING

VALVEREACTIONCHAMBER

TO RIGHT BRAKE

SUPPLY OIL

TO LEFT BRAKE

TO RIGHT CLUTCH

TO LEFT CLUTCH

PARKINGBRAKE

SOLENOID

SECONDARYBRAKE

SOLENOID

STEERING AND BRAKECONTROL VALVE

BRAKES ENGAGED

Shown here are the conditions which occur when the parking brake isengaged or the service brake pedal is fully depressed. The brakes arespring engaged and hydraulically released.

When the parking brake switch is activated, the Power Train ECM de-energizes the brake solenoids allowing the brakes to be engaged byspring force.

The parking brake switch also sends a signal directly to the parking brakesolenoid, which ENERGIZES the solenoid and drains any residual oilfrom the brakes. The oil is instantaneously drained directly to the tankwith no modulated drop in oil pressure and the brakes are FULLYENGAGED.

The secondary brake solenoid operates independently of the Power TrainECM and is actuated by the service brake pedal switch when the brakepedal reaches approximately 75 percent of full travel. The secondarybrake solenoid drains all residual oil from the brakes and the brakes arefully engaged.

Steering clutch andbrake control valve:

- Brakes ENGAGED

Secondary brakes

Parking brake

STMG 758 - 50 -04/02

37

SUPPLYCHAMBER

OUTLETCHAMBER

PRESSUREREDUCING


TO RIGHT BRAKE

SUPPLY OIL

TO LEFT BRAKE

TO RIGHT CLUTCH

TO LEFT CLUTCH

PARKINGBRAKE

SOLENOID

SECONDARYBRAKE

SOLENOID

STEERING AND BRAKECONTROL VALVEGRADUAL RIGHT TURN

When the right steering clutch and brake lever is pulled toward the rear ofthe machine approximately one-half of its total travel distance, themachine makes a GRADUAL RIGHT TURN.

The right steering clutch and brake position sensor sends a signal to thePower Train ECM. The Power Train ECM sends a corresponding reducedPWM signal to the right steering clutch solenoid. The plunger (valve)retracts and blocks oil flow from the supply chamber to the outletchamber. The outlet chamber, the clutch, and the reaction chamber in thepressure reducing valve are open to drain past the reducing valve spooland the steering clutch is completely released.

During a gradual turn, the Power Train ECM does not de-energize thebrake solenoid and the right brake remains fully released. Releasing onlythe right steering clutch allows the tractor to make a GRADUAL RIGHTTURN.


- GRADUAL RIGHTTURN

STMG 758 - 51 -4/02

38

SUPPLYCHAMBER

OUTLETCHAMBER

PRESSUREREDUCING


TO RIGHT BRAKE

SUPPLY OIL

TO LEFT BRAKE

TO RIGHT CLUTCH

TO LEFT CLUTCH

PARKINGBRAKE

SOLENOID

SECONDARYBRAKE

SOLENOID


SHARP RIGHT TURN

When the right steering clutch and brake lever is pulled completely to therear of the machine, the machine makes a SHARP RIGHT TURN.

The right steering clutch and brake position sensor sends a signal to thePower Train ECM. The Power Train ECM sends a corresponding reducedPWM signal to the right steering clutch solenoid. The plunger (valve)retracts and blocks oil flow from the supply chamber to the outletchamber. The outlet chamber, the clutch, and the reaction chamber in thepressure reducing valve are open to drain past the reducing valve spooland the steering clutch is completely released.

During a sharp turn, the Power Train ECM also de-energizes the rightbrake solenoid and the right brake begins to engage. As the brake lever ispulled toward the rear, the brake pressure decreases until the brake is fullyengaged. Residual oil pressure is maintained on the brake to improvemachine response when the lever is released.


- SHARP RIGHT TURN

STMG 758 - 52 -04/02

39

SUPPLYCHAMBER

OUTLETCHAMBER

PRESSUREREDUCING


TO RIGHT BRAKE

SUPPLY OIL

TO LEFT BRAKE

TO RIGHT CLUTCH

TO LEFT CLUTCH

PARKINGBRAKE

SOLENOID

SECONDARYBRAKE

SOLENOID


STRAIGHT TRAVEL

This schematic shows the oil flow and the valve positions during theSTRAIGHT TRAVEL operation when the steering clutch and brake leversare released and the brake pedal is not depressed.

When no steering requests are received from the operator, both steeringclutch solenoids are energized with maximum current. The correspondingpressure reducing valves provide maximum oil pressure to engage thesteering clutches. The plungers and springs control the modulatingreducing valve pressure settings based on the pressure from the energizedsteering clutch solenoids.

Both brake solenoids are also energized with maximum current to openthe corresponding brake valves. Maximum oil pressure releases thebrakes.


- STRAIGHT TRAVEL

STMG 758 - 53 -04/02

40

IMPLEMENTELECTRONIC

CONTROLMODULE

IMPLEMENTLOCKOUT SWITCH

D10R IMPLEMENT HYDRAULIC SYSTEMWITH ELECTRONICALLY CONTROLLED

PILOT SYSTEM

BLADECONTROL

LEVER

VIDS ECMPT ECMENGINE ECMCAT ET

RIPPERCONTROL

LEVER

CATDATALINK

PUMP PRESSURESENSORS

RIPPER LIFTCYLINDERS

RIPPER TILTCYLINDER

RIPPER TILTCYLINDER

DOZER VALVE

BLADE TILTCYLINDER

BLADE LIFTCYLINDERS

ATAAC FAN

ATAACMOTOR

BLADE TILTCYLINDER

OILCOOLER

IMPLEMENTPUMP

MANUALLOWERVALVE

ELECTRO-HYDRAULICMANIFOLD

PRESSURECOMPENSATION

OVERRIDEVALVE

TILT VALVE

RIPPER VALVE

PILOT PRESSUREAND FAN SPEEDCONTROLVALVE

RAISE/LOWER VALVE

DUAL TILT VALVE

LOGIC VALVE

IMPLEMENT HYDRAULIC SYSTEM

The D10R is equipped with an Electro-hydraulic Implement ControlSystem similar to the D11R, which controls the hydraulic pilot valves forthe blade and ripper.

The Implement ECM receives input signals from the blade control leverposition sensors, ripper control lever position sensors, and various othersensors and switches. The ECM sends corresponding output signals toenergize the appropriate pilot solenoid valves on the electro-hydraulicmanifold. The pilot solenoid valves control the amount of pilot oil that issent to the dozer or ripper control valves to shift the appropriate spoolsand direct implement pump oil to the head or rod end of the cylinders.

Electro-hydraulicimplement system

Input and outputcomponents

The Implement ECM also sends corresponding output signals to energizethe pitch and single tilt ON/OFF solenoid valves on the dual tilt valve.The pitch and single tilt ON/OFF solenoid valves direct oil to shift thedual tilt valve, which determines blade tilt and pitch angles.

The implement hydraulic system for the D10R Track-type Tractor is afixed displacement flow design that permits minimum pressure in thesystem when the implement control valves are not activated. The oil flowfor operation of the bulldozer and ripper is provided by two sections (tiltand lift) of the three-section implement vane pump.

The third section of the implement pump supplies oil to the ATAAC fanmotor, the pilot oil for the implement system, and the pilot oil for the dualtilt valve. The cooling oil for the hydraulic circuits is also provided bythe ATAAC fan circuit.

A Pressure Compensation Override (PCO) valve provides engineoverspeed protection when energized by the Engine ECM. Whenenergized by the Implement ECM, the override valve allows the dozer liftrelief valve to act as the relief valve for the ripper circuit.

The logic valve resolves the highest implement cylinder pressure. Thehighest resolved pressure is directed through the E/H manifold and acts aspilot oil. This oil is used to lower the implements when the engine won'trun or the implement pump will not operate.

When the engine won't run and machine electrical power is not available,the manual lower valve is used to lower the implements. The manuallower valve directs the highest resolved implement cylinder pressure fromthe logic valve to the tank which lowers the implements.

STMG 758 - 54 -04/02

Hydraulic system oilflow

ATAAC fan circuit

PressureCompensationOverride (PCO) valve

Logic valve

Dead engine lowerfunction

STMG 758 - 55 -04/02

41

Implement hydraulicsystem componentlocations

RIPPERCONTROL

VALVE

LOGICVALVE

DUAL TILT VALVE

QUICK-DROP VALVE

QUICK-DROP VALVE

OIL COOLER

IMPLEMENTPUMP

PILOTFILTER

HYDRAULICTANK

IMPLEMENTECM

ELECTRO-HYDRAULICPILOT VALVE GROUP

ATAAC FAN MOTOR

DOZERCONTROL

VALVEMANUAL

LOWER VALVE

D10R IMPLEMENT HYDRAULIC SYSTEMCOMPONENTS IDENTIFICATION

This view shows the locations of the D10R implement hydraulic systemcomponents.

42

STMG 758 - 56 -04/02

Implement systemcomponents:

1. Implement pumpfront section

2. Implement pumpcenter section

3. Implement pumprear section

4. Dozer valve

5. Dual tilt valve

6. Ripper valve

The three-section implement pump provides the oil flow for the dozer,ripper, and pilot oil circuits. The fixed displacement vane pump is locatedbelow the floor plate on the right rear of the engine and driven off theflywheel housing.

The front section (1) of the pump provides oil to the dozer lift valve andripper valve. The center section (2) of the pump provides oil to the dozertilt valve. Oil from the center section of the pump is combined with oilfrom the front section to supplement the dozer lift and ripper circuitswhen the dozer tilt valve is in HOLD.

The rear section (3) of the implement pump supplies oil to the ATAAC fanmotor, to the dual tilt valve, and to the E/H manifold.

123

5

6

4

The dozer valve (4), located below the cab on the right side of themachine, contains a lift spool and tilt spool. The lift spool directs oil fromthe implement pump to raise or lower the blade. The tilt spool directs oilfrom the implement pump to the dual tilt valve (5).

The dual tilt valve directs oil to the tilt cylinders and contains a solenoid.The solenoid contains two coils; a pitch solenoid coil and a single tiltsolenoid coil. If both of the solenoid's coils are de-energized, both tiltcylinders will operate in the dual tilt mode. If the single tilt solenoid coilis energized, the right tilt cylinder acts as a brace and only the left tiltcylinder will tilt the blade. If the pitch solenoid coil is energized both tiltcylinders will pitch the blade forward or to the rear.

The ripper valve (6) contains a lift spool and shank in/out spool. The liftspool directs oil from the implement pump to raise or lower the ripper.The shank in/out spool directs oil from the implement pump to move theshank in or out.

STMG 758 - 57 -04/02

Hydraulic tank:

1. Sight gauge

2. Fill cap

3. Vacuum breakervalve

43

The hydraulic tank is located on the right side of the machine to the rightof the cab. The tank contains a sight gauge (1) to check the hydraulic oillevel from outside the machine. Three filter elements are located insidethe tank and can be accessed through two covers on the top of the tank.

The hydraulic tank also contains a fill cap (2) and a vacuum breaker valve (3) to vent excess oil pressure inside the tank.

STMG 758 - 58 -04/02

3

1

2

STMG 758 - 59 -04/02

44

BLADE RAISE/LOWER SENSORBLADE TILT SENSORMANUAL SELECT SWITCHMODE SELECT SWITCHPITCH FORWARD SWITCHPITCH BACK SWITCHPITCH FORWARD TRIGGERSWITCH

RIPPER RAISE/LOWER SENSORSHANK IN/OUT SENSORRIPPER AUTO STOW SWITCH

PRESSURE COMPENSATIONOVERRIDE SOLENOID VALVE

PITCH SOLENOIDSINGLE TILT SOLENOID

RIPPER RAISE SOLENOIDRIPPER LOWER SOLENOIDSHANK IN SOLENOIDSHANK OUT SOLENOIDBLADE RAISE SOLENOIDBLADE LOWER/FLOAT SOLENOIDBLADE TILT LEFT SOLENOIDBLADE TILT RIGHT SOLENOIDIMP LOCKOUT SOLENOID

AUTO PITCH INDICATORBLADE FLOATSINGLE TILT

VIDS ECMPOWER TRAIN ECMENGINE ECMCAT ET

CAT DATA LINK

OPERATINGFUNCTION

INDICATORPANEL

IMPLEMENT PILOTVALVE MANIFOLD

DUAL TILT VALVE

IMPLEMENTELECTRONIC

CONTROLMODULE

(ECM)

IMPLEMENT HARNESS CODE PLUG

IMPLEMENT LOCKOUT SWITCH

MAIN PUMP PRESSURE SENSOR

TILT PUMP PRESSURE SENSOR

BLADECONTROL

LEVER

RIPPERCONTROL

LEVER

IMPLEMENT ELECTRONICCONTROL SYSTEM

KEY START SWITCH

Implement Electronic Control System

The Implement Electronic Control System components are shown in thisview. The components that provide input signals to the Implement ECMare located on the left and the components that receive output signals fromthe Implement ECM are on the right.

INSTRUCTOR NOTE: The input and output components shownhere will be explained in detail later in the presentation.

Implement ECMinput and outputcomponents

45

The Implement ECM (1) and Vital Information Display System (VIDS)ECM (2) are located behind a panel on the right side of the operator'sstation. The Implement ECM receives input signals from variousswitches and sensors, processes the information, and sends output signalsto the implement system output components. The Implement ECMreceives input signals and sends output signals through two 70 pinconnectors.

The Implement ECM sends information to the other machine ECMs viathe CAT data link. Implement system warning and diagnostic informationis also displayed on the VIDS message center.

STMG 758 - 60 -04/02

1

2

Right side ofoperator's station:

1. Implement ECM

2. VIDS ECM

46

At the base of the blade control lever (1) are the blade lift position sensorand the blade tilt position sensor. When the blade lever is moved forwardor rearward, the blade lift position sensor sends a signal to the ImplementECM. The Implement ECM sends a corresponding signal to the bladelower or raise solenoid.

When the blade lever is moved left or right, the blade tilt position sensorsends a signal to the Implement ECM. The Implement ECM sends acorresponding signal to the blade tilt left or tilt right solenoid.

The thumb switch (2) sends a signal to the Implement ECM whenactivated. The Implement ECM sends a corresponding signal to the pitchsolenoid.

The left button (3) on the blade control handle sends a signal to theImplement ECM, which allows the operator to change the blade positionwhile in the Automatic Blade Assist (ABA) Mode. Pressing this buttonthe first time after the ABA key on the keyboard has been pressed, resetsthe blade to LOAD position. When the ABA feature is reset, pressing thisbutton cycles the blade from LOAD to CARRY position. The secondtime the left button is pressed cycles the blade from CARRY to SPREADposition. Shifting to reverse will then reset the blade to LOAD position.

When the right button (4) is pressed the Implement ECM cancels theABA Mode, so that the blade may be controlled manually.

STMG 758 - 61 -04/02

Right console:

1. Blade control lever

2. Thumb switch

3. Left button

4. Right button

43

21

Located on the front of the blade control handle is a trigger switch (notvisible). When this switch is pressed, the Implement ECM will signal thepitch solenoid and the blade will PITCH FORWARD to dump the bladeload. The trigger switch performs the same function as the thumb switchwhen moved to the right. This is for use in manual mode only.

STMG 758 - 62 -04/02

47

The ripper raise/lower lever (1) is attached to a position sensor that sendsa signal to the Implement ECM when the lever is moved. The ImplementECM sends an output signal to the ripper lower or raise solenoid.

The ripper shank in/out lever (2) is attached to a position sensor that sendsa signal to the Implement ECM when the lever is moved. The ImplementECM sends a corresponding signal to the ripper shank in or shank outsolenoid.

The ripper Auto Stow button (3) is connected to a switch that sends asignal to the Implement ECM when the button is pressed. The ImplementECM sends a signal to the appropriate ripper solenoid to raise the ripperto maximum height or raise the ripper to maximum height and move theripper tip to the full SHANK IN position.

The implement lockout switch (4) sends a signal to the implement ECM.The Implement ECM sends a corresponding signal to the implementlockout solenoid which enables or disables pilot hydraulic pressure.

When engine speed is less than 1000 rpm, the Implement ECM willde-energize the lockout solenoid. The Implement ECM will energize thesolenoid momentarily if requested by the operator.

STMG 758 - 63 -04/02

Right console:

1. Ripper raise/lowerlever

2. Ripper shank in/outlever

3. Ripper auto stowbutton

4. Implement lockoutswitch

1

2

3 4

Below cab:

1. Tilt pump pressuresensor

2. Lift pump sectionpressure tap

3. Tilt pump sectionpressure tap

48

The dozer lift and ripper pump pressure sensor (not shown) and the tiltpump pressure sensor (1) are located below the floor plate on the rightside of the machine. The sensors send signals to the Implement ECMindicating pump output pressures.

Located opposite and to the left of the sensors are the implement liftpump section pressure tap (2) and the implement tilt pump sectionpressure tap (3) for checking implement pump output pressures.

STMG 758 - 64 -04/02

32 1

49

The electro-hydraulic (E/H) manifold (1) is located below the floor plateon top of the main case. The E/H manifold contains four proportionalsolenoids that receive PWM signals from the Implement ECM. If themachine is equipped with a ripper, the E/H manifold will contain fouradditional proportional solenoids. The proportional solenoids are:

- Ripper shank in solenoid (2)

- Ripper lower solenoid (3)

- Tilt right solenoid (4)

- Tilt left solenoid (opposite tilt right solenoid)

- Blade raise solenoid (5)

- Blade lower/float solenoid (opposite blade raise solenoid)

- Ripper shank out solenoid (6)

- Ripper raise solenoid (7)

Solenoid plunger movement is proportional to the electrical current sentfrom the Implement ECM. Plunger position determines the amount of oilpressure at the dozer or ripper valve spools. An increase in electricalcurrent causes an increase in oil pressure which moves the dozer valvespool. Each solenoid includes a pressure tap for checking pilot pressureto the corresponding spool.

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2

1

3

4

5

6

7

8

9

Below floor plate:

1. E/H manifold

2. Ripper shank insolenoid

3. Ripper lowersolenoid

4. Tilt right solenoid

5. Blade raisesolenoid

6. Ripper shank outsolenoid

7. Ripper raisesolenoid

8. Implement lockoutsolenoid

9. Pilot oil test tap

The Implement ECM sends only high current signals to the ripper pilotsolenoid valves. The ripper pilot solenoid valves are used only asON/OFF valves.

The implement lockout solenoid (8) is an ON/OFF solenoid. When theimplement lockout switch is activated, the Implement ECM energizes theimplement lockout solenoid valve. The solenoid valve allows pilot oil toflow from the pump to the electro-hydraulic E/H manifold.

Also visible in this view is the pilot oil test tap (9).

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The dual tilt control valve (1), located in front of the radiator, includes anON/OFF solenoid valve. When energized by the Implement ECM, thepitch solenoid valve coil (2) directs pilot oil from the rear section of theimplement pump to shift the dual tilt valve spool. The dual tilt valvespool directs rod end oil from the left tilt cylinder to the head end of theright tilt cylinder to pitch the blade forward.

When energized by the Implement ECM, the single tilt solenoidvalve coil directs oil to shift the dual tilt valve spool. The dual tilt valvespool directs oil to only the left tilt cylinder to tilt the blade. The right tiltcylinder acts as a brace because oil is blocked from flowing to thecylinder.

NOTE: The single tilt key on the VIDS keypad must be pressed toobtain the single tilt mode.

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In front of radiator:

1. Dual tilt valve

2. Pitch solenoid

1

2

PressureCompensationOverride (PCO)solenoid valve (arrow)

51

The Pressure Compensation Override (PCO) solenoid valve (arrow) islocated below the floor plate on the right side of the machine. The PCOsolenoid valve is an ON/OFF solenoid valve.

The PCO valve provides engine overspeed protection when energized bythe Engine ECM. When the operator requests a ripper function, the PCOvalve is energized by the Implement ECM. The PCO valve allows pilotoil to be directed to shift a shuttle valve in the dozer control valve. Thedozer lift relief valve now acts as the relief valve for the ripper circuit.

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PILOT HYDRAULIC SYSTEMHOLD

TO DOZERSHUTTLE VALVE


OVERRIDEVALVE

PRESSUREREDUCING

VALVE

DOZERLOWER

DOZERRAISE

TILTLEFT

TILTRIGHT

RIPPERRAISE

SHANKOUT

SHANKIN

RIPPERLOWER

TO DOZER LIFTAND RIPPER VALVE

PRESSUREREDUCING

VALVE

SHUTTLEVALVE

SHUTOFFVALVE

ACCUMULATOR

PILOT OILFILTER

FROM LOGIC VALVE

TO DUALTILT VALVE

TO ATAACFAN CIRCUIT

MANUALLOWER VALVE

TO DOZERLIFT VALVE

TO DOZERTILT VALVE

TO RIPPERLIFT VALVE

TO RIPPERSHANK VALVE

TO DOZER TILT VALVE

Pilot Hydraulic System

The pilot hydraulic system controls pilot oil flow to the ends of the dozerand ripper valve spools. The ATAAC fan pump supplies pilot oil to thepilot accumulator and the E/H manifold.

The E/H manifold includes two pressure reducing valves that reduce theoil pressure to pilot pressure. The fan pump supplies oil to one pressurereducing valve. The other pressure reducing valve receives oil from thelogic valve. The shuttle valve directs the highest pressure from thereducing valves to the implement shutoff valve. When energized by theImplement ECM, the shutoff valve allows pilot oil to flow to the the dozerand ripper pilot solenoid valves.

Pilot hydraulic systemcomponents

When the Implement ECM receives a signal from the blade or ripperlever, the Implement ECM sends an output signal to the appropriatesolenoid. The solenoid valve opens proportionally based on the signalreceived from the Implement ECM. The higher the signal, the more thesolenoid valve opens to allow more flow to the dozer or ripper valvespool.

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Electro-hydraulic pilotmanifold

FROMLOGICVALVE

ELECTRO-HYDRAULICPILOT MANIFOLD

HOLD IMPLEMENT LOCKOUTSOLENOID

VALVE

SHUTTLEVALVE

PRESSUREREDUCING

VALVES

TESTPORT

BLADERAISE

TILTRIGHT/DUMP

RIPPERLOWER

RIPPER SHANK OUTRIPPERRAISE

TILTLEFT/RACK

BLADE LOWER/FLOAT

TO RIPPER TIP SPOOL

TO RIPPER LIFT SPOOL

TO RIPPER TIP SPOOL

TO ATAACFAN

MOTOR

TO DOZER TILT SPOOL

TO DOZER LIFT SPOOL

TO DOZER LIFT SPOOL

TO DOZER TILT SPOOL

TO DOZER TILT SPOOL

TO DUALTILT CONTROL

VALVE

TO DOZERTILT CIRCUIT

TO DOZERLIFT ANDRIPPER

CIRCUITSACCUMULATOR

RIPPERSHANK IN

The E/H manifold contains four proportional solenoid valves that controlthe amount of pilot oil directed to the dozer control valve spools. Pilot oilsent to the ends of the dozer lift spool controls BLADE RAISE, LOWER,and FLOAT. Pilot oil sent to the ends of the dozer tilt spool controlsBLADE TILT LEFT, and BLADE TILT RIGHT.

If the tractor is equipped with a ripper, the E/H manifold is equipped withtwo additional bolt-on blocks. These blocks contain four moreproportional solenoid valves that are used only as ON/OFF valves todirect pilot oil to the ripper control valve.

Pilot oil sent to the ends of the ripper lift spool controls RIPPER RAISEand RIPPER LOWER. Pilot oil sent to the ends of the tip spool controlsSHANK IN and SHANK OUT.

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Pilot hydraulic systemcomponents:

1. ATAAC fan pump

2. Pilot oil filter

3. Oil filter bypasspressure switch

4. Pilot accumulator

5. Check valve

6. E/H manifold

The ATAAC fan pump (1) supplies oil to the pilot hydraulic system. TheATAAC fan pump is the rear section of the three-section implement pump.

The pilot oil filter (2) is located below the cab on the right side of themachine. The filter housing contains a bypass valve and pressure switch.The filter bypass pressure switch (3) sends a signal to the VIDS ECM ifthe differential oil pressure across the switch exceeds 345 kPa (50 psi).

The pilot accumulator (4) is located below the floorplate on the right rearof the main beam and stores oil for the pilot hydraulic system. Theaccumulator is precharged to 3100 kPa (450 psi). A check valve (5) islocated below the accumulator to prevent accumulator oil from flowingback to the pump.

The E/H manifold (6) is located below the cab on top of the main case.The E/H manifold, as previously described, directs pilot oil to the dozerand ripper valve spools.

1

2

3

6

4

5

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Implement manuallowering components:

1. Logic valve

2. Manual lower valve

The logic valve (1) is located on the inside of the right frame rail. Thelogic valve resolves the highest implement cylinder pressure. The highestresolved pressure is used to lower the implements when the engine won'trun or the implement pump will not operate.

Oil from the logic valve flows to the pressure reducing valve in the E/Hmanifold and is used as pilot oil to lower the implements if electricalpower is available.

When the engine won't run and electrical power is not available, themanual lower valve (2), located between the cab and the hydraulic tank, isused to lower the implements. The manual lower valve directs the highestresolved implement cylinder pressure from the logic valve to the tankwhich lowers the implements.

IMPLEMENT MANUALLOWERING

FROM DOZERLOWER

MANUALLOWER VALVE

FROM DOZERRAISE

FROM DOZERTILT RIGHT

FROM DOZERTILT LEFT

FROM RIPPERRAISE

FROM RIPPERLOWER

TO PILOTMANIFOLD

LOGIC VALVE

1 2

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RIPPER VALVE


OVERRIDEVALVE

LOGICVALVE

DUAL TILT VALVE

TILTCYLINDER

TILTCYLINDER

FROM E/HMANIFOLD

FROM E/HMANIFOLD

LIFTCYLINDER

VACUUMVALVEGROUP

IMPLEMENTPUMP

DOZER VALVE

D10R IMPLEMENTHYDRAULIC SYSTEM

HOLD

RIPPER TILTCYLINDER

RIPPER TILTCYLINDER


DUMPVALVE

LIFTRELIEF VALVE

SHUTTLE VALVE

RAISETILTLEFT

DUMPVALVE

TILTRELIEF VALVE

SINGLETILT(S2)

PITCH(S1)

DIVERTERVALVE

RIPPERLIFT

RIPPERTILT

LIFTCYLINDER

QUICK-DROPVALVE

QUICK-DROPVALVE

TO ATAACFAN CIRCUIT


MANUAL LOWERVALVE

Dozer Lift Circuit

The dozer control valve contains a four position lift spool (RAISE,HOLD, LOWER, and FLOAT) and three position tilt spool (TILT RIGHT,HOLD, and TILT LEFT). The dozer lift spool is a "closed-center" spool,and the blade tilt spool is an "open-center" spool.

In this view, both spools are in the HOLD (or center) position. Oil fromthe dozer lift and ripper pump section enters the dozer valve and isblocked at the dozer lift spool. Oil from the tilt pump section flowsthrough the open-center tilt spool, and combines with pump oil from thedozer lift and ripper section. Both the lift and tilt circuits contain loadcheck valves and a relief valve.

Lift spool and tiltspool

HOLD position

With the lift and tilt spools in the HOLD position, the dump valveprovides a constant low system pressure which is available for instantimplement response or for "feathering" the implements. The spring forthe dump valve and tank pressure have a combined force that provides arestriction to flow. When the supply pressure increases above the springforce plus the tank oil pressure, the dump valve will open and permit thecombined flow from the two sections of the pump to return to the tank.

The shuttle valve resolves which hydraulic function (dozer lift or ripper)will provide pressure feedback to the spring chamber of the dump valve.The shuttle valve is spring biased to the dozer lift function. The stemshifts against spring force when the pressure compensation overridesolenoid valve is ENERGIZED. The override solenoid valve isENERGIZED when the ripper function is requested by the operator orduring an engine overspeed condition.

When the pressure compensation override solenoid valve isDE-ENERGIZED and the dozer lift spool is in HOLD position, the springchamber of the dump valve is connected to the tank. Tank pressure istransmitted through passages in the lift spool that travel through the ballresolver valve and the shuttle valve before filling the spring chamber ofthe dump valve.

During dozer lift functions, the cylinder load pressure signal istransmitted to the ball resolver valve, through the shuttle valve, to thespring chamber of the dump valve. The cylinder load pressure signal isfrom the lift cylinder rod end during RAISE and from the cylinder headend during LOWER. The ball resolver valve directs the higher of thecylinder rod or head end pressure to the shuttle valve.

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Dump valve

Shuttle valve

Pressurecompensationoverride valve

Ball resolver valve

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ROD END HEAD END

FROM PRESSURECOMPENSATION

OVERRIDE VALVE

SMALL PUMP INLET

LARGE PUMPINLET

LIFT RELIEFVALVE

SHUTTLE VALVE

BALL RESOLVER

D10R DOZER CONTROL VALVEHOLD

LOAD CHECKVALVE

The lift spool is hydraulically operated by pilot oil. When the valvespools in both the dozer control valve and the ripper control valve are inthe HOLD position, the supply oil pressure through the dozer controlvalve is maintained at approximately 550 kPa (80 psi).

When pilot oil shifts the lift spool to the right, supply oil is directed to therod end of the lift cylinders, causing the blade to RAISE. When pilot oilshifts the lift spool to the left, supply oil is directed to the head end of thelift cylinders, causing the blade to LOWER.

This view also shows the location of the shuttle valve, ball resolver andline relief valve for the lift circuit.

Lift spool in HOLD

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LIFT RELIEFVALVE

TILT RELIEFVALVE

LIFT SPOOL

TILT SPOOL

SMALL PUMPINLET

LOAD CHECKVALVE

LOAD CHECKVALVE

TO TILTCYLINDERS

TO LIFTCYLINDERS

BALL RESOLVERVALVE

SHUTTLEVALVE

D10R DOZER CONTROL VALVERAISE

TANKPASSAGE

DUMPVALVE

Oil flow from the dozer lift and ripper pump section opens the load checkvalve and flows to the lift spool. The lift spool directs the oil to the liftcylinder to raise or lower the blade. The load check valve preventsreverse oil flow from the cylinders.

Oil flow from the tilt pump section flows past the tilt spool and combineswith oil from the dozer lift and ripper pump section when the tilt spool isin the HOLD position. When the a tilt function is activated, the tilt spoolblocks tilt pump oil flow to the dozer lift and ripper circuits. Oil flowspast the tilt circuit load check valve and the tilt spool directs the oil to thedual tilt valve and tilt cylinders.

Load check valve

Tilt circuit

During an implement function, the pressure in the spring chamber behindthe dump valves is equal to the pump pressure plus the spring force. Thepressure is felt on the spring chamber through a small hole in the center ofthe dump valve. This pressure plus the spring force is enough to keep therelief valve closed, which allows oil flow to the cylinders. When the loadon the cylinder becomes too high, oil pressure increases and the reliefvalve opens to the tank. This reduces the pressure in the spring chamberand the dump valve opens. High pressure pump oil is allowed to return tothe tank.

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Dump valves

Relief valves

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PILOT HYDRAULIC SYSTEMBLADE RAISE

TO DOZERSHUTTLE VALVE


OVERRIDEVALVE

PRESSUREREDUCING

VALVE

DOZERLOWER

DOZERRAISE

TILTLEFT

TILTRIGHT

RIPPERRAISE

SHANKOUT

SHANKIN

RIPPERLOWER

TO DOZER LIFT AND RIPPER VALVE

PRESSUREREDUCING

VALVE

SHUTTLEVALVE

SHUTOFFVALVE

ACCUMULATOR

PILOT OILFILTER

FROM LOGIC VALVE

TO DUAL TILT VALVE

TO ATAAC FAN CIRCUIT

MANUALLOWER VALVE

TO DOZERLIFT VALVE

TO DOZERTILT VALVE

TO RIPPERLIFT VALVE

TO RIPPERSHANK VALVE

TO DOZER TILT VALVE

When the operator moves the blade lever to the rear, the blade leverposition sensor sends a signal to the Implement ECM. The ImplementECM sends a corresponding output signal to ENERGIZE the dozer raisepilot solenoid valve on the E/H manifold. The pilot solenoid valve directspilot oil flow to the end of the dozer lift valve spool.

Blade RAISE

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RIPPER VALVE


OVERRIDEVALVE

LOGICVALVE

DUAL TILT VALVE

TILTCYLINDER

TILTCYLINDER

FROM E/HMANIFOLD

FROM E/HMANIFOLD

LIFTCYLINDER

IMPLEMENTPUMP

DOZER VALVE


BLADE RAISE

RIPPER TILTCYLINDER

RIPPER TILTCYLINDER


DUMPVALVE

LIFTRELIEF VALVE

SHUTTLE VALVE

RAISETILTLEFT

DUMPVALVE

TILTRELIEF VALVE

SINGLETILT(S2)

PITCH(S1)

DIVERTERVALVE

RIPPERLIFT

RIPPERTILT

LIFTCYLINDER

QUICK-DROPVALVE

QUICK-DROPVALVE

TO ATAACFAN CIRCUIT


MANUAL LOWERVALVE

VACUUMVALVEGROUP

During blade RAISE, the dozer lift valve spool shifts and directs supplyoil to the rod end of the lift cylinders and to the resolver valve. Theresolver valve directs oil through the shuttle valve to the spring chamberof the dump valve.

Lift cylinder rod end pressure is transmitted to the spring chamber of thedump valve through the ball resolver and the shuttle valve. The dumpvalve uses the rod end cylinder pressure combined with the spring tomaintain the supply pressure 550 kPa (80 psi) above the cylinder pressure.

If the pressure in the dump valve spring chamber reaches the relief valvesetting due to cylinder load, the relief valve will open and allow the springchamber oil to drain to the tank. When oil is allowed to drain from thedump valve spring chamber the dump valve allows pump flow to passaround the dump valve to the tank.

Blade RAISE

An additional condition can exist during dozer operation which is referredto as "feathering the blade." If the operator moves the control handle asmall distance to gradually raise the blade, flow to the cylinders goesthrough the throttling slots in the lift spool.

Flow through the throttling slots can create the same effect as an orificeby restricting the flow of oil to the lift cylinders. This restriction to flowcauses a pressure difference between the oil in the center chamber of thevalve body (system pressure) and the oil transmitted to the springchamber of the dump valve (cylinder pressure). If the pressure differenceis greater than the spring force, the dump valve will open and permit someof the pump flow to return to the tank at the same time that oil flows tothe lift cylinders.

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Blade "feathering"

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ROD END HEAD END


OVERRIDE VALVE

SMALL PUMP INLET

LARGE PUMPINLET

LIFT RELIEFVALVE

SHUTTLE VALVE

BALL RESOLVER

D10R DOZER CONTROL VALVERAISE

LOAD CHECKVALVE

This view of the dozer control valve shows spool movement and oil flowwhen the control lever is moved to the RAISE position. Movement of thedozer lift spool to the RAISE position directs oil flow to the rod end of thelift cylinders. Since the oil around the lift spool is no longer blocked,pressure oil from the center chamber of the valve body can open the loadcheck valve and flow around the lift spool to the rod end of the liftcylinders.

At the same time that pressure oil is sent to the lift cylinders, oil alsoflows to the ball resolver valve. The ball resolver valve operates similarlyto a check valve. With the lift spool in the RAISE position, the ballresolver valve permits pressure oil to flow to the shuttle valve, but blocksflow to the head end and tank at the right end of the ball resolver valve.

Blade RAISE

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RIPPER VALVE


OVERRIDEVALVE

LOGICVALVE

DUAL TILT VALVE

TILTCYLINDER TILT

CYLINDER

FROM E/HMANIFOLD

FROM E/HMANIFOLD

LIFTCYLINDER

IMPLEMENTPUMP

DOZER VALVE


BLADE FLOAT

RIPPER TILTCYLINDER

RIPPER TILTCYLINDER


DUMP VALVE

LIFTRELIEF VALVE

SHUTTLE VALVE

RAISETILTLEFT

DUMPVALVE

TILTRELIEF VALVE

SINGLETILT(S2)

PITCH(S1)

DIVERTERVALVE

RIPPERLIFT

RIPPERTILT

LIFTCYLINDER

QUICK-DROPVALVE

QUICK-DROPVALVE

TO ATAACFAN CIRCUIT

MANUAL LOWERVALVE


VACUUMVALVEGROUP

To operate the dozer in FLOAT, the operator must "arm" the blade controlhandle by pressing the float button on the Vital Information DisplaySystem (VIDS) keypad. The blade control lever must be moved to themaximum forward position to activate FLOAT, then returned to theHOLD position.

The Implement ECM ENERGIZES the dozer lower pilot solenoid valveon the E/H manifold. The pilot solenoid valve directs pilot oil flow to theend of the dozer lift valve spool. The dozer lift valve spool shifts fully tothe float position. When the lift valve spool is in the FLOAT position therod end passage, the head end passage, the supply passage and the tankpassage are all connected.

When an outside force moves the blade up or down, oil can freely flowfrom passage to passage in the dozer lift valve.

Blade FLOAT

NOTE: Any ripper activation will temporarily suspend FLOAToperation since both circuits are supplied by the same hydraulicpump. The Implement ECM temporarily DE-ENERGIZES thedozer lower pilot solenoid valve and the lift valve spool returns to theHOLD position. When the ripper activation is stopped, theImplement ECM RE-ENERGIZES the dozer lower pilot solenoid toreturn the lift valve spool to the FLOAT position.

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ROD END HEAD END


OVERRIDE VALVE

SMALL PUMP INLET

LARGE PUMPINLET

LIFT RE

Componentes de maquina de oruga D10R

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