Meeting Guide 16M Ing.

SERV1832May 2007

TECHNICAL PRESENTATION

14M/16M MOTOR GRADER

Service Training Meeting Guide(STMG)

GLOBAL SERVICE LEARNING

14M/16M MOTOR GRADER AUDIENCE

Level II - Service personnel who understands the principles of machine system operation,diagnostic equipment, and procedures for testing and adjusting.

CONTENT

This presentation provides information on the system operation of the electrical system,operator’s station, engine, power train, implement, steering, fan, and brake systems. Thispresentation may be used for self-paced and self-directed training.

OBJECTIVESAfter learning the information in this meeting guide, the technician will be able to:

1. locate and identify the major components in the e, operator’s station, engine, powertrain, implement, steering, fan, and brake systems

2. explain the operation of the major components in the systems

3. trace the flow of oil through the systems

REFERENCES

14M Service Manual RENR903016M Service Manual RENR9040

Estimated Time: 36 HourIllustrations: 133Form: SERV1832Date: 05/07

© 2007 Caterpillar Inc.

TABLE OF CONTENTS

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

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

MESSENGER.............................................................................................................................20Messenger Main Menu .........................................................................................................20Performance Menu Options..................................................................................................21Totals Menu Options.............................................................................................................23Settings Menu Options .........................................................................................................25Service Menu Options ..........................................................................................................27

ECM ARCHITECTURE ............................................................................................................33

C11/C13 ACERT™ ENGINE.....................................................................................................35Engine Electrical Block Diagram.........................................................................................37Engine Speed/Timing Calibration Port.................................................................................43Fuel System...........................................................................................................................44Power Derate.........................................................................................................................49Engine Idle Management......................................................................................................66

POWER TRAIN .........................................................................................................................67Transmission/Chassis Electrical System ..............................................................................70Power Train Hydraulic System.............................................................................................85Transmission Modulation Valve - No Commanded Signal ..................................................98Transmission Modulation Valve - Commanded Signal Below Maximum...........................99Transmission Modulation Valve - Commanded Signal At Maximum ...............................101

IMPLEMENT AND STEERING SYSTEM ............................................................................105Implement Electrical System..............................................................................................107Left Joystick Electronic Operation .....................................................................................110Right Joystick Electronic Operation...................................................................................112Steering Hydraulic System Operation ................................................................................127Implement Hydraulic System Operation ............................................................................141Variable Float Control (16M) .............................................................................................146

BRAKE AND FAN SYSTEM..................................................................................................149Service Brake System.........................................................................................................149Service Brake Valve Not Activated ....................................................................................153Service Brake Valve Activated ...........................................................................................154Brake and Fan System Hydraulic Operation......................................................................158Parking Brake System.........................................................................................................164Fan System..........................................................................................................................166

SERV1832 - 3 - Text Reference05/07

TABLE OF CONTENTS

CONCLUSION.........................................................................................................................168

HYDRAULIC SCHEMATIC COLOR CODE.........................................................................169

VISUAL LIST ..........................................................................................................................170


INTRODUCTION

The 14M/16M Motor Grader has been designed as a direct replacement of the 14H/16H MotorGrader. The 14M/16M meets U.S Environmental Protection Agency (EPA) Tier III andEuropean Union Stage IIIa emissions control standards.

Key new features include:

- Improved operator's station

- C11/C13 ACERT™ Engine

- ECPC controlled power shift countershaft transmission

- Joystick steering

- Electro-hydraulic steering

- Electro-hydraulic implements

- Hydraulic braking system

1


14M/16M MOTOR GRADER

© 2007 Caterpillar Inc.

Technical Specifications

14M

- Serial number prefix: B9J- Base machine weight: 21,151 kg (46,630 lb)- Max machine weight: 28,849 kg (63,600 lb)- Max ground speed forward: 48.3 km/h (30 mph)- Max ground speed reverse: 38.2 km/h (23.8 mph)- Engine: 6 cylinder C11 ACERT™ with VHP (Variable Horse Power)- Net power with VHP: 183 kW - 194 kW/(245 hp - 260 hp)- Net power with VHP Plus: 183 kW - 209 kW/(245 hp - 280 hp)- Derating Altitude: 3962 m (13,000 ft)- Length: 9.4 m (31 ft)- Width: 2.8 m (9 ft)- Height: 3.5 m (11.5 ft)

16M

- Serial number prefix: B9H- Base machine weight: 26,086 kg (57,510 lb)- Max machine weight: 35,698 kg (78,701 lb)- Max ground speed forward: 52.5 km/h (32.6 mph)- Max ground speed reverse: 41.5 km/h (25.8 mph)- Engine: 6 cylinder C13 ACERT™ with VHP (Variable Horse Power)- Net power with VHP: 221 kW - 233 kW/(297 hp - 312 hp)- Net power with VHP Plus: 221 kW - 248 kW/(297 hp - 332 hp)- Derating Altitude: 4572 m (15,000 ft)- Length: 9.9 m (33 ft)- Width: 3.1 m (10 ft)- Height: 3.7 m (12 ft)


OPERATOR'S STATION

The redesigned operator's station provides better visibility to the work area. The "M" seriesoperator's station also has new features and improvements over the "H" series.

2


3

The "M" series dash cluster contains the following:

- Left turn indicator (1): Illuminates when the left turn signal is operating.

- Left blade float indicator (2): Illuminates when the left blade control valve is in the floatposition.

- Charging system indicator (3): Illuminates when there is a problem with the chargingsystem.

- Starting aid (active) indicator (4): Illuminates when the starting aid is on.

- Implement system (malfunction) indicator (5): Illuminates when the implement systemhas an active diagnostic or if the optional AccuGrade™ system has an active diagnostic.

- Primary steering system indicator (6): Illuminates when the primary steering system hasan active diagnostic.

- Action lamp indicator (7): Illuminates when the machine has a serious issue that requiresthe operator's attention. The action lamp will flash whenever there is a level 2 or level 3event in any of the machine systems.

- Engine system indicator (8): Informs the operator of the engine status. Illuminateswhenever the engine has an active diagnostic.


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- Throttle lock indicator (9): Informs the operator when the throttle lock is engaged.

- Parking brake indicator (10): Illuminates when the parking brake is engaged.

- Transmission system indicator (11): Illuminates when the Transmission/Chassis ECM hasand active diagnostic or event.

- Secondary steering system indicator (12): Illuminates when the secondary steering systemhas an active diagnostic or event. This indicator will also illuminate when the secondarysteering system is active.

- Primary brake system indicator (13): Illuminates when the brake system has an activediagnostic.

- Operator present indicator (14): Illuminates when the operator is not present.

NOTE: The operator is considered present if any of the following is true:

- The operator is seated and the Operator in Seat switch recognizes operator as present.- The Transmission Output Speed (TOS) is not zero.- The Actual Gear is not Neutral.- The Inching Pedal is pressed more than 90%.

The operator is considered not present if all of the following are true:

- The Operator in Seat switch does not detect operator presence or the switch is faulted. - The TOS is zero.- The Actual Gear is neutral.- The Inching Pedal is not pressed.

- Right blade float indicator (15): Illuminates when the right blade control valve is in thefloat position.

- Right turn indicator (16): Illuminates when the right turn signal is operating.

- Differential lock indicator (17): Illuminates when the differential lock is engaged.

- High beam indicator (18): Illuminates when the high beams are on.


The monitor contains the following:

- Coolant temperature gauge (1)

- Hydraulic oil temperature gauge (2)

- Tachometer (3)

- Articulation angle (4)

- Fuel gauge (5)

When the key start switch is turned to the ON position, the dash cluster will perform a threesecond self test. During this test all alert indicators will illuminate, and the gauges will do asingle sweep.

Sometimes the data needed for an indicator is unknown. This can be due to data linkcommunication problems or active sensor diagnostics. Effects of unknown data at the dashcluster are as follows:

- When data needed for an indicator is unknown the indicator will be illuminated.

- When data needed for a gauge is unknown the gauge will be driven to its red zone.

- When data needed for the LCD is unknown the LCD will either be blank or display "---".

- When there is a Messenger to dash cluster communication problem all indicators will beoff, all gauges will point to the left, and the action lamp will blink amber.

4


1

2

3 4 5

The electronic joysticks work in conjunction with the Implement ECMs to give the operatorprecise control of the implements. The position sensors and switches in the joysticks providean input signal to the Implement ECMs. The Implement ECMs will send a correspondingoutput signal if certain conditions are met.

The electronic functionality of the joysticks will be explained later in this presentation.

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The left implement controls are as follows:

- wheel lean left (1)

- transmission upshift (2)

- wheel lean right (3)

- left blade lower (4)

- steer left (5)

- transmission downshift (6)

- steer right (7)

- left blade raise (8)

- articulation auto recenter (9)

- articulate right (10)

- articulate left (11)

- transmission direction control (12)


The right implement controls are as follows:

- right blade lower (13)

- blade tip forward (14)

- centershift right (15)

- blade sideshift right (16)

- centershift left (17)

- blade tip back (18)

- blade sideshift left (19)

- right blade raise (20)

- throttle resume/decelerate switch (21)

- differential lock (22)

- circle drive clockwise (23)

- circle drive counterclockwise (24)


12

3 4

56

7

The "M" Series cab switches are now located on a panel to the right of the operators seat. Thecab switches are as follows:

- centershift lock switch (1)

- defroster fan switch (2)

- warning beacon switch (3)

- heated mirror switch (4)

- switch for headlights and tail lights (5)

- headlight dimmer switch (6)

- blade cushion switch (7)

8


Cab switches continued:

- front flood lights switch (1)

- hydraulic lockout switch (2)

- front and rear work lights switch (3)

- hazard flasher switch (4)

- autoshift control (5)

- cigar lighter (24V) (6)

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- throttle mode switch (7)

- throttle set / accelerate switch (8)

- power port (12V) (9)

- messenger display (10)

1

2

3 4

The window wiper switches are on the top right of the cab. The switches are identified in thefollowing list:

- front window wiper (1)

- left front window wiper (2)

- rear window wiper (3)

- right front window wiper (4)

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1

23

The heating and air conditioning controls are now located on the top right side of the cab. Thecontrols are as follows:

- fans speed switch (1)

- variable temperature control (2)

- air conditioning on/off switch (3)

12


The dash switches are the secondary steering test switch (1) and the parking brake switch (2).

The fuse panel (3) is located on the left side of the cab floor. The circuit breaker (4) is for thedefroster fan motor. The diagnostic port (5) is used for Caterpillar Electronic Technician (Cat ET).

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4 5

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5

The "M" series motor graders can be equipped with auxiliary control levers that are used tocontrol any implement attachments that are added on to the standard machine arrangement.The auxiliary control levers can control up to seven different implement attachment controlvalves.

The auxiliary control levers can be assigned to any implement control valve. The auxiliarycontrol levers are assigned to an implement attachment using Cat ET.

Auxiliary control levers (1) through (4) use PWM position sensors to send an input to theImplement 2 ECM. The levers (1) and (4) also have a soft detent. The ECM will send a outputto the assigned proportional implement solenoid when the operator moves the auxiliary controllever past the soft detent. The soft detent allows the implement attachment to be placed in theFLOAT position.

The auxiliary control lever that controls functions (not shown) is a mini joystick that is addedjust to the right of the standard right implement joystick. The mini joystick is a dual axisjoystick and the second function has a soft detent. The ECM will send a output to the assignedproportional implement solenoid when the operator moves the auxiliary control lever past thesoft detent. The soft detent allows the implement attachment to be placed in the FLOATposition.

The auxiliary control lever (5) controls the ripper. This lever is an on/off type input to theImplement 2 ECM.

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16

MESSENGER

Messenger Main Menu

The menu structure for Messenger is arranged in a stair step, or hierarchical list format. Whenthe operator, or technician, selects an option from a menu, the resulting screen is one leveldown from that selection. More selections, or options, may be available from that screen, aswell. There may be more than one page of information, or options, to be displayed from anylevel. These levels can be accessed by using the left, right, up, or down arrows as necessarydepending on how the data or list is arranged.

The following options are available from the Messenger's Main Menu screen:

- Performance- Totals- Settings- Service


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Performance Menu Options

The Performance Menu options are as follows:

- Engine Speed: This option will show the engine rpm.

- Ground Speed: This option will show the ground speed in Miles per Hour or in Kilometers per Hour.

- Engine Coolant Temp: This option will show the engine coolant temperature in degrees Fahrenheit or in degrees Celsius.

- Articulation Angle: This option will displays the articulation angle.

- Fuel Level: This option will show the amount of fuel that is measured in the fuel tank as a percentage of a full tank.


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- Hydraulic Oil Temp: This option will show the hydraulic oil temp in degrees Fahrenheit or in degrees Celsius.

- Required Gear: This option will show the gear that the operator desires.

- Actual Gear: This option will show the gear that is currently engaged inthe transmission.

- TOS: This option will show the transmission output speed in rpm.

- Trans Oil Temp: This option will show the transmission oil temp in degreesFahrenheit or in degrees Celsius.

- Implement Lock Out: This option will show status of the implement lockout switch.

- Pilot Supply Solenoid: This option will show the status of the pilot supply solenoid, which is turned ON or OFF by the implement lockout switch.

- Blade L. Lift Cyl: This option will show if the left blade lift cylinder is in float or not in float.

- Blade R. Lift Cyl: This option will show if the right blade lift cylinder is in float or not in float.

- Sec Steer Test: This option will show if the secondary steering test is active or inactive.

- Sec Steer Signal: This option will show if the Implement ECM is requesting a secondary steering function from the Transmission/Chassis ECM.

- PT Filter Status: This option will show if the power train filter is filteringor bypassing oil.

- Inching Pedal: This option will show the position of the inching pedal in a percentage.


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Totals Menu Options

Lifetime Totals

Use the scroll up/left button and the scroll down/right button to move between the variousscreens and use the "Back" button to return to the "Totals" Menu.

NOTE: These totals cannot be zeroed without a factory password.

- Total Forward: This option displays the distance that the machine has driven in forward gear during the machine's lifetime.

- Total Reverse: This option displays the distance that the machine has driven in reverse gear during the machine's lifetime.

- Total Fuel: This option displays the information about the fuel consumption of the machine during the machine's lifetime

- Service Hours: This option displays the number of hours that the machine has


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Trip Totals


Individual trip totals can be reset in the Trip Reset menu.

- Total Fuel: This option displays the information about the fuel consumption of the machine during a trip or shift

- Service Hours: This option displays the number of hours that the machine has been operating during a trip or shift

Trip Reset


- Clear Trip Totals: Clear all trip totals


19

Settings Menu Options

Monitoring System

- Language: Select this option to change the language that is shown onthe display. Currently only English is available. In thefuture, the choices will be English, Spanish, and French.

- Units: Select this option to choose the either the US or the Metricmeasurement system.

- Contrast: Select this option to adjust the contrast of the display. Thiswill improve the visibility of the information. The displayprovides a bar graph for viewing adjustments.

- Backlight Select this option to adjust the backlighting of the display.This will improve the visibility of the information. Thedisplay provides a bar graph for viewing adjustments.


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Machine

- Product ID: Displays the machine serial number.

- Equipment ID: Displays the equipment identification number.

Transmission

- Initial Fwd Gear: Allows the operator to view and change initial gear used toshift out of neutral while in manual mode.

- Initial Rev Gear: Allows the operator to view and change initial gear used toshift out of neutral while in manual mode.

- Min FWD Autoshift Gear: Allows the operator to view and change minimum gearused for Autoshift.

- Max FWD Autoshift Gear: Allows the operator to view and change the maximumgear used for Autoshift.

- Min REV Autoshift Gear: Allows the operator to view and change minimum gearused for Autoshift.

- Max REV Autoshift Gear: Allows the operator to view and change maximum gearused for Autoshift.


20

Service Menu Options

Diagnostic/Events

- View Diagnostics: Select this option to view codes/events that areactive/logged by the monitoring system.

System Parameters

Use the scroll up/left button and the scroll down/right button to move between the variousscreens and use the "Back" button to return to the Service Menu.

Monitoring System

- Battery Voltage: This option displays battery voltage.

- Fuel Level: This option displays amount of fuel that is measured in thefuel tank as a percentage of a full tank.

- Alternator Status: This option displays the status of the alternator (checkwhen running).


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Engine

- Engine Speed: This option displays the actual engine speed.

- Desired Engine Speed: This option displays the desired engine speed.

- Oil Pressure: This option displays the engine oil pressure.

- Engine Coolant Temp: This option displays the engine coolant temperature

- Fuel Temp: This option displays the fuel temperature.

- Fuel Pressure: This option displays the fuel pressure.

- Intake Air Temp: This option displays the intake air temperature.

- Atmospheric Pressure: This option displays the atmospheric pressure.

- Turbo Inlet Pressure: This option displays the turbo inlet air pressure.

- Turbo Outlet Pressure: This option displays the turbo outlet pressure with theatmospheric pressure included.

- Boost Pressure: This option displays the boost pressure.

- Fuel Position: This option displays the fuel position.

- Throttle Position Sensor: This option displays the throttle position in a percentage.

Transmission

- Req. Gear: This option displays the gear the operator is requesting.

- Actual Gear: This option displays the gear the machine is in.

- TOS (Trans output speed): This option displays the transmission output speed.

- Tran Oil Temp: This option displays the temperature of the transmissionoil.

- PT Filter: This option displays if the transmission filter is bypassingor filtering.

- Inching Pedal: This option displays the percentage of travel of the inchingpedal.


Steering

- Steering Control Pos: This option displays the percentage of travel of thesteering function on the left joystick.

- Steer Duty Cycle: This option displays duty cycle, in percentage, of thesteering lever sensors.

- Left Cyl Ext: This option displays the percentage of travel of the leftsteering cylinder.

- Right Cyl Ext: This option displays the percentage of travel of the rightsteering cylinder.

- Sec Steer Pos: This option displays the position of the secondary steeringswitch located on the dash.

- Sec Steer Test: This option displays whether or not the operator hasrequested a secondary steering test.

- Sec Steer Signal: This option displays whether or not the Implement ECM isrequesting a secondary steering function from theTransmission/Chassis ECM.

- Sec Steer Relay Status: This option displays the status of the secondary steeringrelay.

Implement

- Hydraulic Oil Temp: This option displays the temperature of the hydraulic oil.

- Hydraulic Oil Pressure: This option displays the pressure of the oil at the outlet ofthe implement and steering pump.

- Implement Lockout: This option displays the status of the implement lockoutswitch.

- Pilot Status: This option displays whether or not the implement pilotsolenoid is energized or not.

- Blade Left Lift Pos: This option displays the percentage of travel of the leftblade cylinder function on the left joystick.


- Blade Left Lift Cyl: This option displays whether or not the left blade cylinderis in float.

- Blade Right Lift Pos: This option displays the percentage of travel of the rightblade cylinder function on the right joystick.

- Blade Right Lift Cyl: This option displays whether or not the right bladecylinder is in float.

- Wheel Left Lean Pos: This option displays the percentage of travel of the leftwheel lean function on the left joystick.

- Wheel Right Lean Pos: This option displays the percentage of travel of the rightwheel lean function on the left joystick.

- Pitch Forward: This option displays the percentage of travel of the bladepitch forward function on the right joystick.

- Pitch Backward: This option displays the percentage of travel of the bladepitch backward function on the right joystick.

- Side Shift Pos: This option displays the percentage of travel of the sideshift function on the right joystick.

- Circle Left Side Shift: This option displays the percentage of travel of the circleside shift left function on the right joystick.

- Circle Right Side Shift: This option displays the percentage of travel of the circleside shift right function on the right joystick.

- Circle Drive Pos: This option displays the percentage of travel of circle drivefunction on the right joystick.

- Articulation Pos: This option displays the percentage of travel of thearticulate function on the left joystick.

- Auto Articulation Pos: This option displays the position that the auto articulationrecenter switch is in.

Brake

- Brake Switch (Parking): This option displays the position of the parking brakeswitch on the dash.

- Brake Solenoid (Parking): This option displays whether or not the parking brakesolenoid is energized.


- Park Brake Pressure: This option displays the pressure of the parking brakesystem.

- Park Brake: This option displays the status of the parking brakesystem.

- Service Brake Pedal: This option displays if the service brake pedal is depressedor released.

System Test

System Self Test

- 3 Sec Self Test: This option will cause the instrument cluster to do a powerup test that will turn on all indicators and sweep thegauges.

System Information

Engine

- System Information: Engine Serial Number, ECM Serial Number, ECM PartNumber, Software Group Part Number, Software GroupRelease Date, Software Group Description.

Trans/Chassis

- System Information: ECM Serial Number, ECM Part Number, Software GroupPart Number, Software Group Release Date, SoftwareGroup Description.

Monitoring System

- System Information: Equipment ID, ECM Serial Number, ECM Part Number,Software Group Part Number, Software Group ReleaseDate, Software Group Description.

Implement System



Implement 2 System


Implement 3 System


Service Test

- Manual Lube Mode: Activates the Auto Lube system.

- Dead Engine Steering: Select this option to test the secondary steering pump withthe engine shut down. When this option is selected, thefront wheel will automatically move to align with thejoystick.

Calibrations

- Trans Fill Calibration: This option starts the transmission fill calibration when allsetup conditions have been met.

Tattletale

Tattletale Mode Active: Upon activating Tattletale Mode, all gauges will sweep totheir maximum or minimum recorded position. Once inTattletale Mode, individual maximum/minimumparameters can be viewed in numerically expressedmeasurements on the Messenger display, or viewed as agauge reading on the Instrument Cluster.

- Oil Temp: Displays maximum recorded oil temperature.

- Coolant Temp: Displays maximum recorded coolant temperature.

- Engine Speed: Displays maximum recorded engine speed.

- Articulation Angle: Displays direction and angle of farthest articulation.

- Fuel Level: Displays minimum recorded fuel level.


21

ECM ARCHITECTURE

The "M" series motor graders are equipped with five standard ECMs and can have an additionalfour attachment ECMs depending on machine configuration. The standard ECMs are asfollows:

- Engine ECM (A4 E4)- Implement ECM (A4 M1)- Implement 2 ECM (A4 M1)- Implement 3 ECM (A4 M1) (if equipped)- Transmission/Chassis Control (A4 M1)- AWD ECM (A4 M1) (if equipped)- Messenger


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Communication between the ECMs is conducted over data link circuits. The data link circuitsare bidirectional, allowing the ECMs to send and receive information. The ECMs support twotypes of data link systems:

- Cat Data Link (CDL): The Cat Data Link is used to send system status informationbetween ECMs and Caterpillar Electronic Technician (ET).

- SAE J1939 (CAN): The SAE J1939 Data Link is used for high speed system operationand communication between the ECM controls and the ECMs of other machine systems.

NOTE: In the event of a failure of the SAE J1939 Data Link, the Cat Data Link systemis used as a back-up system for operational communication.

Several of the Machine ECMs have the same part number. Each of these ECMs with the samepart number is assigned a location code. This location code tells the ECM what function it willperform. The location code is determined by the grounding of pins 26, 27, 28, or anycombination on J1. The Machine ECMs can be flashed with a file that is not correct for thelocation code (example: An Implement flash file can be downloaded to a Transmission/ChassisECM). If a flash file does not match the location code, a 1326-02 diagnostic code will beactivated.


ECM P/N Location Code ECM Suffix

AWD 262-1408 4 JT

Engine 262-2878 N/A JL

Transmission 262-1408 1 JT

Implement 262-1408 2 JT

Implement 2 262-1408 3 JT

Implement 3 262-1408 5 JT

Messenger 239-5025 N/A HL

Product Link 239-9954 N/A LQ

22

C11/C13 ACERT™ ENGINE

The C11 ACERT™ and C13 ACERT™ engines utilize the A4 Electronic Control Module(ECM) engine control and is equipped with an Air to Air Aftercooler (ATTAC) intake aircooling system.

The Engine ECM utilizes the ADEM IV to control the fuel injector solenoid and to monitor fuelinjection. The fuel is delivered through a Mechanical Electric Unit Injection (MEUI) system.ACERT™ Technology provides an advanced electronic control, a precision fuel delivery, andrefined air management.

The C11 engine is an in-line six-cylinder arrangement with a displacement of 11.1 L. The C13engine is also an inline six-cylinder arrangement with a displacement of 12.5 L.

The C11 and C13 ACERT™ engines meet all US Environmental Protection Agency (EPA) TierIII Emission Regulations for North America and Stage IIIa European Emission Regulations.


The engine performance specification for the 14M are as follows:

- Serial No. Prefix: RSX- Performance Spec: 0K6245- Hp range with VHP: 183 kW - 194 kW (245 hp - 260 hp)- Hp range with VHP Plus 183 kW - 209 kW (245 hp - 280 hp)- Full Load rpm: 1800- Low Idle rpm: 800- High Idle rpm: 2150- Boost at Full Load rpm: 23 Psi

The engine performance specification for the 16M are as follows:

- Serial No. Prefix: MHX- Performance Spec: 0K7190- Hp range with VHP: 221 kW - 233 kW (297 hp - 312 hp)- Hp range with VHP Plus 221 kW - 248 kW (297 hp - 332 hp)- Full Load rpm: 2000- Low Idle rpm: 800- High Idle rpm: 2150- Boost at Full Load rpm: 18 Psi


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Engine Electrical Block Diagram

This block diagram of the engine electrical system shows the components that are mounted onthe engine. The components provide input signals and receive output signals from the EngineElectronic Control Module (ECM).

Based on input signals, the Engine ECM energizes the injector solenoid valves to control fueldelivery to the engine and energizes the cooling fan solenoid valve to adjust fan speed.

The two interface connectors provide electrical connections from the engine to the machineincluding the CAN Data Link and the Cat Data Link.

Some of the components connected to the Engine ECM through the connectors are: throttlepedal position sensor, throttle mode switch, and the ground level shutdown switch.


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Input Components:

Camshaft speed timing sensor - The speed timing sensor sends a fixed voltage level signal tothe Engine ECM in order to determine the engine speed, direction, and timing.

Crankshaft speed timing sensor - The speed timing sensor sends a fixed voltage level signalto the Engine ECM in order to determine the engine speed, direction, and timing.

Atmospheric pressure sensor - This sensor is an input to the Engine ECM and is used as areference for air filter restriction. Also, the sensor is used to supply information to the EngineECM during operation at high altitude.

Turbo inlet pressure sensor - This sensor is an input to the Engine ECM to supplyinformation about the air restriction before the turbocharger. The ECM uses this informationfor engine derates and logged events.

Intake manifold air temperature sensor - This sensor supplies air temperature data at theintake manifold to the Engine ECM. The ECM uses this information for engine derates andlogged events.

Fuel differential pressure switch - This switch relays information to the ECM that the fuelpressure at the output of the filter base is restricted in comparison to the inlet pressure.

Coolant temperature sensor - This sensor is an input to the Engine ECM supplyinginformation on the temperature of the engine coolant. The ECM uses this information for fansolenoid current, high coolant temperature warnings, engine derates for high coolanttemperature, or logged events.

Fuel temperature sensor - This sensor sends fuel temperature data to the Engine ECM. TheECM uses this information for engine derates and logged events.

Engine oil pressure sensor - This sensor is an input to the Engine ECM to supply aninformation warning for low oil pressure, engine derates for low oil pressure, or logged events.

Throttle pedal position sensor - This sensor sends the throttle position to the Engine ECM inorder to increase or decrease the fuel supply to the injectors.

Key switch ON (+B) - The Key ON input to the Engine ECM enables the ECM for operationand is recognized by any ECM on the machine.

Ground level shutdown switch - This switch is an input to the Engine ECM. This inputdisables fuel injection when the engine is running or at engine start-up.

Intake manifold air pressure sensor - This sensor is an input to the Engine ECM to supplyinformation about the air pressure into the intake manifold.

Throttle mode switch - The switch relays information to the ECM for manual and automaticthrottle controls.

Throttle resume/decel switch - The switch relays information to the ECM to decel or resumeengine rpm.

Throttle set/accel switch - The switch relays information to the ECM to set or accelerateengine rpm.


Timing calibration connector - Connector used for timing the engine with Cat ET.

Output Components:

+5 Volt - Regulated supply voltage for the sensor inputs to the Engine ECM.

+8 Volt - Regulated supply voltage for the sensor inputs to the Engine ECM.

Throttle sensor voltage - Voltage supply for the throttle position sensor.

Fan solenoid valve - Proportional solenoid valve that controls the signal pressure to the brakeand hydraulic fan pump in order to meet the varying cooling requirements of the machine.

Ether start relay - Relay used to energize the solenoid valve to inject ether in order to start theengine in cold weather.

Fuel pump relay - Relay used to turn the electric fuel pump on when the key start switch isturned to the ON position.


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The Engine ECM (1) is located on the left side of the engine. The Engine ECM has a 70-pinconnector and a 120-pin connector. The connectors are identified as "J1" and "J2." Be sure toidentify which connector is the J1 or J2 connector before performing diagnostic tests.

Occasionally, Caterpillar will make changes to the internal software that controls theperformance of the engine. These changes can be performed by using the WinFlash programthat is part of the laptop software program Cat ET. Cat ET is used to diagnose and program theelectronic controls used in Caterpillar products. If using the WinFlash program, a "flash" filemust be obtained from Caterpillar and uploaded to the ECM.


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The crankshaft speed/timing sensor (1) is located at the bottom of the timing gear cover. Thecrankshaft sensor is the primary speed sensor reporting to the Engine ECM with the enginespeed and position of the crankshaft. The crankshaft speed/timing sensor sends a frequencysignal to the Engine ECM on contact J2-35 and contact J2-25 indicating crankshaft speed. Thespeed/timing sensors serve four functions in the engine electronic control system:

1. Engine speed measurement

2. Engine timing measurement

3. TDC location and cylinder number identification

4. Reverse rotation protection

If the signal from the crankshaft speed timing sensor is lost or intermittent, normally a CID 0190 FMI 08 Engine Speed Abnormal will be logged and can be viewed through Cat ET

NOTE: If the engine is running and the signal from the crankshaft is lost, a slightchange in performance is noticed during change over to the camshaft sensor.


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The atmospheric pressure sensor (1) is located on the left side of the machine on the engine.The Engine ECM uses the sensor as a reference for air filter restriction and derating the engineunder certain parameters. All pressure sensors in the system measure absolute pressure and,therefore, require the atmospheric pressure sensor to calculate gauge pressures.

The atmospheric pressure sensor is one of the many sensors that require a regulated 5.0 VDCfor the sensor supply voltage. The atmospheric pressure sensor outputs a variable DC voltagesignal.

The camshaft speed/timing sensor (2) is located below the atmospheric pressure sensor. Undernormal operation, the camshaft speed/timing sensor determines the No. 1 compression timingprior to the engine starting. If the camshaft sensor is lost, a CID 342 MID 08 Secondary enginespeed signals abnormal code is active and the crankshaft sensor will time the engine with anextended starting time. The engine will run rough until the Engine ECM determines the properfiring order using the crankshaft sensor only. In the case that the signal from both engine speedsensors is lost, the engine will not start. During a running condition, the engine will shutdown.

The sensor serves as a back-up for the crankshaft speed/timing sensor. If the crankshaftspeed/timing sensor fails, the camshaft speed/timing sensor allows for continuous operation.


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Engine Speed/Timing Calibration Port

If the engine requires timing calibration, a timing sensor (magnetic pickup) is installed in theengine block at location (2) and connected to the timing calibration connector (1) located abovethe Engine ECM.

Using the Cat ET service tool, the timing calibration is performed automatically. The desiredengine speed is set to 800 rpm. This step is performed to avoid instability and ensures that nobacklash is present in the timing gears during the calibration process.

Timing calibration improves fuel injection accuracy by correcting for any slight tolerancesbetween the crankshaft, timing gears, and timing wheel.

Timing calibration is normally performed after the following procedures:

- ECM replacement

- Engine overhaul

- Active code that requires a timing calibration


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Fuel System

Fuel is drawn from the fuel tank through the primary fuel filter and water separator by a gear-type fuel transfer pump. The fuel transfer pump then directs the fuel through thesecondary fuel filter.

The fuel then flows to the cylinder head. The fuel enters the cylinder head and flows into thefuel gallery, where it is made available to each of the six MEUI fuel injectors. Any excess fuelnot injected leaves the cylinder head and flows back to the secondary fuel filter. Then, theexcess fuel flows past the fuel pressure regulator.

The fuel pressure regulator is a check valve that is installed in the secondary fuel filter. Thefuel pressure regulator maintains fuel system pressure between the fuel transfer pump and thefuel pressure regulator.

From the fuel pressure regulator, the excess fuel flow returns to the fuel tank. The ratio of fuelused for combustion and fuel returned to tank is approximately 3:1 (i.e. four times the volumerequired for combustion is supplied to the system for combustion and injector coolingpurposes).


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A differential pressure switch is installed in the secondary fuel filter base and will alert theoperator of a fuel filter restriction. The differential pressure switch compares the filter inletpressure to the filter outlet pressure. When the difference in the inlet and outlet pressurescauses the switch to activate, the Engine ECM will signal Messenger to warn the operator thefuel flow is probably restricted.

A fuel pressure sensor is installed in the secondary fuel filter base and will signal the EngineECM of a high fuel pressure. If the fuel pressure exceeds a pressure of 758 kPa (110 psi) theEngine ECM will log a E096 code.

In the case of a logged high fuel pressure Event, check the following Fuel System'sComponents:

- Inspect the fuel transfer pump pressure relief valve that is in the body of fuel transferpump. Check for damage to the spring or to the valve assembly.

- Verify that the pressure regulating valve in the fuel filter manifold is operating correctly.Check for damage or for dirt in the valve assembly.

- Check the return line from the fuel filter base to the fuel tank for damage or collapse.


The top visual is the 14M. The lower visual is the 16M.

The fuel transfer pump (1) is a gear pump that is located near the balancer at the front of theengine. The fuel transfer pump is driven by the front gear train. Fuel is drawn from theprimary fuel filter and water separator by the fuel transfer pump and is directed to thesecondary fuel filter.

The fuel transfer pump incorporates a check valve. The check valve allows fuel to flow aroundthe gears of the pump when the fuel system is primed. A relief valve (not shown) is alsoinstalled in the fuel transfer pump. The relief valve limits the maximum fuel pressure in thefuel system.

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The top visual is the 14M. The lower visual is the 16M.

The primary fuel filter (1) is mounted near the left rear side of the engine. The primary filtercontains a water separator which removes water from the fuel. Water in a high pressure fuelsystem can cause premature failure of the injector due to corrosion and lack of lubrication.Water should be drained from the water separator daily, using the drain valve that is located atthe bottom of the filter.

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The primary filter has an electric fuel priming pump integrated into the filter base. The primingpump is activated automatically by the Engine ECM. The electric fuel priming pump is used tofill the fuel filters with fuel after they have been replaced.

The relay for the electric fuel priming pump is energized for 120 seconds when one of thefollowing conditions occur:

- Key start switch is turned to the ON position (engine not running)

- When the engine is cranking

- After the engine has been shutdown

The fuel system is also equipped with a high efficiency secondary fuel filter (2). This filter islocated on the left side of the engine. The fuel regulator (not shown) is integrated into thesecondary fuel filter base. The fuel pressure regulator regulates the the flow of fuel from thefuel gallery


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Power Derate

The illustration above defines the power derate in relation to the rated torque map and thedefault torque map. The power derate is a percentage reduction from the rated power at a givenengine speed toward the default map at the same rpm.

Power is unchanged until the requested power exceeds the derated level. The maximum powerduring a derate is calculated as:

Maximum Power Output = Rated Power - (Rated Power - Default Power) * Derate Percentage

For example, if the engine has a maximum rated power of 500 hp and a 100 hp default torquemap with a 50% derate, the engine will have 300 hp output power. If 250 hp was needed, thenthe operator will not notice any change. If however, 400 hp was needed, there would be only300 hp available due to derates.

300 hp = 500 hp - (500 hp - 100 hp) X 50% (.50)


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The engine coolant temperature sensor (1) is located on the front of the engine, below the watertemperature regulator housing. The input to the Engine ECM from this sensor on contact J2-13provides the following temperature information:

- The Instrument Cluster coolant temperature gauge and the high coolant temperature warning alert indicator LED on the Caterpillar Instrument Cluster.

- The temperature input for the ether aid system operation.

- The Caterpillar Electronic Technician (Cat ET) status screen coolant temperatureindication.

NOTE: If the coolant temperature exceeds 110° C (230° F) an event is logged in theEngine ECM. Also, the ECM will automatically derate the fuel delivery to protect theengine.


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The coolant temperature sensor measures the temperature of the coolant.

When the temperature of the coolant exceeds 110° C (230° F), the Engine ECM will initiate aLevel 1 Warning.

When the temperature of the coolant exceeds 111° C (231° F), the Engine ECM will initiate aLevel 2 Warning. At 111° C (231° F) the Engine ECM will initiate a 25% derate. Refer to theillustration for the remainder of the high engine coolant temperature derates. At 100% derate,the engine available power will be approximately 50%.


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The engine oil pressure sensor (1) is located on the left side of the engine near the Engine ECM (2). The sensor monitors the pressure of the engine oil.

The sensor receives a +5 VDC signal from the Engine ECM on contact J2-72 and sends an oilpressure signal to the ECM on contact J2-28.

The Engine ECM will use the information supplied by the oil pressure sensor to output warninglevels to Messenger and derate the engine.


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This illustration shows a graph with the two different warning levels for low oil pressure.

When the oil pressure is below the blue line (154 kPa @ 1600 rpm) (22 psi @ 1600 rpm), themonitoring system will enable the low oil pressure Level 1 Warning. Change machineoperation or perform maintenance to the system, in the event of a warning.

When the oil pressure is below the red line (104 kPa @ 1600 rpm)(15 psi @ 1600 rpm), themonitoring system will enable the low oil pressure Level 3 Warning. The operator shouldimmediately perform a safe engine shutdown, in the event of a Level 3 warning.

Also, with the Level 3 Warning, the Engine ECM initiates a 35% engine derate.

If the signal between the Engine ECM and the oil pressure sensor is lost or disabled, the EngineECM will initiate a low engine oil pressure Level 1 Warning.


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The intake manifold pressure sensor/turbocharger outlet pressure sensor (1) is located on theleft side of the engine. The input data from the intake manifold pressure sensor/turbochargeroutlet pressure sensor to the Engine ECM is used by the ECM to electronically control the airfuel ratio. This feature allows very precise smoke control, which was not possible withmechanically governed engines. The intake manifold pressure sensor/turbocharger outletpressure sensor also allows boost pressure to be read using the Cat ET. The intake manifoldpressure sensor/turbocharger outlet pressure sensor receives a +5 VDC signal from the EngineECM on contact J2-72 and sends a signal to the ECM on contact J2-15.

The intake manifold air temperature sensor (2) is also located on the left side of the engine.The air temperature sensor provides air temperature data on contact J2-56 to the Engine ECMto warn the operator of potentially damaging conditions. This sensor is also used for deratingthe engine at high temperature and for use by Messenger.


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The intake manifold air temperature sensor measures the temperature of the air that is flowingto the intake manifold. The sensor is used to initiate warning levels and engine derates

After the engine is running for at least 3 minutes and if the intake manifold air temperature goesabove 82° C (180° F), the Engine ECM will initiate a Level 1 Warning.

After the engine is running for at least 3 minutes and if the intake manifold air temperature goesabove 86° C (187° F), the Engine ECM will initiate a Level 2 Warning. With the Level 2Warning, the Engine ECM signals the engine to initiate a 3% derate. This derate will have a20% upper limit.


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The turbocharger inlet pressure sensor (1) is located in a tube between the air cleaners and theturbocharger. The Engine ECM uses the turbocharger inlet pressure sensor in combination withthe atmospheric pressure sensor to determine air filter restriction. The Engine ECM providesthe input signal to the monitor system, which informs the operator of the air filter restriction.

The sensor receives a +5 VDC signal from the Engine ECM on contact J1-2 and sends a signalto the ECM on contact J1-15.

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The turbo inlet pressure sensor measures the restriction of the air inlet that is flowing to theinlet of the compressor housing of the turbocharger. When the pressure difference between theturbo inlet pressure sensor and the atmospheric sensor read a difference of 9.0 kPa, theEngine ECM will derate the engine approximately 2%. The Engine ECM will then derate theengine 2% more for every 1 kPa difference up to 10%.

Typically the atmospheric pressure sensor is 100 kPa at sea level. As the air restrictionincreases, the difference will increase. The first derate will occur when the difference isapproximately (100 kPa minus 91 kPa.= 9 kPa).

If the air inlet restriction is 92.5 kPa (a pressure that is between 7.5 kPa and 9 kPa) for 10seconds, the Engine ECM will initiate a Level 1 Warning.

If the air restriction goes to the point that the turbo inlet pressure sensor sees a difference of91.0 kPa (a pressure that is 9.0 kPa) for 10 seconds, then the Level 2 Warning will occur andthe engine will derate.

NOTE: This air inlet restriction derate is a latching derate. The derate will remainactive until the machines is shut down.


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The differential fuel pressure switch (1) is located in the top of the secondary fuel filter housingon the left side of the engine. This switch indicates restriction in the fuel filter and provides aninput to the Engine ECM on contact J2-62. A warning is also sent by the Engine ECM toMessenger.

The fuel pressure sensor (2) is located in the top of the secondary fuel filter housing on the leftside of the engine. This sensor is used to monitor fuel pressure and receives a +5 VDC signalfrom the Engine ECM on contact J2-72 and sends a signal to the ECM on contact J2-40.

The fuel temperature sensor (3) provides an input to the Engine ECM on contact J2-62. TheEngine ECM uses the fuel temperature measurement data from the fuel temperature sensor tomake corrections to the fuel rate to maintain power regardless of fuel temperature (withincertain parameters). This correction feature is called "Fuel Temperature Compensation."

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This illustration shows the graph for the warning and the derates map for the fuel temperature.When the fuel temperature exceeds 90° C (194° F), the Engine ECM will activate a Level 1Warning. When the fuel temperature increases to 91.0° (196° F) a Level 2 Warning will beinitiated by the Engine ECM. At the same time, the engine will derate to 12.5%. If the fueltemperature exceeds 92° C (198° F), the engine will be derated to 25%.

A fuel temperature sensor open circuit will derate the engine to 12.5%.


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When the differential pressure switch recognizes a fuel pressure of 103 kPa (15 psi) for 3minutes, the Engine ECM will initiate a Level 1 Warning.

When the differential pressure switch recognizes 103 kPa (15 psi) across the filter for 4 hours,the Engine ECM will initiate a Level 2 Warning. With the Level 2 Warning initiated, a 17.5 %derate is applied to the engine. After 1 second, the Engine ECM will initiate a second derate of17.5%. The total derate will be 35%.

NOTE: This feature will be disabled when the fuel temperature is below 30° C (86° F).


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An engine derate can occur due to a estimated (virtual) high exhaust gas temperature. TheEngine ECM monitors barometric pressure, intake manifold temperature, and engine speed toestimate exhaust gas temperature. Certain conditions (high altitude, high ambient temperatures,high load and full accelerator pedal throttle, barometric pressure, intake manifold temperature,and engine speed) are monitored to determine if the engine derate should be enabled. TheEngine ECM determines a maximum fuel delivery percentage to maintain safe maximum poweroutput under load. This calculation is new to the off-road Tier III engines and is used in placeof the previous altitude compensation derate strategy.

This event is to inform the mechanic that a derate has occurred because of operating conditions.Generally, this is normal and requires no service action.

The Engine ECM will process all derate inputs in the highest derate priority selector. The mostcritical derate condition input will be used to adjust fuel system delivery limiting engine powerto a safe level for the conditions in which the product is being operated, thereby preventingelevated exhaust temperatures.


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The virtual exhaust temperature derate will log a 194 event code. The derate will enable aLevel 1 Warning and eventually a Level 2 Warning. The level of the warning will depend onthe conditions that are sent to the Engine ECM.

The following conditions must be met to initiate a virtual exhaust temperature derate.

- No CID 168 01 FMI (low battery voltage to the Engine ECM) are active.

- No active intake manifold pressure sensor faults.

- No active atmospheric pressure (barometric) sensor faults.

- No +5 V sensor voltage codes active.

- The virtual exhaust temperature derate must be the highest derate.

- More fuel is being requested than the virtual exhaust temperature derate will allow.

This derate is triggered by the information inferred by the Engine ECM, rather than anindividual sensor as with the previous single derate strategies. If you think this derate ispossibly being imposed incorrectly check for event codes on high intake manifold temperature.Correct any codes first. Also, make sure the aftercooler is unobstructed. For additionalinformation about troubleshooting, refer to the troubleshooting guide for the particular enginethat is being serviced.


The ether start control has changed with the introduction of the Tier III machines. The ethersystem (if equipped) is now automatically controlled by the Engine ECM. Ether control alsonow utilizes one continuous shot instead of a one shot application.

The Engine ECM energizes the ether solenoid (arrow) for a predetermined amount of time thatis based on ECM software. The ECM monitors the coolant temperature sensor, air temperaturesensor, and the atmospheric pressure sensor to determine the temperature and altitude of themachine. Based on these inputs, the ECM will determine if ether is required.

The ether injection system can be enabled or disabled using Cat ET.

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The radiator (1) and air to air aftercooler (2) now sit side by side in the cooling package. TheC11/C13 is equipped with a wastegate turbocharger which provides higher boost over a widerange, improving engine response and peak torque, as well as outstanding low-endperformance.

NOTE: The wastegate is preset at the factory.

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Throttle mode switch (1) allows the operator to select between two different throttle modes:

- Automatic Mode: When top of switch (1) is depressed, the throttle mode is set toautomatic. In automatic mode, the operator can set the engine rpm with the throttle pedal(not shown) or with set/accelerate switch (2). If the operator wants to decrease theengine rpm, the operator can depress or depress and hold the resume/decelerate switch (3)to decrease engine rpm. If the brake pedal is depressed at any time when the automaticmode has been selected, the engine will return to low idle. If the switch (3) is depressed,the engine rpm will return to the previous set point.

- Manual Mode: When the bottom of switch (1) is depressed, the throttle mode is set tomanual mode. The operator can set or decrease the engine rpm in the same way asautomatic mode. The brake pedal does not decrease the engine rpm to low idle. Toreturn the engine to low idle, the switch (1) should be placed in the OFF position (center).

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Engine Idle Management

Cool Engine Mode - In cold weather operation, the engine rpm will be set to 1000 rpm inorder to generate additional engine heat, keeping the engine warmer. This mode monitors thecoolant temperature and the intake manifold temperature. When the coolant temperature isbelow 80° C (176° F) or the intake manifold temperature is below 15° C (60° F) and the coolengine mode is enabled, the machine will time out for 10 minutes. After ten minutes, if thecoolant temperature is below 70° C (158° F) and the machine has been the in cool engine mode,the engine will be in the cool engine mode. If the machine has not been in cool engine modebut the intake manifold temperature is less than 5° C (41° F), the engine will go into the coolengine mode.

Low Voltage Mode - In this mode, the engine will ramp up to 1000 rpm when the batteryvoltage drops below 24.5 volts for more than five minutes. When the battery voltage is greaterthan 24.5 volts, the engine idle will return to low idle.

NOTE: The Engine Idle Management Strategies can not be reconfigured with Cat ET.

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POWER TRAIN

The transmission (2) is an Electronic Clutch Pressure Control (ECPC) countershafttransmission. The Transmission/Chassis ECM (not shown) controls the modulation of theclutch pressure in the transmission by suppling a variable output current to the appropriateproportional solenoid valve. The Transmission/Chassis ECM monitors the operator gearrequest, engine torque data from the Engine ECM, speed data from the transmission speedsensors, and the transmission temperature in order to determine the appropriate gear shift. Thecountershaft transmission has 8 forward speeds and 6 reverse speeds.

The power flow through the machine is as follows:

- Engine (1)- Countershaft transmission (2)- Parking brake (3)- Drive shaft (4)- Differential and final drives (5)- Chains (not shown)- Sprocket (6)- Wheel stations (7)


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The Transmission/Chassis ECM (1) is the mounted on the transmission (2) at the rear of themachine. The power train electronic control system utilizes a variety of different types ofdevices that provide input data to the Transmission/Chassis ECM. The Transmission/ChassisECM will use the input data to monitor the machine and also to determine if an output functionis required. Most of the input circuits are monitored for diagnostics. The Transmission/ChassisECM will log a diagnostic code if the ECM determines that an abnormal condition exists in oneof the circuits.

The Transmission/Chassis ECM will also send output signals, which can have a variety ofdifferent functions. The types of electrical output signals are as follows:

- PWM proportional drivers

- On/Off sourcing drivers

- On/Off sinking drivers

- Sensor power supply

- Data link outputs

The Transmission/Chassis ECM also monitors the output circuits for diagnostics.

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The Transmission/Chassis ECM has strategies that are used to protect the engine, power train,and machine components, reconfigure certain parameters, and test machine systems. Thestrategies are as follows:

Overspeed protection: This feature ensures that the transmission will never be shifted into agear that would cause an engine overspeed condition. The Transmission/Chassis ECMmonitors the transmission output speed sensors and the gear that is selected by the operator todetermine if it is safe to shift the transmission.

Limp Home Mode: A limp home mode is available in order to provide an override to atransmission disabling diagnostic event. The limp home mode will be activated by theTransmission/Chassis ECM when a diagnostic code is activated for any of the transmissionsolenoids. The Transmission/Chassis ECM will allow the transmission to shift to gears that arenot affected by the active diagnostic when the limp home mode is activated.

Low Voltage Shift Inhibit: This feature is designed to prevent excessive transmission clutchwear due to low system voltage by going to neutral whenever a shift is requested and thesystem voltage is low. When the system voltage drops below 20 volts, only shifts to neutralwill be allowed any other shift will cause the transmission to shift to neutral. Once thetransmission shifts to neutral due to low voltage, the transmission will remain in neutral untilthe system voltage is at or above 24 volts.

Maximum gear limit: This feature limits the maximum gear that the transmission will shiftinto both in forward and reverse. This feature is set using Electronic Technician and can beused to limit road speed. This feature is not the same as setting a minimum or maximum gearfor autoshift.

Park Brake Test: This feature provides a way to test for the correct operation of the parkbrake. The Transmission/Chassis ECM will allow a park brake test to be performed when thetransmission is in 5th gear forward. If the machine drives through the park brake at 5th gearforward in a stall condition, then a problem exists with the park brake.


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53

Transmission/Chassis Electrical System

Input Components:

Operator Present Switch: An input to the ECM that indicates if an operator is in theoperator’s seat.

Key Start Switch: Provides a signal to the Transmission/Chassis ECM when the operatorwants to start the engine. The machine conditions must be met before the Transmission/ChassisECM will energize the engine start relay.

Left Hand Joystick: Provides 10 different inputs to the Transmission/Chassis ECM. Some ofthose inputs include: directional control switch, upshift switch, and downshift switch.

Inching Pedal Position Sensor: An input to the ECM to modulate the current sent to thedirectional clutch in the transmission.

Inching Pedal Switch: An input to the ECM to indicate if the inching pedal has beendepressed. The switch is used as a backup to the inching pedal position sensor.


Transmission Input Speed Sensor: The sensor that measures the input speed of thetransmission.

Transmission Intermediate Speed Sensors: The sensors measure the transmissionintermediate speed. The ECM can determine direction of the transmission by looking at thedifference in phase between the two sensors.

Transmission Output Speed Sensors: The sensors measure the transmission output speed.The ECM can determine direction of the transmission by looking at the difference in phasebetween the two sensors.

Transmission Oil Temperature Sensor: An input to the ECM that provides the temperatureof the power train oil.

Transmission Filter Bypass Switch: An input to the ECM indicating when the transmissionfilter is in a bypass condition.

Parking Brake Switch: An input to the ECM that indicates the operator wants to release theparking brake.

Parking Brake Pressure Switch: An input to the ECM that provides the status of the pressureto the parking brake.

Service Brake Switches: Inputs to the ECM that indicates the operator has depressed theservice brake pedal.

Service Brake Accumulator Pressure Sensor: An input to the ECM that provides thepressure in the service brake accumulators.

Right Steering Cylinder Position Sensor: Signals the ECM the position of the rod in thesteering cylinder.

Left Steering Cylinder Position Sensor: Signals the ECM the position of the rod in thesteering cylinder.

Articulation Angle Sensor 1 and 2: Signals the ECM the angle of the rear frame as comparedto the angle of the front frame.

Differential Lock Switch: An input to the ECM that indicates the operator want to engage ordisengage the differential lock.

Autoshift Switch: Signals the Transmission/Chassis ECM which shift mode the operatorwants to operate on the machine. The operator can select between manual shifting or automaticshifting.

Fuel Level Sensor: An input to the ECM indicating the depth of the fuel in the fuel tank.

Air Conditioning Switch: An input to the ECM that indicates the operator want to activate theair conditioning.

Air Conditioning Pressure Switch: An input to the ECM that indicates if the air conditioningsystem has a low charge or a high charge condition. Based on the input from the switch, theECM will protect the air conditioning compressor from damage.


+24 Battery Voltage: Unswitched power supplied to the Transmission/Chassis ECM from thebattery.

Location Code 1: The location code pin number 1 is a grounded input signal that establishesthe ECM is dedicated to power train and chassis operations. J1-26 pin on theTransmission/Chassis ECM connector is grounded.

Location Code Enable (GND): The location code enable is a grounded input signal to theTransmission/Chassis ECM that enables the location code enable feature. J1-32 pin on theTransmission/Chassis ECM connector is grounded.

Output Components:

Engine Start Relay: The Power Train ECM energizes the key start relay when the appropriateconditions are met to start the engine.

Secondary Steering Relay: The Transmission/Chassis ECM energizes the relay when the lossof steering pressure is detected by the ECM. The ECM energizes the relay and power issupplied to the secondary steering pump.

Differential Lock Relay: The Transmission/Chassis ECM energizes the differential lock relaywhen the operator depresses the differential lock switch.

Back-up Alarm Relay: The Transmission/Chassis ECM energizes the back-up alarm relaywhen the operator selects the REVERSE direction.

A/C Clutch Relay: The Transmission/Chassis ECM energizes the a/c clutch relay when airconditioning is requested.

Clutch Solenoids: The solenoids control the oil flow through the respective speed, range, anddirectional modulating valves.

Parking Brake Solenoid: The Transmission/Chassis ECM energizes the solenoid to releasethe parking brake when all the conditions have been met.

Secondary Steering Solenoids: The Transmission/Chassis ECM sends current to the solenoidsin case of primary steering valve malfunction. The proportional solenoids control the oil flowto the spools in the primary steering control valve.

MSS Status LED: The Transmission/Chassis ECM illuminates the indicator LED with thestatus of MSS.

Autoshift Enabled LED: The Transmission/Chassis ECM illuminates the indicator LED whenautoshift has be enabled.

+5 Volt Supply: Power supplied to the components from the Transmission/Chassis ECM.




The secondary steering test switch (1) sends a signal to the Transmission/Chassis ECM that theoperator wants to test the operation of the secondary steering system. When the switch (1) isdepressed, the ECM energizes the secondary steering pump relay.

NOTE: The secondary steering test switch will activate the steering pump relay ONLYwhen the engine is running. Messenger must be used to test the secondary steeringsystem when the engine is OFF.

The parking brake switch (2) sends a signal to the Transmission/Chassis ECM that the operatorwants to release the parking brake. When an operator is present and the parking brake switch (2) has been depressed, the ECM will energize the parking brake solenoid releasing theparking brake.

The key start switch (3) sends a signal to the Transmission/Chassis ECM that the operatorwants to start the engine. The ECM determines if the directional control switch (not shown) isin the NEUTRAL position and if an operator is present. When the directional control switch isin the NEUTRAL position, the operator is present, and the key start switch (3) is turned to theSTART position, the ECM energizes the starter relay.

54


1 2

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Upshift switch (1) and downshift switch (2) allow the operator to manually upshift or downshiftthe gears in the transmission. When the operator commands a downshift that will overspeed theengine, the Transmission/Chassis ECM will not allow the downshift until it is safe to downshift.

Directional control switch (3) signals the Transmission/Chassis ECM when the operator wantsto shift into forward or reverse. The Transmission/Chassis ECM will not shift into forward orreverse if the ECM detects a signal from the transmission output speed sensors.

55


The differential lock switch (1) is a momentary switch located on the front of right joystick (2).The differential lock defaults to the unlocked position when the machine is first started.Depressing the switch (1) sends a signal to the Transmission/Chassis ECM to energize thedifferential lock relay. Depressing the switch (1) again will send a signal to the ECM to de-energize the differential lock relay.

56


1

2

The autoshift switch (1) has the following two modes of operation:

Manual Mode: When in the manual mode (shown), the operator to can manually changegears. Using the manual mode, the operator can send shift commands to theTransmission/Chassis ECM using the upshift and downshift buttons on the left joystick. This isthe standard feature offered with the machine. The Autoshift feature can be purchased as anattachment.

Autoshift Mode: When in the automatic mode (top half of switch depressed), theTransmission/Chassis ECM automatically shifts the transmission through a range of gears thatthe operator sets. The operator can set the Minimum and Maximum gears that the autoshiftfunction will shift between with messenger or Cat ET. The Transmission/Chassis ECM willdetermine when to shift within the operator selected gear range based on the transmissionoutput speed. Any active diagnostics in the transmission will disable the autoshift function.Also, any active diagnostics for the FNR selector, autoshift switch, or parking brake system willdisable the autoshift function. The autoshift feature will work in both the forward and reversedirection.

57


1

The inching pedal (1) allows the operator to control the modulation of oil to the directionclutches. The inching pedal position sensor (2) sends a PWM signal to theTransmission/Chassis ECM to modulate the oil to the directional clutches. If the positionsensor (2) has a failure, the inching pedal switch (3) is used for modulation of the directionalclutches.

NOTE: Directional shifts can be made without the use of the inching pedal.

The service brake switch (4) sends a signal to the Transmission/Chassis ECM to disable thethrottle lock.

The service brake light switch (5) is used to illuminate the brake lights at the rear of themachine.

58


2

3

4

1

5

The transmission is equipped with five speeds sensors that are monitored by theTransmission/Chassis ECM. The ECM uses these sensors to determine both the speed anddirection of the transmission.

The transmission input speed sensor (1) is located at the top of the transmission and providesthe ECM with the transmission input shaft speed. The intermediate speed sensors (2) and (3)are located on the left middle side of the transmission and provides the ECM with the speed ofan intermediate gear in the transmission. The transmission output speed sensors (4) and (5) arelocated on the lower right side of the transmission and provides the ECM with the transmissionoutput speed.

59

60


1

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5

The Transmission/Chassis ECM uses these 5 speed sensors to continually monitor not only thespeed of the transmission, but also the other speeds sensors to determine if they are workingproperly. The ECM can use the intermediate speed sensor to calculate transmission outputspeed in the event that the transmission output speed sensors fail. The ECM can also use thetransmission input speed sensor to calculate the transmission output speed in the event that boththe transmission output speed sensors and intermediate speed sensors fail.


The transmission relief valve is located on the left side of the transmission and sets the workingpressure of the transmission hydraulic system. The transmission relief valve has a pressure tap (1) that tests the relief pressure of the transmission hydraulic system. The transmissionrelief valve is adjustable.

The transmission has a temperature sensor (2) which is used by the Transmission/Chassis ECMto monitor the transmission oil temperature.

61


1

2

The engine start relay (1) is controlled by the Transmission/Chassis ECM. When the signal issent to the ECM to start the engine, the ECM then sends current to the start relay. The coil inthe relay closes and battery voltage is sent to the starter motor.

Also shown is the main power relay (2).

62


1

2

2

1

The secondary steering relay (1) is located in the rear frame near the articulation hitch. Thesecondary steering relay is energized in the case of a malfunction of the primaryimplement/steering pump.

Also shown is the secondary steering pump (2).

63


The differential lock relay (arrow) is energized by the Transmission/Chassis ECM when thedifferential lock switch is depressed.

64


The back-up alarm relay (1) is energized by the Transmission/Chassis ECM when thedirectional control switch in placed in the REVERSE position. The A/C clutch relay (2) isenergized by the Transmission/Chassis ECM when air conditioning is requested.

Also shown is the back-up alarm (3).

65


12 3

66

Power Train Hydraulic System

Oil from the transmission sump passes through a magnetic screen and is pumped by thescavenge section of the transmission pump to the differential sump. Oil from the differentialsump is pumped by the charging section of the transmission pump to the power train filter.

Filtered oil travels to the following locations in the power train hydraulic system:

- Park brake solenoid: The park brake solenoid has two positions. When the solenoid isde-energized, supply oil will be directed to flow through the parking brake and lubricatethe internal components of the park brake before draining back into the transmission case.When the solenoid is energized, supply oil is directed to compress an internal springinside the park brake housing which releases the parking brake.

- Differential lock solenoid: When the differential lock solenoid is de-energized, thedifferential lock is open to drain. Oil is allowed to drain from the clutch pack and thedifferential unlocks. When the differential lock solenoid is energized, supply oil isdirected to the differential to engage the differential lock. The differential oil compressesa clutch pack which locks the differential side gear to the case.


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- Eight modulating valves: The clutch modulation valves control the engagement of thetransmission clutches. The solenoids are controlled by a Pulse Width Modulated (PWM)signal from the Transmission/Chassis ECM. Supply oil flows into the clutch modulationvalves and through a passage in the center of the spool. Oil then flows to the tank if thesolenoid is not energized. Oil flow is blocked by a ball and seat if the solenoid isenergized. The spool will shift and the clutch will begin to fill. The signal from theTransmission/Chassis ECM determines how long it takes to fill each clutch. Modulatingvalve number (7) has a relief valve on the return line to the tank. The relief valvemaintains 14 kPa (2 psi) of back pressure on the tank return line in order to keep thenumber (7) clutch full of oil.

- Transmission temperature sensor: The transmission oil temperature sensor is used bythe Transmission/Chassis ECM to monitor the transmission temperature.

- Main relief valve: The main relief valve regulates the supply pressure inside thetransmission hydraulic system. Oil unseats the check ball and forces the spool to the rightif the transmission system pressure becomes greater then the spring force on the right ofthe spool. Excess oil will flow to the power train cooler or to lubricate the flywheel.

Excess oil from the main relief valve flows to the power train cooler. The cooler is protectedfrom excessive pressure by a relief valve. From the cooler, oil flows to internal components ofthe transmission for lubrication. The lubrication circuit is also protected by a relief valve.


1

2

The transmission pump is a two-section pump. The scavenge section (1) pumps oil from thetransmission sump to the differential sump. The charging section (2) pumps oil from thedifferential sump to the power train hydraulic system.

67


The power train filter (1) is located on the right rear of the transmission case. The power trainfilter (1) is equipped with a filter bypass switch. The tap (2) is an S•O•S port. The tap (3) is apressure tap for testing pump supply pressure.

68


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The clutch modulating valves are mounted on the rear of the transmission on the left side of thetransmission. There is one modulating valve for each of the eight transmission clutches. Thepressure taps in the modulating valves test the clutch pressures for the following:

- Clutch 1 (1) (forward high)

- Clutch 2 (2) (forward low)

- Clutch 3 (3) (reverse)

- Clutch 4 (4) (second speed)

- Clutch 5 (5) (third speed)

- Clutch 6 (6) (first speed)

- Clutch 7 (7) (low range)

- Clutch 8 (8) (high range)

69


The transmission cooler relief valve (1) is located under the main relief. The cooler relief valveprotects the power train oil cooler from excessive pressure.

The transmission lubrication relief valve (2) is located to the right of the main relief valve. Thelubrication relief valve protects the lubrication system of the transmission from excessivepressure.

The relief valve (3) for the low range solenoid valve is located under the solenoid valve. Therelief valve is used for improved modulation of the low range clutch.

70


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The power train cooler (1) is located on the right rear side of the engine. The power traincooler uses engine coolant to remove the heat from the power train oil before it returns back tothe transmission for lubrication.

71


1

The differential lock solenoid (arrow) is located on the left rear side of the differential case.The differential lock solenoid is turned off and on by the differential lock relay. The relay isturned off and on by the differential lock switch located in the right operator joystick.

72


The differential (1) is equipped with a hydraulically engaged differential lock (4) whichimproves traction in poor underfoot conditions. The differential lock uses a clutch pack (5) tolock one differential side gear to the spider gear case.

The final drives (2) are also located in the same case as the differential. The final drives usegears to multiply the torque before it reaches the wheels.

The differential and final drive (3) is a modular design that improves serviceability. This newdesign also improves on contamination control since the differential and final drive no longerneeds to be serviced in the machine.

73

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75

This illustration shows the power flow through the countershaft transmission. The countershafttransmission provides eight forward speeds and six reverse speeds. The transmission containseight clutches which are engaged hydraulically and released by spring force. The input shaft isdriven by the flywheel of the engine.

Also shown is the parking brake.


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This illustration shows the transmission hydraulic system with the engine running and thedirectional control switch in the NEUTRAL position.

When the engine is running, flow from the transmission scavenge pump is sent from thetransmission sump to the differential housing. Oil flow from the transmission charge pump issent from the differential housing through the transmission filter to the eight transmissionmodulating valves. Transmission charge pump flow is also sent to the transmission relief valve,parking brake solenoid valve, and the differential lock solenoid valve. The transmission reliefvalve limits the oil pressure to the modulating valves. When NEUTRAL is selected, theTransmission/Chassis ECM energizes No. 5 and No. 8 solenoids. The modulating valvecontrols the oil flow to the clutches.

When the solenoids are energized, the electromagnetic force moves the pin against the ball.The ball moves to the right against the seat. The oil flow through the center of the valve spoolis blocked. The oil pressure increases at the left end of the spool and the valve spool moves tothe right compressing the spring. Oil flow is then directed to the clutches.


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From the transmission relief valve, oil flows to the power train oil cooler and the power trainoil cooler relief valve. The relief valve limits the oil pressure to the cooler. When the oilpressure to the cooler exceeds 520 kPa (75 psi), the relief valve opens and sends the excess oilpressure to the outlet side of the oil cooler.

Oil flows through the power train oil cooler and on to the transmission for cooling andlubrication purposes. The lubrication system of the transmission has a relief valve to limit theoil pressure. When the oil pressure in the lubrication system exceeds 380 kPa (55 psi), therelief valve opens and sends the excess oil pressure to the transmission sump.


77

This illustration shows the transmission hydraulic system with the engine running, thedirectional control switch in the FORWARD position, and FIRST SPEED selected.

When FIRST SPEED FORWARD is selected, the Transmission/Chassis ECM energizes the No. 6, and No. 7 solenoids before energizing the No. 1 solenoid. The modulating valvescontrol the oil flow to the clutches.


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Transmission Modulating Valve - No Commanded Signal

In this illustration, the transmission modulating valve is shown with no current signal applied tothe solenoid. The Transmission/Chassis ECM controls the rate of oil flow through thetransmission modulating valves to the clutches by changing the signal current strength to thesolenoid. With no current signal applied to the solenoid, the transmission modulating valve isDE-ENERGIZED and oil flow to the clutch is blocked. The transmission modulating valve islocated on the transmission control valve.

Pump oil flows into the valve body around the valve spool and into a drilled passage in thecenter of the valve spool. The oil flows through the drilled passage and orifice to the left sideof the valve spool to a drain orifice. Since there is no force acting on the pin assembly to holdthe ball against the drain orifice, the oil flows through the spool and the drain orifice past theball to the tank.

The spring located on the right side of the spool in this view holds the valve spool to the left.The valve spool opens the passage between the clutch passage and the tank passage and blocksthe passage between the clutch passage and the pump supply port. Oil flow to the clutch isblocked. Oil from the clutch drains to the tank preventing clutch engagement.

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Transmission Modulating Valve - Commanded Signal Below Maximum

In this illustration, the modulating valve is shown with a signal to the solenoid that is below themaximum current. Clutch engagement begins when the Transmission/Chassis ECM sends aninitial current signal to ENERGIZE the solenoid. The amount of commanded current signal isproportional to the desired pressure that is applied to the clutch during each stage of theengagement and disengagement cycle.

The start of clutch engagement begins when the current signal to the solenoid creates amagnetic field around the pin. The magnetic force moves the pin against the ball in proportionto the strength of the current signal from the ECM.

The position of the ball against the orifice begins to block the drain passage of the oil flow fromthe left side of the valve spool to the tank. This partial restriction causes the pressure at the leftend of the valve spool to increase. The oil pressure moves the valve spool to the right againstthe spring. As the pressure on the right side of the valve spool overrides the force of the spring,the valve spool shifts to the right.

The valve spool movement starts to open a passage on the right end of the valve spool for pumpsupply oil to fill the clutch. Oil also begins to fill the spring chamber on on the right end of thespool.

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In the initial clutch filling stage, the ECM commands a high current pulse to quickly move thevalve spool to start filling the clutch. During this short period of time, the clutch piston movesto remove the clearances between the clutch discs and plates to minimize the amount of timerequired to fill the clutch. The ECM then reduces the current signal which reduces the pressuresetting of the proportional solenoid valve. The change in current signal reduces the flow of oilto the clutch. The point where the clutch plates and discs start to touch is called TOUCH-UP.

Once TOUCH-UP is obtained, the ECM begins a controlled increase of the current signal tostart the MODULATION cycle. The increase in the current signal causes the ball and pin tofurther restrict oil through the drain orifice to tank causing a controlled movement of the spoolto the right. The spool movement allows the pressure in the clutch to increase.

During the MODULATION cycle, the valve spool working with the variable commandedcurrent signal from the ECM acts as a variable pressure reducing valve.

The sequence of partial engagement is called desired slippage. The desired slippage iscontrolled by the application program stored in the ECM.


80

Transmission Modulating Valve - Commanded Signal At Maximum

In this illustration, the modulating valve is shown with a maximum current signal commandedto the solenoid. When the modulation cycle stops, the Transmission/Chassis ECM sends themaximum specified current signal to fully engage the clutch.

The constant current signal pushes the pin firmly against the ball in the solenoid valve. The pinforce against the ball blocks more oil from flowing through the drain orifice. This restrictioncauses an increase in pressure on the left side of the valve spool. The valve spool moves to theright to allow pump flow to fully engage the clutch.

In a short period of time, maximum pressure is felt at both ends of the proportional solenoidvalve spool. This pressure along with the spring force on the right end of the spool causes thevalve spool to move to the left until the forces on the right end and the left end of the valvespool are balanced.

The valve spool movement to the left (balanced) position reduces the flow of oil to the engagedclutch. The ECM sends a constant maximum specified current signal to the solenoid tomaintain the desired clutch pressure.

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The different maximum specified pressures for each clutch is caused by different maximumcurrent signals being sent by the ECM to each individual modulating valve. The differentmaximum signal causes a difference in the force pushing the pin against the ball to blockleakage through the drain orifice in each solenoid valve. The different rate of leakage throughthe spool drain orifice provides different balance positions for the proportional solenoid valvespool. Changing the valve spool position changes the flow of oil to the clutch and the resultingmaximum clutch pressure.

The operation of the proportional solenoid to control the engaging and releasing of clutches isnot a simple on and off cycle. The ECM varies the strength of the current signal through aprogrammed cycle to control movement of the valve spool.

81

This illustration shows the transmission hydraulic system with the engine running, thedirectional control switch in the FORWARD position, and SECOND SPEED selected.

When SECOND SPEED FORWARD is selected, the Transmission/Chassis ECM energizes the No. 4, and No. 7 solenoids before energizing the No. 2 solenoid. The modulating valvescontrol the oil flow to the clutches.


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This illustration shows the transmission hydraulic system with the engine running, thedirectional control switch in the REVERSE position, and FIRST SPEED selected.

When FIRST SPEED REVERSE is selected, the Transmission/Chassis ECM energizes the No. 6, and No. 7 solenoids before energizing the No. 1 solenoid. The modulating valvescontrol the oil flow to the clutches. The speed and range clutches are engaged first when threenew clutches are used during a gear change.


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83

IMPLEMENT AND STEERING SYSTEM

The "M" Series Motor Graders are equipped with a Priority Proportional, PressureCompensated (PPPC) implement electrohydraulic system. The PPPC system will sense ademand for flow and the implement and steering pump will upstroke or destroke to provide thenecessary flow. The steering system is an electrohydraulically controlled system. TheImplement ECM, Transmission/Chassis ECM, and steering control valve all work together toprovide a primary steering system and a secondary steering system.

The following components make up the implement and steering systems:

- Implement ECMs

- Left hand and right hand joysticks

- Implement and steering pump

- PPPC electrohydraulic control valves

- Steering control valve

- Implement and steering cylinders

- Hydraulic tank


The Implement ECMs are located in the cab, behind the operators seat. All "M" seriesmachines are equipped with two Implement ECMs, with the addition of an auxiliary ImplementECM for attachments and an All Wheel Drive ECM if the machine is equipped with all wheeldrive.

Implement ECM (1): This ECM is the primary Implement ECM. All diagnostic codes areactivated by this control module under the module identifier 082. The other implement controlmodules communicate diagnostics over the CAN Data Link (J1939) to the Implement ECM (1)which will activate diagnostic codes and events when necessary. The primary Implement ECMhandles all joystick inputs.

Implement ECM 2 (2): This ECM is a secondary Implement ECM that handles all standardimplement outputs. This ECM will receive inputs from the primary Implement ECM via theCAN Data Link (J1939) and auxiliary control pod. The ECM will send outputs to attachmentauxiliary control valves 1, 2, and 7, if equipped.

All Wheel Drive ECM (3): This ECM is not an option on the 14M/16M motor graders. Theall wheel drive option will be offered as an attachment on the smaller motor graders. The AllWheel Drive ECM will control the electronic functions for the all wheel drive system ifequipped.

Implement ECM 3 (4): This ECM is a attachment and acts as a third Implement ECM thatwill send outputs to attachment auxiliary control valves 3, 4, 5, and 6, if equipped.

84


1 2

34

85

Implement Electrical System

Input Components:

Operator Present Switch: An input to the ECM that indicates if an operator is in theoperator’s seat.

Key Start Switch: Provides a signal to the Implement ECM when the operator wants to startthe engine.

Hydraulic Oil Temperature Sensor: An input to the ECM with the temperature of thehydraulic oil.

Pilot Filter Bypass Switch: An input to the ECM when the pressure is above 172 kPa (25 psi)in the oil filter.

Secondary Steering Test Switch: An input to the ECM that indicates when the operator wantsto test the secondary steering motor and pump.

Hydraulic Pump Pressure Sensor: An input to the ECM that provides the pressure in thesteering and implement hydraulic system.


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Steering Valve Control Module: The control module for the steering valve provides twoinputs to the Implement ECM. The control module provides a spool position signal and anerror signal to the ECM.

Left Hand Joystick: Provides 12 different inputs to the Implement ECM. Some of thoseinputs include: wheel lean right, articulate right, and steering.

Right Hand Joystick: Provides 5 different inputs to the Implement ECM. Some of thoseinputs include: blade sideshift, circle sideshift, and blade tip.

Right Steering Cylinder Position Sensor: Signals the ECM the position of the rod in thesteering cylinder.

Left Steering Cylinder Position Sensor: Signals the ECM the position of the rod in thesteering cylinder.

Articulation Angle Sensor 1 and 2: Signals the ECM the angle of the rear frame as comparedto the angle of the front frame.

Implement Lockout Switch: Sends an input signal to the ECM to not energize the implementpilot solenoid to protect from inadvertent movement of the implements.

Auxiliary 1 to 7 Controls (if equipped): Sends a signal to the ECM communicating the angleof the auxiliary controls.

+24 Battery Voltage: Unswitched power supplied to the Transmission/Chassis ECM from thebattery.

Location Code 2: The location code pin number 2 is a grounded input signal that establishesthe ECM is dedicated to power train and chassis operations. J1-27 pin on theTransmission/Chassis ECM connector is grounded.

Location Code Enable (GND): The location code enable is a grounded input signal to theTransmission/Chassis ECM that enables the location code enable feature. J1-32 pin on theTransmission/Chassis ECM connector is grounded.

Output Components:

Implement Pilot Solenoid: This ON/OFF solenoid valve is an output from the ImplementECM. This valve opens the flow of pilot oil to the implement control valves.

Blade Left Raise/Lower Solenoids: The proportional solenoid valves are an output from theImplement ECM. The solenoid valve sends a proportional amount of pilot oil to the bladeraise/lower spool depending on the amount of current applied to the solenoids.

Blade Right Raise/Lower Solenoids: The proportional solenoid valves are an output from theImplement ECM. The solenoid valve sends a proportional amount of pilot oil to the bladeraise/lower spool depending on the amount of current applied to the solenoids.

Articulate Left/Right Solenoids: The proportional solenoid valves are an output from theImplement ECM. The solenoid valve sends a proportional amount of pilot oil to thearticulation spool depending on the amount of current applied to the solenoids.


Wheel Lean Left/Right Solenoids: The proportional solenoid valves are an output from theImplement ECM. The solenoid valve sends a proportional amount of pilot oil to the wheel leanspool depending on the amount of current applied to the solenoids.

Blade Sideshift Left/Right Solenoids: The proportional solenoid valves are an output fromthe Implement ECM. The solenoid valve sends a proportional amount of pilot oil to the bladesideshift spool depending on the amount of current applied to the solenoids.

Circle Drive Clockwise/Counterclockwise Solenoids: The proportional solenoid valves arean output from the Implement ECM. The solenoid valve sends a proportional amount of pilotoil to the circle drive spool depending on the amount of current applied to the solenoid.

Blade Tip Forward/Backward Solenoids: The proportional solenoid valves are an outputfrom the Implement ECM. The solenoid valve sends a proportional amount of pilot oil to theblade tip spool depending on the amount of current applied to the solenoid.

Centershift Left/Right Solenoids: The proportional solenoid valves are an output from theImplement ECM. The solenoid valve sends a proportional amount of pilot oil to the centershiftspool depending on the amount of current applied to the solenoid.

Auxiliary 7 Control Solenoids: The proportional solenoid valves are an output from theImplement ECM. The solenoid valve sends a proportional amount of pilot oil to the auxiliaryspool depending on the amount of current applied to the solenoid.

Steering Valve Control Module: The control valve module for the steering valve is an outputof the Implement ECM. The Implement ECM provides power and a command signal to thecontrol module.

Backlight Relay: The Implement ECM energizes the backlight relay when any of theworklamp switches have been turned to the ON position.

Auxiliary Lever 1 Float Indicator: The Implement ECM will send a signal to Messenger toilluminate the float indicator when the control has been placed in the float position.



+5 Volt Supply: Power supplied to the components from the Implement ECM.




86

Left Joystick Electronic Operation

The left joystick has fourteen functions. The gear selection, neutral articulation, and directionfunctions use switch type inputs. The wheel lean function uses linear pushbuttons that send aPWM signal to the Implement ECM. The left blade lift, steering, and articulation functions usehall cell type sensors that send PWM signals to their corresponding ECMs.

NOTE: The joystick is not serviceable. The joystick must be replaced if any switch orsensor fails.

The left joystick contains three steering sensors that are necessary for correct steering operation.All three sensors send a PWM signal to both the Implement ECM and the Transmission/ChassisECM. Steering sensors 1 and 2 are powered from the Implement ECM. Steering sensor 3 ispowered from the Transmission/Chassis ECM.

A Level 3 Warning occurs when any steering lever position sensor fails. The machine willcontinue to steer normally (with an active Level 3 warning) using the two remaining sensors.


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There are some points to consider when diagnosing FMIs for the steering lever positionsensors:

- Verify that CID 0041 (8 volt power supply) for the Implement ECM (MID 082) does nothave any active codes. Correct any problems with the 8 volt power supply if anydiagnostic codes are active.

- The correct operating temperature range for the steering sensors is -40° C -40° F) to 75° C (167°F). Normalize the cab environment to the acceptable temperature range if anFMI 03 or and FMI 08 code becomes active for a steering sensor when the cabenvironment is at extreme temperatures. Verify an active FMI is still present beforecontinuing to troubleshoot.

- The Transmission Chassis ECM (MID 027) and the Implement ECM (MID 082) receivean input signal from the steering lever position sensors. Both ECMs can activate adiagnostic code for all three sensors. It is likely that the sensor is operating correctly ifone ECM has activated a diagnostic code and the other ECM has not. When this occurs, apoor connection in the machine harness would be suspected. When both ECMs haveactivated the diagnostic code, either the sensor OR a harness problem could be the cause.It is very unlikely that both ECMs have failed when both ECMs have activated thediagnostic code.


87

Right Joystick Electronic Operation

The right joystick has twelve functions. Throttle resume and differential lock are switch typeinputs. The remaining functions are PWM inputs. With the exception of the differential lockswitch and the throttle resume switch, all inputs from the right joystick go to the ImplementECM. Power to the right joystick is supplied by the Implement ECM and theTransmission/Chassis ECM.

NOTE: The joystick is not serviceable. The joystick must be replaced if any switch orsensor fails.

The right joystick receives power from the Implement ECM and the Transmission/ChassisECM. Ensure that you identify the correct Module Identifier (MID) when troubleshooting aCID 1482 (10 volt power supply).

There are some points to consider when diagnosing FMIs for the right joystick:

- Verify that CID 1482 (10 volt power supply) for the Implement ECM andTransmission/Chassis ECM does not have any active codes. Correct any problems withthe 10 volt power supply if any diagnostic codes are active.


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- The correct operating temperature range for the steering sensors is -40° CR (-40° F) to 75° CR (167° F). Normalize the cab environment to the acceptable temperature range ifan FMI 03 or and FMI 08 code becomes active for a steering sensor when the cabenvironment is at extreme temperatures. Verify an active FMI is still present beforecontinuing to troubleshoot.


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1

The hydraulic tank (1) is located behind the engine on the left side of the machine. The returnfilter (2) is located next to the hydraulic tank (1) on the left side of the machine. The returnfilter (2) removes any debris in the hydraulic oil before the oil returns to the hydraulic tank.The return filter (2) has a filter bypass valve in it. The filter bypass is not monitored by anyECMs. The filter bypass will allow dirty oil to flow to the hydraulic tank if the filter elementbecomes plugged. Be sure to follow the recommended service intervals for this filter.

88


The implement and steering pump (1) is located on the back left side of the engine. This pumpis a variable displacement piston pump that has a pump control (2) to allow the pump to varythe amount of flow that is produced. The pressure tap (3) is installed in the signal line at thepump control valve. The pressure tap (3) provides a location to test the signal pressure of eitherthe steering signal or implement signal.

89


1

2 3

The implement and steering control manifold contains the following components:

Pressure tap (1): This tap is used for testing the pressure at the outlet of the implement andsteering pump.

Pressure sensor (2): This sensor monitors the pressure at the outlet of the implement andsteering pump.

Relief valve (3): This valve protects the implement and steering supply circuit from highpressure. The relief valve is adjustable.

S•O•S port (4): This port is used for pulling an oil sample from the outlet of the implementand steering pump.

Pressure reducing valve (5): This valve limits the pressure in the implement pilot circuit. Thepressure reducing valve is adjustable.

Pressure tap (6): This tap is used for testing the pressure in the pilot system.

Implement pilot solenoid (7): This solenoid directs or prevents oil flow to the implement pilotsystem. The implement lockout switch in the cab energizes or de-energizes this solenoid.Supply oil will be directed to the implement pilot system when this solenoid is energized. Nooil will be directed to the implement pilot system when the solenoid is de-energized.

90


1 23

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The pilot oil filter (1) removes any debris from the oil before the oil travels to the pilot system.The pilot filter is located behind the transmission on the left side of the machine. The pilot oilfilter has a bypass switch (2) that is monitored by the Implement ECM. The pilot filter also hasan S•O•S port (3).

91


1

2

3

The steering control valve (1) is located in front of the cab. The secondary back-up steeringsolenoids (2) are located above the steering control valve (1).

The steering control valve (1) is an electro-hydraulic valve that consists of two distinct systems.The first system is the hydraulic section (3), which has several main functions. The hydraulicsection has a priority valve that will ensure that the steering circuit demands are met before anyhydraulic oil is sent to the implement circuit. The hydraulic section also has a pressurereducing valve that will meter pilot oil to the secondary back-up steering solenoids. The lastmain function of the steering control valve is to direct pump supply oil to the steering cylinderswhen the operator requests a turn with the left joystick. The steering control valve has severalother internal components that will be discussed in more detail with a schematic.

92

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The second system on the steering control valve is the electronic system. The Implement ECMcontrols the primary steering functions. The Implement ECM will send a control signal to thesteering control module (4) when the left joystick changes positions (operator requests a steerleft or right). The steering control module will direct pilot oil to move the directional controlspool inside the steering control valve one direction or another. The steering cylinders willbegin to move. The ECM will monitor the position of the steering cylinders as well as theposition of the directional control spool inside the steering control valve. The Implement ECMwill decrease the control signal to the steering control module as the steering cylindersapproach the desired position. The steering control module (4) also has an LED (5) whichdisplays the operational status of the module.

The Implement ECM will not allow the steering system to function until certain conditions aremet. The conditions are as follows:

- Engine operating- Sufficient hydraulic system pressure- Operator present- Park brake ON, transmission in NEUTRAL- No steering cylinder faults

In addition to those conditions, the left joystick position must be aligned with the angle of thefront wheels before the Implement ECM will allow the steering system to operate. Theoperator accomplishes this by slowly sweeping the joystick through the full range of travel forthe left/right axis. Other conditions that may prevent the steering system from being enabledare as follows:

- Sweeping the joystick too fast- Not sweeping the joystick through a full range of motion- Front wheel position out of range: Sweeping the joystick may not align the joystick to the

steering cylinders if the wheels are out of range (due to damage or extreme angle). Thewheels must be manually moved back into range if this condition occurs. Actuating thewheel lean function left or right may help move the wheels into an acceptable range.


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There are three types of signals that are communicated between the Implement ECM and theSteering Control Valve. The signals are as follows:

- Steering control signal: The steering control signal is a PWM signal sent from theImplement ECM to the steering control module. The duty cycle of the control signal isdependent on the input signals from the steering cylinder position sensors and the leftjoystick position sensor to the Implement ECM. The steering control module will adjustthe position of the directional valve spool based on the duty cycle of the control signal.The Implement ECM does not monitor the control signal circuit for diagnostics. Thesteering control module will detect a problem such as a high or low voltage in the signalcircuit and will send an error signal to the implement ECM. The Implement ECM willturn the power supply to the steering control module OFF if the steering control modulesends and error signal. The Implement ECM will also send a request to theTransmission/Chassis ECM to activate the secondary steering system.

- Spool position signal: The Implement ECM receives an input from the steering controlmodule that indicates the position of the directional valve spool inside the steering controlvalve. The Implement ECM uses this information to determine if the steering valvecontrol module is responding correctly to the steering control signal. The ImplementECM monitors the spool position circuit for diagnostics. The Implement ECM will turnthe power supply to the steering control module OFF if the ECM detects a high voltagecondition, a low voltage condition, or a short. The Implement ECM will also send arequest to the Transmission/Chassis ECM to activate the secondary steering system in theevent of a steering control valve diagnostic.

94


- Error signal: The steering control module monitors it’s own operation and monitors theImplement ECM circuits that are connected to the module. The steering control modulewill send an error signal to the Implement ECM if the steering control module detectselectrical problems. The Implement ECM will turn the power supply to the steeringcontrol module OFF if the steering control module sends and error signal. The ImplementECM will also send a request to the Transmission/Chassis ECM to activate the secondarysteering system.

The steering control valve is equipped with a status LED. This LED will be green if there areno faults. The LED will flash red if there is an input signal fault. Closed loop faults will causethe LED to be constantly illuminated red.


95

The "M" series motor graders are equipped with a secondary steering system. TheTransmission/Chassis ECM and the Implement ECM work together to turn on the secondarysteering system if the primary steering system fails. The Transmission/Chassis ECM and theImplement ECM monitor the left joystick, steering cylinder position sensors, pump pressuresensor, and the articulation sensors.

The Implement ECM will send a PWM signal to the Transmission/Chassis ECM if thesecondary steering system needs to be activated due to a secondary steering test or a problem inthe primary steering system. The duty cycle of the PWM signal will be used to determinewhich specific secondary steering component needs to be activated. The PWM duty cycle is asfollows:

- 20 percent PWM duty cycle: Normal operation, no request to activate.- 40 percent PWM duty cycle: Request to activate the secondary steering pump motor

only.- 60 percent PWM duty cycle: Request to activate the secondary steering pilot solenoid

valves only.- 80 percent PWM duty cycle: Request to activate the secondary steering pump motor and

the secondary steering pilot solenoid valves.


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The Implement ECM will send the request signal to activate the secondary steering systemwhen any of the following machine system conditions are detected:

- An active CID 2202 FMI 12 "Steering Valve Control Module Error" diagnostic code ispresent.

- A failure of the main hydraulic pump.

- Steering motion is detected when no primary steering command is present.

- Steering motion is not detected when a primary steering command is present.

- Steering motion is detected in the wrong direction.

- A manual secondary steer test has been requested.

- An automatic secondary steer pump test is being performed at initial start up.

NOTE: The secondary steering system is designed to be used for a short period of timein order to move the machine to an area where a safe shutdown of machine operationcan take place. Operating the secondary steer pump motor for more than a shortperiod of time will cause the secondary steer pump motor to overheat.


21

The Transmission/Chassis ECM will activate the secondary steering pilot solenoid valves (1) or (2) when a 60 percent duty cycle is sent from the Implement ECM. TheTransmission/Chassis ECM will send a PWM output signal to the appropriate solenoid based onsteering cylinder position sensors and the left joystick position sensor. The secondary steeringpilot solenoid will direct pilot oil to one side of the the directional valve spool which is insidethe steering control valve. The amount of oil directed to the spool is based on the duty cycle ofthe PWM signal sent by the Transmission/Chassis ECM.

The secondary steering system will remain active until the machine is turned OFF. The primarysteering system will be active when the machine is restarted only if the condition that causedthe activation of the secondary steering system is no longer present.

96


The steering control valve (1) has a screen (2) located in the supply port for the solenoids. Thescreen helps to protect the solenoids from any debris in the hydraulic system.

Secondary steering manifold (3) has a screen (4) located in the supply port for the secondarysteering solenoids. The screen helps to protect the solenoids from any debris in the hydraulicsystem.

97

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The secondary steering pump (arrow) is located just behind the articulation hitch. Thesecondary steering pump is accessible from underneath the machine.

The Transmission/Chassis ECM will energize the secondary steering relay when a 40 percentduty cycle is sent from the Implement ECM to the Transmission/Chassis ECM. The secondarysteering relay will energize the secondary steering pump and turn the secondary steering motorON.

The secondary steering system has two tests that can be performed to determine if thesecondary steering system is working. The tests are as follows:

- Automatic secondary steering test: The automatic secondary pump test is performedeach time the engine is started. The Implement ECM will log an event if the secondarysteering pump is not responding.

- Manual secondary steering test: The test can be performed with Messenger and theengine OFF or with the engine running. To perform the test with Messenger, navigate tothe "Service Test" menu and then select "Dead Engine Steering." Once "Dead EngineSteering" has been selected, the Transmission/Chassis ECM will energize the secondarysteering relay. The secondary steering solenoids will be activated by theTransmission/Chassis ECM when 10000 kPa (1450 psi) has been detected by theImplement ECM. To perform the test engine running, the ground speed must be zero.Hold the secondary steering test switch in for 10 seconds. The Transmission/ChassisECM will activate the secondary steering relay. The Implement ECM will signal theTransmission/Chassis ECM to enable the secondary steering solenoid valves once theImplement ECM detects 10000 kPa (1450 psi) in the steering system.

NOTE: If the steering wheels do not follow the operator’s commands, the secondarysteering system must be repaired before the machine can be operated safely.

99


100

Steering Hydraulic System Operation

The implement and steering pump provides flow to the steering control valve. Supply oil willenter the steering control valve and flow to the priority valve. The priority valve is held to theleft by the force of the spring. The priority valve will direct supply oil to the steering circuituntil the steering circuit is fully charged. Once the steering circuit is fully charged, the priorityvalve will shift to the right and direct charge oil to the implement circuit.

The compensator valve directs steering priority oil to several locations. The first location is thepressure reducing valve and the second location is the direction spool. The compensator valvealso has an internal passage that contains two orifices. One internal orifice meters oil to the leftside of the compensator valve. The other internal orifice meters supply oil into the load sensecircuit.

Pump supply oil is blocked when the direction spool is in the HOLD position. Oil in the loadsense circuit is allowed to flow through a passage in the direction spool and to the meteringvalve. The purpose of the metering valve is to maintain enough pressurized oil in an internalpassage to supply the steering control solenoids with enough oil to shift the direction spoolwhen the operator requests a turn.


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The pressure reducing valve directs pump supply oil to the secondary steering controlsolenoids. The pressure reducing valve will block supply oil when the secondary steeringcontrol solenoid circuit reaches about 3000 kPa (435 psi).

The signal relief valve limits the pressure in the signal circuit. The signal relief valve willdirect excess oil to tank if the signal circuit pressure is above the setting of the relief valve.

The crossover relief valves protect the steering cylinders for sudden pressure spikes. Thecrossover relief valves will dump oil from one side of the cylinder to the other if the pressure inthe steering cylinders raises above the setting of the relief valves.

The steering control solenoids work in pairs to shift the direction spool in the steering controlvalve. The lower steering control solenoids block supply oil which is maintained by themetering valve when no steering request is being made by the operator. The upper steeringcontrol solenoids are open to tank when no steering request is being made by the operator.

The secondary steering control solenoids are used as a back-up in case the primary steeringcontrol solenoids fail. The secondary steering control solenoids meter pilot oil to tank whenthe Transmission/Chassis ECM is not energizing one of the secondary steering controlsolenoids.


101

The Implement ECM sends a steering request to the right steering control solenoids when theoperator makes a right turn request. The upper and lower right steering control solenoidsenergize and shift to the left. Pilot oil that is maintained by the metering valve is directed pastthe lower right steering control solenoid and the right shuttle valve to the right side of thedirection spool. The direction spool will shift left and direct pump supply oil to the steeringcylinders. The direction spool will also direct pump supply oil into the load sense circuit toseat the check valve.


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102

The Transmission/Chassis ECM sends a steering request to the secondary right turn solenoidswhen the operator makes a right turn request and the primary steering solenoids are notfunctioning properly. The solenoid will energize and shift downward. Pilot oil that ismaintained by the pressure reducing valve is directed through the solenoid, and past a shuttlevalve to the right side of the direction spool. The direction spool will shift left and direct pumpsupply oil to the steering cylinders. Pump supply oil will also seat the check valve in the loadsense circuit after the direction spool has shifted left.


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The steering cylinders (1) are located at the front of the machine. The steering cylinders havean internal position sensor which allows the Implement ECM and the Transmission/ChassisECM to monitor the steering angle of the steering cylinders. This signal is compared to theposition of the steering lever sensors for diagnostic purposes.

The steering cylinder position sensors can be changed on the "M" series graders. New cylinderextension and retraction parameters must be entered into Cat ET if a cylinder position sensor ischanged.

New software files must be downloaded and flashed into the Implement ECM uponreplacement of a steering cylinder.

NOTE: The steering cylinder position sensors are powered from two different ECMs.The left sensor is powered from the Transmission/Chassis ECM and the right sensor ispowered from the Implement ECM

103


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The steering cylinders are equipped with position sensors. The sensor sends a Pulse WidthModulated (PWM) signal to the ECM with the cylinder piston position within the piston stroke.

The sensor uses the magnetostrictive principle. A wire is stretched inside the length of thesensor rod in order to form a waveguide. At time zero, a current pulse is transmitted down thewire by the electronics in the sensor head. At the point where the pulse reaches the magneticfield of the magnet, a pulse is generated and sent back to the sensor head. Internal electronicsconvert the time zero to the time it takes the return pulse to reach the sensor head into anelectronic PWM signal. The pulse width is directly proportional to the position of the magnet.The sensor frequency is 500 Hz.

104


The articulation position sensors are located on the frame behind the cab.

Articulation position sensor 1 (1) is powered by the Implement ECM and is monitored by theImplement ECM and the Transmission/Chassis ECM. Articulation position sensor 2 (2) ispowered by the Transmission/Chassis ECM and is monitored by the Implement ECM and theTransmission/Chassis ECM.

Both machine articulation position sensors must track within 3.5 degrees (angular) of each otheror a FMI 14 will be activated. The cause for this is usually loose, incorrectly assembled, ordamaged linkages.

The machine articulation angle will be limited when traveling in SEVENTH SPEEDFORWARD, EIGHT SPEED FORWARD, and SIXTH SPEED REVERSE or, if thetransmission gear is UNKNOWN. The machine articulation will be limited to a maximum of5.5 degrees (left or right) while traveling with these conditions. When these conditions nolonger exist, the operator will be able to fully articulate the machine.

The maximum gear will be limited if the machine is articulated more the 6.5 degrees (left orright). The machine will be allowed to shift up to SIXTH SPEED FORWARD or FIFTHSPEED REVERSE with the machine articulated more than 6.5 degrees. When the machine isarticulated to less than 6.5 degrees, the operator will be able to shift above SIXTH SPEED FORWARD or FIFTH SPEED REVERSE.

105


1

2

Tech tip: Using Electronic Technician, check the articulation position sensors’ dutycycle if a CID 615 FMI 14 or a CID 2252 FMI 14 diagnostic code is active. Calibratethe sensors if the duty cycle is within specification. Adjust the mechanical linkage ofthe sensors if the duty cycle is out of specification. Recalibrate the sensors after youadjust the mechanical linkage.


Position Angle (Degrees) Duty Cycle (%)

Full Left -20 33

Center 0 55

Full Right 20 74

1 23

4

The center shift lock (1) is located behind the support arms for the blade cylinders. The centershift lock (1) uses oil from the implement pilot system to lock the center shift link (2) intoplace. The center shift solenoid (3) directs oil to retract or extend the center shift lock. Themechanical switch (4) will illuminate an indicator on the dash when the center shift lock isretracted. The indicator for the center shift lock is located below the instrument cluster on theright side of the console.

106


1 2

The implement control valves are located in two places. The rear set of control valves (1) aremounted on the frame just in front of the cab. The front set of control valves (2) are mountedon the frame at the front of the machine.

107


The implement control valves contain the following components:

- implement signal relief valve (1)- right blade control valve (2) - left blade control valve (3) - articulation control valve (4) - blade tip control valve (5) - sideshift control valve (6) - center shift control valve (7) - circle drive control valve (8) - wheel lean control valve (9)

108

109


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110

The implement control valves use a common supply passage that runs through the middle of thevalve. In the HOLD position, supply oil is blocked from entering the valve by the directionspool. The direction spool has metering slots designed into it to match the flow requirements ofeach circuit.

The compensator spool prevents a single circuit from receiving the maximum pump flow whenmultiple circuits are actuated at the same time. Oil that enters the signal network through thesignal network check valves flows behind the compensator spool. The force of the spring plusthe force of the oil in the signal network cause the compensator spools in each activated controlvalve to meter the available flow to the actuated circuit.

The check valves in the implement control valve are used to reduce cylinder drift. The checkvalves will remain closed until pressured oil forces the pistons into the check valves. It isimportant to remember that since the check valves are always seated unless an implement isactuated, that the implement lines will always have trapped oil in them. This trapped oil maybe pressurized even if the machine has sat for some time. Use caution whenever an implementline or cylinder is removed.


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111

The Implement ECM will send a signal to an implement solenoid when the operator makes aimplement request. The solenoid that energizes will direct pilot oil to the right side of thedirection spool. The pilot oil will shift the direction spool to the left against a spring. The non-energized solenoid will allow the oil on the left side of the direction spool to flow to tank.

Pump supply oil will be directed around the direction spool and past the compensator valve.Some of the supply oil will travel up an internal passage and force the pistons outward. Thepistons will move far enough to unseat the check valves. Pump supply oil will then travel upthe left internal passage to the direction spool. The direction spool will meter the oil intoanother internal passage. The supply oil will continue up past the left check valve and out tothe implement cylinder. The oil that leaves the opposite side of the implement cylinder flowsback to the implement control valve, past the right check valve, to the direction spool. Thedirection spool directs this return oil back to tank.

Supply oil will also unseat the signal network check valve and enter the signal network after itpasses the compensator spool. The signal oil plus spring force will act on the lower side of thecompensator spool when multiple circuits are activated. The signal oil will also travel back tothe pump control valve to signal the pump to produce more flow.


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112

The Implement ECM will send the maximum signal to the implement solenoid when theoperator makes a FLOAT request. The energized solenoid will direct pilot oil to the left side ofthe direction spool. The pilot oil will fully shift the direction spool to the right against a spring.The non-energized solenoid will allow the oil on the right side of the direction spool to flow totank.

Pump supply oil will be directed around the direction spool and past the compensator valve.The supply oil will travel up an internal passage and force the pistons outward. The pistonswill move far enough to unseat the check valves. A load signal is directed to the pump controlvalve from the implement control valve. The pump is upstroked to meet the demands of thesystem.

The directional spool blocks supply oil from entering the passages out to the cylinders. Withthe directional spool fully shifted to the right, oil from the head end and rod end of the liftcylinders is open to tank. As the machine moves, the lift cylinders move up and down with thecontour of the ground. The check valves allow oil to flow to the lift cylinders when thepressure in the lift cylinders drops below tank pressure.


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113

Implement Hydraulic System Operation

The implement and steering pump provides flow to charge the implement and steering system.The oil flow that leaves the implement and steering pump travels to the implement/steeringpilot manifold.

The pilot manifold has several functions which are as follows:

- Provides main relief function for the implement and steering supply circuit via a mainrelief valve. The main relief valve will direct supply oil to tank if the implement andsteering supply circuit pressure raises above the setting of the main relief valve.

- Indicates the supply pressure to the monitoring system via a pressure sensor.

- Provides supply oil to the pilot circuit at a reduced pressure. A solenoid and a pressurereducing valve work together to turn the pilot circuit on/off as well as control the pressurein the pilot circuit.

Pilot oil leaves the pilot manifold and flows to a pilot filter. The pilot filter contains a bypassas well as a pressure switch. The bypass will allow pilot oil to bypass the filter and charge thepilot circuit if the filter becomes plugged.


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Pilot oil that leaves the pilot filter flows through a check valve to the center shift lock and alsoto all the solenoids in the implement control valves. The center shift lock has a solenoid thatwill direct pilot oil to either the head end or the rod end of the center shift lock.

Supply oil that leaves the pilot manifold flows to the priority valve in the steering controlvalve. The priority valve directs supply oil to the steering circuit first, and once the steeringcircuit is charged, directs the supply oil to the implement circuit.

Supply oil that leaves the steering control valve flows through the open-center implementcontrol valves. Once the implement and steering system is fully charged, the implement andsteering pump will shift to low pressure standby.


114

The right wheel lean solenoid will energize when the operator makes a wheel lean right request.The energized wheel lean solenoid will direct pilot oil to the right side of the direction spool.The direction spool will shift left and direct reduced supply oil to the compensator valve. Thesupply oil will shift the compensator to the left against the force of the spring. Supply oil willflow through the compensator, past the direction spool, through a check valve, and out the headend of the wheel lean cylinder.

Some of the supply oil will also enter the signal network. The oil in the signal network willflow to the compensator valves in each control valve. The compensator valve in the wheel leancontrol valve will remain shifted to the left because the signal oil plus the force of thecompensator spring will not overcome the force of the supply oil.

The signal oil will also flow through a shuttle valve between the implement and steering systemand back to the pressure compensator at the implement and steering pump. The signal oil andthe force of the pressure compensator spring will adjust the pump to meet the flowrequirements of the wheel lean circuit.

The signal network has a relief valve that will protect the system from high pressures.


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115

The operator can activate multiple implement control valves at the same time. When theoperator activates the wheel lean circuit and the circle drive circuit at the same time, both rightsolenoids will energize and direct pilot oil to the right side of the direction spools. Thedirection spools will shift to the left against the force of the left springs.

The circuit with the higher pressure will control the pump and the compensator valves. For thisexample, the wheel lean circuit will have a higher pressure then the circle drive circuit. Thewheel lean direction spool will shift to the left and a pressure drop will occur across thedirection spool. Supply oil will travel to the wheel lean compensator valve and shift the valveto the left. Oil that leaves the wheel lean compensator will flow to the signal network and alsopast the direction spool and out to the head end of the wheel lean cylinder.

Since the wheel lean circuit has a higher pressure, the wheel lean circuit signal oil will hold allthe other signal check balls closed in the other implement control valves. The wheel lean signaloil will also act on the left side of all the compensator valves in all of the other implementcontrol valves.


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At the same time, the circle drive direction spool has shifted left and a pressure drop hasoccurred across the direction spool. Supply oil will travel to the circle drive compensator valveand attempt to push the valve to the left. The circle drive compensator will not shift all the wayto the left because the wheel lean signal oil plus the force of the circle drive compensatorspring will counteract the force of the supply oil. The circle drive compensator will now meteror restrict the supply oil to the circle drive motor which gives the wheel lean circuit priority.The compensator valves will always allow the circuit with the highest loads to have priority.


Variable Float Control (16M)

The 16M Motorgrader can be equipped with a variable float control attachment. The variablefloat function allows the operator to vary the downforce on both sides of the blade.

The variable float switch (1) sends an input to the Implement ECM to activate the variable floatfunction. The Implement ECM sends a command to Implement ECM 2 to energize thesolenoids for the variable float control. The variable float dial (2) is used to adjust the bladedownforce on the left side. The variable float dial (3) is used to adjust the blade downforce onthe right side.

116


1

2 3

Valve manifold (1) controls the blade downforce on the left side and is located by the bladecushion accumulators (2). Valve manifold (3) controls the blade downforce on the right side.

117

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1

2

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119

This illustration shows the variable float not activated and also the variable float activated.When the variable float is not activated, the float function operates normally.

When the variable float is activated, the operator can vary the amount of blade downforce. TheImplement ECM 2 sends current to the variable float enable solenoid and the variabledownforce proportional solenoid in the valve manifold. The current sent to variable downforceproportional solenoid is determined by the variable float dial located in the cab.

The maximum blade downforce that can be produced is by gravity and the weight of the blade.The operator can reduce the blade downforce by turning the variable float dial. When thedownforce is reduced, Implement ECM 2 increases the current sent to the variable downforceproportional solenoid. With the increased current, the solenoid valve opens allowing the oil toflow from the rod end to the head end of the cylinder.


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BRAKE AND FAN SYSTEM

Service Brake System

The brake and fan pump (1) is located on the left front side of the transmission case. The brakeand fan pump is a variable displacement piston pump with a pressure and flow compensatorvalve. The piston pump provides oil flow for the brake and fan hydraulic systems.

120


The combination valve for the brake and fan system is located on the right side of the machine,just behind the engine. The combination valve ensures that the braking system has priority overthe fan system. Oil from the combination valve flows to the brake accumulators and to the fanmotor.

The priority valve (1) directs most of the oil to the brake system until the brake accumulatorsare fully charged. Once the accumulators have been charged, all of the oil flow is then sent tothe fan motor. The fan speed solenoid (2) controls the amount of signal oil that travels from thefan circuit to the brake and fan pump. The cut-in valve (3) and cut-out valve (4) control thecut-in and cut-out pressure for the brake system. The pressure tap (5) is used for testing thepressure in the brake and fan system. The Transmission/Chassis ECM uses the pressure sensor (6) to monitor the accumulator charge oil pressure. The relief valve (7) limits themaximum pressure in the brake and fan system.

121


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The service brake accumulators (1) are located behind the cab. The accumulators are chargedby the combination valve, and store the pressurized oil until the operator presses the servicebrake pedal. The accumulators then provide the required oil flow necessary to engage theservice brakes.

122


1

The service brake control valve (1) is located in front of the operators station. The servicebrake control valve directs the oil from the accumulators to the service brakes.

123


1

124

Service Brake Valve Not Activated

The service brake valve has two individual brake ports. Also, the brake valve has twoindividual spools which control the flow of oil to the individual brake ports. The upper brakeport is for the right service brakes and the lower brake port is for the left service brakes. Withthe service brake valve, the pressure at the upper brake port is 207 kPa (30 psi) higher than thepressure at the lower brake port. Also, the spring force will be proportional to the plungermovement.

The brake control valve is equipped with a check valve. The check valve prevents spikes in thetank port from entering the cavity with the plungers springs and acting on the the plunger andeventually transferring to the brake pedal.

The brake control valve is also equipped with shims that are between the ball retainer and theplunger spring. These shims are used to adjust the maximum pressure that is directed to theservice brakes.


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125

Service Brake Valve - Activated

In order to initiate the operation of the service brake valve, the operator depresses the brakepedal (not shown). The brake pedal contacts the plunger. The plunger is pushed in thedownward direction against the plunger and return springs. The plunger spring puts adownward force on the ball retainer, the ball, the upper spool down, and the lower spool. Theright brake port will be blocked from the upper tank port. The right brake port will then beopen to flow from the system pressure port (from the right brake accumulator). Also, thesystem oil flows through the orifice and the upper spool passage into the cavity between theupper spool and the lower spool. The oil pressure on the bottom area of the upper piston putsan upward force on the upper spool pushing the spool against the plunger spring.

The upper spool moves the lower spool downward compressing the lower return spring. Theleft brake port will then be open to flow from the system pressure port (from the left brakeaccumulator). At this time, the oil flows through the lower spool orifice and the lower spoolpassage into the lower spool spring cavity. The oil pressure on the bottom area of the lowerspool puts an upward force on the lower spool pushing the spool against the upper spool andthe plunger spring. The spool movements are equalized.


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Increasing the downward movement of the plunger will increase the spring force and causepressure at the service brake ports to increase until maximum pressure is reached.

Decreasing the downward movement of the plunger will decrease spring force and causepressure at the service brake ports to decrease. The combination of the return springs and theupward force on the upper and lower spools move the spools upward. When the service brakepedal is fully released, the service brake ports will be open to the tank ports.


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The service brakes (1) are mounted to the tandem houses near the rear of the motor grader. Theservice brakes are engaged by oil from the accumulators. The brakes are cooled by oil in thetandem housing.

126


1

2

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The service brakes are located inside the four wheel stations. The service brakes have a valve (1) that is used to vent the air out of the brake system. The service brakes also have a testscrew (2) that is used for checking the wear of the service brake clutch pack (3). A techniciancan test the wear of the brake packs by performing the following procedure:

- Turn the screw in until it hits the stop nut: The clutch packs need to be replaced if the setscrew will turn all the way in until it hits the stop nut. A new clutch pack must beinstalled and the set screw must be reset back to the factory specifications. Refer to theDisassemble and Assemble manual for the most current specifications for replacingservice brake clutch packs.

-Turn the set screw in until it stops before it hits the stop nut: The clutch pack is still withinspecification of acceptable wear if the screw stops before it hits the stop nut when atechnician turns the screw in to check brake wear. Back the set screw out 2.75 turns forthe 14M and 3.75 turns for the 16M and return the unit to service.

Hydraulic oil will force the piston (4) into the brake pack (3) when the service brakes areengaged. The clutches are splined to the shaft that turns the wheels. When the brake packs arecompressed, they will slow the shaft and the wheels down.

127


128

Brake and Fan System Hydraulic Operation

The brake and fan pump will begin to charge the brake and fan system when the brakeaccumulators drop below the cut-in pressure. The brake and fan pump is upstroked by aninternal spring.

Pump supply oil flows from the pump to the charge valve. Inside the charge valve, oil flows tothe priority valve, the fan speed solenoid, through a check valve and orifice, and also to the cut-in valve. The cut-in valve will be shifted upward which will allow signal oil to travelthrough a resolver valve back to the pump flow control valve. The signal oil plus the force ofthe flow control spool spring will ensure that the pump will stay upstroked until the brakeaccumulators are charged. The signal oil also holds the priority valve closed. Supply oil willmeter through an internal orifice in the charge valve and flow around the priority valve. Thismetered oil will cause the fan to turn at minimum speed.

The supply oil that flows through the check valve and orifice will travel to the inverse shuttlevalve which maintains equal pressure in the accumulators by directing supply oil to theaccumulator with the lowest pressure.

The fan speed solenoid will be fully energized and allow any oil in the fan signal circuit to bemetered to tank.


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The charge valve also has a relief valve to limit brake system pressure and a pressure switch tomonitor the accumulator charge pressure.


129

The cut-out valve will open when the accumulators reach the cut-out pressure. The cut-outvalve will open the bottom side of the cut-in valve to tank which will allow the fully chargedaccumulator circuit to force the cut-in valve downward against the force of the spring.


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130

The cut-in valve will open the lower spring side of the cut-in valve chamber to tank when it isshifted downward. This will allow the cut-out valve to close, however, the cut-in valve will stayshifted downward. The cut-in valve will remain shifted downward until the spring on the lowerside overcomes the force of the oil in the accumulator circuit.


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The fan system will have priority once the brake circuit is fully charged. If the machinerequires maximum cooling, the Engine ECM will decrease the signal to the fan speed solenoid.The spring on the left side of the solenoid will force the solenoid to the right, which willincrease the signal to the pump. The pump flow control valve spring plus the signal from thefan speed solenoid will shift the pump flow control valve to the left. The pump flow controlvalve will drain the oil out of the pump actuator and the internal spring of the pump willupstroke the swashplate. The priority valve will open and the larger volume of oil will increasethe fan speed.

The temperature sensor sends an input signal to the Engine ECM which monitors the fansystem.


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The accumulators store pressurized oil until the operator is ready to apply the service brakes.The brake control valve shifts downward, when the operator presses the brake pedal. The brakecontrol valve will direct pressurized oil from the accumulators to the service brakes. Theservice brakes will slow the machine.


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Parking Brake System

The parking brake (1) is spring applied, hydraulic released and is located at the transmissionoutput shaft.

The park brake solenoid (3) is located on the left side of the park brake. The solenoid (3) willbe energized when the operator turns the parking brake switch off. When the solenoid isenergized, the solenoid will direct supply oil from the power train pump to the parking brake.The oil compresses the parking brake spring, and releases the parking brake. The solenoid (3)will direct pump supply oil to parking brake for lubrication when the solenoid is de-energized.

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The solenoid (3) will also drain oil from the parking brake chamber to the transmission sumpwhen the solenoid is de-energized. The Transmission/Chassis ECM uses pressure switch (2) tomonitor the park brake pressure.

NOTE: The machine can be moved without releasing the parking brake. The joystickand wheels must be aligned before the machine can be placed into gear. A Level 3Warning will be active when the machine is in gear with the parking brake engaged.


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Fan System

The fan motor (1) is located at the back of the machine. The fan motor is an gear-type motorwith an makeup valve that prevents the motor from cavitation when the machine is shut off.

135


The fan circuit has a temperature sensor (1) that monitors the fan circuit temperature before itenters the cooler. The temperature sensor is an input to the Implement ECM. The ImplementECM sends the temperature reading to Engine ECM . The Engine ECM uses this informationto control the fan speed solenoid.

The fan cooler (2) is mounted between the radiator and the service center. The fan cooler coolsthe hydraulic oil before it returns to the hydraulic tank.

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12

CONCLUSION

This presentation provides information on the system operation of the operator’s station, engine,power train, implement, steering, fan, and brake systems.

Always use the latest Service Information to ensure that the most current specifications and testprocedures are used.

137


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.


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1. Machine view (left side)2. Operator’s station3. Dash indicators4. Dash gauges5. Left joystick6. Right joystick7. Joystick controls8. Operator switches (upper)9. Operator switches (middle)

10. Operator switches (lower)11. Wiper controls12. A/C controls13. Dash switches14. Fuses15. Auxiliary controls16. Messenger main menu17. Messenger performance menu18. Messenger totals menu19. Messenger settings menu20. Messenger service menu21. ECM architecture block diagram22. Engine view (left side)23. Engine electronic block diagram24. Engine ECM25. Engine timing location26. Atmospheric pressure sensor27 Engine speed timing calibration port28. Fuel delivery system29. 14M fuel pump30. 16M fuel pump31. 14M fuel filtesr32. 16M fuel filters33. Power derate34. Engine coolant temperature sensor35. High coolant temperature derate36. Engine oil pressure sensor37. Low oil pressure derate38. Intake manifold pressure sensor39. Intake manifold air temperature derate40. Inlet pressure sensor41. Air inlet restriction derate42. Differential fuel pressure switch43. Fuel temperature derate44. Fuel filter restriction derate45. Virtual exhaust temperature derate46. Ether start control

47. Radiator and air to air aftercooler48. Throttle mode switch49. Set/accelerate switch50. Engine idle management51. Power train power flow52. Transmission/Chassis ECM53. Transmission/Chassis electrical system54. Parking brake switch55. Upshift and downshift switch56. Differential lock switch57. Autoshift switch58. Inching pedals59. Transmission speed sensors60. Transmission speed sensors61. Transmission relief valve62. Engine start relay63. Secondary steering relay64. Differential lock relay65. Back-up alarm66. Power train hydraulic system -

NEUTRAL67. Transmission pump68. Power train filter69. Clutch and modulating valves70. Transmission cooler relief valve71. Power train cooler72. Differential lock solenoid73. Differential lock74. Final drives75. Transmission power flow76. Power train hydraulic system -

NEUTRAL77. Power train hydraulic system - FIRST

SPEED FORWARD78. Transmission modulating valve - No

Commanded Signal79. Transmission modulating valve -

Commanded Signal Below Maximum80. Transmission modulating valve -

Commanded Signal at Maximum81. Power train hydraulic system - SECOND

SPEED FORWARD

VISUAL LIST


82. Power train hydraulic system - FIRSTSPEED REVERSE

83. Implement and steering system84. Implement ECMs85. Implement electrical system86. Left joystick electronic operation87. Right joystick electronic operation88. Hydraulic tank89. Implement and steering pump90. Implement and steering control manifold91. Pilot oil filter92. Steering control valve93. Secondary back-up steering control

valves94. Electronic primary steering control95. Transmission/chassis ECM - secondary

steering control96. Secondary steering pilot solenoid valves97. Steering control valve98. Secondary steering manifold99. Secondary steering pump100. Steering control valve - Low Pressure

Standby101. Steering control valve - Primary Steer

Right Turn102. Steering control valve - Secondary Steer

Right Turn103. Steering cylinders104. Steering cylinder sensors105. Articulation position sensors106. Center shift lock107. Implement control valves108. Implement signal relief valve109. Blade tip control valve110. Implement control valve - HOLD111. Implement control valve - RAISE112. Implement control valve - FLOAT113. Implement hydraulic system - HOLD114. Implement hydraulic schematic -Wheel

lean activated115. Implement hydraulic schematic -Two

implement control valves activated

116. Variable float control (16M)117. Valve manifold118. Valve manifold119. Hydraulic system - variable float120. Service brake system121. Combination valve122. Service brake accumulators123. Service brake control valve124. Service brake valve - Not Activated125. Service brake valve - Activated126. Service brakes location127. Service brake valve128. Brake and fan system - Cut-in129. Brake and fan system - Cut-out Valve

Opening130. Brake and fan system - Cut-out / Fan at

Minimum Speed131. Brake and fan system - Cut-out / Fan at

Maximum Speed132. Brake and fan system - Service brakes

applied / Fan at Maximum Speed133. Parking brake actuator134. Parking brake solenoid135. Fan system136. Fan cooler137. Machine view (rear)

VISUAL LIST

Meeting Guide 16M Ing.

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Transcript of Meeting Guide 16M Ing.