Componentes de maquina de oruga D10R

Service Training Meeting Guide 758

SERV1758 April 2002

TECHNICAL PRESENTATION

D10R TRACK-TYPE TRACTOR INTRODUCTION

D10R TRACK-TYPE TRACTOR INTRODUCTION MEETING GUIDE 758

VISUALS AND SCRIPT AUDIENCE

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

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

OBJECTIVES After learning the information in this presentation, the serviceman will be able to: 1. locate and identify the components in each machine system; 2. explain the function of each component in the machine systems; 3. explain the operation of each system; and 4. trace the oil flow through the power train and the implement hydraulic systems.

REFERENCES D10R Track-Type Tractor Service Manual D10R Track-Type Tractor Parts Book VIDS Message Center and Keypad Operator Instruction

RENR3920 SEBP3086 TEJB6017

PREREQUISITES Interactive Video Course "Fundamentals of Mobile Hydraulics" (CD ROM) Interactive Video Course "Fundamentals of Electrical Systems" (CD ROM) STMG 546 "Graphic Fluid Power Symbols"

TEMV9001 TEMV9002 SESV1546

Estimated Time: 2 Hours Visuals: 102 Serviceman Handouts: 11 Checklists/Worksheets Form: SERV1758 Date: 4/02 © 2002 Caterpillar Inc.

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TABLE OF CONTENTS INTRODUCTION ..................................................................................................................5 OPERATOR'S STATION........................................................................................................7 ENGINE................................................................................................................................14 Cooling System...............................................................................................................15 POWER TRAIN ...................................................................................................................19 Power Train Electronic Control System .........................................................................21 Power Train Hydraulic System .......................................................................................37 Power Train Hydraulic System Operation ......................................................................43 IMPLEMENT HYDRAULIC SYSTEM..............................................................................53 Implement Electronic Control System............................................................................59 Pilot Hydraulic System ...................................................................................................69 Dozer Lift Circuit............................................................................................................74 Dozer Tilt Circuit ............................................................................................................92 Ripper Hydraulic Circuit...............................................................................................102 ATAAC Fan Hydraulic Circuit .....................................................................................106 VITAL INFORMATION DISPLAY SYSTEM (VIDS) .....................................................111 VIDS Operation ............................................................................................................122 CONCLUSION...................................................................................................................138 VISUALS LIST ..................................................................................................................139 SERVICEMAN'S HANDOUTS.........................................................................................141

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INSTRUCTOR NOTES

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D10R TRACK-TYPE TRACT OR INTRODUCTION

© 2002 Caterpillar Inc.

1

INTRODUCTION • D10R Track-type tractor

The D10R Track-type Tractor has been redesigned to meet U.S. Environmental Protection Agency (EPA) Tier II Emissions Regulations for North America and Stage II European Emissions Regulations. The D10R is equipped with the 3412E Hydraulic Electronic Unit Injection (HEUI) engine, which includes the Advanced Diesel Engine Management (ADEM II) engine control system. The tractor is also equipped with an Air To Air AfterCooler (ATAAC). Major changes to the D10R also include an Electronic Clutch Pressure Control (ECPC) transmission, an electro-hydraulic implement system, and the Vital Information Display System (VIDS). Machine weights, payload ratings, altitude de-rate, and fuel efficiency will not change.

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D10R TRACK-TYPE TRACTOR KEY NEW FEATURES • Operator Electronic Implement Controls • 3412E Emissions Engine • Air To Air AfterCooler (ATAAC) • Five-Section Power Train Pump • Electronic Clutch Pressure Control (ECPC) Transmission • Electro-Hydraulic Implement System • Vital Information Display System (VIDS)

2 • D10R key new features

The above graphic shows some of the key new features for the D10R Track-type Tractor.

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3

OPERATOR'S STATION • Operator's station

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

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2

3

4

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• VIDS components: 1. Action lamp 2. Quad gauge module 3. Tachometer/ speedometer module 4. VIDS message center module 5. Keypad

The Vital Information Display System (VIDS) consists of an action alarm (not visible), an action lamp (1), the quad gauge module (2), the tachometer/speedometer module (3), the VIDS message center module (4), and the keypad (5) for operator input. The VIDS provides the operator with continuous feedback on machine operation. The VIDS provides three warning categories to alert the operator of abnormal machine conditions. The monitoring system also records data on machine performance, which aids in diagnosis and troubleshooting.

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4 3 2 1

5

5

• Right console: 1. Blade control lever 2. Thumb switch 3. Left button 4. Right button 5. Throttle control switch

The blade control lever (1), located on the right console, is an input device to the Implement Electronic Control Module (ECM) located below the implement control levers. Moving the blade control lever forward or rearward lowers or raises the blade. Moving the lever left or right allows the blade to TILT LEFT or TILT RIGHT. The thumb switch (2) allows the operator to PITCH the blade forward or rearward. The left button (3) on the blade control handle allows the operator to change the blade position while in the Automatic Blade Assist (ABA) Mode. The right button (4) cancels the ABA Mode, so that the blade may be controlled manually. Located on the front of the blade control handle is a trigger switch (not visible). When this switch is engaged, the blade will PITCH FORWARD to dump the blade load. The trigger switch performs the same function as the thumb lever when moved to the right. Also located in this view is the throttle control switch (5), which controls engine low and high idle.

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3 1 2 6

4

5 7

8

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• Right console:

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

1. Ripper control lever 2. Thumb switch 3. Finger switch 4. Auto Stow button 5. Implement lockout switch 6. Action lamp 7. Horn switch 8. Ripper shank pin puller toggle switch

Ripper RAISE and LOWER positions are controlled by the thumb switch (2) at the front of the ripper control lever. The finger switch (3) allows the operator to control SHANK IN and SHANK OUT. Pushing the Auto Stow button (4) on the ripper control lever raises the ripper to maximum height, or moves the ripper to the maximum height and the ripper tip to the full SHANK IN position. Located to the rear of the ripper controls is the implement lockout switch (5) that enables or disables implement pilot pressure. Also located to the rear of the ripper controls is a second action lamp (6), and the horn switch (7). The ripper shank pin puller toggle switch (8) engages and releases the ripper shank pin for height adjustment.

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2 1

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• Left console: 1. Left steering clutch and brake lever 2. Right steering clutch and brake lever 3. Rotating paddle 4. Upshift button 5. Downshift button

At the front of the left console is the Finger Tip Control (FTC). The left steering clutch and brake lever (1) controls gradual or sharp left turns and the right steering clutch and brake lever (2) controls gradual or sharp right turns. FORWARD, NEUTRAL, and REVERSE are controlled by the rotating paddle (3). The upshift button (4) upshifts the tractor one gear range at a time and the downshift button (5) downshifts the tractor one gear range at a time.

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• Left of operator's seat: 1. Parking brake switch

The parking brake switch (1) engages and disengages the parking brake and locks the transmission in FIRST SPEED NEUTRAL. The ignition key is used to lock the parking brake switch by inserting the key into the key slot (2) and rotating the key to the LOCK position.

2. Key slot 3. Fore/aft adjustment lever 4. Height adjustment switch

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

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9

• Cat® ET service connector (arrow)

Below the dash and behind a hinged panel is the service connector (arrow) for the Caterpillar® Electronic Technician (ET) Service Tool.

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10

ENGINE • 3412E HEUI engine

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

• ADEM II engine control system

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

• 12 cylinder "V" arrangement

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

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Cooling System • Radiator housing: 1. AMOCS radiator 2. Aftercooler air ducts

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

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• Air ducts (arrows)

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

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ATAAC ASSEMBLY

1

2 3

3

4

13 • ATAAC assembly: 1. Aftercooler inlets 2. Aftercooler outlets 3. Hydraulic fan motor 4. Heat exchangers

The ATAAC assembly is located in the hood above the engine. Hot air from the turbochargers flows in the aftercooler inlets (1). The hot air passes though the aftercooler and exits through the aftercooler outlets (2) and into the engine. A fan (not visible) on the inside of the ATAAC assembly is rotated by the hydraulic fan motor (3). The fan distributes air evenly over the heat exchangers (4) to cool the turbocharged air. The hot air passing over the heat exchangers is vented to the outside air through air ducts at the top of the radiator housing as discussed on the previous page. NOTE: The fan motor is driven by oil supplied from the rear section of the implement hydraulic pump. The rear section of the implement hydraulic pump also supplies oil to the implement pilot system and the dual tilt valve.

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• Above engine: 1. ATAAC assembly 2. Access panel

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

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D10R ELECTRONICALLY CONTROLLED POWER TRAIN HYDRAULIC SYSTEM TO STEERING CLUTCHES AND BRAKES

TO PARKING BRAKE

TO TRANSMISSION CLUTCHES

ECPC 5 SOLENOID VALVES

TRANS. SCAVENGE

E

TC SCAVENGE TC TRANS./TC TRANS. CHARGE CHARGE CHARGE

D

C

B

A

STEERING CLUTCH AND BRAKE VALVE 6 SOLENOID VALVES

OIL COOLER PRIORITY VALVE TORQUE CONVERTER

TRANSMISSION SPEED SENSORS (4)

TORQUE CONVERTER INLET RELIEF VALVE

ENGINE OUTPUT SPEED SENSOR SHIFT INDICATORS

TORQUE CONVERTER OUTPUT SPEED SENSOR TRANSMISSION OIL TEMP SENSOR FTC SWITCHES AND SENSORS (7) BRAKE PEDAL POSITION SENSOR AUTOSHIFT SWITCH

OUTLET RELIEF VALVE

LUBE MANAGEMENT VALVE

POWER TRAIN ECM

TO CLUTCH AND BRAKE LUBE

BACKUP ALARM

CAT DATA LINK

AUTO KICKDOWN SWITCH

VIDS ECM IMPLEMENT ECM ENGINE ECM CAT ® ET

15 POWER TRAIN • Electronically controlled power train

The D10R power train hydraulic system is electronically controlled by the Power Train ECM. The Power Train ECM receives inputs from various sensors and switches and sends corresponding output signals to control the transmission, steering clutches and brakes, and the priority and lube management valves.

• ECPC transmission

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

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• Steering clutch and brake valve

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

• Priority valve

The priority valve which is housed in the priority valve group is electronically controlled by the Power Train ECM. The priority valve allows transmission/torque converter charging section oil (A) to supplement transmission charging section oil (D) when the engine speed is below 1485 rpm, during a transmission shift, or when the power train oil is cold.

• Lube management valve

The lube management valve is also housed in the priority valve group and is electronically controlled by the Power Train ECM. The lube management valve directs oil from the power train pump transmission scavenge section and the power train oil cooler to the transmission for lubrication. When the lube management valve is DE-ENERGIZED some of the oil is directed to the tank.

• Five-section power train pump

The power train pump is a five-section pump that provides oil to the transmission ECPC valves, the torque converter, and the steering clutch and brake control valve. The five sections in the transmission pump are: - Transmission/torque converter charging section (A) - Torque converter charging section (B) - Torque converter scavenge section (C) - Transmission charging section (D) - Transmission scavenge section (E)

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FTC CONTROLLER

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POWER TRAIN ELECTRONIC CONTROL SYSTEM

TRANS. DIRECTION LEVER SENSOR DIRECTION SWITCH UPSHIFT SWITCH DOWNSHIFT SWITCH LEFT STEER LEVER SENSOR RIGHT STEER LEVER SENSOR PARKING BRAKE SWITCH BRAKE PEDAL POSITION SENSOR

AUTOSHIFT SWITCH

AUTO KICKDOWN SWITCH

HARNESS CODE

ENGINE OUTPUT SPEED SENSOR

POWER TRAIN ELECTRONIC CONTROL MODULE (ECM)

CAT DATA LINK

PARKING BRAKE SOLENOID SECONDARY BRAKE SOLENOID LEFT BRAKE SOLENOID RIGHT BRAKE SOLENOID LEFT STEER CLUTCH SOLENOID RIGHT STEER CLUTCH SOLENOID

STEERING AND BRAKE CONTROL VALVE

IMPLEMENT ECM (TORQUE CONVERTER SPEED INPUT) SHIFT INDICATORS (1F/2R)

FORWARD CLUTCH No. 2 SOLENOID REVERSE CLUTCH No. 1 SOLENOID FIRST GEAR CLUTCH No. 5 SOLENOID SECOND GEAR CLUTCH No. 4 SOLENOID THIRD GEAR CLUTCH 3 SOLENOID

TRANSMISSION OIL TEMPERATURE SENSOR

TRANSMISSION

VIDS ECM IMPLEMENT ECM ENGINE ECM CAT ET

TRANSMISSION INTERMEDIATE SPEED SENSOR No. 1 TRANSMISSION INTERMEDIATE SPEED SENSOR No. 2 TRANSMISSION OUTPUT SPEED SENSOR No. 1 TRANSMISSION OUTPUT SPEED SENSOR No. 2 TORQUE CONVERTER OUTPUT SPEED SENSOR

TRANSMISSION

BACK-UP ALARM

LUBE MANAGEMENT SOLENOID PRIORITY VALVE SOLENOID

PRIORITY VALVE AND LUBE MANAGEMENT VALVE GROUP

16 Power Train Electronic Control System • Power Train ECM input and output components

The Power Train Electronic Control System components are shown in this view. The components that provide input signals to the Power Train ECM are located on the left and the components that receive output signals from the Power Train ECM are on the right. INSTRUCTOR NOTE: The input and output components shown here will be explained in detail later in the presentation.

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• Below left console: 1. Power Train ECM 2. 40 pin connectors

The Power Train ECM (1) is the main component of the Power Train Electronic Control System. The Power Train ECM makes decisions based on input information and memory information, and sends corresponding output signals to the power train output components. The Power Train ECM receives input signals and sends output signals through two 40 pin connectors (2). The Power Train ECM is located below the left console. The Power Train ECM sends information to the other machine ECMs via the CAT data link. The Power Train Electronic Control System information is also displayed on the Vital Information Display System (VIDS) message center.

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18

• Left console in cab: 1. Parking brake switch 2. Steering clutch and brake levers 3. Steering clutch and brake lever position sensors

The parking brake switch (1) sends a signal to the Power Train ECM when the switch is activated. The Power Train ECM DE-ENERGIZES the left and right brake solenoids. The brake solenoids drain oil from the brakes, allowing the brakes to be engaged by spring force. The Power Train ECM also shifts the transmission into FIRST SPEED NEUTRAL. When activated, the parking brake switch also sends a signal directly to the parking brake solenoid, which ENERGIZES the solenoid and drains any residual oil from the brakes. The steering clutch and brake levers (2) control position sensors (3) which send Pulse Width Modulated (PWM) signals to the Power Train ECM indicating lever position. The Power Train ECM sends a corresponding output signal to the appropriate steering clutch and brake solenoid. The sensor signal duty cycle decreases as the steering clutch and brake lever is pulled.

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• Floor of cab: 1. Brake pedal position sensor 2. Brake pedal linkage

The brake pedal position sensor (1) is attached to the brake pedal linkage (2). The position sensor sends a PWM signal to the Power Train ECM indicating the brake pedal position. The sensor signal duty cycle decreases as the pedal is pressed. The Power Train ECM sends a corresponding output signal to proportionally decrease the current to the left and right brake solenoids. The brake solenoids drain oil from the brakes, allowing the brakes to be engaged by spring force. When the brake pedal is depressed approximately 75 percent of full travel, the service brake switch (not visible), attached to the brake pedal linkage, closes and the secondary brake solenoid is ENERGIZED. The secondary brake solenoid drains all oil from the brakes and the brakes are fully engaged. The service brake pedal switch operates independently of the Power Train ECM and is a backup to the Power Train ECM and brake pedal position sensor. Normally, the Power Train ECM applies the left and right brakes according to the position of the brake pedal position sensor. The service brake switch ensures that the brakes are engaged if either the brake pedal position sensor or the Power Train ECM are not functioning properly.

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

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20 • Left console in cab: 1. Transmission shift lever 2. Upshift switch 3. Downshift switch

The transmission shift lever (1) is located at the front of the left console. The shift lever is attached to a position sensor which sends a PWM signal to the Power Train ECM indicating the lever position (FORWARD, NEUTRAL, or REVERSE). The sensor signal duty cycle increases as the direction lever is moved toward the forward position. The Power Train ECM sends a corresponding signal to the appropriate transmission ECPC solenoids to engage the required clutches in the transmission. The direction switch (not visible) is located inside the left console. The direction switch is a backup to the transmission lever position sensor. The direction switch sends a signal to the Power Train ECM when the shift lever is moved to the reverse position. The Power Train ECM only responds to the status of the direction switch when a failure in the transmission direction position sensor is detected. The upshift switch (2) and the downshift switch (3) signal the Power Train ECM when a gear shift is requested. The Power Train ECM sends a corresponding signal to the appropriate transmission ECPC solenoids to engage the required clutches in the transmission. NOTE: The status of the inputs (upshift and downshift switches) must be correct for the Power Train ECM to perform shifting at the correct time.

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• Left lower dash in cab: 1. Autoshift switch 2. Auto Kickdown switch

Located at the bottom left side of the dash are the Autoshift switch (1) and the Auto Kickdown switch (2). The Autoshift switch allows the operator to preset the gear speed for directional shifting. The Autoshift switch sends a signal to the Power Train ECM when the Autoshift switch is pressed. Pressing the Autoshift switch will signal the Power Train ECM to engage the appropriate transmission solenoids to obtain 1F2R. Pressing the Autoshift switch again will turn the Autoshift function OFF. The Auto Kickdown switch, when activated, sends a signal to the Power Train ECM. The Power Train ECM will engage and release the appropriate transmission solenoids to automatically downshift the transmission.

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22

• Engine output speed sensor (arrow)

The engine output speed sensor (arrow) is located on the pump drive at the rear of the engine on the right side. The engine output speed sensor sends a signal to the Power Train ECM indicating engine speed. The speed sensor produces a signal frequency (Hz) that varies as the engine speed changes. The sensor generates a sine wave by passing gear teeth. The speed difference between the engine speed sensor and the torque converter output (transmission input) speed sensor establishes an actual slippage value. That measured value is compared to a calculated value stored in the Power Train ECM software. The measured value compared with the calculated value in the Power Train ECM determines how the transmission clutch valves are energized to provide smooth shifting.

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• Rear of torque converter: 1. Torque converter output speed sensor 2. Torque converter outlet relief valve 3. Power train oil temperature sensor

The torque converter output speed sensor (1) provides a signal to the Power Train ECM indicating torque converter output (transmission input) speed. Other power train components visible at the rear of the torque converter include the torque converter outlet relief valve (2) and the power train oil temperature sensor (3).

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TRANSMISSION SPEED SENSORS

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1

1 2 2

24 • Rear of transmission: 1. Transmission intermediate speed sensors 2. Transmission output speed sensors

Two speed sensors measure the transmission intermediate speed and two speed sensors measure the transmission output speed. The intermediate speed sensors (1) monitor the speed and direction of the No. 4 ring gear. The output speed sensors (2) monitor the speed and direction of the transmission output shaft. The Power Train ECM uses the transmission intermediate speed and output speed sensor information to determine clutch fills during shifting.

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25

• Steering oil temperature sensor (arrow)

The steering oil temperature sensor (arrow) sends a PWM signal to the Power Train ECM indicating the transmission oil temperature. The Power Train ECM uses this temperature signal information to control transmission shifting time and to perform adjustments on the commands for brake control.

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• Steering clutch and brake valve: 1. Steering clutch and brake solenoids 2. Parking brake solenoid 3. Secondary brake solenoid

The steering clutch and brake valve is located below the cab on top of the transmission case. The steering clutch and brake valve contains six solenoid valves that control oil flow to the steering clutches and brakes. The four steering clutch and brake solenoids (1) are proportional solenoids. When a steering clutch and brake lever is moved or the brake pedal is pressed, the Power Train ECM sends a PWM signal that varies the current to the appropriate solenoids. Solenoid plunger movement is proportional to the electrical current sent from the Power Train ECM. Plunger position determines the amount of oil pressure at the clutch or brake. A DECREASE in electrical current causes a decrease in oil pressure which DECREASES the clutch engagement. Since the brakes are spring applied and hydraulically released, a decrease in oil pressure INCREASES the brake engagement. The parking brake solenoid (2) and the secondary brake solenoid (3) are ON/OFF solenoids. When the parking brake switch is activated, the Power Train ECM sends the maximum amount of electrical current to ENERGIZE the parking brake solenoid valve. The parking brake solenoid drains all residual oil from the brakes and the brakes are fully engaged.

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During normal operation, the parking brake solenoid valve operates independently of the Power Train ECM and the solenoid valve is actuated by the parking brake switch. The secondary brake solenoid operates independently of the Power Train ECM and is actuated by the service brake pedal switch when the brake pedal reaches approximately 75 percent of full travel. The secondary brake solenoid drains all residual oil from the brakes and the brakes are fully engaged. NOTE: Solenoid current values can be viewed on the VIDS display window or on the Cat® ET parameter screens. Clutch and brake calibrations can also be performed using VIDS or the Cat® ET Service Tool.

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1

D10R TRANSMISSION CONTROL GROUP

5

TRANSMISSION GEAR AND SOLENOID VALVE LOGIC GEAR

SOLENOID VALVES ON

CLUTCHES ENGAGED

1F

5 and 2

5 and 2

2F

4 and 2

4 and 2

3F

3 and 2

3 and 2

Neutral

3

3

1R

5 and 1

5 and 1

2R

4 and 1

4 and 1

3R

3 and 1

3 and 1

2

3

4

27 • Transmission ECPC solenoid valves

The transmission ECPC solenoid valves are mounted on top of the transmission and can be accessed through the cover on the rear of the transmission housing. Each proportional solenoid valve directs oil to a single clutch in the transmission planetary group. The Power Train ECM sends a PWM signal to vary the current to the solenoids. The solenoid current determines the amount of oil pressure that is applied to the clutch. The amount of solenoid plunger movement is proportional to the electrical current sent from the Power Train ECM. The position of the plunger controls the amount of oil pressure and the amount of clutch engagement. An increase in electrical current causes an increase in oil pressure, which increases clutch engagement. The Power Train ECM applies electrical current to the appropriate transmission clutch solenoids, based on the operator's request from the upshift switch, the downshift switch, or the transmission direction control lever.

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The chart shows which solenoid valves are energized and which clutches are engaged for each gear. NOTE: Solenoid current values can be viewed on the VIDS display window or on the Cat® ET parameter screens. Transmission calibrations can also be performed using VIDS or the Cat® ET Service Tool.

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2 4 1 5

3

28 • Right front of main case: 1. Priority valve solenoid 2. Lube management valve solenoid 3. Torque converter inlet relief valve 4. Lube pressure tap 5. Torque converter inlet pressure tap

The priority valve group is located below the cab inside the right frame rail. The Power Train ECM controls the priority valve solenoid (1) and the lube management valve solenoid (2). The priority valve solenoid when DE-ENERGIZED, allows power train pump transmission/torque converter charging section oil to supplement transmission charging section oil when the engine speed is below 1485 rpm, during a transmission shift, or when the power train oil is cold. The lube management valve solenoid, when de-energized, directs oil from the power train pump transmission scavenge section and the power train oil cooler to the transmission for lubrication. The Power Train ECM will ENERGIZE the lube management valve solenoid, which will direct some of the oil flow to the tank if all of the following conditions exist: - A transmission shift has not occurred for at least 10 seconds - The engine speed is above 1550 rpm - The transmission is in 3F, 3R, or 2R - The power train oil temperature is above 45º C (113º F) and below 105º C (221º F) Also located inside the priority valve group is the torque converter inlet relief valve (3). Pressure taps located on the priority valve group include the lube pressure tap (4) and the torque converter inlet pressure tap (5).

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D10R POWER TRAIN HYDRAULIC SYSTEM TO LEFT STEERING TO LEFT CLUTCH BRAKE LUBE CLUTCH LB1 AND BRAKE

TRANSMISSION CHARGING TRANSMISSION SCAVENGE

TRANSMISSION FILTER BYPASS

T/C T/C SCAVENGE CHARGING

TRANSMISSION/ T/C CHARGING

PV E

B

C

D

A

P1 STEERING AND CLUTCH BRAKE VALVE

ECPC

M1

TORQUE CONVERTER OUTLET RELIEF VALVE MAIN RELIEF VALVE

POWER TRAIN OIL COOLER

TORQUE CONVERTER PRIORITY VALVE

L1

N

M1

CL

T/C INLET RELIEF VALVE

TORQUE CONVERTER FILTER BYPASS TO RIGHT STEERING CLUTCH AND BRAKE

L2

TO RIGHT CLUTCH BRAKE LUBE LB2

LUBE MANAGEMENT VALVE

29 Power Train Hydraulic System • Five-section gear pump

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

• Transmission and torque converter charging section (A)

Oil from transmission and torque converter charging section (A) flows through the transmission oil filter to the priority valve. When the priority valve is ENERGIZED, oil is allowed to flow through the priority valve and provide supplemental oil to the torque converter. When the priority valve is DE-ENERGIZED, oil is blocked at the priority valve and the oil from pump section A flows through a check valve and combines with pump oil from section D to provide oil to the transmission and steering clutch and brake valve.

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• Torque converter charging section (B)

Oil from torque converter charging section (B) flows through the torque converter oil filter to the torque converter. The torque converter inlet relief valve, located inside the priority valve group limits torque converter inlet oil pressure. Oil from the torque converter flows through the power train oil cooler to the priority valve and lube management valve group for lubrication of the transmission and steering clutches and brakes.

• Torque converter scavenge section (C)

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

• Transmission charging section (D)

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

• Transmission scavenge section (E)

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

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4

2 5

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7 9

30 • Power train hydraulic system components: 1. Power train pump 2. Check valve 3. Transmission oil filter 4. Steering oil temperature sensor 5. Transmission oil filter bypass switch 6. Priority valve pressure tap 7. Torque converter oil filter 8. S•O•S Tap 9. Power train oil cooler

The five-section pump power train gear pump (1) is located at the left front of the main case below the cab and is driven by a shaft extending from the left side of the engine. The five sections in the transmission pump from front to rear are: - Transmission/torque converter charging section - Torque converter charging section - Torque converter scavenge section - Transmission charging section - Transmission scavenge section A check valve (2) is located in the hydraulic line between the priority valve and transmission charging section of the pump. The check valve allows transmission/torque converter charging section oil to supplement transmission charging section oil and blocks flow in the opposite direction.

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The transmission oil filter (3) is located on the rear of the machine at the left of the transmission. The transmission filter housing contains the steering oil temperature sensor (4), the oil filter bypass pressure switch (5) and the priority valve pressure tap (6). The transmission filter bypass valve operates when the filter becomes clogged or when the oil is cold and thick. Filter bypass occurs at approximately 317 kPa (46 psi). When the oil is cold the temperature switch prevents the signal from alerting the operator. If the filter is restricted after the oil warms, the bypass valve pressure switch opens and sends a signal to the Vital Information Display System via the Cat Data Link. The torque converter oil filter (7) is located on the rear of the machine at the right of the transmission. The torque converter filter housing contains the S•O•S tap (8). The torque converter filter contains a bypass valve which operates when the filter becomes clogged or when the oil is cold and thick. Filter bypass occurs at approximately 317 kPa (46 psi). The power train oil cooler (9) is located at the front of the engine. The cooler is an oil-to-water design. Oil from the torque converter outlet relief valve is sent to the oil cooler. After the oil flows through the cooler, it returns to the priority valve group to lube the final drives, the steering clutches and brakes, and the transmission.

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POWER TRAIN HYDRAULIC SYSTEM RELIEF VALVES 1

2

3

31 • Power train hydraulic system relief valves: 1. Main relief valve

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

2. Torque converter outlet relief valve

The transmission main relief valve (1) is located in the transmission control valve group and limits oil pressure in the transmission charging circuit.

3. Torque converter inlet relief valve

The torque converter outlet relief valve (2), located at the rear of the torque converter, limits oil pressure in the torque converter. The torque converter inlet relief valve (3) is located inside the priority valve group and limits oil pressure in the torque converter hydraulic circuit.

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1

2

3

2

1

3

4

4

32 • Power Train hydraulic system pressure taps: 1. Transmission oil pressure tap (P1)

Pressure taps are located at the rear of the tractor for checking power train hydraulic system oil pressure. The pressure taps are: - P1: Transmission oil pressure tap (1) - M1: Torque converter oil pressure tap (2)

2. Torque converter oil pressure tap (M1) 3. Lube oil pressure tap (L1) 4. Steering clutch and brake lube taps

- L1: Lube oil pressure tap (3) - Steering clutch and brake lube taps (4)

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TRANSMISSION CHARGING T/C T/C TRANSMISSION/ TRANSMISSION SCAVENGE CHARGING T/C CHARGING SCAVENGE

D10R PRIORITY VALVE TO STEERING AND BRAKE VALVE AND TRANSMISSION

ENERGIZED D

E

C

B

A

TRANSMISSION/ TORQUE CONVERTER CHARGE SECTION

FROM TRANSMISSION

TORQUE CONVERTER CHARGE SECTION

FROM TORQUE CONVERTER

FROM STEERING AND BRAKE VALVE AND TRANSMISSION

PRIORITY AND LUBE MANAGEMENT VALVE GROUP

PRIORITY VALVE

PRIORITY VALVE ENERGIZED

TORQUE CONVERTER INLET RELIEF VALVE

TO CLUTCH AND BRAKE LUBE

TO TORQUE CONVERTER FROM OIL COOLER

TO TRANSMISSION LUBE MANAGEMENT VALVE

TRANSMISSION CHARGING

TRANSMISSION SCAVENGE

TRANSMISSION/ T/C T/C SCAVENGE CHARGING T/C CHARGING

D10R PRIORITY VALVE

TO STEERING AND BRAKE VALVE AND TRANSMISSION

DE-ENERGIZED E

D

C

B

A

TRANSMISSION/ TORQUE CONVERTER CHARGE SECTION

FROM TRANSMISSION

TORQUE CONVERTER CHARGE SECTION

FROM TORQUE CONVERTER

FROM STEERING AND BRAKE VALVE AND TRANSMISSION

PRIORITY VALVE

PRIORITY AND LUBE MANAGEMENT VALVE GROUP PRIORITY VALVE DE-ENERGIZED

TORQUE CONVERTER INLET RELIEF VALVE

TO CLUTCH AND BRAKE LUBE

TO TORQUE CONVERTER

TO TRANSMISSION

FROM OIL COOLER LUBE MANAGEMENT VALVE

33 Power Train Hydraulic System Operation • Priority valve operation:

- Priority valve ENERGIZED

When the engine is running, oil from the transmission/torque converter charging section (A) provides supplemental oil flow to the torque converter or to the transmission and steering clutch and brake valve. When the priority valve is ENERGIZED by the Power Train ECM, the priority valve spool moves right against spring force. Oil from the transmission/torque converter charge section (A) is allowed to flow through the priority valve and provide supplemental oil to the torque converter.

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- Priority valve DE-ENERGIZED

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When the priority valve is DE-ENERGIZED, spring force moves the priority valve spool left and oil from the transmission/torque converter charge section (A) is blocked. Oil pressure increases which opens the check valve and allows oil from section (A) to combine with pump oil from section (D) to provide oil to the transmission and steering clutch and brake valve. Oil that flows through the main relief valve is combined with oil from the torque converter charging pump (B) to provide supplemental oil flow to the torque converter. The Power Train ECM will DE-ENERGIZE the priority valve solenoid if any of the following conditions exist: - The engine speed is below 1485 rpm - During a transmission shift - When the power train oil temperature is below 40º C (104º F)

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TRANSMISSION CHARGING TRANSMISSION/ T/C T/C SCAVENGE CHARGING T/C CHARGING

RETURN OIL FROM TRANSMISSION SCAVENGE SECTION AND COOLER

TRANSMISSION SCAVENGE TO STEERING AND BRAKE VALVE AND TRANSMISSION

D

E

C

B

D10R LUBE MANAGEMENT VALVE

A

DE-ENERGIZED

L2 PRESSURE TAP

FROM RANSMISSION

FROM TORQUE CONVERTER

FROM STEERING AND BRAKE VALVE AND TRANSMISSION

PRIORITY AND LUBE MANAGEMENT VALVE GROUP

PRIORITY VALVE

LUBE MANAGEMENT VALVE DE-ENERGIZED LUBE MANAGEMENT VALVE SOLENOID

TORQUE CONVERTER INLET RELIEF VALVE

TO CLUTCH AND BRAKE LUBE

TO TORQUE CONVERTER

TO TRANSMISSION

FROM OIL COOLER

TO TANK

LUBE MANAGEMENT VALVE

TRANSMISSION CHARGING TRANSMISSION T/C TRANSMISSION/ T/C SCAVENGE SCAVENGE CHARGING T/C CHARGING TO STEERING AND BRAKE VALVE AND TRANSMISSION

E

D

C

B

D10R LUBE MANAGEMENT VALVE ENERGIZED

A

L2 PRESSURE TAP

TO TRANSMISSION

RETURN OIL FROM TRANSMISSION SCAVENGE SECTION AND COOLER

FROM TRANSMISSION

FROM TORQUE CONVERTER

FROM STEERING AND BRAKE VALVE AND TRANSMISSION

PRIORITY VALVE

PRIORITY AND LUBE MANAGEMENT VALVE GROUP LUBE MANAGEMENT VALVE ENERGIZED

TORQUE CONVERTER INLET RELIEF VALVE

TO CLUTCH AND BRAKE LUBE

LUBE MANAGEMENT VALVE SOLENOID

TO TORQUE CONVERTER FROM OIL COOLER

TO TRANSMISSION

TO TANK

LUBE MANAGEMENT VALVE

TO TRANSMISSION

34 • Lube management valve operation:

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

- Lube management valve DE-ENERGIZED

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

- Lube management valve ENERGIZED

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

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The Power Train ECM will ENERGIZE the lube management valve solenoid to direct oil to the transmission and the tank if all of the following conditions exist: - A transmission shift has not occurred for at least 10 seconds - The engine speed is above 1550 rpm - The transmission is in 3F, 3R, or 2R - The power train oil temperature is above 45º C (113º F) and below 105º C (221º F)

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1

5

D10R TRANSMISSION CONTROL GROUP

ECPC TRANSMISSION MODULATING VALVES

2

3

4

TRANSMISSION MODULATION CYCLE

TRANSMISSION MODULATING VALVE SHAFT

PILOT BALL VALVE

PRESSURE AND CURRENT

SOLENOID

REDUCING SPOOL

ORIFICE

FILL PULSE

FILL CALIBRATION PARAMETERS

ENGAGEMENT CALIBRATION PARAMETERS

CLUTCH ENGAGEMENT LEVEL MAXIMUM CLUTCH PRESSURE

RAMP LEVEL MODULATION

HOLD LEVEL

TO DRAIN

5

TO CLUTCH

3

SUPPLY OIL PULSE DELAY

PULSE TIME

RAMP TIME

HOLD TIME

DESIRED SLIP TIME

FULL ON TIME

35 • ECPC transmission modulating valves

The Power Train ECM controls transmission shifting by modulating the current to the transmission modulating valves, which varies the oil pressure to the clutches.

• Transmission modulating valve operation

The lower left view shows the oil flow in the transmission modulating valve. Increased current forces the shaft to the right, which pushes the ball to the right and restricts the oil flow to drain. The reducing spool also moves to the right due to the pressure increase in the chamber at the left of the orifice. This movement allows more oil to flow from the supply passage, across the metering surfaces to the clutch. As the clutch pressure rises, the signal from the Power Train ECM to the solenoid is varied to control the movement of the reducing spool.

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• Transmission modulation cycle

In the lower right view, the transmission modulation cycle is shown. The vertical axis represents current (orange) and clutch pressure (blue). The current represented is from the Power Train ECM to the modulating solenoid valve. The pressure represented is supplied to each individual clutch. When the clutch is filled and the piston is in contact with the plates, the current and pressure are directly proportional, and are represented on the same axis. The horizontal axis represents time in intervals that relate to the hydraulic pressure supplied to the clutch.

• Pulse and ramp time

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

• Hold time

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

• Desired slip time

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

• Full on time

Modulation continues until the clutch is fully engaged and the maximum clutch pressure is reached. The clutch pressure stays at maximum for a short time called the "full on time." The clutch pressure is then reduced to the clutch engagement level. The clutch is still fully engaged, but at a lower pressure. This pressure reduction increases clutch seal life.

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PRESSURE REACTION REDUCING OUTLET CHAMBER CHAMBER VALVE

SUPPLY CHAMBER

PARKING BRAKE SOLENOID

SECONDARY BRAKE SOLENOID

STEERING AND BRAKE CONTROL VALVE BRAKES ENGAGED

TO RIGHT CLUTCH TO RIGHT BRAKE

SUPPLY OIL

TO LEFT BRAKE TO LEFT CLUTCH

36 • Steering clutch and brake control valve: - Brakes ENGAGED • Parking brake

Shown here are the conditions which occur when the parking brake is engaged or the service brake pedal is fully depressed. The brakes are spring engaged and hydraulically released. When the parking brake switch is activated, the Power Train ECM de-energizes the brake solenoids allowing the brakes to be engaged by spring force. The parking brake switch also sends a signal directly to the parking brake solenoid, which ENERGIZES the solenoid and drains any residual oil from the brakes. The oil is instantaneously drained directly to the tank with no modulated drop in oil pressure and the brakes are FULLY ENGAGED.

• Secondary brakes

The secondary brake solenoid operates independently of the Power Train ECM and is actuated by the service brake pedal switch when the brake pedal reaches approximately 75 percent of full travel. The secondary brake solenoid drains all residual oil from the brakes and the brakes are fully engaged.

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REACTION CHAMBER

PRESSURE REDUCING OUTLET SUPPLY VALVE CHAMBER CHAMBER PARKING BRAKE SOLENOID

SECONDARY BRAKE SOLENOID

STEERING AND BRAKE CONTROL VALVE GRADUAL RIGHT TURN

TO RIGHT CLUTCH TO RIGHT BRAKE

SUPPLY OIL

TO LEFT BRAKE TO LEFT CLUTCH

37 • Steering clutch and brake control valve: - GRADUAL RIGHT TURN

When the right steering clutch and brake lever is pulled toward the rear of the machine approximately one-half of its total travel distance, the machine makes a GRADUAL RIGHT TURN. The right steering clutch and brake position sensor sends a signal to the Power Train ECM. The Power Train ECM sends a corresponding reduced PWM signal to the right steering clutch solenoid. The plunger (valve) retracts and blocks oil flow from the supply chamber to the outlet chamber. The outlet chamber, the clutch, and the reaction chamber in the pressure reducing valve are open to drain past the reducing valve spool and the steering clutch is completely released. During a gradual turn, the Power Train ECM does not de-energize the brake solenoid and the right brake remains fully released. Releasing only the right steering clutch allows the tractor to make a GRADUAL RIGHT TURN.

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PRESSURE SUPPLY REACTION REDUCING OUTLET CHAMBER VALVE CHAMBER CHAMBER PARKING BRAKE SOLENOID

SECONDARY BRAKE SOLENOID

STEERING AND BRAKE CONTROL VALVE SHARP RIGHT TURN

TO RIGHT CLUTCH TO RIGHT BRAKE

SUPPLY OIL

TO LEFT BRAKE TO LEFT CLUTCH

38 • Steering clutch and brake control valve:

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

- SHARP RIGHT TURN

The right steering clutch and brake position sensor sends a signal to the Power Train ECM. The Power Train ECM sends a corresponding reduced PWM signal to the right steering clutch solenoid. The plunger (valve) retracts and blocks oil flow from the supply chamber to the outlet chamber. The outlet chamber, the clutch, and the reaction chamber in the pressure reducing valve are open to drain past the reducing valve spool and the steering clutch is completely released. During a sharp turn, the Power Train ECM also de-energizes the right brake solenoid and the right brake begins to engage. As the brake lever is pulled toward the rear, the brake pressure decreases until the brake is fully engaged. Residual oil pressure is maintained on the brake to improve machine response when the lever is released.

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REACTION CHAMBER

PRESSURE REDUCING OUTLET SUPPLY VALVE CHAMBER CHAMBER PARKING BRAKE SOLENOID

SECONDARY BRAKE SOLENOID

STEERING AND BRAKE CONTROL VALVE STRAIGHT TRAVEL

TO RIGHT CLUTCH TO RIGHT BRAKE

SUPPLY OIL

TO LEFT BRAKE TO LEFT CLUTCH

39 • Steering clutch and brake control valve: - STRAIGHT TRAVEL

This schematic shows the oil flow and the valve positions during the STRAIGHT TRAVEL operation when the steering clutch and brake levers are released and the brake pedal is not depressed. When no steering requests are received from the operator, both steering clutch solenoids are energized with maximum current. The corresponding pressure reducing valves provide maximum oil pressure to engage the steering clutches. The plungers and springs control the modulating reducing valve pressure settings based on the pressure from the energized steering clutch solenoids. Both brake solenoids are also energized with maximum current to open the corresponding brake valves. Maximum oil pressure releases the brakes.

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BLADE LIFT CYLINDERS

D10R IMPLEMENT HYDRAULIC SYSTEM WITH ELECTRONICALLY CONTROLLED PILOT SYSTEM

MANUAL LOWER VALVE RIPPER CONTROL LEVER

BLADE TILT CYLINDER

BLADE TILT CYLINDER

RAISE/LOWER VALVE

LOGIC VALVE

BLADE CONTROL LEVER

TILT VALVE DOZER VALVE

IMPLEMENT LOCKOUT SWITCH

PUMP PRESSURE SENSORS

IMPLEMENT ELECTRONIC CONTROL MODULE

CAT DATA LINK

ATAAC FAN

ELECTROHYDRAULIC MANIFOLD

ATAAC MOTOR DUAL TILT VALVE

PRESSURE COMPENSATION OVERRIDE VALVE

PILOT PRESSURE AND FAN SPEED CONTROLVALVE

RIPPER VALVE

VIDS ECM PT ECM ENGINE ECM CAT ET

IMPLEMENT PUMP

OIL COOLER

RIPPER TILT CYLINDER

RIPPER TILT CYLINDER RIPPER LIFT CYLINDERS

40 IMPLEMENT HYDRAULIC SYSTEM • Electro-hydraulic implement system

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

• Input and output components

The Implement ECM receives input signals from the blade control lever position sensors, ripper control lever position sensors, and various other sensors and switches. The ECM sends corresponding output signals to energize the appropriate pilot solenoid valves on the electro-hydraulic manifold. The pilot solenoid valves control the amount of pilot oil that is sent to the dozer or ripper control valves to shift the appropriate spools and direct implement pump oil to the head or rod end of the cylinders.

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

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

• ATAAC fan circuit

The third section of the implement pump supplies oil to the ATAAC fan motor, the pilot oil for the implement system, and the pilot oil for the dual tilt valve. The cooling oil for the hydraulic circuits is also provided by the ATAAC fan circuit.

• Pressure Compensation Override (PCO) valve

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

• Logic valve

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

• Dead engine lower function

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

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D10R IMPLEMENT HYDRAULIC SYSTEM COMPONENTS IDENTIFICATION ELECTRO-HYDRAULIC PILOT VALVE GROUP

PILOT FILTER

IMPLEMENT PUMP QUICK-DROP VALVE

IMPLEMENT ECM

DUAL TILT VALVE ATAAC FAN MOTOR OIL COOLER

RIPPER CONTROL VALVE

QUICK-DROP VALVE

DOZER HYDRAULIC CONTROL TANK VALVE

LOGIC VALVE

MANUAL LOWER VALVE

41 • Implement hydraulic system component locations

This view shows the locations of the D10R implement hydraulic system components.

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4

1

3

2

5 6

42 • Implement system components: 1. Implement pump front section 2. Implement pump center section 3. Implement pump rear section 4. Dozer valve 5. Dual tilt valve

The three-section implement pump provides the oil flow for the dozer, ripper, and pilot oil circuits. The fixed displacement vane pump is located below the floor plate on the right rear of the engine and driven off the flywheel housing. The front section (1) of the pump provides oil to the dozer lift valve and ripper valve. The center section (2) of the pump provides oil to the dozer tilt valve. Oil from the center section of the pump is combined with oil from the front section to supplement the dozer lift and ripper circuits when the dozer tilt valve is in HOLD. The rear section (3) of the implement pump supplies oil to the ATAAC fan motor, to the dual tilt valve, and to the E/H manifold.

6. Ripper valve

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The dozer valve (4), located below the cab on the right side of the machine, contains a lift spool and tilt spool. The lift spool directs oil from the implement pump to raise or lower the blade. The tilt spool directs oil from the implement pump to the dual tilt valve (5). The dual tilt valve directs oil to the tilt cylinders and contains a solenoid. The solenoid contains two coils; a pitch solenoid coil and a single tilt solenoid coil. If both of the solenoid's coils are de-energized, both tilt cylinders will operate in the dual tilt mode. If the single tilt solenoid coil is energized, the right tilt cylinder acts as a brace and only the left tilt cylinder will tilt the blade. If the pitch solenoid coil is energized both tilt cylinders will pitch the blade forward or to the rear. The ripper valve (6) contains a lift spool and shank in/out spool. The lift spool directs oil from the implement pump to raise or lower the ripper. The shank in/out spool directs oil from the implement pump to move the shank in or out.

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3

2

1

43

• Hydraulic tank: 1. Sight gauge 2. Fill cap 3. Vacuum breaker valve

The hydraulic tank is located on the right side of the machine to the right of the cab. The tank contains a sight gauge (1) to check the hydraulic oil level from outside the machine. Three filter elements are located inside the tank and can be accessed through two covers on the top of the tank. The hydraulic tank also contains a fill cap (2) and a vacuum breaker valve (3) to vent excess oil pressure inside the tank.

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IMPLEMENT ELECTRONIC CONTROL SYSTEM

BLADE CONTROL LEVER

RIPPER CONTROL LEVER

BLADE RAISE/LOWER SENSOR BLADE TILT SENSOR MANUAL SELECT SWITCH MODE SELECT SWITCH PITCH FORWARD SWITCH PITCH BACK SWITCH PITCH FORWARD TRIGGER SWITCH

RIPPER RAISE/LOWER SENSOR SHANK IN/OUT SENSOR RIPPER AUTO STOW SWITCH

VIDS ECM POWER TRAIN ECM ENGINE ECM CAT ET

AUTO PITCH INDICATOR BLADE FLOAT SINGLE TILT

IMPLEMENT ELECTRONIC CONTROL MODULE (ECM)

IMPLEMENT HARNESS CODE PLUG

CAT DATA LINK

OPERATING FUNCTION INDICATOR PANEL

RIPPER RAISE SOLENOID RIPPER LOWER SOLENOID SHANK IN SOLENOID SHANK OUT SOLENOID BLADE RAISE SOLENOID BLADE LOWER/FLOAT SOLENOID BLADE TILT LEFT SOLENOID BLADE TILT RIGHT SOLENOID IMP LOCKOUT SOLENOID

IMPLEMENT PILOT VALVE MANIFOLD

PITCH SOLENOID SINGLE TILT SOLENOID

DUAL TILT VALVE

IMPLEMENT LOCKOUT SWITCH

MAIN PUMP PRESSURE SENSOR

TILT PUMP PRESSURE SENSOR PRESSURE COMPENSATION OVERRIDE SOLENOID VALVE KEY START SWITCH

44 Implement Electronic Control System • Implement ECM input and output components

The Implement Electronic Control System components are shown in this view. The components that provide input signals to the Implement ECM are located on the left and the components that receive output signals from the Implement ECM are on the right. INSTRUCTOR NOTE: The input and output components shown here will be explained in detail later in the presentation.

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2

1

45

• Right side of operator's station: 1. Implement ECM 2. VIDS ECM

The Implement ECM (1) and Vital Information Display System (VIDS) ECM (2) are located behind a panel on the right side of the operator's station. The Implement ECM receives input signals from various switches and sensors, processes the information, and sends output signals to the implement system output components. The Implement ECM receives input signals and sends output signals through two 70 pin connectors. The Implement ECM sends information to the other machine ECMs via the CAT data link. Implement system warning and diagnostic information is also displayed on the VIDS message center.

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4

3

2 1

46 • Right console: 1. Blade control lever 2. Thumb switch

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

3. Left button 4. Right button

When the blade lever is moved left or right, the blade tilt position sensor sends a signal to the Implement ECM. The Implement ECM sends a corresponding signal to the blade tilt left or tilt right solenoid. The thumb switch (2) sends a signal to the Implement ECM when activated. The Implement ECM sends a corresponding signal to the pitch solenoid. The left button (3) on the blade control handle sends a signal to the Implement ECM, which allows the operator to change the blade position while in the Automatic Blade Assist (ABA) Mode. Pressing this button the first time after the ABA key on the keyboard has been pressed, resets the blade to LOAD position. When the ABA feature is reset, pressing this button cycles the blade from LOAD to CARRY position. The second time the left button is pressed cycles the blade from CARRY to SPREAD position. Shifting to reverse will then reset the blade to LOAD position. When the right button (4) is pressed the Implement ECM cancels the ABA Mode, so that the blade may be controlled manually.

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Located on the front of the blade control handle is a trigger switch (not visible). When this switch is pressed, the Implement ECM will signal the pitch solenoid and the blade will PITCH FORWARD to dump the blade load. The trigger switch performs the same function as the thumb switch when moved to the right. This is for use in manual mode only.

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2

1

3

4

47

• Right console: 1. Ripper raise/lower lever 2. Ripper shank in/out lever 3. Ripper auto stow button 4. Implement lockout switch

The ripper raise/lower lever (1) is attached to a position sensor that sends a signal to the Implement ECM when the lever is moved. The Implement ECM sends an output signal to the ripper lower or raise solenoid. The ripper shank in/out lever (2) is attached to a position sensor that sends a signal to the Implement ECM when the lever is moved. The Implement ECM sends a corresponding signal to the ripper shank in or shank out solenoid. The ripper Auto Stow button (3) is connected to a switch that sends a signal to the Implement ECM when the button is pressed. The Implement ECM sends a signal to the appropriate ripper solenoid to raise the ripper to maximum height or raise the ripper to maximum height and move the ripper tip to the full SHANK IN position. The implement lockout switch (4) sends a signal to the implement ECM. The Implement ECM sends a corresponding signal to the implement lockout solenoid which enables or disables pilot hydraulic pressure. When engine speed is less than 1000 rpm, the Implement ECM will de-energize the lockout solenoid. The Implement ECM will energize the solenoid momentarily if requested by the operator.

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3

2

1

48

• Below cab: 1. Tilt pump pressure sensor 2. Lift pump section pressure tap 3. Tilt pump section pressure tap

The dozer lift and ripper pump pressure sensor (not shown) and the tilt pump pressure sensor (1) are located below the floor plate on the right side of the machine. The sensors send signals to the Implement ECM indicating pump output pressures. Located opposite and to the left of the sensors are the implement lift pump section pressure tap (2) and the implement tilt pump section pressure tap (3) for checking implement pump output pressures.

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6

1 2 3 4

7

5

9

8

49

• Below floor plate: 1. E/H manifold 2. Ripper shank in solenoid

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

3. Ripper lower solenoid

- Ripper shank in solenoid (2)

4. Tilt right solenoid

- Tilt right solenoid (4)

5. Blade raise solenoid 6. Ripper shank out solenoid 7. Ripper raise solenoid 8. Implement lockout solenoid 9. Pilot oil test tap

- Ripper lower solenoid (3) - Tilt left solenoid (opposite tilt right solenoid) - Blade raise solenoid (5) - Blade lower/float solenoid (opposite blade raise solenoid) - Ripper shank out solenoid (6) - Ripper raise solenoid (7) Solenoid plunger movement is proportional to the electrical current sent from the Implement ECM. Plunger position determines the amount of oil pressure at the dozer or ripper valve spools. An increase in electrical current causes an increase in oil pressure which moves the dozer valve spool. Each solenoid includes a pressure tap for checking pilot pressure to the corresponding spool.

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The Implement ECM sends only high current signals to the ripper pilot solenoid valves. The ripper pilot solenoid valves are used only as ON/OFF valves. The implement lockout solenoid (8) is an ON/OFF solenoid. When the implement lockout switch is activated, the Implement ECM energizes the implement lockout solenoid valve. The solenoid valve allows pilot oil to flow from the pump to the electro-hydraulic E/H manifold. Also visible in this view is the pilot oil test tap (9).

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1

2

50

• In front of radiator: 1. Dual tilt valve 2. Pitch solenoid

The dual tilt control valve (1), located in front of the radiator, includes an ON/OFF solenoid valve. When energized by the Implement ECM, the pitch solenoid valve coil (2) directs pilot oil from the rear section of the implement pump to shift the dual tilt valve spool. The dual tilt valve spool directs rod end oil from the left tilt cylinder to the head end of the right tilt cylinder to pitch the blade forward. When energized by the Implement ECM, the single tilt solenoid valve coil directs oil to shift the dual tilt valve spool. The dual tilt valve spool directs oil to only the left tilt cylinder to tilt the blade. The right tilt cylinder acts as a brace because oil is blocked from flowing to the cylinder. NOTE: The single tilt key on the VIDS keypad must be pressed to obtain the single tilt mode.

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51

• Pressure Compensation Override (PCO) solenoid valve (arrow)

The Pressure Compensation Override (PCO) solenoid valve (arrow) is located below the floor plate on the right side of the machine. The PCO solenoid valve is an ON/OFF solenoid valve. The PCO valve provides engine overspeed protection when energized by the Engine ECM. When the operator requests a ripper function, the PCO valve is energized by the Implement ECM. The PCO valve allows pilot oil to be directed to shift a shuttle valve in the dozer control valve. The dozer lift relief valve now acts as the relief valve for the ripper circuit.

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MANUAL LOWER VALVE FROM LOGIC VALVE

PILOT HYDRAULIC SYSTEM PRESSURE REDUCING VALVE

PRESSURE REDUCING VALVE

HOLD TO DOZER SHUTTLE VALVE

ACCUMULATOR

SHUTTLE VALVE PRESSURE COMPENSATION OVERRIDE VALVE TO DOZER LIFT VALVE

SHUTOFF VALVE PILOT OIL FILTER DOZER LOWER

DOZER RAISE

TILT RIGHT

TILT LEFT

RIPPER RAISE

RIPPER LOWER

SHANK OUT

SHANK IN

TO DOZER TILT VALVE

TO RIPPER LIFT VALVE

TO RIPPER SHANK VALVE

TO DUAL TILT VALVE TO ATAAC FAN CIRCUIT

TO DOZER TILT VALVE TO DOZER LIFT AND RIPPER VALVE

52 Pilot Hydraulic System • Pilot hydraulic system components

The pilot hydraulic system controls pilot oil flow to the ends of the dozer and ripper valve spools. The ATAAC fan pump supplies pilot oil to the pilot accumulator and the E/H manifold. The E/H manifold includes two pressure reducing valves that reduce the oil pressure to pilot pressure. The fan pump supplies oil to one pressure reducing valve. The other pressure reducing valve receives oil from the logic valve. The shuttle valve directs the highest pressure from the reducing valves to the implement shutoff valve. When energized by the Implement ECM, the shutoff valve allows pilot oil to flow to the the dozer and ripper pilot solenoid valves.

➥

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When the Implement ECM receives a signal from the blade or ripper lever, the Implement ECM sends an output signal to the appropriate solenoid. The solenoid valve opens proportionally based on the signal received from the Implement ECM. The higher the signal, the more the solenoid valve opens to allow more flow to the dozer or ripper valve spool.

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ELECTRO-HYDRAULIC PILOT MANIFOLD HOLD

TO DOZER TILT SPOOL

TILT RIPPER RIGHT/ LOWER DUMP

TO DUAL TILT CONTROL VALVE TO DOZER LIFT AND RIPPER TO DOZER CIRCUITS TILT CIRCUIT

TO DOZER LIFT SPOOL BLADE RAISE

IMPLEMENT LOCKOUT SOLENOID VALVE

RIPPER SHANK IN

TEST PORT ACCUMULATOR

TO ATAAC FAN MOTOR

TO RIPPER TIP SPOOL TO RIPPER LIFT SPOOL

TO DOZER TILT SPOOL TO RIPPER TIP SPOOL

PRESSURE REDUCING VALVES

RIPPER SHANK OUT RIPPER RAISE

TILT LEFT/ RACK BLADE LOWER/FLOAT

SHUTTLE VALVE

FROM LOGIC VALVE

TO DOZER LIFT SPOOL TO DOZER TILT SPOOL

53 • Electro-hydraulic pilot manifold

The E/H manifold contains four proportional solenoid valves that control the amount of pilot oil directed to the dozer control valve spools. Pilot oil sent to the ends of the dozer lift spool controls BLADE RAISE, LOWER, and FLOAT. Pilot oil sent to the ends of the dozer tilt spool controls BLADE TILT LEFT, and BLADE TILT RIGHT. If the tractor is equipped with a ripper, the E/H manifold is equipped with two additional bolt-on blocks. These blocks contain four more proportional solenoid valves that are used only as ON/OFF valves to direct pilot oil to the ripper control valve. Pilot oil sent to the ends of the ripper lift spool controls RIPPER RAISE and RIPPER LOWER. Pilot oil sent to the ends of the tip spool controls SHANK IN and SHANK OUT.

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1 3

2

6 4 5

54 • Pilot hydraulic system components: 1. ATAAC fan pump 2. Pilot oil filter 3. Oil filter bypass pressure switch 4. Pilot accumulator 5. Check valve 6. E/H manifold

The ATAAC fan pump (1) supplies oil to the pilot hydraulic system. The ATAAC fan pump is the rear section of the three-section implement pump. The pilot oil filter (2) is located below the cab on the right side of the machine. The filter housing contains a bypass valve and pressure switch. The filter bypass pressure switch (3) sends a signal to the VIDS ECM if the differential oil pressure across the switch exceeds 345 kPa (50 psi). The pilot accumulator (4) is located below the floorplate on the right rear of the main beam and stores oil for the pilot hydraulic system. The accumulator is precharged to 3100 kPa (450 psi). A check valve (5) is located below the accumulator to prevent accumulator oil from flowing back to the pump. The E/H manifold (6) is located below the cab on top of the main case. The E/H manifold, as previously described, directs pilot oil to the dozer and ripper valve spools.

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FROM DOZER FROM DOZER FROM RIPPER RAISE TILT LEFT LOWER FROM RIPPER FROM DOZER RAISE TILT RIGHT

FROM DOZER LOWER

IMPLEMENT MANUAL LOWERING

LOGIC VALVE

TO PILOT MANIFOLD MANUAL LOWER VALVE

2

1

55 • Implement manual lowering components: 1. Logic valve

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

2. Manual lower valve

Oil from the logic valve flows to the pressure reducing valve in the E/H manifold and is used as pilot oil to lower the implements if electrical power is available. When the engine won't run and electrical power is not available, the manual lower valve (2), located between the cab and the hydraulic tank, is used to lower the implements. The manual lower valve directs the highest resolved implement cylinder pressure from the logic valve to the tank which lowers the implements.

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TILT CYLINDER

LIFT CYLINDER

LIFT CYLINDER

QUICKDROP VALVE

FROM E/H MANIFOLD

LOGIC VALVE MANUAL LOWER VALVE

SINGLE TILT (S2)

TILT CYLINDER

QUICKDROP VALVE

D10R IMPLEMENT HYDRAULIC SYSTEM

FROM E/H MANIFOLD

DUMP VALVE

HOLD DOZER VALVE

LIFT RELIEF VALVE

PITCH (S1)

TILT LEFT

RAISE

SHUTTLE VALVE

DUAL TILT VALVE

TILT RELIEF VALVE

DUMP VALVE

ELECTROHYDRAULIC MANIFOLD

TO ATAAC FAN CIRCUIT

PRESSURE COMPENSATION OVERRIDE VALVE

RIPPER TILT

IMPLEMENT PUMP

VACUUM VALVE GROUP

DIVERTER VALVE

RIPPER LIFT RIPPER VALVE RIPPER TILT CYLINDER

RIPPER TILT CYLINDER

RIPPER LIFT CYLINDERS

56 Dozer Lift Circuit • Lift spool and tilt spool

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

• HOLD position

In this view, both spools are in the HOLD (or center) position. Oil from the dozer lift and ripper pump section enters the dozer valve and is blocked at the dozer lift spool. Oil from the tilt pump section flows through the open-center tilt spool, and combines with pump oil from the dozer lift and ripper section. Both the lift and tilt circuits contain load check valves and a relief valve.

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• Dump valve

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

• Shuttle valve

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

• Pressure compensation override valve

When the pressure compensation override solenoid valve is DE-ENERGIZED and the dozer lift spool is in HOLD position, the spring chamber of the dump valve is connected to the tank. Tank pressure is transmitted through passages in the lift spool that travel through the ball resolver valve and the shuttle valve before filling the spring chamber of the dump valve. • Ball resolver valve

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

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LIFT RELIEF VALVE

D10R DOZER CONTROL VALVE HOLD

FROM PRESSURE COMPENSATION OVERRIDE VALVE

SHUTTLE VALVE BALL RESOLVER

LARGE PUMP INLET LOAD CHECK VALVE HEAD END

ROD END

SMALL PUMP INLET

57 • Lift spool in HOLD

The lift spool is hydraulically operated by pilot oil. When the valve spools in both the dozer control valve and the ripper control valve are in the HOLD position, the supply oil pressure through the dozer control valve is maintained at approximately 550 kPa (80 psi). When pilot oil shifts the lift spool to the right, supply oil is directed to the rod end of the lift cylinders, causing the blade to RAISE. When pilot oil shifts the lift spool to the left, supply oil is directed to the head end of the lift cylinders, causing the blade to LOWER. This view also shows the location of the shuttle valve, ball resolver and line relief valve for the lift circuit.

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LOAD CHECK VALVE

LIFT SPOOL

BALL RESOLVER VALVE SHUTTLE VALVE

TO LIFT CYLINDERS TANK LIFT RELIEF PASSAGE VALVE

TO TILT CYLINDERS TILT RELIEF VALVE DUMP VALVE

LOAD CHECK VALVE

TILT SPOOL

D10R DOZER CONTROL VALVE SMALL PUMP INLET

RAISE

58 • Load check valve

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

• Tilt circuit

Oil flow from the tilt pump section flows past the tilt spool and combines with oil from the dozer lift and ripper pump section when the tilt spool is in the HOLD position. When the a tilt function is activated, the tilt spool blocks tilt pump oil flow to the dozer lift and ripper circuits. Oil flows past the tilt circuit load check valve and the tilt spool directs the oil to the dual tilt valve and tilt cylinders.

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• Dump valves

• Relief valves

- 78 -

During an implement function, the pressure in the spring chamber behind the dump valves is equal to the pump pressure plus the spring force. The pressure is felt on the spring chamber through a small hole in the center of the dump valve. This pressure plus the spring force is enough to keep the relief valve closed, which allows oil flow to the cylinders. When the load on the cylinder becomes too high, oil pressure increases and the relief valve opens to the tank. This reduces the pressure in the spring chamber and the dump valve opens. High pressure pump oil is allowed to return to the tank.

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MANUAL LOWER VALVE FROM LOGIC VALVE

PILOT HYDRAULIC SYSTEM

PRESSURE REDUCING VALVE

BLADE RAISE

PRESSURE REDUCING VALVE

TO DOZER SHUTTLE VALVE

ACCUMULATOR

SHUTTLE VALVE PRESSURE COMPENSATION OVERRIDE VALVE

SHUTOFF VALVE PILOT OIL FILTER

TO DOZER LIFT VALVE

DOZER RAISE

DOZER LOWER

TO DOZER TILT VALVE TILT RIGHT

TILT LEFT

TO RIPPER LIFT VALVE RIPPER RAISE

RIPPER LOWER

SHANK OUT

SHANK IN

TO RIPPER SHANK VALVE

TO DUAL TILT VALVE TO ATAAC FAN CIRCUIT TO DOZER TILT VALVE TO DOZER LIFT AND RIPPER VALVE

59 • Blade RAISE

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

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LIFT CYLINDER

TILT CYLINDER

QUICKDROP VALVE

QUICKDROP VALVE

MANUAL LOWER VALVE

SINGLE TILT (S2)

D10R IMPLEMENT HYDRAULIC SYSTEM

FROM E/H MANIFOLD

FROM E/H MANIFOLD

LOGIC VALVE

TILT CYLINDER

LIFT CYLINDER

DUMP VALVE

BLADE RAISE DOZER VALVE

LIFT RELIEF VALVE

RAISE TILT LEFT

PITCH (S1) SHUTTLE VALVE

DUAL TILT VALVE

DUMP VALVE

TILT RELIEF VALVE

ELECTROHYDRAULIC MANIFOLD

TO ATAAC FAN CIRCUIT

PRESSURE COMPENSATION OVERRIDE VALVE

RIPPER TILT

IMPLEMENT PUMP

VACUUM VALVE GROUP

DIVERTER VALVE

RIPPER LIFT RIPPER VALVE RIPPER TILT CYLINDER

RIPPER TILT CYLINDER

RIPPER LIFT CYLINDERS

60 • Blade RAISE

During blade RAISE, the dozer lift valve spool shifts and directs supply oil to the rod end of the lift cylinders and to the resolver valve. The resolver valve directs oil through the shuttle valve to the spring chamber of the dump valve. Lift cylinder rod end pressure is transmitted to the spring chamber of the dump valve through the ball resolver and the shuttle valve. The dump valve uses the rod end cylinder pressure combined with the spring to maintain the supply pressure 550 kPa (80 psi) above the cylinder pressure. If the pressure in the dump valve spring chamber reaches the relief valve setting due to cylinder load, the relief valve will open and allow the spring chamber oil to drain to the tank. When oil is allowed to drain from the dump valve spring chamber the dump valve allows pump flow to pass around the dump valve to the tank.

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• Blade "feathering"

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An additional condition can exist during dozer operation which is referred to as "feathering the blade." If the operator moves the control handle a small distance to gradually raise the blade, flow to the cylinders goes through the throttling slots in the lift spool. Flow through the throttling slots can create the same effect as an orifice by restricting the flow of oil to the lift cylinders. This restriction to flow causes a pressure difference between the oil in the center chamber of the valve body (system pressure) and the oil transmitted to the spring chamber of the dump valve (cylinder pressure). If the pressure difference is greater than the spring force, the dump valve will open and permit some of the pump flow to return to the tank at the same time that oil flows to the lift cylinders.

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LIFT RELIEF VALVE

D10R DOZER CONTROL VALVE RAISE

FROM PRESSURE COMPENSATION OVERRIDE VALVE

SHUTTLE VALVE BALL RESOLVER

LARGE PUMP INLET LOAD CHECK VALVE HEAD END

ROD END

SMALL PUMP INLET

61 • Blade RAISE

This view of the dozer control valve shows spool movement and oil flow when the control lever is moved to the RAISE position. Movement of the dozer lift spool to the RAISE position directs oil flow to the rod end of the lift cylinders. Since the oil around the lift spool is no longer blocked, pressure oil from the center chamber of the valve body can open the load check valve and flow around the lift spool to the rod end of the lift cylinders. At the same time that pressure oil is sent to the lift cylinders, oil also flows to the ball resolver valve. The ball resolver valve operates similarly to a check valve. With the lift spool in the RAISE position, the ball resolver valve permits pressure oil to flow to the shuttle valve, but blocks flow to the head end and tank at the right end of the ball resolver valve.

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TILT CYLINDER

LIFT CYLINDER QUICKDROP VALVE

FROM E/H MANIFOLD

LOGIC VALVE MANUAL LOWER VALVE

SINGLE TILT (S2)

TILT CYLINDER

LIFT CYLINDER QUICKDROP VALVE

D10R IMPLEMENT HYDRAULIC SYSTEM

FROM E/H MANIFOLD

DUMP VALVE

BLADE FLOAT DOZER VALVE

LIFT RELIEF VALVE

RAISE TILT LEFT

PITCH (S1) SHUTTLE VALVE

DUAL TILT VALVE

DUMP VALVE

TILT RELIEF VALVE

ELECTROHYDRAULIC MANIFOLD

TO ATAAC FAN CIRCUIT

PRESSURE COMPENSATION OVERRIDE VALVE

IMPLEMENT PUMP

RIPPER TILT

VACUUM VALVE GROUP

DIVERTER VALVE

RIPPER LIFT RIPPER VALVE RIPPER TILT CYLINDER

RIPPER TILT CYLINDER

RIPPER LIFT CYLINDERS

62 • Blade FLOAT

To operate the dozer in FLOAT, the operator must "arm" the blade control handle by pressing the float button on the Vital Information Display System (VIDS) keypad. The blade control lever must be moved to the maximum forward position to activate FLOAT, then returned to the HOLD position. The Implement ECM ENERGIZES the dozer lower pilot solenoid valve on the E/H manifold. The pilot solenoid valve directs pilot oil flow to the end of the dozer lift valve spool. The dozer lift valve spool shifts fully to the float position. When the lift valve spool is in the FLOAT position the rod end passage, the head end passage, the supply passage and the tank passage are all connected. When an outside force moves the blade up or down, oil can freely flow from passage to passage in the dozer lift valve.

➥

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NOTE: Any ripper activation will temporarily suspend FLOAT operation since both circuits are supplied by the same hydraulic pump. The Implement ECM temporarily DE-ENERGIZES the dozer lower pilot solenoid valve and the lift valve spool returns to the HOLD position. When the ripper activation is stopped, the Implement ECM RE-ENERGIZES the dozer lower pilot solenoid to return the lift valve spool to the FLOAT position.

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LIFT RELIEF VALVE

D10R DOZER CONTROL VALVE FLOAT

FROM PRESSURE COMPENSATION OVERRIDE VALVE

SHUTTLE VALVE BALL RESOLVER

LARGE PUMP INLET LOAD CHECK VALVE ROD END

HEAD END SMALL PUMP INLET

63 • FLOAT position

This view of the dozer control valve shows spool movement and oil flow when the control lever is moved to the FLOAT position. When the lift spool is in the FLOAT position, the load check valve is open. The supply oil in the center chamber flows through the open load check valve to both the head end and the rod end of the lift cylinders. The oil from the head end and the rod end of the lift cylinders is also open to the tank when the lift spool is in the FLOAT position. The center chamber is thus open to the tank.

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QUICK-DROP VALVE RAISE ORIFICE

ORIFICE

VALVE SPOOL ROD END OIL

FROM LIFT VALVE

HEAD END OIL SPRING CHAMBER

TO LIFT VALVE

PLUNGER

64 • Quick-drop valve in RAISE position

All flow to and from the blade lift cylinders must go through the quickdrop valves that are installed on top of each cylinder. The primary function of the quick-drop valve is to allow rapid blade lower without voiding the head end of the lift cylinders. Minimizing the amount of cylinder voiding reduces the time delay that can occur when a rapid blade lower is followed by an operator request for blade down pressure. The quick-drop valve is activated when a sufficient pressure difference occurs between the cylinder rod end oil and the oil in the spring cavity. This pressure difference is caused by rod end oil flow through an orifice in the quick-drop valve. The quick-drop valve is de-activated by high pressure in the head end felt through a slot in the spool. The quick-drop valves help control four functions of the bulldozer: RAISE, LOWER at slow speeds, rapid LOWER (quick-drop), and LOWER with down pressure.

➥

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When the blade control handle is moved to the RAISE position, supply oil enters the quick-drop valve through an inlet passage and an orifice and is directed to the rod end of the lift cylinder. A small amount of oil passes through another orifice and fills the spring chamber behind the plunger. The pressure of this oil adds to the force of the spring, which pushes the plunger against the valve spool. This condition causes all the oil entering the quick-drop valve to be directed to the rod end of the lift cylinders and all the oil from the head end of the lift cylinders to return to the tank.

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QUICK-DROP VALVE LOWER ORIFICE

VALVE ORIFICE SPOOL

ROD END OIL

TO LIFT VALVE

HEAD END OIL SPRING CHAMBER

FROM LIFT VALVE

PLUNGER

65 • Quick-drop valve in LOWER

When the blade control handle is at less than approximately 75% of full lever travel, the lowering of the blade is controlled or modulated. The flow of oil that can pass through the control valve lift spool at any given position is a function of the pressure difference across the spool and the temperature of the oil. As stated earlier, the quick-drop valve is activated by high lift cylinder rod end oil flow in combination with low lift cylinder head end pressure. For this reason, the actual control handle position when the quick-drop valve is actuated can vary based on oil temperature and the blade weight, which determine the rod end oil pressure.

➥

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When the blade control handle is moved to the LOWER position, supply oil enters the quick-drop valve through a port and flows to the head end of the lift cylinders. The oil being pushed from the rod end of the cylinders returns through the control valve to the tank. Because of the weight of the blade and the resistance to flow, the pressure of the rod end oil may be higher than the head end oil. The flow of oil through the orifice is not high enough to create a large pressure difference between the oil in the port and the oil behind the plunger. The spring holds the plunger against the valve spool and all the oil leaving the rod end of the lift cylinder returns through the control valve to the hydraulic tank.

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QUICK-DROP VALVE QUICK-DROP ORIFICE

ORIFICE

VALVE SPOOL ROD END OIL

SPRING CHAMBER

PLUNGER

TO LIFT VALVE

HEAD END OIL

FROM LIFT VALVE

66 • Quick-drop LOWER

When the blade control handle exceeds approximately 75% of lever travel and the cylinder head end pressure is low, the quick-drop valve is activated and the blade drops very rapidly. The oil flow for a quick-drop is the same as slow lower except that some of the oil leaving the rod end of the lift cylinder is directed into the head end of the cylinder. When the flow of oil through the orifice creates enough pressure differential between the rod end oil and the plunger spring chamber, the valve spool and plunger shift to the left and permit oil leaving the rod end to be added to the supply oil filling the head end of the lift cylinders. As stated earlier, during a rapid blade drop, the rod end pressure will be higher than the head end pressure due to the blade weight. The resulting pressure differential and valve movement allow the rod end oil to flow to the head end of the cylinder and minimize cylinder voiding.

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QUICK-DROP VALVE LOWER WITH DOWN PRESSURE ORIFICE

ORIFICE

SPRING CHAMBER

VALVE SPOOL ROD END

TO LIFT VALVE

HEAD END

FROM LIFT VALVE

PLUNGER

67 • LOWER with down pressure

When down pressure must be applied to the blade, the operator moves the blade control handle to the LOWER position. Pressure oil from the dozer control valve is sent to the head end of the lift cylinders. At the same time, oil fills the chamber at the left end of valve spool. As the head end pressure and resistance to downward movement increase, pressure in the chamber at the left end of the valve spool moves the plunger to the left against the force of the spring and moves the valve spool completely to the right. All the pressure oil from the dozer control valve is then sent to the head end of the lift cylinders. All the rod end oil is returned through the dozer control valve to the tank.

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HEAD END

ROD END

D10R TILT CIRCUIT TILT RIGHT

LOAD CHECK VALVE

LOAD CHECK VALVE

SMALL PUMP INLET

FROM PILOT MANIFOLD

FROM PILOT MANIFOLD

68 Dozer Tilt Circuit • Tilt spool in TILT RIGHT position

The tilt spool has three positions: TILT RIGHT, HOLD, and TILT LEFT. In the HOLD position, the oil from the tilt pump section goes around the tilt spool and joins the oil from the dozer lift and ripper pump section. In the TILT RIGHT position, pilot oil pressure moves the tilt spool to the right. Tilt pump oil pressure opens the load check valve and flows to the tilt spool. The tilt spool directs oil to the dual tilt valve and the tilt cylinders.

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LIFT CYLINDER

TILT CYLINDER

LIFT CYLINDER

MANUAL LOWER VALVE

SINGLE TILT (S2)

D10R IMPLEMENT HYDRAULIC SYSTEM TILT RIGHT

FROM E/H MANIFOLD

FROM E/H MANIFOLD

LOGIC VALVE

TILT CYLINDER

QUICKDROP VALVE

QUICKDROP VALVE

DUMP VALVE DOZER VALVE LIFT RELIEF VALVE

PITCH (S1)

RAISE TILT LEFT

SHUTTLE VALVE

DUAL TILT VALVE

DUMP VALVE

TILT RELIEF VALVE

ELECTROHYDRAULIC MANIFOLD

TO ATAAC FAN CIRCUIT

PRESSURE COMPENSATION OVERRIDE VALVE

RIPPER TILT

IMPLEMENT PUMP

VACUUM VALVE GROUP

DIVERTER VALVE

RIPPER LIFT RIPPER VALVE RIPPER TILT CYLINDER

RIPPER TILT CYLINDER

RIPPER LIFT CYLINDERS

69 • Pilot oil moves tilt spool

Movement of the blade control lever to the right sends an electrical signal to the Implement ECM. The Implement ECM sends an output signal to the tilt right proportional solenoid on the E/H manifold. As the solenoid valve opens, pilot oil flows to the tilt spool. The pilot oil pressure moves the spool to the TILT RIGHT position.

• Load check valve opens

In the TILT RIGHT position, the oil from the tilt section of the pump cannot combine with the oil from the lift section, and the pressure of the oil increases. The increased pressure opens the load check valve. Before the start of flow to the left tilt cylinder, oil fills the spring chamber between the relief valve and the dump valve. This condition raises the pressure setting of the tilt relief valve. As the tilt spool moves farther, the pump flow is sent to the left tilt cylinder, and the supply pressure increases due to the load.

• Oil sent to left tilt cylinder

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• Tilt circuit relief valve

- 94 -

Because the tilt section flow cannot combine with the oil in the center chamber, the dump valve for the dozer lift circuit does not control the tilt circuit pressure. Instead, the tilt relief valve is used to limit the pressure in the tilt circuit. When the tilt cylinder pressure increases to the relief valve setting, the tilt relief will opens and drains oil from the dump valve spring chamber. This condition permits the dump valve to open and limit the pressure in the tilt circuit. In the TILT RIGHT position, when in dual tilt, pump oil is sent to the head end of the left tilt cylinder, which pushes the oil through the dual tilt valve to the rod end of the right tilt cylinder. When the blade control handle is released springs return the tilt spool to the HOLD position.

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DUAL TILT VALVE HOLD TO ROD END

FROM ATAAC FAN PUMP S2

S1

TO HEAD END

TILT CYLINDERS

FROM BLADE TILT VALVE

70 • Dual tilt valve has three modes: - Dual tilt - Single tilt - Blade pitch • Solenoid valve contains two positioning coils • Toggle switch activates S2 coil

• Trigger switch activates S1 coil

The dual tilt valve provides the blade tilt circuit with three different modes of operation: DUAL TILT, SINGLE TILT, and BLADE PITCH. The control valve is located between the radiator grill doors and the radiator on the left side of the machine. The valve is activated by ATAAC pump pressure. The dual tilt valve contains a spring centered, hydraulically actuated spool valve and an electrically energized solenoid valve. The solenoid valve contains two coils and has three different positions. When neither solenoid coil is energized, the system operates in the DUAL TILT Mode. When the SNGL TILT key is pressed on the VIDS keypad, the S2 coil in the solenoid valve is energized, and the system operates in the SINGLE TILT Mode. When the trigger switch on the blade control handle is depressed, the system energizes the S1 coil in the solenoid and activates the BLADE PITCH Mode.

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• Tilt cylinders contain bypass valves

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The S1 solenoid is also energized if the operator pitches (or racks) the blade with the thumb switch located at the top rear of the blade control lever. The appropriate solenoids are energized if the automatic functions of the dozing cycles are selected by the operator through the VIDS keypad. Both the left and right tilt cylinder pistons contain bypass valves. These valves allow the completion of the tilt operation. When one of the cylinders reaches the end of its travel, the oil goes through the bypass valve to continue filling the other cylinder. The bypass valve opens when the cylinder reaches the end of the stroke and allows oil to flow from one end of the cylinder to the other cylinder. NOTE: During a TILT function, the single tilt solenoid (S2) is ENERGIZED only when the SNGL TILT Hot Key is activated.

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DUAL TILT CIRCUIT DUAL TILT RIGHT

FROM TILT CONTROL VALVE

TO ROD END LEFT TILT CYLINDER RIGHT TILT CYLINDER

TO HEAD END

TO TILT CONTROL VALVE FROM ATAAC FAN PUMP

FROM TRIGGER SWITCH FROM VIDS KEYPAD

71 • Dual tilt operation

• DUAL TILT RIGHT

• Cylinders move in opposite directions

The default position of the dual tilt valve is DUAL TILT. In the DUAL TILT mode, pilot oil flow is blocked at the solenoid valve and the dual tilt directional spool remains centered by the spring force. When the operator moves the blade control handle to the TILT RIGHT position, pump oil from the dozer control valve tilt circuit is sent to the head end of the left tilt cylinder. This condition causes oil from the rod end of the left tilt cylinder to be forced through the dual tilt control valve. The oil travels around the spool and is directed to the rod end of the right tilt cylinder. As the right tilt cylinder retracts, the oil in the head end of the cylinder is directed back through the dual tilt control valve and the dozer tilt control valve to the tank. Movement of the tilt cylinders in opposite directions causes the blade to tilt.

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This action of the dual tilt cylinders causes the blade to tilt to the right. When the control lever is released, the oil is blocked at the control valve, and the blade remains tilted to the right until the control lever is moved again. • Bypass valve

The bypass valve in the left tilt cylinder piston allows oil to continue flowing to the right cylinder after the rod is fully extended from the left cylinder. The bypass valve allows oil to continue to flow to the right tilt cylinder rod end and provides full retraction for maximum blade tilt.

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DUAL TILT CIRCUIT SINGLE TILT RIGHT

FROM TILT CONTROL VALVE

TO ROD END LEFT TILT CYLINDER RIGHT TILT CYLINDER

TO HEAD END

TO TILT CONTROL VALVE FROM ATAAC FAN PUMP

FROM TRIGGER SWITCH FROM VIDS KEYPAD

72 • Single tilt S2 coil energized

To change from the DUAL TILT to the SINGLE TILT Mode, the SNGL TILT key on the VIDS keypad is pressed. The SNGL TILT function is selected and the S2 coil in the solenoid valve is energized. The valve allows pilot oil from the solenoid valve to flow to the upper end of the directional spool and opens the lower end of the spool to drain. The directional spool moves down against the spring force to the SINGLE TILT position. In this condition, only the left tilt cylinder will extend or retract to change the position of the blade.

• SINGLE TILT RIGHT

When the operator moves the blade control handle to the SINGLE TILT RIGHT position, supply oil is sent to the head end of the left tilt cylinder. The rod extends forcing oil from the rod end to the tank. In the SINGLE TILT mode, the directional spool blocks oil to and from the right tilt cylinder to keep it stationary. The right tilt cylinder then functions as a brace. When the control handle is released, the oil is blocked at the tilt control valve, and the blade remains tilted to the right until the control handle is moved again.

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DUAL TILT CIRCUIT BLADE PITCH FORWARD

FROM TILT CONTROL VALVE

TO ROD END LEFT TILT CYLINDER RIGHT TILT CYLINDER

TO HEAD END

TO TILT CONTROL VALVE FROM ATAAC FAN PUMP

FROM TRIGGER SWITCH FROM TOGGLE SWITCH

73 • Pitch S1 coil energized

To change the blade pitch, the trigger switch on the blade control lever is depressed, the thumb switch is pushed to the right, or the left mode button is pressed and the Auto Blade Assist (ABA) feature is activated. To PITCH the blade, the S1 coil in the solenoid valve is energized. The solenoid valve directs pilot oil to the lower end of the directional spool and opens the upper end of the spool to drain. The valve spool then shifts up against the spring force to the BLADE PITCH Mode.

• BLADE PITCH FORWARD

For BLADE PITCH FORWARD, flow from the dozer tilt circuit is sent to the head end of the left tilt cylinder. As the cylinder extends, oil from the rod end is pushed through the dual tilt valve to the head end of the right tilt cylinder. The oil in the rod end of the right tilt cylinder is pushed back through the dual tilt valve to the hydraulic tank. As both tilt cylinders extend, the blade pitches forward.

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The cylinder extension rate is not the same between the left and right tilt cylinders. This difference is caused by the unequal volume of oil entering the two cylinder head ends. The volume of oil being pushed from the left cylinder rod end is used to extend the right tilt cylinder. The left rod end displaces a volume equivalent to the volume entering the left head end of the cylinder minus the cylinder rod volume. Since the right tilt cylinder head end receives oil from the rod end of the left cylinder, the right cylinder will extend at a slower rate than the left cylinder. When the blade control handle is released, the oil is blocked at the control valve and the blade remains pitched forward until the control lever is moved again. NOTE: The BLADE PITCH mode has priority over the SNGL TILT mode.

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TILT CYLINDER

LIFT CYLINDER

LIFT CYLINDER

FROM E/H MANIFOLD

FROM E/H MANIFOLD

LOGIC VALVE MANUAL LOWER VALVE

SINGLE TILT (S2)

TILT CYLINDER

QUICKDROP VALVE

QUICKDROP VALVE

DUMP VALVE

D10R IMPLEMENT HYDRAULIC SYSTEM RIPPER RAISE

DOZER VALVE LIFT RELIEF VALVE

PITCH (S1)

RAISE TILT LEFT

SHUTTLE VALVE

DUAL TILT VALVE

DUMP VALVE

TILT RELIEF VALVE

ELECTROHYDRAULIC MANIFOLD

TO ATAAC FAN CIRCUIT

PRESSURE COMPENSATION OVERRIDE VALVE

RIPPER TILT

IMPLEMENT PUMP

VACUUM VALVE GROUP

DIVERTER VALVE

RIPPER LIFT RIPPER VALVE RIPPER TILT CYLINDER

RIPPER TILT CYLINDER

RIPPER LIFT CYLINDERS

74 • Ripper RAISE

Ripper Hydraulic Circuit When a ripper function is requested, oil from the dozer lift and ripper pump section flows to the dozer lift spool and ripper valve. In the ripper RAISE position, oil is blocked at the dozer lift spool. Oil flows to the ripper valve where it is directed to the rod end of the ripper lift cylinders. At a synchronized time, the Implement ECM sends a signal to energize the PCO solenoid valve. The PCO solenoid valve directs pilot oil to the shuttle valve in the dozer control valve. The shuttle valve shifts and allows oil from the implement pump to fill the spring chamber of the dump valve, which now functions as the relief valve for the ripper circuit.

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When the shuttle valve is shifted, the oil from the implement pump is directed to the load check valve in the ripper control valve. The increased pressure opens the load check valve and allows oil to flow to the rod end of the ripper lift cylinders to RAISE the ripper.

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RIPPER AND PILOT SYSTEMS RIPPER RIPPER IN LOWER

RAISE

TILT BLADE IMPLEMENT RIGHT/ RAISE LOCKOUT DUMP SOLENOID VALVE

TO ATAAC FAN MOTOR

RIPPER RIPPER OUT RAISE

TILT LEFT/ RACK

BLADE LOWER/ FLOAT

TO PRESSURE COMPENSATION OVERRIDE SOLENOID VALVE

MAKEUP VALVE LOAD CHECK VALVE

LIFT CYLINDERS

RIPPER IN/OUT SPOOL RIPPER LIFT SPOOL

75 • Ripper RAISE

When the operator requests the RIPPER RAISE function, an electrical signal from the ripper raise/lower lever position sensor is sent to the Implement ECM. The Implement ECM sends an output signal to the ripper raise solenoid on the E/H manifold. The solenoid valve opens, sending pilot oil to the upper end of the ripper lift spool. Oil from the implement pump is directed to the load check valve in the ripper control valve. The increased pressure opens the load check valve and allows oil to flow to the rod end of the ripper lift cylinders to RAISE the ripper. The ripper functions are electronically prioritized so ripper LIFT has priority over ripper SHANK IN/OUT if they are requested simultaneously. All ripper functions have priority over blade FLOAT.

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RIPPER RIPPER OUT LOWER

TILT BLADE IMPLEMENT RIGHT/ RAISE LOCKOUT DUMP SOLENOID VALVE

RIPPER AND PILOT SYSTEMS SHANK OUT

TO ATAAC FAN MOTOR

TO PRESSURE COMPENSATION OVERRIDE SOLENOID VALVE RIPPER RIPPER IN RAISE

TILT LEFT/ RACK

BLADE LOWER/ FLOAT

MAKEUP VALVE LOAD CHECK VALVE

TIP CYLINDERS

RIPPER IN/OUT SPOOL RIPPER LIFT SPOOL

76 • Shank out

When the operator requests the ripper SHANK OUT function, an electrical signal from the ripper shank in/out lever is sent to the Implement ECM. The Implement ECM sends an output signal to the ripper tip solenoid on the E/H manifold. The solenoid valve opens, sending pilot oil to the upper end of the ripper tip spool. At a synchronized time, the Implement ECM sends a signal to energize the PCO solenoid valve as previously discussed. Oil from the implement pump is directed to the load check valve in the ripper control valve. The increased pressure opens the load check valve and allows oil to flow to the rod end of the ripper tip cylinders to extend the ripper tip. If, due to machine movement, the ripper tip extends faster than the pump can provide flow to the cylinders, the makeup valve opens and allows drain oil to fill the rod end of the cylinders to prevent cylinder voiding.

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6

4

1

3

2

5

7

77 • ATAAC fan circuit components: 1. ATAAC fan pump 2. Implement pump 3. Pilot pressure and fan speed control valve

ATAAC Fan Hydraulic Circuit The ATAAC fan pump (1) is the rear section of the implement pump (2). The fan pump supplies oil flow to the ATAAC fan circuit, E/H manifold, and the dual tilt valve. The pilot pressure and fan speed control valve (3) is located below the cab inside the right frame rail and includes two relief valves (4). The relief valves control oil flow to the pilot hydraulic system, dual tilt valve, and the ATAAC fan motor (5).

4. Relief valves 5. ATAAC fan motor 6. Pressure taps

Also located on the pilot pressure and fan speed control valve are two pressure taps (6) to check discharge pressure from the rear section of the implement pump and fan motor inlet pressure.

7. Hydraulic oil cooler

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The ATAAC fan motor, located on the ATAAC assembly, drives the ATAAC fan (not visible). The fan distributes air evenly over the heat exchangers (not visible) to cool the turbocharged air. The hydraulic oil cooler (7) is located on the right side of the engine. Oil from the fan motor flows through the cooler to cool the hydraulic system oil.

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ATAAC FAN HYDRAULIC CIRCUIT LOW OIL TEMPERATURE

RESTRICTOR VALVE FROM ATAAC FAN PUMP

PILOT PRESSURE AND FAN SPEED CONTROL VALVE

FAN MOTOR

RELIEF VALVE

TEMPERATURE CONTROL VALVE OIL COOLER

TO TANK TO TANK

78 • ATAAC fan hydraulic circuit: - Low oil temperature

The ATAAC fan hydraulic circuit drives the ATAAC fan, controls oil pressure to the pilot hydraulic system, and cools the oil for the hydraulic system. The ATAAC fan pump supplies oil to the pilot pressure and fan speed control valve. The restrictor valve maintains a minimum pressure in the ATAAC pump circuit. Oil from the restrictor valve flows to the fan drive motor. The fan drive motor contains a check valve, which prevents cavitation in the fan drive motor. When the engine speed decreases quickly, the check valve allows oil from the outlet passage of the fan drive motor to flow into the inlet passage of the fan drive motor. When the oil temperature in the hydraulic tank is less than 61º C (140º F), the temperature control valve opens and oil flows to the hydraulic tank.

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• Relief valve

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The relief valve controls the maximum pressure to the pilot hydraulic system and the fan drive motor. When pressure to the pilot system or the fan drive motor exceeds the pressure setting of the relief valve, the relief valve opens. Oil from the relief valve flows to the hydraulic oil cooler or to the temperature control valve. Oil from the hydraulic oil cooler and temperature control valve flows to the hydraulic tank.

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ATAAC FAN HYDRAULIC CIRCUIT HIGH OIL TEMPERATURE

RESTRICTOR VALVE FROM ATAAC FAN PUMP

PILOT PRESSURE AND FAN SPEED CONTROL VALVE

FAN MOTOR

RELIEF VALVE

TEMPERATURE CONTROL VALVE

TO TANK

OIL COOLER

TO TANK

79 • ATAAC fan hydraulic circuit: - High oil temperature

When the oil temperature in the hydraulic tank is greater than 61º C (140º F), the temperature control valve closes and oil flows to the hydraulic oil cooler. Oil from the hydraulic oil cooler flows to the hydraulic tank.

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1

2

3

4

80

VITAL INFORMATION DISPLAY SYSTEM (VIDS) • VIDS components: 1. Keypad 2. Quad gauge module 3. Speedometer/ tachometer module 4. Message center

The Vital Information Display System (VIDS) continuously monitors the machine systems. VIDS contains both software and hardware components. The hardware components consist of the VIDS ECM (not shown), a keypad (1), quad gauge module (2), speedometer/tachometer module (3), message center (4), and various switches, sensors, lamps, and alarms.

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VITAL INFORMATION DISPLAY SYSTEM ENGINE ECM IMPLEMENT ECM POWER TRAIN ECM CAT ET

POWER TRAIN OIL TEMPERATURE SENSOR

CAT DATA LINK

POWER TRAIN FILTER BYPASS SWITCH ACTION LAMPS (2) HYDRAULIC FILTER BYPASS SWITCH GAUGE CLUSTER MODULE FUEL LEVEL SENDER

FAN FILTER BYPASS SWITCH

VIDS ELECTRONIC CONTROL MODULE (ECM)

VIDS MESSAGE CENTER MODULE

SPI DATA LINK

SPEEDOMETER/TACHOMETER MODULE

KEY SWITCH

ACTION ALARM

ALTERNATOR "R" TERMINAL

HYDRAULIC OIL TEMPERATURE SENSOR +8V VDC SENSOR SUPPLY HARNESS CODE PLUG +12V VDC IINSTRUMENT SUPPLY KEY PAD

81 • VIDS components

The VIDS components are shown in this view. The components that provide input signals to the VIDS ECM are located on the left and the components that receive output signals from the VIDS ECM are on the right. The VIDS components communicate with each other and with other electronic controls on the machine through Data Links. VIDS uses the following Data Links:

• CAT Data Link

CAT Data Link: This two wire Data Link allows communication between the VIDS ECM, Engine ECM, Power Train ECM, Implement ECM, and Caterpillar ET software.

• Serial Peripheral Interface (SPI) Data Link

Serial Peripheral Interface (SPI) Data Link: This four wire Data Link allows communication between the VIDS ECM and all VIDS display components.

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2

1

82

• Right side of operator's station: 1. Implement ECM 2. VIDS ECM

The Implement ECM (1) and VIDS ECM (2) are located behind a panel on the right side of the operator's station. The Implement ECM receives input signals from various switches and sensors, processes the information and sends output signals to the implement system output components and over the Cat Data Link. The Implement ECM uses the Vital Information Display System (VIDS) to display system diagnostic information. Diagnostic information is also available on a laptop computer using the Caterpillar ET software.

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1 2

6

8 5

9 10

3

4

7

83

• Dash panel: 1. Gauge cluster module 2. Speedometer/ tachometer module 3. Speedometer 4. Gear display

The display components of the Vital Information Display System are: Quad Gauge Module (1): Contains engine coolant temperature gauge (top left), power train oil temperature gauge (top right), hydraulic oil temperature gauge (bottom left) and the fuel level gauge (bottom right). Speedometer/Tachometer Module: Contains a tachometer (2), digital speedometer (3) and a transmission actual gear display (4). Message Center Module: Contains an alert indicator (5), universal gauge (6) and a message area (7).

5. Alert indicator 6. Universal gauge 7. Message area 8. Action lamp 9. Autoshift switch 10. Auto Kickdown switch

One action lamp (8) is located on the dash panel and a second action lamp (visual No. 7) is located on the right console to alert the operator of abnormal machine conditions. Also located at the bottom left side of the dash are the Autoshift switch (9) and the Auto Kickdown switch (10). The Autoshift switch allows the operator to preset the gear speed for directional shifting. The Auto Kickdown switch, when activated, sends a signal to the Power Train ECM. The Power Train ECM will automatically downshift the transmission.

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3 1 2

4

84

• Right side of operator's station: 1. VIDS keypad 2. Auto Blade Assist (ABA) lamp 3. Single tilt lamp 4. Float lamp

The VIDS keypad (1) includes 18 keys, which allow the operator or service technician to communicate with the VIDS. The nine keys on the left side of the keypad are used to select items from the VIDS menu and perform various operations. The data is displayed on the VIDS message center. Some of the operations that can be performed include: adjust contrast, adjust backlighting, select units of measurement, select a language, view events, view machine parameters, perform diagnostic tests, and perform calibrations. The nine keys on the right side of the VIDS keypad are the "Hot Keys" used to access Implement Electronic Control System functions. When a function is activated, the corresponding indicator below the keypad illuminates. In this view, the Auto Blade Assist (ABA) lamp (2), Single Tilt lamp (3), and Float lamp (4) are illuminated. NOTE: For more information on the VIDS keypad operation, refer to the "VIDS Message Center and Keypad Operator Instruction" (Form TEJB6017) and the Vital Information Display System (VIDS) Systems Operation, Testing, Adjusting, and Troubleshooting Service Manual Module (Form SENR9413).

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2

1

85

• Rear of torque converter: 1. Power train oil temperature sensor 2. Torque converter outlet relief valve

The power train oil temperature sensor (1) is located at the rear of the torque converter on the torque converter outlet relief valve (2). The power train oil temperature sensor provides a signal to the VIDS ECM indicating power train oil temperature. The VIDS uses the power train oil temperature sensor signal to display the oil temperature on the quad gauge module.

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3 1

2

86

• Rear of transmission: 1. Transmission filter bypass switch 2. Transmission filter 3. Steering oil temperature sensor

The transmission oil filter bypass switch (1) is located in the base of the transmission filter (2). The filter bypass switch sends a signal to the VIDS ECM if the differential oil pressure across the switch is too high. Also visible in this view is the steering oil temperature sensor (3). The oil temperature sensor sends a signal to the Power Train ECM indicating steering oil temperature.

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2 1

87

• Rear of hydraulic tank: 1. Hydraulic oil temperature sensor 2. Fan filter bypass switch

The hydraulic oil temperature sensor (1) and the fan filter bypass switch (2) are located at the rear of the hydraulic tank. The hydraulic oil temperature sensor sends a signal to the VIDS ECM indicating hydraulic oil temperature. The VIDS uses the temperature sensor signal information to display the temperature on the quad gauge module. The fan filter bypass switch sends a signal to the VIDS ECM if the differential oil pressure across the switch exceeds 151 ± 19 kPa (22 ± 3 psi).

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88

• Ultra-sonic fuel level sensor (arrow)

The ultra-sonic fuel level sensor (arrow) is located at the bottom of the fuel tank. The fuel level sensor sends a signal to the VIDS ECM indicating the fuel level. The VIDS uses the fuel level sensor signal information to display the fuel level on the quad gauge module.

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1 2

89

• Below cab, right side of machine: 1. Pilot oil filter bypass switch 2. Pilot oil filter

The pilot oil filter bypass switch (1) is located in the base of the pilot oil filter (2) below the floor plate on the right side of the machine. The pilot filter bypass switch sends a signal to the VIDS ECM if the differential oil pressure across the switch exceeds 345 kPa (50 psi).

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90

• Alternator "R" terminal (arrow)

The alternator "R" terminal (arrow) is located on the back of the alternator and sends a frequency (Hz) signal to the VIDS ECM. The alternator frequency is used to determine the condition of the tractor electrical charging system.

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2

3

1

91

VIDS Operation • Message center module: 1. Message area 2. Alert indicator 3. Universal gauge

During normal operation and whenever the "Cancel" ("X" key on the keypad) is pressed the message area (1) displays the default information (background mode) as shown here. When the key start switch is turned to the ON position, the VIDS performs a self test of the display modules (quad gauge, speedometer/tachometer, and message center modules). The display components indicate whether the VIDS ECM is operating properly. When an abnormal machine condition exists, the alert indicator (2) flashes and the message area displays the system parameter that is experiencing the abnormal condition. The universal gauge (3) may also show the approximate value of the abnormal system parameter. The event is stored the VIDS ECM. If the event is a Level II warning, the action lamp will flash. If the event is a Level III warning, the action lamp flashes and the action alarm sounds. NOTE: Level I and Level II events that are displayed on the message center module must be acknowledged by pressing the "OK" key before the machine default information will return.

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MAIN MENU 1: PREFERENCES 2: EVENT MENU 3: SYSTEM MENU

VIDS MENU ACCESS 2

1

4: SERVICE OPTIONS

• PRESS THE "MENU" KEY AND;

OK

SNGL TILT

5

4 MENU

GAUGE

SETUP

X

?

i+

CANCEL

HELP

MORE

1: PREFERENCE MENU 1: 2: 3: 4:

TO ACCESS THE VIDS MENUS:

3

ADJUST CONTRAST ADJUST BACKLIGHT SELECT UNITS SELECT LANGUAGE

SET PITCH

7 AUT

• USE THE NUMERIC KEYS ON THE KEYPAD

6

OR

SET MACH

8

ABA

9

• USE THE ARROW KEYS AND THE "OK" KEY

FLOAT

2: EVENT MENU 1: ACTIVE EVENTS 2: SUMMARY LOG

3: SYSTEM MENU 1: MACHINE STATS 2: TEST DISPLAY 3: AUTOLUBE MENU

4: SERVICE OPTIONS 1: PERFORM CALIBRATIONS

92 • VIDS menu access

The VIDS menus shown here, are available to the operator and service technician. The menus can be accessed to adjust various machine settings and perform service operations. To access the VIDS menus, the key start switch must be ON. Press the "Menu" key and use the numeric keys on the keypad, or use the arrow keys and the "OK" key. NOTE: A password may be required to perform the calibrations under the 'Service Options" menu. Level I and Level II events that are displayed on the message center module must be acknowledged by pressing the "OK" key before the menus, the machine parameters, or other keys can be accessed.

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VIDS MENU CHART MAIN MENU 1: PREFERENCES 2: EVENT MENU 3: SYSTEM MENU 4: SERVICE OPTIONS

1: PREFERENCE MENU 1: ADJUST CONTRAST 2: ADJUST BACKLIGHT

2: EVENT MENU

3: SYSTEM MENU

1: ACTIVE EVENTS

1: MACHINE STATS

4: SERVICE OPTIONS 1: PERFORM CALIBRATIONS

2: TEST DISPLAY

2: SUMMARY LOG

3: AUTOLUBE MENU

3: SELECT UNITS 4: SELECT LANGUAGE

93 • Preferences Menu: - Adjust Contrast

The "Adjust Contrast" option is the first option under the "Preference Menu". The display screen contrast level may be adjusted from 25 to 75 percent.

- Adjust Backlight - Select Units

The "Adjust Backlight" option allows the display screen backlight to be adjusted from 20 to 100 percent.

- Select Language

The "Select Units" option allows the user to change the units of measurement from "English to Metric" or from "Metric to English." The "Select Language" option allows the user to select the language that will be displayed on the message center.

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VIDS MENU CHART MAIN MENU 1: PREFERENCES 2: EVENT MENU 3: SYSTEM MENU 4: SERVICE OPTIONS

1: PREFERENCE MENU 1: ADJUST CONTRAST 2: ADJUST BACKLIGHT

2: EVENT MENU

3: SYSTEM MENU

1: ACTIVE EVENTS

1: MACHINE STATS

4: SERVICE OPTIONS 1: PERFORM CALIBRATIONS

2: TEST DISPLAY

2: SUMMARY LOG

3: AUTOLUBE MENU

3: SELECT UNITS 4: SELECT LANGUAGE

94 • Events menu:

The "Active Events" menu is used to display machine events that are presently active.

- Active Events - Summary Log

The "Summary Log" displays logged events. The events are displayed in the order of the warning category.

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ACTIVE AND LOGGED EVENTS SYSTEM EVENT (Failed Electrical Component) FUEL LVL SNSR 1120.2

ERR

000:05:35

2

FUEL LVL SNSR

Press "MORE" Key

MID051

CID0096

ERR FMI04

DATA EVENT (Abnormal Condition) HYD

OIL TEMP

251.60

HIGH 000:05:35

95 • Active and logged events: - Active event - System event - Data event

This view shows the information displayed on the VIDS message center area when a system event (failed electrical component) or data event (abnormal condition) occurs. When a system event occurs, the first line on the message center area displays the name of the event and the condition. The second line displays the following information from left to right: • The service hourmeter reading of the machine at the first occurrence of the event • The duration of the event • The warning category of the event Pressing the "More" key will allow the operator to view additional information about the parameter.

➥

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If the event that is currently active is a failed electrical component, the second line of the message center will display the following information as shown in the upper right view: • Module Identifier (MID) • Component Identifier (CID) • Failure Mode Identifier (FMI) Pressing the "More" key again will toggle back to the initial display. If the event that is currently active is is caused by an abnormal condition, (bottom view) the first line on the message center area displays the name of the event and the condition. The second line displays the parameter value and the duration of the event. Pressing the "more" key will display instructions for the operator or service technician. Pressing the "More" key again will toggle back to the initial display.

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VIDS MENU CHART MAIN MENU 1: PREFERENCES 2: EVENT MENU 3: SYSTEM MENU 4: SERVICE OPTIONS

1: PREFERENCE MENU 1: ADJUST CONTRAST 2: ADJUST BACKLIGHT

2: EVENT MENU

3: SYSTEM MENU

1: ACTIVE EVENTS

1: MACHINE STATS

4: SERVICE OPTIONS 1: PERFORM CALIBRATIONS

2: TEST DISPLAY

2: SUMMARY LOG

3: AUTOLUBE MENU

3: SELECT UNITS 4: SELECT LANGUAGE

96 • System menu:

The "System Menu" is used to display machine configuration information and perform a display components test.

- Machine Stats - Test Display - Autolube Menu

The "Show Machine Stat" menu item allows the operator to view the following information: • Current VIDS software version • VIDS ECM serial number • VIDS ECM part number • Machine model • Machine serial number • Equipment ID • Harness code • Current Operator ID

➥

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The "Test Display" option allows the operator or service technician to test the following components: • Gauges • Alarm lights • Status lights • Message center NOTE: The "Test Display" is also performed automatically when they key start switch is turned to the ON position.

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VIDS MENU CHART MAIN MENU 1: PREFERENCES 2: EVENT MENU 3: SYSTEM MENU 4: SERVICE OPTIONS

1: PREFERENCE MENU 1: ADJUST CONTRAST 2: ADJUST BACKLIGHT

2: EVENT MENU

3: SYSTEM MENU

1: ACTIVE EVENTS

1: MACHINE STATS

4: SERVICE OPTIONS 1: PERFORM CALIBRATIONS

2: TEST DISPLAY

2: SUMMARY LOG

3: AUTOLUBE MENU

3: SELECT UNITS 4: SELECT LANGUAGE

97 • Service options menu: - Perform calibrations

The "Service Options" menu is used to perform power train and implement system calibrations. The "Service Options" menu will also allow the implements to be moved with the keypad (LIMP HOME mode) and test the implement pump relief pressures ("MAIN PMP RELIEF TEST" and "TILT PMP RELIEF TEST"). INSTRUCTOR NOTE: For a complete list of machine system calibrations, refer to the D10R Track-Type Tractor Vital Information Display System (VIDS) Systems Operation, Testing and Adjusting Troubleshooting" Service Manual Module (SENR9413). NOTE: The VIDS must be in the "SERVICE MODE" before the calibration procedures may be accessed. The VIDS may require a password before the user is allowed to toggle ON the "SERVICE MODE."

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CALIBRATIONS -SERVICE OPTIONS-

BLD CNTRL FULL RIGHT PRESS TRIG SW OR [

2. PERFORM CALS

BLD CNTRL FULL RAISE

SELECT A CALIBRATION BLADE CONTROL HANDLE

PRESS [

PRESS TRIG SW OR [

]

BLD CNTRL FULL LOWER

] TO START

PRESS TRIG SW OR [

RELEASE CONTROLS [

]

RELEASE CONTROLS

]

BLD CNTRL FULL LEFT PRESS TRIG SW OR [

]

COMPLETED OK

]

98 • Calibration:

This view displays the steps shown on the VIDS message area as the blade control lever calibration procedure is performed.

- Blade control lever

The directions on the VIDS message area screen step the service technician through all the calibration procedures.

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GAUGE KEY 2

1 OK

SNGL TILT

5

4 MENU

PARAMETER NAME PARAMETER VALUE

3

GAUGE

SETUP

SET PITCH

7 AUT

X

?

i+

CANCEL

HELP

MORE

ENG SPD

ABA

6 SET MACH

8

9 FLOAT

100

PARAMETER NUMBER

1000 RPM

99 • Gauge key displays machine parameters

The gauge key is used to display machine parameters. When a parameter is selected, the parameter name, parameter value, and parameter number is displayed in the message area as shown here. The parameter value will also be displayed on the universal gauge.

• Pressing gauge key once:

The gauge key may be used in three ways. Pressing the gauge key once displays the parameter that was last displayed on the message center area. Using the arrow keys will allow the user to continue scrolling through the parameters.

- Parameter selection screen

➥

STMG 758 04/02

• Pressing gauge key twice: - Parameter selection categories

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If the gauge key is pressed twice, the parameter category can be selected. The parameter categories available are: • All • Engine • Power Train • Implement • Service • Operator

• Pressing gauge key three times: - Parameter entry mode

If the gauge key is pressed three times, the three digit parameter number can be entered which will display the requested parameter information on the message center. INSTRUCTOR NOTE: For a complete list of machine parameters, refer to the D10R Track-Type Tractor Vital Information Display System (VIDS) Systems Operation, Testing and Adjusting Troubleshooting" Service Manual Module (SENR9413).

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SETUP KEY 2

1 OK

3 SNGL TILT

5

4 MENU

GAUGE

SETUP

X

?

i+

CANCEL

HELP

MORE

SET PITCH

7 AUT ABA

6 SET MACH

8

9 FLOAT

- ID MENU 1: SELECT OPERATOR 4: OPERATOR SETUP 2: SAVE ALL SETTINGS

5: SERV MODE TOGGLE

3: RECALL OPERATOR

6: FACTORY DEFAULTS

100 • Setup key: - Select Operator - Save All Settings - Recall Operator - Operator Setup

The setup key is used to access the "ID Menu." The "Select Operator" option allows the selection of an "OPERATOR ID" from a list. There are twenty available operator identifiers. The "Save All Settings" option allows the user to save changes that were made to the current settings to the currently selected "OPERATOR ID."

- Serv Mode Toggle - Factory Defaults

The "Recall Operator" option allows the operator to recall the settings that are stored for a designated "OPERATOR ID." The "Operator Setup" option includes "CHANGE OPER NAME and "RESET TO FACTORY." "CHANGE OPER NAME" option will only change the currently selected "OPERATOR ID." The "RESET TO FACTORY" option can reset any of the "OPERATOR ID's" except the currently selected "OPERATOR ID."

➥

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The :"Serv Mode Toggle" option allows the user to toggle the "SERVICE MODE" from OFF to ON. The "Factory Defaults" option restores the current setting for the "VIDS display" and the "machine setup" to the default factory settings. Once the "OK" key is pressed, the current settings are restored to the factory settings. NOTE: A password may be required to perform the calibrations under the 'Service Options" menu. A password is not required if the password is set to zero with the Cat® ET Service Tool.

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5

3

4 1 2 7 8 6

101

• VIDS keys:

There are five "Hot Keys" on the VIDS keypad that allow the operator to setup the implements to perform specific operations. The "Hot Keys" are:

1. Float key 2. Auto ABA key 3. Set Pitch key 4. Set Machine key 5. Single Tilt key 6. Auto Blade Assist (ABA) lamp 7. Single tilt lamp 8. Float lamp

Float Key (1): The float key is used to "ARM" the blade float feature or turn off the blade float feature. The blade float feature was previously described with the implement hydraulic system. Auto ABA Key (2): The "AUT ABA" key provides automatic adjustment to the blade pitch during various dozing modes, which helps reduce operator fatigue. Set Pitch Key (3): The "SET PITCH" key allows the operator to change the following three blade pitch settings that are used by the auto blade assist feature: - Set Load Pitch - Set Carry Pitch - Set Spread Pitch

➥

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Set Machine Key (4): The "SET MACH" key allows the operator to modify the following three functions: - View Operator - BLD Response - Autostow Config Single Tilt Key (5): The "SNGL TILT" key allows the machine to operate in the single tilt mode. The single tilt mode was previously described with the implement hydraulic system. In this view, the Auto Blade Assist (ABA) lamp (6), Single Tilt lamp (7) and Float lamp (8) are illuminated. NOTE: For more information on the VIDS keypad operation, refer to the "VIDS Message Center and Keypad Operator Instruction" (Form TEJB6017) and the Vital Information Display System (VIDS) Systems Operation, Testing, Adjusting, and Troubleshooting Service Manual Module (Form SENR9413).

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102

CONCLUSION This presentation has covered the major changes on the D10R Track-type Tractor. When used in conjunction with the service manual, the information in this package should help the service technician diagnose machine problems. Always refer to the latest service information when performing maintenance and service on the D10R.

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VISUALS LIST 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36.

Model view New features Operator's station Dash panel Blade control lever Ripper control lever Finger Tip Control Parking brake switch Cat® ET service connector 3412E HEUI engine AMOCS radiator Air ducts ATAAC assembly off machine ATAAC assembly Power train hydraulic system block diagram Power Train ECM inputs and outputs Power train ECM Parking brake switch Brake pedal Transmission switches Autoshift and Auto Kickdown switches Engine output speed sensor Torque converter outlet relief valve Transmission speed sensors Steering oil temperature sensor Steering clutch and brake valve Transmission control group Priority valve group Power train hydraulic system schematic Power train hydraulic system components Power train hydraulic system relief valves Final drive Priority valve Lube management valve Transmission modulating valve Steering clutch and brake control valve-BRAKES ENGAGED 37. Steering clutch and brake control valve-GRADUAL RIGHT TURN 38. Steering clutch and brake control valve-SHARP RIGHT TURN

39. Steering clutch and brake control valve-STRAIGHT TRAVEL 40. Implement hydraulic system block diagram 41. Implement system component locations 42. Implement system components 43. Hydraulic tank 44. Implement ECM inputs and outputs 45. Implement ECM 46. Blade control lever 47. Ripper control lever 48. Implement pump pressure sensors 49. E/H manifold 50. Dual tilt valve 51. Pressure compensation override solenoid valve 52. Pilot hydraulic system 53. E/H manifold--HOLD 54. Pilot hydraulic system components 55. Logic valve 56 Implement hydraulic system--HOLD 57. Dozer control valve--HOLD 58. Dozer control valve side view--RAISE 59. Pilot hydraulic system--BLADE RAISE 60. Implement hydraulic system--BLADE RAISE 61. Dozer control valve--RAISE 62. Implement hydraulic system--BLADE FLOAT 63. Dozer control valve--FLOAT 64. Quick-drop valve--RAISE 65. Quick-drop valve--LOWER 66. Quick-drop valve--QUICK DROP 67. Quick-drop valve--LOWER with down pressure 68. Tilt spool--TILT RIGHT 69. Implement hydraulic system--TILT RIGHT 70. Dual tilt valve--HOLD 71. Dual tilt circuit--DUAL TILT RIGHT 72. Dual tilt circuit--SINGLE TILT RIGHT 73. Dual tilt circuit--BLADE PITCH FORWARD

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SLIDE LIST 74. 75. 76. 77. 78. 79. 80. 81. 82. 83. 84. 85. 86. 87. 88.

Implement hydraulic system--Ripper RAISE Ripper and pilot systems--RAISE Ripper and pilot systems--SHANK OUT ATAAC fan circuit components ATAAC fan circuit--Low oil temperature ATAAC fan circuit--High oil temperature VIDS components VIDS ECM inputs and outputs Implement ECM Dash panel VIDS keypad Torque converter outlet relief valve Transmission oil filter Rear of hydraulic tank Fuel level sensor

89. 90. 91. 92. 93. 94. 95. 96. 97. 98. 99. 100. 101. 102.

Pilot oil filter bypass switch Alternator "R" terminal VIDS message center VIDS menu access VIDS Preference menu VIDS Events menu Active and logged events display VIDS System menu VIDS Service Options menu Blade lever calibration steps Gauge key Setup key VIDS keypad Model view

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Serviceman's Handout No. 1

Machine Walk-around Checklist Directions: Use this sheet to identify the machine maintenance items during a walk-around inspection. Place a check in the blank space when the item has been identified. ___ Engine oil dipstick ___ Engine oil filter ___ Engine oil cap ___ Air filter ___ Air filter indicator ___ Crankcase breather ___ Engine oil S•O•S tap ___ Fuel filters ___ Coolant sight glass ___ Transmission oil filter ___ Torque converter oil filter ___ Transmission oil dipstick ___ Transmission oil fill cap ___ Transmission oil breather ___ Differential and final drive oil level ___ Cab air filter ___ Hydraulic oil filter ___ Hydraulic oil level ___ Hydraulic S•O•S tap ___ Windshield washer reservoir

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Serviceman's Handout No. 2

Power Train Electronic Control System Checklist Directions: Use this sheet to identify the power train electronic control system components on the machine during a walk-around inspection and on the machine electrical schematic. Place a check in the blank space next to the component name after the component has been identified on the machine. Locate each component on the electrical schematic and list the schematic grid location and part number.

___Power Train ECM

Schematic Grid:________

Part No. ________________

___Transmission Direction Lever Sensor

Schematic Grid:________

Part No. ________________

___Direction Switch

Schematic Grid:________

Part No. ________________

___Upshift Switch

Schematic Grid:________

Part No. ________________

___Downshift Switch

Schematic Grid:________

Part No. ________________

___Left Steer Lever Sensor

Schematic Grid:________

Part No. ________________

___Right Steer Lever Sensor

Schematic Grid:________

Part No. ________________

___Parking Brake Switch

Schematic Grid:________

Part No. ________________

___Brake Pedal Position Sensor

Schematic Grid:________

Part No. ________________

___Autoshift Switch

Schematic Grid:________

Part No. ________________

___Auto Kickdown Switch

Schematic Grid:________

Part No. ________________

___Engine Output Speed Sensor

Schematic Grid:________

Part No. ________________

___Steering Oil Temperature Sensor

Schematic Grid:________

Part No. ________________

___Transmission Intermediate Speed Sensor No. 1

Schematic Grid:________

Part No. ________________

___Transmission Intermediate Speed Sensor No. 2

Schematic Grid:________

Part No. ________________

___Transmission Output Speed Sensor No. 1

Schematic Grid:________

Part No. ________________

___Transmission Output Speed Sensor No. 2

Schematic Grid:________

Part No. ________________

___Torque Converter Output Speed Sensor

Schematic Grid:________

Part No. ________________

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Serviceman's Handout No. 3

Power Train Electronic Control System Checklist (continued) ___Parking Brake Solenoid

Schematic Grid:________

Part No. ________________

___Secondary Brake Solenoid

Schematic Grid:________

Part No. ________________

___Left Brake Solenoid

Schematic Grid:________

Part No. ________________

___Right Brake Solenoid

Schematic Grid:________

Part No. ________________

___Left Steer Clutch Solenoid

Schematic Grid:________

Part No. ________________

___Right Steer Clutch Solenoid

Schematic Grid:________

Part No. ________________

___Shift Indicators (1F/2R and 2F/2R)

Schematic Grid:________

Part No. ________________

___Forward Clutch No. 2 Solenoid

Schematic Grid:________

Part No. ________________

___Reverse Clutch No. 1 Solenoid

Schematic Grid:________

Part No. ________________

___First Gear Clutch No. 5 Solenoid

Schematic Grid:________

Part No. ________________

___Second Gear Clutch No. 4 Solenoid

Schematic Grid:________

Part No. ________________

___Third Gear Clutch No. 3 Solenoid

Schematic Grid:________

Part No. ________________

___Lube Management Solenoid

Schematic Grid:________

Part No. ________________

___Priority Valve Solenoid

Schematic Grid:________

Part No. ________________

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Serviceman's Handout No. 4

Electro-Hydraulic Implement Control System Checklist Directions: Use this sheet to identify the electro-hydraulic implement system components on the machine during a walk-around inspection and on the machine electrical schematic. Place a check in the blank space next to the component name after the component has been identified on the machine. Locate each component on the electrical schematic and list the schematic grid location and part number. ___Implement ECM

Schematic Grid:________

Part No. ________________

___Blade Raise/Lower Sensor

Schematic Grid:________

Part No. ________________

___Blade Tilt Sensor

Schematic Grid:________

Part No. ________________

___Manual Select Switch

Schematic Grid:________

Part No. ________________

___Mode Select Switch

Schematic Grid:________

Part No. ________________

___Pitch Forward/Back Switch

Schematic Grid:________

Part No. ________________

___Pitch Forward Trigger Switch

Schematic Grid:________

Part No. ________________

___Ripper Raise/Lower Sensor

Schematic Grid:________

Part No. ________________

___Shank In/Out Sensor

Schematic Grid:________

Part No. ________________

___Ripper Auto Stow Switch

Schematic Grid:________

Part No. ________________

___Implement Lockout Switch

Schematic Grid:________

Part No. ________________

___Lift/Ripper Pump Pressure Sensor

Schematic Grid:________

Part No. ________________

___Tilt Pump Pressure Sensor

Schematic Grid:________

Part No. ________________

___Ripper Raise Solenoid

Schematic Grid:________

Part No. ________________

___Ripper Lower Solenoid

Schematic Grid:________

Part No. ________________

___Shank In Solenoid

Schematic Grid:________

Part No. ________________

___Shank Out Solenoid

Schematic Grid:________

Part No. ________________

___Blade Raise Solenoid

Schematic Grid:________

Part No. ________________

___Blade Lower Solenoid

Schematic Grid:________

Part No. ________________

___Blade Tilt Left Solenoid

Schematic Grid:________

Part No. ________________

___Blade Tilt Right Solenoid

Schematic Grid:________

Part No. ________________

___Implement Lockout Solenoid

Schematic Grid:________

Part No. ________________

___Pitch Solenoid

Schematic Grid:________

Part No. ________________

___Single Tilt Solenoid

Schematic Grid:________

Part No. ________________

___Pressure Compensation Override Solenoid Valve

Schematic Grid:________

Part No. ________________

STMG 758 04/02

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Serviceman's Handout No. 5

Vital Information Display System (VIDS) Checklist Directions: Use this sheet to identify the VIDS components on the machine during a walk-around inspection and on the machine electrical schematic. Place a check in the blank space next to the component name after the component has been identified on the machine. Locate each component on the electrical schematic and list the schematic grid location and part number. ___VIDS ECM

Schematic Grid:________

Part No. ________________

___Power Train Oil Temperature Sensor

Schematic Grid:________

Part No. ________________

___Power Train Filter Bypass Switch

Schematic Grid:________

Part No. ________________

___Hydraulic Filter Bypass Switch

Schematic Grid:________

Part No. ________________

___Fuel Level Sensor

Schematic Grid:________

Part No. ________________

___Fan Filter Bypass Switch

Schematic Grid:________

Part No. ________________

___Alternator "R" Terminal

Schematic Grid:________

Part No. ________________

___Hydraulic Oil Temperature Sensor

Schematic Grid:________

Part No. ________________

___Key Pad

Schematic Grid:________

Part No. ________________

___Rear Action Lamp

Schematic Grid:________

Part No. ________________

___Front Action Lamp

Schematic Grid:________

Part No. ________________

___Gauge Cluster Module

Schematic Grid:________

Part No. ________________

___VIDS Message Center Module

Schematic Grid:________

Part No. ________________

___Speedometer/Tachometer Module

Schematic Grid:________

Part No. ________________

E

____ Resolver valve ____ Lift relief valve ____ Tilt load check valve

____ Shuttle valve

____ Tilt relief valve

____ Lift load check valve

D

LIFT SPOOL

SMALL PUMP INLET

TILT SPOOL

C

TILT CYLINDER

LIFT CYLINDER

- 146 -

D10R DOZER CONTROL VALVE

F

B

A

DIRECTIONS: Match the letter to the component

STMG 758 04/02 Serviceman's Handout No. 6

____ Lift relief valve

____ Shuttle valve

____ Lift load check valve

____ Resolver valve

ROD END

HEAD END SMALL PUMP INLET

D

C

B

FROM PRESSURE COMPENSATION OVERRIDE VALVE

D10R DOZER CONTROL VALVE HOLD

- 147 -

____ Large pump inlet

E

A

DIRECTIONS: Match the letter to the component

STMG 758 04/02 Serviceman's Handout No. 7

ELECTROHYDRAULIC MANIFOLD

I

K

G

J

F H

E

M

FROM E/H MANIFOLD

VACUUM VALVE GROUP

A

A

FROM E/H MANIFOLD

B

B

D

C

TO ATAAC FAN CIRCUIT

___ ___ ___ ___

___ ___ ___ ___ ___ ___ ___ ___ ___

HOLD

Lift cylinders Ripper lift cylinders Accumulator Dozer lift spool Implement pump Quick drop valves Logic valve Dozer tilt spool Pressure compensation override valve Shuttle valve Ripper lift spool Dozer lift relief valve Dual tilt solenoid valve

D10R IMPLEMENT HYDRAULIC SYSTEM

- 148 -

K

L

DIRECTIONS: Match the letter to the component

STMG 758 04/02 Serviceman's Handout No. 8

Ripper raise solenoid Dozer raise solenoid Ripper shank in solenoid Implement lockout solenoid Shuttle valve ____ ____ ____ ____ ____

I

C

H

TEST PORT

FROM LOGIC VALVE

D

Implement dozer lift/ripper pump ATAAC fan pump Tilt right solenoid Tilt left solenoid Accumulator

B

____ ____ ____ ____ ____

F

TO ATAAC FAN MOTOR

Ripper shank out solenoid Implement tilt pump Ripper lower solenoid Dozer lower solenoid Pressure reducing valves

E

G

TO DUAL TILT CONTROL VALVE

- 149 -

____ ____ ____ ____ ____

J

L

M

K

A

O

N

ELECTRO-HYDRAULIC PILOT MANIFOLD

DIRECTIONS: Match the letter to the component

STMG 758 04/02 Serviceman's Handout No. 9

____ ____ ____ ____

Transmission charging pump Priority valve Oil cooler Transmission/torque converter charging pump ____ ____ ____ ____ ____

PV

J

I

K

D

D

M1

C

L2

C

Transmission scavenge pump Torque converter charging pump Torque converter outlet relief valve Torque converter filter Main relief valve

TO RIGHT CLUTCH BRAKE LUBE LB2

TO RIGHT STEERING CLUTCH AND BRAKE

STEERING AND CLUTCH BRAKE VALVE

E

E

H CL

____ ____ ____ ____ ____

G

F

Transmission filter Torque converter scavenge pump Lube management valve Torque converter inlet relief valve Torque converter

A

B

N

A

B

- 150 -

DIRECTIONS: Match the letter to the component

N

L

ECPC

M

TO LEFT STEERING TO LEFT CLUTCH BRAKE LUBE CLUTCH LB1 AND BRAKE

D10R POWER TRAIN HYDRAULIC SYSTEM

STMG 758 04/02 Serviceman's Handout No. 10

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Serviceman's Handout No. 11

Diagnosis and Calibration Checklist Directions: Using the Caterpillar Electronic Technician (ET) Service Tool, perform the following tasks: ___ View active and logged diagnostic codes ___ Clear active and logged diagnostic codes ___ View the status of machine parameters (Engine, Power Train, and Implement) ___ Perform machine calibrations ___ View machine configurations ___ Flash the ECM (Engine, Power Train or Implement)

Directions: Using the Vital Information Display System (VIDS), perform the following tasks: ___ View active and logged diagnostic codes ___ Clear active and logged diagnostic codes ___ Perform machine calibrations ___ View machine parameters ___ Access Operator Setup menu and select an Operator ID ___ Activate the AutoBlade Assist (ABA) function ___ Adjust the VIDS screen contrast and backlight ___ Display the machine specifications ___ Configure the machine using the SET MACH key

SERV1758 04/02

Printed in U.S.A.