Serv 1789

SERV1789
October 2004
TECHNICAL PRESENTATION
D8T TRACK-TYPE TRACTOR
Meeting Guide 789
(STMG)
SERVICE TRAINING
MEETING GUIDE 789 SLIDES AND SCRIPT
AUDIENCE
Level II Service personnel who have knowledge of the principles of machine systems operation,
diagnostic equipment, and procedures for testing and adjusting.
CONTENT
This presentation discusses the operation of the power train, the differential steering system, the
implement hydraulic system, the demand fan and the cooling systems, and the Caterpillar
Monitoring and Display System with Advisor on the D8T Track-type Tractor. Also discussed
is the operation of the controls in the operator compartment and the location and identification
of the major components of the C15 ACERT technology engine.
OBJECTIVES
After learning the information in this presentation, the serviceman will be able to:
1. locate and identify all of the major machine components;
2. locate and identify all filters, dipsticks, indicators, fill tubes, drains and test points;
3. locate and identify the major components of the C15 ACERT technology engine and
trace the flow of fuel through the C15 engine fuel delivery system;
4. trace the flow of air through the engine's air intake system;
5. trace the flow of coolant through the cooling system of the D8T;
6. identify and explain the function/operation of each component in the hydraulic demand
fan system;
7. trace the flow of oil through the hydraulic demand fan system;
8. identify and explain the function/operation of each component in the power train system;
9. trace the flow of oil through the power train hydraulic system;
10. identify and explain the function/operation of each component in the steering hydraulic
system;
11. trace the flow of oil through the steering hydraulic system;
12. explain the function/operation of each component in the implement hydraulic system;
13. trace the flow of oil through the implement hydraulic system; and
14. locate and identify all the major components in the Caterpillar Monitoring and Display
System, with Advisor.
REFERENCES
Engine Systems Operation, Testing & Adjusting (C15 &C18 Engine) . . . . . . . . . . . . .SENR9382
Engine Troubleshooting Guide (C15 &C18 Engine) . . . . . . . . . . . . . . . . . . . . . . . . . .SENR9748
Systems Operation, Testing & Adjusting (Power Train) . . . . . . . . . . . . . . . . . . . . . . .RENR7526
Systems Operation, Testing & Adjusting (Hydraulic System) . . . . . . . . . . . . . . . . . . .RENR7527
Systems Operation, Testing & Adjusting (Cooling Systems) . . . . . . . . . . . . . . . . . . . .RENR8197
Schematic (Hydraulic System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RENR7528
Schematic (Electrical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RENR7530
PREREQUISITES
Interactive Video Course "Fundamentals of Mobile Hydraulics" . . . . . . . . . . . . . . . .TEMV9001
Interactive Video Course "Fundamentals of Electrical Systems" . . . . . . . . . . . . . . . .TEMV9002
STMG 546 "Graphic Fluid Power Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SESV1546
SUPPLEMENTARY TRAINING MATERIALS
D8T Track-type Tractor - New Product Introduction (NPI) . . . . . . . . . . . . . . . . . . .SERV7104-09
STMG 790 "Caterpillar Monitoring and Display System, with Advisor" . . . . . . . . . . .SERV1790
STMG 736 "D8R Series II Track-type Tractor" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SESV1736
STMG 633 "D8N Track-type Tractor - Two Pump Hydraulic System" . . . . . . . . . . . .SERV1633
STMG 547 "Track-type tractor - Power Train and Implements" . . . . . . . . . . . . . . . . . .SERV1547
Technical Instruction Module "Air Conditioning Principles and Operation" . . . . . . . .SEGV2580
CD ROM version of SEGV2580 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SERV2580
Technical Instruction Module "Air Conditioning Service Procedures" . . . . . . . . . . . . .SERV2581
Estimated Time: 6 Hours
Visuals: 145 Slides
Serviceman Handouts: 5 Lab Exercises
Form: SERV1789
Date: 10/04
STMG 789 - 3 - Text Reference
10/04
TABLE OF CONTENTS
INTRODUCTION........................................................................................................................5
OPERATOR'S COMPARTMENT................................................................................................6
CATERPILLAR MONITORING AND DISPLAY SYSTEM WITH ADVISOR.................21
Start Up .................................................................................................................................28
ENGINE......................................................................................................................................33
Fuel System...........................................................................................................................52
Engine Air System................................................................................................................53
Cooling System.....................................................................................................................54
Hydraulic Demand Fan System............................................................................................58
POWER TRAIN.........................................................................................................................66
Power Train Electronic Control System...............................................................................67
Power Train Hydraulic System.............................................................................................68
Torque Divider ......................................................................................................................75
Power Shift Transmission.....................................................................................................84
Electronic Brake Control Valve ............................................................................................90
DIFFERENTIAL STEER MECHANICAL OPERATION......................................................101
Differential Steering System Operation..............................................................................103
IMPLEMENT HYDRAULIC SYSTEM..................................................................................118
Implement System Operation .............................................................................................129
Implement Pump Operation................................................................................................131
Implement Control Valve operation....................................................................................142
Dual Tilt Operation.............................................................................................................153
Quick-drop Valve................................................................................................................159
AutoCarry Components ......................................................................................................166
CONCLUSION.........................................................................................................................173
HYDRAULIC SCHEMATIC COLOR CODE.........................................................................174
VISUAL LIST ..........................................................................................................................175
SERVICEMAN'S HANDOUTS...............................................................................................177
10/04
INTRODUCTION
This presentation discusses the major design features and changes, the component locations and
identifications, and the systems operation of the D8T Track-type Tractor. The D8T appearance
is similar to the D8R Series II. The operator station incorporates the common cab, which is also
used for the D9T, and the D10T Track-type Tractors.
The D8T is powered by the C15 ACERT (Advanced Combustion Emissions Reduction
Technology) electronic engine equipped with the Mechanical Electronic Unit Injection (MEUI)
fuel system. This engine also utilizes the A4 ECM engine control and is equipped with an Air
To Air AfterCooler (ATAAC) intake air cooling system. The C15 is an in-line six-cylinder
arrangement and is rated at 231.6 net kW (310 net horsepower) at 1850 rpm.
Other standard features include: power train hydraulic system with a common top pressure
strategy and remote pressure test ports, an electro-hydraulic demand fan, electro-hydraulic
steering, an electro-hydraulic implement system with easily accessible components, the
Advanced MOdular Cooling System (AMOCS) radiator, and the new Caterpillar Monitoring
and Display System with Advisor.
The D8T can also be equipped with optional attachments such as an engine pre-lubrication
system, a cold-start package, a reversing fan, dual tilt blade controls with the Automatic Blade
Assist (ABA) feature, and AutoCarry. The D8T can be ordered ready to accept the Computer
Aided Earthmoving System (CAES) and the AccuGrade system.
The serial number prefix for the D8T is KPZ, for machines built in the U.S. The serial number
prefix for the D8T built in Brazil is J8B.
1
10/04
D8T TRACK-TYPE TRACT D8T TRACK-TYPE TRACTOR OR
2004 Caterpillar Inc. 2004 Caterpillar Inc.
2
OPERATOR'S COMPARTMENT
The operator's compartment for the D8T incorporates the "Common Cab," which is used on the
D8T, the D9T, and the D10T Track-type Tractors. The cab is eight inches wider than the cab
used for previous models. The cab has wider doors that open 20 further for easier entry and
exit. It contains more glass area for better overall visibility for the operator.
Included in the new cab design is:
- the Caterpillar Monitoring and Display System with Advisor;
- a new dash with an automotive style sealed instrument cluster;
- a new right-hand console with redesigned controls for lighting and other machine systems;
and
- electro-hydraulic implement and steering controls.
10/04
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The Cat contour seat is standard equipment, with air suspension available as an attachment. The
seat provides maximum comfort and less operator fatigue. The operator can adjust the seat
height, the front to rear seat position and tilt, and the seat back angle. The seat is angled 15 to
the right in order to provide maximum visibility of implement operation.
The padded left armrest is manually adjustable for height using the two knobs (1) below the
armrest The padded right armrest is similarly adjustable. Padded knee braces (2) provide
operator comfort when operating the machine on side slopes.
The back and seat cushion assembly can be removed from the suspension base by removing one
8mm bolt (3), located on the lower front, center of the seat.
10/04
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Forward of the left armrest is the steering control lever, or tiller (1). The steering tiller combines
steering, directional changes, and gear selection into one control. When pulled up, the parking
brake switch (2) shifts the transmission to FIRST gear NEUTRAL and energizes the parking
brake and secondary brake solenoids on the electronic brake valve, which engages the brakes.
The parking brake switch also electronically disables the steering system and mechanically
locks the tiller housing.
FORWARD, NEUTRAL, and REVERSE are controlled by rotating the tiller hand grip (3). All
three positions have detents that hold the tiller in the selected position. A PWM rotary position
sensor connected to the hand grip provides a signal to the Power Train ECM when the handgrip
is rotated. In addition, a forward switch and a reverse switch are also used to signal the Power
Train ECM and confirm the hand grip position. The Power Train ECM then sends a
corresponding signal to the appropriate transmission modulating solenoid valves to engage and
disengage the forward and reverse clutches in the transmission.
The top yellow button (4) upshifts the transmission one gear range at a time, and the bottom
yellow button (5) downshifts the transmission one gear range at a time.
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Left turns are accomplished by rotating the tiller (1) toward the front. Right turns are
accomplished by rotating the tiller toward the rear. When the operator releases the tiller, a
centering spring returns the tiller to the center (NO STEER) position. Three PWM rotary
position sensors (triple redundant) are attached to the tiller shaft and send electronic signals to
the Power Train ECM regarding the tiller's position. The Power Train ECM sends a
corresponding signal to the left or right proportional solenoid valves that control the steering
pump.
NOTE: The differential steering strategy still incorporates the standard "S-Turn" logic used in
previous differential steer machines.
NOTE: When the parking brake is engaged, the secondary brake solenoid is also energized, as
a backup measure.
With the engine running and the transmission shifted to NEUTRAL, rotating the steering
tiller toward the front or the rear will cause the machine to steer. The tracks will counter-
rotate, resulting in the machine pivoting about its center point. To avoid personal injury
and/or property damage, always ENGAGE the parking brake when not operating the
machine and when other personnel are nearby.
10/04
WARNING
5
The right console contains the implement controls and most of the controls and switches for
machine systems and functions. The dozer control lever (1) allows the operator to control all of
the blade functions with one lever.
To the rear of the dozer control lever is the ripper control handle (2). The ripper control handle
allows the operator to control all of the ripper functions. If the machine is equipped with a
winch, the winch control would be located in this same position.
Located to the rear of the ripper handle and on the vertical panel of the right console is the rear
action lamp (3), which alerts the operator of a machine system that is operating out of its normal
range. Just forward of the action lamp is a 12-volt switched power adapter (4).
To the right of the dozer control lever is the forward horn button (5).
On the vertical panel and above the forward horn button, is the key start switch (6).
Ahead of the dozer control lever is the Cat Advisor graphical display module (7), which will
be discussed in greater detail, later in this presentation.
The Machine Security System (MSS) indicator light (8) is located below the Advisor panel.
10/04
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6
The dozer control lever (1) allows the operator to control all of the blade functions with one
lever. When the lever is moved FORWARD, the blade will LOWER. Moving the lever forward
to a point within 3- 4 of the soft FLOAT detent causes the quick-drop valve to activate.
Moving the lever completely forward to the soft FLOAT detent activates the FLOAT function.
The lever will return to the centered position and maintain the FLOAT function. Moving the
lever either forward or rearward from the centered position will deactivate the FLOAT function.
Moving the lever to the rear of the center (HOLD) position causes the blade to RAISE. Moving
the dozer control lever to the right tilts the right side of the blade down. Moving the lever to the
left tilts the left side of the blade down.
If the machine is equipped with dual tilt, moving the thumb lever (2) to the right allows the
operator to DUMP the blade (PITCH FORWARD). Moving the thumb lever to the left will
RACK BACK the blade.
The left yellow button (3) allows the operator to activate segments in the Auto Blade Assist
(ABA) cycle and/or the AutoCarry cycle, if the machine is equipped with ABA or AutoCarry.
The right yellow button (4) cancels the ABA or AutoCarry cycle. The blade may be controlled
manually at any time during the ABA or AutoCarry cycles.
10/04
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Located on the front of the dozer control lever is the trigger switch (not shown). When
depressed and held, the trigger switch toggles between single tilt and dual tilt modes. Releasing
the trigger switch toggles back to the default tilt mode. Either single tilt or dual tilt may be set
as the default tilt mode using Cat Advisor.
The left rocker switch (5) on the panel ahead of the dozer control lever, and below the Advisor
panel is the ABA switch. It is used to arm the ABA mode. All of the Auto Blade Pitch settings
for LOAD, CARRY, and SPREAD may be configured using Cat Advisor.
The right rocker switch (6) manually activates the fan reversing cycle, if the machine is
equipped with a reversing fan.
NOTE: There are three different dozer control levers that can be installed in the D8T,
depending on how the machine is equipped.
The dozer control lever shown in illustration 6 is used on machines that are equipped
with dual tilt. Machines equipped with dual tilt also include the ABA feature.
If the machine is not equipped with dual tilt, but is equipped with AutoCarry, the control
lever will look the same, but the thumb rocker switch is not active.
If the machine has neither dual tilt nor AutoCarry (standard single tilt machine), the
dozer control lever will not include the thumb rocker switch or the two yellow buttons.
10/04
7
To the rear of the dozer control lever is the ripper control handle (1). Pulling back on the left
side of the finger switch (2) moves the tip of the ripper SHANK IN. Pulling back on the right
side of the finger switch moves the tip of the ripper SHANK OUT.
At the left of the ripper control handle is the thumb switch (3), which controls RIPPER RAISE
and RIPPER LOWER. Pushing against the top of the thumb switch RAISES the ripper.
Pushing against the bottom of the thumb switch LOWERS the ripper.
Pushing the Auto-Stow button (4) raises the ripper to the maximum height and can move the
ripper tip to the full SHANK IN or full SHANK OUT position, depending on the operator
settings configured using Cat Advisor. There are three Auto-Stow positions that may be
configured: RIPPER RAISE, RIPPER RAISE/SHANK IN, or RIPPER RAISE/SHANK OUT.
If the machine were equipped with a winch, the winch controls would be located in this same
position. The winch control is similar to that used on the current D8R Series II Track-type
Tractor, except that the drum clutch disconnect position has no detent.
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The panel on the outside of the right console contains a number of switches that control various
machine functions. To the immediate right of the key switch is the High/Low Idle switch (1).
Just above the High/Low Idle switch is the Implement Lockout switch (2), which disables
implement movement and illuminates the Implement Lockout indicator light in the instrument
cluster, when activated. Activating the Implement Lockout switch de-energizes the implement
lockout solenoid, which shuts off the flow of pilot oil to the implement control valves. With no
pilot oil available to the implement control valves, the implements cannot move.
The AutoShift Mode switch (3) activates the AutoShift mode. The AutoShift mode may be
configured using Cat Advisor, or by using Caterpillar Electronic Technician (Cat ET).
The Auto KickDown Mode switch (4) enables the Auto KickDown mode, when activated.
Shift-point sensitivity for the Auto KickDown mode (Low, Medium, and High) may be
configured using Cat Advisor, or by using Cat ET.
If the machine is equipped with AutoCarry, the AutoCarry Mode switch (5) arms the AutoCarry
mode when activated.
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3 4 5
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The ripper pin puller switch (6) is used to automatically retract and extend the ripper shank pin,
if the machine is equipped with a single shank ripper.
The four switches (7) at the rear of the console activate all the exterior machine lights.
10/04
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Located at the bottom front of the left console, and just inside the left cab door is the main fuse
panel, circuit breakers, and diagnostic connector. Opening the hinged door gains access to:
1. the air conditioning remote condenser circuit breaker (if equipped - not shown, above)
2. the HVAC blower motor circuit breaker
3. the diagnostic connector for the Cat ET
4. the 12 volt switched power supply (for powering a laptop computer or other devices)
5. the 175 amp alternator fuse
6. the main electrical fuse panel, using automotive type fuses
A fuse and breaker identification chart (7) is affixed to the inside of the hinged door. The chart
shows fuse locations and identifies their associated electrical circuits.
Several spare fuses, a spare 175 amp alternator fuse, and a fuse puller tool are also stored inside
the hinged door.
NOTE: The hinge on the door is spring loaded so that the door may be completely
removed, if necessary.
10/04
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The HVAC controls and the wiper/washer controls are located overhead, above the right
console. From left to right, these controls are:
1. HVAC blower fan speed switch, with four fan speed positions
2. HVAC temperature control
3. air-conditioning selector switch (ON/OFF)
4. front windshield wiper/washer control switch
5. left cab door wiper/washer control switch
6. right cab door wiper/washer control switch
7. rear cab window wiper/washer control switch
10/04
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The dash in the new cab contains an automotive style instrument cluster, which replaces the
quad gauge module and the main display module with mode/alert indicators of the previous
Caterpillar Monitoring System. The instrument cluster is a sealed unit that contains the
following four analog gauges:
1. hydraulic oil temperature gauge
2. engine coolant temperature gauge
3. torque converter oil temperature gauge
4. fuel level gauge
Also included in the instrument cluster is the tachometer (5) and up to fifteen indicator lights
that alert the operator of different operational modes or conditions.
The LCD display (6) below the tachometer displays the service hours at the bottom of the
display, the track speed at the upper left, and the selected transmission gear and direction at the
upper right.
INSTRUCTOR NOTE: The instrument cluster and new monitoring system will be
discussed in more detail, later in this presentation.
10/04
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Below the dash are the service brake pedal (1) and the decelerator pedal (2). The service brake
pedal applies the service brakes (both left and right) proportionately with the amount of pressure
applied by the operator. When depressed, the pedal provides a signal to the Power Train ECM
from the rotary position sensor connected to the pedal. The Power Train ECM then signals the
electronically controlled brake valve. When completely depressed, the brakes are fully engaged.
The smaller pedal on the right is the decelerator pedal. During normal operation, the machine
operates at high idle. Depressing the decelerator pedal decreases the engine rpm by a signal to
the Engine ECM from the rotary position sensor connected to the pedal.
Intermediate engine speeds are attained in the following manner. First, set the high/low idle
switch to the HIGH IDLE position, and then depress the decelerator pedal to the desired engine
speed. Then, press and hold the high idle (rabbit) side of the high/low idle switch for
approximately three seconds and then release the switch to set the intermediate engine speed.
The engine speed may then be reduced from this intermediate engine speed by depressing the
decelerator pedal. When the decelerator pedal is released, the engine speed will return to the
intermediate setting. The intermediate engine speed setting may be cancelled by pressing either
the high idle (rabbit) or low idle (turtle) side of the switch again.
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The Power Train ECM (1) and the Implement ECM (2) are located at the rear of the cab.
Accessing the Power Train ECM can be accomplished by removing the operator seat and the
sound panel at the rear of the cab. The sound panel under the right console must also be
removed to gain access to the Implement ECM. Other components located here are:
3. the J1/P1 connector for the Implement ECM
4. the J2/P2 connector for the Implement ECM
5. the J1/P1 connector for the Power Train ECM
6. the J2/P2 connector for the Power Train ECM
7. the exterior lighting relays
NOTE: The Implement ECM and Power Train ECM code plugs are tied to the wiring
harness, below the ECMs.
10/04
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CATERPILLAR MONITORING AND DISPLAY SYSTEM, WITH ADVISOR
The monitoring system for the D8T has been upgraded to the Caterpillar Monitoring and
Display System with Advisor.
The major components in the new monitoring system consist of the Advisor graphical display
module (1) and the in-dash instrument cluster (2). The graphical display module has a self-
contained ECM (Advisor ECM).
Advisor allows the operator to configure machine and implement operation and the display
options, then save them to an operator profile that may be selected whenever the operator
desires.
Advisor also allows the serviceman to configure certain password protected machine functions
and to view system status information for the engine, the power train, the steering, and the
implement systems. The serviceman can also perform calibrations of the machine and
implement controls, the brakes and transmission, and the steering system through the Advisor
panel.
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The Caterpillar Monitoring and Display System (CMDS) continuously monitors all machine
systems. CMDS consists of both software and hardware components. The hardware
components consist of the Cat Advisor graphical display module, a sealed instrument cluster, the
Engine ECM, the Implement ECM, the Power Train ECM, the Action Alarm, the rear Action
Lamp, and various switches, sensors, and senders. If the machine is so equipped, the CMDS
may also include connections to a Product Link ECM, a Computer Aided Earthmoving System
(CAES), and the Accugrade system and its components.
The CMDS components communicate with each other and with electronic controls on the
machines components through the Cat Data Link and through Controller Area Network (CAN)
Data Links. A machine with standard equipment uses the Cat Data Link, the CAN A Data Link,
and the CAN C Data Link. With AutoCarry attachments, CMDS will also include a CAN B
Data Link (shown in dashed lines, above) and a CAN D Data Link (not shown, above).
Advisor constantly monitors all of the ECMs, the alternator R-Terminal, the system input
voltage, and the fuel level sensor, or sender. Advisor transmits the monitored data to the
instrument cluster and activates its mode and alert indicators, displays, and gauges. This
information may also be accessed and displayed on Advisors screens or with Cat ET.
10/04
Dynamic
IncIination
Sensor
FueI LeveI Sender
+
CAN A Dat a Link
Engine
ECM
ImpIement
ECM
Power
Train
ECM
J2 J1
Key St art
Swit ch
J2 J1
Advisor
ET
CAN C
Dat a Link
CAN A
Dat a Link
( )
Navigat or / CTCT
At t achment s
Rear
Act ion Lamp
Act ion AIarm
Inst rument
CIust er
CAT Dat a Link
CAN B
Dat a Link
Comm
Adapt er II
AIt ernat or
( R-TerminaI)
Product
Link
AUTO
AUTO
0
5
10
15 20
25
30
35
n/ min
X100
2.3 1F
132.1
J2 J1
CATERPILLAR MONITORING AND DISPLAY SYSTEM COMPONENTS
16
In addition to the four analog gauges, the tachometer, and the LCD display screen (mentioned
earlier), the instrument cluster contains up to fifteen LED indicators that show the operator the
status of a number of machine functions. When lit, they indicate the following functions:
1. Engine pre-lube activated (illuminates only if equipped with a pre-lube system)
2. winch disabled (illuminates only if the machine is equipped with a winch)
3. winch low speed lock (illuminates only if the machine is equipped with a winch)
4. winch freespool or release (illuminates only if the machine is equipped with a winch)
5. Auto KickDown activated
6. AutoShift activated
7. parking brake ON
8. Action Lamp
9. charging system fault (abnormal output at the "R" terminal)
10. Auto Blade Assist enabled (illuminates only if the machine is equipped with ABA)
11. AutoCarry active (illuminates only if the machine is equipped with AutoCarry)
12. implement lockout activated
13. FLOAT active
14. single tilt enabled
15. dual tilt enabled (illuminates only if the machine is equipped with dual tilt)
10/04
AUTO
AUTO
0
5
10
15 20
25
30
35
n/min
X100
Implement
Lockout
Activated (12)
AutoCarry
Active (11)
Charging
System Fault (9)
Parking
Brake On (7)
ABA
Enabled (10)
Action
Lamp (8)
Winch
Disabled (2)
Dual Tilt
Enabled (15)
Single Tilt
Enabled (14)
Float
Active (13)
Winch
Low Speed
Lock (3)
Winch
Freespool or
Release (4)
AutoShift
Activated (6)
Auto KickDown
Activated (5)
Not
Used
2.3 1F
132.1
Engine
Pre-Lube
Activated (1)
Not
Used
INSTRUMENT CLUSTER
17
The heart of the CMDS is the graphical display module, which is located on the right console,
ahead of the dozer control lever. The graphical display module is referred to as Advisor.
Advisor consists of the display screen (1), the navigational buttons (2), and an internal,
self-contained ECM (not visible).
Advisor is used to access, monitor, and display operating characteristics, diagnostics and events,
and modes of operation. Advisor is also used to view and change operator preferences and
parameters, much like the Vital Information Display System (VIDS) in the previous D10R
Track-type Tractors.
Advisor also allows the serviceman to troubleshoot and adjust machine systems by:
- viewing active and logged codes and events, and clearing logged codes;
- viewing the status of machine systems and their components;
- and performing calibrations for the steering, the implement, and the power train systems.
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Cat Advisor is the interface between the operator or serviceman and the CMDS. Information is
displayed on a backlit LCD screen.
The top portion of the screen is called the "Top Banner" and it displays vital machine
information at all times. The Top Banner may display different information from machine to
machine, depending on the attachments and the machine configuration. On the base machine,
the banner displays:
- Transmission Gear and Direction, at the left;
- Dozer Mode, in the center;
- AutoShift Mode, at the right.
The Transmission Gear and Direction display area shows the transmission gear and direction
that is currently selected. The display may show any of the following transmission gear and
direction combinations: "1F, 2F, 3F, 1R, 2R, 3R, or 1N."
10/04
OK
1F 1F-2R
Service
Home Menu
Float
Operator
Performance
Settings
Gear/Direction
DispIay Area
Dozer Mode
DispIay Area
Auto-Shift Mode
DispIay Area
(1) Left / Up Arrow Button
(2) Right / Down Arrow Button
(3) Back Button
(DeIete / Backspace Button)
(4) Home Button
(5) OK Button
(Enter / SeIect Button)
Data DispIay / Menu SeIection
DispIay Area
"More Options" Icon
ADVISOR GRAPHICAL DISPLAY MODULE
The Dozer Mode display area can display a number of messages which show the current dozer
mode, the current segment during the Auto Blade Assist (ABA) cycle or AutoCarry cycle, or the
status of the implement or the implement system. The Dozer Mode display area may show any
of the following messages:
- Carry (CARRY segment active - blade is in CARRY position)
- Spread (blade is moving from CARRY to a preset SPREAD position)
- Ready To Return (blade is at end of SPREAD segment - gear is Neutral)
- Return (blade has reset - not in Forward gear)
- Ready To Carry (blade is loading, next move will position for CARRY)
- Manual (Manual blade mode active - ABA or AutoCarry not armed)
- Not Reset (ECM does not know blade position)
- Resetting (blade automatically moving to find load position)
- Float (blade is in FLOAT - dozer control lever is in FLOAT position)
- Low Engine Speed (engine speed too low for ABA/AutoCarry modes)
- Wrong Gear (wrong gear for AutoCarry mode - shift the transmission to 1F)
- Service (displayed during implement calibrations)
- Implements Off (Implement Shutoff is ON, or active)
- Stowing Ripper (ripper moving to stow position - AutoStow activated)
The AutoShift Mode display area shows the current AutoShift Mode that is selected, using the
AutoShift Mode selector switch on the right operator console. Depending on how the tractor is
configured, it can display "1F-2R," "2F-2R," "2F-1R," or "Inactive," if no AutoShift Mode is
selected.
The bottom portion of the Advisor display screen is the Data Display/Menu Selection Display
Area. It displays numerous menus and sub-menus used for navigation from screen to screen. It
may also display operator warnings, system information, and system status, depending on what
menu or sub-menu selection has been made.
A "More Options" icon may also appear on the display screen. This is an indicator that more
information is available for selecting or displaying from the current highlighted position. This
icon may point down, up, left, or right. Using the Arrow Button that corresponds to the "More
Options" icon will allow the operator or serviceman to move to and/or view the additional
information.
At the right of the display screen is a column of five User Interface buttons. These buttons are
used to navigate through the numerous Advisor screens, to make menu selections, or to enter
data.
10/04
The five User Interface buttons, from top to bottom, are:
1. LEFT/UP Arrow button - This button is used for screen navigation or data entry. It can be
used:
- to scroll up a vertical list or scroll left across a horizontal list;
- to decrease a setting value, such as decreasing brightness/contrast.
2. DOWN/RIGHT Arrow button - This button is also used for screen navigation or data entry.
It can be used:
- to scroll down a vertical list or scroll right across a horizontal list;
- to increase a setting value, such as increasing brightness/contrast.
3. BACK button - This button is used:
- to go up one level in a stair-step (hierarchical) menu structure, or to return to the
previous screen, much the same as the BACK Button is used in Windows Internet
Explorer;
- as a backspace, or cancel key when the operator or serviceman wishes to delete entered
characters.
4. HOME button - This button is used to return to the home menu screen, regardless of what
screen is currently displayed.
5. OK button - This button is used:
- to make selections from a screen;
- to confirm an entry, such as a password, or for saving an operator profile entry.
Navigation through the menus and sub-menus is accomplished by using the ARROW buttons to
highlight the desired selection, then pressing the OK button. The ARROW buttons are also used
to highlight a mode or to set a parameter. Pressing the OK button selects that option. (Example:
Choosing either "Enabled" or "Disabled" for the FLOAT option in the Implement Settings
menu.)
NOTE: The column of five buttons at the left of the display screen currently have no
function.
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OK
1F 1F-2R Float
Recall Operator Settings
Display Setup
OK
OK OK
Default Settings
Activated in 10 Seconds
Or
Press
To Recall
Previous Settings
Start Up
Advisor will perform a self-test routine at machine start-up (key ON). After a few seconds, a
preliminary screen will appear (illustration 19). The preliminary screen displays, "Default
Settings Activated in 10 Seconds Or Press OK To Recall Previous Settings." To use the operator
profile (settings) that were active the last time the machine was operated the operator may
acknowledge "YES" by pressing the OK button. NO is assumed by waiting 10 seconds.
If the operator answers YES by pressing the OK button, Advisor will load into its memory the
operator profile that was last used.
If the operator waits 10 seconds, the default settings (or factory settings) will be loaded into
Advisor's memory. If the operator wishes to use an operator profile (settings) other than the last
used set or the default settings, another operator profile may be selected from the "Operator"
menu selection, from the Home Menu (see the "Operator Option" section, later in this module).
After the preliminary screen has been acknowledged or has expired, "pop-up" warning screens
may be displayed if there are any active faults in any of the machine systems (see illustration 20,
next page).
19
10/04
OK
1F 1F-2R Float
Display Setup
OK
Engine ECM
MID 36 ID 164-3
Injection Actuation Pressure Sensor
Voltage Above Normal Shorted High
ACKNOWLEDGE
PRESS THE OK KEY TO ACKNOWLEDGE
!
The illustration above shows a "pop-up" warning screen generated by the Engine ECM and
reported by Advisor. There may be more warning screens if there are any other active faults or
events reported to Advisor by the Engine ECM, or any other ECM on the machine. Advisor will
scroll through all of the warning screens generated by all of the active faults and events. Each of
these warning screens must be individually acknowledged by pressing the "OK" button.
Each of these warning screens contains the following information:
- The reporting ECM (in text)
- The reporting MID (module identifier, or ECM code)
- The ID (Component ID and Failure Mode Identifier)
- A text message stating the failed component
- A text message stating the failure mode of the component
- A prompt for the operator to acknowledge the warning
Acknowledging these warnings does not clear them from the reporting ECM's memory.
Acknowledging them only clears them from the screen, or "snoozes" them. They may re-occur
after a pre-determined amount of time, depending on their severity.
The CMDS provides three Warning Category Indicators (levels), utilizing "pop-up" warning
messages on Advisor's screen (see above), the front Action Light (contained in the instrument
cluster), the rear Action Lamp, and an Action Alarm.
20
The three warning category indicators and the resulting combinations of the Action Lamps and
the Action Alarm are:
- Warning Category Indicator 1: A warning appears on the Advisor screen, describing
the event or diagnostic failure. The forward Action Lamp will illuminate to solid amber.
The warning can be acknowledged (snoozed) by pressing the OK button, and will not re-
appear for several hours, depending on the failure or event (or if the event or failure does
not re-occur).
the event or diagnostic failure. The Action Light and Lamp will flash red, alerting the
operator to change the machine operation mode. The warning can be acknowledged
(snoozed) by pressing the OK button, and will not re-appear for one hour, depending on
the event or failure (or if the event or failure does not re-occur) and the Action Light and
Lamp will stop flashing.
the event or diagnostic failure. The Action Light and Lamp will flash red, and the Action
Alarm will pulse to alert the operator to shut down the machine. The warning can be
acknowledged (snoozed) and will continue to appear every five minutes. The Action
Light and Lamp will continue to flash red and the Action Alarm will continue to pulse
after the operator acknowledges the warning.
NOTE: If the Warning Category Indicator (fault) is related to an implement control
failure, the Advisor warning will ask if the operator desires to go to "Limp Home Mode."
If the operator chooses the YES option, Advisor will display the Limp Home Screen. The
Limp Home screen allows the operator to use Advisor to slowly and incrementally move
the implements to a position that will allow the machine to be moved for service work.
Gear selection for the transmission will be limited to first gear forward, or first gear
reverse.
NOTE: At machine start-up (key ON), the LCD display in the Instrument Cluster will
briefly display the Instrument Cluster's part number. Although the T-Model tractors all
have a common cab, the Instrument Cluster is different for the D8T, the D9T, and the
D10T. This is due mainly because of differences in engine rpm between these models.
The Advisor ECM software is model-specific also, reflecting the differences in
Instrument Clusters. The Instrument Cluster and the Advisor software must match for
the Instrument Cluster to operate properly.
10/04
OK
1F 1F-2R
Performance 1 of 2
87.8 C 1410 RPM
68.8 C 76.6 C
Hydraulic Oil
Temperature
TCO
Temperature
Engine
Speed
Engine
Coolant Temp
n/min
Next
Float
PERFORMANCE SCREEN 1 OF 2
OK
1F 1F-2R
506.0 kPa 40 C
26.3 Volts 75 %
Fuel Level System
Voltage
Air Inlet
Temperature
Engine Oil
Pressure
Performance 2 of 2
Float
Previous
PERFORMANCE SCREEN 2 OF 2
After the warning screens have been acknowledged the "Performance 1 of 2" screen will then
appear on the display (illustration 21). This is the default screen. Pressing the right ARROW
button will display the "Performance 2 of 2" screen (illustration 22).
Using the left and right ARROWbuttons allows the operator to switch back and forth between
the two Performance screens. Vital information about the machine's major systems may be
easily monitored using these two screens and the in-dash Instrument Cluster.
21
22
10/04
The two Performance screens display real-time text information for the following:
- Engine Coolant Temperature
- Engine Speed
- Hydraulic Oil Temperature
- Torque Converter Oil Temperature
- Engine Oil Pressure
- Air Inlet Temperature
- Fuel Level
- System Voltage
The Home Menu may displayed from any screen by pressing the HOME button.
INSTRUCTOR NOTE: For more detailed information about the new monitoring
system and Advisor and how to access and use all of the options, refer to SERV1790,
"Caterpillar Monitoring and Display System with Advisor for Track-type Tractors."
10/04
23
ENGINE
The C15 ACERT technology engine is new for the D8T Track-type Tractor. The engine is
equipped with Mechanical Electronic Unit Injection (MEUI), an Air To Air
AfterCooler (ATAAC), and a new electro-hydraulic demand fan system. The C15 engine also
utilizes the A4 Engine Electronic Control Module (ECM), which is air cooled. The C15 is rated
at 231.6 net kW (310 net horsepower) at 1850 rpm. The D8T uses a "constant net" power
strategy. This means that at rated speed, and under full load, the tractor always delivers
231 kW (310 hp) at the flywheel, except during derates. When the demand fan is at maximum
speed, the Engine ECM increases gross power to 259 kW (347 hp). At minimum fan speed, the
Engine ECM maintains gross power at 243 kW (326 hp). This strategy maintains a constant net
power regardless of fan requirements and provides fuel consumption benefits during low
ambient conditions.
The C15 engine is an in-line six-cylinder arrangement, with a displacement of 15.2 liters. Most
of the service points for the C15 are located on the left side of the engine.
The C15 engine meets U.S. Environmental Protection Agency (EPA) Tier III Emissions
Regulations for North America and Stage III European Emissions Regulations.
10/04
Engine oil and filter change intervals have been increased to 500 hours, under most operating
conditions. However, engine load factor, sulfur levels in the fuel, oil quality, and altitude may
negatively affect the extended oil change intervals. Regular engine oil samplings (SOS) must
be performed every 250 hours to confirm oil cleanliness.
The C15 is functionally similar to the 3406E engine used in the D8R Series II. However, the
Engine ECM and its software, the cam, the injectors, the crankshaft, the piston rods, the pistons,
and a few other components are re-engineered, reflecting the change to ACERT technology. An
electro-hydraulic demand fan is standard equipment for the D8T. The D8T may also be
equipped with an automatic/manual fan reversing feature for some applications.
The C15 ACERT technology engine specifications for the D8T Track-type Tractor are:
-Serial No. Prefix: LHX
-Performance Spec: 0K4648 (for North America), and 0K4147 (for E.U.)
-Max Altitude: 3810 m (12,500 ft.) without derate
-Gross Power: 259 kW (347 hp)
-Net Power: 231 kW (310 hp)
-Full Load rpm: 1850
-High Idle rpm (full throttle, neutral): 2200 10 (for North America), 2070 10 (for E.U.)
-Low Idle rpm: 700
NOTE: The C15 engine uses a "Ground Speed Governor" engine software strategy to
reduce the potential for engine overspeed and to maintain a constant speed in downhill
and uphill situations when there is little or no load on the blade. The Engine ECM
constantly monitors engine speed and torque converter output speed to make the
following adjustments.
- If the engine is at high idle while the machine is traveling downhill, the Engine ECM will
automatically lower engine rpm to maintain the correct torque converter output speed. In
uphill situations, the Engine ECM will automatically increase engine rpm to maintain the
correct torque converter output speed, up to a maximum of 2200 rpm.
- If the engine is in an overspeed condition (2600+ engine rpms), the Power Train ECM will
automatically apply the brakes (up to 8% of brake capacity) in an effort to slow the
machine. If this auto-braking strategy does not lower engine rpms to an acceptable level,
Advisor will warn the operator to change the operating mode (downshift or manually
apply the brakes).
- If the operator has set an intermediate engine speed using the decelerator and the high-
low idle switch, this strategy is ignored in uphill situations.
On machines built for the E.U., the torque converter output speed target is
approximately 5% lower than those built for North America, due to more stringent noise
requirements. Accordingly, the ground speed target is a bit slower, also. This will result
in slightly slower speeds when "roading" the machine and when backing up.
10/04
24
Major service points accessible from the left side of the engine are:
1. coolant sampling port (SOS)
2. engine oil fill tube
3. engine oil filter and associated service points (discussed later in this presentation)
4. air filter access cover
5. engine oil dipstick
6. primary fuel filter and water separator and electric fuel priming pump
7. secondary fuel filter and associated sensors (discussed later in this presentation)
8. A4 Engine ECM
9. starter
10. prelube motor and pump (if equipped)
11. high-speed oil change connectors for engine oil and power train oil
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1
2
3 5
6
7
8
9
10
4
11
25
Major service points accessible from the right side of the engine are:
1. turbocharger
2. air conditioning compressor
3. thermostat (temperature regulator) housing
4. alternator
5. coolant flow switch
6. external engine oil cooler
7. power train oil cooler
8. block heater element
10/04
2
3
4
5
6
7
1
8
26
Located on the left side and toward the rear of the engine is the 10-micron primary fuel filter (1).
The primary fuel filter contains a water separator which removes water from the fuel. Water in a
high pressure fuel system can cause premature failure of the fuel injectors due to lack of
lubricity and corrosion.
Fuel is drawn from the primary fuel filter by the fuel pump (shown later) and is then returned to
the 2-micron secondary fuel filter (2). The secondary fuel filter removes all contaminants that
could damage the fuel injectors. Fuel filters should be replaced regularly, according to the
guidelines on the D8T Operation and Maintenance Manual (SEBU7763) to ensure that clean
fuel is always delivered to the fuel injectors.
The electric fuel priming pump (4) is integrated into the primary fuel filter base. It is activated
by pushing the electric fuel priming pump switch (5). Also shown is the fuel system air purge
valve (3), which is used to purge the priming pump of any air that might be introduced after
changing the fuel filters. The fuel priming pump is used to fill the fuel filter housings after the
filter elements have been replaced. The fuel priming pump is capable of forcing the air from the
entire fuel system.
After the fuel filters have been replaced, activate the priming pump and then open the air purge
valve. (Always place a suitable container under the purge valve outlet to catch any fuel that
escapes through the valve.)
10/04
1 2
4
5
6
7
3
8
9
Trapped air and a small amount of fuel will escape through the purge valve as the pump primes
itself. When the purge valve emits only fuel, the purge valve should then be closed. Continue
operating the priming pump until it is determined that all air has been forced from the entire fuel
system - from the priming pump to the fuel tank. It should be noted that the priming pump
produces enough pressure to force fuel past the bypass valve in the fuel transfer pump and past
the fuel pressure regulator (check valve). Also note that the main disconnect switch must be
turned to the ON position and the key start switch must be in the OFF position for the fuel
priming pump to run.
Also visible in the illustration above is the block heater receptacle (6). 120V and 240V versions
of the block heater are available.
Also shown is the auxiliary start receptacle (7), which may be used to supplement the batteries
when the temperatures are extremely cold or the batteries are low.
The ether aid solenoid (8) is also shown in illustration 26 (the ether canister is not installed).
When the ether aid solenoid is energized, ether is injected into the intake manifold inlet tube (9).
The Engine ECM controls ether injection when the conditions warrant its use. The Engine ECM
monitors the intake air temperature sensor and the coolant temperature sensor to determine when
to inject ether. If the temperature of the engine coolant or the intake air is less than 0C (32F),
AND the engine speed is greater than 35 rpm, but less than low idle speed (700 rpm), then ether
injection will be activated. Once the engine starts and the low idle speed is attained, the Engine
ECM then looks to the ether injection map (contained in the engine software) to determine how
long to provide ether injection.
The status of the ether aid solenoid may be viewed through the Advisor Panel (Engine System
Status screens) or by using Cat ET.
10/04
27
Installed in the top of the secondary fuel filter base are the following fuel system components:
1. fuel temperature sender
2. fuel pressure regulator (check valve)
3. fuel pressure sensor
4. secondary fuel filter bypass switch (differential pressure switch)
The status of the fuel temperature, the fuel pressure, and the state of the secondary fuel filter
bypass switch may be viewed through the Advisor panel (Engine System Status screens) or
through Cat ET.
10/04
1
2
3
4
28
The fuel transfer pump (1) is located at the front left of the engine, near the bottom of the
engine. The fuel transfer pump is driven by the front gear train. Fuel is drawn from the primary
fuel filter and water separator through the upper fuel line (2) by the fuel transfer pump and is
returned to the secondary fuel filter through the lower fuel line (3).
The primary (crankshaft) engine speed/timing sensor (4) is located just below the fuel transfer
pump. The crankshaft speed/timing sensor provides crankshaft speed and position information
to the Engine ECM. This information is also shared with the Power Train ECM as engine speed
information. The C15 engine has no engine output speed sensor at the flywheel housing. This
is a change from the D8R Series II, which had an engine output speed sensor installed in the
flywheel housing which provided engine speed information to the Power Train ECM.
The timing calibration probe adapter (7X1171) is threaded into the timing calibration port (5),
after removing the plug. The timing calibration probe, or transducer (6V2197), is then inserted
into the adapter. Maintain a 1 mm (.040") air gap between the end of the probe and the
machined surface of the crankshaft counterweight when positioning the probe. The probe will
sense a notch that is machined in the crank counter-weight. Cable 7X1695 is used to connect
the probe to the timing calibration connector (illustration 31).
10/04
1
2
3
4
5
29
The engine pre-lube pump (1) is driven by an electric motor (2). (The pre-lube pump is no
longer driven by the starter motor.) If the machine is equipped with pre-lube, the pre-lube pump
and motor are installed on the left side of the engine, just above the oil pan. Engine pre-lube is
used to ensure that there is sufficient oil pressure throughout the engine oil system before
allowing the starter to engage and start the engine. This strategy prevents premature wear of
critical engine components. When the key start switch is moved to the START position, the
prelube pump may run for a short time before the starter engages.
The Engine ECM determines when to activate the pre-lube pump by monitoring the engine oil
pressure sensor. If the oil pressure is less than 30 kPa (4.4 psi) the Engine ECM will activate the
pre-lube pump until the oil pressure reaches 30 kPa (4.4 psi), or for up to 45 seconds, whichever
occurs first. To override this strategy, turn the key switch to the START position. Then cycle
the key start switch to the OFF position and then back to the START position again within one
second. This action will allow the starter to engage without cycling the pre-lube pump.
The ecology drain (3) for engine oil is located on the left side of the oil pan. The steel tube (4)
to the rear of the pre-lube pump connects to the Quick-Evac connector for engine oil.
NOTE: When the pre-lube cycle is activated, Advisor will inform the operator that pre-
lube is activated and to keep the key start switch in the "START" position until the engine
is running.
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1 2
3
4
30
The atmospheric pressure sensor (1) and the engine oil pressure sensor (2) are installed in a
block that is located on the lower left side of the engine, between the pre-lube pump and the
starter.
The status of these two pressure sensors may be viewed through the Advisor panel (Engine
System Status screens) or through Cat ET. Engine oil pressure may also be viewed on the
Performance Screen 2 of the Advisor display.
10/04
1
2
31
The starter (1) is located on the left side of the engine, and is mounted to the front side of the
flywheel housing.
Just above the starter is the air cooled A4 Engine ECM (2). The timing probe connector (3) is
fastened to the wiring harness coming from the J2/P2 connector (4). The J1/P1 connector (5) is
a 70-pin connector and the J2/P2 connector is a 120-pin connector.
The hydraulic hose and fitting (6) supplies lube oil to the flywheel housing. The other end of
the hose is connected to a fitting on the side of the torque converter oil inlet port, at the left rear
of the torque converter housing. A small amount of power train oil flows through the hose to
provide lubrication for the flywheel and pump drive gears. The power train scavenge pump
returns the oil from the bottom of the flywheel housing to the power train main sump.
10/04
1
2
3
4
5
6
32
Also accessible from the left side of the engine, and located just above the starter, is the cover
for inserting the engine turning tool (1). Removing this cover allows the serviceman to insert
the 9S9082 engine turning tool to manually turn the engine.
To find Top Dead Center (TDC) of cylinder number one, remove the plug in the TDC port (2),
then insert the longer bolt from the cover (1) into the port (2). While applying light pressure to
the bolt, turn the engine in the direction of engine rotation until the bolt drops into the hole
machined in the front face of the flywheel. A spring-loaded timing pin (136-4632) may also be
used to find TDC, instead of the long bolt from the cover.
10/04
1
2
The intake air temperature sensor (1) is located on the left side of the engine, just below the
primary fuel filter and water separator. The status of this pressure sensor may also be viewed
through the Advisor panel (Engine System Status or Performance screen) or through Cat ET.
The "Crank-Without-Inject" connector (2) is fastened to the wiring harness just below and in
front of the intake manifold. Removing the plug (3) from the "Crank-Without-Inject"
connector (2) and inserting the plug (4) at the left will electronically disable the fuel injectors.
This allows the engine to be turned (cranked) using the starter, but without the engine starting.
No fuel will be injected into the cylinders in this mode so that the engine cannot start and run.
The status of the "Crank-Without-Inject" feature may be viewed through the Advisor panel
(Engine System Status screens) or through Cat ET.
33
34
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2
3
4
1
35
Located at the left front of the engine, are the following service points:
1. engine oil filter
2. engine oil filler tube
3. engine oil sampling port (SOS port)
4. engine oil pressure port
5. engine oil dipstick
NOTE: The engine oil pressure port tests the engine oil pressure after the oil is filtered.
The engine oil sampling port is positioned upstream of the oil filter so an oil sample
reflects the cleanliness of the oil before the filter.
10/04
1
2
3
4
5
The intake manifold air (boost) pressure sensor (1) is located at the upper left, and at the front of
the engine, just ahead of the engine oil filter.
Also located here, and installed in the rear of the timing gear cover, is the secondary (camshaft)
engine speed/timing sensor (2).
The status of the intake manifold pressure sensor may be viewed through the Advisor panel
36
37
10/04
1
2
The coolant temperature sensor (1) is installed at the right front corner of the engine, in front of
the water pump (2). The status of the coolant temperature sensor may be viewed through the
Advisor panel (Engine System Status screens or Performance screen) or through Cat ET.
The water pump (2) is located behind and below the alternator, at the right front of the engine.
Just above the water pump is the thermostat (coolant temperature regulator) housing (3). Two
thermostats are contained in the housing. The shutoff valve for the cab heater return line (4) and
the shutoff valve for the cab heater supply line (5) are located to the rear of the thermostat
housing. The coolant flow switch (6) is situated outboard from the thermostat housing and
installed in the cast tube exiting the water pump.
The status of the coolant flow switch may be viewed through the Advisor panel (Engine System
Status screens) or through Cat ET.
38
39
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1
2
4
5
6
3
2
Also accessible at the right front of the engine is the alternator (1) and the air-conditioning
compressor (2). Just to the rear of the air-conditioning compressor is the turbocharger (3).
The turbocharger on the C15 ACERT technology engine uses a standard wastegate (4), which is
operated by a vacuum line (5). The wastegate acts as a bypass valve for exhaust gasses. When
the wastegate opens it allows some of the exhaust gasses to bypass the turbocharger. The
wastegate limits boost pressure, which in turn, limits the maximum engine cylinder pressure.
The center section of the turbocharger is water cooled (line not visible) and is lubricated with
engine oil, which is supplied through the hard steel tube (6).
40
41
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1
2
3
4
5
6
42
The oil-to-water type engine oil cooler (1) is located along the lower right side of the engine.
Oil from the oil filter enters the cooler at the oil inlet (2) and passes through tubes surrounded by
engine coolant. The cooled oil then exits the cooler at the oil outlet (4) and enters the engine
block at port (5).
When the engine is started and the oil is cold, some of the oil bypasses the engine oil cooler
through the cooler bypass tube (3).
Coolant enters the engine oil cooler at the front (right, above) of the cooler and exits at the rear,
where it then enters the power train oil cooler (6). After flowing around the oil filled tubes in
the power train oil cooler, the coolant enters the right side of the engine block through a port
(not visible) behind the power train oil cooler.
NOTE: When troubleshooting the cooling system it must be understood that both the
engine oil cooler and the power train oil cooler are heat sources that raise the
temperature of the coolant before it enters the engine block.
10/04
1
2
4
6
3
5
10/04
The turbo inlet pressure sensor (1) is installed at the outlet of the air filter canister and is
accessible from the right side of the engine.
The turbo inlet air pressure sensor is used to determine air filter restriction. The Engine ECM
compares the turbo inlet air pressure to the atmospheric air pressure and calculates a pressure
differential between the two pressures. If the pressure differential is too great, it can indicate
that the air filter is clogged and needs to be replaced.
Also visible in this illustration is the dust ejector tube (2) that connects the intake air precleaner
to the muffler.
The status of the turbo inlet air pressure sensor may be viewed through the Advisor panel
43
1
2
44
Fuel System
Fuel is drawn from the fuel tank through the primary fuel filter (10-micron) and water separator
by a gear-type fuel transfer pump. The fuel transfer pump then directs the fuel through the
secondary fuel filter (2-micron).
From the secondary fuel filter,the fuel is then directed to the cylinder head and into the fuel
gallery, where it is made available to each of the six MEUI fuel injectors. Any excess fuel not
injected leaves the cylinder head. From the cylinder head, the fuel is directed back to the fuel
tank through the fuel pressure regulator, which maintains fuel pressure of 558 50 kPa
(81 7 psi). The fuel pressure regulator is a check valve that is installed in the secondary fuel
filter base.
From the fuel pressure regulator, the excess fuel flow returns to the fuel tank. The ratio of fuel
between combustion and fuel returned to tank is approximately 3:1 (i.e. four times the volume
required for combustion is supplied to the system for combustion and injector cooling purposes).
A differential pressure switch is installed in the secondary fuel filter base and will alert the
operator, via Advisor, of a clogged fuel filter. This Advisor warning indicates that the secondary
fuel filter is being bypassed and that the fuel filter should be replaced immediately. The
recommended fuel filter change frequency interval is 500 hours, under optimum conditions.
10/04
Fuel Tank
Fuel Transfer
Pump
Primary
Fuel Filter
Secondary
Fuel Filter
Electric Fuel
Priming Pump
Fuel Pressure
Regulator
Fuel Gallery
C15 ACERT ENGINE FUEL DELIVERY SYSTEM
45
Engine Air System
Air is drawn into the engine air pre-cleaner (1) by the vacuum created by the compressor wheel
in the turbocharger (3). Exhaust gasses passing through the muffler flow past the dust ejector
tube, which is connected to the pre-cleaner by a hose (2). This creates a secondary vacuum in
the pre-cleaner housing which draws large contaminant particles from the pre-cleaner through
the tube. The large particles are then ejected through the muffler and exhaust stack.
The intake air is then drawn through the air cleaner (4) where the fine contaminants are removed
by the filter element. The clean intake air is then drawn into the air inlet of the turbocharger.
The turbocharger compresses the air and pushes it out of the compressor outlet. The compressed
air then enters the Air To Air AfterCooler (ATAAC) inlet (5). As the intake air passes through
the ATAAC core, it is cooled and then exits the ATAAC through the ATAAC outlet (6). The
compressed, cooled intake air is then directed to the intake manifold where it enters the cylinder
head. The cooler, more dense air results in greater combustion efficiency and fewer emissions.
Boost pressure may be read on the status screen in Cat ET. The boost pressure is a calculation
of the difference between the atmospheric pressure and the intake manifold air pressure. A
failure of the intake manifold air pressure sensor can cause the Engine ECM to perceive a "zero
boost" condition, resulting in a reduction in power (derate) by as much as 60%.
10/04
1
2
3
4
5
6
7
46
Cooling System
Shown above is a schematic of the cooling system for the D8T Track-type Tractor with the C15
ACERT technology engine. The C15 uses an Air To Air AfterCooler (ATAAC) to cool the
intake air. The ATAAC is mounted vertically in the radiator guard (not pictured, in the above
illustration). It is in line with, and to the left of the AMOCS radiator cores. The hydraulic oil
cooler is an oil-to-air type cooler and is mounted vertically, behind the AMOCS cores.
The AMOCS radiator contains six cores and are the standard "two-pass" design. The hydraulic
demand fan is controlled by the Engine ECM. The fan mounted on the front of the radiator
guard and is situated in front of the radiator. This arrangement draws air in through the sides of
the engine compartment, then through the hydraulic oil cooler, the radiator and the ATAAC, then
exits the front of the tractor. This design minimizes the possibility of the fan ejecting debris into
the radiator or ATAAC cores (when the fan reversing feature is not activated).
Coolant flows from the water pump, through the engine oil cooler, then through the power train
oil cooler, and then into the engine block. Coolant then flows through the engine block and into
the cylinder head.
10/04
Shunt Tank
H
y
d
r
a
u
I
i
c

O
i
I

C
o
o
I
e
r
C15 Engine
Jacket
Water
Pump
Thermostat
Housing
AMOCS
Radiator
HydrauIic
Demand Fan
Power
Train
OiI
CooIer
Turbo
Engine OiI CooIer
Cab
Heater
Vent Line
ATAAC
(Far Side)
Bypass
Tube
FiII Tube
and Cap
D8T COOLING SYSTEM
Hottest
CoIdest
Increasing
CooIant
Temperature
> 92C
< 81C
87C
From the cylinder head, the coolant flows to the temperature regulators (thermostats) and either
goes directly to the water pump through the bypass tubes or to the radiator, depending on the
temperature of the coolant. When the engine is cold, the coolant flows directly to the water
pump through the bypass tube. As the temperature of the coolant increases, the thermostats
open and the coolant then flows to the radiator. The thermostat housing for the C15 engine
contains dual thermostats. The opening temperature for these thermostats is 81 - 84C (178 -
183F). The thermostats should be fully open at 92C (198F).
Hot coolant enters the bottom of the radiator and it is cooled the first time as it flows upward
through the front side of the AMOCS cores. The coolant is cooled a second time as it flows
down the back side of the cores. The coolant then exits the radiator and returns to the water
pump.
A small amount of coolant flows to the turbocharger from the thermostat housing, for cooling
purposes, and is then directed to the shunt tank. Coolant from the shunt tank is directed to the
water pump.
The fill tube and the radiator cap for the cooling system are located on top of the shunt tank.
The shunt tank is located directly above the radiator core in the engine compartment. Access to
the fill tube is provided by lifting a spring hinged door on top of the radiator guard.
A sight glass in the shunt tank is visible from the left side of the engine compartment. The sight
glass should always be filled with coolant. If any air is seen in the sight glass, coolant needs to
be added to the system through the cap on the shunt tank.
The air vent lines remove air from the cooling system while the system is being filled and during
operation. The shunt tank is a reservoir and retains the expansion volume of the coolant as the
coolant temperature increases. The level of the coolant in the shunt tank will rise as the coolant
increases in temperature. The coolant level in the shunt tank will fall as the temperature of the
coolant decreases.
A drain valve (illustration 48) is present below the radiator and is used to drain coolant from the
radiator cores, the engine oil and power train oil coolers, and the cab heater circuit.
10/04
Mounted vertically on the back side of the D8T radiator guard is the hydraulic oil cooler (1). In
front of the hydraulic oil cooler are the six AMOCS radiator cores (2). At the top of the radiator
guard is the shunt tank (3). Mounted vertically on the left side of the radiator guard is the air
conditioning condenser (4). In front of the condenser, and to the left of the AMOCS cores is the
ATAAC core (5).
Hot coolant enters the radiator at the inlet tube (6). It flows up through the front side of the
AMOCS cores, then down the back side, passing twice through the cores. The coolant then
exits the radiator through the outlet tube (7) and returns to the water pump.
The radiator drain line from the oil coolers (8) and the drain valve (9) can also be seen here.
47
48
10/04
6
7
1
2
3
4
5
8
9
49
Opening the grill on the front of the radiator guard gains access to the fan (1) (behind the brush
guard) and the hydraulic demand fan motor (2) with a self-contained anti-cavitation valve.
If the machine is equipped with a reversing fan, a bi-directional fan motor replaces the standard
fan motor with anti-cavitation valve. The fan reversing valve (3) is located at the lower left of
the radiator guard.
INSTRUCTOR NOTE: The hydraulic demand fan and the reversing fan strategy will
be discussed later in this presentation.
10/04
1
2
3
50
Hydraulic Demand Fan System
Standard on the D8T Track-type Tractor is the hydraulic demand fan. Although the fan is part
of the hydraulic system, it is controlled by the Engine ECM. The Engine ECM considers four
inputs for controlling the fan. The hydraulic oil temperature sensor, the engine intake air
temperature sensor, and the engine coolant temperature sensor all provide temperature
information to the Engine ECM. The Engine ECM monitors all three of these temperature
inputs. The highest temperature (relative to the percentage of its temperature map) is the
controlling temperature for fan speed. The fan pump discharge pressure sensor is the fourth
input to the Engine ECM. Fan pump discharge pressure is controlled by the Engine ECM to
determine fan speed.
The Engine ECM monitors the temperature inputs and also considers fan pump discharge
pressure to provide a signal to the (proportional) fan pump pressure control solenoid. When the
solenoid receives minimum current from the Engine ECM, maximum flow is sent to the fan
motor, causing the fan to turn at the maximum controlled rpm (about 1350 + 25 rpm), as shown
above. Maximum mechanical pump pressure (high pressure cutoff - no current or a failed
solenoid) is set to approximately 15000 + 860 kPa (2175 + 125 psi). Maximum pressure
regulated by the Engine ECM software is approximately 13250 + 500 kPa (1922 + 75 psi).
10/04
ImpIement
ECM
HydrauIic OiI
Temperature
Sensor
Intake Air
Temperature Sensor
Engine
ECM
Engine CooIant
Temperature Sensor
Fan
Motor
HydrauIic
OiI CooIer
CooIer
Bypass
VaIve
Demand Fan
Pump
Pump Pressure
Sensor
HFPD
To Case Drain ManifoId
From Suction ManifoId To Suction ManifoId
PiIot Drain
from
DuaI TiIt
VaIve
Drive from
Steering Pump
Pump ControI
VaIve
Fan Pump
Pressure ControI
SoIenoid
D8T STANDARD HYDRAULIC FAN DRIVE SYSTEM
MAXIMUM FAN SPEED
Cat ET may be used to reset the maximum controlled fan system pressure from the maximum
pressure set at the factory. This adjustment may be necessary to correct the maximum
controlled fan speed due to differences in altitude between the factory and the tractor's work site.
In cooler weather, the Engine ECM may utilize an engine software strategy called "Cool Engine
Elevated Idle Strategy" when the following conditions are met:
- Coolant Temperature < 70C (158F)
- Parking brake is set to ON
- Transmission in NEUTRAL
- Throttle switch set to LOWIDLE
Under these conditions, the Engine ECM will automatically increase engine speed, up to
1100 rpm, in an effort to increase coolant temperature. When any of the four conditions are not
met, the strategy is ignored.
NOTE: The D8T does not utilize a fan bypass valve for cold weather.
10/04
51
The standard hydraulic demand fan schematic with the fan at minimum speed is shown above.
If maximum fan speed is not required, the fan pump pressure control solenoid is energized,
causing the fan to turn at a slower speed. Minimum fan speed is attained when the fan pump
pressure control solenoid is completely energized (approximately 450 + 50 rpm). Fan pump
pressure at minimum speed should be set to approximately 1827 240 kPa (265 35 psi).
If communication is lost between the Engine ECM and the fan pump pressure control solenoid,
the fan will default to the maximum mechanical pressure setting, which is approximately
15000 + 860 kPa (2175 + 125 psi). This results in a fan speed of approximately1369 rpm (as set
at the factory).
NOTE: If the engine is in the overspeed condition, the Engine ECM will regulate the
fan toward minimum pressure in an effort to protect the fan hydraulic system.
10/04
ImpIement
ECM
HydrauIic OiI
Temperature
Sensor
Intake Air
Temperature Sensor
Engine
ECM
Engine CooIant
Temperature Sensor
Fan
Motor
HydrauIic
OiI CooIer
CooIer
Bypass
VaIve
Demand Fan
Pump
Pump Pressure
Sensor
HFPD
From Suction ManifoId To Suction ManifoId
PiIot Drain
from
DuaI TiIt
VaIve
Drive from
Steering Pump
Pump ControI
VaIve
Fan Pump
Pressure ControI
SoIenoid
D8T STANDARD HYDRAULIC FAN DRIVE SYSTEM
MINIMUM FAN SPEED
52
As stated earlier, the Engine ECM constantly monitors the intake air temperature, the engine
coolant temperature, and the hydraulic oil temperature. When temperatures require maximum
controlled fan speed, the Engine ECM de-energizes the fan pump pressure control solenoid,
sending the least amount of signal, as shown above. (When communication is lost to the pump
control solenoid and no current is sent to the solenoid, the mechanical high pressure cutoff will
raise the fan speed to its absolute maximum speed.)
With the solenoid de-energized, the pressure control spool spring forces the top half of the
pressure control spool up. This blocks pump output oil in the pump control spool spring
chamber from draining to tank through the case drain passage, which causes the pump control
spool spring chamber to become pressurized. The force of the spring at the top of the pump
control spool, plus the pressure of the oil, is then greater than the oil pressure at the bottom of
the pump control spool. The pump control spool is held down, blocking pump output oil from
entering the signal passage to the actuator piston in the pump. The actuator piston is then open
to drain.
With only tank pressure in the actuator piston, the bias spring moves the pump swashplate to an
increased angle, causing the pump to UPSTROKE, providing controlled maximum flow to the
fan motor. This condition results in maximum controlled fan speed.
10/04
Actuator Piston
Pump
Output
to Fan
Motor
SwashpIate
Fan
Pump
Bias Spring
Piston and
BarreI AssembIy
Case Drain
Passage
Spring
Pump
ControI
SpooI
Orifice
Adjustment
Screw
Pressure
ControI
SoIenoid
Pressure
ControI
SpooI
Adjustment
Screw
Pin
Spring
D8T FAN PUMP AND CONTROL VALVE
MAXIMUM CONTROLLED FAN SPEED
53
When a slower fan speed is required, the Engine ECM energizes the fan pump pressure control
solenoid (proportional to temperature data) as shown above.
With the solenoid energized, the solenoid pin pushes down on the top half of the pressure
control spool, against the force of the pressure control spool spring. This allows oil in the pump
control spool spring chamber to drain to tank through the case drain passage, lowering the
pressure in the spring chamber. The force of the spring at the top of the pump control spool plus
the pressure of the oil is now less than the oil pressure at the bottom of the pump control spool,
due to the orifice effect of the passage through the pump control spool. The pump control spool
then moves up, allowing pump output oil to enter the signal passage. This flow of oil to the
pump actuator piston causes pressure in the pump's actuator piston to increase.
The increased pressure in the actuator piston overcomes the force of the pump bias spring. This
causes the swashplate to move to a decreased angle, and the pump DESTROKES. The pump
then provides less flow to the fan motor, resulting in a slower fan speed.
The illustration above shows the fan pump at minimum angle, or minimum flow. This will
cause the fan motor to turn at its slowest speed.
Refer to RENR7527, "Systems Operation/Testing and Adjusting for the D8T Track-type Tractor
Hydraulic System" for information regarding adjustment of the hydraulic demand fan.
10/04
Actuator Piston
Pump
Output
to Fan
Motor
SwashpIate
Fan
Pump
Bias Spring
Piston and
BarreI AssembIy
Case Drain
Passage
Pressure
ControI
SoIenoid
Pressure
ControI
SpooI
Spring
Pump
ControI
SpooI
Orifice
Spring
Adjustment
Screw
Adjustment
Screw
Pin
D8T FAN PUMP AND CONTROL VALVE
MINIMUM FAN SPEED
54
If the machine is equipped with a reversing fan, a fan reversing valve will be installed at the
lower left front of the radiator guard and a bi-directional fan motor will replace the standard fan
motor.
For machines equipped with the optional reversing valve, the Engine ECM will automatically
activate the fan reversing valve solenoid at pre-determined intervals (engaged in reverse gear
only). Fan reversing intervals and duration are programmable using Cat ET. The fan may also be
reversed manually using the manual reversing fan switch, which is located ahead of the dozer
control lever, and just below the Advisor display screen.
The illustration above shows the fan hydraulic system with the reversing function activated.
Activating the manual reversing fan switch energizes the reversing solenoid valve. This action
directs some of the oil to shift the two pilot operated reversing valves, which in turn reverses the
flow of oil to and from the fan motor. The fan will then reverse directions, causing air to flow in
the opposite direction through all the cooler cores (radiator, ATAAC, and hydraulic oil cooler).
When the engine software determines it is time for the fan to reverse directions, it will energize
the reversing valve solenoid only when the transmission is shifted to reverse. This strategy helps
minimize the chances that any material spilling over the top of the dozer blade (when pushing
material) will be ejected into the fan blades and secondarily, into the radiator cores. This strategy
helps minimize the potential for damage to the fan blades and the radiator fins.
10/04
Engine ECM
CooIant
Temp.
Sensor
Int ake Air
Temp.
Sensor
ImpIement
ECM
HydrauIic
OiI Temp.
Sensor
HFPD
Demand Fan
Pump
HydrauIic
OiI CooIer
Bi-Direct ionaI
Fan Mot or
HydrauIic OiI CooIer
Bypass VaIve
Fan Pump
Pressure Cont roI
SoIenoid
Pump
Cont roI
VaIve
Fan Pump
Pressure
Sensor
Fan Reversing VaIve
Fan Reversing VaIve
Cont roI SoIenoid
Crossover
ReIief VaIves
PiIot Drain
from
DuaI TiIt
VaIve
From CoId OiI
ReIief VaIve
To St eering
Charge Pump
To
ImpIement
Pump
Suct ion
ManifoId
D8T HYDRAULIC FAN DRIVE SYSTEM WITH REVERSING VALVE
MAXIMUM FAN SPEED - REVERSE
The hydraulic demand fan pump (1), is mounted to the rear of the steering pump, at the upper left
of of the flywheel housing. Shown is the pressure tap for Hydraulic Fan Pump Discharge pressure
(HFPD) (2), the fan pump pressure sensor (3), the fan pump pressure control solenoid (4), the
pump control spool adjustment screw (5), and the pump pressure control spool (6).
The hydraulic demand fan motor is mounted to a bracket at the front of the radiator guard.
Visible in illustration 56 is the fan motor (7), the fan motor case drain line (8), and the fan motor
inlet and outlet ports (9). The fan reversing valve (10) is only present on machines equipped with
the reversing fan attachment.
The status of the fan pump pressure sensor may be viewed through the Advisor panel (Engine
System Status screens) or through Cat ET.
55
56
10/04
1
2
3
4
5
7
8
6
9
10
10/04
57
For machines equipped with a reversing fan, the fan reversing valve (1) is mounted in the lower
left corner of the radiator guard, just behind the grill doors.
Service points on the fan reversing valve shown here are:
2. fan reversing valve solenoid (energized to reverse the flow of oil to the fan motor)
3. two crossover relief valves (used for fan motor anti-cavitation purposes)
4. two pilot operated reversing valves
5. main relief valve for the reversing fan circuit
The status of the fan reversing valve solenoid may be viewed through the Advisor panel (Engine
1
2
3
4
5
58
POWER TRAIN
Shown above is an illustration which identifies the relative location of all of the major power
train components for the D8T Track-type Tractor.
During this presentation, various colors are used to denote pressures within the systems. A
legend outlining the meanings of this color code can be found in the back of this module.
Numerous upgrades have been implemented in the power train for the D8T Track-type Tractor,
as compared to the D8R Series II machine. The most prominent of these upgrades include:
- the elimination of the transmission intermediate speed sensors
- new transmission output speed sensors that are more reliable and easy to install;
- elimination of transmission clutch engagement pressures, using the common top pressure
strategy for the power train;
- remote pressure test ports for all power train pressures;
- relocation of the priority valve, for easier access; and
- a new A4 Power Train ECM, which controls the transmission, the braking, and the
steering.
10/04
Power Train
Oil Cooler
Power Train
Oil Pump
Transmission
Charging Filter
Bevel and
Transfer Gears
Steering
Differential
Transmission
Hydraulic Control
Torque Converter
Charging Filter
PT Oil Fill Tube
and Dipstick
Electronic
Brake Valve
Torque Converter
Outlet Relief Valve
Priority Valve
Engine
Transmission
Final Drives
Lube Distribution
Manifold
and
Torque Converter
Inlet Relief Valve
Torque Divider
Power Train ECM
Service Brakes
Remote Pressure Taps
(TC In, TC Out, FW Lube)
Transmission
Pressure Test Ports
Brake Pressure
Test Ports
D8T POWER TRAIN
COMPONENT IDENTIFICATION
59
Power Train Electronic Control System
The illustration above is a simplified schematic that shows all of the major hydraulic
components and the major electronic components in the power train system.
The The Power Train Electronic Control System consists of all the inputs to and outputs from
the Power Train ECM, including the Power Train ECM. The Power Train ECM and its
software, considers the input information, such as the service brake pedal position sensor, and
controls the power train output components, such as the electronic brake control valve.
If any of the controls or components are operating improperly or performing outside their
operating parameters, the Power Train ECM will update the Caterpillar Monitoring and Display
System, and Advisor will warn the operator or serviceman of the specific abnormal condition.
For more information about accessing and viewing the status of the power train components, for
instructions about how to change the parameters or the power train configuration, or for
instructions on how to perform calibrations for any of the power train components, refer to
STMG 790, "Caterpillar Monitoring and Display System, with Advisor for Track-type
Tractors" (SERV1790).
10/04
3
5
1
4
2
Right Brake
Power Train ECM
Instrument Cluster
Engine ECM
Advisor
Torque
Converter
Lube Distribution
Manifold and
TC Inlet Relief Valve
Priority
Valve
Transmission
Modulating Valves
Left Brake
Steering
Differential
Brake
Valve
Steering
Motor
Sensor
Power Train
Oil Cooler
Parking
Brake Switch
Steering Lever
Position Sensors
Service
Brake
Power Train
Switches,
Sensors,
and Senders
CAT Data Link
Data Port
Transmission
Controls
Crank Timing
Sensor
CAN C
Data Link
CAN A
Data Link
CAN A Data Link
CAT Data Link
Left and Right
Steering
Solenoid Valves
D8T POWER TRAIN ELECTRONIC CONTROL SYSTEM
60
Power Train Hydraulic System
The three-section fixed displacement power train oil pump is mounted to the right front of the
main case and is driven by a drive shaft connected to the rear of the implement pump. The
transmission charging (C) section of the power train oil pump provides high pressure oil to the
transmission main relief valve, which maintains a common top pressure for operation of the
transmission modulating valves and the brakes.
With the common top pressure power train strategy, transmission clutch engagement pressure
calibrations and brake pressure adjustments no longer need to be performed. (Clutch fill time
calibrations and brake touch-up calibrations are still required.) When the transmission main
relief valve is properly adjusted, all of the pressures for the transmission clutches and for the
brakes are also properly adjusted.
The torque converter charging (B) section of the power train oil pump supplies oil to the torque
converter, through the priority valve. Oil from the transmission charging section that flows past
the main relief valve mixes with the lube oil from the power train oil cooler and is used to
lubricate and cool the transmission and the bevel gears.
The scavenge (A) section of the power train oil pump draws oil from the transmission and bevel
gear case and from the torque divider housing and directs it to the sump in the main case.
10/04
Clutch 4
2nd
Clutch 2
FWD
Clutch 3
3rd
Clutch 1
REV
Clutch 5
1st
Steering
Pump
C15 Engine
310 NET HP
At 1850 RPM
Implement
Pump
Flywheel
Housing
Pump
Drive
Lube
Torque
Converter
Power Train
Oil Cooler
D8T POWER TRAIN SCHEMATIC
FIRST GEAR FORWARD
Scavenge
Section "A"
T. C. Charge
Section "B"
Transmission
Charge Section "C"
Suction
Screen
Bevel
Gear
Lube
Transmission
Lube
Brake
Pressure
(B)
Priority Valve
Pressure (PV)
S O S
PTO Sump
Temp. Sensor
TC Outlet
Temp.
Sensor
TC Outlet Relief
Pressure (N)
TC Inlet Relief
Pressure (M)
TC Inlet
Relief Valve
TC Outlet
Relief Valve
Lube Distribution
Manifold
Left Brake Lube
Pressure Port
(LB1)
Right Brake Lube
Pressure Port
(LB2)
Right Brake
Pressure Port
Left Brake
Pressure Port
Brake
Valve
Transmission
Main Relief Valve
Pressure (P)
Transmission
Lube Pressure
(L1)
Priority
Valve
Torque
Converter
Charge
Filter
Transmission
Charge Filter
Bypass
Switch
Bypass
Switch
Transmission
Main Relief Valve
Flywheel Lube
Pressure
(L2)
Vent Line
61
The torque converter inlet relief valve and the lube distribution manifold are located at the left
front of the main case. They are consolidated into one dual purpose housing (1).
The electronic brake control valve (2) is installed on top of the main case.
The transmission charging section and the torque converter charging section of the power train
oil pump draw their oil through the screened main sump suction manifold (3).
The three-section power train oil pump (4) is located at the right front of the main case and it is
driven by a shaft that connects to the rear of the implement pump (not pictured). This drive
shaft is covered with a guard when the machine is completely assembled.
10/04
1
2
3
4
62
The fixed displacement, three-section power train oil pump is mounted to the right, front of the
main case.
The power train oil pump scavenge section (1) draws oil from the transmission and bevel gear
case (inside the main case). The scavenge section also draws oil from the torque divider housing
(and lube oil from the flywheel housing) through the hose (5) on the left side of the pump. The
oil from these two sources is pumped into the sump in the main case. The flow rate for the
scavenge section of the power train oil pump is approximately 118 L/min (31.2 gpm).
The torque converter charging section (2) and the transmission charging section (3) of the power
train oil pump draw their oil from the main power train oil sump through the screened, main
suction manifold (4). The screen in the suction manifold may be easily accessed by removing the
square cover, on top of the manifold. The flow rate for the torque converter charging section of
the power train oil pump is approximately 162 L/min (42.8 gpm). The flow rate for the
transmission charging section of the power train oil pump is approximately 58 L/min (15.3 gpm).
The pump drive hub (6) connects to a shaft that is driven by a similar hub at the rear of the
implement hydraulic pump.
10/04
2
3
5
6
1
4
63
The two, 6-micron power train oil filters and the priority valve are now located inside the
forward compartment on the right fender.
Shown in the illustration above is the torque converter charge filter (1) and the transmission
charge filter (2). The priority valve (3) is integrated into the filter base/housing. The priority
valve adjustment screw is located on the back side of the housing (not visible here), and
opposite the priority valve solenoid (4).
Accessible through the front compartment on the right fender are the following service points:
5. test port for transmission charge filter outlet pressure
6. test port for priority valve pressure/torque converter charge filter outlet pressure
7. test port for power train oil sampling (SOS)/torque converter charge filter inlet pressure
8. power train oil temperature sensor (main sump temperature)
9. bypass switch for the torque converter charge filter (The bypass switch for the
transmission charge filter is located on the opposite side of this housing/filter base.)
The status of the priority valve solenoid, the transmission oil temperature sensor, and both of the
power train oil filter bypass switches may be viewed through the Advisor panel (Power Train
10/04
1
2
3
4
6
5
7
8
9
64
The illustration above shows the priority valve in the Normal, or low pressure mode. The
priority valve ensures that supply oil to the brake control valve and the transmission control
group gets priority over supply oil to the torque converter circuit. The priority valve only
operates at low pressure during certain conditions.
In Normal Mode, oil from the torque converter charging section of the power train oil pump
enters the slug chamber through a hole in the center passage of the spool and also enters the
spool cavity through the solenoid valve and the connecting passage. The oil pressure on the left
end of the spool causes the spool to shift to the right, against the spring. This allows the oil
from the torque converter charging section to flow around the spool and out to the torque
converter inlet relief valve. The pressure of the torque converter oil is lower than the pressure of
the oil in the passage from the transmission charging section of the power train oil pump (going
to the brakes and transmission). As a result, the check valve remains closed and the oil from the
torque converter charging section of the power train oil pump does not mix with the oil from the
transmission charging section.
The coil of the solenoid valve is normally ENERGIZED when in the Normal Mode of operation.
This strategy ensures that if communication is lost to the priority valve solenoid, the priority
valve will default to the Priority Mode.
10/04
SpooI
AssembIy
SIug
SoIenoid
Priority VaIve and
PTO FiIter Base
Housing
SpooI
Cavity
SoIenoid
VaIve
To Brake VaIve
and Transmission
From
TC Charge Section
of PTO Pump
To TC InIet
ReIief VaIve
Check
VaIve
Adjustment
Screw
Passage
to Drain
Spring
FLOW
D8T PRIORITY VALVE
NORMAL MODE
65
The illustration above shows the priority valve operating in the Priority Mode. The priority valve
operates in the Priority Mode under the following conditions:
- power train oil (main sump) temperature less than 40C (104F)
- engine speed below 1300 rpm
- during transmission speed or directional changes
During operation in the Priority Mode, the solenoid coil of the priority valve is DE-ENERGIZED.
The solenoid valve then blocks torque converter charge oil from entering the spool cavity and
allows the oil from the spool cavity to drain to tank. With only tank pressure at the left end of the
spool, the spring shifts the spool back to the left. With the spool shifted to the left, only a small
amount of torque converter charge oil can flow into the passage going to the torque converter inlet
relief valve. With the passage to the torque converter mostly blocked, the pressure of the torque
converter charge oil increases until it overcomes the combined force of the check valve spring and
the pressure of the oil from the transmission charging section of the power train oil pump. As a
result, the check valve opens and the flow of torque converter oil mixes with the transmission and
brake oil. This ensures that there is enough oil to safely operate the transmission and brakes.
The priority valve will default to Normal Mode when the parking brake is activated.
10/04
FLOW
To Brake VaIve
and Transmission
From
TC Charge Section
of PTO Pump
To TC InIet
ReIief VaIve
Check
VaIve
Adjustment
Screw
Passage
to Drain
Spring
SpooI
AssembIy
SIug
SoIenoid
Priorit y VaIve and
PTO FiIt er Base
Housing
SpooI
Cavit y
SoIenoid
VaIve
D8T PRIORITY VALVE
PRIORITY MODE
NOTE: The priority valve strategy for operating in Normal Mode and in Priority Mode
contains a "hysteresis band" for oil temperature and engine speed. The hysteresis band
prevents the valve from rapidly shifting back and forth between modes when the
threshold of any of controlling conditions are met.
When engine rpms are increasing from low to high, the priority valve will remain in
Priority Mode until the engine speed becomes greater than 1350 rpm. When engine
rpms are decreasing from high to low, the priority valve will remain in Normal Mode
until the engine speed becomes less than 1300 rpm.
When the power train oil is cold, the priority valve will remain in Priority Mode until the
power train sump oil temperature warms to greater than 45C (113F). When the power
train oil is warm, the priority valve will remain in Normal Mode until power train oil
temperature cools to below 40C (104F).
10/04
66
Torque Divider
The D8T Track-type Tractor uses a torque divider (1) to transfer engine power to the
transmission. The torque divider is similar to those used on other Caterpillar Track-type
Tractors except that the torque converter for the D8T is equipped with a freewheel stator.
The torque divider provides both a hydraulic and a mechanical connection from the engine to
the transmission. The torque converter provides the hydraulic connection, while the planetary
gear set provides the mechanical connection. During operation, the planetary gear set and the
torque converter work together to provide an increase in torque as the load on the machine
increases.
The illustration above shows the torque divider used in the D8T. The torque converter output
speed sensor (2) is installed above the torque divider output shaft and senses the speed of the
output shaft. The Power Train ECM monitors the signal from this sensor and uses it, along with
the signal from the engine primary (crankshaft) speed/timing sensor to determine engine lug and
shifting points for the Auto KickDown strategies. This signal is also used as one of the inputs to
determine track speed, which is displayed on the LCD display in the instrument cluster.
10/04
1
2
3
4
5
6
7
8
Torque converter charge oil from the torque converter inlet relief valve enters the torque
converter through the torque converter inlet port (3), at the left side of the torque divider housing.
A small amount of torque converter charge oil is used to lubricate the flywheel and the pump
drive gears. This flywheel lube oil is directed to the flywheel housing through the small hose (4)
at the left side of the torque converter inlet port (3). The small hose (5) installed at the right side
of the torque converter inlet port leads to the remote pressure test tap for torque converter inlet
pressure.
The torque converter outlet relief valve (6) is located on the right side of the torque divider
housing.
The ecology drain for the torque divider housing (7) is located at the bottom center of the torque
divider housing.
The scavenge section of the power train oil pump draws oil from torque divider housing through
the port (8) at the bottom center of the housing. The torque converter scavenge screen (not
visible) is located just inside the hose flanges. Flywheel lube oil drains into the torque divider
housing and is returned to the main sump by the scavenge section, also.
The status of the torque converter output speed sensor may be viewed through the Advisor panel
(Power Train System Status screens) or through Cat ET.
10/04
67
This illustration shows a typical torque divider as used in the D8T. The impeller, the rotating
housing, and the sun gear are shown in red. These components are on a direct mechanical
connection to the engine flywheel. The turbine and the ring gear, shown in blue, are
mechanically connected. The planetary carrier and the output shaft, shown in purple, are also
mechanically connected. The stator and carrier are shown in green. The planetary gears and
shafts are orange. The bearings and the lockup mechanism for the stator are shown in yellow.
Because the sun gear and the impeller are connected to the flywheel, they will always rotate at
engine speed. As the impeller rotates, it directs oil against the turbine blades, causing the
turbine to rotate. Turbine rotation causes the ring gear to rotate. During NO LOAD conditions,
the components of the planetary gear set rotate as a unit at the same rpm and the planet gears do
not rotate on their shafts.
As the operator loads the machine, the output shaft slows down. A decrease in output shaft
speed causes the rpm of the planetary carrier to decrease. Decreasing the planetary carrier
rotation causes the relative motion between the sun gear and the planet carrier to cause the
planet gears to rotate. Rotating the planet gears decreases the rpm of the ring gear and the
turbine. At this point, the torque splits with the torque converter multiplying the torque
hydraulically and the planetary gear set multiplying the torque mechanically.
10/04
TORQUE DIVIDER
Freewheel
Stator
Inlet
Passage
Carrier
Housing
Turbine
Planet
Carrier
Stator
Output
Shaft
Sun Gear
Planet
Gears
Engine Flywheel
Outlet
Passage
Impeller
Cam
Rollers
Springs
Ring
Gear
An extremely heavy load can stall the machine. If the machine stalls, the output shaft and the
planetary carrier will not rotate. This condition causes the ring gear and turbine to rotate slowly
in the opposite direction of engine rotation. Maximum torque multiplication is achieved just as
the ring gear and turbine begin to turn in the opposite direction.
The torque divider is also equipped with a freewheel stator. The stator is splined to a cam which
rotates around the stationary carrier in only one direction. Machined into the cam are tapered
openings, each of which contain a roller and a spring. Spring force holds the roller against the
taper and the carrier. This restricts the cam from turning.
When the machine is under a load, and the impeller and turbine are rotating at different speeds,
the stator is held stationary by the rollers being wedged in the taper of the openings by spring
force. This mechanical connection keeps the stator stationary and allows oil flow to be directed
back to the impeller, multiplying the torque.
During all load conditions, the torque converter provides 70% of the output, and the planetary
gear set provides the remaining 30% of the output.
When the machine speed increases with no load, the speed of the turbine and impeller increases.
During this condition the stator does not need to redirect oil back to the impeller. The stator
begins to turn in the same direction as the impeller and the turbine. This moves the rollers from
the tapered openings against spring pressure. The mechanical connection between the cam and
the stationary carrier is broken. The stator, turning freely with the turbine and impeller, will
reduce the turbulence of the oil in the torque converter. The lack of turbulence in the torque
converter permits the engine to work easier, reducing fuel consumption and minimizing heat
build-up in the power train oil system.
When the machine is in a downhill situation and engine overspeed occurs, the Power Train ECM
will automatically apply the service brakes, up to 8% of brake capacity, in an effort to slow the
machine. If this strategy does not slow the engine enough, Advisor will warn the operator to
change the mode of operation (down shift or apply the service brakes) to further slow the
machine.
10/04
68
The illustration above shows the dual purpose housing which contains the torque converter inlet
relief valve manifold and the lube distribution manifold. This dual purpose housing is located at
the left front of the main case.
The torque converter inlet relief valve is a check valve (not visible above) that is pressed into a
port on the front of the main case (see illustration 69). Torque converter oil enters the manifold
from the back side, through a hard tube inside the main case. The torque converter oil exits the
manifold (after the torque converter inlet relief valve) through the lower port (2). The torque
converter oil is then directed to the torque converter inlet port, at the rear of the torque divider
housing.
The lube distribution manifold inlet (1) is the upper port on the dual purpose manifold body. Oil
from the power train oil cooler is directed to the lube distribution manifold through the hose (3)
connected to the upper port. The lube oil is then distributed to the brakes, the transmission, and
the bevel gears through hard steel tubes inside the main case.
The uppermost hose (4) is the connection between the main case sump and the power train oil
high-speed oil change coupling, located in the left side engine compartment.
10/04
2
3
1
4
69
The torque converter inlet relief valve protects the components in the torque converter by
limiting the maximum oil pressure to the torque converter. The torque converter inlet relief
valve protects the torque converter when the engine is started and the oil is cold.
Oil from the torque converter charge section of the power train oil pump is directed to the
priority valve. From the priority valve, the torque converter oil is then directed to a passage at
the front of the main case through a hard steel tube inside the case.
The dual purpose manifold is installed on the front of the main case and directs the torque
converter oil to the torque converter inlet relief valve through an internal passage in the
manifold. The manifold also directs the torque converter oil to the torque converter through a
hose connected to the front of the manifold.
Torque converter oil pressure acts against the top of the poppet in the inlet relief valve. When
the pressure acting against the top of the poppet overcomes the force of the spring, the poppet
opens (down) and dumps the excess oil back into the main case, limiting the pressure in the
torque converter circuit.
The torque converter inlet relief valve is not adjustable.
10/04
To Main Sump
Torque Converter
InIet ReIief VaIve
Front of
Main Case
ManifoId
D8T TORQUE CONVERTER
INLET RELIEF VALVE
Bottom of
Main Case
To Torque Converter
InIet
From
Priority VaIve
70
The torque converter outlet relief valve (1) is installed at the right rear of the torque divider
housing.
Torque converter oil exiting the torque converter enters the torque converter outlet relief valve
from the back side of the valve body (1). The oil then exits the outlet relief valve and is directed
to the power train oil cooler through the upper steel tube (2). After the oil passes through the oil
cooler, it returns through the lower steel tube (3), where it is directed to the lube distribution
manifold.
The torque converter oil temperature sensor (4) is installed in the torque converter outlet relief
valve. It senses the temperature of the oil exiting the torque converter and provides a signal to
the Power Train ECM. Cat Advisor monitors this temperature data from the Power Train ECM
and uses it to operate the torque converter oil temperature gauge (analog), at the upper right of
the instrument cluster.
The small hose (5) directs torque converter outlet relief pressure to the bank of three remote
power train pressure taps.
The status of the torque converter oil temperature sensor may be viewed through the Advisor
panel (Power Train System Status screens and Performance 1 screen) or through Cat ET.
10/04
1
2
3
4
5
71
The torque converter outlet relief valve maintains a constant minimum pressure inside the torque
converter.
Oil from the torque converter enters the torque converter outlet relief valve through the inlet
passage. The pressure of the oil acts against the top of the spool. When the pressure of the
torque converter oil becomes greater than the force of the spring, the spool shifts down. Torque
converter oil then flows through the holes around the circumference of the spool to the outlet
passage. The outlet passage directs the hot torque converter oil to the power train oil cooler.
The torque converter outlet relief valve may be adjusted by adding or removing shims between
the spring and the spool.
10/04
Inlet Passage from
Torque Converter
Spool
Spring
Shim
Outlet Passage
to Power Train
Oil Cooler
TORQUE CONVERTER OUTLET RELIEF VALVE
72
The power train oil cooler (1) is an oil-to-water type oil cooler. It is located at the right rear of
the engine compartment.
Oil from the torque converter outlet relief valve enters the cooler at the cooler inlet (2). The hot
oil is cooled as it flows through tubes that are surrounded by engine coolant. The cooled oil
then exits the power train oil cooler through the cooler outlet (3), where it is directed to the lube
distribution manifold.
Engine coolant flows from the water pump (4) to the engine oil cooler (5). After cooling the
engine oil, the coolant then flows into the bottom of the power train oil cooler. The coolant
flows up through the power train oil cooler, then exits the cooler and enters the engine block
through a port (not visible) behind the power train oil cooler.
10/04
1
2
3
4
5
73
Power Shift Transmission
The planetary power shift transmission is capable of three speeds in FORWARD and three speeds
in REVERSE. Power is transferred from the engine and the torque divider to the transmission
through the input shaft (1). Power is transferred from the transmission to the transfer and bevel
gears through the output shaft (2). The transfer and bevel gears transfer power to the final drives.
The transmission contains three hydraulically controlled speed clutches and two hydraulically
controlled directional clutches located in the planetary group (3). The transmission shifting
function is controlled by the Power Train Electronic Control System. The The Power Train
Electronic Control System consists of all the inputs to and outputs from the Power Train ECM,
including the Power Train ECM. The Power Train ECMresponds to shifting requests by
controlling the electrical current to the solenoids of the transmission modulating valves (4). The
transmission modulating valves control the hydraulic circuits that engage the transmission
clutches.
The Power Train ECM selects the transmission clutches to be engaged and the clutch pressure is
modulated electronically. Transmission modulating valves control the flow of oil to and from the
clutches. The Power Train ECM uses the transmission speed, the engine speed, and the power
train oil temperature signals to control smooth engagement of the clutches.
10/04
1
2
3
4
5
6
7
Each transmission clutch in the planetary group (3) has a corresponding solenoid controlled
transmission modulating valve located on the transmission hydraulic control manifold (5).
The Power Train ECM uses the transmission modulating valves to directly control the oil
pressure to each transmission clutch. The modulating valves operate proportionally. The Power
Train ECM sends an electrical current to the modulating valve solenoid. Electronic clutch
modulation by the Power Train ECM controls the time required to fill a clutch with oil.
Although clutch engagement pressure calibrations no longer need to be performed with the
"common top pressure" power train strategy, clutch fill time calibrations are still required. The
automated clutch fill time calibration procedure can be performed using Cat Advisor or by using
Cat ET. This calibration routine "teaches" the Power Train ECM the length of time required for
each clutch modulating valve to attain its clutch engagement pressure. The ECM applies current
to the solenoid until the transmission output speed sensors detect a slight movement of the
output shaft. When the output shaft begins to move, the ECM has "learned" and stored in
memory the time required to pressurize the clutch to its engagement pressure.
Transmission output speed and direction are sensed by the two transmission output speed
sensors (6). The speed/direction pick-up wheel (7) is splined to the transmission output shaft.
As the speed/direction pick-up wheel moves past the sensors, the wheel induces a current
(signal) into each sensor. The difference in the timing between the signals of the two sensors
determines the output shaft speed. Output shaft rotational direction is determined by sensing
which sensor provides a signal first, then second. The signals from the sensors are monitored by
the Power Train ECM. These signals are used by the Power Train Electronic Control System to
modify the timing of clutch engagements.
The status of all five transmission modulating valve solenoids may be viewed through the
Advisor panel (Power Train System Status screens) or through Cat ET.
NOTE: With the "common top pressure" strategy, clutch No. 1 (reverse direction),
clutch No. 2 (forward direction), clutch No. 3 (speed 3), and clutch No. 4 (speed 2)
operate at main relief pressure. Main relief pressure is approximately 2551 kPa (370
psi), at low idle (700 engine rpm) and with the transmission in NEUTRAL. At high idle,
these same clutch pressures should be approximately 2758 kPa (400 psi), with the
transmission in NEUTRAL. The Power Train ECM sends approximately 1.0 amp of
current to these four transmission modulating valve solenoids to attain the clutch
engagement pressure.
Clutch No. 5 (speed 1) operates at a reduced pressure, which is approximately 2206 kPa
(320 psi). The Power Train ECM regulates the pressure to the No. 5 clutch by sending a
reduced current (approximately 0.7 - 0.8 amps) to the No. 5 transmission modulating
valve solenoid.
10/04
74
The transmission clutches are hydraulically engaged and spring released. The transmission
modulating valve solenoids are energized to send transmission charge oil to the clutches, as
shown in the illustration above. As current is applied to the solenoid, the pin extends to the right
and moves the ball closer to the orifice. The ball begins to restrict the amount of oil to drain
through the orifice. This restriction causes the pressure to increase at the left end of the valve
spool. As the pressure at the left end of the valve spool increases, the spool shifts to the right,
closing off the passage from the clutch to the drain. At the same time, the movement of the
valve spool to the right opens the passage from the pump supply to the clutch. This causes the
clutch pressure to increase.
De-energizing the solenoid decreases the force of the pin against the ball. This decreased force
allows the pressure at the left end of the valve spool to unseat the ball, de-pressurizing the
chamber at the left end of the spool. With no pressure at the left end of the spool, the valve
spool shifts to the left due to the spring force plus the supply oil pressure. This condition
reduces the pressure to the clutch by closing off the supply passage to the clutch and opening up
the drain passage. When the pressure to the clutch falls below the clutch engagement pressure,
the clutches will be released by spring force.
10/04
Ball
Valve
Spool
Spring
Orifice
Solenoid
Pin
To
Clutch
Supply Oil
from Pump
TRANSMISSION MODULATING VALVE
ENERGIZED
When the transmission is in NEUTRAL, the transmission modulating valve that controls
engagement of the No. 3 clutch allows flow to the clutch. The other modulating valves stop
flow to the clutches, thereby allowing the clutches to be released by spring force. Since neither
the No. 1 nor the No. 2 directional clutches are engaged, no power is transmitted to the output
shaft of the transmission.
When the transmission is in FIRST SPEED FORWARD, the modulating valves that control flow
to the No. 2 and the No. 5 clutches receive a signal from the Power Train ECM. This signal
energizes the solenoid which sends flow to engage the clutches.
NOTE: Clutch Engagement Pressure Calibrations are no longer necessary due to the
common top pressure strategy. However, transmission Clutch Fill Time Calibrations
must be performed when any of the following repair procedures have been performed:
-Transmission modulating valve and/or solenoid is replaced.
-Transmission is serviced or replaced.
-Power Train ECM is replaced.
Transmission Clutch Fill Time Calibrations may be performed using Cat Advisor or by
using Cat ET.
10/04
75
The transmission main relief valve is located in the transmission hydraulic control manifold.
The manifold is on top of the transmission planetary group. The transmission main relief valve
maintains the "common top pressure" from the transmission charging section of the power train
oil pump. This oil is used to operate the brakes and the transmission clutches.
Oil to the main relief valve is supplied by the transmission charging section of the power train
oil pump, when the priority valve is in the Normal Mode. If the priority valve is in the Priority
Mode, the oil supply to the transmission main relief valve is a mixture of transmission charge oil
and torque converter charge oil.
Oil from the power train oil pump flows through the transmission charge oil filter and flows to
the electronic brake control valve and the transmission modulating valves. The transmission
main relief valve is downstream from the electronic brake control valve and the transmission
modulating valves. The excess oil that flows over the main relief valve combines with the oil
from the lube distribution manifold and is is used to lubricate the transmission planetary group.
The transmission main relief pressure should be set to approximately 2550 kPa (370 psi), at Low
Idle engine speed (700 rpm).
10/04
Spool Spring Slug
To PT Lube Circuit
Locknut
Adjustment
Screw
Slug
Chamber
To Transmission
Hydraulic Control
From Trans. Charging
Section of PTO Pump
D8T TRANSMISSION MAIN RELIEF VALVE
76
This visual shows a sectional view of a typical transmission group like that used in the D8T
Track-type Tractor. The planetary group has two directional and three speed clutches which are
numbered in sequence (1 through 5) from the rear of the transmission to the front. Clutches
No. 1 and No. 2 are the reverse and forward directional clutches. Clutches No. 3, No. 4, and
No. 5 are the third, second and first speed clutches. The No. 5 clutch is a rotating clutch.
In this sectional view of the transmission, the input shaft and input sun gears are shown in red.
The output shaft and output sun gears are blue. The ring gears are shown in green. The
planetary carrier is brown. The planet gears and shafts are shown in orange. The clutch discs,
clutch plates, pistons, springs and bearings are shown in yellow. The stationary clutch housings
are shown in gray.
The input sun gears are splined to the input shaft and drive the directional gear trains. The
output shaft is driven by output sun gears No. 3 and No. 4 and rotating clutch No. 5. When the
No. 2, No. 3, or No. 4 clutches are engaged, their respective ring gears are held stationary. The
No. 1 planetary carrier is held when the No. 1 clutch is engaged. When engaged, the No. 5
rotating clutch locks the output components (for FIRST gear) to the output shaft.
10/04
Input Shaft
Output Shaft
Output
Sun Gears
Ring Gears
Input Sun
Gears
Planetary
Carrier
Ring
Gears
2 3 4 5
POWER SHIFT TRANSMISSION
77
Electronic Brake Control Valve
The electronic brake control valve (1) is mounted to the top of the main case, situated below the
operator seat. The brake control valve may be accessed by removing the operator seat, the seat
pedestal, and the rear floor plate in the operator compartment.
The brake valve body contains a proportional solenoid valve (2) which is controlled by a signal
from a PWM rotary position sensor connected to the service brake pedal. The solenoid is
normally energized when the brakes are released. Depressing the service brake pedal
DECREASES the amount of current to the solenoid and de-energizes it to apply the brakes.
The secondary brake valve is controlled by an ON/OFF solenoid (3). The ON/OFF solenoid is
ENERGIZED by the secondary brake switch. The brake switch is a part of the service brake
pedal and it is activated near the end of travel of the service brake pedal.
An ON/OFF solenoid also controls the parking brake valve (4). The parking brake valve
solenoid is energized when the operator activates the parking brake switch.
10/04
1
2
3
4
5
The status of all three brake solenoids may be viewed through the Advisor panel (Power Train
System Status screens) or through Cat ET. (The proportional service brake solenoid is
designated as the "left brake" on the Advisor status screen and in Cat ET.)
Brake pressure (B) at the brake control valve may be tested at the remote brake pressure
port (5), located below the rear of the fuel tank.
NOTE: The following information outlines the state of the three brake valve solenoids
in the three possible conditions:
Service Brakes Released
- Proportional brake valve solenoid - ENERGIZED
- Parking Brake valve solenoid - DE-ENERGIZED
- Secondary brake valve solenoid - DE-ENERGIZED
Service Brakes Applied (full)
- Proportional brake valve solenoid - DE-ENERGIZED
- Parking Brake valve solenoid - DE-ENERGIZED
- Secondary brake valve solenoid - ENERGIZED
Parking Brake Applied
- Proportional brake valve solenoid - DE-ENERGIZED
- Parking Brake valve solenoid - ENERGIZED
- Secondary brake valve solenoid - ENERGIZED
10/04
78
The proportional solenoid valve for the service brakes is controlled by the Power Train ECM.
The solenoid valve is ENERGIZED to release the brakes. The Power Train ECM determines the
amount of current to the solenoid by the position of the service brake pedal.
When the proportional solenoid (valve) is energized, the pilot valve is closed. This allows pump
supply oil to pressurize the pilot pressure chambers at the proportional solenoid valve, the
parking brake valve and the secondary brake valve, and in the accumulator chamber. As the
accumulator chamber pressure increases, the reducing spool moves to the right against the
spring, closing off the drain passage. At the same time, the passage to the brakes is opened to
the passage from the pump supply oil. Pressure then builds in the pressure feedback chamber
and the passage to the brakes. As the pressure increases, the spring applied brakes are released.
When the operator depresses the service brake pedal, the PWM sensor attached to the service
brake pedal sends a signal to the Power Train ECM. The Power Train ECM then decreases the
current to the proportional solenoid at a rate that is directly proportional to the movement of the
pedal. As the solenoid is DE-ENERGIZED, the pilot valve opens and allows the pump supply
oil in the pilot pressure chamber to drain to tank. This reduces the pressure in the pilot pressure
chamber at the solenoid valve. The accumulator chamber and the parking/secondary brake valve
pilot chamber are also reduced by draining through the holes in the shutoff spool.
10/04
SuppIy OiI from Pump
ProportionaI
SoIenoid VaIve
AccumuIator
Piston
Reducing SpooI
Shutoff VaIve
Parking Brake
SoIenoid VaIve
and
Secondary Brake
SoIenoid VaIve
To Brakes
PiIot Pressure
Chamber
Orifice
AccumuIator Chamber
Pressure Feedback
Chamber
Parking/Secondary
Brake VaIve
PiIot VaIve
SIot
HoIes Shutoff
SpooI
Parking/Secondary
Brake VaIve
PiIot Chamber
D8T ELECTRONIC BRAKE CONTROL VALVE
ENGINE ON / BRAKES RELEASED
As the pilot pressure at the left end of the shutoff spool decreases, the pilot pressure at the right
end of the shutoff spool moves the spool to the left, against the spring. When the spool moves
all the way to the left, the holes in the spool are opened to drain due to the slot that is machined
in the shutoff valve. The pressures in the accumulator chamber and the parking/secondary brake
valve pilot chamber are now allowed to drain through the holes in the spool. As the pilot
pressure decreases, the spring begins to move the shutoff spool back to the right.
As the shutoff spool moves back to the right, the holes in the spool are covered again by the
right end of the shutoff valve. This reduces the rate of reduction in pilot pressure, allowing the
brakes to be slowly applied. The pilot oil can then only escape by flowing between the outer
diameter of the shutoff spool and the inner diameter of the shutoff valve, and then through the
holes in the shutoff spool. As the pilot pressure slowly decreases, the spring moves the shutoff
spool further to the right until the holes in the spool are uncovered again at the right end of the
shutoff valve. The remainder of the pilot pressure then completely drains to tank through the
shutoff spool.
As the pilot pressure decreases, the combined force of the reducing spool spring and the
pressure in the feedback chamber moves the reducing spool to the left. The accumulator piston
acts as a cushion and aids in preventing the reducing spool from moving too rapidly.
As the reducing spool moves to the left, the pump oil supply passage to the reducing spool is
closed off. At the same time, the tank passage to the reducing spool is opened, allowing the
pressure oil in the brakes to drain to tank. As the pressure to the brakes decreases, the Belville
springs begin to engage the brakes.
If the operator depresses the service brake pedal completely, the secondary brake switch is
activated. The secondary brake switch makes a direct connection between the battery and the
secondary brake valve solenoid, which ENERGIZES the secondary brake solenoid.
Also, when the parking brake switch is set to the ON position, the parking brake valve solenoid
is connected directly to the battery, which ENERGIZES the parking brake solenoid. As a
backup measure, the secondary brake solenoid is also ENERGIZED when the parking brake
switch is set to the ON position.
Energizing either the parking brake or the secondary brake solenoids completely drains all pilot
pressure oil, resulting in all the oil being drained from the brakes, resulting in full engagement
of the brakes.
NOTE: There are no longer any check valves installed in the brake valve body between
the reducing spools and the secondary or parking brake valves. These check valves
serve no purpose in differential steer machines. These check valves are present,
however, in brake valves used on Finger Tip Control machines. They serve to isolate the
left brake and right brake passages from each other, for steering purposes.
10/04
79
The illustration above, and those on the next two pages show the electronic brake valve as if it
had been sliced in half, horizontally, with the upper half laid over to the right. The lines in the
illustration represent the internal passages of the brake valve as they would normally be
connected.
Illustration 79 shows the electronic brake valve with the brakes released. When the operator
releases the service brake pedal, the PWM rotary position sensor (connected to the brake pedal)
sends a signal to the Power Train ECM. The Power Train ECM then increases the current to the
(proportional) brake solenoid. The amount of current sent to the solenoid is directly
proportional to the position of the service brake pedal.
The increased current to the solenoid closes the poppet in the solenoid valve which closes off the
flow of pump supply oil to drain. The result is increased pilot pressure to both pressure
reducing spools. This increased pressure moves the reducing spools downward. As the spools
move downward, the flow of supply oil is shut off to the drain passage and the supply oil then
flows into the brake passage and out to the brakes. This increased pressure releases the brakes
against the brake (Belville) springs.
10/04
To
Left Brake
To
Right Brake
Proportional
Brake
Solenoid
Parking
Brake
Solenoid
Secondary
Brake
Solenoid
Pressure
Reducing
Spool
(Right Brake)
BRAKE CONTROL VALVE
SERVICE BRAKES RELEASED
Pump Supply
Pressure
Reducing
Spool
(Left Brake)
80
Illustration 80 shows the electronic brake valve when the brakes are fully engaged. When the
operator depresses the service brake pedal, the PWM rotary position sensor (connected to the
pedal) sends a signal to the Power Train ECM. The Power Train ECM then decreases the
current to the proportional (service) brake solenoid. The amount of current sent to the solenoid
is directly proportional to the position of the service brake pedal.
The decreased current to the solenoid opens the poppet in the solenoid valve and opens the flow
of pump supply oil to drain. The result is decreased pilot pressure to both pressure reducing
spools. This decreased pressure allows the springs below the reducing spools to move the
reducing spools upward. As the spools move upward, the passage from the brakes is connected
to the drain passage, which decreases the pressure to the brakes. This decreased pressure allows
the brake (Belville) springs to begin engaging the brakes.
When the operator completely depresses the service brake pedal, the secondary brake switch is
activated. The secondary brake switch then connects the battery to the secondary brake
solenoid. The ENERGIZED secondary brake solenoid valve completely dumps the pilot
pressure to tank, which causes the reducing spools to move upward. As the spools move
upward, the passage from the brakes is connected to the drain passage, which decreases the
pressure to the brakes and the brakes are fully engaged.
10/04
To
Left Brake
To
Right Brake
Proportional
Brake
Solenoid
Parking
Brake
Solenoid
Secondary
Brake
Solenoid
Pressure
Reducing
Spool
(Right Brake) Pump Supply
BRAKE CONTROL VALVE
SERVICE BRAKES ENGAGED
Pressure
Reducing
Spool
(Left Brake)
81
Illustration 81 shows the electronic brake valve when the parking brakes are engaged. When the
operator pulls the parking brake switch UP, the switch is activated. The parking brake switch
connects the parking brake solenoid to the battery and the solenoid is ENERGIZED. The
secondary brake solenoid is also ENERGIZED by the Power Train ECM as a backup safety
measure.
The parking brake and secondary brake valves completely dump the pilot pressure to tank,
which causes the reducing spools to move upward. As the spools move upward, the passage
from the brakes is connected to the drain passage, which decreases the pressure to the brakes.
This decreased pressure allows the brake (Belville) springs to begin fully engage the brakes.
10/04
To
Left Brake
To
Right Brake
Proportional
Brake
Solenoid
Parking
Brake
Solenoid
Secondary
Brake
Solenoid
Pressure
Reducing
Spool
(Left Brake)
Pressure
Reducing
Spool
(Right Brake)
BRAKE CONTROL VALVE
PARKING BRAKES ENGAGED
Pump Supply
Located at the rear of the forward compartment on the right fender, and just ahead of the
hydraulic oil tank is the power train oil fill tube (1) and dipstick (2). The power train
breather (3) is installed on the side of the power train oil fill tube.
Removing the triangular deck cover (two bolts) just outside the right door to the operator
compartment gains access to the following remote pressure test ports:
4. torque converter outlet relief pressure (N)
5. torque converter inlet relief pressure (M)
6. flywheel lube pressure (L2)
82
83
10/04
1
2
3
4
5
6
The five transmission clutch pressure test ports accessible from the rear of the machine are:
1. clutch #1 (reverse)
2. clutch #2 (forward)
3. clutch #3 (speed 3)
4. clutch #4 (speed 2)
5. clutch #5 (speed 1) (rotating clutch)
The following pressure test ports are located at the top of the transmission case:
6. transmission lube pressure (L1)
7. transmission main relief pressure (P)
The remote pressure test port (8) for brake pressure (B) is installed in the bracket at the top of
the transmission case, just below the fuel tank.
84
85
10/04
1
2
3
5
4
6
7
8
Brake pressure for the right brake may be tested by removing the plug (1) and installing a
pressure test tap. Brake lube pressure (LB2) may be tested in a like manner at the forward
port (2). The test ports for left brake pressure and left brake lube pressure (LB1) are reversed.
At High Idle, with the brakes RELEASED and the transmission in NEUTRAL, the brake lube
pressure should be approximately 140 kPa (20 psi). At High Idle, with the brakes ENGAGED
and the transmission shifted to THIRD SPEED FORWARD (3F STALL - approximately 1520
engine rpm), the brake lube pressure should be approximately 70 kPa (10 psi).
The service brake pedal (3) is connected to a rotary position sensor (4) that sends a PWM signal
to the Power Train ECM, which in turn controls the proportional solenoid for the service brakes.
The status of service brake pedal position sensor and the secondary brake switch may be viewed
through the Advisor panel (Power Train System Status screens) or through Cat ET.
86
87
10/04
1
2
3
4
10/04
If equipped, the High-Speed power train oil connection (arrow) is located inside the left side
engine compartment door, near the front of the engine compartment.
88
89
DIFFERENTIAL STEER MECHANICAL OPERATION
This left side sectional view shows the final drive, the brake group, and the steering differential
and planetary. Power from the transmission is transmitted from the steering differential (purple)
and the center axle shaft (yellow) to the brakes (dark yellow) and to the final drive through the
outer axle shaft (yellow).
The final drive components consist of the following:
- Outer planetary gears (green)
- Outer sun gear (green)
- Outer carrier (green)
- Ring gear (gray)
- Inner planetary gears (blue)
- Inner sun gear (blue) splined to the outer axle shaft
- Inner carrier (blue)
- Sprocket segments and hub (brown)
10/04
Steering Pinion
Sprocket
Segments
Inner
Planetary
Gears
Outer
Planetary
Gears
Inner
Sun
Gear
Outer
Sun Gear
Outer
Carrier
Ring
Gear
Inner
Carrier
Hub Duo-cone
Seals
Outer
Axle Shaft
Brake
Housing
Hub
Belville Spring
Brake
Pressure
Chamber
Piston
Ring Gear
Carrier
Planet Gears
Sun Gears
Bevel Gear
Ring Gear
Housing
Carrier
Center Axle
Shaft
Discs
and Plates
Brake Oil
Supply
Passage
FINAL DRIVE, BRAKE GROUP, AND
STEERING DIFFERENTIAL AND PLANETARY
The rotation of the outer axle shaft and the inner sun gear causes the inner planet gears to turn.
The ring gear is stationary. As the inner planet gears rotate around the inside of the ring gear,
the inner carrier turns. The inner carrier is connected to the outer sun gear by splines. As the
inner carrier rotates, the outer sun gear causes the outer planet gears to turn.
The outer planet gears move around the inside of the ring gear causing the outer carrier and hub
to turn. Power is then directed to the sprocket segments and the track. All of the components in
the final drive are splash lubricated from oil inside the final drive. The brake components (dark
yellow) consist of the following:
- Brake housing
- Discs and plates
- Piston
- Belville spring
- Spool
The brakes are used only to stop the machine and do not assist in steering. Pressure oil from the
electronic brake valve releases the brake by moving the brake piston to the right. Belville
springs are used to compress the plates and discs, which applies the brakes. When the service
brake pedal is depressed, brake pressure is drained from the brake pressure chamber. The
Belville springs then compress the plates and discs, which stops the rotation of the outer axle,
the final drive components and the hub and sprocket segments. The machine will come to a
complete stop. The steering differential and the planetary components (purple) consist of the
following:
- Housing
- Bevel gear
- Steering pinion
- Two ring gears
- Planet gears
- Two carriers
- Two sun gears
The left side of the differential receives transmission power from the center axle shaft. During
steering, power is also supplied by the steering motor through the steering pinion and bevel gear.
The steering pinion and bevel gear are connected to the housing which is splined to the ring
gear. The planet gears are connected to the carrier, which is splined to the outer axle shaft. The
hub (gray) is stationary and uses a Duo-cone seal to keep contaminants out of the housing.
When warming the power train oil by stalling the torque converter at high idle, ensure
that the transmission is shifted to THIRD SPEED FORWARD and the service brakes are
fully applied. Be aware that the machine WILL MOVE against the brakes if the
transmission is shifted to FIRST GEAR FORWARD and the engine is set to high idle.
10/04
WARNING
90
Differential Steering System Operation
The steering system for the D8T Track-type Tractor has been upgraded to an electronically
controlled differential steering system. These upgrades include:
- solenoid controlled over-center bi-directional piston pump
- steering control lever using three rotary position sensors (triple redundant signal)
- bent axis steering motor with speed and direction sensor
- steering system controlled by the power train ECM
Shown above is a schematic of the steering hydraulic system for the D8T in the NO TURN (NO
STEER) condition. The gear-type charge pump and the over-center bi-directional steering pump
operate similar to the steering pump on the current D8R Series II Track-type Tractor, except that
the steering pump is controlled by two solenoid valves. (The D8R Series II used a pilot
operated pump control valve to control the steering pump.) Also, the D8T steering control lever
(tiller) uses three rotary position sensors to send a signal to the pump control solenoid valves
through the Power Train ECM, instead of the mechanically operated pilot valve used in the D8R
Series II machine. The steering motor is similar to that used on the current D8R Series II, but
now it utilizes a dual Hall Effect sensor in order to provide speed and direction output
information to the Power Train ECM.
10/04
Steering
ControI
VaIve
Steering
Pump
Steering Motor
Steering
Charge
FiIter
CoId OiI
ReIief
VaIve
HC
HD
X1 X2
FIuid
SampIing
To Case Drain
FiIter
From
HydrauIic
Tank
To
Demand Fan
Pump
From
HydrauIic OiI
CooIer
PiIot SuppIy
To DuaI TiIt
VaIve
Steering
ControI
Lever
Steering Lever
Position Sensors
Power Train
ECM
Suction ManifoId
FIushing
VaIve
Charge
Pump
Pump
Actuator
Piston
Pressure
Override
VaIve
Charge Pressure
ReIief VaIve
Crossover
ReIief
VaIves
Pump
ControI
SpooI
D8T DIFFERENTIAL STEERING SYSTEM
NO TURN
Steering System Components
The major components of the steering system are:
Charge pump: The charge pump fills the system with oil during start-up and provides oil
for the drive loops and pilot oil for the steering control valve. Charge pressure is maintained
by the charge pressure relief valve and is set to approximately 2930 kPa (425 psi) at high
idle. (On machines equipped with dual tilt, charge oil is also used as pilot oil for the
operation of the dual tilt valve.)
Pressure override (cutoff) valve: When the pressure in either side of the steering loop
reaches approximately 40160 kPa (5825 psi), the pressure override (POR) valve opens and
destrokes the pump by draining the charge pressure sent to the steering control valve, which
is used to move the pump actuator piston.
Charge pressure relief valve: The charge pressure relief valve limits the charge pressure to
approximately 2850 kPa (413 psi) at 2000 rpm. Charge oil is then sent to the drive loop, the
steering control valve, and the pump actuator piston.
Crossover relief and makeup valves: Each side of the drive loop has a crossover relief and
makeup valve that limits the pressure spikes in either side of the drive loop. These valves
also direct the charge pressure through an internal check valve that opens to fill the low
pressure side of the drive loop.
Pump control spool and pump actuator piston: The steering pump control spool is
contained in the pump control valve. The pump control spool is moved by the pump control
solenoids. The pump control spool directs charge pressure to the left or to the right end of
the pump actuator piston. As the pump actuator piston moves, it changes the angle and/or
direction of the swashplate. The feedback lever in the pump control valve follows up to
move the pump control spool back against the pump control solenoid. This ensures that the
correct pressure is metered to the pump actuator piston for the amount of steering flow
requested. In the NEUTRAL (or NO STEER) position, reduced charge pressure is present at
each end of the pump actuator piston.
Steering lever position sensors: Three (triple redundant) PWM rotary position sensors are
attached to the shaft of the steering control lever (tiller). The position sensors send PWM
signals to the Power Train ECM. The PWM signals reflect the position of the steering tiller.
The Power Train ECM then sends current to either the left or the right steering pump control
solenoid, which moves the pump control spool.
Steering pump control solenoids: The steering pump control solenoids (left and right) are
installed in the steering control valve and are energized by the Power Train ECM. The
Power Train ECM determines the amount of current and which pump control solenoid to
energize based on the signals received from the steering lever position sensors. As the
solenoids are energized, the solenoid pin pushes against the end of the pump control spool.
10/04
Power Train ECM: The Power Train ECM receives PWM signals from the steering lever
position sensors and sends a corresponding current to the appropriate steering pump control
solenoid. The pump control solenoid moves the pump control spool, which in turn, controls
the flow and the direction of the oil in the steering system.
Steering motor with flushing valve: Flow from the steering pump turns the steering motor
clockwise or counterclockwise, resulting in either left or right turns. A flushing valve is
contained in the control plate of the steering motor. The flushing valve meters oil from the
low pressure side of the steering loop to case drain, to help keep the motor cool during
operation.
Steering charge filter and bypass switch: The spin-on steering charge filter with a bypass
valve ensures that clean charge oil is delivered to the steering system. The filter is located in
the forward compartment on the right fender and is positioned in-line between the charge
pump and the steering piston pump. The normally open bypass switch is monitored by the
Power Train ECM. The bypass switch is installed in the charge filter inlet passage and held
closed by the bypass valve. When the bypass valve opens, allowing oil to flow around the
filter, the switch also opens and Cat Advisor alerts the operator that the steering charge filter
is being bypassed.
Cold oil relief valve: The cold oil relief valve protects the charge circuit when the oil is
cold. The cold oil relief valve opens at approximately 3200 kPa (465 psi), at a flow rate of
1.0 L/min (.26 gpm) when the oil is cold. This valve is installed in the main hydraulic
suction manifold. When it opens, the oil is vented directly into the hydraulic suction
manifold.
10/04
91
The steering pump (1) is mounted to the upper left, and at the rear of the flywheel housing. It is
driven by a gear inside the flywheel housing.
The high pressure steering loop hoses (7) direct high pressure steering pump discharge oil to the
steering motor (5). The steering motor is installed at the left front of the main case.
The smaller hose (2) directs steering charge pressure to the suction manifold. When the oil is
cold, or when there are pressure spikes in the steering charge pressure circuit, the cold oil relief
valve (3) will open, allowing the charge oil to be vented into the suction manifold.
Left steering loop pressure (HC) may be checked at the lower pressure test port (4) on the
steering motor. Right steering loop pressure (HD) may be checked using the upper pressure test
port (6) on the steering motor.
Other service points shown above are:
8. pump control solenoid "A" (right steer)
9. pump control solenoid "B" (left steer)
10. left steer actuator pressure test port (X2)
11. right steer actuator pressure test port (X1)
10/04
1
6
7
3
5
8 9
10
4
2
11
92
The illustration above shows the steering control lever with the steering lever position sensor
assembly attached to the steering lever shaft. The three PWM sensors are a single component.
If one sensor fails, the component (all three sensors) must be replaced.
When the operator moves the steering control lever, these sensors send a PWM signal to the
Power Train ECM. The Power Train ECM then sends a corresponding signal to the appropriate
proportional steering pump control solenoid. The pin of the steering pump control solenoid
comes into contact with, and moves the pump control spool.
When properly calibrated, all three sensors should send a PWM signal of approximately 50% of
duty cycle in the NO STEER condition. In the full LEFT STEER condition, the sensors should
send approximately 8% of duty cycle. In the full RIGHT STEER condition, the sensors should
send approximately 92% of duty cycle. The signal from all three steering position sensors must
agree with each other within a certain percentage, or Advisor will warn the operator of a steering
failure. The sensors must be recalibrated if this condition occurs. If recalibration does not
correct the problem, the sensors must be replaced.
10/04
Sensor No. 1
Sensor No. 2
Sensor No. 3
12 Pin Connector
D8T STEERING LEVER
POSITION SENSORS
The status of all three steering lever position sensors may be viewed through the Advisor panel
(Power Train System Status screens) or through Cat ET. A calibration routine for these
"Steering Control Position Sensors" may performed through Cat Advisor, or by using Cat ET.
The steering lever position sensors and pump control solenoids replace the steering pilot valve
and the pilot operated pump control valve used in the D8R Series II Track-type Tractor.
10/04
93
The steering charge filter (1) is located in the forward compartment on the right fender.
The filter base for the steering charge filter contains the following service points:
2. a combination test port for testing charge pump discharge pressure (F) and the hydraulic
system fluid sampling (SOS) port
3. the steering charge filter bypass switch (pressure differential switch)
4. the charge pump discharge pressure sensor
The status of the steering charge filter bypass switch and the charge pump discharge pressure
sensor may be viewed through the Advisor panel (Power Train System Status screens) or
through Cat ET.
10/04
1
2
3
4
Hall Effect Element No. 1
Hall Effect Element No. 2
DUAL HALL EFFECT SPEED AND DIRECTION SENSOR
The steering motor (1) is located at the left, front of the main case. It provides input to the
steering differential. A dual Hall Effect speed and direction sensor (2) is installed in the port on
the left side of the steering motor.
The dual Hall Effect sensor contains two sensing elements. As the steering motor rotates, the
rotation of the internal parts of the motor induce a current (signal) into both elements in the
sensor. The difference in the timing between the signals determines motor speed. Direction is
determined by sensing which element provides the signal first, then second.
94
95
10/04
2
1
96
The illustration above shows the 40 bi-directional bent-axis piston-type steering motor and the
flushing valve in the LEFT TURN condition. The flushing valve permits oil to flow from the
low pressure side of the loop through the valve when a right or left turn is initiated.
Two sources of cooling oil are provided to the motor. The first source is the internal flushing
valve in the control plate The second source is the steering pump case drain oil that is routed to
the steering motor case.
The flushing valve is contained within the control plate of the steering motor. This valve is
designed to drain approximately 4 L/min (1 gpm) of flow from the motor when the steering loop
pressure increases to 2500 kPa (363 psi).
When the pressure in the drive side of the loop is 2500 kPa (363 psi) higher than the return side,
the higher pressure moves the pin and allows oil to flow through the control plate into the motor
case. This oil combines with the steering pump case drain oil for additional cooling. The
combined flow is directed back to the tank. (A case drain manifold is located on the front of the
main case. All pump and motor case drain lines converge at this manifold, which then returns
all case drain oil to the hydraulic tank, through the case drain filter.)
10/04
FIushing
VaIve
Steering
Pump
To Steering
Pump
Return to Tank
From Steering
Pump
From Steering
Pump
To Steering
Pump
Output
Shaft
Piston
BarreI
Head
ControI
PIate
D8T STEERING MOTOR
LEFT TURN
Case Drain Port
DuaI HaII Effect
Speed Sensor
FIushing
VaIve Pin
Case Drain Port
The steering pump (1) is mounted to the upper left, rear of the flywheel housing. Components
of the steering pump are identified above. These components are:
2. crossover relief valves
3. charge pressure relief valve
4. pressure override valve
5. pump actuator mechanical adjustment screw
6. charge pump
97
98
10/04
3
4
5
1
2
6
99
The illustration above shows a cut-away side view of the steering pump. Visible in this
illustration are the following components:
- charge pump
- crossover relief valves
- pump control valve
- pump control solenoid
- feedback lever
- pump actuator piston
- input shaft
- swashplate
- piston
- barrel
10/04
Charge Pump
Right Crossover
ReIief VaIve
Pump Actuator Piston
Input Shaft
To Steering Motor
From Steering Motor
BarreI
SwashpIate
Pump ControI VaIve
Pump ControI SoIenoid
Feedback Lever
Left Crossover
ReIief VaIve
Piston
D8T STEERING PUMP - SIDE VIEW
LEFT TURN
100
This visual shows the steering pump during a LEFT TURN. The left crossover relief valve is
closed and the drive (high pressure) loop pressure (red) is sent to the steering motor. The right
crossover relief valve is in the makeup mode, allowing charge pressure oil (orange) to replenish
the return side of the steering loop. If a pressure spike occurs in the drive side of the loop, the
left crossover relief valve opens and directs excess oil into the return side of the loop.
If the drive loop pressure exceeds the pressure override valve (POR valve) setting, the highest
resolved steering loop pressure opens the POR valve. When the POR valve opens, it destrokes
the pump by draining the charge pressure oil (orange) that is sent to the pump control spool and
the pump control piston. An orifice (not visible) between the charge pressure relief valve and
the POR valve helps maintain the charge pressure to the crossover relief valves when the POR
valve drains charge oil from the pump control spool and from the pump actuator piston.
The charge pressure relief valve limits the charge pressure (orange) used in the steering system
and continually drains the excess oil that is not required in any of the circuits.
10/04
FiIter
Charge
Pump
Pressure
Override
VaIve
Crossover
ReIief VaIve
Crossover
ReIief VaIve
ResoIver
Steering
Loop
Steering
Loop
Charge
Pressure
ReIief VaIve
D8T STEERING PUMP END VIEWS
LEFT TURN
101
The pump control spool directs reduced pressure charge oil (orange and white stripes), to control
the pump actuator piston.
The movement of the pump control spool is approximately 2.00 mm (.078 in.) in each direction.
This spool constantly meters the charge oil to maintain the correct pressure at the pump actuator
piston, which maintains the correct swashplate angle.
This illustration shows the pump control spool moved to the LEFT TURN position by the pump
control solenoid. The proportional pump control solenoid is ENERGIZED in direct proportion
to the amount of steering control lever (tiller) movement. As the pump control solenoid is
ENERGIZED, the solenoid pin moves the pump control spool down, which opens a passage that
sends charge pressure oil to the upper end of the pump actuator piston. As the pump actuator
piston moves down, the feedback lever shifts the upper lever arm. This movement increases the
tension of the compression spring proportional to the force created by the solenoid pin against
the pump control spool. The tension on the spring pulls the lower lever arm up. The lower lever
arm pushes against the retention pin, which forces the pump control spool back up, against the
solenoid pin. These two forces balance each other, and meter the flow of charge oil to the
actuator piston.
10/04
Pump
Actuator Piston
Pump Control
Spool Pivot
Point
Lever Arms
Pump Control
Solenoid
Notch
Retention
Pin
Pin
D8T STEERING PUMP TOP VIEW
LEFT TURN
Feedback
Lever
The lever arms and the feedback lever pivot on an eccentric adjustment screw. The adjustment
screw can be used to change the center position of the spool. Changing the center position of
the spool also changes the pivot point of the feedback lever and the lever arms. When the pump
control spool is properly adjusted (centered) the charge pressure at either end of the actuator
piston (X1 and X2) will be equal.
The charge pressure oil directed to the upper end of the pump control piston compresses the
large springs and moves the pump actuator piston down. The piston is mechanically connected
to the swashplate. When the pump actuator piston moves down, the angle of the swashplate is
increased, which increases the flow of oil to the steering motor.
If the operator stalls the steering motor, the POR valve destrokes the pump by draining charge
pressure oil from the pump actuator piston. The large springs in the pump actuator piston move
the piston up and the swashplate toward minimum angle to reduce pump output. This condition
occurs automatically and prevents the operator from stalling the steering system at maximum
flow. If the operator holds the tiller at the full left turn position with the brakes engaged, the
crossover relief valve will limit the drive loop pressure and the POR valve will drain the charge
pressure oil from the upper end of the actuator piston, decreasing the angle of the swashplate.
Pump flow is at minimum, but the system pressure is at the setting of the POR valve.
The status of the steering pump control solenoids may be viewed through the Advisor panel
(Power Train System Status screens) or through Cat ET.
NOTE: In NEUTRAL (no turn), the pump control spool (if properly centered) will send
equal pressure to each end of the pump actuator piston. Since 600 kPa (87 psi) is
needed to move the pump actuator piston, a difference of more that 600 kPa (87 psi) will
cause the machine to move when the parking brake switch is set to the released position.
If the eccentric adjustment screw for the pivot point of the feedback lever and and the
lever arms needs adjustment, follow the procedure in the System Operation, Test and
Adjust for the Hydraulic System (Form RENR7527). Before making any adjustments to
the eccentric adjustment screw, ensure that the steering lever position sensors and the
steering pump control solenoids are calibrated. Cat Advisor or Cat ET can be used to
calibrate these solenoids.
10/04
102
This illustration shows the steering system during a LEFT TURN. The steering control lever has
been moved to the LEFT STEER position, causing the steering lever position sensors to send a
signal to the Power Train ECM. The Power Train ECM responds by sending a current to the left
pump control solenoid. As the solenoid is ENERGIZED, the solenoid pin pushes against the left
end of the pump control spool, which directs charge pressure oil to the pump actuator piston.
The actuator piston mechanically moves the swashplate to the desired pump angle. Steering
pump flow is then sent to the steering motor which provides a mechanical input to steer the
machine to the left.
As the pressure increases in the drive side of the steer loop, the left crossover relief valve closes.
The right crossover relief valve opens and lets charge pressure oil flow into the return side of the
steering loop to provide makeup oil and replenish leakage in the loop.
During a stall condition, the pressure spike which occurs in the drive side of the loop is relieved
by the crossover relief valve and sent to the return side of the loop. If the operator continues to
hold the tiller in the same position, the POR valve opens and drains the oil sent by the pump
control spool to the pump actuator piston. The piston causes the swashplate to move toward a
minimum angle and maintain maximum pressure.
NOTE: Charge pressure (orange) and low pressure return oil (red and white stripes) are
equal. The respective flows are shown this way to help keep the circuits separate.
10/04
Steering
ControI
VaIve
Steering
Pump
Steering Motor
Steering
Charge
FiIter
CoId OiI
ReIief
VaIve
HC
HD
X1 X2
FIuid
SampIing
To Case Drain
FiIter
From
HydrauIic
Tank
To
Demand Fan
Pump
From
HydrauIic OiI
CooIer
PiIot SuppIy
To DuaI TiIt
VaIve
Steering
ControI
Lever
Steering Lever
Position Sensors
Power Train
ECM
Suction ManifoId
FIushing
VaIve
Charge
Pump
Pump
Actuator
Piston
Pressure
Override
VaIve
Charge Pressure
ReIief VaIve
Crossover
ReIief
VaIves
Pump
ControI
SpooI
D8T DIFFERENTIAL STEERING SYSTEM
LEFT TURN
103
IMPLEMENT HYDRAULIC SYSTEM
The implement hydraulic system for the D8T contains the following components:
- a load sensing, pressure compensated, variable displacement piston pump;
- electro hydraulic implement control valves (pilot operated/solenoid controlled), a pilot
manifold, and a pilot filter, all combined in one assembly and located in the notch of the
fuel tank;
- electronic implement controls with an A4 Implement ECM;
- filters for steering charge circuit oil, case drain oil, and pilot supply oil; and
- an oil-to-air hydraulic oil cooler mounted behind the radiator cores;
The differential steering system and the hydraulic demand fan system are both connected to the
implement system and all three systems use the same hydraulic oil. However, the steering
system is controlled by the Power Train ECM and the fan system is controlled by the Engine
ECM. These steering and fan systems are explained in other sections of this module.
The status of all sensors and solenoids may be viewed through the Advisor panel (Implement
10/04
Pressure
Reducing
Manifold
Hydraulic
Tank
Implement
Pump
Pump
Compensator
Valve
Blade Tilt
Cylinder
Blade Tilt
Cylinder
Blade Lift
Cylinder
Blade Lift
Cylinder
Ripper Lift
Cylinder
Signal
Line
Implement
Control
Valves
Inlet Manifold
Ripper Lift
Cylinder
Ripper Tip
Cylinder
Ripper Tip
Cylinder
End Cover
Blade Tilt
Control Valve
Ripper Lift
Control Valve
Ripper Tip
Control Valve
Blade Lift
Control Valve
Implement
Return
Line
Implement
Supply
Line
D8T IMPLEMENT HYDRAULIC SYSTEM
104
The hydraulic tank (1) is mounted on top of the right fender, just ahead of the right rollover
support post. The hydraulic tank serves as a reservoir that provides oil for the operation of the
implements, the hydraulic demand fan, and the steering pump. Components and service points
for the hydraulic tank shown in the above illustration are:
2. vacuum breaker
3. hydraulic case drain filter access (one, 6-micron filter)
4. hydraulic oil fill tube and locking cap
5. hydraulic oil temperature sensor
6. implement return oil line
7. case drain return line (from case drain manifold)
8 main hydraulic oil line to suction manifold (for all hydraulic pumps)
Not visible above is the pilot oil return line. It connects to the front side of the hydraulic tank,
next to the hydraulic oil temperature sensor.
A fluid level sight glass, which can be viewed from the right side of the machine, is located on
the right side of the tank and is visible from the ground.
10/04
2
3
1
7
8
5
6
4
105
The implement pump (1) for the D8T is a load sensing, pressure compensated, variable
displacement piston pump. It is mounted to the upper, right rear corner of the flywheel housing.
Mounted to the top of the implement pump is the main suction manifold (2), which supplies
hydraulic oil to all of the hydraulic pumps in the hydraulic system. Additional components
shown above are:
3. pressure compensator adjustment screw
4. flow compensator adjustment screw
5. signal line from the resolver network of the implement control valve stack
6. cold oil relief valve (not visible above, and on the opposite side of the manifold, is the
line from the steering charge pump discharge to the cold oil relief valve)
7. main suction line connection to hydraulic tank
8. hydraulic demand fan pump supply line (suction)
9. steering charge pump supply line (suction)
10. implement pump case drain line
11. return oil line from the hydraulic oil cooler/fan motor
10/04
3
4
5
6
10
11
7
8
1
2
9
Implement pump pressure settings are:
- Low pressure standby for the implement hydraulic pump should be set to approximately
2860 760 kPa (410 110 psi).
- Margin pressure for the implement pump should be set to approximately 2100 172 kPa
(305 25 psi).
- High pressure cutoff for the implement pump is approximately 24000 520 kPa
(3480 75 psi).
The main relief valve and the charging valve are installed in the inlet manifold. The main relief
valve protects the system from pressure spikes over 27600 kPa (4000 psi). The charging valve
restricts return flow to the tank that helps prevent cavitation in the cylinders.
10/04
106
The implement valve stack and pilot manifold are located in the notch of the fuel tank, under a
protective cover (removed in the above illustration). The implement control valve stack
assembly consists of two parallel valve sections (four if the machine is equipped with a ripper or
a winch).
At the left side of the assembly is the inlet manifold (1). The inlet manifold contains the pump
discharge (HA) pressure test port (2) and the pump signal (HB) pressure test port (3).
Either end of each implement control valve contains a control solenoid (9) and a pilot pressure
test port (4) for testing pilot pressure at that end of the valve.
The pilot manifold (7) is located at the right end of the assembly, bolted to the valve stack end
cover (6). The pilot manifold contains the accumulator (5) and the pilot oil filter (8). The
accumulator allows the operation of the implements for a short time when the engine is off. The
pilot oil filter ensures that clean oil is sent to the solenoid controlled implement pilot valves.
Implement pump supply oil enters the inlet manifold at the left end of the inlet manifold (not
visible, above). Return oil from the implement control valves is directed back to the hydraulic
oil tank from the outlet, through the hard tube (10) at the bottom of the manifold.
10/04
1
2
3
4
5
7
8
6
9
10
107
The illustration above shows the valve stack and pilot manifold assembly, as viewed from the
front of the fuel tank. The charging valve (1) and the main relief valve (2) are contained in the
inlet manifold.
The charging valve (1) restricts the cylinder return oil flow to the tank. This valve keeps oil
pressure in the cylinder return oil passage of the implement control valves and is used with the
makeup valves to prevent cavitation in the cylinders. A typical function when the charging
valve assists the makeup valve and the quick-drop valve for the lift cylinders is when the dozer
control lever is moved to the full lower position (quick-drop) and the dozer is lowered rapidly.
Opening pressure for the charging valve is approximately 1050 kPa (150 psi), at 190 4 L/min
(50 1 gpm).
The main relief valve (2) is set at approximately 27600 kPa (4000 psi), at 38 4 L/min
(10 1 gpm). This setting is approximately 3585 kPa (520 psi) higher than the pressure
compensator (cutoff) valve. The primary purpose of the main relief valve is to eliminate
pressure spikes in the system. If the system is in a stall condition, the pressure cutoff valve will
cause the implement pump to destroke toward a minimum angle.
10/04
2
1
3
4
5
6
7
8
9
The implement control valves identified in illustration 106 are:
3. dozer lift valve
4. dozer tilt valve
5. ripper lift valve
6. ripper tip valve
The pilot relief valve (7) is installed in the front side of the pilot manifold.
Also visible in illustration 107 is the "float pilot boost" line (8) and the external resolver (9),
which is the last resolver in the signal resolver network. The "float pilot boost" strategy will be
discussed later in this presentation.
10/04
108
The pilot manifold is mounted to the end cover (6) and is located at the right end of the valve
stack.
The implement lockout solenoid (1) is ENERGIZED when the implement lockout switch is in
the UNLOCKED position, allowing pilot oil to flow to the control valves and enabling
implement operation. When the lockout switch is in the LOCKED position, the solenoid is
DE-ENERGIZED and pilot oil is prevented from flowing to the implement control valves. The
implements will not move when the implement lockout switch is in the LOCKED position. The
implement lockout solenoid (1) is also ENERGIZED when the engine is at low idle and the
implement controls are in the HOLD position. Moving an implement control DE-ENERGIZES
the implement lockout solenoid.
The pressure reducing valve (2) lowers the pressure of the implement pump supply oil to pilot
supply pressure, which is approximately 3275 kPa (475 psi). The implement pump pressure
sensor (3) senses the implement pump supply pressure as it enters the pilot manifold. The
hydraulic pilot supply (HPS) pressure test port (4) may be used to check pilot pressure. The
hydraulic pilot accumulator pressure (HPAP) may be tested at the lower test port (5).
Also located on the top of the pilot manifold (not visible above) are the accumulator check valve
(at the left of the manifold) and the pilot filter bypass check valve (at the right of the manifold).
10/04
1
2
3
4
5
6
109
The pilot manifold is mounted to the end cover on the valve stack. It supplies pilot oil to the
solenoid valves that are located on either end of each implement control valve. The pilot
manifold is supplied with oil from the implement pump, through the inlet manifold, the valve
stack, and then the end cover. The pilot manifold contains the implement pump pressure sensor,
the pressure reducing valve, the Hydraulic Pilot Accumulator Pressure (HPAP) test port, and the
Hydraulic Pilot Supply (HPS) pressure test port.
As the oil enters the pilot manifold, it passes through a screen before it reaches the pressure
reducing valve. The pressure reducing valve is infinitely variable, and meters the oil to provide
pilot oil pressure of approximately 3275 172 kPa (475 25 psi). After passing through the
pressure reducing valve, this oil becomes pilot oil.
The pilot oil then passes through the pilot filter. From the pilot filter, the pilot oil then passes
through the accumulator check valve, where it is available to the accumulator and the pilot relief
valve.
10/04
ImpIement
Lockout VaIve
HPS
HPAP
Pressure
Reducing
VaIve
Screen
ImpIement Pump
Pressure Sensor
AccumuIator
PiIot
FiIter
Bypass
VaIve
PiIot
ReIief
VaIve
ImpIement
Pump SuppIy
From
SoIenoid VaIve
Drain Circuit
PiIot
SuppIy
To
ImpIement
Return
D8T PILOT MANIFOLD
The pilot relief valve limits the pressure past the pressure reducing valve to approximately
6500 kPa (940 psi). In the event of pressure spikes in the pilot system, this valve opens to
dissipate the excess pressure. The accumulator stores energy (pilot pressure) so that the
implements may be lowered in a dead engine situation.
A check valve is positioned upstream of the accumulator which prevents back-flow in the
system in case of low pressure conditions. The check valve also prevents the accumulator from
discharging when the machine is shut down.
From the accumulator, the pilot oil then flows to the implement lockout valve. The implement
lockout valve is solenoid operated and is ENERGIZED, when in the UNLOCKED condition.
The implement lockout valve is controlled by the implement lockout switch, located on the right
console, in the operator compartment. When this valve is in the LOCKED condition, or
DE-ENERGIZED, the pilot oil is blocked and the implements cannot be moved with the
implement controls.
When the implement lockout valve is in the UNLOCKED condition, the pilot oil exits the pilot
manifold at the outlet and is directed through a passage in the end cover and then through the
pilot oil passages in the valve stack. Each implement valve then directs the pilot oil to the
solenoid valves located on either end of each implement control valve.
When the operator activates an implement, the appropriate solenoid valve directs the pilot oil
into the pilot chamber of the valve. The pilot pressure then shifts the implement valve spool.
10/04
The hydraulic oil cooler (1) is an oil-to-air type cooler. It is mounted vertically behind the
AMOCS radiator, on the right side of the radiator guard.
Return oil from the demand fan enters the cooler inlet (2) and is directed through the horizontal
tube (3), toward the cooler outlet (4). When the oil is cold, the thermal bypass valve (5) remains
open and the oil passes through the outlet and returns to the suction manifold. When the oil is
warm, the bypass valve closes against the seat, forcing the oil upward through the cooling
tubes (6) before returning to the outlet through the large vertical tube on the right side of the
cooler (7). The cooled oil can then flow around the back side of the closed bypass valve to the
outlet. Opening temperature for the thermal bypass valve is 62 - 65C (143 - 149F). When
closed, the valve will open momentarily, in the event of pressure spikes in the system. Opening
pressure for the bypass valve is 620 kPa (90 psi), at 71C (159F).
110
111
10/04
1
2
5
3
6
4
7
112
Implement System Operation
This schematic shows the components and conditions in the implement system with the engine
started and all the implements in HOLD. Oil is drawn from the hydraulic tank by the load
sensing variable displacement, piston-type implement pump. Supply oil is directed to the
closed-center control valves by the pump. Return oil from the control valves and pump case
drain oil are sent to the tank.
When a control lever is moved, oil from the implement control valve is directed to the double
acting implement cylinders.
The signal network line is in series with each control valve and passes through each valve body.
The signal network terminates at the pump control valve. When an implement is activated, a
signal is generated by the work port load. This signal is sent through the signal network. A
resolver network inside the implement valves consists of a series of resolver valves which
compare the signals from the implements and send the highest signal to the pump control valve.
The major components in this system are: the implement pump, the inlet manifold, the blade lift
and tilt control valves, the ripper lift and ripper tip control valves, the pressure reducing valve,
the solenoid controlled pilot valves, the implement cylinders, and the quick-drop valve.
10/04
BIade Lift
BIade TiIt
Ripper Lift
Ripper Tip
PiIot ManifoId
Quick-drop VaIve
Ripper Lift
CyIinder
Ripper Tip
CyIinder
Ripper Lift
CyIinder
Ripper Tip
CyIinder
BIade Lift
CyIinder
BIade Lift
CyIinder
BIade TiIt
CyIinder
BIade TiIt
CyIinder
DuaI TiIt
VaIve
Demand Fan
Pump
Steering
ControI
VaIve
Steering
Pump
Steering Motor
Fan
Motor
Steering
Charge
FiIter
ImpIement
Pump
HydrauIic
OiI CooIer
CoId OiI
ReIief VaIve
CooIer
Bypass
VaIve
ImpIement
Lockout VaIve
HA
HB
HPDL
HPDR
HPTL
HPRL
HPSO
HPTR
HPRR
HPSI
HC
HD
X1 X2
FIuid
SampIing
HFPD
HPS
HPAP
D8T HYDRAULIC SYSTEM
SYSTEM HOLD
FIoat
Boost
SignaI
113
This schematic shows the components and conditions in the implement system with the engine
started and the blade lift valve in the BLADE RAISE condition.
When the operator moves the dozer control lever from HOLD to RAISE, the dozer control lever
sends a signal to the Implement ECM. The Implement ECM then sends a corresponding current
to the solenoid controlled blade lift pilot valve. The pilot valve opens to send pilot oil into the
pilot chamber, which moves the main valve spool to the RAISE position. This allows high
pressure pump supply oil to flow to the rod end of the blade lift cylinders and the blade raises.
As the blade raises, oil from the head end of the lift cylinders returns through the blade lift
control valve. It flows past the main valve spool and then back to the hydraulic tank.
At the same time, the pressure in the rod end of the lift cylinders is felt in the blade lift control
valve. That pressure, or load sensing signal, is transmitted through the signal resolver network
back to the pump compensator valve. The pump compensator valve is set to command the
pump to upstroke and increase pump flow to meet the demand.
10/04
BIade Lift
BIade TiIt
Ripper Lift
Ripper Tip
PiIot ManifoId
Quick-drop VaIve
Ripper Lift
CyIinder
Ripper Tip
CyIinder
Ripper Lift
CyIinder
Ripper Tip
CyIinder
BIade Lift
CyIinder
BIade Lift
CyIinder
BIade TiIt
CyIinder
BIade TiIt
CyIinder
DuaI TiIt
VaIve
Demand Fan
Pump
Steering
ControI
VaIve
Steering
Pump
Steering Motor
Fan
Motor
Steering
Charge
FiIter
ImpIement
Pump
HydrauIic
OiI CooIer CoId OiI
ReIief VaIve
CooIer
Bypass
VaIve
ImpIement
Lockout VaIve
HA
HB
HPDL
HPDR
HPTL
HPRL
HPSO
HPTR
HPRR
HPSI
HC
HD
X1 X2
FIuid
SampIing
HFPD
HPS
HPAP
D8T HYDRAULIC SYSTEM
BLADE RAISE
FIoat
Boost
SignaI
114
Implement Pump Operation
Shown here is the pressure compensator valve used on the implement pump. Two spools are
installed in the valve:
1. The flow compensator (or margin) spool is the upper spool. This valve controls margin
pressure and low pressure standby. Margin pressure is set at 2100 172 kPa (305 25 psi)
above the signal pressure. Low pressure standby is set at 2825 760 kPa (410 110 psi).
Adjusting the margin pressure to specification allows the standby pressure to be maintained
within specification.
2. The pressure compensator (or cutoff) spool (on the right) controls the maximum pump
pressure. The pressure compensator valve is set at 24000 520 kPa (3480 75 psi).
NOTE: Each spring has an individual adjustment screw.
10/04
Load Sensing
SignaI
FIow
Compensat or
SpooI
Pressure
Compensat or
SpooI
Margin
Spring
Cut off
Spring
SignaI Passage to
Large Actuator
Piston
Orifice
Adjustment
Screw
Case Drain
Passage
Pump
Output
Adjustment
Screw
D8T PRESSURE AND FLOW COMPENSATOR VALVE
ENGINE OFF
115
When the engine is OFF, the bias spring holds the swashplate at maximum angle.
When the engine is started, the pump drive shaft starts to rotate. Oil is drawn into the piston
bores. As the piston and barrel assembly rotates, the oil is forced out into the system.
10/04
D8T PUMP AND COMPENSATOR OPERATION
ENGINE OFF
Pump
Output
Large
Actuator
Small Actuator
and Bias Spring
Swashplate
Drive
Shaft
Piston and
Barrel Assembly
Load
Sensing
Signal
Flow
Compensator
Spool
Pressure
Compensator
Spool
Signal Passage
to Actuator Piston
Margin
Spring
Cutoff
Spring
Case
Drain
Passage
116
When no flow is demanded from the implements, no signal pressure is generated. System
pressure (red and white stripes) generated by the pump is called "low pressure standby." The
pump produces enough flow to compensate for system leakage at sufficient pressure to provide
for instantaneous implement response when an implement is actuated.
At machine start-up, the bias spring holds the swashplate at maximum angle. As the pump
produces flow, system pressure begins to increase because the flow is blocked at the implement
control valves. This pressure is felt under both the margin spool and the pressure cutoff spool.
The margin spool moves up against the low spring force and permits system oil to go to the
large actuator piston in the pump.
As pressure in the large actuator piston increases, the large actuator piston overcomes the force
of the bias spring and the pressure in the small actuator piston and moves the swashplate to a
reduced angle. The large actuator piston moves to the right until the cross-drilled passage in the
stem is uncovered. Oil in the large actuator piston then bleeds off to the pump case. At this
minimum angle, the pump will produce just enough flow to make up for system leakage. The
system pressure at this time is called "low pressure standby" and is approximately 2825 kPa
(410 psi).
10/04
LOW PRESSURE STANDBY
Pump
Output
Large
Actuator
Small Actuator
and Bias Spring
Swashplate
Drive
Shaft
Piston and
Barrel Assembly
Load
Sensing
Signal
Flow
Compensator
Spool
Pressure
Compensator
Spool
Signal Passage
to Large Actuator
Margin
Spring
Cutoff
Spring
Case
Drain
Passage
Low pressure standby is higher than margin pressure. This characteristic is due to a higher back
pressure created by the oil which is blocked at the closed-center valves when all the valves are
in HOLD. Pump supply oil pushes the margin spool up and further compresses the margin
spring. More supply oil then goes to the large actuator piston and flows through the cross-
drilled hole in the stem to the pump case.
10/04
117
When an implement is moved and requires flow, a load sensing signal is sent to the pump
compensator valve. This signal causes the force (margin spring plus signal pressure) at the top
of the margin spool to become higher than the supply pressure at the bottom of the spool. The
spool then moves down, blocks oil to the large actuator piston, and opens a passage to drain.
Pressure at the large actuator piston is reduced or eliminated, which allows the bias spring to
move the swashplate to an increased angle. The pump will now produce more flow. This
condition is called "upstroking."
The following conditions can result in upstroking the pump:
1. An implement control valve is activated when the system is at low pressure standby.
2. The control valve directional spool is moved for additional flow.
3. An additional circuit is activated.
4. Engine rpm decreases. In this case, pump speed decreases which causes a decrease in
flow and pump supply pressure. The pump must then upstroke to maintain the system
flow requirements.
10/04
Pump
Output
Large
Actuator
Small Actuator
and Bias Spring
Swashplate
Drive
Shaft
Piston and
Barrel Assembly
Load
Sensing
Signal
Flow
Compensator
Spool
Pressure
Compensator
Spool
Signal Passage
to Large Actuator
Margin
Spring
Cutoff
Spring
Case
Drain
Passage
Reduced
Pressure
UPSTROKING
NOTE: Signal pressure does not necessarily need to increase for the pump to upstroke.
For example, if one implement is activated and is operating at 13800 kPa (2000 psi), the
system supply pressure is 15900 kPa (2305 psi) due to the maximum signal pressure of
13800 kPa (2000 psi) plus the margin spring force. If the operator activates another
implement at an initial operating pressure of 6900 kPa (1000 psi), the maximum signal
pressure is still 13800 kPa (2000 psi), but the supply pressure decreases momentarily to
provide the increased flow now needed at the implements. The force at the top of the
margin spool (now higher than the force at the bottom of the margin spool) pushes the
spool down and allows oil in the pump control to drain. The swashplate angle increases
and the pump provides more flow.
10/04
118
As pump flow increases, pump supply pressure also increases. When the pump supply pressure
(red) increases and equals the sum of the load pressure plus the force of the margin spring, the
margin spool moves to a metering position and the system becomes stabilized.
The difference between the signal pressure and the pump supply pressure is the value of the
margin spring, which is approximately 2100 kPa (305 psi).
10/04
Pump
Output
Large
Actuator
Small Actuator
and Bias Spring
Swashplate
Drive
Shaft
Piston and
Barrel Assembly
Load
Sensing
Signal
Flow
Compensator
Spool
Pressure
Compensator
Spool
Signal Passage
to Large Actuator
Margin
Spring
Cutoff
Spring
Case
Drain
Passage
Reduced
Pressure
CONSTANT FLOW
119
When less flow is needed, the pump is destroked. The pump destrokes when the pressure at the
bottom of the margin spool becomes higher than combined signal pressure and spring force at
the top. The margin spool then moves up and allows more flow to the large actuator piston.
Pressure in the large actuator piston then overcomes the combined force of the small actuator
piston and bias spring and moves the swashplate to a reduced angle. The pump will now
produce less flow. The following conditions can result in destroking the pump:
1. All implement control valves are moved to the HOLD position. The pump returns to
low pressure standby.
2. The control valve directional stem is moved to reduce flow.
3. An additional circuit is deactivated.
4. Engine rpm increases. In this case, pump speed increases causing an increase in flow.
The pump destrokes to maintain system flow requirements.
As pump flow decreases, pump supply pressure also decreases. When the pump supply pressure
(red) decreases and becomes the sum of load pressure plus margin pressure, the margin spool
moves to a metering position and the system stabilizes.
10/04
Pump
Output
Large
Actuator
Small Actuator
and Bias Spring
Swashplate
Drive
Shaft
Piston and
Barrel Assembly
Load
Sensing
Signal
Flow
Compensator
Spool
Pressure
Compensator
Spool
Signal Passage
to Large Actuator
Margin
Spring
Cutoff
Spring
Case
Drain
Passage
Increased
Pressure
DESTROKING
NOTE: Signal pressure does not necessarily have to decrease for the pump to destroke.
For example, if two implements are activated with one at 13800 kPa (2000 psi) and the
other at 6900 kPa (1000 psi), the system supply pressure is 15900 kPa (2305 psi) due to
the maximum signal pressure of 13800 kPa (2000 psi) plus the margin spring force. If
the operator returns the implement at 6900 kPa (1000 psi) to HOLD, maximum signal
pressure is still 13800 kPa
(2000 psi), but the supply pressure increases due to reduced flow needed at the
implements. The supply pressure will push the margin spring up and allow more oil to
go to the pump control which causes the pump to destroke.
10/04
120
The pressure compensator (or cutoff) spool is in parallel with the flow compensator (or margin)
spool. The pressure compensator limits the maximum system pressure at any given pump
displacement. The spool is held down during normal operation by the pressure compensator
spring.
During stall or when system pressure is at maximum, signal pressure is equal to pump supply
pressure. The combination of the signal pressure and the margin spring forces the margin spool
down. This movement of the margin spool normally opens a passage in the pump compensator
valve for the oil in the large actuator piston to drain and causes the pump to upstroke. However,
if the supply pressure is high enough, the pressure cutoff spool is forced up against the spring.
This movement of the pressure cutoff spool blocks the oil in the large actuator piston from going
to drain and allows supply oil to go to the large actuator piston. The increase in pressure allows
the large actuator piston to overcome the combined force of the small actuator piston and bias
spring to destroke the pump.
The pump is now at minimum flow and pump supply pressure is at maximum. This condition is
maintained for a single implement in a stall condition.
10/04
Increased
Pressure
HIGH PRESSURE STALL
Pump
Output
Large
Actuator
Small Actuator
and Bias Spring
Swashplate
Drive
Shaft
Piston and
Barrel Assembly
Load
Sensing
Signal
Flow
Compensator
Spool
Pressure
Compensator
Spool
Signal Passage
to Large Actuator
Margin
Spring
Cutoff
Spring
Case
Drain
Passage
This system also incorporates a main relief valve located in the inlet manifold. The pressure
cutoff spool can be adjusted in the machine to destroke the pump at 24000 kPa (3480 psi). The
main relief valve must be removed from the machine and adjusted to 27600 kPa (4000 psi), at
38 4 L/min (10 1 gpm) using the 1U5216 Test Block Manifold. This valve is set higher to
limit pressure spikes in the system.
When operating two or more implements with one in stall, the pump will produce flow to meet
the needs of the other implements operating at a lower work port pressure. In this case, the
pump could be producing up to maximum flow while the supply pressure is at the maximum of
24000 kPa (3480 psi).
NOTE: Contained within the pump is a case drain relief valve. If the internal pressure
exceeds 170 kPa (25 psi), excess flow will be directed to the inlet of the pump. The relief
valve is designed to protect the pump shaft seals.
10/04
121
Implement Control Valve Operation
The blade lift control valve is the first valve in the stack. The blade lift control valve is a
closed-center, electro-hydraulically operated valve controlled by pilot oil. The lift valve has
four positions: RAISE, HOLD, LOWER, and FLOAT. Centering springs keeps the spool in the
HOLD position when the blade lift cylinders are not in use. This visual shows the blade lift
control valve in the HOLD condition.
With the engine not running, the spring behind the flow control valve holds the flow control
valve to the left. When the operator starts the machine, the pump sends oil through the inlet
manifold to the flow control valve, through the throttling slots on the left side of the valve,
through the load check valve to the main spool. With the main spool in the HOLD position, oil
cannot flow to the cylinders, and oil pressure will begin to increase.
The increasing pressure in the chamber to the right of the load check valve pushes the flow
control valve to the right against the force of the spring. Moving the flow control valve to the
right closes the throttling slot on the right side of the valve. Oil can continue to flow to the
remaining control valves in the system. In HOLD, pressure at the main lift spool is equal to the
flow control valve spring.
10/04
To Tank
PiIot SuppIy
Rod End Head End
Load Check VaIve
FIow
ControI
VaIve
Pump SuppIy
To Tank
PiIot SuppIy
From BIade
TiIt VaIve
To Pump
Compensator
VaIve
Makeup
VaIve
SignaI
Chamber
PiIot
Chamber
SoIenoid
VaIve
FIoat PiIot
Boost
SignaI
Main
SpooI
Cent ering
Spring
D8T BLADE LIFT CONTROL VALVE
BLADE HOLD
Components of the implement control valves are:
Flow control valve: Receives all the oil flow from the inlet manifold. The flow control valve
provides the "pressure compensating" feature of the lift circuit by controlling the maximum
pressure drop across the main spool. This operation results in a constant implement speed for a
given lever displacement. If another implement in the system is activated, the pump will
upstroke, providing more flow. The flow control valve will adjust to ensure that the increased
flow does not affect the implement cylinder speed of this circuit.
Load check valve: Prevents reverse implement flow when the operator moves a valve from
HOLD and system pressure is lower than the cylinder or work pressure. Without the load check
valve, the implement would drift down slightly (droop) before moving as commanded. The load
check valve will open to allow supply oil to flow through the control valve when the system
pressure is higher than the work port pressure.
Resolver: Also called a double check valve. The resolver compares the signal between the
valves and sends the highest resolved working pressure to the implement pump flow
compensator. Although this visual shows the resolver and signal lines as external components,
the resolver is inside the control valve and the signal lines are internally drilled passages.
Main control spool: Controls oil flow to the implement and contains three cross-drilled holes
that connect to an axial drilled passage in the center of the lift spool. The cross-drilled holes
sense work port pressure in both the head and rod ends of the cylinders and transmit it to the
pilot chamber.
Makeup valve: Allows pressure in the tank to fill voids in the head end of the cylinders during
times when cylinder supply pressure decreases below the tank pressure.
Orifice: Provides smoother implement operation by delaying the rate that the signal pressure in
the flow control spring cavity decreases when the operator changes implement directions.
Solenoid controlled pilot valve: Is energized to allow pilot oil to pressurize the pilot chamber
at the end of the main valve spool. The pilot oil shifts the main valve spool to allow pump
supply oil to flow to the implement cylinders. When the solenoid valve is de-energized, the
valve opens the pilot chamber to drain. This allows the main spool to move when shifted by the
opposing solenoid valve, eliminating a hydraulic lock situation.
NOTE: The throttling slot near the left end of the flow control valve is never completely
closed and the check valve does not completely block oil from reaching the lift spool. A
small amount of oil meters through the flow control valve and past the load check valve
to maintain a pressure at the lift spool that is equal to the flow control valve spring force.
Maintaining pressure at the main spool improves implement response.
If the flow control valve is explained as a pressure reducing valve with a variable spring
rate due to changes in signal pressure, the operation of the valve is easier to understand.
The valve will limit the maximum pressure difference across the lift spool to the value of
the flow control valve spring and cylinder pressure to provide constant flow for a given
lever displacement.
10/04
122
The proportional solenoid valves on either end of each implement control valve are energized to
allow pilot supply oil to enter and pressurize the pilot chambers at the ends of the main control
valve spools. When de-energized, the pilot chambers are open to tank.
These valves are referred to as "pressure compensated proportional solenoid valves." The pilot
supply pressure from the pressure reducing valve is approximately 3275 172 kPa
(475 25 psi) as it enters the valve. When energized, the solenoid pushes a pin against the
valve spool, forcing it down against the spring. This allows pilot oil to flow past the spool and
enter the pilot chamber at the end of the implement control valve spool. The pressure in the
pilot chamber also acts on the lower end of the pilot valve spool, forcing the spool up, against
the solenoid pin. The result of these two forces is a reduced pilot pressure in the pilot chamber
at the end of the control valve spool.
The reduced pilot pressure may be tested at either end of each implement control valve using the
pressure test ports installed at the factory. When in the fully energized state (approximately
1.4 amps), pilot chamber pressure should be approximately 2655 70 kPa (385 10 psi).
The only exception to this rule is the LOWER/FLOAT end of the blade lift control valve. When
the solenoid for blade lower/float is fully energized (approximately 1.9 amps), pilot chamber
pressure should be approximately 2830 70 kPa (410 10 psi).
10/04
To Chamber at End
of Implement
Control Valve Spool
Return to Tank
Pilot Supply Pressure
Solenoid Energized
Pin
Pilot Valve
Spool
Return to Tank
Pilot Supply Pressure
From Chamber at End
of Implement
Control Valve Spool
Solenoid De-Energized
Spring
SOLENOID CONTROLLED PILOT VALVE OPERATION
123
Shown above is a color cutaway of the blade lift control valve for the BLADE RAISE function.
When the operator moves the dozer control lever from HOLD to RAISE, a signal is sent to the
Implement ECM from the RAISE/LOWER position sensor on the dozer control lever. The
Implement ECM then sends a corresponding current (approximately 1.4 amps for full raise) to
energize the proportional blade raise solenoid valve. The solenoid valve then directs pilot oil to
shift the main valve spool to the left, into the RAISE position.
High pressure supply oil from the implement pump then flows past the flow control valve and
the load check valve. The supply oil then flows past the main valve spool and out to the rod end
of the lift cylinders and the blade raises. As the blade raises, oil from the head end of the lift
cylinders returns through the head end passage of the blade lift control valve. The return oil then
flows past the main valve spool and then into the passage to the hydraulic tank.
At the same time, high pressure oil from the cylinder rod end passage of the implement control
valve flows into the hole in the left end of the main valve spool. This is signal oil. This signal
pressure is transmitted through the axial passage in the center of the valve spool and into the
signal chamber, where it is directed to the the signal resolver passage. If this is the highest
pressure in the signal resolver network, the signal resolver ball shifts to the right and the signal is
sent to the pump compensator.
10/04
Rod End Head End
Load Check Valve
Flow
Control
Valve
Pump Supply
To Tank
Pilot Supply
From Blade
Tilt Valve
To Pump
Compensator
Valve
To Tank
Pilot Supply
Float Pilot
Boost
Signal
Makeup
Valve
Hole
Signal
Chamber
Main Valve
Spool
BLADE RAISE
Pilot
Chamber
Solenoid
Valve
The pump then UPSTROKES to meet the flow demand, in proportion to the signal pressure. If
the compensator valve is properly adjusted, the pump will maintain a margin pressure of
approximately 2100 172 kPa (305 25 psi) above the signal pressure.
At the same time that the signal pressure is transmitted into the resolver network, the signal
pressure is also sent to the spring chamber behind the flow control valve. This signal pressure,
plus the force of the spring, keeps the flow control valve in a position to meter the pump supply
oil. The flow control valve also maintains the proper flow of oil to the lift cylinders regardless
of changes in load on the lift cylinders or increased flow from the pump due to the activation of
another implement in the system.
NOTE: The operation of the blade lift control valve for the BLADE LOWER function is
similar to BLADE RAISE, except the opposite solenoid valve is ENERGIZED to allow
pilot oil to shift the main valve spool to the LOWER position.
10/04
124
Shown above is a color cutaway of the blade lift control valve for the BLADE FLOAT function.
When the operator moves the dozer control lever to the FLOAT position, a signal is sent to the
Implement ECM from the blade raise/lower position sensor on the dozer control lever. The
Implement ECM then sends a corresponding current (approximately 1.9 amps for FLOAT or
LOWER) to energize the proportional blade lower solenoid valve. The solenoid valve then
directs pilot oil to shift the main valve spool to the right, into the FLOAT position.
In the FLOAT position, pump supply oil is blocked by the main valve spool. The rod end and
head end passages to the lift cylinders are open to tank, allowing the cylinders to draw oil from
the tank in either direction. The blade will follow the contour of the ground. The makeup valve
may open momentarily if the blade lowers quickly, due to a sudden sudden change in the
contour in the ground.
To operate in the FLOAT condition, the operator must move the control lever all the way
forward. When the control lever reaches the FLOAT detent, the FLOAT function is activated.
The lever may be returned to the centered position and the FLOAT function will be maintained.
To disable the FLOAT function, the lever must be moved either forward or rearward of the
centered position.
10/04
Rod End Head End
Load Check Valve
Flow
Control
Valve
Pump Supply
To Tank
Pilot Supply
From Blade
Tilt Valve
To Pump
Compensator
Valve
To Tank
Pilot Supply
Makeup
Valve
BLADE FLOAT
Signal
Chamber
Pilot
Chamber
Solenoid
Valve
Float Pilot
Boost
Signal
NOTE: The "float pilot boost" strategy is required to move the dozer control valve spool
to the FLOAT position and maintain it. The "float pilot boost" strategy uses pilot oil to
signal the pump to upstroke. This strategy causes the pump to maintain margin pressure
above low pressure standby.
The main control spool in the dozer lift control valve must move to its furthest position to
attain the FLOAT function. This requires approximately 2825 kPa (410 psi) pilot
pressure at the pilot chamber of the control valve. Normally, pilot pressure in the control
valve chamber is approximately 2690 kPa (390 psi), which is somewhat less than what is
needed.
The low pilot pressure is caused by the lack of load sensing signal to the pump because
the rod ends and the head ends of the dozer lift cylinders are open to tank, providing no
load sensing signal when in FLOAT. When the pump receives no load sensing signal, the
pump destrokes to low pressure standby. Low pressure standby is below pilot pressure,
which is normally 3275 kPa (475 psi). When the pressure reducing manifold only
receives standby pressure, it cannot produce a higher pilot pressure.
The float pilot boost line directs the reduced pilot pressure from the control valve pilot
chamber into the signal resolver network. The pump then senses the reduced pilot
pressure as load sensing signal pressure and the pump upstrokes to maintain margin
pressure above standby pressure.
The pressure reducing manifold can now produce the normal pilot pressure and the
necessary pilot pressure is then available to move the dozer control valve spool to the
FLOAT position.
10/04
125
Shown above is a color cutaway of the blade tilt control valve for the TILT RIGHT function.
When the operator moves the dozer control lever from HOLD to TILT RIGHT, a signal is sent
to the Implement ECM from the blade tilt position sensor on the dozer control lever. The
Implement ECM then sends a corresponding current (approximately 1.4 amps for full tilt right)
to energize the proportional blade tilt right solenoid valve. The solenoid valve then directs pilot
oil to shift the main valve spool to the right, into the TILT RIGHT position.
the load check valve. The supply oil then flows past the main valve spool and out to the rod end
of the tilt cylinder and the blade tilts right (right side of the blade lowers). As the blade tilts, oil
from the head end of the tilt cylinder returns through the head end passage of the control valve.
The return oil flows past the main valve spool and then into the passage to the hydraulic tank.
valve flows into the hole in the left end of the main valve spool. This is signal oil. This signal
pressure in the signal resolver network, the signal resolver ball shifts to the right and the signal
is sent to the pump compensator.
10/04
Load Check Valve
To Tank
Pilot Supply
From Ripper
Lift Valve
Rod End Head End
Pump Supply
To Tank
Pilot Supply
D8T TILT CONTROL VALVE
BLADE TILT RIGHT - SINGLE TILT
Flow
Control
Valve
To Pump
Compensator
Valve
The major difference in the blade tilt control valve from the other implement control valves in
the system is that no makeup valves are included in either the rod end or the head end passages
of the tilt circuit. Since the implement pump can supply the necessary volume of oil to fill the
cylinder without cavitation, makeup valves are not necessary.
NOTE: The operation of the blade tilt control valve for the TILT LEFT function is
similar to TILT RIGHT, except the opposite solenoid valve is ENERGIZED to allow pilot
oil to shift the main valve spool to the TILT LEFT position.
On machines equipped with dual tilt, a second tilt cylinder is installed on the left side of
the blade. A dual tilt valve is also installed between the tilt control valve and the two tilt
cylinders. The rod end passage and the head end passage of the tilt control valve are
reversed from that shown in illustration 124. Dual tilt valve operation will be discussed
later in this presentation.
10/04
126
Shown above is a color cutaway of the ripper lift control valve for the RIPPER RAISE function.
When the operator pushes against the top of the ripper thumb switch, a signal is sent to the
Implement ECM from the ripper raise/lower position sensor on ripper control handle. The
Implement ECM then sends a corresponding current (approximately 1.4 amps for full raise) to
energize the proportional ripper raise solenoid valve. The solenoid valve then directs pilot oil to
shift the main valve spool to the right, into the RIPPER RAISE position.
the load check valve. The supply oil then flows past the main valve spool and out to the rod
ends of the ripper lift cylinders and the ripper raises. As the ripper raises, oil from the head end
of the ripper cylinders returns through the head end passage of the control valve. The return oil
flows past the main valve spool and then into the passage to the hydraulic tank.
valve flows into the hole in the right end of the main valve spool. This is signal oil. This signal
pressure in the signal resolver network, the signal resolver ball shifts to the right and the signal
is sent to the pump compensator.
10/04
Rod
End
Head
End
Load Check Valve
Flow
Control
Valve
Pump Supply
To Tank
Pilot Supply
From Ripper
Tip Valve
To Pump
Compensator
Valve
Makeup
Valve
To Tank
Pilot Supply
D8T RIPPER LIFT CONTROL VALVE
RIPPER RAISE
The RIPPER LOWER function is similar to the RIPPER RAISE function, except that the main
valve spool is moved to the left. The valve spool then directs the pump supply oil to the head
end of the ripper lift cylinders.
The head end passage of the ripper control valve contains a makeup valve, which may open
momentarily during RIPPER LOWER when the ripper is raised above the ground. When the
ripper falls rapidly through the air, there is little signal to the implement pump due to the low
work port pressure. The implement pump will destroke to standby pressure in this condition, so
pump flow will be minimal.
When the ripper drops faster than the implement pump can provide oil to fill the head end of the
cylinders, the pressure in the head ends of the ripper cylinders becomes less than tank pressure.
The makeup valves will open to supplement the reduced pump flow during this condition. As
soon as any down pressure is sensed in the head end passage during RIPPER LOWER, the
pump will upstroke to meet the demand and the makeup valve will close.
NOTE: The operation of the ripper tip control valve is nearly identical to that of the
ripper lift valve. The major difference between the two control valves is that the makeup
valve is installed in the rod end passage of the ripper tip control valve.
10/04
127
Dual Tilt Operation
For machines equipped with dual tilt, the dual tilt valve (1) is mounted to the inside of the
radiator guard, and just behind the left grill door. The dual tilt valve allows the operator to tilt
the blade right or left to a greater degree than single tilt, pitch the blade forward (dump), and
rack the blade back. Service points identified in the above illustration are:
2. high pressure line from tilt control valve (head end)
3. pilot oil drain line (to case drain)
4. pilot supply line from the steering charge pump
5. dual tilt solenoid
6. high pressure line from tilt control valve (rod end)
7. tilt line connections to the left tilt cylinder
8. tilt line connections to the right tilt cylinder
10/04
1
2
3
4
5
6
7
8
128
The dual tilt valve has three modes of operation. They are:
- DUAL TILT
- SINGLE TILT
- BLADE PITCH
Charge pressure oil from the steering charge pump is used as pilot oil for moving the dual tilt
valve spool. The pilot oil is controlled by a dual action solenoid valve. The dual action
solenoid valve has two coils - a "tilt coil" and a "pitch coil."
When the thumb switch on the dozer control lever is moved to the right or the to left, the pitch
solenoid coil is ENERGIZED and the solenoid valve directs pilot oil to the bottom of the dual
tilt valve spool, moving the spool up. The blade will then PITCH FORWARD or RACK BACK,
depending on which direction the switch is moved.
When the trigger switch on the dozer control lever is depressed, the tilt solenoid coil is
energized (when the default tilt mode is set to DUAL TILT) and the solenoid valve directs pilot
oil to the top of the dual tilt valve spool, moving the spool down. If the default tilt mode is set
to SINGLE TILT, the tilt solenoid coil is always ENERGIZED. The trigger switch will then
toggle to the DUAL TILT mode when the switch is depressed and the tilt coil is then
DE-ENERGIZED. (The default tilt mode can be set using Cat Advisor.)
10/04
From TiIt
ControI VaIve
To TiIt
ControI VaIve
TiIt CoiI From
Trigger Switch
Pitch CoiI From
Thumb Switch
Left TiIt
CyIinder
Right TiIt
CyIinder
D8T DUAL TILT VALVE
DUAL TILT RIGHT
PiIot SuppIy From
Steering Charge Pump
To Head End
To Rod End
Illustration 128 shows the dual tilt valve in the DUAL TILT RIGHT condition. This is the
default mode of operation unless the operator has set the default tilt mode to single tilt, using
Cat Advisor. In the dual tilt mode the tilt solenoid coil is always DE-ENERGIZED and the dual
tilt spool remains centered by the centering springs on either end of the spool.
When the operator moves the dozer control lever to the right, commanding the TILT RIGHT
function, pump supply oil from the head end passage of the blade tilt control valve flows out to
the head end of the left tilt cylinder. The left tilt cylinder rod extends and forces the left tilt
cylinder rod end oil out to the dual tilt valve. The left cylinder rod end oil flows around the dual
tilt spool and out to the rod end of the right tilt cylinder. The right tilt cylinder rod retracts. The
right tilt cylinder head end oil is then forced out, back to the dual tilt valve where it flows
around the dual tilt spool and returns to the rod end passage of the blade tilt control valve as
return oil.
When the left tilt cylinder rod extends and the right tilt cylinder rod retracts, the blade tilts right.
For DUAL TILT LEFT, the flow of oil through the tilt circuit is reversed. In the DUAL TILT
LEFT condition, the left tilt cylinder rod retracts and the right tilt cylinder rod extends.
NOTE: For information about how to set the default tilt mode for the dual tilt valve, see
the Service Training presentation SERV1790, "Caterpillar Monitoring and Display
System with Advisor for Track-type Tractors."
10/04
129
Illustration 129 shows the dual tilt valve in the SINGLE TILT RIGHT condition. If dual tilt has
been selected as the default tilt mode, the operator must depress and hold the trigger switch to
toggle to SINGLE TILT mode. This results in the tilt solenoid coil being ENERGIZED and the
solenoid valve directs pilot oil to the top of the dual tilt spool, moving the spool down.
When the operator moves the dozer control lever to the right, commanding a TILT RIGHT
function in the SINGLE TILT mode, pump supply oil from the head end passage of the blade tilt
control valve flows out to the head end of the left tilt cylinder. The left tilt cylinder rod extends
and forces the rod end oil out to the dual tilt valve. The left cylinder rod end oil flows around
the dual tilt spool. With the spool shifted down, the passages to the right tilt cylinder are
blocked, but the passage back to the blade tilt control valve are open. The left tilt cylinder rod
end oil then flows back through the rod end passage of the blade tilt control valve and then back
to tank.
When the left tilt cylinder rod extends and the right tilt cylinder remains stationary, the blade
TILTS RIGHT, but the angle of the tilt is not as acute as when in dual tilt mode.
For SINGLE TILT LEFT, the flow of oil through the tilt circuit is reversed. In the SINGLE
TILT LEFT condition, the left tilt cylinder rod retracts and the right tilt cylinder remains
stationary.
10/04
From TiIt
ControI VaIve
To TiIt
ControI VaIve
Left TiIt
CyIinder
Right TiIt
CyIinder
D8T DUAL TILT VALVE
SINGLE TILT RIGHT
To Head End
To Rod End
PiIot SuppIy From
TiIt CoiI From
Trigger Switch
Pitch CoiI From
Thumb Switch
130
Illustration 130 shows the dual tilt valve in the PITCH FORWARD condition. To pitch the
blade forward, the operator must move the thumb rocker switch on the dozer control lever to the
right (away from the operator). This results in the pitch solenoid coil being ENERGIZED. The
solenoid valve then directs pilot oil to the bottom of the dual tilt spool, moving it up.
When the operator has commanded a PITCH FORWARD function, pump supply oil from the
head end passage of the blade tilt control valve flows out to the head end of the left tilt cylinder.
The left tilt cylinder rod extends and forces the left tilt cylinder rod end oil out to the dual tilt
valve. The left cylinder rod end oil flows around the dual tilt spool. With the spool shifted up,
the oil flows through the passage to the head end of the right tilt cylinder. The right tilt cylinder
rod extends also, forcing the right tilt cylinder rod end oil back to the dual tilt valve. The right
tilt cylinder rod end oil then flows back through the blade tilt control valve, then back to tank.
Since the volume of rod end oil in the left tilt cylinder is less than the capacity of the head end of
the right tilt cylinder, the left cylinder rod will fully extend before the right tilt cylinder head is
filled with oil. When the left tilt cylinder reaches its full extension, the bypass valve will open
and oil will continue to flow to the head end of the right tilt cylinder. This results in the left
cylinder reaching its full extension slightly before the right cylinder.
10/04
To Head End
To Rod End
PiIot SuppIy From
From TiIt
ControI VaIve
To TiIt
ControI VaIve
Left TiIt
CyIinder
Right TiIt
CyIinder
D8T DUAL TILT VALVE
BLADE PITCH FORWARD
TiIt CoiI From
Trigger Switch
Pitch CoiI From
Thumb Switch
When the left and the right tilt cylinder rods extend, the blade will PITCH FORWARD.
To RACK BACK the blade, the operator must move the thumb rocker switch on the dozer
control lever to the left (toward the operator). The flow of oil through the tilt circuit is reversed.
In the RACK BACK condition, both the left and the right tilt cylinder rods retract.
When the left and the right tilt cylinder rods retract, the blade will RACK BACK.
NOTE: Machines equipped with dual tilt are also equipped with the Auto Blade Assist
(ABA) feature. Blade positions for ABA are LOAD, CARRY, and SPREAD (or DUMP).
All three of these functions automatically activate the dual tilt valve and the tilt control
valve and will PITCH FORWARD or RACK BACK the blade to preset positions. These
positions can be adjusted using Cat Advisor. Briefly, these three blade positions are
defined as:
- LOAD position is when the dozer blade is pitched slightly forward for an aggressive
cutting edge angle to LOAD the blade.
- CARRY position is when the dozer blade is racked back in a fully retracted, non-
aggressive cutting edge angle so that the blade tends to CARRY material.
- SPREAD position is when the dozer blade is pitched fully forward to quickly and cleanly
empty the dozer blade and SPREAD the material.
The blade may be raised and lowered manually during these automatic cycles without
interrupting the cycles.
NOTE: When the thumb rocker switch on the dozer control lever is moved to the PITCH
FORWARD position, the TILT RIGHT solenoid controlled pilot valve on the blade lift
control valve is ENERGIZED to send pump supply oil to the dual tilt valve. When the
thumb rocker switch on the dozer control lever is moved to the RACK BACK position,
the TILT LEFT solenoid controlled pilot valve on the blade lift control valve is
ENERGIZED to send pump supply oil to the dual tilt valve.
10/04
131
Quick-drop Valve
Shown in the illustration above is a schematic of the single quick-drop valve. The valve is
mounted on top of the engine hood at the front of the machine.
In the schematic, components in the quick-drop valve are shown with the blade on the ground.
The variable orifice sleeve is the essential component in the valve and functions to create the
pressure necessary to move the valve spool and direct rod end oil to the head end in the
QUICK-DROP mode.
10/04
Quick-drop Valve
Dozer Lift
Cylinders
To
Implement
Control
Valve
To Rod End
To Head End
QUICK-DROP VALVE
132
Shown in this illustration are the components of the single quick-drop valve: the orifice sleeve,
the plunger, the valve spool, the right and left covers, and the spring.
As shown in the previous illustration, the valve components are shown with the dozer blade on
the ground. Both the orifice sleeve and the plunger can float in the valve and their positions in
HOLD depend on the previous action of the lift control valve: RAISE, LOWER or FLOAT.
10/04
Cover
Plunger
Passage to
Spool End
Valve Spool
Orifice Sleeve
To Right Cylinder
Rod End
To Right Cylinder
Head End
To Left Cylinder
Rod End
To Left Cylinder
Head End
To/From Lift Control Valve
Passage to
Plunger End
Cover
QUICK-DROP VALVE
HOLD
133
When the lift spool in the blade lift control valve is moved to the RAISE position, supply oil
enters the quick-drop valve through the passage on the left and moves the orifice sleeve to the
right. The oil then flows out to the rod end of the lift cylinders. Return oil from the head end of
the lift cylinders enters the quick-drop valve and flows past the valve spool to the blade lift
control valve. Return oil pressure then enters the passage to the plunger end inside the valve
spool and is felt on the right end of the plunger. However, the blade RAISE pressure felt on the
left end of the plunger is higher than the return oil pressure and keeps the plunger shifted to the
right. Blade RAISE pressure also enters the passage to the right end of the spool. Since the
same pressure is felt on the left end of the spool, the spring keeps the spool shifted to the right.
NOTE: The orifice sleeve floats on the valve spool and is kept on the spool by a
retaining ring.
10/04
Cover
PIunger
Passage to
SpooI End
VaIve SpooI
Orifice SIeeve
To Right CyIinder
Rod End
From Right CyIinder
Head End
To Left CyIinder
Rod End
From Left CyIinder
Head End
Passage to
PIunger End
Cover
To/From Lift ControI VaIve
QUICK-DROP VALVE
DOZER RAISE
134
As the operator moves the dozer control lever forward to LOWER the blade (but not to within
3 - 4 of the "soft" FLOAT detent), return oil from the rod end of the lift cylinders enters the
quick-drop valve. The return oil flows past the orifice sleeve to the control valve and moves the
orifice sleeve to the left against the retaining ring. This oil flow creates a pressure differential
across the orifice sleeve.
Supply oil (red striped) from the blade lift control valve enters the quick-drop valve and flows
past the valve spool to the head end of the lift cylinders. Supply oil pressure enters the passage
to the plunger end and is felt on the right end of the plunger. However, the return oil pressure
(red/white hatch) on the left end of the plunger is higher and keeps the spool shifted to the right.
Rod end return oil pressure (red and white hatch) enters the passage to the right end of the spool.
This pressure is also felt on the major diameter at the left end of the spool just to the right of the
orifice sleeve. In addition, return oil pressure, after the pressure drop across the orifice sleeve, is
felt on the minor diameter at the left end of the spool. The net result is that the spool and
plunger are kept to the right because of the spring and return pressure. The major diameters of
the spool (the effective area at the right end and the effective area just to the right of the orifice
sleeve) cancel each other. The pressure on the right end of the spool is not high enough to
overcome the spring and return oil pressure on the minor diameter at the left end on the spool.
10/04
Cover
Plunger
Passage to
Spool End
Valve Spool
Orifice Sleeve
From Right Cylinder
Rod End
To Right Cylinder
Head End
From Left Cylinder
Rod End
To Left Cylinder
Head End
Passage to
Plunger End
Cover
QUICK-DROP VALVE
DOZER LOWER
135
When the dozer blade is rapidly lowered to the ground, the blade control lever has been moved
to a forward position that is within 3 - 4 of the "soft" FLOAT detent, and the quick-drop valve
operates in the QUICK-DROP mode.
The increased lever travel results in higher cylinder rod end flow and a higher pressure drop
across the orifice sleeve. The only difference from the dozer LOWER position is that the
pressure drop across the orifice sleeve that is felt on the minor diameter of the right end of the
spool overcomes the resistance of the spring, and the spool starts to move. The minimum flow
that causes the necessary pressure drop across the orifice sleeve to begin spool movement is
referred to as the "trigger point" and occurs at a point just before the float detent of maximum
lever travel. When the spool starts to move, the effective area of the orifice sleeve decreases and
the pressure drop increases to shift the spool even farther.
The result is that the spool shifts completely to the left. This movement connects the rod end of
the lift cylinders to the head end of the lift cylinders across the slots in the spool. This
connection provides even less resistance and the downward blade velocity and flow from the rod
ends increase. This connection also provides a "filling" function to minimize the pause time.
Some of the oil from the rod ends still flows across the orifice sleeve causing a pressure drop to
keep the spool shifted.
10/04
QUICK-DROP VALVE
QUICK-DROP
Cover
Plunger
Passage to
Spool End
Valve Spool
Orifice Sleeve
From Right Cylinder
Rod End
To Right Cylinder
Head End
From Left Cylinder
Rod End
To Left Cylinder
Head End
Passage to
Plunger End
Cover
136
When the blade contacts the ground and stops, flow from the rod end of the lift cylinders stops.
With no pressure drop across the orifice, the spring shifts the spool to the right. After the pump
fills the head end of the cylinders (pause time) and the head end cylinder pressure starts to
increase, the blade begins to move down. Supply oil pressure (red and white stripes) enters the
passage to the right end of the plunger. Return oil pressure (red and white hatch) from the rod
end of the lift cylinders is felt on the left end of the plunger. This pressure is lower than the oil
pressure (red and white stripes) on the right end of the plunger, and the plunger moves to the
left. The pressure drop across the orifice sleeve that is felt on the minor diameter of the right
end of the spool works to move the spool to the left. However, this movement is resisted by the
spring and the supply oil pressure (red and white stripes) acting on the plunger. Therefore, the
spool stays shifted to the right.
10/04
QUICK-DROP VALVE
DOZER LOWER
WITH DOWN PRESSURE
Cover
Plunger
Passage to
Spool End
Valve Spool
Orifice Sleeve
From Right Cylinder
Rod End
To Right Cylinder
Head End
From Left Cylinder
Rod End
To Left Cylinder
Head End
Passage to
Plunger End
Cover
137
The quick-drop valve (arrow) is mounted on top of the radiator guard, under a protective hinged
cover. The cover has a locking tab due to the radiator fill tube and cap being located under the
cover, also.
10/04
138
AutoCarry Components
For machines equipped with AutoCarry, there are three major components included in the
implement system, not including software and wiring harnesses. These components are:
- dozer lift cylinder position sensor (right lift cylinder only)
- dynamic inclination sensor
- ground speed radar
The illustration above shows the lift cylinder position sensor (1) installed on the top of the right
dozer lift cylinder. This sensor provides a feedback signal to the Implement ECM. The
Implement ECM uses this information to determine how much the lift cylinder piston moves
when cylinder movement is automatically commanded by the Implement ECM, during the
CARRY segment of the AutoCarry cycle.
The wiring harness for the position sensor is attached at the connector (2).
10/04
1
2
139
For machines equipped with AutoCarry, a dynamic inclination sensor (arrow) is installed on the
front of the main case, just above the drive shaft.
The dynamic inclination sensor determines the angle of incline and side slope on which the
machine is operating, then transmits that data to the Implement ECM. This data is used as one
of the factors to determine auto blade positioning during the CARRY segment of the AutoCarry
cycle.
10/04
140
The third major component present on machines with AutoCarry is the Ground Speed Radar
(arrow). This component is mounted to a bracket that is attached to the saddle. It senses actual
ground speed through an opening in the bottom guard.
The ground speed signal is sent to the Implement ECM. Ground speed is compared to the target
speed. Target speed is determined by considering the torque converter output speed sensor, the
angle of inclination on which the machine is operating, and the Load Factor setting (which is an
"offset" setting that the operator can adjust using Cat Advisor). All of this information is used
by the Implement ECM (which contains the AutoCarry software) to make automatic
adjustments to blade height during the CARRY segment of the AutoCarry cycle.
10/04
141
ELECTRICAL SYSTEM
The illustration above shows a graphical representation of the The Caterpillar Monitoring and
Display System. The hardware components in the system include Cat Advisor, the instrument
cluster, the Engine ECM, the Implement ECM, the Power Train ECM, the Action Alarm, the
rear Action Lamp, and various switches, sensors and senders. The illustrations on the following
pages show the engine, the power train, and the implement electrical systems. They also
identify all of the switches, sensors, senders, and solenoids that are the input and the output
devices used in each system. Depending on how the machine is equipped, some or all of these
devices may be present. Also shown in these illustrations is the means by which these
components and systems communicate with each other and how the information from the input
and output devices is shared between systems. Communication of information on standard
machines occurs through the following data links:
- Cat Data Link
- CAN A Data Link (high speed)
- CAN C Data Link (high speed)
With AutoCarry or other automated earthmoving attachments, the D8T will also include a
CAN B Data Link (shown in dashed lines, above) and a CAN D Data Link (not shown).
10/04
Dynamic
IncIination
Sensor
FueI LeveI Sender
+
CAN A Dat a Link
Engine
ECM
ImpIement
ECM
Power
Train
ECM
J2 J1
Key St art
Swit ch
J2 J1
Advisor
ET
CAN C
Dat a Link
CAN A
Dat a Link
( )
Navigat or / CTCT
At t achment s
Rear
Act ion Lamp
Act ion AIarm
Inst rument
CIust er
CAT Dat a Link
CAN B
Dat a Link
Comm
Adapt er II
AIt ernat or
( R-TerminaI)
Product
Link
AUTO
AUTO
0
5
10
15 20
25
30
35
n/ min
X100
2.3 1F
132.1
J2 J1
CATERPILLAR MONITORING AND DISPLAY SYSTEM COMPONENTS
142
Shown above is an illustration of the electrical system for the C15 ACERT engine used in the
D8T Track-type Tractor.
The hydraulic demand fan considers the engine coolant temperature, the intake manifold air
temperature, and the hydraulic oil temperature as inputs for controlling the fan. Since the
hydraulic demand fan is controlled by the Engine ECM, hydraulic oil temperature data from the
Implement ECM is shared with the Engine ECM through the high speed CAN A Data Link.
To view the status of all the engine components shown above using Cat Advisor:
- select the Service option from the Home Menu to display the Service Menu
- select System Status from the Service Menu to display the System Status Menu
- select Engine from the System Status Menu
- use the ARROW buttons to page through the list of components
Cat ET may also be used to view the status of these components.
10/04
Hydraulic
Oil Temperature
Sensor
Fuel Temp. Sensor
High/Low Idle Switch
Coolant Temp. Sensor
Coolant Flow Switch
Decelerator Position Sensor
Cam Speed/Timing Sensor
CAN A Data Link
Pre-lube
Relay
Fuel Pressure Sensor
CAT Data Link
Crank Speed/Timing Sensor
Engine Oil Pressure Sensor
Key Start
Switch
Intake Air
Pressure Sensor
Intake Manifold Temp. Sensor
Turbo Inlet
Pressure Sensor
Timing Calibration Connector
INPUT COMPONENTS
Demand Fan Pump
Pressure Sensor
Injector No.1
OUTPUT COMPONENTS
Implement
ECM
J2 J1
Injector No.2
Injector No.3
Injector No.4
Injector No.5
Injector No.6
Crank W/O Inject Plug
Fan Pump
Control Solenoid
Fan Bypass Solenoid
(Attachment)
Ether Aid Solenoid
Advisor
Secondary Fuel
Filter Bypass Switch
Engine
ECM
J2 J1
CAN A Data Link
CAT Data Link
Fan Reversing
Valve Solenoid
(Attachment)
Atmospheric
Pressure Sensor
Reversing Fan Switch
(Attachment)
D8T ENGINE ELECTRICAL SYSTEM COMPONENTS
C15 ACERT ENGINE
143
Shown above is an illustration of the electrical system for the D8T Track-type Tractor power
train.
The Power Train ECM determines engine lug and torque curves by comparing engine speed data
to the torque converter output speed data. The Power Train ECM uses this information to
determine when to automatically downshift the transmission for the Auto KickDown feature.
Since the D8T does not have an engine output speed sensor, as did previous D8R machines, the
primary (crankshaft) speed/timing sensor provides engine speed data to the Engine ECM, which
shares that data with the Power Train ECM through the CAN A Data Link.
To view the status of all the power train components shown above using Cat Advisor:
- select Ptrain from the System Status Menu
10/04
Steering Motor
Speed/Direction
Sensor
Upshift
Switch
AutoShift
Switch
F-N-R
Position Sensor
Parking Brake
Switch
Transmission Output
Speed Sensor No.1
Service Brake
Position Sensor
Torque Converter
Output Speed Sensor
(3) Steering Lever
Position Sensors
Key Start Switch
CAT Data Link
Forward Switch
Downshift
Switch
Torque Converter
Oil Temp. Sensor
INPUT COMPONENTS
Trans. Charge Filter
Bypass Switch
Transmission Reverse Clutch
(Solenoid No. 1)
OUTPUT COMPONENTS
Transmission Forward Clutch
(Solenoid No. 2)
Transmission Third Gear Clutch
(Solenoid No. 3)
Transmission Second Gear Clutch
(Solenoid No. 4)
Transmission First Gear Clutch
(Solenoid No. 5)
Left EH Steering Pump Solenoid Valve
Steering Pump
Charge Pressure Sensor
Reverse Switch
Right EH Steering Pump Solenoid Valve
Backup Alarm
Advisor
CAN A Data Link
Primary (Crank) Engine
Speed/Timing Sensor
Transmission Output
Speed Sensor No.2
Auto
Kickdown
Switch
Engine
ECM
J2 J1
Torque Conv. Charge
Filter Bypass Switch
Steering Charge Filter
Bypass Switch
Trans. Oil Temp.
Sensor (Sump)
Trans. Lube Oil Temp.
Sensor (D9T Only)
Secondary
Brake Switch
Service Brake Solenoid Valve
Secondary Brake Solenoid Valve
Parking Brake Solenoid Valve
Priority Valve Solenoid
CAT Data Link
J2 J1
Power Train
ECM
Harness Code Plug /Location Code
Steering Control Lever
D8T POWER TRAIN ELECTRICAL SYSTEM
144
Shown above is an illustration of the electrical system for the D8T Track-type Tractor
implement system.
The Implement ECM requires torque converter output speed data to determine track speed, if the
machine is equipped with AutoCarry. Track speed is determined by a calculation using torque
converter output speed sensor data. The Power Train ECM monitors this sensor and shares this
information with the Implement ECM through the CAN A Data Link.
To view the status of all the implement system components shown above using Cat Advisor:
- select Implement from the System Status Menu
10/04
Implement Pump
Pressure Sensor
Harness Code Plug
Location Code
Hydraulic Oil
Temp. Sensor
Shank In
Solenoid
Blade Raise
Solenoid
Blade
Tilt Right
Solenoid
Blade Lower
Solenoid
Blade
Tilt Left
Solenoid
Dual/Single Tilt
Solenoid
(Attachment)
Dual Tilt Pitch
Solenoid
(Attachment)
Shank Out
Solenoid
Quick-Drop
Solenoid
(D9T Only)
Implement
Shutoff
Solenoid
Ripper Raise
Solenoid
Ripper Lower
Solenoid
Blade Manual
Select Switch
(Right Push-Button)
Key Start Switch
Auto Carry Switch
(Attachment)
Auto Blade
Assist Switch
(Attachment)
Implement
Lockout Switch
CAT Data Link
Blade Mode
Select Switch
(Left Push-Button)
Blade Raise/Lower
Position Sensor
(Forward/Rearward)
CAT Data Link
Ripper Tip In/Out
Position Sensor
(Control Lever)
Ripper Auto Stow
Switch
Blade Pitch/Angle
Position Sensor
(Thumb Switch)
INPUT COMPONENTS OUTPUT COMPONENTS
Ripper Raise/Lower
Position Sensor
(Control Lever)
Advisor
Blade Tilt
Position Sensor
(Left/Right)
Dual/Single Tilt Toggle
Trigger Switch
CAN A Data Link
Ripper Control
Handle
Blade Control
Lever
CAN A Data Link
Implement
Hydraulics
ECM
J2 J1
Lift Cylinder
Position Sensor
(Attachment)
Ground Speed
Radar
(Attachment)
Dynamic Inclination
Sensor (Attachment)
Torque Converter
Output Speed
Sensor
J2 J1
Power Train
ECM
D8T IMPLEMENT HYDRAULICS ELECTRICAL SYSTEM
145
CONCLUSION
This presentation has discussed components locations and system operations of the engine, the
cooling system, the power train, the implement hydraulics, the electrical system, and the
Caterpillar Monitoring and Display System (Advisor). When used in conjunction with the
Service Manual and the STMG 790, "Caterpillar Monitoring and Display System with Advisor
for Track-type Tractors," the information in this package will help the serviceman analyze
problems in any of the major systems of this tractor.
10/04
HYDRAULIC SCHEMATIC COLOR CODE
This illustration identifies the meanings of the colors used in the hydraulic schematics and
cross-sectional views shown throughout this presentation.
10/04
Red - High Pressure OiI
Red / White Stripes - 1st Pressure Reduction
Pink - 3rd Reduction in Pressure
Red / Pink Stripes - Secondary Source OiI Pressure
Orange* - PiIot, SignaI or Torque Converter OiI
BIue - Trapped OiI
Brown - Lubricating OiI
Cat YeIIow - (Restricted Usage)

Green / White Stripes -
Scavenge / Suction OiI or HydrauIic Void
Identification of Components
within a Moving Group
HYDRAULIC SCHEMATIC COLOR CODE
BIack - MechanicaI Connection. SeaI
Dark Gray - Cutaway Section
Light Gray - Surface CoIor
White - Atmosphere Or Air (No Pressure)
PurpIe - Pneumatic Pressure
YeIIow - Moving or Activated Components
Orange / Crosshatch - 2nd Reduction in
PiIot, SignaI or TC OiI Pressure
Orange / White Stripes** -
Reduced PiIot, SignaI or TC OiI Pressure
Red Crosshatch - 2nd Reduction in Pressure
Green - Tank, Sump, or Return OiI
AIso used as steering / charge oiI in this presentation
AIso used as reduced steering / charge oiI in this presentation
*
**
VISUAL LIST
10/04
42. Engine oil/power train oil coolers
43. Turbo inlet air pressure sensor
44. Fuel system schematic
45. Engine air flow components
46. Cooling system schematic
47. Radiator guard rear view
48. Radiator guard rear/bottom view
49. Radiator guard front view
50. Hydraulic fan drive system schematic - max
51. Hydraulic fan drive system schematic - min
52. Fan pump cutaway - maximum fan speed
53. Fan pump cutaway - minimum fan speed
54. Reversing fan system hydraulic schematic
55. Fan pump components ID
56. Fan motor and reversing valve
57. Fan reversing valve components ID
58. Power train components ID
59. Power train electronic control system
60. Power train hydraulic schematic
61. Power train major components location
62. Power train oil pump
63. Power train filters, priority valve location
64. Priority valve operation - normal mode
65. Priority valve operation - priority mode
66. Torque divider
67. Torque divider cutaway
68. Torque converter inlet/lube distribution
69. Torque converter inlet relief valve operation
70. Torque converter outlet relief valve
71. Torque converter outlet relief valve operation
72. Power train oil cooler
73. Power shift transmission - disassembled
74. Transmission modulating valve operation
75. Transmission main relief valve operation
76. Power shift transmission cutaway
77. Electronic brake control valve
78. Electronic brake control valve cutaway
79. Brake control valve operation - released
80. Brake control valve operation - engaged
81. Brake control valve operation - park engaged
82. Power train oil fill tube and dipstick
1. Title slide
2. Operator compartment
3. Seat
4. Steering control lever (tiller)
5. Right console
6. Dozer control lever
7. Ripper control handle
8. Machine function switches
9. Fuse panel and Cat ET comm port
10. HVAC and wiper/washer controls
11. Dash
12. Brake pedal and decelerator pedal
13. Power Train and Implement ECMs
14. Monitoring system components view
15. Monitoring system components ID
16. Instrument cluster ID
17. Advisor panel
18. Advisor panel ID
19. Advisor Start-Up screen
20. Advisor warning screen
21. Advisor Performance 1 of 2 screen
22. Advisor Performance 2 of 2 screen
23. C15 ACERT engine title slide
24. Left side engine view
25. Right side engine view
26. Fuel filters
27. Secondary fuel filter components ID
28. Fuel transfer pump and components ID
29. Engine pre-lube pump/motor
30. Atmospheric and engine oil pressure sensors
31. Engine ECM
32. Engine turning tool and TDC ports
33. Intake air temperature sensor
34. Crank-Without-Inject plug
35. Engine oil filter, fill tube, dipstick, SOS
36. Intake manifold air (boost) pressure sensor
37. Secondary (cam) speed/timing sensor
38. Coolant temperature sensor
39. Coolant flow switch/water pump
40. Turbo/alternator/AC compressor
41. Turbocharger/wastegate/oil line
VISUAL LIST
10/04
83. Power train remote pressure taps
84. Transmission clutch pressure taps
85. Trans. lube/main relief/brake pressure taps
86. Brake lube/brake pressure taps (final drive)
87. Brake pedal and position sensor
88. Quick-Change oil couplings
89. Final drive/brake/differential cutaway
90. Differential steer system schem. - no steer
91. Differential steer system components ID
92. Steering lever position sensors
93. Steering charge filter location and ID
94. Steering motor
95. Steering motor speed/direction sensor
96. Steering motor cutaway - flushing valve
97. Steering pump components ID (#1)
98. Steering pump components ID (#2)
99. Steering pump operation - side cutaway
100.Steering pump operation - ends cutaway
101.Steering pump operation - top cutaway
102.Differential steer system schem. - left steer
103.Implement hydraulic system block diagram
104. Hydraulic tank
105. Implement pump
106. Valve stack (rear view)
107. Valve stack (front view)
108. Pilot manifold - component ID
109. Pilot manifold schematic
110. Hydraulic oil cooler
111. Hydraulic oil cooler bypass valve
112. Implement system schematic-System Hold
113. Implement system schematic-Blade Raise
114. Implement Pump compensator operation
115. Impl. Pump operation (engine off)
116. Impl. Pump operation (low press. standby)
117. Impl. Pump operation (upstroking)
118. Impl. Pump operation (constant flow)
119. Impl. Pump operation (destroking)
120. Impl. Pump operation (high pressure stall)
121. Blade lift control valve (blade hold)
122. Solenoid pilot valve operation
123. Blade lift control valve (blade raise)
124. Blade lift control valve (blade float)
125. Blade tilt control valve (tilt right-single tilt)
126. Ripper lift control valve (ripper raise)
127. Dual tilt valve component ID
128. Dual tilt valve cutaway (dual tilt right)
129. Dual tilt valve cutaway (single tilt right)
130. Dual tilt valve cutaway (blade pitch
forward)
131. Quick-drop valve circuit (schematic)
132. Quick-drop valve cutaway (hold)
133. Quick-drop valve cutaway (dozer raise)
134. Quick-drop valve cutaway (dozer lower)
135. Quick-drop valve cutaway (quick-drop)
136. Quick-drop valve cutaway (down pressure)
137. Quick-drop valve location/ID
138. Lift cylinder position sensor
139. Dynamic inclination sensor
140. Ground speed radar camera
141. Monitoring system/electrical schematic
142. Engine electrical components
143. Power train electrical components
144. Implement hydraulics electrical components
145. D8T rear view - conclusion
Engine System Components Identification
Directions: Use this sheet to take notes during the presentation. During the lab exercise, use
this sheet as a checklist when locating and identifying the components.
STMG 789 - 177 - Serviceman's Handout No. 1
10/04
Engine Components
____ Primary and Secondary fuel filters
____ Electric fuel priming pump and switch
____ Fuel transfer pump
____ Engine oil fill tube and dipstick
____ Engine oil filter
____ Engine oil SOS test port
____ Engine oil pressure test port
____ Engine oil pressure sensor
____ Engine pre-lube motor and pump
____ Engine oil cooler
____ Air filter
____ Turbocharger
____ AMOCS radiator and shunt tank
____ Engine coolant SOS test port
____ Water pump
____ Temperature regulator housing
____ Main electrical disconnects
____ A4 Engine ECM
____ Alternator
____ Ether injection control
____ Intake air pressure sensor
____ Atmospheric pressure sensor
____ Intake air temperature sensor
____ Fuel temperature sensor
____ Fuel pressure sensor
____ Fuel filter bypass sensors
____ Engine oil pressure sensor
____ Turbo inlet pressure sensor
____ "Crank-without-Inject" connector/plug
____ Crankshaft timing sensor
____ Camshaft timing sensor
____ Starter
____ Coolant temperature sensor
____ Coolant flow switch
____ Timing calibration probe connector
____ Block heater element
____ Block heater AC power receptacle
____ Auxiliary start receptacle
Cooling System and Demand Fan System Components Identification
Directions: Use this sheet to take notes during the presentation. During a lab exercise, use this
sheet as a checklist when locating and identifying the components.
10/04
Cooling System Components
____ Engine oil cooler
____ Power train oil cooler
____ Jacket water pump
____ AMOCS radiator cores
____ Water temperature regulator housing
____ Coolant shunt tank
____ Coolant fill tube and cap
____ Coolant level sight glass
____ Radiator drain valve
____ ATAAC core
Demand Fan System Components
____ Hydraulic demand fan pump
____ Fan pump control valve
____ Fan pump pressure control solenoid
____ Fan pump discharge pressure sensor
____ Hydraulic Fan Pump Discharge pressure
test port (HDFP)
____ Fan motor
____ Fan reversing valve
____ Manual fan reversing switch
____ Engine coolant temperature sensor
____ Intake manifold temperature sensor
____ Hydraulic oil temperature sensor
____ A4 Engine ECM
Power Train Components Identification
10/04
Power Train Components
____ Power Train ECM
____ Power train oil pump
____ Power train oil fill tube and dipstick
____ Power train lube distribution manifold
____ Torque converter inlet relief valve
____ Torque converter outlet relief valve
____ Torque converter outlet temp. sensor
____ Power train oil cooler
____ Transmission charging filter
____ Torque converter charging filter
____ Priority valve and solenoid
____ Power train oil temperature sensor (sump)
____ Power train filter bypass switches
____ Torque converter output speed sensor
____ Electronic brake control valve
____ Service brake pedal sensor
____ Parking brake switch
Power Train Pressure Test Ports
____ Torque converter outlet relief pressure
test port (N)
____ Flywheel lube pressure (L2)
____ Transmission lube pressure (L1)
____ Torque converter inlet relief pressure test
port (M)
____ Transmission main relief pressure test
port (P)
____ Priority valve pressure test port (PV)
____ Transmission clutch pressure test ports
____ Transmission filter outlet pressure test port
____ Torque converter charging filter inlet
pressure test port
____ Torque converter charging filter outlet
pressure test port
____ Power train oil SOS port
____ Right brake lube pressure test port (LB2)
____ Right brake pressure test port
____ Left brake lube pressure test port (LB1)
____ Left brake pressure test port
____ Brake pressure test port (B)
Hydraulic System Components Identification
10/04
Implement Hydraulic Components
____ Hydraulic oil tank
____ Hydraulic oil fill tube and sight glass
____ Case drain hydraulic oil filter
____ Implement pump and compensator valve
____ Pilot manifold
____ Implement pump discharge pressure sensor
____ Implement lockout solenoid valve
____ Pilot filter
____ Valve stack, including end cover and
inlet manifold
____ Charging valve
____ Main relief valve
____ Implement control valve solenoid valves
____ Main pump suction manifold
____ Quick-drop valve
____ Dual tilt valve
____ Fan reversing valve (if equipped)
____ Implement ECM
____ Hydraulic oil cooler and bypass valve
____ Hydraulic oil temperature sensor
Implement Hydraulic Pressure Test Ports
____ Implement pump discharge pressure test
port (HA)
____ Pump signal pressure test port (HB)
____ Accumulator pressure test port (HPAP)
____ Pilot supply pressure test port (HPS)
____ Pilot pressure test ports (8 ports, at control
valves)
Steering System Components Identification
10/04
Steering System Components
____ Hydraulic oil tank
____ Hydraulic oil fill tube and sight glass
____ Case drain filter
____ Steering pump
____ Steering charge pump
____ Pump control solenoid "A" (steer right)
____ Pump control solenoid "B" (steer left)
____ Steering charge filter
____ Steering charge filter bypass switch
____ Steering charge pressure sensor
____ Cold oil relief valve
____ Steering motor
____ Steering motor speed/direction sensor
____ Steering control lever
____ Steering lever position sensors
____ Power Train ECM
Steering System Pressure Test Ports
____ Right steer pump actuator piston pressure
test port (X1)
____ Left steer pump actuator piston pressure
test port (X2)
____ Steering charge pump discharge pressure
test port (F)
____ Left steering loop pressure test port (HC)
____ Right steering loop pressure test port (HD)
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