Ref. no.

: 0105-09-01E

D375A-6 Powertrain

May 2013
Product Support Div
Techno Training Center

1
D375A-6 Powertrain Layout
D375A-6 Powertrain w/ Centralized Oil Pick-up Ports
 D375A-6 Powertrain Assembly
P/L filter
PTO
Torque converter
valve Transmission Steering and brake
control valve clutch case
Steering & Brake
ECMV
Breather

P/T oil strainer

L/H brake L/H Clutch

Torque
Converter With Pressure pick-up
lock-up
Transmission ports

Oil pan
 The Damper lessens/softens the twisting
Damper: Structure vibration & impact torque caused by sudden
acceleration and heavy duty operation to
protect the Powertrain(torque converter &
transmission etc).
Breather Rubber coupling contribute to absorb vibration.
(Flywheel housing)

Breather
(Damper case)

Outer body

Engine
flywheel

Output shaft

Rubber
Cushion

Cover

Damper Oil amount : 2.1 Liters

 Scavenging Pump Oil Flow Direction

D155 D375

D275 D475
Oil tank is common
Oil tank is installed
to Steering oil case
under T/M
Torque Converter and Component Location on
Circuit Diagram
Torque Converter Control Valve
The torque converter multiplies the torque from the engine and
transmits it to the transmission. The torque converter is equipped
with a wet double-disc clutch type lockup unit and a stator clutch
unit in order to reduce fuel consumption, to increase the
operability, and to reduce captive consumption of the engine
horsepower.
Torque Converter
Control valve

Torque
Converter
Torque Converter Valve : Main Relief Valve & T/C Relief Valve
The oil from the hydraulic pump passes through the
filter and flows into chamber (B), through port (A) of the
torque converter valve, and orifice (a) of main relief
valve (1).
Torque Converter Valve : Main Relief Valve & T/C Relief Valve
When the oil pressure in the circuit exceeds the set pressure, the
oil in chamber (B) pushes piston (2), the reaction force push
spool(1) to left side to open port (A). Then port (A) connects with
port (C). The oil flows to the torque
converter from port (C).
Torque Converter Valve : Main Relief Valve & T/C Relief Valve
The oil in port (C) also flows into chamber (D) through orifice (b) of
torque converter relief valve (3) . When oil pressure in T/C exceeds
the set pressure, the oil in chamber (D) pushes piston (4),
and reaction force push torque converter relief valve (3)
to right to open port (C) and port (E). Then the oil in
port (C) is drained to the oil tank from port (E).
Torque Converter : Structure
3 Element – 1 Stage – 1 Phase

Lock-up clutch
Turbine
Lock-up
clutch piston Pump
Stator

From
Damper To T/M

Output shaft

Stator clutch
Input shaft
Stator clutch
piston

Fig. T/C for D375A-6

Torque Converter: Oil Flow
T/C Inlet port
(Max. 1.05 MPa)

T/C hydraulic circuit

T/C outlet port

(Max. 0.70 MPa)
Torque Convertor: Lock-up Clutch and Stator Clutch
Lock-Up Mode (Lock-Up “OFF”)

ON

Drive case (4) and turbine (6) are disconnected from

each other, the torque converter works as T/C.
Rear housing (9) and stator shaft (10) are connected to
each other to lock stator (11). OFF
Flow of engine power:
-Coupling (1)
-Input shaft (2), clutch housing (3), drive case (4)
and pump (5) rotate together
-T/C Oil (as a media)
-Turbine (6) and boss (7)
-Transmission input shaft (8)
Torque Convertor: Lock-up Clutch and Stator Clutch
Lock-Up Mode (Lock-Up “ON”)

OFF

Drive case (4) is connected to turbine (6) and torque

converter is locked up.
Rear housing (9) and stator shaft (10) are connected to
each other to fix stator (11). ON
Flow of engine power:
-Coupling (1)
-Input shaft (2), clutch housing (3), drive case (4)
and pump (5) rotate together
-Lockup clutch (9)
-Turbine (6) and boss (7)
-Transmission input shaft (8)
Transmission and Transmission Control valve
The transmission is a "forward 3-speed and reverse 3-
speed" transmission which consists of the planetary gear
trains and the disc clutches. Transmission selects and locks
two clutches out of the five sets of planetary gear trains and
disc clutches hydraulically by using the modulation control
valve
to select one travel direction and one gear
speed.

Transmission
Control valve

Transmission
Transmission Control : Components
To pressure detecting ports
6 7
A: 1st clutch oil pressure pickup port B D
A
B: 3rd clutch oil pressure pickup port C
C: R clutch oil pressure pickup port E
D: 2nd clutch oil pressure pickup port
E: F clutch oil pressure pickup port

E D C B A
Coin filters (5 pcs.)
(for foreign particles prevention)

1 2 3 4 5
Proportional solenoid
1: 3rd clutch 8
2: 1st clutch 9
3: Reverse clutch 6
4: 2nd clutch 10
10 9 8
5: Forward clutch 7 Fill switch
1
6: 3rd clutch
3 7: 2nd clutch
4 8: 1st clutch
2 9: Reverse clutch
5 10: Forward clutch
Forward
Powertrain: Electric Control System Flow
Powertrain Controller Clutch

feedback
Signal

ELECTRICAL

feedbac

Signal
Hydraulic

k
feedback

Mechanical

Signal

ECMV fill switch Pressure detection valve

and proportional and control valve spool
solenoid
Powertrain: Electric Control System

The powertrain controller carries

all control for power train (T/C,
T/M, Steering)

Input Signal
• Steering lever (Potentio meter)
• Gear shift switch
• Feed back signals from chassis
-Engine speed
-T/C oil pressure (In & Out)
-T/M out put shaft speed
-T/C output shaft speed
(installed for VHMS spec)

Output Signal
• T/C Lockup & Stator ECMV
• T/M (F.R.1.2.3) shift ECMV
• Steering clutch & brake ECMV
ECMV: Electronic Control Modulation Valve

Pressure test port

Fill switch

Proportional
solenoid
19
ECMV: Pressure Control Valve

Spring shim Sleeve Ball Solenoid

Pressure control valve spool

20
ECMV: Fill Switch
Fill switch

Pressure detection valve

21
ECMV: Types and Identification
Independent ECMVs are installed on the Torque Converter Valve and on the Steering and Brake.
If those ECMVs are interchanged, each function will not work properly. Pay attention to the parts
distinction ( refer to table below) whenever ECMVs are replaced.

Operated Clutches Quantity/ Stamp on Identification Pressure

unit name plate (A) color (B) control valve
T/C Stator 1 A******* Yellow Without slit
T/C Lockup 1 E******* Pink With slit
Steering Clutch & Brake 4 R******* --- Without slit

ECMV for T/C stator, Lockup ECMV for Steering clutch & brake

Caution : ECMV disassembling is prohibited to secure the quality.

ECMV: Operation (Range “A” before shifting gear)
No current is supplied to
solenoid and the ball is
fully open. Port “B” and
“T” are connected.
Solenoid
Pressure control valve is
completely pushed to valve OFF
LHS by spring.
Pump pressure is drained
from “B” to tank through
“T”, and clutch pressure is
also drained to tank. The
clutch is disengaged.

T
B Fill switch
OFF
A
23
ECMV: Operation (Range “B” During Filling)
Controller sends
command current to
solenoid, and magnetic
force pushes rod and
Solenoid
closes ball on seat.
Pressure on “B “pushes valve ON
valve to RHS, then oil
starts to fill clutch from
“P” through “A”.

Trigger (D range)
makes Fill switch B
ON one time but Fill switch
Controller does ON (Trigger)
not recognize it A P
as clutch
engaged.
24
ECMV: Operation (Range “C” Pressure Adjustment)
The magnetic force decides
the pressure in “B” by
pushing ball on seat.
Pressure control valve is Solenoid
returned to LHS to close the
valve ON
passage from pump line (P)
and balanced with LHS
pressure against to clutch
pressure and spring force.

Clutch pressure
modulation is completed.

Fill switch is
turned ON. B
Controller Fill switch ON
recognizes that (engaged)
this clutch is
engaged by the P
2nd ON signal.
25
Transmission Assembly
 Gear speed, clutch combination
Gear (R) (F) (3rd) (2nd) (1st)
(Reverse) (Forward) (3rd) (2nd) speed
F-1st
F-2nd
F-3rd
Neutral
(1st) R-1st
R-2nd
R-3rd

* Clutch pack of pre-set

Output speed is filled with low
pressure oil (0.3MPa) .
shaft
Input
shaft * Max. pressure
No. of plate s & discs at Hi-idling
Clutch No No. of No. of Clutch
plates discs pressure
No.1 (R) 6 6 2.87 MPa
No.2 (F) 5 6 2.87 Mpa
No.3 (3rd) 4 4 2.87 MPa
No.4 (2nd) 3 3 2.87 MPa
No.5 (1st) 5 6 2.35 MPa
 Forward 1st gear
“F” clutch ring gear and “1st”clutch gear are locked.
(Reverse) (Forward) (3rd) (2nd) Power from T/C output

Input shaft

F clutch sun gear

(1st)
F clutch planetary pinion

Output F clutch and 3rd carrier

shaft
3rd planetary pinion

3rd ring gear

Input
shaft 2nd carrier
3rd sun gear
2nd planetary pinion

2nd ring gear

1st clutch gear

Output shaft
 Forward 2nd gear
“F” clutch ring gear and “2nd”Clutch ring gear are locked.
(Reverse) (Forward) (3rd) (2nd) Power from T/C output

Input shaft

F clutch sun gear

(1st)
F clutch planetary pinion

Output F clutch and 3rd carrier

shaft
3rd planetary pinion

3rd ring gear

Input
shaft 2nd carrier
3rd sun gear
2nd planetary pinion

2nd sun gear

Output shaft
 Forward 3rd gear
“F” clutch ring gear and “3rd ”Clutch ring gear are locked.
(Reverse) (Forward) (3rd) (2nd) Power from T/C output

Input shaft

F clutch sun gear

(1st)
F clutch planetary pinion

Output F clutch and 3rd carrier

shaft
3rd planetary pinion

3rd sun gear

Input
shaft Output shaft
D375A-6 Drawbar Pull Curve
T/M output shaft speed = Travel speed X 162
3.40km/h 6.61km/h
[550rpm] [1071rpm] <shift point>
Speed :km/h
2.53km/h 5.60km/h 8.33km/h [T/M output speed]
[410rpm] [908rpm] [1350rpm]

F1T/C F1L/U F2T/C F2L/U F3T/C F3L/U

<others>
To prevent overrun on downhill,
Switch direct L/U range to T/C range
Faster than the following T/M out speed
[F1:683rpm/R1:890rpm]
[F2:1261rpm/R2:1642rpm]
[F3:2200rpm/R3:2861rpm]

blade load decreases

→travel speed increases
:Direct L/U range
:T/C range
 T/M output shaft speed sensor and its access
T/M output T/C output shaft for T/M output speed
shaft speed sensor sensor
T/C output speed
sensor

T/C
T/M

T/M
T/C

Purpose of sensors:
Check the speed ratio difference T/C
output and T/M output in order to
detect slipping of T/M clutches.
When slipping ratio is more than the
criteria, say more than 500rpm for
5 secs. from finishing modulation,
error code [15E0MW] is shown .
Pinion gear
Bevel gear T/M output speed = T/M input speed X T/M reduction ratio
(T/C Input speed)
 Steering Clutch & Brake
Output shaft Bevel gear shaft Output shaft

Bevel gear
LHS LHS RHS RHS
Steering Steering Steering Steering
Brake Clutch Clutch Brake
Steering ECMV & Disk/Plate control

Open

Open
Open
Close
Close

Close
Close

Close
Close
 Steering Clutch & Brake(Cut-away model)
Steering brake Steering clutch

Rotating portion

Fixed
portion

To Output
shaft From Bevel
shaft
 Brake & Steering control
PCCS lever
(steering, forward- Position of levers and pedals
reverse, gear shift) [1] : Neutral
[2] : Forward straight travel
Power train controller [3] : Reverse straight travel
Parking brake lever [4] : Left S/T clutch OFF
Parking limit
Brake pedal switch [5] : Left S/T clutch
OFF & S/T brake ON [6] : Right S/T clutch
OFF [7] : Right S/T
clutch OFF & S/T brake ON [8] : Brake
“Released” [9] :
Brake “ON”
Steering ECMV [10] : Parking brake “Free”
(Clutch, brake) [11] : Parking brake “Lock”

Activation of brake
Press brake pedal

Brake signal is sent from potentiometer to

power train controller

Command signal is send to Brake ECMV

Potentiometer * Brake rod is installed as emergency
Brake rod
brake operation device, and it is operated
only when brake pedal depressed fully.

Brake ECMV
 Valves for Steering and Brake control
RHS LHS
The Sensors monitor the machine operating Clutch 　 Clutch 　
conditions, and electronically controls steering ECMV ECMV
clutches Sudden braking
and brakes depending on type of job, such as prevention In line
load during dozing, valve Filter
incline angle of slope, to providing smooth and
ease of operation by reducing
counter-steering on downhill travel etc.
Parking brake valve
Steering and Brake Control
RHS Clutch LHS Clutch

LHS RHS
Brake 　 Brake 　
ECMV ECMV

Parking brake valve

LHS Brake RHS Brake

Steering & Brake ECMV : 17A-22-46401

 Brake Pedal & Parking Brake Linkage
To Parking brake lever

To brake pedal

Parking brake
valve
 Parking brake valve
“Parking “ -> Brake pedal is “Released”, and Parking brake lever is in “LOCK” position.
L.H. and R.H. clutches are “Engaged”, L.H. and R.H. brake are “Applied”
When the parking
brake lever is set to the
“LOCK” position, spool
(1) is moved to the left
to connect ports (A) &
(B) to port (C).

The oil pressure in the

port behind the brake
piston continues to
decrease, then brake is
fully “applied” and
kept.

When engine is start

again, since port (A)
and (B) are connected
to (C), brake is kept
“applied”.
 Parking brake valve
“Free “ -> Brake pedal is “Released”, and Parking brake lever is in “FREE” position.
L.H. and R.H. clutches are “Engaged”, L.H. and R.H. brake are “Released”
When the parking
brake lever is moved to
“FREE” position, spool
(1) moved to the right
to disconnect port (A)
and (B) from (C). Then
the oil from brake
ECMV flows to the port
behind brake piston
and brake is
“Released”
Straight travel : PCCS lever “Neutral”, brake pedal “Released”

LH Brake: LH Clutch:
ECMV ON ECMV OFF

LH Brake: LH Clutch:
OFF ON
Gradually left turn : PCCS lever “Halfway turn to LHS”, brake pedal “Released”

LH Brake: LH Clutch:
ECMV ON ECMV ON

LH Brake: LH Clutch:
Partly ON OFF
Sharpe turn : PCCS lever “Fully turn to LHS”, brake pedal “Released”

LH Brake: LH Clutch:
ECMV OFF ECMV ON

LH Brake: LH Clutch:
ON OFF
Stop: PCCS lever “Neutral”, brake pedal “Depressed”

LH Brake: LH Clutch:
ECMV OFF ECMV OFF

LH Brake: LH Clutch:
ON ON
 Pitch angle sensor (Inclinometer)
Cab floor Forward

Inclinometer

Uphill travel

deg
Steering brake & clutch control by conditions
Steering Clutch & Brake timing map (Lever
stroke & ECMV current) are variably
controlled by P/T controller.
Working conditions are monitored as below

1. Slope angle : Inclinometer

2. Work Load : Engine speed sensor and
(%)
T/C output speed sensor
-> Load is calculated based on T/C efficiency curve.

Normal condition (No load, Flat ground)

3.0 Brake OFF Clutch OFF

Brake Clutch
2.5 OFF Turning range OFF

Pressure (MPa)
(Variable brake)
2.0

1.5

1.0

0.5

0 20 40 60 80 100
(%) Clutch ON Lever Stroke (mm) Brake ON

Standard map = Clutch OFF at first, then Brake

Steering brake & clutch control by conditions
Normal condition (No load, Flat ground)
BrakeOFF
Brake OFF Clutch
Clutch OFFOFF
3.0

2.5
Pressure (MPa)

Turning range
2.0 (Variable brake)

1.5

1.0

0.5

0 20 40 60 80 100
Clutch
Clutch ON
ON Lever Stroke (%)
(mm) Brake ONON
Brake

Standard map = Clutch OFF at first, then Brake ON

Steering brake & clutch control by conditions
Dozing or Uphill Traveling
Brake OFF Clutch OFF
3.0

2.5
Light load Heavy load
Pressure (MPa)

Slight slope Steep slope

2.0

1.5

1.0

0.5

0 20 40 60 80 100
Clutch ON Lever Stroke (%)
(mm) Brake ON
According to load or slope, timing delay of Clutch
OFF and Brake ON to prevent drop in torque output.
Steering brake & clutch control by conditions
Downhill Traveling
Brake OFF Clutch OFF
3.0

2.5
Pressure (MPa)

2.0
Slope angle
(6 deg and more)
1.5

1.0
Slope angle
0.5 (23 deg and more)

0 20 40 60 80 100
Clutch ON Lever Stroke (%)
(mm) Brake ON
Timing of Clutch OFF and Brake ON is overwrap to prevent
cross steering (turn opposite side of lever direction)
 Sudden stop prevention valve
When traveling normal

Brake ECMV
“ON”

Sudden
Brake
Prevention
Solenoid
“ON”

Brake released

The sudden stop prevention valve is installed to prevent the machine from
stopping suddenly when an abnormality takes place in the electric system.
Sudden stop prevention valve (1) is installed in the drain circuit of the brake ECMV.
And when brake is activated (traveling), sudden brake prevention valve is also “ON”.
Drain line (DR) is fully opened and connected in case drain from B to dr1.
 Sudden stop prevention valve
Electric Problem occurred in Brake ECMV

Brake ECMV
“Disconnection”

Sudden Brake
Prevention
Solenoid
“De-energized”

Brake Semi-released

If an abnormality takes place in the brake ECMV coil (2) and de-energized, coil (3) of
the sudden stop prevention valve (1) is also de-energized. Then, the oil in port (DR)
is drained through orifice (a) so that the brake is applied gradually.
Pressure of port (DR) does not drop suddenly.
The brake is partially activated to make operator realize some abnormal situation.
Operator will stop the machine by brake pedal, and put lever in “N”.
Gear shift mode selector switch

Shifts up and down automatically This mode is effective when load is easy SSC mode
according to the load and operates to fluctuate because the conventional
using a lock-up mechanism. torque converter is used.
Pre-Set Mode (Automatic Mode)
AUTO F1 – R1
Shift up Shift down

AUTO F1 – R2
Shift up Shift down

AUTO F2 – R2
Shift up Shift down

Shift up button AUTO F2 – R3L

Shift down button You can shift up

F3L – R3L
after shifting to “F” or “R”.
Neutral position When shifting F3L or R3L speed range of T/M is
3rd. But Engine speed is controlled lower. So
Max. travel speed is limited.

Auto shift up and shift down

 Automatic Shift Mode
Example : Pre-set mode F2-R2

Auto shift up and shift down

Auto shift up and shift down

Pre-Set Mode (Manual Mode)

F1 – R1
Shift up Shift down

F1 – R2
Shift up Shift down

F2 – R2
You can shift up

Shift up button F3 – R3
after shifting to “F” or “R”.

Shift down button

N position
Auto shift down only
 Manual Shift Mode
Example : Pre-set mode F2-R2

Auto shift down only

Auto shift down only

Pre-Set Mode (SSC Mode)

F1 – R1
Shift up Shift down

F1 – R2
You can shift up

F1 – R2
after shifting to “F” or “R”.

Shift up button

Shift down button

N position
Auto shift down only
 Automatic mode Manual mode SSC mode
P mode E mode P mode E mode P mode E mode
Pre-set
mode

Press UP switch Press DOWN switch Press UP switch Press DOWN switch Press UP switch Press DOWN switch

Press UP switch Press DOWN switch Press UP switch Press DOWN switch

Auto shift
Pressup and shift
UP switch down
Press DOWN switch Auto shift down

Auto shift up and shift down Auto shift down only

 Operation of Multiple Mode (Option)
P mode or E mode ＋ Shoe slip control mode

Forward

Lower

PCCS Lever: N Tilt in

Shift to Forward
P mode or E mode

Ripper lever
(Lower or Tilt in) Ripper
SSC mode
 Shoe Slip Control System

T/M output speed

sensor
Acceleration Sensor

Detect actual Theoretical vehicle speed

vehicle speed (calculated from T/M
output speed)
P/T controller

Theoretical Actual
Shoe Slip －
speed speed
Ratio (%) ＝ X 100
Theoretical speed
25 %

Engine speed is lowered to prevent

Engine wasteful shoe slipping
controller
 Operation of Shoe Slip Control
SSC Mode
Automatically switch to Manual Mode
selection
- T/M Shift : F1
Rock selection - Applicable working type : Ripping
mode
When SSC Switch is “ON”, Rock selection mode is automatically
set to [3], so ripping operation is started with Mode [3].

- If Shop slip ratio is too high  Select mode [4[ or [5]

- If Shop slip ratio is low, and lack of power  Select mode [2] or [1]

After the travel control lever is set to [F1], SSC starts when ripper lever is operated to LOWER or TILT.
And SSC is immediately cancelled when blade lever is operated.
Even when the operation alternates between dozing and ripping, there is no need to turn the SSC switch
ON or OFF.

When shoe slip occurs during

ripping operations, engine speed
Raise goes down. If ripper lever is operated
to TILT IN or RAISE, engine speed
rises (output is increased) to make it
easier to carry out ripping for
breaking the hard rock.

Tilt in
Recommended Mode Selection Combination