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5HM03642 140H MOTOR GRADER Operacin de Sistemas Nmero de publicacin SENR9159-04 Fecha de publicacin 2004/04/01 Fecha de actualizacin 2004/04/07

Transmission Control Valve


SMCS Code: 3073

Illustration 4

(1) Transmission control valve (2) Transmission wiring harness Transmission control valve (1) provides the proper flows and the proper pressures in order to engage the desired transmission clutches. The transmission control valve is located on the left side of the transmission case. The transmission control valve is constructed of two cast aluminum valve bodies, three cast aluminum manifolds, three steel plates, several aluminum spools, and miscellaneous steel parts.

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Illustration 5

(3) Main relief valve (4) Priority reducing valve (5) Manual modulation valve (6) Solenoid valves (7) Modulating reducing valves The transmission control valve consists of the following components: one main relief valve (3), one priority reducing valve (4), one manual modulation valve (5), wiring harness (2), eight solenoid valves (6) and eight modulating reducing valves (7)

Manifold Ports for the Transmission Control Valve

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Illustration 6

(22) Passage for clutch 2 (23) Lubrication (24) Elevated drain (25) Passage from the hydraulic pump (26) Passage to the oil cooler (27) Drain (28) Passage for clutch 8 (29) Clutch 7 at station (H) (30) Clutch 5 at station (G)

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(31) Clutch 6 at station (F) (32) Passage for clutch 4 (33) Passage for clutch 3 (34) Passage for clutch 1 (35) Pilot pressure

Main Relief Valve

Illustration 7

(1) Main relief valve (2) Passage to transmission oil cooler (3) Slug (4) Orifice (5) Spool (6) Spring (7) Adjustment screw and locknut The main relief valve is located in the top front quadrant of the inside valve body. Main relief valve (1) provides a restriction in the flow that sets the outlet pressure of the transmission pump. The oil that bypasses the main relief valve flows to transmission oil cooler line (2).

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The main relief valve (1) has a slug (3) that is connected to the outlet flow by orifice (4) that is contained in spool (5). Slug (3) creates a reaction chamber. Oil in the reaction chamber acts against a spring in order to set the pressure. Spring (6) has an external adjustment screw and a locknut (7) that varies valve pressure setting by 282 kPa (41 psi) per turn.

Priority Reducing Valve

Illustration 8

(1) Priority reducing valve (2) Passage (3) Main relief valve (4) Slug (5) Orifice (6) Spool (7) Springs The priority reducing valve is located at the top rear quadrant of the inside valve body. The priority reducing valve (1) reduces the supply pressure through passage (2) to the selector valves and solenoids. The priority reducing valve also provides priority to the selector valves and to the solenoids that are over the fill for the transmission clutch or over the modulation for the transmission clutch. The priority reducing valve (1) receives oil in parallel to main relief valve (3). Slug (4) provides a reaction chamber that is connected to the pump supply flow from the solenoid in passage (2) by

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orifice (5). The oil is contained in spool (6) and balances against the force of springs (7) in order to set the pressure. Note: There is a plug that is located in the bottom of the manifold that is for the transmission control valve. Remove the plug and install a suitable pressure gauge in order to measure the pump supply flow from the solenoid and the priority of the reducing pressure.

Manual Modulation Valve (Inching Valve)

Illustration 9

(1) Manual modulation valve (2) Connection for Push-Pull cable (3) Plunger (4) Stop (5) Piston (6) Spool (7) Springs (8) Slug (9) Adapter (10) Port for temperature sensor The manual modulation valve is located in the uppermost portion of the outermost valve body. Manual modulation valve (1) is connected to the pedal with a push pull cable (2). The manual modulation valve disengages or the manual modulation valve reduces the power that is transmitted to the drive wheels. This is accomplished by reducing the supply pressure to the directional modulating reducing valves. The modulation valve (1) consists of plunger (3), stop (4), piston (5), spool (6), springs (7), and slug (8). In order to have full pressure at the direction clutches, the transmission modulator control (pedal) must not be activated. When the engine is turned to the OFF position, the plunger has a total travel of 18.0 mm (0.71 inch). When the engine is running, the plunger has a total travel of 16.0 mm (0.63

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inch).

Illustration 10

Location of the transmission modulator control (pedal) Depressing the pedal reduces the supply pressure to the modulating reducing valve for the direction clutch. The pedal is located in the cab. Fully depressing the pedal reduces supply pressure to 0 kPa (0 psi). Slowly releasing the pedal allows supply pressure to gradually increase following pedal movement to approximately 755 kPa (110 psi). Once the pressure reaches 755 kPa (110 psi), the pressure automatically modulates to a minimum of 2085 kPa (302 psi) after approximately 0.2 seconds. A temperature sensor (10) is mounted into an adapter (9) in the manual modulation valve. Temperature sensor (10) monitors the oil temperature of the drive train.

Modulation Reducing Valve

Illustration 11

(1) Selector spool

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(2) Load piston (3) Reducing spool (4) Slug (5) Modulation orifice (6) Decay orifice (7) Springs (8) Solenoid There are eight modulation reducing valves. Four of the modulation reducing valves are located in each valve body. These four provide individual pressure control for the clutch. The modulation reducing valve consists of selector spool (1), load piston (2), reducing spool (3), slug (4), modulation orifice (5), decay orifice (6) and springs (7). Each valve provides a unique pressure for each transmission clutch through different combinations of the springs and the orifices. To pressurize a transmission clutch, solenoid (8) is energized with a 24 volt signal from the electronic control module (ECM). The ECM is activated by the transmission shift lever. This causes selector spool (1) to move toward the center of the valve. This causes load piston (2) and reducing spool (3) to move away from the center of the valve. This will allow oil from the main relief valve to pass across the reducing valve in order to fill the clutch. When the clutch is full of oil, the oil flows through modulation orifice (5) that is contained in reducing spool (3). This moves load piston (2) toward the selector spool (1), compressing the modulation spring (7) and causing the transmission clutch pressure to gradually rise. In order to disengage the transmission clutch, the solenoid is de-energized. This allows selector spool (1) to move away from the center of the valve. The selector spool connects the load piston cavity in order to drain through decay orifice (6) that is contained in the valve body. This will gradually reduce the clutch pressure.

Solenoid Valves

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Illustration 12

(1) Solenoid valve (2) Selector spool Solenoid valves (1) connect pressurized oil from the priority reducing valve to the corresponding selector spool (2). As shown, the solenoid valves are 24 volt ON/OFF poppet type valves. These poppet type valves are activated.

Table 1 Gear 8-F 7-F 6-F 5-F 4-F 3-F 2-F Solenoids (B), (D), (G) (B), (D), (E) (C), (D), (E) (B), (D), (F) (B), (G), (H) (C), (G), (H) (C), (E), (H) Clutches (1), (8), (5) (1), (8), (4) (2), (8), (4) (1), (8), (6) (1), (5), (7) (2), (5), (7) (2), (4), (7)

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1-F N P 1-R 2-R 3-R 4-R 5-R 6-R

(B), (F), (H) (D), (G) (D), (G) (A), (F), (H) (A), (E), (H) (A), (G), (H) (A), (D), (F) (A), (D), (E) (A), (D), (G)

(1), (6), (7) (8), (5) (8), (5) (3), (6), (7) (3), (4), (7) (3), (5), (7) (3), (8), (6) (3), (8), (4) (3), (8), (5)

Speed Range Selector Spools

Illustration 13

(1) Speed range selector spool (2) Solenoid (3) Solenoid

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The speed range selector spools that are located in the front lower quadrant of the inner valve bodies and the outer valve bodies are part of clutch station (D) and clutch station (H). These speed range selector spools are shown in Illustration 5. The speed range selector spools have a total travel of 6.0 mm (.24 inch) travel. Speed range selector spools (1) trigger the beginning of modulation. Speed range selector spools (1) also trigger the beginning of the decrease of the clutch pressure. The speed range selector spool also prevents the application of two speed range gears at a time. Energizing solenoid (2) causes speed range selector spool (1) to move toward the center of the valve. This blocks the flow of oil to disengaged solenoid (3). Also, this drains the supply port of disengaged solenoid (3).

Direction Selector Spools

Illustration 14

(1) Direction selector spool (2) Solenoid (3) Solenoid (4) Solenoid The direction selector spools are located in the front center region of the outer valve body. The direction selector spools are part of clutch stations (A), (B), and (C). The clutch stations are shown in Illustration 5. The direction selector spools have a total travel of 6.0 mm (0.24 inch).

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Direction selector spools (1) trigger the beginning of the modulation or the beginning of the decrease in clutch pressure. The direction selector spools also prevent the application of two direction clutches at a time. Energizing solenoid (2) causes direction selector spool (1) to move toward the center of the valve. This blocks the flow of oil to disengaged solenoid (3) and (4). Also, this drains the supply port of disengaged solenoid (3) and (4).

Speed Selector Spools

Illustration 15

(1) Speed selector spool (2) Solenoid (3) Solenoid (4) Solenoid The speed selector spools that are located in the front center region of the inner valve body are part of clutch stations (E), (F), and (G). These speed selector spools are shown in Illustration 5. The selector spools have a total travel of 6.0 mm (0.24 inch). Speed selector spools (1) trigger the beginning of modulation or the beginning of the decrease in clutch pressure. The speed clutch selector spools also prevent the application of two speed clutches at a time. Energizing solenoid (2) causes speed selector spool (1) to move toward the center of the valve. This blocks the flow of oil to disengaged solenoids (3) and (4). Also, this drains the supply port of disengaged solenoids (3) and (4).

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