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Global Manpower Development

797F off-highway truck


Power train
Module 6 - Text Reference

SERV1872

797F Off-Highway Truck


Module 6 - Power Train
Text Reference

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© 2009 Caterpillar Inc.


Caterpillar: Confidential Yellow
SERV1872 - 11/09 -2- Module 6 - Power Train

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2_1

INTRODUCTION

• Power train components: The 797F power train is equipped with an Electronic Clutch Pressure Control (ECPC)
transmission (1), which is electronically controlled and hydraulically operated.
1. ECPC transmission
2. Transmission charge / torque A two-section transmission charge / torque converter scavenge pump (2) on the
converter scavenge pump left side of the torque converter (3) sends oil through the transmission oil filter
3. Torque converter (4) to the transmission control valve (5), and also pulls oil from the transmission
sump and sends the oil to the torque converter. A two-section torque converter
4. Transmission oil filter charge / transmission lube pump (6) on the right side of the torque converter sends
5. Transmission control valve oil through the torque converter oil filter (7) to the torque converter and sends oil to
6. Torque converter charge / the transmission for lubrication.
transmission lube
7. Torque converter oil filter Power flows from the engine through the torque converter and drive shaft (8) to the
transmission.
8. Drive shaft
9. Power train oil cooler The ECPC transmission is a power shift planetary design which contains seven
hydraulically engaged clutches. The transmission provides seven FORWARD
speeds and one REVERSE speed. From the transmission, power is transferred to
the differential and final drives.

The power train oil cooler (9) is located inside the left frame rail.

© 2009 Caterpillar Inc.


SERV1872 - 11/09 -3- Module 6 - Power Train

POWER TRAIN SCHEMATIC


(17)
Transmission
Main Relief Valve

4
(14) T / C Inlet
Relief Valve (13) (25) (8) Transmission
Torque Converter Transmission Sump
(26) Lockup Clutch Modulating Valves
Control Valve

(19) Bypass Orifice

5 1

(27)
Transmission 5 3
(15)
T/C Oil Filter Oil Filter
Bypass Switch Bypass Switch

(18) T / C Outlet
Relief Valve
6 2
(22) T / C
Screen Bypass (11) (24)
Switch (12) Transmission
T / C Oil Filter
Pump Oil Filter 6
Drive

(5)
Transmission
Charge Pump
7 3
(23)
(20)
(10) T / C Outlet
Transmission /
Baffle Temperature
TC Oil Cooler
Sensor

(28) (32) Engine Speed Sensor


(29) Trans Oil
(1) T / C Temp Sensor (35) Transmission Output
Transmission
Sump Speed Sensors (2)
Lube (30)
(2) Screen (3) Manifold Relief Valve Trans Lube (33) Transmission Input
Press Sensor Speed Sensor
(31) Transmission
(34) Transmission Intermediate
Oil Level Sensor
(38) Speed Sensor (36) Inputs (37) Outputs
(21) Rear Box
(6) Front Box Lube
(7) TC (4) Lube (9)
Scavenge TC Transmission
Magnetic
Pump Charge Lube Pump
Screen
Pump
(8) Transmission
Sump (16) Transmission ECM

3_1
• Power train hydraulic schematic This illustration shows the power train hydraulic components and the electronic
control system components with the transmission in NEUTRAL. Oil is drawn from
the torque converter housing sump (1) through a screen (2), and a manifold (3), by
the torque converter charging pump (4), the transmission charging pump (5), and the
transmission lube pump (6). The torque converter scavenge pump (7) pulls oil from
the transmission sump (8) through a magnetic screen (9) and sends the oil to the
baffle (10) in the torque converter sump.

• Torque converter charging pump The torque converter charging pump sends oil through the torque converter oil
filter (11) to the pump drive (12), the torque converter (13), and the torque converter
inlet relief valve (14). The torque converter filter base includes a bypass switch (15)
that sends a signal to the Transmission ECM (16) indicating if the filter is plugged.
The torque converter receives an additional oil supply from the transmission main
relief valve (17). The torque converter inlet relief valve limits oil pressure to the
torque converter.

•T
 orque converter outlet relief Oil flows from the torque converter to the torque converter outlet relief valve (18) and
valve and bypass orifice the bypass orifice (19). The bypass orifice allows the outlet relief valve to maintain a
constant pressure in the torque converter and reduce torque converter pressure
spikes.

© 2009 Caterpillar Inc.


SERV1872 - 11/09 -4- Module 6 - Power Train

•T
 ransmission / torque converter From the outlet relief valve, the combination of orificed and relieved oil flows through
cooler the torque converter screen to the transmission / torque converter cooler (20) and to
the magnetic screen (2) in the torque converter sump. The torque converter screen
housing has a bypass switch (22) installed. Cooled oil flows to torque converter
sump and the transmission lube pump.

•T
 orque converter outlet The torque converter supply is monitored by the torque converter outlet temperature
temperature sensor sensor (23).

• Transmission charging pump The transmission charging pump sends oil through the transmission oil filter (24) to
the modulation valves (25), the transmission main relief valve, and the lockup clutch
control valve (26). The transmission filter base includes a bypass switch (27) that
sends a signal to Transmission ECM indicating if the filter is plugged.

•E
 ngine running / transmission in With the engine running and the transmission in NEUTRAL, current is sent from the
NEUTRAL Transmission ECM to the clutch No. 2 modulation valve. The spool in the modulation
valve shifts and oil is directed to Clutch No. 2. At this time, neither directional clutch
is energized.

•T
 ransmission oil temperature The transmission oil temperature sensor (28) sends a signal to the Transmission
sensor ECM indicating transmission oil temperature.

• Transmission main relief valve The transmission main relief valve limits the oil pressure to the modulation valves
and the lockup clutch valve.

• Transmission lube relief valve The transmission lube pump oil is sent to the transmission for gear and bearing
lubrication. Lube pressure is limited by the transmission lube relief valve (29). Also
located near the lube relief valve is the transmission lube relief pressure sensor (30),
which sends a signal to the Transmission ECM indicating transmission lube
pressure.

• Transmission oil level sensor The transmission oil level sensor (31), located the in torque converter housing,sends
a signal to the Transmission ECM indicating the torque converter and transmission
oil level.

• Speed sensors The Transmission ECM also receives speed signals from the engine speed
sensor (32), the transmission input speed sensor (33), the transmission intermediate
speed sensor (34), and the transmission output speed sensors (35).

© 2009 Caterpillar Inc.


SERV1872 - 11/09 -5- Module 6 - Power Train

797F TRANSMISSION ELECTRONIC CONTROL SYSTEM


(01) A4:M1 Transmission ECM

(02) CAT Data Link (03) CAN Data Link

OUTPUT COMPONENTS

(04) Requested (25) Machine


Gear Command (14) ECM Location 0 (Ground)
Operation State
(15) ECM Location 1 (Ground)
(05 Engine Speed Sensor
(16) ECM Location 2 (Open) (26)
Modulating Valve
(06) Transmission Input (17) ECM Enable (Ground) Solenoid No. 1
Speed Sensor
(18) Transmission Control (27)
(07) Transmission Intermediate
Inlet Temperature Sensor Modulating Valve
Speed Sensor
Solenoid No. 2
(08) Transmission Output (19) Torque Converter Outlet
Speed Sensor No. 1 Oil Temperature Sensor (28)
Modulating Valve
(09) Transmission Output Solenoid No. 3
Speed Sensor No. 2 (20) Keystart Switch
(29)
(10) Torque Converter Charge Modulating Valve
Filter Bypass Switch (21) Transmission Lube
Solenoid No. 4
Oil Pressure Sensor
(11) Torque Converter Screen (30)
Bypass Switch (22) Solenoid
Modulating Valve
Proportional Return
Solenoid No. 5
(12) Transmission Charge Feedback #1, 4, T/C
Filter Bypass Switch (31)
(23)
(13) Transmission Solenoid Proportional Return Modulating Valve
Oil Level Sensor Feedback #2, 5, 7 Solenoid No. 6
Torque Converter Sump
(24) (32)
Solenoid Proportional Return Modulating Valve
Feedback #3, 6 Solenoid No. 7

(33)
Torque Converter
Lockup
Clutch Solenoid

5_1
•T
 ransmission electronic control This illustration shows the input and output components in the transmission electronic
system control system.

The ECPC transmission is electronically controlled and hydraulically operated. The


Transmission ECM (1) receives inputs from various sensors and switches located on
the machine and engine. The ECM analyzes the inputs and engages the appropriate
modulating valve(s) that control the oil flow to the specific clutch(s).

• A4:M1 Transmission ECM The A4:M1 Transmission ECM is located behind the front panel of the cab and
contains two 70 pin connectors.

• Location code inputs To enable the Transmission ECM, all three of the appropriate location code inputs
must be grounded to run. When the ECM has J1-26, J1-27, and J1-32 pins grounded,
the monitoring system recognizes the Transmission ECM.

•P
 roportional return feedback The proportional return feedback inputs to the Transmission ECM are used by to
inputs warn the ECM of a problem with the solenoid coil or a harness problem. If one of the
solenoids return loses its path to the Transmission ECM, the ECM will receive a
PWM input to the ECM. If a return to ECM for one of the solenoid (modulating)
valves is open, the ECM has no way to determine an OPEN. With an open to one of
the solenoid valve returns, the transmission shift strategy will not allow the
Transmission ECM to engage any gear that is related to a solenoid valve with a lost
solenoid return.

© 2009 Caterpillar Inc.


SERV1872 - 11/09 -6- Module 6 - Power Train

TRANSMISSION
FEATURES CONTROLLED BY TRANSMISSION ECM
- Transmission Shifting - Anti-Hunt
- Engine Overspeed Protection - Direction Shift Management
- Neutral Coast Inhibiting - Shift Counter
- Fail In Gear Protection - Top Gear Limit
- Control Throttle Shifting (CTS) - Torque Converter lockup
- Reverse Shift Inhibiting

6_1
•F
 unctions controlled by the Besides controlling the Transmission Shifting and Torque Converter Lockup, the
Transmission ECM Transmission ECM also controls other functions as shown above, such as Control
Throttle Shifting (CTS), Directional Shift Management, and Top Gear Limit. There
are several programmable parameters available with the Transmission ECM.

NOTE: Refer to the Transmission Electronic Control System Operation,


Troubleshooting, Testing, and Adjusting Manual (KENR8394) for more
information on the additional Transmission ECM functions and programmable
parameters.

© 2009 Caterpillar Inc.


SERV1872 - 11/09 -7- Module 6 - Power Train

7_1

Power Train Components

• Engine speed sensor (arrow) This illustration shows the engine speed sensor (arrow) which is located near the
rear of the engine on the left side. The engine speed sensor sends an input to the
Transmission ECM indicating engine speed. The ECM uses the engine speed and
transmission input speed information to calculate lockup clutch slip time.

© 2009 Caterpillar Inc.


SERV1872 - 11/09 -8- Module 6 - Power Train

8_1
•T
 ransmission input speed sensor The transmission input speed sensor (arrow) is located on the top of the torque
(arrow) converter housing.

The transmission input speed sensor sends an input to the Transmission ECM
indicating torque converter output speed.

The ECM uses torque converter output speed information to confirm that the
transmission output speed is correct if one of the transmission output speed sensors
fail. Transmission input and output speed are also used also to calculate transmission
slip time.

NOTE: The transmission intermediate speed sensor (located inside the


transmission) does not provide functionality for transmission control or active
diagnostics at the time of publication.

© 2009 Caterpillar Inc.


SERV1872 - 11/09 -9- Module 6 - Power Train

9_1
•T
 ransmission output speed This illustration shows the cover removed from the differential which allows access
sensors (arrows) to the differential components. The transmission output speed (TOS)
sensors (arrows) are located in the differential.

The TOS sensors send a signal to the Transmission ECM indicating the transmission
output speed. Based on the inputs from the TOS sensors, the ECM determines
when the transmission needs to be shifted. Transmission input and output speed
are also used to calculate transmission slip time as previously discussed. The TOS
speed sensors are installed so that the signal between the sensors are out of phase,
which indicates whether the truck is moving forward or in reverse.

© 2009 Caterpillar Inc.


SERV1872 - 11/09 -10- Module 6 - Power Train

13 10 12 11 1
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• Torque converter components: The torque converter provides a fluid connection that permits the engine to continue
1. Lockup clutch solenoid running with the truck stopped. In converter drive, the torque converter multiplies
torque to the transmission. At higher ground speeds, the lockup clutch solenoid (1)
2. Transmission charge / torque
engages the lockup clutch to provide direct drive.
converter scavenge pump
3. Baffle cover
The NEUTRAL and REVERSE ranges are converter drive only. FIRST SPEED
4. Torque converter charge / is converter drive below 8 km/h (5 mph) and direct drive above 8 km/h (5 mph).
transmission lube pump SECOND through SEVENTH SPEEDS are direct drive only. The torque converter is
5. Torque converter oil filter in converter drive between each shift (during clutch engagement) to provide smooth
6. Suction screen cover shifts.
7. Inlet relief valve
8. Inlet relief valve pressure tap The torque converter housing is the oil sump for the torque converter and transmission
9. Drain oil pressure (P2) tap oil supply.
10. Outlet relief valve
The transmission charge / torque converter scavenge pump (2) is mounted on the
11. Outlet relief valve pressure
left side of the torque converter. The transmission charging pump pulls oil from the
tap
manifold in the torque converter housing and sends oil to the transmission control
12. Outlet orifice pressure tap valve. The transmission scavenge pump pulls oil from the transmission sump and
13. Outlet screen cover sends the oil through a baffle (oil diffuser), located behind the baffle cover (3), to the
14. Torque converter outlet torque converter.
screen bypass switch
15. Torque converter outlet
temperature sensor
16. Torque converter oil filter
bypass switch
17. Torque converter fill tube
© 2009 Caterpillar Inc.
SERV1872 - 11/09 -11- Module 6 - Power Train

The torque converter charge / transmission lube pump is mounted on the right side of
the torque converter. The torque converter charging pump pulls oil from the manifold
in the torque converter housing and sends oil through the torque converter oil
filter (5) to the torque converter. The transmission lube pump pulls oil from the
manifold in the torque converter housing and sends oil to the transmission for gear
and bearing lubrication.

The torque converter oil filter bypass switch (16) provides an indication to the
Transmission ECM if the filter is restricted.

One end of the manifold is supplied with oil from the transmission and torque
converter oil cooler return line. The other end of the manifold is supplied with oil
drawn from the sump through a magnet and suction screen that is located behind
the suction screen cover (6).

Oil flows from the torque converter charging filter to the inlet relief valve (7). The inlet
relief valve limits the maximum pressure of the supply oil to the torque converter. If
inlet pressure is too high, excess oil is dumped directly back into the sump. Normally,
the inlet relief pressure will be higher than the outlet relief valve pressure. Oil flows
past the inlet relief valve and enters the torque converter. The torque converter inlet
relief pressure (P1) can be checked at the inlet relief valve pressure tap (8). A drain
oil pressure (P2) tap (9) is also located on the inlet relief valve and is not normally
used.

The outlet relief valve (10) maintains a minimum pressure inside the torque converter
to keep the torque converter full of oil and prevent cavitation. The outlet relief
pressure can be checked at the outlet relief valve pressure tap (11). Oil pressure
on the cooler side of the outlet orifice can be checked at the outlet orifice pressure
tap (12) and is not normally used. Oil from the torque converter outlet relief valve
and orifice flows through the torque converter outlet screen located behind the
outlet screen cover (13) to the torque converter and transmission oil cooler (not
shown). The torque converter outlet screen bypass switch (14) sends a signal to the
Transmission ECM when the screen is restricted.

The torque converter outlet temperature sensor (15) sends a signal to the
Transmission ECM indicating the torque converter outlet temperature.

The torque converter fill tube (17) is also located on the rear of the torque
converter.

© 2009 Caterpillar Inc.


SERV1872 - 11/09 -12- Module 6 - Power Train

3
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• Side of torque converter: The sight gauges (1) are located on the left side of the torque converter sump.

1. Sight gauges The transmission oil level switch (2) sends a signal to the Transmission ECM
2. Transmission oil level switch indicating the oil level in the torque converter sump.
3. Hot torque converter oil level
switch The hot torque converter oil level switch (3) and the cold torque converter oil level
switch (4) are also located on the left side of the torque converter sump. The torque
4. Cold torque converter oil level
converter oil level switches provide a torque converter oil level indication to the cold
switch
and hot torque converter indicators on the Caterpillar Fast Fill Panel.

© 2009 Caterpillar Inc.


SERV1872 - 11/09 -13- Module 6 - Power Train

LOCKUP CLUTCH MODULATING VALVE


TORQUE CONVERTER DRIVE

(4) Lockup Clutch


Pressure Tap

(1)
Proportional
Solenoid (3)
Transmission
Charging Pump
(2) Lockup Clutch

13_1
•L
 ockup clutch modulating valve - The torque converter lockup clutch modulating valve contains a proportional
Torque converter drive solenoid (1) that receives a signal from the Transmission ECM to engage and release
the torque converter lockup clutch.

In this illustration, the lockup clutch modulating valve is shown with no current
signal applied to the solenoid (TORQUE CONVERTER DRIVE or NEUTRAL). The
Transmission ECM controls the rate of oil flow through the lockup clutch modulating
valve to the lockup clutch (2) by changing the signal current strength to the solenoid.
With no current signal applied to the solenoid, the transmission modulating valve is
DE-ENERGIZED and oil flow to the clutch is blocked.

Transmission charging pump (3) oil flows into the valve body around the valve spool
and into a drilled passage in the center of the valve spool. The oil flows through the
drilled passage and orifice to the left side of the valve spool to a drain orifice. Since
there is no force acting on the pin assembly to hold the ball against the drain orifice,
the oil flows through the spool and the drain orifice past the ball to the tank.

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

© 2009 Caterpillar Inc.


SERV1872 - 11/09 -14- Module 6 - Power Train

LOCKUP CLUTCH MODULATING VALVE


DIRECT DRIVE
(4) Lockup Clutch
Pressure Tap

(1)
Proportional
Solenoid (3)
Transmission
Charging Pump
(2) Lockup Clutch

14_1
•L
 ockup clutch modulating valve - In this illustration, the lockup clutch modulating valve is shown with a maximum
Direct drive current signal commanded to the proportional solenoid (1). When the modulation
cycle stops, the Transmission ECM sends the maximum specified current signal to
fully engage the lockup clutch (DIRECT DRIVE).

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

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

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

NOTE: The lockup clutch valve is calibrated with Cat ET by selecting the
transmission clutch engagement pressure calibration option.

© 2009 Caterpillar Inc.


SERV1872 - 11/09 -15- Module 6 - Power Train

15_1
•T
 orque converter and transmission Oil from the torque converter outlet screen flows through the torque converter and
oil cooler (arrow) transmission oil cooler (arrow) to the torque converter sump. The oil cooler cools the
oil flowing to the torque converter sump.

© 2009 Caterpillar Inc.


SERV1872 - 11/09 -16- Module 6 - Power Train

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3 6

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• Left side of transmission: The torque converter scavenge pump pulls oil from the transmission sump (1) at the
bottom of the transmission through the magnetic scavenge screens located below
1. Transmission sump the scavenge screen cover (2). The magnetic screens should always be checked for
2. Scavenge screen cover debris if a problem with the transmission is suspected.
3. Inlet port Oil from the transmission charging pump flows through the inlet port (3) to the
4. Transmission oil filter transmission oil filter (4). Oil flows through the oil filter to the transmission modulating
5. Transmission valve cover valves located below the transmission valve cover (5). When the modulating valve
solenoids are energized by the Transmission ECM, oil flows to the transmission
6. Lube inlet port clutches.
7. Differential valve
8. Hose An oil filter bypass switch (not visible) is located on the top of the transmission oil filter
housing. The bypass switch informs the Transmission ECM if the filter is restricted.

Oil flows from the transmission lube pump through the lube inlet port (6) to the
transmission lube manifold and differential valve (7). Oil flows through the lube valve
to the rear transmission module and through the hose (8) to the front transmission
module. The lubrication oil is used to cool and lubricate all of the gears, bearings,
and clutches in the transmission modules.

The modulating valves for an ECPC transmission are sensitive to contamination and
require very clean oil. After any failures to a transmission, properly clean the system
and replace any contaminated modulating valves if necessary.

NOTE: For additional information about cleaning an ECPC transmission after a


failure to avoid consecutive failures, refer to the Service Magazine SEPD0918
“Procedures for Cleaning the Power Train.”

© 2009 Caterpillar Inc.


SERV1872 - 11/09 -17- Module 6 - Power Train

1
4
3

17_1
• Lube manifold valve: A transmission lube supply pressure sensor (1) and a transmission oil temperature
sensor (2) are located in the lube valve manifold (3). The sensors provide input
1. T ransmission lube supply signals to the Transmission ECM.
pressure sensor
2. Transmission oil temperature A transmission lube relief valve (not visible) is installed in the lube valve manifold.
sensor
3. Lube valve manifold Transmission lube pressure can be checked at the lube tap (4) located below the
lube manifold.
4. Transmission lube tap
5. Clutch 6 and 7 lube tap Clutch 6 and 7 lube pressure can be measured at the clutch 6 and 7 lube tap (5)
located on the bottom of the lube valve. Normally, the lube pressures will be less
than the relief valve setting. The lube pressures will be equal to the back pressure
caused by the transmission components being lubricated.

© 2009 Caterpillar Inc.


SERV1872 - 11/09 -18- Module 6 - Power Train

1 2 3 4 5 6 7 8 9

18_1
• Transmission pressure taps: The transmission pressure taps are located at the front of the transmission. The
pressure taps are accessed with the body up.
1. Main relief pressure
2. Clutch No. 7 The transmission pressure taps are:
3. Clutch No. 1
-- main relief pressure (1)
4. Converter inlet pressure
-- clutch No. 7 (2)
5. Clutch No. 4
-- clutch No. 1 (3)
6. Clutch No. 5
-- converter inlet pressure (4)
7. Clutch No. 3
-- clutch No. 4 (5)
8. Clutch No. 2
-- clutch No. 5 (6)
9. Clutch No. 6
-- clutch No. 3 (7)
-- clutch No. 2 (8)
-- clutch No. 6 (9)

© 2009 Caterpillar Inc.


SERV1872 - 11/09 -19- Module 6 - Power Train

5
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3 7

8
9 1
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2

19_1
•T
 ransmission control valve This illustration shows the transmission control valves. On the 797F truck, the
components: latching solenoid and valves have been removed. The Transmission ECM will control
the desired gear through the ECM software.
1. Inlet port
2. Outlet port If the Transmission ECM detects a problem within the control valve hardware, the
3. Clutch No. 4 solenoid valve ECM shifts the transmission to the next available gear by directing current to the
appropriate modulating valves. The modulating valves will direct transmission oil to
4. Clutch No. 5 solenoid valve engage the appropriate clutch packs for the desired speed and direction.
5. Clutch No. 6 solenoid valve
6. Clutch No. 3 solenoid valve Oil from the transmission charging pump flows into the transmission control valve
7. Clutch No. 2 solenoid valve though the inlet port (1). Oil flows from the main relief valve through the outlet
port (2) to the torque converter.
8. Clutch No. 7 solenoid valve
9. Clutch No. 1 solenoid valve The transmission control valve components are:
10. Transmission main relief
valve -- clutch No. 4 solenoid valve (3)
-- clutch No. 5 solenoid valve (4)
-- clutch No. 6 solenoid valve (5)
-- clutch No. 3 solenoid valve (6)
-- clutch No. 2 solenoid valve (7)
-- clutch No. 7 solenoid valve (8)
-- clutch No. 1 solenoid valve (9)
-- transmission main relief valve (10)

© 2009 Caterpillar Inc.


SERV1872 - 11/09 -20- Module 6 - Power Train

ENGAGEMENT OF TRANSMISSION CLUTCHES


Transmission Speed Engaged Clutches in the Transmission
SEVENTH speed FORWARD 1 and 4
SIXTH speed FORWARD 2 and 4
FIFTH speed FORWARD 1 and 5
FOURTH speed FORWARD 2 and 5
THIRD speed FORWARD 1 and 6
SECOND speed FORWARD 2 and 6
FIRST speed FORWARD 3 and 6
NEUTRAL 2
REVERSE 2 and 7

20_1
• Clutch engagement chart The table in this illustration lists the solenoids that are energized and clutches that
are engaged for each transmission speed. This table can be useful for transmission
diagnosis.

© 2009 Caterpillar Inc.


SERV1872 - 11/09 -21- Module 6 - Power Train

TRANSMISSION MAIN RELIEF VALVE

(8) Transmission Relief


Pressure Tap
(4) Check Ball (6) Adjustment
Screw

(5) Slug (2) Orifice (3) Spool


(7) Converter
(1) Transmission Inlet
Charge Pump

21_1
• Transmission main relief valve Shown is a sectional view of the transmission main relief valve. The supply oil from
the transmission charge pump (1) to the relief valve flows through an orifice (2) in the
spool (3), past a check ball (4), and enters the slug chamber. The check ball dampens
spool movement and reduces the possibility of valve chattering and pressure
fluctuations.

Oil pressure moves the slug (5) in the left end of the spool to the left and the spool
moves to the right against the spring force. The slug reduces the effective area on
which the oil pressure can act. Because of the reduced effective area, a smaller,
more sensitive spring can be used. Relief pressure will be equal to the force of
the spring on the right end of the spool. The spring force can be adjusted with the
adjustment screw (6).

© 2009 Caterpillar Inc.


SERV1872 - 11/09 -22- Module 6 - Power Train

TRANSMISSION MODULATING VALVE


NO COMMANDED SIGNAL
(11) Test Port
(8) Ball (4) Valve
(5) Orifice Spool (10) Spring

(1) Solenoid (6) Drain (3) Transmission


Orifice Charging Pump
(7) Pin (9) Tank (2) Clutch

22_1
•T
 ransmission modulating valve - In this illustration, the transmission modulation valve is shown with no current signal
No commanded signal applied to the solenoid (1). The Transmission ECM controls the rate of oil flow
through the transmission modulating valves to the clutches by changing the signal
current strength to the solenoids. With no current signal applied to the solenoid, the
transmission modulation valve is DE-ENERGIZED and oil flow to the clutch (2) is
blocked. The transmission modulation valve is located on the transmission control
valve.

Transmission charging pump (3) oil flows into the valve body around the valve
spool and into a drilled passage in the center of the valve spool (4). The oil flows
through the drilled passage and orifice (5) to the left side of the valve spool to a drain
orifice (6). Since there is no force acting on the pin (7) to hold the ball (8) against
the drain orifice, the oil flows through the spool and the drain orifice past the ball to
the tank (9).

The spring (10) located on the right side of the spool in this view holds the valve
spool to the left. The valve spool opens the passage between the clutch passage
and the tank passage and blocks the passage between the clutch passage and the
pump supply port. Oil flow to the clutch is blocked. Oil from the clutch drains to the
tank preventing clutch engagement.

© 2009 Caterpillar Inc.


SERV1872 - 11/09 -23- Module 6 - Power Train

TRANSMISSION MODULATING VALVE


COMMANDED SIGNAL BELOW MAXIMUM
(11) Test Port
(8) Ball (4) Valve
(5) Orifice Spool (10) Spring

(1) Solenoid (6) Drain (3) Transmission


Orifice Charging Pump
(7) Pin
(9) Tank (2) Clutch

23_1
•T
 ransmission modulating valve In this illustration, the modulation valve is shown with a signal to the solenoid (1) that
- Commanded signal below is below the maximum current. Clutch engagement begins when the Transmission
maximum ECM sends an initial current signal to ENERGIZE the solenoid. The amount of
command current signal is proportional to the desired pressure that is applied to the
clutch during each stage of the engagement and disengagement cycle.

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

The position of the ball (8) against the orifice (5) begins to block the drain passage
of the oil flow from the left side of the valve spool (4) to the tank (9). This partial
restriction causes the pressure at the left end of the valve spool to increase. The oil
pressure moves the valve spool to the right against the spring (10). As the pressure
on the right side of the valve spool overrides the force of the spring, the valve spool
shifts to the right.

The valve spool movement starts to open a passage on the right end of the valve
spool for transmission charge pump (3) oil to fill the clutch (2). Oil also begins to fill
the spring chamber on the right end of the spool.

© 2009 Caterpillar Inc.


SERV1872 - 11/09 -24- Module 6 - Power Train

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

Once TOUCH-UP is obtained, the Transmission ECM begins a controlled increase


of the current signal to start the MODULATION cycle. The increase in the current
signal causes the ball and pin (7) to further restrict oil through the drain orifice to tank
causing a controlled movement of the spool to the right. The spool movement allows
the pressure in the clutch to increase.

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

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

© 2009 Caterpillar Inc.


SERV1872 - 11/09 -25- Module 6 - Power Train

TRANSMISSION MODULATING VALVE


COMMANDED SIGNAL AT MAXIMUM
(11) Test Port
(8) Ball (4) Valve
(5) Orifice Spool (10) Spring

(3) Transmission
(1) Solenoid (6) Drain Charging Pump
(7) Pin Orifice
(9) Tank (2) Clutch

25_1
•T
 ransmission modulating valve - In this illustration, the modulating valve is shown with a maximum current signal
Commanded signal at maximum commanded to the solenoid (1). When the modulation cycle stops, the Transmission
ECM sends the maximum specified current signal to fully engage the clutch (2).

The constant current signal pushes the pin firmly against the ball (8) in the solenoid
valve. The pin (7) force against the ball blocks more oil from flowing through the
drain orifice (6). This restriction causes an increase in pressure on the left side of
the valve spool (4). The valve spool moves to the right to allow pump flow to fully
engage the clutch.

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

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

© 2009 Caterpillar Inc.


SERV1872 - 11/09 -26- Module 6 - Power Train

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

The operation of the proportional solenoids to control the engaging and releasing of
clutches is not a simple on and off cycle. The Transmission ECM varies the strength
of the current signal through a programmed cycle to control movement of the valve
spool.

The clutch pressures can be changed using Cat ET.

The actual Transmission ECM current cycle and transmission calibration will be
discussed later in this presentation.

© 2009 Caterpillar Inc.


SERV1872 - 11/09 -27- Module 6 - Power Train

POWER TRAIN SCHEMATIC


1st SPEED FORWARD
(17)
Transmission
Main Relief Valve

4
(14) T / C Inlet
Relief Valve (13) (25) (8) Transmission
Torque Converter Transmission Sump
(26) Lockup Clutch Modulating Valves
Control Valve

(19) Bypass Orifice

5 1

(27)
(15) Transmission 1
T/C Oil Filter Oil Filter
Bypass Switch Bypass Switch

(18) T / C Outlet
Relief Valve
6 2
(22) T / C
Screen Bypass (11) (24)
Switch (12) Transmission
T / C Oil Filter
Pump Oil Filter 6 3
Drive

(5)
Transmission
Charge Pump
7 3
(23)
(20)
(10) T / C Outlet
Transmission /
Baffle Temperature
TC Oil Cooler
Sensor

(28) (32) Engine Speed Sensor


(29) Trans Oil
(1) T / C Temp Sensor (35) Transmission Output
Transmission
Sump Speed Sensors (2)
Lube (30)
(2) Screen (3) Manifold Relief Valve Trans Lube (33) Transmission Input
Press Sensor Speed Sensor
(31) Transmission
(34) Transmission Intermediate
Oil Level Sensor
(38) Speed Sensor (36) Inputs (37) Outputs
(21) Rear Box
(6) Front Box Lube
(7) TC (4) Lube (9)
Scavenge TC Transmission
Magnetic
Pump Charge Lube Pump
Screen
Pump
(8) Transmission
Sump (16) Transmission ECM

27_1

Transmission System Operation

•P
 ower train schematic - FIRST When the shifting lever is in FIRST speed and the ground speed is less than
SPEED FORWARD 8 km/h (5 mph), the torque converter will be in torque converter drive. The lockup
clutch solenoid valve is de-energized, and no current is sent to the lockup clutch.
The lockup clutch solenoid will continue to be de-energized until the ground speed
increases over the default speed or the transmission is upshifted to SECOND through
SEVENTH speed.

The transmission output speed sensors determine the direction of truck travel and
also determine the ground speed.

The torque converter lockup clutch is in torque converter drive when transmission
shift lever is in the NEUTRAL or REVERSE position.

© 2009 Caterpillar Inc.


SERV1872 - 11/09 -28- Module 6 - Power Train

POWER TRAIN SCHEMATIC


LOCKUP CLUTCH ENERGIZED (17)
Transmission
Main Relief Valve

4
(14) T / C Inlet
Relief Valve (13) (25) (8) Transmission
Torque Converter Transmission Sump
(3) Lockup Clutch Modulating Valves
Control Valve

(19) Bypass Orifice

5 1

(27)
(15) Transmission 1
T/C Oil Filter Oil Filter
Bypass Switch Bypass Switch

(18) T / C Outlet
Relief Valve
6 2
(22) T / C
Screen Bypass (11) (24)
Switch (12) Transmission
T / C Oil Filter
Pump Oil Filter 6 3
Drive

(5)
Transmission
Charge Pump
7 3
(23)
(20)
(10) T / C Outlet
Transmission /
Baffle Temperature
TC Oil Cooler
Sensor

(28) (32) Engine Speed Sensor


(29) Trans Oil
(1) T / C Temp Sensor (35) Transmission Output
Transmission
Sump Speed Sensors (2)
Lube (30)
(2) Screen (3) Manifold Relief Valve Trans Lube (33) Transmission Input
Press Sensor Speed Sensor
(31) Transmission
(34) Transmission Intermediate
Oil Level Sensor
(38) Speed Sensor (36) Inputs (37) Outputs
(21) Rear Box
(6) Front Box Lube
(7) TC (4) Lube (9)
Scavenge TC Transmission
Magnetic
Pump Charge Lube Pump
Screen
Pump
(8) Transmission
Sump (16) Transmission ECM

28_1
•P
 ower train schematic - FIRST When the shifting lever is in FIRST speed and the ground speed increases above 10
SPEED FORWARD and ground km/h (6 mph), the torque converter is in direct drive. The lockup clutch solenoid
speed above 8 km/h (5 mph) valve is energized and current is directed to the lockup clutch. The torque converter
lockup clutch solenoid will continue to be energized until either the ground speed is
below 8 km/h (5 mph) or the transmission is shifting.

In this illustration, the solenoid valve for the lockup clutch will stay energized
since the truck is moving in the FORWARD direction and the speed is above
8 km/h (5 mph). In SECOND through SEVENTH speed, the lockup clutch is engaged
and the torque converter is in direct drive.

© 2009 Caterpillar Inc.


SERV1872 - 11/09 -29- Module 6 - Power Train

29_1
• Transmission calibration menu This illustration shows the transmission calibration menu in Cat ET which can be
used to perform the transmission clutch engagement pressure calibration and the
transmission fill calibration. The lockup clutch calibration can also be performed by
selecting the transmission clutch engagement pressure calibration option.

Select the calibration to be performed.

NOTE: Transmission calibration procedures must be performed as specified


in the Service Manual. ECPC transmission calibration is critical for optimum
transmission performance.

© 2009 Caterpillar Inc.


SERV1872 - 11/09 -30- Module 6 - Power Train

30_1

30_2
•C
 lutch engagement pressure Before performing the transmission clutch engagement pressure calibration, connect
calibration a 0 to 600 psi gauge to the clutch or clutches that are being calibrated.

When the clutch engagement screen appears as shown in the top illustration, all
of the boxes are selected by default. Deselect the box for the clutch or clutches
not being calibrated or tested. Leave the Lockup Clutch Engagement Pressure
Calibration checked at all times.

Select the “Begin” button and follow the directions on the next screen as shown in
the bottom illustration.

When the requirements for calibration are completed, click on the “Next” button to
proceed with the calibration.

© 2009 Caterpillar Inc.


SERV1872 - 11/09 -31- Module 6 - Power Train

31_1

31_2
• Calibration in progress The top illustration shows the calibration in progress. Monitor the pressure gauge.
Use the decrement and/or increment button to adjust the pressure to the values that
are displayed on the Cat ET screen as shown in the top illustration. The values in
Cat ET will be in “kPa.” When the proper pressure valve is matched to the clutch,
click on the “Next” button.

After a successful completion of the first requested calibration, click on the “Continue”
button to go the next checked clutch.

© 2009 Caterpillar Inc.


SERV1872 - 11/09 -32- Module 6 - Power Train

32_1

32_2
• Transmission fill calibration These illustrations show the Cat ET screen that is displayed when the Transmission
Fill Calibration is selected. When the conditions on the screen are met, click on the
“Next” button to start the calibration.

The calibration software will control the engine speed and disengagement of the
appropriate clutch(s). The clutch that is being calibrated will engage and disengage
several times before the fill calibration is completed.

© 2009 Caterpillar Inc.


SERV1872 - 11/09 -33- Module 6 - Power Train

1 9
8

3 4
5
2

33_1

Rear Axle Lubrication (RAX)

• RAX main components: The 797F rear axle lubrication (RAX) system is similar to the 797B except an auxiliary
lube oil cooler (1) is now available as an option.
1. Auxiliary lube oil cooler
2. RAX drive pump The main components in the RAX lube system are:
3. RAX drive motor
-- RAX drive pump (2)
4. Three-section lube pump
-- RAX drive motor (3)
5. RAX filters
-- Three-section lube pump (4)
6. Final drive diverter solenoid
-- RAX filters (5)
7. Suction screens
-- Final drive diverter solenoid (6)
8. RAX fan bypass solenoid
-- Suction screens (7)
9. RAX cooling fan motor
-- RAX fan bypass solenoid (8)
-- RAX cooling fan motor (9)

© 2009 Caterpillar Inc.


SERV1872 - 11/09 -34- Module 6 - Power Train

797F REAR AXLE LUBRICATION


WARM OIL
(7) Brake (3) Relief Diverter
ECM (8) Final Drive Solenoid Valve
Diverter Solenoid Valve

(1) RAX
Drive
Pump

(9) Final Drive


Oil Filter (2) RAX
Drive Motor

(12) Press. (10) Diff.


Sensor Filter

(5) Suction Screen

(11) Relief (6) Suction


Valve Screen
(13) Temp.
(14) Press. Sensor
Switch

(4) Three-section Pump

(15) Final Drive (16) Diff. Hot (17) Diff. Cold


Oil Level Oil Level Oil Level

34_1
• RAX schematic Shown is a schematic of the rear axle lubrication system without the optional RAX
cooling fan. The system will provide oil flow if the engine is running even if the truck
is not moving.

The rear axle lubrication drive pump (1) provides oil flow to the rear axle lubrication
drive motor (2). A relief / diverter solenoid valve (3) controls the pressure in the rear
axle lubrication pump drive circuit.

The rear axle lubrication drive motor rotates a three-section pump (4) that provides
lubrication to the differential and final drives. The two front sections of the pump pull
oil from the rear axle housing through a suction screen (5). The rear section of the
pump pulls oil from the carrier housing through a suction screen (6) located below
the differential.

The amount of oil that flows to the differential and final drives is controlled by the
Brake ECM (7). The Brake ECM controls relief / diverter solenoid and final drive
diverter solenoid valve (8). The solenoids are energized to control the oil flow
depending on the rear axle oil temperature.

© 2009 Caterpillar Inc.


SERV1872 - 11/09 -35- Module 6 - Power Train

797F REAR AXLE LUBRICATION


RAX COOLING FAN OPTION
(7) Brake (3) Relief Diverter
ECM (8) Final Drive Solenoid Valve
Diverter Solenoid Valve

(1) RAX
Drive
Pump

(9) Final Drive


Oil Filter (2) RAX
Drive Motor
(18) RAX (10) Diff.
Lube Oil Cooler Filter

(5) Suction
(12) Press. Screen
Sensor
(19) RAX (14) Final Drive
Press. Switch (11) Relief (6) Suction
Fan Motor Screen
Valve
(13) Temp.
Sensor
(20) Brake / Chasis
Valve

(21) RAX Fan


Valve Manifold (4) Three-section Pump

(15) Final Drive (16) Diff. Hot (17) Diff. Cold


Oil Level Oil Level Oil Level

(22) Service Brake


Accumulators

35_1
• RAX lube system with cooling fan When the optional auxiliary lube oil cooler (18) is installed, oil flowing through the
final drive oil filter (9) also flows through the oil cooler to the final drives.

Oil from the brake / chassis valve (20) flows to the RAX fan valve manifold (21) which
controls the oil flow to the RAX fan motor (19).

© 2009 Caterpillar Inc.


SERV1872 - 11/09 -36- Module 6 - Power Train

7
2
36_1

RAX LUBE FAN

(1) Brake / Chasis (2) Directional (4) RAX Fan


Valve Valve Bypass Solenoid

(5) Service Brake


Accumulators

(3) RAX Fan


(7) Relief Bypass Manifold
Valve

(6) RAX
Fan Motor

36_2
• RAX fan valve manifold: The top illustration shows the location of the RAX fan valve manifold. The bottom
illustration shows a schematic of the RAX lube fan attachment with the motor
1. Brake / chassis valve rotating.
2. Directional valve
3. RAX fan valve manifold Oil from the brake / chassis valve (1) flows to the directional valve (2) in the RAX fan
valve manifold (3). When the RAX bypass solenoid (4) is de-energized by the Brake
4. RAX bypass solenoid ECM, the solenoid blocks oil from the service brake accumulators (5) from flowing to
5. Service brake accumulators the right end of the directional valve. Spring force moves the directional valve to the
6. RAX fan motor right and oil from the brake / chassis valve flows to the RAX fan motor (6) to drive
the motor.
7. Relief valve
When the RAX bypass solenoid is energized by the Brake ECM, the solenoid directs
oil from the service brake accumulators to the right end of the directional valve. Oil
pressure moves the directional valve to the left and oil from the brake / chassis valve
flows to the tank. The fan motor stops rotating.

The relief valve (7) limits the oil pressure in the RAX lube fan system.

© 2009 Caterpillar Inc.


SERV1872 - 11/09 -37- Module 6 - Power Train

1
2 3

37_1 37_2

5 6

37_3 37_4
• RAX additional components: The relief / diverter solenoid valve (1) is attached to the RAX drive motor (2). The
relief / diverter solenoid controls the pressure in the rear axle lubrication pump drive
1. Relief / diverter solenoid valve circuit.
2. RAX drive motor
3. Differential lube oil The differential lube oil temperature sensor (3) is located below the RAX drive
temperature sensor motor. The differential lube oil temperature sensor sends a signal to the Brake ECM
indicating RAX lube oil temperature.
4. Differential oil filter bypass
switch
The differential oil filter bypass switch (4) and the differential oil pressure
5. Differential oil pressure sensor (5) are installed in the differential oil filter base. The filter bypass switch
sensor informs the Brake ECM if the filter is restricted. The differential lube oil pressure
6. Final drive oil pressure switch sensor sends a signal to the Brake ECM indicating RAX lube oil pressure.
7. Final drive bypass solenoid
The final drive oil filter bypass switch (not shown) is installed in the differential oil
filter base. The filter bypass switch informs the Brake ECM if the filter is restricted.
The final drive oil pressure switch (6) informs the Brake ECM if the final oil pressure
is low.

The final drive bypass solenoid (7) controls the oil flow from the front section of the
three-section pump to the final drives.

© 2009 Caterpillar Inc.


SERV1872 - 11/09 -38- Module 6 - Power Train

REAR AXLE LUBRICATION STRATEGY


RAX Oil Temperature Relief / Diverter Drive Pump Final Drive Bypass Final Drive Oil Flow
Solenoid Solenoid
> 60°C (140°F) De-energized Full Flow De-energized Oil flows to final drive
< 60°C (140°F) > 4°C (25°F) De-energized Full Flow Energized Oil bypasses final drive
< 4°C (25° F) Energized No Flow Energized Oil bypasses final drive
< 57°C (135°F) - truck not Energized No Flow Energized Oil bypasses final drive
moving for 5 minutes or more

38_1
• RAX lube strategy This illustration shows the lubrication strategy for the rear axle. The Brake ECM
uses the RAX oil temperature and machine status, such as ground speed and engine
speed, to determine when to energize the relief / diverter solenoid and the final drive
bypass solenoid.

•R
 ear axle oil temperature above When the rear axle oil temperature is above 60°C (140°F), the relief / diverter
60°C (140°F) solenoid and the final drive bypass solenoid are de-energized. The lube pump
provides oil flow to the differential and final drive. The lube pump also scavenges the
oil from the differential reservoir so that the rotating components don’t dip in the oil,
lose energy, and churn and heat the oil. Hot oil scavenged from the bevel gear group
is pumped back to the axle housing reservoir.

•R
 ear axle oil temperature below When the rear axle oil temperature is below 60°C (140°F) and above -4°C (25°F),
60°C (140°F) and above -4°C the final drive bypass solenoid is energized and oil is not pumped to the final drives
(25°F) to avoid overfilling the final drives with cold oil. When the oil temperature is below
60°C (140°F), the cold oil causes the oil pressure to increase and some of the oil for
the oil is bypassed over the RAX drive pump relief valve. In this condition, full charge
oil flow is not achieved and lubrication of the bevel gear group components is assisted
by splash lube. Since oil is not sent to the final drives oil, the bevel gear sump
becomes overfull. The elevated level of oil in the bevel gear group reservoir allows
the bevel gear and pinion to churn the oil, causing rapid mechanical heating of the
oil. The RAX lube strategy is to get the oil in the system up to 60°C (140°F) as quick
as possible so that normal filtering of the oil and oil circulation through the final drives
can occur.

© 2009 Caterpillar Inc.


SERV1872 - 11/09 -39- Module 6 - Power Train

•R
 ear axle oil temperature below When the rear axle oil temperature is below -4°C (25°F), it is impractical to pump
-4°C (25°F) high viscosity 50 or 60 weight oil. With the rear axle oil temperature is below
-4°C (25°F), the relief / diverter solenoid is energized and the RAX lube pump is
turned off. However, the lube pump does produce minimal flow because there is
some pressure drop across the relief / diverter valve. With minimal oil flow, the bevel
gear group oil level is maintained and the components are lubricated by splash lube.
The top transmission gear is limited to FIFTH gear.

•T
 ruck not moving for 5 minutes or Anytime the truck is not moving for five minutes or more, and the oil temp is < 57°C
more (135°F), the relief / diverter solenoid is energized and the RAX lube pump is turned
off. With the lube pump OFF, oil is prevented from flowing oil under cold oil conditions,
such as when the truck may sit on the ready line idling over a weekend. It also slows
down the rate at which the rear axle cools down if the machine had previously been
in operation. Any time the truck begins moving while the oil temperature is
> -4°C (25°F), the relief / diverter solenoid is de-energized so that the RAX lube
pump is running. The transmission gear is limited to SIXTH gear for oil temperatures
> -4°C (25°F) and < 24°C (75°F). No gears are restricted above 24°C (75°F).

© 2009 Caterpillar Inc.

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