d7r Solenide de Control

3DN00290 D7R TRACK-TYPE TRACTOR Operacin de Sistemas Nmero de publicacin SENR8367-11 Fecha de publicacin 2004/06/01 Fecha de actualizacin 2004/06/01 Solenoid Valves

SMCS Code: 4800-JV; 5479

Solenoid Valves for the Transmission

Illustration 31

Identification of the Solenoid Valves for the Transmission on the D10R

Page 1 of 12Copyright 1991, 2011 Caterpillar Inc. All Rights Reserved.

11/08/2011file://C:\SIS\TMP\sis141prt.html

Illustration 32

Identification of the Solenoid Valves for the Transmission on the D11R



Illustration 33

Identification of the Solenoid Valves for the Transmission on the D5M, D6M, D6R, D6R Series II, D7R, D7R Series II, and the D8R Series II



Illustration 34

Solenoid Valves for the Transmission on the D10R and the D11R

Illustration 35

Solenoid Valves for the Transmission on the D5M, D6M, D6R, D6R Series II, D7R, D7R Series II, and the D8R Series II

The transmission solenoid valves are outputs of the ECM. The ECM uses these solenoid valves to shift the transmission. The solenoids control the hydraulic circuits that modulate transmission clutch pressures. Each transmission clutch solenoid has a connector with two contacts. One contact receives a signal from one of the following connector contacts of the ECM: J1-4, J1-10, J1-17, J1-11 or J2-2. The other contact of each solenoid is connected to the return circuit of the solenoid at J1-7 and J2-3.

Note: The solenoid coils are not designed for the operation of 24 VDC directly. The ECM sends a 24 volt PWM signal at a duty cycle which provides the necessary current to the solenoid coils. Do NOT activate the coils with 24 VDC (+battery). This will cause the life of the coils to be reduced drastically. Use 12 VDC if the coils must be activated without the ECM.



The ECM applies electrical current to the appropriate transmission clutch solenoids. This is based on the operator's request from the upshift switch, the downshift switch or the transmission direction control lever. For the movement of the machine, two clutch solenoids are activated. One solenoid is activated for direction and one solenoid is activated for speed. For NEUTRAL operation, only the solenoid for the third gear clutch is activated. None of the solenoids for the direction clutch are activated while the transmission is in NEUTRAL.

Note: When the ECM is in component data display mode, a value for the current that is being sent to the solenoid is shown to service personnel. For more information, see System Operation, "Calibration Operation".

The Power Train Electronic Control System performs the function for the shifting of the transmission on two different types of transmissions. Each type of transmission has a different method of modulating the transmission clutch engagement. The two methods of modulating the clutch engagement are listed below:

Electronic Clutch Selection

Electronic Clutch Pressure Control (ECPC) Electronic Clutch Selection ( D10R and D11R )

For the Electronic Clutch Selection method, the ECM uses the transmission solenoid valves to operate hydraulic modulating valves which control transmission clutch pressures. These solenoid valves are the on/off type. However, the ECM uses a pulse width modulated signal (PWM) in order to energize the solenoid and the ECM uses a PWM signal in order to de-energize the solenoid. The ECM energizes these solenoids with a PWM signal of sufficient duty cycle. The electrical current is not modulated. The ECM de-energizes these solenoids with a PWM signal which has very little duty cycle.

Electronic Clutch Pressure Control (ECPC) for the D5M , D5N , D6M , D6N , D6R , D6R Series II , D7R , 572R , D7R Series II , 572R Series II and the D8R Series II

For the Electronic Clutch Pressure Control (ECPC), the ECM uses the transmission solenoid valves in order to modulate the oil pressure to each transmission clutch directly. The solenoid valves are the proportional type. The ECM uses a pulse width modulated signal (PWM) in order to vary the current to the solenoid. The solenoid current determines the amount of oil pressure that is applied to the clutch. The distance of travel of the plunger is proportional to the electrical current of the solenoid. The position of the plunger controls the amount of oil pressure and the amount of clutch engagement. An increase in electrical current will open the solenoid valve further. This causes an increase in oil pressure and an increase in clutch engagement.

Solenoid Valves for Steering and Braking



Illustration 36

Solenoid Valves for Steering and Braking on fingertip-control machines and electronic clutch brake machines

(1) Solenoid Valve (Parking Brake)

(2) Solenoid Valve (Right Steering Brake)

(3) Solenoid Valve (Right Steering Clutch)

(4) Solenoid Valve (Secondary Brake)

(5) Solenoid Valve (Left Steering Brake)

(6) Solenoid Valve (Left Steering Clutch)

Illustration 37



Solenoid Valves for Steering and Braking on finger tip control machines and electronic clutch brake machines for the M series track-type tractor

(1) Solenoid Valve (Parking Brake)

(2) Solenoid Valve (Left Brake).

(3) Solenoid Valve (Left Clutch)

(4) Solenoid Valve (Secondary Brake)

(5) Solenoid Valve (Right Brake)

(6) Solenoid Valve (Right Clutch)

Note: During normal operation, the solenoid valves for the parking brake (1) and the solenoid valves for the secondary brake (4) are not controlled by the ECM. These solenoid valves are controlled by the parking brake switch and the service brake pedal switch.

Solenoid Valve (Left Steering Clutch)

Solenoid Valve (Right Steering Clutch)

Illustration 38

Solenoid valves for the left steering clutch and the right steering clutch

The solenoid valves for the left steering clutch and the right steering clutch are outputs of the ECM. The ECM uses these solenoid valves to steer the machine. The solenoids control the amount of oil pressure that is applied to the corresponding steering clutch. Each solenoid for the steering clutches has a connector with two contacts.

One contact receives a signal from the corresponding J1-12 or J1-18 connector contact of the ECM. The other contact of each solenoid is connected to the return circuit of the solenoid at J1-7 and J2-3.

Note: The solenoid coils are not designed for the operation of 24 VDC directly. The ECM sends a 24



volt PWM signal at a duty cycle which provides the necessary current to the solenoid coils. Do NOT activate the coils with 24 VDC (+battery). This will cause the life of the coils to be reduced drastically. Use 12 VDC if the coils must be activated without the ECM.

The solenoids are the proportional type. The ECM uses a pulse width modulated signal (PWM) in order to vary the current to the solenoid. The distance of travel of the plunger is proportional to the electrical current that is sent by the ECM. The position of the plunger controls the amount of oil pressure and the amount of clutch engagement. A DECREASE in electrical current causes a decrease in oil pressure which DECREASES the clutch engagement.

The operator selects the amount of clutch disengagement with the steering levers of the finger tip control. As the steering lever is pulled, the clutch is disengaged more. The steering of the machine will be in the direction that has the most clutch disengagement.

Note: Machines that have differential steering do not use solenoid valves for the left steering clutch and the right steering clutch. There are no steering clutches on machines that have differential steering. Only brake solenoids are used on machines with differential steering .


Solenoid Valve (Left Brake)

Solenoid Valve (Right Brake)

Illustration 39

Solenoid valve for the left steering brake and the right steering brake

The left and right brake solenoid valves are outputs of the ECM. The ECM uses these solenoid valves for braking and steering of the machine. The solenoids control the amount of oil pressure that is applied to the corresponding brake. The brakes are spring applied and hydraulically released. Each brake solenoid has a connector with two contacts. One contact receives a signal from the corresponding J2-13 or J2-19 connector contact of the ECM. The other contact of each solenoid is connected to the return circuit of the solenoid at J1-7 and J2-3.



Note: The solenoid coils are not designed for the operation of 24 VDC directly. The ECM sends a 24 volt PWM signal at a duty cycle which provides the necessary current to the solenoid coils. Do NOT activate the coils with 24 VDC (+battery). This will cause the life of the coils to be reduced drastically. Use 12 VDC if the coils must be activated without the ECM.

The solenoids are the proportional type. The ECM uses a pulse width modulated signal (PWM) in order to vary the current to the solenoid. The distance of travel of the plunger is proportional to the electrical current that is sent by the ECM. The position of the plunger controls the amount of oil pressure and the amount of brake engagement. A DECREASE in electrical current causes a decrease in oil pressure which INCREASES the brake engagement.

The operator selects brake engagement with the service brake pedal or with the parking brake switch. On machines that have clutch/brake steering, the ECM controls the engagement of the left brake or the right brake. While no braking or steering is being requested, the ECM sends the maximum amount of electrical current to the brake solenoid valves in order to keep the brakes released. For maximum braking, the ECM sends no electrical current to the brake solenoid valves.

The brakes are used as part of the inching operation on D5M and D6R machines that have a power shift direct drive (PSDD).

Note: The brakes of the machine are also activated by the parking brake solenoid and the secondary brake solenoid. See the related topics.


Solenoid Valve (Parking Brake)

Solenoid Valve (Secondary Brake)

Illustration 40

Solenoid Valves for the Parking Brake and the Secondary Brake

Solenoid Valve (Parking Brake)



During normal operation, the solenoid valve for the parking brake operates independently of the ECM. Normally, the solenoid valve is actuated by the parking brake switch. The solenoid valve engages the brakes. The solenoid valve redirects the hydraulic oil pressure that keeps the brakes disengaged. Without hydraulic oil pressure, the brakes will engage. The brakes are spring applied and hydraulically released.

The solenoid for the parking brake has a connector with four contacts, but the solenoid only uses two contacts. One contact receives a +battery signal from the brake backup pole of the parking brake switch. The other contact is connected to the return circuit of the solenoid at J1-7 and J2-3. The solenoid is rated at 24 VDC.

The parking brake solenoid is also connected to the ECM at J2-1. When the parking brake switch is ON, the signal should measure 24 VDC. If the signal is incorrect, the ECM will energize the parking brake solenoid. The solenoid is the on/off type.

Note: On the 572R Pipelayer, the parking brake solenoid is controlled by the ECM. The condition of the backup pole of the parking brake determines the operation. The parking brake solenoid is also used for the function of the secondary brake for the left brake pedal. The function of the secondary brake solenoid operates independently of the ECM.

Note: The brakes are also activated by the secondary brake solenoid, the left brake solenoid, and the right brake solenoid. See the related topics.

Note: When the ECM is in component data display mode, a value that indicates whether the parking brake solenoid is ON or OFF is shown to service personnel. For more information, see System Operation, "Calibration Operation".

Solenoid Valve (Secondary Brake)

When the machine is in normal operation, the secondary brake solenoid operates independently of the ECM. Normally, the solenoid valve is actuated by the service brake pedal switch. The solenoid valve engages the brakes. The solenoid valve redirects the hydraulic oil pressure that keeps the brakes disengaged. Without hydraulic oil pressure, the brakes will engage. The brakes are spring applied and hydraulically released.

The secondary brake solenoid has a connector with four contacts. The solenoid only uses two contacts. One contact receives a +battery signal from the service brake pedal switch. The other contact is connected to the return circuit of the solenoid at J1-7 and J2-3. The solenoid is rated at 24 VDC.

The secondary brake solenoid is also connected to the ECM at J1-8. When the service brake pedal is fully depressed, the signal should read +battery voltage. If the signal is not correct, the ECM will send +battery voltage to the secondary brake solenoid. The electrical current is not modulated.

Note: The brakes of the machine are also activated by the parking brake solenoid, the left brake solenoid, and the right brake solenoid. See the related topics.

Note: When the ECM is in component data display mode, a value that indicates whether the secondary brake solenoid is ON or OFF is shown to service personnel. For more information, see System Operation, "Calibration Operation".

Solenoid Valve (Priority)



Illustration 41

Solenoid valve (priority)

The priority valve is found on the machines that have the ECPC.

The priority valve is an output of the ECM. The solenoid opens the priority valve and the solenoid closes the priority valve. The solenoid has a connector with two contacts. One contact receives a signal from the J2-7 connector contact of the ECM. The other contact of the solenoid is connected to the return circuit of the solenoid at J1-7 and J2-3. The solenoid valve is located on the priority valve.

The ECM uses the solenoid valve to operate the priority valve. This increases the pressure in the low pressure oil system in order to provide additional high pressure pump flow when the flow is needed. The solenoid valve is the on/off type.

When the ECM energizes the solenoid valve, the priority valve maintains NORMAL pressure in the low pressure oil system. When the ECM de-energizes the solenoid valve, the priority valve allows additional HIGH pressure in the low pressure oil system. The machine conditions which require additional high pressure flow are listed below:

The transmission shift is in progress.

The transmission oil temperature is below 40 C (104 F).

The engine speed is below 1300 RPM. (For the D6N, engine speed is below 900 RPM.)

The calibration of the transmission is in progress. If any of these conditions exist, the solenoid valve will be OFF and the pressure of the low pressure oil system will be raised in order to provide additional high pressure flow.

Note: When the ECM is in component data display mode, a value that indicates whether the priority



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d7r Solenide de Control