SERV1832 May 2007
GLOBAL SERVICE LEARNING TECHNICAL PRESENTATION
14M/16M MOTOR GRADER
Service Training Meeting Guide (STMG)
14M/16M MOTOR GRADER AUDIENCE Level II - Service personnel who understands the principles of machine system operation, diagnostic equipment, and procedures for testing and adjusting.
CONTENT This presentation provides information on the system operation of the electrical system, operator’s station, engine, power train, implement, steering, fan, and brake systems. This presentation may be used for self-paced and self-directed training.
OBJECTIVES After learning the information in this meeting guide, the technician will be able to: 1. locate and identify the major components in the e, operator’s station, engine, power train, implement, steering, fan, and brake systems 2. explain the operation of the major components in the systems 3. trace the flow of oil through the systems
REFERENCES 14M Service Manual 16M Service Manual
Estimated Time: 36 Hour Illustrations: 139 Form: SERV1832 Date: 05/07 © 2007 Caterpillar Inc.
RENR9030 RENR9040
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TABLE OF CONTENTS INTRODUCTION ........................................................................................................................5 OPERATOR'S STATION..............................................................................................................7 MESSENGER.............................................................................................................................20 Messenger Main Menu .........................................................................................................20 Performance Menu Options..................................................................................................21 Totals Menu Options.............................................................................................................23 Settings Menu Options .........................................................................................................25 Service Menu Options ..........................................................................................................27 ECM ARCHITECTURE ............................................................................................................33 C11/C13 ACERT™ ENGINE.....................................................................................................35 Engine Electrical Block Diagram .........................................................................................37 Engine Speed/Timing Calibration Port.................................................................................43 Fuel System...........................................................................................................................44 Power Derate.........................................................................................................................49 Engine Idle Management......................................................................................................66 POWER TRAIN .........................................................................................................................67 Transmission/Chassis Electrical System ..............................................................................70 Power Train Hydraulic System.............................................................................................85 Transmission Modulation Valve - No Commanded Signal..................................................98 Transmission Modulation Valve - Commanded Signal Below Maximum...........................99 Transmission Modulation Valve - Commanded Signal At Maximum ...............................101 IMPLEMENT AND STEERING SYSTEM ............................................................................106 Implement Electrical System..............................................................................................108 Left Joystick Electronic Operation .....................................................................................111 Right Joystick Electronic Operation ...................................................................................113 Steering Hydraulic System Operation ................................................................................128 Implement Hydraulic System Operation ............................................................................142 Variable Float Control (16M) .............................................................................................147 BRAKE AND FAN SYSTEM..................................................................................................150 Service Brake System .........................................................................................................150 Service Brake Valve Not Activated ....................................................................................154 Service Brake Valve Activated ...........................................................................................155 Brake and Fan System Hydraulic Operation ......................................................................159 Parking Brake System.........................................................................................................165 Fan System..........................................................................................................................167
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TABLE OF CONTENTS CONCLUSION.........................................................................................................................169 HYDRAULIC SCHEMATIC COLOR CODE.........................................................................170 VISUAL LIST ..........................................................................................................................171
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14M/16M MOTOR GRADER
© 2007 Caterpillar Inc.
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INTRODUCTION The 14M/16M Motor Grader has been designed as a direct replacement of the 14H/16H Motor Grader. The 14M/16M meets U.S Environmental Protection Agency (EPA) Tier III and European Union Stage IIIa emissions control standards. Key new features include: - Improved operator's station - C11/C13 ACERT™ Engine - ECPC controlled power shift countershaft transmission - Joystick steering - Electro-hydraulic steering - Electro-hydraulic implements - Hydraulic braking system
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Technical Specifications 14M - Serial number prefix: B9J - Base machine weight: 21,151 kg (46,630 lb) - Max machine weight: 28,849 kg (63,600 lb) - Max ground speed forward: 48.3 km/h (30 mph) - Max ground speed reverse: 38.2 km/h (23.8 mph) - Engine: 6 cylinder C11 ACERT™ with VHP (Variable Horse Power) - Net power with VHP: 183 kW - 194 kW/(245 hp - 260 hp) - Net power with VHP Plus: 183 kW - 209 kW/(245 hp - 280 hp) - Derating Altitude: 3962 m (13,000 ft) - Length: 9.4 m (31 ft) - Width: 2.8 m (9 ft) - Height: 3.5 m (11.5 ft) 16M - Serial number prefix: B9H - Base machine weight: 26,086 kg (57,510 lb) - Max machine weight: 35,698 kg (78,701 lb) - Max ground speed forward: 52.5 km/h (32.6 mph) - Max ground speed reverse: 41.5 km/h (25.8 mph) - Engine: 6 cylinder C13 ACERT™ with VHP (Variable Horse Power) - Net power with VHP: 221 kW - 233 kW/(297 hp - 312 hp) - Net power with VHP Plus: 221 kW - 248 kW/(297 hp - 332 hp) - Derating Altitude: 4572 m (15,000 ft) - Length: 9.9 m (33 ft) - Width: 3.1 m (10 ft) - Height: 3.7 m (12 ft)
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OPERATOR'S STATION The redesigned operator's station provides better visibility to the work area. The "M" series operator's station also has new features and improvements over the "H" series.
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"M" SERIES MONITORING SYSTEM Primary Steering System Implement (6) System Indicator (5) Starting Aid Indicator (4) Charging System Indicator (3)
Left Turn Indicator (1)
Charge Sys Left Float Left Turn
Park Brake
Action Primary Lamp Steer
Impl Sys
Left Blade Float Indicator (2)
Parking Transmission Secondary Brake System Steering System Indicator Indicator Indicator (10) (11) (12) Operator Present (14)
Action Lamp (7)
Inlet Air Engine Heater Sys
Sec Steer
Diff Lock
High Beam
Throt Lock
Coolant G2 Temp
% n/min
Operator Present
Right Turn
mph km/h kPa psi CF kmmiles
(9) Throttle Lock Indicator
Brake Sys
Right Blade Float Indicator (15)
Right Float
Tach G3
Hyd Oil G1 Temp
(8) Engine System Indicator
Trans Sys
(17) Differential Lock Indicator
Right Turn Indicator (16)
Fuel G5 Level
(18) High Beam Indicator
(13) Primary Brake System Indicator
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The "M" series dash cluster contains the following: - Left turn indicator (1): Illuminates when the left turn signal is operating. - Left blade float indicator (2): Illuminates when the left blade control valve is in the float position. - Charging system indicator (3): Illuminates when there is a problem with the charging system. - Starting aid (active) indicator (4): Illuminates when the starting aid is on. - Implement system (malfunction) indicator (5): Illuminates when the implement system has an active diagnostic or if the optional AccuGrade™ system has an active diagnostic. - Primary steering system indicator (6): Illuminates when the primary steering system has an active diagnostic. - Action lamp indicator (7): Illuminates when the machine has a serious issue that requires the operator's attention. The action lamp will flash whenever there is a level 2 or level 3 event in any of the machine systems. - Engine system indicator (8): Informs the operator of the engine status. Illuminates whenever the engine has an active diagnostic.
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- Throttle lock indicator (9): Informs the operator when the throttle lock is engaged. - Parking brake indicator (10): Illuminates when the parking brake is engaged. - Transmission system indicator (11): Illuminates when the Transmission/Chassis ECM has and active diagnostic or event. - Secondary steering system indicator (12): Illuminates when the secondary steering system has an active diagnostic or event. This indicator will also illuminate when the secondary steering system is active. - Primary brake system indicator (13): Illuminates when the brake system has an active diagnostic. - Operator present indicator (14): Illuminates when the operator is not present. NOTE: The operator is considered present if any of the following is true: - The operator is seated and the Operator in Seat switch recognizes operator as present. - The Transmission Output Speed (TOS) is not zero. - The Actual Gear is not Neutral. - The Inching Pedal is pressed more than 90%. The operator is considered not present if all of the following are true: - The Operator in Seat switch does not detect operator presence or the switch is faulted. - The TOS is zero. - The Actual Gear is neutral. - The Inching Pedal is not pressed. - Right blade float indicator (15): Illuminates when the right blade control valve is in the float position. - Right turn indicator (16): Illuminates when the right turn signal is operating. - Differential lock indicator (17): Illuminates when the differential lock is engaged. - High beam indicator (18): Illuminates when the high beams are on.
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1
4
5
2
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The monitor contains the following: - Coolant temperature gauge (1) - Hydraulic oil temperature gauge (2) - Tachometer (3) - Articulation angle (4) - Fuel gauge (5) When the key start switch is turned to the ON position, the dash cluster will perform a three second self test. During this test all alert indicators will illuminate, and the gauges will do a single sweep. Sometimes the data needed for an indicator is unknown. This can be due to data link communication problems or active sensor diagnostics. Effects of unknown data at the dash cluster are as follows: - When data needed for an indicator is unknown the indicator will be illuminated. - When data needed for a gauge is unknown the gauge will be driven to its red zone. - When data needed for the LCD is unknown the LCD will either be blank or display "---". - When there is a Messenger to dash cluster communication problem all indicators will be off, all gauges will point to the left, and the action lamp will blink amber.
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The electronic joysticks work in conjunction with the Implement ECMs to give the operator precise control of the implements. The position sensors and switches in the joysticks provide an input signal to the Implement ECMs. The Implement ECMs will send a corresponding output signal if certain conditions are met. The electronic functionality of the joysticks will be explained later in this presentation.
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5 6
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20 21 22
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The left implement controls are as follows: - wheel lean left (1) - transmission upshift (2) - wheel lean right (3) - left blade lower (4) - steer left (5) - transmission downshift (6) - steer right (7) - left blade raise (8) - articulation auto recenter (9) - articulate right (10) - articulate left (11) - transmission direction control (12)
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The right implement controls are as follows: - right blade lower (13) - blade tip forward (14) - centershift right (15) - blade sideshift right (16) - centershift left (17) - blade tip back (18) - blade sideshift left (19) - right blade raise (20) - throttle resume/decelerate switch (21) - differential lock (22) - circle drive clockwise (23) - circle drive counterclockwise (24)
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4
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The "M" Series cab switches are now located on a panel to the right of the operators seat. The cab switches are as follows: - centershift lock switch (1) - defroster fan switch (2) - warning beacon switch (3) - heated mirror switch (4) - switch for headlights and tail lights (5) - headlight dimmer switch (6) - blade cushion switch (7)
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8
7
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Cab switches continued: - front flood lights switch (1)
- throttle mode switch (7)
- hydraulic lockout switch (2)
- throttle set / accelerate switch (8)
- front and rear work lights switch (3)
- power port (12V) (9)
- hazard flasher switch (4)
- messenger display (10)
- autoshift control (5) - cigar lighter (24V) (6)
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4
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The window wiper switches are on the top right of the cab. The switches are identified in the following list: - front window wiper (1) - left front window wiper (2) - rear window wiper (3) - right front window wiper (4)
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1 3 2
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The heating and air conditioning controls are now located on the top right side of the cab. The controls are as follows: - fans speed switch (1) - variable temperature control (2) - air conditioning on/off switch (3)
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13
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The dash switches are the secondary steering test switch (1) and the parking brake switch (2). The fuse panel (3) is located on the left side of the cab floor. The circuit breaker (4) is for the defroster fan motor. The diagnostic port (5) is used for Caterpillar Electronic Technician (Cat ET).
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2
3
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5
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The "M" series motor graders can be equipped with auxiliary control levers that are used to control any implement attachments that are added on to the standard machine arrangement. The auxiliary control levers can control up to seven different implement attachment control valves. The auxiliary control levers can be assigned to any implement control valve. The auxiliary control levers are assigned to an implement attachment using Cat ET. Auxiliary control levers (1) through (4) use PWM position sensors to send an input to the Implement 2 ECM. The levers (1) and (4) also have a soft detent. The ECM will send a output to the assigned proportional implement solenoid when the operator moves the auxiliary control lever past the soft detent. The soft detent allows the implement attachment to be placed in the FLOAT position. The auxiliary control lever that controls functions (not shown) is a mini joystick that is added just to the right of the standard right implement joystick. The mini joystick is a dual axis joystick and the second function has a soft detent. The ECM will send a output to the assigned proportional implement solenoid when the operator moves the auxiliary control lever past the soft detent. The soft detent allows the implement attachment to be placed in the FLOAT position. The auxiliary control lever (5) controls the ripper. This lever is an on/off type input to the Implement 2 ECM.
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MESSENGER MAIN MENU SELECTIONS Performance
Totals
Main Menu Settings
Service
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MESSENGER Messenger Main Menu The menu structure for Messenger is arranged in a stair step, or hierarchical list format. When the operator, or technician, selects an option from a menu, the resulting screen is one level down from that selection. More selections, or options, may be available from that screen, as well. There may be more than one page of information, or options, to be displayed from any level. These levels can be accessed by using the left, right, up, or down arrows as necessary depending on how the data or list is arranged. The following options are available from the Messenger's Main Menu screen: - Performance - Totals - Settings - Service
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PERFORMANCE MENU SELECTION
Performance
Engine speed
Ground Speed
Eng Coolant Temp
Articulation Angle
Fuel Level
Hydraulic Oil Temperature
Required Gear
Actual Gear
TOS (Transmission Output Speed)
Trans Oil Temp
Implement Lockout
Pilot Supply
Blade L. Lift Cylinder
Blade R. Lift Cylinder
Sec Steer Test
Sec Steer Signal
PT Filter Status
Inching Pedal
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Performance Menu Options The Performance Menu options are as follows: - Engine Speed:
This option will show the engine rpm.
- Ground Speed:
This option will show the ground speed in Miles per Hour or in Kilometers per Hour.
- Engine Coolant Temp:
This option will show the engine coolant temperature in degrees Fahrenheit or in degrees Celsius.
- Articulation Angle:
This option will displays the articulation angle.
- Fuel Level:
This option will show the amount of fuel that is measured in the fuel tank as a percentage of a full tank.
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- Hydraulic Oil Temp:
This option will show the hydraulic oil temp in degrees Fahrenheit or in degrees Celsius.
- Required Gear:
This option will show the gear that the operator desires.
- Actual Gear:
This option will show the gear that is currently engaged in the transmission.
- TOS:
This option will show the transmission output speed in rpm.
- Trans Oil Temp:
This option will show the transmission oil temp in degrees Fahrenheit or in degrees Celsius.
- Implement Lock Out:
This option will show status of the implement lockout switch.
- Pilot Supply Solenoid:
This option will show the status of the pilot supply solenoid, which is turned ON or OFF by the implement lockout switch.
- Blade L. Lift Cyl:
This option will show if the left blade lift cylinder is in float or not in float.
- Blade R. Lift Cyl:
This option will show if the right blade lift cylinder is in float or not in float.
- Sec Steer Test:
This option will show if the secondary steering test is active or inactive.
- Sec Steer Signal:
This option will show if the Implement ECM is requesting a secondary steering function from the Transmission/Chassis ECM.
- PT Filter Status:
This option will show if the power train filter is filtering or bypassing oil.
- Inching Pedal:
This option will show the position of the inching pedal in a percentage.
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TOTALS MENU SELECTIONS Forward
Reverse
Total Fuel
Service Hours
Lifetime Totals
Totals
Trip Totals
Total Fuel
Trip Reset
Clear All Trip Totals
Service Hours
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Totals Menu Options Lifetime Totals Use the scroll up/left button and the scroll down/right button to move between the various screens and use the "Back" button to return to the "Totals" Menu. NOTE: These totals cannot be zeroed without a factory password. - Total Forward:
This option displays the distance that the machine has driven in forward gear during the machine's lifetime.
- Total Reverse:
This option displays the distance that the machine has driven in reverse gear during the machine's lifetime.
- Total Fuel:
This option displays the information about the fuel consumption of the machine during the machine's lifetime
- Service Hours:
This option displays the number of hours that the machine has been operating during the machine's lifetime.
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Trip Totals Use the scroll up/left button and the scroll down/right button to move between the various screens and use the "Back" button to return to the "Totals" Menu. Individual trip totals can be reset in the Trip Reset menu. - Total Fuel:
This option displays the information about the fuel consumption of the machine during a trip or shift
- Service Hours:
This option displays the number of hours that the machine has been operating during a trip or shift
Trip Reset Use the scroll up/left button and the scroll down/right button to move between the various screens and use the "Back" button to return to the "Totals" Menu. - Clear Trip Totals:
Clear all trip totals
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SETTINGS MENU SELECTION
Language Monitoring System
Units
Settings
Contrast
Initial FWD Gear
Backlight
Initial REV Gear
Product ID
Equipment ID
Min FWD AutoShift Gear Min REV AutoShift Gear Max FWD AutoShift Gear
Transmission
Max REV AutoShift Gear
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Settings Menu Options Monitoring System - Language:
Select this option to change the language that is shown on the display. Currently only English is available. In the future, the choices will be English, Spanish, and French.
- Units:
Select this option to choose the either the US or the Metric measurement system.
- Contrast:
Select this option to adjust the contrast of the display. This will improve the visibility of the information. The display provides a bar graph for viewing adjustments.
- Backlight
Select this option to adjust the backlighting of the display. This will improve the visibility of the information. The display provides a bar graph for viewing adjustments.
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Machine - Product ID:
Displays the machine serial number.
- Equipment ID:
Displays the equipment identification number.
Transmission - Initial Fwd Gear:
Allows the operator to view and change initial gear used to shift out of neutral while in manual mode.
- Initial Rev Gear:
Allows the operator to view and change initial gear used to shift out of neutral while in manual mode.
- Min FWD Autoshift Gear:
Allows the operator to view and change minimum gear used for Autoshift.
- Max FWD Autoshift Gear:
Allows the operator to view and change the maximum gear used for Autoshift.
- Min REV Autoshift Gear:
Allows the operator to view and change minimum gear used for Autoshift.
- Max REV Autoshift Gear:
Allows the operator to view and change maximum gear used for Autoshift.
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SERVICE MENU SELECTIONS Diagnostics/ Events
View Diagnostics Monitoring System
Service System Parameters System Test
System Self Test
3 Sec Self Test
Engine
System Info: Engine
Trans/Chassis
System Info: Trans / Chassis
Monitoring System
System Info: Mon Sys
Implement
System Info: Implement
Engine
System Info
Service Test
Implement 2
System Info: Implement 2
Implement 3
System Info: Implement 3
Tattletale
Steering
Steering Control Pos / Steer Duty Cycle Left Cyl Ext / Right Cyl Ext Sec Steer Pos / Sec Steer Test Sec Steer Signal / Sec Relay Status
Brake
Brake Switch (Parking) / Brake Solenoid Park Brake Press / Park Brake Service Brake Pedal
Oil Temp Coolant Temp
Req. Gear / Actual Gear Trans Output Speed (TOS) / Trans Oil Temp PT Filter / Inching Pedal
Implement
Trans Fill Calibration
Tattletale Mode Active
Engine Spd / Desired Eng Spd Oil Pressure / Engine Coolant Temp Fuel Temp / Fuel Pressure Air Temp / Atmos Pressure Turbo Inlet Press / Turbo Outlet Press Boost Pressure / Fuel Position Throttle Position Sensor / Empty
Hyd Oil Temp / Hyd Oil Pressure Implement Lockout / Pilot Supply Blade L. Lift Pos / Blade L. Lift Cyl Blade R. Lift Pos / Blade R. Lift Cyl Wheel L. Lean Pos / Wheel R. Lean Pos Pitch Forward / Pitch Backward Side Shift Pos / Circle L. Side Shift Circle R. Side Shift / Circle Drive Pos Articulation Pos / Auto Artic. Pos
Manual Lube Mode Dead Engine Steering
Calibrations
Transmission
Battery Voltage / Fuel Level Alternator Status/Empty
Engine Speed Articulation Angle Fuel Level
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Service Menu Options Diagnostic/Events - View Diagnostics:
Select this option to view codes/events that are active/logged by the monitoring system.
System Parameters Use the scroll up/left button and the scroll down/right button to move between the various screens and use the "Back" button to return to the Service Menu. Monitoring System - Battery Voltage:
This option displays battery voltage.
- Fuel Level:
This option displays amount of fuel that is measured in the fuel tank as a percentage of a full tank.
- Alternator Status:
This option displays the status of the alternator (check when running).
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Engine - Engine Speed:
This option displays the actual engine speed.
- Desired Engine Speed:
This option displays the desired engine speed.
- Oil Pressure:
This option displays the engine oil pressure.
- Engine Coolant Temp:
This option displays the engine coolant temperature
- Fuel Temp:
This option displays the fuel temperature.
- Fuel Pressure:
This option displays the fuel pressure.
- Intake Air Temp:
This option displays the intake air temperature.
- Atmospheric Pressure:
This option displays the atmospheric pressure.
- Turbo Inlet Pressure:
This option displays the turbo inlet air pressure.
- Turbo Outlet Pressure:
This option displays the turbo outlet pressure with the atmospheric pressure included.
- Boost Pressure:
This option displays the boost pressure.
- Fuel Position:
This option displays the fuel position.
- Throttle Position Sensor:
This option displays the throttle position in a percentage.
Transmission - Req. Gear:
This option displays the gear the operator is requesting.
- Actual Gear:
This option displays the gear the machine is in.
- TOS (Trans output speed):
This option displays the transmission output speed.
- Tran Oil Temp:
This option displays the temperature of the transmission oil.
- PT Filter:
This option displays if the transmission filter is bypassing or filtering.
- Inching Pedal:
This option displays the percentage of travel of the inching pedal.
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Steering - Steering Control Pos:
This option displays the percentage of travel of the steering function on the left joystick.
- Steer Duty Cycle:
This option displays duty cycle, in percentage, of the steering lever sensors.
- Left Cyl Ext:
This option displays the percentage of travel of the left steering cylinder.
- Right Cyl Ext:
This option displays the percentage of travel of the right steering cylinder.
- Sec Steer Pos:
This option displays the position of the secondary steering switch located on the dash.
- Sec Steer Test:
This option displays whether or not the operator has requested a secondary steering test.
- Sec Steer Signal:
This option displays whether or not the Implement ECM is requesting a secondary steering function from the Transmission/Chassis ECM.
- Sec Steer Relay Status:
This option displays the status of the secondary steering relay.
Implement - Hydraulic Oil Temp:
This option displays the temperature of the hydraulic oil.
- Hydraulic Oil Pressure:
This option displays the pressure of the oil at the outlet of the implement and steering pump.
- Implement Lockout:
This option displays the status of the implement lockout switch.
- Pilot Status:
This option displays whether or not the implement pilot solenoid is energized or not.
- Blade Left Lift Pos:
This option displays the percentage of travel of the left blade cylinder function on the left joystick.
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- Blade Left Lift Cyl:
This option displays whether or not the left blade cylinder is in float.
- Blade Right Lift Pos:
This option displays the percentage of travel of the right blade cylinder function on the right joystick.
- Blade Right Lift Cyl:
This option displays whether or not the right blade cylinder is in float.
- Wheel Left Lean Pos:
This option displays the percentage of travel of the left wheel lean function on the left joystick.
- Wheel Right Lean Pos:
This option displays the percentage of travel of the right wheel lean function on the left joystick.
- Pitch Forward:
This option displays the percentage of travel of the blade pitch forward function on the right joystick.
- Pitch Backward:
This option displays the percentage of travel of the blade pitch backward function on the right joystick.
- Side Shift Pos:
This option displays the percentage of travel of the side shift function on the right joystick.
- Circle Left Side Shift:
This option displays the percentage of travel of the circle side shift left function on the right joystick.
- Circle Right Side Shift:
This option displays the percentage of travel of the circle side shift right function on the right joystick.
- Circle Drive Pos:
This option displays the percentage of travel of circle drive function on the right joystick.
- Articulation Pos:
This option displays the percentage of travel of the articulate function on the left joystick.
- Auto Articulation Pos:
This option displays the position that the auto articulation recenter switch is in.
Brake - Brake Switch (Parking):
This option displays the position of the parking brake switch on the dash.
- Brake Solenoid (Parking):
This option displays whether or not the parking brake solenoid is energized.
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- Park Brake Pressure:
This option displays the pressure of the parking brake system.
- Park Brake:
This option displays the status of the parking brake system.
- Service Brake Pedal:
This option displays if the service brake pedal is depressed or released.
System Test System Self Test - 3 Sec Self Test:
This option will cause the instrument cluster to do a power up test that will turn on all indicators and sweep the gauges.
System Information Engine - System Information:
Engine Serial Number, ECM Serial Number, ECM Part Number, Software Group Part Number, Software Group Release Date, Software Group Description.
Trans/Chassis - System Information:
ECM Serial Number, ECM Part Number, Software Group Part Number, Software Group Release Date, Software Group Description.
Monitoring System - System Information:
Equipment ID, ECM Serial Number, ECM Part Number, Software Group Part Number, Software Group Release Date, Software Group Description.
Implement System - System Information:
ECM Serial Number, ECM Part Number, Software Group Part Number, Software Group Release Date, Software Group Description.
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Implement 2 System - System Information:
ECM Serial Number, ECM Part Number, Software Group Part Number, Software Group Release Date, Software Group Description.
Implement 3 System - System Information:
ECM Serial Number, ECM Part Number, Software Group Part Number, Software Group Release Date, Software Group Description.
Service Test - Manual Lube Mode:
Activates the Auto Lube system.
- Dead Engine Steering:
Select this option to test the secondary steering pump with the engine shut down. When this option is selected, the front wheel will automatically move to align with the joystick.
Calibrations - Trans Fill Calibration:
This option starts the transmission fill calibration when all setup conditions have been met.
Tattletale Tattletale Mode Active:
Upon activating Tattletale Mode, all gauges will sweep to their maximum or minimum recorded position. Once in Tattletale Mode, individual maximum/minimum parameters can be viewed in numerically expressed measurements on the Messenger display, or viewed as a gauge reading on the Instrument Cluster.
- Oil Temp:
Displays maximum recorded oil temperature.
- Coolant Temp:
Displays maximum recorded coolant temperature.
- Engine Speed:
Displays maximum recorded engine speed.
- Articulation Angle:
Displays direction and angle of farthest articulation.
- Fuel Level:
Displays minimum recorded fuel level.
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"M" SERIES ECM ARCHITECTURE Implement ECM
Implement 2 ECM
Implement 3 ECM (If equipped)
Transmission Chassis Control
Messenger
Engine ECM Display Module Impl Sys
Charge Sys Left Float Left Turn
Hyd Oil G1 Temp
Inlet Air Engine Sys Heater
Primary Steer
Park Brake
Action Lamp
Throt Lock
Trans Sec Sys Steer Diff Lock
High Beam
Brake Sys
Right Float
Coolant G2 Temp
% n/min
Right Turn
mph km/h kPa psi CF kmmiles
Fuel G5 Level
Product Link ECM (If Equipped)
All Wheel Drive (If equipped) CAT Data Link CAN (J1939) Display Module CAN
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ECM ARCHITECTURE The "M" series motor graders are equipped with five standard ECMs and can have an additional four attachment ECMs depending on machine configuration. The standard ECMs are as follows: -
Engine ECM (A4 E4) Implement ECM (A4 M1) Implement 2 ECM (A4 M1) Implement 3 ECM (A4 M1) (if equipped) Transmission/Chassis Control (A4 M1) AWD ECM (A4 M1) (if equipped) Messenger
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Text Reference
Communication between the ECMs is conducted over data link circuits. The data link circuits are bidirectional, allowing the ECMs to send and receive information. The ECMs support two types of data link systems: - Cat Data Link (CDL): The Cat Data Link is used to send system status information between ECMs and Caterpillar Electronic Technician (ET). - SAE J1939 (CAN): The SAE J1939 Data Link is used for high speed system operation and communication between the ECM controls and the ECMs of other machine systems. NOTE: In the event of a failure of the SAE J1939 Data Link, the Cat Data Link system is used as a back-up system for operational communication. Several of the Machine ECMs have the same part number. Each of these ECMs with the same part number is assigned a location code. This location code tells the ECM what function it will perform. The location code is determined by the grounding of pins 26, 27, 28, or any combination on J1. The Machine ECMs can be flashed with a file that is not correct for the location code (example: An Implement flash file can be downloaded to a Transmission/Chassis ECM). If a flash file does not match the location code, a 1326-02 diagnostic code will be activated.
ECM
P/N
Location Code
ECM Suffix
AWD
262-1408
4
JT
Engine
262-2878
N/A
JL
Transmission
262-1408
1
JT
Implement
262-1408
2
JT
Implement 2
262-1408
3
JT
Implement 3
262-1408
5
JT
Messenger
239-5025
N/A
HL
Product Link
239-9954
N/A
LQ
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Text Reference
22
C11/C13 ACERT™ ENGINE The C11 ACERT™ and C13 ACERT™ engines utilize the A4 Electronic Control Module (ECM) engine control and is equipped with an Air to Air Aftercooler (ATTAC) intake air cooling system. The Engine ECM utilizes the ADEM IV to control the fuel injector solenoid and to monitor fuel injection. The fuel is delivered through a Mechanical Electric Unit Injection (MEUI) system. ACERT™ Technology provides an advanced electronic control, a precision fuel delivery, and refined air management. The C11 engine is an in-line six-cylinder arrangement with a displacement of 11.1 L. The C13 engine is also an inline six-cylinder arrangement with a displacement of 12.5 L. The C11 and C13 ACERT™ engines meet all US Environmental Protection Agency (EPA) Tier III Emission Regulations for North America and Stage IIIa European Emission Regulations.
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The engine performance specification for the 14M are as follows: - Serial No. Prefix: - Performance Spec: - Hp range with VHP: - Hp range with VHP Plus - Full Load rpm: - Low Idle rpm: - High Idle rpm: - Boost at Full Load rpm:
RSX 0K6245 183 kW - 194 kW (245 hp - 260 hp) 183 kW - 209 kW (245 hp - 280 hp) 1800 800 2150 23 Psi
The engine performance specification for the 16M are as follows: - Serial No. Prefix: - Performance Spec: - Hp range with VHP: - Hp range with VHP Plus - Full Load rpm: - Low Idle rpm: - High Idle rpm: - Boost at Full Load rpm:
MHX 0K7190 221 kW - 233 kW (297 hp - 312 hp) 221 kW - 248 kW (297 hp - 332 hp) 2000 800 2150 18 Psi
Text Reference
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C11 / C13 ENGINE ELECTRICAL SYSTEM
Text Reference
Engine ECM Implement ECMs
Data Link
Messenger Product Link
Engine ECM
Service Connector INPUT COMPONENTS
OUTPUT COMPONENTS + 5Volt (Sensors)
Coolant Temperature Sensor
Throttle Sensor Voltage
Intake Manifold Air Pressure Sensor
Analog Sensor Voltage
Engine Oil Pressure Sensor
6 Mechanical Electronic Unit Injectors
Atmospheric Pressure Sensor Intake Manifold Air Temperature Sensor
Fan Solenoid Valve
Fuel Pressure Sensor Fuel Temperature Sensor
Ether Solenoid Valve
Fuel Differential Pressure Switch Fuel Pump Relay
Turbo Inlet Pressure Sensor Ground Level Shutdown Switch Throttle Pedal Position Sensor Key Start Switch ON (B+) Throttle Mode Switch Throttle Set / Accelerate Switch
Throttle Resume / Decelerate Switch Timing Calibration Connector Camshaft Speed Timing Sensor Crankshaft Speed Timing Sensor
23
Engine Electrical Block Diagram This block diagram of the engine electrical system shows the components that are mounted on the engine. The components provide input signals and receive output signals from the Engine Electronic Control Module (ECM). Based on input signals, the Engine ECM energizes the injector solenoid valves to control fuel delivery to the engine and energizes the cooling fan solenoid valve to adjust fan speed. The two interface connectors provide electrical connections from the engine to the machine including the CAN Data Link and the Cat Data Link. Some of the components connected to the Engine ECM through the connectors are: throttle pedal position sensor, throttle mode switch, and the ground level shutdown switch.
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Text Reference
Input Components: Camshaft speed timing sensor - The speed timing sensor sends a fixed voltage level signal to the Engine ECM in order to determine the engine speed, direction, and timing. Crankshaft speed timing sensor - The speed timing sensor sends a fixed voltage level signal to the Engine ECM in order to determine the engine speed, direction, and timing. Atmospheric pressure sensor - This sensor is an input to the Engine ECM and is used as a reference for air filter restriction. Also, the sensor is used to supply information to the Engine ECM during operation at high altitude. Turbo inlet pressure sensor - This sensor is an input to the Engine ECM to supply information about the air restriction before the turbocharger. The ECM uses this information for engine derates and logged events. Intake manifold air temperature sensor - This sensor supplies air temperature data at the intake manifold to the Engine ECM. The ECM uses this information for engine derates and logged events. Fuel differential pressure switch - This switch relays information to the ECM that the fuel pressure at the output of the filter base is restricted in comparison to the inlet pressure. Coolant temperature sensor - This sensor is an input to the Engine ECM supplying information on the temperature of the engine coolant. The ECM uses this information for fan solenoid current, high coolant temperature warnings, engine derates for high coolant temperature, or logged events. Fuel temperature sensor - This sensor sends fuel temperature data to the Engine ECM. The ECM uses this information for engine derates and logged events. Engine oil pressure sensor - This sensor is an input to the Engine ECM to supply an information warning for low oil pressure, engine derates for low oil pressure, or logged events. Throttle pedal position sensor - This sensor sends the throttle position to the Engine ECM in order to increase or decrease the fuel supply to the injectors. Key switch ON (+B) - The Key ON input to the Engine ECM enables the ECM for operation and is recognized by any ECM on the machine. Ground level shutdown switch - This switch is an input to the Engine ECM. This input disables fuel injection when the engine is running or at engine start-up. Intake manifold air pressure sensor - This sensor is an input to the Engine ECM to supply information about the air pressure into the intake manifold. Throttle mode switch - The switch relays information to the ECM for manual and automatic throttle controls. Throttle resume/decel switch - The switch relays information to the ECM to decel or resume engine rpm. Throttle set/accel switch - The switch relays information to the ECM to set or accelerate engine rpm.
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Text Reference
Timing calibration connector - Connector used for timing the engine with Cat ET. Output Components: +5 Volt - Regulated supply voltage for the sensor inputs to the Engine ECM. +8 Volt - Regulated supply voltage for the sensor inputs to the Engine ECM. Throttle sensor voltage - Voltage supply for the throttle position sensor. Fan solenoid valve - Proportional solenoid valve that controls the signal pressure to the brake and hydraulic fan pump in order to meet the varying cooling requirements of the machine. Ether solenoid valve - The Engine ECM energizes the solenoid valve to inject ether into the intake manifold. Fuel pump relay - Relay used to turn the electric fuel pump on when the key start switch is turned to the ON position.
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Text Reference
1
24
The Engine ECM (1) is located on the left side of the engine. The Engine ECM has a 70-pin connector and a 120-pin connector. The connectors are identified as "J1" and "J2." Be sure to identify which connector is the J1 or J2 connector before performing diagnostic tests. Occasionally, Caterpillar will make changes to the internal software that controls the performance of the engine. These changes can be performed by using the WinFlash program that is part of the laptop software program Cat ET. Cat ET is used to diagnose and program the electronic controls used in Caterpillar products. If using the WinFlash program, a "flash" file must be obtained from Caterpillar and uploaded to the ECM.
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Text Reference
1
25
The crankshaft speed/timing sensor (1) is located at the bottom of the timing gear cover. The crankshaft sensor is the primary speed sensor reporting to the Engine ECM with the engine speed and position of the crankshaft. The crankshaft speed/timing sensor sends a frequency signal to the Engine ECM on contact J2-35 and contact J2-25 indicating crankshaft speed. The speed/timing sensors serve four functions in the engine electronic control system: 1. Engine speed measurement 2. Engine timing measurement 3. TDC location and cylinder number identification 4. Reverse rotation protection If the signal from the crankshaft speed timing sensor is lost or intermittent, normally a CID 0190 FMI 08 Engine Speed Abnormal will be logged and can be viewed through Cat ET NOTE: If the engine is running and the signal from the crankshaft is lost, a slight change in performance is noticed during change over to the camshaft sensor.
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Text Reference
1
2
26
The atmospheric pressure sensor (1) is located on the left side of the machine on the engine. The Engine ECM uses the sensor as a reference for air filter restriction and derating the engine under certain parameters. All pressure sensors in the system measure absolute pressure and, therefore, require the atmospheric pressure sensor to calculate gauge pressures. The atmospheric pressure sensor is one of the many sensors that require a regulated 5.0 VDC for the sensor supply voltage. The atmospheric pressure sensor outputs a variable DC voltage signal. The camshaft speed/timing sensor (2) is located below the atmospheric pressure sensor. Under normal operation, the camshaft speed/timing sensor determines the No. 1 compression timing prior to the engine starting. If the camshaft sensor is lost, a CID 342 MID 08 Secondary engine speed signals abnormal code is active and the crankshaft sensor will time the engine with an extended starting time. The engine will run rough until the Engine ECM determines the proper firing order using the crankshaft sensor only. In the case that the signal from both engine speed sensors is lost, the engine will not start. During a running condition, the engine will shutdown. The sensor serves as a back-up for the crankshaft speed/timing sensor. If the crankshaft speed/timing sensor fails, the camshaft speed/timing sensor allows for continuous operation.
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Text Reference
1
2
27
Engine Speed/Timing Calibration Port If the engine requires timing calibration, a timing sensor (magnetic pickup) is installed in the engine block at location (2) and connected to the timing calibration connector (1) located above the Engine ECM. Using the Cat ET service tool, the timing calibration is performed automatically. The desired engine speed is set to 800 rpm. This step is performed to avoid instability and ensures that no backlash is present in the timing gears during the calibration process. Timing calibration improves fuel injection accuracy by correcting for any slight tolerances between the crankshaft, timing gears, and timing wheel. Timing calibration is normally performed after the following procedures: - ECM replacement - Engine overhaul - Active code that requires a timing calibration
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C11 / C13 ACERT
Text Reference
ENGINE FUEL DELIVERY SYSTEM Primary Fuel Filter / Water Separator
Electric Fuel Pump
Fuel Pressure Regulator
Fuel Gallery Secondary Fuel Filter
Fuel Tank
Fuel Transfer Pump
28
Fuel System Fuel is drawn from the fuel tank through the primary fuel filter and water separator by a gear-type fuel transfer pump. The fuel transfer pump then directs the fuel through the secondary fuel filter. The fuel then flows to the cylinder head. The fuel enters the cylinder head and flows into the fuel gallery, where it is made available to each of the six MEUI fuel injectors. Any excess fuel not injected leaves the cylinder head and flows back to the secondary fuel filter. Then, the excess fuel flows past the fuel pressure regulator. The fuel pressure regulator is a check valve that is installed in the secondary fuel filter. The fuel pressure regulator maintains fuel system pressure between the fuel transfer pump and the fuel pressure regulator. From the fuel pressure regulator, the excess fuel flow returns to the fuel tank. The ratio of fuel used for combustion and fuel returned to tank is approximately 3:1 (i.e. four times the volume required for combustion is supplied to the system for combustion and injector cooling purposes).
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Text Reference
A differential pressure switch is installed in the secondary fuel filter base and will alert the operator of a fuel filter restriction. The differential pressure switch compares the filter inlet pressure to the filter outlet pressure. When the difference in the inlet and outlet pressures causes the switch to activate, the Engine ECM will signal Messenger to warn the operator the fuel flow is probably restricted. A fuel pressure sensor is installed in the secondary fuel filter base and will signal the Engine ECM of a high fuel pressure. If the fuel pressure exceeds a pressure of 758 kPa (110 psi) the Engine ECM will log a E096 code. In the case of a logged high fuel pressure Event, check the following Fuel System's Components: - Inspect the fuel transfer pump pressure relief valve that is in the body of fuel transfer pump. Check for damage to the spring or to the valve assembly. - Verify that the pressure regulating valve in the fuel filter manifold is operating correctly. Check for damage or for dirt in the valve assembly. - Check the return line from the fuel filter base to the fuel tank for damage or collapse.
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Text Reference
29
1
30
1
The top visual is the 14M. The lower visual is the 16M. The fuel transfer pump (1) is a gear pump that is located near the balancer at the front of the engine. The fuel transfer pump is driven by the front gear train. Fuel is drawn from the primary fuel filter and water separator by the fuel transfer pump and is directed to the secondary fuel filter. The fuel transfer pump incorporates a check valve. The check valve allows fuel to flow around the gears of the pump when the fuel system is primed. A relief valve (not shown) is also installed in the fuel transfer pump. The relief valve limits the maximum fuel pressure in the fuel system.
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Text Reference
1
2 31
1 2
32
The top visual is the 14M. The lower visual is the 16M. The primary fuel filter (1) is mounted near the left rear side of the engine. The primary filter contains a water separator which removes water from the fuel. Water in a high pressure fuel system can cause premature failure of the injector due to corrosion and lack of lubrication. Water should be drained from the water separator daily, using the drain valve that is located at the bottom of the filter.
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Text Reference
The primary filter has an electric fuel priming pump integrated into the filter base. The priming pump is activated automatically by the Engine ECM. The electric fuel priming pump is used to fill the fuel filters with fuel after they have been replaced. The relay for the electric fuel priming pump is energized for 120 seconds when one of the following conditions occur: - Key start switch is turned to the ON position (engine not running) - When the engine is cranking - After the engine has been shutdown The fuel system is also equipped with a high efficiency secondary fuel filter (2). This filter is located on the left side of the engine. The fuel regulator (not shown) is integrated into the secondary fuel filter base. The fuel pressure regulator regulates the the flow of fuel from the fuel gallery
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Text Reference
POWER DERATE Highest Rated Torque Map
Power
50% Derate Derate 100% Derate
Default Torque Map
Engine Speed
33
Power Derate The illustration above defines the power derate in relation to the rated torque map and the default torque map. The power derate is a percentage reduction from the rated power at a given engine speed toward the default map at the same rpm. Power is unchanged until the requested power exceeds the derated level. The maximum power during a derate is calculated as: Maximum Power Output = Rated Power - (Rated Power - Default Power) * Derate Percentage For example, if the engine has a maximum rated power of 500 hp and a 100 hp default torque map with a 50% derate, the engine will have 300 hp output power. If 250 hp was needed, then the operator will not notice any change. If however, 400 hp was needed, there would be only 300 hp available due to derates. 300 hp = 500 hp - (500 hp - 100 hp) X 50% (.50)
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Text Reference
1
34
The engine coolant temperature sensor (1) is located on the front of the engine, below the water temperature regulator housing. The input to the Engine ECM from this sensor on contact J2-13 provides the following temperature information: - The Instrument Cluster coolant temperature gauge and the high coolant temperature warning alert indicator LED on the Caterpillar Instrument Cluster. - The temperature input for the ether aid system operation. - The Caterpillar Electronic Technician (Cat ET) status screen coolant temperature indication. NOTE: If the coolant temperature exceeds 110° C (230° F) an event is logged in the Engine ECM. Also, the ECM will automatically derate the fuel delivery to protect the engine.
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Text Reference
HIGH COOLANT TEMPERATURE DERATE 120%
% Derate
100% 80% 60% 40% 20% 0% 110
111
111.5
112
112.5
113
113.5
114
114.5
Coolant Temperature C Level 1 Warning
Level 2 Warning / Derates
35
The coolant temperature sensor measures the temperature of the coolant. When the temperature of the coolant exceeds 110° C (230° F), the Engine ECM will initiate a Level 1 Warning. When the temperature of the coolant exceeds 111° C (231° F), the Engine ECM will initiate a Level 2 Warning. At 111° C (231° F) the Engine ECM will initiate a 25% derate. Refer to the illustration for the remainder of the high engine coolant temperature derates. At 100% derate, the engine available power will be approximately 50%.
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Text Reference
1
2
36
The engine oil pressure sensor (1) is located on the left side of the engine near the Engine ECM (2). The sensor monitors the pressure of the engine oil. The sensor receives a +5 VDC signal from the Engine ECM on contact J2-72 and sends an oil pressure signal to the ECM on contact J2-28. The Engine ECM will use the information supplied by the oil pressure sensor to output warning levels to Messenger and derate the engine.
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Text Reference
LOW OIL PRESSURE 180 160
Oil Pressure (kPa)
140 120 35% Derate
100 80 60 40 20 0 0
500
1000
1500
2000
2340
0 Derate
Engine rpm kPa Warning Level 1
kPa Shut down Level 3
35% Derate
37
This illustration shows a graph with the two different warning levels for low oil pressure. When the oil pressure is below the blue line (154 kPa @ 1600 rpm) (22 psi @ 1600 rpm), the monitoring system will enable the low oil pressure Level 1 Warning. Change machine operation or perform maintenance to the system, in the event of a warning. When the oil pressure is below the red line (104 kPa @ 1600 rpm)(15 psi @ 1600 rpm), the monitoring system will enable the low oil pressure Level 3 Warning. The operator should immediately perform a safe engine shutdown, in the event of a Level 3 warning. Also, with the Level 3 Warning, the Engine ECM initiates a 35% engine derate. If the signal between the Engine ECM and the oil pressure sensor is lost or disabled, the Engine ECM will initiate a low engine oil pressure Level 1 Warning.
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Text Reference
1
2
38
The intake manifold pressure sensor/turbocharger outlet pressure sensor (1) is located on the left side of the engine. The input data from the intake manifold pressure sensor/turbocharger outlet pressure sensor to the Engine ECM is used by the ECM to electronically control the air fuel ratio. This feature allows very precise smoke control, which was not possible with mechanically governed engines. The intake manifold pressure sensor/turbocharger outlet pressure sensor also allows boost pressure to be read using the Cat ET. The intake manifold pressure sensor/turbocharger outlet pressure sensor receives a +5 VDC signal from the Engine ECM on contact J2-72 and sends a signal to the ECM on contact J2-15. The intake manifold air temperature sensor (2) is also located on the left side of the engine. The air temperature sensor provides air temperature data on contact J2-56 to the Engine ECM to warn the operator of potentially damaging conditions. This sensor is also used for derating the engine at high temperature and for use by Messenger.
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Text Reference
C11-C32 ENGINE INTAKE MANIFOLD TEMPERATURE DERATE 21% 18%
% Derate
15% 12% 9% 6% 3% 0% 82
86
87
88
89
90
91
92
93
Intake Manifold Temperature C Level 1 Warning
Level 2 Warning / Derates
39
The intake manifold air temperature sensor measures the temperature of the air that is flowing to the intake manifold. The sensor is used to initiate warning levels and engine derates After the engine is running for at least 3 minutes and if the intake manifold air temperature goes above 82° C (180° F), the Engine ECM will initiate a Level 1 Warning. After the engine is running for at least 3 minutes and if the intake manifold air temperature goes above 86° C (187° F), the Engine ECM will initiate a Level 2 Warning. With the Level 2 Warning, the Engine ECM signals the engine to initiate a 3% derate. This derate will have a 20% upper limit.
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Text Reference
1
40
The turbocharger inlet pressure sensor (1) is located in a tube between the air cleaners and the turbocharger. The Engine ECM uses the turbocharger inlet pressure sensor in combination with the atmospheric pressure sensor to determine air filter restriction. The Engine ECM provides the input signal to the monitor system, which informs the operator of the air filter restriction. The sensor receives a +5 VDC signal from the Engine ECM on contact J1-2 and sends a signal to the ECM on contact J1-15.
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Text Reference
AIR INLET RESTRICTION DERATE 16% 14%
% Derate
12% 10% 8% 6% 4% 2% 0%
0
2
4
6
8
10
12
14
16
Air Restriction kPa Difference Level 1 Warning
Level 2 Warning / Derates
41
The turbo inlet pressure sensor measures the restriction of the air inlet that is flowing to the inlet of the compressor housing of the turbocharger. When the pressure difference between the turbo inlet pressure sensor and the atmospheric sensor read a difference of 9.0 kPa, the Engine ECM will derate the engine approximately 2%. The Engine ECM will then derate the engine 2% more for every 1 kPa difference up to 10%. Typically the atmospheric pressure sensor is 100 kPa at sea level. As the air restriction increases, the difference will increase. The first derate will occur when the difference is approximately (100 kPa minus 91 kPa.= 9 kPa). If the air inlet restriction is 92.5 kPa (a pressure that is between 7.5 kPa and 9 kPa) for 10 seconds, the Engine ECM will initiate a Level 1 Warning. If the air restriction goes to the point that the turbo inlet pressure sensor sees a difference of 91.0 kPa (a pressure that is 9.0 kPa) for 10 seconds, then the Level 2 Warning will occur and the engine will derate. NOTE: This air inlet restriction derate is a latching derate. The derate will remain active until the machines is shut down.
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1
2
Text Reference
3
42
The differential fuel pressure switch (1) is located in the top of the secondary fuel filter housing on the left side of the engine. This switch indicates restriction in the fuel filter and provides an input to the Engine ECM on contact J2-62. A warning is also sent by the Engine ECM to Messenger. The fuel pressure sensor (2) is located in the top of the secondary fuel filter housing on the left side of the engine. This sensor is used to monitor fuel pressure and receives a +5 VDC signal from the Engine ECM on contact J2-72 and sends a signal to the ECM on contact J2-40. The fuel temperature sensor (3) provides an input to the Engine ECM on contact J2-62. The Engine ECM uses the fuel temperature measurement data from the fuel temperature sensor to make corrections to the fuel rate to maintain power regardless of fuel temperature (within certain parameters). This correction feature is called "Fuel Temperature Compensation."
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Text Reference
FUEL TEMPERATURE DERATE 30%
% Derate
25% 20% 15% 10% 5% 0% 89.8 90.0 90.2 90.4 90.6 90.8 91.0
91.2
91.4
91.6
91.8
92.0 92.2
Fuel Temperature C Level 1 Warning
Level 2 Warning / Derates
43
This illustration shows the graph for the warning and the derates map for the fuel temperature. When the fuel temperature exceeds 90° C (194° F), the Engine ECM will activate a Level 1 Warning. When the fuel temperature increases to 91.0° (196° F) a Level 2 Warning will be initiated by the Engine ECM. At the same time, the engine will derate to 12.5%. If the fuel temperature exceeds 92° C (198° F), the engine will be derated to 25%. A fuel temperature sensor open circuit will derate the engine to 12.5%.
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Text Reference
FUEL FILTER RESTRICTION DERATE THE FUEL TEMP ABOVE 30 C (86 F) AND PRESSURE ABOVE 110 kPa (15 psi)
60%
% Derate
50% 40% 30% 20% 10% 0% 0
3 min
1 hr
2 hr
Time Level 1 Warning
3 hr
4 hr
4hr 1 sec
5 hr
Level 2 Warning / Derates
44
When the differential pressure switch recognizes a fuel pressure of 103 kPa (15 psi) for 3 minutes, the Engine ECM will initiate a Level 1 Warning. When the differential pressure switch recognizes 103 kPa (15 psi) across the filter for 4 hours, the Engine ECM will initiate a Level 2 Warning. With the Level 2 Warning initiated, a 17.5 % derate is applied to the engine. After 1 second, the Engine ECM will initiate a second derate of 17.5%. The total derate will be 35%. NOTE: This feature will be disabled when the fuel temperature is below 30° C (86° F).
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Text Reference
VIRTUAL EXHAUST TEMPERATURE DERATE Engine Derate Percentage
Barometric Pressure Inlet Manifold Temperature Engine Speed
Fuel Injection Calibration
Highest Derate Priority Selector
Other Engine Derate Conditions
Engine ECM
45
An engine derate can occur due to a estimated (virtual) high exhaust gas temperature. The Engine ECM monitors barometric pressure, intake manifold temperature, and engine speed to estimate exhaust gas temperature. Certain conditions (high altitude, high ambient temperatures, high load and full accelerator pedal throttle, barometric pressure, intake manifold temperature, and engine speed) are monitored to determine if the engine derate should be enabled. The Engine ECM determines a maximum fuel delivery percentage to maintain safe maximum power output under load. This calculation is new to the off-road Tier III engines and is used in place of the previous altitude compensation derate strategy. This event is to inform the mechanic that a derate has occurred because of operating conditions. Generally, this is normal and requires no service action. The Engine ECM will process all derate inputs in the highest derate priority selector. The most critical derate condition input will be used to adjust fuel system delivery limiting engine power to a safe level for the conditions in which the product is being operated, thereby preventing elevated exhaust temperatures.
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Text Reference
The virtual exhaust temperature derate will log a 194 event code. The derate will enable a Level 1 Warning and eventually a Level 2 Warning. The level of the warning will depend on the conditions that are sent to the Engine ECM. The following conditions must be met to initiate a virtual exhaust temperature derate. - No CID 168 01 FMI (low battery voltage to the Engine ECM) are active. - No active intake manifold pressure sensor faults. - No active atmospheric pressure (barometric) sensor faults. - No +5 V sensor voltage codes active. - The virtual exhaust temperature derate must be the highest derate. - More fuel is being requested than the virtual exhaust temperature derate will allow. This derate is triggered by the information inferred by the Engine ECM, rather than an individual sensor as with the previous single derate strategies. If you think this derate is possibly being imposed incorrectly check for event codes on high intake manifold temperature. Correct any codes first. Also, make sure the aftercooler is unobstructed. For additional information about troubleshooting, refer to the troubleshooting guide for the particular engine that is being serviced.
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Text Reference
46
The ether start control has changed with the introduction of the Tier III machines. The ether system (if equipped) is now automatically controlled by the Engine ECM. Ether control also now utilizes one continuous shot instead of a one shot application. The Engine ECM energizes the ether solenoid (arrow) for a predetermined amount of time that is based on ECM software. The ECM monitors the coolant temperature sensor, air temperature sensor, and the atmospheric pressure sensor to determine the temperature and altitude of the machine. Based on these inputs, the ECM will determine if ether is required. The ether injection system can be enabled or disabled using Cat ET.
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Text Reference
1
2
47
The radiator (1) and air to air aftercooler (2) now sit side by side in the cooling package. The C11/C13 is equipped with a wastegate turbocharger which provides higher boost over a wide range, improving engine response and peak torque, as well as outstanding low-end performance. NOTE: The wastegate is preset at the factory.
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Text Reference
1 2
48
3
49
Throttle mode switch (1) allows the operator to select between two different throttle modes: - Automatic Mode: When top of switch (1) is depressed, the throttle mode is set to automatic. In automatic mode, the operator can set the engine rpm with the throttle pedal (not shown) or with set/accelerate switch (2). If the operator wants to decrease the engine rpm, the operator can depress or depress and hold the resume/decelerate switch (3) to decrease engine rpm. If the brake pedal is depressed at any time when the automatic mode has been selected, the engine will return to low idle. If the switch (3) is depressed, the engine rpm will return to the previous set point. - Manual Mode: When the bottom of switch (1) is depressed, the throttle mode is set to manual mode. The operator can set or decrease the engine rpm in the same way as automatic mode. The brake pedal does not decrease the engine rpm to low idle. To return the engine to low idle, the switch (1) should be placed in the OFF position (center).
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Text Reference
ENGINE IDLE MANAGEMENT - Cool Engine Mode - Low Voltage Mode
50
Engine Idle Management Cool Engine Mode - In cold weather operation, the engine rpm will be set to 1000 rpm in order to generate additional engine heat, keeping the engine warmer. This mode monitors the coolant temperature and the intake manifold temperature. When the coolant temperature is below 80° C (176° F) or the intake manifold temperature is below 15° C (60° F) and the cool engine mode is enabled, the machine will time out for 10 minutes. After ten minutes, if the coolant temperature is below 70° C (158° F) and the machine has been the in cool engine mode, the engine will be in the cool engine mode. If the machine has not been in cool engine mode but the intake manifold temperature is less than 5° C (41° F), the engine will go into the cool engine mode. Low Voltage Mode - In this mode, the engine will ramp up to 1000 rpm when the battery voltage drops below 24.5 volts for more than five minutes. When the battery voltage is greater than 24.5 volts, the engine idle will return to low idle. NOTE: The Engine Idle Management Strategies can not be reconfigured with Cat ET.
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Text Reference
1
2
3
4
5
6
7
51
POWER TRAIN The transmission (2) is an Electronic Clutch Pressure Control (ECPC) countershaft transmission. The Transmission/Chassis ECM (not shown) controls the modulation of the clutch pressure in the transmission by suppling a variable output current to the appropriate proportional solenoid valve. The Transmission/Chassis ECM monitors the operator gear request, engine torque data from the Engine ECM, speed data from the transmission speed sensors, and the transmission temperature in order to determine the appropriate gear shift. The countershaft transmission has 8 forward speeds and 6 reverse speeds. The power flow through the machine is as follows: - Engine (1) - Countershaft transmission (2) - Parking brake (3) - Drive shaft (4) - Differential and final drives (5) - Chains (not shown) - Sprocket (6) - Wheel stations (7)
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Text Reference
1
2
52
The Transmission/Chassis ECM (1) is the mounted on the transmission (2) at the rear of the machine. The power train electronic control system utilizes a variety of different types of devices that provide input data to the Transmission/Chassis ECM. The Transmission/Chassis ECM will use the input data to monitor the machine and also to determine if an output function is required. Most of the input circuits are monitored for diagnostics. The Transmission/Chassis ECM will log a diagnostic code if the ECM determines that an abnormal condition exists in one of the circuits. The Transmission/Chassis ECM will also send output signals, which can have a variety of different functions. The types of electrical output signals are as follows: - PWM proportional drivers - On/Off sourcing drivers - On/Off sinking drivers - Sensor power supply - Data link outputs The Transmission/Chassis ECM also monitors the output circuits for diagnostics.
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Text Reference
The Transmission/Chassis ECM has strategies that are used to protect the engine, power train, and machine components, reconfigure certain parameters, and test machine systems. The strategies are as follows: Overspeed protection: This feature ensures that the transmission will never be shifted into a gear that would cause an engine overspeed condition. The Transmission/Chassis ECM monitors the transmission output speed sensors and the gear that is selected by the operator to determine if it is safe to shift the transmission. Limp Home Mode: A limp home mode is available in order to provide an override to a transmission disabling diagnostic event. The limp home mode will be activated by the Transmission/Chassis ECM when a diagnostic code is activated for any of the transmission solenoids. The Transmission/Chassis ECM will allow the transmission to shift to gears that are not affected by the active diagnostic when the limp home mode is activated. Low Voltage Shift Inhibit: This feature is designed to prevent excessive transmission clutch wear due to low system voltage by going to neutral whenever a shift is requested and the system voltage is low. When the system voltage drops below 20 volts, only shifts to neutral will be allowed any other shift will cause the transmission to shift to neutral. Once the transmission shifts to neutral due to low voltage, the transmission will remain in neutral until the system voltage is at or above 24 volts. Maximum gear limit: This feature limits the maximum gear that the transmission will shift into both in forward and reverse. This feature is set using Electronic Technician and can be used to limit road speed. This feature is not the same as setting a minimum or maximum gear for autoshift. Park Brake Test: This feature provides a way to test for the correct operation of the park brake. The Transmission/Chassis ECM will allow a park brake test to be performed when the transmission is in 5th gear forward. If the machine drives through the park brake at 5th gear forward in a stall condition, then a problem exists with the park brake.
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Text Reference
TRANSMISSION / CHASSIS ELECTRICAL SYSTEM Transmission/ Chassis ECM
Engine ECM Implement ECMs Messenger Product Link
Data Link
Service Connector INPUT COMPONENTS
OUTPUT COMPONENTS Engine Start Relay
Operator Present Switch Key Start Switch
Secondary Steering Motor Relay Differential Lock Relay
Left Hand Joystick
Back-up Alarm Relay Inching Pedal Position Sensor
AC Clutch Relay
Inching Pedal Switch
Clutch 1 Forward High Solenoid
Transmission Input Speed Sensor Clutch 2 Forward Low Solenoid
Transmission Intermediate Speed Sensor 1 and 2 Transmission Output Speed Sensor 1 and 2
Clutch 3 Reverse Solenoid
Transmission Oil Temperature Sensor
Clutch 4 2nd Speed Solenoid
Transmission Filter Bypass Switch
Clutch 5 3rd Speed Solenoid
Parking Brake Switch Parking Brake Pressure Switch
Clutch 6 1st Speed Solenoid
Service Brake Switches Service Brake Accumulator Pressure Sensor
Clutch 7 Low Range Solenoid
Right Steering Cylinder Position Sensor
Clutch 8 High Range Solenoid
Left Steering Cylinder Position Sensor Articulation Angle Sensor 1 and 2
Parking Brake Solenoid
Differential Lock Switch AutoShift Switch
Secondary Steering Right Solenoid
Fuel Level Sensor
Secondary Steering Left Solenoid
Air Conditioning Switch
MSS Status LED
AC Pressure Switch
Autoshift Enabled LED
+24 Battery Voltage
+5 Volt Supply
Location Code 1 (Ground)
+8 Volt Supply
Location Code Enable (GND)
+10 Volt Supply
53
Transmission/Chassis Electrical System Input Components: Operator Present Switch: An input to the ECM that indicates if an operator is in the operator’s seat. Key Start Switch: Provides a signal to the Transmission/Chassis ECM when the operator wants to start the engine. The machine conditions must be met before the Transmission/Chassis ECM will energize the engine start relay. Left Hand Joystick: Provides 10 different inputs to the Transmission/Chassis ECM. Some of those inputs include: directional control switch, upshift switch, and downshift switch. Inching Pedal Position Sensor: An input to the ECM to modulate the current sent to the directional clutch in the transmission. Inching Pedal Switch: An input to the ECM to indicate if the inching pedal has been depressed. The switch is used as a backup to the inching pedal position sensor.
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Text Reference
Transmission Input Speed Sensor: The sensor that measures the input speed of the transmission. Transmission Intermediate Speed Sensors: The sensors measure the transmission intermediate speed. The ECM can determine direction of the transmission by looking at the difference in phase between the two sensors. Transmission Output Speed Sensors: The sensors measure the transmission output speed. The ECM can determine direction of the transmission by looking at the difference in phase between the two sensors. Transmission Oil Temperature Sensor: An input to the ECM that provides the temperature of the power train oil. Transmission Filter Bypass Switch: An input to the ECM indicating when the transmission filter is in a bypass condition. Parking Brake Switch: An input to the ECM that indicates the operator wants to release the parking brake. Parking Brake Pressure Switch: An input to the ECM that provides the status of the pressure to the parking brake. Service Brake Switches: Inputs to the ECM that indicates the operator has depressed the service brake pedal. Service Brake Accumulator Pressure Sensor: An input to the ECM that provides the pressure in the service brake accumulators. Right Steering Cylinder Position Sensor: Signals the ECM the position of the rod in the steering cylinder. Left Steering Cylinder Position Sensor: Signals the ECM the position of the rod in the steering cylinder. Articulation Angle Sensor 1 and 2: Signals the ECM the angle of the rear frame as compared to the angle of the front frame. Differential Lock Switch: An input to the ECM that indicates the operator want to engage or disengage the differential lock. Autoshift Switch: Signals the Transmission/Chassis ECM which shift mode the operator wants to operate on the machine. The operator can select between manual shifting or automatic shifting. Fuel Level Sensor: An input to the ECM indicating the depth of the fuel in the fuel tank. Air Conditioning Switch: An input to the ECM that indicates the operator want to activate the air conditioning. Air Conditioning Pressure Switch: An input to the ECM that indicates if the air conditioning system has a low charge or a high charge condition. Based on the input from the switch, the ECM will protect the air conditioning compressor from damage.
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Text Reference
+24 Battery Voltage: Unswitched power supplied to the Transmission/Chassis ECM from the battery. Location Code 1: The location code pin number 1 is a grounded input signal that establishes the ECM is dedicated to power train and chassis operations. J1-26 pin on the Transmission/Chassis ECM connector is grounded. Location Code Enable (GND): The location code enable is a grounded input signal to the Transmission/Chassis ECM that enables the location code enable feature. J1-32 pin on the Transmission/Chassis ECM connector is grounded. Output Components: Engine Start Relay: The Power Train ECM energizes the key start relay when the appropriate conditions are met to start the engine. Secondary Steering Relay: The Transmission/Chassis ECM energizes the relay when the loss of steering pressure is detected by the ECM. The ECM energizes the relay and power is supplied to the secondary steering pump. Differential Lock Relay: The Transmission/Chassis ECM energizes the differential lock relay when the operator depresses the differential lock switch. Back-up Alarm Relay: The Transmission/Chassis ECM energizes the back-up alarm relay when the operator selects the REVERSE direction. A/C Clutch Relay: The Transmission/Chassis ECM energizes the a/c clutch relay when air conditioning is requested. Clutch Solenoids: The solenoids control the oil flow through the respective speed, range, and directional modulating valves. Parking Brake Solenoid: The Transmission/Chassis ECM energizes the solenoid to release the parking brake when all the conditions have been met. Secondary Steering Solenoids: The Transmission/Chassis ECM sends current to the solenoids in case of primary steering valve malfunction. The proportional solenoids control the oil flow to the spools in the primary steering control valve. MSS Status LED: The Transmission/Chassis ECM illuminates the indicator LED with the status of MSS. Autoshift Enabled LED: The Transmission/Chassis ECM illuminates the indicator LED when autoshift has be enabled. +5 Volt Supply: Power supplied to the components from the Transmission/Chassis ECM. +8 Volt Supply: Power supplied to the components from the Transmission/Chassis ECM. +10 Volt Supply: Power supplied to the components from the Transmission/Chassis ECM.
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1
Text Reference
2
3
54
The secondary steering test switch (1) sends a signal to the Transmission/Chassis ECM that the operator wants to test the operation of the secondary steering system. When the switch (1) is depressed, the ECM energizes the secondary steering pump relay. NOTE: The secondary steering test switch will activate the steering pump relay ONLY when the engine is running. Messenger must be used to test the secondary steering system when the engine is OFF. The parking brake switch (2) sends a signal to the Transmission/Chassis ECM that the operator wants to release the parking brake. When an operator is present and the parking brake switch (2) has been depressed, the ECM will energize the parking brake solenoid releasing the parking brake. The key start switch (3) sends a signal to the Transmission/Chassis ECM that the operator wants to start the engine. The ECM determines if the directional control switch (not shown) is in the NEUTRAL position and if an operator is present. When the directional control switch is in the NEUTRAL position, the operator is present, and the key start switch (3) is turned to the START position, the ECM energizes the starter relay.
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Text Reference
1
2
3
55
Upshift switch (1) and downshift switch (2) allow the operator to manually upshift or downshift the gears in the transmission. When the operator commands a downshift that will overspeed the engine, the Transmission/Chassis ECM will not allow the downshift until it is safe to downshift. Directional control switch (3) signals the Transmission/Chassis ECM when the operator wants to shift into forward or reverse. The Transmission/Chassis ECM will not shift into forward or reverse if the ECM detects a signal from the transmission output speed sensors.
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Text Reference
2
1
56
The differential lock switch (1) is a momentary switch located on the front of right joystick (2). The differential lock defaults to the unlocked position when the machine is first started. Depressing the switch (1) sends a signal to the Transmission/Chassis ECM to energize the differential lock relay. Depressing the switch (1) again will send a signal to the ECM to de-energize the differential lock relay.
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Text Reference
1
57
The autoshift switch (1) has the following two modes of operation: Manual Mode: When in the manual mode (shown), the operator to can manually change gears. Using the manual mode, the operator can send shift commands to the Transmission/Chassis ECM using the upshift and downshift buttons on the left joystick. This is the standard feature offered with the machine. The Autoshift feature can be purchased as an attachment. Autoshift Mode: When in the automatic mode (top half of switch depressed), the Transmission/Chassis ECM automatically shifts the transmission through a range of gears that the operator sets. The operator can set the Minimum and Maximum gears that the autoshift function will shift between with messenger or Cat ET. The Transmission/Chassis ECM will determine when to shift within the operator selected gear range based on the transmission output speed. Any active diagnostics in the transmission will disable the autoshift function. Also, any active diagnostics for the FNR selector, autoshift switch, or parking brake system will disable the autoshift function. The autoshift feature will work in both the forward and reverse direction.
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Text Reference
2 5 4
3 1
58
The inching pedal (1) allows the operator to control the modulation of oil to the direction clutches. The inching pedal position sensor (2) sends a PWM signal to the Transmission/Chassis ECM to modulate the oil to the directional clutches. If the position sensor (2) has a failure, the inching pedal switch (3) is used for modulation of the directional clutches. NOTE: Directional shifts can be made without the use of the inching pedal. The service brake switch (4) sends a signal to the Transmission/Chassis ECM to disable the throttle lock. The service brake light switch (5) is used to illuminate the brake lights at the rear of the machine.
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Text Reference
1
2
59
3
60
4
5
The transmission is equipped with five speeds sensors that are monitored by the Transmission/Chassis ECM. The ECM uses these sensors to determine both the speed and direction of the transmission. The transmission input speed sensor (1) is located at the top of the transmission and provides the ECM with the transmission input shaft speed. The intermediate speed sensors (2) and (3) are located on the left middle side of the transmission and provides the ECM with the speed of an intermediate gear in the transmission. The transmission output speed sensors (4) and (5) are located on the lower right side of the transmission and provides the ECM with the transmission output speed.
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Text Reference
The Transmission/Chassis ECM uses these 5 speed sensors to continually monitor not only the speed of the transmission, but also the other speeds sensors to determine if they are working properly. The ECM can use the intermediate speed sensor to calculate transmission output speed in the event that the transmission output speed sensors fail. The ECM can also use the transmission input speed sensor to calculate the transmission output speed in the event that both the transmission output speed sensors and intermediate speed sensors fail.
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Text Reference
1
2
61
The transmission relief valve is located on the left side of the transmission and sets the working pressure of the transmission hydraulic system. The transmission relief valve has a pressure tap (1) that tests the relief pressure of the transmission hydraulic system. The transmission relief valve is adjustable. The transmission has a temperature sensor (2) which is used by the Transmission/Chassis ECM to monitor the transmission oil temperature.
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Text Reference
1
2
62
The engine start relay (1) is controlled by the Transmission/Chassis ECM. When the signal is sent to the ECM to start the engine, the ECM then sends current to the start relay. The coil in the relay closes and battery voltage is sent to the starter motor. Also shown is the main power relay (2).
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Text Reference
1
2
63
The secondary steering relay (1) is located in the rear frame near the articulation hitch. The secondary steering relay is energized in the case of a malfunction of the primary implement/steering pump. Also shown is the secondary steering pump (2).
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Text Reference
64
The differential lock relay (arrow) is energized by the Transmission/Chassis ECM when the differential lock switch is depressed.
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1
Text Reference
3
2
65
The back-up alarm relay (1) is energized by the Transmission/Chassis ECM when the directional control switch in placed in the REVERSE position. The A/C clutch relay (2) is energized by the Transmission/Chassis ECM when air conditioning is requested. Also shown is the back-up alarm (3).
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Text Reference
POWER TRAIN HYDRAULIC SYSTEM NEUTRAL
To Flywheel Lube
Temperature Sensor Cooler
Trans Lube
Relief Valve
Relief Valve Power Train Filter
Park Brake Solenoid
Park Brake Engage
transmission and Scavenge Pump
Park Brake Lube
Main Relief Valve Transmission Magnetic Screen
Differential Lock Solenoid
Differential Magnetic Screen
Differential Lock
Clutch Modulating Valves
8
8
Transmission Sump
Differential Sump
7
6
7
6
5
5
4
4
3
3
2
2
1
1
Relief Valve
66
Power Train Hydraulic System Oil from the transmission sump passes through a magnetic screen and is pumped by the scavenge section of the transmission pump to the differential sump. Oil from the differential sump is pumped by the charging section of the transmission pump to the power train filter. Filtered oil travels to the following locations in the power train hydraulic system: - Park brake solenoid: The park brake solenoid has two positions. When the solenoid is de-energized, supply oil will be directed to flow through the parking brake and lubricate the internal components of the park brake before draining back into the transmission case. When the solenoid is energized, supply oil is directed to compress an internal spring inside the park brake housing which releases the parking brake. - Differential lock solenoid: When the differential lock solenoid is de-energized, the differential lock is open to drain. Oil is allowed to drain from the clutch pack and the differential unlocks. When the differential lock solenoid is energized, supply oil is directed to the differential to engage the differential lock. The differential oil compresses a clutch pack which locks the differential side gear to the case.
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Text Reference
- Eight modulating valves: The clutch modulation valves control the engagement of the transmission clutches. The solenoids are controlled by a Pulse Width Modulated (PWM) signal from the Transmission/Chassis ECM. Supply oil flows into the clutch modulation valves and through a passage in the center of the spool. Oil then flows to the tank if the solenoid is not energized. Oil flow is blocked by a ball and seat if the solenoid is energized. The spool will shift and the clutch will begin to fill. The signal from the Transmission/Chassis ECM determines how long it takes to fill each clutch. Modulating valve number (7) has a relief valve on the return line to the tank. The relief valve maintains 14 kPa (2 psi) of back pressure on the tank return line in order to keep the number (7) clutch full of oil. - Transmission temperature sensor: The transmission oil temperature sensor is used by the Transmission/Chassis ECM to monitor the transmission temperature. - Main relief valve: The main relief valve regulates the supply pressure inside the transmission hydraulic system. Oil unseats the check ball and forces the spool to the right if the transmission system pressure becomes greater then the spring force on the right of the spool. Excess oil will flow to the power train cooler or to lubricate the flywheel. Excess oil from the main relief valve flows to the power train cooler. The cooler is protected from excessive pressure by a relief valve. From the cooler, oil flows to internal components of the transmission for lubrication. The lubrication circuit is also protected by a relief valve.
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Text Reference
1
2
67
The transmission pump is a two-section pump. The scavenge section (1) pumps oil from the transmission sump to the differential sump. The charging section (2) pumps oil from the differential sump to the power train hydraulic system.
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Text Reference
1
3 2
68
The power train filter (1) is located on the right rear of the transmission case. The power train filter (1) is equipped with a filter bypass switch. The tap (2) is an S•O•S port. The tap (3) is a pressure tap for testing pump supply pressure.
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Text Reference
1 2
3 4 5 6 7 8
69
The clutch modulating valves are mounted on the rear of the transmission on the left side of the transmission. There is one modulating valve for each of the eight transmission clutches. The pressure taps in the modulating valves test the clutch pressures for the following: - Clutch 1 (1) (forward high) - Clutch 2 (2) (forward low) - Clutch 3 (3) (reverse) - Clutch 4 (4) (second speed) - Clutch 5 (5) (third speed) - Clutch 6 (6) (first speed) - Clutch 7 (7) (low range) - Clutch 8 (8) (high range)
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Text Reference
1 2
3
70
The transmission cooler relief valve (1) is located under the main relief. The cooler relief valve protects the power train oil cooler from excessive pressure. The transmission lubrication relief valve (2) is located to the right of the main relief valve. The lubrication relief valve protects the lubrication system of the transmission from excessive pressure. The relief valve (3) for the low range solenoid valve is located under the solenoid valve. The relief valve is used for improved modulation of the low range clutch.
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Text Reference
1
71
The power train cooler (1) is located on the right rear side of the engine. The power train cooler uses engine coolant to remove the heat from the power train oil before it returns back to the transmission for lubrication.
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Text Reference
72
The differential lock solenoid (arrow) is located on the left rear side of the differential case. The differential lock solenoid is turned off and on by the differential lock relay. The relay is turned off and on by the differential lock switch located in the right operator joystick.
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1
Text Reference
2
73
3
74 4
5
The differential (1) is equipped with a hydraulically engaged differential lock (4) which improves traction in poor underfoot conditions. The differential lock uses a clutch pack (5) to lock one differential side gear to the spider gear case. The final drives (2) are also located in the same case as the differential. The final drives use gears to multiply the torque before it reaches the wheels. The differential and final drive (3) is a modular design that improves serviceability. This new design also improves on contamination control since the differential and final drive no longer needs to be serviced in the machine.
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Text Reference
Input Shaft
TRANSMISSION POWER FLOW 2
1
Clutch Identification
4
6
3
1 2 3
FWD High FWD Low Reverse
4 5 6 7
Second Third First Low Range
8
High Range
5
8
7
Parking Brake
75
This illustration shows the power flow through the countershaft transmission. The countershaft transmission provides eight forward speeds and six reverse speeds. The transmission contains eight clutches which are engaged hydraulically and released by spring force. The input shaft is driven by the flywheel of the engine. Also shown is the parking brake.
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Text Reference
POWER TRAIN HYDRAULIC SYSTEM NEUTRAL
To Flywheel Lube
Temperature Sensor Cooler
Trans Lube
Relief Valve
Relief Valve Power Train Filter
Park Brake Solenoid
Park Brake Engage
Transmission And Scavenge Pump
Park Brake Lube
Main Relief Valve Transmission Magnetic Screen
Differential Lock Solenoid
Differential Magnetic Screen
Differential Lock
Clutch Modulating Valves
7
8
8
Transmission Sump
Differential Sump
6
7
6
5
5
4
4
3
3
2
2
1
1
Relief Valve
76
This illustration shows the transmission hydraulic system with the engine running and the directional control switch in the NEUTRAL position. When the engine is running, flow from the transmission scavenge pump is sent from the transmission sump to the differential housing. Oil flow from the transmission charge pump is sent from the differential housing through the transmission filter to the eight transmission modulating valves. Transmission charge pump flow is also sent to the transmission relief valve, parking brake solenoid valve, and the differential lock solenoid valve. The transmission relief valve limits the oil pressure to the modulating valves. When NEUTRAL is selected, the Transmission/Chassis ECM energizes No. 5 and No. 8 solenoids. The modulating valve controls the oil flow to the clutches. When the solenoids are energized, the electromagnetic force moves the pin against the ball. The ball moves to the right against the seat. The oil flow through the center of the valve spool is blocked. The oil pressure increases at the left end of the spool and the valve spool moves to the right compressing the spring. Oil flow is then directed to the clutches.
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Text Reference
From the transmission relief valve, oil flows to the power train oil cooler and the power train oil cooler relief valve. The relief valve limits the oil pressure to the cooler. When the oil pressure to the cooler exceeds 520 kPa (75 psi), the relief valve opens and sends the excess oil pressure to the outlet side of the oil cooler. Oil flows through the power train oil cooler and on to the transmission for cooling and lubrication purposes. The lubrication system of the transmission has a relief valve to limit the oil pressure. When the oil pressure in the lubrication system exceeds 380 kPa (55 psi), the relief valve opens and sends the excess oil pressure to the transmission sump.
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Text Reference
POWER TRAIN HYDRAULIC SYSTEM FIRST SPEED FORWARD
To Flywheel Lube
Temperature Sensor Cooler
Trans Lube
Relief Valve
Relief Valve Power Train Filter
Park Brake Solenoid
Park Brake Engage
Transmission And Scavenge Pump
Park Brake Lube
Main Relief Valve Transmission Magnetic Screen
Differential Lock Solenoid
Differential Magnetic Screen
Differential Lock
Clutch Modulating Valves
7
8
8
Transmission Sump
Differential Sump
6
7
6
5
5
4
4
3
3
2
2
1
1
Relief Valve
77
This illustration shows the transmission hydraulic system with the engine running, the directional control switch in the FORWARD position, and FIRST SPEED selected. When FIRST SPEED FORWARD is selected, the Transmission/Chassis ECM energizes the No. 6, and No. 7 solenoids before energizing the No. 1 solenoid. The modulating valves control the oil flow to the clutches.
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Text Reference
TRANSMISSION MODULATING VALVE NO COMMANDED SIGNAL Test Port Valve Spool
Ball Orifice
Solenoid
Pin
Drain Orifice
To Tank
To Clutch
Spring
From Pump
78
Transmission Modulating Valve - No Commanded Signal In this illustration, the transmission modulating valve is shown with no current signal applied to the solenoid. The Transmission/Chassis ECM controls the rate of oil flow through the transmission modulating valves to the clutches 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. The transmission modulating valve is located on the transmission control valve. Pump 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.
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Text Reference
TRANSMISSION MODULATING VALVE COMMANDED SIGNAL BELOW MAXIMUM Test Port Ball
Solenoid
Pin
Drain Orifice
Valve Spool
Orifice
To Tank
To Clutch
Spring
From Pump
79
Transmission Modulating Valve - Commanded Signal Below Maximum In this illustration, the modulating valve is shown with a signal to the solenoid that is below the maximum current. Clutch engagement begins when the Transmission/Chassis ECM sends an initial current signal to ENERGIZE the solenoid. The amount of commanded 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 ECM. The position of the ball against the orifice begins to block the drain passage of the oil flow from the left side of the valve spool to the tank. 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. 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 pump supply oil to fill the clutch. Oil also begins to fill the spring chamber on on the right end of the spool.
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Text Reference
In the initial clutch filling stage, the 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 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 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 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 ECM.
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Text Reference
TRANSMISSION MODULATING VALVE COMMANDED SIGNAL AT MAXIMUM Test Port Ball
Solenoid
Pin
Drain Orifice
Valve Spool
Orifice
To Tank
To Clutch
Spring
From Pump
80
Transmission Modulating Valve - Commanded Signal At Maximum In this illustration, the modulating valve is shown with a maximum current signal commanded to the solenoid. When the modulation cycle stops, the Transmission/Chassis ECM sends the maximum specified current signal to fully engage the clutch. 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 ECM sends a constant maximum specified current signal to the solenoid to maintain the desired clutch pressure.
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Text Reference
The different maximum specified pressures for each clutch is caused by different maximum current signals being sent by the ECM to each individual modulating 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 solenoid to control the engaging and releasing of clutches is not a simple on and off cycle. The ECM varies the strength of the current signal through a programmed cycle to control movement of the valve spool.
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Text Reference
POWER TRAIN HYDRAULIC SYSTEM SECOND SPEED FORWARD
To Flywheel Lube
Temperature Sensor Cooler
Trans Lube
Relief Valve
Relief Valve Power Train Filter
Park Brake Solenoid
Park Brake Engage
Transmission And Scavenge Pump
Park Brake Lube
Main Relief Valve Transmission Magnetic Screen
Differential Lock Solenoid
Differential Magnetic Screen
Differential Lock
Clutch Modulating Valves
7
8
8
Transmission Sump
Differential Sump
6
7
6
5
5
4
4
3
3
2
2
1
1
Relief Valve
81
This illustration shows the transmission hydraulic system with the engine running, the directional control switch in the FORWARD position, and SECOND SPEED selected. When SECOND SPEED FORWARD is selected, the Transmission/Chassis ECM energizes the No. 4, and No. 7 solenoids before energizing the No. 2 solenoid. The modulating valves control the oil flow to the clutches.
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Text Reference
POWER TRAIN HYDRAULIC SYSTEM FIRST SPEED REVERSE
To Flywheel Lube
Temperature Sensor Cooler
Trans Lube
Relief Valve
Relief Valve Power Train Filter
Park Brake Solenoid
Park Brake Engage
Transmission And Scavenge Pump
Park Brake Lube
Main Relief Valve Transmission Magnetic Screen
Differential Lock Solenoid
Differential Magnetic Screen
Differential Lock
Clutch Modulating Valves
7
8
8
Transmission Sump
Differential Sump
6
7
6
5
5
4
4
3
3
2
2
1
1
Relief Valve
82
This illustration shows the transmission hydraulic system with the engine running, the directional control switch in the REVERSE position, and FIRST SPEED selected. When FIRST SPEED REVERSE is selected, the Transmission/Chassis ECM energizes the No. 6, and No. 7 solenoids before energizing the No. 3 solenoid. The modulating valves control the oil flow to the clutches. The speed and range clutches are engaged first when three new clutches are used during a gear change.
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Text Reference
TRANSMISSION CLUTCH ENGAGEMENT Clutch 1 FWD High 1st Speed FWD
Clutch 2 Clutch 4 Clutch 3 FWD Low REVERSE 2nd Speed
Clutch 5 3rd Speed
X
X
2nd Speed FWD
X
3rd Speed FWD
X
4th Speed FWD
X
5th Speed FWD
X
X
7th Speed FWD
X
8th Speed FWD
X
Clutch 7 Clutch 8 Low Range High Range
X X
X
X
X
X X
X
6th Speed FWD
Clutch 6 1st Speed
X
X
X
X
NEUTRAL 1st Speed Reverse
X
2nd Speed Reverse
X
3rd Speed Reverse
X
4th Speed Reverse
X
5th Speed Reverse
X
6th Speed Reverse
X
X
X
X
X
X X
X X
X
X
X X
X X
X X
X
83
This chart lists the combination of the clutches that are engaged for each forward speed, for neutral, and for each reverse speed. This chart can be useful for transmission diagnosis.
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Text Reference
84
IMPLEMENT AND STEERING SYSTEM The "M" Series Motor Graders are equipped with a Priority Proportional, Pressure Compensated (PPPC) implement electrohydraulic system. The PPPC system will sense a demand for flow and the implement and steering pump will upstroke or destroke to provide the necessary flow. The steering system is an electrohydraulically controlled system. The Implement ECM, Transmission/Chassis ECM, and steering control valve all work together to provide a primary steering system and a secondary steering system. The following components make up the implement and steering systems: - Implement ECMs - Left hand and right hand joysticks - Implement and steering pump - PPPC electrohydraulic control valves - Steering control valve - Implement and steering cylinders - Hydraulic tank
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Text Reference
1
2
3 4
85
The Implement ECMs are located in the cab, behind the operators seat. All "M" series machines are equipped with two Implement ECMs, with the addition of an auxiliary Implement ECM for attachments and an All Wheel Drive ECM if the machine is equipped with all wheel drive. Implement ECM (1): This ECM is the primary Implement ECM. All diagnostic codes are activated by this control module under the module identifier 082. The other implement control modules communicate diagnostics over the CAN Data Link (J1939) to the Implement ECM (1) which will activate diagnostic codes and events when necessary. The primary Implement ECM handles all joystick inputs. Implement ECM 2 (2): This ECM is a secondary Implement ECM that handles all standard implement outputs. This ECM will receive inputs from the primary Implement ECM via the CAN Data Link (J1939) and auxiliary control pod. The ECM will send outputs to attachment auxiliary control valves 1, 2, and 7, if equipped. All Wheel Drive ECM (3): This ECM is not an option on the 14M/16M motor graders. The all wheel drive option will be offered as an attachment on the smaller motor graders. The All Wheel Drive ECM will control the electronic functions for the all wheel drive system if equipped. Implement ECM 3 (4): This ECM is a attachment and acts as a third Implement ECM that will send outputs to attachment auxiliary control valves 3, 4, 5, and 6, if equipped.
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Text Reference
IMPLEMENT ELECTRICAL SYSTEM
Engine ECM Transmission/Chassis ECM Implement ECMs Messenger Product Link
Data Link
Implement 1 ECM
Service Connector INPUT COMPONENTS
OUTPUT COMPONENTS
Operator Present Switch
Implement Pilot Solenoid
Key Start Switch
Blade Left Raise / Lower Solenoids
Hyd Oil Temp Sensor
Blade Right Raise / Lower Solenoids
Pilot Filter Bypass Switch
Articulate Left / Right Solenoids
Secondary Steer Test Switch
Wheel Lean Left / Right Solenoids
Hyd Pump Pressure Sensor
Blade Sideshift Left / Right Solenoids
Steering Valve Control Module
Circle Drive Clockwise / Counterclockwise Solenoids Blade Tip Forward / Backward Solenoids
Left Joystick
Centershift Left / Right Solenoids
Right Joystick
Auxiliary 7 Control Solenoids Right Steer Cylinder Position Sensor
Steering Valve Control Module
Left Steer Cylinder Position Sensor
Backlight Relay
Articulation Angle Sensor 1 Aux 1 Control Float Indicator Articulation Angle Sensor 2
Aux 4 Control Float Indicator
Implement Lockout Switch
Aux 6 Control Float Indicator
Auxiliary 1 to 7 Controls (if equipped)
+5 Volt Supply
+24 Battery Voltage
+8 Volt Supply
Location Code 2 (Ground)
+10 Volt Supply
Location Code Enable (GND)
86
Implement Electrical System Input Components: Operator Present Switch: An input to the ECM that indicates if an operator is in the operator’s seat. Key Start Switch: Provides a signal to the Implement ECM when the operator wants to start the engine. Hydraulic Oil Temperature Sensor: An input to the ECM with the temperature of the hydraulic oil. Pilot Filter Bypass Switch: An input to the ECM when the pressure is above 172 kPa (25 psi) in the oil filter. Secondary Steering Test Switch: An input to the ECM that indicates when the operator wants to test the secondary steering motor and pump. Hydraulic Pump Pressure Sensor: An input to the ECM that provides the pressure in the steering and implement hydraulic system.
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Text Reference
Steering Valve Control Module: The control module for the steering valve provides two inputs to the Implement ECM. The control module provides a spool position signal and an error signal to the ECM. Left Hand Joystick: Provides 12 different inputs to the Implement ECM. Some of those inputs include: wheel lean right, articulate right, and steering. Right Hand Joystick: Provides 5 different inputs to the Implement ECM. Some of those inputs include: blade sideshift, circle sideshift, and blade tip. Right Steering Cylinder Position Sensor: Signals the ECM the position of the rod in the steering cylinder. Left Steering Cylinder Position Sensor: Signals the ECM the position of the rod in the steering cylinder. Articulation Angle Sensor 1 and 2: Signals the ECM the angle of the rear frame as compared to the angle of the front frame. Implement Lockout Switch: Sends an input signal to the ECM to not energize the implement pilot solenoid to protect from inadvertent movement of the implements. Auxiliary 1 to 7 Controls (if equipped): Sends a signal to the ECM communicating the angle of the auxiliary controls. +24 Battery Voltage: Unswitched power supplied to the Transmission/Chassis ECM from the battery. Location Code 2: The location code pin number 2 is a grounded input signal that establishes the ECM is dedicated to power train and chassis operations. J1-27 pin on the Transmission/Chassis ECM connector is grounded. Location Code Enable (GND): The location code enable is a grounded input signal to the Transmission/Chassis ECM that enables the location code enable feature. J1-32 pin on the Transmission/Chassis ECM connector is grounded. Output Components: Implement Pilot Solenoid: This ON/OFF solenoid valve is an output from the Implement ECM. This valve opens the flow of pilot oil to the implement control valves. Blade Left Raise/Lower Solenoids: The proportional solenoid valves are an output from the Implement ECM. The solenoid valve sends a proportional amount of pilot oil to the blade raise/lower spool depending on the amount of current applied to the solenoids. Blade Right Raise/Lower Solenoids: The proportional solenoid valves are an output from the Implement ECM. The solenoid valve sends a proportional amount of pilot oil to the blade raise/lower spool depending on the amount of current applied to the solenoids. Articulate Left/Right Solenoids: The proportional solenoid valves are an output from the Implement ECM. The solenoid valve sends a proportional amount of pilot oil to the articulation spool depending on the amount of current applied to the solenoids.
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Text Reference
Wheel Lean Left/Right Solenoids: The proportional solenoid valves are an output from the Implement ECM. The solenoid valve sends a proportional amount of pilot oil to the wheel lean spool depending on the amount of current applied to the solenoids. Blade Sideshift Left/Right Solenoids: The proportional solenoid valves are an output from the Implement ECM. The solenoid valve sends a proportional amount of pilot oil to the blade sideshift spool depending on the amount of current applied to the solenoids. Circle Drive Clockwise/Counterclockwise Solenoids: The proportional solenoid valves are an output from the Implement ECM. The solenoid valve sends a proportional amount of pilot oil to the circle drive spool depending on the amount of current applied to the solenoid. Blade Tip Forward/Backward Solenoids: The proportional solenoid valves are an output from the Implement ECM. The solenoid valve sends a proportional amount of pilot oil to the blade tip spool depending on the amount of current applied to the solenoid. Centershift Left/Right Solenoids: The proportional solenoid valves are an output from the Implement ECM. The solenoid valve sends a proportional amount of pilot oil to the centershift spool depending on the amount of current applied to the solenoid. Auxiliary 7 Control Solenoids: The proportional solenoid valves are an output from the Implement ECM. The solenoid valve sends a proportional amount of pilot oil to the auxiliary spool depending on the amount of current applied to the solenoid. Steering Valve Control Module: The control valve module for the steering valve is an output of the Implement ECM. The Implement ECM provides power and a command signal to the control module. Backlight Relay: The Implement ECM energizes the backlight relay when any of the worklamp switches have been turned to the ON position. Auxiliary Lever 1 Float Indicator: The Implement ECM will send a signal to Messenger to illuminate the float indicator when the control has been placed in the float position. Auxiliary Lever 4 Float Indicator: The Implement ECM will send a signal to Messenger to illuminate the float indicator when the control has been placed in the float position. Auxiliary Lever 6 Float Indicator: The Implement ECM will send a signal to Messenger to illuminate the float indicator when the control has been placed in the float position. +5 Volt Supply: Power supplied to the components from the Implement ECM. +8 Volt Supply: Power supplied to the components from the Implement ECM. +10 Volt Supply: Power supplied to the components from the Implement ECM.
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Text Reference
"M" SERIES MOTOR GRADER
Implement ECM
LEFT JOYSTICK CONNECTIONS
998-BR R800-OR P967-PU
Left Joystick +V1 Steer Sensor 1 Ground 3 Ground 2 Steer Sensor 2 Ground 1 Blade Lift Sensor
Articulation Snsr Wheel Lean Snsr Neutral Art Sw (N/O) Neutral Art Sw (N/C) Upshift Sw (N/O) Upshift Sw (N/C) Downshift Sw (N/O) Downshift Sw (N/C) FNR Forward FNR Neutral FNR Reverse Unused Steer Sensor 3 +V2 Ground 4
J1 1 2 3 4 5 6 7 8 9 10 11 12
J2
1 2 3 4 5 6 7 8 9 10 11 12
R800-OR U739-BR L731-BR X800-OR
U739-BR U740-BU K750-PU K758-BU U743-GY U744-OR U745-PK U741-OR
U740-BU P967-PU K750-PU
21
5V Return
44 45
+8V Supply 8V Return
J2 18 48 49 26 24 23 28 34
Steer Lever Pos Snsr 1 Steer Lever Pos Snsr 2 Blade Left Lver Pos Snsr Art Lever Pos Snsr Wheel Lean Pos Snsr Auto Neutral Art Sw (NO) Auto Neutral Art Sw (NC) Steer Lever Pos Snsr 3
K758-BU U743-GY U744-OR U745-PK F785-WH F783-GN F781-BR F784-YL G750-BU G763-PU G755-GY
Transmission Chassis ECM
J3 1 2 3 4
J1
U741-OR T998-BR 998-BR
J1
L731-BR
21
5V Return
T998-BR R800-OR
44 45
+8V Supply 8V Return
U739-BR F785-WH F783-GN F781-BR F784-YL G750-BU G763-PU G755-GY L740-BU U741-OR
J2 18 30 31 36 37 23 28 29 48 34
Steer Lever Pos Snsr 1 Upshift Switch (NO) Upshift Switch (NC) Downshift Switch (NO) Downshift Switch (NC) Direction Sw (Forward) Direction Sw (Neutral) Direction Sw (Reverse) Steer Lever Pos Snsr 2 Steer Lever Pos Snsr 3
87
Left Joystick Electronic Operation The left joystick has fourteen functions. The gear selection, neutral articulation, and direction functions use switch type inputs. The wheel lean function uses linear pushbuttons that send a PWM signal to the Implement ECM. The left blade lift, steering, and articulation functions use hall cell type sensors that send PWM signals to their corresponding ECMs. NOTE: The joystick is not serviceable. The joystick must be replaced if any switch or sensor fails. The left joystick contains three steering sensors that are necessary for correct steering operation. All three sensors send a PWM signal to both the Implement ECM and the Transmission/Chassis ECM. Steering sensors 1 and 2 are powered from the Implement ECM. Steering sensor 3 is powered from the Transmission/Chassis ECM. A Level 3 Warning occurs when any steering lever position sensor fails. The machine will continue to steer normally (with an active Level 3 warning) using the two remaining sensors.
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Text Reference
There are some points to consider when diagnosing FMIs for the steering lever position sensors: - Verify that CID 0041 (8 volt power supply) for the Implement ECM (MID 082) does not have any active codes. Correct any problems with the 8 volt power supply if any diagnostic codes are active. - The correct operating temperature range for the steering sensors is -40° C -40° F) to 75° C (167°F). Normalize the cab environment to the acceptable temperature range if an FMI 03 or and FMI 08 code becomes active for a steering sensor when the cab environment is at extreme temperatures. Verify an active FMI is still present before continuing to troubleshoot. - The Transmission Chassis ECM (MID 027) and the Implement ECM (MID 082) receive an input signal from the steering lever position sensors. Both ECMs can activate a diagnostic code for all three sensors. It is likely that the sensor is operating correctly if one ECM has activated a diagnostic code and the other ECM has not. When this occurs, a poor connection in the machine harness would be suspected. When both ECMs have activated the diagnostic code, either the sensor OR a harness problem could be the cause. It is very unlikely that both ECMs have failed when both ECMs have activated the diagnostic code.
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Text Reference
"M" SERIES MOTOR GRADER
Implement ECM
RIGHT JOYSTICK CONNECTIONS
J1 Right Joystick
+V1 Blade Lift Sensor Ground 1 +V2 Blade Sideshift Sensor Ground 2 Circle Drive Sensor Blade Pitch Sensor Circle Sideshift Sensor
709-OR A295-BK
J1 1 2 3 4 5 6 7 8 9 10 11 12
Throttle Res (N/O) Throttle Res (N/C) Diff Lock Sw (N/O) Diff Lock Sw (N/C)
+10V Supply 10V Return
J2
709-OR K749-WH A295-BK
K749-WH M719-GN U763-BU U764-GY U765-WH
K799-WH M719-GN A202-BK U763-BU U764-GY
35 33 32 25 51
Blade Rt Lift Lever Pos Blade Sideshift Pos Snsr Circle Drive Pos Snsr Blade Pitch Pos Snsr Circle Sideshift Pos Snsr
Transmission Chassis ECM
U765-WH
J2
J2
1 2 3 4 5
69 70
C979-OR A755-PK R908-YL No Connection
R908-YL
34
Diff Lock Lock (NO)
799-WH A202-BK
69 70
+10V Supply 10V Return
Engine ECM
C979-OR A755-PK
J1 41
Throttle Resume Sw (NO)
59
Throttle Resume Sw (NC)
88
Right Joystick Electronic Operation The right joystick has twelve functions. Throttle resume and differential lock are switch type inputs. The remaining functions are PWM inputs. With the exception of the differential lock switch and the throttle resume switch, all inputs from the right joystick go to the Implement ECM. Power to the right joystick is supplied by the Implement ECM and the Transmission/Chassis ECM. NOTE: The joystick is not serviceable. The joystick must be replaced if any switch or sensor fails. The right joystick receives power from the Implement ECM and the Transmission/Chassis ECM. Ensure that you identify the correct Module Identifier (MID) when troubleshooting a CID 1482 (10 volt power supply). There is a point to consider when diagnosing FMIs for the right joystick: - Verify that CID 1482 (10 volt power supply) for the Implement ECM and Transmission/Chassis ECM does not have any active codes. Correct any problems with the 10 volt power supply if any diagnostic codes are active.
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Text Reference
1
2
89
The hydraulic tank (1) is located behind the engine on the left side of the machine. The return filter (2) is located next to the hydraulic tank (1) on the left side of the machine. The return filter (2) removes any debris in the hydraulic oil before the oil returns to the hydraulic tank. The return filter (2) has a filter bypass valve in it. The filter bypass is not monitored by any ECMs. The filter bypass will allow dirty oil to flow to the hydraulic tank if the filter element becomes plugged. Be sure to follow the recommended service intervals for this filter.
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Text Reference
1
2
3
90
The implement and steering pump (1) is located on the back left side of the engine. This pump is a variable displacement piston pump that has a pump control (2) to allow the pump to vary the amount of flow that is produced. The pressure tap (3) is installed in the signal line at the pump control valve. The pressure tap (3) provides a location to test the signal pressure of either the steering signal or implement signal.
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1
2
Text Reference
3
4 5 6 7
91
The implement and steering control manifold contains the following components: Pressure tap (1): This tap is used for testing the pressure at the outlet of the implement and steering pump. Pressure sensor (2): This sensor monitors the pressure at the outlet of the implement and steering pump. Relief valve (3): This valve protects the implement and steering supply circuit from high pressure. The relief valve is adjustable. S•O•S port (4): This port is used for pulling an oil sample from the outlet of the implement and steering pump. Pressure reducing valve (5): This valve limits the pressure in the implement pilot circuit. The pressure reducing valve is adjustable. Pressure tap (6): This tap is used for testing the pressure in the pilot system. Implement pilot solenoid (7): This solenoid directs or prevents oil flow to the implement pilot system. The implement lockout switch in the cab energizes or de-energizes this solenoid. Supply oil will be directed to the implement pilot system when this solenoid is energized. No oil will be directed to the implement pilot system when the solenoid is de-energized.
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Text Reference
1
2
3
92
The pilot oil filter (1) removes any debris from the oil before the oil travels to the pilot system. The pilot filter is located behind the transmission on the left side of the machine. The pilot oil filter has a bypass switch (2) that is monitored by the Implement ECM. The pilot filter also has an S•O•S port (3).
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1
Text Reference
2
93
4
94
5 3
The steering control valve (1) is located in front of the cab. The secondary back-up steering solenoids (2) are located above the steering control valve (1). The steering control valve (1) is an electro-hydraulic valve that consists of two distinct systems. The first system is the hydraulic section (3), which has several main functions. The hydraulic section has a priority valve that will ensure that the steering circuit demands are met before any hydraulic oil is sent to the implement circuit. The hydraulic section also has a pressure reducing valve that will meter pilot oil to the secondary back-up steering solenoids. The last main function of the steering control valve is to direct pump supply oil to the steering cylinders when the operator requests a turn with the left joystick. The steering control valve has several other internal components that will be discussed in more detail with a schematic.
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Text Reference
The second system on the steering control valve is the electronic system. The Implement ECM controls the primary steering functions. The Implement ECM will send a control signal to the steering control module (4) when the left joystick changes positions (operator requests a steer left or right). The steering control module will direct pilot oil to move the directional control spool inside the steering control valve one direction or another. The steering cylinders will begin to move. The ECM will monitor the position of the steering cylinders as well as the position of the directional control spool inside the steering control valve. The Implement ECM will decrease the control signal to the steering control module as the steering cylinders approach the desired position. The steering control module (4) also has an LED (5) which displays the operational status of the module. The Implement ECM will not allow the steering system to function until certain conditions are met. The conditions are as follows: -
Engine operating Sufficient hydraulic system pressure Operator present Park brake ON, transmission in NEUTRAL No steering cylinder faults
In addition to those conditions, the left joystick position must be aligned with the angle of the front wheels before the Implement ECM will allow the steering system to operate. The operator accomplishes this by slowly sweeping the joystick through the full range of travel for the left/right axis. Other conditions that may prevent the steering system from being enabled are as follows: - Sweeping the joystick too fast - Not sweeping the joystick through a full range of motion - Front wheel position out of range: Sweeping the joystick may not align the joystick to the steering cylinders if the wheels are out of range (due to damage or extreme angle). The wheels must be manually moved back into range if this condition occurs. Actuating the wheel lean function left or right may help move the wheels into an acceptable range.
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Text Reference
ELECTRONIC PRIMARY STEERING CONTROL Implement ECM J1 Power Spool Position Error Signal
12 37 40
Steering Control Module
M906-BU U736-YL U742-WH
X725-GY U743-WH
H807-YL X725-GY
U736-YL H807-YL M906-BU
J2 Load Return 1 Command Signal
4 20
1 2 3 4 5 6
Command Signal Error Signal Spool Position Ground Power
1 2
500 Ohm Pull-up Resistor
95
There are three types of signals that are communicated between the Implement ECM and the Steering Control Valve. The signals are as follows: - Steering control signal: The steering control signal is a PWM signal sent from the Implement ECM to the steering control module. The duty cycle of the control signal is dependent on the input signals from the steering cylinder position sensors and the left joystick position sensor to the Implement ECM. The steering control module will adjust the position of the directional valve spool based on the duty cycle of the control signal. The Implement ECM does not monitor the control signal circuit for diagnostics. The steering control module will detect a problem such as a high or low voltage in the signal circuit and will send an error signal to the implement ECM. The Implement ECM will turn the power supply to the steering control module OFF if the steering control module sends and error signal. The Implement ECM will also send a request to the Transmission/Chassis ECM to activate the secondary steering system. - Spool position signal: The Implement ECM receives an input from the steering control module that indicates the position of the directional valve spool inside the steering control valve. The Implement ECM uses this information to determine if the steering valve control module is responding correctly to the steering control signal. The Implement ECM monitors the spool position circuit for diagnostics. The Implement ECM will turn the power supply to the steering control module OFF if the ECM detects a high voltage condition, a low voltage condition, or a short. The Implement ECM will also send a request to the Transmission/Chassis ECM to activate the secondary steering system in the event of a steering control valve diagnostic.
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Text Reference
- Error signal: The steering control module monitors it’s own operation and monitors the Implement ECM circuits that are connected to the module. The steering control module will send an error signal to the Implement ECM if the steering control module detects electrical problems. The Implement ECM will turn the power supply to the steering control module OFF if the steering control module sends and error signal. The Implement ECM will also send a request to the Transmission/Chassis ECM to activate the secondary steering system. The steering control valve is equipped with a status LED. This LED will be green if there are no faults. The LED will flash red if there is an input signal fault. Closed loop faults will cause the LED to be constantly illuminated red.
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Text Reference
STEERING CONTROL VALVE OPERATION % Command from the Implement ECM 100%
Voltage at the Command Signal
Supply Voltage (24 Volts)
Steering Control Valve Operation
6 Volts
1/4 of full voltage
CR Port Full Open
12 Volts
1/2 of full voltage
90% 80% 70% RIGHT TURN
60% 50% 40% 30% 20% 10%
NEUTRAL (HOLD)
0%
CR Port Start Open Spool Centered CL Port Start Open
10% 20% 30% 40% LEFT TURN
50% 60% 70% 80% 90% 100%
3/4 of full voltage
18 Volts
CL Port Full Open
96
This chart shows the relationship between the command signal percentage, command signal voltage, supply voltage, and spool position. The chart also shows the linear relationship between command voltage and spool position.
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Text Reference
TRANSMISSION / CHASSIS ECM SECONDARY STEERING CONTROL
Right Secondary Steering Solenoid
Transmission / Chassis ECM
Left Secondary Steering Solenoid
Operator Present Switch
Secondary Steering Motor Relay
Left Joystick Hydraulic System Pressure
Articulation Angle Position Sensor 1
Articulation Angle Position Sensor 2
Secondary Steer Request
Steering Cylinder Position Sensors
Implement ECM
97
The "M" series motor graders are equipped with a secondary steering system. The Transmission/Chassis ECM and the Implement ECM work together to turn on the secondary steering system if the primary steering system fails. The Transmission/Chassis ECM and the Implement ECM monitor the left joystick, steering cylinder position sensors, pump pressure sensor, and the articulation sensors. The Implement ECM will send a PWM signal to the Transmission/Chassis ECM if the secondary steering system needs to be activated due to a secondary steering test or a problem in the primary steering system. The duty cycle of the PWM signal will be used to determine which specific secondary steering component needs to be activated. The PWM duty cycle is as follows: - 20 percent PWM duty cycle: Normal operation, no request to activate. - 40 percent PWM duty cycle: Request to activate the secondary steering pump motor only. - 60 percent PWM duty cycle: Request to activate the secondary steering pilot solenoid valves only. - 80 percent PWM duty cycle: Request to activate the secondary steering pump motor and the secondary steering pilot solenoid valves.
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Text Reference
The Implement ECM will send the request signal to activate the secondary steering system when any of the following machine system conditions are detected: - An active CID 2202 FMI 12 "Steering Valve Control Module Error" diagnostic code is present. - A failure of the main hydraulic pump. - Steering motion is detected when no primary steering command is present. - Steering motion is not detected when a primary steering command is present. - Steering motion is detected in the wrong direction. - A manual secondary steer test has been requested. - An automatic secondary steer pump test is being performed at initial start up. NOTE: The secondary steering system is designed to be used for a short period of time in order to move the machine to an area where a safe shutdown of machine operation can take place. Operating the secondary steer pump motor for more than a short period of time will cause the secondary steer pump motor to overheat.
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1
Text Reference
2
98
The Transmission/Chassis ECM will activate the secondary steering pilot solenoid valves (1) or (2) when a 60 percent duty cycle is sent from the Implement ECM. The Transmission/Chassis ECM will send a PWM output signal to the appropriate solenoid based on steering cylinder position sensors and the left joystick position sensor. The secondary steering pilot solenoid will direct pilot oil to one side of the the directional valve spool which is inside the steering control valve. The amount of oil directed to the spool is based on the duty cycle of the PWM signal sent by the Transmission/Chassis ECM. The secondary steering system will remain active until the machine is turned OFF. The primary steering system will be active when the machine is restarted only if the condition that caused the activation of the secondary steering system is no longer present.
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Text Reference
1
99
2
100
3
4
The steering control valve (1) has a screen (2) located in the supply port for the solenoids. The screen helps to protect the solenoids from any debris in the hydraulic system. Secondary steering manifold (3) has a screen (4) located in the supply port for the secondary steering solenoids. The screen helps to protect the solenoids from any debris in the hydraulic system.
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Text Reference
101 The secondary steering pump (arrow) is located just behind the articulation hitch. The secondary steering pump is accessible from underneath the machine. The Transmission/Chassis ECM will energize the secondary steering relay when a 40 percent duty cycle is sent from the Implement ECM to the Transmission/Chassis ECM. The secondary steering relay will energize the secondary steering pump and turn the secondary steering motor ON. The secondary steering system has two tests that can be performed to determine if the secondary steering system is working. The tests are as follows: - Automatic secondary steering test: The automatic secondary pump test is performed each time the engine is started. The Implement ECM will log an event if the secondary steering pump is not responding. - Manual secondary steering test: The test can be performed with Messenger and the engine OFF or with the engine running. To perform the test with Messenger, navigate to the "Service Test" menu and then select "Dead Engine Steering." Once "Dead Engine Steering" has been selected, the Transmission/Chassis ECM will energize the secondary steering relay. The secondary steering solenoids will be activated by the Transmission/Chassis ECM when 10000 kPa (1450 psi) has been detected by the Implement ECM. To perform the test engine running, the ground speed must be zero. Hold the secondary steering test switch in for 10 seconds. The Transmission/Chassis ECM will activate the secondary steering relay. The Implement ECM will signal the Transmission/Chassis ECM to enable the secondary steering solenoid valves once the Implement ECM detects 10000 kPa (1450 psi) in the steering system. NOTE: If the steering wheels do not follow the operator’s commands, the secondary steering system must be repaired before the machine can be operated safely.
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Text Reference
Left Steering Cylinder
STEERING CONTROL VALVE
Right Steering Cylinder
LOW PRESSURE STANDBY
Crossover Relief Valve and Makeup Valves Right Steering Control Solenoids
Shuttle Valve Direction Spool Shuttle Valve
Secondary Right Steering Solenoids
Screen Left Steering Control Solenoids
P - Controller
Shuttle Valve Compensator Valve
To Implement Control Valves
Metering Valve
Makeup Check Valve
Check Valves
Signal Relief Valve
Pressure Reducing Valve
Secondary Left Steering Solenoids
Priority Valve
From Pump
To Pump Control
To Tank
102
Steering Hydraulic System Operation The implement and steering pump provides flow to the steering control valve. Supply oil will enter the steering control valve and flow to the priority valve. The priority valve is held to the left by the force of the spring. The priority valve will direct supply oil to the steering circuit until the steering circuit is fully charged. Once the steering circuit is fully charged, the priority valve will shift to the right and direct charge oil to the implement circuit. The compensator valve directs steering priority oil to several locations. The first location is the pressure reducing valve and the second location is the direction spool. The compensator valve also has an internal passage that contains two orifices. One internal orifice meters oil to the left side of the compensator valve. The other internal orifice meters supply oil into the load sense circuit. Pump supply oil is blocked when the direction spool is in the HOLD position. Oil in the load sense circuit is allowed to flow through a passage in the direction spool and to the metering valve. The purpose of the metering valve is to maintain enough pressurized oil in an internal passage to supply the steering control solenoids with enough oil to shift the direction spool when the operator requests a turn.
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Text Reference
The pressure reducing valve directs pump supply oil to the secondary steering control solenoids. The pressure reducing valve will block supply oil when the secondary steering control solenoid circuit reaches about 3000 kPa (435 psi). The signal relief valve limits the pressure in the signal circuit. The signal relief valve will direct excess oil to tank if the signal circuit pressure is above the setting of the relief valve. The crossover relief valves protect the steering cylinders for sudden pressure spikes. The crossover relief valves will dump oil from one side of the cylinder to the other if the pressure in the steering cylinders raises above the setting of the relief valves. The steering control solenoids work in pairs to shift the direction spool in the steering control valve. The lower steering control solenoids block supply oil which is maintained by the metering valve when no steering request is being made by the operator. The upper steering control solenoids are open to tank when no steering request is being made by the operator. The secondary steering control solenoids are used as a back-up in case the primary steering control solenoids fail. The secondary steering control solenoids meter pilot oil to tank when the Transmission/Chassis ECM is not energizing one of the secondary steering control solenoids.
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Text Reference
Left Steering Cylinder
STEERING CONTROL VALVE
Right Steering Cylinder
PRIMARY STEER RIGHT TURN
Crossover Relief Valve and Makeup Valves Right Steering Control Solenoids
Shuttle Valve Direction Spool Shuttle Valve
Secondary Right Steering Solenoids
Screen Left Steering Control Solenoids
P - Controller
Shuttle Valve Compensator Valve
To Implement Control Valves
Metering Valve
Makeup Check Valve
Check Valves
Signal Relief Valve
Pressure Reducing Valve
Secondary Left Steering Solenoids
Priority Valve
To From Pump Pump Control
To Tank
103
The Implement ECM sends a steering request to the right steering control solenoids when the operator makes a right turn request. The upper and lower right steering control solenoids energize and shift to the left. Pilot oil that is maintained by the metering valve is directed past the lower right steering control solenoid and the right shuttle valve to the right side of the direction spool. The direction spool will shift left and direct pump supply oil to the steering cylinders. The direction spool will also direct pump supply oil into the load sense circuit to seat the check valve.
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Text Reference
Left Steering Cylinder
STEERING CONTROL VALVE
Right Steering Cylinder
SECONDARY STEER RIGHT TURN
Crossover Relief Valve and Makeup Valves Right Steering Control Solenoids
Shuttle Valve Direction Spool Shuttle Valve
Secondary Right Steering Solenoids
Screen Left Steering Control Solenoids
P - Controller
Shuttle Valve Compensator Valve
To Implement Control Valves
Metering Valve
Makeup Check Valve
Check Valves
Signal Relief Valve
Pressure Reducing Valve
Secondary Left Steering Solenoids
Priority Valve
To From Pump Pump Control
To Tank
104
The Transmission/Chassis ECM sends a steering request to the secondary right turn solenoids when the operator makes a right turn request and the primary steering solenoids are not functioning properly. The solenoid will energize and shift downward. Pilot oil that is maintained by the pressure reducing valve is directed through the solenoid, and past a shuttle valve to the right side of the direction spool. The direction spool will shift left and direct pump supply oil to the steering cylinders. Pump supply oil will also seat the check valve in the load sense circuit after the direction spool has shifted left.
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Text Reference
1
105
The steering cylinders (1) are located at the front of the machine. The steering cylinders have an internal position sensor which allows the Implement ECM and the Transmission/Chassis ECM to monitor the steering angle of the steering cylinders. This signal is compared to the position of the steering lever sensors for diagnostic purposes. The steering cylinder position sensors can be changed on the "M" series graders. New cylinder extension and retraction parameters must be entered into Cat ET if a cylinder position sensor is changed. New software files must be downloaded and flashed into the Implement ECM upon replacement of a steering cylinder. NOTE: The steering cylinder position sensors are powered from two different ECMs. The left sensor is powered from the Transmission/Chassis ECM and the right sensor is powered from the Implement ECM
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Text Reference
STEERING CYLINDER SENSORS Cylinder Head End
Sensor Head
Magnet
Rod
Connector
106
The steering cylinders are equipped with position sensors. The sensor sends a Pulse Width Modulated (PWM) signal to the ECM with the cylinder piston position within the piston stroke. The sensor uses the magnetostrictive principle. A wire is stretched inside the length of the sensor rod in order to form a waveguide. At time zero, a current pulse is transmitted down the wire by the electronics in the sensor head. At the point where the pulse reaches the magnetic field of the magnet, a pulse is generated and sent back to the sensor head. Internal electronics convert the time zero to the time it takes the return pulse to reach the sensor head into an electronic PWM signal. The pulse width is directly proportional to the position of the magnet. The sensor frequency is 500 Hz.
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Text Reference
1
2
107
The articulation position sensors are located on the frame behind the cab. Articulation position sensor 1 (1) is powered by the Implement ECM and is monitored by the Implement ECM and the Transmission/Chassis ECM. Articulation position sensor 2 (2) is powered by the Transmission/Chassis ECM and is monitored by the Implement ECM and the Transmission/Chassis ECM. Both machine articulation position sensors must track within 3.5 degrees (angular) of each other or a FMI 14 will be activated. The cause for this is usually loose, incorrectly assembled, or damaged linkages. The machine articulation angle will be limited when traveling in SEVENTH SPEED FORWARD, EIGHT SPEED FORWARD, and SIXTH SPEED REVERSE or, if the transmission gear is UNKNOWN. The machine articulation will be limited to a maximum of 5.5 degrees (left or right) while traveling with these conditions. When these conditions no longer exist, the operator will be able to fully articulate the machine. The maximum gear will be limited if the machine is articulated more the 6.5 degrees (left or right). The machine will be allowed to shift up to SIXTH SPEED FORWARD or FIFTH SPEED REVERSE with the machine articulated more than 6.5 degrees. When the machine is articulated to less than 6.5 degrees, the operator will be able to shift above SIXTH SPEED FORWARD or FIFTH SPEED REVERSE.
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Text Reference
Tech tip: Using Electronic Technician, check the articulation position sensors’ duty cycle if a CID 615 FMI 14 or a CID 2252 FMI 14 diagnostic code is active. Calibrate the sensors if the duty cycle is within specification. Adjust the mechanical linkage of the sensors if the duty cycle is out of specification. Recalibrate the sensors after you adjust the mechanical linkage.
Position
Angle (Degrees) Duty Cycle (%)
Full Left
-20
33
Center
0
55
Full Right
20
74
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3
1
2
Text Reference
4
108
The center shift lock (1) is located behind the support arms for the blade cylinders. The center shift lock (1) uses oil from the implement pilot system to lock the center shift link (2) into place. The center shift solenoid (3) directs oil to retract or extend the center shift lock. The mechanical switch (4) will illuminate an indicator on the dash when the center shift lock is retracted. The indicator for the center shift lock is located below the instrument cluster on the right side of the console.
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1
Text Reference
2
109
The implement control valves are located in two places. The rear set of control valves (1) are mounted on the frame just in front of the cab. The front set of control valves (2) are mounted on the frame at the front of the machine.
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2
3
Text Reference
4
110
1
5
6
7 8 9
111
The implement control valves contain the following components: - implement signal relief valve (1) - right blade control valve (2) - left blade control valve (3) - articulation control valve (4) - blade tip control valve (5) - sideshift control valve (6) - center shift control valve (7) - circle drive control valve (8) - wheel lean control valve (9)
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Text Reference
IMPLEMENT CONTROL VALVE HOLD
Check Valve
Piston
Piston
Check Valve
Direction Spool
Solenoid
Signal Network Check Valve
Compensator Spool
Solenoid
112
The implement control valves use a common supply passage that runs through the middle of the valve. In the HOLD position, supply oil is blocked from entering the valve by the direction spool. The direction spool has metering slots designed into it to match the flow requirements of each circuit. The compensator spool prevents a single circuit from receiving the maximum pump flow when multiple circuits are actuated at the same time. Oil that enters the signal network through the signal network check valves flows behind the compensator spool. The force of the spring plus the force of the oil in the signal network cause the compensator spools in each activated control valve to meter the available flow to the actuated circuit. The check valves in the implement control valve are used to reduce cylinder drift. The check valves will remain closed until pressured oil forces the pistons into the check valves. It is important to remember that since the check valves are always seated unless an implement is actuated, that the implement lines will always have trapped oil in them. This trapped oil may be pressurized even if the machine has sat for some time. Use caution whenever an implement line or cylinder is removed.
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Text Reference
IMPLEMENT CONTROL VALVE RAISE
Check Valve
Piston
Piston
Check Valve
Direction Spool
Solenoid
Signal Network Check Valve
Compensator Spool
Solenoid
113
The Implement ECM will send a signal to an implement solenoid when the operator makes a implement request. The solenoid that energizes will direct pilot oil to the right side of the direction spool. The pilot oil will shift the direction spool to the left against a spring. The non-energized solenoid will allow the oil on the left side of the direction spool to flow to tank. Pump supply oil will be directed around the direction spool and past the compensator valve. Some of the supply oil will travel up an internal passage and force the pistons outward. The pistons will move far enough to unseat the check valves. Pump supply oil will then travel up the left internal passage to the direction spool. The direction spool will meter the oil into another internal passage. The supply oil will continue up past the left check valve and out to the implement cylinder. The oil that leaves the opposite side of the implement cylinder flows back to the implement control valve, past the right check valve, to the direction spool. The direction spool directs this return oil back to tank. Supply oil will also unseat the signal network check valve and enter the signal network after it passes the compensator spool. The signal oil plus spring force will act on the lower side of the compensator spool when multiple circuits are activated. The signal oil will also travel back to the pump control valve to signal the pump to produce more flow.
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Text Reference
IMPLEMENT CONTROL VALVE FLOAT
Check Valve
Piston
Piston
Check Valve
Direction Spool
Solenoid
Signal Network Check Valve
Compensator Spool
Solenoid
114
The Implement ECM will send the maximum signal to the implement solenoid when the operator makes a FLOAT request. The energized solenoid will direct pilot oil to the left side of the direction spool. The pilot oil will fully shift the direction spool to the right against a spring. The non-energized solenoid will allow the oil on the right side of the direction spool to flow to tank. Pump supply oil will be directed around the direction spool and past the compensator valve. The supply oil will travel up an internal passage and force the pistons outward. The pistons will move far enough to unseat the check valves. A load signal is directed to the pump control valve from the implement control valve. The pump is upstroked to meet the demands of the system. The directional spool blocks supply oil from entering the passages out to the cylinders. With the directional spool fully shifted to the right, oil from the head end and rod end of the lift cylinders is open to tank. As the machine moves, the lift cylinders move up and down with the contour of the ground. The check valves allow oil to flow to the lift cylinders when the pressure in the lift cylinders drops below tank pressure.
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Wheel Lean Cylinder
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Circle Drive Motor
Side Shift Cylinder
Center Shift Cylinder
Text Reference
Blade Tip Cylinder
Front Implement Control Valve Stack Compensator Valve
HYDRAULIC SYSTEM HOLD
Signal Check Valve
Left Steering Cylinder
Direction Spool
Right Steering Cylinder
Steering Control Valve Crossover Relief Valve and Makeup Valves
Solenoid Solenoid
Wheel Lean
Circle Drive
Side Shift
Center Shift Blade Lift Cylinder Blade Accumulator
Blade Accumulator
Articulation Cylinders
Blade Lift Cylinder Rear Implement Control Valve Stack
Right Steering Control Solenoids
Blade Tip Center Shift Lock
Shuttle Valve
Direction Spool
Signal Relief Valve
Shuttle Valve Left Steering Control Solenoids
Screen P - Controller
Shuttle Valve Compensator Valve
Makeup Metering Check Valve Valve Check Valves Signal Relief Valve
Articulation
Blade Lift
Blade Lift
Load Signal Shuttle Valve
Implement / Steering Control Manifold
Hydraulic Tank
Secondary Right Turn Solenoids
Pressure Reducing Valve
Secondary Left Turn Solenoids
Priority Valve
Check Valve Implement / Steering Pump
Check Valve
Pilot Filter
Return Filter
115
Implement Hydraulic System Operation The implement and steering pump provides flow to charge the implement and steering system. The oil flow that leaves the implement and steering pump travels to the implement/steering pilot manifold. The pilot manifold has several functions which are as follows: - Provides main relief function for the implement and steering supply circuit via a main relief valve. The main relief valve will direct supply oil to tank if the implement and steering supply circuit pressure raises above the setting of the main relief valve. - Indicates the supply pressure to the monitoring system via a pressure sensor. - Provides supply oil to the pilot circuit at a reduced pressure. A solenoid and a pressure reducing valve work together to turn the pilot circuit on/off as well as control the pressure in the pilot circuit. Pilot oil leaves the pilot manifold and flows to a pilot filter. The pilot filter contains a bypass as well as a pressure switch. The bypass will allow pilot oil to bypass the filter and charge the pilot circuit if the filter becomes plugged.
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Text Reference
Pilot oil that leaves the pilot filter flows through a check valve to the center shift lock and also to all the solenoids in the implement control valves. The center shift lock has a solenoid that will direct pilot oil to either the head end or the rod end of the center shift lock. Supply oil that leaves the pilot manifold flows to the priority valve in the steering control valve. The priority valve directs supply oil to the steering circuit first, and once the steering circuit is charged, directs the supply oil to the implement circuit. Supply oil that leaves the steering control valve flows through the open-center implement control valves. Once the implement and steering system is fully charged, the implement and steering pump will shift to low pressure standby.
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Text Reference
HYDRAULIC SYSTEM WHEEL LEAN ACTIVATED
Circle Drive Motor
Wheel Lean Cylinder Compensator Valve
Center Shift Cylinder
Blade Tip Cylinder
Side Shift Cylinder
Front Implement Control Valve Stack
Signal Check Valve
Direction Spool
Wheel Lean Articulation Cylinders
Circle Drive
Side Shift
Center Shift Blade Lift Cylinder
Blade Accumulator
Blade Lift Cylinder
Blade Tip
Center Shift Lock
Rear Implement Control Valve Stack
Blade Accumulator
Signal Relief Valve
Articulation
Blade Lift
Blade Lift
Load Signal Shuttle Valve
Implement / Steering Control Manifold
Steering Control Valve
Hydraulic Tank Check Valve
Implement / Steering Pump
Check Valve
Pilot Filter
Return Filter
116
The right wheel lean solenoid will energize when the operator makes a wheel lean right request. The energized wheel lean solenoid will direct pilot oil to the right side of the direction spool. The direction spool will shift left and direct reduced supply oil to the compensator valve. The supply oil will shift the compensator to the left against the force of the spring. Supply oil will flow through the compensator, past the direction spool, through a check valve, and out the head end of the wheel lean cylinder. Some of the supply oil will also enter the signal network. The oil in the signal network will flow to the compensator valves in each control valve. The compensator valve in the wheel lean control valve will remain shifted to the left because the signal oil plus the force of the compensator spring will not overcome the force of the supply oil. The signal oil will also flow through a shuttle valve between the implement and steering system and back to the pressure compensator at the implement and steering pump. The signal oil and the force of the pressure compensator spring will adjust the pump to meet the flow requirements of the wheel lean circuit. The signal network has a relief valve that will protect the system from high pressures.
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Text Reference
HYDRAULIC SYSTEM
TWO IMPLEMENT CONTROL VALVES ACTIVATED Circle Drive Motor
Wheel Lean Cylinder
Compensator Valve
Center Shift Cylinder
Blade Tip Cylinder
Side Shift Cylinder
Front Implement Control Valve Stack
Signal Check Valve
Direction Spool
Wheel Lean Articulation Cylinders
Circle Drive
Center Shift
Side Shift Blade Lift Cylinder
Blade Lift Cylinder
Blade Accumulator
Blade Accumulator
Blade Tip Center Shift Lock
Rear Implement Control Valve Stack Signal Relief Valve
Articulation
Blade Lift
Blade Lift
Load Signal Shuttle Valve
Steering Control Valve
Implement / Steering Control Manifold
Hydraulic Tank Check Valve Implement / Steering Pump
Check Valve
Pilot Filter
Return Filter
117
The operator can activate multiple implement control valves at the same time. When the operator activates the wheel lean circuit and the circle drive circuit at the same time, both right solenoids will energize and direct pilot oil to the right side of the direction spools. The direction spools will shift to the left against the force of the left springs. The circuit with the higher pressure will control the pump and the compensator valves. For this example, the wheel lean circuit will have a higher pressure then the circle drive circuit. The wheel lean direction spool will shift to the left and a pressure drop will occur across the direction spool. Supply oil will travel to the wheel lean compensator valve and shift the valve to the left. Oil that leaves the wheel lean compensator will flow to the signal network and also past the direction spool and out to the head end of the wheel lean cylinder. Since the wheel lean circuit has a higher pressure, the wheel lean circuit signal oil will hold all the other signal check balls closed in the other implement control valves. The wheel lean signal oil will also act on the left side of all the compensator valves in all of the other implement control valves.
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Text Reference
At the same time, the circle drive direction spool has shifted left and a pressure drop has occurred across the direction spool. Supply oil will travel to the circle drive compensator valve and attempt to push the valve to the left. The circle drive compensator will not shift all the way to the left because the wheel lean signal oil plus the force of the circle drive compensator spring will counteract the force of the supply oil. The circle drive compensator will now meter or restrict the supply oil to the circle drive motor which gives the wheel lean circuit priority. The compensator valves will always allow the circuit with the highest loads to have priority.
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Text Reference
1
2
3
118
Variable Float Control (16M) The 16M Motor Grader can be equipped with a variable float control attachment. The variable float function allows the operator to vary the downforce on both sides of the blade. The variable float switch (1) sends an input to the Implement ECM to activate the variable float function. The Implement ECM sends a command to Implement ECM 2 to energize the solenoids for the variable float control. The variable float dial (2) is used to adjust the blade downforce on the left side. The variable float dial (3) is used to adjust the blade downforce on the right side.
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Text Reference
1
119
2
3
120
Valve manifold (1) controls the blade downforce on the left side and is located by the blade cushion accumulators (2). Valve manifold (3) controls the blade downforce on the right side.
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Text Reference
HYDRAULIC SYSTEM VARIABLE FLOAT NOT ACTIVATED Variable Float Enable Solenoid
VARIABLE FLOAT ACTIVATED
Blade Accumulator Solenoid Valve
Variable Downforce Proportional Solenoid
Blade Accumulator Solenoid Valve Blade Lift Cylinder
Blade Accumulator
Variable Float Enable Solenoid
Variable Downforce Proportional Solenoid
Blade Lift Cylinder
Blade Accumulator
Blade Lift
Blade Lift
121
This illustration shows the variable float not activated and also the variable float activated. When the variable float is not activated, the float function operates normally. When the variable float is activated, the operator can vary the amount of blade downforce. The Implement ECM 2 sends current to the variable float enable solenoid and the variable downforce proportional solenoid in the valve manifold. The current sent to variable downforce proportional solenoid is determined by the variable float dial located in the cab. The maximum blade downforce that can be produced is by gravity and the weight of the blade. The operator can reduce the blade downforce by turning the variable float dial. When the downforce is reduced, Implement ECM 2 increases the current sent to the variable downforce proportional solenoid. With the increased current, the solenoid valve opens allowing the oil to flow from the rod end to the head end of the cylinder.
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Text Reference
1
122
BRAKE AND FAN SYSTEM Service Brake System The brake and fan pump (1) is located on the left front side of the transmission case. The brake and fan pump is a variable displacement piston pump with a pressure and flow compensator valve. The piston pump provides oil flow for the brake and fan hydraulic systems.
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1
Text Reference
2
3 4
5
7
6
123
The combination valve for the brake and fan system is located on the right side of the machine, just behind the engine. The combination valve ensures that the braking system has priority over the fan system. Oil from the combination valve flows to the brake accumulators and to the fan motor. The priority valve (1) directs most of the oil to the brake system until the brake accumulators are fully charged. Once the accumulators have been charged, all of the oil flow is then sent to the fan motor. The fan speed solenoid (2) controls the amount of signal oil that travels from the fan circuit to the brake and fan pump. The cut-in valve (3) and cut-out valve (4) control the cut-in and cut-out pressure for the brake system. The pressure tap (5) is used for testing the pressure in the brake and fan system. The Transmission/Chassis ECM uses the pressure sensor (6) to monitor the accumulator charge oil pressure. The relief valve (7) limits the maximum pressure in the brake and fan system.
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Text Reference
1
124
The service brake accumulators (1) are located behind the cab. The accumulators are charged by the combination valve, and store the pressurized oil until the operator presses the service brake pedal. The accumulators then provide the required oil flow necessary to engage the service brakes.
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Text Reference
1
125
The service brake control valve (1) is located in front of the operators station. The service brake control valve directs the oil from the accumulators to the service brakes.
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Text Reference
SERVICE BRAKE VALVE NOT ACTIVATED
Boot
Plunger Return Spring
Plunger Springs
Ball Retainer
Shims
Ball Check Valve
Upper Spool Right Brake Port
Tank Port
System Pressure Port
Upper Spool Orifice Upper Spool Passage
Lower Spool Left Brake Port
Tank Port
System Pressure Port
Upper Spool Orifice Lower Spool Passage
Lower Return Spring
126
Service Brake Valve Not Activated The service brake valve has two individual brake ports. Also, the brake valve has two individual spools which control the flow of oil to the individual brake ports. The upper brake port is for the right service brakes and the lower brake port is for the left service brakes. With the service brake valve, the pressure at the upper brake port is 207 kPa (30 psi) higher than the pressure at the lower brake port. Also, the spring force will be proportional to the plunger movement. The brake control valve is equipped with a check valve. The check valve prevents spikes in the tank port from entering the cavity with the plungers springs and acting on the the plunger and eventually transferring to the brake pedal. The brake control valve is also equipped with shims that are between the ball retainer and the plunger spring. These shims are used to adjust the maximum pressure that is directed to the service brakes.
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Text Reference
SERVICE BRAKE VALVE BRAKES ACTIVATED
Boot
Plunger Return Spring
Plunger Springs
Ball Retainer
Shims
Ball
Check Valve
Upper Spool Right Brake Port
Tank Port
System Pressure Port
Upper Spool Orifice
Lower Spool
Upper Spool Passage
Left Brake Port
Tank Port
System Pressure Port
Lower Spool Orifice Lower Spool Passage
Lower Return Spring
127
Service Brake Valve - Activated In order to initiate the operation of the service brake valve, the operator depresses the brake pedal (not shown). The brake pedal contacts the plunger. The plunger is pushed in the downward direction against the plunger and return springs. The plunger spring puts a downward force on the ball retainer, the ball, the upper spool down, and the lower spool. The right brake port will be blocked from the upper tank port. The right brake port will then be open to flow from the system pressure port (from the right brake accumulator). Also, the system oil flows through the orifice and the upper spool passage into the cavity between the upper spool and the lower spool. The oil pressure on the bottom area of the upper piston puts an upward force on the upper spool pushing the spool against the plunger spring. The upper spool moves the lower spool downward compressing the lower return spring. The left brake port will then be open to flow from the system pressure port (from the left brake accumulator). At this time, the oil flows through the lower spool orifice and the lower spool passage into the lower spool spring cavity. The oil pressure on the bottom area of the lower spool puts an upward force on the lower spool pushing the spool against the upper spool and the plunger spring. The spool movements are equalized.
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Text Reference
Increasing the downward movement of the plunger will increase the spring force and cause pressure at the service brake ports to increase until maximum pressure is reached. Decreasing the downward movement of the plunger will decrease spring force and cause pressure at the service brake ports to decrease. The combination of the return springs and the upward force on the upper and lower spools move the spools upward. When the service brake pedal is fully released, the service brake ports will be open to the tank ports.
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Text Reference
1
1
128
The service brakes (1) are mounted to the tandem houses near the rear of the motor grader. The service brakes are engaged by oil from the accumulators. The brakes are cooled by oil in the tandem housing.
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Text Reference
1 2
3 4
129
The service brakes are located inside the four wheel stations. The service brakes have a valve (1) that is used to vent the air out of the brake system. The service brakes also have a test screw (2) that is used for checking the wear of the service brake clutch pack (3). A technician can test the wear of the brake packs by performing the following procedure: - Turn the screw in until it hits the stop nut: The clutch packs need to be replaced if the set screw will turn all the way in until it hits the stop nut. A new clutch pack must be installed and the set screw must be reset back to the factory specifications. Refer to the Disassemble and Assemble manual for the most current specifications for replacing service brake clutch packs. -Turn the set screw in until it stops before it hits the stop nut: The clutch pack is still within specification of acceptable wear if the screw stops before it hits the stop nut when a technician turns the screw in to check brake wear. Back the set screw out 2.75 turns for the 14M and 3.75 turns for the 16M and return the unit to service. Hydraulic oil will force the piston (4) into the brake pack (3) when the service brakes are engaged. The clutches are splined to the shaft that turns the wheels. When the brake packs are compressed, they will slow the shaft and the wheels down.
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BRAKE AND FAN SYSTEM CUT-IN
Text Reference
Right Service Brakes Brake Control Valve
Hydraulic Tank
Left Service Brakes
Pump Control Valve
Brake Pressure Switch
Flow Control Spool Resolver Valve
Pressure Cutoff Spool Min Angle
Screen Return Filter
Fan Speed Solenoid
Check Valve
Inverse Shuttle Valve Cut-in Valve
Brake and Fan Pump Cut-out Valve
Priority Valve
Hydraulic Oil Cooler
Accumulator
Accumulator
Relief Valve
Fan
Temperature Sensor Fan Motor
Cooler Bypass
130
Brake and Fan System Hydraulic Operation The brake and fan pump will begin to charge the brake and fan system when the brake accumulators drop below the cut-in pressure. The brake and fan pump is upstroked by an internal spring. Pump supply oil flows from the pump to the charge valve. Inside the charge valve, oil flows to the priority valve, the fan speed solenoid, through a check valve and orifice, and also to the cut-in valve. The cut-in valve will be shifted upward which will allow signal oil to travel through a resolver valve back to the pump flow control valve. The signal oil plus the force of the flow control spool spring will ensure that the pump will stay upstroked until the brake accumulators are charged. The signal oil also holds the priority valve closed. Supply oil will meter through an internal orifice in the charge valve and flow around the priority valve. This metered oil will cause the fan to turn at minimum speed. The supply oil that flows through the check valve and orifice will travel to the inverse shuttle valve which maintains equal pressure in the accumulators by directing supply oil to the accumulator with the lowest pressure. The fan speed solenoid will be fully energized and allow any oil in the fan signal circuit to be metered to tank.
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Text Reference
The charge valve also has a relief valve to limit brake system pressure and a pressure switch to monitor the accumulator charge pressure.
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BRAKE AND FAN SYSTEM CUT-OUT VALVE OPENING
Text Reference
Right Service Brakes Brake Control Valve
Hydraulic Tank
Left Service Brakes
Pump Control Valve
Brake Pressure Switch
Flow Control Spool Resolver Valve
Pressure Cutoff Spool Min Angle
Screen Return Filter
Fan Speed Solenoid
Check Valve
Inverse Shuttle Valve Cut-in Valve
Brake and Fan Pump Cut-out Valve
Priority Valve
Hydraulic Oil Cooler
Accumulator
Accumulator
Relief Valve
Fan
Temperature Sensor Fan Motor
Cooler Bypass
131
The cut-out valve will open when the accumulators reach the cut-out pressure. The cut-out valve will open the bottom side of the cut-in valve to tank which will allow the fully charged accumulator circuit to force the cut-in valve downward against the force of the spring.
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BRAKE AND FAN SYSTEM CUT-OUT / FAN AT MINIMUM SPEED
Text Reference
Right Service Brakes Brake Control Valve
Hydraulic Tank
Left Service Brakes
Pump Control Valve
Brake Pressure Switch
Flow Control Spool Resolver Valve
Pressure Cutoff Spool Min Angle
Screen Return Filter
Fan Speed Solenoid
Check Valve
Inverse Shuttle Valve Cut-in Valve
Brake and Fan Pump Cut-out Valve
Priority Valve
Hydraulic Oil Cooler
Accumulator
Accumulator
Relief Valve
Fan
Temperature Sensor Fan Motor
Cooler Bypass
132
The cut-in valve will open the lower spring side of the cut-in valve chamber to tank when it is shifted downward. This will allow the cut-out valve to close, however, the cut-in valve will stay shifted downward. The cut-in valve will remain shifted downward until the spring on the lower side overcomes the force of the oil in the accumulator circuit.
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BRAKE AND FAN SYSTEM CUT-OUT / FAN AT MAXIMUM SPEED
Text Reference
Right Service Brakes Brake Control Valve
Hydraulic Tank
Left Service Brakes
Pump Control Valve
Brake Pressure Switch
Flow Control Spool Resolver Valve
Pressure Cutoff Spool Min Angle
Screen Return Filter
Fan Speed Solenoid
Check Valve
Inverse Shuttle Valve
Accumulator
Cut-in Valve
Brake and Fan Pump Cut-out Valve
Priority Valve
Hydraulic Oil Cooler
Accumulator
Relief Valve
Fan
Temperature Sensor Fan Motor
Cooler Bypass
133
The fan system will have priority once the brake circuit is fully charged. If the machine requires maximum cooling, the Engine ECM will decrease the signal to the fan speed solenoid. The spring on the left side of the solenoid will force the solenoid to the right, which will increase the signal to the pump. The pump flow control valve spring plus the signal from the fan speed solenoid will shift the pump flow control valve to the left. The pump flow control valve will drain the oil out of the pump actuator and the internal spring of the pump will upstroke the swashplate. The priority valve will open and the larger volume of oil will increase the fan speed. The temperature sensor sends an input signal to the Engine ECM which monitors the fan system.
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Text Reference
BRAKE AND FAN SYSTEM SERVICE BRAKES APPLIED / FAN AT MAXIMUM SPEED
Right Service Brakes Brake Control Valve
Hydraulic Tank
Left Service Brakes
Pump Control Valve
Brake Pressure Switch
Flow Control Spool Resolver Valve
Pressure Cutoff Spool Min Angle
Screen Return Filter
Fan Speed Solenoid
Check Valve
Inverse Shuttle Valve Cut-in Valve
Brake and Fan Pump Cut-out Valve
Priority Valve
Hydraulic Oil Cooler
Accumulator
Accumulator
Relief Valve
Fan
Temperature Sensor Fan Motor
Cooler Bypass
134
The accumulators store pressurized oil until the operator is ready to apply the service brakes. The brake control valve shifts downward, when the operator presses the brake pedal. The brake control valve will direct pressurized oil from the accumulators to the service brakes. The service brakes will slow the machine.
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Text Reference
135
1
136
3
2
Parking Brake System The parking brake (1) is spring applied, hydraulic released and is located at the transmission output shaft. The park brake solenoid (2) is located on the left side of the park brake. The solenoid is energized when the operator turns the parking brake switch off. When the solenoid is energized, oil is directed from the power train pump to the parking brake. The oil compresses the parking brake spring, and releases the parking brake. The joystick must be aligned to the steering wheels to release the parking brake. A level 2 warning will be active if an attempt is made to release the parking brake without alignment of the joystick and steering wheels.
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Text Reference
When the parking brake switch is on, the parking brake solenoid is de-energized and the solenoid directs oil from the parking brake chamber to the transmission sump. The parking brake engages. When de-energized, the solenoid will also direct pump supply oil to the parking brake for lubrication. The Transmission/Chassis ECM uses a pressure switch (3) to monitor the parking brake pressure. NOTE: The machine can be moved without releasing the parking brake. The joystick and wheels must be aligned before the machine can be placed into gear. A Level 3 Warning will be active when the machine is in gear with the parking brake engaged.
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Text Reference
1
137
Fan System The fan motor (1) is located at the back of the machine. The fan motor is an gear-type motor with an makeup valve that prevents the motor from cavitation when the machine is shut off.
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1
Text Reference
2
138
The fan circuit has a temperature sensor (1) that monitors the fan circuit temperature before it enters the cooler. The temperature sensor is an input to the Implement ECM. The Implement ECM sends the temperature reading to Engine ECM . The Engine ECM uses this information to control the fan speed solenoid. The fan cooler (2) is mounted between the radiator and the service center. The fan cooler cools the hydraulic oil before it returns to the hydraulic tank.
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Text Reference
139
CONCLUSION This presentation provides information on the system operation of the operator’s station, engine, power train, implement, steering, fan, and brake systems. Always use the latest Service Information to ensure that the most current specifications and test procedures are used.
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Text Reference
HYDRAULIC SCHEMATIC COLOR CODE Black - Mechanical Connection. Seal
Red - High Pressure Oil
Dark Gray - Cutaway Section
Red / White Stripes - 1st Pressure Reduction
Light Gray - Surface Color
Red Crosshatch - 2nd Reduction in Pressure
White - Atmosphere or Air (No Pressure)
Pink - 3rd Reduction in Pressure
Purple - Pneumatic Pressure
Red / Pink Stripes - Secondary Source Oil Pressure
Yellow - Moving or Activated Components
Orange - Pilot, Charge or Torque Converter Oil
Cat Yellow - (Restricted Usage) Identification of Components within a Moving Group
Orange / White Stripes - Reduced Pilot, Charge, or TC Oil Pressure
Brown - Lubricating Oil
Orange / Crosshatch - 2nd Reduction in Pilot, Charge, or TC Oil Pressure
Green - Tank, Sump, or Return Oil
Blue - Trapped Oil
Green / White Stripes Scavenge / Suction Oil or Hydraulic Void
HYDRAULIC SCHEMATIC COLOR CODE This illustration identifies the meanings of the colors used in the hydraulic schematics and cross-sectional views shown throughout this presentation.
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Text Reference
VISUAL LIST 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27 28. 29. 30. 31. 32. 33. 34. 35. 36. 37. 38. 39. 40. 41. 42. 43. 44. 45. 46.
Machine view (left side) Operator’s station Dash indicators Dash gauges Left joystick Right joystick Joystick controls Operator switches (upper) Operator switches (middle) Operator switches (lower) Wiper controls A/C controls Dash switches Fuses Auxiliary controls Messenger main menu Messenger performance menu Messenger totals menu Messenger settings menu Messenger service menu ECM architecture block diagram Engine view (left side) Engine electronic block diagram Engine ECM Engine timing location Atmospheric pressure sensor Engine speed timing calibration port Fuel delivery system 14M fuel pump 16M fuel pump 14M fuel filters 16M fuel filters Power derate Engine coolant temperature sensor High coolant temperature derate Engine oil pressure sensor Low oil pressure derate Intake manifold pressure sensor Intake manifold air temperature derate Inlet pressure sensor Air inlet restriction derate Differential fuel pressure switch Fuel temperature derate Fuel filter restriction derate Virtual exhaust temperature derate Ether start control
47. 48. 49. 50. 51. 52. 53. 54. 55. 56. 57. 58. 59. 60. 61. 62. 63. 64. 65. 66. 67. 68. 69. 70. 71. 72. 73. 74. 75. 76. 77. 78. 79. 80. 81.
Radiator and air to air aftercooler Throttle mode switch Set/accelerate switch Engine idle management Power train power flow Transmission/Chassis ECM Transmission/Chassis electrical system Parking brake switch Upshift and downshift switch Differential lock switch Autoshift switch Inching pedals Transmission speed sensors Transmission speed sensors Transmission relief valve Engine start relay Secondary steering relay Differential lock relay Back-up alarm Power train hydraulic system NEUTRAL Transmission pump Power train filter Clutch and modulating valves Transmission cooler relief valve Power train cooler Differential lock solenoid Differential lock Final drives Transmission power flow Power train hydraulic system NEUTRAL Power train hydraulic system - FIRST SPEED FORWARD Transmission modulating valve - No Commanded Signal Transmission modulating valve Commanded Signal Below Maximum Transmission modulating valve Commanded Signal at Maximum Power train hydraulic system - SECOND SPEED FORWARD
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Text Reference
VISUAL LIST 82. Power train hydraulic system - FIRST SPEED REVERSE 83. Transmission clutch engagement 84. Implement and steering system 85. Implement ECMs 86. Implement electrical system 87. Left joystick electronic operation 88. Right joystick electronic operation 89. Hydraulic tank 90. Implement and steering pump 91. Implement and steering control manifold 92. Pilot oil filter 93. Steering control valve 94. Secondary back-up steering control valves 95. Electronic primary steering control 96. Steering control valve operation 97. Transmission/chassis ECM - secondary steering control 98. Secondary steering pilot solenoid valves 99. Steering control valve 100. Secondary steering manifold 101. Secondary steering pump 102. Steering control valve - Low Pressure Standby 103. Steering control valve - Primary Steer Right Turn 104. Steering control valve - Secondary Steer Right Turn 105. Steering cylinders 106. Steering cylinder sensors 107. Articulation position sensors 108. Center shift lock 100. Implement control valves 110. Implement signal relief valve 111. Blade tip control valve 112. Implement control valve - HOLD 113. Implement control valve - RAISE 114. Implement control valve - FLOAT 115. Implement hydraulic system - HOLD 116. Implement hydraulic schematic -Wheel lean activated 117. Implement hydraulic schematic -Two implement control valves activated
118. 119. 120. 121. 122. 123. 124. 125. 126. 127. 128. 129. 130. 131. 132. 133. 134. 135. 136. 137. 138. 139.
Variable float control (16M) Valve manifold Valve manifold Hydraulic system - variable float Service brake system Combination valve Service brake accumulators Service brake control valve Service brake valve - Not Activated Service brake valve - Activated Service brakes location Service brake valve Brake and fan system - Cut-in Brake and fan system - Cut-out Valve Opening Brake and fan system - Cut-out / Fan at Minimum Speed Brake and fan system - Cut-out / Fan at Maximum Speed Brake and fan system - Service brakes applied / Fan at Maximum Speed Parking brake actuator Parking brake solenoid Fan system Fan cooler Machine view (rear)
