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Producto: TRACK-TYPE TRACTOR


Modelo: D6N TRACK-TYPE TRACTOR AKM00783
Configuración: D6N XL, D/S, LGP TRACK-TYPE TRACTOR AKM00001-UP (MACHINE) POWERED BY 3126B Engine

Operación de Sistemas
561N, 572R Series II and 572R Pipelayers and D10R, D11R, D5M, D5N, D6M, D6N, D6R,
D6R Series II, D7R, D7R Series II and D8R Series II Track-Type Tractors Power Train
Electronic Control System
Número de medio -SENR8367-20 Fecha de publicación -01/09/2015 Fecha de actualización -03/08/2016

i03526440

System Operation
SMCS - 4800

Transmission Shifting Operation


Table 1
Transmission Gear and Solenoid Valve Logic
Gear Solenoid Clutches
Engaged Valves On Engaged
1F 5 and 2 5 and 2
2F 4 and 2 4 and 2
3F 3 and 2 3 and 2
Neutral 3 3
1R 5 and 1 5 and 1
2R 4 and 1 4 and 1
3R 3 and 1 3 and 1

The direction switch , the upshift switch, the downshift switch, and the position sensor for the
direction lever informs the ECM of the shifting that is requested from the operator. The requests are
"FORWARD", "NEUTRAL", "REVERSE", "UPSHIFT", or "DOWNSHIFT". The ECM activates the
transmission solenoid valves in order to shift the transmission. Each transmission clutch has a
corresponding transmission solenoid valve. The transmission solenoid valves control the hydraulic
circuits that engage the transmission clutch pressures. The ECM applies electrical current to the

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appropriate transmission solenoid valve. For the movement of the machine, two clutch solenoids are
activated. One solenoid is activated for the direction and one solenoid is activated for speed. Under
normal conditions, the ECM shifts the transmission. The shifting is based on the information from the
sensor and from the switches.

The power train electronic control system performs the function for the transmission shifting on two
different types of transmissions. Each type of transmission has a different method of engaging the
transmission clutches. The two methods of clutch engagement are listed below:

• Electronic Clutch Selection

• Electronic Clutch Pressure Control (ECPC)

Electronic Clutch Selection (D10R and D11R)

The ECM selects the transmission clutches that must be engaged. The clutch pressure is modulated
hydraulically. A common hydraulic valve controls the modulation of clutch pressure.

The solenoid valves turn ON the selector spools. The solenoid valve also turns off the selector spools.
The selector spools control the engagement of the clutches. The ECM supplies an electrical current
that turns on or turns off the solenoid completely. The electrical current is not modulated.

The ECM responds to the request for shifting by turning off the solenoid valves that are on. This
causes the pressure to go down on the corresponding transmission clutch. The ECM then turns on the
solenoid valves for the requested shift. Then, the common hydraulic valve controls the modulation of
clutch pressure.

Electronic Clutch Pressure Control (ECPC)

The ECM selects the transmission clutches that must be engaged. The clutch pressure is modulated
electronically. The ECM controls the modulation of clutch pressure. The ECM uses the transmission
speed, the torque converter output speed and the transmission temperature in order to control the
smooth engagement of the clutches.

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

The ECM responds to a request for shifting by opening the appropriate solenoid valves. The solenoid
valves are opened to a position which initially fills the corresponding clutches with oil. Then, the
ECM opens the valve gradually in order to increase the pressure to the clutches. The pressure is
increased until the clutches are fully engaged.

The solenoid valve for the priority valve of the power train oil system is an additional component for
the machines that have electronic clutch pressure control. The ECM controls the priority valve in

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order to increase the pressure in the low pressure oil system which will then provide additional high
pressure pump flow. The ECM activates this function when one of the following conditions exist:

• A transmission shift is in progress.

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

• The engine speed is below 1300 rpm.

• A calibration of the transmission is in progress.

Braking Operation
The brakes are spring applied and hydraulically released. The service brake pedal and the parking
brake switch tell the ECM the braking requests of the operator. The left brake solenoid and the right
brake solenoid on the brake control valve are de-energized. When the solenoid valves are de-
energized, the brake control valve closes. The pressure for power train oil is not available in order to
release the brake. The brakes are fully engaged. When no braking is requested, both brake solenoid
valves are energized and the brakes are hydraulically released.

The brakes assist in the function for steering machines that have clutch/brake steering. For more
information, refer to "Steering Operation".

The function of the brake acts independently of any other function of the power train electronic
control system on machines that have differential steering.

On D5M and D6R machines that have a power shift direct drive transmission (PSDD), the brakes are
also used as part of the inching operation. For more information, refer to "Inching Operation".

Machines also have a backup system to the ECM and the brake pedal position sensor. An additional
solenoid valve and an additional switch are used. When the operator pushes the service brake pedal to
near full travel, the service brake pedal switch closes and a +battery signal activates the secondary
brake solenoid. The secondary brake solenoid engages the left and right brakes. The fuse for the dump
valve is the source of the +battery signal. This ensures that the brakes can be applied even if the ECM
would lose power.

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

Note: On 561N and 572R Pipelayers that are equipped with the two pedal brake attachment, there is a
brake pedal switch on the left brake pedal and the right brake pedal. Each switch applies both brakes.
The right brake pedal switch activates the secondary brake solenoid. The secondary brake solenoid
engages the left and right brakes. The left brake pedal switch activates the parking brake solenoid.
The parking brake solenoid engages the left and right brakes.

Steering Operation
The power train electronic control system does not have a function for steering machines that have
differential steering.

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The power train electronic control system performs the function for steering machines with
clutch/brake steering. The functions for steering and for braking work together. When the machine is
turned to the right, the right steering clutch is disengaged in order to slow the right track. When the
machine is turned to the left, the left steering clutch is disengaged in order to slow the left track.

The brake is only engaged if the operator pulls the steering lever to the full rearward position. For a
gradual turn, the operator pulls the lever rearward halfway. This disengages the steering clutch, but
the brakes are still released. For a sharp turn, the operator pulls the lever fully rearward. The clutch is
disengaged and the brake is engaged.

The steering levers of the finger tip controller inform the ECM of the requests from the operator for
steering. The ECM acts upon the requests for steering by modulating or by de-energizing the
appropriate solenoid valve for steering and for braking on the control valve.

Note: On 572R Pipelayers that are not equipped with finger tip control, the steering clutch levers are
mounted on the floorplate. The floorplate is mounted in front of the operator's seat. These levers are
the input devices to the ECM. When the operator requests a turn by pulling one of the levers, either
the left steering clutch or the right steering clutch is disengaged. The brakes are still released. This
slows the track for a gradual turn. To stop the track, the operator must first release the steering clutch
by pulling a lever. Then, press the left brake pedal or the right brake pedal halfway. The brake will
engage and the track will stop.

The steering and the braking solenoid valves operate in a proportional manner. The ECM acts upon
steering requests by modulating ectrical current of the appropriate solenoid valves. The modulation of
the solenoid valves controls the oil pressure of power train for the corresponding clutches. When the
operator requests a change in steering, the ECM responds with a corresponding change in the
modulation of the appropriate solenoid valve. A decrease in electrical current causes a decrease in oil
pressure which increases the brake engagement. When more current is applied to a solenoid for a
steering clutch, the valve opens further. This causes more oil pressure to be applied to the steering
clutch. The steering clutch engages as more oil pressure is applied.

Parking Brake Operation


The power train electronic control system performs the parking brake function on all machines.
Whenever the operator places the parking brake switch in the ON position, the ECM deactivates the
left brake solenoid and the right brake solenoid. This will engage the left brake and the right brake.
The ECM also shifts the transmission to NEUTRAL and First Speed.

The machine also has a backup system to the ECM and the ON/OFF pole of the parking brake switch.
An additional solenoid valve and an additional pole of the parking brake switch are used. Whenever
the operator places the parking brake switch in the ON position, the brake backup pole of the parking
brake switch activates the parking brake solenoid. This will engage the left brake and the right brake.

Note: On the 572R Pipelayer, the backup pole of the parking brake switch does not connect directly
to the parking brake solenoid. The backup pole connects to an input to the ECM. The ECM controls
the parking brake solenoid.

Neutral Start Operation

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The power train electronic control system and the parking brake switch perform the neutral start
function on all machines. The starting motor will not activate unless the parking brake switch is in the
ON position. Whenever the operator places the parking brake switch in the ON position, the ECM
will shift the transmission to Neutral and Third Speed (clutch 3). The ECM also engages the left brake
and the right brake.

Backup Alarm Operation


The backup alarm alerts the surrounding personnel that the machine is backing up. Whenever the
transmission direction control lever is in the REVERSE position, the ECM activates the backup
alarm.

Autoshift Operation
The Autoshift Operation is used on Machines that have Electronic Clutch Pressure Control.

The autoshift function allows the operator to preset the gear speed for directional shifting. The
autoshift function allows a directional shift that differs from a normal shgift. Normally, the machine
shifts from 1F to 1R.

With the autoshift switch, the operator can select either 1F to 2R or 2F to 2R. D6R Series II, D7R
Series II and D8R Series II machines also have 2F to 1R. The autoshift indicator displays the status of
the autoshift function to the operator. The indicator is on the left side of the dash. The indicator is near
the autoshift switch. The operator selects the autoshift operation with the autoshift switch. The
autoshift indicator shows the selected mode. The modes are 1F2R or 2F2R or 2F1R. When all LED
indicators are off, the autoshift function is off. Autoshift indicators are located on the gear/direction
module on all Series II tractors.

Auto Kickdown Operation


Note: The auto kickdown operation is used on the machines that have electronic clutch pressure
control only.

When the ECM detects that the transmission output speed has fallen below a gear dependent pre-set
shift point, the ECM will automatically downshift the transmission.

There are several auto kickdown setpoints. The operator can scroll through the set points or the
operator can turn the auto kickdown function on or off by depressing the auto kickdown switch. For
example. if the auto kick down function is off when the operator presses the auto kickdown switch,
the function will be turned on and the first setpoint is activated. When the auto kickdown switch is
pressed again, a different setpoint is activated. On some models, a third setpoint can be activated.
When the auto kickdown switch is pressed after all of the setpoints have been scrolled, the auto
kickdown function is turned off. The auto kickdown indicator displays the status of the auto kickdown
operation to the operator. The indicator is located on the right side of the dash near the auto kickdown
switch.

Note: The auto kickdown operation is inhibited when the brakes are applied.

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Air Inlet Heater Operation


D5M and D6M Only

Table 2
Air Inlet Heater Cycle Time
Preheat Time Postheat Time
Engine Coolant
Key On, Engine Off Key On, Engine Running
Temperature
(seconds) (seconds)
−4 °C (24.8 °F) 30 120
−4 °C (24.8 °F) 29 114
−3 °C (26.6 °F) 27 107
−2 °C (28.4 °F) 26 101
−1 °C (30.2 °F) 24 94
0 °C (32.0 °F) 22 87
1 °C (33.8 °F) 21 81
2 °C (35.6 °F) 19 74
3 °C (37.4 °F) 18 68
4 °C (39.2 °F) 16 61
5 °C (41.0 °F) 14 54
6 °C (42.8 °F) 13 47
7 °C (44.6 °F) 11 41
8 °C (46.4 °F) 0 35
9 °C (48.2 °F) 0 28
10 °C (50.0 °F) 0 21
11 °C (51.8 °F) 0 15
12 °C (53.6 °F) 0 8
13 °C (55.4 °F) 0 1
> 13 °C (55.4 °F) 0 0

The power train electronic control system performs the air inlet heater function on D5M and D6M
machines. A preheat mode and postheat mode are automatically controlled by the power train ECM.

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When the key start switch is turned from OFF to ON, the ECM checks the engine coolant
temperature. If the temperature is low, the ECM energizes the relay for the air inlet heater. The relay
activates the air inlet heater. Also, the indicator is turned on for the air inlet heater on the Caterpillar
monitoring system. After the engine is started, the air inlet heater remains activated for a postheat
period of time. The ECM uses the engine coolant temperature to determine the length of preheat time
and postheat time. See table 2.

The operator can initiate additional heat cycles after a cold start. The cycles are 30 seconds long. The
heat cycles are initiated by pressing the air inlet heater switch. After a heat cycle is completed, the
ECM disables the air inlet heater function for 30 seconds. If the switch is activated and the air inlet
heater function is disabled, the additional heat cycle will be activated automatically.

Inching Operation
Note: The inching operation is only used on the D5M and D6R machines that have PSDD.

When the inching pedal is pressed, the ECM decreases the pressure that is applied to the transmission
directional clutch. This operation reduces the torque that is transferred from the transmission to the
tracks. The inching function can be used to slow the speed of the machine. The inching operation
prevents the engine from stalling when the load on the blade is sufficient enough to stop the motion of
the machine.

The inching pedal can also work as a brake pedal. In the last half of inching pedal travel, the brakes
are applied. This operation will slow the machine. This operation will also keep the machine from
rolling backward when the machine is inching up a slope.

Note: Only partial brake capacity is available from the inching pedal. The service brake pedal must be
used for full braking force.

Copyright 1993 - 2019 Caterpillar Inc. Mon May 20 18:44:33 EST 2019
Todos los derechos reservados.
Red privada para licenciados del SIS.

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