Tractor D10T PDF

SERV1800-01
September 2005
GLOBAL SERVICE LEARNING
TECHNICAL PRESENTATION
D10T TRACK-TYPE TRACTOR
Service Training Meeting Guide

(STMG)
D10T TRACK-TYPE TRACTOR
MEETING GUIDE 800 SLIDES AND SCRIPT
AUDIENCE
Level II Service personnel who have knowledge of the principles of machine systems operation,
diagnostic equipment, and procedures for testing and adjusting machine systems and
components.
CONTENT
This presentation discusses the operation of the power train, the steering system, the implement
hydraulic system, the demand fan system, the cooling system, and the Caterpillar Monitoring
and Display System with Advisor™ on the D10T Track-type Tractor. Also discussed is the
operation of the controls in the operator compartment and the location and identification of the
major components of the C27 ACERT™ technology engine.
OBJECTIVES
After learning the information in this presentation, the serviceman will be able to:
1. locate and identify all of the major D10T machine components;
2. locate and identify all filters, dipsticks, indicators, fill tubes, drains and test points;
3. locate and identify the major components of the C27 ACERT™ technology engine;
4. trace the flow of fuel through the C27 engine fuel delivery system;
5. trace the flow of air through the C27 engine air intake system;
6. trace the flow of coolant through the cooling system of the D10T;
7. identify and explain the function/operation of each major component in the hydraulic
demand fan system;
8. trace the flow of oil through the hydraulic demand fan system and explain its operation;
9. identify and explain the function/operation of each major component in the power train
system;
10. trace the flow of oil through the power train hydraulic system and explain its operation;
11. explain the function/operation of each major component in the implement hydraulic
system;
12. trace the flow of oil through the implement hydraulic system and explain its operation;
13. locate and identify all of the major components in the Caterpillar Monitoring and Display
System, with Advisor™; and
14. explain the function of each component in the Caterpillar Monitoring and Display
System, with Advisor™ and explain the system's basic operation at machine start-up.
SERV1800 -3- Text Reference
07/05
REFERENCES
Engine Specifications (C27 Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SENR9936
Engine Systems Operation, Testing & Adjusting (C27 Engine) . . . . . . . . . . . . . . . . . .SENR9937
Engine Troubleshooting Guide (C27 Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SENR5090
Systems Operation, Testing & Adjusting (Power Train) . . . . . . . . . . . . . . . . . . . . . . .RENR7547
Systems Operation, Testing & Adjusting (Hydraulic System) . . . . . . . . . . . . . . . . . . .RENR7545
Systems Operation (Cooling Systems) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RENR8198
Operation and Maintenance Manual (OMM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SEBU7764
Schematic (Hydraulic System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RENR7546
Schematic (Power Train Oil System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RENR8168
Schematic (Electrical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RENR8164
PREREQUISITES
Interactive Video Course "Fundamentals of Mobile Hydraulics" . . . . . . . . . . . . . . . .TEMV9001
Interactive Video Course "Fundamentals of Electrical Systems" . . . . . . . . . . . . . . . .TEMV9002
STMG 546 "Graphic Fluid Power Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SERV1546
SUPPLEMENTARY TRAINING MATERIALS

"D10T Track-type Tractor - New Product Introduction" (NPI) . . . . . . .SERV7105-02 (V02N01)
STMG 790 "Caterpillar Monitoring and Display System, with Advisor" . . . . . . . . . . .SERV1790
STMG 758 "D10R Track-type Tractor" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SERV1758
Technical Instruction Module "Air Conditioning Principles and Operation" . . . . . . . .SERV2580
Technical Instruction Module "Air Conditioning Service Procedures" . . . . . . . . . . . . .SERV2581
Estimated Time: 8 Hours

Visuals: 148 Slides
Handouts: 9
Form: SERV1800
Date: 09/05
© 2005 Caterpillar Inc.

09/05
TABLE OF CONTENTS
INTRODUCTION ........................................................................................................................5
OPERATOR'S COMPARTMENT................................................................................................6
CATERPILLAR MONITORING AND DISPLAY SYSTEM WITH ADVISOR™ .................22

Start-up..................................................................................................................................29
ENGINE......................................................................................................................................34
Fuel Delivery System............................................................................................................63
Engine Air System ................................................................................................................65
Cooling System.....................................................................................................................67
Hydraulic Demand Fan System ............................................................................................71
Remote Air To Air AfterCooler System ...............................................................................84
POWER TRAIN .........................................................................................................................89

Power Train Electronic Control System ...............................................................................90
Power Train Hydraulic System .............................................................................................91
Torque Divider ....................................................................................................................102
Power Shift Transmission ...................................................................................................100
Electronic Steering and Brake Control Valve .....................................................................119
IMPLEMENT HYDRAULIC SYSTEM..................................................................................136

Implement Hydraulic System Component Identification ...................................................138
Pilot Hydraulic System .......................................................................................................148
Dozer Control Valve ...........................................................................................................155
Dozer Lift and Tilt Circuits.................................................................................................158
Ripper Control Valve ..........................................................................................................166
Ripper Lift and Tip Circuits................................................................................................168
Dual Tilt Operation .............................................................................................................172
Quick-drop Valve Operation ...............................................................................................178
AutoCarry ...........................................................................................................................184
ELECTRICAL SYSTEM .........................................................................................................190
CONCLUSION.........................................................................................................................194
HYDRAULIC SCHEMATIC COLOR CODE.........................................................................195
SERV1800-01 CHANGES LISTING.......................................................................................196
VISUAL LIST ..........................................................................................................................198
SERVICEMAN'S HANDOUTS...............................................................................................200
Posttest (5 pages) ................................................................................................................202
Instructor's Answer Sheets (for Posttest) ............................................................................207
09/05
D10T TRACK-TYPE TRACT OR
© 2005 Caterpillar Inc.
INTRODUCTION
This presentation discusses the major design features and changes, the component location and
identification, and the systems operation of the D10T Track-type Tractor.
The D10T is similar in appearance to the D10R. The operator station incorporates the common
cab, which is also used for the D8T and the D9T Track-type Tractors.
The D10T is powered by the C27 ACERT™ (Advanced Combustion Emissions Reduction
Technology) electronic engine, which is equipped with a Mechanical Electronic Unit Injection
(MEUI) fuel system. This engine also utilizes the A4 Electronic Control Module (ECM) engine
control and is equipped with a Remote Air To Air AfterCooler (RATAAC) intake air cooling
system. The C27 engine is a 12-cylinder "V" arrangement with a displacement of 27 liters. The
C27 is rated at 432 kW (580 horsepower) at 1800 rpm.
Other standard features include a power train hydraulic system using the common top pressure
strategy for operation of the transmission and brakes, an electro-hydraulic demand fan, an
electro-hydraulic implement system, the Advanced MOdular Cooling System (AMOCS)
radiator, and the new Caterpillar Monitoring and Display System with Advisor™.
The D10T can also be equipped with optional attachments such as an engine pre-lubrication
system, a cold weather arrangement, a reversing fan and/or fan bypass arrangement, dual tilt
blade control with the Automatic Blade Assist (ABA) feature, and AutoCarry. The D10T can be
ordered ready to accept the Computer Aided Earthmoving System (CAES).
The serial number prefix for the D10T is RJG.
09/05
OPERATOR'S COMPARTMENT
The operator's compartment for the D10T incorporates the "Common Cab" design, which is
used on the D8T, the D9T, and the D10T Track-type Tractors. The cab is eight inches wider
than the cab used for previous Track-type Tractor models. The cab has wider doors that open
20° further for easier entry and exit. It contains more glass area which allows better overall
visibility for the operator.
The new cab design also includes:
- the Caterpillar Monitoring and Display System with Advisor;
- a new dash with an automotive style instrument cluster; and
- a new right-hand console with redesigned controls for lighting and other machine systems.
09/05
The padded left armrest is adjustable fore and aft using the mechanical sliding lever (1). Pulling
the sliding lever up allows the armrest to be moved to the desired position. Releasing the sliding
lever mechanically locks the armrest into position.
Power height adjustment of the arm rest is controlled using the rocker switch (2). Depressing
and holding the top of the rocker switch raises the armrest height. Depressing and holding the
bottom of the rocker switch lowers the armrest height.
The left and right Finger Tip Control (FTC) steering levers (4) are each connected to a rotary
position sensor (3), which send a PWM signal to the Power Train ECM when they are pulled
rearward. The PWM signals are proportional to the movement of the steering levers.
The status of the steering lever position sensors (percent of duty cycle/percent of lever position)
may be viewed through the Advisor panel (Service/System Status/Steering screens) or by using
Caterpillar ®Electronic Technician (Cat ET).
09/05
1 2
The Finger Tip Control (FTC) console is located at the front of the left armrest. The two small
levers allow the operator to control left and right turns. A PWM signal is sent to the Power
Train ECM when the levers are pulled rearward. The Power Train ECM then sends a signal to
the electronic steering clutch and brake control valve, which controls the hydraulic circuits for
the left and right steering clutch and brake pistons. Pulling the left steering lever (1) toward the
rear of machine (approximately one-half the full travel distance) releases the left steering clutch,
which disengages power to the left track. This action will result in a gradual left turn. Pulling
the left steering lever (1) the full travel distance engages the left brake. This action will result in
a sharp left turn. The steering response is directly proportional to the amount of steering lever
movement. The right steering lever (2) operates the same as the left steering lever.
The tractor direction is controlled by rotating the F-N-R direction lever (3). The lever is
connected to a rotary position sensor, which sends a PWM signal to the Power Train ECM.
Pushing on the top of the lever selects the FORWARD direction. Pushing on the bottom of the
lever selects the REVERSE direction. The center position of the lever selects NEUTRAL. Each
lever position is identified with a corresponding detent that holds the lever in place.
09/05
Depressing the top yellow button (4) upshifts the transmission one gear range at a time.
Depressing the bottom yellow button (5) downshifts the transmission one gear range at a time.
The parking brake switch (6) shifts the transmission to FIRST gear NEUTRAL and energizes
the parking brake solenoid and the secondary brake solenoid (as a backup measure) on the
electronic steering and brake control valve, which fully engages the brakes.
The status of the F-N-R direction lever position sensor (percent of duty cycle/percent of lever
position), the transmission upshift and downshift switches, and the parking brake switch may be
viewed through the Advisor panel (Service/System Status/Powertrain screens) or by using Cat
ET.
NOTE: The F-N-R direction lever is also connected to a FORWARD switch and a
REVERSE switch, which serve to confirm the lever position. Previous FTC control
strategies included only a reverse switch. These two switches may be monitored through
the Advisor panel or by using Cat ET.
NOTE: When the parking brake switch is moved to the ON position, the parking brake
switch creates a direct connection between the parking brake valve solenoid and the
battery. This connection ENERGIZES the parking brake valve solenoid which drains all
the oil from the brake circuit, allowing the springs to apply the brakes.
The Power Train ECM monitors the parking brake switch. The ECM applies current to
the secondary brake valve solenoid and ENERGIZES it when it detects the parking brake
switch has been thrown. The parking brake switch is a double pole switch. One pole is
for direct power from the fuse panel to the brake solenoid, and the other pole grounds
terminals on the ECM to confirm that the switch has been toggled. Once the ECM
detects that the switch has been thrown, it turns on the driver to the secondary solenoid.
In addition to the strategy discussed above, once the ECM detects that the parking brake
switch has been thrown, it also turns on the current driver to the parking brake solenoid.
This gives a third level of redundancy to the system in case the power link from the
battery has been interrupted. This makes the parking brake system triple redundant.
SERV1800 - 10 - Text Reference
09/05
7
6
5
4
3
The right console contains the implement controls and most of the controls and switches for
machine systems and functions. The dozer control lever (1) allows the operator to control all of
the blade functions with one lever.
If the machine is equipped with a ripper, the ripper control handle (2) is located to the rear of the
dozer control lever. The ripper control handle allows the operator to control all of the ripper
functions.
Located to the rear of the ripper handle and on the vertical panel of the right console is the rear
action lamp (3), which alerts the operator of a machine system that is operating out of its normal
range. Forward of the action lamp is a 12-volt, switched power adapter (4).
To the right of the dozer control lever is the horn button (5).
The key start switch (6) is located on the vertical panel above the horn button.
The Cat Advisor™ graphical display module (7) is located forward of the dozer control lever.
Cat Advisor will be discussed later in this presentation.
09/05
2
4
5
6
The dozer control lever (1) allows the operator to control all of the blade functions with one
lever. When the lever is moved FORWARD, the blade will LOWER. Moving the lever forward
to a point within 3°- 4° of the soft FLOAT detent causes the quick-drop valve to activate.
Moving the lever completely forward to the soft FLOAT detent activates the FLOAT function.
The lever can be returned to the centered position and maintain the FLOAT function. Moving
the lever either forward or rearward from the centered position will deactivate the FLOAT
function. Moving the lever to the rear of the center (HOLD) position causes the blade to
RAISE. Moving the dozer control lever to the right tilts the right side of the blade down.
Moving the lever to the left tilts the left side of the blade down. The FLOAT function may be
disabled through Advisor, using the "Implement Setup" option from the "Settings" menu.
If the machine is equipped with dual tilt, moving the thumb lever (2) to the right allows the
operator to DUMP the blade (PITCH FORWARD). Moving the thumb lever to the left will
RACK BACK the blade.
The left yellow button (4) allows the operator to activate sequential segments in the Auto Blade
Assist (ABA) cycle and/or the AutoCarry cycle, if equipped with ABA or AutoCarry. The ABA
and/or AutoCarry modes must be armed for this button to perform this function.
09/05
The right yellow button (3) cancels the ABA or AutoCarry cycle. The blade may be controlled
manually at any time during the ABA or AutoCarry cycles.
The trigger switch (not visible) is located on the front of the dozer control lever. The trigger
switch toggles between single tilt and dual tilt modes when it is depressed and held. Releasing
the trigger switch toggles back to the default tilt mode. Either single tilt or dual tilt may be set
as the default tilt mode using Cat Advisor.
The left rocker switch (5) on the panel ahead of the dozer control lever, and below the Advisor
panel, is the ABA switch. It is used to arm the ABA mode. All of the Auto Blade Pitch settings
for LOAD, CARRY, and SPREAD may be configured using Cat Advisor.
The right rocker switch (6) manually activates the fan reversing cycle, if the machine is
equipped with a reversing fan. (The manual fan reversing switch is not installed in illustration
No. 6.)
The status of the ABA switch may be viewed through the Advisor panel (Service/System
Status/Implement screens) or by using Cat ET.
The status of the manual fan reversing switch may be viewed through the Advisor panel
(Service/System Status/Engine screens) or by using Cat ET.
The status of all of the switches and the status of the position sensors (percent of duty
cycle/percent of lever position) used on the dozer control lever may be viewed through the
Advisor panel (Service/System Status/Implement screens) or by using Cat ET.
NOTE: There are three different dozer control levers that may be installed in the D10T,
depending on how the machine is equipped.
The dozer control lever shown in illustration No. 6 is used on machines that are
equipped with dual tilt. Machines equipped with dual tilt also include the ABA feature.
If the machine is not equipped with dual tilt, but is equipped with AutoCarry, the control
lever will look the same, but the thumb rocker switch is not active.
If the machine has neither dual tilt nor AutoCarry (standard single tilt machine), the
dozer control lever will not include the thumb rocker switch or the two yellow mode
buttons. The trigger switch is also not included with the standard single tilt machine.
09/05
3 2
1
The ripper control handle (1) is located to the rear of the dozer control lever. It is similar to the
ripper control handle that is used on the D10R Track-type Tractor. Pulling back on the left side
of the finger switch (2) moves the tip of the ripper SHANK IN. Pulling back on the right side of
the finger switch moves the tip of the ripper SHANK OUT.
At the left of the ripper control handle is the thumb switch (3), which controls RIPPER RAISE
and RIPPER LOWER. Pushing against the top of the thumb switch RAISES the ripper.
Pushing against the bottom of the thumb switch LOWERS the ripper.
Pushing the Auto-Stow button (4) raises the ripper to the maximum height and can move the
ripper tip to the full SHANK IN or full SHANK OUT position, depending on the operator's
settings that can be configured using Cat Advisor. There are three Auto-Stow positions that may
be configured. The three positions are: RIPPER RAISE, RIPPER RAISE/SHANK IN, or
RIPPER RAISE/SHANK OUT.
The status of the AutoStow switch and the status of the position sensors used on the ripper
control handle (percent of duty cycle/percent of lever position) may be viewed through the
Advisor panel (Service/System Status/Implement screens) or by using Cat ET.
09/05
2 3 4 5 6 7
The panel on the outside of the right console contains a number of switches that control various
machine functions. To the immediate right of the key start switch is the High/Low Idle
switch (1).
Just above the High/Low Idle switch is the Implement Lockout switch (2), which disables
implement movement and illuminates the Implement Lockout indicator light in the instrument
cluster when activated. Activating the Implement Lockout switch de-energizes the implement
lockout solenoid which shuts off the flow of pilot oil to the implement control valves. The
implements cannot move with no pilot oil available to the implement control valves.
The AutoShift mode switch (3) activates the AutoShift mode. The AutoShift mode may be
configured using Cat Advisor, or by using Cat ET.
The Auto KickDown mode switch (4) enables the Auto KickDown mode, when activated.
Shift-point sensitivity for the Auto KickDown mode (Low, Medium, and High) may be
configured using Cat Advisor, or by using Cat ET.
09/05
If the machine is equipped with AutoCarry, the AutoCarry mode switch (5) arms the AutoCarry
mode when activated. Blade pitch angles for the LOAD and CARRY segments of the
AutoCarry cycle may be configured using Cat Advisor.
The ripper pin puller switch (6) is used to automatically retract and extend the ripper shank pin,
if the machine is equipped with a single shank ripper.
The four switches (7) at the rear of the console activate all the exterior machine lights.
The status of the High/Low Idle switch may be viewed through the Advisor panel
The status of the AutoShift mode switch and the Auto KickDown mode switch may be viewed
through the Advisor panel (Service/System Status/Powertrain screens) or by using Cat ET.
The status of the Implement Lockout switch and the AutoCarry mode switch may be viewed
through the Advisor panel (Service/System Status/Implement screens) or by using Cat ET.
09/05
2 6
The main fuse panel, the circuit breakers, and the diagnostic connector are located at the bottom
of the left console, inside the left cab door. Opening the hinged door gains access to:
1. the air conditioning remote condenser circuit breaker (if equipped - not shown, above)
2. the HVAC blower motor circuit breaker
3. the diagnostic connector for Cat ET
4. the 12 volt switched power supply (for powering a laptop computer or other devices)
5. the 175 amp alternator fuse
6. the main electrical fuse panel, using automotive type fuses
A fuse and breaker identification chart (7) is affixed to the inside of the hinged door. The chart
identifies fuse locations and their associated electrical circuits.
Several spare fuses, a spare 175 amp alternator fuse, and a fuse puller tool are also stored inside
the hinged door.
NOTE: The hinge on the panel door is spring loaded and the door may be easily
removed, if necessary.
09/05
1 2 3 4 5 6 7
10
The HVAC controls and the wiper/washer controls are located overhead, above the right
console. From left to right, these controls are:
1. HVAC blower fan speed switch, with four fan speed positions
2. HVAC temperature control
3. air-conditioning selector switch (ON/OFF)
4. front windshield wiper/washer control switch
5. left cab door wiper/washer control switch
6. right cab door wiper/washer control switch
7. rear cab window wiper/washer control switch
The wiper/washer control switches allow for intermittent wiper settings and for high/low speed
settings.
09/05
3
2
1 4
5
6
11
The dash in the new cab contains a sealed instrument cluster, which replaces the quad gauge
module, the speedometer/tachometer module, and the Vital Information Display System (VIDS)
message center module used in the D10R Track-type Tractor. The instrument cluster is a sealed
unit that contains the following four analog gauges:
1. hydraulic oil temperature gauge
2. engine coolant temperature gauge
3. torque converter oil temperature gauge
4. fuel level gauge
The instrument cluster also contains the tachometer (5) and up to fifteen indicator lights that
alert the operator of different operational modes or conditions.
The LCD display (6) is positioned below the tachometer. It displays the service hours at the
bottom of the display, the track speed at the upper left, and the selected transmission gear and
direction at the upper right.
The Action Alarm and the 24V-12V power converter are installed behind the storage bin (7).
The dash panel must be removed to access these components.
INSTRUCTOR NOTE: The instrument cluster and the new monitoring system will be
discussed in more detail, later in this presentation.
09/05
1 2
12
Below the dash is the service brake pedal (1) and the decelerator pedal (2). The service brake
pedal applies the service brakes (both left and right) proportionately with the amount of pressure
applied by the operator. When depressed, the pedal provides a signal to the Power Train ECM
from the rotary position sensor connected to the pedal. The Power Train ECM then signals the
electronically controlled brake valve. When completely depressed, the brakes are fully engaged.
The smaller pedal on the right is the decelerator pedal. During normal operation, the machine
operates at high idle. Depressing the decelerator pedal decreases the engine rpm by a signal to
the Engine ECM from the rotary position sensor connected to the pedal.
Intermediate engine speeds are attained in the following manner. Set the high/low idle switch to
the HIGH IDLE position, and then depress the decelerator pedal to the desired engine speed.
Then, press and hold the high idle (rabbit) side of the high/low idle switch for approximately
three seconds. Then release the switch to set the intermediate engine speed. The engine speed
may then be reduced from this intermediate engine speed by depressing the decelerator pedal.
When the decelerator pedal is released, the engine speed will return to the intermediate setting.
The intermediate engine speed setting may be cancelled by pressing either the high idle (rabbit)
or low idle (turtle) side of the switch again.
09/05
The status of the brake pedal position sensor (percent of duty cycle/percent of pedal position)
and the secondary brake switch may be viewed through the Advisor panel (Service/System
Status/Powertrain screens) or by using Cat ET.
The status of the decelerator pedal position sensor (percent of duty cycle/percent of pedal
position) may be viewed through the Advisor panel (Service/System Status/Engine screens) or
by using Cat ET.
09/05
2 1
3 4 5 6 7 8
13
The Power Train ECM (1) and the Implement ECM (2) are located at the rear of the cab. The
Power Train ECM can be accessed by removing the operator seat and the sound panel at the rear
of the cab. The panel under the right console must also be removed to access the Implement
ECM. Other components and service points located here are:
3. J1/P1 connector for the Implement ECM
4. J2/P2 connector for the Implement ECM
5. J1/P1 connector for the Power Train ECM
6. J2/P2 connector for the Power Train ECM
7. external lighting relays
8. 24V DC to 12V DC power converter (attachment)
NOTE: The Implement ECM and Power Train ECM code plugs are tied to the wiring
harness, which is routed through the channel below the ECMs. The 24V to 12V power
converter shown above is used to power accessories other than the standard machine
equipment. It is an attachment that can be ordered from the factory. If the power
converter is not ordered from the factory, the connectors will be present in this location
and a converter can be added later. If the machine is equipped with Product Link, that
ECM is located above the cab headliner.
09/05
2 1
14
CATERPILLAR MONITORING AND DISPLAY SYSTEM, WITH ADVISOR™
The monitoring system for the D10T has been upgraded to the Caterpillar Monitoring and
Display System with Advisor. This system is standard equipment for the T-Series Track-type
Tractors.
The major components in the new monitoring system consist of the Advisor graphical display
module (1) and the in-dash instrument cluster (2). The graphical display module has a self-
contained ECM (Advisor ECM).
Cat Advisor allows the operator to configure machine and implement operation and Advisor
display options, and then save them to an operator profile that may be selected whenever the
operator desires.
Advisor also allows the serviceman to configure certain password protected machine functions
and to view system status information for the engine, the power train, the steering, and the
implement systems. The serviceman can also use the Advisor panel to perform calibrations of
the machine and implement controls, the brakes and the transmission, and the steering system.
09/05
CATERPILLAR MONITORING AND DISPLAY SYSTEM COMPONENTS
Key St art
Swit ch
Implement Power
J2 J1 J2 J1
Engine J2 J1
ECM Train
ECM
ECM Product
Link
CAN A Dat a Link
CAT Dat a Link

15 20
AUTO
10 25
X1 0 0
5 n/ min 30
Implement CAN C 0 35
Cont rol Dat a Link

2 .3
1 3 2 .1
1F
Syst ems CAN B
( )
AccuGrade Inst rument
Dat a Link Advisor
Aut oCarry Clust er Comm
CAES Adapt er II
Fuel Level Sensor
Rear Act ion Alarm

Act ion Lamp ET
Alt ernat or
( R-Terminal)
15
The Caterpillar Monitoring and Display System (CMDS) continuously monitors all machine
systems. CMDS consists of both software and hardware components. The hardware
components consist of the Cat Advisor graphical display module, a sealed instrument cluster, the
Engine ECM, the Implement ECM, the Power Train ECM, the Action Alarm, the rear Action
Lamp, and various switches, sensors, and senders. If the machine is so equipped, the CMDS
may also include connections to a Product Link ECM or a Computer Aided Earthmoving
System (CAES).
The CMDS components communicate with each other and with electronic controls on the
machine’s components through the Cat Data Link and through Controller Area Network (CAN)
Data Links. A machine with standard equipment uses the Cat Data Link, the CAN A Data Link,
and the CAN C Data Link. With AutoCarry attachments, CMDS will also include a CAN B
Data Link (shown in dashed lines, above) and a CAN D Data Link (not shown, above).
Advisor constantly monitors all of the ECMs, the alternator R-Terminal, the system input
voltage, and the fuel level sensor. Advisor then drives the instrument cluster and activates its
mode and alert indicators, its displays, and its gauges. This information may also be accessed
and displayed on Advisor’s screens or with Cat ET.
09/05
INSTRUMENT CLUSTER
Parking Charging AutoCarry
AutoShift Brake On (7) System Fault (9) Active (11)
Activated (6) Implement
Auto KickDown Lockout
Activated (5) Action ABA
Lamp (8) Enabled (10) Activated (12)
Winch Float
Freespool or Active (13)
Release (4)
Winch 15 20
Single Tilt
Low Speed AUTO Enabled (14)
10 25
Lock (3) AUTO
X100
5 n/min 30 Dual Tilt
Winch
Enabled (15)
Disabled (2)
0 35
Engine Not
Prelube Used
Activated (1)
2.3 1F
Not
132.1 Used
16
In addition to the four analog gauges, the tachometer, and the LCD display screen (mentioned
earlier), the instrument cluster contains up to fifteen LED indicators that show the operator the
status of a number of machine functions. When lit, they indicate the following functions:
1. Engine pre-lube activated (active only if equipped with a pre-lube system)
2. Winch Disabled (not functional for the D10T)
3. Winch Low Speed Lock (not functional for the D10T)
4. Winch Freespool or Release (not functional for the D10T)
5. Auto KickDown Activated
6. AutoShift Activated
7. Parking Brake ON
8. Action Lamp
9. Charging System Fault (abnormal output at the "R" terminal)
10. Auto Blade Assist Enabled (active only if the machine is equipped with ABA)
11. AutoCarry Active (active only if the machine is equipped with AutoCarry)
12. Implement Lockout Activated
13. FLOAT Active
14. Single Tilt Enabled
15. Dual Tilt Enabled (active only if the machine is equipped with dual tilt)
09/05
17
The heart of the CMDS is the graphical display module, which is located on the right console,
ahead of the dozer control lever. The graphical display module is referred to as Advisor.
Advisor consists of the display screen (1), the navigational buttons (2), and an internal,
self-contained ECM (not visible).
Advisor is used to access, monitor, and display operating characteristics, diagnostics and events,
and modes of operation. Advisor is also used to view and change operator preferences and
parameters, much like the Vital Information Display System (VIDS) in previous D10R and
D11R Track-type Tractors.
Advisor also allows the serviceman to troubleshoot and adjust machine systems by:
- viewing active and logged codes and events, and clearing logged codes;
- viewing the status of machine systems and their components; and
- performing calibrations for the steering, the implement, and the power train systems.
09/05
ADVISOR GRAPHICAL DISPLAY MODULE

Gear / Direction Dozer Mode Auto-Shift Mode
Display Area Display Area Display Area
(1) Left / Up Arrow Button
(2) Right / Down Arrow Button

1F Float 1F-2R
Home Menu
Performance
(3) Back Button
Settings (Delete / Backspace Button)
Operator
Service OK (4) Home Button
(5) OK Button
"More Options" Icon Data Display / Menu Selection (Enter / Select Button)
Display Area
18
Cat Advisor is the interface between the operator or serviceman and the CMDS. Information is
displayed on a backlit LCD screen.
The top portion of the screen is called the "Top Banner" and it displays vital machine
information at all times. The Top Banner may display different information from machine to
machine, depending on the attachments and the machine configuration. On the base machine,
the banner displays:
- Transmission Gear and Direction, at the left;

- Dozer Mode, in the center;
- AutoShift Mode, at the right.
The Transmission Gear and Direction display area shows the transmission gear and direction
that is currently selected. The display may show any of the following transmission gear and
direction combinations: "1F, 2F, 3F, 1R, 2R, 3R, or 1N."
09/05
The Dozer Mode display area can display a number of messages which show the current dozer
mode, the current segment during the Auto Blade Assist (ABA) cycle or AutoCarry cycle, or the
status of the implement or the implement system. The Dozer Mode display area may show any
of the following messages:
- Carry (CARRY segment active - blade is in CARRY position)

- Spread (blade is moving from CARRY to a preset SPREAD position)
- Ready To Return (blade is at end of SPREAD segment - gear is Neutral)
- Return (blade has reset - not in Forward gear)
- Ready To Carry (blade is loading, next move will position for CARRY)
- Manual (Manual blade mode active - ABA or AutoCarry not armed)
- Not Reset (ECM does not know blade position)
- Resetting (blade automatically moving to find load position)
- Float (blade is in FLOAT - dozer control lever is in FLOAT position)
- Low Engine Speed (engine speed too low for ABA/AutoCarry modes)
- Wrong Gear (wrong gear for AutoCarry mode - shift the transmission to 1F)
- Service (displayed during implement calibrations)
- Implements Off (Implement Shutoff is ON, or active)
- Stowing Ripper (ripper moving to stow position - AutoStow activated)
The AutoShift Mode display area shows the current AutoShift Mode that is selected, using the
AutoShift Mode selector switch on the right operator console. Depending on how the tractor is
configured, it can display "1F-2R," "2F-2R," "2F-1R," or "Inactive," if no AutoShift Mode is
selected.
The bottom portion of the Advisor display screen is the Data Display/Menu Selection Display
Area. It displays numerous menus and sub-menus used for navigation from screen to screen. It
may also display operator warnings, system information, and system status, depending on what
menu or sub-menu selection has been made.
A "More Options" icon may also appear on the display screen. This is an indicator that more
information is available for selecting or displaying from the current highlighted position. This
icon may point down, up, left, or right. Using the Arrow Button that corresponds to the "More
Options" icon will allow the operator or serviceman to move to and/or view the additional
information.
At the right of the display screen is a column of five User Interface buttons. These buttons are
used to navigate through the numerous Advisor screens, to make menu selections, or to enter
data.
09/05
The five User Interface buttons, from top to bottom, are:
1. LEFT/UP Arrow button - This button is used for screen navigation or data entry. It can be
used:
- to scroll up a vertical list or scroll left across a horizontal list;
- to decrease a setting value, such as decreasing brightness/contrast.
2. DOWN/RIGHT Arrow button - This button is also used for screen navigation or data entry.
It can be used:
- to scroll down a vertical list or scroll right across a horizontal list;
- to increase a setting value, such as increasing brightness/contrast.
3. BACK button - This button is used:

- to go up one level in a stair-step (hierarchical) menu structure, or to return to the
previous screen, much the same as the BACK button is used in Windows Internet
Explorer™;
- as a backspace or cancel key when the operator or serviceman wishes to delete entered
characters.
4. HOME button - This button is used to return to the home menu screen, regardless of what
screen is currently displayed.
5. OK button - This button is used:

- to make selections from a screen;
- to confirm an entry, such as a password, or for saving an operator profile entry.
Navigation through the menus and sub-menus is accomplished by using the ARROW buttons to
highlight the desired selection, then pressing the OK button. The ARROW buttons are also used
to highlight a mode or to set a parameter. Pressing the OK button selects that option. (Example:
Choosing either "Enabled" or "Disabled" for the FLOAT option in the Implement Settings
menu.)
NOTE: The column of five buttons at the left of the display screen currently have no
function.
09/05
1F Float 1F-2R
Recall Operator Settings
Default Settings
Activated in 10 Seconds
Or
Press
OK
To Recall
Previous Settings OK
19
Start-up
Advisor will perform a self-test routine at machine start-up (key ON). After a few seconds, a
preliminary screen will appear (illustration No. 19). The preliminary screen displays, "Default
Settings Activated in 10 Seconds Or Press OK To Recall Previous Settings." To use the operator
profile (settings) that were active the last time the machine was operated the operator may
acknowledge "YES" by pressing the OK button. NO is assumed by waiting 10 seconds.
If the operator answers YES by pressing the OK button, Advisor will load into its memory the
operator profile that was last used, along with those associated settings for machine operation.
If the operator waits 10 seconds, the default settings (or factory settings) will be loaded into
Advisor's memory.
In either situation, if the operator wishes to use an operator profile (settings) other than the
profile last used or the default settings, another operator profile may be selected from the
"Operator" menu selection, from the Home Menu.
After the preliminary screen has been acknowledged or has expired, "pop-up" warning screens
may be displayed if there are any active faults in any of the machine systems (see illustration
No. 20).
09/05
1F Float 1F-2R
Engine ECM
MID 36 ID 164-3 !
Injection Actuation Pressure Sensor
Voltage Above Normal Shorted High
ACKNOWLEDGE
PRESS THE OK KEY TO ACKNOWLEDGE OK
20
The illustration above shows a "pop-up" warning screen generated by the Engine ECM and
reported by Advisor. There may be more warning screens if there are any other active faults or
events reported to Advisor by the Engine ECM, or any other ECM on the machine. Advisor will
scroll through all of the warning screens generated by all of the active faults and events. Each of
these warning screens must be individually acknowledged by pressing the "OK" button.
Each of these warning screens contains the following information:

- The reporting ECM (in text)
- The reporting MID (module identifier, or ECM code)
- The ID (Component ID and Failure Mode Identifier)
- A text message stating the failed component
- A text message stating the failure mode of the component
- A prompt for the operator to acknowledge the warning
Acknowledging these warnings does not clear them from the reporting ECM's memory.
Acknowledging them only clears them from the screen, or "snoozes" them. They may re-occur
after a pre-determined amount of time, depending on their severity.
The CMDS provides three Warning Category Indicators (levels), utilizing "pop-up" warning
messages on Advisor's screen (see above), the front Action Light (contained in the instrument
cluster), the rear Action Lamp, and an Action Alarm.
09/05
The three warning category indicators and the resulting combinations of the Action Lamps and
the Action Alarm are:
- Warning Category Indicator 1: A warning appears on the Advisor screen, describing

the event or diagnostic failure. The forward Action Lamp will illuminate to solid amber.
The warning can be acknowledged (snoozed) by pressing the OK button, and will not re-
appear for several hours, depending on the failure or event (or if the event or failure does
not re-occur).

the event or diagnostic failure. The Action Light and Lamp will flash red, alerting the
operator to change the machine operation mode. The warning can be acknowledged
(snoozed) by pressing the OK button, and will not re-appear for one hour, depending on
the event or failure (or if the event or failure does not re-occur) and the Action Light and
Lamp will stop flashing.

the event or diagnostic failure. The Action Light and Lamp will flash red, and the Action
Alarm will pulse to alert the operator to shut down the machine. The warning can be
acknowledged (snoozed) and will continue to appear every five minutes. The Action
Light and Lamp will continue to flash red and the Action Alarm will continue to pulse
after the operator acknowledges the warning.
NOTE: If the Warning Category Indicator (fault) is related to an implement control

failure, the Advisor warning will ask if the operator desires to go to "Limp Home Mode."
If the operator chooses the YES option, Advisor will display the Limp Home Screen. The
Limp Home screen allows the operator to use Advisor to slowly and incrementally move
the implements to a position that will allow the machine to be moved for service work.
Gear selection for the transmission will be limited to first gear forward, or first gear
reverse in Limp Home Mode.
NOTE: At machine start-up (key ON), the LCD display in the Instrument Cluster will
briefly display the Instrument Cluster's part number. Although the T-Series tractors all
have a common cab, the Instrument Cluster is different for the D8T, the D9T, and the
D10T. This is due mainly because of differences in engine rpm between these models.
09/05
PERFORMANCE SCREEN 1 OF 2
1F Float 1F-2R
Performance 1 of 2
Engine Engine
n/min
Coolant Temp Speed 21
87.8 C 1410 RPM
Hydraulic Oil TCO
Temperature Temperature
76.6 C 68.8 C
OK
Next
PERFORMANCE SCREEN 2 OF 2
1F Float 1F-2R
Performance 2 of 2
Engine Oil Air Inlet
Pressure Temperature 22
506.0 kPa 40 C
Fuel Level System
Voltage
75 % 26.3 Volts
OK
Previous
After the warning screens have been acknowledged the "Performance 1 of 2" screen will then
appear on the display (illustration No. 21). This is the default screen. Pressing the right
ARROW button will display the "Performance 2 of 2" screen (illustration No. 22).
Using the left and right ARROW buttons allows the operator to switch back and forth between
the two Performance screens. Vital information about the machine's major systems may be
easily monitored using these two screens and the in-dash Instrument Cluster.
09/05
The two Performance screens display real-time text information for the following:
- Engine Coolant Temperature
- Engine Speed
- Hydraulic Oil Temperature
- Torque Converter Oil Temperature
- Engine Oil Pressure
- Air Inlet Temperature (engine intake air temperature)
- Fuel Level
- System Voltage
The Home Menu may be displayed from any screen by pressing the HOME button.
NOTE: If the screen contrast, the screen backlight, or the display language is set such
that the operator or serviceman cannot see or read the display, a simple reset mode has
been added to the most recent software for Advisor. The following procedure will help
overcome this problem:
1. Set the key switch to OFF and then back to ON.
2. Wait approximately 15 seconds.
3. If the Action Lamp is illuminated or flashing, press the OK button a number of times
until the Action Lamp is no longer illuminated. If the Action Lamp is not illuminated,
proceed to step 4.
4. Press and hold the OK button for five seconds.
Performing this procedure will cause the brightness and contrast to be reset to 50% and
the screen will display the language selection menu. The operator or serviceman may
then select the desired language.
The above information supercedes the Service Training publication SERV1790,
"Caterpillar Monitoring and Display System with Advisor™ for Track-type Tractors."
INSTRUCTOR NOTE: For more detailed information about the new monitoring
system and Advisor and how to access and use all of the options, refer to SERV1790
(STMG 790), "Caterpillar Monitoring and Display System with Advisor™ for Track-type
Tractors."
SERV1790 also contains several structured, hands-on lab exercises that require the
students to create operator profiles, change machine settings and save them, access and
record machine systems status information, and perform several machine system
calibrations.
When used in conjunction with this presentation, STMG 790 will provide a thorough
understanding and a practical application of this informational and diagnostic tool.
09/05
23
ENGINE
The C27 ACERT™ technology engine is new for the D10T Track-type Tractor. The engine is
equipped with Mechanical Electronic Unit Injection (MEUI), an electro-hydraulic demand fan
system, and a Remote Air To Air AfterCooler (RATAAC).
The C27 engine also utilizes the A4 Engine Electronic Control Module (ECM), which is air
cooled. The C27 is rated at 432 kW (580 horsepower) at 1800 rpm.
The C27 engine is a 12 cylinder "V" arrangement with a displacement of 27 liters. Most of the
service points for the C27 have been located on the left side of the engine.
The C27 ACERT engine meets U.S. Environmental Protection Agency (EPA) Tier III Emissions
Regulations for North America and Stage III European Emissions Regulations.
Engine oil and filter change intervals have been increased to 500 hours, under most operating
conditions. However, engine load factor, sulfur levels in the fuel, oil quality, and altitude may
negatively affect the extended oil change intervals. Regular engine oil samplings (S•O•S) must
be performed every 250 hours to confirm oil cleanliness.
09/05
The C27 is mechanically similar to the 3412E engine used in the D10R, except that a camshaft
is now located in each cylinder head, instead of a single camshaft in the engine block. The gear
trains for the camshafts have been moved to the rear of the engine. The Engine ECM and its
software, the cams, the injectors, the crankshaft, the piston rods, the pistons, and a few other
components are also different, reflecting the ACERT technology.
An electro-hydraulic demand fan is standard equipment for the D10T and may be equipped with
an automatic/manual fan reversing feature for those applications requiring it.
The engine performance specifications for the D10T Track-type Tractor are:
-.Serial No. Prefix: EHX
- Performance Spec: 0K4650 (for North America)
- Max Altitude: 3657 m (12,000 ft.)
- Gross Power: 483 kW (648 hp)
- Net Power: 433 kW (580 hp)
- Full Load rpm: 1800
- High Idle rpm (full throttle, neutral): 2010 ± 10 (for North America), 1970 ± 10 (for E.U.)
- Low Idle rpm: 700
NOTE: The C27 engine uses a "Ground Speed Governor" software strategy to prevent
engine overspeed and to maintain a constant speed in downhill and uphill situations
when there is little or no load on the blade. The Engine ECM constantly monitors
engine speed and torque converter output speed to make the following adjustments.
- If the engine is at high idle while the machine is traveling downhill, the Engine ECM will
automatically lower engine rpm to maintain the correct torque converter output speed. In
uphill situations, the Engine ECM will automatically increase engine rpm to maintain the
correct torque converter output speed, up to a maximum of 2000 rpm.
- If the operator has set an intermediate engine speed using the decelerator and the high-
low idle switch, this strategy is ignored in uphill situations.
NOTE: On machines built for the E.U., the torque converter output speed target is
approximately 5% lower than those built for North America, due to more stringent noise
requirements. Accordingly, the ground speed target is a bit slower, also. This will result
in slightly slower speeds when "roading" the machine and when backing up.
09/05
4 5 6
3
7
1
9 8
24
Major components and service points accessible from the left side of the engine are:
1. air conditioning compressor
2. secondary fuel filter
3. two engine oil filters and associated service points (discussed later in this presentation)
4. engine oil fill tube
5. engine oil dipstick
6. left side air filter
7. left side gear train lube line (engine oil)
8. starter
9. left side turbocharger
09/05
8
1
5
6
25
Major components and service points accessible from the right side of the engine are:
1. Engine ECM
2. coolant sampling port (S•O•S)
3. alternator
4. external engine oil cooler
5. twin powertrain oil coolers (the engine oil cooler is behind the powertrain oil coolers)
6. right side turbocharger
7. right side gear train lube line (engine oil)
8. right side air filter
NOTE: The exhaust manifolds, the turbine side of the turbochargers, and the exhaust
pipes connecting the turbochargers to the mufflers are covered with "soft wrap" insulation,
or heat shields. This insulation is used to prevent pre-heating the outside air that is drawn
in through the engine compartment doors by the hydraulic demand fan. This air is used
for cooling purposes (the radiator, the hydraulic oil cooler, and the standard air
conditioning condenser).
09/05
4
5
3
6
1
7
26
The 10-micron primary fuel filter (1) and water separator (7) are located in the compartment at
the rear of the left fender. The primary fuel filter is mounted to the front of the fuel tank. The
primary fuel filter contains a water separator (2) which removes water from the fuel. Water in a
high pressure fuel system can cause premature failure of the fuel injectors due to corrosion and
lack of lubricity. Water should be drained from the water separator daily, using the drain valve
located at the bottom of the filter.
Fuel is drawn from the primary fuel filter by the fuel pump (shown later) and is then directed to
the secondary fuel filter (not shown, above). The secondary fuel filter removes contaminants
that could damage the fuel injectors. The fuel filters should be replaced regularly, according to
the guidelines in the D10T Operation and Maintenance Manual (SEBU7764), to ensure that
clean fuel is always delivered to the fuel injectors.
The electric fuel priming pump (3) is integrated into the primary fuel filter base. It is activated
by activating the electric fuel priming pump switch (4). The fuel priming pump is used to fill
the fuel filters after they have been replaced. The fuel priming pump is capable of forcing the
air from the entire fuel system.
09/05
After the fuel filters have been replaced, activate the priming pump and then crack open the fuel
line fitting at the outlet of the primary fuel filter to purge all air from the primary fuel filter, the
fuel line, and the priming pump. (Always place a suitable container under the primary fuel filter
to collect any fuel that escapes through the fitting while purging air from the system.)
Trapped air and intermittent fuel will escape through the fuel line fitting as the pump primes
itself. When the fitting emits only fuel, the fitting should then be re-tightened. At the same
time, continue operating the priming pump until it is determined that all air has been forced from
the entire fuel system - from the priming pump back to the fuel tank.
The priming pump produces enough pressure to force fuel past the bypass valve in the fuel
transfer pump and past the fuel pressure regulator.
Note that the main disconnect switch must be turned to the ON position and the key start switch
must be in the OFF position for the fuel priming pump to operate.
Also shown in illustration No. 26 is the fuel shutoff valve (2). When the shutoff valve handle is
moved to a position that is perpendicular to the fuel line, the flow of fuel from the fuel tank to
the primary fuel filter is shut OFF.
The fuel supply line (6) connects the fuel tank to the fuel priming pump and the primary fuel
filter.
The fuel return line (5) directs unused fuel from the fuel pressure regulator back to the fuel tank.
09/05
1
4 8
2 3
27
The fuel transfer pump (1) is located on top of the engine, at the rear. The fuel transfer pump is
installed in the front side of the timing gear cover and it is driven by a gear in the rear gear train.
The fuel transfer pump draws fuel from the primary fuel filter through a fuel line connected to
the pump inlet port (3). The fuel pump forces the fuel through the pump outlet (2) to the
secondary fuel filter, which is located at the left, front of the engine.
Also shown in illustration No. 27 is the fuel pressure regulator manifold (4). Unused fuel from
the fuel gallery in the left cylinder head enters the manifold at the top inlet (6). Unused fuel
from the fuel gallery in the right cylinder head enters the manifold at the rear inlet (5). The fuel
pressure regulator is a check valve (8) that is installed in the front of the manifold. The fuel
pressure regulator maintains the fuel pressure at approximately 550 kPa (80 psi), with a full load
on the engine (torque converter stall).
Fuel that flows past the fuel pressure regulator is directed back to the fuel tank through a fuel
line connected to the manifold outlet port (7).
09/05
3
5
28
The 4-micron secondary fuel filter (1) is located in front of the engine oil filters, at the left front
of the engine. The fuel temperature sensor (5), the fuel pressure sensor (4), the fuel pressure test
port (3), and the fuel filter differential pressure switch (2) are installed in the secondary fuel filter
base. The fuel filter differential pressure switch (2) compares the filter inlet pressure to the filter
outlet pressure. This switch is normally closed. If the secondary fuel filter becomes clogged, the
difference between the filter inlet pressure and the filter outlet pressure causes the switch to open
and the Advisor panel will warn the operator, "Fuel Filter Is Plugged - Change Fuel Filter Soon."
When this event occurs, engine performance may be degraded when the fuel flow is restricted,
and the fuel injectors are starved of fuel. This condition, if ignored, could cause damage to the
fuel injectors.
The fuel pressure test port (3) will allow the serviceman to test the fuel pressure. The test port is
situated at the outlet of the secondary fuel filter.
The status of the fuel pressure sensor, the fuel temperature sensor, and the filter pressure
differential switch may be viewed through the Advisor panel (Service/System Status/Engine
screens) or by using Cat ET.
09/05
5
3
29
The two engine oil filters (1) are located at the left front of the engine, behind the secondary fuel
filter. The engine oil sampling (S•O•S) port (5) is located on the front of the outer filter base.
The S•O•S port provides an oil sample before the oil is filtered.
The engine oil pressure test port (2) is located behind the filters and is positioned at the oil filter
outlet (after oil filtering).
Also shown in illustration No. 29 is the engine oil dipstick (3) and the engine oil fill tube (4).
09/05
2 3
30
A number of engine sensors are located on top of the engine, near the front. These sensors are:
1. left intake manifold air pressure (boost) sensor
2. engine coolant temperature sensor
3. atmospheric pressure sensor
4. right intake manifold air pressure (boost) sensor
5. intake air temperature sensor
Boost pressure (both left and right) may be read on the status screen in Cat ET. The boost
pressure is a calculation of the difference between the signal from the atmospheric pressure
sensor and the signal from the intake manifold air pressure sensor. On the C27, the signals from
both the left and the right intake manifold air pressure sensors are used by the Engine ECM to
calculate boost for the left and the right cylinder banks. A failure of an intake manifold air
pressure sensor can cause the Engine ECM to perceive a "zero boost" condition, resulting in a
reduction in power by as much as 60%.
The status of all five of these engine sensors may be viewed through the Advisor panel
(Service/System Status/Engine screens) or by using Cat ET. The intake manifold air
temperature may also be viewed on the Advisor panel in the Performance 2 screen.
09/05
NOTE: The Engine ECM only uses the right intake manifold air pressure sensor for calculating
the air-to-fuel ratio. If the right intake manifold air pressure sensor fails, engine derate will
occur. The engine derate is mainly caused by the Engine ECM's inability to calculate the air-
to-fuel ratio and/or boost pressure.
The left intake air pressure sensor is only used to calculate "boost" pressure for the left cylinder
bank. Cat ET may be used to compare the left and right intake air pressures for diagnostic and
troubleshooting purposes, such as turbocharger failure or air filter restriction.
NOTE: The signal from the atmospheric pressure sensor is used by the Engine ECM to
calculate a number of pressure measurements in most electronic engines. The signal from the
atmospheric pressure sensor is compared to the signal from the other engine pressure sensors to
determine the following:
- ambient (absolute) pressure is the atmospheric pressure;
- boost pressure is determined by comparing the atmospheric pressure (sensor) to the intake
manifold air pressure (sensor);
- engine oil (gauge) pressure is determined by comparing the atmospheric pressure (sensor)
to the engine oil pressure (sensor);
- air filter restriction is determined by comparing the atmospheric pressure (sensor) to the
turbo inlet pressure (sensor);
- fuel (gauge) pressure is determined by comparing the atmospheric pressure (sensor) to the
fuel pressure (sensor).
Also, when the engine is started, the Engine ECM uses the signal from the atmospheric pressure
sensor as a reference point for calibration of the other pressure sensors on the engine (if the key
start switch is turned to ON for at least five seconds before the engine starts).
09/05
31
32
3
The primary speed/timing (crankshaft speed) sensor (1) is located at the lower, left front of the
engine, behind the crankshaft damper. This sensor provides engine speed information to the
Engine ECM. This information is also shared with the Power Train ECM through the CAT data
link, eliminating the need for an engine output speed sensor.
The starter (2) is installed on the front side of the flywheel housing, at the left rear of the engine.
A second starter can be installed in the same place on the right side of the engine if the tractor is
equipped with a cold weather arrangement. The ports for inserting the 9S9082 engine turning
tool and the TDC timing pin (not visible) are also located on the front side of the flywheel
housing, above the starter mounting port.
09/05
An engine block heater element (3) is an attachment installed on tractors with a cold weather
arrangement. A second block heater element would be installed on the right side of the engine,
in the same location if the machine is equipped with the cold weather arrangement.
09/05
33
1
2
4
34
The ecology drain for engine oil (1) is located on the front of the engine oil pan. It may be
accessed through a plate in the bottom guard, directly below the drain valve.
The engine pre-lube pump (3) is mounted to the inside of the left frame rail, adjacent to the
engine oil pan (4), if the machine is equipped with this attachment. The engine pre-lube
pump (3) is driven by an electric motor (2). (The pre-lube pump is no longer driven by the
starter motor, as in previous models.)
The engine pre-lube strategy prevents premature wear of critical engine components by ensuring
a minimum engine oil pressure throughout the engine oil system before the engine starts.
When the key start switch is moved to the START position, the engine prelube pump may run
for a short time before the starter engages.
09/05
The Engine ECM determines when to activate the engine pre-lube pump by monitoring the
engine oil pressure sensor. If the oil pressure is less than 30 kPa (4.4 psi) the Engine ECM will
activate the pre-lube pump until the oil pressure reaches 30 kPa (4.4 psi), or for a maximum of
45 seconds, whichever occurs first.
To override the engine pre-lube strategy, turn the key start switch to the START position. Then
cycle the key start switch to the OFF position and then back to the START position again within
one second. This action will allow the starter to engage without cycling the engine pre-lube
pump.
NOTE: When the pre-lube cycle is activated, Advisor will inform the operator that
engine pre-lube is activated. Additionally, Advisor will instruct the operator to keep the
key start switch in the "START" position until the engine cranks and runs.
09/05
1
4
35
3
36
5
7
The starter disconnect switch (1) and the main electrical disconnect switch (2) may be accessed
by opening a spring-hinged door, located between the left engine compartment door and the
front step on the left fender. The starter disconnect switch will disable the starter(s) when the
switch is set to the OFF position. The auxiliary start connector (4) is installed in this same
compartment. A block heater receptacle (3) is also located here if the machine is equipped with
the cold weather arrangement. (A 120V AC or a 240V AC version of the block heater is
available.)
The ether aid solenoid (5) and the ether bottle mounting bracket (6) are located beneath the
electrical disconnect switches (the ether canister is not installed). When the ether aid solenoid is
energized, ether is injected into the intake manifold inlet tube through the small diameter line (7)
to aid in starting the engine in cold weather.
09/05
The Engine ECM controls ether injection when the conditions warrant its use. The Engine ECM
monitors the intake air temperature sensor and the coolant temperature sensor to determine when
ether injection is required. If the temperature of the engine coolant or the intake air is less than
0° C (32° F), AND the engine speed is greater than 35 rpm, but less than 700 rpm (low idle
speed), then ether injection will be activated. Once the engine starts and the low idle speed is
attained, the Engine ECM then looks to the ether injection map (contained in the engine
software) to determine how long and how often to provide ether injection. This helps attain
emissions regulations by eliminating white smoke when the engine is first started.
The status of the ether aid solenoid may be viewed through the Advisor Panel (Service/System
Status/Engine screens) or by using Cat ET.
09/05
3
4
37
The coolant temperature regulator (thermostat) housing (1) is located at the right front of the
engine. Two thermostats are contained in the thermostat housing. When the jacket water is cold
and the thermostats have not yet opened, jacket water is diverted directly back to the jacket
water pump through the bypass tube (3). The jacket water pump forces coolant through the
engine oil cooler and the power train oil coolers before the coolant enters the engine block and
then the cylinder heads.
Jacket water (coolant) samples (S•O•S) may be taken at the coolant sampling port (2), which is
identified by the green protective cap. Coolant samples should be taken only when the engine is
at operating temperature and the coolant is circulating through the entire system.
Always use a clean, lint-free towel to clean the test port prior to taking a fluid sample. Always
replace the protective cap after a fluid sample has been taken. Doing so will prevent damage to
the test port and lessen the likelihood of introducing contamination into subsequent fluid
samples.
The jacket water pump (4) is also located at the right front of the engine, below the thermostat
housing.
09/05
2
3
38
The air cooled A4 Engine ECM (1) is installed above the right front valve cover. The J1/P1
connector (2) is a 70-pin connector and the J2/P2 connector (3) is a 120-pin connector.
There is no timing calibration probe connector on the C27 engine. The timing calibration probe
is permanently installed in the engine flywheel housing (shown later). The probe is also
permanently wired into an engine wiring harness, so that no cable is needed to connect the probe
with the Engine ECM.
NOTE: The Engine ECM is not cooled using fuel. The Engine ECM is air cooled.
09/05
39
The engine oil pressure sensor (1) is installed in the top front of the right cylinder head, between
the front valve cover and the front timing gear cover.
The secondary (camshaft) speed/timing sensor (2) is installed in the rear of the timing gear
cover, at the right front of the engine. This sensor reads the pick-up teeth on the rear face of the
cam balance gear. The balance gear is attached to the front of the right camshaft.
The fuel supply line for the right cylinder head (3) is also visible above.
The status of the engine oil pressure sensor may be viewed through the Advisor Panel
(Service/System Status/Engine screen and the Performance 2 screen) or by using Cat ET.
09/05
2
1
40
41
The turbo inlet pressure sensor (1) is installed in the rear of the manifold that connects the left
and right air filter canisters. The Engine ECM compares the signal from the turbo inlet air
pressure sensor to the signal from the atmospheric air pressure sensor and calculates the
difference between the two pressures. If the pressure differential is too great, it can indicate that
the air filter is clogged and needs to be replaced. Too great a pressure differential (air
restriction) will cause the engine to derate and will degrade engine performance.
The "Crank-Without-Inject" connector and plugs (2) are fastened to the wiring harness below
the right air filter canister.
09/05
Removing the plug (4) from the "Crank-Without-Inject" connector (3) and inserting the plug at
the right (5) will electronically disable the fuel injectors. This allows the engine to be turned
(cranked) using the starter, but without the engine starting. No fuel will be injected into the
cylinders in this mode. The engine cannot start and run.
The status of the turbo inlet pressure sensor and the "Crank-Without-Inject" status may be
viewed through the Advisor panel (Service/System Status/Engine screens) or through Cat ET.
NOTE: When using the "Crank-Without-Inject" feature, always ensure that the ether aid
solenoid is unplugged before using the starter to turn the engine. Even though the fuel
injectors are electronically disabled, the Engine ECM will command ether injection if all
of the requirements (conditions) that require ether injection are met. The engine will try
to start and run with ether injection.
09/05
1 6
5
42
2
4
43
The external engine oil cooler is an oil-to-water type cooler. Engine oil flows from the engine
oil pump into the rear of the engine oil cooler (1) where it flows around tubes filled with
coolant. When the oil is cold, some of the oil flows through the cooler bypass tube (not visible).
Engine oil flows to the front of the cooler where it exits the front of the oil cooler and then flows
to the oil filters (shown earlier). From the oil filters, the engine oil enters the oil gallery in the
engine block where it is used for lubrication purposes. Coolant from the jacket water pump
flows into the front of the cooler through the coolant inlet (5). The engine oil cooler is in
parallel with the two power train oil coolers (2).
The hot coolant supply line to the cab heater connects to the lower water shutoff valve (3). The
return coolant line from the cab heater connects to the upper water shutoff valve (4).
09/05
The coolant flow switch (6) is installed in the inlet bonnet of the external engine oil cooler.
The timing calibration probe (7) is installed at the factory. The probe is located above the
mounting position of the right side starter, on the front of the flywheel housing (forward of the
right rear engine mounting pad). The probe is permanently wired into the Engine ECM. No
cables are needed to make the connection between the probe and a connector when performing
an engine timing calibration routine.
The status of the coolant flow switch may be viewed through the Advisor panel (Service/System
Status/Engine screens) or through Cat ET.
NOTE: When troubleshooting the cooling system, it must be understood that both the
engine oil cooler and the power train oil coolers are heat sources that raise the
temperature of the coolant before it enters the engine block.
09/05
44
3
1
2
9 10 11
12
8
7 45
The C27 ACERT engine contains a cam in each cylinder head, instead of a single cam in the
engine block, as in the 3412E engine that was used in the D10R. The timing gear train for the
C27 has been moved to the rear of the engine. Illustration No. 44 shows the front gear train with
the front gear cover removed. The components identified in illustration No. 44 are:
1. idler gear (drives the oil pump drive gear)
2. front crankshaft gear
3. idler gear
4. idler gear for the jacket water pump drive gear (not shown)
Note that the timing marks on the gears of the front gear train are not used for any purpose.
09/05
Illustration No. 45 shows the rear timing gear train of the C27 with the rear gear train cover
removed. The components identified in illustration No.45 are:
5. rear crankshaft gear
6. idler gear (drives the implement pump and powertrain oil pump)
7. idler gear (driven by gear No. 6)
8. left camshaft drive/timing gear
9. left camshaft timing mark (stamped into the machined surface)
10. idler gear (drives both camshafts and the fuel transfer pump)
11. right camshaft timing mark (stamped into the machined surface)
12. right camshaft drive/timing gear
When the TDC timing pin is used to locate the Top Dead Center position, cylinder No. 1 will be
at TDC of the compression stroke and cylinder No. 11 will be at TDC of the exhaust stroke
when the timing marks on the camshaft gears are aligned with the timing marks on the rear gear
housing (see illustration No. 45).
The firing order for the C27 engine is: 1, 10, 9, 6, 5, 12, 11, 4, 3, 8, 7, 2.
The rear timing gear cover has an inspection cover behind either camshaft gear that will allow
the serviceman to examine the timing marks, in order to determine the exact relational positions
between the camshaft and the crankshaft.
INSTRUCTOR NOTE: Servicemen must be informed that the procedure for finding
TDC on the compression stroke (cylinder No. 1) is different for C27 ACERT engines used
in the first D10T tractors built, as compared to the TDC procedure described earlier.
This information is extremely important when checking or setting valve lash or when
setting fuel injector height. The procedure for these early production engines is:
- When the TDC timing pin is used to locate the Top Dead Center position, cylinder No. 1
will be at TDC of the exhaust stroke and cylinder No. 11 will be at TDC of the
compression stroke when the timing marks on the camshaft gear are aligned with the
timing marks on the rear gear housing (see illustration No. 45).
- When the crankshaft is rotated another 360° and is pinned again at the Top Dead Center
position, cylinder No. 1 will be at TDC of the compression stroke and cylinder No. 11 will
be at TDC of the exhaust stroke when the timing marks on the camshaft gear are 180° off
the timing marks on the rear gear housing.
The TDC strategy will change some time in the future to reflect the standard timing
strategy used for the 3412E, but engines used early in the production schedule of the
D10T will reflect the information described above. Always refer to the latest revision of
the C27 Engine Specifications manual (Form No. SENR9936) for more detailed
information about these procedures and for the serial number break that indicates which
strategy is used for the engine in the machine in question.
09/05
46
3 4
5
6
9
47
7
8
The two turbochargers used on the C27 do not use a wastegate.

The turbocharger bearings are lubricated with engine oil. Oil supply is through the upper oil
line (1). Oil returns to the engine block through the lower oil line (4). Engine coolant is used to
cool the turbocharger bearings. Coolant supply to the bearings is through the lower tube (3).
Coolant return to the shunt tank is through the upper tube (2).
Illustration No. 47 shows the fuel heater (5) that is an attachment included in the cold weather
arrangement. The fuel heater is mounted to the inside of the left fender, forward of the left
rollover support post and under the floor of operator's compartment.
09/05
Fuel is heated using the hot coolant supply from the cab heater lines. Hot coolant enters the fuel
heater at the coolant inlet (7) and returns through the coolant outlet (8).
Fuel from the primary fuel filter is drawn through the heater by the fuel transfer pump. Fuel
enters the fuel heater through the fuel inlet (6) and exits the heater at the fuel outlet (9), where it
continues to the fuel transfer pump.
Fuel should not be heated in warmer weather. The water shutoff valves to the cab heater must
be closed to disable the heating function of the fuel heater. The water shutoff valves are located
on the right side of the engine and were shown earlier in this presentation (illustration No. 42).
09/05
48
The sonar type fuel level sensor (1) is installed on the underside of the fuel tank, near the center.
The fuel tank is located at the rear of the machine.
The fuel level sensor is directly monitored by the Advisor ECM. The Advisor ECM then
provides a signal to the analog type fuel level gauge in the instrument cluster. The Performance 2
screen on the Advisor panel also displays a digital readout showing the percent of remaining fuel.
Advisor will alert the operator with a pop-up warning when the fuel level reaches 10% of tank
capacity (Warning Category Indicator 1). A second, and more severe pop-up warning will be
generated by Advisor (Warning Category Indicator 2) if the fuel tank reaches 5% of capacity.
The fuel tank should be filled immediately if the second (Level II) warning is generated.
The fuel injectors can be badly damaged if they are starved of fuel, due to the lack of cooling and
lubrication properties provided by the fuel.
The fuel tank will hold 1204 liters (318 U.S. gal.) of fuel.
09/05
C27 ACERT ENGINE FUEL DELIVERY SYSTEM
Electric Fuel
Priming Pump
Fuel Tank
(Optional) Fuel
Fuel Heater Shutoff
Right Fuel Gallery Valve
Fuel
Transfer
Pump
Primary
Fuel Fuel Filter
Pressure
Regulator
Left Fuel Gallery
Secondary
Fuel Filter
49
Fuel Delivery System
Fuel is drawn from the fuel tank through the primary fuel filter (10-micron) and water separator
by a gear-type fuel transfer pump. The fuel transfer pump forces the fuel through the secondary
fuel filter (4-micron).
The fuel is then directed through a fuel line to a "tee" fitting that divides the fuel flow and
directs the fuel to both the left and right cylinder heads. The fuel enters the front of the cylinder
heads and flows into the fuel galleries, where it is made available to each of the twelve MEUI
fuel injectors. Any excess fuel not injected into the cylinders by the fuel injectors leaves the
rear of the cylinder heads and is directed to the fuel pressure regulator. The fuel pressure
regulator maintains a fuel system pressure of approximately 560 kPa (80 psi).
The excess fuel flow returns to the fuel tank from the fuel pressure regulator. 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).
09/05
A pressure differential switch is installed in the secondary fuel filter base and will alert the
operator, via Advisor, of a fuel filter restriction. The pressure differential 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 Advisor panel will warn the operator that the
secondary fuel filter is clogged and that fuel flow is restricted. The secondary fuel filter will not
be bypassed. However, engine performance can be degraded due to the restriction of fuel flow
to the injectors. If the restriction is too great, the injectors could be damaged because of the
reduction in fuel flow that is used for cooling the injectors. The fuel used by the injectors also
provides lubrication qualities that protect the small component parts of the injectors.
The status of the fuel pressure differential switch may be viewed through the Advisor panel
09/05
1 2 3 4
6 5
7 7
9 8 8
9
10 10
13
13
11 11
12 12
50
Engine Air System

Engine intake air is drawn into the engine air (rear) pre-cleaner (2) by the vacuum created by the
compressor wheels in the turbochargers (12).
The engine intake air is then drawn through the air filter inlet bonnet (6), which divides the air
flow evenly to the left and right air cleaner canisters (8). Fine contaminants are removed by the
air filter elements inside the canisters. The filtered engine intake air is then drawn into the air
inlets of the turbochargers (11).
At the same time, exhaust gasses passing through both mufflers (4) flow past a dust ejector
tube (3) in each exhaust stack. As the exhaust gasses flow past the ejector tubes (3), they create
a (venturi effect) vacuum in the ejector tubes. The dust ejector tubes are connected to the pre-
cleaner by flexible hoses (5). These connections create a secondary vacuum in the pre-cleaner
housing which serves to draw large contaminant particles from the engine intake air as it passes
through the pre-cleaner. The large contaminant particles drawn through the ejector tubes and are
ejected through the exhaust stack.
The turbochargers compress the engine intake air and force it out of the compressor outlets and
then into the (red) RATAAC inlet tubes (10). The compressed engine intake air then enters both
the left and the right Remote Air To Air AfterCooler (RATAAC) heat exchanger cores (7).
09/05
As the engine intake air passes through the RATAAC heat exchanger cores, the air is cooled and
becomes more dense. The engine intake air then exits the RATAAC cores through the RATAAC
outlets. (Note that the engine intake air flow through the left RATAAC core is from front to rear.
The flow of engine intake air through the right RATAAC core is from rear to front.)
The compressed, cooled engine intake air is then directed to the intake manifold through the
(blue) intake air tubes (9). From the intake manifold, the engine intake air enters the cylinder
heads. The cooler, more dense intake air then enters the cylinders through the intake valves in the
cylinder heads. As the pistons rise in their respective cylinders, they compress the air. The
compressed air then becomes super-heated. Combustion occurs when fuel is injected into the
super-heated air at the top of the compression stroke of each piston. The combustion of the
fuel/air mixture forces the pistons down. As the pistons are forced down, the energy is transferred
to the crankshaft through the piston rods. As the crankshaft rotates, it causes the pistons to rise
and fall in their respective cylinders.
As the pistons rise during their exhaust strokes, the exhaust gasses flow out of the exhaust valves
in the cylinder heads, where they enter the exhaust manifolds (behind the turbochargers).
The exhaust manifolds then direct the hot exhaust gasses into the inlets of the turbine side of the
turbochargers. These hot, high-pressure gasses are used to power the turbine wheels as they
expand and pass through the turbochargers. The turbine wheel is connected to the compressor
wheel by a shaft in each turbocharger. As the turbines rotate, so do the compressor wheels.
The exhaust gasses then exit the turbochargers through the exhaust outlets (13), which direct the
gasses to the mufflers (4) and the exhaust stacks.
Simultaneously, a hydraulically driven fan inside the RATAAC assembly draws cooling air into
the RATAAC through the forward pre-cleaner (1). The exhaust gasses passing through the left
muffler (4) flow past the dust ejector tube (3) in the left exhaust stack. As the exhaust gasses flow
past the ejector tube (3), they create a (venturi effect) vacuum in the ejector tube. The dust ejector
tube is connected to the pre-cleaner by a flexible hose (5). This connection creates the secondary
vacuum in the pre-cleaner housing which serves to draw large contaminant particles from the pre-
cleaner through the tube. The large particles are then ejected through the left exhaust stack.
The cooling air is then forced through the assembly housing, flowing around left and right heat
exchanger cores. As the cooling air passes through the fins of the heat exchanger cores, it cools
the intake air. The cooling air then exits the front of the RATAAC assembly through two ducts
(one on each side) that direct the cooling air out through the outlets at the upper left and upper
right of the radiator guard.
The RATAAC system operation will be discussed in greater later in this presentation.
09/05
D10T COOLING SYSTEM

ENGINE AT OPERATING TEMPERATURE
Vent Line Shunt

Tank
Radiator
Turbo
Thermostat
> 92 C Hottest
Housing
Increasing C27 Engine

87 C Coolant
Temperature
< 82 C Coldest Cab

Heater
Turbo
Power Train Oil Cooler 2
Power Train Oil Cooler 1 Hydraulic

Oil Cooler
Jacket Water
Engine Oil Cooler Pump
51
Cooling System
Shown above is a schematic of the cooling system for the D10T Track-type Tractor. The C27
ACERT technology engine uses a Remote Air To Air AfterCooler (RATAAC) to cool the intake
air. The RATAAC is located beneath the hood and above the engine (not shown in the above
illustration).
The AMOCS radiator contains twelve cores that are the standard "two-pass" type cores. The
hydraulic demand fan is mounted in front of the radiator and is controlled by the Engine ECM.
This arrangement draws air in from the sides and/or the top of the engine compartment, through
the radiator, and out the front of the tractor. This arrangement reduces the possibility of the fan
ejecting debris into the radiator cores.
Coolant flows from the water pump through the power train and engine oil coolers, then to the
engine block. Coolant then flows through the engine block and into the cylinder heads. From
the cylinder heads, the coolant flows to the temperature regulators (thermostats) and either goes
directly to the water pump through the bypass tube or to the radiator, depending on the
temperature of the coolant. If the thermostats are open, the hot coolant enters the bottom of the
radiator and flows up through the front side of the cores, then down the back side of the cores.
09/05
The coolant exits the radiator at the bottom through two outlets. Some of the coolant passes
through the hydraulic oil cooler and some of the coolant bypasses the hydraulic oil cooler.
These two flows combine after the hydraulic oil cooler and return to the jacket water pump.
A small amount of coolant flows to the turbochargers, which is used to cool the bearings, and is
then directed to the shunt tank. Coolant from the shunt tank is directed to the water pump.
The air vent lines allow air to escape from the cooling system while the system is being filled
and during operation. The vent lines also aid in draining the system by eliminating any vacuum
in the system caused by draining.
The shunt tank is a reservoir which retains the expansion volume of the coolant as the coolant
temperature increases. The level of the coolant in the shunt tank will rise as the coolant
temperature increases. The coolant level in the shunt tank will fall as the temperature of the
coolant decreases.
A drain valve (shown later) is present below the radiator and is used to drain coolant from the
radiator cores, the engine oil cooler, the power train oil cooler, and the cab heater circuit.
NOTE: The thermostat housing for the C27 engine contains two thermostats. The
opening temperature for these thermostats is 81° - 84° C (178° - 183° F). The
thermostats should be fully open at 92° C (198° F).
09/05
52
53
4 7
3
9 8
The twelve AMOCS radiator cores (1) and the shunt tank (2) are shown above, from the rear of
the radiator guard.
Hot coolant enters the radiator at the inlet tube (4), at the bottom left of the radiator. The hot
coolant flows up through the front side of the AMOCS cores, then down the back side, passing
twice through the cores. The hydraulic oil cooler (3) is located beneath the radiator guard.
Some of the coolant exits the radiator through the cooler inlet bonnet (5) and flows through the
"oil-to-water" type hydraulic oil cooler. The remainder of the coolant exits the radiator through
the radiator outlet bonnet (6) where it mixes with the coolant from the hydraulic oil cooler. The
combined coolant flow exits the bonnet through the outlet tube (7) and returns to the water
pump. The coolant drain line from the engine oil cooler and power train oil coolers, and the
coolant drain line from the engine block all connect to the fittings (8). This allows coolant to be
drained from the entire system through the radiator drain valve (9).
09/05
54
6
4
55
The fan (1) and the hydraulic fan motor (2) may be accessed by opening the grill doors on the
front of the radiator guard, as shown in illustration No. 54. The hydraulic demand fan pump is
mounted to the rear of the engine flywheel housing, at the upper left corner of the housing. (The
hydraulic demand fan system will be discussed in greater detail later in this presentation.) Air
that passes through the RATAAC heat exchanger cores exits the front of the tractor through the
two openings (3) at the upper left and right of the radiator guard.
The radiator fill cap (4) and coolant level sight glass (5) are located under the spring-hinged
door (6) on top of the hood, at the front, left. The coolant sight glass (5) is installed in the
coolant shunt tank and is visible when the access door is opened. If coolant is visible in the
sight glass, it is at or above the ADD mark in the tank. If there is no coolant showing in the
sight glass, coolant should be added until coolant is visible in the sight glass.
09/05
D10T STANDARD HYDRAULIC FAN DRIVE SYSTEM

MAXIMUM FAN SPEED
Fan Pump
Engine Coolant Engine Pressure
Temperat ure Sensor ECM Cont rol
Valve and
Solenoid
Fan Pump
Pressure
Fan
Sensor
Pump Orifice
Pump
Cont rol
HDFP Valve
Fan Mot or wit h
Makeup Valve
Hydraulic Oil Cooler

Bypass Valve
Hydraulic
To Tank Oil Cooler
56
Hydraulic Demand Fan System

The hydraulic demand fan is standard on the D10T Track-type Tractor. The fan is part of the
hydraulic system, but it is controlled by the Engine ECM. The Engine ECM considers two
inputs for controlling the fan.
The engine coolant temperature sensor provides temperature information to the Engine ECM.
The Engine ECM constantly monitors this temperature input. The fan pump discharge pressure
sensor is the second input to the Engine ECM. Fan pump discharge pressure is controlled by the
Engine ECM. Fan speed is determined by fan system pressure.
The Engine ECM monitors the temperature input and also considers fan pump discharge
pressure to provide a signal to the (proportional) fan pump pressure control solenoid. Maximum
flow is sent to the fan motor, causing the fan to turn at the maximum controlled rpm, when the
solenoid receives minimum current from the Engine ECM. Maximum mechanical pump
pressure (high pressure cutoff) can be achieved by disconnecting the electrical connection to the
solenoid or by using Cat ET to turn OFF the fan control (Engine ECM/Configuration screen).
09/05
Illustration No. 56 shows a schematic of the standard hydraulic demand fan system with the fan
system at maximum controlled pressure, resulting in maximum controlled fan speed.
When maximum fan speed is required, the fan pump pressure control solenoid is de-energized
according to the temperature input, causing the fan to turn at a faster speed. Maximum
controlled fan speed is attained when the fan pump pressure control solenoid receives the least
amount of current from the Engine ECM.
If communication is lost between the Engine ECM and the fan pump pressure control solenoid,
the fan will default to the maximum mechanical pressure setting (high pressure cutoff). This
results in a higher system pressure and fan speed than the maximum controlled pressure and
speed.
Cat ET may be used to reset the maximum controlled fan system pressure (from the maximum
pressure set at the factory). This adjustment may be necessary to correct the maximum
controlled fan speed due to differences in the initial factory settings and the tractor's current
working environment. The Systems Operation Test and Adjust manual for the D10T hydraulic
system (Form No. RENR7545) provides details of the fan speed/pressure adjustment procedure.
After the correct pressures have been verified for the minimum controlled fan pump pressure
and the maximum mechanical fan pump pressure (high pressure cutoff), a photo-tachometer
must be used to determine the fan speed at a given pressure. If the fan speed is not within the
specification at the given pressure, Cat ET must be used to override the pump control solenoid
until the correct fan speed is attained. The pressure observed at the correct fan speed must then
be entered and saved to the Engine ECM (Clip Pressure, found in the Engine Configuration
screen). The new clip pressure then becomes the target pressure that the Engine ECM seeks
under the maximum controlled fan system pressure condition.
In cooler weather, the Engine ECM may utilize an engine software strategy called "Cool Engine
Elevated Idle Strategy" when the following conditions are met:
- Coolant Temperature is less than 70°C (158°F)
- Parking brake is set to ON
- Transmission is in NEUTRAL
- Throttle switch is set to LOW IDLE
Under these conditions, the Engine ECM will automatically increase engine speed, up to
1100 rpm, in an effort to increase coolant temperature. This strategy is ignored when any of the
four conditions are not met.
NOTE: Refer to the Hydraulic Schematic Color Code chart at the end of this
presentation to interpret the meaning of each color/pattern in the schematic.
09/05
D10T STANDARD HYDRAULIC FAN DRIVE SYSTEM

MINIMUM FAN SPEED
Fan Pump
Engine Coolant Engine Pressure
Temperat ure Sensor ECM Cont rol
Valve and
Solenoid
Fan Pump
Pressure
Fan
Sensor
Pump Orifice
Pump
Cont rol
HDFP Valve
Fan Mot or wit h
Makeup Valve

Bypass Valve
Hydraulic
To Tank Oil Cooler
57
Shown above is a schematic of the D10T standard hydraulic demand fan system with the fan at
minimum speed.
The fan pump pressure control solenoid is energized, causing the fan to turn at a slower speed if
maximum fan speed is not required. Minimum fan speed is attained when the fan pump
pressure control solenoid is completely energized.
When the fan pump pressure control solenoid is completely energized, the pressure control spool
is unseated by the solenoid, allowing pump pressure to drain to tank. This action lowers the
pressure in the spring chamber of the pump control spool and the pump control spool shifts up.
Pump flow is then allowed to fill and pressurize the large actuator in the fan pump and the pump
destrokes. With the pump destroked, oil flow to the fan motor is reduced and the fan speed is
reduced.
The fan will default to the maximum mechanical pressure setting if communication is lost
between the Engine ECM and the fan pump pressure control solenoid. This results in a fan
speed that is higher than the maximum controlled fan speed.
09/05
Pressure
Pump Output
D10T FAN PUMP AND CONTROL VALVE
Control MAXIMUM FAN SPEED
Solenoid to Fan Motor
Pressure Case
Control Drain Large
Spool Passage Actuator Swashplate
Spring
Spring
Orifice
Drive
Shaft
Pump
Control
Spool
Small Actuator
and Bias Spring
Adjustment Signal Passage Piston and
Screw to Actuator Piston Barrel Assembly
58
The Engine ECM de-energizes the fan pump pressure control solenoid, sending the least amount
of current when conditions require maximum controlled fan speed. (With no current, the
mechanical high pressure cutoff will raise the fan speed to its absolute maximum rpm. This
state can be achieved by disconnecting the fan pump control solenoid or by using Cat ET to turn
fan control OFF. This procedure is required when making adjustments to the fan system
pressure settings.)
The pressure control spool spring forces the top half of the pressure control spool up, against the
solenoid pin and holds the land of the upper pressure control spool against the seat when the
solenoid receives minimum signal. This blocks most of the pump output oil in the pump control
spool spring chamber from draining to tank through the case drain passage, which causes the
pump control spool spring chamber to become pressurized. The force of the spring at the top of
the pump control spool, plus the pressure of the oil, is then greater than the oil pressure at the
bottom of the pump control spool. The pump control spool is held down, blocking pump output
oil from entering the signal passage to the large actuator piston in the pump. The large actuator
piston is then open to drain and is at tank pressure.
09/05
The bias spring moves the pump swashplate to an increased angle, which causes the pump to
UPSTROKE when only tank pressure is present in the large actuator piston. This condition
provides a controlled maximum flow of oil to the fan motor and creates maximum controlled fan
pump system pressure, which results in maximum controlled fan speed.
The solenoid pin does not force the top half of the pressure control spool down against the
spring if the solenoid fails (no current to the solenoid). This condition causes the pressure
control spool to be completely seated. Pump pressure will then increase until the upper half of
the pressure control spool is forced down by oil pressure, against the force of the pressure
control spool spring. The oil in the pump control spool spring chamber can then flow past the
upper control spool and drain to tank through the case drain passage. This lowers the pressure
in the pump control spool spring chamber. The force of the spring at the top of the pump control
spool plus the pressure of the oil in the pump control spool spring chamber is now less than the
oil pressure at the bottom of the pump control spool, due to the orifice effect of the passage
through the pump control spool. The higher pressure at the bottom of the pump control spool
forces the spool up, allowing pump output oil to enter the signal passage. This causes pressure
in the pump's large actuator piston to increase.
The increased pressure in the large actuator piston overcomes the pressure in the pump's small
actuator plus the force of the pump bias spring. This causes the swashplate to move to a
decreased angle and the pump DESTROKES until a balance is attained in the pressures. This
condition results in mechanical high pressure cutoff. The pump then provides maximum flow to
the fan motor, resulting in a higher fan pump system pressure than that allowed by the control of
the Engine ECM. The fan motor will then turn at its highest speed, which is higher than the
maximum controlled fan speed.
The mechanical high pressure cutoff is adjusted using the adjustment screw. When the
adjustment screw is turned in (clockwise), it increases the force of the pressure control spool
spring, which increases the the pump pressure required to unseat the land of the upper pump
control spool, thereby increasing maximum cutoff pressure.
Maximum cutoff pressure will be lowered when the screw is turned out (counter-clockwise).
09/05
Pressure D1 0 T FAN PUMP AND CONTROL VALVE

Pump Out put MINIMUM FAN SPEED
Cont rol
t o Fan Mot or
Solenoid
Case
Pressure Large
Drain
Cont rol Act uat or Swashplat e
Passage
Spool
Spring
Spring
Orifice
Drive
Shaft
Pump
Cont rol
Spool Small Act uat or
and Bias Spring
Adjust ment Signal Passage Pist on and
Screw t o Act uat or Pist on Barrel Assembly
59
The Engine ECM energizes the fan pump pressure control solenoid (proportional to the coolant
temperature sensor signal) when a slower fan speed is required.
The solenoid pin pushes down on the upper half of the pressure control spool when the solenoid
is energized. This unseats the spool against the force of the pressure control spool spring,
allowing oil in the pump control spool spring chamber to drain to tank through the case drain
passage. This lowers the pressure in the pump control spool spring chamber. The force of the
spring at the top of the pump control spool plus the pressure of the oil in the pump control spool
spring chamber is now less than the oil pressure at the bottom of the spool, due to the orifice
effect of the passage through the pump control spool. The higher pressure beneath the pump
control spool then forces the spool up, allowing pump output oil to enter the signal passage.
This causes pressure in the pump's large actuator piston to increase.
The increased pressure in the large actuator piston overcomes the oil pressure in the pump's
small actuator plus the force of the pump bias spring. This causes the swashplate to move to a
decreased angle, and the pump DESTROKES. The pump then provides less flow to the fan
motor, resulting in lower fan pump system pressure and a slower fan speed.
09/05
Illustration No. 59 shows the fan pump swashplate at minimum angle, which produces minimum
flow. This will cause the fan motor to turn at its slowest speed.
Refer to RENR7545, "Systems Operation/Testing and Adjusting - D10T Track-type Tractor

Hydraulic System" for information regarding the adjustment of the hydraulic demand fan.
09/05
D1 0 T HYDRAULIC FAN DRIVE SYSTEM WITH REVERSING / BYPASS VALVE

MAXIMUM FAN SPEED - FORWARD
Fan Pump Pressure Pump

Fan Bypass Cont rol Valve and Cont rol
Solenoid Valve Solenoid Valve
Crossover Fan Reversing / Bypass Valve Fan Pump
Relief Valves Pressure
Sensor
Relief
Valve Fan
Pump
HDFP
Bi-direct ional Pilot Operat ed
Fan Mot or Reversing Valves
Fan Reversing Hydraulic Oil Cooler

Solenoid Valve Bypass Valve
To Tank
Hydraulic
Oil Cooler Engine Coolant
Temp. Sensor
Engine ECM
60
A combination fan reversing/bypass valve will be installed on the bottom plate of the radiator
guard, at the lower right, if the machine is equipped with either the reversing fan feature or the
fan bypass feature. A bi-directional fan motor will replace the standard fan motor with the
reversing fan feature. The valve body contains all of the components for either feature,
regardless of which way the demand fan system is configured. The software (flash file)
contained in the Engine ECM contains the code that activates either strategy.
The Engine ECM will automatically activate the fan reversing solenoid valve at pre-determined
intervals, if the machine is equipped with the optional reversing fan. Fan reversing intervals and
reversing duration may be re-configured using Cat ET. The fan may also be reversed manually
using the manual fan reversing switch, which is located below the Advisor display panel in the
operator compartment.
The combination fan reversing/bypass valve contains the following components:
- Fan Bypass Solenoid Valve - The Engine ECM will energize the fan bypass solenoid
valve when cold weather requires fan speeds lower than the minimum fan speed of the
standard fan strategy. The solenoid valve opens and allows most of the oil to bypass the
fan circuit. Most of the oil then flows directly to the hydraulic oil cooler. Some of the oil
still flows to the fan motor, but the fan turns slowly and the cooling effect of the fan is
extremely low.
09/05
- Fan Reversing Solenoid Valve - The fan reversing solenoid valve is DE-ENERGIZED
when the system is in the normal, or fan forward condition. When the Engine ECM
energizes the fan reversing solenoid valve, some of the fan pump output oil is directed by
the solenoid valve to the pilot operated reversing valves. This action shifts the reversing
valves, which reverses the flow of oil to and from the fan motor, which results in driving
the bi-directional fan motor in the reverse direction.
- Pilot Operated Reversing Valves - The pilot operated reversing valves are shifted by fan
pump oil when the fan reversing solenoid valve is ENERGIZED. When the reversing
valves are shifted, they reverse the flow of pump oil to and from the fan motor.
- Crossover Relief Valves - The momentum of the fan prevents the fan motor from
immediate directional change when the fan is first commanded to change directions (either
reverse or forward). One of the crossover relief valves will open to help dissipate excess
pressure during the directional change. The crossover relief valves also serve as anti-
cavitation valves when the engine is shut down and the momentum of the fan continues to
drive the fan motor. (In either case, the crossover relief valve that opens is dependent on
the direction of oil flow in the system.)
- Relief Valve - The relief valve opens momentarily whenever there are any pressure spikes
in the system. The relief valve also opens when the fan is first commanded to change
directions (either reverse or forward). The momentum of the fan prevents the fan motor
from immediate directional change when the flow of oil is reversed. The relief valve helps
dissipate excess pressure that may damage the system during a directional change.
Illustration No. 60 shows the fan hydraulic system with the reversing/bypass valve installed in
the demand fan hydraulic system, with the fan at maximum controlled speed and neither the fan
reversing function nor the fan bypass function activated.
A reversing fan is standard on landfill machines and some other special applications. It may
also be added as an attachment to a machine with a standard demand fan system.
The fan bypass feature is standard on all machines that are equipped with the cold weather
arrangement.
09/05

MAXIMUM FAN SPEED - REVERSE

Sensor
Relief
Valve Fan
Pump
HDFP
Fan Reversing Hydraulic Oil Cooler

Solenoid Valve Bypass Valve
To Tank
Hydraulic
Oil Cooler
Engine Coolant
Temp. Sensor
Engine ECM
61
Illustration No. 61 shows the fan hydraulic system with the fan reversing function activated.
Either a command from the Engine ECM or the operator activating the manual fan reversing
switch will energize the fan reversing solenoid valve. Supply oil is directed to shift the two pilot
operated reversing valves when the solenoid valve is ENERGIZED. This action reverses the
flow of oil to and from the fan motor. The fan will then reverse direction, causing air to flow in
from the front to rear through the radiator.
During a fan motor directional change, pump flow has been redirected and conflicts with the
flow of oil from the outlet port of the fan motor (due to the momentum of the fan and the
"pumping effect" of the motor). The lower crossover relief valve will open during the transition
from forward to reverse until the fan has changed direction and has attained most of the target
speed. Excess oil flow is directed back to the (new) tank passage when the crossover relief
valve is open. The upper crossover relief valve performs the same function when the flow of oil
changes from reverse to forward.
The Engine ECM software determines when it is time for the fan to reverse direction. The
Engine ECM will energize the reversing valve solenoid only when the transmission is shifted to
reverse. This strategy helps lessen the chance that any material spilling over the top of the dozer
blade will be ejected into the fan blades and/or into the radiator cores, minimizing the potential
for damage to the fan blades and the radiator fins.
09/05

MINIMUM FAN SPEED - FAN BYPASS ACTIVATED

Sensor
Relief
Valve Fan
Pump
HDFP

Fan Reversing Bypass Valve
Solenoid Valve
To Tank
Hydraulic
Oil Cooler Engine
Coolant
Temp. Sensor
Engine ECM
62
The illustration above shows the fan hydraulic system with minimum oil flow and the fan
bypass function activated. The Engine ECM will ENERGIZE the fan bypass solenoid valve
when the temperature conditions specified in the software (flash file) have been met.
Most of the oil flow from the fan pump is directed back to tank when the fan bypass solenoid is
energized. Some oil still flows to the fan motor, but the fan turns at a greatly reduced rpm that is
below the minimum fan speed of the standard fan system.
The fan bypass strategy results in minimal air to flow through the radiator.
09/05
1 7
2
63
5
3
4
9
10
64
The hydraulic demand fan pump (1) is mounted at the upper left of of the flywheel housing.
Shown above is the pressure test port for Hydraulic Demand Fan Pump discharge pressure
(HDFP) (2), the fan pump pressure sensor (3), the pump pressure control spool adjustment
screw (4), the pump control spool adjustment screw (5), and the fan pump pressure control
solenoid (6). The drive hub (7) at the rear of the fan pump is connected to a drive shaft for the
power train oil pump.
The hydraulic demand fan motor (8) is mounted to a bracket at the front of the radiator guard.
Shown in illustration No. 64 is the fan motor case drain line (10), and the fan motor inlet and
outlet ports (9).
The status of the fan pump pressure sensor may be viewed through the Advisor panel
09/05
3 4
2 6
1 7
65
The combination fan reversing/bypass valve (1) is mounted on top of the bottom plate of the
radiator guard, at the right side if the machine is equipped with a reversing fan or if it is
equipped for cold weather. It may be accessed through the front grill doors on the radiator
guard.
Service points on the fan reversing/bypass valve shown here are:

2. the pilot operated reversing (diverter) valve (the other reversing valve is located on the
other side of the valve body)
3. the two crossover relief valves
4. fan pump supply lines to/from the fan motor (the supply lines to/from the valve are
connected beneath the valve)
5. fan reversing solenoid valve
6. fan bypass solenoid valve
7. check valves
The status of the fan reversing solenoid and the fan bypass solenoid may be viewed through the
Advisor panel (Service/System Status/Engine screens) or by using Cat ET.
09/05
D10T RATAAC FAN CIRCUIT
To Pressure To Case
Reducing Sequencer Drain
Manifold Valve HFMI
Accumulator
HFPD
RATAAC
Fan
Small Pump RATAAC Fan Speed Relief

for RATAAC Fan Control Valve Valve
and Pilot Supply
66
Remote Air To Air AfterCooler System
The Remote Air To Air AfterCooler (RATAAC) system provides cooled air to the engine intake
manifold. Air is drawn in through the pre-cleaner and the twin air filters by the turbochargers.
The turbochargers compress the air and force it through the RATAAC heat exchanger cores.
From the heat exchanger cores, the air flows into the intake manifold. The RATAAC heat
exchangers cool the intake air that passes through them.
A hydraulic fan in the RATAAC draws air in through a separate pre-cleaner and distributes the
air evenly over the heat exchangers to cool the intake air. The air passing over the heat
exchangers is vented to the outside through air ducts located at the upper left and right corners
of the radiator guard.
The RATAAC fan motor and fan shaft bearings have been redesigned in the D10T to improve
durability and to reduce noise levels. The bearings are lubricated with case drain oil from the
RATAAC hydraulic motor.
The RATAAC fan motor is driven by hydraulic oil supplied from the rear (small) section of the
implement pump. The rear section also supplies oil to the pressure reducing manifold and pilot
supply oil to the dual tilt valve.
09/05
Illustration No. 66 shows the hydraulic circuit for the RATAAC fan system. Oil from the small
(rear) hydraulic pump enters the RATAAC fan speed control valve where the sequencer valve
ensures that a sufficient supply of oil is first available to the pressure reducing manifold. The
pressure reducing manifold supply has priority over the RATAAC supply. The sequencer valve
maintains a minimum oil pressure to the pressure reducing manifold.
The relief valve is installed to limit the maximum RATAAC fan system pressure and the
maximum RATAAC fan speed. The relief valve is pilot operated. Oil enters the left end of the
relief valve and the pressure moves the spool to the right, against the spring. At the same time,
oil flows through an orificed passage in the center of the spool and acts against the right end of
the spool. The reduced oil pressure plus the force of the spring at the right end of the spool
balances against the pressure at the left end of the spool. The result is a constant pressure in the
fan system, proportional to the engine rpm. Oil that is drained by the relief valve returns to the
hydraulic tank.
The accumulator helps maintain a constant system pressure when there are pressure fluctuations
in the fan circuit. The accumulator also serves as a "shock absorber" for the system during
pressure spikes.
INSTRUCTOR NOTE: During lab exercises, the following pressures may be observed:
- The sequencer valve is adjusted at low idle and the pressure observed (HFPD) should be
approximately 4068 kPa (590 psi). At high idle, the pressure observed should be
approximately 5860 kPa (850 psi). (Note that once the sequencer valve opens, at
approximately 4068 kPa (590 psi), the pressure in the small pump circuit is then controlled
by the relief valve for fan system pressure.)
- The relief valve for fan system pressure is adjusted at high idle and the pressure observed
(HFMI) should be approximately 5690 kPa (825 psi). The RATAAC fan speed at high idle
should be approximately 3100 rpm.
Always refer to the latest revision of the Service Manual for your machine serial number,
"Specifications, Systems Operation, Testing and Adjusting - Hydraulic System" (Form
No. RENR7540) for the most recent specifications of system pressures.
09/05
2
1 3
67
5 4
5
6 6
7 8 68
8 7
The RATAAC components are mounted to the under side of the hood. These components are:
1. air intake and pre-cleaner for the RATAAC (cooling air)
2. air intake and pre-cleaner for engine intake air (cooled air)
3. left and right exhaust pipes (with ejector tubes)
4. left and right muffler inlets
5. dust ejector hoses (connecting the pre-cleaners to the dust ejector tubes in exhaust pipes)
6. intake air tubes to air cleaner canister inlets (from RATAAC air pre-cleaner)
7. RATAAC heat exchanger core outlets (cooled intake air to intake manifold)
8. RATAAC heat exchanger core inlets (from air cleaners)
09/05
1 4
4
3 2 3
69
The illustration above shows the RATAAC sub-assembly (upside down). The major
components identified are:
1. RATAAC hydraulic fan motor
2. dust ejector tubes (from pre-cleaner to exhaust pipe)
3. heat exchanger cores
The heat exchanger core access panels (4) are removed in the illustration above. The cores may
be accessed and cleaned through these passages.
Refer to the D10T Operation and Maintenance Manual (Form No. SEBU7764) for information
about recommendations for cleaning the RATAAC heat exchanger cores.
09/05
3
2
1 4
6
10
9 7
8
70
Shown above is the implement pump. The rear section of the implement pump (1) provides
high pressure oil for the RATAAC fan motor and for pilot supply to the pressure reducing valve
and the dual tilt valve. Attached to the pump is the RATAAC fan speed control valve (2).
Components and service points identified above are:
3. Hydraulic Fan Pump Discharge pressure test port (HFPD)
4. Hydraulic Fan Motor Inlet pressure test port (HFMI)
5. RATAAC fan motor supply
6. sequencer valve (ensures that pilot supply has priority over RATAAC supply)
7. relief valve (limits the maximum pressure in the RATAAC circuit)
8. relief to tank
9. accumulator (ensures continuous RATAAC circuit pressure and protects against surges)
10. supply to the pilot manifold
NOTE: The fitting for dual tilt pilot supply oil is on the front side of the manifold,
beneath the fan supply line. It cannot be seen in the illustration, above.
09/05
D10T POWER TRAIN

COMPONENT LOCATION
C27 ACERT Power Train
Power Train
Torque Divider Engine Oil Cooler No. 2
Oil Cooler No. 1
Power Train Oil

Fill Tube and Torque Converter
Dipstick Outlet Relief Valve
Torque Converter
Power Train Intlet Relief Valve
Oil Pump
Lube Distribution
Manifold
Electronic
Steering Clutch
and Brake Valve
Power Train ECM
Steering Clutches
and Brakes Final Drives
Transmission Torque Converter

Charging Filter Charging Filter
Transfer and Transmission
Bevel Gears Hydraulic Control Transmission
71
POWER TRAIN
Shown above is an illustration that identifies the relative location of all of the major power train
components for the D10T Track-type Tractor. Numerous upgrades have been implemented in the
power train for the D10T Track-type Tractor, as compared to the D10R machine. The most
prominent of these upgrades include:
- the torque converter impeller has been re-engineered to provide slightly more engine lug;
- the elimination of the transmission intermediate speed sensors;
- transmission output speed sensors that are more easily installed and require no adjustment;
- the elimination of the priority valve and the lube management valve simplifies the system,
making it more reliable and easier to service and troubleshoot;
- a new A4 Power Train ECM controls the transmission, the braking, and the steering;
- a new four-section power train oil pump;
- easy access to two, 6-micron power train oil filters; and
- extended change intervals for power train oil filters.
09/05
D10T POWER TRAIN ELECTRONIC CONTROL SYSTEM

Left Steering
Clutch and Brake
Parking Brake Transmission Advisor Instrument Cluster
Switch FTC Controls
CAN C
Transmission Data Link 2.3
132.1
1F
Charging Filter
CAT Data Link

Data Port
Service Brake
Pedal CAN A
Electronic Data Link
Steering Clutch
and Brake Valve
Power Train
Inputs/ Outputs
Transmission
Modulating Valves
3 Parking and
5 Secondary
Power Train ECM
4 Brake Valve
2
1 Torque
Divider Engine ECM
Main Relief Valve

Torque Converter
Inlet Relief Valve Torque Converter
Outlet Relief Valve
Primary (Crankshaft)
Speed / Timing Sensor
Power Train
Oil Coolers
Lube Distribution
Manifold
To Clutch / Brake and
Transmission Lube
Torque Converter
Charging Filter
Right Steering
Clutch and Brake
72
Power Train Electronic Control System

The illustration above is a simplified schematic that shows all of the major hydraulic components
and all of the major electronic components in the power train system.
The Power Train Electronic Control System consists of the Power Train ECM and all the inputs to
and outputs from the Power Train ECM. The Power Train ECM and its software considers the
input information, such as the service brake pedal position sensor, and controls the power train
output components, such as the electronic steering clutch and brake control valve.
The Power Train ECM will update the Caterpillar Monitoring and Display System if any of the
controls or components are operating improperly or performing outside their operating
parameters. Advisor will then warn the operator or serviceman of the specific abnormal
condition.
Refer to STMG 790, "Caterpillar Monitoring and Display System, with Advisor™ for Track-type
Tractors" (SERV1790) for more information and instructions for:
- accessing and viewing the status of the power train components;
- how to change the parameters or the power train configuration; and/or
- how to perform calibrations for any of the power train components.
09/05
Power Train
Breather
D10T POWER TRAIN SCHEMATIC
C1
Filter Bypass B1
LB1
Transmission Torque Torque FIRST GEAR FORWARD
Switch Scavenge Converter Converter
Transmission Section Scavenge Charging
Charging Filter Section Section
Power Train
Oil Pump
Electronic
Clutch / Brake
Fan
Valve A B C D
Pump
Transmission Pump
Pressure (TP) B2 Transmission &
C2 Torque Converter
Transmission Charging
Controls Section
Temp. Sensor
4 C1 B1
Transmission 3 5 Vent Line

Main Relief Valve
Pressure (P)
2 1 C27
Torque Flywheel
Converter Housing Engine
ECPC Torque Converter T/C Outlet
Transmission Supply Pressure Relief Pressure
(M1) (N)
Torque
Converter Supply
Pressure (M)
Torque
Divider
Transmission Cooler Lube
Lube Pressure Pressure
(L1) (CL)
Implement
Torque Converter Pump
Inlet Relief TC Outlet
Valve Temperature Sensor
Fluid
Sampling Port
(SOS) Lube Distribution
Manifold
Power Train Cooler 2
T/C
Charging
Torque Converter
Filter
Outlet Relief Valve Power Train Cooler 1
Lube Manifold
B2 Pressure (L2)
LB2 C2
73
Power Train Hydraulic System

The four-section fixed displacement power train oil pump is installed at the left front of the main
case. The pump is driven by a drive shaft connected to the rear of the demand fan pump.
At high idle, the transmission and torque converter charging section "D" of the power train oil
pump supplies approximately 190 L/min (50.2 gpm) of power train to the transmission hydraulic
control and to the electronic steering and brake control valve.
The transmission main relief valve maintains the correct pressure for operation of the
transmission modulating valves and for operation of the electronic steering and brake control
valve.
The transmission clutches, the steering clutches, and the brakes operate at the same pressure,
due to the common top pressure power train strategy. Transmission clutch engagement pressure
calibrations and brake pressure adjustments are not required. (Transmission clutch fill time
calibrations, steering clutch high pressure calibrations, and brake touch-up calibrations are still
required.) Correct oil pressure is available for the operation of the transmission clutches, the
steering clutches, and the brakes when the transmission main relief valve is properly adjusted.
09/05
At high idle, the torque converter charging section "C" of the power train oil pump draws
approximately 140 L/min (37 gpm) of power train oil to the torque converter, through the torque
converter inlet relief valve. Oil from the transmission and torque converter charging section of
the power train oil pump that flows past the main relief valve mixes with the torque converter
charge oil. The two oil flows mix inside the torque converter inlet relief valve. The torque
converter inlet relief valve limits the maximum oil pressure to the torque converter.
The torque converter outlet relief valve maintains the minimum pressure inside the torque
converter. Oil that exits the torque converter through the torque converter outlet relief valve is
directed to the power train oil coolers. Oil that exits the power train oil coolers is then sent to
the lube distribution manifold. The lube distribution manifold provides cooled lube oil to the
transmission, the bevel gears, and the steering clutches and brakes.
The torque converter scavenge section "B" of the power train oil pump draws oil from the torque
converter housing through a screened port. This oil is then directed back to the main sump. The
torque converter scavenge section draws approximately 20 L/min (5.3 gpm) of oil at high idle.
The transmission scavenge section "A" of the power train oil pump draws oil from the
transmission and bevel gear case through a screened port. This oil is directed to the lube
distribution manifold where it mixes with the oil from the power train oil coolers. The
combined oils are used to lubricate the transmission and bevel gears and the steering clutches
and brakes.
Transmission pump pressure (TP), transmission main relief pressure (P), torque converter
supply pressure (M), transmission lube pressure (L1), and the power train oil fluid sampling
(S•O•S) port are all easily accessible from the rear of the machine. All of the other power train
pressure test ports must be accessed through the floor plates in the operator's compartment.
INSTRUCTOR NOTE: It should be noted that the D10T no longer uses a priority
valve.
NOTE: Refer to the Hydraulic Schematic Color Code chart at the end of this
presentation to interpret the meaning of each color/pattern in the schematic.
09/05
2
1
3
74
The torque converter inlet relief valve and the lube distribution manifold are mounted to the
right front of the main case. They are consolidated into one housing (1).
The electronic steering and brake control valve (2) is mounted to the top of the main case.
The four-section power train oil pump (4) is driven by a shaft that connects the drive hub (3) to a
drive hub on the rear of the hydraulic demand fan pump (not pictured). The drive shaft is
covered by a guard when the machine is completely assembled.
The transmission charging section and the torque converter charging section of the power train
oil pump (4) draw their oil from the main sump through the screened suction manifold (5). The
suction screen is accessible for cleaning by removing the cover (6) on the front of the suction
manifold.
The vent line (7) connects the torque converter housing and the main case to maintain an equal
atmospheric pressure inside both components. The power train breather is remotely mounted in
the compartment at the rear of the left fender. The remote line for the breather (not yet installed
in the illustration, above) connects to the vent line with a "tee" fitting.
09/05
5
6
4
7
2
8
75
The four-section, fixed displacement power train oil pump is mounted to the left, front of the
main case. This fixed displacement gear pump consists of:
1. transmission and torque converter charging section "D"
2. torque converter charging section "C"
3. torque converter scavenge section "B"
4. transmission scavenge section "A"
The pump drive hub (5) connects to a shaft that is driven by the hub at the rear of the hydraulic
demand fan pump (shown earlier in this presentation).
Other power train components shown in the illustration above are:

6. transmission oil fill tube
7. transmission oil dipstick tube
8. screened main sump suction manifold
9. access cover to the main sump suction screen
09/05
2 1
76
The two, 6-micron power train oil filters are located at the rear of the machine. Shown in the
illustration above is the torque converter charging filter (1) and the transmission charging
filter (2).
The ecology drain (3) for the transmission case is also located at the rear of the machine, at the
bottom of the transmission case.
The transmission hydraulic control, which contains the transmission modulating valves and the
transmission main relief valve, may be accessed by removing the transmission inspection cover
(5), at the top of the transmission case.
The transmission output speed sensors may be accessed by removing the bolts from main cover
for the transmission case (4) and then sliding the transmission rearward, out of the transmission
and bevel gear case. (The four bolts that hold the transmission and bevel gear case to the main
case must remain.) This procedure allows access to the speed sensors without draining all of the
power train oil and without removing of the axles. Refer to the procedure for "Transmission
Removal and Installation" in the D10T Power Train Disassembly and Assembly Manual (Form
No. RENR8166) for the details of this procedure.
09/05
1
77
78
The transmission charging filter (1) is located at the upper left, rear of the main case. Service
points located on this filter base are:
2. power train filter oil filter bypass switch
3. transmission controls temperature sensor
4. transmission pump pressure test port (TP)
The torque converter charging filter (6) is located at the upper right, rear of the main case.
Power train oil fluid samples (S•O•S) maybe taken from the test port (5), located on the right
side of the filter base.
09/05
The transmission controls temperature sensor monitors the temperature of the power train oil
from the main sump. This is the sensor that that is considered when using the Advisor panel or
Cat ET to perform power train calibration routines. This is also the sensor that provides the
signal for the "Transmission Oil Temperature" readout on the Advisor panel (Service/System
Status/Power Train screens).
The power train oil filter bypass switch is a normally open switch that is held CLOSED by the
bypass valve. When the bypass valve opens, the bypass switch OPENS also and Advisor will
alert the operator that the filter is being bypassed
The status of the power train oil filter bypass switch may be viewed using the Advisor panel
(Service/System Status/Power Train screens) or by using Cat ET.
09/05
1 2
79
Located at the top of the transmission case are the following pressure test ports:
1. transmission main relief pressure (P)
2. torque converter supply pressure (M)
3. transmission lube pressure (L1)
09/05
6
7
80
Power train oil exiting the torque converter passes through the power train oil coolers and then
flows through the hose at the left (1) and into the lube distribution manifold (3). Oil from the
transmission scavenge section of the power train oil pump is directed to the lube distribution
manifold through the steel tube (4), where it combines with the oil from the coolers. This
combined oil is used for lubrication purposes and is distributed to the left and right steering
clutches and brakes and to the transmission and bevel gears.
System lube pressure (L2) can be checked using the alternate lube system pressure tap (2)
(partially hidden, above), on the right side of the manifold.
Oil from the torque converter charge section of the power train oil pump flows through the
torque converter charge filter and then to the torque converter inlet relief valve (6) where it
mixes with the oil that flows past the transmission main relief valve. Most of this oil is supplied
to the torque converter through the hose at the right (7). Relief oil from the torque converter
inlet relief valve flows back into the main sump through a port (not visible) at the back of the
housing. Torque converter supply pressure (M1) can be tested at the alternate pressure tap (5)
on the left side of the housing.
09/05
TORQUE CONVERTER INLET RELIEF VALVE

Tank To Torque Inlet
Spool Passage Convert er Passage Poppet
Hole
Spring
From From
Main Relief TC Charging
Valve Filt er
81
The torque converter inlet relief valve protects the components in the torque converter by
limiting the maximum oil pressure to the torque converter during pressure spikes in the system.
This valve also protects the torque converter components when the engine is started and the oil
is cold.
Oil from the torque converter charging section of the power train oil pump is directed to the
torque converter inlet relief valve through a passage in the front of the main case. Transmission
and torque converter charge oil that flows past the transmission main relief valve combines with
the torque converter charge oil through another passage in the front of the main case. The two
flows combine in the valve body and then flow past the torque converter inlet relief valve to the
torque converter through a connecting hose.
Oil flows into the torque converter inlet relief valve through the inlet passage. The oil then
flows into the cross-drilled hole in the small diameter of the spool and through the center
passage of the spool. The oil then flows through the center of the poppet and then into the
chamber at the right end of the spool, pressurizing the chamber. When the oil pressure at the
right end of the spool overcomes the force of the spring at the left end, the spool shifts to the left
and dumps the excess oil back into the main case through the tank passage. This limits the
pressure in the torque converter circuit.
09/05
The torque converter inlet relief valve is not adjustable. There is no adjustment screw for the
torque converter inlet relief valve. Do not add or remove shims.
The spring and/or the spool or other components must be replaced if the torque converter inlet
relief valve is not operating properly.
09/05
3 2
4
1
6
7
82
Torque Divider
The D10T Track-type Tractor uses a torque divider (1) to transfer engine power to the
transmission. The torque divider is similar to those used on other Caterpillar Track-type
Tractors.
The torque divider provides both a hydraulic and a mechanical connection from the engine to
the transmission. The torque converter provides the hydraulic connection, while the planetary
gear set provides the mechanical connection. During operation, the planetary gear set and the
torque converter work together to provide an increase in torque as the load on the machine
increases.
The illustration above shows the torque divider used in the D10T. The torque converter output
speed sensor (2) is installed above the torque divider output shaft (5) and senses the speed of the
output shaft. The Power Train ECM monitors the signal from this sensor and uses it, along with
the signal from the engine primary (crankshaft) speed/timing sensor to determine engine lug and
shifting points for the Auto KickDown strategies. This signal is also used as one of the inputs to
determine track speed, which is displayed on the LCD display in the instrument cluster.
09/05
Torque converter charge oil from the torque converter inlet relief valve enters the torque
converter through the torque converter inlet port (3), at the top of the torque divider housing.
A vent line between the torque converter housing and the main case installs at the fitting (4) near
the top of the torque converter housing. A breather is installed on the vent line (remotely
mounted inside the rear compartment on the left fender) to ensure that case pressures are equal
to the atmospheric air pressure. The breather needs to be cleaned periodically.
The ecology drain valve for the torque divider housing (7) is located at the bottom of the torque
divider housing. It may be accessed through a plate in the bottom guard, directly below the
drain valve.
The scavenge section of the power train oil pump draws oil from the torque divider housing
through the port (6) to the left of the ecology drain. The torque converter scavenge screen (not
visible) is located inside the hose flanges.
The torque converter outlet relief valve (8) is located on the right side of the torque divider
housing.
The status of the torque converter output speed sensor may be viewed through the Advisor panel
(Service/System Status/Power Train screens) or through Cat ET.
09/05
D10T TORQUE DIVIDER
Flywheel Housing
Spline
Ring
Inlet
Gear
Passage
Planet
Carrier Carrier
Output
Shaft
Sun Gear
Outlet
Planet Passage
Gears
Stator Turbine Impeller
83
This illustration shows a typical torque divider as used in the D10T. The impeller, the rotating
housing, and the sun gear are shown in red. These components are on a direct mechanical
connection to the engine flywheel. The turbine and the ring gear, shown in blue, are
mechanically connected. The planetary carrier and the output shaft, shown in purple, are also
mechanically connected. The stator and carrier are shown in green. The planetary gears and
shafts are orange.
Because the sun gear and the impeller are connected to the flywheel, they will always rotate at
engine speed. As the impeller rotates, it directs oil against the turbine blades, causing the
turbine to rotate. Turbine rotation causes the ring gear to rotate. During NO LOAD conditions,
the components of the planetary gear set rotate as a unit at the same rpm and the planet gears do
not rotate on their shafts.
As the operator loads the machine, the output shaft slows down. A decrease in output shaft
speed causes the rpm of the planetary carrier to decrease. Decreasing the planetary carrier
rotation causes the relative motion between the sun gear and the planet carrier to cause the
planet gears to rotate. Rotating the planet gears decreases the rpm of the ring gear and the
turbine. At this point, the torque splits with the torque converter multiplying the torque
hydraulically and the planetary gear set multiplying the torque mechanically.
09/05
An extremely heavy load can stall the machine. If the machine stalls, the output shaft and the
planetary carrier will not rotate. This condition causes the ring gear and turbine to rotate in the
opposite direction of engine rotation. Maximum torque multiplication is achieved just as the
ring gear and turbine begin to turn in the opposite direction.
The torque divider is also equipped with a freewheel stator. The stator is splined to a cam which
rotates around the stationary carrier in only one direction. Machined into the cam are tapered
openings, each of which contain a roller and a spring. Spring force holds the roller against the
taper and the carrier. This restricts the cam from turning.
When the machine is under a load, and the impeller and turbine are rotating at different speeds,
the stator is held stationary. The stator directs oil flow to the impeller, multiplying the torque.
During all load conditions, the torque converter provides 70% of the output, and the planetary
gear set provides the remaining 30% of the output.
09/05
2 7
1
84
The torque converter outlet relief valve (1) is installed at the right rear of the torque divider
housing. Torque converter oil exiting the torque converter enters the torque converter outlet relief
valve through the inlet passage in the valve body (1), where it connects to the outlet port of the
torque converter. The oil then exits the outlet relief valve at the valve outlet passage and is then
directed to the power train oil cooler through the upper steel tube (5). The cooled power train oil
returns from the coolers through the lower steel tube (6). The oil is then directed to the lube
distribution manifold through a hose that connects to the outlet (7) at the rear of the valve body.
Torque converter outlet relief pressure (N) can be tested at the left pressure test port (3). Cooler
lube pressure (CL) can be tested at the right pressure test port (2).
The torque converter oil temperature sensor (4) is installed in the torque converter outlet relief
valve. It senses the temperature of the power train oil exiting the torque converter and provides a
signal to the Power Train ECM. Cat Advisor monitors this temperature data from the Power
Train ECM and uses it to operate the torque converter oil temperature gauge (analog), located at
the upper right of the instrument cluster. The status of the torque converter oil temperature sensor
(in degrees) may also be viewed through the Advisor panel (Service/System Status/Power Train
screens and Performance 1 screen) or by using Cat ET.
Access to the torque converter outlet relief valve components is through the plate at the bottom of
the valve body.
09/05
D10T TORQUE CONVERTER OUTLET RELIEF VALVE
Torque Converter
Outlet Relief
Pressure Tap
Inlet Passage
from
Torque Converter
Orifice
Spool Outlet Passage

to Power Train
Oil Cooler
Shims
Spring
85
The torque converter outlet relief valve maintains a constant minimum pressure inside the torque
converter.
Oil from the torque converter enters the inlet of the torque converter outlet relief valve through
the outlet passage of the torque converter. The pressure of the oil acts against the top of the
spool. The spool shifts down when the pressure of the torque converter oil becomes greater than
the force of the spring. Torque converter oil then flows through the holes around the
circumference of the spool to the outlet passage. The outlet passage directs the hot torque
converter oil to the power train oil coolers.
The orificed passage that bypasses the valve spool increases the stability of the valve when there
are shocks to the system. This passage also helps ensure that a minimum amount of oil is
always available to the power train oil coolers, regardless of the state of the valve.
The torque converter outlet relief valve may be adjusted by adding or removing shims between
the spring and the spool.
09/05
4
2 3 5
1
6
11 10 9
86
The D10T uses two power train oil coolers to cool the oil coming from the torque converter.
The power train oil coolers are oil-to-water type oil coolers and are located along the right side
of the engine.
Hot power train oil exits the torque converter outlet relief valve and is directed to the power
train oil coolers by the upper steel tube (1). Some of the oil passes through passage (2) into the
No. 1 power train oil cooler (3). The remainder of the oil enters the No. 2 power train oil
cooler (4) at the forward inlet (5).
The oil is cooled as it passes front to rear through the oil-to-water type coolers. The cooled oil
exits the No. 2 cooler through the cooler outlet (8), at the front of the cooler. Cooled oil exits
the No. 1 cooler through the outlet (9) at the rear of the cooler, where it combines with the oil
from the No. 2 cooler (10). The cooled oil returns to the front side of the torque converter outlet
relief valve (see illustration No. 84) through the lower steel tube (11). The cooled oil is then
directed to the lube distribution manifold.
Engine coolant enters the power train oil coolers through the cast tubes (7) that are connected to
the water pump. The coolant exits the coolers through an outlet passages on the engine side (not
visible) where it is directed into the water jacket of the engine block.
09/05
87
Power Shift Transmission

The planetary power shift transmission is capable of three speeds FORWARD and three speeds
REVERSE. Power is transferred from the engine and the torque converter to the transmission
through the input shaft, which is inside the output shaft. Power is transferred from the
transmission to the transfer and bevel gears through the output shaft (1).
The transmission contains three hydraulically controlled speed clutches and two hydraulically
controlled directional clutches, which are located in the planetary group (2).
The Power Train Electronic Control System consists of the Power Train ECM and all the inputs to
and outputs from the Power Train ECM. The transmission shifting function is controlled by the
Power Train ECM.
The Power Train ECM receives signals from the upshift switch, the downshift switch, and/or the
FNR direction lever position sensor when the operator requests a speed or directional change.
The Power Train ECM responds to the shifting requests by controlling the electrical current to the
solenoids on the transmission modulating valves (4), located on the transmission hydraulic control
manifold (3). The transmission modulating valves engage and disengage the transmission
clutches by controlling the flow of oil to and from the clutches. The Power Train ECM may also
make automatic shift requests, if the AutoShift or the Auto KickDown functions are active.
09/05
The Power Train ECM uses the transmission speed, the engine speed, and the power train oil
temperature signals to control the smooth engagement of the clutches and a smooth transition
from one clutch to another clutch. Each transmission clutch in the planetary group has a
corresponding transmission modulating valve located on the transmission hydraulic control
manifold.
Electronic clutch modulation by the Power Train ECM controls the time required to fill a clutch
with oil. Clutch engagement pressure calibrations no longer need to be performed with the
"common top pressure" power train strategy. However, clutch fill time calibrations are still
required. The automated clutch fill time calibration procedure can be performed using Cat
Advisor or by using Cat ET. This calibration routine "teaches" the Power Train ECM the length
of time required for each clutch modulating valve to attain its clutch engagement pressure.
During the calibration routine, the ECM applies current to a clutch solenoid until the Power
Train ECM detects a change in the ratio between engine speed and torque converter output
speed. This change in the ratio occurs because the parking brake is applied, which will not
allow the transmission output shaft to turn (the transmission input shaft rotates freely at this
point because no transmission clutches are engaged). When a clutch is pressurized to
engagement pressure, the inability of the transmission output shaft to rotate causes the
transmission to stall. When the transmission stalls, the transmission input shaft now cannot turn.
This causes the torque converter to begin to stall, which lugs the engine down. This action
changes the ratio between torque converter output speed and engine speed. The ECM has then
"learned" the time required to pressurize the clutch to its engagement pressure.
This calibration routine is performed several times for each clutch and the Power Train ECM
actually stores in its memory the average length of time required to pressurize a clutch to
engagement pressure. This routine is automatically repeated for each transmission clutch until
all five clutch solenoid valves have been calibrated.
NOTE: With the "common top pressure" strategy, clutch No. 1 (reverse direction),
clutch No. 2 (forward direction), clutch No. 3 (speed 3), and clutch No. 4 (speed 2)
operate at main relief pressure. The Power Train ECM sends approximately 1.0 amp of
current to these four transmission modulating valve solenoids to attain the clutch
engagement pressure. Clutch No. 5 (speed 1) operates at a reduced pressure. The
Power Train ECM regulates the pressure to the No. 5 clutch by sending a reduced
current (approximately 0.7 - 0.8 amps) to the No. 5 transmission modulating valve
solenoid.
STMG 799 - 111 - Text Reference
09/05
NOTE: A new "No Clutch Neutral" strategy The Power Train ECM commands the
transmission to 3rd speed/Neutral (No. 3 clutch engaged and no directional clutch
engagement) when the transmission is shifted to NEUTRAL.
This strategy is AUTOMATIC for the first 10 seconds after ANY start-up situation,
regardless of power train oil temperature. If the operator releases the parking brake
(switch OFF) within the first 10 seconds after start-up, the brakes will remain ENGAGED
indefinitely until the operator toggles the parking brake switch, requests a transmission
shift, or tries to steer the machine.
The Power Train ECM constantly monitors the torque converter output speed and the
engine speed. The Power Train ECM uses the pre-programmed speed maps (in the
software) to determine what the torque converter output speed should be, considering
power train oil temperature and engine speed. If the Power Train ECM determines that
the torque converter output speed is too low (torque load too high), the assumption is that
the transmission is trying to move the machine (example: a directional clutch is trying to
be applied or is "dragging"). The Power Train ECM will then incorporate the "No Clutch
Neutral" strategy under these conditions, and will automatically disengage clutch No. 3.
The Power Train ECM will also ensure that the brakes are applied (proportional brake
solenoid is de-energized) if the power train oil is below 40° C (104° F).
09/05
88
Transmission output speed and rotational direction is sensed by the two transmission output
speed sensors (1). The speed/direction pick-up wheel (2) is splined to the transmission output
shaft (3). The wheel induces a current (signal) into each sensor as the speed/direction pick-up
wheel moves past the sensors.
The difference in the timing between the signals of the two sensors determines the output shaft
speed. Output shaft rotational direction is determined by sensing which sensor provides a signal
first. The signals from the sensors are monitored by the Power Train ECM. These signals are
used by the Power Train Electronic Control System to monitor the transmission's output shaft
speed and direction. These sensor signals are also used to optimize the timing of clutch
engagements during speed and directional shifts and to help detect transmission clutch slippage.
The transmission output speed sensors do not require adjusting when they are installed. They
are held in place with two clips, which maintain the proper air gap between the sensors and the
speed/direction pick-up wheel.
The status of transmission output speed sensors may be viewed through the Advisor panel
(Service/System Status/Power Train screens) or by using Cat ET.
09/05
TRANSMISSION MODULATING VALVE

SOLENOID DE-ENERGIZED
Edge Valve
Ball Orifice Filter Spool
Passage
Spring
Hole
Pin Supply Oil
Solenoid
from Pump
To
Clutch
SOLENOID ENERGIZED
Edge Valve
Ball Orifice Filter Spool
Passage
Spring
Hole
Pin Supply Oil
Solenoid
from Pump
To
Clutch
89
The transmission clutches are hydraulically engaged and spring released. When a clutch is not
requested, its associated clutch modulating valve solenoid is DE-ENERGIZED, as shown in the
top illustration. In the DE-ENERGIZED state, the solenoid pin is retracted, allowing the ball to
be unseated from the orifice. Pump supply oil enters the cross-drilled hole in the valve spool
and flows through the center of the spool, past the edge filter and then flows freely to the drain
passage. The spring at the right end of the valve spool keeps the spool shifted to the left. Pump
supply oil is blocked by the valve spool. The passage to the clutch piston is open to drain. With
no pressure to the clutch piston, the springs in the clutch keeps the clutch DISENGAGED.
When the operator requests a speed or directional shift, the Power Train ECM sends a PWM
signal to the associated transmission modulating valve solenoid and it is ENERGIZED, as
shown in the bottom illustration. As current is applied to the solenoid, the solenoid pin extends
to the right and moves the ball closer to the orifice. The ball restricts the amount of oil allowed
to flow to drain through the orifice. This restriction causes the pressure to increase at the left
end of the valve spool. As the pressure at the left end of the valve spool increases, the spool
shifts to the right against the spring, closing off the passage from the clutch to the drain. At the
same time, the movement of the valve spool to the right opens the passage from the pump
supply to the clutch. This movement causes the clutch pressure to increase. The clutch
becomes ENGAGED when clutch engagement pressure is reached.
09/05
At the same time, as the valve spool moves to the right, supply oil to the clutch also flows
through the drilled passage in the valve spool that connects the clutch passage to the right end of
the valve spool. As the pressure to the clutch increases, the same pressure is felt at the right end
of the valve spool. This pressure adds to the spring force, which balances the pressures and
forces. This results in a more smooth and controlled clutch engagement, or clutch modulation.
De-energizing the solenoid decreases the force of the pin against the ball. This decreased force
allows the pressure at the left end of the valve spool to unseat the ball, de-pressurizing the
chamber at the left end of the spool. With lower pressure at the left end of the spool, the valve
spool shifts to the left due to the spring force plus the supply oil pressure to the clutch. This
condition reduces the pressure to the clutch by closing off the supply passage to the clutch and
opening up the drain passage. When the pressure to the clutch falls below the clutch
engagement pressure, the clutch will be released by spring force.
When the transmission is in NEUTRAL, the transmission modulating valve that controls
engagement of the No. 3 clutch allows flow to the clutch. The other modulating valves stop
flow to their clutches, thereby allowing the clutches to be released by spring force. Since
neither the No. 1 nor the No. 2 directional clutches are engaged, no power is transmitted to the
output shaft of the transmission.
When the transmission is in FIRST SPEED FORWARD, the modulating valves that control flow
to the No. 2 and the No. 5 clutches receive a signal from the Power Train ECM. These signals
energize the solenoids which send flow to engage the clutches.
The status of all five transmission modulating valve solenoids may be viewed through the
Advisor panel (Power Train System Status screens) or by using Cat ET.
NOTE: Clutch Engagement Pressure Calibrations are no longer necessary due to the
common top pressure strategy. However, transmission Clutch Fill Time Calibrations
must be performed when any of the following repair procedures have been performed:
-Transmission modulating valve and/or solenoid is replaced.
-Transmission is serviced or replaced.
-Power Train ECM is replaced.
- Power Train ECM is re-flashed.
Transmission Clutch Fill Time Calibrations may be performed using Cat Advisor or by
using Cat ET.
09/05
TRANSMISSION MAIN RELIEF VALVE
Adjustment Spring Spool Slug Slug

Screw Chamber
Locknut
From
Trans. / TC
To TC Inlet Relief Valve Charging Section
of PTO Pump
To Transmission
Hydraulic Cont rol
90
The transmission main relief valve is located in the transmission hydraulic control manifold.
The manifold is on top of the transmission planetary group. The transmission main relief valve
maintains the "common top pressure" from the transmission charging section of the power train
oil pump. This oil is used to operate the brakes, the steering clutches, and the transmission
clutches.
Oil to the main relief valve is supplied by the transmission charging section of the power train
oil pump, when the priority valve is in the Normal Mode. If the priority valve is in the Priority
Mode, the oil supply to the transmission main relief valve is a mixture of transmission charge oil
and torque converter charge oil.
Oil from the power train oil pump flows through the transmission charge oil filter and then to
the electronic brake control valve and the transmission modulating valves. The transmission
main relief valve is downstream from the electronic brake control valve and the transmission
modulating valves. The excess oil that flows over the main relief valve combines with the oil
that flows past the priority valve and supplies the torque converter inlet relief valve.
09/05
2
1
91
The transmission main relief valve may be accessed by removing the transmission inspection
cover, which is located at the top of the main transmission cover. The transmission main relief
valve is installed in the transmission hydraulic control manifold (1).
The transmission main relief valve may be adjusted by using the adjustment screw and
locknut (2), at the right of the transmission hydraulic control manifold.
Each of the transmission clutch modulating valves (3) have a pressure test port installed on top
of the valve body (see illustration No. 89). Individual clutch pressures may be tested by
connecting a hose and pressure gauge to the test port on the corresponding transmission
modulating valve.
09/05
POWER SHIFT TRANSMISSION
Ring Ring Gears

Gears
Input Sun
Input Shaft
Gears
SPEED / DIR. CLUTCHES
1 FWD 5 -2
Output Shaft 4 -2
2 FWD
Planetary 3 FWD 3 -2
Carrier Output 1 REV 5 -1
Sun Gears 2 REV 4 -1
3 REV 3 -1
1 2 3 4 5
NEUTRAL 3
92
This visual shows a sectional view of a typical transmission group like that used in the D10T
Track-type Tractor. The planetary group has two directional and three speed clutches which are
numbered in sequence (1 through 5) from the rear of the transmission to the front. Clutches
No. 1 and No. 2 are the reverse and forward directional clutches. Clutches No. 3, No. 4, and
No. 5 are the third, second, and first speed clutches. The No. 5 clutch is a rotating clutch.
In this sectional view of the transmission, the input shaft and input sun gears are shown in red.
The output shaft and output sun gears are blue. The ring gears are shown in green. The
planetary carrier is brown. The planet gears and shafts are shown in orange. The clutch discs,
the clutch plates, the pistons, the springs and the bearings are shown in yellow. The stationary
clutch housings are shown in gray.
The input sun gears are splined to the input shaft and drive the directional gear trains. The
output shaft is driven by output sun gears No. 3 and No. 4 and rotating clutch No. 5. When the
No. 2, No. 3, or No. 4 clutches are engaged, their respective ring gears are held stationary. The
No. 1 planetary carrier is held when the No. 1 clutch is engaged. When engaged, the No. 5
rotating clutch locks the output components (for FIRST gear) to the output shaft.
STMG 799 - 118 - Text Reference
09/05
INSTRUCTOR NOTE: Whenever a transmission speed or directional change is

requested by the operator, the Power Train ECM always implements the following
transmission shifting strategy:
- Current directional clutch is DISENGAGED
- Current speed clutch is DISENGAGED
- Requested speed clutch is ENGAGED
- Requested directional clutch is ENGAGED
This shifting strategy is followed when changing direction or when

upshifting/downshifting.
In addition to the above strategy, a Controlled Throttle Shifting (CTS) strategy is also
employed during transmission speed/directional changes. The Power Train ECM sends
a command to the Engine ECM, requesting an engine rpm decrease during the shift and
then an engine rpm increase back to the original rpm selection. This slight lowering,
then raising of engine rpm during the shift aids in a smooth transition from one clutch to
the next.
09/05
8 7 6
5
4
3
2
93
Electronic Steering and Brake Control Valve

The electronic steering and brake control valve (1) is installed on the top of the main case, below
the operator's seat. The steering and brake control valve may be accessed by removing the
operator seat, the seat pedestal, and the rear floor plate in the operator compartment.
The valve body contains four proportional solenoid valves that are controlled by the Power Train
ECM. The Power Train ECM receives signals from the PWM rotary position sensors of the FTC
steering levers and from the PWM rotary position sensor that is connected to the service brake
pedal. The right steering clutch solenoid (2), the right brake solenoid (3), the left brake solenoid
(4), and the left steering clutch solenoid (5) are identified in illustration No. 93.
The brakes are spring applied and hydraulically released. The steering clutches are hydraulically
applied and spring released. The four proportional solenoids are normally ENERGIZED when the
steering clutches are engaged and the brakes are released. Pulling back on the left steering control
lever begins to DECREASE the amount of current to the left steering clutch solenoid (5) and
DE-ENERGIZES it. This begins releasing the left clutch and disengaging power to the left track.
When the left steering control lever is pulled back to approximately one-half of the lever's travel
distance, the left steering clutch solenoid is completely DE-ENERGIZED and the left clutch is
completely DISENGAGED. This results in a gradual left turn.
09/05
Pulling back further on the left steering control lever begins to DECREASE the amount of current
to the left brake solenoid (4) and DE-ENERGIZES it, to begin engaging the left brake. When the
left steering lever is pulled all the way to the rear, the left brake solenoid is completely
DE-ENERGIZED and the left brake is completely ENGAGED, stopping the left track. This
results in a sharp left turn.
Depressing the service brake pedal DECREASES the amount of current to both the left and the
right brake solenoids and DE-ENERGIZES them to apply both the left and the right brakes.
The secondary brake valve is controlled by an ON/OFF solenoid (7). The ON/OFF solenoid is
ENERGIZED by connecting it to the battery when the secondary brake switch is activated. The
brake switch is a part of the service brake pedal and it is activated near the end of travel of the
service brake pedal.
The parking brake valve is also controlled by an ON/OFF solenoid (6). The parking brake
solenoid is ENERGIZED by connecting the solenoid to the battery when the operator activates the
parking brake switch. The steering clutch solenoids are also DE-ENERGIZED when the parking
brake switch is activated. (The secondary brake valve solenoid is also ENERGIZED, along with
the parking brake valve solenoid when the parking brake switch is set to ON. This is a new
parking brake backup strategy and is a change for this type of electronic brake control valve. This
strategy is used by all of the T-Series Track-type Tractors.)
The status of all four brake solenoids and the steering clutch solenoids may be viewed through the
Advisor panel (Service/System Status/Power Train screens) or by using Cat ET.
All four pressures for the steering clutches and the brakes (C1, B1, B2, C2) may be tested at the
pressure test ports that are located on top, and at the rear of the brake control valve. The pressure
test port (8) for the right steering clutch (C1) can be seen in illustration No. 93. The other three
pressure test ports correspond to the solenoids that are identified in the illustration.
INSTRUCTOR NOTE: The following information outlines the state of the four brake
valve solenoids in the three possible conditions for the service brakes (brake pedal):
Service Brakes Released
- Proportional brake valve solenoids (L & R) - ENERGIZED
- Parking brake valve solenoid - DE-ENERGIZED
- Secondary brake valve solenoid - DE-ENERGIZED
Service Brakes Applied (full)
- Proportional brake valve solenoids (L & R) - DE-ENERGIZED
- Parking brake valve solenoid - DE-ENERGIZED
- Secondary brake valve solenoid - ENERGIZED
Parking Brake Applied
- Proportional brake valve solenoids (L & R) - DE-ENERGIZED
- Parking brake valve solenoid - ENERGIZED
- Secondary brake valve solenoid - ENERGIZED
09/05
ELECTRONIC STEERING AND BRAKE CONTROL VALVE

ENGINE ON / BRAKES RELEASED
Parking Brake Parking / Secondary
Solenoid Valve Brake Valve
Parking/Secondary
and Brake Valve
Secondary Brake Pilot Chamber
Solenoid Valve
Check
Valve
Accumulator
Piston
Reducing Spool
Pilot Valve
Pressure Feedback
Chamber
Orifice
Accumulator Chamber
Proportional
To Brakes
Solenoid Valve
Pilot Pressure Slot Holes Shutoff
Chamber Spool
Supply Oil from Pump
Shutoff Valve
94
The proportional solenoid valves for the steering clutches and the brakes are controlled by the
Power Train ECM. The solenoid valves are ENERGIZED to engage the steering clutches and to
release the brakes. The Power Train ECM determines the amount of current sent to the solenoid
by the position of the FTC steering control levers or by the position of the service brake pedal.
The explanation that follows describes the operation of the service brakes. This explanation,
however applies to both the left and right brake circuits when the steering levers are used to
control the clutches and the brakes for steering. The steering clutches operate similarly, except
that the steering clutches do not use a shutoff valve or a shutoff spool in the valve body.
Hydraulic pressure is applied to release the brakes. Hydraulic pressure is applied to engage the
steering clutches.
When the proportional solenoid (valve) is ENERGIZED, the pilot valve is closed. This allows
pump supply oil to pressurize the pilot pressure the chambers at the proportional solenoid valve,
the parking brake valve and the secondary brake valve, and in the accumulator chamber. As the
accumulator chamber pressure increases, the reducing spool moves to the right against the spring,
closing off the drain passage. At the same time, the passage to the brakes is opened to the passage
from the pump supply oil. Pressure then builds in the pressure feedback chamber and in the
passage to the brakes. As the pressure increases, the spring applied brakes are released.
09/05
When the operator depresses the service brake pedal, the PWM sensor attached to the service
brake pedal sends a signal to the Power Train ECM. The Power Train ECM then decreases the
current to the proportional solenoid at a rate that is directly proportional to the movement of the
pedal.
As the solenoid is DE-ENERGIZED, the pilot valve opens and allows the pump supply oil in the
pilot pressure chamber to drain to tank. This reduces the pressure in the pilot pressure chamber
at the solenoid valve. The accumulator chamber and the parking/secondary brake valve pilot
chamber are also reduced by draining oil through the holes in the shutoff spool.
As the pilot pressure at the left end of the shutoff spool decreases, the pilot pressure at the right
end of the shutoff spool moves the spool to the left, against the spring. When the spool moves
all the way to the left, the holes in the spool are opened to drain due to the slot that is machined
in the shutoff valve. The pressures in the accumulator chamber and the parking/secondary brake
valve pilot chamber are now allowed to drain through the holes in the spool. As the pilot
pressure decreases, the spring begins to move the shutoff spool back to the right.
As the shutoff spool moves back to the right, the holes in the spool are covered again by the
right end of the shutoff valve. This reduces the rate of reduction in pilot pressure, allowing the
brakes to be slowly applied. The pilot oil can then only escape by flowing between the outer
diameter of the shutoff spool and the inner diameter of the shutoff valve, and then through the
holes in the shutoff spool. As the pilot pressure slowly decreases, the spring moves the shutoff
spool further to the right until the holes in the spool are uncovered again at the right end of the
shutoff valve. The remainder of the pilot pressure then completely drains to tank through the
shutoff spool.
As the pilot pressure decreases, the combined force of the reducing spool spring and the
pressure in the feedback chamber moves the reducing spool to the left. The accumulator piston
acts as a cushion and aids in preventing the reducing spool from moving too rapidly.
As the reducing spool moves to the left, the pump oil supply passage to the reducing spool is
closed off. At the same time, the tank passage to the reducing spool is opened, allowing the
pressure oil in the brakes to drain to tank. As the pressure to the brakes decreases, the Belville
springs begin to engage the brakes.
If the operator depresses the service brake pedal completely, the secondary brake switch is
activated. The secondary brake switch makes a direct connection between the battery and the
secondary brake valve solenoid, which ENERGIZES the secondary brake solenoid. When the
secondary brake solenoid is energized, all the oil in the brake circuits is drained and the brakes
are applied.
09/05
When the parking brake switch is set to the ON position, the parking brake valve solenoid is
connected directly to the battery, which ENERGIZES the parking brake solenoid. The
secondary brake solenoid is also ENERGIZED by the battery when the parking brake switch is
set to the ON position as a backup measure. Again, all the oil is drained and the brakes are
applied.
Energizing either of the solenoids for the parking brake valve or the secondary brake valve
completely drains all pilot pressure oil, resulting in all of the oil being drained from the brakes.
The brakes are then fully engaged.
NOTE: The check valves that are installed in the valve body between the reducing
spools and the pressure chamber for the parking brake and the secondary brake valves
are only present on FTC machines. They serve to isolate the left brake circuit and the
right brake circuit from each other, for steering purposes. The check valves allow one
brake circuit to be depressurized while maintaining the brake pressure in the other brake
circuit. The brake valve used on differential steer machines operates the same way, but
the check valves are not present because the brakes are not used for steering and
therefore, need not isolate the left and right brake circuits.
09/05
Pressure Reducing
Spool
Parking
Brake
Solenoid
Secondary
Brake
Solenoid
ELECTRONIC
STEERING AND BRAKE
CONTROL VALVE
STRAIGHT TRAVEL
Right Clutch
Solenoid
To Right Clutch
Right Brake To Right Brake

Solenoid
Supply Oil
Left Brake
Solenoid
To Left Brake
Left Clutch To Left Clutch

Solenoid
95
The illustration above, and those on the next few pages, show the electronic steering and brake
control valve as if it had been sliced in half, horizontally, with the upper half laid over to the top.
The external lines in the illustrations represent the internal passages of the steering and brake
control valve as they would normally be connected.
Illustration 95 shows the electronic steering and brake control valve in the STRAIGHT
TRAVEL, or NO STEER condition. Both brakes are DISENGAGED and the steering clutches
are fully ENGAGED.
When the service brake pedal is released and neither FTC steering control lever is moved
rearward, the rotary position sensors (connected to the brake pedal and the steering levers) send
PWM signals to the Power Train ECM. The Power Train ECM then sends maximum current to
all four of the (proportional) clutch and brake solenoids.
This maximum current completely ENERGIZES the solenoids, which close the poppets in the
solenoid valves and shuts off the flow of pump supply oil and pilot oil to drain. The result is
increased pilot pressure to all four pressure reducing spools. This increased pressure moves the
reducing spools to the right.
09/05
As the spools move to the right, the passages to the drain are closed off and the passages to the
brake and clutch circuits are opened. High pressure pump supply oil flows into the clutch and
brake passages and then out to the clutches and the brakes. This increased pressure ENGAGES
the clutches and DISENGAGES, or releases the brakes against their springs.
With the clutches ENGAGED and the brakes DISENGAGED, power is transferred to the left
and to the right final drives and the tracks move the machine in a straight line.
09/05
Pressure Reducing
Spool
Parking
Brake
Solenoid
Secondary
Brake
Solenoid
ELECTRONIC
STEERING AND BRAKE
CONTROL VALVE
SERVICE BRAKES ENGAGED
Right Clutch
Solenoid
To Right Clutch

Solenoid
Supply Oil
Left Brake
Solenoid
To Left Brake

Solenoid
96
Illustration 96 shows the electronic steering and brake control valve when the brakes are fully
engaged.
When the operator depresses the service brake pedal, the brake pedal position sensor sends a
signal to the Power Train ECM. The Power Train ECM then decreases the current to both the
left and the right proportional brake solenoids. The amount of current sent to the solenoid is
directly proportional to the position of the service brake pedal.
The decreased current DE-ENERGIZES the solenoids, which open the poppets in the solenoid
valves and opens the flow of pump supply oil and pilot oil to drain. The result is decreased pilot
pressure to both brake pressure reducing spools. This decreased pressure allows the springs to
move the brake reducing spools to the left.
As the spools move to the left, the passages from the brake circuits are connected to the drain
passages and the high pressure supply passages are closed off. This decreases the oil pressure to
both the left and the right brakes. The decreased pressure allows the brake springs to begin
engaging the brakes.
09/05
When the operator completely depresses the service brake pedal, the secondary brake switch is
activated. The secondary brake switch then connects the battery to the secondary brake solenoid
and it is ENERGIZED. The secondary brake solenoid valve completely drains the brake pilot
oil to tank, which causes the reducing spools to move all the way to the left. As the spools move
to the left, pump supply is completely closed off and the brake circuits are completely open to
the drain passages. This decreases the pressure to the brakes and the brakes are then fully
engaged. The clutches are still pressurized and ENGAGED however, and will try to move the
machine against the brakes.
09/05
Pressure Reducing
Spool
Parking
Brake
Solenoid
Secondary
Brake
Solenoid
ELECTRONIC
STEERING AND BRAKE
CONTROL VALVE
PARKING BRAKES ENGAGED
Right Clutch
Solenoid
To Right Clutch

Solenoid
Supply Oil
Left Brake
Solenoid
To Left Brake
To Left Clutch
Left Clutch
Solenoid
97
Illustration 97 shows the electronic steering and brake control valve with the parking brakes
ENGAGED. When the operator sets the parking brake switch to ON, the parking brake valve
solenoid is connected to the battery and the solenoid is ENERGIZED. The secondary brake
solenoid is also ENERGIZED by the Power Train ECM as a backup measure.
The left and the right proportional brake solenoids are also DE-ENERGIZED by the Power
Train ECM when the parking brake switch is set to ON.
The parking brake valve and the secondary brake valve completely drain the pilot oil from the
left and right brake reducing spools to tank through the check valves. This causes the pilot
pressure in the brake circuits to decrease and the brake reducing spools move to the left. As the
spools move to the left, the high pressure supply passages are closed off and the passages from
the brake circuits are connected to the drain passages, which decreases the pressure to the
brakes. This decreased pressure allows the brake springs to fully ENGAGE the brakes.
At the same time, both of the proportional steering clutch solenoids remain ENERGIZED. With
the steering clutch solenoids ENERGIZED, high pressure supply to the steering clutches is
maintained. This high pressure supply keeps the steering clutches ENGAGED against the
springs.
09/05
Pressure Reducing
Spool
Parking
Brake
Solenoid
Secondary
Brake
Solenoid
ELECTRONIC
STEERING AND BRAKE
CONTROL VALVE
GRADUAL RIGHT TURN
Right Clutch
Solenoid
To Right Clutch

Solenoid
Supply Oil
Left Brake
Solenoid
To Left Brake

Solenoid
98
Illustration 98 shows the electronic steering and brake control valve with the right steering
clutch DISENGAGED.
When the operator pulls the right FTC steering control lever rearward, the right steering lever
position sensor sends a signal to the Power Train ECM. The Power Train ECM then decreases
the current to the right proportional clutch solenoid. The amount of current sent to the solenoid
is directly proportional to the position of the right FTC steering control lever.
The decreased current begins to DE-ENERGIZE the right clutch solenoid, which opens the
poppet in the solenoid valve and opens the flow of pump supply oil and pilot oil to drain. The
result is decreased pilot pressure to the right steering clutch pressure reducing spool. This
decreased pressure allows the spring to move the reducing spool to the left.
As the spool moves to the left, the high pressure supply passage to the clutch is closed off and
the passage to the drain is opened. This spool movement begins decreasing the pressure in the
right steering clutch circuit. The decreased pressure in the right steering clutch circuit allows
the springs to begin DISENGAGING the right steering clutch.
09/05
When the operator moves the right FTC steering control lever to approximately half of its travel
distance, the right proportional clutch solenoid is nearly completely DE-ENERGIZED. The
pilot oil to the right steering clutch reducing spool is completely drained to tank, which allows
the spring to move the spool all the way to the left. This spool movement completely closes off
pump supply to the clutch circuit and completely opens the right clutch circuit to drain.
With no oil pressure to the clutch, the clutch springs completely DISENGAGE the right clutch.
With the right clutch DISENGAGED, power is disconnected to the right track and the machine
makes a gradual right turn.
NOTE: The steering clutch solenoids are never completely DE-ENERGIZED during a
turn or when the parking brake is applied. In reality, a small amount of current is sent to
the solenoid so that the oil is not completely drained from the steering clutches.
Approximately 10 kPa (1.5 psi) is maintained in the steering clutch when the solenoid is
DE-ENERGIZED. This pressure is referred to as "Steering Clutch Low Pressure."
09/05
Pressure Reducing
Spool
Parking
Brake
Solenoid
Secondary
Brake
Solenoid
ELECTRONIC
STEERING AND BRAKE
CONTROL VALVE
SHARP RIGHT TURN
Right Clutch
Solenoid
To Right Clutch

Solenoid
Supply Oil
Left Brake
Solenoid
To Left Brake

Solenoid
99
Illustration 99 shows the electronic steering and brake control valve with the right steering
clutch DISENGAGED and the right brake ENGAGED.
When the operator pulls the right FTC steering control lever rearward, past the half-way
position, the right steering lever position sensor sends an increased signal to the Power Train
ECM. The Power Train ECM then decreases the current to the right proportional brake
solenoid. The amount of current sent to the right brake solenoid is directly proportional to the
position of the right FTC steering control lever.
The decreased current DE-ENERGIZES the right brake solenoid, which opens the poppet in the
solenoid valve and opens the flow of pump supply oil and pilot oil to drain. The result is
decreased pilot pressure to the right brake pressure reducing spool. This decreased pressure
allows the spring to move the reducing spool to the left. As the spool moves to the left, the high
pressure pump supply passage to the brake is closed off and the passage from the right brake
circuit is opened to drain. This spool movement begins decreasing the pressure to the right
brake. The decreased pressure allows the springs to begin ENGAGING the right brake.
09/05
When the operator moves the right FTC steering control lever all the way to the rear, the right
proportional brake solenoid is completely DE-ENERGIZED. The pilot oil to the right brake
reducing spool is completely drained to tank, which allows the spring to move the reducing
spool all the way to the left.
This spool movement completely closes off pump supply to the brake circuit and completely
opens the right brake circuit to drain. With no oil pressure to the brake, the springs completely
ENGAGE the right brake. With the right brake ENGAGED, the right track is completely
stopped and the machine makes a sharp right turn.
09/05
100
101
The power train oil fill tube (1) and the power train oil dipstick (2) may be easily accessed by
opening the spring-hinged door beside the step at the front of the left fender.
The remote mounted power train breather (3) is located inside the compartment at the rear of the
left fender. The breather is connected to the vent line that connects the torque divider case to the
main case. The breather should be periodically cleaned. Refer to the Operation and
Maintenance Manual for the D10T (Form No. SEBU7764) for the power train breather
maintenance intervals.
09/05
1
2
102
6
5
103
Brake pressure for the left brake (B1) may be tested by removing the plug (1) at the top of the
left final drive and installing a pressure test tap. Clutch pressure for the left steering clutch (C1)
may be tested in a like manner at the middle port (2). Lube pressure (LB1) for the left steering
clutch and left brake may also be tested at the rear port (3). The test ports for right brake
pressure (B2) and for right steering clutch pressure (C2) are reversed on the right final drive.
The service brake pedal (4) is connected to a rotary position sensor (5). The rotary position
sensor sends a PWM signal to the Power Train ECM which, in turn, controls the proportional
solenoids for the service brakes. The secondary brake switch may be accessed through the
cover (6).
The status of service brake pedal position sensor and the secondary brake switch may be viewed
through the Advisor panel (Service/System Status/Power Train screens) or by using Cat ET.
09/05
104
105
The high speed oil change connector for power train oil (1) may be accessed by opening the left
engine compartment door and then unlatching and lowering the valance below the door opening.
If the machine is equipped with a single-shank ripper, the pin puller valve (2) and solenoid (3)
are mounted to a bracket located at the right side of the transmission cover, near the top of the
cover. The pin puller is activated with the pin puller rocker switch, which is located on the right
console in the operator's compartment. When the pin puller switch is moved to the "Pin Out"
position, the solenoid is ENERGIZED. The valve uses power train oil to operate the hydraulic
pin puller cylinder (not shown).
09/05
D10T IMPLEMENT HYDRAULICS

COMPONENT LOCATION
Quick-drop Valves Fan Reversing
Dual Tilt Valve Valve
Hydraulic Oil Implement Pump

Cooler
RATAAC Fan
RATAAC Fan Motor Control Valve
Pilot Oil Filter
Blade Lift / Tilt Hydraulic Tank

Control Valves Drain Valve
Return Oil Filters

Pressure Reducing and Bypass
Manifold
Case Drain
EH Pilot Manifold Return Screen
Ripper Lift / Tip Hydraulic Oil

Control Valves Implement ECM Temp. Sensor
106
IMPLEMENT HYDRAULIC SYSTEM

The implement hydraulic system has also been upgraded for the D10T. These upgrades include:
- a three-section, fixed displacement gear-type implement pump with approximately 7%
more flow rate than the D10R;
- a new A4 Implement ECM;
- the addition of a separate pressure reducing manifold and improvements to the electro-
hydraulic pilot manifold;
- new proportional solenoid controlled pilot valves for all of the blade functions and
ON/OFF solenoid controlled pilot valves for all of the the ripper functions;
- two 6-micron high efficiency hydraulic oil filters;
- a remote mounted spin-on type pilot oil filter;
- a larger hydraulic oil tank with approximately 35% more capacity than the D10R tank;
- a hydraulic oil cooler that has been relocated to beneath the radiator; and
- AutoCarry is now available as an attachment.
09/05
The status of all of the sensors and solenoids in the implement hydraulic system may be viewed
through the Advisor panel (Service/System Status/Implement screens) or by using Cat ET.
The D10T is equipped with an electro-hydraulic (EH) implement system similar to the
implement system used in the D10R. The Implement ECM receives input signals from the
blade control lever position sensors, the ripper control lever position sensors, and various other
sensors and switches. The ECM sends corresponding output signals to energize the appropriate
solenoid controlled pilot valves on the EH pilot manifold. The solenoid controlled pilot valves
control the amount of pilot oil that is sent to the dozer or the ripper control valves to shift the
appropriate spools and direct implement pump oil to the head ends or rod ends of the implement
cylinders.
The Implement ECM also sends corresponding output signals to energize the pitch and single
tilt ON/OFF solenoid valve on the dual tilt valve. The pitch and single tilt ON/OFF solenoid
valve directs oil to shift the dual tilt valve, which determines blade tilt modes and pitch angles.
The implement hydraulic system for the D10T Track-type Tractor is a fixed displacement flow
design that permits a minimum pressure in the system when the implement control valves are
not activated. The oil flow for operation of the bulldozer and the ripper is provided by two
sections (lift and tilt) of the three-section implement gear pump.
The third (rear, or small) section of the implement pump supplies oil to the RATAAC fan motor
and provides pilot oil for operation of the dual tilt valve, if the machine is equipped with dual
tilt. The rear section of the implement pump also provides oil to the pressure reducing manifold,
which supplies pilot oil to the EH pilot manifold for operation of the implement control valves.
A Pressure Compensation Override (PCO) valve provides engine overspeed protection when it
is energized by the Engine ECM. The PCO valve is also energized by the Implement ECM
whenever a ripper function is requested. The PCO valve allows the dozer lift relief valve to act
as the relief valve for the ripper circuit.
The resolver network transmits the highest implement cylinder pressure back to the pressure
reducing manifold. The highest resolved pressure is directed through the pressure reducing
manifold by the diverter valve and acts as pilot oil for lowering the implements in the event that
the engine will not run or the implement pump fails.
If the engine will not run and machine electrical power is not available, the "dead electric lower"
(or manual lower) valve is used to lower the implements. The dead electric lower valve allows
the flow of oil from the implement cylinders through the resolver network, and then to the the
hydraulic oil tank. This allows the serviceman to slowly lower the implements.
09/05
5 4
107
Implement Hydraulic System Component Identification
Most of the major components of the implement hydraulic system can be seen in the illustration
above. The implement pump is not visible, above, but is mounted to the upper right, rear of the
flywheel housing.
The dozer control valve (1) is mounted to the inside of the left fender. The dozer control valve
controls the blade raise/lower/float functions and the blade tilt left/right functions.
The pressure reducing manifold (2) is mounted to the front of the main case. The pressure
reducing manifold is supplied oil from the rear section of the gear-type implement pump (not
visible above), and in turn, supplies pilot oil to the EH pilot manifold via the pilot oil filter.
The EH pilot manifold (3) is mounted to the top of the main case and contains all the solenoid
controlled pilot valves. The pilot valves supply pilot oil to the implement control valves for the
operation of all of the implement functions.
The ripper valve (4) is mounted to a bracket at the top rear of the main case. The ripper valve
controls the ripper raise/lower functions and the ripper shank in/out functions.
The hydraulic tank is mounted to the rear of the right fender.
09/05
3
1
2
12
6 11
7 8 9 10
108
The hydraulic tank is located on top of the right fender, forward of the right rollover support
post. The hydraulic tank provides oil for the operation of the implements, the RATAAC fan, and
the hydraulic demand fan. Components and service points shown in the above illustration are:
1. the vacuum breaker
2. the hydraulic filter access covers (two, 6-micron filters)
3. the hydraulic oil fill tube and locking cap
4. the hydraulic oil level sight glass
5. the hydraulic oil sampling port (S•O•S)
6. the hydraulic tank drain valve
7. the hydraulic oil filter bypass switch (for the RATAAC and demand fan circuit filter)
8. the RATAAC and demand fan circuit return
9. the case drain return (to internal screen)
10. the hydraulic oil temperature sensor
11. the main hydraulic oil suction manifold (for all hydraulic pumps)
12. the implement circuit return
09/05
The hydraulic oil tank contains two internal filters - one for return oil from the implements and
one for the return oil from the demand fan and the RATAAC fan circuits. The hydraulic oil tank
also contains a screen for case drain return oil. (Not visible above, is the pilot oil drain return.
It is located at the lower right. It is hidden in this illustration by the main suction manifold.)
The hydraulic filter bypass switch is a normally open pressure switch that senses the pressure of
the return oil in the circuit (before the filter). The switch provides a signal to the Implement
ECM at a specified pressure, indicating a filter restriction. Advisor will illuminate the Action
Lamp and light, and display a warning on the Advisor panel that the hydraulic oil filter is
clogged and is being bypassed.
The hydraulic oil temperature sensor (10) provides a signal to the Implement ECM. This signal
is considered when using the Advisor panel or Cat ET to perform calibration routines of the
implement pilot valve solenoids. If the signal indicates the temperature of the oil is below the
temperature specified in the calibration routine conditions, the routine will be aborted.
The status of the hydraulic oil temperature sensor and the hydraulic oil filter bypass switch may
be viewed through the Advisor panel (Service/System Status/Implement screens) or by using
Cat ET. Advisor also displays a digital readout of the hydraulic oil temperature on the
Performance 1 screen.
NOTE: The vacuum breaker on the hydraulic oil tank should always be used to equalize the
pressure inside the hydraulic oil tank with the atmospheric pressure before removing the cap
from the filler tube. This will prevent scalding injuries due to hot hydraulic oil being expelled
through the filler tube when the cap is removed.
09/05
1
2
10
5
9
6 8
109
The three-section fixed displacement gear-type implement pump is mounted to the rear of the
flywheel housing, at the upper right. This pump supplies oil to the implement valves, the
RATAAC fan system, and the pressure reducing manifold.
The lift (front) section (1) supplies oil to the blade lift section of the dozer control valve and to the
ripper control valve. Pump discharge from the lift section is through the forward pump outlet (9).
Discharge pressure for the lift section (HPD1) may be tested at the forward pressure test port (10),
and may be monitored through the Advisor panel or by using Cat ET.
The tilt (middle) section (2) supplies oil to the blade tilt section of the dozer control valve. Pump
discharge from the tilt section is through the middle pump outlet (7). Discharge pressure for the
tilt section (HPD2) may be tested at the middle pressure test port (8), and may also be monitored
through the Advisor panel or by using Cat ET.
The rear section of the implement pump (3) supplies oil to the RATAAC fan motor through the
pilot pressure and RATAAC fan speed control valve (6). The rear section also provides oil to the
pressure reducing manifold. This oil is pilot oil for the EH pilot manifold and for the dual tilt
valve. The two discharge pressure test ports on the RATAAC fan speed control valve are used to
test Hydraulic Fan Pump Discharge pressure (HFPD) (4) and Hydraulic Fan Motor Inlet pressure
(HFMI) (5). The Hydraulic Fan Motor Inlet Pressure is the RATAAC fan system pressure.
09/05
INSTRUCTOR NOTE: The following standby pressures may be observed during lab
exercises.
- Lift pump (HPD1) pressure at high idle (implements in HOLD) should be approximately
760 kPa (110 psi).
- Tilt pump (HPD2) pressure at high idle (implements in HOLD) should be approximately
827 kPa (120 psi).
- Small pump (HFPD) pressure at high idle (implements in HOLD) should be approximately
5860 kPa (850 psi).
09/05
6
5
4
3
2 7
1 8
9
110
Shown above is the dozer control valve. It is mounted to the inside of the right fender, above
the right frame rail. It may be accessed by removing the floor plates in the operator's
compartment. The dozer control valve is supplied with oil from the lift and tilt sections of the
implement pump. The oil from both sections of the pump is combined when raising or lowering
the blade. When tilting the blade left or right, the oil from the two sections is segregated so that
only the oil from the tilt section of the implement pump is used for tilting the blade and the oil
from the lift section of the implement pump is used for raising and lowering the blade.
High pressure pump supply oil from the lift (front) section of the implement pump enters the
dozer valve at the dozer lift valve inlet (4). High pressure pump supply oil from the tilt (middle)
section of the implement pump enters the dozer valve at the dozer tilt valve inlet (8).
The lift pump pressure sensor (3) is installed at the dozer lift valve inlet. This sensor detects the
Hydraulic Pump Discharge pressure (HPD1) in the lift circuit. The status of this sensor may be
viewed using the Advisor panel (Service/System Status/Implement screens) and is identified as
"Main Hyd Pump Oil Pressure." The tilt pump pressure sensor (5) is installed at the dozer tilt
valve inlet. This sensor detects the Hydraulic Pump Discharge pressure (HPD2) in the tilt
circuit. The status of this sensor may also be viewed using the Advisor panel (Service/System
Status/Implement screens) and is identified as "Tilt Hyd Pump Oil Pressure."
09/05
High pressure pump supply oil is sent to and returns from the dozer lift cylinders through the
larger high pressure hydraulic lines (2). High pressure pump supply oil is sent to and returns
from the dozer tilt cylinder (or the dual tilt valve) through the smaller high pressure hydraulic
lines (1).
High pressure pump supply oil to the ripper valve is sent through a hose connected to the ripper
supply outlet (9). This oil is a combination of the flows from both the lift and the tilt sections of
the implement pump, unless a blade tilt function is commanded. During blade tilt operation,
only the lift section of the implement pump supplies oil to the ripper valve.
Return oil from the ripper cylinders flows into the implement return oil manifold (6) through the
manifold inlet (7) where it combines with the return oil from the lift cylinders and the tilt
cylinders. The combined return oil is then directed back to the hydraulic tank where it is filtered
before being recirculated by the implement pump.
The signals from the two implement pump pressure sensors are considered by the Implement
ECM for the operation of several implement system strategies. The following list outlines when
the sensors are used:
- During the solenoid calibration routines for the implement pilot valves (using Advisor or
Cat ET), the Implement ECM looks for a drop in implement pump discharge pressure to
determine the amount of solenoid current needed to move an implement. When the pilot
pressure becomes great enough to move the implement control valve spool, high pressure
supply oil begins to flow past the main valve spool and out to the implement cylinders.
This will cause a brief drop in pressure in that circuit. The drop in pressure causes a
change in signal from the sensor that indicates the necessary current value has been
achieved and the Implement ECM will store this value in its memory.
- The signal from the lift pump sensor is also used for the ripper AutoStow strategy. When
the operator presses the AutoStow switch, the Implement ECM energizes the ripper raise
solenoid and the PCO valve solenoid (and either the ripper tip in or ripper tip out solenoid,
if AutoStow is so configured). The ripper will then raise until the end of the cylinder
stroke is reached. When the end of cylinder stroke is attained, the hydraulic system
pressure rises and the sensor signal reflects the change in pressure. This change in signal
indicates that the end of stroke has been attained and the Implement ECM will then
de-energize the implement solenoids.
- During the operation of the ABA or the AutoCarry cycles, the Implement ECM looks for a
change in the signal from either sensor. The change in signals indicate when the tilt
cylinders have reached the end of stroke during the "spread" and "blade reset" segments of
the automatic cycles, and when the lift cylinders have reached the end of stroke during the
"raise" and "return" segments of the automatic cycles.
09/05
5 6 7
2 1
4 3
111
The ripper control valve assembly is shown in the illustration above. It is mounted to the rear of
the main case, above the transmission inspection cover and below the fuel tank. The ripper
control valve controls the ripper raise/lower functions and the shank in/out functions.
The ripper valve contains two valve sections - the ripper shank in/out valve section (4) and the
ripper raise/lower valve section (3).
The ripper valve is supplied with high pressure oil from the lift section of the implement pump
and from the tilt section, when the blade tilt function is not activated. Pump supply oil to the
ripper valve flows through the far high pressure hydraulic hose (1). Return oil from the ripper
cylinders flows through the near high pressure hydraulic hose (2) to the return oil manifold, and
then back to the hydraulic oil tank.
High pressure supply oil to the right ripper shank cylinder and return oil from the right ripper
shank cylinder is through the rear hose connections (5). High pressure supply oil to the right
ripper raise cylinder and return oil from the right ripper raise cylinder is through the forward
hose connections (6). Identical connections for the left ripper lift and shank cylinders are
located in the same positions on the left side of the valve assembly.
09/05
The hard steel line (7) connects the two internal supply passages to the ripper lift valve with an
external resolver valve. The highest resolved pressure is transmitted through the resolver
network so that the ripper may be lowered manually with the dead electric lower valve. If
electricity is available, the ripper control control handle can be used to lower the ripper in a dead
engine situation.
A ripper warming valve will be installed in the ripper control valve on machines equipped with
a cold weather arrangement. The warming valve allows a small amount of warm hydraulic oil
to circulate through the valve body and return to tank when the ripper is not being operated. The
warming valve helps prevent thermal shock from occurring inside the valve when a ripper
function is requested in an extremely cold environment. Without the ripper warming valve, hot
oil could cause a cold valve stem to expand faster than the valve body, causing the valve stem to
seize in the valve body during ripper operation.
09/05
2
4
3
112
The hydraulic oil cooler (1) is an oil-to-water type cooler. It is located beneath the radiator
guard. Return oil from the hydraulic demand fan enters the cooler at the cooler inlet (2). The
cooler bypass valve is contained inside the housing (3). Only return oil from the hydraulic
demand fan passes through the hydraulic oil cooler.
The cooler bypass valve is pressure activated, only. The thicker (more viscous) oil creates more
pressure, which causes the bypass valve to open when the oil is cold. This allows most of the oil
to bypass the cooler. Once the oil is warm (less viscous), the pressure is less for the same
volume of oil and the bypass valve remains closed. All of the oil from the demand fan motor
will then pass through the cooler.
All of the oil exits the cooler, or the bypass valve, through the cooler outlet (4) and returns to the
hydraulic oil tank in either condition.
09/05
11 10
9
8
1
3
6
4
5
113
Pilot Hydraulic System
The pressure reducing manifold (1) is located on the front of the main case, below the EH pilot
manifold. The pressure reducing manifold contains the pressure reducing valve (10). The
pressure reducing valve lowers the pressure of implement pump supply oil from the pilot
pressure and RATAAC fan speed control valve. The pump supply oil enters the manifold at the
inlet (3). The Hydraulic Pilot Supply (HPS) pressure may be tested at the pressure test port (5),
installed on the bottom of the pressure reducing manifold.
The line from the resolver network circuit (2) supplies oil to the diverter valve (11) when the
engine is OFF and the implements are raised above the ground.
After the oil is reduced to pilot pressure it is directed to the pilot oil filter through a hose
connected to the fitting at the manifold outlet (4).
The implement lockout valve is operated by the solenoid (6) that is installed in the left side of
the pressure reducing manifold.
Oil that flows past the dead electric lower valve (9) or oil that flows past the pilot relief valve (8)
is directed back to the hydraulic tank through the hard steel line (7).
09/05
D10T PRESSURE REDUCING MANIFOLD
To EH Pilot Manifold Pilot Filter
Dead Electric Pilot Relief

Lower Valve Valve Filter Bypass
Valve
To Tank
From
Resolver
Network
HPS
Implement
Lockout Valve
Screen
From Pilot Diverter Pressure

(Rear) Pump Valve Reducing Valve
114
The pressure reducing manifold supplies pilot supply oil to the EH pilot manifold via the pilot
oil filter, and to the AutoCarry diverter valve (if the machine is equipped with AutoCarry). The
pressure reducing manifold is supplied with oil from the rear section of the implement pump,
through the pilot pressure and RATAAC fan speed control valve.
Oil enters the pressure reducing manifold and passes through a screen before it reaches the
diverter valve. High pressure pump supply oil acts on the end of the diverter valve to move it
up, against the spring. The supply oil passes through the diverter valve, where it enters the
pressure reducing valve. The pressure reducing valve is infinitely variable, and meters the oil to
provide pilot oil pressure of approximately 4000 ± 207 kPa (580 ± 30 psi), at high idle.
The reduced pressure pilot oil then passes through the implement lockout valve. The implement
lockout valve is solenoid controlled and is ENERGIZED in the UNLOCKED position. The
ON/OFF solenoid is controlled by the implement lockout switch, which is located on the right
console in the operator's compartment. The implement lockout valve is DE-ENERGIZED in the
LOCKED position and the supply of pilot oil to the EH pilot manifold is blocked. The
implements cannot be moved using the implement controls when the implement lockout valve
solenoid is DE-ENERGIZED and the valve is in the LOCKED position.
09/05
When engine speed is below 900 rpm, the Implement ECM automatically DE-ENERGIZES the
implement lockout solenoid and the valve is in the LOCKED position. The solenoid will be
ENERGIZED as soon as an implement control is moved. This strategy helps prevent
inadvertent implement movement during service procedures by shutting off the pilot supply to
the EH manifold.
When the operator activates an implement, the appropriate solenoid controlled pilot valve
directs the pilot oil into the pilot chamber of the implement control valve. The pilot pressure
then shifts the implement valve spool. From the implement lockout valve, the pilot oil is
directed to the remote mounted pilot oil filter. The oil is directed to the EH pilot manifold from
the pilot oil filter.
Also contained in the pressure reducing manifold is the pilot relief valve. The pilot relief valve
limits the pressure past the pressure reducing valve to approximately 6500 kPa (940 psi). This
valve opens to dissipate the excess pressure, in the event of pressure spikes in the pilot system.
When the implement lockout valve is in the LOCKED condition, the pilot relief valve opens to
direct the flow of pilot oil back to the hydraulic oil tank.
The diverter valve is used to provide pilot pressure for lowering the implements in a dead engine
situation. When the engine is OFF and any implements are suspended above the ground, the
weight of the implements creates pressure in the rod ends of the ripper and/or blade lift
cylinders. The highest resolved pressure from the implement cylinders is transmitted through
the resolver network and is directed into the passage between the diverter valve and the dead
electric lower valve. With no supply oil pressure from the implement pump, the spring in the
pilot operated diverter valve moves the valve down, allowing the highest resolved pressure from
the resolver network to pass through to the pressure reducing valve. This oil now becomes pilot
oil for lowering the implements. The implements may be lowered using the EH implement
controls in the operator's compartment until all implements come into contact with the ground
(if there is electric power available to the implement controls) in this condition.
In a dead (no) electric situation, the EH implement controls will not function. The implements
must be slowly lowered by manually adjusting out the dead electric lower valve (screw and
locknut). This will allow all the oil from the rod ends of the ripper lift cylinders and the dozer
lift cylinders to slowly drain to the hydraulic tank through the resolver network until the
implements come into contact with the ground.
INSTRUCTOR NOTE: During lab exercises, the following pressures may be observed:
- The sequencer valve on the RATAAC fan speed control valve supplies oil to the pressure
reducing manifold. The sequencer valve is is adjusted at low idle and the pressure
observed (HFPD) should be approximately 4068 kPa (590 psi).
- Hydraulic Pilot Supply (HPS) should be tested at high idle, with the implement lockout
switch set to ON. The pilot pressure (HPS) should be approximately 4000 kPa (580 psi).
09/05
2 3
115
The remote mounted pilot oil filter base is mounted to the inside of the right fender, toward the
front. It may be accessed by removing the cover beside the step at the front of the right fender.
The pilot oil filter (1) is a spin-on type filter.
Pilot oil from the pressure reducing manifold enters the filter base at the filter inlet (2). The
pilot oil returns to the EH pilot manifold through a line connected to the outlet of the filter
base (3) after the oil is filtered.
The filter base contains a filter bypass valve, but no filter bypass switch.
Filtration of the pilot oil is very important to ensure the proper operation of the implement
system. Contaminants in the pilot oil will clog the small openings in the solenoid controlled
pilot valves and could cause damage to the valve's small components. Refer to the D10T
Operation and Maintenance Manual (OMM) (Form No. SEBU7764) for recommendations
concerning filter change frequency intervals.
09/05
2
3
1
116
The EH pilot manifold (1) is located on top of the main case, below the floor plates in the
operator's compartment. Reduced pressure pilot oil is sent to the pilot oil filter from the
pressure reducing manifold. The filtered pilot oil returns to the EH pilot manifold and enters the
manifold at the inlet fitting (4). The pilot oil is then distributed to each of the solenoid valves
through internal passages in the manifold.
When an implement lever is moved, the Implement ECM energizes the appropriate solenoid (2),
sending pilot oil to the implement control valve, which shifts the main valve spool. The pilot
pressure to that implement control valve may be tested at the corresponding pressure test
port (3) while the implement is moving.
Return oil from the pilot relief valve and the dead electric lower valve in the pressure reducing
manifold flows through the hard steel line (6) where it combines with return oil from the pilot
manifold at the "tee" fitting (5). This oil then returns to the hydraulic oil tank.
09/05
To Ripper Tip
Control Valve
D10T EH PILOT MANIFOLD (Shank Out) To Ripper Lift
Control Valve
BLADE RAISE (Ripper Lower) To Ripper Tip
Control Valve
(Shank In) To Ripper Lift
Control Valve
To Blade Lift Control Valve (Ripper Raise)
(Blade Lower / Float)
DR
RV TL TR
DR TL TR
Pilot Supply from TO
Pilot Filter / Pressure RD TI RU
Reducing Manifold RV
DL
To
Tank
TO RD TI RU
DL
Drain from Pressure
Reducing Manifold
To Blade Lift Control Valve

(Blade Raise)
To Shuttle Valve
To Blade Tilt Control Valve

(Blade Tilt Left)
To Blade Tilt Control Valve
(Blade Tilt Right)
117
The EH pilot manifold receives pilot supply oil from the pressure reducing manifold, after passing
through the pilot oil filter. The EH pilot manifold contains four proportional solenoid valves that
receive PWM signals from the Implement ECM for operating the blade lift and the blade tilt
functions. The EH pilot manifold also contains five ON/OFF solenoid valves - two each for the
ripper raise/lower function and the ripper shank in/out function, and one solenoid valve for engine
overspeed protection and ripper operation (PCO valve). All of these solenoid valves are present
as standard equipment, regardless of attachments. Each solenoid valve has a corresponding
pressure tap for checking the pilot pressure to the implement control valve (except the PCO valve,
which has a plug installed instead of a pressure tap).
These nine solenoid valves are:
- blade raise, or dozer raise solenoid (DR)
- PCO valve solenoid (RV)
- blade tilt left solenoid (TL)
- blade tilt right solenoid (TR)
- blade lower/float, or dozer lower solenoid (DL)
- ripper shank out, or tip out solenoid (TO)
- ripper lower, or ripper down solenoid (RD)
- ripper shank in, or tip in solenoid (TI)
- ripper raise, or ripper up solenoid (RU)
09/05
For blade lift and blade tilt control, the solenoid plunger movement is proportional to the
electrical current sent from the Implement ECM. Solenoid plunger position determines the
amount of pilot oil pressure felt at the ends of the dozer lift and tilt spools. An increase in
electrical current causes an increase in oil pressure which moves the dozer lift and the dozer tilt
control valve spools proportionately. The electrical current sent to the dozer lift and tilt solenoids
by the Implement ECM is in direct proportion to the amount of movement of the dozer control
lever by the operator.
The Implement ECM sends only high current signals to the PCO valve solenoid and the ripper
solenoid valves. These five solenoid valves are ON/OFF solenoid valves. They operate similarly
to the dozer lift and dozer tilt solenoid controlled pilot valves. However, the five ON/OFF
solenoid controlled pilot valves provide full pilot oil pressure to the ends of the ripper lift and
ripper tip control valve spools when they are energized.
(Refer to the D10T hydraulic system schematic for the rest of the explanation that follows.)
The Pressure Compensation Override (PCO) valve provides engine overspeed protection when it
is energized by the Engine ECM. Energizing the PCO valve solenoid directs pilot oil to the end
of the shuttle valve (contained in the dozer control valve). The shuttle valve then directs high
pressure implement pump supply oil to the end of the dump valve, shutting off the flow of high
pressure pump oil to tank. This condition causes an extra load on the fixed displacement
implement pump, which increases the load on the engine and slows engine rpm.
The PCO valve is also energized whenever a ripper function is requested. When the operator
requests a ripper function, the PCO valve is energized by the Implement ECM. The PCO valve
again directs pilot oil to shift the shuttle valve (in the dozer control valve), shutting off the flow of
high pressure pump oil to tank. This ensures that maximum oil pressure is available for ripper
operation. In either of these situations, the PCO valve causes the dozer lift relief valve to act as
the relief valve for the ripper circuit and for the engine overspeed situation.
INSTRUCTOR NOTE: The following pilot pressures should be observed at the pilot
pressure test ports on the EH pilot manifold during lab exercises.
- Dozer RAISE (HPDR) pressure should be approximately 3100 kPa (450 psi).
- Dozer LOWER (HPDL) pressure should be approximately 1725 kPa (250 psi).
- Dozer FLOAT (HPDL) pressure should be approximately 3450 kPa (500 psi).
- TILT LEFT/RIGHT (HPTL/HPTR) - pressures should be approximately 3100 kPa (450 psi).
- ALL ripper functions - pressures should be approximately 3100 kPa (450 psi).
- Hydraulic Pilot Supply (HPS) at the pressure reducing manifold should be approximately
4000 kPa (580 psi).
"Specifications, Systems Operation, Testing and Adjusting - Hydraulic System" (Form No.
RENR7540) for the most recent specifications of system pressures.
09/05
Lift Relief D10T DOZER CONTROL VALVE

Valve BLADE RAISE
(FRONT VIEW)
Passage to Lift Relief Valve
and Lift Dump Valve Shuttle Valve
From Pressure
Supply From Compensation
Lift Section Override Valve
Signal Resolver to
Signal Resolver Shuttle Valve
Passage
Passage to Tank
Load Check Pump Inlet

Valve Lift Section
Rod End
Makeup Valve Head End
Makeup Valve
Rod End Head End
Pump Inlet
Tilt Section
118
Dozer Control Valve

The dozer control valve contains a four position blade lift spool (RAISE, HOLD, LOWER, and
FLOAT) and a three position blade tilt spool (TILT RIGHT, HOLD, and TILT LEFT). The
blade lift spool is a "closed-center" spool, and the blade tilt spool is an "open-center" spool. In
this view and that on the next page, the dozer valve is shown in the BLADE RAISE condition.
Refer to illustration No. 118 and No. 119 during the explanation of the BLADE RAISE function
that accompanies the illustration of the hydraulic schematic, later in this presentation. The dozer
valve contains the following major components:
Blade Lift Spool: A closed-center valve that controls the flow of oil to the blade lift cylinders.
When in the RAISE or LOWER position, the lift spool also sends oil to the signal resolver,
which in turn sends the oil through the shuttle valve to a passage between the lift relief valve
and the lift dump valve.
Blade Tilt Spool: An open-center valve that controls the flow of oil from the tilt section of the
hydraulic oil pump to the blade tilt cylinder(s) when the spool is moved for a tilt function. In
the normal center position, oil from the tilt section of the implement pump flows past the spool
and combines with the oil from the lift section. When in the TILT RIGHT or TILT left position,
oil is also sent to a passage between the tilt dump valve and the tilt relief valve.
09/05
Signal Resolver Valve Lift Spool

Load Check Valve
Shuttle Valve
From PCO Valve

To Lift
Cylinders
Tank Passage
Lift Relief Valve
Pump Inlet
from
Lift Section
To Tilt
Cylinders
Tilt Relief
Valve
Spring Load Check
Dump Tilt Spool
Chamber Valve
Valves
D10T DOZER CONTROL VALVE

BLADE RAISE Pump Inlet
(SIDE VIEW) from Tilt Section
119
Signal Resolver: During blade lift functions, the cylinder load pressure signal is transmitted to
the signal resolver valve, through the shuttle valve, to the spring chamber of the dump valve.
The cylinder load pressure signal is from the lift cylinder rod end during RAISE and from the
cylinder head end during LOWER. The signal resolver valve directs the higher of the cylinder
rod or head end pressure to the shuttle valve.
Shuttle Valve: In its normally spring biased position, the shuttle valve directs pump supply oil
to a passage between the blade lift relief valve and the blade dump valve during blade lift
functions. In an engine overspeed condition or during a ripper function, the PCO valve is
energized. This sends pilot oil to shift the shuttle valve, which opens a passage for oil to be
made available to the blade lift relief valve and blade lift dump valve available to the system
during these two conditions.
Lift Relief Valve: During blade lift functions, lift cylinder load pressure is sent through the
signal resolver valve and the shuttle valve to a passage between the blade lift relief valve and the
blade lift dump valve. The relief valve for the blade lift circuit limits the maximum pressure in
the blade lift circuit. The blade lift relief valve is set to approximately 18790 kPa (2725 psi).
09/05
Lift Dump Valve: During blade lift functions, lift cylinder load pressure is sent through the
signal resolver valve and the shuttle valve to a passage between the blade lift relief valve and the
blade lift dump valve. The cylinder pressure keeps the dump valve closed, which shuts off the
flow of pump supply oil to tank. This ensures that maximum system pressure is available for lift
cylinder operation. The lift dump valve should maintain a minimum lift circuit pressure of
approximately 400 kPa (58 psi) at low idle, and approximately 760 kPa (110 psi) at high idle.
Tilt Relief Valve: During blade tilt functions, tilt cylinder load pressure is sent to a passage
between the tilt relief valve and the tilt dump valve. The relief valve for the blade tilt circuit
limits the maximum pressure in the blade tilt circuit. The tilt relief valve is set to approximately
20,340 kPa (2950 psi).
Tilt Dump Valve: During blade tilt functions, tilt cylinder load pressure is sent to a passage
between the tilt relief valve and the tilt dump valve. The tilt cylinder pressure keeps the dump
valve closed, which shuts off the flow of pump supply oil to tank. This ensures that maximum
tilt circuit pressure is available for tilt cylinder operation. The tilt dump valve should maintain a
minimum tilt circuit pressure of approximately 415 kPa (60 psi) at low idle, and approximately
830 kPa (120 psi) at high idle.
Load Check Valve: The load check valve prevents reverse oil flow from the implement
cylinders when the main valve spool moves from the HOLD position and system pressure is
lower than the cylinder, or work port pressure. Without the load check valve, the implement
would drift down slightly (droop) before moving as commanded. The load check valve will
open to allow supply oil to flow through the control valve when the system pressure is higher
than the work port pressure.
Makeup Valve: The makeup valves are only present on the blade lift circuit in the dozer valve.
There is one makeup valve for the rod-ends and one for head-ends of the blade lift cylinders.
These valves are held closed by a spring. The makeup valves open whenever workport pressure
falls below tank pressure. In a quick-drop situation, the makeup valve for the head-ends of the
lift cylinders will open to allow tank oil to supplement pump flow. When in FLOAT, the
makeup valve for the rod-ends of the lift cylinders may open if the blade rises quickly. (The
make-up valve for the head-ends of the lift cylinders will not open, however, when the blade
drops during the FLOAT condition. This is due to a slight head-end pressure in the lift
cylinders, which will be discussed later in this presentation.)
09/05
D10T IMPLEMENT HYDRAULIC SYSTEM

BLADE RAISE Typical
for Blade
Left Tilt Left Lift Right Lift RE
Cylinder Cylinder Right Tilt
Cylinder Quick-drop Dual Tilt Valve Cylinder
Valves
HE Pilot Filter
Lift and Tilt
Cylinders
Single Tilt
(S2) Dead Electric
To Case Drain Lower Valve
Pitch
(S1)
Resolver
Network
HPS
PCO EH Pilot Manifold
Dump HPRV Valve
Valve
HPDR
Lift HPDL
Relief Blade Dozer Blade
Valve Lift Valve Tilt Pressure Reducing
Spool
Spool Blade Blade Manifold
Lower / Float Raise
HPTL
Shuttle
Valve HPTR Case Drain from
Signal Dump Demand Fan Pump
Valve Tilt
Resolver Relief Tilt Right Tilt Left
Valve Case Drain from
Demand Fan Motor
Ripper Ripper HPRL
HPRR Raise Lower
Demand
Shank Shank HPSI Fan
Return from Supply
HPSO Out In
Hydraulic
Oil Cooler
HFMI
Tilt Pump
Ripper Ripper Pressure Sensor
Valve Warming HFPD
Valve HPD2
Lift Pump
Pressure Sensor HPD1
Ripper
Lift
RATAAC RATAAC
Cont rol Valve
Ripper
Tip
Vacuum
Valve
Group SOS
Ripper Lift Ripper Tip Ripper Lift

Cylinder Cylinders Cylinder
120
Dozer Lift and Tilt Circuits

Shown above is a color schematic of the D10T implement hydraulic system in the BLADE
RAISE condition. Refer to illustrations No. 118 and No. 119 to see the state of the dozer control
valve components during the following explanation of the dozer lift circuit.
When the operator moves the dozer control lever from HOLD to RAISE, a signal is sent to the
Implement ECM. The Implement ECM in turn sends a signal to energize the solenoid of the
BLADE RAISE pilot valve on the EH pilot manifold (HPDR). The BLADE RAISE pilot valve
then directs pilot oil to shift the blade lift spool to the right, into RAISE position.
The combined high pressure oil from the lift section and the tilt section of the implement pump
then flows past the internal load check valve and the blade lift spool, then out to the rod ends of
the lift cylinders to raise the blade. As the blade is raised, oil from the head end of the lift
cylinders returns through the head end passage of the dozer control valve and flows past the
blade lift spool, and then into the passage to the hydraulic tank.
INSTRUCTOR NOTE: Refer back to the color cutaway illustrations of the dozer valve
(illustrations No. 118 and No. 119) during the next few paragraphs of the explanation.
09/05
At the same time, high pressure oil from the cylinder rod end passage flows through machined
slots in the leftmost land of the main valve spool and into the signal resolver passage. This oil
shifts the signal resolver ball to the right and the oil enters the passage to the shuttle valve. The
high pressure oil then flows around the center stem of the shuttle valve and enters a passage that
directs the oil to the spring chamber between the lift relief valve and the dump valve.
The high pressure oil in the spring chamber plus the force of the spring keeps the dump valve in
the closed position so that maximum oil pressure is available to move the lift cylinders.
INSTRUCTOR NOTE: Refer back to the color schematic (illustration No. 120) for the
remainder of the explanation.
At the same time that high pressure oil flows out to the rod ends of the lift cylinders, high
pressure oil also flows into the resolver connected to the rod end passage of the to the lift
cylinders. If this is the highest pressure in the implement system, this pressure is transmitted
through the rest of the resolvers in the resolver network, then on to the diverter valve, contained
in the pressure reducing manifold, where it is blocked at the diverter valve.
If the engine is OFF and the blade is suspended, gravity causes the weight of the blade to
produce high pressure oil in the rod ends of the lift cylinders. With no pressure present from the
pilot oil section of the pump, the diverter valve is forced down by its spring, which then directs
the highest resolved pressure from the resolver network to the pressure reducing valve. This
will now serve as pilot oil pressure for lowering the implements with the implement controls.
If electricity is not available for lowering implements with the implement controls or if the
implement controls have failed, the implements can be lowered manually by opening the "Dead
Electric Lower Valve", also contained in the pressure reducing valve. This procedure slowly
drains the oil from the rod ends of the lift cylinders through the resolver network and back to the
tank.
09/05

BLADE FLOAT
Typical
for Blade
Left Tilt Left Lift Right Lift Right Tilt RE
Cylinder Cylinder Cylinder Cylinder
Quick-drop
Valves Dual Tilt Valve
HE Pilot Filter
Lift and Tilt
Cylinders
Single Tilt
(S2) Dead Electric
Pitch
(S1)
Resolver
Network
HPS
Dump HPRV Valve
Valve
HPDR
Lift Blade HPDL

Relief Blade
Tilt Pressure Reducing
Valve Lift
Dozer Spool
Valve Lower / Float Raise
HPTL
Shuttle
HPTR
Valve Tilt
Demand Fan Motor
Ripper Ripper HPRL
HPRR Raise Lower
Demand
Return from Supply
HPSO Out In
Hydraulic
Oil Cooler
HFMI
Tilt Pump
Warming HFPD
Valve
Valve HPD2
Lift Pump
Ripper
Lift
RATAAC RATAAC
Cont rol Valve
Ripper
Tip
Vacuum
Valve
Group S¥O¥S

121
Shown above is a color schematic of the D10T implement hydraulic system in the BLADE
FLOAT condition. Refer to illustration No. 122 to see the state of the dozer control valve
components during the following explanation of the dozer lift circuit.
When the operator moves the dozer control lever from HOLD to FLOAT, a signal is sent to the
Implement ECM. The Implement ECM in turn sends a signal to energize the solenoid of the
BLADE LOWER/FLOAT pilot valve on the EH pilot manifold (HPDL). The BLADE
LOWER/FLOAT pilot valve then directs pilot oil to shift the blade lift spool to the left, into the
FLOAT position.
INSTRUCTOR NOTE: Refer to the color cutaway illustration of the dozer lift valve
(illustration No. 122) during the next few paragraphs of the explanation.
The combined high pressure oil from the lift section and the tilt section of the implement pump
flows past the internal load check valve to the blade lift spool. When the blade lift spool is
shifted all the way to the left, the rod ends of the lift cylinders are open to tank. However, the
head ends of the lift cylinders are only partially open to the tank passage. The head ends of the
lift cylinders are partially open to the pump supply passage, also. This results in a slight
pressure in the head-end of both lift cylinders. Although the blade will follow the contour of the
ground in FLOAT, there is a slight resistance to the blade rising and the blade is quick to fall.
09/05
Lift Relief D10T DOZER CONTROL VALVE

Valve BLADE FLOAT
Shuttle Valve
Passage to Lift Relief Valve From Pressure
and Lift Dump Valve Compensation
Override Valve
Signal Resolver
to Shuttle Valve
Supply From
Large Pump Head End
Tank Passage
Pump Inlet
Rod End Lift Section
Tank Passage
Rod End
Makeup Valve Head End
Makeup Valve
Load Check Rod End Head End
Valve Pump Inlet
Tilt Section
122
Because the head ends of the lift cylinders have a slight pressure present, the signal passage
from the head ends of the lift cylinders to the signal resolver are at the same pressure. This
slight pressure shifts the resolver ball to the left, allowing this low pressure to be felt at the ends
of the lift relief valve and the lift dump valve.
remainder of the explanation.
Although there is a slight pressure in the chamber between the lift relief valve and the lift dump
valve, the high pressure oil in the lift circuit keeps the dump valve in the open position so that
pump flow is returned to tank.
Also note that as the blade follows the contour of the ground in FLOAT, the makeup valve for
the head-ends of the lift cylinders will not open if the blade falls quickly over a short distance.
This is due to the slight pressure in the head-ends of the lift cylinders, which is also felt against
the makeup valve in that side of the circuit. As the blade falls, pump flow will fill the void,
which also serves to prevent the makeup valve from opening.
09/05

BLADE TILT LEFT - SINGLE TILT
Left Lift Right Lift

Cylinder Cylinder Typical
Quick-drop for Blade
Valves RE
Right Tilt
Cylinder Pilot Filter
HE
Lift and Tilt Dead Electric
Cylinders Lower Valve
Resolver
Network
HPS
Dump HPRV Valve
Valve
HPDR
Lift Blade HPDL

Blade
Relief
Valve Lift Tilt Pressure Reducing
Dozer Spool
Valve Lower/Float Raise
HPTL
Shuttle
Valve Tilt
Demand Fan Motor
Ripper Ripper HPRL
HPRR Raise Lower
Demand
Return from Supply
HPSO Out In
Hydraulic
Oil Cooler
HFMI
Tilt Pump
HFPD
Valve Warming
Valve HPD2
Lift Pump
Ripper
Lift
RATAAC RATAAC
Cont rol Valve
Ripper
Tip
Vacuum
Valve
Group SOS

123
Shown above is a color schematic of the D10T implement hydraulic system in the BLADE TILT
LEFT condition. Refer to illustration No. 124 to see the state of the tilt control valve
components during the following explanation of the dozer tilt circuit.
When the operator moves the dozer control lever from HOLD to TILT LEFT, a signal is sent to
the Implement ECM. The Implement ECM in turn sends a signal to energize the solenoid of the
BLADE TILT LEFT pilot valve on the EH pilot manifold (HPTL). The BLADE TILT LEFT
pilot valve then directs pilot oil to shift the blade tilt spool to the left, into the TILT LEFT
position.
INSTRUCTOR NOTE: Refer to the color cutaway illustration of the dozer tilt valve
(illustration No. 124) during the next paragraph of the explanation.
The high pressure oil from the tilt section of the implement pump then flows past the left
internal load check valve and the blade tilt spool, and then out through the tilt cylinder head end
passage of the dozer valve to the head end of the (right) tilt cylinder. The left side of the blade is
braced against the blade push-arm to provide the mechanical leverage to tilt the blade.
09/05
D10T TILT CONTROL VALVE

BLADE TILT LEFT
Tilt Cylinder Tilt Cylinder
Head End Rod End
Passage to Passages to Passage to

Resolver Network Lift Valve Resolver Network
Stem
Head End Head End

Tank Passage Tank Passage
Pilot Supply Pilot Supply
Load Check Small Pump Load Check

Valve Inlet Valve
124
rest of the explanation.
As the cylinder rod extends, it forces oil from the rod end of the tilt cylinder back to the tilt
cylinder rod end passage of the dozer valve where it flows past the tilt valve spool, and into the
head end tank passage back to the hydraulic oil tank.
At the same time that high pressure oil flows out to the right tilt cylinder, high pressure oil also
flows into the resolver connected to the tilt cylinder head end passage of the dozer valve. If this
is the highest pressure in the implement system, this pressure is transmitted to the diverter valve,
contained in the pressure reducing manifold, where it is blocked at the diverter valve.
The TILT RIGHT function operates in the same fashion, except that the tilt spool is shifted to
the right and oil flows into the rod end of the tilt cylinder . Oil from the head end of the tilt
cylinder flows back to the hydraulic oil tank.
09/05

BLADE TILT LEFT - DUAL TILT Typical
for Blade
Left Tilt Left Lift Right Lift
Cylinder Cylinder Right Tilt RE
Cylinder Quick-drop Cylinder
HE Pilot Filter
Lift and Tilt
Cylinders
Single Tilt
(S2) Dead Electric
Pitch
(S1)
Resolver
Network
HPS
Dump HPRV Valve
Valve
HPDR
Lift Blade HPDL

Blade
Relief Tilt
Valve Lift
Spool
Pressure Reducing
Spool Dozer Blade Blade Manifold
HPTL
Shuttle
Valve Tilt
Demand Fan Motor
Ripper Ripper HPRL
HPRR Raise Lower
Demand
Return from Supply
HPSO Out In
Hydraulic
Oil Cooler
HFMI
Tilt Pump
HFPD
Valve Warming
Valve HPD2
Lift Pump
Ripper
Lift
RATAAC RATAAC
Cont rol Valve
Ripper
Tip
Vacuum
Valve
Group SOS

125
Shown above is a color schematic of the D10T implement hydraulic system in the BLADE TILT
LEFT condition, with DUAL TILT. Refer to illustration No. 124 to see the state of the tilt
control valve components during the following explanation of the dozer tilt circuit.
When the operator moves the dozer control lever from HOLD to TILT LEFT, a signal is sent to
the Implement ECM. The Implement ECM in turn sends a signal to energize the solenoid of the
BLADE TILT LEFT pilot valve on the EH pilot manifold (HPTL). The BLADE TILT LEFT
pilot valve then directs pilot oil to shift the blade tilt spool to the left, into the TILT LEFT
position.
The high pressure oil from the tilt section of the implement pump then flows past the left
internal load check valve and the blade tilt spool, and then out through the tilt cylinder head end
passage of the dozer valve to the dual tilt valve.
09/05
From the dual tilt valve, the oil flows to the head end of the right tilt cylinder and the cylinder
rod extends, which causes the right side of the blade to move up. As the right tilt cylinder rod
extends, it forces oil from the rod end back to the dual tilt valve where the oil is then directed to
flow to the rod end of the left tilt cylinder. The left tilt cylinder rod then retracts, which causes
the left side of the blade to move down.
As the left cylinder rod retracts, it forces oil from the head end of the left tilt cylinder back to the
dual tilt valve. This oil then flows back to the tilt cylinder rod end passage of the dozer valve
where it flows past the tilt valve spool, and into the head end tank passage back to the hydraulic
oil tank.
At the same time that high pressure oil flows out to the right tilt cylinder, high pressure oil also
flows into the resolver connected to the tilt cylinder head end passage. If this is the highest
pressure in the implement system, this pressure is transmitted from the resolver network to the
diverter valve, contained in the pressure reducing manifold, where it is blocked at the diverter
valve.
The TILT RIGHT function operates in the same fashion, except that the oil flows into the head
end of the left tilt cylinder, from the rod end of the left tilt cylinder to the rod end of the right tilt
cylinder, and then from the head end of the right tilt cylinder back to the hydraulic oil tank.
NOTE: When a single tilt function is requested on a machine equipped with dual tilt,
the RIGHT tilt cylinder is isolated by the dual tilt valve and acts as the brace for the
mechanical leverage needed to tilt the blade. This is the opposite strategy used on a
single tilt machine, which uses a single tilt cylinder on the right and a brace on the left.
Dual tilt operation will be discussed in greater detail, later in this presentation.
09/05
D10T RIPPER CONTROL VALVE

RIPPER RAISE
Load Check Pump Inlet ( Combined)

Valve Passage to Head End
Passage to Rod End
Tank Passage
Tank Passage
Ripper Raise Spool
Pilot Supply
(Ripper Raise) Pilot Supply
(Ripper Lower)
Plug or
Ripper Warming
Pilot Supply Valve
(Shank In) Pilot Supply
(Shank Out)
Passage to Passage to Ripper

Head End Rod End Tip Spool
126
Ripper Control Valve

The ripper control valve contains two "closed-center" spools. One spool controls ripper RAISE
and LOWER. The other spool controls ripper SHANK IN and SHANK OUT. The dozer valve
contains the following major components:
Ripper Raise Spool: A closed-center valve that controls the flow of oil to and from the ripper
lift cylinders. When in the RAISE or LOWER position, the ripper raise spool also sends oil to
an external signal resolver, which in turn sends the oil through the series of resolvers in the
resolver network and then to the diverter valve in the pressure reducing manifold.
Ripper Tip Spool: A closed-center valve that controls the flow of oil to and from the ripper tip
cylinders. No oil is sent to the series of resolvers in the resolver network during a ripper tip
function.
Load Check Valve: The load check valve prevents reverse oil flow from the implement
cylinders when the main valve spool moves from the HOLD position and system pressure is
lower than the cylinder, or work port pressure. Without the load check valve, the implement
would drift slightly (droop) before moving as commanded. The load check valve will open to
allow supply oil to flow through the control valve when the system pressure becomes higher
than the work port pressure.
09/05
Makeup Valve: There are two makeup valves present in the ripper control valve. The makeup
valves open whenever workport pressure falls below tank pressure. One makeup valve is in the
head end circuit for ripper raise and will open if the ripper falls faster than the pump's ability to
supply oil to the head end of the ripper lift cylinders. The other makeup valve is in the rod end
of the circuit for the ripper tip and will open if the ripper shank (tip) is forced rearward when
using the ripper. (The makeup valves are not shown in illustration No. 126.)
The ripper valve contains no relief valves or dump valves. During any ripper operation, the
PCO pilot valve on the EH pilot manifold is energized. The PCO pilot valve sends pilot oil to
the end of the shuttle valve (contained in the dozer valve) to shift it. When the shuttle valve
shifts, high pressure pump supply oil is directed by the shuttle valve to the passage between the
lift dump valve and the lift relief valve. This strategy closes the lift dump valve to block the
flow of combined pump supply oil to tank and also uses the lift relief valve as the relief valve
for the ripper circuit.
09/05

RIPPER RAISE
Typical
for Blade
Quick-drop
HE Pilot Filter
Lift and Tilt
Cylinders
Single Tilt
(S2) Dead Electric
Pitch
(S1)
Resolver
Network
HPS
Dump HPRV Valve
Valve
HPDR
Lift Blade HPDL

Relief Blade
Valve Lift
Dozer Spool
Valve Lower/ Float Raise
HPTL
Shuttle
Valve Tilt
Demand Fan Motor
Ripper Ripper HPRL
HPRR Raise Lower
Demand
Return from Supply
HPSO Out In
Hydraulic
Oil Cooler
HFMI
Tilt Pump
HFPD
Valve Warming
Valve HPD2
Lift Pump
Ripper
Lift
RATAAC RATAAC
Cont rol Valve
Ripper
Tip
Vacuum
Valve
Group SOS

127
Ripper Lift and Tip Circuits

Shown above is a color schematic of the D10T implement hydraulic system in the RIPPER
RAISE condition. Refer to illustration No. 126 to see the state of the ripper control valve
components during the following explanation of the ripper raise circuit.
When the operator moves the ripper lift control from HOLD to RAISE, a signal is sent to the
Implement ECM. The Implement ECM in turn sends a signal to energize the solenoids for the
RIPPER RAISE pilot valve and the PCO pilot valve on the EH pilot manifold (HPRR and
HPRV). The RIPPER RAISE pilot valve then directs pilot oil to shift the ripper raise spool to
the right, into the RIPPER RAISE position. The PCO valve directs pilot oil to shift the shuttle
valve down, which directs high pressure pump supply oil into the passage between the lift dump
valve and the lift relief valve (in the dozer valve). The high pressure oil in this passage plus the
force of the spring keeps the dump valve in the closed position so that maximum oil pressure is
available to move the ripper cylinders. The lift relief valve is also available to be used as the
relief valve for the ripper circuit.
INSTRUCTOR NOTE: Refer to the color cutaway illustration of the ripper control
valve (illustration No. 126) during the next paragraph of the explanation.
09/05
The high pressure oil from the implement pump then flows past the internal load check valve
and the ripper raise spool, and then out through the rod end passages to the ripper lift cylinders.
This causes the ripper cylinder rods to retract and the ripper raises.
As the ripper lift cylinder rods retract, head end oil from the ripper lift cylinders flows back to
the ripper control valve through the ripper raise head end passages in the control valve. This
return oil flows past the ripper raise spool and into the tank passage and then returns to the
hydraulic oil tank.
At the same time that high pressure oil flows out to the rod ends of the ripper lift cylinders, high
pressure oil also flows into the resolver connected to the rod end passage to the ripper lift
cylinders. If this is the highest pressure in the implement system, this pressure is transmitted
through the rest of the resolvers in the resolver network, then on to the diverter valve, (contained
in the pressure reducing manifold) where it is blocked at the diverter valve.
If the ripper lift cylinders reach the end of their stroke in either direction, or if external forces
cause the ripper lift cylinders to move up, the lift relief valve will open to protect the ripper
circuit from undue high pressures.
09/05

RIPPER SHANK IN
Typical
for Blade
Quick-drop
HE Pilot Filter
Lift and Tilt
Cylinders
Single Tilt
(S2) Dead Electric
Pitch
(S1)
Resolver
Network
HPS
Dump HPRV Valve
Valve
HPDR
Lift Blade HPDL

Relief Blade
Valve Lift
Dozer Spool
Valve Lower/ Float Raise
HPTL
Shuttle
Valve Tilt
Demand Fan Motor
Ripper Ripper HPRL
HPRR Raise Lower
Demand
Return from Supply
HPSO Out In
Hydraulic
Oil Cooler
HFMI
Tilt Pump
HFPD
Valve Warming
Valve HPD2
Lift Pump
Ripper
Lift
RATAAC RATAAC
Cont rol Valve
Ripper
Tip
Vacuum
Valve
Group SOS

128
Shown above is a color schematic of the D10T implement hydraulic system in the RIPPER
SHANK IN condition. Refer to illustration No. 129 to see the state of the ripper control valve
components during the following explanation of the ripper raise circuit.
When the operator moves the ripper shank control from HOLD to SHANK IN, a signal is sent to
the Implement ECM. The Implement ECM in turn sends a signal to energize the solenoids for
the ripper SHANK IN pilot valve and the PCO pilot valve on the EH pilot manifold (HPSI and
HPRV). The ripper SHANK IN pilot valve then directs pilot oil to shift the raise spool to the
right, into the SHANK IN position. The PCO valve directs pilot oil to shift the shuttle valve
down, which directs high pressure pump supply oil into the passage between the lift dump valve
and the lift relief valve (in the dozer valve). The high pressure oil in this passage plus the force
of the spring keeps the dump valve in the closed position so that maximum oil pressure is
available to move the ripper cylinders. The lift relief valve is also available to be used as the
relief valve for the ripper circuit.
09/05
D10T RIPPER CONTROL VALVE

SHANK IN
Load Check Pump Inlet (Combined)
Valve Passage to Head End
Passage to Rod End

Tank Passage
Tank Passage
Ripper Raise Spool
Pilot Supply
(Ripper Raise) Pilot Supply
(Ripper Lower)
Plug or
Ripper Warming
Pilot Supply Valve
(Shank In) Pilot Supply
(Shank Out)
Passage to Passage to Ripper

Head End Rod End Tip Spool
129
The high pressure oil from the implement pump then flows past the internal load check valve
and the ripper tip spool, and then out through the head end passages to the ripper lift cylinders.
This causes the ripper cylinder rods to extend and the tip of the ripper shank moves in.
As the ripper tip cylinder rods extend, rod end oil from the ripper tip cylinders flows back to the
ripper control valve through the rod end passages in the control valve. This return oil flows past
the ripper tip spool and into the tank passage and then returns to the hydraulic oil tank.
The ripper tip circuit has no connection to the resolver network.
If the ripper tip cylinders reach the end of their stroke in either direction, or if external forces
cause the shank to move in or out, the lift relief valve will open to protect the ripper circuit from
undue high pressures.
09/05
2 8
7
4
130
Dual Tilt Operation

For machines equipped with dual tilt, the dual tilt valve (1) is mounted to the inside of the
radiator guard, behind the left grill door. A second tilt cylinder is installed on the left side of the
blade. The dual tilt valve is installed between the tilt control valve and the two tilt cylinders in
the dual tilt circuit. The rod end passage and the head end passage designation of the tilt control
valve are reversed from the single tilt configuration. The dual tilt valve allows the operator to
tilt the blade right and left to a greater degree than single tilt, pitch the blade forward (dump),
and rack the blade back.
Service points identified in the above illustration are:
2. high pressure supply/return from/to blade tilt control valve (depending on tilt direction)
3. case drain line
4. pilot supply line (from the RATAAC fan speed control valve)
5. dual tilt solenoid
6. high pressure supply/return from/to blade tilt control valve (depending on tilt direction)
7. high pressure lines to the left tilt cylinder
8. high pressure lines to the right tilt cylinder
Auto Blade Assist (ABA) is standard on machines equipped with dual tilt.
09/05
DUAL TILT VALVE

DUAL TILT RIGHT
From Tilt Left Tilt To Rod End

Control Valve Cylinder
Right Tilt To Head End

Cylinder
To Tilt
Control Valve
Pilot Supply
Tilt Coil rom

f
Trigger Switch
Pitch Coil rom

f
Thumb Switch
131
The dual tilt valve has three modes of operation. They are:
- DUAL TILT
- SINGLE TILT
- BLADE PITCH
Oil from the rear section of the implement pump is used as pilot oil to control the dual tilt valve
spool. The pilot oil is controlled by a dual action solenoid valve. The dual action solenoid
valve has two coils - a "tilt coil" and a "pitch coil."
When the thumb switch on the dozer control lever is moved to the right or to the left, the pitch
solenoid coil is ENERGIZED and the solenoid valve directs pilot oil to the bottom of the dual
tilt valve spool, moving the spool up. The blade will then PITCH FORWARD or RACK BACK,
depending on which direction the switch is moved.
When the trigger switch on the dozer control lever is depressed, the tilt solenoid coil is
energized (when the default tilt mode is set to DUAL TILT) and the solenoid valve directs pilot
oil to the top of the dual tilt valve spool, moving the spool down. If the default tilt mode is set
to SINGLE TILT, the tilt solenoid coil is always ENERGIZED. The trigger switch will then
toggle to the DUAL TILT mode when the switch is depressed and the tilt coil is then
DE-ENERGIZED. (The default tilt mode can be set using Cat Advisor.)
09/05
Illustration 131 shows the dual tilt valve in the DUAL TILT RIGHT condition. This is the
default mode of operation unless the operator has set the default tilt mode to single tilt, using
Cat Advisor. In the dual tilt mode, the tilt solenoid coil is always DE-ENERGIZED and the dual
tilt spool remains centered by the springs on either end of the spool.
When the operator moves the dozer control lever to the right, commanding the TILT RIGHT
function, the tilt control valve operates in the fashion described earlier in this presentation. The
pump supply oil from the head end passage of the blade tilt control valve flows out to the head
end of the left tilt cylinder. The left tilt cylinder rod extends and forces the left tilt cylinder rod
end oil out to the dual tilt valve. The left cylinder rod end oil flows around the dual tilt spool
and out to the rod end of the right tilt cylinder. The right tilt cylinder rod retracts. The right tilt
cylinder head end oil is then forced out, back to the dual tilt valve where it flows around the dual
tilt spool and returns to the rod end passage of the blade tilt control valve as return oil.
The blade tilts right when the left tilt cylinder rod extends and the right tilt cylinder rod retracts.
For DUAL TILT LEFT, the flow of oil through the tilt circuit is reversed. In the DUAL TILT
LEFT condition, the left tilt cylinder rod retracts and the right tilt cylinder rod extends.
The status of the dual tilt solenoid, the dozer control lever tilt position sensor, the rotary thumb
switch (position sensor) on the dozer control lever, and the trigger switch on the dozer control
lever may be viewed through the Advisor panel (Service/System Status/Implement screens) or
by using Cat ET.
NOTE: For information about how to set the default tilt mode for the dual tilt valve,
refer to the "Caterpillar Monitoring and Display System with Advisor for Track-type
Tractors," STMG 790 (Form No. SERV1790).
09/05
DUAL TILT VALVE

SINGLE TILT RIGHT


Cylinder
To Tilt
Control Valve
Pilot Supply
Tilt Coil from

Trigger Switch
Pitch Coil from

Thumb Switch
132
Illustration 132 shows the dual tilt valve in the SINGLE TILT RIGHT condition. If dual tilt has
been selected as the default tilt mode, the operator must depress and hold the trigger switch to
toggle to SINGLE TILT mode. The operator may also set SINGLE TILT as the default tilt mode
using the Advisor panel. Either condition results in the tilt solenoid coil being ENERGIZED and
the solenoid valve directs pilot oil to the top of the dual tilt spool, moving the spool down. With
the dual tilt spool in this position, the right tilt cylinder is isolated from the circuit and acts as a
brace to provide the mechanical leverage needed to tilt the blade.
When the operator moves the dozer control lever to the right, commanding a TILT RIGHT
function in the SINGLE TILT mode, pump supply oil from the head end passage of the blade tilt
control valve flows out to the head end of the left tilt cylinder. The left tilt cylinder rod extends
and forces the rod end oil back to the dual tilt valve. The left cylinder rod end oil flows around
the dual tilt spool. With the spool shifted down, the passages to the right tilt cylinder are blocked,
but the passage back to the blade tilt control valve is open. The left tilt cylinder rod end oil flows
back to the rod end passage of the blade tilt control valve and returns to the tank.
When the left tilt cylinder rod extends and the right tilt cylinder remains stationary, the blade
TILTS RIGHT, but the angle of the tilt is not as acute as in the dual tilt mode.
For SINGLE TILT LEFT, the flow of oil through the tilt circuit is reversed. In the SINGLE TILT
LEFT condition, the left tilt cylinder rod retracts and the right tilt cylinder remains stationary.
09/05
DUAL TILT VALVE

BLADE PITCH FORWARD


Cylinder
To Tilt
Control Valve
Pilot Supply
Tilt Coil from

Trigger Switch
Pitch Coil from

Thumb Switch
133
Illustration 133 shows the dual tilt valve in the PITCH FORWARD condition. To pitch the
blade forward, the operator must move the thumb rocker switch on the dozer control lever to the
right (away from the operator). This results in the pitch solenoid coil being ENERGIZED and
the TILT LEFT pilot valve solenoid being ENERGIZED. The pitch solenoid valve directs pilot
oil to the bottom of the dual tilt spool, moving it up.
When the operator has commanded a PITCH FORWARD function, pump supply oil from the
head end passage of the blade tilt control valve flows to the head end of the left tilt cylinder.
The left tilt cylinder rod extends and forces the left tilt cylinder rod end oil to the dual tilt valve.
The left cylinder rod end oil flows around the dual tilt spool. With the spool shifted up, the oil
flows through the passage to the head end of the right tilt cylinder. The right tilt cylinder rod
extends also, forcing the right tilt cylinder rod end oil to the dual tilt valve. The right tilt
cylinder rod end oil then flows through the blade tilt control valve and returns to the tank.
Since the volume of rod end oil in the left tilt cylinder is less than the capacity of the head end of
the right tilt cylinder, the left cylinder rod will fully extend before the right tilt cylinder head is
filled with oil. When the left tilt cylinder reaches its full extension, the bypass valve will open
and oil will continue to flow to the head end of the right tilt cylinder. This results in the left tilt
cylinder reaching its full extension slightly before the right tilt cylinder.
09/05
When the left and the right tilt cylinder rods extend, the blade will PITCH FORWARD.
To RACK BACK the blade, the operator must move the thumb rocker switch on the dozer
control lever to the left (toward the operator). The flow of oil through the tilt circuit is reversed.
In the RACK BACK condition, both the left and the right tilt cylinder rods retract.
When the left and the right tilt cylinder rods retract, the blade will RACK BACK.
INSTRUCTOR NOTE: When the thumb rocker switch on the dozer control lever is
moved to the PITCH FORWARD position, the TILT RIGHT solenoid controlled pilot
valve for the blade tilt control valve is ENERGIZED to send pump supply oil to the dual
tilt valve. When the thumb rocker switch on the dozer control lever is moved to the
RACK BACK position, the TILT LEFT solenoid controlled pilot valve for the blade tilt
control valve is ENERGIZED to send pump supply oil to the dual tilt valve.
NOTE: Machines equipped with dual tilt are also equipped with the Auto Blade Assist
(ABA) feature. Blade positions for ABA are LOAD, CARRY, and SPREAD (or DUMP).
All three of these functions automatically activate the dual tilt valve and the tilt control
valve and will PITCH FORWARD or RACK BACK the blade to preset positions. These
positions can be adjusted using Cat Advisor. Briefly, these three blade positions are
defined as:
- LOAD position is when the dozer blade is pitched slightly forward for an aggressive
cutting edge angle to LOAD the blade.
- CARRY position is when the dozer blade is racked back in a fully retracted, non-
aggressive cutting edge angle so that the blade tends to CARRY material.
- SPREAD position is when the dozer blade is pitched fully forward to quickly and cleanly
empty the dozer blade and SPREAD the material.
The blade may be raised and lowered manually during these automatic cycles without
interrupting the cycles.
09/05
D10T QUICK-DROP VALVE
From Blade To Blade

Lift Control Lift Control
Valve Valve
Rod End Head End
134
Quick-Drop Valve Operation

Two quick-drop valves are used on the D10T. One quick-drop valve is installed on top of each
blade lift cylinder. The quick-drop valves allow the bulldozer blade to drop rapidly to the ground
when the dozer control lever is moved forward to approximately 80% of the control lever
movement. The quick-drop valves help prevent cavitation in the head-ends of the blade lift
cylinders by directing rod end return oil into the head ends of the cylinders during quick-drop
mode. The quick-drop valves also help to minimize the pause time after the blade hits the ground
and before full down pressure is exerted. All oil flow to and from the blade lift cylinders must go
through the quick-drop valves.
The quick-drop valves are activated when a sufficient pressure difference occurs between the
cylinder rod end oil and the oil in the spring cavity. This pressure difference is caused by rod end
oil flow through an orifice in the quick-drop valve. The quick-drop valve is de-activated by high
pressure in the head end felt through a slot in the spool. The quick-drop valves help control four
functions of the bulldozer: RAISE, LOWER at slow speeds, rapid LOWER (quick-drop), and
LOWER with down pressure.
These are the same type of quick-drop valves used on the D10R machine.
09/05
QUICK-DROP VALVE
RAISE
Rod End
Inlet Passage
Small Large Valve Rod End
Orifice Orifice Spool Oil
To Blade From Blade

Valve Valve
Spring Head End Plunger
Chamber Oil
Head End
Inlet Passage
135
When the dozer control lever is moved from HOLD to a RAISE position, supply oil from the
dozer control valve enters the quick-drop valve through the rod end inlet passage. The oil flows
through the large orifice and is then directed to the rod end of the lift cylinder. A small amount
of oil also flows through the small orifice and fills the spring chamber behind the plunger. Oil
also flows through a small passage in the spool and fills the chamber at the right end of the
spool.
The pressure of the oil in the spring chamber adds to the force of the spring. The combined
pressure and spring force pushes the plunger to the right, against the valve spool. The force of
the plunger is greater than the oil pressure at the right end of the valve spool, so the spool
remains shifted to the right. This condition causes all the of oil entering the quick-drop valve to
be directed to the rod ends of the lift cylinders and all the of oil from the head ends of the lift
cylinders to return to the tank through the head end passage of the quick drop valve and then
through the dozer control valve.
09/05
QUICK-DROP VALVE
LOWER
Rod End
Inlet Passage
From Blade To Blade

Valve Valve
Chamber Oil
Head End
Inlet Passage
136
When the dozer control lever is moved to a BLADE LOWER position that is less than
approximately 80% of full lever travel, the lowering of the blade is controlled. The flow of oil
that can pass through the dozer control valve at any given spool position is a function of the
pressure difference across the spool and the temperature of the oil.
As stated earlier, the quick-drop valve is activated by high oil flow from the lift cylinder rod end
in combination with low lift cylinder head end pressure. For this reason, the actual position of
the control lever when the quick-drop valve is actuated can vary based on oil temperature and
the weight of the blade.
When the dozer control lever is moved to a controlled LOWER position, supply oil from the
dozer control valve enters the quick-drop valve through the head end inlet and flows through the
passage to the head end of the lift cylinders.
The oil being forced from the rod end of the cylinders returns through the quick-drop valve and
then through the dozer control valve to the tank. Because of the weight of the blade and the
resistance to oil flow through the quick-drop valve and the control valve, the pressure of the rod
end oil may be higher than that of the head end oil.
09/05
The flow of cylinder rod end oil through the quick-drop valve's large orifice and also through its
small orifice (into the spring chamber) is not high enough to create a large pressure difference
between the oil in the rod end inlet passage and the oil behind the plunger. The spring force and
oil pressure in the spring chamber is still greater than the oil pressure at the right of the spool.
This keeps the plunger and the valve spool shifted to the right and all of the oil leaving the rod
end of the lift cylinder returns through the dozer control valve to the hydraulic tank.
09/05
QUICK-DROP VALVE
QUICK-DROP
Rod End
Inlet Passage
From Blade To Blade

Valve Valve
Chamber Oil
Head End
Inlet Passage
137
When the dozer control lever is moved forward to a position that exceeds approximately 80% of
lever travel and the blade is raised above the ground, the cylinder head end pressure is lower
than the rod end pressure, and the quick-drop valve is activated. The blade will drop very
rapidly until it contacts the ground. The oil flow for a quick-drop is the same as the controlled
lower except that some of the oil leaving the rod end of the lift cylinder is directed into the head
end of the cylinder.
When the flow of rod end oil through the large orifice is high enough, the large orifice restricts
the oil flow to the dozer control valve. The pressure of the oil flowing through the small orifice
into the spring chamber is the same pressure as the oil returning to the dozer control valve. This
creates a large pressure differential between the rod end oil at the right end of the valve spool
and the combined oil pressure and spring force at the left end of the plunger. The valve spool
and plunger will shift to the left and permit oil leaving the rod end to supplement the supply oil
filling the head end of the lift cylinders.
As stated earlier, during a rapid blade drop, the rod end pressure will be higher than the head end
pressure due to the blade weight. The resulting pressure differential and valve movement allows
the rod end oil to flow to the head end of the cylinder and helps minimize cylinder voiding.
09/05
QUICK-DROP VALVE
LOWER WITH DOWN PRESSURE
Rod End
Inlet Passage
From Blade To Blade

Valve Valve
Chamber Oil
Head End
Inlet Passage
138
When down pressure must be applied to the blade, the operator moves the dozer control lever
forward to the LOWER position. High pressure supply oil from the dozer control valve flows
into the quick-drop valve through the head end inlet passage and is sent to the head end of the
lift cylinders.
At the same time, this high pressure supply oil fills the chamber at the left end of valve spools.
The head end pressure of the supply oil increases as the resistance to downward movement
increases. The flow of oil from the rod end of the lift cylinder is near tank pressure, as is the
pressure of the oil at the right end of the valve spool. The flow of oil returning through the large
orifice and the oil returning to the dozer control valve are also near tank pressure. This causes
the oil pressure in the spring chamber at the left end of the plunger to also be near tank pressure.
Since the pressure in the chamber at the left end of the valve spool is greater than the pressure at
the right end, the valve spool shifts to the right. The pressure at the right end of the plunger is
less than the combined pressure and spring force at the left end of the plunger, so the plunger is
shifted to the left against the force of the spring. In this condition, all of the oil from the dozer
control valve is then sent to the head end of the lift cylinders and all the rod end oil is returned
through the dozer control valve to the tank.
09/05
139
AutoCarry
For machines equipped with AutoCarry, there are three major components included in the
implement system (not including software and wiring harnesses). These components are:
- dozer lift cylinder position sensor (right lift cylinder only)
- dynamic inclination sensor
- ground speed radar
The illustration above shows the lift cylinder position sensor (1) installed on the top of the right
dozer lift cylinder. This sensor provides a feedback signal to the Implement ECM. The
Implement ECM uses this information to determine how much the lift cylinder piston moves
when cylinder movement is automatically commanded by the Implement ECM during the
CARRY segment of the AutoCarry cycle.
The wiring harness for the position sensor is attached at the connector (2). The lift cylinder
position sensor replaces the right quick-drop valve. The oil from both lift cylinders passes
through the quick-drop valve when the quick-drop mode is invoked.
There is a calibration routine for the lift cylinder position sensor. It may be performed by
accessing the Blade Calibrations within the Service option of Cat Advisor, or by using Cat ET.
09/05
140
3 141
A dynamic inclination sensor (1) is another component present on machines equipped with
AutoCarry. The dynamic inclination sensor (illustration No. 140) is installed to the left of the
EH pilot manifold, on top of the main case. The dynamic inclination sensor determines the
angle of incline on which the machine is operating. It transmits that information to the
Implement ECM. This data is used when determining blade height adjustments during the Carry
segment of the AutoCarry cycle.
Also present on machines with AutoCarry is the Ground Speed Radar (2), as shown in
illustration No. 141. This component is mounted to a bracket that is attached to the bottom of
the drive shaft guard. The radar senses actual ground speed through an opening in the bottom
guard (3).
09/05
The ground speed signal is sent to the Implement ECM. Actual ground speed is compared to the
target ground speed (considering torque converter output speed and the slope on which the
machine is operating). This information is used by the Implement ECM when making blade
height adjustments during the "Carry" segment of the AutoCarry cycle, ensuring maximum
dozing cycle efficiency. Ground speed is compared to the "target speed" during the CARRY
segment of the AutoCarry cycle.
The Implement ECM calculates "Target speed" by considering the following variables:
- the torque converter output speed sensor (from the Power Train ECM);
- the angle of inclination on which the machine is operating (from the dynamic inclination
sensor); and
- the Load Factor setting (which is an "offset" in Cat Advisor that the operator can adjust to
allow for a larger or smaller load in the blade).
All of this information is used by the Implement ECM (which contains the AutoCarry software)
to make automatic adjustments to blade height during the CARRY segment of the AutoCarry
cycle.
If the Implement ECM determines that the actual ground speed has fallen below the target
ground speed (within a certain percentage), the Implement ECM will automatically operate the
blade lift control valve to raise and/or lower the blade until the target speed is once again
attained. This strategy ensures that the optimum amount of material is kept in the blade during
the CARRY segment. AutoCarry results in improved efficiency when pushing material over
long distances, and ensuring maximum dozing cycle efficiency. (Dozing cycle efficiency refers
to the amount of material moved per gallon of fuel consumed.)
NOTE: During the AutoCarry cycle, the transmission operation will be limited to
FIRST GEAR FORWARD and FIRST GEAR REVERSE.
09/05
142
The diverter valve (1) is a component that is present on the D10T if the machine is equipped
with AutoCarry. It is mounted to the front of the main case, to the right of the drive shaft.
The diverter valve is solenoid operated. Its purpose is to divert all of the pump flow from the
large (front) section of the implement pump (lift pump) back to the tank during the CARRY
segment of the AutoCarry cycle. The purpose of this strategy is to prevent overheating the
hydraulic oil when using AutoCarry.
The Implement ECM constantly makes automatic adjustments to the blade height during the
CARRY segment. The combined flow of both the lift pump and the tilt pump creates too much
heat in the hydraulic system when the dozer valve is being constantly manipulated during the
CARRY segment of the AutoCarry cycle. Only the tilt pump is supplying oil to the dozer valve,
with all the flow from the lift pump diverted to the tank. The reduced flow through the dozer
valve during automatic valve manipulation creates less heat in the hydraulic oil system.
The diverter valve solenoid (2) and a pressure test port (3) for HPD3 are located on the front of
the diverter valve. The HPD3 pressure test port will allow the serviceman to test the hydraulic
oil pressure in the lift pump circuit when the solenoid is either energized or de-energized. When
the diverter valve solenoid is DE-ENERGIZED, HPD3 pressure should be equal to HPD1.
09/05

BLADE RAISE - AUTO CARRY DIVERTER VALVE ACTIVE
Typical
for All
Left Tilt Left Lift Right Lift
Right Tilt RE
Cylinder Cylinder Cylinder
Quick-drop Cylinder
Valve
Dual Tilt Valve
HE Pilot Filter
Lift and Tilt
Cylinders
Lift Cylinder
Single Tilt
Position Sensor
(S2) Dead Electric
Pitch
(S1)
Resolver
Network
HPS
Dump HPRV Valve
Valve
HPDR
Lift Blade
HPDL
Relief Raise Tilt
Valve Left Pressure Reducing
Dozer Blade Blade Manifold
HPTL
Shuttle
Dump Demand Fan Pump
Valve Tilt
Relief Tilt Right Tilt Left
HPRL Demand Fan Mot or
Ripper Ripper
HPRR Raise Lower
Demand
Return from Supply
HPSO Out In
Hydraulic
Oil Cooler
HFMI
Ripper Ripper HFPD

Valve Warming
Valve HPD2
HPD1
Ripper Diverter HPD3
Lift Valve
RATAAC RATAAC
Control
Valve
Ripper
Tip
Vacuum
Valve
Group S¥O¥S

143
The AutoCarry cycle has six distinctive segments that position the blade height and blade pitch
automatically. The segments are invoked by pushing the left yellow button on the dozer control
lever and/or by shifting the transmission from FORWARD to REVERSE and back to
FORWARD. These six AutoCarry segments are:
- READY TO CARRY (blade is pitched to the LOAD position - aggressive cutting angle)
- CARRY (blade is racked back to the CARRY position - less aggressive cutting angle)
- SPREAD (blade automatically pitches all the way forward to DUMP the blade contents)
- READY TO RETURN (blade pitch all the way forward and is at the end of stroke)
- RESETTING (blade raises to top of lift cylinder stroke during REVERSE direction)
- RETURN (blade height returns to ground level and pitches forward to LOAD position)
During the CARRY segment, the Implement ECM constantly makes numerous automatic
adjustments to the blade height due to changes in the operating incline and variations in ground
speed. The combined flow of both the lift pump (front section) and the tilt pump (middle
section) creates too much heat in the hydraulic system when the dozer valve is being constantly
manipulated. This is due to the high volume of oil that flows through the dozer lift circuit, the
orifice effect of the blade lift spool when it opens and closes, and the flow of oil through
passages to the dump valve and other components in the dozer control valve.
09/05
The diverter valve helps reduce heat by dumping the entire flow from the lift pump directly back
to the hydraulic oil tank.
Illustration No. 143 shows the implement hydraulic system in a condition during the CARRY
segment when the Implement ECM is commanding an automatic BLADE RAISE function.
When the blade is in the LOAD position and the operator determines that the blade is full of
material, the operator must push the left yellow button on the dozer control lever to invoke the
CARRY segment of the AutoCarry cycle. The Implement ECM will then automatically rack the
blade back to the preset CARRY position. In this position, the cutting angle of the blade is less
aggressive and will serve to push the material already in the blade. The Implement ECM will
then automatically make adjustments to the blade height in order to compensate for changes in
ground slope and when the actual ground speed falls below the target ground speed.
When the Implement ECM initiates the CARRY segment of the AutoCarry cycle, it also
energizes the solenoid operated pilot valve on the diverter valve. The pilot valve then directs
pilot oil to the bottom of the pilot operated diverter valve spool, shifting it up against the spring.
In this position, the diverter valve spool directs the flow of high pressure oil from the lift pump
back to the hydraulic oil tank. The diverter valve spool also blocks the flow of oil from the
dozer lift circuit that is now filled with oil exclusively by the tilt pump, through the open-center
tilt valve spool.
When the next segment in the AutoCarry cycle is invoked, the pilot valve solenoid on the
diverter valve is DE-ENERGIZED and normal pump flow and operation of the dozer lift circuit
is resumed.
09/05
CATERPILLAR MONITORING AND DISPLAY SYSTEM COMPONENTS
Key St art
Swit ch
Implement Power
J2 J1 J2 J1
Engine J2 J1
ECM Train
ECM
ECM Product
Link
CAN A Dat a Link
CAT Dat a Link

15 20
AUTO
10 25
X1 0 0
5 n/ min 30
Implement CAN C 0 35
Cont rol Dat a Link

2 .3
1 3 2 .1
1F
Syst ems CAN B
( )
AccuGrade Inst rument
Dat a Link Advisor
Aut oCarry Clust er Comm
CAES Adapt er II
Fuel Level Sensor
Rear Act ion Alarm

Act ion Lamp ET
Alt ernat or
( R-Terminal)
144
ELECTRICAL SYSTEM
The illustration above shows a graphical representation of the The Caterpillar Monitoring and
Display System for the D10T Track-type Tractor. The hardware components in the system
include Cat Advisor, the instrument cluster, the Engine ECM, the Implement ECM, the Power
Train ECM, the Action Alarm, the rear Action Lamp, and various switches, sensors and senders.
The illustrations on the following pages show the engine, the power train, and the implement
electrical systems. They also identify all of the switches, the sensors, the senders, and the
solenoids that are the input and the output devices used in each system. Depending on how the
machine is equipped, some or all of these devices may be present. Also shown in these
illustrations is the means by which these components and systems communicate with each other
and how the information from the input and output devices is shared between systems.
Communication of information on standard machines occurs through the Cat Data Link, the
CAN A Data Link (high speed), or the CAN C Data Link (high speed)
With AutoCarry, CAES (Computer Aided Earthmoving System), or other automated

earthmoving attachments, the D10T will also include a CAN B Data Link (shown in dashed
lines) that connects these systems to the machine electrical system. The CAN D Data Link (not
shown) is used within the CAES or other automated earthmoving system, for communications
between the components within these automated earthmoving system.
09/05
TTT ENGINE ELECTRICAL SYSTEM

C2 7 ACERT ENGINE
Key St art Swit ch

Pre-lube
J2 J1 Relay
Engine
ECM
CAN A Dat a Link

CAN A Dat a Link
CAT Dat a Link Advisor
CAT Dat a Link
Right Int ake Air Secondary Fuel Filt er

Pressure Sensor Pressure Swit ch Inject or No. 7 Inject or No. 1
Left Int ake Air Coolant

Pressure Sensor Flow Swit ch Inject or No. 8 Inject or No. 2
Int ake Manifold Coolant

Inject or No. 9 Inject or No. 3
Air Temp. Sensor Temp. Sensor
Engine Oil Fuel Pressure Inject or No. 1 0 Inject or No. 4

Pressure Sensor Sensor
Inject or No. 1 1 Inject or No. 5

High / Low
Idle Swit ch
Decelerat or Inject or No. 1 2 Inject or No. 6
Posit ion Sensor Fuel Temp.
Sensor
Cam Turbo Inlet Fan Pump

Speed / Timing Pressure Cont rol Solenoid
Sensor Sensor
Et her Aid
Crank Demand Fan Solenoid
Speed / Timing Pump Pressure
Sensor Sensor
Fan Bypass
Solenoid
Crank wit hout At mospheric ( At t achment )
Inject Plug Pressure Sensor
Fan Reversing
Timing Reversing Valve Solenoid
Calibrat ion Fan Swit ch ( At t achment )
Probe ( At t achment )
INPUT COMPONENTS OUTPUT COMPONENTS
145
Shown above is an illustration of the electrical system for the C27 ACERT engine used in the
D10T Track-type Tractor.
The Engine ECM considers only the engine coolant temperature as an input for controlling the
hydraulic demand fan.
To view the status of all the engine components shown above using Cat Advisor:
- select the "Service" option from the Home Menu to display the Service Menu
- select "System Status" from the Service Menu to display the System Status Menu
- select "Engine" from the System Status Menu
- use the ARROW buttons to page through the list of components
Cat ET may also be used to view the status of these components.

Since the timing calibration probe is permanently installed in the flywheel housing, the
serviceman need only invoke the timing calibration routine using Cat ET to perform that
operation.
09/05
D1 0 T TTT POWER TRAIN ELECTRICAL SYSTEM
Key St art Swit ch
J2 J1 J2 J1
Engine Power Train
ECM ECM
CAN A Dat a Link

Advisor
CAT Dat a Link CAT Dat a Link
Transmission Reverse Clut ch

Trans. Charge Filt er Transmission Service Brake ( Solenoid No. 1 )
Bypass Swit ch Out put Speed Posit ion Sensor
Sensor No. 1 Transmission Forward Clut ch
Secondary ( Solenoid No. 2 )
Transmission Brake Swit ch
Out put Speed Transmission Third Gear Clut ch
Torque Convert er Sensor No. 2 ( Solenoid No. 3 )
Oil Temp. Sensor Aut oShift
Swit ch Transmission Second Gear Clut ch
Torque Convert er
( Solenoid No. 4 )
Out put Speed
Sensor Aut o Kickdown
Transmission First Gear Clut ch
Trans. Cont rols Swit ch
( Solenoid No. 5 )
Temp. Sensor
( Filt er) Left St eering Clut ch
Left FTC Lever Solenoid Valve
Posit ion Sensor Right FTC Lever
Posit ion Sensor Left Brake
Solenoid Valve
Forward
Swit ch F-N-R Right St eering Clut ch
Posit ion Sensor Solenoid Valve
Reverse Right Brake
Swit ch Solenoid Valve
Upshift
Swit ch Secondary Brake
Crank Parking Brake Solenoid Valve
Speed / Timing Swit ch
Sensor Downshift Parking Brake
Finger Tip Control Swit ch Solenoid Valve
Harness Code Plug Back-up Alarm

Locat ion Code
146
Shown above is an illustration of the electrical system for the D10T Track-type Tractor power
train system.
The Power Train ECM determines engine lug and torque curves by comparing engine speed data
to the torque converter output speed data. The Power Train ECM uses this information to
determine when to automatically downshift the transmission for the Auto KickDown feature.
Since the D10T does not have an engine output speed sensor, the primary (crankshaft)
speed/timing sensor provides engine speed data to the Engine ECM, which shares that data with
the Power Train ECM through the CAN A Data Link.
To view the status of all the power train components shown above using Cat Advisor:
- select the "Service" option from the Home Menu to display the Service Menu
- select "System Status" from the Service Menu to display the System Status Menu
- select "Powertrain" from the System Status Menu
- use the ARROW buttons to page through the list of components
Cat ET may also be used to view the status of these components. Calibrations for the power
train system (transmission, brakes, etc.) may be performed through the Advisor panel, or by
using Cat ET.
09/05
D1 0 T IMPLEMENT HYDRAULICS ELECTRICAL SYSTEM
_
+
Key St art Swit ch
J2 J1 J2 J1 J2 J1
Implement
Engine Power Train
Hydraulics
ECM ECM ECM
CAT Dat a Link Advisor

CAN A Dat a Link
Lift Pump Tilt Pump

Pressure Sensor Pressure Sensor PCO Valve Blade Raise
Blade Raise / Lower Solenoid Solenoid
Posit ion Sensor
( Forward / Rearward) Implement Hydraulic Oil
Lockout Temp. Sensor
Swit ch
Blade Tilt Blade Tilt Right Blade Lower
Posit ion Sensor Solenoid Solenoid
( Left / Right )
Aut o Blade Harness Code Plug
Assist Swit ch Locat ion Code
Blade Mode ( At t achment )
Select Swit ch Blade Tilt Left Shank In
( Left Push-But t on) Solenoid Solenoid
Crank Speed Torque Convert er Aut o Carry
Ground Speed
Sensor Out put Speed Swit ch
Radar
Sensor Blade Manual ( At t achment )
Select Swit ch
Dual Tilt
INPUT COMPONENTS ( Right Push-But t on) Shank Out
Solenoid
Right Lift Cylinder Solenoid
Hydraulic Oil Filt er ( At t achment )
Posit ion Sensor
Bypass Swit ch
Dual/ Single Tilt Toggle ( At t achment )
Trigger Swit ch
Ripper Tip In / Out
Ripper Aut o St ow Divert er Valve Ripper Raise
Posit ion Sensor
Swit ch Solenoid Solenoid
Blade Pit ch / Angle ( Cont rol Handle)
Posit ion Sensor
( Thumb Swit ch) Ripper Raise / Lower
Blade Control Posit ion Sensor Ripper Control
Lever ( Cont rol Handle) Handle Implement Lockout Ripper Lower
Solenoid Solenoid
147
Shown above is an illustration of the electrical system for the D10T Track-type Tractor
implement hydraulic system.
The Implement ECM requires torque converter output speed data to determine track speed, if the
machine is equipped with AutoCarry. Track speed is determined by a calculation using torque
converter output speed sensor data. The Power Train ECM monitors this sensor and shares this
information with the Implement ECM through the CAN A Data Link. The Implement Lockout
switch is automatically DE-ENERGIZED by the Implement ECM when engine speed is below
900 rpm. The Engine ECM shares the engine speed information (from the crank speed/timing
sensor) with the Implement ECM to accomplish this strategy.
To view the status of all the implement hydraulic system components shown above using Cat
Advisor:
-select the "Service" option from the Home Menu to display the Service Menu
-select "System Status" from the Service Menu to display the System Status Menu
-select "Implement" from the System Status Menu
-use the ARROW buttons to page through the list of components
Cat ET may also be used to view the status of these components.
09/05
148
CONCLUSION
This presentation has discussed locations of components and the systems operation of the
engine, the cooling system, the power train, the implement hydraulics, the electrical system, and
the Caterpillar Monitoring and Display System (Advisor) for the D10T Track-type Tractor.
When used in conjunction with the Service Manual and the STMG 790, "Caterpillar Monitoring
and Display System with Advisor for Track-type Tractors," the information in this package will
help the serviceman analyze problems in any of the major systems of the D10T Track-type
Tractor.
09/05
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, Signal or Torque Converter Oil
Cat Yellow - (Restricted Usage) Orange / White Stripes - Reduced Pilot, Signal or
Identification of Components TC Oil Pressure
within a Moving Group
Orange / Crosshatch - 2nd Reduction in
Brown - Lubricating Oil Pilot, Signal or TC Oil Pressure
Green - Tank, Sump, o r 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.
03/05
SERV1800-01 CHANGES LISTING
The following list outlines the changes made to the original SERV1800 document that was
published in March, 2005. Some corrections/additions have been made to graphics, some to
callouts, and some to text explanations. Two extra pages have been inserted also, due to
lengthened text explanations.
PAGE # CHANGE
8 Text explanation
9 Text - callout
11 Text - callout
12 Text - callout
23 Graphic No. 15
41 Text - callout
46 Text page added
55 Text (spelling)
71 Graphic No. 56
73 Graphic No. 57
74 Graphic No. 58
75 Graphic No. 59
78 Graphic No. 60
80 Graphic No. 61
81 Graphic No. 62
91 Graphic No. 73
97 Text explanation
99 Graphic No. 80
110 Text explanation
111 New page inserted - text explanation continued from page 109
112 Text explanation (was page 110)
113 Text explanation and graphic No. 89 (was page 111)
118 New page added (Instructor Note)
130 Text - Note added (was page 127)
145 Text - callouts (was page 142)
149 Graphic No. 114 (was page 146)
154 Text (was page 151)
09/05
PAGE # CHANGE
SERV1800 - 198 - Visual List
09/05
VISUAL LIST
1. Title slide 42. Oil coolers and coolant flow switch
2. Operator compartment view 43. Timing calibration probe
3. Left console controls - front view 44. Front gear train - cover removed
4. Left console controls - overhead view 45. Rear gear train - cover removed
5. Right console 46. Turbo oil and coolant lines
6. Dozer control lever 47. Fuel heater
7. Ripper control handle 48. Fuel level sensor
8. Machine function switches - right console 49. Fuel system schematic
9. Fuse panel and Cat ET comm port 50. Engine air system components
10. HVAC and wiper/washer controls 51. Cooling system schematic
11. Dash 52. Cooling system components
12. Brake pedal and decelerator pedal 53. Hydraulic oil cooler
13. Power Train and Implement ECMs 54. Fan and hydraulic demand fan motor
14. Monitoring system components view 55. Coolant fill tube/cap and sight glass
15. Monitoring system components ID 56. Standard fan system schematic - Max speed
16. Instrument cluster ID 57. Standard fan system schematic - Min speed
17. Advisor panel 58. Fan pump color cutaway - Max fan speed
18. Advisor panel components ID 59. Fan pump color cutaway - Min fan speed
19. Advisor Start-Up screen 60. Fan system schematic - fan reverse/bypass
20. Advisor warning screen 61. Fan system schematic- fan reverse active
21. Advisor Performance 1 of 2 screen 62. Fan system schematic- fan bypass active
22. Advisor Performance 2 of 2 screen 63. Fan pump components ID and location
23. C27 ACERT engine section title slide 64. Fan motor components ID and location
24. C27 left side engine view 65. Fan reversing/bypass valve location and ID
25. C27 right side engine view 66. RATAAC system schematic
26. Primary fuel filter 67. RATAAC components - hood top
27. Fuel transfer pump and pressure regulator 68. RATAAC components - under hood
28. Secondary fuel filter components ID 69. RATAAC heat exchanger cores
29. Engine oil filters 70. RATAAC pump and fan speed control valve
30. Engine sensors - overhead engine view 71. Power train component location diagram
31. Primary (crank) speed/timing sensor 72. Power Train Electronic Control System
32. Starter (left side) and block heater element 73. Power train hydraulic schematic
33. Engine oil ecology drain valve 74. Power train major components location
34. Engine pre-lube pump 75. Power train oil pump
35. Electrical disconnects 76. Power train filters, brake valve location
36. Ether aid and solenoid 77. Transmission charge filter components
37. C27 engine front view 78. Torque converter charge filter components
38. A4 Engine ECM 79. Rear power train pressure test ports
39. Engine oil pressure sensor - cam sensor 80. TC inlet relief valve/lube distribution man.
40. Turbo inlet pressure sensor 81. Torque converter inlet relief valve operation
41. Crank Without Inject connector/plugs 82. Torque divider and components ID/location
SERV1800 - 199 - Visual List
09/05
VISUAL LIST
83. Torque divider cutaway 124. Tilt control valve cutaway - tilt left
84. Torque converter outlet relief valve 125. Hydraulic schematic - tilt left/dual tilt
85. Torque converter outlet relief valve operation 126. Ripper valve cutaway - ripper raise
86. Power train oil coolers 127. Hydraulic schematic - ripper raise
87. Power shift trans. - removed from case 128. Hydraulic schematic - ripper shank in
88. Transmission output speed sensors 129. Ripper valve cutaway - shank in
89. Transmission modulating valve operation 130. Dual tilt valve component ID
90. Transmission main relief valve operation 131. Dual tilt valve cutaway (dual tilt right)
91. Transmission main relief valve 132. Dual tilt valve cutaway (single tilt right)
92. Power shift transmission cutaway 133. Dual tilt valve cutaway (blade pitch fwd.)
93. Electronic steering/brake control valve 134. Quick-drop valve circuit (schematic)
94. Steering/brake control valve cutaway 135. Quick-drop valve cutaway (dozer raise)
95. Steer/brake valve operation - released 136. Quick-drop valve cutaway (dozer lower)
96. Steer/brake valve operation - engaged 137. Quick-drop valve cutaway (quick-drop)
97. Steer/brake valve operation - park engaged 138. Quick-drop valve cutaway (down pressure)
98. Steer/brake valve operation - grad. rt. turn 139. Lift cylinder position sensor
99. Steer/brake valve operation - sharp rt. turn 140. Dynamic inclination sensor
100. Power train oil fill tube and dipstick 141. Ground speed radar
101. Power train breather location 142. AutoCarry diverter valve
102. Brake lube/brake pressure taps (final drive) 143. Hydr. schem. - AutoCarry active-blade raise
103. Brake pedal position sensor 144. Monitoring system/electrical schematic
104. High-Speed power train oil change port 145. C27 engine electrical components
105. Ripper pin puller solenoid and valve 146. Power train electrical components
106. Imp. hydraulic system component location 147. Implement hydraulics electrical components
107. Implement hydr. - major components ID 148. D10T rear view - conclusion
108. Hydraulic oil tank component ID
109. Implement pump component ID
110. Dozer valve components ID
111. Ripper valve components ID
112. Hydraulic oil cooler bypass valve location
113. Pressure reducing manifold compon. ID
114. Pressure reducing manifold schematic
115. Pilot oil filter location and ID
116. EH pilot manifold location and ID
117. EH pilot manifold operation
118. Dozer control valve cutaway - front view
119. Dozer control valve cutaway - side view
120. Hydraulic schematic - blade raise
121. Hydraulic schematic - blade float
122. Dozer control valve cutaway - front float
123. Hydraulic schematic - tilt left/single tilt
SERV1800 - 200 - Handout No. 1
09/05
Engine System Components Identification

Directions: Use this sheet to take notes during the presentation. During the lab exercise, use
this sheet as a checklist when locating and identifying the components.
Engine Components
____ Primary and Secondary fuel filters ____ Alternator
____ Electric fuel priming pump and switch ____ Ether injection control solenoid
____ Fuel transfer pump ____ Intake manifold air pressure sensors (2)
____ Engine oil fill tube and dipstick ____ Atmospheric air pressure sensor
____ Engine oil filters ____ Intake manifold air temperature sensor
____ Engine oil S•O•S test port ____ Fuel temperature sensor
____ Engine oil pressure test port ____ Fuel pressure sensor
____ Engine oil pressure sensor ____ Fuel filter differential pressure switch
____ Engine pre-lube motor and pump ____ Turbo inlet pressure sensor
____ Engine oil cooler ____ "Crank-without-Inject" connector/plug
____ Air filters ____ Primary (crank) speed/timing sensor
____ Turbochargers ____ Secondary (cam) speed/timing sensor
____ AMOCS radiator and shunt tank ____ Starter
____ Engine coolant S•O•S test port ____ Coolant temperature sensor
____ Jacket water pump ____ Coolant flow switch
____ Temperature regulator housing ____ Timing calibration probe
____ Main electrical disconnect switch ____ Block heater element
____ Starter Disconnect switch ____ Block heater AC power receptacle
____ A4 Engine ECM ____ Auxiliary start receptacle

09/05
Cooling System and Demand Fan System Components Identification

Directions: Use this sheet to take notes during the presentation. During a lab exercise, use this
sheet as a checklist when locating and identifying the components.
Cooling System Components Demand Fan System Components
____ Engine oil cooler ____ Hydraulic demand fan pump
____ Power train oil coolers ____ Fan pump control valve
____ Jacket water pump ____ Fan pump pressure control solenoid
____ AMOCS radiator cores ____ Fan pump discharge pressure sensor
____ Water temperature regulator housing ____ Hydraulic Fan Pump Discharge pressure
test port (HDFP)
____ Coolant shunt tank
____ Fan motor
____ Coolant fill tube and cap
____ Fan reversing/bypass valve (if equipped)
____ Coolant level sight glass
____ Manual fan reversing switch (if equipped)
____ Cooling system drain valve
____ Engine coolant temperature sensor
____ RATAAC cores
____ A4 Engine ECM
____ RATAAC fan motor
____ RATAAC fan pump
____ RATAAC fan speed control valve
____ Hydraulic Fan Pump Discharge pressure

test port (HFPD)
____ Hydraulic Fan Motor Inlet pressure test

port (HFMI)
09/05
Power Train Components Identification

Power Train Components Power Train Pressure Test Ports
____ Power Train ECM ____ Torque converter outlet relief pressure
test port (N)
____ Power train oil pump
____ Cooler Lube pressure test port (CL)
____ Power train oil fill tube and dipstick
____ Power train system lube pressure (L1)
____ Power train lube distribution manifold
____ Lube distribution manifold pressure (L2)
____ Torque converter inlet relief valve
____ Torque converter inlet relief (supply)
____ Torque converter outlet relief valve pressure test port (M)
____ Torque converter outlet temp. sensor ____ Transmission main relief pressure test
port (P)
____ Power train oil coolers
____ Transmission pump pressure test port (TP)
____ Transmission charging filter
____ Power train oil S•O•S port
____ Torque converter charging filter
____ Right brake lube pressure test port (LB2)
____ Power train oil temperature sensor (sump)
____ Left brake lube pressure test port (LB1)
____ Power train oil filter bypass switch
____ Brake and steering clutch pressure test ports
____ Torque converter output speed sensor (B1/B2/C1/C2)
____ Electronic steering/brake control valve ____ Right brake pressure test port (B2 - at
final drive)
____ Service brake pedal position sensor
____ Right clutch pressure test port (C2 - at
____ Parking brake switch final drive)
____ Left and right steering lever position ____ Left brake pressure test port (B1 - at
sensors (FTC control lever sensors) final drive)
____ Left clutch pressure test port (C1 - at

final drive)
09/05
Hydraulic System Components Identification

Implement Hydraulic Components Implement Hydraulic Pressure Test Ports

____ Hydraulic oil tank ____ Lift pump pressure test port (HPD1)
____ Hydraulic oil fill tube and sight glass ____ Tilt pump pressure test port (HPD2)
____ Implement return oil filters (2) ____ Hydraulic Fan Pump Discharge pressure
test port (HFPD)
____ Implement pump
____ Pilot supply pressure test port (HPS)
____ Pressure reducing manifold
____ Pilot pressure test ports (9 ports, at EH
____ EH pilot manifold pilot manifold)
____ Implement lockout solenoid valve ____ Hydraulic oil S•O•S (fluid sampling) port
____ "Dead Electric" lower valve
____ Pilot oil filter
____ Dozer control valve
____ Ripper control valve
____ Lift pump pressure sensor
____ Tilt pump pressure sensor
____ Quick-drop valves
____ Dual tilt valve (if equipped)
____ Fan reversing valve (if equipped)
____ Implement ECM
____ Hydraulic oil cooler and bypass valve
____ Hydraulic oil temperature sensor

SERV1800 - 204 - Handout No. 5A
09/05
MACHINE SYSTEMS POSTTEST

Using any of the provided classroom materials, demonstrate your knowledge of the various
machine systems by circling the BEST ANSWER for each of following questions.
The C27 ACERT Engine
1. The atmospheric pressure sensor is used:
A. to calculate boost pressure and air filter restriction
B. to determine ambient air pressure and as a reference for all other engine pressure sensors
C. to calculate gauge pressure for engine oil and fuel
D. all of the above answers (A, B, and C)
E. answers A and C
2. The intake manifold air pressure sensor is used to:
A. calculate boost pressure
B. determine air filter restriction
C. determine RATAAC restriction
D. all of the above
3. The turbo inlet air pressure sensor is used to:
C. determine turbocharger failure
D. answers A and B
4. The fuel transfer pump:
A. draws fuel from the secondary fuel filter
B. draws fuel from the primary fuel filter
C. maintains fuel system pressure
D. provides fuel flow through the entire fuel system
E. answers A, C, and D
F. answers B and D
5. The fuel pressure regulator:
A. maintains fuel system pressure
B. is positioned between the fuel injectors and the fuel tank
C. is positioned between the fuel injectors and the fuel transfer pump
D. answers A and B
E. answers A and C
6. The primary (crank) speed/timing sensor:
A. provides engine speed information to the Engine ECM
B. provides engine speed information to the Power Train ECM
C. is used to calculate shifting points for the Auto KickDown shifting strategy
E. answers A and B
SERV1800 - 205 - Handout No. 5B
09/05
MACHINE SYSTEMS POSTTEST (continued)

The Hydraulic Demand Fan System

7. The sensors (inputs) used to control the hydraulic demand fan are:
A. intake air temperature, coolant temperature, and fan pump discharge pressure
B. intake air temperature and fan pump discharge pressure
C. coolant temperature and fan pump discharge pressure
D. hydraulic oil temperature, intake air temperature, coolant temperature, and fan pump
discharge pressure
8. When controlling the hydraulic demand fan, the Engine ECM:
A. sends maximum current to the fan pump control solenoid to produce minimum speed
B. sends minimum current to the fan pump control solenoid to produce maximum speed
C. sends maximum current to the fan pump control solenoid to produce maximum speed
D. sends minimum current to the fan pump control solenoid to produce minimum speed
E. answers A and B
F. answers C and D
9. The hydraulic demand fan may be shut OFF by:
A. disconnecting the fan pump control solenoid
B. using the Cat Advisor Configuration screen to turn fan control OFF
C. using the Cat ET Configuration screen to turn fan control OFF
D. answers B and C
E. answers A and C
F. none of the above
10. Maximum fan speed (high pressure cutoff) can be attained by:
D. answers A and B
E. answers A and C
SERV1800 - 206 - Handout No. 5C
09/05

The Power Train System
11. The Torque Converter Inlet Relief Valve:

A. limits the maximum oil pressure to the torque converter
B. limits the maximum oil pressure in the torque converter
C. protects the components in the torque converter when the oil is cold
D. answers A and C
E. answers B and C
12. The Torque Converter Outlet Relief Valve:
A. ensures a constant oil pressure to the torque converter
B. maintains a constant maximum oil pressure inside the torque converter
C. maintains a constant minimum oil pressure inside the torque converter
D. limits the maximum temperature inside the torque converter
E. answers C and D
13. The Transmission Main Relief Valve maintains the oil pressure:
A. for the operation of the transmission
B. for the operation of the torque converter
C. for the operation of the steering clutches and the brakes
D. all of the above answers
E. answers A and C
14. The steering clutches are:
A. spring applied and hydraulically released
B. hydraulically applied and spring released
C. hydraulically applied and hydraulically released
15. The brakes are:
16. When the service brakes are FULLY APPLIED (ENGAGED) using the service brake pedal:
A. the proportional brake valve solenoids are DE-ENERGIZED and the secondary brake
valve solenoid is ENERGIZED
B. the proportional brake valve solenoids are ENERGIZED and the secondary brake valve
solenoid is DE-ENERGIZED
C. the proportional brake valve solenoids are DE-ENERGIZED and the secondary brake
valve solenoid is DE-ENERGIZED
D. the proportional brake valve solenoids are ENERGIZED and the secondary brake valve
solenoid is ENERGIZED
E. none of the above answers
SERV1800 - 207 - Handout No. 5D
09/05

Using any of the provided classroom materials, demonstrate your knowledge of the implement
system by entering the letter of the BEST ANSWER for each of the implement system
components listed at the left.
The Implement Hydraulic System
____ Hydraulic oil tank A. Direct the flow of high pressure pump supply
oil to the implement cylinders.
____ Implement pump
B. Ensures that clean oil is delivered to the
solenoid controlled pilot valves.
____ Pressure reducing manifold
C. Opens to bypass the cooler when the hydraulic
____ Implement lockout solenoid valve oil is cold and closes when the hydraulic oil is
warm to direct oil through the cooler.
____ Pilot oil filter
D. Provides oil flow through the entire hydraulic
____ Dozer and ripper control valves system for the operation of the implements.
E. ENERGIZED by the Implement ECM to direct
____ Lift dump valve pilot pressure oil to move an implement control
valve spool.
____ Tilt dump valve
F. Receives signals from implement control lever
____ Shuttle valve sensors and sends corresponding currents to the
appropriate solenoid controlled pilot valves.
____ Solenoid controlled pilot valve
G. Blocks the flow of pilot pressure oil to the EH
pilot manifold when DE-ENERGIZED.
____ Quick-drop valve
H. Directs rod-end oil from the blade lift cylinders
____ Implement ECM into the head-ends when the blade falls rapidly
to the ground.
____ Hydraulic oil cooler bypass valve
I. Serves as a reservoir for the hydraulic oil.
J. Is closed by high pressure supply oil to shut off
oil flow to tank when a blade lift or a ripper
function is active.
K. Contains the pressure reducing valve and the
Dead Electric Lower valve.
L. Directs high pressure supply oil to the lift dump
valve and the lift relief valve when a blade lift
function is active.
M. Is closed by high pressure supply oil to shut off
oil flow to tank when a blade tilt function is
active.
09/05
Q D10T POWER TRAIN SCHEMATIC POWER TRAIN COMPONENTS

FIRST GEAR FORWARD
____ Transmission & TC Charging Section
SERV1800
V H X Power Train Oil Pump
W ____ Torque Converter Charging Section

Power Train Oil Pump
____ Transmission Scavenge Section
____ Torque Converter Scavenge Section
Fan
K Pump
Z ____ Lube Distribution Manifold

S N
____ Power Train Breather
4
____ Torque Converter Outlet Temp. Sensor
T 3 5
____ Torque Convert er Out let Relief Valve

2 1 C27
Torque Flywheel
R ____ Main Relief Valve
U D E ____ Transmission Charging Filter
A Torque ____ Electronic Steering Clutch and
Divider
Brake Control Valve
J
M ____ Torque Converter Inlet Relief Valve
- 208 -
Y Implement
Pump
F ____ Power Train Oil Coolers
G
____ Torque Converter Charging Filter
L ____ Transmission Controls Temp. Sensor

C
B P
POWER TRAIN PRESSURE PORTS

Transmission Lube Pressure ( L1 ) Cooler Lube Pressure ( CL)
Power Train Oil Sampling ( SOS) Torque Convert er Out let

Relief Pressure ( N)
DIRECTIONS Lube Manifold Pressure ( L2 )
Transmission Pump Pressure ( TP)
COMPONENTS IDENTIFICATION: Write the letter of the Power Torque Convert er Supply Pressure ( M)
Train component or service point next to the name of the Transmission Main Relief Pressure ( P)
component or service point listed in the right hand box and/or Torque Convert er Inlet Relief
the bottom box. Pressure ( M1 )
Handout No. 6
SERV1800 - 209 - Handout No. 5A
09/05 Posttest Answers
MACHINE SYSTEMS POSTTEST ANSWERS

The C27 ACERT Engine
1. The atmospheric pressure sensor is used:
A. to calculate boost pressure and air filter restriction
B. to determine ambient air pressure and as a reference for all other engine pressure sensors
C. to calculate gauge pressure for engine oil and fuel
E. answers A and C
2. The intake manifold air pressure sensor is used to:
C. determine RATAAC restriction
D. all of the above
3. The turbo inlet air pressure sensor is used to:
C. determine turbocharger failure
D. answers A and B
4. The fuel transfer pump:
A. draws fuel from the secondary fuel filter
B. draws fuel from the primary fuel filter
C. maintains fuel system pressure
D. provides fuel flow through the entire fuel system
E. answers A, C, and D
F. answers B and D
5. The fuel pressure regulator:
A. maintains fuel system pressure
B. is positioned between the fuel injectors and the fuel tank
C. is positioned between the fuel injectors and the fuel transfer pump
D. answers A and B
E. answers A and C
6. The primary (crank) speed/timing sensor:
A. provides engine speed information to the Engine ECM
B. provides engine speed information to the Power Train ECM
C. is used to calculate shifting points for the Auto KickDown shifting strategy
E. answers A and B
SERV1800 - 210 - Handout No. 5B
MACHINE SYSTEMS POSTTEST ANSWERS (continued)

The Hydraulic Demand Fan System
7. The sensors (inputs) used to control the hydraulic demand fan are:
A. intake air temperature, coolant temperature, and fan pump discharge pressure
B. intake air temperature and fan pump discharge pressure
C. coolant temperature and fan pump discharge pressure
D. hydraulic oil temperature, intake air temperature, coolant temperature, and fan pump
discharge pressure
8. When controlling the hydraulic demand fan, the Engine ECM:
A. sends maximum current to the fan pump control solenoid to produce minimum speed
B. sends minimum current to the fan pump control solenoid to produce maximum speed
C. sends maximum current to the fan pump control solenoid to produce maximum speed
D. sends minimum current to the fan pump control solenoid to produce minimum speed
E. answers A and B
F. answers C and D
9. The hydraulic demand fan may be shut OFF by:
D. answers B and C
E. answers A and C
10. Maximum fan speed (high pressure cutoff) can be attained by:
D. answers A and B
E. answers A and C
SERV1800 - 211 - Handout No. 5C

11. The Torque Converter Inlet Relief Valve:
A. limits the maximum oil pressure to the torque converter
B. limits the maximum oil pressure in the torque converter
C. protects the components in the torque converter when the oil is cold
D. answers A and C
E. answers B and C
12. The Torque Converter Outlet Relief Valve:
A. ensures a constant oil pressure to the torque converter
B. maintains a constant maximum oil pressure inside the torque converter
C. maintains a constant minimum oil pressure inside the torque converter
D. limits the maximum temperature inside the torque converter
E. answers C and D
13. The Transmission Main Relief Valve maintains the oil pressure:
A. for the operation of the transmission
B. for the operation of the torque converter
C. for the operation of the steering clutches and the brakes
D. all of the above answers
E. answers A and C
14. The steering clutches are:
15. The brakes are:
16. When the service brakes are FULLY APPLIED (ENGAGED) using the service brake pedal:
A. the proportional brake valve solenoids are DE-ENERGIZED and the secondary brake
valve solenoid is ENERGIZED
B. the proportional brake valve solenoids are ENERGIZED and the secondary brake valve
solenoid is DE-ENERGIZED
C. the proportional brake valve solenoids are DE-ENERGIZED and the secondary brake
valve solenoid is DE-ENERGIZED
D. the proportional brake valve solenoids are ENERGIZED and the secondary brake valve
solenoid is ENERGIZED
E. none of the above answers
SERV1800 - 212 - Handout No. 5D

Using any of the provided classroom materials, demonstrate your knowledge of the implement
system by entering the letter of the BEST ANSWER for each of the implement system
components listed at the left.
The Implement Hydraulic System
I Hydraulic oil tank A. Direct the flow of high pressure pump supply oil
to the implement cylinders.
D Implement pump
B. Ensures that clean oil is delivered to the solenoid
controlled pilot valves.
K Pressure reducing manifold
C. Opens to bypass the cooler when the hydraulic
G Implement lockout solenoid valve oil is cold and closes when the hydraulic oil is
warm to direct oil through the cooler.
B Pilot oil filter
D. Provides oil flow through the entire hydraulic
A Dozer and ripper control valves system for the operation of the implements.
E. ENERGIZED by the Implement ECM to direct
J Lift dump valve pilot pressure oil to move an implement control
valve spool.
M Tilt dump valve
F. Receives signals from implement control lever
L Shuttle valve sensors and sends corresponding currents to the
appropriate solenoid controlled pilot valves.
E Solenoid controlled pilot valve
G. Blocks the flow of pilot pressure oil to the EH
pilot manifold when DE-ENERGIZED.
H Quick-drop valve
H. Directs rod-end oil from the blade lift cylinders
F Implement ECM into the head-ends when the blade falls rapidly
to the ground.
C Hydraulic oil cooler bypass valve
I. Serves as a reservoir for the hydraulic oil.
J. Is closed by high pressure supply oil to shut off
oil flow to tank when a blade lift or a ripper
function is active.
K. Contains the pressure reducing valve and the
Dead Electric Lower valve.
L. Directs high pressure supply oil to the lift dump
valve and the lift relief valve when a blade lift
function is active.
M. Is closed by high pressure supply oil to shut off
oil flow to tank when a blade tilt function is
active.
09/05
Q D10T POWER TRAIN SCHEMATIC POWER TRAIN COMPONENTS

FIRST GEAR FORWARD
N Transmission & TC Charging Section
SERV1800
V H X Power Train Oil Pump
W X Torque Converter Charging Section

V Transmission Scavenge Section
H Torque Converter Scavenge Section
Fan Power Train Oil Pump
K Pump
L Lube Distribution Manifold
Z N
S Q Power Train Breather
4 G Torque Converter Outlet Temp. Sensor

T 3 5
M Torque Convert er Out let Relief Valve
2 1 C27
Torque Flywheel
R Main Relief Valve
R
U D W Transmission Charging Filter
E
A Torque
Divider K Electronic Steering Clutch and
Brake Control Valve
J Y Torque Converter Inlet Relief Valve
M
- 213 -
Y Implement
Pump
P Power Train Oil Coolers
F G
C Torque Converter Charging Filter
L Z Transmission Controls Temp. Sensor

C
B P
POWER TRAIN PRESSURE PORTS

A Transmission Lube Pressure ( L1 ) J Cooler Lube Pressure ( CL)
F Power Train Oil Sampling ( SOS) E Torque Convert er Out let

Relief Pressure ( N)
DIRECTIONS B Lube Manifold Pressure ( L2 )
S Transmission Pump Pressure ( TP)
COMPONENTS IDENTIFICATION: Write the letter of the Power U Torque Convert er Supply Pressure ( M)
Train component or service point next to the name of the T Transmission Main Relief Pressure ( P)
component or service point listed in the right hand box and/or D Torque Convert er Inlet Relief
the bottom box. Pressure ( M1 )
Handout No. 6
Posttest Answers

Tractor D10T PDF

Загружено:

Сведения о документе

Оригинальное название

Авторское право

Доступные форматы

Поделиться этим документом

Поделиться или встроить документ

Параметры публикации

Этот документ был вам полезен?

Это неприемлемый материал?

Авторское право:

Доступные форматы

Tractor D10T PDF

Загружено:

Авторское право:

Доступные форматы

SERV1800-01

GLOBAL SERVICE LEARNING

D10T TRACK-TYPE TRACTOR

Service Training Meeting Guide

SUPPLEMENTARY TRAINING MATERIALS

Estimated Time: 8 Hours

© 2005 Caterpillar Inc.

CATERPILLAR MONITORING AND DISPLAY SYSTEM WITH ADVISOR™ .................22

POWER TRAIN .........................................................................................................................89

IMPLEMENT HYDRAULIC SYSTEM..................................................................................136

ELECTRICAL SYSTEM .........................................................................................................190

HYDRAULIC SCHEMATIC COLOR CODE.........................................................................195

SERV1800-01 CHANGES LISTING.......................................................................................196

VISUAL LIST ..........................................................................................................................198

D10T TRACK-TYPE TRACT OR

© 2005 Caterpillar Inc.

The new cab design also includes:

- the Caterpillar Monitoring and Display System with Advisor;

- a new dash with an automotive style instrument cluster; and

2. HVAC temperature control

3. air-conditioning selector switch (ON/OFF)

4. front windshield wiper/washer control switch

5. left cab door wiper/washer control switch

6. right cab door wiper/washer control switch

7. rear cab window wiper/washer control switch

CATERPILLAR MONITORING AND DISPLAY SYSTEM, WITH ADVISOR™

CATERPILLAR MONITORING AND DISPLAY SYSTEM COMPONENTS

CAT Dat a Link

Cont rol Dat a Link

Syst ems CAN B

Fuel Level Sensor

Rear Act ion Alarm

- viewing the status of machine systems and their components; and

ADVISOR GRAPHICAL DISPLAY MODULE

(1) Left / Up Arrow Button

(2) Right / Down Arrow Button

- Transmission Gear and Direction, at the left;

- Carry (CARRY segment active - blade is in CARRY position)

The five User Interface buttons, from top to bottom, are:

3. BACK button - This button is used:

5. OK button - This button is used:

Each of these warning screens contains the following information:

- Warning Category Indicator 1: A warning appears on the Advisor screen, describing

- Warning Category Indicator 2: A warning appears on the Advisor screen, describing

- Warning Category Indicator 3: A warning appears on the Advisor screen, describing

NOTE: If the Warning Category Indicator (fault) is related to an implement control

The two turbochargers used on the C27 do not use a wastegate.

C27 ACERT ENGINE FUEL DELIVERY SYSTEM

Left Fuel Gallery

Fuel Delivery System

Engine Air System

D10T COOLING SYSTEM

Vent Line Shunt

Increasing C27 Engine

< 82 C Coldest Cab

Power Train Oil Cooler 2

Power Train Oil Cooler 1 Hydraulic

D10T STANDARD HYDRAULIC FAN DRIVE SYSTEM

Hydraulic Oil Cooler

Hydraulic Demand Fan System

D10T STANDARD HYDRAULIC FAN DRIVE SYSTEM

Hydraulic Oil Cooler

Pressure D1 0 T FAN PUMP AND CONTROL VALVE