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Produit: ARTICULATED TRUCK

Modèle : D400E II ARTICULATED TRUCK 8PS
Configuration: D400E Series II Articulated Truck 8PS00001-UP (MACHINE) POWERED BY 3406E Engine
Fonctionnement des systèmes

D400E Series II Articulated Truck Power Train
Numéro d'imprimé -RENR1507-01 Date de publication -01/12/2001 Date de mise à jour -05/12/2001

i01214779
Transmission Hydraulic System

SMCS - 3000
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Illustration 1 g00677295
Transmission Hydraulic Schematic (fourth speed forward)
(1) Charging section of the transmission oil pump
(2) Passage for transmission lubrication
(3) Oil filter
(4) Downshift solenoid
(5) Upshift solenoid
(6) Rotary actuator
(7) Selector piston for No. 3 clutch
(8) Load piston for No. 3 clutch
(9) Modulation reduction valve for No. 3 clutch
(10) Pressure control valve
(14) Relief valve
(15) Torque converter sump
(16) Scavenge pump section of the transmission oil pump
(18) Magnetic screen
(19) Output transfer gear case
(23) Priority reduction valve
(24) Neutralizer valve
(25) Rotary selector spool
(26) Selector group
(36) Transmission lubrication relief valve
(A) Pressure tap for No. 3 clutch
(B) Pressure tap for No. 1 clutch
(C) Pressure tap for No. 2 clutch
(D) Not being used
(E) Pressure tap for No. 5 clutch
(F) Pressure tap for No. 4 clutch
(G) Pressure tap for No. 6 clutch
(H) Pressure tap for No. 7 clutch
(J) Pressure tap for upshift pressure
(K) Pressure tap for downshift pressure
(L) Pressure tap for transmission oil pump
(M) Pressure tap for pilot oil
(N) Pressure tap for torque converter inlet
(AA) Main pump system pressure
(BB) Clutch oil
(CC) Pilot oil
(DD) Case drain oil from the suction and return lines
(EE) Activated valve components
(FF) Torque converter inlet oil
Table 1
Transmission Clutch Engagement
Transmission Speed Clutches Torque Converter Drive Direct Drive (1)
Neutral 1 X
Reverse 3&7 X
First Speed 2 & 6 X X
Second Speed 1&6 X
Third Speed 3&6 X
Fourth Speed 1 & 5 X
Fifth Speed 3&5 X

Sixth Speed 1&4 X
Seventh Speed 3 & 4 X
( 1 )
Lockup clutch engaged
Neutral Operation
When the engine is started, hydraulic oil flows from the reservoir for the output transfer gear case
(19) to magnetic screen (18). Oil then flows to the charging section of the transmission oil pump (1)
and oil filter (3). The oil flows from the oil filter to downshift solenoid (4), upshift solenoid (5),
priority reduction valve (23), and neutralizer valve (24) for selector group (26) .
As the oil pressure increases, priority reduction valve (23) moves to the right. The movement of the
priority reduction valve allows oil to enter rotary selector spool (25), relief valve (14) and pressure
control valve (10) .
The electrical system prevents the engine from starting when the transmission is not in the
NEUTRAL position.
When the engine is started and the transmission is in the NEUTRAL position, the Power Train
Electronic Control Module (Power Train ECM) activates downshift solenoid (4). The downshift
solenoid sends pump oil to rotary actuator (6). This causes the rotor of the rotary actuator and rotary
selector spool (25) to be locked in the N position. This prevents any movement of the rotary
actuator spool.
The position of rotary selector spool (25) allows pump oil to go to neutralizer valve (24). The reset
spool assembly moves to the right. This allows pilot oil into the rotary selector spool. The position
of rotary selector spool (25) allows pilot oil to go to selector piston (27) of pressure control valve
(10). This causes selector piston (27) and load piston (28) to move up. The force of the springs
causes modulation reduction valve (29) to move up. Pump oil now goes around the modulation
reduction valve and the oil starts to fill No. 1 clutch.
The clutch oil goes through a load piston orifice and passes between selector piston (27) and load
piston (28) .
The pressure of the clutch oil increases after the clutch is full of oil. As the pressure of the oil in No.
1 clutch increases, modulation reduction valve (29) moves upward and load piston (28) moves
upward. The load piston orifice in the supply passage to load piston (28) allows oil to enter the load
piston at a specific rate. As the load piston moves upward, the modulation reduction valve (29)
starts an up and down spool movement which causes the pressure in the clutch to increase
gradually. This gradual increase in pressure is known as modulation. When the load piston moves
up fully, modulation stops. The pressure in No. 1 clutch is now maximum. No. 1 clutch is engaged
and the transmission is in the NEUTRAL position.
Relief valve (14) controls the maximum pressure in the system. The extra oil from relief valve (14)
is used to supply the torque converter and the oil is also used to lubricate the transmission. Relief
valve (36) controls the maximum pressure of the oil that is used for torque converter inlet oil.
Oil from leakage and oil from lubrication inside the torque converter collects in torque converter
sump (15). Scavenge pump section (16) takes oil from torque converter sump (15). The oil is
pumped to output transfer gear case (19) .
Manual Shifts
Directional Shift Management
Directional shift management reduces shock loading in the transmission driveline. The transmission
driveline is designed to withstand a maximum amount of torque converter stall (the maximum
torque that can be transmitted to the transmission driveline from the torque converter).
Shock loads which are greater than torque converter stall can be generated in the following
conditions :
• The operator moves the transmission out of the NEUTRAL position with the engine speed
above 1350 rpm.
• The operator moves the transmission into the NEUTRAL position with the engine speed above
1350 rpm.
• The operator moves the transmission through the NEUTRAL position with the engine speed
above 1350 rpm.
To prevent shock loading, the Power Train ECM delays transmission shifting. The Power Train
ECM informs the Engine ECM and the Engine ECM reduces fuel supply which lowers the engine
speed. This enables the Power Train ECM to move the transmission into the requested gear and
driveline stress is reduced. A reduction in driveline stress can prevent premature failure and
accelerated wear of components in the transmission.
The event will be stored as an abusive shift.
Neutral to Reverse
When the transmission shift lever moves from the NEUTRAL position to the REVERSE position,
the Power Train ECM activates upshift solenoid (5) and the valve opens. The upshift solenoid valve
sends pump oil to rotary actuator (6). This causes the rotor of the rotary actuator and rotary selector
spool (25) to move in a clockwise direction from the N position toward the R position. When the
rotary selector spool reaches the R position, the transmission switch which is connected to the rotary
selector spool sends an electrical signal to the Power Train ECM. This indicates a transmission shift
which deactivates upshift solenoid (5). Movement of the rotor in the rotary actuator and rotary
selector spool (25) stops.
The R position of the selector spool directs the pilot oil to selector piston (7) and selector piston (17)
which drains the pilot oil at selector piston (27). Selector piston (27) moves against the load piston
body which drains the oil between selector piston (27) and load piston (28). Load piston (28) and
modulation reduction valve (29) then move toward selector piston (27). Pump oil to No. 1 clutch is
stopped by modulation reduction valve (29) and clutch oil in No. 1 clutch is drained. No. 1 clutch is
released. The pilot oil now moves selector piston (7) and selector piston (17 ). No. 3 and No. 7
clutches start to fill.
Modulation takes place between load piston (8) and modulation reduction valve (9) for No. 3 clutch.
Modulation also takes place between load piston (38) and modulation reduction valve (37) for No. 7
clutch. When the load pistons reach valve stop, modulation stops. The pressure in each clutch is
now maximum. No. 3 and No. 7 clutches are now engaged and the transmission is in the REVERSE
position.
Reverse to Neutral
When the transmission shift lever moves from the REVERSE position to the NEUTRAL position,
the Power Train ECM activates downshift solenoid (4) and the valve opens. The downshift solenoid
valve sends pump oil to rotary actuator (6). This causes the rotor of the rotary actuator and rotary
selector spool (25) to move in a counterclockwise direction from the R position to the N position.
The transmission control keeps the downshift solenoid (4) activated. Movement of the rotary
actuator (6) and rotary selector spool (25) stops. The rotary actuator and the rotary selector spool are
then locked in the N position.
The position of the rotary selector spool directs the pilot oil to selector piston (27) which drains the
pilot oil at selector piston (7) and selector piston (17). Selector piston (7) and selector piston (17)
move against the respective load piston bodies. Oil drains from the following pistons : selector
piston (7), load piston (8), selector piston (17) and load piston (38) .
The load pistons and modulation reduction valves move toward the respective selector pistons.
Pump oil to No. 3 clutch and pump oil to No. 7 clutch is stopped by the modulation reduction valves
and clutch oil is drained. No. 3 clutch and No. 7 clutch are released.
The pilot oil now moves selector piston (27) and No. 1 clutch starts to fill. Modulation takes place
between load piston (28) and modulation reduction valve (29) for No. 1 clutch. When the load
piston reaches valve stop, modulation stops. The pressure in the clutch is now maximum. No. 1
clutch is now engaged and the transmission is in the NEUTRAL position.
Neutral to First Speed

When the transmission shift lever is moved from the NEUTRAL position to the FIRST SPEED
position, the Power Train ECM activates upshift solenoid (5). The upshift solenoid valve sends
pump oil to rotary actuator (6). This causes rotary selector spool (25) to move in a clockwise
direction from the N position toward the 1 position. When the rotary selector spool gets to the 1
position, the transmission switch sends an electrical signal to the Power Train ECM which
deactivates upshift solenoid (5). Movement of the rotary selector spool (25) stops.
The position of the rotary selector spool directs pilot oil to selector piston (33) and selector piston
(32) which drains the pilot oil at selector piston (27). Selector piston (27) moves against the load
piston body which drains the oil between selector piston (27) and load piston (28). Load piston (28)
and modulation reduction valve (29) move toward selector piston (27). Pump oil to No. 1 clutch is
released.
The pilot oil now moves selector piston (33) and selector piston (32). No. 2 and No. 6 clutches start
to fill. Modulation takes place between load piston (34) and modulation reduction valve (35) for No.
2 clutch. Modulation also takes place between load piston (31) and modulation reduction valve (30)
for No. 6 clutch. When the load pistons reach the valve stops, modulation stops. The pressure in
each clutch is now maximum. No. 2 clutch and No. 6 clutch are now engaged and the transmission
is in the FIRST SPEED position.
First Speed to Neutral

When the transmission shift lever moves from the FIRST SPEED position to the NEUTRAL
position, downshift solenoid (4) directs pump oil to rotary actuator (6). The transmission downshift
from the FIRST SPEED position to the NEUTRAL position is the opposite of the transmission
upshift from the NEUTRAL position to the FIRST SPEED position. Rotary selector spool (25)
moves from the 1 position to the N position.
The position of the rotary selector spool directs pilot oil to selector piston (27) which drains the
pilot oil at selector piston (33) and selector piston (32). Selector piston (33) and selector piston (32)
move against the respective load piston bodies. Oil drains from the following pistons selector piston
(33), load piston (34), selector piston (32) and load piston (31). The load pistons and modulation
reduction valves move toward the respective selector pistons.
Pump oil to No. 2 clutch and pump oil to No. 6 clutch is stopped by the modulation reduction valves
and the clutch oil is drained. No. 2 clutch and No. 6 are released. The pilot oil now moves selector
piston (27). No. 1 clutch starts to fill. Modulation takes place between load piston (28) and
modulation reduction valve (29) for No. 1 clutch. When the load piston reaches valve stop,
modulation stops. The pressure in the clutch is now maximum. No. 1 clutch is now engaged and the
transmission is in the NEUTRAL position.
Automatic Upshifts
The transmission speed sensor and the Power Train ECM cause all automatic upshifts and
downshifts. The Power Train ECM makes a conversion of ground speed to engine rpm through the
transmission speed sensor. The speed sensor detects the rpm of a gear on the output shaft of the
transmission.
The conversion of each speed shift is stored in the memory of the Power Train ECM. As the ground
speed of the machine increases, the Power Train ECM will then activate the upshift solenoid at the
correct speed. As ground speed decreases, the Power Train ECM will activate the downshift
solenoid.
The Power Train ECM stops current flow to the lockup clutch solenoid when a transmission shift is
necessary. The lockup clutch solenoid deactivates. Hydraulic oil to the lockup clutch stops and the
machine is in torque converter drive for a moment. At the same time, the Power Train ECM sends a
signal to the Engine ECM. The Engine ECM will decrease the engine speed during the upshift.
First Speed to Second Speed

When the transmission shift lever is moved from the FIRST SPEED position to the SECOND
SPEED position, an upshift will occur when the output shaft of the transmission gets to the correct
rpm. The Power Train ECM then activates upshift solenoid (5). The upshift solenoid valve sends oil
to rotary actuator (6). This causes rotary selector spool (25) to move from the 1 position toward the
2 position. When the rotary selector spool gets to the 2 position, upshift solenoid (5) is deactivated.
Movement of rotary selector spool (25) stops.
The position of the rotary selector spool directs pilot oil to selector piston (27) and to selector piston
piston body which drains the pilot oil between selector piston (33) and load piston (34). Load piston
(34) and modulation reduction valve (35) move toward selector piston (33). Pump oil to No. 2
clutch is stopped by modulation reduction valve (35) and clutch oil in No. 2 clutch is drained. No. 2
clutch is released.
During a transmission shift from the FIRST SPEED position to the SECOND SPEED position,
selector piston (32) still receives oil. No. 6 clutch is kept engaged. The pilot oil also moves selector
piston (27). No. 1 clutch starts to fill. Modulation takes place between load piston (28) and
modulation reduction valve (29) for No. 1 clutch. When the load piston reaches valve stop,
modulation stops. The pressure in No. 1 clutch is now maximum. No. 1 clutch and No. 6 clutch are
now engaged and the transmission is in the SECOND SPEED position.
Second Speed to Third Speed

When the transmission shift lever is moved from the SECOND SPEED position to the THIRD
SPEED position, an upshift will occur when the output shaft of the transmission gets to the correct
rpm. The Power Train ECM then activates upshift solenoid (5). The upshift solenoid sends oil to
rotary actuator (6). This causes rotary selector spool (25) to move from the 2 position toward the 3
position. When the rotary selector spool gets to the 3 position, upshift solenoid (5) is deactivated.
The position of the rotary selector spool directs pilot oil to selector piston (7) and to selector piston
piston body which drains the oil between selector piston (27) and load piston (28). Load piston (28)
and modulation reduction valve (29) move toward selector piston (27). Pump oil to No. 1 clutch is
released.
During a transmission shift from the SECOND SPEED position to the THIRD SPEED position,
selector piston (32) still receives oil. No. 6 clutch is kept engaged. The pilot oil also moves selector
piston (7). No. 3 clutch starts to fill. Modulation takes place between load piston (8) and modulation
reduction valve (9) for No. 3 clutch. When the load piston reaches valve stop, modulation stops. The
pressure in No. 3 clutch is now maximum. No. 3 clutch and No. 6 clutch are now engaged and the
transmission is in the THIRD SPEED position.
Third Speed through Seventh Speed

With the transmission shift lever in the SEVENTH SPEED position, there is an upshift from
THIRD SPEED position to FOURTH SPEED position at the correct rpm of the output shaft of the
transmission. No. 3 clutch and No. 6 clutch drain of oil and the clutches are released. No. 1 clutch
and No. 5 clutch fill with oil and the clutches engage. As the ground speed of the machine increases
more, there is an upshift from the FOURTH SPEED position to the FIFTH SPEED position. No. 5
D400E Series II Articulated Truck 8PS00001-UP (MACHINE) POWERED BY 3406E Engine(SEBP2784 - 60) - S... Page 10 sur 11
clutch is kept engaged. No. 1 clutch is drained of oil and the clutch is released. No. 3 clutch fills
with oil and the clutch engages.
As the ground speed of the machine increases more, there is an upshift from the FIFTH SPEED
position to the SIXTH SPEED position. No. 3 clutch and No. 5 clutch drain of oil and the clutches
are released. No. 1 clutch and No. 4 clutch fill with oil and the clutches engage.
As the ground speed of the machine increases more, there is an upshift from the SIXTH SPEED
position to the SEVENTH SPEED position. No. 4 clutch is kept engaged. No. 1 clutch drains of oil
and the clutch is released. No. 3 clutch fills with oil and the clutch engages.
Automatic Downshifts (seventh speed through first speed)

The transmission speed sensor and the Power Train ECM cause all automatic upshifts and
downshifts. The speed sensor magnetically determines the rpm of a gear on the output shaft of the
transmission. As the ground speed of the machine decreases, the Power Train ECM will then
activate downshift solenoid (4) at the correct speed.
The Power Train ECM stops current flow to the lockup clutch solenoid when a transmission shift is
necessary. The lockup clutch solenoid deactivates. Hydraulic oil to the lockup clutch stops and the
machine is in torque converter drive for a moment. At the same time, the Power Train ECM sends a
signal to the Engine ECM. The Engine ECM will increase the engine speed during the downshift.
When the transmission shift lever is moved from the SEVENTH SPEED position to the SIXTH
SPEED position for a downshift, the Power Train ECM activates downshift solenoid (4) at the
correct rpm (speed). The downshift solenoid sends pump oil to rotary actuator (6). This causes
rotary selector spool (25) to move in a counterclockwise direction from the 7 position toward the 6
position. When the rotary selector spool gets to the 6 position, downshift solenoid (4) is deactivated.
Pilot oil remains at selector piston (22) and the oil is directed to selector piston (27). Pilot oil at
selector piston (7) drains and No. 4 clutch remains engaged. No. 3 clutch is released and No. 1
clutch engages. The transmission is now in the SIXTH SPEED position.
Each automatic downshift is the opposite of the automatic upshift. The automatic downshift of the
transmission will move from the SEVENTH SPEED position to the FIRST SPEED position.
Neutral Coasting
This function restricts the ability to coast into the NEUTRAL position from high speeds. This
restriction extends the transmission life. The transmission speed sensor measures the rotation of the
gear teeth on a gear that is fastened to the output shaft of the transmission. The Power Train ECM
uses this measured speed in order to determine the ground speed. If the machine speed is greater
than 8 km/h (5 mph), the transmission will not shift into the NEUTRAL position.
Note: The operator can bypass the restriction against coasting into the NEUTRAL position.
However, if the ground speed is greater than 16 km/h (10 mph) and the transmission is in the
NEUTRAL position, the event will be recorded in the Caterpillar Monitoring System. Also, the
D400E Series II Articulated Truck 8PS00001-UP (MACHINE) POWERED BY 3406E Engine(SEBP2784 - 60) - S... Page 11 sur 11
Power Train ECM will increase the engine speed to 1300 rpm. This will increase the flow of
lubrication to the transmission.
Special Upshifts
During an upshift from the NEUTRAL position to the REVERSE position or from the NEUTRAL
position to the FIRST SPEED position, no signal is sent to the lockup clutch. Both shifts are
completed with the machine in converter drive.
An upshift from the FIRST SPEED position to the SECOND SPEED position is considered as a
typical automatic upshift.
Typical Automatic Downshift (fourth speed to third speed)
When the transmission shift lever is put in the THIRD SPEED position, the rotor for the shift lever
switch turns to the THIRD SPEED position. Current goes from the Power Train ECM through the
shift lever switch to machine ground. This current flow plus a signal from the transmission speed
sensor tells the Power Train ECM that a downshift is needed. The downshift to the THIRD SPEED
position from the FOURTH SPEED position is automatic when the correct ground speed signal
from the transmission speed sensor gets to the Power Train ECM.
When the system determines that a shift is required, the Power Train ECM stops current to the
lockup solenoid. The lockup solenoid deactivates. Hydraulic oil to the lockup clutch stops and the
machine is in torque converter drive for a moment. Now, the Power Train ECM sends current to the
downshift solenoid. When the downshift solenoid activates, hydraulic oil pressure goes to the rotary
actuator and the rotary selector spool turns. The rotary selector spool turns the rotor in the
transmission switch. When the alignment of the rotor in the transmission switch changes from the
FOURTH SPEED speed position to the THIRD SPEED position, current flows from the Power
Train ECM through the transmission switch to ground.
This new current flow tells the Power Train ECM that the transmission is now in the THIRD
SPEED position. With the transmission switch and the shift lever switch in the same speed, the
downshift solenoid is deactivated by the Power Train ECM. The lockup solenoid activates and
hydraulic oil pressure is sent to the lockup clutch. The machine is now in direct drive in the THIRD
SPEED position.
Special Downshifts
During a downshift from the REVERSE position to the NEUTRAL position or from the FIRST
SPEED position to the NEUTRAL position, no signal is sent to the lockup clutch. Both shifts are
completed with the machine in converter drive.
A downshift from the SECOND SPEED position to the FIRST SPEED position is considered as a
typical automatic downshift.
Copyright 1993 - 2019 Caterpillar Inc. Tue Nov 26 23:23:08 UTC+0100 2019
Tous droits réservés.
Réseau privé pour utilisateurs autorisés de SIS.

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D400E Series II Articulated Truck 8PS00001-UP (MACHINE) POWERED BY 3406E Engine(SEBP2784 - 60) - Syst...

Produit: ARTICULATED TRUCK

Fonctionnement des systèmes

Transmission Hydraulic System

Transmission Hydraulic Schematic (fourth speed forward)

(1) Charging section of the transmission oil pump

(2) Passage for transmission lubrication

(3) Oil filter

(4) Downshift solenoid

(5) Upshift solenoid

(6) Rotary actuator

(7) Selector piston for No. 3 clutch

(8) Load piston for No. 3 clutch

(9) Modulation reduction valve for No. 3 clutch

(10) Pressure control valve

(11) Modulation reduction valve for No. 5 clutch

(12) Load piston for No. 5 clutch

(13) Selector piston for No. 5 clutch

(14) Relief valve

(15) Torque converter sump

(16) Scavenge pump section of the transmission oil pump

(17) Selector piston for No. 7 clutch

(18) Magnetic screen

(19) Output transfer gear case

(20) Modulation reduction valve for No. 4 clutch

(21) Load piston for No. 4 clutch

(22) Selector piston for No. 4 clutch

(23) Priority reduction valve

(24) Neutralizer valve

(25) Rotary selector spool

(26) Selector group

(27) Selector piston for No. 1 clutch

(28) Load piston for No. 1 clutch

(29) Modulation reduction valve for No. 1 clutch

(30) Modulation reduction valve for No. 6 clutch

(31) Load piston for No. 6 clutch

(32) Selector piston for No. 6 clutch

(33) Selector piston for No. 2 clutch

(34) Load piston for No. 2 clutch

(35) Modulation reduction valve for No. 2 clutch

(36) Transmission lubrication relief valve

(37) Modulation reduction valve for No. 7 clutch

(38) Load piston for No. 7 clutch

(A) Pressure tap for No. 3 clutch

(B) Pressure tap for No. 1 clutch

(C) Pressure tap for No. 2 clutch

(D) Not being used

(E) Pressure tap for No. 5 clutch

(F) Pressure tap for No. 4 clutch

(G) Pressure tap for No. 6 clutch

(H) Pressure tap for No. 7 clutch

(J) Pressure tap for upshift pressure

(K) Pressure tap for downshift pressure

(L) Pressure tap for transmission oil pump

(M) Pressure tap for pilot oil

(N) Pressure tap for torque converter inlet

(AA) Main pump system pressure

(BB) Clutch oil

(CC) Pilot oil

(EE) Activated valve components

(FF) Torque converter inlet oil

Fifth Speed 3&5 X

The event will be stored as an abusive shift.