Global Service Training

R1600H Underground Loader

Power Train
Module 4 - Text Reference

SERV2052

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and may not be used without permission. © 2015 Caterpillar Inc. All Rights Reserved.
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SERV2052 - 03/15 -2- Module 4 - Power Train

TABLE OF CONTENTS
Safety Briefing��������������������������������������������������������������������������������������������������������������������� 3
Purpose����������������������������������������������������������������������������������������������������������������������������������� 4
Reason������������������������������������������������������������������������������������������������������������������������������������� 5
Competency statement����������������������������������������������������������������������������������������������������� 6
Learning outcomes������������������������������������������������������������������������������������������������������������ 7
INTRODUCTION������������������������������������������������������������������������������������������������������������������������� 8
POWER TRAIN COMPONENTS������������������������������������������������������������������������������������������������ 9
TRANSMISSION HYDRAULIC SYSTEM�����������������������������������������������������������������������������������11
TRANSMISSION COMPONENTS�������������������������������������������������������������������������������������������� 13
TORQUE CONVERTER HYDRAULIC SYSTEM���������������������������������������������������������������������� 14
TORQUE CONVERTER COMPONENTS��������������������������������������������������������������������������������� 16
LOCKUP CLUTCH VALVE - TORQUE CONVERTER DRIVE�������������������������������������������������� 17
LOCKUP CLUTCH VALVE - CLUTCH FILLING������������������������������������������������������������������������ 18
LOCKUP CLUTCH VALVE - DIRECT DRIVE���������������������������������������������������������������������������� 19
TRANSMISSION HYDRAULIC CONTROL VALVE������������������������������������������������������������������� 20
TRANSMISSION HYDRAULIC CONTROL VALVE COMPONENTS���������������������������������������� 21
TRANSMISSION HYDRAULIC SYSTEM - NEUTRAL�������������������������������������������������������������� 22
TRANSMISSION HYDRAULIC SYSTEM - FIRST SPEED FORWARD����������������������������������� 23
TRANSMISSION CLUTCH ENGAGEMENT����������������������������������������������������������������������������� 24
Power Train Electronic Control System��������������������������������������������������������������� 25
POWER TRAIN ECM���������������������������������������������������������������������������������������������������������������� 28
Transmission Shifting����������������������������������������������������������������������������������������������������� 29
TRANSMISSION INPUT COMPONENTS��������������������������������������������������������������������������������� 30
BACK-UP ALARM��������������������������������������������������������������������������������������������������������������������� 31
AXLE OIL COOLING SYSTEM SCHEMATIC��������������������������������������������������������������������������� 32
AXLE OIL COOLING SYSTEM COMPONENTS���������������������������������������������������������������������� 33
Purpose review������������������������������������������������������������������������������������������������������������������ 35
Reason review�������������������������������������������������������������������������������������������������������������������� 36
Competency Statement review������������������������������������������������������������������������������������ 37
Learning Outcomes Review������������������������������������������������������������������������������������������� 38
Module Conclusion���������������������������������������������������������������������������������������������������������� 39
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Safety Briefing
• Emergency Phone Numbers
• First Aid Responders
• Location of Exits
• Location of Fire Extinguisher
• Room Alerts or Hazards
• Designated Location for Evacuation
• Storm Shelter
• Hazardous Material

Safely Home. Everyone. Every Day.™

3
Safety Briefing

Before beginning this module, the following topics will be reviewed:

• Emergency Phone Numbers
• First Aid Responders
• Location of Exits
• Location of Fire Extinguisher
• Room Alerts or Hazards
• Designated Location for Evacuation
• Storm Shelter
• Hazardous Material

Safely Home. Everyone. Every Day.™

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SERV2052 - 03/15 -4- Module 4 - Power Train

PURPOSE

This module is designed to ensure participants can

locate and identify the function of all power train
components and test and adjust the power train.

4
Purpose

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REASON

This training is necessary for participants to identify

power train components and test and adjust the power
train in order to be able to efficiently diagnose and
repair the power train. This will ensure the customers
will experience quick and accurate resolution of power
train issues.

5
Reason

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COMPETENCY Statement

At the completion of this module, participants will be

able to locate and identify the power train components
and test and adjust the power train during lab
exercises. Participants will also be able to identify the
function of the power train components during a
post-assessment.

6
Competency statement

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LEARNING OUTCOMES

You will meet the following learning outcomes during

this R1600H Underground Loader Power Train module:
• Locate and identify power train components.
• Test and adjust the power train.
• Identify the function of the power train components.

7
Learning outcomes

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ELECTRONICALLY CONTROLLED POWER TRAIN FUNCTIONS

• Transmission Shifting
• Neutral Start
• Manual Shift
• Automatic Shift
• Transmission Neutralizer
• Parking Brake
• Back-up Alarm
• Remote Control
• Operator Present
• Lockup Clutch
• Emergency Stop
• Torque Limiting
8
INTRODUCTION

• Identify the power train functions. The R1600H Underground Loader is equipped with an electronically controlled
power train, which controls transmission shifting.

Six hydraulically activated clutches in the transmission provide four forward speeds
and four reverse speeds. Direction and speed selection are made manually with
the transmission direction and speed control switches in the operator station.

The Power Train ECM receives operator input from the transmission direction and
speed control switches and signals the appropriate solenoid valves. The energized
solenoid valves direct oil to engage the appropriate clutches. The Power Train
ECM uses the transmission output speed sensor signal to ensure smooth clutch
engagement.

The Power Train ECM also controls the functions listed in the image above.

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POWER TRAIN
COMPONENT IDENTIFICATION

Transmission Updrive Torque

Planetary (3) Transfer Converter
Transmission Gear (5) (6) Engine
Output Upper Drive
(2) (7)
Transfer Shaft (4)
Gear (1)

Rear
Front Final Center Drive Differential
Front Drive
Front Shaft (12)
Drive (8) Front Shaft (10) Rear Final (15)
Differential Drive Shaft Rear Drive Drive (14)
Support Bearing Shaft (13)
(9)
(11)

9
POWER TRAIN COMPONENTS

• Identify the main components of This illustration shows the power flow through the R1600H Underground Loader
the power train. power train.

Power from the engine is sent from the engine (7) to the torque converter (6). The
torque converter housing is bolted to the engine flywheel housing. The torque
converter output shaft is connected to the updrive transfer gear (5). Power from
the updrive gears is sent through the upper drive shaft (4) to the input shaft of the
transmission planetary (3).

The updrive has two functions: To transfer power from the torque converter to the
transmission (2), and to drive the implement pump, the steering pump, the pilot and
braking pump, the transmission charging pump, and the torque converter scavenge
pump.

The transmission controls the machine speed and direction with six clutches in the
transmission planetary.

The transmission planetary output shaft is connected to the input gear of the output
transfer gears. Power is sent through the input gear of the output transfer gears
to the output transfer gear (1). The output gear sends power through the rear
drive shaft (13) to the rear differential (15). The output transfer gears also send
power through the center drive shaft (12) and the front drive shaft (10) to the front
differential (9). The front drive shaft support bearing (11) supports the front drive
shaft.
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The differential gears turn the axle shafts to the front final drives (8) and rear final
drives (14). The final drives turn the wheels.

The front axle is fixed and the rear axle is oscillating.

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TRANSMISSION HYDRAULIC SYSTEM

Updrive Housing (1) Transmission

Charging Pump (3)

Torque Converter Oil

Outlet Relief Valve (2) Filter
(4) Transmission
Case (5)

Oil
Output
Cooler (13)
Transfer
Torque Suction Gear Case
Converter Screen (6)
(10) (9)

Oil Cooler Oil Cooler Torque Converter

Outlet (12) Inlet (11) Scavenge Pump Magnetic
(8) Screen (7)

11
TRANSMISSION HYDRAULIC SYSTEM

• Explain the flow of oil through
the transmission hydraulic
system.
The transmission charging pump (3) and the torque converter scavenge pump (8)
are combined in a two-section gear type pump. The transmission charging pump
pulls oil from the oil reservoir in the output transfer gear case (6) through a
magnetic screen (7) and sends the oil to the transmission hydraulic system. The
torque converter scavenge pump (8) pulls oil from the bottom of the torque
converter (10) housing through a suction screen (9) and returns the oil to the output
transfer gear case.

Oil flows from the transmission charging pump to the externally mounted
transmission oil filter (4). If restrictions are present in the transmission oil filter, a
bypass valve in the filter housing allows the oil to bypass the filter.

The transmission hydraulic control (not visible) is mounted on the top of the
transmission case (5). The transmission selector and pressure control valve, in the
transmission hydraulic control, controls oil to the transmission clutches and inlet oil
to the torque converter.

Outlet oil from the torque converter flows to the torque converter outlet relief
valve (2). The torque converter outlet relief valve controls the oil pressure inside the
torque converter. From the torque converter outlet relief valve, the oil flows through
the outlet line to the transmission oil cooler (13).

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After flowing through the transmission oil cooler, the oil flows through the oil cooler
outlet (12) to the transmission planetary, and provides lubrication and cooling to the
transmission components. Oil flows to the bottom of the transmission and then to
the oil reservoir in the bottom of the output transfer gear case.

NOTE: Callouts not listed in the text are shown for reference purposes only.

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2 3
4

5
6
13
TRANSMISSION COMPONENTS

• Identify the main transmission The two-section transmission charging (1) and torque converter scavenge pump (2)
components. is mounted to the base of the updrive housing.

The magnetic screen (3) is mounted on the right side of the output gear case. The
transmission charging pump pulls oil from the bottom of the output transfer gear
case through the magnetic screen housing. As the oil is drawn through the screen,
particles in the oil are stopped by the screen and magnets, which prevent the
particles from entering the transmission hydraulic system. The suction screen and
magnets should be cleaned whenever the transmission oil is changed.

The torque converter scavenge pump pulls oil through a suction screen located
in the bottom of the bottom of the torque converter housing. The torque converter
suction screen should also be cleaned whenever the transmission oil is changed.
The torque converter suction screen is accessed by removing a cover (4) from the
bottom of the torque converter housing.

The transmission oil filter (5) is located above the torque converter housing, on the
left side of the machine.

The transmission oil cooler (6) is located on the right side of the engine (left side
of machine) toward the rear. Coolant from the engine enters the transmission oil
cooler through the inlet tube. The coolant flows through tubes in the transmission
oil cooler and returns to the engine cylinder block through the outlet tube.

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TORQUE CONVERTER HYDRAULIC SYSTEM

NEUTRAL
Lockup Clutch Lockup Clutch
Pilot Oil Pressure Oil Pressure (12)
(11)

Lockup Clutch Outlet

Lockup Pressure (13) Pressure (14)
Modulation
Outlet
Valve (10)
Relief Valve
From (15)
Torque
Converter
Inlet Relief
To Transmission Pressure Valve (7)
Control Valve (9) Reduction
Valve (8) To Power
Torque Train
Converter Oil Cooler
(6) (16)
Lockup
Clutch (5)
Screen
(4)

Transmission
Charging Pump
Transmission Converter
Pressure (3)
Charging Scavenge
Pump (1) Pump (2)

14
TORQUE CONVERTER HYDRAULIC SYSTEM

• Identify the torque converter This illustration shows the torque converter hydraulic system components.
hydraulic system components.
When the engine is running, the transmission charging pump (1) sends oil to the
transmission control valve (9) and to the pressure reduction valve (8).

The torque converter inlet relief valve (7) controls the maximum oil pressure to the
torque converter (6) and prevents damage to the torque converter components
when the engine is running and the oil is cold. The torque converter inlet relief
valve also limits the maximum pressure to the torque converter. This pressure is
not adjustable. If the oil pressure is too high, the oil is directed to the transmission
case.

The pressure reduction valve (8) controls the oil flow to the lockup clutch
modulation valve (10).

The outlet relief valve (15) maintains the pressure in the torque converter.

Shims are used to make adjustments to the opening pressure of the torque
converter outlet relief valve.

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Oil flows into the outlet relief valve from the torque converter. When the pressure in
the torque converter increases, the poppet is moved off its seat. Oil pressure now
moves the valve spool left against spring force. When the oil pressure overcomes
spring force, the spool directs oil to the power train oil cooler.

When the pressure in the torque converter decreases, the spring pushes the spool
to the right and limits the oil flow to the power train oil cooler.

NOTE: Refer to the R1600H Load Haul Dump Power Train

Troubleshooting, Testing, and Adjusting Service Manual Module
(UENR1448) for oil pressure specifications.
NOTE: Callouts not listed in the text are shown for reference purposes only.

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3
1

5 8

7 4
6

16
TORQUE CONVERTER COMPONENTS

• Identify the torque converter
components.
The torque converter outlet relief valve (1) is mounted on the torque converter
housing. Torque converter outlet oil pressure can be checked at the pressure
tap (2) on top of the relief valve. Also located next to the outlet relief valve is the
torque converter oil temperature sensor (3). The torque converter oil temperature
sensor sends a signal to the Power Train ECM indicating torque
converter/transmission oil temperature. The monitoring system displays the oil
temperature on the transmission oil temperature gauge in the cab.

The lockup clutch (4) and lockup clutch solenoid (5) are located on top of the
torque converter. The following three oil pressure test ports are located on the
lockup clutch:
• Torque converter lockup pressure test port (6)
• Transmission charging pump pressure test port (7)
• Torque converter lockup clutch pilot pressure test port (8)

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LOCKUP CLUTCH VALVE

TORQUE CONVERTER DRIVE

Load
Piston (4) Selector
Piston (5)

Load Piston
Modulation
Orifice (6)
Reduction
Valve (3) Pressure
Reduction
Valve (7)
Lockup
Solenoid (2)

Shuttle
Valve (1) To
From Transmission
Lockup
Charging Pump (8)
Clutch (9)

17
LOCKUP CLUTCH VALVE - TORQUE CONVERTER DRIVE

• Explain the operation of the
lockup clutch valve in neutral.
Shown is a sectional view of the torque converter lockup clutch solenoid valve in
torque converter drive or NEUTRAL. Supply oil from the transmission charging
pump (8) is used to provide lockup clutch oil to engage and release the lockup
clutch. Supply oil also provides pilot oil to the lockup solenoid (2). The supply oil is
reduced to pilot oil pressure by the pressure reduction valve (7).

NOTE: Callouts not listed in the text are shown for reference purposes only.

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LOCKUP CLUTCH VALVE

CLUTCH FILLING

Load
Piston (4)
Selector
Piston (5)

Modulation Load Piston

Reduction Orifice (6)
Valve (3) Pressure
Reduction
Valve (7)
Lockup
Solenoid (2)

Shuttle
Valve (1) To
From Transmission
Lockup
Charging Pump (8)
Clutch (9)

18
LOCKUP CLUTCH VALVE - CLUTCH FILLING

• Explain the operation of the
lockup clutch valve during clutch
filling.
In this sectional view, the lockup solenoid (2) has been energized and directs pilot
oil to the selector piston (5). Before moving the selector piston, pilot oil moves the
shuttle valve (1) to the right, which closes the drain and opens the check valve. Oil
then flows to the selector piston. Moving the selector piston blocks the drain
passage and the load piston (4) springs are compressed.

Compressing the load piston springs moves the modulation reduction valve (3)
spool down against the force of the inner spring. This initial movement opens the
supply passage (from the transmission charging pump) (8) and permits oil to flow
to the lockup clutch (9). As the clutch fills, oil opens the ball check valve and fills
the slug chamber at the top of the reduction valve spool. At the same time, oil flows
through the load piston orifice (6) and fills the chamber between the end of the load
piston and the selector piston. The load piston orifice provides a pressure drop and
time delay in the flow of oil to the load piston chamber. The load piston orifice helps
control the rate of modulation. Filling the load piston chamber is made possible
when the selector piston covers the drain passage at the decay orifice.

NOTE: Callouts not listed in the text are shown for reference purposes only.

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LOCKUP CLUTCH VALVE

DIRECT DRIVE

Load
Piston (4) Selector
Piston (5)

Modulation Load Piston

Reduction Orifice (6)
Valve (3) Pressure
Reduction
Valve (7)
Lockup
Solenoid (2)

Shuttle To
Valve (1) Lockup
Clutch (9) From Transmission
Charging Pump (8)

19
LOCKUP CLUTCH VALVE - DIRECT DRIVE

• Explain the operation of the
lockup clutch valve in direct
drive.
The load piston (4) has now moved completely down against the stop. The
modulation cycle is completed and the lockup clutch pressure is at its maximum
setting. Because this is a modulation reduction valve (3), the maximum pressure
setting of the clutch is lower than the pilot oil from the pressure reduction valve (7).
At the end of the modulation cycle, the pressure in the slug chamber moves the
reduction valve a small distance up to restrict the flow of supply oil to the clutch.
This is the metering position of the reduction valve spool. In this position, the valve
maintains precise control of the clutch pressure.

Primary pressure is adjusted with shims in the load piston. Final lockup clutch
pressure is not adjustable. If the primary pressure is correct and final lockup clutch
pressure is low, the load piston should be checked to make sure that it moves
freely in the selector piston (5). If the load piston moves freely, the load piston
springs should be replaced.

NOTE: Callouts not listed in the text are shown for reference purposes only.

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4
3
6
20
TRANSMISSION HYDRAULIC CONTROL VALVE

• Identify the transmission The transmission hydraulic control valve controls oil to the torque converter, the
hydraulic control valve. transmission clutches, and the lubrication circuits. The control valve is installed on
the top of the transmission planetary group.

Components visible from the top of the transmission control valve include:
• Six clutch solenoids (1)
• Solenoid electrical harness (2)
• P1 pressure tap (3): Used to check speed clutch pressure
• P2 pressure tap (4): Used to check direction clutch pressure
• P3 pressure tap (5): Used to check torque converter inlet pressure
• Load piston plug (6)

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TRANSMISSION
HYDRAULIC CONTROL VALVE

Modulation
Relief Valve (1)

Second and Fourth

Speed Selector Spool (2)
Converter Inlet
Ratio Valve (7)

Load Piston (3)

Directional
Selector Spool (6)

Pressure
Differential Valve (5)

First and Third Speed

Selector Spool (4)

21
TRANSMISSION HYDRAULIC CONTROL VALVE COMPONENTS

• Identify the transmission
hydraulic control valve
components.
Also included in the transmission hydraulic controls are:
• Modulation relief valve (1): Limits the maximum clutch pressure.
• Second and fourth speed selector spool (2): Directs oil flow to the No. 3
and the No. 5 clutches.
• Load piston (3): Works with the modulation relief valve to control the rate at
which the pressure increases in the clutches.
• First and third speed selector spool (4): Directs oil flow to the No. 4 and the
No. 6 clutches.
• Pressure differential valve (5): Controls speed and directional clutch
sequencing.
• Directional selector spool (6): Directs oil to the No. 2 (FORWARD) and the
No. 1 (REVERSE) direction clutches.
• Converter inlet ratio valve (7): Regulates pressure to the torque converter
inlet.

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SERV2052 - 03/15 -22- Module 4 - Power Train

Manifold
(3)

2 3 TRANSMISSION HYDRAULIC SYSTEM

NEUTRAL

Manifold
6 1 5 4 (4)

Inlet
Passage Orifice (7)
(5)

Selector
2 3 Spool (6)
5 Filter (2)
1

6 Pump (1)
Directional
Clutch
Selector
Spool (8)
4
22
TRANSMISSION HYDRAULIC SYSTEM - NEUTRAL

• Explain the operation of the In this schematic, the engine is running and the transmission is in NEUTRAL. Oil
transmission hydraulic system in flow from the pump (1) is sent through the filter (2) to the manifold (3) for clutch
neutral. solenoid valves No. 2 and 3, manifold (4) for clutch solenoid valves No. 6, 1, 5, and
4, and inlet passage (5) for the selector and pressure control valves.

In the NEUTRAL position, the Power Train ECM energizes the No. 3 clutch
solenoid. The No. 3 clutch solenoid valve controls oil flow to one end of the selector
spool (6) for clutches No. 3 and 5. This pilot oil pressure overcomes the force of
the selector spool spring and moves the spool from its center position. Oil from the
selector and pressure control valve inlet passage flows through the orifice (7) to the
No. 3 speed clutch.

In the NEUTRAL position, the forward and reverse solenoids are not energized.
The oil passages at the ends of the directional clutch selector spool (8) are open to
drain. The directional clutch selector spool spring centers the valve. Oil flow to the
directional clutches is blocked.

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SERV2052 - 03/15 -23- Module 4 - Power Train

Manifold
(3)

2 3 TRANSMISSION HYDRAULIC SYSTEM

FIRST SPEED FORWARD

Manifold
6 1 5 4 (4)

Inlet
Passage Orifice (7)
(5)

Selector
2 3 Spool (6)
5
Filter (2)
1

6
Pump (1)
Directional
Clutch
Selector
Spool (8)
Selector 4
Spool (9)
23
TRANSMISSION HYDRAULIC SYSTEM - FIRST SPEED FORWARD

• Explain the operation of the
transmission hydraulic system in
first speed forward.
When the operator shifts the transmission to FIRST SPEED FORWARD, the Power
Train ECM energizes clutch solenoids No. 2 and 6. The No. 2 clutch solenoid valve
controls oil flow to one end of the directional clutch selector spool (8). Oil pressure
overcomes selector valve spring force and moves the spool from its center position.
Directional clutch oil flows from the pressure differential valve, past the directional
clutch selector spool, and into the FORWARD directional clutch (No. 2).

The No. 6 clutch solenoid valve controls the flow of oil to one end of the selector
spool (9) for speed clutches No. 4 and 6. The oil pressure overcomes the force of
the selector valve spring and moves the spool from its center position. Oil from the
inlet passage flows through the orifice, around the selector spool for speed clutches
No. 3 and 5, past the selector spool for speed clutches No. 4 and 6, and into the
No. 6 speed clutch.

NOTE: Callouts not listed in the text are shown for reference purposes only.

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SERV2052 - 03/15 -24- Module 4 - Power Train

TRANSMISSION CLUTCH
ENGAGEMENT CHART
Speed Range and Energized Engaged
Direction Solenoids Clutches
Fourth Speed Forward 3 and 2 3 and 2
Third Speed Forward 4 and 2 4 and 2
Second Speed Forward 5 and 2 5 and 2
First Speed Forward 6 and 2 6 and 2
Neutral 3 3
First Speed Reverse 6 and 1 6 and 1
Second Speed Reverse 5 and 1 5 and 1
Third Speed Reverse 4 and 1 4 and 1
Fourth Speed Reverse 3 and 1 3 and 1

24
TRANSMISSION CLUTCH ENGAGEMENT

• Explain transmission clutch
engagement.
A speed clutch and a direction clutch must be engaged for power to be sent
through the transmission. The speed clutch engages before the direction clutch.
The table in this illustration lists the solenoids that are engaged for each forward
speed and for each reverse speed. This table can be useful for transmission
diagnosis.

The No. 1 clutch is nearest to the input end of the transmission. The No. 1 clutch
and No. 2 clutch are the direction clutches. The No. 1 clutch is the reverse direction
clutch. The No. 2 clutch is the forward direction clutch.

The No. 3 clutch, No. 4 clutch, No. 5 clutch, and No. 6 clutch are the speed
clutches. The No. 3 clutch provides fourth speed, the No. 4 clutch provides third
speed, the No. 5 clutch provides second speed, and the No. 6 clutch provides first
speed.

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SERV2052 - 03/15 -25- Module 4 - Power Train

R1600H UNDERGROUND LOADER

POWER TRAIN ELECTRONIC CONTROL SYSTEM
Power Train ECM (1)

Cat Data Link (2) CAN Data Link (3)

Keypad 1 (4)

INPUT COMPONENTS OUTPUT COMPONENTS

STIC Lever (5)

STIC Lockout Limit Switch (6) Transmission Solenoids
Transmission Output Speed Sensor (7) (20)
Torque Converter Output Speed Sensor (8)
Lockup Clutch Solenoid (21)
Autoshift Control Switch (9)

Transmission Neutralizer Switch (10) Implement and Steering Solenoid (22)

Torque Converter Oil Temperature Sensor (11) Reversible Steering Solenoid (23)

Transmission Oil Pressure Sensor (12)

Parking Brake Solenoids (24)

Parking Brake Oil Pressure Sensor (13)

Parking Brake Switch (14)
Remote Contol Parking Brake Light (25)
Brake Accumulator Oil Pressure Sensor (15)
Remote Contol Activation Light (26)
Front Brake Oil Pressure Sensor (16)
Rear Brake Oil Pressure Sensor (17) Remote Control Parking Brake Solenoid (27)

- Parking Brake Relay

- Service Brake Relays Interface Control Module (28)
Emergency Stop Switches (18) - Power Relay
- Engine Run/Stop Relay
Key Start Switch (19)

Back-up Alarm (29)

Start Relay (30)

25
Power Train Electronic Control System

• Identify the power train electronic This view shows the R1600H Underground Loader power train electronic control
control system input and output system input and output components. The Power Train ECM (1) receives electrical
components. signals from various input components to determine the correct transmission gear.

Based on the input information, the Power Train ECM determines when the
transmission should shift. The ECM sends electrical signals to the output
components to shift the transmission.

The Power Train ECM also provides the service technician with enhanced
diagnostic capabilities through the use of onboard memory, which stores possible
diagnostic codes for retrieval at the time of service.

The Power Train ECM communicates with the machine ECMs and monitoring
system over the Cat Data Link (2) and CAN Data Link (3). The Power Train ECM
communicates with keypad 1 (4) over the CAN data link.

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SERV2052 - 03/15 -26- Module 4 - Power Train

The Power Train ECM input components are:

• Steering and Transmission Integrated Control (STIC) lever (5): Contains
the upshift and downshift switches, which select the transmission speed range;
and the transmission direction control switch, which is a three-position switch
that selects either forward direction, neutral, or reverse direction.
• STIC lockout limit switch (6): Used to lock the transmission in the NEUTRAL
position.
• Transmission output speed sensor (7): The ECM uses the signal from the
sensor to ensure steady engagement of the clutches.
• Torque converter output speed sensor (8): A frequency sensor that enables
the ECM to limit engine speed.
• Autoshift control switch (9): Sends a signal to the Power Train ECM for the
desired AUTO shift mode, or MANUAL shift mode.
• Transmission neutralizer switch (10): Used by the Power Train ECM to
determine if the transmission neutralizer should be enabled or disabled.
• Torque converter oil temperature sensor (11): Sends a signal to the ECM
for power train oil temperature.
• Transmission oil pressure sensor (12): The Power Train ECM receives a
signal from the transmission if transmission oil pressure is lost.
• Parking brake oil pressure switch (13): Input to the ECM to indicate whether
the parking brake is engaged.
• Parking brake switch (14): Sends a signal to the ECM. The parking brake is
engaged when the switch is in the ON position.
• Brake accumulator oil pressure sensor (15): Signals the ECM of brake
accumulator oil pressure status.
• Front brake oil pressure sensor (16): Sends a signal to indicate the front
service brake pressure.
• Rear brake oil pressure sensor (17): Sends a signal to indicate the rear
service brake pressure.
• Emergency stop switches (18): Send a signal to the ECM to shutdown the
engine.
• Key start switch (19): Sends a signal to the Power Train ECM that the
operator wants to start the engine.

The Power Train ECM output components are:

• Transmission solenoids (20): Engage the speed and direction clutches.
• Lockup clutch solenoid (21): Output of the Power Train ECM. The lockup
clutch solenoid valve activates or deactivates the lockup clutch function.
• Implement and steering solenoid (22): Controls the pilot oil to the steering
and implement pilot systems.
• Reversible steering solenoid (23): Controls the direction of oil flow from the
steering pilot valve to the neutralizer valves.
• Parking brake solenoids (24): Releases or engages the parking brake.
• Remote control parking brake light (25): Illuminates when the remote
control parking brake is engaged.
• Remote control activation light (26): Illuminates when the remote control
system is activated.

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SERV2052 - 03/15 -27- Module 4 - Power Train

• Remote control parking brake solenoid (27): Engages and releases the
parking brake when the remote control system is activated.
• Interface control module (28): The Power Train ECM monitors the status of
the following relays located in the interface module:
-- Park brake relay
-- Service brake relays
-- Power relay
-- Engine run/stop relay
• Back-up alarm (29): Activates when the machine is placed in the reverse
direction.
• Start relay (30): Output of the Power Train ECM. The start relay turns the start
solenoid on and off.

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SERV2052 - 03/15
• Identify the Power Train ECM.
-28- Module 4 - Power Train
28
POWER TRAIN ECM
The Power Train Electronic Control Module (ECM) (arrow) is located under a panel
on the dash of the operator’s station. The Power Train ECM shifts the transmission.
The operator input indicates the desired speed for the transmission and the desired
direction for the transmission. The Power Train ECM decisions are based on the
input information and on the memory information. After the Power Train ECM
receives the input information and the memory information, the Power Train ECM
sends a corresponding response via the outputs. The inputs and outputs of the
Power Train ECM are connected to the machine harness at contact connectors J1
and J2.
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SERV2052 - 03/15 -29- Module 4 - Power Train

5
3

6
4

29
Transmission Shifting

• Identify the transmission shifting Shifting the transmission is the main function of the Power Train ECM. The
input components. autoshift control switch (1) sends a signal to the Power Train ECM for the desired
shift mode: automatic mode, or manual mode. To manually shift the transmission,
the autoshift control switch must be in the MANUAL position (2).

The STIC steering control (3) includes the transmission direction control
switch (4), which is a three-position switch that selects either forward direction,
neutral, or reverse direction.

The operator selects a direction by moving the transmission direction control

switch, which sends a signal to the Power Train ECM indicating the desired
direction of travel.

The upshift switch (5) and downshift switch (6) allow the operator to select the
speed range of the transmission. Pressing the upshift switch increases the
speed of the transmission. The Power Train ECM will upshift the transmission to
the next higher gear. Pressing the downshift switch decreases the speed of the
transmission. The Power Train ECM will downshift the transmission to the next
lower gear. The upshift switch and the downshift switch have two input connections
each at the Power Train ECM on connector J1.

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SERV2052 - 03/15 -30- Module 4 - Power Train

9
5
8
4
3

7 6
30
TRANSMISSION INPUT COMPONENTS

• Identify the transmission input
components.
The transmission output speed sensor (1) is located on the output transfer gears
and sends a signal to the Power Train ECM indicating ground speed. The torque
converter output speed sensor (2) is located on the torque converter housing and
sends a signal to the Power Train ECM indicating torque converter output speed.
The Power Train ECM uses the transmission torque converter and engine output
speed information (via the Engine ECM) to engage the lockup clutch and control
transmission shifting.

The top right view shows the brake pedals and foot brake assembly (3) with the
cover removed from the transmission neutralizer switch assembly (4). When the
service brake and transmission neutralizer pedal (5) is depressed, the neutralizer
switch (6) sends a signal to the Power Train ECM, which de-energizes the direction
clutch solenoid. At the same time, the speed clutch is still energized, which allows
full engine power to be used in the hydraulic system.

The stop light limit switch (7) is also located in the service brake and transmission
neutralizer pedal assembly. The stop light limit switch is not an input to the
Power Train ECM, but turns the stop light on when either of the brake pedals are
depressed.

The STIC lockout limit switch (8) is located below the steering and transmission
lock lever (9). The STIC control lock limit switch sends a signal to the Power Train
ECM to neutralize the transmission when the steering and transmission lock lever
is in the LOCKED position.
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SERV2052 - 03/15 -31- Module 4 - Power Train

31
BACK-UP ALARM

• Identify the back-up alarm. The back-up alarm is located behind the grill at the rear of the machine. The
back-up alarm receives a signal from the Power Train ECM when the machine is
shifted into reverse. In reverse, the back alarm sounds. A three-position
switch (arrow) controls the back-up alarm volume.

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SERV2052 - 03/15 -32- Module 4 - Power Train

AXLE OIL COOLING SYSTEM

Axle Oil
Temperature Cooler Pumps (6)
Sensor (12)
Temperature
Sensor (13)
Pressure Pressure
Front Axle (1)
Switch (7) Switch (8)
Axle Oil Axle Oil Axle Oil Axle Oil
Cooler (2) Filter (4) Filter (5) Cooler (3)

Screen Screen
(11) (10)

Rear
Axle (9)

32
AXLE OIL COOLING SYSTEM SCHEMATIC

• Identify the components and The axle oil cooling system cools the oil in the front axle (1) and rear axle (9).
explain the oil flow through the When the engine is running, the axle oil cooler pumps (6) circulate the axle oil
axle cooling system. through separate systems for each axle housing. Oil flow for the front axle oil cooler
system and the rear axle oil cooler system is identical.

The axle oil cooler pumps draw oil from the axle housings. The oil flows from the
axle housings through the screens (10-11) to the axle oil cooler pumps. The pumps
send oil through to the axle oil filters (4-5) and through the axle oil coolers (2-3) to
the axle housings. The oil flows through passages in the axle housing to cool the
final drive and brake assemblies, and the differential and bevel gear.

The Machine ECM monitors the pressure switches (7-8) and the temperature
sensors (12-13).

The axle coolers are now part of the machine cooling system, which has eliminated
two cooling fans and two electric motors that were on the R1600G machine.

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SERV2052 - 03/15 -33- Module 4 - Power Train

10

6 4

3 5
2
1

8
33
AXLE OIL COOLING SYSTEM COMPONENTS

• Identify the axle oil cooling
system components.
The front axle oil cooler pump (1) and rear axle oil cooler pump (2) are located on
the left side at the front of the engine. The axle oil cooler pumps circulate oil in the
axle housings and through the axle oil coolers (3), which are located to the left of
the radiator at the rear of the machine. The oil coolers are oil-to-air coolers. The
rear axle housing is shown in this illustration.

Two bypass relief valves (not visible) are located in the axle oil cooler pumps. The
bypass relief valves limit the oil pressure in the axle oil cooling system.

The front axle oil cooler screen (4) is located at the rear frame, rear of the
articulation hitch. The rear axle oil cooler screen (5) is located on the right frame
rail near the rear tire. The screens trap large particles of debris that may enter the
system. Oil is drawn through the screens by the axle oil cooler pumps.

The front axle oil filter (6) and the rear axle oil filter (7) are mounted at the front of
the engine compartment on the left side. If the filter elements become full of debris,
the restricted oil causes a pressure increase between the filter and the pump. This
pressure increase causes the bypass relief valve in the pump to open and the oil
recirculates within the pump.

The axle oil temperature sensors (8) send a signal to the Machine ECM indicating
the front and rear axle oil temperatures.

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SERV2052 - 03/15 -34- Module 4 - Power Train

The axle oil filters each contain a bypass switch (9) that will alert the monitoring
system if a filter is restricted.

An axle oil pressure switch (10) is mounted at the inlet of each axle oil filter. If the
axle oil pressure is too low, the pressure switch closes and a warning lamp in the
operator’s station illuminates.

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SERV2052 - 03/15 -35- Module 4 - Power Train

PURPOSE

This module was designed to ensure participants

can locate and identify the function of all power train
components and test and adjust the power train.

35
Purpose review

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SERV2052 - 03/15 -36- Module 4 - Power Train

REASON

This training was necessary for participants to identify

power train components and test and adjust the power
train in order to be able to efficiently diagnose and
repair the power train. This will ensure the customers
will experience quick and accurate resolution of power
train issues.

36
Reason review

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SERV2052 - 03/15 -37- Module 4 - Power Train

COMPETENCY Statement

Participants are now able to locate and identify the

power train components and test and adjust the power
train during lab exercises. Participants are also able
to identify the function of the power train components
during a post-assessment.

37
Competency Statement review

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SERV2052 - 03/15 -38- Module 4 - Power Train

LEARNING OUTCOMES

You have met the following learning outcomes during

this R1600H Underground Loader Power Train module:
• Located and identified power train components.
• Tested and adjusted the power train.
• Identified the function of the power train components.

38
Learning Outcomes Review

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SERV2052 - 03/15 -39- Module 4 - Power Train

Module Conclusion

This concludes the Power Train module for the R1600H

Underground Loader course.

39
Module Conclusion

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