SESV1687 - 01 - Entrenamiento D7R

Service Training
Meeting Guide 687 SESV1687-01

August 2012
TECHNICAL PRESENTATION
D6R/D7R TRACK-TYPE TRACTORS

MEETING GUIDE 687 SLIDES AND SCRIPT
AUDIENCE
Level II--Service personnel who understand the principles of machine systems operation, diagnostic
equipment, and procedures for testing and adjusting.
CONTENT
This presentation provides an orientation and describes the operation of the power train and hydraulic
systems on the D6R and D7R Track-type Tractors equipped with the Power Train Electronic Control
System. These machines may be equipped with differential steering or steering clutches and brakes.
OBJECTIVES
After learning the information in this presentation, the serviceman will be able to:
1. locate and identify the major components in the operator’s station, power train, and implement
hydraulic systems;
2. check fluid levels in the engine, power train, and implement hydraulic systems;
3. trace oil flow through the power train and implement hydraulic systems; and
4. explain the operation of the components in the power train and implement hydraulic systems.
REFERENCES
D6R Service Manual (Power Train Electronic Control System) SENR8350
D6R Service Manual (Differential Steering) SENR9490
D7R Service Manual (Power Train Electronic Control System) SENR8335
D7R Service Manual (Differential Steering) SENR1700
STMG 508 "D7H Track-type Tractor" SESV1508
STMG 547 "D8N Track-type Tractor--Power Train and Implements" SESV1547
STMG 641 "D6H/D7H Series II Track-type Tractors" SESV1641
PREREQUISITES
Interactive Video Course "Fundamentals of Mobile Hydraulics" (CD ROM) TECD9001
STMG 546 "Graphic Fluid Power Symbols" SESV1546
Estimated Time: 4 Hours

Visuals: 117 (2 X 2) Slides
Serviceman Handouts: 11 Line Drawings
Form: SESV1687
Date: 8/12
© 2012 Caterpillar Inc.
STMG 687 -3- Text/Reference
8/12
TABLE OF CONTENTS
INTRODUCTION.........................................................................................................................5
OPERATOR’S STATION ..............................................................................................................8
ENGINE ......................................................................................................................................16
POWER TRAIN..........................................................................................................................23
Torque Divider ......................................................................................................................23
Power Shift Transmission .....................................................................................................26
Steering and Brakes ..............................................................................................................36
Standard Power Train Hydraulic System Operation .............................................................40
Differential Steer Power Train Hydraulic System Operation ...............................................45
Differential Steer Mechanical Operation ..............................................................................46
UNDERCARRIAGE...................................................................................................................52
IMPLEMENT HYDRAULIC SYSTEMS ..................................................................................54
STANDARD D6R IMPLEMENT HYDRAULIC SYSTEM .....................................................57

Pump Operation ....................................................................................................................64
Inlet Manifold Operation ......................................................................................................75
Implement Control Valve Operation .....................................................................................78
Quick-Drop Valve Operation ................................................................................................87
STANDARD D7R IMPLEMENT HYDRAULIC SYSTEM .....................................................95

Inlet Manifold Operation ......................................................................................................99
Implement Control Valve Operation ...................................................................................107
DIFFERENTIAL STEER HYDRAULIC SYSTEM ................................................................113

Pump Operation ..................................................................................................................126
Steering Circuit Operaion ...................................................................................................134
Implement Control Valve Operation ...................................................................................143
AUTOSHIFT AND AUTO KICKDOWN OPERATION.........................................................148
CATERPILLAR MONITORING SYSTEM.............................................................................149
CONCLUSION .........................................................................................................................160
SLIDE LIST ..............................................................................................................................161
SERVICEMAN’S HANDOUTS ...............................................................................................164

STMG 687 -- 44 -- Text/Reference
8/12
INSTRUCTOR NOTES
8/12
© 2012 Caterpillar Inc.
INTRODUCTION
• Elevated sprocket The D6R and D7R Track-type Tractors are part of the Caterpillar line of
design medium size track-type tractors. Both machines have the elevated sprocket
• Optional differential design drive system and can be equipped with optional differential steering.
steering
The D6R is powered by a Caterpillar 3306 turbocharged engine and the D7R
• 3306 DIT engine in
D6R is powered by a turbocharged and aftercooled 3306 engine. The 3306 DIT in
the D6R provides 123 kW (165 hp) in machines with the standard track
• 3306 DITA engine in
arrangement, 130 kW (175 hp) in machines with the XL and XR track
D7R
arrangements, and 138 kW (185 hp) in machines with the Low Ground
Pressure (LGP) track arrangement. All the power specifications are given at
1900 rpm for steering clutch and brake machines and for differential steer
machines. The 3306 DITA engine in the D7R provides 172 kW (230 hp) at
2100 rpm in machines with the standard and XR track arrangements.
Machines with the LGP track arrangement have a 3306 DITA engine that
provides 179 kW (240 hp) at 2100 rpm.
The D6R and the D7R are both equipped with Advanced Modular Cooling
System (AMOCS) radiators.

8/12
• Standard 3F/3R Both machines are equipped with a three speed FORWARD, three speed
planetary transmission REVERSE (3F/3R) planetary power shift transmission. A torque divider
transfers engine power to the planetary transmission.
• LS/PC implement
All D6R machines and the D7R machines with differential steering are
hydraulic system
equipped with a load sensing, pressure compensating (LS/PC) hydraulic
system with variable displacement pumps. The D7R machines with steering
clutches and brakes are equipped with a load sensing, pressure compensating
implement hydraulic system with a fixed displacement pump and an
unloading valve. A margin spool and signal network provide the load
sensing feature for the fixed displacement pump on the D7R steering clutch
and brake machines.
• "S," "SU," "U" and "A"
Customers can order the D6R with an "S," "SU" or an "A" blade and the
blades are available
D7R machines with an "S," "SU," "U" or an "A" blade. The "S," "SU" and
• "A" blade mounts to C- "U" blades mount to push arms and contain a tag link stabilizer to provide
frame higher penetration forces, better balance, excellent attachment control, and
maximum machine maneuverability. The "A" blade mounts to a C-frame
through a pinned connection. The "A" blade allows blade angling or tilting,
left or right.
• Optional enclosed cab
Both the optional enclosed cab and open canopy provide the operator with
• Cab meets ISO and SAE rollover protection (ROPS) and falling object protection (FOPS). The cab
standards for ROPS and meets the standards for ROPS and FOPS structures provided by the Society
FOPS of Automotive Engineers (SAE) and the International Standards
Organization (ISO).
Carrier rollers are standard on Low Ground Pressure (LGP) models of the
D6R and D7R and are also standard equipment on the D6R XL.
This presentation covers the operation of the power train, steering clutches
and brakes, differential steering, and implement hydraulic system for the
D6R and D7R Track-type Tractors. A basic machine and operator’s station
orientation are also included.
8/12
Standard Track
Arrangement
XR Track
Arrangement
TRACK
ARRANGEMENTS
XL Track
Arrangement
LGP Track
Arrangement
• XR track extends The elevated sprocket design provides maximum flexibility in mounting the
toward the rear track roller frames. The D6R and the D7R machines have a standard track
• XL track extends configuration or an optional XR track configuration. The XR track
toward the front configuration has a longer track roller frame (seven rollers on the D6R and
eight rollers on the D7R) than the standard track configuration (six rollers on
• LGP has wider track, the D6R and seven rollers on the D7R) with more track toward the rear of the
wider gauge and
machine. The D6R also has an optional XL track configuration. The XL
extends front and rear
track configuration contains a longer track roller frame (seven rollers) with
• XL for aggressive more track toward the front of the machine. A low ground pressure (LGP)
dozing track is also optional on the D6R and D7R. The LGP arrangement has wider
track, a wider track gauge, and a longer track roller frame (eight rollers on the
• XR for drawbar
D6R and seven rollers on the D7R) than the standard track configuration with
application
the rollers extended forward and to the rear.
• LGP for increased
stability and low The XL track configuration provides a more aggressive dozing machine
ground pressure while the XR track arrangement is primarily for drawbar applications. The
LGP track configuration provides the machine with a more neutral center of
gravity for increased stability and lower ground pressure for operating in soft
underfoot conditions.
8/12
OPERATOR'S STATION
• Fully adjustable seat The fully adjustable suspension seat provides comfort and reduces operator
fatigue. The operator can adjust the seat height, front to rear position, tilt,
and seat back angle. The seat is angled 15 to the right to provide maximum
visibility to the rear of the machine.
8/12
2 3 4
1
• Lever identification Tractors that are not equipped with differential steering are equipped with
and function: Finger Tip Control (FTC) steering. The two small levers replace the
1. Left steering and traditional steering clutch and brake levers and allow the operator to control
brake lever left and right turns. These levers, when pulled, send an electrical signal from
the FTC to the Electronic Control Module (ECM). The ECM then sends a
2. Right steering and
brake lever signal to the steering clutch and brake control valve. The proportional
solenoids on this valve control the hydraulic circuits for the clutch and brake
3. Forward/reverse
spools. Pulling the left lever (1) toward the rear of the tractor (approximately
direction paddle
one-half the full travel distance) releases the left steering clutch, which
4. Transmission disengages the track from the power train. Pulling the left steering lever (1)
upshift button the full travel distance engages the left brake. The right steering lever (2)
5. Transmission operates the same as the left steering lever (1). To make a gradual turn, pull
downshift button the steering lever approximately one-half the travel distance to the rear of the
tractor and to make a sharp turn, pull the steering lever the full travel distance
to the rear of the tractor.
The tractor direction is controlled by a rotating paddle (3) located on the

console. Pushing on the top of the paddle (3) selects the FORWARD
direction. Pushing on the bottom of the paddle (3) selects the REVERSE
direction. The center position of the paddle (3) is the NEUTRAL position.
• Upshift and downshift Pushing the top button (4) upshifts the transmission to the next higher gear.
buttons Pushing the bottom button (5) downshifts the transmission to the next lower
gear.
STMG 687 - 10 - Text/Reference
8/12
3
1
2
4
• Tiller control lever The tiller control lever on the differential steer machines combines machine
components: steering, directional changes, and gear selection into a single control.
1. Parking brake Pressing the top button (4) upshifts the transmission one gear range higher
switch and pressing the bottom button (5) selects a speed one gear range lower.
2. Key lockout
Rotating the tiller lever (3) toward the front selects the FORWARD direction,
3. Twist tiller and rotating the lever toward the rear selects the REVERSE direction. The
4. Upshift button center position is NEUTRAL.
5. Downshift button
With the machine in FORWARD, moving the tiller lever toward the front
causes the machine to turn left, while moving the tiller lever to the rear
• Steering
causes the machine to turn right. When the operator releases the tiller lever,
• Parking brake switch a centering spring returns the lever to the center NO STEER position.
The parking brake switch (1) with a key lockout (2) de-energizes the brake
solenoids which engages the brakes and shifts the transmission to
NEUTRAL.

8/12
WARNING
With the engine running and the machine stationary, moving

the tiller control lever toward the front or the rear of the
machine can cause the machine to steer. To avoid potential
personal injury and/or property damage, always ENGAGE the
parking brake, which neutralizes the transmission and engages
the brakes.
The differential steering machines operate with "S-turn logic,"

not "C-turn logic." With the machine moving FORWARD,
moving the tiller lever toward the front of the machine causes
the machine to turn to the LEFT. With the machine moving in
REVERSE, moving the electronic tiller lever toward the front
of the machine causes the machine to turn to the RIGHT.
8/12
1 2
• Component locations: Both the FTC and the differential steer models are equipped with two pedals.
The large pedal is the service brake pedal (1). Depressing the service brake
1. Brake pedal
pedal de-energizes the solenoids on the steering clutch and brake control
2. Decelerator pedal valve and ENGAGES both brakes.
The smaller pedal is the decelerator pedal (2). During normal operation, the
operator moves the governor control lever into the HIGH IDLE position and
slows the engine using the decelerator pedal.
8/12
• Dash components The instrument panel includes the Caterpillar Monitoring System display
which monitors various tractor systems, an action light, a key start switch,
and an action alarm (not visible). Also included on the dash are the various
light switches, optional air conditioning controls, Autoshift and Auto
Kickdown selector buttons, and an operator switch for scrolling different
modes.
NOTE: The Caterpillar Monitoring System, Autoshift, and Auto

Kickdown will be discussed in more detail later in this presentation.
8/12
1
2
• Lever functions: The implement controls are at the right of the operator’s seat. The standard
dozer control lever (1) allows the operator to control all the blade functions
1. Dozer control lever with one lever.
• Dozer lever controls

Pushing the lever to the forward detent position permits the blade to FLOAT.
six functions
When the lever is in the forward position just to the rear of FLOAT, the blade
will LOWER. Pulling the lever to the rear of the center (HOLD) position
causes the blade to RAISE. Pushing the lever to the right tilts the right side
of the blade down, and pushing the lever to the left tilts the left side of the
blade down.
2. Ripper control lever Machines equipped with an optional ripper have a ripper control lever (2)
behind the implement control lever. To RAISE the ripper, move the control
lever from the center (HOLD) position toward the operator’s seat, and to
LOWER the ripper, move the control lever from the center (HOLD) position
away from the operator’s seat.
• Horn button The horn button is located between the implement control lever and the
ripper control lever.

8/12
• Winch is optional On machines equipped with winches, the winch control lever (not shown) is
to the right of the operator’s seat, behind the dozer control lever. The winch
• Winch control lever control lever has six positions.
(if equipped) is behind
dozer lever
The first position controls the FREESPOOL function. The FREESPOOL
function allows the winch drum to spin freely. A detent mechanism holds the
winch lever in the FREESPOOL position.
The second position is the BRAKE OFF detent position. When the lever is
pushed forward fully to the detent position, the brake is fully released. The
third position is the BRAKE OFF position. The BRAKE OFF function
provides enough resistance on the winch drum to prevent unreeling the cable
by hand, but not so much resistance to prevent the load weight or machine
movement from unreeling the cable.
When the operator releases the winch lever from the BRAKE OFF position,
the lever moves into the BRAKE ON (fourth) position. When the winch is in
the BRAKE ON position, the winch brake prevents the winch drum from
rotating.
The fifth position is the REEL IN position. The final position (if equipped)
is for the REEL OUT function. Releasing the lever from either the REEL IN
or REEL OUT position returns the winch lever to the BRAKE ON position.
8/12
ENGINE
• Vented fuel cap The D6R has a 383 Liter (101 gal.) fuel tank and the D7R has a 479 Liter
(arrow) (127 gal.) fuel tank. A strainer in the fuel fill tube keeps debris out of the
fuel tank during refueling. The vented cap (arrow) prevents pressure
build-up in the fuel tank and also prevents cooling fuel from creating a
vacuum.
8/12
10
• Fuel drain valve Opening the fuel tank drain valve (arrow) allows water and sediment to drain
(arrow) from the fuel tank. The fuel drain plug is below the fuel tank on the left side
of the machine.
8/12
11
• 24-Volt electrical The battery compartment is located inside a hinged compartment on the left
system side of the machine just below the fender.
1. Starting and Two 12-Volt batteries connected in series provide 24 Volts to start the engine.
charging analyzer
To access the batteries, loosen the fasteners on the battery compartment and
receptacle
lift the cover.
2. Optional radio
connector Also located in the battery compartment is the starting and charging analyzer
receptacle (1) and a connector for an optional radio (2).
8/12
12
• Fuse panel location Opening the battery compartment also provides access to the fuse panel. The
fuse box contains the electrical system fuses and circuit breakers.
8/12
13
• Air precleaner (arrow) The precleaner (arrow) removes large debris from the intake air before the air
enters the air filters.
8/12
1 3
6
7 5
8
4
14
• Component locations: Various components visible are on the left side of the engine.
1. Air filters
Also accessible on the left side of the engine are the Scheduled Oil Sampling
2. Engine oil fill tube (S O S) tap (7) which permits live oil sampling, and the engine oil pressure
tap (8) which is used when testing the lubrication system pressure
3. Engine oil level
dipstick NOTE: The engine shown in this view is installed in a D6R.
4. Engine oil filter
5. Power train oil

cooler
6. Engine oil cooler
7. Scheduled Oil
Sampling tap
8. Engine oil pressure

tap
8/12
15
• Component locations: On the right side of the engine are additional components.
1. Primary fuel filter
2. Secondary fuel filter
3. Fuel pump and

governor
4. Alternator
8/12
16
POWER TRAIN
• Torque divider: Torque Divider
- Transfers power to The D6R and D7R Track-type Tractors are equipped with a power shift
transmission transmission and use a torque divider to transfer engine power to the
transmission. The torque dividers on these machines are similar to the torque
dividers on other Caterpillar Track-type Tractors.
- Provides a hydraulic
The torque divider provides both a hydraulic and a mechanical connection
and 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.
• Component locations: The torque converter outlet relief valve (1) is mounted on the torque
converter case. The torque converter outlet pressure can be checked at the
1. Torque converter
pressure tap (2).
outlet relief valve
2. Pressure tap
8/12
Engine Flywheel TORQUE DIVIDER

Housing
Outlet
Planet Gears Passage
Sun Gear
Output Shaft
Stator
Planet Carrier
Ring Gear Inlet

Passage
Impeller
Turbine
17
• Torque divider This illustration shows a typical torque divider. The impeller, rotating
operation housing, and sun gear are mechanically connected to the engine flywheel.
The turbine and ring gear are connected and the planetary carrier and output
shaft are connected.
• During NO LOAD The sun gear and the impeller always rotate at engine speed. As the impeller
components rotate as rotates, it directs oil against the turbine blades, causing the turbine to rotate.
unit
Turbine rotation causes the ring gear to rotate. During NO LOAD
conditions, the planetary gear set components rotate as a unit with the planet
gears stationary on their shafts.
• Under load, relative
motion slows turbine As the operator loads the machine, the output shaft slows down. A decrease
rotation 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 plantetary gear set multiplying the torque
mechanically.

8/12
• During stall, turbine An extremely heavy load can stall the machine. If the machine stalls, the
and ring gear rotate in output shaft and the planetary carrier will not rotate. This condition causes
opposite directions the ring gear and turbine to slowly rotate in the opposite direction of engine
• Torque converter rotation. Rotating the ring gear and turbine in the opposite direction provides
provides 70% of maximum torque multiplication.
output
During all load conditions, the torque converter provides 70% of the output
• Planetary gear set and the planetary gear set provides the remaining 30% of the output. The
provides 30% of
size of the planetary gears establishes the torque split between the hydraulic
output
torque and mechanical torque.
8/12
1
2
18
Power Shift Transmission
• Component locations: The D6R power train oil fill tube (1) and dipstick (2) are located in the left
side engine compartment.
1.Oil fill tube
2.Dipstick
8/12
3
1
19
• Component locations: The power train oil filter is located in the compartment on the right side of
the D6R. The power train filter housing contains the power train pump
1. Transmission pump pressure tap (1) and an S O S tap (2). The power train filter drain plug is
pressure tap
below the filter housing.
2. S•O•S tap
The filter bypass pressure switch (3) opens during cold start-ups and when
3. Filter bypass
the filter is plugged. The bypass valve spool and spring close the switch.
pressure switch The filter bypass pressure switch is connected to the Caterpillar Monitoring
System and works with the power train oil temperature sensor.
8/12
3
2
1
5
20
• Component locations The power train oil fill tube (1), dipstick (2), and filter are located in the
(D7R differential compartment on the right side of the D7R. On top of the power train filter
steer): housing are the power train pump pressure tap (3) and an S O S tap (4). The
power train filter drain plug is below the filter housing.
1. Power train oil fill
tube
The filter bypass pressure switch (5) opens during cold start-ups and when
2. Power train oil level the filter is plugged.
dipstick
3. Pump pressure tap
4. S•O•S tap
5. Filter bypass
pressure switch
8/12
21
• Power train oil pump A magnetic screen is located in the suction line (arrow) to the power train oil
suction line (arrow) pump. Additional power train suction screens are found at the lower rear of
the transmission case and at the bottom of the torque divider case. Remove
and clean the screens during power train oil changes or if the pump fails.
8/12
3
1
22
• Power train oil pump A gear on the torque converter impeller drives the gear-type power train oil
pump. The power train oil pump supplies flow to the transmission hydraulic
1. Torque converter controls, the brakes, the steering clutches (non-differential steering
and lube section
machines), and the torque converter.
2. Transmission and
controls section
3. Transmission and
torque converter
scavenge section
8/12
23
• 3F/3R planetary power The three speed FORWARD, three speed REVERSE planetary power shift
shift transmission transmission transfers power from the engine to the final drives. The
transmission contains three hydraulically controlled speed clutches and two
1. Speed sensors hydraulically controlled directional clutches. The transmission shifting
function is controlled by the Power Train Electronic Control System. The
2. Planetary group
Electronic Control Module (ECM ) responds to operator shifting requests by
3. Transmission
controlling the electrical current to the transmission clutch solenoids. The
control group solenoid current controls the hydraulic circuits that engage the transmission
clutches.
The ECM selects the transmission clutches to be engaged and the clutch
pressure is modulated electronically. Solenoid valves control the modulation
of the clutch pressure. The ECM uses the transmission speed, engine speed,
and the power train oil temperature signals to control smooth engagement of
the clutches. Each transmission clutch in the planetary group (2) has a
corresponding solenoid valve on the transmission hydraulic control
group.(3).
The ECM uses the transmission solenoid valves to directly modulate the oil
pressure to each transmission clutch. The solenoid valves operate
proportionally. The ECM modulates the electrical current to the solenoid
valves. Modulating the solenoid valves controls the power train oil flow to
the transmission clutches. Electronic clutch modulation allows the ECM to
control the time required to fill a clutch with oil and the rate of the clutch
pressure modulation.
8/12
TRANSMISSION
MODULATING VALVE
Supply
To Drain To Clutch
Oil
24
• Transmission The transmission clutches are hydraulically engaged and spring released.
modulating valve The transmission modulating valve solenoid is energized to send supply oil to
the clutch. As current is applied to the solenoid, the rod extends to the right
and moves the ball closer to the orifice. The ball begins to restrict the
amount of oil to drain. As the pressure at the left end of the spool increases,
the spool shifts to the right and the clutch pressure increases. De-energizing
the solenoid allows the spool to shift to the left due to the spring force plus
the supply oil pressure. This condition reduces the pressure supplied to the
clutch below the clutch engagement pressure.
• NEUTRAL When the transmission is in NEUTRAL, the modulating valve which controls
engagement of the No. 3 clutch allows flow to the clutch. The other
modulating valves stop flow to the clutches, thereby allowing the clutches to
be released by spring force. Since the No. 1 or 2 directional clutch is not
engaged, no power is transmitted to the output shaft of the transmission.

STMG 687 - 33 -
8/12
• FIRST FORWARD When the transmission is in FIRST SPEED FORWARD, the modulating
valves which control flow to the No. 2 and 5 clutches receive a signal from
the ECM to allow flow to the clutches and, therefore, allow the clutches to
engage.
• Transmission main
relief valve
The main relief valve is located in the manifold on top of the transmission
planetary group. The relief valve limits the system pressure from the control
section of the power train oil pump. This oil is used to control the steering
clutches, brakes and transmission clutches. Oil to the main relief valve flows
from the power train oil filter to supply the steering and brake control valve
and transmission modulating valves. The excess oil that flows over the relief
valve is used to lubricate the transmission planetary group.
The relief valve has a slug chamber connected to pump outlet flow by an
orifice contained in the spool. The slug provides a reaction area that
balances against a spring force to limit the pressure. The spring has an
external adjustment nut located on the side of the manifold.
NOTE: The transmission modulating valves must be recalibrated

when any of the following procedures are performed:
- Transmission modulating valve and/or solenoid is replaced.
- Transmission is serviced or replaced.
- ECM is replaced.
For the calibration procedure, refer to the Power Train Electronic

Control System Service Manual (Form SENR8367).
8/12
25
• Identify components: The bevel gear case serves as the oil reservoir for the power train oil system.
The power train oil drain plug (1) is in the bottom of the transmission case at
1. Power train oil drain the rear of the machine.
plug
The transmission case scavenge screen is located behind the cover (2).
2. Transmission
scavenge screen
8/12
26
• Pump drive The pressure tap (arrow) on the front left of the flywheel housing is used to
lubrication pressure test the engine rear gear train and pump drive lubrication pressure which is
tap (arrow) supplied by the power train pump.
NOTE: Pump drive lubrication pressure is not adjustable.

8/12
3
4
1
2
27
Steering and Brakes
• Pressure tap The steering clutch and brake control valve (if equipped) is located below the
locations:
platform, on top of the bevel gear case. The steering clutch pressures (1,
right clutch; 2, left clutch) can be tested at the two outer pressure taps and the
1. Right clutch
brake pressures (3), right brake; 4, left brake) can be tested at the two inner
2. Left clutch pressure taps.
3. Right brake
4. Left brake
8/12
28
• Pressure test The right brake lubrication pressure (1) and right brake pressure (2) can be
locations: checked by installing pressure test fittings at these locations on top of the
final drive group on the right side of the tractor. This slide shows a
1. Right brake
differential steer machine.
lubrication pressure
A tractor equipped with steering clutches and brakes will have another tap in
2. Right brake
pressure the same general location to test the right steering clutch pressure.
8/12
2 3
29
• Component locations: The differential steer machines are not equipped with steering clutches. The
differential steer machines are equipped with a brake control valve (1) which
1. Brake control valve applies both brakes simultaneously. The ECM receives an input signal for
braking and sends an output signal to the solenoids on the brake control
2. Left brake pressure
valve. Both brake solenoids are de-energized and the brakes are ENGAGED.
tap
Brake pressures can be tested at the pressure taps (2 and 3).
3. Right brake
pressure tap
8/12
30
• Parking brake switch The parking brake switch is a four pole, double throw rocker switch. One of
(arrow) the poles of the switch is not used. The function of the three poles are:
1. On/off: Signals the ECM the status of the parking brake switch.
When the switch is ON, the ECM shifts the transmission to
NEUTRAL and ENGAGES the left and right brakes.
2. Brake back-up: Performs as a back-up for engaging the brakes.

When the switch is ON, the brake back-up pole energizes the parking
brake solenoid which ENGAGES the brakes.
3. Neutral-start: Performs the neutral-start function. When the switch

is OFF, the starter motor cannot be activated.
NOTE: The parking brake switch is located on the right front side
of the Finger Tip Control console (shown). The parking brake
switch on differential steer machines is located on the left side of
the tiller lever (see Slide No. 5).
8/12
POWER TRAIN HYDRAULIC SYSTEM

D6R WITH FINGER TIP CONTROL
From Oil
Cooler
Steering And
4 Brake Valve
To Torque
3 Converter
5
Priority
Valve
2 1
Transmission
Control
Group
1 2 3
From
Converter
Scavenge
31
Standard Power Train Hydraulic System Operation
This diagram shows the power train oil system components on the D6R and
D7R machines equipped with steering clutches and brakes.
• Three section pump: The power train oil system uses a three section gear pump. The scavenge
section (1) returns oil from the torque converter and transmission sumps to
1. Scavenge section
the bevel gear case. The center section (2) sends oil at the same time to the
steering and brake control valve and the transmission control group. The
2. Clutch and brake
lube section transmission charging section (3) directs oil from the case to the priority
valve, the torque converter and, during certain conditions, sends oil to the
3. Charging section steering and brake control valve and the transmission control group.
NOTE: For more information on the steering and brake controls,

refer to the Technical Instruction Module "Electronically Controlled
Steering and Brake System--D5M/D6M/D6R/D7R Track-type
Tractors" (Form SEGV2628).
8/12
32
• Priority valve group: The priority valve group on the D6R and D7R contains the priority valve (1)
and the torque converter inlet relief valve (2). A solenoid valve (3) receives
1. Priority valve an output signal from the ECM to operate the priority valve at either high or
low pressure.
2. Torque converter
inlet relief valve
The priority valve ensures that the steering clutch and brake control valve
3. Solenoid valve
receives supply oil along with the transmission control group before
supplying oil to the torque converter circuit. The priority valve only operates
at high pressure during certain conditions to improve efficiency.
• Sends oil to steering The solenoid valve, when DE-ENERGIZED, allows the priority valve to
and brake valve and operate at high pressure or 2925 kPa (425 psi). The solenoid is de-energized
transmission control for the following conditions: When the oil temperature is less than 40 C
before converter
(104 F), during a speed or directional change, and when the engine speed is
below 1300 rpm.
• Operates at high
pressure when
solenoid is de- The solenoid valve, when ENERGIZED, allows the priority valve to operate
energized at low pressure or 1000 kPa (145 psi) maximum. The solenoid valve is
energized for the following conditions: When the above conditions are not
• Operates at low fulfilled and when the parking brake is ENGAGED, regardless of oil
pressure when temperature or engine speed.
solenoid is energized

8/12
Oil from the torque converter flows through the torque converter outlet relief
valve to the oil cooler. By maintaining oil pressure in the torque converter,
the outlet relief valve ensures efficient power transfer between the engine and
transmission, and also prevents cavitation in the torque converter.
Oil from the oil cooler lubricates the steering clutches and brakes and the
transmission planetaries before returning to the power train sump. The
implement and winch pump drive gears and bearings receive lubrication oil
from the inlet side of the torque converter.
NOTE: The colors in the valve sections and hydraulic schematics

throughout the power train hydraulic system presentation denote
various pressures within the system. The legend of color codes is as
follows:
Red - Pump supply and P1 pressure
Red and White Stripes - Reduced and P2 pressure
Orange - Torque converter pressure
Brown - Lube oil pressure
Green - Open to tank
Blue - Blocked oil
Yellow - Activated valve envelopes or

moving parts
8/12
5 1
2
3
33
• Identify components The transmission control valve groups for the D6R and D7R machines
and their functions: equipped with either differential steering or steering clutches and brakes
are the same. The transmission control valve regulates oil pressure to the
1. No. 1 clutch
modulating
clutch proportionally to the supplied output current from the ECM. One
solenoid valve valve is provided for each clutch. The shift modulation and sequencing
are controlled by software--not by springs, orifices, and/or shims.
2. No. 2 clutch
modulating
solenoid valve
3. No. 3 clutch
modulating
solenoid valve
4. No. 4 clutch
modulating
solenoid valve
5. No. 5 clutch
modulating
solenoid valve
8/12
Parking and
Secondary Brake
Solenoids
STEERING AND BRAKE

CONTROL VALVE
SERVICE BRAKES ENGAGED
To Right Clutch
To Right Brake
Supply Oil
To Left Brake
To Left Clutch
34
• Braking controlled Braking is a function of the Power Train Electronic Control System. This
electronically slide shows the steering and brake control valve with the brakes ENGAGED.
The brakes are spring engaged and hydraulically released.
The service brake pedal sensor signals the ECM the braking requests of the
operator. The ECM acts upon the request by de-energizing both the right and
left brake solenoid valves on the steering and brake control valve. This
condition sends oil to drain and the springs engage the brakes.
8/12

D6R WITH DIFFERENTIAL STEERING
From Oil
Cooler
Brake
Valve
4
To Torque
3 Converter
5
Priority
Valve
2 1
Transmission
Control
Group
1 2 3
From
Converter
Scavenge
35
Differential Steer Power Train Hydraulic System Operation
• Differential steer The power train oil system on the differential steer machines is similar to the
differences system on the steering clutch and brake machines. The main difference is the
brake control valve. Since the differential steer machines are not equipped
with steering clutches, the valve does not include left and right steering
clutch solenoid valves. The valve contains left and right brake solenoid
valves, a secondary brake solenoid valve, and a parking brake solenoid valve.
NOTE: For more information on the brake system, refer to the

Technical Instruction Module "Electronically Controlled Brake
System--D6R/D7R Track-type Tractors with Differential Steering"
(Form SEGV2629).
8/12
DIFFERENTIAL STEER COMPONENTS

Hydraulic Motor Transmission
Input Input
To Left To Right
Final Drive Final Drive
Drive Equalizing
Steer
Planetary Planetary
Planetary
36
Differential Steer Mechanical Operation
Differential steer tractors are not equipped with steering clutches but have a
steering differential, a hydraulic pump, a hydraulic steering motor, and
steering controls. (The hydraulic components are discussed later.)
• Steering differential The steering differential has two power inputs: a speed and direction
has two power inputs: (FORWARD and REVERSE) input from the transmission and a steering
input (LEFT and RIGHT) from the hydraulic motor. The steering differential
- Transmission
uses the hydraulic motor power input to increase the speed of one track and
equally decrease the speed of the other track. The resulting track speed
- Hydraulic motor
difference turns the tractor.

8/12
• Steering differential: The steering differential consists of the steer planetary, the drive
planetary, and the equalizing planetary.
- Steer planetary
Color codes in this illustration designate the various components.
- Drive planetary
- Equalizing planetary
The drive pinion, bevel gear shaft, and the drive planetary carrier are red.
The bevel gear shaft is splined to the drive planetary carrier. During
turns, the pinion for the hydraulic motor drives the steer planetary ring
gear.
The hydraulic motor pinion and steer planetary ring gear are orange. The
center shaft connects the sun gears for all three planetaries.
The sun gears and center shaft are blue.
The planet gears for all three planetaries are yellow.
The left and right outer axle shafts are splined to the steer planetary and
equalizing planetary respectively. Also, the steer planetary carrier is
directly connected to the drive planetary ring gear. These components are
green.
The equalizing planetary ring gear is bolted to the right brake housing and
is always stationary. The equalizing planetary is gray.
8/12

STRAIGHT LINE OPERATION

Input Input
To Left To Right
Drive
Equalizing
Steer Planetary
Planetary
Planetary
37
• Straight line operation This illustration shows the power flow through the differential steer system
during straight line operation (FORWARD or REVERSE). In this condition,
- Steering motor does the hydraulic steering motor does not turn. Since the hydraulic steering
not turn motor does not turn, the steering pinion and steer planetary ring gear are
stationary (gray) and the transmission provides all power flow through the
- Transmission
system.
provides all power
- Arrows show power The transmission sends power through the transfer gears, pinion, bevel gear,
flow and bevel gear shaft to the drive planetary carrier. At this point, the power
divides causing a torque split.
- Outer axles rotate in
same direction Most of the torque goes through the drive planetary ring gear to the steer
planetary carrier. From the steer planetary carrier, the resulting power
reaches the left final drive through the left outer axle.
The remaining torque from the drive planetary carrier is transmitted to the
equalizing planetary sun gear through the drive planetary sun gear and the
center axle.

8/12
The equalizing planetary planet gears multiply the torque in the sun gear and
send the resulting power through the right outer axle to the right final drive.
The effect of this operation is that the left and right outer axles rotate in the
same direction with the same power magnitude and the machine, therefore,
tracks in a straight line.
8/12

LEFT TURN - FORWARD

Input Input
To Left To Right
Steer Drive Equalizing

Planetary Planetary Planetary
38
• LEFT TURN During a turn, both the transmission and the hydraulic motor provide inputs
FORWARD to the differential steer system with the transmission supplying most of the
power to the system.
• Transmission input
shown with black
The transmission input power is transmitted to the outer axles in the same
arrows
manner as during straight line operation.
• Steering motor input
shown with white The hydraulic motor input determines the turn direction and turn radius. The
arrows rpm of the hydraulic motor controls the turn radius (the higher the rpm, the
smaller the turn radius) and the direction of rotation establishes the turn
direction.

8/12
During a LEFT TURN in the FORWARD direction, the hydraulic motor

sends power through the steering planetary ring gear and planet gears to the
sun gear.
• Steering motor input
The input from the hydraulic motor has two effects on the system:
causes:
- Right outer axle 1. The first effect is that the speed of all three sun gears and the speed of
speed to increase the center axle increases, causing the speed of the right outer axle to
increase.
- Left outer axle speed
to decrease 2. The second effect is that the relative motion of the sun gear and
planet gears in the steer and the drive planetaries cause the drive
planetary ring gear, the steer planetary carrier, and the left outer axle
to slow down. (This relative motion is due to the fact that the drive
planetary carrier is turning at a constant rpm.) The speed decrease of
the left outer axle is equal to the speed increase of the right outer
axle.
• Reversing steering To make a RIGHT TURN, the direction of the hydraulic motor is opposite of
motor causes the direction for a LEFT TURN. The motor now applies power to the
opposite turn steering planetary carrier causing an increase in the speed of the steering
planetary carrier, the drive planetary ring gear, and the left outer axle.
Simultaneously, all three sun gears, the center axle, and the right outer axle
slow down. The speed decrease of the right outer axle is equal to the speed
increase of the left outer axle.
NOTE: During normal operation, this system does not provide a

"pivot turn" capability.
NOTE: For more information about differential steering

operation, see STMG 547 "D8N Track-type Tractor--Power Train
and Implements" (Form SESV1547).
8/12
8
1
6
3 2
5 4 7
39
UNDERCARRIAGE
• Component locations: The D6R and D7R machines are equipped with sealed and lubricated track
1. Front idler and have a balanced undercarriage design. With sealed and lubricated track,
oil surrounds the track pin to virtually eliminate internal pin and bushing
2. Front roller frame
wear. A rigid shear seal, a rubber load ring, and a thrust ring seals the
3. Rear roller frame lubricant inside the track. In a balanced undercarriage design system, all
4. Pivot shaft undercarriage components wear at the same rate.
5. Rear idler
The main components of the undercarriage are: the front idler (1), front
6. Track roller frame (2), rear roller frame (3), pivot shaft (4), rear idler (5), track (6),
7. Track rollers
and track rollers (7). The carrier roller (8) is standard on LGP machines.
8. Carrier roller The pivot shaft (accessed by removing the dozer trunnion) connects the right
and left rear roller frames and transmits the ground shocks directly to the
• Sealed and lubricated main frame rather than through the power train components. The roller
track frames can oscillate around the pivot shaft. The equalizer bar (not visible) is
an additional component of the undercarriage. The equalizer bar is pinned in
• Balanced design
the center of the tractor and can rotate around the center pin joint. The
equalizer bar connects the two front track roller frames and controls the
degree that the roller frames can oscillate around the pivot shaft.

8/12
• Track tension is The front roller frame slides inside the rear roller frame. A recoil spring
adjustable maintains the track tension. Pumping grease into a cylinder inside the rear
roller frame increases the recoil spring tension. A key and slot mechanism in
the front and rear track roller frames allows the front roller frame to slide in
and out of the rear roller frame, but prevents the front roller frame from
rotating inside the rear.
To increase track tension, remove the adjusting valve cover plate and add
grease through the adjusting valve. To decrease track tension, loosen the
relief valve and allow grease to escape. Then, close the relief valve and add
additional grease through the adjusting valve.
The Operation and Maintenance Manual (Form SENR8350 for the D6R with
Steering Clutches and Brakes, Form SENR9490 for the D6R with
Differential Steering, Form SENR8335 for the D7R with Steering Clutches
and Brakes, and Form SENR1700 for the D7R with Differential Steering)
shows the correct track adjustment procedure.
NOTE: The carrier roller can be added to machines with standard

gauge track. The carrier roller provides improved fine dozing
capabilities and can improve bushing and sprocket wear life in
highly abrasive underfoot conditions.
8/12
HYDRAULIC PUMP TYPE
PISTON GEAR
MACHINE
PUMP PUMP
D6R STANDARD X
D6R DIFFERENTIAL STEERING X
D7R STANDARD X
D7R DIFFERENTIAL STEERING X
40
IMPLEMENT HYDRAULIC SYSTEMS
• Load sensing/pressure The D6R and D7R machines have load sensing, pressure compensated
compensated (LS/PC) hydraulic systems. The D6R equipped with steering clutches and
hydraulics brakes, the D6R differential steer machines, and the D7R differential steer
machines use piston-type, variable displacement hydraulic pumps with
closed-center valves.
The D7R equipped with steering clutches and brakes uses a gear-type, fixed
displacement pump with an unloading valve.
8/12
41
• Component locations: The hydraulic tank is located on the right rear of all the machines. This slide
shows the oil fill tube (1) and the hydraulic oil filter (2). The main system
1. Oil fill tube oil filter is a cartridge-type filter. The sight gauge (3) indicates if the
hydraulic system contains the correct amount of oil.
2. Hydraulic oil filter
NOTE: The hydraulic tank shown in this view is installed on a

3. Sight gauge
D6R.
8/12
42
• Drain valve (arrow) The hydraulic tank drain valve arrow is located below the right fender. The
drain on the D7R is located in the same general area, but a cover must be
removed to access the drain valve.
8/12
D6R IMPLEMENT HYDRAULIC SYSTEM

STANDARD
Charging Relief
Valve Valve
Inlet Manifold
Quick-
Drop
Dozer Lift Pump
Valve
Dozer Tilt
Ripper
End Cover
43
STANDARD D6R IMPLEMENT HYDRAULIC SYSTEM
• Variable displacement This diagram shows the implement hydraulic system on the D6R machines
pump equipped with steering clutches and brakes. A variable displacement piston
pump draws oil from the tank. Supply oil from the pump flows into the
• Signal line originates
control valves. When the implement control valves direct the pump supply
in control valve
oil to the implement cylinders, the return oil from the control valves flows
• Signal network sends through a filter before entering the tank. The pump case drain oil flows
highest work port through the case drain filter as it returns to the tank.
pressure to pump
A signal line originates in the control valves. The signal line passes through
each valve body before reaching the pump control valve. When the operator
activates one or more implements, the resulting loads generate work port
pressure signals. A signal network (a series of double check valves) inside
the control valves compares the work port pressures and sends the highest
pressure to the pump control valve.

8/12
NOTE: The colors in the valve sections and hydraulic schematics

throughout the implement hydraulic system presentation denote
various pressures within the system. The legend of color codes is as
follows:
Red - Pump supply
Red and White Stripes - First reduction of supply pressure
Red Dots - Second reduction of supply pressure
Orange - Signal pressure
Orange and White Stripes - Reduced signal pressure
Green - Open to tank
Blue - Blocked oil
Yellow - Activated valve envelopes or moving

parts
8/12
SIGNAL NETWORK
Pump
Control Valve
Inlet Manifold
Resolvers
Rod End
Dozer Lift
Head End
Rod End
Dozer Tilt
Head End
Rod End
Ripper
Head End
44
• Lift and tilt operating This slide illustrates the signal network operation when the operator
manipulates the tilt and lift circuits simultaneously. The resolvers are
sometimes called "double check valves."
• Tilt pressure is higher In this example, the work port pressure in the lift circuit is 8280 kPa (1200
than ripper psi), while the work port pressure in the tilt circuit is 10350 kPa (1500 psi).
The resolver in the tilt valve compares the work port pressure from the ripper
• Lift pressure is lower
valve to the work port pressure from the tilt valve. Since the ripper valve is
than tilt
not active, the pressure from the tilt valve seats the ball to the right allowing
the 10350 kPa (1500 psi) tilt pressure to reach the resolver in the lift control
valve.
• Signal network sends
tilt pressure to pump
The resolver in the lift control valve compares pressures from the tilt and lift
circuits. Since the pressure from the tilt valve is higher than the pressure
from the lift valve, the ball seats to the left and the signal pressure from the
tilt valve is sent to the pump control valve.
8/12
1
3
45
• Identify components: A variable displacement, piston-type hydraulic pump (1) provides oil flow
to the tilt, lift, and ripper valves. The engine flywheel drives the pump.
1. Pump
The compensator valve (2) controls the swashplate angle in the pump.
2. Compensator valve
Signal pressure can be checked at the pressure tap (3) on the compensator
valve.
3. Pressure tap
A second pressure tap (not shown) near the pump outlet port is used to
check pump supply pressure.
8/12
46
• Case drain filter The case drain filter (arrow) is located in front of the transmission filter in
(arrow) the compartment to the right of the operator.
8/12
1
2
8
4
5
6
7
47
• Identify components: The implement control valve group is mounted below the implement control
lever near the right fender. The machine configuration determines the valve
1. End cover group configuration. The implement control valve group consists of the end
cover (1), ripper control valve (2), tilt control valve (3), lift control valve (4),
2. Ripper control valve
and the inlet manifold (5). The inlet manifold contains the main relief valve
(8), the charging valve (7), and a check valve (6).
3. Tilt control valve
4. LIft control valve The main relief valve is set higher than the pressure compensator setting.
The main relief valve is used only to limit any sudden pressure increases
5. Inlet manifold (spikes).
6. Check valve The charging valve prevents cylinder cavitation by restricting the return oil
flow from the cylinders. The restriction creates pressure in the cylinder
7. Charging valve return oil passage which opens the makeup valve. The charging valve also
sends some of the return oil to the pump to upstroke the pump when the
8. Main relief valve
cylinders begin to void.
8/12
48
• Quick-drop valve The D6R and D7R tractors are equipped with a single quick-drop valve
(arrow) (arrow) for both lift cylinders. The quick-drop valve provides makeup oil to
the head end of the lift cylinders to help limit voiding of the cylinders during
the quick drop function of the dozer.
NOTE: The single quick-drop valves on all of the machines in this

presentation are mounted on the hood above the radiator.
8/12
PRESSURE AND FLOW COMPENSATOR VALVE
Adjustment Screws
Pressure Compensator
(Cutoff) Spring
Flow Compensator
(Margin) Spring To Tank
To Actuator Piston
Flow Compensator
(Margin) Spool From Output Port
Pressure Compensator
(Cutoff) Spool
49
Pump Operation
• Signal pressure
This slide shows the pump control valve on the standard D6R tractors. The
controls pump output
pump control valve uses signal pressure to control pump output. The pump
• Two spools:
control valve contains two spools. The first spool is the flow compensator
(or margin) spool. The flow compensator and its control spring maintain a
- Flow compensator supply pressure of 2100 kPa (305 psi) above the signal pressure. The
pressure difference between pump supply pressure and signal pressure is
- Pressure
called "margin pressure."
compensator
The second spool in the control valve is the pressure compensator (or cutoff)
spool. The pressure compensator and its control spring serve as the relief
valve for the system.
NOTE: The pressure settings of both spools can be adjusted.

8/12
PUMP AND COMPENSATOR OPERATION

ENGINE OFF
No Signal Pump Output
Large Actuator Yoke Pad

Swashplate
Drive
Flow Compensator Pressure Shaft
(margin) Spool Compensator
Small Actuator
(cutoff) Spool
And Bias Spring
Piston And
Barrel Assembly
50
• Identify components When the engine is OFF, the bias spring holds the swashplate at maximum
angle. When the operator starts the engine, the drive shaft starts to rotate
causing the pump to draw oil into the suction side and force oil out of the
discharge side.
8/12

LOW PRESSURE STANDBY
51
• LOW PRESSURE When the implements do not demand flow, the pump is at LOW PRESSURE
STANDBY STANDBY. At LOW PRESSURE STANDBY, the pump produces enough
flow to compensate for system leakage at a pressure to ensure instantaneous
- As pump produces
flow, system response when an implement is actuated.
pressure increases
At machine start-up, the bias spring holds the swashplate at maximum angle.
- Margin spool moves As the pump produces flow, system pressure begins to increase and work
up against the margin spool spring force and the pressure compensator spool
- Oil fills large spring force. When the system pressure increases to the margin spool spring
actuator force, the margin spool moves up and permits system oil to flow to the large
actuator piston in the pump.
- Swashplate moves
to reduced angle As pressure in the large actuator piston increases to overcome the combined
- At minimum angle, force of the bias spring and the pressure in the small actuator piston, the large
passage in large actuator piston moves the swashplate to a reduced angle. The large actuator
actuator stem is piston can move to the right until the piston uncovers the cross-drilled
open to tank passage in the stem (swashplate is at minimum angle). The cross-drilled
passage allows oil to return to the pump case.

8/12
NOTE: LOW PRESSURE STANDBY is higher than margin

pressure because of the higher back pressure the blocked oil at the
closed-center valves creates when all the valves are in HOLD.
During LOW PRESSURE STANDBY, the pump supply oil pushes
the margin spool up and further compresses the margin spring.
More supply oil now goes to the large actuator piston and flows
through the cross-drilled hole in the stem to the pump case.
Depending on adjustments made to the margin spool and the

amount of pump leakage, LOW PRESSURE STANDBY and margin
pressure can be equal. However, margin pressure can never be
higher than LOW PRESSURE STANDBY.
8/12

UPSTROKING
Signal Pump Output
Reduced Pressure
52
• UPSTROKE pump When an implement requires flow, the resolver network signals the pump
control valve. This signal causes the force (margin spring plus signal
- Signal oil moves pressure) at the top of the margin spool to become greater than the pump
margin spool down supply pressure at the bottom of the spool. The increased pressure on top of
the margin spool causes the spool to move down. The spool reduces or
- Large actuator
blocks oil flow to the large actuator and opens a passage to drain. Reducing
pressure is reduced
or blocking oil flow to the large actuator reduces or eliminates the pressure
- Swashplate moves acting against the large actuator piston. When the pressure in the large
to increased angle actuator piston decreases, the bias spring and small piston move the
swashplate to an increased angle causing the pump to UPSTROKE (produce
more flow).

8/12
• Conditions required to The following conditions can result in UPSTROKING the pump:
upstroke pump
1. Operating an implement control when the system is at LOW
PRESSURE STANDBY.
2. Moving a control valve spool for additional flow.
3. Activating an additional circuit.
4. Decreasing engine rpm. (In this case, pump speed decreases causing
the flow and pump supply pressure to decrease. The pump must
UPSTROKE to maintain the system flow requirements.)
8/12

CONSTANT FLOW
Signal Pump Output
Reduced Pressure
53
• CONSTANT FLOW As pump flow increases, pump supply pressure also increases. When the
pump supply pressure increases to equal the sum of the signal pressure plus
- Margin spool moves the pressure from the margin spring force, the margin spool moves to a
to metering position metering position and the system becomes stabilized.
The margin spring force determines the difference between the signal
pressure and the pump supply pressure. The margin spring force is
approximately 2100 kPa (305 psi).
8/12

DESTROKING
Signal Pump Output

Increased Pressure
54
• DESTROKE pump The pump DESTROKES when the system requires less flow. As the force at
the bottom of the margin spool becomes greater than the force at the top, the
- Margin spool moves margin spool moves up and allows more flow to the actuator piston causing
up the pressure in the large actuator piston to increase. The increased pressure
in the large actuator piston overcomes the combined force of the small
- Pressure in large
actuator and bias spring and moves the swashplate to a reduced angle.
actuator increases
- Swashplate moves
to reduced angle

8/12
• Conditions to The following conditions can cause the pump to DESTROKE:

destroke the pump
1. Moving all valves to the HOLD position. (The pump returns to
LOW PRESSURE STANDBY.)
2. Moving the control valve to reduce the flow to the implement.
3. Deactivating a circuit.
4. Increasing engine rpm. (In this case, the pump speed increases
causing the flow to increase. The pump destrokes to maintain
system flow requirements.)
As pump flow decreases, supply pressure also decreases. When the supply
• Margin spool moves
pressure decreases and becomes the sum of signal pressure plus margin
to stabilize system
pressure, the margin spool moves to a metering position and the system
stabilizes.
8/12

Signal At
HIGH PRESSURE STALL
Pump Output
Max. Pressure At Max. Pressure
55
• HIGH PRESSURE The pressure compensator (or cutoff) spool is in parallel with the margin
STALL spool. The pressure compensator limits the maximum system pressure for
- Cutoff and margin any given pump displacement. During normal operation, the pressure
spools are in parallel compensator spring forces the compensator spool closed.
- Signal pressure
equals supply
During a HIGH PRESSURE STALL, signal pressure equals supply pressure.
pressure Combining the signal pressure with the margin spring forces the margin spool
to move down. Moving the margin spool down normally drains the oil out of
- Margin spool moves
the large actuator piston and causes the pump to upstroke. However, during
down
HIGH PRESSURE STALL, the pressure below the cutoff spool overcomes
- Cutoff spool moves the pressure compensator spring force and moves the cutoff spool up.
up Moving the cutoff spool up blocks the oil in the large actuator piston from
- Swashplate moves going into the drain passage and allows supply oil to flow to the large
to reduced angle actuator. The increased pressure in the large actuator allows the large
actuator to overcome the combined force of the small actuator and bias spring
• Pump supplies and DESTROKE the pump. The pump is now at minimum flow and supply
minimum flow at
pressure is at maximum. This condition is maintained for a single implement
maximum pressure
in a stall condition.

8/12
• Pump will produce When operating two or more implements with one in stall, the pump will
flow to meet needs of UPSTROKE to produce flow to meet the needs of the other implements
other implements operating at the lower work port pressure. In this case, the pump could be
producing up to maximum flow while the supply pressure is at the maximum
of 39600 kPa (2900 psi).
• Main relief valve limits The main relief valve is in the inlet manifold of the implement control valve
pressure spikes
group. It is a simple relief valve with a pressure setting of 22000 kPa
(3200 psi). The relief valve is set above the pressure compensator setting.
The main relief valve is used only to limit any sudden pressure increases
(spikes).
8/12
D6R INLET MANIFOLD

HOLD
Charging Valve To Pump
Relief Valve
Return From
Implements
Check Valve
To Tank
Signal From
Valves
56
Inlet Manifold Operation
• Inlet manifold during The inlet manifold contains the charging valve and the main relief valve.
LOW PRESSURE This slide shows the charging valve and the main relief valve with no valves
STANDBY
operating and the pump at LOW PRESSURE STANDBY. The charging
valve spring keeps the charging valve closed.
• Charging valve
- Back pressure
The charging valve is used to help prevent cylinder voiding. A 1050 kPa
forces return oil (150 psi) back pressure caused by the charging valve spring forces return oil
through makeup through the makeup valves in the implement control valves and also sends a
valves signal to the pump control valve to UPSTROKE the pump when the work
port does not generate a signal.
- Can send return oil
to pump
8/12
D6R INLET MANIFOLD

IMPLEMENT VALVE OPERATING
Charging Valve Signal

To Pump
Relief Valve
Return From
Implements
Check Valve
To Tank
Signal From
Valves
57
• Operating an When the operator moves an implement, the implement work port signal oil
implement flows through the orifice, seats the check valve (provided that the signal
pressure is higher than return cylinder pressure), and acts on the charging
- Check valve seats valve.
- Charging valve
When the pressure in the signal line reaches 1050 kPa (150 psi), the charging
opens
valve opens and the return oil from the cylinders has unrestricted flow to the
- Return oil flows to tank.
tank
8/12
D6R INLET MANIFOLD

CYLINDER VOIDING
Charging Valve Signal
To Pump
Relief Valve
Return From
Implements
Check Valve
To Tank
Signal From
Valves
58
• Implement is lowered When an implement is lowered, signal pressure can be lost due to the
cylinder voiding. When the signal pressure is lost, the charging valve closes
- No signal pressure
to restrict the return oil and create a back pressure. When the pressure in the
- Check valve opens return line is higher than the pressure in the signal line, pressure in the return
and sends signal to line opens the check valve and sends a signal to the pump control valve to
pump UPSTROKE the pump.
- Charging valve
The return oil is also forced through the makeup valves in the implement
opens
control valves. The charging valve will open when pressure in the signal
• Relief valve limits network reaches 1050 kPa (150 psi) and allow oil to return to the tank.
pressure spikes
The relief valve limits pressure spikes in the system.
8/12
D6R TILT CONTROL VALVE

HOLD
From Lift Control Valve To Ripper Control Valve
Flow Control
Load Check Valve Valve
Orifice
Main Control Spool
To Lift
Control
Valve
Resolver
From
Ripper
Rod End Head End Plug Valve
59
Implement Control Valve Operation
• Control valve The tilt control valve is a closed-center, manually operated valve with three
operation positions: TILT LEFT, HOLD, and TILT RIGHT. The centering spring
returns the spool to the HOLD position when the operator releases the tilt
lever and keeps the spool in HOLD when the tilt circuit is not in operation.
The operator manually controls spool movement through a mechanical
linkage that connects to the control spool. The components of the dozer tilt
valve are:
- Priority flow control Priority flow control valve: Receives oil flow from the lift valve group.
valve The priority flow control valve provides the "pressure compensating" feature
of the tilt circuit by controlling the maximum pressure drop across the tilt
control spool. This operation results in constant implement speed for a given
lever displacement. The flow control valve limits the maximum oil flow
allowed to the tilt cylinder to control the tilt speed of the blade.

8/12
- Load check valve Load check valve: Prevents reverse implement flow when the operator
moves a valve from HOLD, but the system pressure is lower than cylinder or
work port pressure. Without the load check valve, the implement would drift
down. The load check valve will open to allow supply oil to flow to the tilt
cylinder when the system pressure is higher than the work port pressure.
- Resolver Resolver: Also called a "shuttle valve" or "double check valve." Compares
the signal between the valve sections in the stack. Although this slide shows
the shuttle valve and signal lines as external components, the shuttle valve is
actually inside the control valve, and the signal lines are internally drilled
passages.
- Main control spool

Main control spool: Controls oil flow to the implements and contains three
cross-drilled holes that connect to an axial drilled passage in the center of the
control spool. The cross-drilled holes sense work port pressure in the head
and rod ends of the cylinders depending on the direction the spool shifts and
communicates work port pressure into the signal system.
-`Orifice Orifice: Provides smoother implement operation by delaying the rate that
the signal pressure in the flow control spring cavity decreases when the
operator changes implement direction.
• Valve in HOLD This slide shows the valve in HOLD. In HOLD, the center axial passage is
open to the tank through a machined land on the spool to the drain passage in
- Axial passage open the valve body.
to tank
With the engine not running, the spring behind the priority flow control valve
- Priority flow control
holds the flow control valve to the left. When the operator starts the
valve is initially to
machine, the pump sends oil through the inlet manifold and down through
the left
the valve stack to the flow control valve. Oil flows to the center of the
- Priority flow control priority flow control valve and out the throttling slot on the left side of the
valve moves to the valve to the load check valve.
right
The increasing pressure in the chamber at the left of the load check valve
- Throttling slot on left pushes the priority flow control valve to the right against the force of the
closes flow control valve spring. Moving the priority flow control valve to the right
closes the throttling slot on the left side of the valve spool and allows oil to
- Throttling slot on
flow to the remaining components in the system through the throttling slots
right opens
on the right side of the valve spool. In HOLD, pressure at the main control
- Priority flow control spool is equal to the priority flow control valve spring.
valve maintains
maximum pressure
differential

8/12
NOTE: The throttling slot on the left end of the flow control valve
spool is never completely closed, and the check valve does not
completely block oil from reaching the control spool. A small
amount of oil meters through the flow control valve and past the
load check valve to maintain a pressure at the main control spool
that is equal to the priority flow control valve spring force.
Maintaining the pressure at the main control spool improves
implement response.
If the priority flow control spool is explained as a pressure reducing

valve with a variable spring rate due to changes in signal pressure,
the operation of the spool is easier to understand. The spool will
limit the maximum pressure difference across the control spool to
the value of the priority valve spring and cylinder pressure to
provide constant flow for a given lever displacement.
8/12

TILT LEFT
From Lift Control Valve To Ripper Control Valve

Flow Control
Load Check Valve Valve
Orifice
Main Control Spool
To Lift
Control
Valve
Resolver
From
Plug Ripper
Rod End Head End Valve
60
• TILT LEFT condition As the operator moves the tilt control lever to the TILT LEFT position, the
supply passage is connected to the head end of the cylinder. Either oil at the
- Signal oil fills priority work port pressure or oil at 345 kPa (50 psi) in the supply passage enters the
flow control valve cross-drilled hole to the center axial passage and becomes signal oil. The
spring chamber
signal is then sent through the resolver network to the pump. The pump
increases flow to meet the flow needs of the tilt circuit. The load check
- Work port oil becomes
signal oil through valve remains seated until supply pressure exceeds the work port pressure.
center axial passage

8/12
- Priority control valve The signal is sent simultaneously to the pump and the priority flow control
spool moves left valve spring chamber. The oil in the center passage in the main control spool
flows through an orifice before reaching the spring chamber. The signal
- Flow rate maintained
pressure in the priority control valve spring chamber works with the spring
to tilt circuit
force to move the priority control valve spool to the left, allowing the
- Excess flow
required flow to reach the tilt cylinder while limiting the amount of flow to
available to other the downstream control valve functions. When the signal pressure plus the
valves spring force moves the priority flow control valve to the left, the opening at
the throttling slot on the left land of the spool increases so more oil can flow
to the work port while the throttling slot on the right land of the priority flow
control spool closes more. The amount of flow from the pump combined
with the amount of flow the tilt work port needs determine the distance that
the priority flow control valve shifts.
As the tilt circuit flow requirements are met, pressure increases on the left
end of the priority valve spool and the valve moves back to the right. The
priority valve maintains a maximum pressure differential across the tilt
control spool equal to the priority valve spring. Excess flow from the pump
is now available for the ripper valve.
When the tilt control spool is fully shifted, step diameters on the spool
maintain a constant area, and the priority flow control valve limits the
maximum flow to the tilt cylinder to 80 Lpm (21 gpm).
NOTE: If the implement is resting on the ground, the work port

does not generate a cylinder pressure when the operator shifts the
main control spool. Instead, the pump standby pressure felt at the
main control spool generates the signal pressure when the operator
shifts a valve. After the implement is off the ground, cylinder
pressure creates a work port signal and the system will respond to
the cylinder or the load requirements.
8/12
D6R DOZER CONTROL VALVE

HOLD
From Inlet Manifold To Tilt Valve
Load Check Valve
Main Control Spool
To Inlet
Manifold
Resolver
From Tilt
Rod End Head End Makeup Valve Valve
61
• Lift valve in HOLD The components of the lift control valve are similar to those of the tilt valve.
The lift control valve is a closed-center, manually operated valve controlled
• Lift valve has FLOAT through a mechanical linkage. The centering spring returns the spool to the
position HOLD position when the operator releases the lift lever and keeps the spool
in HOLD when the lift circuit is not in operation. The lift spool has four
• Load check and
positions: RAISE, HOLD, LOWER and FLOAT. To operate in the FLOAT
shuttle valves operate
same as tilt valve condition, the operator must move the control lever forward until the detent
balls hold the valve spool. The operator must manually release the lift
• Not pressure control lever from the FLOAT position.
compensated
The load check valve and the shuttle valve operate the same as in the tilt
valve. The load check valve prevents excessive blade drift when the operator
shifts the lift control spool (until system pressure exceeds work port
pressure).
The lift control valve does not contain a flow control spool, so the valve is
not pressure compensated.

8/12
• Resolver compares When the lift control valve is shifted, the resolver compares the tilt circuit
ripper and lift signal pressure to the lift circuit signal pressure and directs the higher
pressures pressure through the inlet valve to the pump control valve.
• Head end passage The passage to the head end of the lift cylinder contains a makeup valve for
contains makeup
the lift circuit. When the pressure in the cylinder supply passage decreases
valve
below the pressure in the tank, the makeup valve opens and allows return oil
from the tank to fill voids in the head end of the cylinders.
8/12
D6R DOZER CONTROL VALVE

FLOAT
Load Check Valve
Main Control Spool
To Inlet
Manifold
Resolver
From Tilt
62
• FLOAT condition This slide shows the positions of the lift control valve components during
operation in FLOAT. When the lift circuit is in FLOAT, the lift signal
- No signal from lift passages and work ports are open to the tank and no signal pressure is
generated. The lift control spool is completely to the right, and the balls and
- Head and rod end
detent assembly in the valve body hold the control lever in the FLOAT
work ports open to
position.
tank
In FLOAT, with the head and the rod ends of the lift cylinders open directly
to the tank, the blade and lift arms are free to move up and down with the
contour of the ground. The FLOAT position is normally used for back filling
material.
The system will remain in the FLOAT condition until the operator manually
moves the control lever from the detent position.
8/12
D6R RIPPER LIFT CONTROL VALVE

HOLD
From Tilt Control Valve
Load Check Valve
Main Control Spool
To Tilt
Valve
Resolver
Makeup Valve Rod End Head End
63
• Ripper control is last The ripper control valve is the last control valve in the implement hydraulic
valve in group system. The ripper control valve is similar to the lift control valve except the
ripper valve does not have a FLOAT position. Since the ripper valve does
• Ripper valve same as
not have a FLOAT position, the control spool does not have a detent
lift valve except for
FLOAT
mechanism, and the lands on the spool are different from the lift valve. All
other components in the ripper valve and oil flow through the valve are the
same as the lift control valve.
• Not pressure The ripper control valve does not contain a flow control spool, so the valve is
compensated not pressure compensated.
8/12
QUICK-DROP VALVE
Quick-drop Valve
To
Implement
To Rod End
Valve
Dozer Lift
To To Head End
Implement
Valve
64
Quick-Drop Valve Operation
• Single quick-drop The D6R steering clutch and brake machines are equipped with a single
valve quick-drop valve for both lift cylinders. This slide shows a schematic of the
quick-drop valve with the lift control valve in HOLD. When in HOLD, the
• HOLD condition
lift control valve spool prevents oil from flowing from the pump, through the
quick-drop valve, and to the lift cylinders. The lift control valve spool also
prevents oil from the cylinders from returning to the tank.
8/12
To Cylinders
(Head End)
To Cylinders
(Rod End)
Passage To
Plunger End
Orifice
QUICK-DROP VALVE
Sleeve Valve Spool HOLD
Plunger Passage To
Spool End
Lift Control Lift Control

Valve Valve
65
• In HOLD, spool blocks This slide shows an example of a quick-drop valve with the lift control valve
work ports in HOLD. When in HOLD, the lift control valve spool blocks all oil from
entering or leaving the lift circuit.
8/12
From Cylinders
(Head End)
To Cylinders
(Rod End)
QUICK-DROP VALVE
RAISE
Lift Control
Valve Lift Control
Valve
66
• RAISE condition When the operator moves the dozer control valve to the RAISE position,
pump oil entering the quick-drop valve at the passage on the left moves the
- Orifice sleeve shifts orifice sleeve to the right and then flows to the rod end of the cylinders.
right Return oil from the head end of the cylinders enters the quick-drop valve and
flows past the valve spool before flowing to the lift control valve. Return oil
- Oil flows to rod end
also fills the chamber at the right end of the plunger. However, since the
of cylinders
blade RAISE pressure on the left end of the plunger is higher than the return
- Return oil acts on oil pressure, the plunger remains shifted to the right. Blade RAISE pressure
right end of plunger also enters the passage to the right end of the spool, but since the pressure on
the right end of the spool equals the pressure on the left end, the spring keeps
- Blade RAISE the spool shifted to the right.
pressure acts on
right end of spool NOTE: The arrows show the direction of oil flow through the
quick-drop valve in Slides No. 67 through 70. The orifice sleeve
- Spool remains
slides on the valve spool. A retaining ring keeps the orifice sleeve
shifted to right
on the valve spool.
8/12
To Cylinders
(Head End)
From Cylinders
(Rod End)
QUICK-DROP VALVE
LOWER
Lift Control
Valve Lift Control
Valve
67
• LOWER condition As the operator moves the lever to lower the blade (less than 75 percent of
maximum travel), return oil from the rod end of the cylinders enters the
- Orifice sleeve moves quick-drop valve. The return oil flows past the orifice sleeve, out to the
left control valve, and moves the orifice sleeve to the left against the retaining
ring. This oil flow creates a pressure differential across the orifice sleeve.
- Supply oil acts on
right end of plunger
Supply oil entering the quick-drop valve flows past the valve spool before
- Return oil acts on flowing out to the head end of the cylinders. Supply oil enters the passage to
left end of plunger the plunger end and acts on the right end of the plunger. However, the return
oil pressure on the left end of the plunger is higher than the supply pressure
on the right end, and the plunger remains shifted to the right.
Rod end return oil pressure enters the passage to the spool end and acts on
the right end of the spool. This pressure also acts on the major diameter (the
effective area on the left end of the spool, just to the right of the orifice
sleeve) of the left end of the spool.

8/12
- Plunger remains In addition, return oil pressure after the pressure drop across the orifice
shifted to the right sleeve acts on the minor diameter of the left end of the spool. The net result
is that the spool and plunger are kept to the right because of the spring and
the return pressure (red dots). The major diameters of the spool cancel each
other. The minor diameter of the right end of the spool does not have enough
force to overcome the spring and the return oil pressure on the minor
diameter on the left end on the spool.
8/12
To Cylinders
(Head End)
From Cylinders
(Rod End)
QUICK-DROP VALVE
LOWER - QUICK-DROP
Lift Control
Valve Lift Control
Valve
68
• LOWER in QUICK- When the operator moves the dozer control valve lever more than 75 percent
DROP mode of the maximum travel, the quick-drop valve operates in the quick-drop
mode.
- Pressure drop
across orifice sleeve
The increased lever travel results in higher cylinder rod end flow and a higher
increases
pressure drop across the orifice sleeve. The only difference from the dozer
- Spool moves left LOWER position is that the spool starts to move because the pressure drop
across the orifice sleeve that acts on the minor diameter at the right end of the
spool overcomes the resistance of the spring. The minimum flow required to
cause the pressure drop across the orifice sleeve that begins spool movement
is called the "trigger point."

8/12
- Trigger point occurs The trigger point occurs at 75 percent of maximum lever travel. As the spool
at 75% of maximum starts to move, the area of the orifice sleeve decreases and the pressure drop
lever movement increases, thereby shifting the spool farther. The net result is that after the
spool starts to move, it shifts completely to the left and connects the rod end
- Spool shifts left to
of the cylinders to the head end of the cylinders across the slots in the spool.
connect rod and
head end of Downward blade velocity increases due to the rod end oil flowing freely to
cylinders the head end of each cylinder.
The valve also provides a makeup function that minimizes the pause time
when the blade contacts the ground before powering down. Some of the rod
end oil still flows across the orifice sleeve causing a pressure drop to keep
the spool shifted.
8/12
To Cylinders
(Head End)
From Cylinders
(Rod End)
QUICK-DROP VALVE
LOWER - DOWN PRESSURE
Lift Control
Valve Lift Control
Valve
69
• Blade contacts When the blade contacts the ground and stops, flow from the rod end of the
ground cylinders stops. With no pressure drop across the orifice, the spring shifts the
- Rod end flow stops spool to the right. After the pump fills the head end of the cylinders (pause
time) and the head end cylinder pressure starts to increase, the blade begins to
- Spring shifts spool
move down. Supply oil pressure enters the passage to the end of the plunger
right
and is felt on the right end of the plunger.
- Head end pressure
increases Return oil pressure from the rod end of the cylinders is felt on the left end of
- Pump oil acts on the plunger. Since this pressure is lower than the pressure on the right end of
right end of plunger the plunger, the plunger moves to the left.
- Reduced rod end
pressure acts on left The pressure drop across the orifice sleeve that is felt on the minor diameter
end of plunger at the right end of the spool works to move the spool to the left. However,
this movement is resisted by the spring and the supply oil pressure acting on
- Plunger moves left
the plunger, so the spool stays shifted to the right.
- Spool remains to
right
D7R IMPLEMENT HYDRAULIC SYSTEM
Charging Relief
Valve Valve
Pump
Inlet Valve
Quick-
Drop
Dozer Lift
Valve
Dozer Tilt
Ripper
Resolvers
End Cover
70
• D7R hydraulic system STANDARD D7R IMPLEMENT HYDRAULIC SYSTEM
- Fixed displacement This diagram shows the hydraulic system on the standard D7R tractors. A
pump fixed displacement pump draws oil from the tank. The inlet manifold
contains an unloading valve, a charging valve, and the main relief valve.
- Unloading valve
The unloading valve directs the pump supply oil to the tank when the
- Charging valve
implements do not require flow. The implement control valves are all closed-
center. The tilt control valve has a priority flow control valve which acts as a
- Main relief valve pressure reducing valve to control the maximum pressure drop across the tilt
control spool.
- Closed-center valves
The D7R tractors contain a single quick-drop valve for both lift cylinders.
- Single quick-drop The quick-drop valve provides makeup oil to the head end of the lift
valve cylinders. The quick-drop valve helps to control the raise, lower at slow
speeds, quick-drop, and lower with down pressure functions of the dozer.
This quick-drop valve operates identically to the valve on the D6R tractors.
8/12
• Signal network The signal network sends the highest resolved signal from the implements
controls pump output back to the unloading valve in the inlet manifold. When a work port signal
reaches the inlet manifold, the unloading valve directs the required flow to
the implements and returns the excess flow to the tank. When the system
does not need full pump flow, the system pressure will be approximately
1310 kPa (190 psi) above the resolved signal.
NOTE: Previous publications identified the hydraulic system as

"pressure compensated" only; however, the system should be
considered a "load sensing" hydraulic system. The tilt control valve
in this system is "pressure compensated."
8/12
71
• Fixed displacement A fixed displacement, gear-type hydraulic pump (arrow) provides oil flow to
pump (arrow) the lift, tilt, and ripper valves. The engine flywheel drives the pump.
8/12
5
6
2 1
72
• Identify components: The implement control valve group is mounted below the implement
control lever above the right fender in the same general location as the
1. Charging valve
D6R valve group. The machine configuration determines the valve group
configuration. The implement control valve group consists of the inlet
2. Inlet manifold
manifold (2), the lift control valve (3), the tilt control valve (4), the ripper
3. Lift control valve control valve (5, if equipped), and the end cover (6). The inlet
manifold (2) contains the main relief valve (not visible), the charging
4. Tilt control valve valve (1), and the unloading valve (not visible).
5. Ripper control valve The main relief valve limits pressure spikes. The charging valve prevents
cylinder cavitation during overrunning load conditions by restricting the
6. End cover
return oil flow from the cylinders, thereby creating oil pressure in the
cylinder return oil passage that opens the makeup valve. The unloading
valve directs pump flow back to the tank when all controls are in HOLD.
8/12
D7R INLET MANIFOLD

IMPLEMENTS IN HOLD
Signal Oil
To Tank To Control
Valves
Slug
Unloading
Valve
Check Valve
Margin Stem
Pump Supply Orifice
Main Relief Valve
Charging Valve
73
• Inlet valve Inlet Manifold Operation

components:
- Main relief valve This sectional view of the inlet manifold shows all the internal components
and identifies the passages with all implements in HOLD. The inlet valve
- Unloading valve
houses the pilot operated main relief valve, the unloading valve, the margin
- Margin stem stem, the charging valve, a slug, and a ball check valve.
- Charging valve
The adjustable pilot operated main relief valve limits the maximum pressure
- Slug in the system to approximately 22800 kPa (3306 psi).
- Ball check valve
The orifice serves two main functions: First, it isolates the unloading valve
• Orifice functions: and margin stem from pressure spikes which can occur in the return oil
- Isolates pressure passages; and second, it controls the rate that the charging valve opens fully.
spikes
- Controls charging
valve

8/12
• Charging valve The charging valve provides better operator control when lowering the
functions: implements. The charging valve provides a restriction between the implement
return oil passage and the outlet passage to the tank when the signal pressure is
- Provides better
operator control low. The restriction created by the charging valve forces the return oil back
through the makeup valves to limit cylinder voiding. The return oil also enters
- Blocks return oil to the signal network to move the unloading valve in the inlet manifold to the
charge signal right. Restricting the return oil lowers the implements under power rather than
network by the force of gravity. When the oil pressure reaches approximately 1060
kPa (154 psi), the charging valve opens, eliminating the restriction in return oil
flow.
• Unloading valve: The spring at the left end of the unloading valve keeps the valve spool to the
right (slug end) when the engine is OFF. When the operator starts the engine,
- Spring keeps supply oil flows around the unloading valve, to the implement valves, and
unloading valve to through an internal passage to the chamber at the right end of the slug. With
right with engine off
all the control valves in HOLD, the implement valve spools block flow to the
- Oil is blocked by cylinders. With a fixed displacement hydraulic pump, blocking the flow to the
implement valves cylinders causes the load on the pump to increase and system pressure
increases.
- System pressure
builds and unloading The system pressure on the right end of the slug moves the slug and the
valve moves left unloading valve to the left, compressing the spring. The unloading valve
shifts to the left to reduce the load on the pump and directs the pump flow to
the tank. The pressure in the system with the control valves in HOLD is
approximately 360 kPa (52 psi).
The unloading valve has several holes around the outside diameter that
• Margin stem does not
shift because system connect with the supply passage. These holes also connect with a passage in
pressure is low the center of the margin stem. Supply oil flows through the passage in the
center of the margin stem and fills a chamber at the right end. Even though
the margin stem feels the pressure at the right end, the resulting force is not
high enough to cause the stem to move to the left against the force of the
margin spring. With the system in HOLD, the margin stem spring chamber
and the unloading valve spring chamber are open to the tank.
NOTE: When the implement system is in HOLD, the unloading

valve directs most of the supply oil back to the tank. This condition
results in a standby pressure of approximately 360 kPa (52 psi) in the
system. However, when the operator activates a control lever, the
spring chambers for both the margin stem and the unloading valve
fill with the highest resolved signal pressure. During system
operation, the margin stem provides a difference or "margin"
between the supply pressure and the highest signal pressure. The
margin spring determines the pressure difference. The combined
effect of the margin stem and the signal network provides the
implement system with the "load sensing" feature.
8/12
D7R INLET MANIFOLD

FULL FLOW REQUIRED
Signal Oil
To Tank To Control
Valves
Slug
Unloading
Valve
Margin Stem
Pump Supply
Main Relief Valve
Charging Valve
74
• Full flow required: This illustration shows the position of the inlet valve components when full
pump flow is required. During this condition, the control spool(s) direct full
- Unloading valve pump flow to the cylinder(s).
moves to the right
When full flow is required, the highest resolved signal oil from the
- Full pump flow to
implements enters the supply chamber around the outside of the unloading
implements
valve. The signal oil fills the margin stem spring chamber through the holes
around the outside of the unloading valve. At the same time, signal oil flows
along the outside diameter of the unloading valve and fills the spring
chamber at the left end of the unloading valve spool. The signal oil pressure
works in conjunction with the force of the springs to move the unloading
valve completely to the right and keep the margin stem against the plug at the
right end of the unloading valve.
The position of the unloading valve and the margin stem prevents the supply
oil from returning to the tank and directs full pump flow to the implements.

8/12
- Margin stem does At this point, the pressure of the oil supplying the cylinders is slightly higher
not shift than the signal oil pressure, but not high enough to overcome the margin
spring. The spring force keeps the margin stem moved completely to the
right. The margin stem will be in this position any time that the implements
require full pump flow.
NOTE: A minimum signal pressure of approximately 240 kPa

(35 psi) is required to move the unloading valve to the right.
During normal system operation, the signal pressure will be higher

than the required 240 kPa (35 psi) needed to keep the unloading
valve shifted to the right. If the pressure of the signal oil at the left
end of the unloading valve does not exceed 240 kPa (35 psi), the
unloading valve will not move to the right and, therefore, will not
block the flow of pump oil to the tank. This condition can occur
when externally applied loads create voids in the cylinders or
during rapid lowering of the blade. At this time, the charging valve
blocks the return oil and provides the necessary pressure to move
the unloading valve.
During a HOLD condition, the work port does not send a signal to
the spring chamber and the pressure at the right end of the slug
moves the unloading valve to the left, allowing the pump oil to
"unload" back to the tank.
8/12
D7R INLET MANIFOLD

FULL FLOW NOT REQUIRED
Signal Oil
To Tank To Control
Valves
Unloading
Valve
Margin Stem
Pump Supply
Main Relief Valve
Charging Valve
75
• Load sensing position This illustration shows both the margin stem and the unloading valve in the
"load sensing" position. The margin stem has moved a small distance to the
left against the spring force and the signal oil pressure. This movement
• Full flow not required allows part of the oil in the supply passage to return to the tank through the
small holes around the outside of the unloading valve. With a load sensing
- Unloading valve
system, the load on the cylinders determines the amount of pressure the
moves to the right
system requires to operate. An increase in the load will require an increase in
- Partial pump flow system pressure.
required by
implements When the implements do not require full pump flow, the signal network
sends the highest resolved signal from the cylinders to the inlet manifold and
- Pressure builds on the unloading valve moves to the right, blocking supply oil from returning to
right end of margin the tank. Since the system does not require the full pump output, system
stem
pressure increases. The chambers at the right end of the slug and at the right
end of the margin stem feel the increased pressure.

8/12
The effective area of the left end of the unloading valve is approximately
three times larger than the right end of the slug. During normal implement
operation, the pressure in the slug chamber will not cause the slug to move
the unloading valve to the left against the combined spring force and signal
pressure in the spring chamber.
- Margin stem moves The margin stem, however, reacts to the increased system pressure by
to the left moving to the left against the force of the spring and the pressure of the
signal oil. The increase in system pressure is a direct result of the restriction
at the implement control valve spool. When the operator moves a control
valve spool a small distance, the size of the passage provided to fill the
cylinders restricts the flow from the pump and causes the pressure at the inlet
valve to increase.
- Margin stem moves The supply oil pressure at the right end of the margin spool working against
to metering position the pressure of the signal oil added to the force of the margin spring at the
left end controls the movement of the margin stem inside the unloading
- Some supply oil sent
to tank valve. When the combined signal pressure and spring force equal the
pressure of the supply oil, the margin stem will be in the metering position.
- Supply oil at fixed
In the metering position, the supply pressure is approximately 1310 kPa (190
value above signal
psi) higher than the signal pressure. Any flow not needed by the implements
pressure
returns to the tank through the inside of the unloading spool.
• Margin spool reacts to In summary, if the system does not require full pump flow, the unloading
changes in flow and
valve moves to the right blocking pump flow to the tank. The margin stem
pressure demands
moves to the left inside the unloading valve and meters some pump flow to
the tank to maintain the system pressure at a fixed value above the cylinder
or work port requirement. This value is equal to the margin spring.
The margin spring force determines the pressure differential between the
supply oil and signal oil. The margin stem will move or "modulate" inside
the unloading valve to maintain the 1310 kPa (190 psi) pressure differential.
If the flow requirements change, the margin spool will shift to match the new
flow requirements. When the new flow requirements are met, the supply
pressure will be 1310 kPa (190 psi) higher than the highest cylinder load.
Changes in engine rpm will also cause the margin stem to move to maintain
the desired flow rate.
NOTE: The operation of the margin stem and the unloading valve
provide "pressure compensation" for the operation of a single
implement that does not require full flow. However, when multiple
implements are operated simultaneously, the margin stem and the
unloading valve will provide a supply pressure to the implements at
a fixed value above the highest cylinder requirement, providing the
"load sensing" feature.
8/12
D7R INLET MANIFOLD

CHARGING VALVE OPERATION
Signal Oil
To Tank To Control
Valves
Unloading
Valve
Margin Stem
Check
Valve
Pump Supply
Main Relief Valve
Charging Valve
76
• Charging valve is A condition can occur when the cylinder pressure (signal pressure) is too low
normally closed to move the unloading valve to the right to block the pump oil from going to
the tank. This condition happens when externally applied loads create voids
- Opens by signal in the cylinders or when the blade is lowered rapidly. The charging valve
pressure
helps to eliminate cylinder voiding by creating back pressure which acts as
temporary signal pressure to keep the unloading valve shifted, and thus keeps
pump flow directed to fill cylinder voids instead of returning to the tank.
With the control valves in HOLD, the hydraulic system does not create a
signal pressure. The charging valve is a "normally closed" valve. When
closed, the charging valve blocks the implement return passage from the tank
outlet.

8/12
• Cylinder voids cause When the operator activates an implement control valve, signal pressure from
loss of signal the implement cylinder flows to the passage at the left end of the unloading
pressure valve, to the margin stem, and to the differential area of the charging valve.
- Charging valve When the pressure at the differential area increases to approximately 1060
closes kPa (154 psi), the charging valve compresses the charging valve spring and
opens the implement return passage to the tank outlet passage. The ball
- Restricts return oil check valve prevents the signal oil from draining into the return passage.
• Blocked return oil

Lowering an implement may create a void in the cylinder. Creating a void in
used to:
the cylinder causes a loss in signal pressure. Since the system is a load
- Charge signal sensing system which reacts to signal pressure, the system will not have good
network to move response to the change in flow requirements. The low signal oil pressure
unloading valve from the cavitated cylinder will not move the unloading valve to the right to
block the supply passage from draining. Therefore, pump flow cannot reach
- Open makeup valves
the control valve and cylinder. The implement will free fall due to the force
of gravity. Implement hesitation will occur when the implement contacts the
ground.
The charging valve minimizes the implement hesitation by blocking the

implement return oil from reaching the tank. The blocked implement return
oil unseats the ball check valve and flows into the signal pressure circuit.
When the pressure in the signal circuit reaches 240 kPa (35 psi), the
unloading valve moves to the right and closes the passage between supply
and drain. Supply oil is now directed to the implement control valve and
cylinder rather than to the tank. By blocking the return oil, the charging
valve also forces the makeup valves open to limit cylinder voiding. When
the return oil and signal pressure increase to 1060 kPa (154 psi), the charging
valve opens.
The signal oil created by the return oil keeps the unloading valve to the right,
directing all pump flow to the cylinders so the voided cylinder fills rapidly.
After the void is filled, the load signal pressure increases. This higher signal
pressure then goes through the orifice, closes the check valve, and fully
opens the charging valve.
NOTE: The charging valve is called a "return restrictor" in some

systems. The function of the valve remains the same.
8/12
D7R DOZER LIFT VALVE

HOLD
Load Check Valve
Main Control Spool
To Inlet
Manifold
Resolver
From Tilt
Rod End Head End Makeup Valve
Valve
77
Implement Control Valve Operation
• Lift valve in HOLD The lift control spool is a closed-center, manually operated spool controlled
through a mechanical linkage. The centering spring returns the spool to the
• Lift valve has FLOAT HOLD position when the operator releases the lift lever and keeps the spool
position
in HOLD when the lift circuit is not in operation. The lift spool has four
positions: RAISE, HOLD, LOWER and FLOAT. To initiate the FLOAT
• Not pressure
compensated
condition, the operator must move the hand control lever forward until the
spool is held by the detent and balls at the right. The operator must manually
release the lift control lever from the FLOAT position.
The lift control valve does not contain a flow control spool, so the valve is
NOTE: This valve operates the same as the lift control valve on the
standard D6R.
8/12

HOLD
Signal
To Ripper Control Valve Flow Control Pressure
Valve Limiter
From Lift Control Valve
Load Check Valve
Main Control Spool Orifice
To Lift
Control
Valve
Resolver
From
Ripper
Rod End Head End Plug Valve
78
• Same as D6R except This sectional view shows the tilt control valve in HOLD. The tilt control
for signal pressure valve consists of the tilt control spool, load check valve, priority flow control
limiter valve, resolver, and a signal pressure limiter.
The tilt control spool is a closed-center, manually operated spool with three
positions: TILT LEFT, HOLD, and TILT RIGHT. The centering spring on
the left returns the spool to the HOLD position when the operator releases the
tilt lever and keeps the spool in HOLD when the tilt circuit is not in
operation. The operator manually controls spool movement through a
mechanical linkage that connects to the left end of the spool.
The control spool has three cross-drilled holes that connect with an axial
drilled passage in the center of the spool. The purpose of the cross-drilled
holes and the axial passage is to sense either the rod end or the head end
cylinder pressure, depending on the direction of the spool shift, and to
transmit work port pressure through the spool to the signal cavity.

8/12
• Priority flow control During a HOLD condition, the signal cavity is open to the tank across a flat
valve: machined on the spool. This illustration shows the resolver directing signal
oil from the ripper circuit to the lift control valve while, at the same time,
- Satisfies flow and
preventing signal oil from entering the tilt control valve. If the ripper valve
pressure needs of
was not operating or the ripper cylinder pressure was lower than the pressure
tilt circuit first
in the tilt cylinders, the ball in the resolver would move to the right, directing
- Additional flow may tilt signal oil to the lift valve and blocking the ripper signal oil from flowing
be available to other into the lift control valve.
valves
The priority flow control valve is in the tilt supply passage and receives oil
flow from the inlet manifold group. The priority flow control spool ensures
that the flow and pressure needs of the tilt circuit are met. For example, if
the operator moves the lift control valve first and then without releasing the
lift control valve operates the tilt control valve, the lift control valve will
slow down even if the tilt circuit has a higher load pressure. With regard to
pump flow, the tilt control valve is in parallel with the other implement
control valves. The priority flow control valve provides the "pressure
compensating" feature of the tilt circuit by controlling the maximum pressure
drop across the tilt control spool. This feature results in constant implement
speed for a given distance of lever displacement.
• Valve in HOLD With a dead engine, the spring at the right holds the priority flow control
spool to the left. When the operator starts the machine, the pump sends oil
- Center axial passage
through the inlet manifold to the priority flow control spool. Oil flows to the
open to tank
center of the priority flow control spool and out of the throttling slot on the
- Priority flow control left end of the spool to the load check valve. The load check valve blocks the
valve is initially to oil. As pressure increases at the load check valve, the increased pressure
the left pushes the priority flow control spool to the right against its spring and
partially closes the throttling slot on the left end of the spool. The throttling
valve moves to the
slot on the left end of the spool never completely closes. Also, the load
right check valve never completely blocks the oil. The priority flow control spool
meters a small amount of oil past the load check valve to maintain a pressure
- Throttling slot on left equal to the priority flow control valve spring [(345 kPa (50 psi)] at the main
closes control spool. Maintaining pressure at the main control spool improves the
- Throttling slot on tilt response. The priority flow control valve maintains a maximum pressure
right opens differential across the tilt main control spool equal to the priority flow
control valve spring force.
valve maintains
NOTE: The signal pressure limiter may not be present in all tilt
maximum pressure
control valves. The valve may also be called a "pressure limiter."
differential
To avoid confusion with the pressure limiter (pressure cutoff) used
in the pump control valve in variable displacement pumps, the
preferred term is "signal pressure limiter."
8/12

TILT LEFT
Signal
To Ripper Control Valve Priority Flow Pressure
Control Valve Limiter
Load Check Valve
Orifice
Main Control Spool
To Lift
Control
Valve
Resolver
From
Plug Ripper
Rod End Head End Valve
79
• TILT LEFT condition: When the operator moves the tilt control lever to the TILT LEFT position, the
control spool opens a passage for supply oil to flow to the head end of the tilt
- Signal fills priority cylinder and a passage for oil from the rod end of the cylinder to return to the
flow control valve tank. The control spool movement allows the cylinder pressure to become
spring chamber
signal pressure. The signal oil flows to the resolver, through the signal
network, and to the inlet manifold. At the inlet valve, the signal oil keeps the
valve moves to left unloading valve and the margin stem positioned to provide the correct tilt
flow to the tilt circuit.
At the same time that the signal oil flows to the inlet manifold, the signal oil
also flows through an internal passage, through an orifice, and fills the
priority flow control valve spring chamber. The pressure in the chamber
increases, causing the valve to move to the left. As supply pressure
increases, the supply oil opens the load check valve and sends flow through
the cylinder supply passage.

8/12
When the signal pressure plus the spring force moves the priority flow
control valve to the left, the opening at the throttling slot on the left end of
the spool increases so more oil can flow to the work port. The amount of
flow from the pump combined with the amount of flow the tilt work port
needs determines the distance that the priority flow control valve shifts.
- Flow rate maintained As the tilt circuit flow requirements are met, pressure increases on the left
to tilt circuit end of the priority valve spool and the valve moves back to the right. The
priority valve maintains a pressure differential across the tilt control spool
- Excess flow
equal to the priority spool spring. Excess flow from the pump is now
available to other
valves available for lift or for the ripper valve. If the system does not need the
oil, the margin stem will return the excess pump flow to the tank.
When the tilt control spool is fully shifted, the priority flow control valve
limits the maximum flow to the tilt cylinder to 80 Lpm (21 gpm). Since
the pump produces more flow than the tilt circuit requires, the margin
stem meters excess pump flow back to the tank while maintaining the
system pressure at 1310 kPa (190 psi) above the cylinder pressure.
• Signal pressure limiter To protect the lines and components, the signal pressure limiter valve
used to protect circuit limits the maximum pressure of the tilt circuit. The tilt section is the only
- Opens when signal valve section with a pressure limiter. When oil flow fills the priority
pressure gets too valve spring chamber, the signal pressure limiter feels the increasing oil
high pressure. When the pressure reaches the signal pressure limiter setting,
- Causes priority flow the signal pressure limiter opens, draining oil from the priority valve
control spool to spring chamber.
reduce flow and
pressure Since the orifice restricts the oil flow into the priority valve spring
chamber, the pressure at the left end of the priority valve is higher than
the pressure in the spring chamber plus the spring force. The force on the
left end of the priority valve causes the valve to move to the right,
reducing the supply flow and pressure to the tilt circuit.
NOTE: None of the other sections (lift or ripper) have a priority

flow control valve. Since all the circuits are in parallel, any
remaining oil flows to the implement with the lowest cylinder load.
8/12
D7R RIPPER CONTROL VALVE

HOLD
From Tilt Control Valve
Load Check Valve
Main Control Spool
To Tilt
Valve
Resolver
80
• Ripper valve is last The ripper control valve (if equipped) is the last control valve in the
control valve in group implement hydraulic system. The ripper control valve is similar to the lift
control valve except the ripper valve does not have a FLOAT position. Since
• Ripper valve is same the ripper valve does not have a FLOAT position, the control spool is
as lift valve except for
different than the lift valve control spool. The ripper control valve spool does
FLOAT
not have a detent mechanism, and the lands on the spool are different from
• Not pressure the lift valve. All other components of the ripper valve operate identically to
compensated those in the lift control valve.
The ripper control valve does not contain a flow control spool, so the valve is
8/12
D6R STEERING AND IMPLEMENT HYDRAULIC SYSTEM

DIFFERENTIAL STEER MACHINES
End Cover
Resolvers
Ripper Lift
Dozer Tilt
Dozer Lift
Steer Quick-drop
Valve
Main
Inlet
Charging Relief
Manifold
Valve Valve
Pump
Control
Valve Flow
Compensator
Pressure
Compensator
Counterbalance
Valve
Cooler
Oil Cooling
Pump Thermal Bypass
Steer Motor
Case Drain Filter
81
DIFFERENTIAL STEER HYDRAULIC SYSTEM
• D6R system This diagram shows the hydraulic system on the D6R differential steer
machines. A variable displacement piston pump draws oil from the tank.
- Variable Supply oil from the pump flows into the control valves. Steering has priority
displacement pump over the other implement valves.
- Steering has priority

During a turn, the steering control valve directs flow to the counterbalance
over other valves
valve and steering motor. The cooling pump directs oil through the hydraulic
- Steering motor and oil cooler before sending oil flow to the steering motor case. Main system
counterbalance return oil flows through a filter before entering the tank. The pump and
valve motor case drain oil also returns through a filter before entering the tank.
- Thermal bypass A thermal bypass valve for the oil cooler opens and directs oil flow to the
valve tank if the oil is below a specific temperature.

8/12
- Signal network A signal line originates in the control valves. The signal line passes through
each valve body before reaching the pump control valve. When the operator
activates one or more implements, the resulting loads generate work port
pressure signals. A resolver network sends the highest work port pressure to
the pump control valve.
- Single quick-drop The differential steer machines are equipped with a single quick-drop valve
valve for both lift cylinders. The quick-drop valve provides makeup oil to the head
end of the lift cylinders. The quick-drop valve helps to control the raise,
lower at slow speeds, quick-drop, and lower with down pressure functions of
the dozer. This quick-drop valve operates the same as the quick-drop valve
previously discussed.
- Relief valve in inlet The inlet manifold contains the main relief valve and the charging valve.
manifold The operation of the main relief valve and charging valve is the same as for
the standard D6R.
- Charging valve in
inlet manifold
8/12
D7R STEERING AND IMPLEMENT HYDRAULIC SYSTEM

Quick-drop
Valve
Resolvers End Cover
Ripper Lift
Dozer Tilt
Dozer Lift
Steer
Inlet Main
Manifold Relief
Valve Cooler
Bypass
Pump
Control Flow
Valve Compensator
Pressure
Compensator Counterbalance
Valve
Cooler
Steer Motor
Case Drain Filter
82
• D7R system: The D7R differential steer machine hydraulic system is similar to the D6R
except the D7R does not have an oil cooler pump. Instead of a thermal
- Variable
bypass valve, the D7R uses a pressure sensing cooler bypass valve which is
displacement pump
mounted to the inlet manifold.
- Steering has priority
over other valves
- Steering motor and

counterbalance
valve
- Cooler bypass valve
- Signal network
- Single quick-drop
valve
- Relief valve in inlet

manifold
8/12
1
3
83
• D6R pump A variable displacement, piston-type hydraulic pump (1) on the D6R
provides oil flow to the steering, lift, tilt, and ripper valves. The engine
• Identify components: flywheel drives the pump. The compensator valve (2) controls the
swashplate angle in the pump. Use the upper pressure tap (3) to check low
1. Piston-type pump
pressure standby and maximum system pressure. Use the lower pressure tap
(4) to check signal pressure.
3. Pump supply The oil cooler pump (5) directs oil through the hydraulic oil cooler to provide
pressure tap oil flow to the pump and steering motor case drain circuit for lubrication and
cooling.
4. Signal pressure tap
5. Oil cooler pump

8/12
3
1
84
• D7R pump A variable displacement, piston-type hydraulic pump (1) on the D7R
provides oil flow to the steering, lift, tilt, and ripper valves. The engine
• Identify components: flywheel drives the pump. The compensator valve (2) controls the
swashplate angle in the pump.
1. Piston-type pump
Use the upper pressure tap (3) to check low pressure standby and maximum
system pressure. Use the lower pressure tap (4) to check signal pressure.
3. Pump supply The D7R does not have an oil cooler pump.
pressure tap
4. Signal pressure tap

8/12
85
• Identify components: The case drain filter (1) is in the same compartment as the transmission filter.
The tap (2) in the case drain filter housing allows live oil sampling.
1. Case drain filter
NOTE: The case drain filter shown in this slide is installed on the
2. S•O•S tap
D6R.
8/12
86
• D6R hydraulic oil The hydraulic oil cooler (arrow) on the D6R differential steer machines is
cooler (arrow) one of the modules in the radiator group.
NOTE: The slide also shows the AMOCS (Advanced Modular

Cooling System) radiator. This radiator is used on both the D6R
and D7R. The AMOCS radiator provides two-pass cooling and is
easier to service since each module can be removed individually
without removing the complete radiator.
At the top of the radiator is an expansion tank with a sight glass at

the left side to check the coolant level. The coolant passes up one
side of the module and returns down the other side through a two
compartment bottom tank.
8/12
87
• D7R hydraulic oil The hydraulic oil cooler (arrow) on the D7R differential steer machines is at
cooler (arrow) the rear of the fan shield.
8/12
88
• D6R component The D6R thermal bypass valve (1) for the oil cooler directs the oil from the
locations: oil cooler pump to the tank when oil will not flow through the cooler. The
oil cooler circuit pressure can be checked at the pressure tap (2).
1. Thermal bypass
valve
2. Oil cooler pressure

tap
8/12
89
• D7R oil cooler Pressure in the D7R oil cooler circuit can be checked at the oil cooler
pressure tap (arrow) pressure tap (arrow). The oil cooler bypass valve is located below the floor
plate to the left of and just below the implement control valve inlet manifold.
8/12
5
6
4
2 1
90
• D6R component The D6R steering and implement control valve group is behind the case
locations: drain filter and above the right fender. The machine configuration
determines the valve group configuration. The control valve group
1. Charging valve
consists of the inlet manifold (2), the steering control valve (3), the lift
2. Inlet manifold control valve (4), the tilt control valve (5), the ripper control valve
(if equipped), and the end cover (6). The inlet manifold contains the main
3. Steering control relief valve (not visible), and the charging valve (1).
valve
The relief valve is set above the pressure compensator setting. The main
4. Lift control valve
relief valve is only used to limit any sudden pressure increases (spikes).
The charging valve prevents cylinder cavitation by restricting the return
6. End cover oil flow from the cylinders. The oil pressure in the cylinder return oil
passage opens the makeup valve and functions as charge oil for the signal
network when the signal pressure is lost due to overrunning load
conditions.
8/12
2
3
91
• D7R component The D7R implement control valve group is located to the left of the
locations: transmission filter above the right fender. The machine configuration
determines the valve group configuration. The implement control valve
1. Inlet manifold
group consists of the inlet manifold (1), the steering control valve (2), the
2. Steering control lift control valve (3), the tilt control valve (4), the ripper control valve (if
valve equipped), and the end cover (6). The inlet manifold contains the main
relief valve (not visible).
3. Lift control valve
The relief valve is set above the pressure compensator setting. The main
relief valve is only used to limit any sudden pressure increases (spikes).
5. End cover
8/12
1 2
92
• Component locations: When the operator moves the steering lever, the steering control valve directs
supply oil to the counterbalance valve (1). The counterbalance valve
1. Counterbalance prevents the fixed displacement steering motor (2) from "overspeeding." The
valve
steering motor drives the steering input gears (discussed previously).
2. Steering motor
8/12
From D6R/D7R
To
Implement Inlet STEERING AND IMPLEMENT PUMP
Control Manifold ENGINE OFF
Valve
Small
Actuator Drive Shaft
Margin
Spool
Swashplate
Cutoff Large Piston And

Spool Actuator Barrel Assembly
93
Pump Operation
• Identify internal pump The pump on the differential steer machines is similar in operation to the
components pump on the standard D6R.
• At start-up swashplate Before starting the engine, the actuator rod and spring hold the pump
at maximum angle
swashplate at maximum angle. (The actuator rod and spring are behind the
small actuator piston and are not shown.) As the pump starts to rotate, oil
flows to the inlet manifold in the valve stack, the left end of the small
actuator piston, the left end of the margin spool, and the piston chamber in
the right end of the cutoff spool. With all the control valve spools in HOLD,
pump flow to the inlet manifold goes through the inlet passages in the control
valves to the end cover. The end cover blocks the oil.
NOTE: The pump shown in this view is for the differential steer
D7R. The D6R pump is different in appearance, but the operation
is the same.
8/12
From To D6R/D7R
Implement Inlet
Control Manifold
STEERING AND IMPLEMENT PUMP
Valve LOW PRESSURE STANDBY
Margin
Spool
Cutoff Spool
94
• LOW PRESSURE As the supply pressure increases to approximately 2100 kPa (305 psi), the
STANDBY pressure at the left end of the margin spool (in the compensator valve) moves
the spool a small distance to the right against the spring force. Moving the
- As pump produces margin spool permits supply oil to flow around the spool, past the cutoff
flow, system
spool, and into the left end of the large actuator piston chamber. As pressure
pressure increases
on the large actuator piston increases to overcome the combined force of the
- Margin spool moves bias spring and the pressure in the small actuator piston chamber, the large
right actuator piston moves the swashplate to a reduced angle.
- Oil fills large At the minimum angle, the pump will produce just enough flow to make up
actuator chamber for system leakage at a pressure to ensure instantaneous response when an
implement is actuated.
- Swashplate moves
to reduced angle
In LOW PRESSURE STANDBY, all the implement control valves are in
HOLD and the signal network allows the signal oil to drain.

8/12
The LOW PRESSURE STANDBY condition ensures that pressure oil is

always available at the control spools. This feature provides quick response
of the steer motor or implements when the operator moves a control valve
out of HOLD.
NOTE: LOW PRESSURE STANDBY is higher than margin

pressure because of the higher back pressure the blocked oil at the
closed center valves creates when all the valves are in HOLD.
During LOW PRESSURE STANDBY, the supply oil pushes the
margin spool farther to the right to compress the margin spring.
8/12
From
Implement To D6R/D7R
Control Inlet STEERING AND IMPLEMENT PUMP
Valve Manifold UPSTROKE
Margin
Spool
Cutoff Spool
95
• UPSTROKE pump During operation, the pump will maintain the supply pressure at 2100 kPa
(305 psi) higher than the signal pressure. The difference between supply
- Signal oil moves pressure and signal pressure is referred to as "margin pressure." As the
margin spool down system requirements increase (due to increased flow demand), the pump will
UPSTROKE to maintain the margin pressure.
- Large actuator
pressure is reduced
When an implement requires flow, the resolver network signals the pump
- Swashplate moves control valve. This signal causes the force (margin spring plus signal
to increased angle pressure) on the right end of the margin spool to become greater than the
supply pressure at the left end of the spool. The higher pressure causes the
margin spool to move to the left to reduce or block oil flow to the large
actuator. At the same time, the spool drains the large actuator oil to the tank.
Reducing or blocking oil flow to the large actuator reduces or eliminates the
pressure acting against the large actuator piston. When the pressure in the
large actuator piston decreases, the bias spring and small piston move the
swashplate to an increased angle causing the pump to UPSTROKE (produce
more flow).
8/12
From
Inlet
Control STEERING AND IMPLEMENT PUMP
Valve Manifold
CONSTANT FLOW
Margin
Spool
Cutoff Spool
96
• CONSTANT FLOW As the supply pressure increases, the pressure at the left end of the margin
spool increases. When the supply pressure is approximately 2100 kPa (305
- Margin spool moves psi) higher than the signal pressure, the margin spool will move a small
to metering position distance to the right and permit oil to again flow to the large actuator piston.
This condition limits additional swashplate movement. As long as the flow
requirements remain constant, the margin spool will remain in this metering
position and maintain a constant flow to the steer motor or implement.
8/12
From
Control Inlet STEERING AND IMPLEMENT PUMP
Valve Manifold DESTROKE
Margin
Spool
Cutoff Spool
97
• DESTROKE pump The conditions required to DESTROKE the pump are basically the opposite
of those required for UPSTROKING.
right The pump DESTROKES when the system requires less flow. As the force at
the left end of the margin spool becomes greater than the force at the right
- Pressure in large
end, the margin spool moves to the right and allows more flow to the actuator
actuator increases
piston causing the pressure in the large actuator piston to increase. The
- Swashplate moves increased pressure in the large actuator piston overcomes the combined force
to reduced angle of the small actuator and bias spring and moves the swashplate to a reduced
angle.
• Margin spool moves As the pump flow decreases, the supply pressure also decreases. When the
to stabilize system supply pressure decreases and becomes the sum of the signal pressure plus
margin pressure, the margin spool moves to a metering position and the
system stabilizes.
When the operator returns the control lever to HOLD, the signal pressure
drops to zero. The pump then DESTROKES to the LOW PRESSURE
STANDBY condition.
8/12
From To D6R/D7R
Implement
Control
Inlet STEERING AND IMPLEMENT PUMP
Manifold HIGH PRESSURE STALL
Valve
Margin
Spool
Cutoff Spool
98
• HIGH PRESSURE During a HIGH PRESSURE STALL, the signal pressure equals the supply
STALL pressure. Combining the signal pressure with the margin spring forces the
margin spool to the left. Moving the margin spool to the left normally drains
- Cutoff and margin
spools are in parallel the oil out of the large actuator piston and causes the pump to upstroke.
- Signal equals supply However, during HIGH PRESSURE STALL, the pressure below the cutoff
pressure spool overcomes the pressure compensator spring force and moves the cutoff
spool to the left. Moving the cutoff spool to the left blocks the oil in the large
down actuator piston from going into the drain passage and still allows supply oil to
flow to the large actuator.
- Cutoff spool moves
up The increased pressure in the large actuator allows the large actuator to
overcome the combined force of the small actuator and bias spring to
- Swashplate moves
to reduced angle DESTROKE the pump. The pump is now at minimum flow and supply
pressure is at maximum.
• Pump supplies
minimum flow at
maximum pressure

8/12
HIGH PRESSURE STALL occurs when the steering circuit is put under an
extreme load. One example of this condition occurs when the operator
engages the service brakes while making a turn. When operating another
implement with steering in stall, the pump will UPSTROKE to produce flow
to meet the needs of the other implement operating at the lower work port
pressure. All the implement valves used in differential steering systems have
signal limiting valves to prevent high steering pressures from getting into the
implement circuits.
8/12
D6R/D7R STEERING CONTROL VALVE

HOLD
To Next Control Valve Priority Flow
Control Valve
Pump Supply
Load Check Valve
Orifice
Main Control Spool
To Inlet
Manifold
Resolver
Makeup Valve From

Steer Left Steer Right Makeup Valve
Previous Valve
99
Steering Circuit Operation
• Identify valve The directional control spool in the steer section has three positions: LEFT
components TURN, HOLD, and RIGHT TURN. In this view, the directional control
spool is in the HOLD position.
• Valve in HOLD
- Shifting spool
With the engine not running, the spring behind the priority flow control valve
blocks center axial holds the flow control valve to the left. When the operator starts the
passage machine, the pump sends oil through the inlet manifold to the priority flow
control valve. Oil flows out the holes at the left end of the priority flow
valve is initially to control valve, opens the load check valve, and fills the chamber around the
the left center of the directional control spool.

valve moves to the
right

8/12
- Holes on left close The increasing pressure in the chamber at the right of the load check valve
- Holes on right open pushes the priority flow control valve to the right against the force of the
spring. Moving the flow control valve to the right closes the throttling holes
on the left end of the valve spool and allows oil to flow to the remaining
valve maintains
components in the system through the holes near the right end of the valve
maximum pressure
differential spool. In HOLD, pressure at the main control spool is equal to the priority
flow control valve spring.
The priority control valve ensures that the flow and pressure needs of the
steering circuit are met before flow is available to the other valves. The
priority valve is designed to permit some flow to always be available to the
other circuits. This design permits the operator to steer and operate the blade
at the same time.
During all steering conditions, the priority flow control valve ensures that a
specified minimum pump flow is always available for operation of the steer
motor.
8/12
D6R/D7R STEERING CONTROL VALVE

LEFT TURN
To Lift Control Valve Priority Flow
Control Valve
Pump Supply
Load Check Valve
Orifice
Main Control Spool
To Inlet
Manifold
Resolver
From
Makeup Valve Steer Left Steer Right Makeup Valve
Lift Control
Valve
100
• LEFT TURN This illustration shows the steering control valve in the LEFT TURN
position. Movement of the directional control spool permits oil to flow from
- Signal oil fills the work port to the steer circuit.
priority flow control
valve spring
Either oil at the work port pressure or oil at 345 kPa (50 psi) in the supply
chamber
passage enters the cross-drilled hole to the center axial passage and becomes
- Signal oil fills center signal oil. The signal is then sent through the resolver network to the pump.
axial passage The pump increases flow to meet the flow needs of the steering circuit. The
check valve remains seated until supply pressure exceeds the work port
pressure.

8/12
- Priority control valve The signal reaches the pump and the priority flow control valve spring
spool moves to left chamber simultaneously. The oil in the center passage in the main control
spool flows through an orifice before filling the spring chamber. The signal
- Flow rate maintained
pressure in the priority control valve spring chamber works in conjunction
to steering circuit
with the spring force to move the priority control valve spool to the left. This
- Excess flow
movement allows the required flow to reach the steering circuit while
available to other limiting the amount of flow to the other control valves. When the signal
valves pressure plus the spring force moves the priority flow control valve to the
left, the hole openings near the left end of the spool increase so more oil can
flow to the work port, while the holes near the right end of the priority flow
control spool close.
As the steering circuit flow requirements are met, pressure increases on the
left end of the priority valve spool and the valve moves back to the right.
The priority valve maintains a maximum pressure differential across the
steering control spool equal to the priority spool spring. Excess flow from
the pump is now available for the other valves.
During the steer conditions shown, a fixed relationship exists between the
various pressures in the circuit for a given distance of steering tiller and
directional control spool movement. These relationships maintain a constant
rpm of the steer motor for all load conditions as long as the distance of
steering tiller movement remains fixed.
Supply pressure is always maintained at a fixed value (margin) above the

signal pressure. The priority flow control valve maintains a fixed pressure
differential across the directional control spool which is equal to the value of
the priority flow control spring.
8/12
Left Turn Passage

Check Valve Stem
Right Turn Passage
Check Valve
Counterbalance
Valve
Crossover Relief
Crossover
Relief
D6R/D7R
COUNTERBALANCE VALVE
AND STEER MOTOR
STRAIGHT LINE OPERATION Steering Motor
101
• Identify components This slide shows the counterbalance valve and steer motor during STRAIGHT
LINE OPERATION. During STRAIGHT LINE OPERATION, the control
• STRAIGHT LINE spool in the steering control valve blocks the oil in the steering circuit. The
OPERATION
counterbalance spool remains centered and the steering motor is hydraulically
- Counterbalance
locked.
valve centered
During STRAIGHT LINE OPERATION, the drive line transmits external
- Supply oil to motor forces to the differential steer planetaries and the forces attempt to drive the
blocked steering motor. While attempting to drive the steering motor, the external
forces create pressure spikes in one side of the loop between the motor and the
counterbalance valve.

8/12
• Crossover relief The side of the loop feeling the pressure spike depends on the direction that
valves dampen the forces are attempting to drive the motor. If the pressure spike is
pressure spikes significantly high, the crossover relief valve in the affected side of the loop
will open. The dump portion of the valve (large area) will then permit some
of the high pressure oil to open the poppet (small area) in the opposite relief
valve. The crossover relief valve transmits some of the high pressure oil into
the low pressure side of the loop thereby dampening the pressure spike. The
crossover relief valves open at approximately 41500 kPa (6000 psi).
8/12
Left Turn Passage

Check Valve Stem
Right Turn Passage
Check Valve
Counterbalance
Valve
Crossover Relief
Crossover
Relief
D6R/D7R
AND STEER MOTOR Steering Motor
RIGHT TURN
102
• RIGHT TURN This slide shows the counterbalance valve and the steering motor during a
RIGHT TURN. When the operator moves the steering lever to the RIGHT
- Oil enters TURN position, the steering control valve directs oil to the counterbalance
counterbalance valve. Oil flow enters the counterbalance valve and fills the right center
valve
chamber in the stem. At the same time, oil also enters the small passage at
the right of the inlet, flows through an orifice, and fills the spring chamber at
- Oil fills right spring
chamber the right end of the stem. Oil in the right center chamber in the stem opens
the check valve, flows around the right crossover relief valve, and enters the
- Check valve opens motor inlet port. As the motor starts to rotate, return oil from the motor
outlet port flows around the left crossover relief valve to the stem where the
- Oil enters motor oil is temporarily blocked. The blocked oil causes a rapid increase in the
supply pressure.
- Motor rotates
- Return oil blocked

until threshold
pressure reached

8/12
When the supply oil reaches approximately 7000 kPa (1015 psi), the stem
shifts to the left and uncovers the small cross-drilled holes at the right of the
left check valve allowing return flow from the motor to flow to the return
port in the steering control valve.
• Crossover relief The crossover relief valves operate when the dump section of the valve
valves senses high pressure. The dump valve opens and permits supply pressure oil
to reach the poppet in the return side crossover relief valve. If a pressure
spike exceeding 41500 kPa (6000 psi) occurs, the left crossover relief valve
opens and permits supply pressure oil to flow directly to the return side of the
loop.
8/12
Left Turn Passage

Check Valve Stem
Right Turn Passage
Check Valve
Counterbalance
Valve
Crossover Relief
Crossover
Relief
D6R/D7R
AND STEER MOTOR
OVERSPEED Steering Motor
103
• Counterbalance valve Occasionally, a condition such as making a turn while operating on a

prevents overspeed downhill slope will attempt to overspeed the steering motor. Overspeeding
the motor could cavitate the motor and cause the operator to loose steering
- Threshold pressure control. The counterbalance valve prevents this condition. As the drive line
lost
attempts to overspeed the motor, the supply pressure rapidly decreases.
Pressure in the spring chamber at the right end of the stem also drops. When
- Counterbalance
valve moves right the pressure in the supply side of the loop decreases below 7000 kPa (1015
psi), the stem shifts to the right and blocks the flow of return oil. Blocking
- Return oil directed to the return oil creates a high back pressure at the motor which tends to limit
supply side to the speed of the motor.
prevent cavitation
When the back pressure exceeds 41500 kPa (6000 psi), the left crossover
relief valve opens and sends return oil directly to the supply side to prevent
motor cavitation.
For severe overspeed conditions, the makeup valve in the steering control
valve also opens and provides additional oil to the supply side of the loop.
8/12
D6R/D7R RIPPER CONTROL VALVE

HOLD
Signal
From Tilt Control Valve Flow Control
Limiter
Valve
Valve
Load Check Valve
Main Control Spool

Orifice
To Tilt
Valve
Resolver
104
• Identify components Implement Control Valve Operation
The ripper control valve is the last valve in the implement control valve stack
on the D7R and the D6R. This slide shows the ripper control valve in
HOLD. The ripper control valve is in parallel to the remaining valves in
regard to pump flow. The ripper control valve contains one makeup valve in
the head end of ripper lift cylinders and also contains a signal limiting valve
to prevent steering pressures from entering the ripper circuit.
With a dead engine, the spring at the right end of the flow control valve holds
the flow control spool to the left. When the machine is started, the pump
sends oil through the inlet manifold to the steering priority flow control
spool. Flow not needed by steering is available to the remaining valves in the
valve stack.

8/12
• Valve in HOLD Oil flows into the flow control spool and out of the throttling slots on the left
- Axial passage open end of the spool to the load check valve and the main control spool where the
to tank oil is blocked. Pressure increases on the left end of the flow control spool
and moves the spool to the right against its spring, closing the throttling slots.
- Flow control valve is
initially to the left
The throttling slots are never completely closed, and oil is not completely
- Flow control valve blocked at the load check valve. A small amount of oil is metered through
moves to the right the priority flow control spool and past the load check valve to maintain a
- Throttling slot on left pressure equal to the flow control valve spring [345 kPa
closes (50 psi)] at the main control spool. Maintaining this pressure at the main
- Flow control valve control spool provides quick implement response.
maintains maximum
pressure differential The signal pressure limiter valve limits the pressure in the ripper circuit to
protect the lines and components. When the operator moves the ripper
control valve, signal oil flow fills the flow control valve spring chamber, and
the signal pressure limiter feels the increasing oil pressure. When the
pressure in the spring chamber reaches the signal pressure limiter setting, the
• Signal pressure valve opens and drains oil from the spring chamber of the flow control valve.
limiter protects circuit
Since the orifice restricts the oil flow into the spring chamber, the pressure at
- Opens when signal the left end of the flow control valve will increase above the pressure in the
pressure gets too spring chamber plus the spring force. The force on the left end of the flow
high control valve causes the valve to move to the right, reducing the supply flow
- Causes flow control and pressure to the ripper circuit.
spool to reduce flow
and pressure NOTE: The illustrations shown for the control valves used on
differential steer machines in this presentation are for the D6R.
The valve operation is the same on both tractors.
8/12
D6R/D7R RIPPER CONTROL VALVE

LOWER
Flow Control Signal
Valve Limiter
From Tilt Control Valve Valve
Load Check Valve
To Tilt
Control Valve
Resolver
105
• Ripper LOWER Moving the control lever opens a passage from the pump to the head end
- Signal oil fills flow
work port and opens a passage from the rod end work port to the tank. The
control valve spring signal network senses work port pressure through the center passage in the
chamber control spool. The pump then senses the change in signal pressure and starts
to provide flow.
- Flow control spool
moves to left
The signal is also felt in the flow control spool spring cavity. This pressure
- Flow rate maintained plus the spring will push the flow control spool to the left. As this movement
to tilt circuit
occurs, the throttling slot opens more so more oil can be directed to the work
port. The distance that the flow control spool shifts is determined by the
amount of flow being sent by the pump and the amount of flow needed at the
work port.
The flow control spool will maintain a pressure differential across the main
control spool equal to the flow control valve spring resulting in constant
implement flow to the cylinders. This description assumes the ripper to be
powered down with no overrunning load condition.
8/12
D6R/D7R DOZER LIFT CONTROL VALVE

HOLD
Signal
To Tilt Valve Flow Control
Pressure
Valve
From Steering Valve Limiter
Load Check Valve
To
Steering
Valve
Resolver
From Tilt
106
• Identify components The lift control valve is the second valve in the implement control valve stack
on the D7R and the D6R. The lift control valves on the D6R and D7R
- Same as ripper machines are identical except for different signal pressure limiter settings and
except for signal different lift spools. The lift control valve contains a makeup valve for the
pressure limiter
head end of the lift cylinders and a detent mechanism for FLOAT.
settings
To protect the lines and components, the signal pressure limiter valve limits
the maximum pressure of the lift circuit. The lift control valve operates the
same as the ripper control valve.
8/12
D6R/D7R DOZER TILT CONTROL VALVE

HOLD
To Ripper Control Valve Flow Control Signal

Valve Limiter
Valve
Load Check Valve
To Lift
Control
Valve
Resolver
From
Rod End Head End Plug Ripper Valve
107
• Identify components The tilt control valve is between the lift and ripper valve in the implement
control valve stack on both the D7R and the D6R machines. The tilt control
- Same as ripper and valve operates the same as the ripper and lift control valves except the tilt
lift except no valve does not contain a makeup valve.
makeup valve
8/12
2 4
5
3
108
AUTOSHIFT AND AUTO KICKDOWN OPERATION
• Identify components: The autoshift operation on the D6R and D7R tractors is a function of the
Power Train Electronic Control System. The autoshift function allows the
1. Autoshift selector operator to preset the different gear speeds for directional shifting. This
button function allows a directional shift other than FIRST SPEED FORWARD to
FIRST SPEED REVERSE.
2. 1F/2R LED indicator
With the autoshift feature, the operator can select either FIRST SPEED
3. 2F/2R LED indicator FORWARD to SECOND SPEED REVERSE or SECOND SPEED
FORWARD to SECOND SPEED REVERSE. The autoshift indicators on
4. LED indicator
the left side of the dash show the operator the status of the autoshift function.
5. Auto kickdown
The operator selects the Autoshift Mode with the selector button (1). An
selector button LED indicator informs the operator which mode is selected, either FIRST
SPEED FORWARD to SECOND SPEED REVERSE (2) or SECOND
SPEED FORWARD to SECOND SPEED REVERSE (3). If both indicators
are OFF, the transmission operates in the Manual Mode.
The tractors equipped with the Power Train Electronic Control System also
have an auto kickdown function. When the auto kickdown function is
selected by the selector button (5) on the right side of the dash, an LED
indicator (4) is illuminated. This function allows the tractor to automatically
downshift when a pre-programmed speed is no longer maintained due to an
increased work load. When the indicator is OFF, the auto kickdown function
is not selected.
8/12
THREE LEVELS OF WARNING
CATEGORY 1
CATEGORY 2
CATEGORY 3
109
CATERPILLAR MONITORING SYSTEM
• Three levels of The Caterpillar Monitoring System notifies the operator of an immediate or
warning impending problem with a machine system. Three levels of warning are
provided to the operator.
- Category I requires
operator attention
Category I: For the first level of warning, only an alert indicator will flash.
- Category II requires
No immediate action is required. This category alerts the operator that the
operator to change machine system needs attention soon.
method of operation
Category II: For the second level of warning, the alert indicator and the
- Category III requires action light flashes. This warning category requires the operator to change
immediate machine the machine operation or perform maintenance to the system. Changing the
shutdown machine operation will reduce the excessive temperatures or engine
overspeeds. Failure to change machine operation will result in severe
damage to components.

8/12
Category III: For the third level of warning, the alert indicator flashes, the
action lamp flashes, and the action alarm sounds. This category requires the
operator to perform an immediate safe engine shutdown. This category
could result in possible operator injury or severe damage to machine
components.
• Cat Monitoring The self test verifies that the main display module and the gauge module are
System cycles operating properly. The main display module performs an automatic self test
through self test each time the key start switch is turned from the OFF to the ON position.
The operator must observe the modules to determine if the Caterpillar

Monitoring System is operating properly. The alert indicators and display
area are tested for approximately one second: all alert indicators FLASH and
the display area shows all unit indicators ( Celsius, kPa, MILES,
KILOMETERS, RPM, LITERS), a X10 indicator, the service meter symbol,
and 888.8.8.8 on the six-digit readout.
The gauge modules are tested for approximately three seconds. The four
analog gauges in the left module ramp up to half scale, return to zero, then
sweep to full scale. After reaching full scale, the tachometer and gauges
return to showing current machine values.
The action lamp turns ON.
The action alarm SOUNDS once.
The main display module then goes into the Normal Mode of operation.
NOTE: If the control fails to self test, additional investigation will

be needed to determine if the control is defective or if a harness
code problem exists. Always consult the appropriate service
manual before proceeding.
For more complete information on the Caterpillar Monitoring

System, refer to the Service Manual "Caterpillar Monitoring
System" (Form SENR6717-02).
8/12
ENGINE OIL PRESSURE
Category III Warning
Alert indicator flashes
Action lamp flashes
Action alarm sounds
110
• Engine oil pressure The top left alert indicator of the main module is engine oil pressure.
During normal operation, the engine oil pressure switch is closed to ground.
The switch opens when engine oil pressure is less than the specified value of
the switch. The open switch signals the main display module to notify the
operator of low engine oil pressure.
• Category III Warning Low engine oil pressure is a Category III Warning. The alert indicator will
flash, the action lamp will flash, and the action alarm will sound. The
operator should perform an immediate and safe shutdown.
8/12
SYSTEM VOLTAGE
Category I Warning
Sensed at "R" terminal
Alert indicator flashes
111
• System voltage The system voltage is sensed directly from the "R" terminal at the alternator.
sensed directly from The alternator does not use a switch; instead, the Caterpillar Monitoring
"R" terminal System senses the frequency of the alternator directly from the "R" terminal.
The Caterpillar Monitoring System measures and determines if the system
voltage is within specified limits. In the event that the voltage drops below a
certain level, the alert indicator will flash, alerting that a problem exists with
the alternator. Since this alert is a Category I Warning, the operator can
continue to operate the machine, but should investigate the cause of the
problem when convenient.
8/12
FUEL LEVEL INDICATOR
Category I Warning
Flashes when 10% fuel remains
112
• Fuel level alert The fuel level alert indicator will flash a Category I Warning when the fuel
indicator level reaches 10% of capacity or approximately 38 L (10 gal.) on the D6R
and approximately 50 L (13 gal.) on the D7R.
The gauge cluster module also contains an analog gauge which measures fuel
level. When the needle reaches the red warning area of the gauge, the alert
indicator will flash.
8/12
ELECTRONIC BRAKE SYSTEM
Category I Warning if brakes

need calibrated
Category III Warning if ECM

detects a fault in brake electronic
system input or output
113
• Brake system alert The lower four alert indicators located in the main display module receive
indicator information from the power train electronic control system ECM through the
CAT Data Link.
The power train ECM activates a warning for the brake system. The warning
categories are:
• Category I Warning A Category I Warning is activated when the ECM detects that the brakes are
not calibrated. This condition will occur anytime new software has been
flash programmed or the ECM has been replaced. Scrolling through the
Brake Mode will clear the fault code. The steering clutches and brakes
should be calibrated when performance is not satisfactory. The brake system
alert indicator will FLASH. This alert tells the operator to check or repair the
problem component at the earliest opportunity. The electrical circuits that
can cause this warning are:
Parking brake switch--ON/OFF pole (CID 070)

Parking brake switch--Brake back-up pole (CID 618)
Steering system oil temperature sensor (CID 075)
Brake pedal position sensor (CID 468)
Secondary brake valve solenoid (CID 722)
Parking brake solenoid (CID 681)
Service brake switch (CID 298)
ECM failure (CID 254)

8/12
• Category III Warning A Category III Warning is activated when the ECM detects that a fault is
present in a brake electronic system input or output component or circuit.
The brake electronic system alert indicator will FLASH, the action lamp will
FLASH, and the action alarm will SOUND. The operator should safely stop
the machine and shut the engine off. A service code will be logged for the
fault that is present. The fault must be corrected before machine operation is
resumed. The electrical circuits that can cause this warning are:
Left brake solenoid valve (CID 689)
Right brake solenoid valve (CID 690)
Harness code (CID 650)
Service brake switch (CID 298)

8/12
TRANSMISSION ELECTRONIC SYSTEM
Category I or Category III Warning

when selected faults in the Transmission
Electronic System are detected by
the ECM
The Warning Category depends on

the specific fault
114
• Transmission system The power train electronic control system activates a warning for the
alert indicator transmission electronic system. The warning categories are:
• Category I Warning A Category I Warning is activated when the ECM detects that a fault is
present in a transmission electronic system input or output component or
circuit. The transmission electronic system alert indicator will FLASH. This
alert tells the operator to check the transmission system at the earliest
opportunity. A service code will be logged for the fault that is present. The
electrical circuits that can cause this warning are:
Downshift switch (CID 621)
Upshift switch (CID 622)
Direction switch (CID 623)
Transmission oil temperature sensor (CID 177)
First gear solenoid valve (CID 695)
Second gear solenoid valve (CID 694)
Third gear solenoid valve (CID 693)
Priority valve solenoid (CID 697)

8/12
• Category III Warning A Category III Warning is activated when the ECM detects that a fault is
present in a transmission electronic system input or output component
circuit. The transmission alert indicator will FLASH, the action lamp will
FLASH, and the action alarm will SOUND. The operator should stop the
tractor safely and shut the engine off. A service code will be logged for the
fault that is present. The electrical circuits that could cause this warning are:
Directional selector position sensor (CID 299)
Harness code (CID 650)
Forward gear solenoid (CID 692)
Reverse gear solenoid (CID 691)

8/12
POWER TRAIN FILTER BYPASS
Category II Warning when transmission

oil filter becomes restricted and the
oil is at normal operating temperature
115
• Power train filter The power train filter bypass switch is located in the housing of the power
bypass indicator train hydraulic filter in the compartment to the right of the operator. If the
power train filter becomes restricted, the filter bypass valve will open,
permitting oil to flow past the filter. This condition causes the switch to
open.
If the bypass condition occurs at normal machine operating temperature, the

power train oil filter alert indicator, and the master fault light will activate
notifying the operator of a Category II Warning. A temperature switch
prevents the signal from the bypass switch from alerting the operator when
the oil is cold at start-up.
8/12
PARKING BRAKE INDICATOR
Category I Warning when

parking brake is engaged
Must be released to place

transmission in gear
116
• Parking brake system The power train ECM activates a warning for the parking brake. The
alert indicator warning category is:
• Category I Warning A Category I Warning is activated whenever the parking brake is

ENGAGED. The parking brake alert indicator will FLASH. This alert tells
the operator to RELEASE the parking brake before placing the transmission
in gear.
8/12
117
CONCLUSION
This presentation has discussed the component locations and systems

operation of the power train and implement hydraulics for the D6R and the
D7R Track-type Tractors.
When used in conjunction with the service manual, the information in this
package should permit the serviceman to do a thorough job of analyzing a
problem in these systems.
8/12
SLIDE LIST
1. D6R model view 43. Standard D6R implement hydraulic system
2. Track arrangements graphic 44. Standard D6R signal network
3. Operator’s seat 45. Standard D6R variable displacement pump
4. FTC steering and transmission control 46. D6R case drain filter
5. Electronic tiller bar for differential steer 47. Control valve group
6. Brake and decelerator pedals 48. Quick-drop valve
7. Dash 49. Pressure and flow compensator valve
8. Implement control levers 50. Pump schematic--ENGINE OFF
9. Fuel tank and fill cap 51. Pump schematic--LOW PRESSURE
10. Fuel drain valve STANDBY
11. Battery compartment 52. Pump schematic--UPSTROKE
12. Fuse panel 53. Pump schematic--CONSTANT FLOW
13. Precleaner 54. Pump schematic--DESTROKE
14. Left side engine components 55. Pump schematic--STALL
15. Right side engine components 56. Inlet manifold--HOLD
16. Torque divider 57. Inlet manifold--valve operating
17. Torque divider graphic 58. Inlet manifold--cylinder voiding
18. D6R power train fill tube 59. Standard D6R tilt valve--HOLD
19. D6R D/S transmission filter 60. Standard D6R tilt valve--LEFT
20. D7R D/S transmission fill tube and dipstick 61. Standard D6R lift valve--HOLD
21. Power train pump suction screen 62. Standard D6R lift valve--FLOAT
22. Power train pump 63. Standard D6R ripper valve--HOLD
23. Transmission planetary group and control 64. Quick-drop valve schematic
24. Transmission modulating valve 65. Quick-drop valve--HOLD
25. Power train drain plug and sump screen 66. Quick-drop valve--RAISE
26. Pump drive test location 67. Quick-drop valve--LOWER
27. Steering clutch and brake valve 68. Quick-drop valve--LOWER/QUICK DROP
28. Steering clutch and brake lubrication plugs 69. Quick-drop valve--DOWN PRESSURE
29. Differential steer brake valve 70. Standard D7R implement hydraulic system
30. Parking brake switch 71. Standard D7R fixed displacement pump
31. Standard power train hydraulic system 72. Control valve group
32. Priority valve 73. Inlet manifold--HOLD
33. Transmission modulating solenoid valves 74. Inlet manifold--FULL FLOW
34. Steering and brake valve graphic 75. Inlet manifold--PARTIAL FLOW
35. D/S power train hydraulic schematic 76. Inlet manifold--CHARGING VALVE
36. D/S component schematic 77. Standard D7R lift valve--HOLD
37. D/S components STRAIGHT LINE 78. Standard D7R tilt valve--HOLD
schematic 79. Standard D7R tilt valve--TILT LEFT
38. D/S--LEFT TURN FORWARD operation 80. Standard D7R ripper valve--HOLD
39. Undercarriage 81. D/S D6R hydraulic system
40. Implement hydraulic system chart 82. D/S D7R hydraulic system
41. D6R hydraulic tank 83. D/S D6R variable displacement pump
42. D6R hydraulic tank drain 84. D/S D7R variable displacement pump
8/12
SLIDE LIST
85. Case drain filter

86. D/S D6R hydraulic oil cooler
87. D/S D7R hydraulic oil cooler
88. D/S D6R thermal cooler bypass valve
89. D/S D7R cooler pressure test location
90. D/S D6R valve group
91. D/S D7R valve group
92. D/S steering motor and counterbalance
valve
93. Pump schematic--ENGINE OFF
94. Pump schematic--LOW PRESSURE
STANDBY
95. Pump schematic--UPSTROKE
96. Pump schematic--CONSTANT FLOW
97. Pump schematic--DESTROKE
98. Pump schematic--STALL
99. Steering control valve--HOLD
100. Steering control valve--LEFT TURN
101. Steering motor--STRAIGHT LINE
102. Steering motor--RIGHT TURN
103. Steering motor--OVERSPEED
104. D/S ripper lift valve--HOLD
105. D/S ripper lift valve--LOWER
106. D/S dozer lift valve--HOLD
107. D/S tilt valve--HOLD
108. Autoshift and Auto Kickdown selector
buttons
109. Three levels of warning
110. Cat Monitoring--Engine oil pressure
111. Cat Monitoring--"R" terminal
112. Cat Monitoring--Fuel level
113. Cat Monitoring--Electronic Brake System
114. Cat Monitoring--Transmission Electronic
System
115. Cat Monitoring--Power Train filter bypass
116. Cat Monitoring--Parking Brake Indicator
117. D6R Tractor--model view
8/12
INSTRUCTOR NOTES
STMG 687 - 164 - Serviceman's Handout No. 1
8/12
Engine and Electrical System Checklist

Directions: Use this sheet to take notes during the presentation. During a lab exercise, use this sheet as a
checklist when identifying components.
Engine Components Electrical Components
Primary fuel filter Starter
Secondary fuel filter Alternator
Governor and fuel injection pump Batteries
Priming pump Fuse panel
Oil filter Fuel pressure switch
Engine oil dipstick Engine oil pressure switch
Live oil sampling test port Coolant temperature switch and sender
Engine oil pressure test ports Disconnect switch
Engine oil cooler Key start switch
Primary and secondary air filters Power train oil temperature sensor
(converter)
Turbocharger
Power train hydraulic oil temperature
Air filter indicator switch (filter)
Ether start aid (mounting location) Hydraulic oil temperature sender
Radiator Master fault lamp
Water pump Caterpillar Monitoring System Panel
Temperature regulator housing

(thermostat)
8/12
Standard Power Train Components Checklist

Directions: Use this sheet to take notes during the presentation (i.e. location, functions). During a lab
exercise, use this as a checklist when identifying components.
Fill tube
Filter(s)
Suction screen
Power train pump
Torque converter housing (divider)
Torque converter outlet relief valve
Transmission range selector
Transmission control valve
Power train oil cooler
Steering and brake control valve
Steering and brake controls
Pressure test locations:

Pump supply
Torque converter outlet
Transmission clutch lube
Pump drive lube
Steering clutch pressure
Brake clutch pressure
Steering and brake clutch lube
____ Transmission clutch pressure

8/12
STMG 687

D6R WITH FINGER TIP CONTROL
From Oil
Cooler
Steering And
4 Brake Valve
To Torque
3 Converter
5
Priority
Valve
- 166 -
2 1
Transmission
Control
Group
1 2 3
From
Converter
Scavenge
Serviceman's Handout No. 3
8/12
Differential Steer Power Train System Component Checklist

exercise use this as a checklist when identifying components.
Fill tube
Filter
Suction screen
Power train pump
Torque converter housing (divider)
Torque converter outlet relief valve
Transmission range selector
Transmission control valve
Power train oil cooler
Brake control valve
Steering tiller
Pressure test locations:

Pump supply
Torque converter outlet
Brake clutch pressure
Transmission clutch lube
Brake clutch lube
Pump drive lube

8/12

STMG 687
D6R WITH DIFFERENTIAL STEERING
From Oil
Cooler
Brake
Valve
4
To Torque
3 Converter
5
Priority
Valve
- 168 -
2 1
Transmission
Control
Group
1 2 3
From
Converter
Scavenge
Serviceman's Handout No. 5
8/12
Standard D6R/D7R Hydraulic System Component Checklist

Hydraulic tank
Hydraulic oil filter(s)
Pump
Pump control valve (D6R)
Inlet manifold
Implement valve group
Tilt control valve
Lift control valve
Implement controls
Pump supply pressure test port
Margin pressure test port (D6R)
Quick-drop valve
Hydraulic oil cooler

8/12
D6R Hydraulic Pump Component Checklist

Directions: Fill in the blanks with the correct response. Use this sheet to take notes during the presentation.
C D E
F
A B
H G
A
B
C
D
E
F
G
H
8/12
D7R Inlet Manifold Component Checklist

IMPLEMENTS IN HOLD
Signal Oil
To Tank To Control
Valves
A C
B D
Orifice
Pump Supply
F
8/12
Implement Control Valve Component Checklist

D6R/D7R DOZER TILT CONTROL VALVE

To Ripper Control Valve

B
From Lift Control Valve C
Lift
Control
Valve
E
Ripper
Valve
Rod End Head End F
F
8/12
Differential Steer Hydraulic System Component Checklist

____ Hydraulic tank
____ Hydraulic oil filters
____ Pump
____ Pump control valve
____ Inlet manifold
____ Main relief valve
____ Charging valve
____ Implement valve group
____ Tilt control valve
____ Steer control valve
____ Steering motor
____ Counterbalance valve
____ Lift control valve
____ Implement controls
____ Pump supply pressure test port
____ Margin pressure test port
____ Quick-drop valve
____ Hydraulic oil cooler

8/12
Differential Steer Pump Component Checklist

Inlet
Implement
Manifold STEERING AND
Control
Valve IMPLEMENT PUMP
C D
B G F E
G
8/12
INSTRUCTOR NOTES
SESV1687-01 Printed in U.S.A.
8/12

SESV1687 - 01 - Entrenamiento D7R

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

SESV1687 - 01 - Entrenamiento D7R

Uploaded by

Copyright:

Available Formats

Service Training

Meeting Guide 687 SESV1687-01

D6R/D7R TRACK-TYPE TRACTORS

Estimated Time: 4 Hours

OPERATOR’S STATION ..............................................................................................................8

IMPLEMENT HYDRAULIC SYSTEMS ..................................................................................54

STANDARD D6R IMPLEMENT HYDRAULIC SYSTEM .....................................................57

STANDARD D7R IMPLEMENT HYDRAULIC SYSTEM .....................................................95

DIFFERENTIAL STEER HYDRAULIC SYSTEM ................................................................113

AUTOSHIFT AND AUTO KICKDOWN OPERATION.........................................................148

CATERPILLAR MONITORING SYSTEM.............................................................................149

SLIDE LIST ..............................................................................................................................161

SERVICEMAN’S HANDOUTS ...............................................................................................164

D6R/D7R TRACK-TYPE TRACTORS

© 2012 Caterpillar Inc.

The tractor direction is controlled by a rotating paddle (3) located on the

With the engine running and the machine stationary, moving

The differential steering machines operate with "S-turn logic,"

NOTE: The Caterpillar Monitoring System, Autoshift, and Auto

• Dozer lever controls

5. Power train oil

6. Engine oil cooler

8. Engine oil pressure

1. Primary fuel filter

2. Secondary fuel filter

3. Fuel pump and

• Torque divider: Torque Divider

Engine Flywheel TORQUE DIVIDER

Ring Gear Inlet

Power Shift Transmission

3. Pump pressure tap

NOTE: The transmission modulating valves must be recalibrated

- Transmission modulating valve and/or solenoid is replaced.

- Transmission is serviced or replaced.

For the calibration procedure, refer to the Power Train Electronic

NOTE: Pump drive lubrication pressure is not adjustable.

Steering and Brakes

2. Brake back-up: Performs as a back-up for engaging the brakes.

3. Neutral-start: Performs the neutral-start function. When the switch

POWER TRAIN HYDRAULIC SYSTEM

Standard Power Train Hydraulic System Operation

NOTE: For more information on the steering and brake controls,

NOTE: The colors in the valve sections and hydraulic schematics

Red - Pump supply and P1 pressure

Red and White Stripes - Reduced and P2 pressure

Orange - Torque converter pressure

Brown - Lube oil pressure

Green - Open to tank

Blue - Blocked oil

Yellow - Activated valve envelopes or

STEERING AND BRAKE

POWER TRAIN HYDRAULIC SYSTEM

Differential Steer Power Train Hydraulic System Operation

NOTE: For more information on the brake system, refer to the

DIFFERENTIAL STEER COMPONENTS

Differential Steer Mechanical Operation

The sun gears and center shaft are blue.

The planet gears for all three planetaries are yellow.

DIFFERENTIAL STEER COMPONENTS

Hydraulic Motor Transmission

DIFFERENTIAL STEER COMPONENTS

Hydraulic Motor Transmission

Steer Drive Equalizing