Product: TRACK-TYPE TRACTOR

Model: D6R TRACK-TYPE TRACTOR 2YN

Configuration: D6R Track-Type Tractor 2YN00001-UP (MACHINE) POWERED
BY 3306 Engine

Systems Operation
561N, 572R and 572R Series II Pipelayers and D10R, D11R, D5M, D5N, D6M, D6N, D6R, D6R
Series II, D7R, D7R Series II and D8R Series II Track-Type Tractors Power Train Electronic
Control System
Media Number -SENR8367-17 Publication Date -01/03/2009 Date Updated -13/03/2009

i03526440

System Operation
SMCS - 4800

Transmission Shifting Operation

Table 1
Transmission Gear and Solenoid Valve Logic

Gear Solenoid Clutches

Engaged Valves On Engaged

1F 5 and 2 5 and 2

2F 4 and 2 4 and 2

3F 3 and 2 3 and 2

Neutral 3 3

1R 5 and 1 5 and 1

2R 4 and 1 4 and 1

3R 3 and 1 3 and 1

The direction switch, the upshift switch, the downshift switch, and the position sensor for the direction lever
informs the ECM of the shifting that is requested from the operator. The requests are "FORWARD",
"NEUTRAL", "REVERSE", "UPSHIFT", or "DOWNSHIFT". The ECM activates the transmission solenoid
valves in order to shift the transmission. Each transmission clutch has a corresponding transmission solenoid
valve. The transmission solenoid valves control the hydraulic circuits that engage the transmission clutch
pressures. The ECM applies electrical current to the appropriate transmission solenoid valve. For the
movement of the machine, two clutch solenoids are activated. One solenoid is activated for the direction and
one solenoid is activated for speed. Under normal conditions, the ECM shifts the transmission. The shifting is
based on the information from the sensor and from the switches.

The power train electronic control system performs the function for the transmission shifting on two different

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 types of transmissions. Each type of transmission has a different method of engaging the transmission
clutches. The two methods of clutch engagement are listed below:

Electronic Clutch Selection

Electronic Clutch Pressure Control (ECPC)

Electronic Clutch Selection ( D10R and D11R)

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

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

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

Electronic Clutch Pressure Control (ECPC)

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

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

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

The solenoid valve for the priority valve of the power train oil system is an additional component for the
machines that have electronic clutch pressure control. The ECM controls the priority valve in order to
increase the pressure in the low pressure oil system which will then provide additional high pressure pump
flow. The ECM activates this function when one of the following conditions exist:

A transmission shift is in progress.

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

The engine speed is below 1300 rpm.

A calibration of the transmission is in progress.

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

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

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

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

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

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

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

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

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

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

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

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

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

Parking Brake Operation

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

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

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

Neutral Start Operation

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

Backup Alarm Operation

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

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

The autoshift function allows the operator to preset the gear speed for directional shifting. The autoshift

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 function allows a directional shift that differs from a normal shgift. Normally, the machine shifts from 1F to
1R.

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

Auto Kickdown Operation

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

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

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

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

Air Inlet Heater Operation

D5M and D6M Only

Table 2
Air Inlet Heater Cycle Time

Preheat Time Postheat Time

Engine Coolant
Key On, Engine Off Key On, Engine Running
Temperature
(seconds) (seconds)

30 120
−4 °C (24.8 °F)

29 114
−4 °C (24.8 °F)

27 107
−3 °C (26.6 °F)

26 101
−2 °C (28.4 °F)

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 24 94
−1 °C (30.2 °F)

22 87
0 °C (32.0 °F)

21 81
1 °C (33.8 °F)

19 74
2 °C (35.6 °F)

18 68
3 °C (37.4 °F)

16 61
4 °C (39.2 °F)

14 54
5 °C (41.0 °F)

13 47
6 °C (42.8 °F)

11 41
7 °C (44.6 °F)

0 35
8 °C (46.4 °F)

0 28
9 °C (48.2 °F)

0 21
10 °C (50.0 °F)

0 15
11 °C (51.8 °F)

0 8
12 °C (53.6 °F)

0 1
13 °C (55.4 °F)

>
0 0
13 °C (55.4 °F)

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

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

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 temperature to determine the length of preheat time and postheat time. See table 2.

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

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

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

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

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

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