Copyright 1991, 2004 Caterpillar Inc. All Rights Reserved.

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7ER 773D TRUCK Operación de Sistemas

Número de publicación SENR1407-01 Fecha de publicación 1996/09/19 Fecha de actualización 1996/10/30

General Description Of Power Train Systems

Components Of Power Train

(1) Differential and bevel gear. (2) Pinion. (3) Transmission. (4) Transfer gears. (5) Drive shaft. (6)
Torque converter. (7) Final drives and axles. (8) Wheels and tires. (9) Universal joint. (10) Lockup
clutch. (11) Engine.

The power train is made up of four basic systems.

1. Electronic Programmable Transmission Control (EPTC II).

2. Torque Converter.

3. Transfer Gears and Transmission.

4. Differential and Final Drives.

These four basic systems connect to each other either electrically, hydraulically, magnetically or
mechanically. EPTC II also communicates with the engine Electronic Control Module (ECM), using Cat
Data Link.

The Electronic Programmable Transmission Control (EPTC II) matches the transmission speed to the
selected speed of the transmission shift lever. EPTC II gets information of the selected speed of
operation through the electrical system. EPTC II activates the transmission and torque converter
hydraulic systems through the upshift, downshift and lockup solenoids.

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The torque converter (6) has a lockup clutch (10) for direct drive and a one-way clutch for torque
converter drive. The torque converter (6) is fastened directly to the flywheel of the engine (11).

The torque converter (6) drives the transmission (3) hydraulically, unless the lockup clutch is activated.
When the lockup solenoid is activated, the lockup clutch is hydraulically engaged. The rotating (input)
housing of the torque converter (6) is now mechanically connected to the output shaft of the torque
converter. The drive shaft (5) mechanically connects the converter to the transfer gears. The transfer
gears are fastened directly to the transmission (3).

The upshift solenoid and the downshift solenoid hydraulically activate the transmission hydraulic
control group. The control group activates the transmission clutches which cause the mechanical
connection to the transmission output shaft. The transmission clutches will not drive the transmission
output shaft unless the torque converter (6) is activated (either hydraulically or mechanically).

The transmission (3) has seven forward speeds and one reverse speed. The selection of speed is done
manually, in REVERSE, NEUTRAL and FIRST. The selection of SECOND through SEVENTH speeds
is done automatically. REVERSE is torque converter drive only. FIRST has both a torque converter
drive and a direct drive. SECOND through SEVENTH speeds are direct drive only with a very short
time of converter drive during transmission clutch engagement to make shifts smooth.

The transmission output shaft is fastened directly to the differential and bevel gear (1). The differential
and bevel gear are fastened directly to the rear axle housing. After the transmission and torque converter
are connected, power can now be supplied from the engine through the torque converter and
transmission to the differential. The rear axles mechanically connect the differential to the final drives.
The final drives are connected to the rear wheels. Power is then sent to the tires.

When the transmission (3) is in the correct speed position, the mechanical movement of the rotary
selector spool causes the transmission switch to electrically signal Electronic Programmable
Transmission Control (EPTC II) that the shift is complete. With the rotation of the output shaft of the
transmission, the transmission speed sensor electrically signals EPTC II that the machine has moved.

The torque converter (6) has a hydraulic system that uses oil that is also common with the brake cooling
system, the parking brake release system and the hoist hydraulic system. These systems all use the same
oil from the hydraulic oil tank. The lockup clutch and solenoid valve group, inlet relief valve, outlet
relief valve, oil pump, charging oil filter and lockup clutch are some of the components in this system.

Pressure oil to engage the lockup clutch comes from the parking brake release section of the torque
converter pump. Oil goes through the oil filter to a tee at the secondary and parking brake valve before it
goes to the lockup clutch and solenoid valve. The lockup clutch and solenoid valve controls the
operation of the lockup clutch.

Oil from the outlet relief valve is used to cool the wheel brakes. The oil goes through an oil cooler
before it goes to the brakes. After cooling the brakes, the oil returns to the hydraulic oil tank.

The transmission has its own hydraulic system. It uses oil from the transmission oil tank. Other
components in this system are: a transmission hydraulic control group, oil pump with two sections,
charging oil filter, magnetic screen, and transmission oil cooler.

The basic components of the transmission hydraulic control group are downshift solenoid, upshift
solenoid, pressure control valve, selector valve and rotary actuator. The solenoids are the connection

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between the electrical and hydraulic systems. The solenoids are activated electrically and send oil to the
rotary actuator. The actuator turns the rotary selector spool in the selector valve which sends pilot oil to
the pressure control valve. The pressure control valve then sends oil at the correct rate to smoothly
engage the correct clutches in the transmission.

The rotary selector spool can be manually moved through all of the positions when the engine is
stopped, by removing a plug on the side of the transmission case. When the rotary selector spool is
turned clockwise as far as it will go, the spool [and rotary actuator] is in NEUTRAL position. From
NEUTRAL, each detent position in the counterclockwise direction is REVERSE, FIRST, SECOND,
THIRD, FOURTH, FIFTH, SIXTH, and SEVENTH (EIGHT speed is not used on this machine.)

Copyright 1991, 2004 Caterpillar Inc.

All Rights Reserved.

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