GLOBAL MANPOWER DEVELOPMENT

773G / 775G OFF-HIGHWAY TRUCK

POWER TRAIN
MODULE 5 - TEXT REFERENCE

SERV1921

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© 2011 Caterpillar Inc.

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SERV1921 - 09/11 -2- Module 5 - Power Train

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INTRODUCTION

• Power train components: The 773G/775G power train is similar to the F Series trucks and is electronically
controlled and hydraulically operated. The Transmission/Chassis ECM controls the
- Torque converter Electronic Clutch Pressure Control (ECPC) transmission shifting and the torque
- Drive shaft converter lockup clutch operation. The transmission has seven forward speeds and
one reverse speed.
- Transfer gears
- Transmission A two-section pump (7) sends oil through the transmission oil filter (not visible) to the
- Brakes transmission (4) and then to the torque converter (1).
- Final drives
- Two-section pump Power flows from the engine through the torque converter and drive shaft (2) to the
transfer gears (3) and transmission. From the transmission, power is transferred to
- Differential the differential (8) and to the brakes (5) and final drives (6).
- Sight glass
The Transmission/Chassis ECM now contains software called Advanced Productivity
Electronic Control Strategy (APECS). This strategy enhances productivity, fuel
efficiency, and power train durability, and enables enhanced machine control.

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To support the APECS, the following updates have occurred:

• Added supply orifices to the Electronic Clutch Pressure Control (ECPC)

manifold plate to improve clutch fill consistency

• Added intermediate speed sensor for additional information to improve

shift control

• Improved transmission clutch control logic for compensation of

acceleration, torque, and speed

• Upshifts and downshifts with the torque converter fully locked (except
for faulted, protect, and skidding shifts).

The transmission charging filter has been relocated to a compartment in front of the
left front tire.

A sight glass (9) has been added to the differential to allow fluid checks from the
ground level.

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POWER TRAIN SCHEMATIC

(19) Transmission
Modulating Valves

(17)
Transmission/Chassis 1 2
ECM (18) Trans Oil
Temp Sensor
(16) Body Up Switch
(15) Speed Sensor Inputs
(14) Shift Lever Inputs
1 2

3 4
(13) Lockup Clutch
Control Valve

(1) 3 4
Torque Converter
7 6

(12) Bypass 6
7
Switch
(2) TC Inlet 5
Relief Valve (11)
Transmission
Oil Filter

(3)
TC Outlet 5
(4) TC Sump
Relief Valve
(5)
Screen (21) (20) Transmission
(9) (10) Transmission Magnetic Main Relief Valve
(6) Trans Transmission Scavenge Screen
Oil Level Charge Pump Pump
(7) Sensors (3)
TC Temp
Sensor (8) (22) Transmission Sump
Oil Cooler

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• Explain oil flow in power train This image shows the power train hydraulic components and the electronic control
hydraulic system system components with the transmission in NEUTRAL. Oil is drawn from the torque
converter housing sump (4) through a screen (5) by the transmission charging
pump (9). The transmission scavenge pump (10) pulls oil from the transmission
sump (22) through a magnetic screen (21) and sends the oil to the torque converter
sump.

The transmission charging pump sends oil through the transmission oil filter (11)
to the modulating valves (19), the transmission main relief valve (20), and the
lockup clutch control valve (13). The transmission filter base includes a bypass
switch (12) that sends a signal to the Transmission/Chassis ECM indicating if the
filter is plugged.

With the engine running and the transmission in NEUTRAL, current is sent from
the Transmission/Chassis ECM to the clutch No.4 modulation valve. The spool in
the modulation valve shifts and oil is directed to Clutch No. 4. At this time, neither
directional clutch is energized.

The torque converter receives its oil supply from the transmission main relief valve
via the transmission charging pump. The torque converter inlet relief valve (2) limits
oil pressure to the torque converter. From the torque converter, oil flows through the
torque converter outlet relief valve (3) and through the oil cooler (8). Cooled oil flows
to the transmission lube relief valve (21), and to the transmission sump. The torque
converter outlet relief maintains a minimum pressure inside the torque converter.

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SERV1921 - 09/11 -5- Module 5 - Power Train

• Oil temperature sensors The torque converter outlet oil is monitored by the torque converter oil temperature
sensor (7). The transmission oil temperature sensor (18) monitors the transmission
supply oil to the transmission modulating valves. The temperature sensors send a
signal to the Transmission/Chassis ECM indicating oil temperature.

• Transmission main relief valve The transmission main relief valve limits the oil pressure to the modulation valves
and the lockup clutch valve.

• Oil level sensors There are three oil level sensors (6) located in the torque converter sump to monitor
the oil level.

• Other Transmission/Chassis ECM The Transmission/Chassis ECM also receives input signals from the body up
inputs switch (16), the speed sensors (15), and the shift lever (14).

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TRANSMISSION/CHASSIS ECM INPUT AND

OUTPUT COMPONENTS

(1) Transmission/Chassis ECM

(2) Engine Speed Sensor

(3) Transmission Input Speed Sensor (18) Solenoid (Clutch 1)

(4) Transmission Intermediate Speed Sensor

(19) Solenoid (Clutch 2)
(5) Transmission Output Speed Sensor No. 1
(20) Solenoid (Clutch 3)
(6) Transmission Output Speed Sensor No. 2
(21) Solenoid (Clutch 4)
(7) Drive Gear UP Switch

(8) Drive Gear DOWN Switch (22) Solenoid (Clutch 5)

(23) Solenoid (Clutch 6)

(9) Shift Lever Position Sensor

(24) Solenoid (Clutch 7)

(10) Torque Converter Oil Temperature Sensor

(11) Transmission Oil Temperature Sensor (25) Lockup Clutch Solenoid

(12) Transmission Oil Filter Bypass Switch

(13) Differential Oil Level Switch No. 1

(14) Differential Oil Level Switch No. 2

(15) TC Sump Oil Level Switch (ADD)

(16) TC Sump Oil Level Switch (LOW)

(17) TC Sump Oil Level Switch (FULL) 6_1

• Transmission/chassis electronic This image shows the transmission/chassis electronic control system inputs and
control system outputs associated with power train control.

NOTE: The Transmission/Chassis ECM also receives input signals from

other machine components and controls other machine functions, such as the
hoist system. Some of the other Transmission/Chassis ECM input and output
components are shown during the discussion of other systems.

The main purpose of the Transmission/Chassis ECM (1) is to determine the desired
transmission gear and energize the appropriate solenoids to shift the transmission
up or down as required, based on information from both the operator and the
machine. The Transmission/Chassis ECM receives information from various input
components (2)-(17) shown in this image.

Based on the input information, the Transmission/Chassis ECM determines whether

the transmission should upshift, downshift, engage the lockup clutch, or limit the
transmission gear. These actions are accomplished by sending output signals to the
transmission modulating valve solenoids (18)-(24) and lockup clutch solenoid (25).

The Engine ECM, the monitoring system, the Transmission/Chassis ECM, and the
Brake ECM all communicate with each other through the Cat and CAN Data Links.
Communication between the electronic control modules allows the sensors of each
system to be shared.

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TRANSMISSION
FEATURES CONTROLLED BY TRANSMISSION/CHASSIS ECM

• Transmission Shifting • Anti-Hunt

• Engine Overspeed Protection • Direction Shift Management

• Neutral Coast Inhibiting • Shift Counter

• Fall In Gear Protection • Top Gear Limit

• Control Throttle Shifting (CTS) • Torque Converter Lockup

• Reverse Shift Inhibiting • Cold Mode

• Functions controlled by the
Transmission/Chassis ECM
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Besides controlling the Transmission Shifting and Torque Converter Lockup, the
Transmission/Chassis ECM also controls other functions as shown above, such as
Control Throttle Shifting (CTS), Directional Shift Management, and Top Gear Limit.
There are several programmable parameters available with the Transmission/
Chassis ECM.

NOTE: Refer to the Chassis Electronic Control System Operation,

Troubleshooting, Testing, and Adjusting Manual (KENR9960) for more
information on the additional Transmission ECM functions and programmable
parameters.

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POWER TRAIN COMPONENTS

• Transmission/Chassis ECM The Transmission/Chassis ECM (arrow) is located in the compartment at the rear of
the cab. The Transmission/Chassis ECM performs the transmission control functions,
plus some other machine functions (hoist and secondary steering control). Because
of the functionality of the control, it is referred to as the Transmission/Chassis ECM.

The Transmission/Chassis ECM is an A4:M1 module with two 70-pin connectors.

The Transmission/Chassis ECM communicates with the Engine ECM, Brake ECM,
and monitoring system over the Cat Data Link, and can communicate with some
attachments over the CAN Data Link.

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• Transmission shifting At the base of the shift lever (1) is a position sensor (2), which provides input signals
components: to the Transmission/Chassis ECM when the operator moves the lever.

- Shift lever As the lever is moved, the position sensor sends a PWM signal to the ECM. The
- Position sensor lever position sensor receives 24 VDC from the machine electrical system.
- Drive gear DOWN switch
The drive gear UP switch (not visible, on front of lever) and the drive gear DOWN
- Transmission shift lever lock
switch (3) are toggle switches that send a signal to the Transmission/Chassis ECM.
button
When the drive gear UP switch is pressed, the high gear limit can be increased up to
seventh gear. When the drive gear DOWN switch is pressed, the high gear limit can
be decreased down to third gear.

The transmission shift lever lock button (4) unlocks the transmission shift lever when
pressed.

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• Rear frame near body pivot pin: The body up switch (1) is located on the frame near the body pivot pin (2) and is
normally open. When the body is raised, the lever (3) raises and the switch closes.
- Body up switch The resulting ground signal is sent to the Transmission/Chassis ECM. This signal is
- Body pivot pin used to limit the top gear into which the transmission will shift when the body is up.
- Lever
The body up top gear value is programmable from FIRST to THIRD utilizing the Cat
ET Service Tool. The ECM comes from the factory with this value set to FIRST gear.
When driving away from a dump site, the transmission will not shift past FIRST gear
until the body is down. If the transmission is already above the set limit gear when
the body is raised, no limiting action will take place.

The body up switch signal is also used to control the SNUB position of the hoist
control valve. As the body is lowered and the magnet passes the body up switch, the
Transmission/Chassis ECM signals the hoist lower solenoid to move the hoist valve
spool to the SNUB position. In the SNUB position, the body float speed is reduced
to prevent the body from making hard contact with the frame.

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SERV1921 - 09/11 -11- Module 5 - Power Train

The body up switch input provides the following functions:

• Body up gear limiting

• Illuminates the backup lights

• Hoist snubbing

• Lights the body up dash lamp

• Signals a new load count (after 10 seconds in the RAISE position)

A diagnostic code occurs if the Transmission/Chassis ECM does not receive a closed
(ground) signal from the switch within four hours of operation time or an open signal
from the switch within one hour of operation time. The body up switch must be
adjusted properly for all of the functions to operate correctly.

Two LEDs are located on the body up switch. The green LED indicates that battery
power is present. The amber LED indicates that the switch is closed (grounded).

The body position switch can be raised or lowered slightly in the bracket notches to
start the SNUB feature sooner or later.

NOTE: The snub feature can also be adjusted in the Cat ET hoist configuration
screen by selecting the “Hoist lower valve adjustment status.”

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SERV1921 - 09/11 -12- Module 5 - Power Train

• Engine speed sensor (right rear of
engine)
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The engine speed sensor (arrow) is located near the rear of the engine on the right
side of the gear housing. The engine speed sensor sends a frequency signal to the
Transmission/Chassis ECM indicating engine speed. The Transmission/Chassis
ECM uses the engine speed signal input to determine actual engine speed. The
actual engine speed is one of the parameters used to determine the proper
transmission shift points and to calculate lockup clutch slip time.

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SERV1921 - 09/11
• Transmission sensors:
- Transmission output speed
sensors
- Transmission intermediate
speed sensor
- Transmission input speed
sensor
- Transmission oil temperature
sensor
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The transmission output speed sensors (1) are located on the transfer gear housing
on the input end of the transmission behind a cover. Although the sensors are
physically located near the input end of the transmission, the sensors are measuring
the speed of the transmission output shaft. The sensors are two-wire passive
sensors. The passive speed sensor uses the passing teeth of the output shaft to
provide a frequency signal. The signal from the sensor is used for automatic shifting
of the transmission. The signal is also used to drive the speedometer and as an
input to other electronic controls.
The Transmission/Chassis ECM also performs a check between the two measured
transmission output speeds and the transmission input speed to ensure that the
ECM calculates an accurate transmission speed. This check also uses the speeds
to determine the transmission direction.
The transmission input speed sensor (3), located on top of the transfer gear housing,
sends an input signal to the Transmission/Chassis ECM indicating torque converter
output speed. The ECM uses torque converter output speed information to confirm
that the transmission output speed is correct if one of the transmission output
speed sensors fail. Transmission input and output speed are also used to calculate
transmission slip time.
The transmission intermediate speed sensor (2) has been added to the 773G/775G
to sense internal transmission speed. The Transmission/Chassis ECM uses the
intermediate speed sensor information for the Adaptive Shifting Strategy.
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The transmission oil temperature sensor (4) is located in the supply port. The
transmission oil temperature sensor sends a signal to the Transmission/Chassis
ECM indicating transmission oil temperature.

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• Torque converter components:
- Lockup clutch solenoid
- Transmission scavenge pump
- Transmission charging pump
- Outlet relief valve pressure port
- Cover (access to TC sump
screen)
- Torque converter oil
temperature sensor
- Outlet relief valve
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The torque converter provides a fluid connection that permits the engine to continue
running with the truck stopped. In converter drive, the torque converter multiplies
torque to the transmission. At higher ground speeds, the lockup clutch solenoid (1)
engages the lockup clutch to provide direct drive.
The NEUTRAL and REVERSE ranges are converter drive only. FIRST SPEED
is converter drive below 8 km/h (5 mph) and direct drive above 8 km/h (5 mph).
SECOND through SEVENTH SPEEDS are direct drive only. The torque converter is
in converter drive between each shift (during clutch engagement) to provide smooth
shifts.
NOTE: The 773G/775G is now equipped with a second gear start option. When
the truck begins travel in second gear, the transmission will be in converter
drive. However, if the truck begins travel in first gear and shifts to second gear,
the truck will be in direct drive regardless of the truck speed.
The torque converter housing is the oil sump for the torque converter and transmission
oil supply.
A two-section pump is located at the rear of the torque converter and contains a
transmission charging section (3) and a scavenge section (2).
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The transmission charging pump draws oil through a screen in the torque converter
housing sump and sends the oil through the transmission oil filter to the modulation
valves, the transmission main relief valve, and the lockup clutch control valve. The
screen can be accessed by removing a cover (5) on the left side of the torque
converter sump.

The transmission scavenge pump pulls oil from the transmission sump through
a magnetic screen in the transmission and sends the oil to the torque converter
sump.

The outlet relief valve (7) maintains the minimum pressure inside the torque converter.
The main function of the outlet relief valve is to keep the torque converter full of oil
to prevent cavitation. The outlet relief pressure can be measured at the outlet relief
valve pressure port (4).

The toque converter oil temperature sensor (6) monitors the temperature of the
torque converter outlet oil. The sensor sends a signal to the Transmission/Chassis
ECM.

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• Right side of torque converter The torque converter fill tube (1) and sight gauges (2) are located on the right side of
sump: the torque converter sump.

- Torque converter fill tube
- Sight gauges
- Low transmission oil level
sensor
- Add transmission oil level
sensor
- Full transmission oil level
sensor
There are three transmission oil level sensors that each send a signal to the
Transmission/Chassis ECM indicating the oil level in the torque converter sump.
The transmission oil level sensors are:
• LOW (3)
• ADD (4)

• FULL (5)

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SERV1921 - 09/11 -18- Module 5 - Power Train

LOCKUP CLUTCH MODULATING VALVE

TORQUE CONVERTER DRIVE

(4) Lockup Clutch

Pressure Tap

(1)
Proportional
Solenoid (3)
Transmission
Charging Pump
(2) Lockup Clutch
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• Lockup clutch modulating valve - The torque converter lockup clutch modulating valve contains a proportional
TORQUE CONVERTER DRIVE solenoid (1) that receives a signal from the Transmission/Chassis ECM to engage
and release the torque converter lockup clutch.

In this image, the lockup clutch modulating valve is shown with no current signal
applied to the solenoid (TORQUE CONVERTER DRIVE or NEUTRAL). The
Transmission/Chassis ECM controls the rate of oil flow through the lockup clutch
modulating valve to the lockup clutch (2) by changing the signal current strength
to the solenoid. With no current signal applied to the solenoid, the transmission
modulating valve is DE-ENERGIZED and oil flow to the clutch is blocked.

Transmission charging pump (3) oil flows into the valve body around the valve spool
and into a drilled passage in the center of the valve spool. The oil flows through the
drilled passage and orifice to the left side of the valve spool to a drain orifice. Since
there is no force acting on the pin assembly to hold the ball against the drain orifice,
the oil flows through the spool and the drain orifice past the ball to the tank.

The spring located on the right side of the spool in this view holds the valve spool
to the left. The valve spool opens the passage between the clutch passage and the
tank passage and blocks the passage between the clutch passage and the pump
supply port. Oil flow to the clutch is blocked. Oil from the clutch drains to the tank,
preventing clutch engagement.

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LOCKUP CLUTCH MODULATING VALVE

DIRECT DRIVE
(4) Lockup Clutch
Pressure Tap

(1)
Proportional
Solenoid (3)
Transmission
Charging Pump
(2) Lockup Clutch
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• Lockup clutch modulating valve - In this image, the lockup clutch modulating valve is shown with a maximum current
DIRECT DRIVE signal commanded to the proportional solenoid (1). When the modulation cycle
stops, the Transmission/Chassis ECM sends the maximum specified current signal
to fully engage the lockup clutch (2) (DIRECT DRIVE).

The constant current signal pushes the pin firmly against the ball in the solenoid
valve. The pin force against the ball blocks more oil from flowing through the drain
orifice. This restriction causes an increase in pressure on the left side of the valve
spool. The valve spool moves to the right to allow pump flow to fully engage the
clutch.

In a short period of time, maximum pressure is felt at both ends of the proportional
solenoid valve spool. This pressure, along with the spring force on the right end of
the spool, causes the valve spool to move to the left until the forces on the right end
and the left end of the valve spool are balanced.

The valve spool movement to the left (balanced) position reduces the flow of oil to
the engaged clutch. The Transmission/Chassis ECM sends a constant maximum
specified current signal to the solenoid to maintain the desired clutch pressure.

NOTE: The lockup clutch valve is calibrated with Cat ET by selecting the
transmission clutch engagement pressure calibration option.

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SERV1921 - 09/11
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• Torque converter and
transmission hydraulic
connections:
- Transmission scavenge pump
- Magnetic scavenge screen
- Transmission charging pump
- Hose (charging pump to
transmission oil filter)
- Hose (oil filter to transmission
modulating valves)
- Hose (oil filter to torque
converter and lockup clutch
valve)
- Hose (main relief valve to
torque converter)
- Hose (torque converter to
power train oil cooler)
- Power train oil cooler
- Lube hose
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This image shows the hydraulic connections between the torque converter and the
transmission.
The transmission scavenge pump (1) pulls oil from the transmission sump at the
bottom of the transmission through the magnetic scavenge screen (2). The magnetic
screen should always be checked for debris if a problem with the transmission is
suspected.
Oil from the transmission charging pump (3) flows through a hose (4) to the
transmission oil filter (not visible). From the oil filter, the oil flows through a
hose (5) to the transmission modulating valves in the top of the transmission and
through a small hose (6) into the top of the torque converter and to the lockup clutch
valve. Oil flows from the main relief valve inside the transmission through a hose (7)
to the torque converter.
The modulating valves for an ECPC transmission are sensitive to contamination and
require very clean oil. After any failures to a transmission, properly clean the system
and replace any contaminated modulating valves, if necessary.
Oil from the torque converter flows through a hose (8) to the power train oil
cooler (9). From the oil cooler, oil flows through a lube hose (10) to the transmission
to cool and lubricate the internal components.
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SERV1921 - 09/11
• Left side of machine:
- Transmission oil filter
- Transmission oil filter bypass
switch
- Transmission oil supply
pressure port
- S•O•S port
- Steering return oil filter
- Brake oil filter
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The transmission oil filter (1) is located in the front filter compartment on the left side
of the truck in front of the left front tire. The top image shows the base of the filter
bolted to the top of the filter compartment and the sides of the compartment
removed.
The transmission oil filter bypass switch (2) indicates to the Transmission/Chassis
ECM when the filter is restricted.
The transmission oil supply pressure port (3) and the S•O•S port (4) can be accessed
by opening the small door at the rear of the filter compartment as shown in the
bottom image.
The steering return oil filter (5) and the brake oil filter (6) are located in the filter
compartment to the rear of the transmission filter.
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• Transmission components:
- Transmission oil supply hose
- Lube port
- Lube oil test port
- Rear port (to torque converter)
- Torque converter inlet test port
- Transmission hydraulic system
pressure tap
- Clutch pressure ports
- Breather
- Hose (torque converter to
breather)
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Transmission supply oil enters the transmission through the supply hose (1) on the
right side of the transmission and flows to the modulating valves inside the
transmission.
Transmission lube oil from the power train oil cooler enters the transmission through
the lube port (2) and flows into the transmission case. Lube oil pressure can be
checked at the lube oil test port (3).
Oil from the transmission main relief valve inside the transmission flows through the
rear port (4) and to the torque converter.
The torque converter inlet test port (5) and the transmission hydraulic system
pressure tap (6) are located toward the rear of the transmission. Oil pressure for the
seven clutches can be checked at the remaining seven pressure ports (7) on top of
the transmission.
A breather (8) is located on the back of the transmission, which vents the transmission
and the torque converter. The torque converter is connected to the breather through
a hose (9).
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• Transmission components: This image shows the transmission modulating valves (1) and the main relief
valve (2) located inside the transmission case above the planetary gear case (3).
- Transmission modulating
valves Oil from the power train oil cooler enters the transmission from the lube port (4).
- Main relief valve Oil flows to the torque converter from the rear port (5). Oil from the transmission
- Planetary gear case charging pump enters the transmission from the supply port (6) on the right side.
Lubrication oil flows to the transfer gear case (7) through a tube (8).
- Lube port
- Rear port (to torque converter)
- Supply port
- Transfer gear case
- Tube to transfer gear case

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• Transmission hydraulic control The transmission modulating valves control the oil to corresponding transmission
valve: clutches. The solenoid valves are:

- Clutch No. 1 solenoid valve • Clutch No. 1 Solenoid valve (1)

- Clutch No. 2 solenoid valve
- Clutch No. 3 solenoid valve • Clutch No. 2 Solenoid valve (2)
- Clutch No. 4 solenoid valve
• Clutch No. 3 Solenoid valve (3)
- Clutch No. 5 solenoid valve
- Clutch No. 6 solenoid valve • Clutch No. 4 Solenoid valve (4)
- Clutch No. 7 solenoid valve
- Main relief valve • Clutch No. 5 Solenoid valve (5)
- Torque converter inlet relief
valve • Clutch No. 6 Solenoid valve (6)

• Clutch No. 7 Solenoid valve (7)

The main relief valve (8) controls the transmission hydraulic pressure. The torque
converter inlet relief valve (9) limits oil pressure to the torque converter.

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ENGAGEMENT OF TRANSMISSION CLUTCHES

Engaged Clutches in
Transmission Speed the Transmission
NEUTRAL 4
REVERSE 1 and 7
FIRST speed 1 and 6
SECOND speed 3 and 6
THIRD speed 2 and 6
FOURTH speed 3 and 5
FIFTH speed 2 and 5
SIXTH speed 3 and 4
SEVENTH speed 2 and 4

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• Transmission engagement The table in this image lists the solenoids that are energized and clutches that are
clutches engaged for each transmission speed. This table can be useful for transmission
diagnosis.

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MAIN RELIEF VALVE

(4) Adjustment
Screw
(3) Spool
(2) Ball

(1)
Pump

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• Main relief valve The transmission main relief valve is used to regulate the pressure to the main
components in the transmission.

Oil from the pump (1) enters the relief valve at the supply port. The pressure of the
oil unseats the ball (2) and moves the spool (3) toward the right. Oil flows past the
spool and to the tank to regulate transmission oil pressure.

The adjustment screw (4) alters the preload on the spring to adjust the relief
pressure.

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TRANSMISSION MODULATING VALVE

NO COMMANDED SIGNAL
(11) Test Port
(8) Ball (4) Valve
(5) Orifice Spool (10) Spring

(1) Solenoid (6) Drain (3) Transmission

Orifice Charging Pump
(7) Pin (9) Tank (2) Clutch

• Transmission modulating valve -
NO COMMANDED SIGNAL
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In this image, the transmission modulation valve is shown with no current signal
applied to the solenoid (1). The Transmission/Chassis ECM controls the rate of oil
flow through the transmission modulating valves to the clutches by changing the
signal current strength to the solenoids. With no current signal applied to the
solenoid, the transmission modulation valve is DE-ENERGIZED and oil flow to the
clutch (2) is blocked. The transmission modulation valve is located on the transmission
control valve.

Transmission charging pump (3) oil flows into the valve body around the valve spool
and into a drilled passage in the center of the valve spool (4). The oil flows through
the drilled passage and orifice (5) to the left side of the valve spool to a drain orifice
(6). Since there is no force acting on the pin (7) to hold the ball (8) against the drain
orifice, the oil flows through the spool and the drain orifice past the ball to the tank
(9).

The spring (10) located on the right side of the spool in this view holds the valve
spool to the left. The valve spool opens the passage between the clutch passage
and the tank passage and blocks the passage between the clutch passage and the
pump supply port. Oil flow to the clutch is blocked. Oil from the clutch drains to the
tank preventing clutch engagement.

Caterpillar: Confidential Yellow

SERV1921 - 09/11 -28- Module 5 - Power Train

TRANSMISSION MODULATING VALVE

COMMANDED SIGNAL BELOW MAXIMUM
(11) Test Port
(8) Ball (4) Valve
(5) Orifice Spool (10) Spring

(1) Solenoid (6) Drain (3) Transmission

Orifice Charging Pump
(7) Pin
(9) Tank (2) Clutch

• Transmission modulating valve
- COMMANDED SIGNAL BELOW
MAXIMUM
28_1
In this image, the modulation valve is shown with a signal to the solenoid (1) that is
below the maximum current. Clutch engagement begins when the Transmission/
Chassis ECM sends an initial current signal to ENERGIZE the solenoid. The amount
of command current signal is proportional to the desired pressure that is applied to
the clutch during each stage of the engagement and disengagement cycle.

The start of clutch engagement begins when the current signal to the solenoid
creates a magnetic field around the pin. The magnetic force moves the pin against
the ball in proportion to the strength of the current signal from the Transmission/
Chassis ECM.

The position of the ball (8) against the orifice (5) begins to block the drain passage
of the oil flow from the left side of the valve spool (4) to the tank (9). This partial
restriction causes the pressure at the left end of the valve spool to increase. The oil
pressure moves the valve spool to the right against the spring (10). As the pressure
on the right side of the valve spool overrides the force of the spring, the valve spool
shifts to the right.

The valve spool movement starts to open a passage on the right end of the valve
spool for transmission charge pump (3) oil to fill the clutch (2). Oil also begins to fill
the spring chamber on the right end of the spool.

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SERV1921 - 09/11 -29- Module 5 - Power Train

In the initial clutch filling stage, the Transmission/Chassis ECM commands a high
current pulse to quickly move the valve spool to start filling the clutch. During this
short period of time, the clutch piston moves to remove the clearances between the
clutch discs and plates to minimize the amount of time required to fill the clutch.
The ECM then reduces the current signal, which reduces the pressure setting of
the proportional solenoid valve. The change in current signal reduces the flow of
oil to the clutch. The point where the clutch plates and discs start to touch is called
TOUCH-UP.

Once TOUCH-UP is obtained, the Transmission/Chassis ECM begins a controlled

increase of the current signal to start the MODULATION cycle. The increase in the
current signal causes the ball and pin (7) to further restrict oil through the drain orifice
(6) to the tank, causing a controlled movement of the spool to the right. The spool
movement allows the pressure in the clutch to increase.

During the MODULATION cycle, the valve spool working with the variable
commanded current signal from the Transmission/Chassis ECM acts as a variable
pressure reducing valve.

The sequence of partial engagement is called desired slippage. The desired slippage
is controlled by the application program stored in the Transmission/Chassis ECM.

Caterpillar: Confidential Yellow

SERV1921 - 09/11 -30- Module 5 - Power Train

TRANSMISSION MODULATING VALVE

COMMANDED SIGNAL AT MAXIMUM
(11) Test Port
(8) Ball (4) Valve
(5) Orifice Spool (10) Spring

(3) Transmission
(1) Solenoid (6) Drain Charging Pump
(7) Pin Orifice
(9) Tank (2) Clutch

• Transmission modulating valve
- COMMANDED SIGNAL AT
MAXIMUM
30_1
In this image, the modulating valve is shown with a maximum current signal
commanded to the solenoid (1). When the modulation cycle stops, the Transmission/
Chassis ECM sends the maximum specified current signal to fully engage the
clutch (2).

The constant current signal pushes the pin firmly against the ball (8) in the solenoid
valve. The pin (7) force against the ball blocks more oil from flowing through the
drain orifice (6). This restriction causes an increase in pressure on the left side of
the valve spool (4). The valve spool moves to the right to allow pump flow to fully
engage the clutch.

In a short period of time, maximum pressure is felt at both ends of the proportional
solenoid valve spool. This pressure, along with the spring force on the right end of
the spool, causes the valve spool to move to the left until the forces on the right end
and the left end of the valve spool are balanced.

The valve spool movement to the left (balanced) position reduces the oil flow to
the engaged clutch. The Transmission/Chassis ECM sends a constant maximum
specified current signal to the solenoid to maintain the desired clutch pressure.

Caterpillar: Confidential Yellow

SERV1921 - 09/11 -31- Module 5 - Power Train

The different maximum specified pressures for each clutch is caused by different
maximum current signals being sent by the Transmission/Chassis ECM to each
individual modulation valve. The different maximum signal causes a difference in the
force pushing the pin against the ball to block leakage through the drain orifice in each
solenoid valve. The different rate of leakage through the spool drain orifice provides
different balance positions for the proportional solenoid valve spool. Changing the
valve spool position changes the flow of oil to the clutch and the resulting maximum
clutch pressure.

The operation of the proportional solenoids to control the engaging and releasing of
clutches is not a simple on and off cycle. The Transmission/Chassis ECM varies the
strength of the current signal through a programmed cycle to control movement of
the valve spool.

The clutch pressures can be changed using Cat ET.

Caterpillar: Confidential Yellow

SERV1921 - 09/11 -32- Module 5 - Power Train

DIFFERENTIAL
2
1
32_1 32_2

2
3

32_3 32_4
• Differential: The rear of the differential now contains a sight glass (1) to allow fluid checks from
the ground level.
- Sight glass
- Differential oil level switches The differential oil level switches (2) alert the Transmission/Chassis ECM if the
- Differential oil temperature differential oil level is low. One switch is located on the front of the differential on the
sensor right side and one switch is located on the rear of the differential.

A differential oil temperature sensor (3) is located on the front of the differential on
the left side. The temperature sensor sends a signal to the Transmission/Chassis
ECM indicating differential oil temperature.

Caterpillar: Confidential Yellow