Libro PDF

Service Training
Meeting Guide 682 SESV1682

March 1997
TECHNICAL PRESENTATION
793C OFF-HIGHWAY TRUCK
MEETING GUIDE 682 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 basic maintenance information and describes the systems operation of the
engine, power train, steering, hoist and the air system and brakes for the 793C Off-highway Truck. The
Automatic Retarder Control (ARC) and the Traction Control System (TCS) are also discussed.
OBJECTIVES
After learning the information in this meeting guide, the serviceman will be able to:
1. locate and identify the major components in the engine, power train, steering, hoist and the air
system and brakes;
2. explain the operation of the major components in the systems; and
3. trace the flow of oil or air through the systems.
REFERENCES
793C Off-highway Truck Service Manual SENR1440
793C Off-highway Truck Parts Book SEBP2503
Vital Information Management System (VIMS) Service Manual SENR6059
Fluid Power Graphic Symbols User's Guide SENR3981
PREREQUISITES
Interactive Video Course "Fundamentals of Mobile Hydraulics" TEVR9001
Interactive Video Course "Fundamentals of Electrical Systems" TEVR9002
STMG 546 "Graphic Fluid Power Symbols" SESV1546
Estimated Time: 8 Hours
Visuals: 184 (2 X 2) Slides
Serviceman Handouts: 4 Data Sheets
Form: SESV1682
1997 Caterpillar Inc. Date: 3/97
- 3 - STMG 682
3/97
SUPPLEMENTAL MATERIAL
Specification Sheets
793B Off-highway Truck AEHQ5061
793C Off-highway Truck AEHQ5186
Salesgrams
Vital Information Management System (VIMS) TELQ4478
793B Rear Axle Improvements TELQ3736
785B/789B/793B Introduction TELQ3725
789B/793B Feature Status TELQ4477
Video Tapes
793C Off-highway Truck--Service Introduction SEVN4016
793C Marketing Introduction AEVN3742
3500 EUI Service Introduction SEVN2241
Intelligence of Powerful Connections AEVN2974
Suspension Cylinder Charging TEVN2155
TPMS Management/Technical Information AEVN2211
TPMS Operating Tips AEVN2212
Automatic Electronic Traction Aid (AETA) Introduction SEVN9187
Service Training Meeting Guides
STMG 625 "793 Off-highway Truck" SESV1625
STMG 660 "785B/789B/793B Off-highway Trucks--Maintenance" SESV1660
STMG 681 "3500B Engine Controls--Electronic Unit Injection (EUI)" SESV1681
Technical Instruction Modules
Vital Information Management System--785B/789B/793B Off-highway Trucks SEGV2610
Vital Information Management System--Introduction SEGV2597
3500 Electronic Engine Controls--Introduction SEGV2588
3500 Electronic Engine Controls--Off-highway Trucks SEGV2589
Electronic Programmable Transmission Control (EPTC II) SEGV2584
769C - 793B Off-highway Trucks--Torque Converter
and Transmission Hydraulic Systems SEGV2591
785B/789B/793B Off-highway Trucks--Steering System SEGV2587
769C - 793B Off-highway Trucks--Hoist System SEGV2594
769C - 793B Off-highway Trucks--Air System and Brakes SEGV2595
Automatic Retarder Control System SEGV2593
Automatic Electronic Traction Aid SEGV2585
769C - 793B Off-highway Trucks--Suspension System SEGV2599
- 4 - STMG 682
3/97
SUPPLEMENTAL MATERIAL (Continued)
Booklets
Know Your Cooling System SEBD0518
Diesel Fuels and Your Engine SEBD0717
Oil and Your Engine SEBD0640
Special Instructions
Using the ECAP NEXG4521 Machine Functions Service Program Module SEHS9343
Using the 8T8697 Electronic Control Analyzer Programmer (ECAP) SEHS8742
Using the 7X1700 Communication Adapter Group SEHS9264
Use of 6V3000 Sure-Seal Repair Kit SMHS7531
Use of CE Connector Tools SEHS9065
Servicing DT Connectors SEHS9615
Use of 8T5200 Signal Generator/Counter Group SEHS8579
Repair of 4T8719 Bladder Accumulator Group SEHS8757
Suspension Cylinder Servicing SEHS9411
Using 1U5000 Auxiliary Power Unit (APU) SEHS8715
Using the 1U5525 Attachment Group SEHS8880
Brochures
Caterpillar Vital Information Management System (VIMS) AEDK2946
Caterpillar Electronic Technician NEHP5614
Caterpillar DataView NEHP5622
Diesel Engine Oil (CG4) Product Data Sheet PEHP5026
How to Take a Good Oil Sample PEHP6001
Air Filter Service Indicator PEHP9013
Intelligence of Powerful Connections AEDK2966
Caterpillar Fully Automatic Transmission AEDQ0066
Caterpillar Oil-cooled Multiple Disc Brakes AEDK2546
Caterpillar Automatic Retarder Control AEDK0075
Miscellaneous
Electronic Diagnostic Code Pocket Card NEEG2500
Pressure Conversion Chart SEES5677
793B Transmission Assembly Wall Chart SENR6834
793B Final Drive Assembly Wall Chart SENR8602
Improved Transmission/Drive Train Oil (IRM) PELE0179
- 5 - STMG 682
3/97
TABLE OF CONTENTS
INTRODUCTION........................................................................................................................7
WALK AROUND INSPECTION...............................................................................................11
OPERATOR'S STATION............................................................................................................36
ENGINE......................................................................................................................................49
Cooling System.....................................................................................................................66
Lubrication System...............................................................................................................77
Fuel System...........................................................................................................................80
Air Induction and Exhaust System.......................................................................................85
POWER TRAIN.........................................................................................................................90
Power Train Components......................................................................................................91
Power Train Hydraulic System...........................................................................................103
Electronic Programmable Transmission Control (EPTC II)...............................................120
STEERING SYSTEM..............................................................................................................128
HOIST SYSTEM......................................................................................................................157
AIR SYSTEM AND BRAKES ................................................................................................177
Operator Controls................................................................................................................179
Air Charging System...........................................................................................................182
Parking and Secondary Brake System................................................................................188
Service and Retarder Brake System....................................................................................195
AUTOMATIC RETARDER CONTROL (ARC) .....................................................................206
TRACTION CONTROL SYSTEM (TCS)...............................................................................211
CONCLUSION.........................................................................................................................221
SLIDE LIST..............................................................................................................................222
SERVICEMAN'S HANDOUTS...............................................................................................224
- 6 - STMG 682
3/97
INSTRUCTOR NOTES
- 7 -
3516B DITA engine
1
STMG 682
3/97
C 1997 Caterpillar Inc.
INTRODUCTION
This presentation provides an introduction to the Caterpillar
793C Off-highway Truck. Included in this package is a walk around
inspection which provides information about daily service requirements
and identifies the locations of the major components. The major systems
of the truck will also be discussed. The major systems include the engine,
power train, steering, hoist, and the air system and brakes.
The 793C is the largest rigid frame truck produced by Caterpillar. The
793C is equipped with a Caterpillar 3516B engine rated at 1716 kW
(2300 gross hp) and 1616 kW (2166 flywheel hp). The load carrying
capacity is 218 Metric tons (240 tons) at a Gross Machine Weight (GMW)
of 376488 kg (830000 lbs.).
This slide shows a view of the left side of the truck. Notice that the body
canopy is extended over the cab to protect the front of the truck from
falling objects.
The fuel tank is located on the left side of the truck. Fuel tank
Extended body
canopy
- 8 -
2
STMG 682
3/97
Shown is the right side of the truck. The large air tank on the right
platform supplies air for starting the truck and for the service and retarder
brake system.
The main hydraulic tank is also visible. The hydraulic tank supplies oil
for the hoist system and the brake system.
On the 793B truck, torque converter oil is also supplied from the main
hydraulic tank. A transmission oil supply tank is located in front of the
main hydraulic tank.
The 793C now uses the torque converter case as the supply tank for the
torque converter and the transmission.
Main system air tank:
- Air starting
- Service/retarder
brakes
Main hydraulic tank:
- Hoist system
- Brake system
Torque converter case
used as sump for
converter and
transmission
- 9 -
789B and 793C are
similar
793C has four air
filters
3
STMG 682
3/97
The 793C is similar in appearance to the 789B and may be difficult to
recognize from a distance. The 793C can be recognized by the four air
filters and the diagonal access ladder. The 789B has only two air filters
mounted in the same locations and is equipped with two vertical ladders.
- 10 -
Truck body
4
STMG 682
3/97
The truck body has a dual-slope main floor and a "vee" bottom to center
the load and reduce spills. The steel used to construct the body has a
yield strength of 6205 bar (90000 psi).
The rear suspension cylinders absorb bending and twisting stresses rather
than transmitting them to the main frame.
Rear suspension
cylinders
5
- 11 - STMG 682
3/97
Read the Operation
and Maintenance
Manual
793C MAINTENANCE
793C Service
Procedure
WALK AROUND INSPECTION
WALK AROUND INSPECTION
Before working on or operating the truck, read the Operation and
Maintenance Manual (Form SEBU6995) thoroughly for information on
safety, maintenance and operating techniques.
Safety precautions and Warnings are provided in the manual and on the
truck. Be sure to identify and understand all symbols before starting the
truck.
The first step to perform when approaching the truck is to make a
thorough walk around inspection. Look around and under the truck for
loose or missing bolts, trash build-up and for coolant, fuel or oil leaks.
Look for indications of cracks. Pay close attention to high stress areas as
shown in the Operation and Maintenance Manual.
- 12 -
Front wheel bearing
inspection plug
(arrow)
6
STMG 682
3/97
The front wheel bearing oil level is checked and filled by removing the
plug (arrow) in the center of the wheel bearing cover. The oil should be
level with the bottom of the plug hole.
Check the tire inflation pressure. Operating the truck with the wrong tire
inflation pressure can cause heat build-up in the tire and accelerate tire
wear.
NOTE: Care must be taken to ensure that fluids are contained while
performing any inspection, maintenance, testing, adjusting and
repair of the machine. Be prepared to collect the fluid in suitable
containers before opening any compartment or disassembling any
component containing fluids. Refer to the "Tools and Shop Products
Guide" (Form NENG2500) for tools and supplies suitable to collect
and contain fluids in Caterpillar machines. Dispose of fluids
according to local regulations and mandates.
Tire inflation
- 13 -
1. Front wheel bearing
axle housing
breather
7
STMG 682
3/97
1
2
Inspect the condition of the front wheel bearing axle housing breather (1).
The breather prevents pressure from building up in the axle housing.
Pressure in the axle housing may cause brake cooling oil to leak through
the Duo-Cone seals in the wheel brake assemblies.
Two grease outlet fittings (2) are located on the front of each suspension
cylinder. The grease supply line for the Auto Lubrication System is
located at the rear of the suspension cylinder. No grease outlet fittings
should be located on the same side of the suspension cylinder as the
grease fill location. Having an outlet fitting on the same side of the
suspension cylinder as the grease fill location will prevent proper
lubrication of the cylinder.
Make sure that grease is flowing from the outlet fittings to verify that the
suspension cylinders are being lubricated and that the pressure in the
cylinders is not excessive.
2. Suspension cylinder
grease outlet fittings
Make sure grease
flows from outlet
fittings
- 14 -
1. Rear brake oil
coolers
2. Parking brake
release filter
3. Torque converter
charging filter
4. Automatic
lubrication injector
bank
8
STMG 682
3/97
4
2
1
3
Located behind the right front tire are the rear brake oil coolers (1), the
parking brake release filter (2), and the torque converter charging
filter (3).
One of the three injector banks (4) for the automatic lubrication system is
also in this location. These injectors are adjustable and regulate the
quantity of grease that is injected during each cycle (approximately once
per hour).
A solenoid air valve provides a controlled air supply for the automatic
lubrication system. The solenoid air valve is controlled by the Vital
Information Management System (VIMS), which energizes the solenoid
ten minutes after the machine is started. The VIMS energizes the
solenoid for 75 seconds before it is de-energized. Every 60 minutes
thereafter, the VIMS energizes the solenoid for 75 seconds until the
machine is stopped (shut down). These settings are adjustable through the
VIMS keypad in the cab.
INSTRUCTOR NOTE: For more detailed information on servicing
the automatic lubrication system, refer to the Service Manual Module
"Automatic Lubrication System" (Form SENR4724).
- 15 -
Hoist and brake
hydraulic tank
Oil level sight gauges
(arrows)
9
STMG 682
3/97
Shown is the hoist and brake hydraulic tank and the oil level sight gauges
(arrows). The oil level is normally checked with the upper sight gauge.
The oil level should first be checked with cold oil and the engine stopped.
The level should again be checked with warm oil and the engine running.
The lower sight gauge can be used to fill the hydraulic tank when the
hoist cylinders are in the RAISED position. When the hoist cylinders are
lowered, the hydraulic oil level will increase. After the hoist cylinders are
lowered, check the hydraulic tank oil level with the upper sight gauge as
explained above.
- 16 -
Final drives
Check magnetic plugs
(arrow) for metal
10
STMG 682
3/97
The rear axles are equipped with double reduction planetary final drives.
The magnetic plug (arrow) should be removed from the final drives at
regular intervals and checked for metal particles. For some conditions,
checking the magnetic plug is the only way to identify a problem which
may exist.
The rear axle is a common sump for the differential and both final drives.
If a final drive or the differential fails, the other final drive components
must also be checked for contamination and then flushed. Failure to
completely flush the rear axle after a failure can cause a repeat failure
within a short time.
NOTICE
The rear axle is a common sump for the differential and both final
drives. If a final drive or the differential fails, the other final drive
components must also be checked for contamination and then
flushed. Failure to completely flush the rear axle after a failure can
cause a repeat failure within a short time.
Flush all axle
components after a
failure
- 17 -
1. Differential oil level
sight glass
11
STMG 682
3/97
2
2
4
1
5
3
The differential oil level is checked by viewing the oil level sight
glass (1). The oil should be level with the bottom of the inspection hole.
Two oil level sensors (2) provide input signals to the VIMS which
informs the operator of the rear axle oil level.
A rear axle oil filter (3) is used to remove contaminants from the rear axle
housing.
Check the charge condition of the rear suspension cylinders when the
truck is empty and on level ground.
The second of three injector banks (4) for the automatic lubrication
system is mounted on the top rear of the differential housing.
Above the lubrication injectors is a breather (5) for the rear axle. Inspect
the condition of the breather at regular intervals. The breather prevents
pressure from building up in the axle housing. Excessive pressure in the
axle housing can cause brake cooling oil to leak through the Duo-Cone
seals in the wheel brake assemblies.
the suspension system, refer to the Special Instruction "Suspension
Cylinder Servicing" (Form SEHS9411).
2. Rear axle oil level
sensors
3. Rear axle housing oil
filter
Rear suspension
cylinders
4. Automatic
lubrication injector
bank
5. Rear axle breather
- 18 -
Cable holds body up
12
STMG 682
3/97
The cable that holds the body up is stored below the rear of the body.
Whenever work is to be performed while the body is raised, the safety
cable must be connected between the body and the rear hitch to hold the
body in the raised position.
The space between the body and the frame becomes a zero clearance
area when the body is lowered. Failure to install the cable can result
in injury or death to personnel working in this area.
WARNING
- 19 -
Fuel tank
13
STMG 682
3/97
The fuel tank is located on the left side of the truck. The fuel level sight
gauge (arrow) is used to check the fuel level during the walk around
inspection.
Fuel level sight gauge
(arrow)
- 20 -
1. Primary fuel filter
14
STMG 682
3/97
2
3
1
The primary fuel filter (1) is located on the inner surface of the fuel tank.
Open the drain valve (2) to remove condensation from the fuel tank.
A fuel level sensor (3) is also located on the fuel tank. The fuel level
sensor provides input signals to the VIMS which informs the operator of
the fuel level.
3. Fuel level sensor
2. Condensation drain
valve
- 21 -
15
STMG 682
3/97
1
2
Supply oil for the torque converter and the transmission is contained in
the torque converter case. Sight gauges (1) are used to check the oil level
for the torque converter and the transmission.
Torque converter and transmission oil is added at the fill tube (2).
When filling the torque converter and transmission oil sump after an oil
change, fill the sump with oil to the top of the upper sight gauge. Turn off
the engine manual shutdown switch (see slide No. 23) so the engine will
not start. Crank the engine for approximately 15 seconds. The oil level
will decrease as oil fills the torque converter and transmission system.
Add more oil to the sump to raise the oil level to the FULL COLD mark.
Crank the engine for an additional 15 seconds. Repeat this step as
required until the oil level stabilizes.
Turn off the engine manual shutdown switch and start the engine. Warm
the torque converter and transmission oil. Add more oil to the sump as
required to raise the torque converter and transmission oil level to the
FULL WARM mark.
NOTICE
Failure to correctly fill the torque converter and transmission oil
sump after an oil change may cause transmission clutch damage.
1. Torque converter
and transmission oil
level sight gauges
2. Torque converter
and transmission oil
fill tube
Torque converter and
transmission oil fill
procedure
- 22 -
16
STMG 682
3/97
1
4
2
3
Shown is the location of the torque converter outlet screen (1). Oil flows
from the torque converter outlet relief valve through the torque converter
outlet screen to the torque converter and transmission oil cooler located
on the right side of the engine. Oil from the torque converter and
transmission oil cooler returns to the torque converter housing.
Shown is the location of the transmission charging filter (2).
Transmission charging oil flows through the transmission charging filter
to the transmission control valves on top of the transmission and to the
torque converter lockup clutch valve located on top of the torque
converter.
The scavenge screen for torque converter and transmission oil is located
behind the cover (3).
Torque converter and transmission oil samples can be taken at the
Scheduled Oil Sampling (SOS) tap (4).
1. Torque converter
outlet screen
2. Transmission
charging filter
3. TC/Transmission
scavenge screen
4. TC/Transmission
SOS tap
- 23 -
Brake cylinder
breather (arrow)
17
STMG 682
3/97
Inspect the condition of the two breathers (arrow, one visible) for the
brake cylinders. The second breather is located behind the cross tube.
Oil should not leak from the breathers. Oil leaking from the breathers is
an indication that the oil piston seals in the brake cylinder need
replacement. Air flow from the breathers during a brake application is an
indication that the brake cylinder air piston seals need replacement.
- 24 -
Front brake oil cooler
filters (arrow)
18
STMG 682
3/97
Located in front of the fuel tank are the front brake oil cooler filters
(arrow). Oil not used to raise or lower the hoist cylinders flows from the
hoist valve through the front brake oil filters to the front brake oil cooler
located above the torque converter.
The third injector bank for the automatic lubrication system is also
located in this area.
Automatic lubrication
injector bank
- 25 -
Front suspension
cylinder
19
STMG 682
3/97
1
2
Check the charge condition of the front suspension cylinders when the
truck is empty and on level ground.
The air dryer (1) is located in front of the left front suspension cylinder.
The air system can be charged from a remote air supply through a ground
level connector (2) inside the left frame.
the suspension system, refer to the Special Instruction "Suspension
Cylinder Servicing" (Form SEHS9411).
1. Air dryer
2. Remote air supply
connector
- 26 -
Engine oil filters
1. Engine oil fill tube
2. Engine oil dipstick
20
STMG 682
3/97
2
1
3
4
The engine oil filters are located on the left side of the engine.
Engine oil should be added at the fill tube (1) and checked with the
dipstick (2).
Engine oil samples can be taken at the Scheduled Oil Sampling (SOS)
tap (3).
The engine lubrication system is equipped with two oil pressure
sensors (4). A sensor is located on each end of the oil filter base. One
sensor measures engine oil pressure before the filters. The other sensor
measures oil pressure after the filters. The sensors provide input signals
to the second generation Advanced Diesel Engine Management
(ADEM II) engine Electronic Control Module (ECM). The ECM
provides input signals to the VIMS which informs the operator of the
engine oil pressure. Together, these sensors inform the operator if the
engine oil filters are restricted.
4. Engine oil pressure
sensor
3. Engine oil SOS tap
- 27 -
1. High speed oil
change connector
21
STMG 682
3/97
1
3
2
Engine oil can be added through the high speed oil change connector (1)
located in the left front corner of the oil pan.
Two engine oil level switches (2 and 3) provide input signals to the
engine ECM. The engine ECM provides an input signal to the VIMS,
which informs the operator of the engine oil level.
If the truck is equipped with the engine oil renewal system attachment,
the upper oil level switch (2) tells the operator when engine oil must be
added. The ADD ENG OIL message is a Category 1 Warning.
The lower oil level switch (3) tells the operator when the engine oil level
is low and it is unsafe to operate the truck without causing damage to the
engine. The ENG OIL LEVEL LOW message is a Category 2 or 3
Warning.
2. Add engine oil level
switch
3. Engine oil level low
switch
- 28 -
Secondary fuel filters
Fuel priming pump
(arrow)
22
STMG 682
3/97
The secondary fuel filters and the fuel priming pump (arrow) are located
above the engine oil filters on the left side of the engine.
NOTE: If the fuel system requires priming, it may be necessary to
block the fuel return line during priming to force the fuel into the
injectors.
- 29 -
1. Manual engine
shutdown switch
23
STMG 682
3/97
3
5
6
1
2
4
Before climbing the truck ladder, make sure that the manual engine
shutdown switch (1) is OFF. The engine will not start if the manual
shutdown switch is ON. If necessary, the switch can be used to stop the
engine from the ground level.
The toggle switches (2) control the lights in the engine compartment and
above the access ladder.
The RS-232 service connector (3) is used to connect a laptop computer
with VIMS PC software to upload new source and configuration files,
view real time data or download logged information from the VIMS.
The battery disconnect switch (4) and VIMS service connector key switch
(5) must be in the ON position before the laptop computer with VIMS
software will communicate with the VIMS.
The blue service lamp (6) is part of the VIMS. The service lamp will turn
on to notify service personnel that the VIMS has an active machine or
system event. The service lamp flashes to indicate when an event is
considered abusive to the machine.
2. Engine and access
ladder light switches
3. RS-232 connector for
VIMS
4. Battery disconnect
switch
5. Key switch for VIMS
service connector
6. VIMS service lamp
- 30 -
Inspect radiator
Check air cleaner
indicators (arrow)
24
STMG 682
3/97
While climbing the ladder, make a thorough inspection of the radiator. Be
sure that no debris or dirt is trapped in the cores. Check the air cleaner
indicators (arrow) located on both sides of the truck. If the yellow pistons
are in the red zone (indicating that the filters are plugged), the air cleaners
must be serviced.
- 31 -
Engine cooling
systems:
- Jacket water cooling
system
- Aftercooler cooling
system
1. Engine coolant
shunt tank
2. Coolant level gauges
3. Coolant level sensor
25
STMG 682
3/97
3
2
1
The cooling system on the 793C is divided into two systems. The two
systems are the jacket water cooling system and the aftercooler cooling
system. These two systems are not connected. When servicing the
cooling systems, be sure to drain and fill both systems separately.
The engine cooling system shunt tank (1) is located on the hood above the
radiator. The coolant levels are checked at the shunt tank. Use the
gauges (2) on top of the shunt tank to check the two coolant levels.
A coolant level sensor (3) is located on each side of the shunt tank to
monitor the coolant level of both cooling systems (guard removed for
viewing sensor). The coolant level sensors provide input signals to the
VIMS which informs the operator of the engine coolant levels.
- 32 -
26
STMG 682
3/97
2
3
1
Located on the right platform are the automatic lubrication system grease
tank (1), the main air system tank (2) and the steering system tank (3).
Check the level of the grease in the automatic lubrication system tank
with the grease level indicator located on top of the tank.
A drain valve is located at the bottom right of the main air system
tank. Drain the condensation from the air tank each morning.
1. Automatic
lubrication tank
2. Main air system tank
3. Steering system tank
- 33 -
27
STMG 682
3/97
6
3
7
1
2
5
4
The oil level for the steering system tank is checked at the upper sight
gauge (1) when the oil is cold and the engine is stopped. After the engine
is started, the oil level will decrease as the oil fills the steering
accumulators.
After the accumulators are filled, the oil level should be checked again at
the lower sight gauge (2). When the engine is running and the
accumulators are fully charged, the oil level should not be below the
ENGINE RUNNING marking of the lower gauge. If the ENGINE
RUNNING level is not correct, check the nitrogen charge in each
accumulator. A low nitrogen charge will allow excess oil to be stored in
the accumulators and will reduce the secondary steering capacity.
Before removing the cap to add oil to the steering system, be sure that the
engine was shut off with the key start switch, and the steering oil has
returned to the tank from the accumulators. Then, depress the pressure
release button (3) on the breather to release any remaining pressure from
the tank.
Also located on the tank are the main steering oil filter (4) and the
steering pump case drain filter (5).
1. Upper sight gauge
2. Lower sight gauge
4. Main steering oil
filter
5. Steering pump case
drain filter
3. Steering tank
pressure release
button
- 34 - STMG 682
3/97
If the steering pump fails or if the engine cannot be started, the
connector (6) is used to attach an Auxiliary Power Unit (APU). The APU
will provide supply oil from the steering tank at the connector (6) to
charge the steering accumulators. Steering capability is then available to
tow the truck.
The steering oil temperature sensor (7) provides an input signal to the
VIMS which informs the operator of the steering system oil temperature.
the steering accumulators, refer to the Service Manual Module "793C
Off-highway Truck Steering System" (Form SENR1452) and the
Special Instruction "Repair of 4T8719 Bladder Accumulator Group"
(Form SEHS8757). For more information on using the APU, refer to
the Special Instructions "Using 1U5000 Auxiliary Power Unit (APU)"
(Form SEHS8715) and "Using the 1U5525 Attachment Group"
(Form SEHS8880).
6. APU supplemental
steering connector
7. Steering oil
temperature sensor
- 35 -
1. Parking/secondary
brake air tank drain
valve (arrow)
28
STMG 682
3/97
2
1
Another small air tank (not visible) is located behind the cab (see Slide
No. 156). The air tank behind the cab supplies air to the parking and
secondary brakes. Drain the moisture from the tank daily with the drain
valve (1).
Check the fluid level of the windshield washer reservoir (2).
2. Windshield washer
fluid reservoir
- 36 -
Transmission shift
lever
- Six speeds
FORWARD
- One speed REVERSE
Back-up light switch
(arrow)
29
STMG 682
3/97
OPERATORS STATION
At the front of the center console is the transmission shift lever. The
793C transmission has six speeds FORWARD and one speed REVERSE.
To the right of the shift lever is the back-up light switch (arrow).
INSTRUCTOR NOTE: In this section of the presentation,
component locations inside the operators station will be shown.
Many of the components shown in this section will be further
explained in the sections that follow.
- 37 -
Center console
components:
1. Throttle back-up
switch
2. Manual ether start
aid switch
3. Key start switch
4. TCS switch
5. Parking brake
switch
6. Windshield washer
and wiper switch
7. Cigarette lighter
8. Brake retraction
switch
- Service hourmeter
30
STMG 682
3/97
5 6 7 8
1 2 3 4
Shown is the center console. In the center of the console are the throttle
back-up switch (1), manual ether start aid switch (2), key start switch (3)
and the Traction Control System (TCS) switch (4).
The throttle back-up switch (1) increases the engine speed to 1300 rpm if
the engine ECM detects that the throttle sensor signal is invalid.
The manual ether start aid switch (2) allows the operator to manually
inject ether when the coolant temperature is below 10C (50F) and
engine speed is below 1200 rpm.
The Traction Control System (TCS) switch (4) is used to test the
operation of the TCS (formerly referred to as the "Automatic Electronic
Traction Aid").
Shown below these components are the parking brake switch (5), the
windshield washer and wiper switch (6), the cigarette lighter (7) and the
brake retraction switch (8).
The brake retraction switch (8) is used to release the parking brakes when
towing the truck.
The service hourmeter is located toward the rear of the center console.
- 38 -
Overhead light
switches:
1. Headlights and
parking/taillights
2. Panel lights
3. Interior cab light
4. Front flood/ladder
lights
5. Fog lights
31
STMG 682
3/97
2 3
4
5
1
Located above the operator's head are several light switches:
1. Headlights and parking/taillights
2. Panel lights
3. Interior cab light
4. Front flood/ladder lights
5. Fog lights
- 39 -
1. Gauge cluster
module:
- Engine coolant
temperature
- Brake oil
temperature
- System air pressure
- Fuel level
2. Speed/tach module:
- Analog tachometer
- Ground speed
- Transmission actual
gear
3. Dash backlit
indicators:
- Left and right turn
signals
- High beam indicator
- Action light
- Service/retarder
brakes ENGAGED
light
32
STMG 682
3/97
2 1
3
Located on the front dash are two of the VIMS output components. They
are the gauge cluster module (1) and the speedometer/tachometer
module (2).
The four gauges in the gauge cluster module (from left to right and top to
bottom) are:
- Engine coolant temperature
- Brake oil temperature
- System air pressure
- Fuel level
The speedometer/tachometer module consists of an analog tachometer
and a display window which shows the ground speed and the transmission
actual gear.
Several backlit indicators will appear in the upper area (3) of the display
when they are active. The backlit indicators are:
- Left and right turn signals
- High beam indicator
- Action light
- Service/retarder brakes ENGAGED light
- 40 -
1. Automatic Retarder
Control (ARC)
ON/OFF switch
2. Message center
module:
- Alert indicator
- Universal gauge
- Message display
window
33
STMG 682
3/97
3
2
1
To the right of the steering column is the Automatic Retarder Control
(ARC) ON/OFF switch (1).
To the right of the ARC switch are two more components of the VIMS.
They are the message center module (2) and the keypad
module (3).
The message center module consists of an alert indicator, a universal
gauge and a message display window. The alert indicator flashes when a
Category 1 Warning is present. The universal gauge displays the status of
the sensor selected for viewing by depressing the GAUGE key on the
keypad. The message display window shows various types of text
information to the operator.
- 41 -
3. Keypad module
STMG 682
3/97
The keypad module allows the operator or a service technician to interact
with the VIMS. Some of the functions that can be performed by the
keypad are:
- Scroll parameters monitored by VIMS by depressing the GAUGE key.
- Payload Monitor ON/OFF PAYLOAD 7295623
- Calibrate Payload Monitor PAYCAL 729225
- Payload Resettable Totals TOT 868
- Reset Displayed Data RESET 73738
- Display Self Test TEST 8378
- Reset Service Light SVCLIT 782548
- Set Lube Cycle Times LUBSET 582738
- Manual Lube LUBMAN 582626
- Show Acknowledged Events EACK 3225
- Show Event Statistics ESTAT 37828
- Show Event List ELIST 35478
- Start Event Recorder EREC 3732
- Start/Stop Data Logger DLOG 3564
- Reset Data Logger DLRES 35737
- Odometer Set/Reset ODO 636
(requires VIMS PC connection)
- Machine Status MSTAT 67828
- Change Language LA 52
- Change Units UN 86
- Change Backlight BLT 258
- Change Display Contrast CON 266
(requires Updated Message Center)
INSTRUCTOR NOTE: For more detailed information on the VIMS,
refer to the Service Manual Module "Vital Information Management
System (VIMS)" (Form SENR6059).
34
- 42 - STMG 682
3/97
VIMS
SENSORS
ADEM II
CONTROL
SERVICE
LAMP
MESSAGE CENTER
MODULE
GAUGE CLUSTER
MODULE
KEYPAD
MODULE
SENSORS
VIMS
INTERFACE
MODULE
VIMS
INTERFACE
MODULE
SENSORS
VIMS
SERVICE TOOL
AND
SOFTWARE
CAT DATA LINK
SERVICE
KEYSWITCH
ACTION
LAMP
ACTION
ALARM
ELECTRONIC
TECHNICIAN/ECAP
VIMS MAIN MODULE
DISPLAY
DATA LINK
VIMS
RS-232
PORT
AUTO RETARDER
CONTROL
CAT DATA LINK
TRANSMISSION
CONTROL
VITAL INFORMATION
MANAGEMENT SYSTEM
(VIMS)
SPEEDOMETER/
TACHOMETER
MODULE
3F 12
MPH
km/h
KEYPAD
DATA LINK
As shown in some of the previous slides, the 793C is equipped with the
VIMS which receives input signals from many sensors and also
communicates with other electronic controls on the machine. The VIMS
provides the operator and the service technician with a complete look at
the current and past conditions of all the systems on the truck.
- 43 -
Behind the operator's
seat are:
- Fuse panel
- ECAP/ET diagnostic
connector (arrow)
35
STMG 682
3/97
Behind the operators seat are the fuse panel and the ECAP/ET diagnostic
connector (arrow). The ECAP/ET diagnostic connector is used to connect
the Electronic Control Analyzer Programmer (ECAP) or a laptop
computer with the Electronic Technician (ET) software installed.
While VIMS monitors all of the systems on the truck, the ECAP or ET is
used for programming, running diagnostic tests and retrieving logged
information from the engine, transmission and automatic retarder
controls.
- 44 -
Electronic Technician
(ET)
36
STMG 682
3/97
Shown is the communication adapter and a laptop computer with the
Electronic Technician (ET) diagnostic software installed. The
communication adapter is connected to the diagnostic connector shown in
the previous slide.
- 45 -
VIMS connector
(arrow)
37
STMG 682
3/97
Shown is a laptop computer with the VIMS PC diagnostic software
installed. The laptop computer is connected to the VIMS diagnostic
connector (arrow).
- 46 -
Hoist control lever
(arrow)
38
STMG 682
3/97
The operator controls include the hoist lever (arrow) which is located to
the left of the operators seat. The four positions are RAISE, HOLD,
FLOAT and LOWER.
The truck should normally be operated with the hoist lever in the FLOAT
position. Operating with the hoist lever in the FLOAT position allows the
hoist valve to provide some downward hydraulic pressure on the hoist
cylinders and prevents an empty body from bouncing on rough haul
roads.
The 793C hoist system is different from previous trucks. The hoist
system is electronically controlled.
INSTRUCTOR NOTE: The hoist system will be explained in more
detail in the HOIST SYSTEM section of this presentation.
Electronically
controlled hoist
system
Hoist lever in FLOAT
for normal operation
- 47 -
Operator controls:
- Secondary brake
lever (red)
- Retarder lever
(black)
1. Tilt steering lock
2. Turn signal and
hazard switch
39
STMG 682
3/97
2
1
The operator controls on the steering column are the secondary brake
lever (red), the retarder lever (black), the tilt steering lock (1) and the turn
signal and hazard switch (2).
- 48 -
1. Service brake pedal
2. Throttle pedal
3. Throttle position
sensor
40
STMG 682
3/97
2
1
3
On the floor to the right of the steering column are the service brake
pedal (1) and the throttle pedal (2). A throttle position sensor (3) is
attached to the throttle pedal. The throttle position sensor provides the
throttle position input signals to the engine ECM.
The engine ECM provides an elevated engine idle speed of 1300 rpm
when the coolant temperature is below 60C (140F). Above 60C
(140F), the elevated idle rpm is gradually reduced until the coolant
temperature reaches 71C (160F). Above 71C (160F), the engine will
idle at 700 rpm.
Increasing the low idle speed helps prevent incomplete combustion and
overcooling. To temporarily reduce the elevated idle speed, the operator
can depress the throttle momentarily, and the idle speed will decrease to
700 rpm for 10 minutes.
On the floor to the left of the steering column are the horn button and the
high beam switch (not shown).
Horn button and high
beam switch (not
shown)
Elevated low idle
reduced with throttle
pedal
- 49 -
793C uses 3516B
engine
41
STMG 682
3/97
ENGINE
The 793C is equipped with the Caterpillar 3516B engine with a gross
power rating of 1715 kW (2300 hp) and a net flywheel power rating of
1615 kW (2166 hp) at 1750 rpm.
42
- 50 - STMG 682
3/97
3516B electronic
control system
component diagram
A/C PRESSURE
SWITCH
CRANKCASE
PRESSURE
GROUND LEVEL
SHUTDOWN SWITCH
FUEL FILTER
SWITCH
PRE-LUBRICATION
RELAY
OIL LEVEL
SWITCH (LOW)
OIL LEVEL
SWITCH (ADD)
FAN
FAN SPEED SENSOR
FAN CLUTCH
SOLENOID
SERVICE TOOL
EPTC II
ARC
VIMS
CAT DATA LINK
ENGINE COOLANT TEMPERATURE
ADEM II
CONTROL
MODULE
GROUND
BOLT
15 AMP
BREAKER
MAIN
POWER RELAY
KEY START
SWITCH
SPEED/TIMING SENSOR
ENGINE OIL PRESSURE
(UNFILTERED)
COOLANT FLOW SWITCH
TIMING PROBE
CONNECTOR
ETHER SOLENOID
DISCONNECT SWITCH
3516B ELECTRONIC CONTROL
SYSTEM COMPONENT DIAGRAM
ELECTRONIC UNIT
INJECTORS
TURBO OUTLET PRESSURE (BOOST)
RIGHT TURBO INLET PRESSURE
ATMOSPHERIC PRESSURE
ENGINE OIL PRESSURE (FILTERED)
THROTTLE
ENGINE OIL
RENEWAL SOLENOID
SHUTTER SOLENOID
REAR AFTERCOOLER TEMPERATURE
LEFT TURBO INLET PRESSURE
RIGHT TURBO EXHAUST
LEFT TURBO EXHAUST
THROTTLE OVERRIDE
SWITCH
MANUAL ETHER
SWITCH
EXHAUST
WASTEGATE
SOLENOID
24 V
Shown is the electronic control system component diagram for the 3516B
engine used in the 793C. Fuel injection is controlled by the second
generation Advanced Diesel Engine Management (ADEM II) engine
Electronic Control Module (ECM).
Many electronic signals are sent to the ADEM II ECM by sensors,
switches and senders. The engine ECM analyzes these signals and
determines when and for how long to energize the injector solenoids.
When the injector solenoids are energized determines the timing of the
engine. How long the solenoids are energized determines the engine
speed.
- 51 -
ECM (arrow)
43
STMG 682
3/97
Fuel injection is controlled by the ADEM II ECM (arrow) located on the
right front of the engine.
The previous ECM had one 70-pin connector. The ADEM II ECM has
two 40-pin connectors.
The engine ECM is cooled by fuel. Fuel flows from the fuel transfer
pump through the ECM to the secondary fuel filters.
ECM has two 40-pin
connectors
ECM cooled by fuel
- 52 -
44
STMG 682
3/97
The atmospheric pressure sensor (arrow) is located adjacent to the engine
ECM. Formerly, this sensor was located in the compartment behind the
cab. The engine ECM uses the atmospheric pressure sensor as a reference
for calculating boost and air filter restriction and for derating the engine at
high altitudes.
The engine ECM also uses the atmospheric pressure sensor as a reference
when calibrating all the pressure sensors.
Atmospheric pressure
sensor (arrow)
45
- 53 - STMG 682
3/97
3516B improvements
3516B IMPROVEMENTS
INPUT SWITCHES AND SENSORS
COOLANT FLOW
REAR AFTERCOOLER TEMPERATURE
ENGINE OIL LEVEL
TURBOCHARGER TEMPERATURE
ENGINE OIL FILTER PRESSURE/RESTRICTION
ENGINE FAN SPEED
FUEL FILTER RESTRICTION
AIR CONDITIONER COMPRESSOR PRESSURE
CRANKCASE PRESSURE
The 3516B engine has many improvements over the original 3516 engine.
Some of the improvements are accomplished by adding additional switch
and sensor inputs to the engine ECM. Adding additional inputs to the
engine ECM allows the ECM to control the engine more precisely.
Additional inputs to the 3516B ECM are:
- Coolant flow is monitored.
- Rear aftercooler temperature is measured.
- Engine oil level is monitored.
- Two turbocharger temperature sensors measure exhaust temperatures.
- Two engine oil pressure sensors are located on the oil filter base to
measure oil pressure and oil filter restriction.
- Engine fan speed is measured (with variable fan speed attachment).
INSTRUCTOR NOTE: The following slides will show some of the
engine ECM input components. The remaining inputs to the engine
ECM will be discussed when the systems they monitor are shown.
Additional inputs
- 54 -
46
STMG 682
3/97
2
1
Fuel filter restriction is monitored with a fuel filter bypass switch (1)
located on the fuel filter base. The fuel filter bypass switch provides an
input signal to the engine ECM. The ECM provides a signal to the VIMS
which informs the operator if the secondary fuel filters are restricted.
If the fuel filter restriction exceeds 138 kPa (20 psi), a fuel filter
restriction event is logged. No factory password is required to clear this
event.
An air conditioner compressor switch (2) is located at the rear of the air
conditioner compressor. If the truck is equipped with the variable fan
speed attachment, the air conditioner compressor switch informs the
engine ECM when the air conditioner system is ON. When the air
conditioner system is ON, the ECM sets the variable speed fan at
MAXIMUM rpm.
Disconnecting the air conditioner compressor switch will also signal the
ECM to set the fan speed at MAXIMUM rpm.
1. Fuel filter bypass
switch
2. Air conditioner
compressor switch
Fuel filter restriction
event
- 55 -
Crankcase pressure
sensor (arrow)
47
STMG 682
3/97
The crankcase pressure sensor (arrow) is located on the right side of the
engine above the engine oil cooler. The crankcase pressure sensor
provides an input signal to the engine ECM. The ECM provides the
signal to the VIMS which informs the operator of the crankcase pressure.
High crankcase pressure may be caused by worn piston rings or cylinder
liners.
If crankcase pressure exceeds 3.6 kPa (.5 psi), a high crankcase pressure
event will be logged. No factory password is required to clear this event.
Crankcase pressure
event
48
- 56 - STMG 682
3/97
3516B IMPROVEMENTS
PREVIOUS LOGGED EVENTS
AIR FILTER RESTRICTION
LOW OIL PRESSURE
HIGH COOLANT TEMPERATURE
ENGINE OVERSPEED
The 3500B ECM logs the four events of the previous 3500 engine plus
some additional events. The four events logged by the 3500 ECM and the
3500B ECM are:
Air filter restriction: Greater than 6.25 kPa (25 in. of water). Maximum
derate of 20%.
Low oil pressure: From less than 100 kPa (15 psi) at LOW IDLE to less
than 300 kPa (44 psi) at HIGH IDLE.
High coolant temperature: Greater than 107C (226F).
Engine overspeed: Greater than 2200 rpm.
NOTE: Factory passwords are required to clear all the events listed
above.
Events logged by 3500
ECM and 3500B ECM
49
- 57 - STMG 682
3/97
Additional logged
events
3516B IMPROVEMENTS
ADDITIONAL LOGGED EVENTS
OIL FILTER RESTRICTION HIGH CRANKCASE PRESSURE
FUEL FILTER RESTRICTION LOW COOLANT FLOW
HIGH EXHAUST TEMPERATURE USER DEFINED SHUTDOWN
HIGH AFTERCOOLER TEMPERATURE LOW BOOST PRESSURE
ENGINE OIL LEVEL LOW HIGH BOOST PRESSURE
Additional events logged by the 3500B ECM are:
Oil filter restriction: Greater than 70 kPa (10 psi). No factory password
required. Greater than 200 kPa (29 psi). Factory password required.
Fuel filter restriction: Greater than 138 kPa (20 psi). No factory
password required.
Exhaust temperature high: Greater than 760C (1400F). Maximum
derate of 20%. Factory password required.
Aftercooler coolant temperature high: Greater than 107C (226F).
Factory password required.
Engine oil level low: No factory password required.
Crankcase pressure high: Greater than 3.6 kPa (.5 psi). No factory
password required.
Coolant flow low: Factory password required.
User defined shutdown: Parameters determined by the user.
Boost pressure high: 20 kPa (3 psi) greater than desired. Maximum
derate of 10%. No factory password required.
Boost pressure low: 30 kPa (4 psi) lower than desired. Maximum derate
of 10%. No factory password required.
50
- 58 - STMG 682
3/97
3516B IMPROVEMENTS
SYSTEMS CONTROLLED BY ECM
ETHER INJECTION
RADIATOR SHUTTER CONTROL
COLD CYLINDER CUTOUT
ENGINE START FUNCTION
ENGINE OIL PRE-LUBRICATION
VARIABLE SPEED FAN CONTROL
ENGINE OIL RENEWAL SYSTEM
EXHAUST BYPASS AT HIGH BOOST
The engine ECM also regulates other systems by energizing solenoids or
relays. Some of the other systems controlled by the ECM are:
Ether Injection: Ether injection is controlled by the engine ECM or
manually. The engine ECM will energize the ether injection relay only if:
- The coolant temperature is below 10C (50F).
- Engine speed is below 1200 rpm.
Radiator Shutter Control: On trucks that operate in cold weather,
shutters can be added in front of the radiator. Installing shutters in front of
the radiator allows the engine to warm up to operating temperature
quicker. If a truck is equipped with the attachment radiator shutter
control, the shutters are controlled by the engine ECM.
Engine ECM controls
other systems
Ether injection
Radiator shutter
control
- 59 - STMG 682
3/97
Cold Cylinder Cut-out: The 3508B engine uses a cold cylinder cut-out
function to reduce white exhaust smoke after start-up and during extended
idling in cold weather.
After the engine is started and the automatic ether injection system has
stopped injecting ether, the engine ECM will cut out one cylinder at a
time to determine which cylinders are firing. The ECM will disable some
of the cylinders that are not firing.
The ECM can identify a cylinder which is not firing by monitoring the
fuel rate and engine speed during a cylinder cut-out. The ECM averages
the fuel delivery and analyzes the fuel rate change during a cylinder
cut-out to determine if the cylinder is firing.
Disabling some of the cylinders during Cold Mode operation will cause
the engine to run rough until the temperature increases above the Cold
Mode temperature. This condition is normal, but the operator should be
aware it exists to prevent unnecessary complaints.
Engine Start Function: The Engine Start function is controlled by
ADEM II and the Electronic Programmable Transmission Control
(EPTC II). The engine ECM provides signals to the EPTC II regarding
the engine speed and the condition of the engine pre-lubrication system.
The EPTC II will energize the starter relay only when:
- The shift lever is in NEUTRAL.
- The parking brake is ENGAGED.
- The engine speed is 0 rpm.
- The engine pre-lubrication cycle is complete or turned OFF.
NOTE: To protect the starter, the starter is disengaged when the
engine rpm is above 300 rpm.
INSTRUCTOR NOTE: The remaining improvements are described
in the slides that follow.
Cold cylinder cut-out
Engine runs rough
during cold mode
Engine start function
- 60 -
51
STMG 682
3/97
2
1
Engine Oil Pre-lubrication: Engine oil pre-lubrication is controlled by
the ADEM II and EPTC II. The EPTC II signals the ADEM II when to
energize the pre-lubrication pump relay (1). The ADEM II signals
EPTC II to crank the engine when:
- Engine oil pressure is 27 kPa (5 psi) or higher.
- The pre-lubrication pump (2) has run for 15 seconds. (If the
system times out after 15 seconds, a pre-lubrication fault is
logged in the ADEM II.)
- The engine has been running in the last 2 minutes.
- Coolant temperature is above 50C (122F).
NOTE: The ECAP and ET can enable or disable the pre-lubrication
feature in the ADEM II. On some trucks, the pre-lubrication pump is
located near the right front of the engine.
Engine oil
pre-lubrication
1. Pre-lubrication pump
relay
2. Pre-lubrication pump
- 61 -
Variable speed fan
control:
52
STMG 682
3/97
1
3
2
Variable Speed Fan Control: If the engine is equipped with a variable
speed fan, the engine ECM regulates the fan speed. Fan speed varies
according to the temperature of the engine. The ECM sends a signal to
the variable speed fan control solenoid valve (1) and engine oil pressure
engages a clutch as needed to change the speed of the fan.
The jacket water coolant temperature sensor (2) is located in the jacket
water temperature regulator (thermostat) housing. The ECM uses the
coolant temperature sensor information as the main parameter to control
the fan speed. The aftercooler temperature sensors, air conditioner
pressure sensor and brake cooling oil temperature sensors are also used as
inputs to determine the required fan speed. A speed sensor (not shown) is
located behind the fan pulley and informs the ECM of the current fan
speed.
The variable speed fan feature can be turned off using the ECAP or ET
service tool. Turning off the variable speed fan feature will set the fan
speed at MAXIMUM rpm. Disconnecting the air conditioning
compressor switch will also signal the ECM to set the fan speed at
MAXIMUM rpm.
The turbocharger outlet pressure sensor (3) sends an input signal to the
ECM. The ECM compares the value of the turbo outlet pressure sensor
with the value of the atmospheric pressure sensor and calculates boost
pressure.
INSTRUCTOR NOTE: For more information on the variable speed
fan, refer to the Service Manual "Variable Speed Fan Clutch"
(Form SENR8603).
1. Fan control solenoid
valve
Fan speed sensor
(not shown)
Fan speed overrides
3. Turbo outlet
pressure sensor
2. Jacket water coolant
temperature sensor
- 62 -
Engine oil renewal
system components:
1. Oil filter
2. Oil renewal
solenoid
3. Fuel pressure
regulator
Oil mixes with fuel in
fuel tank
53
STMG 682
3/97
1
3
2
Engine Oil Renewal System: Located on the right side of the engine are
the components of the engine oil renewal system. Engine oil flows from
the engine block through an oil filter (1) to the engine oil renewal
solenoid (2). A small amount of oil flows from the engine oil renewal
solenoid into the return side of the fuel pressure regulator (3). The engine
oil returns to the fuel tank with the return fuel.
The engine oil mixes with the fuel in the tank and flows with the fuel to
the EUI injectors to be burned.
When the engine oil renewal system is used, the operator must pay close
attention to the ADD OIL message that the VIMS provides to the operator
when makeup oil must be added (see Slide No. 54).
The oil does not have to be changed when using the engine oil renewal
system. When the engine oil renewal system is used, the engine oil
filters, the engine oil renewal system filter, the primary fuel filter and the
secondary fuel filters must all be changed at 500 hour intervals.
Engine oil samples must be taken regularly to ensure that the soot level of
the engine oil is in a safe operating range.
Sample engine oil to
check soot level
- 63 -
Oil injection controlled
by engine ECM
Engine oil renewal
system parameters
STMG 682
3/97
The ECM regulates the amount of oil that is injected by the engine oil
renewal solenoid. Several parameters must be met before the ECM will
allow the injection of oil through the engine oil renewal system. The
parameters that must be met are:
- Fuel position is greater than 10.
- Engine rpm is between 1300 and 1850 rpm.
- Jacket water temperature is between 63C (145F) and
107C (225F).
- Oil filter differential pressure at high idle with warm oil is less than
70 kPa (10 psi).
- Fuel filter differential pressure is less than 140 kPa (20 psi).
- Engine oil level switches are sending a valid signal to the ADEM II
control.
- Engine has been running more than five minutes.
The engine oil renewal system can be turned ON or OFF with the ECAP
or ET service tool. The amount of oil injected can also be adjusted by
programming the ECM with the ECAP or ET service tool. The factory
setting shown in the service tool is "0" and is equivalent to a 0.5% oil to
fuel ratio. The ratio can be changed with the service tool from minus 50
(-50) to plus 50 (+50), which is equivalent to 0.25% to 0.75% oil to fuel
ratios.
Oil renewal adjusted
with ECAP or ET
- 64 -
54
STMG 682
3/97
1
2
The engine oil level switches (1 and 2) provide input signals to the engine
ECM. The ECM provides an input signal to the VIMS which informs the
operator of the engine oil level.
If the truck is equipped with the engine oil renewal system attachment,
the upper oil level switch (1) will tell the operator when makeup oil must
be added. The ADD ENG OIL message is a Category 1 Warning.
The lower oil level switch (2) will tell the operator when the engine oil
level is low and it is unsafe to operate the truck without causing damage
to the engine. The ENG OIL LEVEL LOW message is a Category 2 or 3
Warning.
If the engine ECM detects a low oil level condition (oil level below the
lower switch), the ECM will log a low oil level event. No factory
password is required to clear this event.
1. Add engine oil level
switch
2. Engine oil level low
switch
Low oil level event
- 65 -
1. Exhaust bypass
valve
55
STMG 682
3/97
1
2
Exhaust Bypass Control: An exhaust bypass (wastegate) valve (1)
prevents excessive boost pressure by diverting exhaust gasses away from
the turbochargers. The bypass valve is controlled by the engine ECM.
Brake system air pressure is reduced to 380 kPa (55 psi) by a valve
located outside the right rear of the cab and is supplied to the wastegate
solenoid valve (2). If boost pressure exceeds a predetermined value, the
ECM will open the wastegate solenoid and send air pressure to open the
exhaust bypass valve. When the exhaust bypass valve is open, exhaust at
the turbine side of the turbochargers is diverted through the muffler.
Diverting the turbine exhaust pressure decreases the speed of the
turbochargers which reduces the boost pressure to the cylinders.
The wastegate solenoid valve can be controlled with the ECAP or ET
service tool for diagnostic purposes. Connect a multimeter to the
wastegate solenoid and set the meter to read DUTY CYCLE. Using the
service tool, override the wastegate solenoid valve and use the multimeter
to measure the corresponding duty cycle.
If the actual boost pressure is 20 kPa (3 psi) higher than the desired boost
pressure calculated by the ECM, a high boost pressure event will be
logged. If the actual boost pressure is 30 kPa (4 psi) lower than the
desired boost pressure calculated by the ECM, a low boost pressure event
will be logged. If the ECM detects a high or low boost condition, the
ECM will derate the fuel delivery (maximum derating of 10%) to prevent
damage to the engine.
2. Wastegate solenoid
valve
- Controlled by engine
ECM
Engine wastegate
solenoid checked with
ECAP or ET
Boost pressure events
- 66 -
1. Cooling system
shunt tank
Engine cooling
systems:
- Jacket water cooling
system
- Aftercooler cooling
system
56
STMG 682
3/97
3
1
4
2
Cooling System
The 793C is equipped with a shunt tank (1) to increase the cooling
capacity. The shunt tank provides a positive pressure at the coolant pump
inlets to prevent cavitation during high flow conditions.
The cooling system is divided into two systems. The two systems are the
jacket water cooling system and the aftercooler cooling system. The only
connection between these two systems is a small hole in the separator
plate in the shunt tank. The small hole in the shunt tank prevents a
reduction of coolant from either of the two systems if leakage occurs in
one of the separator plates in the radiator top or bottom tank. When
servicing the cooling systems, be sure to drain and fill both systems
separately.
The coolant levels are checked at the shunt tank. Use the gauges (2) on
top of the shunt tank to check the coolant level.
A coolant level sensor (3) is located on each side of the shunt tank to
monitor the coolant level of both cooling systems (guard removed for
viewing sensor). The coolant level sensors provide input signals to the
VIMS which informs the operator of the engine coolant levels.
Pressure relief valves (4) prevent the cooling systems from becoming over
pressurized.
4. Pressure relief
valves
3. Coolant level sensor
2. Coolant level gauges
- 67 -
57
STMG 682
3/97
The jacket water cooling system uses 17 of the 30 cores on the right side
of the radiator (approximately 60% of the total capacity). The jacket
water cooling system temperature is controlled by temperature regulators
(thermostats).
The aftercooler cooling system uses 13 of the 30 cores on the left side of
the radiator (approximately 40% of the total capacity). The aftercooler
cooling system does not have thermostats in the circuit. The coolant
flows through the radiator at all times to keep the turbocharged inlet air
cool for increased horsepower.
Aftercooler cooling
system
Jacket water cooling
system
- 68 -
1. Jacket water pump
2. Bypass tube
3. Jacket water
thermostat housing
58
STMG 682
3/97
2
1
3
The jacket water pump (1) is located on the right side of the engine. The
pump draws coolant from the bypass tube (2) until the temperature
regulators (thermostats) open. The thermostats are located in the
housing (3) at the top of the bypass tube. When the thermostats are open,
coolant flows through the radiator to the water pump inlet.
If the jacket water cooling system temperature increases above 107C
(226F), the engine ECM will log an event that requires a factory
password to clear.
High coolant
temperature event
- 69 -
Coolant flow warning
switch (arrow)
59
STMG 682
3/97
Coolant flows from the jacket water pump, past the coolant flow warning
switch (arrow), and through the various system oil coolers (engine, torque
converter/transmission and rear brake).
The coolant flow switch sends an input signal to the engine ECM. The
ECM provides the input signal to the VIMS which informs the operator of
the coolant flow status.
If the ECM detects a low coolant flow condition, a low coolant flow event
will be logged. A factory password is required to clear this event.
Low coolant flow
event
- 70 -
1. Engine oil cooler
2. Torque converter/
transmission oil
cooler
60
STMG 682
3/97
1
2
Shown is the right side of the engine. The engine oil cooler (1) and the
torque converter and transmission oil cooler (2) are visible in this view.
The coolant flows through these coolers to the rear brake oil coolers
located on the outside right frame.
- 71 -
Rear brake oil coolers
(arrow)
61
STMG 682
3/97
Jacket water coolant flows from the rear brake oil coolers (arrow) to both
sides of the engine cylinder block. Coolant flows through the engine
block and through the cylinder heads. From the cylinder heads, the
coolant returns to the temperature regulators and either goes directly to
the water pump through the bypass tube or to the radiator (depending on
the temperature of the coolant).
62
- 72 - STMG 682
3/97
Jacket water cooling
system circuit
ENGINE OIL COOLER
TORQUE CONVERTER/
TRANSMISSION OIL COOLER
ENGINE
BLOCK
JACKET WATER COOLANT FLOW
REAR BRAKE
OIL COOLERS
THERMOSTAT
HOUSING
RADIATOR
JACKET
WATER PUMP
SHUNT
TANK
Shown is the jacket water cooling system circuit. Coolant flows from the
jacket water pump through the coolers to the engine block. Coolant flows
through the engine block and the cylinder heads. From the cylinder
heads, the coolant returns to the temperature regulators (thermostats) and
either goes directly to the water pump through the bypass tube or to the
radiator (depending on the temperature of the coolant).
The shunt tank increases the cooling capacity and provides a positive
pressure at the coolant pump inlet to prevent cavitation during high flow
conditions.
In this illustration and those that follow, the colors used to identify the
various pressures in the systems are:
Red - Supply oil/water pressure
Green - Drain or reservoir oil/water
Red and White Stripes - Reduced supply oil pressure
Brown - Lubrication or cooling pressure
Orange - Pilot or load sensing signal pressure
Blue - Blocked oil
Yellow - Moving components
Purple - Air pressure
- 73 -
1. Aftercooler water
pump
2. Shunt tank supply
tube
3. Aftercooler circuit
coolant tubes
63
STMG 682
3/97
3
1
2
The auxiliary (aftercooler) water pump (1) for the aftercooler cooling
system is located on the left side of the engine. Coolant enters the
aftercooler water pump from the radiator or the shunt tank supply
tube (2). Coolant flows from the pump to the aftercooler cores through
the large tubes (3)
- 74 -
Rear aftercooler
temperature sensor
(arrow)
64
STMG 682
3/97
Located in a tube at the rear of the aftercooler is the rear aftercooler
temperature sensor (arrow). The rear aftercooler temperature sensor
provides an input signal to the engine ECM. The engine ECM uses the
rear aftercooler temperature sensor signal with the jacket water
temperature sensor signal to control the variable speed fan attachment.
The ECM also provides the input signal to the VIMS which informs the
operator of the aftercooler coolant temperature.
If the rear aftercooler temperature increases above 107C (226F), the
engine ECM will log an event that requires a factory password to clear.
Another aftercooler temperature sensor is located in a tube at the front of
the aftercooler. The front aftercooler temperature sensor does not send an
input signal to the engine ECM. The front aftercooler temperature sensor
provides an input signal directly to the VIMS.
Front aftercooler
temperature sensor
Rear aftercooler
temperature event
- 75 -
1. Front brake oil
cooler
65
STMG 682
3/97
2
1
Coolant flows through the aftercooler cores to the front brake oil
cooler (1) located at the rear of the engine.
Coolant flows through the front brake oil cooler to the aftercooler section
of the radiator. The aftercooler cooling system does not have temperature
regulators (thermostats) in the circuit.
When the service or retarder brakes are ENGAGED, the front brake oil
cooler diverter valve (2) allows brake cooling oil to flow through the front
brake oil cooler.
Normally, front brake cooling oil is diverted around the cooler and goes
directly to the front brakes. Diverting oil around the cooler provides
lower temperature aftercooler air during high power demands (when
climbing a grade with the brakes RELEASED, for example).
Aftercooler cooling
circuit does not have
thermostats
2. Front brake oil
cooler diverter valve
66
- 76 - STMG 682
3/97
Aftercooler cooling
system circuit
AFTERCOOLER COOLANT FLOW
FRONT BRAKE
OIL COOLER
RADIATOR
AFTERCOOLER
WATER PUMP
SHUNT
TANK
AFTERCOOLER
Shown is the aftercooler cooling system circuit. Coolant flows from the
aftercooler water pump through the aftercooler.
Coolant flows through the aftercooler cores to the front brake oil
cooler located at the rear of the engine.
Coolant then flows through the front brake oil cooler to the aftercooler
section of the radiator. The aftercooler cooling circuit does not have
temperature regulators (thermostats) in the circuit.
The shunt tank increases the cooling capacity and provides a positive
pressure at the aftercooler water pump inlet to prevent cavitation during
high flow conditions.
- 77 -
1. Engine oil pump
2. Engine oil pump
relief valve
67
STMG 682
3/97
3
4
1
2
Lubrication System
The engine oil pump (1) is located behind the jacket water pump on the
right side of the engine. The pump draws oil from the oil pan through a
screen. The relief valve (2) for the lubrication system is located on the
pump.
The engine also has a scavenge pump at the rear of the engine to transfer
oil from the rear of the oil pan to the main sump.
Oil flows from the pump through an engine oil cooler bypass valve (3) to
the engine oil cooler (4). The bypass valve for the engine oil cooler
permits oil flow to the system during cold starts when the oil is thick or if
the cooler is plugged.
bypass valve
- 78 -
Engine oil filters
68
STMG 682
3/97
2
4
3
1
Oil flows from the engine oil cooler to the oil filters on the left side of the
engine. The oil flows through the filters and enters the engine cylinder
block to clean, cool and lubricate the internal components and the
turbochargers.
Engine oil is added at the fill tube (1) and checked with the
dipstick (2). A bypass valve for each filter is located in each oil filter
base.
Engine oil samples can be taken at the Scheduled Oil Sample (SOS)
tap (3).
The engine has two oil pressure sensors. One sensor is located on each
end of the oil filter base. The front sensor measures engine oil pressure
before the filters. The rear sensor (4) measures oil pressure after the
filters. The sensors send input signals to the engine ECM. The ECM
provides the input signal to the VIMS which informs the operator of the
engine oil pressure. Used together, the two engine oil pressure sensors
inform the operator if the engine oil filters are restricted.
If the engine oil pressure is less than 100 kPa (15 psi) at low idle to less
than 300 kPa (44 psi) at high idle, the engine ECM will log an event that
requires a factory password to clear.
If the oil filter restriction exceeds 70 kPa (10 psi), a low oil filter
restriction event will be logged. No factory password is required to clear
this event. If the oil filter restriction exceeds 200 kPa (29 psi), a high oil
filter restriction event will be logged. A factory password is required to
clear this event.
4. Engine oil pressure
sensors
Engine oil filter
restriction events
Engine oil pressure
event
3. Engine oil SOS tap
1. Engine oil fill tube
2. Engine oil dipstick
69
- 79 - STMG 682
3/97
Engine oil system
ENGINE
BLOCK
ENGINE OIL SYSTEM
ENGINE
OIL COOLER
ENGINE
OIL FILTERS
ENGINE
OIL PUMP
SCAVENGE
PUMP
BYPASS
VALVE
ENGINE
OIL RENEWAL
SYSTEM SOLENOID
TO FUEL
SYSTEM
The engine oil pump draws oil from the oil pan through a screen.
The engine also has a scavenge pump at the rear of the engine to transfer
oil from the rear of the oil pan to the main sump.
Oil flows from the pump through an engine oil cooler bypass valve to the
engine oil cooler. The bypass valve for the engine oil cooler permits oil
flow to the system during cold starts when the oil is thick or if the cooler
is plugged.
Oil flows from the engine oil cooler to the oil filters. The oil flows
through the filters and enters the engine cylinder block to clean, cool and
lubricate the internal components and the turbochargers.
Some trucks are equipped with an engine oil renewal system. Engine oil
flows from the engine block through an oil filter to an engine oil renewal
system manifold. A small amount of oil flows from the engine oil
renewal system manifold into the return side of the fuel pressure regulator.
The engine oil returns to the fuel tank with the return fuel (see Slides
No. 53 and 74).
Engine oil renewal
system
- 80 -
Fuel heater
(not shown)
Primary fuel filter
(arrow)
70
STMG 682
3/97
Fuel System
The fuel tank is located on the left side of the truck. Fuel is pulled from
the tank through the fuel heater (not shown), if equipped, and through the
primary fuel filter (arrow) by the fuel transfer pump located on the right
side of the engine behind the engine oil pump.
- 81 -
1. Fuel transfer pump
bypass valve
71
STMG 682
3/97
2
1
The fuel transfer pump (1) contains a bypass valve (2) to protect the fuel
system components from excessive pressure. The bypass valve setting is
higher than the setting of the fuel pressure regulator which will be shown
later. Fuel flows from the transfer pump through the engine ECM to the
secondary fuel filters located on the left side of the engine.
- 82 -
Secondary fuel filters
1. Fuel priming pump
72
STMG 682
3/97
1
2
The secondary fuel filters and the fuel priming pump (1) are located
above the engine oil filters on the left side of the engine.
The fuel priming pump is used to fill the filters after they are changed.
A fuel filter bypass switch (2) is located on the fuel filter base. The fuel
filter bypass switch sends an input signal to the engine ECM. The ECM
provides the input signal to the VIMS which informs the operator if the
secondary fuel filters are restricted.
If fuel filter restriction exceeds 138 kPa (20 psi), a fuel filter restriction
event will be logged. No factory password is required to clear this event.
Fuel flows from the fuel filter base through the Electronic Unit Injection
(EUI) fuel injectors and the fuel pressure regulator and then returns to the
fuel tank. The injectors receive 4 1/2 times the amount of fuel needed for
injection. The extra fuel is used for cooling.
NOTE: If the fuel system requires priming, it may be necessary to
block the fuel return line during priming to force the fuel into the
injectors.
2. Fuel filter bypass
switch
Fuel flows to EUI
injectors
Extra fuel used to cool
injectors
Fuel filter restriction
event
- 83 -
1. Fuel pressure tubes
to injectors
2. Fuel pressure
regulator
73
STMG 682
3/97
1
2
Fuel flows from the fuel filter base through the steel tubes (1) to the EUI
fuel injectors. Return fuel from the injectors flows through the fuel
pressure regulator (2) before returning to the fuel tank. Fuel pressure is
controlled by the fuel pressure regulator.
74
- 84 - STMG 682
3/97
Fuel system circuit
FUEL
TANK
PRIMARY
FUEL
FILTER
SECONDARY
FUEL FILTERS
ENGINE
BLOCK
ENGINE OIL
RENEWAL
SYSTEM SOLENOID
FUEL
PRESSURE
REGULATOR
FUEL
TRANSFER
PUMP
FUEL
HEATER
ADEM II
CONTROL
CYLINDER
HEAD
FUEL SYSTEM
Fuel is pulled from the tank through a fuel heater, if equipped, and
through the primary fuel filter by the fuel transfer pump. Fuel flows from
the transfer pump through the ADEM II control to the secondary fuel
filters.
Fuel flows from the fuel filter base through the fuel injectors in the
cylinder heads. Return fuel from the injectors flows through the fuel
pressure regulator before returning through the fuel heater to the fuel tank.
Engine oil flows from the engine block through an oil filter to the engine
oil renewal system manifold. A small amount of oil flows from the
engine oil renewal system manifold into the return side of the fuel
pressure regulator. The engine oil returns to the fuel tank with the return
fuel.
The engine oil mixes with the fuel in the tank and flows with the fuel to
the injectors to be burned.
- 85 -
Air filter restriction
indicators (arrow)
75
STMG 682
3/97
Air Induction and Exhaust System
The engine receives clean air through the four air filters located on the
front of the truck. Any restriction caused by plugged filters can be
checked at the filter restriction indicators (arrow). If the yellow piston is
in the red zone, the filters must be cleaned or replaced.
- 86 -
1. Turbocharger inlet
pressure sensor
76
STMG 682
3/97
2
1
The turbocharger inlet pressure sensor (1) is located in a tube between the
air cleaners and the turbochargers. The engine ECM uses the
turbocharger inlet pressure sensor in combination with the atmospheric
pressure sensor to determine air filter restriction. The ECM provides the
input signal to the VIMS which informs the operator of the air filter
restriction.
If air filter restriction exceeds 6.25 kPa (25 in. of water), an air filter
restriction event will be logged, and the ECM will derate the fuel delivery
(maximum derating of 20%) to prevent excessive exhaust temperatures.
A factory password is required to clear this event.
If the truck is equipped with an ether start system, the ECM will
automatically inject ether from the ether cylinders (2) during cranking.
The operator can also inject ether manually with the ether switch in the
cab on the center console (see Slide No. 30). Ether will be injected only
if the engine coolant temperature is below 10C (50F) and engine speed
is below 1200 rpm.
2. Ether cylinders
Air filter restriction
event
- 87 -
Series turbocharger
system
1. Low pressure
turbochargers
2. High pressure
turbochargers
77
STMG 682
3/97
1
1
2
2
The 793C engine is equipped with a series turbocharger system. The
clean air from the filters enters the larger low pressure turbochargers (1).
The compressed air from the low pressure turbochargers flows to the inlet
of the smaller high pressure turbochargers (2). After additional
compression by the high pressure turbochargers, the air flows to the
aftercoolers. After the air is cooled by the aftercoolers, the air flows to
the cylinders and combines with the fuel for combustion.
The turbochargers are driven by the exhaust gasses from the cylinders.
The exhaust gasses first enter the smaller high pressure turbochargers.
The exhaust from the high pressure turbochargers flows to the larger low
pressure turbochargers. The exhaust gasses then flow through the low
pressure turbochargers, the exhaust piping, and the mufflers.
- 88 -
Exhaust temperature
sensor (arrow)
78
STMG 682
3/97
An exhaust temperature sensor (arrow) is located in each exhaust
manifold before the turbochargers. The two exhaust temperature sensors
provide input signals to the engine ECM. The ECM provides the input
signal to the VIMS which informs the operator of the exhaust
temperature.
Some causes of high exhaust temperature may be faulty injectors, plugged
air filters, or a restriction in the turbochargers or the muffler.
If the exhaust temperature is above 760C (1400F), the engine ECM will
derate the fuel delivery (maximum derate of 20%) to prevent excessive
exhaust temperatures. The ECM will also log an event that requires a
factory password to clear.
Causes of high
exhaust temperature
High exhaust
temperature derates
engine and logs event
79
- 89 - STMG 682
3/97
Turbocharger speed
reduced when exhaust
bypass valve opens
EXHAUST BYPASS VALVE
MUFFLER
HIGH PRESSURE
TURBOCHARGER
LOW PRESSURE
TURBOCHARGER
FROM AIR
FILTER
AFTERCOOLER
FROM BRAKE
AIR SYSTEM
WASTEGATE
SOLENOID
VALVE
EXHAUST SYSTEM
PRESSURE
REDUCING
VALVE
This schematic shows the air flow through the air induction system. If
boost pressure exceeds a predetermined value programmed in the engine
ECM, the ECM will open the wastegate solenoid valve and send brake air
pressure to open the exhaust bypass valve. The exhaust bypass valve will
vent the exhaust gasses before they reach the turbochargers. Less exhaust
gasses will flow through the turbochargers, and the turbocharger speed
will decrease. The slower turbochargers reduce the boost pressure until
the bypass valve closes and the exhaust gasses are again directed through
the turbochargers.
80
- 90 - STMG 682
3/97
Power train
components:
1. Torque converter
2. Transfer gears
3. Transmission
4. Differential
5. Final drives
793C
POWER TRAIN
POWER TRAIN
Power flows from the engine to the rear wheels through the power train.
The components of the power train are:
1. Torque converter
2. Transfer gears
3. Transmission
4. Differential
5. Final drives
INSTRUCTOR NOTE: In this section of the presentation, component
locations and a brief description of the component functions are
provided. For more detailed information on the Electronic
Programmable Transmission Control (EPTC II), torque converter and
ICM (Individual Clutch Modulation) transmission, refer to the
Technical Instruction Modules "Electronic Programmable
Transmission Control (EPTC II)" (Form SEGV2584-01) and
"769C - 793B Off-highway Trucks--Torque Converter and Transmission
Hydraulic System" (Form SEGV2591).
- 91 -
Torque converter:
- Provides a fluid
coupling
- Multiplies torque
- Provides direct drive
operation
1. Inlet relief valve
2. Outlet relief valve
3. Lockup clutch
control valve
4. Outlet temperature
sensor
81
STMG 682
3/97
3
4
2
1
Power Train Components
The first component in the power train is the torque converter. The torque
converter provides a fluid coupling 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, a lockup
clutch engages to provide direct drive. The NEUTRAL and REVERSE
ranges are converter drive only. FIRST SPEED is converter drive at low
ground speed and direct drive at high ground speed. SECOND through
SIXTH SPEEDS are direct drive only. The torque converter goes to
converter drive between each shift (during clutch engagement) to provide
smooth shifts.
Mounted on the torque converter are the inlet relief valve (1), the outlet
relief valve (2) and the torque converter lockup clutch control valve (3).
A torque converter outlet temperature sensor (4) provides an input signal
to the VIMS which informs the operator of the torque converter outlet
temperature.
82
- 92 - STMG 682
3/97
CONVERTER DRIVE
- Output shaft rotates
slower than engine
rpm
- Torque is increased
Torque converter
components:
- Lockup clutch
- Impeller
- Turbine
- Stator
STATOR
TORQUE CONVERTER
CONVERTER DRIVE
LOCKUP PISTON
TORQUE CONVERTER
LOCKUP OIL PASSAGE
TURBINE IMPELLER
FREEWHEEL
ASSEMBLY
TORQUE CONVERTER
INLET OIL
This sectional view shows a torque converter in CONVERTER DRIVE.
The lockup clutch (yellow piston and blue discs) is not engaged. During
operation, the rotating housing and impeller (red) can rotate faster than the
turbine (blue). The stator (green) remains stationary and multiplies the
torque transfer between the impeller and the turbine. The output shaft
rotates slower than the engine crankshaft, but with increased torque.
83
- 93 - STMG 682
3/97
DIRECT DRIVE
- Lockup clutch
engaged
- Output shaft rotates
at engine rpm
- Stator freewheels
STATOR
TORQUE CONVERTER
DIRECT DRIVE
LOCKUP PISTON
TORQUE CONVERTER
LOCKUP OIL PASSAGE
TURBINE IMPELLER
STATOR
FREEWHEEL
ASSEMBLY
TORQUE CONVERTER
INLET OIL
In DIRECT DRIVE, the lockup clutch is engaged by hydraulic pressure
and locks the turbine to the impeller. The housing, impeller, turbine, and
output shaft then rotate as a unit at engine rpm. The stator, which is
mounted on a freewheel assembly, is driven by the force of the oil in the
housing and will freewheel at approximately the same rpm.
- 94 -
1. Transfer gears
2. Transmission
3. Differential
84
STMG 682
3/97
2
1
3
Power flows from the torque converter through a drive shaft to the
transfer gears (1). The transfer gears are splined to the transmission.
The transmission (2) is located between the transfer gears and the
differential (3). The transmission is electronically controlled and
hydraulically operated like all other ICM (Individual Clutch Modulation)
transmissions in Caterpillar rigid frame trucks.
The differential is located in the rear axle housing behind the
transmission. Power from the transmission flows through the differential
and is divided equally to the final drives in the rear wheels. The final
drives are double reduction planetaries.
85
- 95 - STMG 682
3/97
Transmission is power
shift planetary design
1 2 3
4
5 6
POWER SHIFT PLANETARY TRANSMISSION
The transmission is a power shift planetary design which contains six
hydraulically engaged clutches. The transmission provides six
FORWARD speeds and one REVERSE speed.
- 96 -
1. Rear axle oil pump
86
STMG 682
3/97
1
2
3
4
Shown is the differential removed from the rear axle housing. The rear
axle cooling and filter system starts with a rear axle oil pump (1) that is
driven by the differential. Since the pump rotates only when the machine
is moving, no oil flow is produced when the machine is stationary.
Cooling oil flow increases with ground speed to provide cooling when it
is most needed.
The rear axle pump pulls oil from the bottom of the rear axle housing
through a suction screen (2). Oil flows from the pump through a
temperature and flow control valve located on top of the differential
housing to a filter mounted on the rear of the axle housing. Oil then flows
from the filter back to the valve located on top of the differential housing.
Oil then flows from the valve to the rear wheel bearings and the
differential bearings.
Oil flows through tubes (3) to the differential bearings.
The fiberglass shroud (4) reduces the temperature of the rear axle oil on
long hauls by reducing the oil being splashed by the bevel gear.
2. Rear axle suction
screen
3. Differential bearing
oil tubes
4. Fiberglass shroud
- 97 -
1. Differential oil
temperature sensor
2. Rear axle
temperature and
flow control valve
87
STMG 682
3/97
2
4
1
3
Oil flows from the pump past the differential oil temperature sensor (1) to
the rear axle temperature and flow control valve (2). The differential oil
temperature sensor provides an input signal to the VIMS.
The temperature sensor input signal is used to warn the operator of a high
rear axle oil temperature condition or to turn on the attachment rear axle
cooling fan (if equipped).
Oil flows from the temperature and flow control valve to the differential
oil filter (3) mounted on the rear of the axle housing. Oil then flows from
the filter back to the temperature and flow control valve. Some of the oil
that flows from the temperature and flow control valve flows through the
small supply hose (4) to the differential bearings.
3. Differential oil filter
4. Differential bearing
oil supply hose
- 98 -
1. Differential oil filter
restriction switch
2. Rear axle oil level
switches
88
STMG 682
3/97
2
1
3
2
The differential oil filter restriction switch (1) and the two rear axle oil
level switches (2) provide input signals to the VIMS.
The differential oil filter restriction switch signal is used to warn the
operator when the differential oil filter is plugged.
The rear axle oil level switch input signals are used to warn the operator
when the rear axle oil level is LOW.
When the truck is initially put into operation, a 1R0719 (40 micron) filter
is installed. This filter removes the rust inhibitor used during
manufacturing. The 40 micron filter should be changed after the first
50 hours of operation and replaced with a 4T3131 (13 micron) filter. The
13 micron filter should be changed every 500 hours.
A differential carrier thrust pin is located behind the small cover (3). The
thrust pin prevents movement of the differential carrier during high thrust
load conditions.
3. Differential carrier
thrust pin cover
Differential oil filter
service information
- 99 -
1. Differential oil
pressure sensor
89
STMG 682
3/97
1
2
The differential oil pressure sensor (1) provides an input signal to the
VIMS. The differential oil pressure sensor signal is used to warn the
operator of a HIGH or LOW rear axle oil pressure condition.
A LOW oil pressure warning is provided if the pressure is below
35 kPa (5 psi) when the differential oil temperature is above 52C
(125F) and the ground speed is higher than 24 km/h (15 mph).
A HIGH oil pressure warning is provided if the pressure is above 690 kPa
(100 psi) when the differential oil temperature is above 52C (125F).
The temperature and pressure control valve (2) prevents high oil pressure
when the rear axle oil is cold. When the oil temperature is below 43C
(110F), the valve is OPEN and allows oil to flow to the rear axle
housing. When the oil temperature is above 43C (110F), the valve is
CLOSED and all the oil flows through the filter to a flow control valve
located in the temperature and flow control valve. The temperature and
pressure control valve is also the system main relief valve. If the pressure
exceeds 690 kPa (100 psi), the temperature and pressure control valve
will open to prevent high oil pressure to the rear axle oil filter.
The flow control valve distributes the oil flow to the rear wheel bearings
and the differential bearings.
2. Temperature and
pressure control
valve
90
- 100 - STMG 682
3/97
Rear axle oil cooling
and filter system
OIL COOLER OIL
FILTER
TEMPERATURE/
PRESSURE
CONTROL VALVE
REAR AXLE
OIL COOLING AND FILTER SYSTEM
FLOW CONTROL VALVE
DIFFERENTIAL
OIL PUMP
SUCTION
SCREEN
REAR AXLE
Shown is a schematic of the rear axle oil cooling and filter system. The
differential oil pump pulls oil from the bottom of the rear axle housing
through a suction screen. Oil flows from the pump through a temperature
and flow control valve located on top of the differential housing.
The temperature and pressure control valve, which is part of the
temperature and flow control valve, prevents high oil pressure when the
rear axle oil is cold. When the oil temperature is below 43C (110F), the
valve is OPEN and allows oil to flow to the rear axle housing. When the
oil temperature is above 43C (110F), the valve is CLOSED and all the
oil flows through the differential oil filter and the oil cooler (if equipped)
to a flow control valve, which is also part of the temperature and flow
control valve.
Temperature and
pressure control valve
- 101 -
Temperature and
pressure control valve
is main relief
STMG 682
3/97
The temperature and pressure control valve is also the system main relief
valve. If the pressure exceeds 690 kPa (100 psi), the temperature and
pressure control valve will open to prevent high oil pressure to the rear
axle oil filter.
The flow control valve distributes the oil flow to the rear wheel bearings
and the differential bearings. At high ground speeds, excess oil flow is
diverted to the axle housing to prevent overfilling the wheel bearing and
final drive compartments.
Flow control valve
prevents overfilling
wheel bearing
compartment
91
- 102 - STMG 682
3/97
Double reduction
planetary gear final
drive
FIRST REDUCTION
RING GEAR
SECOND REDUCTION
RING GEAR SECOND REDUCTI
CARRIER
SECOND REDUC
SUN GEAR
SECOND REDUCT
PLANETARY GE
FIRST REDUCTION
PLANETARY GEAR
FIRST REDUCTION
SUN GEAR
FIRST REDUCTION
CARRIER
FINAL DRIVE
Shown is a sectional view of the double reduction planetary gear final
drive. Power flows from the differential through axles to the sun gear of
the first reduction planetary set. The ring gears of the first reduction
planetary set and the second reduction planetary set cannot rotate. Since
the ring gears cannot rotate, the first reduction sun gear causes rotation of
the first reduction planetary gears and the first reduction carrier.
The first reduction carrier is splined to the second reduction sun gear. The
second reduction sun gear causes rotation of the second reduction
planetary gears and the second reduction carrier. Since the second
reduction carrier is connected to the wheel assembly, the wheel assembly
also rotates.
The wheel assembly rotates much slower than the axle shaft but with
increased torque.
- 103 -
Torque converter
housing is oil sump
Four section pump:
1. Transmission
scavenge
2. Torque converter
charging
3. Transmission
charging
4. Transmission lube
5. Transmission oil
return screen
92
STMG 682
3/97
1 4 3 2
5
Power Train Hydraulic System
The torque converter housing is the oil sump for the torque converter and
transmission oil supply.
A four section torque converter and transmission pump is located at the
rear of the torque converter. The four sections (from front to rear) are:
1. Transmission scavenge
2. Torque converter charging
3. Transmission charging
The transmission scavenge section pulls oil through the magnetic screens
located at the bottom of the transmission. The scavenged oil from the
transmission is transferred into the torque converter housing through the
transmission oil return screen located behind the cover (5).
- 104 -
Transmission
magnetic scavenge
screens (arrow)
93
STMG 682
3/97
Shown is the location of the transmission magnetic scavenge
screens (arrow). These screens should always be checked for debris if a
problem with the transmission is suspected.
Oil is scavenged from the transmission by the first section of the pump
(shown in Slide No. 92).
- 105 -
Torque converter/
transmission suction
screen cover (arrow)
94
STMG 682
3/97
The three rear sections of the torque converter and transmission pump
pull oil from the torque converter housing sump. Most of the required oil
supply is pulled directly from the torque converter and transmission oil
cooler return oil. The remaining required oil supply is drawn through a
suction screen located behind the cover (arrow).
- 106 -
1. Torque converter
charging filter
2. Torque converter
inlet relief valve
95
STMG 682
3/97
2
1
Oil flows from the torque converter charging section of the torque
converter and transmission pump to the torque converter charging filter
(1) located on the front of the hydraulic tank.
Oil flows from the torque converter charging filter to the torque converter
inlet relief valve (2).
- 107 -
Torque converter inlet
relief valve (arrow)
96
STMG 682
3/97
Oil flows from the torque converter charging filter to the inlet relief
valve (arrow) mounted on the torque converter. The inlet relief valve
controls the maximum pressure of the supply oil to the torque converter.
The torque converter inlet relief pressure can be measured at this valve by
removing a plug and installing a pressure tap.
Oil flows through the inlet relief valve and enters the torque converter.
- 108 -
1. Torque converter
outlet relief valve
2. Outlet relief valve
pressure tap
97
STMG 682
3/97
1
5
2
4
3
Torque converter charging oil either drops to the bottom of the housing or
flows through the torque converter outlet relief valve (1). The outlet
relief valve limits the pressure inside the torque converter. The outlet
relief pressure can be measured at the tap (2) on the outlet relief valve.
All the oil from the torque converter outlet relief valve flows through the
torque converter outlet screen (3) to the torque converter and transmission
oil cooler located on the right side of the engine (see Slide No. 60). Oil
flows from the torque converter and transmission oil cooler back to the
torque converter housing.
A torque converter outlet screen bypass switch (4) provides an input
signal to the VIMS which informs the operator if the torque converter
outlet screen is restricted.
A torque converter outlet temperature sensor (5) provides an input signal
to the VIMS which informs the operator of the torque converter outlet
temperature.
3. Torque converter
outlet screen
4. Torque converter
outlet screen bypass
switch
5. Torque converter
outlet temperature
sensor
- 109 -
1. Transmission
charging filter
98
STMG 682
3/97
2
3
1
Oil flows from the transmission charging section of the torque converter
and transmission pump to the transmission charging filter (1).
A transmission charging filter bypass switch (2) sends an input signal to
the VIMS which informs the operator if the transmission charging filter is
restricted.
Transmission charging oil flows in two directions from the transmission
charging filter:
- Transmission charging oil flows to the torque converter lockup
clutch valve located on top of the torque converter.
- Transmission charging oil also flows to the transmission control
valves located on top of the transmission.
Torque converter and transmission oil samples can be taken at the
Scheduled Oil Sample (SOS) tap (3).
2. Filter bypass switch
Transmission
charging oil flows in
two directions:
- To torque converter
lockup clutch valve
- To transmission
control valves
3. SOS tap
- 110 -
1. Torque converter
lockup clutch valve
supply port
99
STMG 682
3/97
2
1
3
The transmission charging pump supplies oil to the torque converter
lockup clutch valve through the inlet port (1). When the lockup clutch
solenoid (located on the transmission housing) is energized by the
transmission control, the lockup clutch valve supplies oil to ENGAGE the
lockup clutch in the torque converter.
Torque converter lockup clutch pressure can be measured at the tap (2).
Torque converter lockup clutch pressure should be 2205 70 kPa
(320 10 psi) at 1300 rpm or higher. Do not check the torque converter
lockup clutch pressure below 1300 rpm.
The transmission control uses a dual stage relief valve for clutch supply
pressure. At high idle in torque converter drive, transmission charging
pressure should be 3065 kPa (445 psi) maximum. At low idle in torque
converter drive, transmission charging pressure should be 2480 kPa
(360 psi) minimum.
During torque converter lockup (DIRECT DRIVE), clutch supply
pressure is reduced to extend the life of the transmission clutch seals.
At high idle in direct drive, the clutch supply pressure should be
1620 + 240 - 100 kPa (235 + 35 - 15 psi). The corresponding
transmission charge pressure is reduced to 2205 70 kPa (320 10 psi).
2. Torque converter
lockup clutch
pressure tap
Do not test converter
lockup pressure
below 1300 rpm
- 111 - STMG 682
3/97
The torque converter output speed (TCO) sensor (3) sends an input signal
to the Electronic Programmable Transmission Control (EPTC II). The
EPTC II memory also contains the engine rpm and the Transmission
Output Speed (TOS) for each gear of the transmission. The EPTC II
provides all these input signals to the VIMS.
Using the information from the EPTC II, the VIMS calculates if any
slippage exists in the torque converter lockup clutch or any of the
transmission clutches and stores this information in the VIMS main
module. This information can be downloaded from the VIMS with a
laptop computer.
3. Torque converter
output speed (TCO)
sensor
Clutch slippage is
recorded in VIMS
100
- 112 - STMG 682
3/97
Lockup clutch valve
operation
LOCKUP
SOLENOID
ON
FROM
TRANSMISSION
CHARGE
PUMP
RELAY VALVE
LOCKUP
REDUCING
VALVE
LOCKUP
MODULATION
VALVE
LOCKUP CLUTCH
PILOT OIL
PRESSURE
TO LOCKUP
CLUTCH
FROM
TRANSMISSION
CHARGE
PUMP
TORQUE CONVERTER LOCKUP CLUTCH CONTROL
DIRECT DRIVE
SHUTTLE
VALVE
SELECTOR
PISTON
TO
TRANSMISSION
LUBE PUMP
TO
STATION
"D"
Shown is a sectional view of the torque converter lockup clutch valve in
DIRECT DRIVE. Supply oil from the transmission charging pump is
used to provide lockup clutch oil and has two functions:
1. Supply pressure is reduced to provide pilot pressure.
2. When the solenoid is energized, supply pressure is reduced by the
modulation reduction valve to provide lockup clutch pressure.
The lockup solenoid has been energized and directs pump supply pressure
to the relay valve. Before moving the selector piston, pilot oil moves a
shuttle valve to the right which closes the drain and opens the check
valve. Oil then flows to the selector piston. Moving the selector piston
blocks the drain passage and the load piston springs are compressed.
Lockup solenoid
energized starts
clutch modulation
- 113 - STMG 682
3/97
Compressing the load piston springs moves the modulation reduction
valve spool down against the force of the inner spring. This initial
movement opens the supply passage (from the transmission charge pump)
and permits pressure oil to flow to the clutch. As the clutch fills, pressure
oil opens the ball check valve and fills the slug chamber at the top of the
reduction valve spool. At the same time, oil flows through the load piston
orifice and fills the chamber between the end of the load piston and the
selector piston. The load piston orifice provides a pressure drop and time
delay in the flow of oil to the load piston chamber. The load piston orifice
helps control the rate of modulation. Filling the load piston chamber is
made possible when the selector piston covers the drain passage at the
decay orifice.
The load piston has now moved completely down against the stop. The
modulation cycle is completed and the clutch pressure is at its maximum
setting. Because this is a modulation reduction valve, the maximum
pressure setting of the clutch is lower than the transmission charge
pressure. At the end of the modulation cycle, the pressure in the slug
chamber moves the reduction valve a small distance up to restrict the flow
of supply oil to the clutch. This is the "metering position" of the
reduction valve spool. In this position, the valve maintains precise
control of the clutch pressure.
Primary pressure is adjusted with shims in the load piston. Final lockup
clutch pressure is not adjustable. If the primary pressure is correct and
final lockup clutch pressure is low, the load piston should be checked to
make sure that it moves freely in the selector piston. If the load piston
moves freely, the load piston springs should be replaced.
Lockup clutch at
maximum pressure
- 114 -
101
STMG 682
3/97
1
3
4
5
2
The transmission charging pump supplies oil to the transmission
hydraulic control valve and the shift solenoids through the inlet port (1).
Excess transmission charging oil either drops to the bottom of the housing
to be scavenged or flows back to the torque converter housing through the
outlet hose (2).
The torque converter lockup clutch solenoid (3) is energized by the EPTC
II when DIRECT DRIVE (lockup clutch ENGAGED) is required.
Transmission charge pump supply oil flows through the small hose (4) to
the lockup clutch control valve. The lockup clutch control valve then
engages the lockup clutch.
The transmission charging pressure relief valve is part of the transmission
hydraulic control valve. The relief valve limits the maximum pressure in
the transmission charging circuit. Transmission charging pressure can be
measured at the tap (5).
1. Transmission
control valve supply
port
2. Transmission
charging oil return
port
3. Torque converter
lockup clutch
solenoid
4. Lockup clutch pilot
oil hose
5. Transmission
charging pressure
tap
- 115 -
1. Transmission clutch
pressure taps
102
STMG 682
3/97
3
2
1
Shown is the Individual Clutch Modulation (ICM) transmission hydraulic
control valve. Transmission clutch pressures are measured at the pressure
taps (1).
The transmission hydraulic control valve contains a priority valve. The
priority valve controls the pressure that is directed to the selector pistons
in each of the clutch stations. The transmission priority valve pressure
has been increased from 1720 kPa (250 psi) to 2585 kPa (375 psi).
Increasing the priority valve pressure also increases the charging pressure
available to the lockup clutch valve.
The "D" Station (2) is used to control the dual stage relief valve setting
for the clutch supply pressure (shown on next slide).
The transmission lube pressure relief valve (3) limits the maximum
pressure in the transmission lube circuit.
2. "D" Station controls
dual stage relief
valve
Priority valve pressure
increased
relief valve
103
- 116 - STMG 682
3/97
ICM transmission
hydraulic control
valve
DOWNSHIFT
SOLENOID
UPSHIFT
SOLENOID
LOCKUP
SOLENOID
F
G
H
A
B
C
TRANSMISSION
CHARGING
FILTER
ROTARY
SELECTOR
SPOOL
NEUTRALIZER
VALVE PRIORITY
REDUCTION
VALVE
DOWNSHIFT
PRESSURE
UPSHIFT
PRESSURE
TRANSMISSION CASE
TORQUE CONVERTER
HOUSING
CHARGING
PUMP
LUBE
PUMP
SCAVENGE
PUMP
COOLER
BYPASS
VALVE
OIL
COOLER
LUBRICATION
RELIEF VALVE
PUMP
PRESSURE
TO TORQUE CONVERTER
RELAY VALVE
SELECTOR VALVE GROUP
RELIEF VALVE
TRANSMISSION ICM
HYDRAULIC SYSTEM
LOCKUP DUAL
STAGE RELIEF VALVE
LUBE
PRESSURE
ON
PRESSURE CONTROL
GROUP
PILOT OIL
PRESSURE
D
E
ROTARY ACTUATOR
N1
3
The transmission control group uses a dual stage relief valve for clutch
supply pressure. At high idle in torque converter drive, transmission
charging pressure should be 3065 kPa (445 psi) maximum. At low idle in
torque converter drive, transmission charging pressure should be
2480 kPa (360 psi) minimum.
Shown is a sectional view of the ICM transmission hydraulic control
valve group. The rotary selector spool is in a position that engages two
clutches. Pump supply oil from the lockup solenoid flows to the selector
piston in station "D." Station "D" reduces the pump supply pressure, and
the reduced pressure flows to the lower end of the relief valve. Providing
oil pressure to the lower end of the relief valve reduces the clutch supply
pressure.
During torque converter lockup (DIRECT DRIVE), clutch supply
pressure is reduced to extend the life of the transmission clutch seals.
At high idle in direct drive, clutch supply pressure should be
1620 + 240 - 100 kPa (235 + 35 - 15 psi). The corresponding
transmission charge pressure is reduced to 2205 70 kPa (320 10 psi).
Dual stage relief valve
- 117 -
supply hose
104
STMG 682
3/97
3
1
2
Oil flows from the transmission lube section of the torque converter and
transmission pump to the transfer gears through a hose (1). Transmission
lube oil flows through the transfer gears and the transmission to cool and
lubricate the internal components.
The transmission lube oil temperature sensor (2) provides an input signal
to the VIMS which informs the operator of the temperature of the
transmission lube oil.
The transmission lube pressure relief valve is in the transmission case
near the transmission hydraulic control valve. The relief valve limits the
maximum pressure in the transmission lube circuit. Transmission lube oil
pressure can be measured at the tap (3).
At HIGH IDLE, the transmission lube pressure should be 110 to 207 kPa
(16 to 30 psi). At LOW IDLE, the transmission lube pressure should be
5 to 65 kPa (.5 to 10 psi).
oil temperature
sensor
oil pressure tap
105
- 118 - STMG 682
3/97
Torque converter/
transmission
hydraulic system
Four section pump:
1. Transmission
scavenge
2. Torque converter
charging
3. Transmission
charging
SUCTION
SCREEN
RETURN
SCREEN
TC LOCKUP
VALVE
TC INLET
RELIEF
VALVE
TC OUTLET
RELIEF
VALVE
TC/TRANS
PUMPS
TC OUTLET
SCREEN
TORQUE CONVERTER/
TRANSMISSION COOLER
TC LOCKUP
VALVE
TC CHARGING
FILTER
TRANSMISSION
CHARGING
FILTER
TRANSMISSION
MAGNETIC
SCREENS
RETURN
SCREEN
TORQUE CONVERTER AND
TRANSMISSION HYDRAULIC SYSTEM
Shown is the torque converter and transmission hydraulic system. A four
section torque converter and transmission pump is located at the rear of
the torque converter. The four sections (from front to rear) are:
1. Transmission scavenge
2. Torque converter charging
3. Transmission charging
The transmission scavenge pump pulls oil through the magnetic screens
located at the bottom of the transmission. The scavenged oil from the
transmission is transferred into the torque converter housing through the
transmission oil return screen.
The three rear sections of the torque converter and transmission pump pull
oil from the torque converter housing sump. Most of the required oil
supply is pulled directly from the torque converter and transmission oil
cooler return oil. The remaining required oil supply is drawn through a
suction screen located in the bottom of the torque converter housing.
- 119 -
Torque converter
charging section
STMG 682
3/97
Oil from the torque converter charging section of the torque converter and
transmission pump flows through the torque converter charging filter to
the inlet relief valve mounted on the torque converter. The inlet relief
valve limits the maximum pressure of the supply oil to the torque
converter.
Torque converter charging oil either drops to the bottom of the housing or
flows through the torque converter outlet relief valve. The outlet relief
valve limits the pressure inside the torque converter.
Most of the oil from the torque converter outlet relief valve flows through
the torque converter outlet screen to the torque converter and transmission
oil cooler located on the right side of the engine. Oil from the torque
converter and transmission oil cooler returns to the torque converter
housing.
Oil from the transmission charging section of the torque converter and
transmission pump flows through the transmission charging filter. From
the filter, transmission charging oil flows in two directions:
- Transmission charging oil flows to the torque converter lockup clutch
valve located on top of the torque converter.
- Transmission charging oil also flows to the transmission control
valves located on top of the transmission.
Excess transmission charging oil to the transmission control valves either
drops to the bottom of the housing to be scavenged or flows back to the
torque converter housing.
When the torque converter lockup clutch solenoid is energized, pump
supply oil flows to the lockup clutch control valve. The lockup clutch
control valve then engages the lockup clutch.
Oil flows from the transmission lube section of the torque converter and
transmission pump to the transfer gears. Transmission lube oil flows
through the transfer gears and the transmission to cool and lubricate the
internal components.
Transmission
charging section
Transmission lube
section
106
- 120 - STMG 682
3/97
EPTC II shifts the
transmission
electronically
STARTER SOLENOID
A11
A12
A13
A14
A15
A16
B10
B9
A17
A18
A19
A36
A37
A10 A21 A22 A23 A24 A25
TOS
TRANSMISSION
A26 A3 A4 A5
EPTC II
A - 37 PIN CONNECTOR
B - 10 PIN SURE-SEAL CONNECTOR
A9
B1
B6
B7
A29
A30
A27
B5
A6
A20
A28
892 - BR
893 - GN
306 - GN
E750 - PU
706 - BR
720 - PU
707 - PU
711 - BR
712 - WH
713 - OR
714 - YL
715 - GN
716 - BU
307 - OR
D996 - PU
D997 - YL
218- BK
217 - BK
219 - BK
227 - BK
280 - BK
7
0
9

-

O
R
7
1
0

-

G
N
7
2
1

-

B
R
7
2
2

-

W
H
7
2
3

-

O
R
7
2
4

-

Y
L
7
2
5

-

G
N
7
2
6

-

B
U
7
0
3

-

B
U
7
0
4

-

G
Y
7
0
5

-

P
K
DATA LINK
UP, DOWN,
LOCKUP
SOLENOIDS
450 - YL
452- PU
2
10
12
3 4 5
11
6 7 8 9
13
D1 D2 D3
BACK-UP ALARM
RELAY
B2 321- BR
MACHINE
ID CODE
RAISE SOLENOID
A31 G714 - PU
FLOAT SOLENOID
A32 G711 - BR
LOWER SOLENOID G712- GN
A33
SHIFT
LEVER
SWITCH
SERVICE "SET" AND
"CLEAR" SWITCHES
CONVERTER
SPEED
ENGINE
SPEED
KEY START
SWITCH
BODY UP
SECONDARY
BRAKE
HOIST
LEVER
SERVICE/
RETARDER
BRAKE
TRANSMISSION
GEAR SWITCH
Electronically Programmable Transmission Control (EPTC II)
The purpose of the EPTC II is to determine the desired transmission gear
and energize solenoids to shift the transmission up or down as required
based on information from both the operator and machine.
The EPTC II receives information from various input components such as
the shift lever switch, Transmission Output Speed (TOS) sensor,
transmission gear switch and the hoist lever switch.
Based on the input information, the EPTC II determines whether the
transmission should upshift, downshift, engage the lockup clutch or limit
the transmission gear. These actions are accomplished by sending signals
to various output components.
Shifts controlled by
electrical signals
- 121 - STMG 682
3/97
Output components include the upshift, downshift and lockup solenoids,
the back-up alarm and others.
The EPTC II also provides the service technician with enhanced
diagnostic capabilities through the use of onboard memory, which stores
possible diagnostic codes for retrieval at the time of service.
With the use of a set of service switches, the service technician can access
the different modes to gather the stored diagnostic codes or set the
adjustable transmission gear limit functions.
Input and output components on the block diagram are accompanied with
a letter and number. The letter A corresponds with the 37 pin connector
and the letter B corresponds with the 10 pin Sure-Seal connector that are
attached to the transmission control. The numbers next to the letters
correspond to the pin numbers in the connector. For example, the shift
lever switch is connected to the transmission control through six wires in
the 37 pin connector at pin locations 11 through 16.
The Advanced Diesel Engine Management (ADEM II) engine control, the
Automatic Retarder Control (ARC), the Vital Information Management
System (VIMS) and the EPTC II all communicate with each other
through the CAT Data Link. Communication between the electronic
controls allows the sensors of each system to be shared. Many additional
benefits are provided, such as Controlled Throttle Shifting (CTS). CTS
occurs when the EPTC II tells the engine ECM to reduce engine fuel
during a shift to lower stress to the power train.
The EPTC II is also used to control the hoist system on the 793C. Several
changes have been made to the input and output signals through the EPTC
II 37 pin CE connector. The changes are:
1. The bed raise switch has been eliminated and an input signal is no
longer transmitted through Pin 7.
2. A Pulse Width Modulation (PWM) type position sensor provides
the hoist lever input signal to Pin 28.
3. A raise solenoid output signal has been added to Pin 31. The
output is a ground signal to a relay which sends +24 Volts to the
raise solenoid.
4. A float solenoid output signal has been added to Pin 32. The
output is a ground signal to a relay which sends +24 Volts to the
float solenoid.
5. A power down solenoid output signal has been added to Pin 33.
The output is a ground signal to a relay which sends +24 Volts to
the power down solenoid.
Benefits of electronic
communication
EPTC II used to
control hoist system
EPTC II connectors
and pin numbers
EPTC II outputs
- 122 -
Transmission
electronic control
107
STMG 682
3/97
Shown is the Electronic Programmable Transmission Control (EPTC II).
The EPTC II is located to the right of the operators seat in the center
console. The control contains a diagnostic window with 12 Light
Emitting Diodes (LEDs) and a three digit numeric display.
The service switches (arrow) are used to interrogate the EPTC II for
stored diagnostic information, event information and to program the
transmission top gear limit functions. The switches are labeled with an
"S" for "SET" and a "C" for "CLEAR."
The DIAGNOSTIC MODE of the Electronic Control is changed by
DEPRESSING and HOLDING both service switches (SET and CLEAR).
When the desired mode is shown on the display, the switches can be
released. By following the instructions in the Service Manual, the
serviceman can determine if the transmission electronic control system is
operating correctly.
Service switches
(arrow)
Diagnostic modes
changed with service
switches
108
- 123 - STMG 682
3/97
EPTC II DIAGNOSTIC WINDOW
D1 D2 D3
2
10
12
3 4 5
11
6 7 8 9
13
The onboard diagnostic window houses 12 status LED's along with a
three digit numeric display.
The functions of the three digit display and the status LED's are:
1. Three digits (D1, D2, D3) display numbers and letters or indicate
circuit conditions.
2. DIAG PRESENT--A RED LED which indicates that the Electronic
Control has detected a fault for which a diagnostic code has been
stored in memory. The LED is ON if the fault is still present.
3. BODY UP--An AMBER LED which is ON when the body up switch
is in use as sensed by a ground from the body up switch.
EPTC II diagnostic
window:
- 12 status LED's
- Three digit display
- 124 - STMG 682
3/97
4. RETARDER--An AMBER LED which is ON when the service brake
or retarder is in use as sensed by a ground from the service/retarder
brake pressure switch.
5. BRAKE--An AMBER LED which is ON when the secondary or
parking brake is in use as sensed by an open from the
secondary/parking brake pressure switch.
6. BODY RAISE--An AMBER LED which is ON when the hoist lever
sensor is providing a signal to the electronic control.
7. HOLD--An AMBER LED which is ON when the hold pedal or
switch is in use as sensed by a ground from the hold pedal or switch.
(Not used on Trucks.)
8. CONT FAILURE--A RED LED which is ON or FLASHING when
the electronic control has FAILED and should be replaced.
9. POWER--A GREEN LED which is ON when a nominal 24 Volts is
available between pins 1 and 2 of the electronic control 37 pin
connector.
10. TOS--An AMBER LED which is ON when the Transmission Output
Speed (TOS) sensor is providing a signal to the electronic control.
11. TCO--An AMBER LED which is ON when the Torque Converter
Output (TCO) speed sensor is providing a signal to the electronic
control.
12. EOS--An AMBER LED which is ON when the Engine Output Speed
(EOS) sensor is providing a signal to the electronic control.
13. MODE 1--An AMBER LED which is ON when the electronic
control is NOT in Mode 0.
NOTE: The small LED at the bottom right of the three digit display
has no diagnostic function. The small LED will always be ON.
Service personnel should always view the diagnostic window with the
small LED at the bottom right of the three digit display. When the
small LED is at the bottom right of the three digit display, service
personnel know that the window is being viewed in the correct
orientation.
- 125 -
109
STMG 682
3/97
The Electronic Control Analyzer Programmer (ECAP) and the Electronic
Technician (ET) Service Tools can be used in place of the EPTC II
diagnostic window. The ECAP and ET perform the same functions as the
EPTC II diagnostic window and are capable of several additional
diagnostic functions that the EPTC II window does not display.
Additional diagnostic functions that the service tools can perform are:
- Display the EPTC II internal clock hour reading.
- Display the hour reading of the first and last occurrence for each
logged diagnostic code.
- Display the definition for each logged diagnostic code.
- Display logged events.
- Display the lockup clutch engagement counter.
- Display the transmission gear shift counter.
ECAP and ET service
tools
- 126 -
1. Transmission gear
switch
110
STMG 682
3/97
4
3
2
1
Shown is an example of one input component to the EPTC II and three
output components from the EPTC II.
The transmission gear switch (1) provides input signals to the EPTC II.
The transmission gear switch inputs (also referred to as the actual gear
inputs) are comprised of six wires. Five of the six wires provide a code to
the EPTC II. The code is unique for each position of the transmission
gear switch. Each transmission gear switch position will result in two of
the five wires sending a ground signal to the EPTC II. The other three
wires will remain open (ungrounded). The pair of grounded wires is
unique for each gear position. The sixth wire is known as the "Ground
Verify" wire, which is normally grounded. The "Ground Verify" wire is
used by the EPTC II to verify that the transmission gear switch is
connected to the transmission control. The "Ground Verify" wire allows
the EPTC II to distinguish between loss of the transmission gear switch
signals and a condition in which the transmission gear switch is between
gear detent positions.
Earlier transmission gear switches use a wiper contact assembly that does
not require a power supply to Pin 4 of the switch. Present transmission
gear switches are Hall-Effect type switches. A power supply is required
to power the switch. A small magnet passes over the Hall cells which
then provide a non-contact position switching capability. The Hall-Effect
type switches use the same 10-Volt power supply as the transmission
output speed sensor.
- 127 - STMG 682
3/97
The solenoid outputs provide + Battery voltage to the upshift solenoid (2)
or the downshift solenoid (3) based on the input information from the
operator and the machine. The solenoids are energized until the
transmission actual gear switch signals the EPTC II that a new gear
position has been reached. The length of time that the solenoid is
energized is usually about 0.1 seconds when a single gear upshift is
desired.
The lockup solenoid output provides + Battery voltage to the lockup
clutch solenoid (4). The lockup solenoid is energized by the EPTC II
when in a DIRECT DRIVE gear. In FIRST gear, the solenoid will be
energized when the Transmission Output Speed (TOS) reaches a
predetermined value. When the machine is in CONVERTER DRIVE, the
solenoid is de-energized by the EPTC II.
2. Upshift solenoid
3. Downshift solenoid
4. Lockup clutch
solenoid
111
- 128 - STMG 682
3/97
793C
STEERING
STEERING SYSTEM
This section of the presentation explains the operation of the steering
system. As on other Caterpillar Off-highway Trucks, the steering system
uses hydraulic force to change the direction of the front wheels. The
system has no mechanical connection between the steering wheel and the
steering cylinders.
- 129 -
Steering tank
1. Upper sight gauge
2. Lower sight gauge
112
STMG 682
3/97
6
3
7
1
2
5
4
The steering tank is located on the right platform. Two sight gauges are
on the side of the tank. When the engine is shut off and the oil is cold, the
oil should be visible between the FULL and ADD OIL markings of the
upper sight gauge (l). When the engine is running and the accumulators
are fully charged, the oil level should not be below the ENGINE
RUNNING marking of the lower sight gauge (2). If the ENGINE
RUNNING level is not correct, check the nitrogen charge in each
accumulator. A low nitrogen charge will allow excess oil to be stored in
the accumulators and will reduce the secondary steering capacity.
A combination vacuum breaker/pressure relief valve is used to limit the
tank pressure. Before removing the fill cap, be sure that the engine was
shut off with the key start switch and the oil has returned to the tank from
the accumulators. Depress the pressure release button (3) on the breather
to vent any remaining pressure from the tank.
Supply oil for the steering system is provided by a piston-type pump.
Case drain oil from the pump returns to the tank through the filter (4).
The remaining steering system oil returns to the tank through the main
steering filter (5). Both filters are equipped with bypass valves to protect
the system if the filters are plugged or during cold oil start-up.
4. Case drain oil filter
5. Main steering filter
3. Combination
vacuum breaker/
relief valve and
pressure release
button
- 130 - STMG 682
3/97
If the steering pump fails or if the engine cannot be started, the
connector (6) is used to attach an Auxiliary Power Unit (APU). The APU
will provide supply oil from the steering tank at the connector (6) to
charge the steering accumulators. Steering capability is then available to
tow the truck.
The steering oil temperature sensor (7) provides an input signal to the
VIMS which informs the operator of the steering system oil temperature.
the steering accumulators, refer to the Service Manual Module "793C
Off-highway Truck Steering System" (Form SENR1452) and the
Special Instruction "Repair of 4T8719 Bladder Accumulator Group"
(Form SEHS8757). For more information on using the APU, refer to
the Special Instructions "Using 1U5000 Auxiliary Power Unit (APU)"
(Form SEHS8715) and "Using the 1U5525 Attachment Group"
(Form SEHS8880).
6. APU supplemental
steering connector
7. Steering oil
temperature sensor
- 131 -
113
STMG 682
3/97
2
4
3
1
The 793C is equipped with a load sensing, pressure compensated,
piston-type pump (1). The steering pump is mounted to the pump drive.
The pump drive is located on the inside of the right frame rail near the
torque converter.
The steering pump operates only when the engine is running and provides
the necessary flow of oil to the accumulators for steering system
operation. The steering pump contains a load sensing controller (2) that
works with an accumulator charging valve to monitor and control steering
pump output.
The steering pump will produce flow at high pressure until the steering
accumulators are charged with oil and the pressure increases to
21400 345 kPa (3100 50 psi) at LOW IDLE. This pressure is referred
to as the CUT-OUT pressure. When the CUT-OUT pressure is reached,
the accumulator charging valve reduces the load sensing signal pressure
to the pump load sensing controller, and the pump will destroke to the
LOW PRESSURE STANDBY position. During LOW PRESSURE
STANDBY, the pressure should be between 2410 and 3445 kPa
(350 and 500 psi).
The pump operates at minimum swashplate angle to supply oil for
lubrication, leakage and Hand Metering Unit (HMU) "thermal bleed."
Because of the normal leakage in the steering system, the pressure in the
accumulators will gradually decrease to 19200 315 kPa (2785 45 psi).
This pressure is referred to as the CUT-IN pressure.
1. Steering pump
CUT-OUT pressure
LOW PRESSURE
STANDBY
2. Load sensing
controller
CUT-IN pressure
- 132 - STMG 682
3/97
When the pressure in the accumulators decreases to the CUT-IN pressure,
the accumulator charging valve blocks the load sensing signal line to the
load sensing controller from returning to the tank, and the pump will
upstroke to maximum displacement (full flow).
A pressure tap (3) is located on the pump pressure switch manifold. If
steering pump pressure is measured at this tap during LOW PRESSURE
STANDBY, a gauge acceptable for testing maximum steering system
pressure must be used to avoid damaging the gauge when the steering
pump upstrokes to provide maximum oil flow.
Two pressure switches monitor the condition of the steering system on the
793C. One switch (4) monitors the output of the steering pump. The
purpose of this switch is to monitor pump supply pressure during LOW
PRESSURE STANDBY. The VIMS refers to this switch as the "low
steering pressure" switch.
The other steering pressure switch is mounted on the solenoid and relief
valve manifold, which is located on the front frame rail below the engine.
This switch monitors the steering system accumulator pressure. The
VIMS refers to this switch as the "high steering pressure" switch.
Both steering pressure switches provide input signals to the VIMS which
informs the operator of the condition of the steering system. A steering
system warning is only displayed if the ground speed is above 8 km/h
(5 mph).
4. Low steering
pressure switch
4. High steering
pressure switch
Steering pressure
warnings only above
8 km/h (5 mph)
3. LOW PRESSURE
STANDBY pressure
tap
- 133 -
114
STMG 682
3/97
5
4
6
2
1
3
Steering pump supply oil flows through a check valve (1) to the solenoid
and relief valve manifold (2). The solenoid and relief valve manifold
connects the steering pump to the accumulator charging valve (3), the
accumulators and the steering directional valve (4). The solenoid and
relief valve manifold also provides a path to drain for the steering oil.
When checking the steering system CUT-OUT and CUT-IN pressures, a
gauge can be connected at the pressure tap (5).
Steering system oil samples can be taken at the steering system Scheduled
Oil Sampling (SOS) tap (6).
1. Check valve
2. Solenoid and relief
valve manifold
3. Accumulator
charging valve
4. Steering directional
valve
5. Steering system
pressure tap
6. Steering system
SOS tap
- 134 -
115
STMG 682
3/97
3
2
1
Shown is a closer view of the accumulator charging valve (1). Steering
system CUT-OUT pressure is adjusted at the upper valve (2). Steering
system CUT-IN pressure is adjusted at the lower valve (3).
Steering pump supply pressure increases until the accumulator pressure
acting on the accumulator charging valve shifts the cut-out and cut-in
pressure valves. Together, the cut-out and cut-in pressure valves reduce
the Load Sensing (LS) signal pressure (feedback pressure) to slightly
above tank pressure. The pump is destroked to LOW PRESSURE
STANDBY (CUT-OUT).
When the pressure in the accumulators decreases, the cut-in and cut-out
pressure valves shift again and block the load sensing signal pressure
from the tank. The pump load sensing signal pressure becomes equal to
pump pressure, and the steering pump returns to the FULL FLOW
position (CUT-IN).
1. Accumulator
charging valve
2. CUT-OUT pressure
valve
3. CUT-IN pressure
valve
116
- 135 - STMG 682
3/97
Steering pump
operation
Actuator piston
drained during
maximum flow
PUMP OUTPUT
LOAD SENSING
PRESSURE
ACTUATOR PISTON
LOAD SENSING
CONTROLLER
SWASHPLATE
PISTON
FLOW
COMPENSATOR
DURING CHARGING (CUT-IN)
STEERING PUMP
ACCUMULATOR
CHARGING VALVE
TO ACCUMULATORS
FROM ACCUMULATORS
CUT-OUT
VALVE
CUT-IN
VALVE
HIGH PRESSURE
CUTOFF VALVE
After the engine is started, pressure increases in the steering accumulators.
The pump load sensing controller is spring biased to vent the actuator
piston pressure to drain. Venting pressure from the load sensing controller
and the actuator piston positions the spring biased swashplate to
maximum displacement (full flow).
As pressure increases in the accumulators, pump supply pressure is sensed
in the accumulator charging valve and on both ends of the flow
compensator. When pressure is present on both ends of the flow
compensator, the swashplate is kept at maximum angle by the force of the
spring in the pump housing and pump discharge pressure on the
swashplate piston. The pistons travel in and out of the barrel and
maximum flow is provided through the outlet port. Since the pump is
driven by the engine, engine rpm also affects pump output.
NOTE: Because the signal lines are sensing pump supply pressure
and not a "load" pressure, the steering system does not operate the
same as other load sensing systems with a margin pressure.
117
- 136 - STMG 682
3/97
Accumulator charging
valve shifts
Signal pressure
decreases
PUMP OUTPUT
LOAD SENSING
PRESSURE
LOAD SENSING
CONTROLLER
FLOW
COMPENSATOR
SWASHPLATE
PISTON
ACTUATOR
PISTON
LOW PRESSURE STANDBY (CUT-OUT)
STEERING PUMP
TO ACCUMULATORS
FROM ACCUMULATORS
ACCUMULATOR
CHARGING
VALVE
CUT-OUT
VALVE
CUT-IN
VALVE
HIGH PRESSURE
CUTOFF VALVE
Pump supply pressure will increase until the accumulator pressure acting
on the accumulator charging valve shifts the cut-out and cut-in valves, and
the load sensing signal pressure is reduced to slightly above tank pressure.
The cut-out and cut-in valves shift when the pump outlet pressure is
approximately 21400 345 kPa (3100 50 psi) at LOW IDLE.
Pump oil (at LOW PRESSURE STANDBY) flows past the lower end of
the displaced flow compensator spool to the actuator piston. The actuator
piston has a larger surface area than the swashplate piston. The oil
pressure at the actuator piston overcomes the spring force of the
swashplate piston and moves the swashplate to destroke the pump. The
pump is then at LOW PRESSURE STANDBY (cut-out). Pump output
pressure is equal to the setting of the flow compensator. The LOW
PRESSURE STANDBY setting is between 2410 and 3445 kPa
(350 and 500 psi).
Pump at LOW
PRESSURE STANDBY
- 137 - STMG 682
3/97
In the NEUTRAL or NO STEER position, demand for oil from the
accumulators is low. The pump operates at minimum swashplate angle to
supply oil for lubrication, leakage and HMU "thermal bleed." Because of
the normal leakage in the steering system, the pressure in the
accumulators will gradually decrease to 19200 315 kPa (2785 45 psi).
When the pressure in the accumulators decreases to 19200 315 kPa
(2785 45 psi), the accumulator charging valve cut-in and cut-out valves
shift and block the load sensing signal line pressure from the tank. Pump
oil pressurizes the load sensing signal line. The load sensing signal shifts
the flow compensator spool and drains the actuator piston. Draining the
actuator piston positions the spring biased swashplate to maximum
displacement and full flow (CUT-IN).
At LOW lDLE in the NEUTRAL or NO STEER position, the pump will
cycle between the cut-out and cut-in conditions in intervals of 30 seconds
or more. Connecting a pressure gauge to the pressure tap below the
steering directional valve will indicate these steering system pressures. If
the pump pressure cycles in less than 30 seconds, leakage exists in the
system and must be corrected. Typical sources of leakage can be the
accumulator bleed down solenoid or the back-up relief valve located on
the solenoid and relief valve manifold. If a machine has an HMU with
the thermal bleed orifice removed, the cycle time between cut-out and
cut-in will be between 6 and 7 minutes.
If the accumulator charging pressure cannot be adjusted within
specifications, an adjustment of the high pressure cutoff valve is required.
The high pressure cutoff valve is part of the load sensing controller
mounted on the steering pump. The high pressure cutoff setting is
23100 345 kPa (3350 50 psi) at HIGH IDLE. The high pressure
cutoff setting must be a minimum of 350 kPa (50 psi) higher than the
accumulator charging (cut-out) valve setting at HIGH IDLE.
To adjust the high pressure cutoff valve on the load sensing controller,
turn the cut-out valve adjustment screw completely in and count the
number of turns so it can be returned to its original position later. With
the engine at HIGH IDLE, adjust the high pressure cutoff valve to
23100 345 kPa (3350 50 psi). Return the cut-out valve adjustment
screw to its original position and re-test the cut-out and cut-in valve
pressures.
NOTE: When testing or adjusting any steering system pressure
settings, always allow the accumulator charge cycle to occur at least
ten times before measuring the pressure. Failure to allow the
charging cycle to occur ten times will result in inaccurate readings.
Accumulator pressure
decreases
Cut-in and cut-out
valves shift
Pump returns to full
flow
High pressure cutoff
valve adjustment
Cycle time between
CUT-OUT and CUT-IN:
- With thermal bleed
orifice, 30 seconds
or more
- Without thermal
bleed orifice,
between 6 and 7
minutes
118
- 138 - STMG 682
3/97
valve
FROM PUMP TO PUMP CONTROL
SIGNAL PORT
CUT-OUT VALVE
CUT-IN VALVE
FROM
ACCUMULATOR
TO TANK
FEEDBACK ORIFICE
ACCUMULATOR CHARGE VALVE
DURING CHARGING (CUT-IN)
Shown is a sectional view of the accumulator charging valve during
CHARGING (CUT-IN).
During CHARGING, the cut-out spool is held to the right by the spring.
The cut-out spool blocks the pump and load sensing signal passages from
the feedback orifice. Signal pressure is equal to pump pressure and the
high signal pressure causes the pump to upstroke to maximum
displacement (full flow).
As accumulator pressure increases, the cut-out spool will move to the left
against the spring force. When accumulator pressure reaches the cut-out
setting, the cut-out spool will open the pump and load sensing signal
passages to the feedback orifice. The feedback orifice reduces the load
sensing signal pressure to slightly more than tank pressure.
119
- 139 - STMG 682
3/97
valve
SIGNAL PORT
CUT-OUT VALVE
CUT-IN VALVE
FROM
ACCUMULATOR
TO TANK
FEEDBACK ORIFICE
LOW PRESSURE STANDBY (CUT-OUT)
Shown is a sectional view of the accumulator charging valve in the LOW
PRESSURE STANDBY (CUT-OUT) position.
In the CUT-OUT position, accumulator pressure has increased to the cut-
out setting and both the cut-in and cut-out stems are fully shifted against
the springs. The pump and load sensing signal passages are open to the
feedback orifice. The feedback orifice reduces the signal pressure to
slightly more than tank pressure.
The feedback orifice is only required to initiate and maintain CUT-OUT.
As the accumulator pressure decreases, the feedback pressure holds the
cut-out spool to the left until the cut-in valve opens and vents the feedback
pressure to the tank. The feedback pressure during CUT-OUT assists
shifting against the spring. At the beginning of CUT-IN, the feedback
pressure assists the spring force.
120
- 140 - STMG 682
3/97
valve
SIGNAL PORT
CUT-OUT VALVE
CUT-IN VALVE
FROM
ACCUMULATOR
TO TANK
FEEDBACK ORIFICE
BEGINNING STAGE OF CUT-IN
Shown is a sectional view of the accumulator charging valve in the
beginning stage of CUT-IN.
When accumulator pressure decreases to the cut-in pressure, the cut-in
spool will move to the right and allow feedback pressure into the cut-in
valve and cut-out valve spring chambers. The feedback pressure assists
the cut-out and cut-in valve springs with shifting the cut-out and cut-in
spools to the right.
The cut-in spool continues to move to the right and blocks the center
passage to the cut-out spool. When the center passage to the cut-out spool
is blocked, signal pressure becomes equal to pump pressure.
CUT-IN will occur when the cut-out spool shifts to a position in which the
pump load sensing signal is no longer vented to feedback pressure. Signal
pressure becomes equal to pump pressure, the pump upstrokes and the
charging cycle begins.
- 141 -
1. Check valve
121
STMG 682
3/97
1
6
2
1
3
4
5
Steering pump supply oil flows through a check valve (1) to the solenoid
and relief valve manifold. The solenoid and relief valve manifold
connects the steering pump to the accumulator charging valve, the
accumulators and the steering directional valve. The solenoid and relief
valve manifold also provides a path to drain for the steering oil.
A steering accumulator pressure switch (2), an accumulator bleed down
solenoid (3), a back-up relief valve (4), a steering system Scheduled Oil
Sampling (SOS) tap (5) and a supplemental steering connector (6) are
located on the solenoid and relief valve manifold.
The check valve (1) prevents accumulator oil from flowing back to the
steering pump when the pump destrokes to LOW PRESSURE
STANDBY.
The steering accumulator pressure switch (2) monitors the steering
accumulator pressure. The VIMS refers to this switch as the "High
Steering Pressure" switch.
The steering accumulator pressure switch provides an input signal to the
VIMS which informs the operator of the steering system condition. A
steering system warning is displayed only if the ground speed is above
8 km/h (5 mph).
2. Steering
accumulator
pressure switch
3. Accumulator bleed
down solenoid
4. Back-up relief valve
5. Steering system
SOS tap
6. Supplemental
steering connector
Steering pressure
warnings only above
8 km/h (5 mph)
- 142 - STMG 682
3/97
The accumulator bleed down solenoid (3) is used to drain pressure oil
from the accumulators when the truck is not in operation.
The back-up relief valve (4) is used to drain pressure oil if the steering
pump high pressure cutoff valve does not open.
Steering system oil samples can be taken at the steering system Scheduled
Oil Sampling (SOS) tap (5)
To operate the steering circuit on a disabled truck, an Auxiliary Power
Unit (APU) connects to the supplemental steering connector (6) on the
solenoid and relief valve manifold and to a suction port on the hydraulic
tank (see Slide No. 112). The APU will provide supply oil to charge the
accumulators. Steering capability is then available to tow the truck.
122
- 143 - STMG 682
3/97
Solenoid and relief
valve manifold
BACK-UP RELIEF
VALVE
BLEED DOWN
SOLENOID
TO TANK
SUPPLY FROM PUMP
AND ACCUMULATORS
SOLENOID AND RELIEF VALVE MANIFOLD
Shown is a sectional view of the solenoid and relief valve manifold. The
accumulator bleed down solenoid is activated by the bleed down solenoid
shutdown control when the key start switch is moved to the OFF position.
The bleed down solenoid shutdown control holds the solenoid open for
70 seconds.
Pressure oil from the accumulators is sensed by the bleed down solenoid.
When the solenoid is energized, the plunger moves and connects the
pressure oil to the drain passage. Pressure oil flows through an orifice,
past the plunger, to the tank. The orifice limits the return oil flow from
the accumulators to a rate which is LOWER than the flow limit
(restriction) of the steering oil filter in the hydraulic tank. When the
solenoid is de-energized, spring force moves the plunger and pressure oil
cannot go to drain.
Bleed down solenoid
drains accumulators
- 144 -
Back-up relief valve
protects system if
pump does not
destroke
STMG 682
3/97
The back-up relief valve protects the steering system if the steering pump
malfunctions (fails to destroke). Pressure oil from the steering pump
works against the end of the back-up relief valve and the spring. The
relief valve unseats (opens) if oil pressure reaches approximately
26000 400 kPa (3775 60 psi) at a flow of 8 2 L/min. (2 .5 gpm).
Oil then flows past the relief valve and drains to the tank.
The back-up relief valve must only be adjusted on a test bench. The
pressure setting of the back-up relief valve can be changed by adjusting
the spring force that keeps the relief valve seated (closed). To change the
relief valve setting, remove the protective cap and turn the adjustment
screw clockwise to increase or counterclockwise to decrease the pressure
setting. One revolution of the setscrew will change the pressure setting
3800 kPa (550 psi).
A functional test of the back-up relief valve can be performed on the
machine by installing a manual hydraulic pump at the location of the
Auxiliary Power Unit (APU) connector and installing blocker plates to
prevent oil from flowing to the accumulators. See the service manual for
more detailed information.
NOTE: Using the functional test procedure to adjust the back-up
relief valve will provide only an approximate setting. Accurate
setting of the back-up relief valve can only be performed on a
hydraulic test bench.
Adjust back-up relief
valve on test bench
only
Functional test of
back-up relief valve
(on machine)
- 145 -
1. Steering directional
valve
123
STMG 682
3/97
2
1
The steering directional valve (1) is pilot operated from the HMU in the
operators station. Five pilot lines connect these two components. The
pilot lines send pilot oil from the HMU to shift the spools in the steering
directional valve. The spools control the amount and direction of pressure
oil sent to the steering cylinders. Four pilot lines are used for pump
supply, tank return, left turn and right turn. The fifth pilot line is for the
load sensing signal.
When checking the steering system cut-out and cut-in pressures, a gauge
can be connected at the pressure tap (2).
2. Steering system
pressure tap
124
- 146 - STMG 682
3/97
Steering directional
valve components:
- Priority spool
- Amplifier spool with
combiner/check
spool
- Directional spool
- Relief/makeup valves
- Back pressure valve
RELIEF/MAKEUP
VALVE
LEFT TURN
CYLINDER
BACK PRESSURE
VALVE
LEFT TURN PILOT OIL
AMPLIFIER SPOOL
RIGHT TURN PILOT OIL
COMBINER/CHECK
SPOOL
LOAD SENSING PORT
FROM
ACCUMULATOR
PRIORITY SPOOL
STEERING DIRECTIONAL VALVE
RIGHT TURN
CYLINDER
RELIEF/MAKEUP
VALVE
HAND METERING
UNIT SUPPLY AND
THERMAL BLEED
NO TURN
TO TANK
Shown is a sectional view of the steering directional valve. The main
components of the steering directional valve are: the priority spool, the
amplifier spool with internal combiner/check spool, the directional spool,
the relief/makeup valves and the back pressure valve.
Pressure oil from the accumulators flows past the spring biased priority
spool and is blocked by the amplifier spool. The same pressure oil flows
through an orifice to the right end of the priority spool. The orifice
stabilizes the flow to the priority spool and must be present to open and
close the priority spool as the flow demand changes. The same pressure
oil flows to the HMU. After all the passages fill with pressure oil, the
priority spool shifts to the left, but remains partially open. In this
position, the priority spool allows a small amount of oil flow (thermal
bleed) to the HMU and decreases the pressure to the HMU supply port.
The lower pressure prevents the HMU from sticking.
- 147 - STMG 682
3/97
With the truck in the NEUTRAL or NO TURN position, all four working
ports (supply, tank, right turn and left turn) are vented to the tank through
the HMU. The directional spool is held in the center position by the
centering springs.
125
- 148 - STMG 682
3/97
Steering directional
valve during a RIGHT
TURN
AMPLIFIER SPOOL
BACK PRESSURE VALVE
LEFT TURN PILOT OIL RIGHT TURN PILOT OIL
COMBINER/CHECK SPOOL
LOAD SENSING PORT
FROM
ACCUMULATOR
HAND METERING
UNIT SUPPLY AND
THERMAL BLEED
PRIORITY SPOOL
STEERING DIRECTIONAL VALVE
RIGHT TURN
RELIEF/MAKEUP VALVE
LEFT TURN
CYLINDER
RIGHT TURN
CYLINDER
RELIEF/MAKEUP VALVE
TO TANK
When the steering wheel is turned to the RIGHT, the "thermal bleed" and
venting of the four work ports to the tank is stopped. The increased
supply pressure flows to the HMU and the load sensing pilot line. The
load sensing pilot line directs cylinder pressure to the priority spool in the
directional valve. Cylinder pressure is present in the HMU because pilot
oil combines with accumulator oil in the combiner/check valve spool in
the directional valve. The increased pressure in the load sensing line
causes the priority spool to move to the right and allows more oil to flow
to the HMU through the supply line. The load sensing pump supply
pressure varies with the steering load. The priority spool moves
proportionally, allowing sufficient oil flow to meet the steering
requirements.
Pilot oil flows through a stabilizing orifice to the right turn pilot port of
the directional valve and moves the directional spool. Movement of the
directional spool allows pilot oil to flow to the amplifier and
combiner/check spools.
Pilot oil moves
directional spool
Load sensing pilot
pressure moves
priority spool
- 149 -
Pilot oil moves
amplifier spool
STMG 682
3/97
The pilot oil divides at the amplifier spool. Pilot oil flows through a
narrow groove around the combiner/check spool. The pilot oil is
momentarily blocked until the amplifier spool moves far enough to the
right to allow partial oil flow through one of eight orifices.
Pilot oil also flows through a connecting pin hole and a stabilizing orifice
to the left end of the amplifier spool and causes the amplifier spool to
move to the right. Accumulator oil at the spring end (right end) of the
amplifier spool flows through a mid-connecting pin to the left end of the
amplifier spool and also causes the amplifier spool to move to the right.
When the amplifier spool moves to the right, accumulator oil flows to the
inner chamber, forcing the combiner/check spool to the left. Accumulator
oil then flows through seven of the eight orifices. Pilot and accumulator
oil combine. Oil flows across the directional spool (which has already
shifted) for a RIGHT TURN.
The faster the steering wheel is turned, the farther the directional spool
and the amplifier spool are shifted. A higher flow rate is available, which
causes the truck to turn faster. The ratio of pilot and pump supply oil that
combine is always the same because one orifice is dedicated to pilot flow
and seven orifices are dedicated to accumulator supply flow.
Return oil from the cylinders flows across the directional spool, around
the relief/makeup valve, forces the back pressure valve open and returns
to the tank.
During a turn, if a front wheel strikes a large obstruction that cannot
move, oil pressure in that steering cylinder and oil line increases. Oil
flow to the cylinder is reversed. This pressure spike is felt in the
amplifier spool. The combiner/check spool moves to the right and blocks
the seven pump supply oil orifices to the steering cylinders. The
amplifier spool moves to the left and blocks the pilot oil orifice. Pilot oil
flow to the steering cylinders stops. The pressure spike is not felt at the
HMU. If the pressure spike is large enough, the relief/makeup valve
drains the pressure oil to the tank as previously described.
Turning steering
wheel faster provides
more flow to cylinders
Pressure spike moves
combiner/check spool
and blocks flow to
HMU
Pilot and accumulator
oil combine in
combiner/check spool
- 150 -
HMU (arrow)
126
STMG 682
3/97
The Hand Metering Unit (HMU) (arrow) is located at the base of the
steering column behind a cover at the front of the cab. The HMU is
connected to the steering wheel and controlled by the operator.
The HMU meters the amount of oil sent to the steering directional valve
by the speed at which the steering wheel is turned. The faster the HMU is
turned, the higher the flow sent to the steering cylinders, and the faster the
wheels will change direction.
Meters oil to
directional valve
127
- 151 - STMG 682
3/97
HMU in NEUTRAL
CONTROL
SECTION
SLEEVE
SPOOL
DRIVE PIN
L R P T
THERMAL BLEED
PASSAGES
CENTERING
SPRINGS
METERING
SECTION
ROTOR
STATOR
HAND METERING UNIT
NEUTRAL POSITION
Shown is a sectional view of the HMU in the NEUTRAL (NO TURN)
position. The metering section is a small hydraulic pump which produces
a specific (metered) amount of oil flow. This metered oil is then directed
by the control section to the left or right turn port. As the steering wheel
is turned faster, the flow of oil increases. More oil is sent to the steering
cylinders, which allows the cylinders to move faster.
When the steering wheel is in the NEUTRAL position (steering wheel
stationary), the holes in the sleeve and the passages in the spool are not
aligned. However, a small amount of pump oil from the inlet is allowed
to flow through the center of the HMU. This small amount of oil flow
(thermal bleed) keeps the HMU full and ready for a quick response to
steering demands. The thermal bleed oil also helps keep the HMU warm
during cold weather operation.
- 152 - STMG 682
3/97
When the steering wheel is turned, the spool, pin and drive start to turn.
The sleeve does not turn at the same time because the diameter of the
holes for the pin in the sleeve is slightly larger than the diameter of the
pin. The slight delay in sleeve movement allows the spool to turn far
enough inside the sleeve to align the holes in the sleeve with the grooves
in the spool. The oil path for thermal bleed is then blocked by the rotation
of the spool and the sleeve.
128
- 153 - STMG 682
3/97
HMU during RIGHT
TURN
METERING
SECTION
CONTROL
SECTION
SLEEVE
SPOOL
DRIVE PIN
ROTOR
L R P T
STATOR
CENTERING
SPRINGS
HAND METERING UNIT
RIGHT TURN
When the steering wheel is turned to the RIGHT and the holes in the
sleeve are aligned with the grooves in the spool, pump oil (P) at the inlet
flows through the holes in the sleeve and the grooves in the spool. The oil
in the grooves goes through other holes in the sleeve and into the lower
passage. Oil flows through the lower passage to the metering section and
is then directed into a space between the stator and the rotor.
The rotor is splined to the drive. As the drive turns, the rotor turns and
directs oil through the upper passage. The metered oil flows through the
holes in the sleeve, the grooves in the spool and out of the sleeve through
the right turn port (R). Metered oil from the port goes to the steering
directional valve.
Return oil from the steering cylinders flows through the tank port (T) in
the HMU to the steering tank.
- 154 - STMG 682
3/97
When the steering wheel rotation is stopped, the spool, pin, drive and
rotor stop turning. The centering springs that were compressed when the
spool was moving now bring the spool and sleeve back to a NEUTRAL
position. The holes in the sleeve no longer align with the grooves in the
spool. Oil flow from the pump stops. Pilot oil to the steering directional
valve stops, causing the wheels to remain stationary.
- 155 -
Steering accumulators
(arrow)
129
STMG 682
3/97
Two steering accumulators (arrow) provide the supply oil during normal
operation and temporary secondary steering if a loss of pump oil flow
occurs.
Inside the accumulators is a rubber bladder that is charged with nitrogen.
The nitrogen charge provides energy for normal steering and secondary
steering capability if steering pump flow stops.
To check the secondary steering system, the engine must be shut off with
the manual shutdown switch while leaving the key start switch in the ON
position. When the manual shutdown switch is used, the bleed down
solenoid is not energized and the accumulators do not bleed down. The
truck can then be steered with the engine stopped.
INSTRUCTOR NOTE: More detailed information on servicing the
steering accumulators is in the Special Instruction "Repair of 4T8719
Bladder Accumulator Group" (Form SEHS8757).
High pressure oil remains in the accumulators if the manual
shutdown switch is used. To release the oil pressure in the
accumulators, turn the key start switch to the OFF position and turn
the steering wheel left and right until the oil is drained from the
accumulators (steering wheel can no longer be turned).
WARNING
- 156 -
Shutdown control
(arrow)
130
STMG 682
3/97
Shown is the shutdown control (arrow) for the steering accumulator bleed
down solenoid. The control is located in the cab below the center
console.
The steering accumulator bleed down solenoid is activated by the control
when the key start switch is moved to the OFF position. The bleed down
solenoid shutdown control holds the solenoid open for 70 seconds.
131
Hoist system
controlled by EPTC II
HOIST SYSTEM
The hoist system on the 793C Off-highway Truck is electronically
controlled by the Electronic Programmable Transmission Control
(EPTC II).
The hoist control system operates similarly to the previous trucks. The
four operating positions are: RAISE, HOLD, FLOAT and LOWER.
- 157 - STMG 682
3/97
793C
HOIST SYSTEM
132
The operator controls the hoist lever (arrow). The four positions of the
hoist lever are RAISE, HOLD, FLOAT and LOWER.
The truck should normally be operated with the hoist lever in the FLOAT
position. Operating with the hoist lever in the FLOAT position allows the
hoist valve to provide some downward hydraulic pressure on the hoist
cylinders and prevents an empty body from bouncing on rough haul
roads.
- 158 - STMG 682
3/97
Hoist lever (arrow)
Hoist lever normally in
FLOAT position
Hoist control position
sensor (arrow)
133
The hoist lever controls a Pulse Width Modulated (PWM) position sensor.
The PWM sensor sends duty cycle input signals to the EPTC II.
Depending on the position of the sensor and the corresponding duty cycle,
one or two relays located behind the cab are energized. The relays then
send +24 Volts to one or two of the three solenoids located on the hoist
valve. The hoist valve is mounted on the frame near the right hoist
cylinder.
The hoist lever sensor also replaces the body raise switch (transmission
neutralizer switch) that was located behind the operators seat. The hoist
lever sensor performs three functions:
- Raises and lowers the body.
- Neutralizes the transmission in REVERSE.
- Starts a cycle for the Truck Production Management System
(TPMS).
INSTRUCTOR NOTE: To see the hoist system input and output
connections to the EPTC II, refer to Slide No. 106.
- 159 - STMG 682
3/97
Sensor energizes
three solenoids on
hoist valve
Sensor performs three
functions:
- Raises and lowers
body
- Neutralizes
transmission in
REVERSE
- Starts cycle for
TPMS
HOIST LEVER POSITION DUTY CYCLE RANGE
RAISE 15% TO 29%
HOLD 33% TO 51%
FLOAT 55% TO 70%
LOWER 76% TO 90%
Hoist and brake oil
hydraulic tank
Oil level sight gauges
(arrows)
134
Shown is the hoist and brake oil hydraulic tank and the oil level sight
gauges (arrows). The oil level is normally checked with the upper sight
gauge. The oil level should first be checked with cold oil and the engine
stopped. The level should again be checked with warm oil and the engine
running.
The lower sight gauge is used when filling the hydraulic tank with the
hoist cylinders in the RAISED position. When the hoist cylinders are
lowered, the hydraulic oil level will increase. After the hoist cylinders are
lowered, check the hydraulic tank oil level with the upper sight gauge as
stated above.
- 160 - STMG 682
3/97
Lower sight gauge
used for filling tank
with hoist cylinders
RAISED
Rear of hoist and
brake oil tank:
135
Shown is the rear of the hoist and brake oil hydraulic tank. The hoist
system pumps pull oil from the hydraulic tank through the suction
screens (1) located in the rear of the tank.
Two rear brake oil cooler relief valves are located in the hydraulic tank at
the left center connection (2). The setting of the oil cooler relief valves is
790 kPa (115 psi).
- 161 - STMG 682
3/97
2
1
1. Suction screens
2. Rear brake oil cooler
relief valve location
1. Two section hoist
pump
136
The hoist system oil is supplied by a two section pump (1) located at the
top rear of the pump drive. Oil flows from the hoist pump to the hoist
valve through two screens located above the hoist valve.
The hoist system relief pressures are different in the RAISE and LOWER
positions.
The hoist system relief pressure during RAISE is 20370 + 700 - 0 kPa
(2955 + 100 - 0 psi).
The hoist system relief pressure during LOWER is 3450 + 350 - 0 kPa
(500 + 50 - 0 psi).
The hoist system pressure can be measured at the two pressure taps (2).
- 162 - STMG 682
3/97
2
1
2. Hoist system
pressure taps
Relief pressures
different for RAISE
and LOWER
1. Hoist screens
2. Hoist screen bypass
switches
137
Oil flows from the hoist pump through the hoist screens (1) to the hoist
control valve. Two hoist screen bypass switches (2) provide input signals
to the VIMS which informs the operator if the hoist screens are restricted.
The hoist valve uses parking brake release pressure as the pilot oil to shift
the directional spool inside the hoist valve. The parking brake release oil
pressure is 4700 200 kPa (680 30 psi). Three solenoid valves are used
to direct the pilot oil to the ends of the directional spool. The solenoid
valve (3) is energized by the hoist lever sensor in the cab when the sensor
is in the RAISE position.
A counterbalance valve (4) is mounted on the left side of the hoist valve.
The counterbalance valve prevents cavitation of the cylinders when the
body raises faster than the pumps can supply oil to the cylinders (caused
by a sudden shift of the load).
When the hoist valve is in the HOLD or FLOAT position, all the hoist
pump oil flows through the large hose (5) to the front brake oil cooler
filters located outside the left frame. Excess oil from the parking brake
release valve joins the hoist pump oil at the fitting connected to the large
hose (5).
- 163 - STMG 682
3/97
1
3
2
5
4
3. RAISE position
solenoid valve
4. Counterbalance
valve
5. Hose to front brake
oil cooler filters
138
An oil cooler relief valve is located in the hoist valve behind the large
plug (1). The relief valve limits the front brake oil cooling pressure when
the hoist valve is in the HOLD or FLOAT position. The setting of the oil
cooler relief valve is 790 kPa (115 psi).
the directional spool inside the hoist valve. The parking brake release oil
is supplied to the solenoid valves through the small tubes (2). Three
solenoid valves are used to direct the pilot oil to the ends of the
directional spool. The solenoid valves (3) on the front of the hoist control
valve are energized by the hoist lever sensor in the cab when the sensor is
in the LOWER or FLOAT position. No solenoids are energized when the
hoist lever sensor is in the HOLD position.
Supply oil flows to the raise port of the hoist cylinders from the upper
right port (4) when the hoist lever sensor is in the RAISE position.
Supply oil flows to the lower port of the hoist cylinders from the lower
left port (5) when the hoist lever sensor is in the LOWER or FLOAT
position.
- 164 - STMG 682
3/97
2
3
5
1
4
2. Pilot oil supply tubes
3. LOWER and FLOAT
solenoid valves
4. Hoist cylinder RAISE
port
5. Hoist cylinder
LOWER and FLOAT
port
1. Front brake oil
cooler relief valve
plug
139
Hoist valve in HOLD Shown is a sectional view of the hoist valve in the HOLD position. The
pilot oil at both ends of the directional spool is vented to the tank. The
spool is held in the centered position by two centering springs. Passages
in the directional spool vent the dual stage relief valve signal stem to the
tank. All the hoist pump oil flows through the front brake oil filters to the
front brake oil cooler.
The position of the directional spool blocks the oil in the head end of the
hoist cylinders. Oil in the rod end of the hoist cylinders is connected to
the front brake cooling oil by a small vent slot cut in the directional spool.
A gauge connected to the hoist system pressure taps while the hoist valve
is in the HOLD position would show the restriction pressure of the front
brake oil cooling circuit. The maximum pressure in the circuit should
correspond to the setting of the front brake oil cooler relief valve. The
setting of the oil cooler relief valve is 790 kPa (115 psi).
- 165 - STMG 682
3/97
TO HOIST
CYLINDER
ROD END
TO HOIST
CYLINDER
HEAD END
TO FRONT BRAKE
OIL COOLERS
FRONT BRAKE
OIL COOLER
RELIEF VALVE
PARKING BRAKE
RELEASE PRESSURE
RAISE
SOLENOID
LOWER
SOLENOID
FLOAT
SOLENOID
PARKING BRAKE
RELEASE PRESSURE
PUMP SUPPLY PORT
TO TANK
LOW PRESSURE
RELIEF VALVE
HIGH PRESSURE
RELIEF VALVE
COUNTERBALANCE
VALVE
793C
HOIST CONTROL VALVE
HOLD
DUAL STAGE
RELIEF VALVE
SIGNAL STEM
ROD END VENT SLOT
LOAD CHECK
VALVE
140
Hoist valve in RAISE Shown is a sectional view of the hoist valve in the RAISE position. The
LOWER and FLOAT solenoids are de-energized and pilot oil is vented to
the tank. The RAISE solenoid is energized and directs pilot oil pressure
to the upper end of the directional spool. Pump oil flows past the
directional spool to the head end of the hoist cylinders.
When the directional spool is initially shifted, the two load check valves
(one shown) remain closed until the pump supply pressure is higher than
the pressure in the hoist cylinders. The load check valves prevent the
body from dropping before the RAISE pressure increases.
The directional spool also sends hoist cylinder raise pressure to the dual
stage relief valve signal stem and the counterbalance valve. The dual
stage relief valve signal stem moves down and blocks the supply pressure
from opening the low pressure relief valve. The counterbalance valve is
held open by the hoist cylinder raise pressure. Oil flowing from the rod
end of the hoist cylinders flows freely to the front brake oil cooler.
- 166 - STMG 682
3/97
ON
FROM HOIST
CYLINDER
ROD END
TO HOIST
CYLINDER
HEAD END
TO FRONT BRAKE
OIL COOLERS
FRONT BRAKE
OIL COOLER
RELIEF VALVE
PARKING BRAKE
RELEASE PRESSURE
RAISE
SOLENOID
LOWER
SOLENOID
FLOAT
SOLENOID
PARKING BRAKE
RELEASE PRESSURE
PUMP SUPPLY PORT
TO TANK
LOW PRESSURE
RELIEF VALVE
HIGH PRESSURE
RELIEF VALVE
COUNTERBALANCE
VALVE
793C
HOIST CONTROL VALVE
RAISE
DUAL STAGE
RELIEF VALVE
SIGNAL STEM
ROD END VENT SLOT
LOAD CHECK
VALVE
If the pressure in the head end of the hoist cylinders exceeds
20370 + 700 - 0 kPa (2955 + 100 - 0 psi), the high pressure relief valve
will open. When the high pressure relief valve opens, the dump spool
moves to the left and pump oil flows to the front brake oil cooler.
The high pressure hoist relief valve setting is checked at the two pressure
taps located on the hoist pump. Check the relief pressures with the hoist
lever in the RAISE position and the engine at HIGH IDLE.
- 167 - STMG 682
3/97
High pressure relief
setting checked
during RAISE at HIGH
IDLE
141
Counterbalance valve During RAISE, the counterbalance valve prevents the dump body from
running ahead of the hoist pumps if the load shifts rapidly to the rear and
attempts to pull the hoist cylinders. Signal pressure from the head end of
the hoist cylinders holds the counterbalance valve open. Oil from the rod
end of the hoist cylinders flows unrestricted through the counterbalance
valve to the front brake oil cooler. If the head end pressure decreases
below 6900 690 kPa (1000 100 psi), the counterbalance valve moves
down and restricts the flow of oil from the rod end of the cylinders to the
During LOWER and FLOAT, the counterbalance valve allows
unrestricted flow from the pump to the rod end of the hoist cylinders.
- 168 - STMG 682
3/97
RAISE POSITION
HEAD END
SIGNAL PRESSURE
FROM HOIST
CYLINDER
ROD END
TO FRONT
BRAKE OIL
COOLER
LOWER AND FLOAT POSITIONS
TO HOIST
CYLINDER
ROD END
FROM
PUMP
HOIST
COUNTERBALANCE VALVE
142
Hoist valve in LOWER
(power down)
Shown is a sectional view of the hoist valve in the LOWER (power down)
position. The RAISE solenoid is de-energized and pilot oil is vented to
the tank. The LOWER and FLOAT solenoids are both energized and
direct pilot oil pressure to the lower end of the directional spool.
Supply oil from the pump flows past the directional spool, through the
counterbalance valve, to the rod end of the hoist cylinders. Oil in the head
end of the hoist cylinders flows to the tank.
The directional spool also vents the passage to the dual stage relief valve
signal stem. The dual stage relief valve signal stem allows supply
pressure to be limited by the low pressure relief valve.
- 169 - STMG 682
3/97
ON
ON
TO HOIST
CYLINDER
ROD END
FROM HOIST
CYLINDER
HEAD END
TO FRONT BRAKE
OIL COOLERS
FRONT BRAKE
OIL COOLER
RELIEF VALVE
PARKING BRAKE
RELEASE PRESSURE
RAISE
SOLENOID
LOWER
SOLENOID
FLOAT
SOLENOID
PARKING BRAKE
RELEASE PRESSURE
PUMP SUPPLY PORT
TO TANK
LOW PRESSURE
RELIEF VALVE
HIGH PRESSURE
RELIEF VALVE
COUNTERBALANCE
VALVE
793C
HOIST CONTROL VALVE
LOWER (POWER DOWN)
DUAL STAGE
RELIEF VALVE
SIGNAL STEM
ROD END VENT SLOT
LOAD CHECK
VALVE
If the pressure in the rod end of the hoist cylinders exceeds
3450 + 350 - 0 kPa (500 + 50 - 0 psi), the low pressure relief valve will
open. When the low pressure relief valve opens, the dump spool moves
to the left and pump oil flows to the front brake oil cooler.
The low pressure hoist relief valve setting is checked at the two pressure
taps located on the hoist pump. Check the relief pressures with the hoist
lever in the LOWER position and the engine at HIGH IDLE.
- 170 - STMG 682
3/97
Low pressure relief
setting checked
during LOWER at
HIGH IDLE
143
Hoist valve in FLOAT Shown is a sectional view of the hoist valve in the FLOAT position. The
RAISE and LOWER solenoids are de-energized and pilot oil is vented to
the tank. The FLOAT solenoid is energized and directs pilot oil pressure
to the lower end of the small diameter spool located below the directional
spool. The small diameter spool pushes against the directional spool and
moves the directional spool up. Because the pilot pressure is acting on a
smaller surface area, the directional spool does not move up as far as
during LOWER.
Pump supply oil flows past the directional spool, through the
counterbalance valve, to the rod end of the hoist cylinders. Oil in the head
end of the hoist cylinders flows to the tank. The directional valve is in a
position that permits the pressure of the oil flowing to the front brake oil
cooler to be felt at the rod end of the hoist cylinders.
The rod end pressure helps to hold the body against the frame when
traveling. The hoist lever should always be in the FLOAT position while
traveling.
- 171 - STMG 682
3/97
ON
TO HOIST
CYLINDER
ROD END
FROM HOIST
CYLINDER
HEAD END
TO FRONT BRAKE
OIL COOLERS
FRONT BRAKE
OIL COOLER
RELIEF VALVE
PARKING BRAKE
RELEASE PRESSURE
RAISE
SOLENOID
LOWER
SOLENOID
FLOAT
SOLENOID
PARKING BRAKE
RELEASE PRESSURE
PUMP SUPPLY PORT
TO TANK
LOW PRESSURE
RELIEF VALVE
HIGH PRESSURE
RELIEF VALVE
COUNTERBALANCE
VALVE
793C
HOIST CONTROL VALVE
FLOAT
DUAL STAGE
RELIEF VALVE
SIGNAL STEM
ROD END VENT SLOT
LOAD CHECK
VALVE
Operate truck with
hoist lever in FLOAT
filters (arrow)
144
pump oil flows through the front brake oil cooler filters (arrow) located
outside the left frame. Excess oil from the parking brake release valve
also flows through these filters.
Oil flows from the front brake oil cooler filters to the front brake oil
cooler located above the torque converter.
- 172 - STMG 682
3/97
1. Front brake oil
cooler diverter valve
2. Front brake oil
cooler
145
The hoist and parking brake release pump oil flows from the front brake
oil cooler filters, through the front brake oil cooler diverter valve (1), to
the front brake oil cooler (2).
When the service or retarder brakes are applied, air pressure is sent to the
front brake oil cooler diverter valve. Normally, front brake cooling oil is
diverted around the cooler and goes directly to the front brakes. When air
is sent to the diverter valve piston, front brake cooling oil is allowed to
flow through the front brake oil cooler. Since the coolers use the coolant
from the aftercooler circuit, diverting oil around the coolers provides
cooler aftercooler air during high power demands (when climbing a grade
with the brakes RELEASED, for example).
- 173 - STMG 682
3/97
1
2
Two-stage hoist
cylinders
146
Shown are the twin two-stage hoist cylinders used to raise the body.
- 174 - STMG 682
3/97
147
Hoist system circuit The hoist system pumps pull oil from the hydraulic tank through suction
screens.
Oil flows from the hoist pump through the hoist screens to the hoist
control valve.
the directional spool inside the hoist valve. Three solenoid valves are
used to direct the pilot oil to the ends of the directional spool. The
solenoid valve on the right is energized in the RAISE position. The two
solenoid valves on the left are energized in the LOWER or FLOAT
position.
pump oil flows through the front brake oil cooler filters. Excess oil from
the parking brake release valve joins with the hoist pump oil and also
flows through the front brake oil cooler filters.
- 175 - STMG 682
3/97
FROM PARKING
BRAKE RELEASE
VALVE
TO HOIST CYLINDER
HEAD END
TO HOIST CYLINDER
ROD END
FROM PARKING
BRAKE RELEASE
VALVE
FRONT BRAKE
OIL COOLER
FILTERS
FRONT BRAKE
OIL COOLER
DIVERTER
VALVE
FRONT BRAKES
HOIST
PUMP
HOIST
SCREENS
SUCTION
SCREENS
HOIST
SYSTEM
HOLD
POSITION
An oil cooler relief valve is located in the hoist valve. The relief valve
limits the front brake oil cooling pressure when the hoist valve is in the
HOLD or FLOAT position.
Hoist and parking brake release pump oil flows from the front brake oil
cooler filters, through the front brake oil cooler diverter valve, to the front
brake oil cooler.
Service or retarder brake air pressure is sent to the front brake oil cooler
diverter valve. Normally, front brake cooling oil is diverted around the
cooler and goes directly to the front brakes. When air is sent to the
diverter valve pistons, front brake cooling oil is allowed to flow through
the front brake oil cooler. Since the coolers use the coolant from the
aftercooler circuit, diverting oil around the coolers provides cooler
aftercooler air during high power demands.
Two hydraulic cylinders are used to raise the body away from the frame
of the truck. When the hoist lever is held in the RAISE position, supply
oil flows to the head end of the hoist cylinders and moves the two stage
cylinders to their extended lengths. The oil from the rod end of the
cylinders flows through the hoist valve into the front brake oil cooling
circuit.
When the hoist lever is moved to the LOWER or FLOAT position and the
cylinders are extended, supply oil enters the rod end of the hoist cylinders
and lowers the second stage of the cylinders. The oil from the head end
of the cylinders flows through the hoist valve to the hydraulic tank.
- 176 - STMG 682
3/97
148
AIR SYSTEM AND BRAKES
Two separate brake systems are used on the 793C Off-highway Truck.
The two brake systems are: the parking/secondary brake system and the
service/retarder brake system.
The parking/secondary brakes are spring engaged and hydraulically
released. The service/retarder brakes are engaged hydraulically by an
air-over-oil brake system.
The 793C Truck is also equipped with an air system. An engine driven air
compressor supplies the air and fills two reservoirs. Air from the
reservoirs provides energy to perform several functions:
1. Engine start-up
2. Service and retarder brake control
3. Secondary and parking brake control
4. Windshield washer and wiper
5. Automatic lubrication injection
6. Horn
7. Exhaust bypass (wastegate) control
- 177 - STMG 682
3/97
793C
AIR SYSTEM AND BRAKES
Two brake systems:
- Parking/secondary
brake system
- Service/retarder
brake system
Air system functions
Oil cooled brake
assembly
Duo-Cone seals
prevent oil from
leaking or transferring
149
Shown is a cutaway illustration of an oil cooled brake assembly. The
brakes are environmentally sealed and adjustment free. Oil continually
flows through the brake discs for cooling. Duo-Cone seals prevent the
cooling oil from leaking to the ground or transferring into the axle
housing. The wheel bearing adjustment must be maintained to keep the
Duo-Cone seals from leaking.
The smaller piston (yellow) is used to ENGAGE the secondary and
parking brakes. The parking brakes are spring ENGAGED and
hydraulically RELEASED.
The larger piston (purple) is used to ENGAGE the retarder/service brakes.
The retarder/service brakes are engaged hydraulically by an air-over-oil
brake system.
- 178 - STMG 682
3/97
Small piston
ENGAGES secondary
and parking brakes
Large piston
ENGAGES
retarder/service
brakes
150
Operator Controls
Several brake system control components are located on the center
console at the right of the operator's seat.
The parking brake air switch (1) controls the flow of air to the parking
brake release valve.
The windshield wiper/washer switch (2) controls the flow of air to the
pump in the windshield washer reservoir and to the wiper motor in front
of the cab.
The brake retraction switch (3) is an electrical switch used to activate the
electric pump that supplies oil for towing.
The Traction Control System (TCS) switch (4) is used to test the TCS
(formerly referred to as the "Automatic Electronic Traction Aid").
- 179 - STMG 682
3/97
1 2 3
4
3. Brake retraction
switch
4. TCS switch
2. Windshield
wiper/washer switch
1. Parking brake air
switch
Secondary brake lever
(red)
Retarder lever (black)
151
Operator controls on the steering column are the secondary brake
lever (red) and the retarder lever (black).
The secondary brake lever allows the operator to modulate the
engagement of the parking brakes. The secondary brake lever engages
the same brake system as the parking brake air switch.
The retarder brake lever allows the operator to modulate the engagement
of the service brakes. The retarder brake lever engages the same brake
system as the service brake pedal (shown in the next slide).
- 180 - STMG 682
3/97
Service brake pedal
(arrow)
Horn control button
(not shown)
152
On the floor is the service brake pedal (arrow).
Located on the floor to the left of the steering column is the horn control
button (not shown).
- 181 - STMG 682
3/97
Air compressor
153
Air Charging System
The air system is charged by an air compressor mounted on the left front
of the engine.
System pressure is controlled by the governor (arrow). The governor
maintains the system pressure between 660 and 830 kPa (95 and 120 psi).
- 182 - STMG 682
3/97
Air compressor
governor (arrow)
1. Air dryer
154
Air flows from the air compressor to the air dryer (1) located in front of
the left front tire. The air dryer removes contaminants and moisture from
the air system. The condition of the desiccant in the air dryer should be
checked every 250 hours and changed periodically (determined by the
humidity of the local climate).
When the air compressor governor senses that system air pressure is at the
cut-out pressure of 830 kPa (120 psi), the governor sends an air pressure
signal to the purge valve through the hose (2). The purge valve opens and
air pressure that is trapped in the air dryer is exhausted through the
desiccant, an oil filter and the purge valve.
An air system relief valve (3) is located on the air dryer. A heating
element (4) prevents moisture in the dryer from freezing in cold weather.
- 183 - STMG 682
3/97
4
2
1
3
3. Air system relief
valve
4. Heating element
2. Purge valve signal
hose
1. Service/retarder
brake reservoir
155
Air flows through the air dryer and fills two reservoirs. The
service/retarder brake reservoir (1) is located on the right platform. This
reservoir also supplies air for the air start system.
The second reservoir is located behind the cab and supplies air for the
parking/secondary brake system.
A relief valve (2) is installed in the service/retarder brake reservoir. This
relief valve serves as a back-up for the relief valve on the air dryer.
Condensation should be drained from the tank daily through the drain
valve (3).
- 184 - STMG 682
3/97
2
1
3
3. Condensation drain
valve
2. Relief valve
Parking/secondary
brake reservoir
156
Located behind the operators station is the parking/secondary brake air
reservoir. A drain valve is located on the right side of the cab. Moisture
should be drained from the reservoir daily through the drain valve
(see Slide No. 28).
A check valve (arrow) prevents a loss of air if an air line breaks upstream
of the air reservoir.
- 185 - STMG 682
3/97
Check valve (arrow)
1. Pressure protection
valve
157
Located behind the operators station is a pressure protection valve (1). If
one of the accessory circuits fails, the pressure protection valve maintains
a minimum of 482 kPa (70 psi) in the service brake circuit.
Also located behind the operators station is the air system pressure
sensor (2). The air system pressure sensor provides an input signal to the
VIMS which informs the operator if a problem exists in the air system.
The solenoid air valve (3) provides controlled supply air for the automatic
lubrication system. The solenoid air valve is controlled by the VIMS.
The VIMS ENERGIZES the solenoid ten minutes after the machine is
started. The VIMS keeps the solenoid ENERGIZED for 75 seconds and
then DE-ENERGIZES it. Every 60 minutes thereafter, the VIMS
ENERGIZES the solenoid for 75 seconds until the machine is stopped
(turned off). These settings are adjustable through the VIMS keypad in
the cab.
- 186 - STMG 682
3/97
2
1
3
2. Air system pressure
sensor
3. Automatic
lubrication solenoid
air valve
158
Air charging system
schematic
This schematic shows the flow of air through the air charging system. Air
flows from the air compressor, through the air dryer, to the
service/retarder brake reservoir.
Air from the service/retarder brake reservoir enters the pressure protection
valve. When the pressure in the service/retarder reservoir reaches
550 kPa (80 psi), the pressure protection valve allows air to flow to the
parking/secondary brake reservoir, the air start system, the automatic
lubrication system and the accessory circuits (wiper and horn).
All reservoirs have a check valve at the air supply port to prevent a loss of
air if a leak upstream of the reservoirs occurs.
- 187 - STMG 682
3/97
AIR COMPRESSOR
AND GOVERNOR
AIR
DRYER
REMOTE AIR
SUPPLY CONNECTOR
PRESSURE
PROTECTION
VALVE
SERVICE/RETARDER
BRAKE RESERVOIR
AIR CHARGING SYSTEM
PARKING/SECONDARY
BRAKE RESERVOIR
LOW AIR
SWITCH
Secondary brake valve
(arrow)
Modulates parking
brake engagement
159
Parking and Secondary Brake System
The secondary brake valve (arrow) is controlled by the secondary brake
lever in the cab. Normally, air flows through the secondary brake valve to
the parking brake release valve. When the secondary brake lever is pulled
down, the valve blocks the flow of air to the parking brake release valve.
Blocking the air from the parking brake release valve positions the spool
in the valve to drain the oil from the parking brakes, which allows the
springs in the parking brake to ENGAGE the brakes. The secondary
brake valve can be used to modulate parking brake engagement by
metering the amount of air flow to the parking brake release valve.
The parking brake air switch on the center console in the cab also controls
the flow of air to the parking brake release valve.
- 188 - STMG 682
3/97
1. Parking brake
release valve
160
Supply air from the parking brake air switch in the cab or the secondary
brake valve flows to an air chamber in the parking brake release valve (1).
The parking brake release valve contains an air piston that moves a spool.
The spool either directs oil to RELEASE the parking brakes or drains oil
to ENGAGE the parking brakes. A relief valve inside the parking brake
release valve limits the system pressure for releasing the brakes.
The same oil that supplies the parking brake release valve also supplies
oil to the Traction Control System (TCS) valve (2). The TCS valve
automatically ENGAGES and RELEASES the rear parking brake of a
wheel that is spinning at least 60% faster than the other rear wheel. The
TCS test switch in the cab can be used to test the TCS.
The left and right rear parking/secondary brake pressures can be measured
at the pressure taps (3).
If the parking brakes need to be released for service work or towing, the
electric motor (4) can be energized by the brake retraction switch located
in the cab. The motor drives a pump which sends oil through the parking
brake release valve to RELEASE the parking brakes. Towing pump
pressure is controlled by a relief valve in the towing pump.
Air pressure is also needed to release the brakes for towing. The piston
chamber in the parking brake release valve must be pressurized to move
the spool in the valve. The oil from the electrically driven brake release
pump can then flow to the rear brakes.
- 189 - STMG 682
3/97
4
2
3
1
Air pressure needed
to release brakes for
towing
4. Towing motor
Pump provides flow to
release parking
brakes for towing
2. TCS valve
3. Rear
parking/secondary
brake taps
1. Parking brake
release pump
2. Rear brake oil
cooling pumps
161
Shown is the parking brake release pump (1) and the three rear brake oil
cooling pumps (2). Parking brake release supply oil flows from the
parking brake release pump, through the parking brake release oil filter, to
the parking brake release valve.
- 190 - STMG 682
3/97
1
2
1. Parking brake
release filter
2. Parking brake
release pressure tap
162
Oil flows from the parking brake release pump, through the parking brake
release filter (1), to the parking brake release valve. Parking brake release
pressure can be measured at the filter by removing a plug and installing a
pressure tap (2).
- 191 - STMG 682
3/97
2
1
163
Normally, supply oil flows from the parking brake release pump, through
the parking brake release filter, to the parking brake release valve. If air
pressure is present from the parking brake air switch or secondary brake
valve, supply oil flows past the relief valve, the check valve and the spool
to RELEASE the parking brakes. The relief valve controls system
pressure for releasing the brakes and for the pilot oil that is supplied to the
three solenoids on the hoist valve. The setting of the relief valve in the
parking brake valve is 4700 200 kPa (680 30 psi).
This schematic shows the flow of oil through the parking brake release
system when the towing system is energized.
Oil flow from the parking brake release pump has stopped. The towing
motor is energized, and air pressure is present above the parking brake
release valve piston. The air pressure moves the spool in the parking
brake release valve down to block the drain port.
- 192 - STMG 682
3/97
PARKING BRAKE
RELEASE VALVE
TOWING SYSTEM
TOWING PUMP
PARKING
BRAKE
RELEASE
PUMP
TOWING PUMP
RELIEF VALVE
CHECK
VALVE
TO HOIST
PILOT SYSTEM
RELIEF
VALVE
Parking brake release
system during towing
Parking brake relief
valve limits hoist pilot
pressure
Normal parking and
secondary brake
operation
Oil flows from the towing pump to the parking brake release valve and
the parking brakes. The check valve in the parking brake release valve
blocks the oil from the towing pump from flowing to the parking brake
release pump.
During towing, the parking brake release pressure is controlled by a relief
valve in the towing pump. When the relief valve opens, oil transfers from
the pressure side to the suction side of the towing pump. The setting of
the relief valve is approximately 3790 kPa (550 psi).
A check valve in the outlet port of the towing pump prevents oil from
flowing to the towing pump during normal operation.
To check the brake release system used for towing, install a gauge on the
parking brake release pressure tap on the rear axle. Use a long gauge
hose so the gauge can be held in the cab. With the parking brake air
switch in the RELEASE position and the key start switch in the ON
position, energize the parking brake release switch on the dash used for
towing. The parking brake release pressure should increase to 3790 kPa
(550 psi). Turn off the switch when the pressure stops increasing.
The parking brake release pressure must increase to a minimum of
3790 kPa (550 psi). During towing, the brake retraction switch on the
dash must be energized whenever the parking brake release pressure
decreases below this pressure or the brakes will drag.
NOTE: At least 550 kPa (80 psi) air pressure must be available at the
parking brake release valve to ensure full release of the brakes for
towing.
NOTICE
Energize the brake retraction switch only when additional pressure is
required to release the brakes. Leaving the brake retraction (towing)
motor energized continuously will cause damage to the motor.
- 193 - STMG 682
3/97
Procedure to check
parking brake release
system for towing
Towing pump check
valve
Relief valve in towing
pump controls brake
release pressure
164
Parking/secondary
brake system
Shown is the parking/secondary brake hydraulic and air system with the
secondary brakes RELEASED and the parking brakes ENGAGED.
Supply air from the parking/secondary brake air reservoir flows through
the secondary brake valve and is blocked by the parking brake air switch.
No air pressure is present to move the spool in the parking brake release
valve. Supply oil from the parking brake release pump is blocked by the
spool. Oil from the parking brake is open to drain through the parking
brake release valve, which allows the springs in the parking brake to
ENGAGE the brakes.
A parking/secondary brake switch that provides an input signal to the
EPTC II is located in the air line between the parking brake switch and the
parking brake release valve. When the parking or secondary brakes are
ENGAGED, the switch signals the EPTC II to allow rapid downshifts.
- 194 - STMG 682
3/97
PARKING
BRAKE
SWITCH
SECONDARY
BRAKE
VALVE
PARKING
BRAKE
RELEASE
VALVE
PARKING/SECONDARY BRAKES
PARKING BRAKES ENGAGED
TO HOIST
PILOT SYSTEM
PARKING
BRAKE
RELEASE
PUMP
SECONDARY BRAKES RELEASED
PARKING/SECONDARY
BRAKE RESERVOIR
EPTC II
SWITCH
Parking/secondary
brake switch for
EPTC II input
1. Service brake valve
2. Manual retarder
valve
Control (ARC) valve
165
Service and Retarder Brake System
The service brake valve (1) is controlled by the brake pedal in the cab.
Supply air for the service brake valve, the manual retarder valve (2) and
the Automatic Retarder Control (ARC) valve (3) is supplied from the
bottom port of the service brake valve.
When the manual retarder is engaged, air flows from the manual retarder
valve through the top of the left double check valve (4) and the right
double check valve (5) to a relay valve near the brake master cylinders
and a diverter valve on the front brake oil cooler.
When the service brakes are engaged, air flows from the service brake
valve through the bottom of the left double check valve (4). If the manual
retarder and the service brakes are engaged at the same time, air from the
system with the highest pressure will flow through the left double check
valve (4) and the right double check valve (5) to a relay valve near the
brake master cylinders and a diverter valve on the front brake oil cooler.
- 195 - STMG 682
3/97
1
4
6 3 2 5
4. Left double check
valve
5. Right double check
valve
6. Brake ON switch
Service brakes and
manual retarder
engage same relay
valve
The Automatic Retarder Control (ARC) system function is to modulate
truck braking (retarding) when descending a long grade to maintain a
constant engine speed. Previously, the ARC was installed in parallel with
the manual retarder and the service brakes. On current machines, the
ARC system is separate from the manual retarder and the service brakes.
When the ARC is engaged, air flows from the ARC valve (3) to a separate
relay valve located near the brake master cylinders. Air also flows from
the ARC valve through the right double check valve (5) to the diverter
valve on the front brake oil cooler.
The switch (6) turns on the amber BRAKE ON light on the dash in the
operators station when any of the brakes are engaged (manual retarder,
service brake or automatic retarder).
- 196 - STMG 682
3/97
ARC brake system
engages separate
relay valve
1. Service brake and
manual retarder
relay valve
2. ARC relay valve
166
The front brake relay valve (1) receives metered air from only the service
brake valve or the manual retarder valve. The rear brake relay valve (2)
receives metered air from only the Automatic Retarder Control (ARC)
valve.
When the service brakes or manual retarder brakes are ENGAGED, the
front relay valve opens and metered air flows from the service brake
reservoir, through the double check valves (3), to the brake cylinders (4
and 5). The brake relay valve reduces the time required to engage and
release the brakes.
When the ARC brake system is ENGAGED, the rear relay valve opens
and metered air flows from the service brake reservoir, through the double
check valves (3), to the brake cylinders (4 and 5). The brake relay valve
reduces the time required to engage and release the brakes.
The double check valves (3) are used to separate the service brakes and
manual retarder brakes from the ARC brake system.
The brake cylinders operate by air-over-oil. When the metered air enters
the brake cylinders, a piston moves down and pressurizes the oil in the
bottom of the cylinders. Two cylinders (4) supply oil to the front brakes,
and two cylinders (5) supply oil to the rear brakes. The pressure oil from
the brake cylinders flows to a slack adjuster.
- 197 - STMG 682
3/97
4
1
5
2
3
Double check valves
separate brake
systems
Brake relay valves
reduce time to engage
and release brakes
3. Double check valves
4. Front brake
cylinders
5. Rear brake
cylinders
167
As the brake discs in the brake assemblies wear, more oil is needed from
the brake cylinders to compensate for the wear. The makeup oil tank (1)
supplies makeup oil for the brake cylinders. Oil from the brake cooling
circuit provides a continuous supply of oil to the makeup oil tank. Low
brake cooling flow can cause the makeup oil reserve to decrease and
cause the brake cylinders to overstroke.
To check for makeup oil flow, remove the cover from the makeup oil
tank. With the engine at HIGH IDLE, a stream of oil filling the tank
should be visible. If a stream of oil is not visible, the hydraulic system
may have a restriction, pump flow may be low, or the brake oil cooling
relief valve may be stuck open or set too low.
If air is in the system or a loss of oil downstream from the cylinders
occurs, the piston in the cylinder will overstroke and cause an indicator
rod to extend and open the brake overstroke switch (2). The switch
provides an input signal to the VIMS which informs the operator of the
condition of the service/retarder brake oil circuit. If an overstroke
condition occurs, the problem must be repaired and the indicator rod
pushed in to end the warning.
Air can be removed from the brake cylinders through the bleed
screws (3).
Shown is one of the four brake oil temperature sensors (4) located in the
brake cooling oil return tube.
- 198 - STMG 682
3/97
1
2
4
3
1. Brake oil makeup
tank
Check brake makeup
oil flow
2. Brake overstroke
switch
3. Brake cylinder bleed
screw
4. Brake oil
temperature sensor
diverter valve (arrow)
168
The air that flows to the two relay valves also flows to the front brake oil
cooler diverter valve (arrow). Normally, front brake cooling oil is
diverted around the cooler and goes directly to the front brakes. When air
is sent to the diverter valve piston, brake oil is allowed to flow through
the front brake oil cooler. Since the cooler uses the coolant from the
engine aftercooler circuit, diverting oil around the cooler provides lower
temperature aftercooler air during high power demands (when climbing a
grade with the brakes RELEASED, for example).
- 199 - STMG 682
3/97
169
Brake cylinder
ENGAGED
This slide shows a sectional view of the brake cylinder when the brakes
are ENGAGED.
Air pressure from the brake relay valve enters at the air inlet. The air
pressure moves the air piston and the attached rod closes the valve in the
oil piston. When the valve in the oil piston is closed, the oil piston
pressurizes the oil in the cylinder. The pressure oil flows to a slack
adjuster.
If air is in the system or a loss of oil downstream from the cylinders
occurs, the piston in the cylinder will overstroke and cause the indicator
rod to extend and open the brake overstroke switch. The switch provides
an input signal to the VIMS which informs the operator of the condition
of the service/retarder brake oil circuit. If an overstroke condition occurs,
the problem must be repaired and the indicator rod pushed in to end the
warning.
When the air pressure is removed from behind the air piston, the spring
moves the air piston and the attached rod opens the valve in the oil piston.
Any makeup oil that is needed flows into the passage at the top of the oil
chamber, through the valve, and into the oil chamber at the right of the oil
piston.
- 200 - STMG 682
3/97
AIR
PISTON
ROD SPRING
INDICATOR ROD
AIR
INLET
BRAKE CYLINDER
BRAKES ENGAGED
VALVE
OIL
PISTON
FROM
MAKEUP
TANK
TO
SLACK
ADJUSTER
Brake overstroke
switch indicates loss
of brake oil
1. Slack adjuster
170
The truck is equipped with two slack adjusters--one for the front brakes
and one for the rear brakes. The slack adjuster (1) shown is for the rear
brakes. The slack adjusters compensate for brake disc wear by allowing a
small volume of oil to flow through the slack adjuster and remain between
the slack adjuster and the brake piston under low pressure. The slack
adjusters maintain a slight pressure on the brake piston at all times.
Brake cooling oil pressure maintains a small clearance between the brake
discs.
The service brake oil pressure can be measured at the two taps (2) located
on top of the slack adjusters.
Air can be removed from the service brakes through the two remote bleed
valves (3).
The parking brake release pressure can be measured at the two taps (4) on
the axle housing.
NOTE: Air can be removed from the front service brakes through
bleed valves located on each wheel.
- 201 - STMG 682
3/97
1
3 3
4 4
2
Cooling oil pressure
maintains clearance
between discs
2. Service brake
pressure taps
3. Service brake bleed
valves
4. Parking brake
release pressure
taps
171
Slack adjuster
RELEASED and
ENGAGED
Large piston moves to
ENGAGE brakes
Small piston allows
makeup oil to brakes
This slide shows sectional views of the slack adjuster when the brakes are
RELEASED and ENGAGED.
When the brakes are ENGAGED, oil from the brake cylinders enters the
slack adjusters and the two large pistons move outward. Each large piston
supplies oil to one wheel brake. The large pistons pressurize the oil to the
service brake pistons and ENGAGE the brakes.
Normally, the service brakes are FULLY ENGAGED before the large
pistons in the slack adjusters reach the end of their stroke. As the brake
discs wear, the service brake piston will travel farther to FULLY
ENGAGE the brakes. When the service brake piston travels farther, the
large piston in the slack adjuster moves farther out and contacts the end
cover. The pressure in the slack adjuster increases until the small piston
moves and allows makeup oil from the brake cylinders to flow to the
service brake piston.
- 202 - STMG 682
3/97
OIL FLOW
TO BRAKE
CYLINDER
OIL FLOW
FROM BRAKE
CYLINDER
FROM
WHEEL
BRAKES
TO
WHEEL
BRAKES
TO
WHEEL
BRAKES
BRAKES ENGAGED BRAKES RELEASED
LARGE PISTON
SMALL PISTON
FROM
WHEEL
BRAKES
BRAKE SLACK ADJUSTER
When the brakes are RELEASED, the springs in the service brakes push
the service brake pistons away from the brake discs. The oil from the
service brake pistons pushes the large pistons in the slack adjuster to the
center of the slack adjuster. Makeup oil that was used to ENGAGE the
brakes is replenished at the brake cylinders from the makeup tank.
The spring behind the large piston causes some oil pressure to be felt on
the service brake piston when the brakes are RELEASED. Keeping some
pressure on the brake piston provides rapid brake engagement with a
minimum amount of brake cylinder piston travel.
The slack adjusters can be checked for correct operation by opening the
service brake bleed screw with the brakes RELEASED. A small amount
of oil should flow from the bleed screw when the screw is opened. The
small flow of oil verifies that the spring behind the large piston in the
slack adjuster is maintaining some pressure on the service brake piston.
Another check to verify correct slack adjuster operation is to connect a
gauge to the pressure tap on top of the slack adjuster and another gauge at
the service brake bleed screw location on the brake anchor plate casting.
With system air pressure at maximum and the service brake pedal
depressed, the pressure reading on both gauges should be approximately
the same.
- 203 - STMG 682
3/97
Large piston spring
keeps pressure on
service brake piston
Check slack adjuster
for correct operation
Service brake springs
move large pistons to
center of slack
adjuster
172
Service/retarder brake
air system
This schematic shows the flow of air through the service/retarder brake air
system when the retarder (manual and automatic) is RELEASED and the
service brakes are ENGAGED. Supply air pressure flows from the large
service brake air reservoir to the relay valves and the service brake valve.
Supply air pressure flows from the service brake valve to the manual
retarder valve and the ARC valve.
The manual retarder valve blocks the flow of air to a double check valve.
The ARC solenoids also block the flow of air to a double check valve and
the ARC relay valve. The service brake valve allows air to flow to a
double check valve that blocks the passage to the manual retarder valve.
Air pressure from the service brake valve flows through the double check
valve to the service brake relay valve and a second double check valve to
the front brake oil cooler diverter valve.
The service brake relay valve opens and metered air flows from the large
service brake air reservoir to the brake cylinders. A pair of double check
valves above the brake cylinders prevent the flow of service brake air to
the ARC relay valve.
- 204 - STMG 682
3/97
SERVICE
RELAY
VALVE
FRONT BRAKE
OIL COOLER
DIVERTER
VALVE
SERVICE
BRAKE
VALVE
RETARDER
VALVE
BRAKE CYLINDERS
ARC
VALVE
SERVICE/RETARDER BRAKE AIR SYSTEM
SERVICE BRAKE ENGAGED
ARC
RELAY
VALVE
BRAKE
ENGAGED
SWITCH
173
Rear brake oil cooling
circuit
Shown is the rear brake oil cooling circuit. The rear brake cooling pumps
(see Slide No. 161) pull oil from the hydraulic tank through suction
screens. Rear brake cooling oil pressure is controlled by two oil cooler
relief valves located inside the hydraulic tank (see Slide No. 135).
Oil flows from the rear brake cooling pumps through two rear brake oil
coolers located behind the right front tire (see Slide No. 8). Oil flows
from the rear brake oil coolers, through the rear brakes, and returns to the
hydraulic tank.
Most of the oil that flows into the parking brake release valve flows
through the valve and joins with the hoist system oil. The parking brake
release and hoist system oil is used to cool the front brakes (see Slide
No. 147).
- 205 - STMG 682
3/97
REAR BRAKES
BRAKE COOLING
PUMPS
SUCTION
SCREENS
REAR BRAKE
COOLING CIRCUIT
REAR BRAKE
OIL COOLERS
OIL COOLER
RELIEF VALVES
PARKING BRAKE
RELEASE FILTER
HOIST VALVE
PARKING BRAKE
RELEASE PUMP
PUMP
DRIVE
PARKING BRAKE
RELEASE VALVE
TRACTION
CONTROL
SYSTEM
(TCS)
VALVE
TO REAR
BRAKES
TO FRONT
BRAKES
Parking brake release
oil used to cool front
brakes
174
AUTOMATIC RETARDER CONTROL (ARC)
The Automatic Retarder Control (ARC) system function is to modulate
truck braking (retarding) when descending a long grade to maintain a
constant engine speed. The ARC system uses the service/retarder brake
system to engage the brakes. If the ON/OFF switch is moved to the ON
position, the ARC will be activated if the throttle pedal is not depressed
and the parking/secondary brakes are RELEASED. The ARC system is
disabled when the throttle is depressed or when the parking/secondary
brakes are ENGAGED.
The ARC is not connected to the service brakes and the manual retarder.
When the ARC is engaged, air flows from the ARC valve to a separate
relay valve located near the brake master cylinders. Air also flows from
the ARC valve, through a double check valve, to the diverter valve on the
- 206 - STMG 682
3/97
AUTOMATIC
RETARDER
VALVE
SUPPLY
SOLENOID
CONTROL
SOLENOID
AUTO RETARDER
PRESSURE SWITCH
VENT
SUPPLY OUTPUT
CONTROL OUTPUT
AUTO RETARDER PRESSURE INPUT
BRAKE ENGAGED PRESSURE INPUT
BRAKE ENGAGED LAMP OUTPUT
BRAKE
ENGAGED
LAMP
DATA LINK
HARNESS
CODE PLUG
Diagnostic Display
(ARC)
CONTROL
RETARDER
AUTOMATIC
HARNESS
CODE INPUTS
ENGINE SPEED
SERVICE INPUTS
ARC ON/OFF
SWITCH
ON INPUT
OFF INPUT
CLEAR
SET
AIR FROM
SERVICE BRAKE
RESERVOIR
BRAKE
PEDAL
AND VALVE
RETARDER
LEVER
AND VALVE
BRAKE ENGAGED
SWITCH
TO SERVICE
BRAKE
RELAY VALVE
VENT
ENGINE SPEED
SENSOR
A11
A26
A17-19
36,37
A3
A4
A10
A5
A16
A21
B9
B10
B6
B7
TO FRONT BRAKE
OIL COOLER
DIVERTER VALVE
TO ARC
RELAY VALVE
A - 37 PIN CONNECTOR
Automatic Retarder
Control (ARC)
The ARC is set at the factory to maintain a constant engine speed of
1900 50 rpm (engine speed setting is programmable). When the ARC
initially takes control of retarding, the engine speed may oscillate out of
the 50 rpm target, but the engine speed should stabilize within a few
seconds.
For proper operation of the ARC, the operator needs only to activate the
control with the ARC ON/OFF switch and select the correct gear for the
grade, load, and ground conditions. The ARC is designed to allow the
transmission to upshift to the gear selected by the shift lever. After the
transmission shifts to the gear selected by the operator and the engine
speed exceeds 1900 rpm, the ARC will apply the retarder as needed to
maintain a constant engine speed.
The ARC system also provides Engine Overspeed protection. If an
unsafe engine speed is reached, the ARC will engage the brakes, even if
the ARC ON/OFF switch is in the OFF position and the throttle is
depressed.
Trucks approaching an overspeed condition will sound a horn and activate
a light at 2100 rpm. If the operator ignores the light and horn, the ARC
will engage the retarder at 2180 rpm. If the engine speed continues to
increase, the EPTC II transmission control will either upshift (one gear
only above shift lever position) or unlock the torque converter (if the shift
lever is in the top gear position) at 2300 rpm.
The ARC also provides service personnel with enhanced diagnostic
capabilities through the use of onboard memory, which stores possible
faults, solenoid cycle counts and other service information for retrieval at
the time of service.
By using of a set of service switches, service personnel can access
different modes to gather the stored diagnostic information or set the
adjustable engine speed control setting.
The Auto Retarder Control receives signals from several switches and
sensors. The control analyzes the various input signals and sends signals
to the output components. The output components are two solenoids and
a lamp.
INSTRUCTOR NOTE: For more detailed information about the
Automatic Retarder Control (ARC) system, refer to the Service
Manual Module "Automatic Retarder Control System" (Form
SENR5683) and the Technical Instruction Module "Automatic
Retarder Control System" (Form SEGV2593).
- 207 - STMG 682
3/97
ARC provides
programming and
diagnostic capability
ARC provides engine
overspeed protection
ARC set to maintain
1900 engine rpm
Control (ARC)
2. ARC diagnostic
window
175
Shown is the Automatic Retarder Control (1). The ARC is located in the
compartment behind the cab. The control contains a diagnostic window
(2) with 12 Light Emitting Diodes (LEDs) and a three digit numeric
display.
The service switches (3) are used to interrogate the ARC for stored
diagnostic information, event information and to program the engine
control speed. The switches are labeled with an "S" for "SET" and
a "C" for "CLEAR."
The DIAGNOSTIC MODE of the electronic control is changed by
DEPRESSING and HOLDING both service switches (SET and CLEAR).
When the desired mode is shown on the display, the switches can be
released. By following the instructions in the Service Manual, the
serviceman can determine if the ARC system is operating correctly.
The Electronic Control Analyzer Programmer (ECAP) and the Electronic
Technician (ET) Service Tools can be used in place of the ARC diagnostic
window. The ECAP and ET perform the same functions as the ARC
diagnostic window and are capable of a few additional diagnostics that
the ARC window does not display (see Slide No. 109).
- 208 - STMG 682
3/97
1
2
3
ECAP and ET service
tools
3. Service switches
176
ARC diagnostic
window:
- 12 status LED's
The onboard diagnostic window houses 12 status LED's along with a
The function of the three digit display and the status LED's are:
connector.
2. CONTROL EVENT--A RED LED which is ON or FLASHING when
3. ARC PRESSURE--An AMBER LED which is ON when the ARC
pressure switch is OPEN, which indicates the presence of brake air
pressure at the ARC valve.
- 209 - STMG 682
3/97
ARC DIAGNOSTIC WINDOW
1 2 3 5 6 7 4
8
D1 D2 D3
10
12
11
13
4. RETARDER PRESSURE--An AMBER LED which is ON when the
service brakes, manual retarder or auto retarder is in use as sensed by
the CLOSED brake engaged pressure switch.
5. SECONDARY BRAKE--An AMBER LED which is ON when the
secondary or parking brake is in use as sensed by the OPEN
secondary brake pressure switch.
6. THROTTLE PEDAL--An AMBER LED which is ON when the
throttle pedal is depressed as sensed by a signal from the throttle
sensor.
7. ENG SPEED--An AMBER LED which is ON when the engine speed
sensor is providing a signal to the control.
8. DIAGNOSTIC PRESENT--A RED LED which indicates that the
electronic control has detected a fault for which a diagnostic code has
been stored in memory. The LED is ON if the fault is still present.
circuit conditions.
10. SERVICE MODE--An AMBER LED which is ON when the
electronic control is NOT in Mode 0.
11. Not used at this time.
NOTE: The small LED at the bottom right of the three digit display
has no diagnostic function. The small LED will always be ON.
Service personnel should always view the diagnostic window with the
small LED at the bottom right of the three digit display. When the
small LED is at the bottom right of the three digit display, service
personnel know that the window is being viewed in the correct
orientation.
- 210 - STMG 682
3/97
177
TRACTION CONTROL SYSTEM (TCS)
The Traction Control System (TCS) uses the rear parking/secondary
brakes (spring engaged and hydraulically released) to decrease the
revolutions of a spinning wheel. The TCS allows the tire with better
underfoot conditions to receive an increased amount of torque. The
controls for the system are contained in the TCS electronic control. The
TCS electronic control monitors the drive wheels through three input
signals: one at each drive axle, and one at the transmission output shaft.
When a spinning drive wheel is detected, the electronic control sends a
signal to the selector and proportional valves which in turn engage the
brake of the affected wheel. When the condition has improved and the
ratio between the right and left axles returns to 1:1, the electronic control
sends a signal to release the brake.
The TCS was formerly referred to as the "Automatic Electronic Traction
Aid." The operation of the system has not changed. The main difference
is the appearance of the electronic control. The TCS electronic control
now looks like the EPTC II and ARC electronic controls. The Light
Emitting Diodes (LED's) function the same as on the previous AETA
electronic control, but they are arranged in a rectangular pattern instead of
a straight line. The three digit numeric displays do not provide any
function at this time. Also, the TCS is not on the CAT Data Link at this
time and cannot communicate with the other electronic controls or the
ECAP and ET service tools.
- 211 - STMG 682
3/97
TCS formerly called
AETA
TCS uses parking/
secondary brake
system
1. TCS electronic
control
178
The TCS electronic control (1) is located in the compartment behind the
cab. The electronic control contains a diagnostic window with 12 Light
Emitting Diodes (LEDs) and a three digit numeric display. The
diagnostic window is used to interrogate the TCS for diagnostic
information. No Service Switches or Diagnostic Modes other than
Mode 0 are available at this time.
A service/retarder brake switch (2) provides an input signal to the TCS
and performs two functions:
1. When the service brakes or retarder are ENGAGED, the TCS function
is stopped.
2. The service/retarder brake switch provides the input signal needed to
perform a diagnostic test. When the TCS test switch and the retarder
lever are ENGAGED simultaneously, the TCS will engage each rear
brake independently. Install two pressure gauges on the TCS valve
and observe the pressure readings during the test cycle. The left brake
pressure will decrease and increase. After a short pause, the right
brake pressure will decrease and increase. The test will repeat as long
as the TCS test switch and the retarder lever are ENGAGED.
- 212 - STMG 682
3/97
2
1
2. Service/retarder
brake switch
- Stops TCS function
- Performs diagnostic
test
179
The TCS electronic control receives information from various input
components such as the left and right wheel speed sensors, the
transmission speed sensor and the service/retarder brake switch.
Based on the input information, the TCS electronic control determines
whether the left or right rear brake should be ENGAGED. These actions
are accomplished by sending signals to various output components.
Output components include the selector solenoid and the proportional
solenoid.
Input and output components on the block diagram are accompanied with
a letter and number. The letter "A" corresponds with the 37 pin CE
(Caterpillar Environmental) connector and the letter "B" corresponds with
the 10 pin Sure-Seal connector that are attached to the TCS electronic
control. The numbers next to the letters correspond to the pin numbers in
the connector. For example, the TCS test switch is connected to the TCS
electronic control through a wire in the 10 pin Sure-Seal connector at pin
location 2.
- 213 - STMG 682
3/97
SELECTOR
SOLENOID - LEFT
TRANSMISSION
SPEED
B10
B9
A17
A18
A19
A36
A37
TCS
A - 37 PIN CE CONNECTOR
A3
A10
MACHINE
HARNESS
CODES
892 - BR
893 - GN
774 - YL
213- BK
214 - BK
212 - BK
215 - BK
216 - BK
DATA LINK
(NOT USED)
768 - OR
+V TO BRAKE SWITCH
AND WHEEL SENSORS
A9 767 - WH
BATTERY +
BATTERY -
A1 132- PK
A2 255 - BK
SELECTOR
SOLENOID - RIGHT
A4 775 - BR
PROPORTIONAL
SOLENOID
A5 773 - GY
LEFT WHEEL
SPEED
A29 769 - BU
RIGHT WHEEL
SPEED
A30 770 - GN
SERVICE/RETARDER
BRAKE SWITCH
B1 772 - BR
TEST
SWITCH
B2 700 - PK
D1 D2 D3
12
2
4
5 6 7
3
8 9 10 11
13
TCS controls braking
with electrical inputs
and outputs
180
The TCS onboard diagnostic window houses 12 status LED's along with a
The functions of the three digit display and the status LED's are:
circuit conditions (not used at this time).
2. LEFT AXLE PICKUP--An AMBER LED which is ON or FLASHING
when the machine is moving.
3. RIGHT AXLE PICKUP--An AMBER LED which is ON or
FLASHING when the machine is moving.
4. TRANSMISSION PICKUP--An AMBER LED which is ON or
FLASHING when the machine is moving.
- 214 - STMG 682
3/97
TCS DIAGNOSTIC WINDOW
D1 D2 D3
12
2
4
5 6 7
3
8 9 10 11
13
TCS diagnostic
window:
- 12 status LED's
5. SPEED PICKUP--An AMBER LED which is ON or FLASHING to
indicate a fault (see NOTE below).
6. VEHICLE IDENTIFICATION--An AMBER LED which is ON when
the harness code is incorrect.
7. LEFT BRAKE SOLENOID OR HARNESS--An AMBER LED
which is ON when an OPEN or SHORT is present in the left brake
solenoid or harness circuit.
8. PROPORTIONAL VALVE OR HARNESS--An AMBER LED
which is ON when an OPEN or SHORT is present in the proportional
solenoid valve or harness circuit.
9. RIGHT BRAKE SOLENOID OR HARNESS--An AMBER LED
which is ON when an OPEN or SHORT is present in the right brake
solenoid or harness circuit.
10. CONTROL BOX--A RED LED which is ON or FLASHING when
connector.
12. SERVICE BRAKE OR RETARDER--An AMBER LED which is ON
when the service brake or retarder is in use as sensed by a GROUND
from the service/retarder brake pressure switch.
13. TEST MODE--A RED LED which indicates that the test switch is in
the ON position.
NOTE: To determine which pickup is at fault, actuate the test switch
while driving in a straight line without wheel slippage. Count the
number of flashes in each five second series of flashes: one flash
indicates the left axle pickup, two flashes indicate the right axle
pickup, three flashes indicate the transmission pickup, four flashes
indicate to check the LED's.
The small LED at the bottom right of the three digit display has no
diagnostic function. The small LED will always be ON. Service
personnel should always view the diagnostic window with the small
LED at the bottom right of the three digit display.
- 215 - STMG 682
3/97
TCS valve
181
The Traction Control System (TCS) valve is mounted inside the rear of
the right frame rail. Two solenoids are mounted on the valve.
Electrical signals from the TCS electronic control cause the selector
solenoid valve (1) to shift and select either the left or right parking brake.
If the selector valve shifts to the left parking brake hydraulic circuit, the
control oil is drained. The left reducing spool of the control valve can then
shift and engage the parking brake.
The proportional solenoid valve (2) controls the volume of oil being
drained from the selected parking brake control circuit. The rate of flow
is controlled by a signal from the TCS electronic control.
The pressure taps (3) can be used to measure the left and right
parking/secondary brake pressure when performing diagnostic tests on the
TCS.
- 216 - STMG 682
3/97
1
3
2
3
1. Selector solenoid
2. Proportional
solenoid
3. Left and right
parking/secondary
brake pressure taps
182
TCS operation with
brakes RELEASED
Shown is the TCS with the engine running and the brakes RELEASED.
When the machine is started:
Oil flows from parking brake release section of the pump through
the oil filter where the flow is divided. One line from the filter
directs oil to the parking and secondary brake valve. The other
line sends oil to the pump signal port (right end of signal piston) of
the TCS control valve.
Oil flow to the TCS control valve causes the ball check piston to
move to the left and unseat the drain ball check valve. Opening
the drain ball check valve opens a drain passage to the hydraulic
tank.
- 217 - STMG 682
3/97
PARKING
BRAKE
VALVE
TRANSMISSION
SPEED SENSOR
SPEED
DISTRIBUTOR
TEST
SWITCH
BRAKE
SWITCH
SELECTOR
SOLENOID
PROPORTIONAL
SOLENOID
SCREEN
ORIFICE
LEFT
DRIVE AXLE
RIGHT
DRIVE AXLE
ENGINE RUNNING/BRAKES RELEASED
BALL CHECK
OUTPUT
SIGNALS
INPUT
SIGNALS
When the operator releases the parking brakes:
Air pressure is increased at the parking brake valve forcing the
valve spool down.
Parking brake release oil can now flow through the parking and
secondary brake valve to the TCS control valve.
In the control valve, oil closes the parking/secondary ball check
valve and flows through the screen.
Oil flows through the right and left brake control circuit orifices.
Oil flows to the ends of the left and right brake reducing valve
spools.
When the control circuit pressure is high enough, the reducing
spools shift toward the center of the TCS control valve and
parking brake release oil flows to release the brakes.
- 218 - STMG 682
3/97
183
TCS operation with
left brake ENGAGED
Shown is the TCS with the engine running and the left brake ENGAGED.
When signals from the sensors indicate that the left wheel is spinning
60% faster than the right wheel, the following sequence of events occurs:
1. The TCS sends a signal to the selector solenoid valve and the
proportional solenoid valve.
2. The selector solenoid valve opens a passage between the outer end
of the left brake pressure reducing valve and the proportional
solenoid valve.
3. The proportional solenoid valve opens a passage from the selector
solenoid valve to drain. The proportional solenoid valve also
controls the rate at which the oil is allowed to flow to drain.
4. Control circuit oil drains through the selector valve and enters the
proportional valve.
- 219 - STMG 682
3/97
PARKING
BRAKE
VALVE
TRANSMISSION
SPEED SENSOR
SPEED
DISTRIBUTOR
TEST
SWITCH
BRAKE
SWITCH
SELECTOR
SOLENOID
PROPORTIONAL
SOLENOID
SCREEN
ORIFICE
LEFT
DRIVE AXLE
RIGHT
DRIVE AXLE
ENGINE RUNNING/LEFT BRAKE ENGAGED
BALL CHECK
OUTPUT
SIGNALS
INPUT
SIGNALS
5. The reducing valve spool for the left parking brake shifts and
blocks the flow of oil to the parking brake.
6. Oil in the left parking brake control circuit begins to drain.
7. The left parking brake begins to ENGAGE.
8. The left brake orifice restricts the flow of oil from the parking
brake valve.
When the signals from the sensors indicate that the left wheel is no longer
spinning, the following occurs:
The TCS stops sending signals to the selector solenoid and the
proportional solenoid.
The selector solenoid valve and proportional solenoid valve block
the passage to drain and allow the control circuit pressure to
increase.
The left brake reducing valve spool shifts to the center position
and blocks the passage to drain.
Parking brake release oil is directed to the left parking brake and
the brake is RELEASED.
INSTRUCTOR NOTE: More detailed information about the
Traction Control System (TCS) can be found in the Service Manual
Module "Automatic Electronic Traction Aid" (Form SENR2986) and
the Technical Instruction Module "Automatic Electronic Traction
Aid" (Form SEGV2585).
- 220 - STMG 682
3/97
184
CONCLUSION
This presentation has provided a basic introduction to the Caterpillar
793C Off-highway Truck. All the major component locations were
identified and the major systems were discussed. When used in
conjunction with the service manual, the information in this package
should permit the serviceman to analyze problems in any of the major
systems on these trucks.
- 221 - STMG 682
3/97
- 222 - STMG 682
3/97
SLIDE LIST
1. Model view (left side)
2. Model view (right side)
3. Model view (front)
4. Model view (rear)
5. Subtitle slide--Walk Around Inspection
6. Front wheel
7. Wheel breather and suspension
breathers
8. Rear brake coolers and other filters
9. Hydraulic tank
10. Final drive
11. Rear axle housing
12. Body up retaining cable
13. Fuel tank
14. Primary fuel filter and drain
15. Torque converter and transmission sight
gauges
16. Torque converter outlet screen
17. Brake cylinder breather
18. Front brake oil cooler filters
19. Front suspension cylinder and air dryer
20. Engine oil filters
21. Engine oil change connector
22. Secondary fuel filters
23. Manual shutdown switch
24. Air filters
25. Shunt tank
26. Air tank, grease tank and steering tank
27. Steering tank
28. Secondary brake reservoir drain
29. Operator's station/shift console
30. Operator's station/center console
31. Operator's station/light switches
32. Operator's station/instrument panel
33. Operator's station/VIMS
34. VIMS component diagram
35. Operator's station/fuse panel
36. Operator's station/ET laptop
37. Operator's station/VIMS laptop
38. Operator's station/hoist lever control
39. Operator's station/steering column
40. Operator's station/pedals
41. Engine/right side
42. Electronic engine control system
diagram
43. ADEM II electronic control
44. Atmospheric pressure sensor
45. 3516B improvements
46. Fuel filter restriction switch
47. Crankcase pressure sensor
51. Engine oil pre-lubrication
52. Variable speed fan control
53. Engine oil renewal system
54. Engine oil level sensors
55. Exhaust bypass control
56. Shunt tank
57. Radiator
58. Engine (front)
59. Coolant flow switch
60. Oil coolers
61. Rear brake oil coolers
62. Jacket water coolant flow circuit
63. Engine (left side)
64. Rear aftercooler sensor
65. Front brake oil cooler
66. Aftercooler coolant flow circuit
67. Engine oil pump
68. Engine oil filters
69. Engine oil system flow circuit
70. Primary fuel filter
72. Secondary fuel filters
73. Fuel pressure regulator
74. Fuel system flow circuit
75. Air filters
76. Turbo inlet sensor
77. Turbochargers
78. Exhaust temperature sensors
79. Exhaust system flow circuit
80. Subtitle slide--Power Train
81. Torque converter
82. Torque converter (converter drive)
83. Torque converter (direct drive)
- 223 - STMG 682
3/97
SLIDE LIST
84. Transmission, transfer gears and
differential
85. Transmission (section)
86. Differential
87. Rear axle flow control valve
88. Rear axle
89. Rear axle flow control valve
90. Rear axle cooling system schematic
91. Double reduction planetary (section)
92. Torque converter/transmission pumps
93. Transmission scavenge screen
94. Torque converter suction screen
95. Torque converter charging filter
96. Torque converter inlet relief valve
97. Torque converter outlet relief valve
98. Transmission charging filter
99. Torque converter lockup valve
100. Torque converter lockup circuit
101. Transmission control and solenoids
102. Transmission ICM control
103. Transmission ICM hydraulic circuit
104. Transfer gears
105. Torque converter/transmission hydraulic
circuit
106. EPTC II input/output diagram
107. EPTC II
108. EPTC II diagnostic window
109. ET laptop computer
110. Shift solenoids and actual gear switch
111. Subtitle slide--Steering System
112. Steering tank and filter
113. Steering pump
114. Steering valves
115. Steering accumulator charging valve
116. Steering pump (during charging)
117. Steering pump (low pressure standby)
118. Accumulator charging valve (during
charging)
119. Accumulator charging valve (low
pressure standby)
120. Accumulator charging valve (beginning
of cut-in)
121. Steering solenoid and relief valve
122. Steering solenoid and relief valve
(section)
123. Steering directional valve
124. Steering directional valve (hold)
125. Steering directional valve (right turn)
126. Hand metering unit
127. Hand metering unit (neutral)
128. Hand metering unit (right turn)
129. Steering accumulators
130. Steering bleed down control
131. Subtitle slide--Hoist System
132. Hoist lever switch
133. Hoist lever sensor
134. Hydraulic tank
135. Hydraulic tank screens
136. Hoist pumps
137. Hoist control valve (rear)
138. Hoist control valve (left side)
139. Hoist control valve (hold)
140. Hoist control valve (raise)
141. Hoist counterbalance valve
142. Hoist control valve (lower)
143. Hoist control valve (float)
144. Front brake oil cooler filters
145. Front brake oil cooler
146. Hoist cylinders
147. Hoist system circuit
148. Subtitle slide--Air System and Brakes
149. Oil cooled brake (section)
150. Operator's station/center console
151. Operator's station/steering column
152. Operator's station/pedals
153. Air compressor and governor
154. Air dryer
155. Service air reservoir (right platform)
156. Secondary air reservoir (behind cab)
157. Pressure protection valve
158. Air charging system
159. Secondary brake valve
160. Parking brake release valve
161. Brake pumps
162. Parking brake release filter
163. Towing system
- 224 - STMG 682
3/97
SLIDE LIST
164. Parking and secondary brake air
system
165. Front of cab/service and retarder brake
valves
166. Relay valves, brake cylinders and
makeup tank
167. Brake cylinders and makeup tank
168. Front brake oil cooler diverter valve
169. Brake cylinder (engaged)
170. Slack adjuster
171. Slack adjuster (section)
172. Service brake and retarder air system
173. Brake cooling circuit
174. ARC system diagram
175. ARC control box
176. ARC diagnostic window
177. TCS control box (old and new)
178. TCS control box
179. TCS system diagram
180. TCS diagnostic window
181. TCS valve
182. TCS system (brakes released)
183. TCS system (brakes engaged)
184. Model view
- 225 - STMG 682
3/97
Serviceman's Handout No. 1
793C SERVICE TOOLS
MAINTENANCE
2P8250 Filter Strap Wrench
4C5084 Filter Cutting Tool
4C9301 Coolant Conditioner Test Kit
4C4911 Battery Load Tester
1U9921 Battery Post Cleaner
5P0957 Coolant and Battery Tester (F)
5P3514 Coolant and Battery Tester (C)
9U5617 Suspension oil fill unit
5P8610 Nitrogen Charging Adapter (for charging two suspension cylinders)
7S5437 Nitrogen Charging Group
7S9394 Tire Fill Air Hose (6 ft. long)
7F8240 Tire Valve Repair Tool
1P0545 Tire Gauge
6V4040 Nitrogen Tire Inflation Kit
1U5551 Valve Extension (for charging steering accumulators)
5P1720 Seal Pick
ENGINE
9S9082 Engine Turning Tool
4C8241* Valve Lash Setting Gauge
1U5440 Fuel Flow Monitor Group
1U5470 Engine Pressure Gauge Group
9U5132 Injector Height Tool Group
*3500B engines require the 125-2744 Base instead of the 125-2742 Base used with 3500
engines.
ELECTRONIC CONTROL DIAGNOSTICS
Laptop Computer for VIMS/Electronic Technician
IBM Compatible Computer with DB-9 or
DB-25 Pin RS-232 Serial Port
Vital Information Management System (VIMS)
JERD2093 Caterpillar Common Services Software
JERD2137 VIMS Software License
JERD2138 VIMS Software Subscription
JERD2139 VIMS Software Subscription (additional copies)
127-9797 VIMS Computer to Truck Adapter Cable
- 226 - STMG 682
3/97
ELECTRONIC CONTROL DIAGNOSTICS
Electronic Control Analyzer Programmer (ECAP)
8T8697 ECAP
NEXG4521 Machine Functions Service Program Module (SPM) for ECAP
7X1700* Communication Adapter
NEXG4523* Service Program Module (SPM) for Communication Adapter
139-4166* ECAP/ET Cable (connects Communication Adapter to machine;
can also be used for Flash programming)
7X1420 ECAP Cable (earlier ECAP plastic port 1)
7X1851 ECAP Cable (current ECAP metal port 1)
7X1703 Holder for Communication Adapter
7X1180 ECAP Internal Expansion Board
7X1695* Timing Probe Cable
6V2197* Timing Probe Magnetic Pickup
6V3093* Timing Probe Adapter Sleeve
*Also required to run ET.
Electronic Technician (ET)
JERD2124 Electronic Technician (ET) Software License (alternate to ECAP)
JERD2129 ET Software Subscription (Engines and Machines)
JERD2142 ET Software Subscription (Machines Only)
7X1425 ET Adapter Cable (connects ET to Communication Adapter)
LERQ3133 HyperACCESS/5--Flash File Download Software
ELECTRICAL
4C3406 Deutsch Connector Kit (HD10 with crimp tool)
9U7246 Deutsch Connector Kit (DT no crimp tool)
1U5804 Deutsch Connector Crimp Tool (part of 4C3406)
6V3000 Sure Seal Repair Kit
1P2305 Terminal and Connector Repair Kit
8T0900 AC/DC Clamp-on Ammeter
6V7070 Digital Multimeter (Beckman)
9U7330 Fluke 87 Digital Multimeter
(reads Pulse Width Modulation PWM on EUI/ARC/VIMS)
8T3224 Multimeter Probes (for checking CE connectors)
7X1710 Signal Reading Probe Group (spade slides in connectors)
4C9024 Service Tool and Soldering Iron Battery
9U7560 Field Soldering Iron Group (used with 4C9024)
5P4205 5/32 T-handle Allen wrench for DRC connectors
- 227 - STMG 682
3/97
POWER TRAIN
8T5200 Signal Generator (substitutes transmission/engine speed signals)
6V4157 Transmission/Hydraulic System Pressure Gauge Group
6V6064 Test Cover (top of ICM transmission)
TEMPERATURE MEASUREMENTS
4C6500 Digital Thermometer Group
8T2844 Temperature Recorder Stickers
4C6090 Multichannel Temperature Selector Group
6V9130 Temperature Adapter Group (for Digital Multimeter)
8T5334 Surface Temperature Probe
123-6700 Infrared Thermometer with Laser Sight
MISCELLANEOUS
1U5481 Pressure Gauge Group
1U5482 Pressure Adapter Group for 1U5481
4C4892 ORFS Fitting and Gauge Group
8T5320 Hydraulic Test Group (contains blocker plates)
5P1404 Adapter (7/8-14 x 9/16-18 for brake bleed port)
1U5000 Auxiliary Power Unit (gas engine pump for towing)
1U5525 Auxiliary Power Unit Attachment Group
1U8869 Digital Dial Indicator
6V6042 Dial Indicator Contact Group
8T5096 Magnetic Dial Indicator Group
8T1000 Digital Positioner Group
FT1975 Suspension Gauge Block
Stop Watch
- 228 - STMG 682
3/97
VIMS KEYPAD OPERATIONS
- Scroll parameters monitored by VIMS by depressing the GAUGE key.
- Payload Monitor ON/OFF PAYLOAD 7295623
- Calibrate Payload Monitor PAYCAL 729225
- Payload Resettable Totals TOT 868
- Reset Displayed Data RESET 73738
- Display Self Test TEST 8378
- Reset Service Light SVCLIT 782548
- Set Lube Cycle Times LUBSET 582738
- Manual Lube LUBMAN 582626
- Show Acknowledged Events EACK 3225
- Show Event Statistics ESTAT 37828
- Show Event List ELIST 35478
- Start Event Recorder EREC 3732
- Start/Stop Data Logger DLOG 3564
- Reset Data Logger DLRES 35737
- Odometer Set/Reset ODO 636
(requires VIMS PC connection)
- Machine Status MSTAT 67828
- Change Language LA 52
- Change Units UN 86
- Change Backlight BLT 258
- Change Display Contrast CON 266
(requires Updated Message Center)
- 229 - STMG 682
3/97
INSTRUCTOR NOTES
- 230 - STMG 682
3/97
INSTRUCTOR NOTES
- 231 - STMG 682
3/97
INSTRUCTOR NOTES
SESV1682 Printed in U.S.A.
3/97

Libro PDF

Uploaded by

Document Information

Original Description:

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

Libro PDF

Uploaded by

Copyright:

Available Formats

Service Training

Meeting Guide 682 SESV1682

You might also like