valve.
The transmission clutches, the steering clutches, and the brakes operate at the same pressure, due to the common top pressure power train strategy. Transmission clutch engagement pressure calibrations and brake pressure adjustments are not required. (Transmission clutch fill time calibrations, steering clutch high pressure calibrations, and brake touch-up calibrations are still required.) Correct oil pressure is available for the operation of the transmission clutches, the steering clutches, and the brakes when the transmission main relief valve is properly adjusted.
Fan Pump Implement Pump Flywheel Housing EngineC27 Torque Converter
Power Train Lube Temperature Sensor Torque Converter Scavenge Section Transmission Scavenge Section Torque Converter Charging Section Transmission & Torque Converter Charging Section Transmission Controls Temp. Sensor Transmission Charging Filter T/C Charging Filter T/C Outlet Relief Pressure (N) Cooler Lube Pressure (CL) Transmission
Main Relief Valve Pressure (P) Fluid Sampling Port (SOS) Power Train Oil Pump Torque Converter Inlet Relief Valve Lube Distribution Manifold TC Outlet Temperature Sensor A B C D Electronic Clutch / Brake Valve Filter Bypass Switch C1 B1 C2B2 LB2 LB1 C1 B1 C2 B2 Transmission Lube Pressure (L1) Transmission Pump Pressure (TP) Torque Converter Supply Pressure (M) Torque Converter Supply Pressure (M1) Lube Manifold Pressure (L2) 4 3 2 1 5 Torque Divider Vent Line
Power Train Cooler 1 Power Train Cooler 2 Torque Converter
Outlet Relief Valve
D10T POWER TRAIN SCHEMATIC
FIRST GEAR FORWARD
ECPC Transmission
Power Train Breather
At high idle, the torque converter charging section "C" of the power train oil pump draws
approximately 140 L/min (37 gpm) of power train oil to the torque converter, through the torque converter inlet relief valve. Oil from the transmission and torque converter charging section of the power train oil pump that flows past the main relief valve mixes with the torque converter charge oil. The two oil flows mix inside the torque converter inlet relief valve. The torque converter inlet relief valve limits the maximum oil pressure to the torque converter.
The torque converter outlet relief valve maintains the minimum pressure inside the torque converter. Oil that exits the torque converter through the torque converter outlet relief valve is directed to the power train oil coolers. Oil that exits the power train oil coolers is then sent to the lube distribution manifold. The lube distribution manifold provides cooled lube oil to the transmission, the bevel gears, and the steering clutches and brakes.
The torque converter scavenge section "B" of the power train oil pump draws oil from the torque converter housing through a screened port. This oil is then directed back to the main sump. The torque converter scavenge section draws approximately 20 L/min (5.3 gpm) of oil at high idle. The transmission scavenge section "A" of the power train oil pump draws oil from the
transmission and bevel gear case through a screened port. This oil is directed to the lube distribution manifold where it mixes with the oil from the power train oil coolers. The
combined oils are used to lubricate the transmission and bevel gears and the steering clutches and brakes.
Transmission pump pressure (TP), transmission main relief pressure (P), torque converter supply pressure (M), transmission lube pressure (L1), and the power train oil fluid sampling (S•O•S) port are all easily accessible from the rear of the machine. All of the other power train pressure test ports must be accessed through the floor plates in the operator's compartment.
INSTRUCTOR NOTE: It should be noted that the D10T no longer uses a priority
valve.
NOTE: Refer to the Hydraulic Schematic Color Code chart at the end of this
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The torque converter inlet relief valve and the lube distribution manifold are mounted to the right front of the main case. They are consolidated into one housing (1).
The electronic steering and brake control valve (2) is mounted to the top of the main case. The four-section power train oil pump (4) is driven by a shaft that connects the drive hub (3) to a drive hub on the rear of the hydraulic demand fan pump (not pictured). The drive shaft is
covered by a guard when the machine is completely assembled.
The transmission charging section and the torque converter charging section of the power train oil pump (4) draw their oil from the main sump through the screened suction manifold (5). The suction screen is accessible for cleaning by removing the cover (6) on the front of the suction manifold.
The vent line (7) connects the torque converter housing and the main case to maintain an equal atmospheric pressure inside both components. The power train breather is remotely mounted in the compartment at the rear of the left fender. The remote line for the breather (not yet installed in the illustration, above) connects to the vent line with a "tee" fitting.
1 2 3 4 5 6 7
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The four-section, fixed displacement power train oil pump is mounted to the left, front of the main case. This fixed displacement gear pump consists of:
1. transmission and torque converter charging section "D" 2. torque converter charging section "C"
3. torque converter scavenge section "B" 4. transmission scavenge section "A"
The pump drive hub (5) connects to a shaft that is driven by the hub at the rear of the hydraulic demand fan pump (shown earlier in this presentation).
Other power train components shown in the illustration above are: 6. transmission oil fill tube
7. transmission oil dipstick tube
8. screened main sump suction manifold
9. access cover to the main sump suction screen
2 3 5 6 1 4 7 8 9
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The two, 6-micron power train oil filters are located at the rear of the machine. Shown in the illustration above is the torque converter charging filter (1) and the transmission charging filter (2).
The ecology drain (3) for the transmission case is also located at the rear of the machine, at the bottom of the transmission case.
The transmission hydraulic control, which contains the transmission modulating valves and the transmission main relief valve, may be accessed by removing the transmission inspection cover (5), at the top of the transmission case.
The transmission output speed sensors may be accessed by removing the bolts from main cover for the transmission case (4) and then sliding the transmission rearward, out of the transmission and bevel gear case. (The four bolts that hold the transmission and bevel gear case to the main case must remain.) This procedure allows access to the speed sensors without draining all of the power train oil and without removing of the axles. Refer to the procedure for "Transmission Removal and Installation" in the D10T Power Train Disassembly and Assembly Manual (Form No. RENR8166) for the details of this procedure.
1 2
3
4 5
The transmission charging filter (1) is located at the upper left, rear of the main case. Service points located on this filter base are:
2. power train filter oil filter bypass switch 3. transmission controls temperature sensor 4. transmission pump pressure test port (TP)
The torque converter charging filter (6) is located at the upper right, rear of the main case. Power train oil fluid samples (S•O•S) maybe taken from the test port (5), located on the right side of the filter base.
77 78 1 2 3 4 6 5
The transmission controls temperature sensor monitors the temperature of the power train oil from the main sump. This is the sensor that that is considered when using the Advisor panel or Cat ET to perform power train calibration routines. This is also the sensor that provides the signal for the "Transmission Oil Temperature" readout on the Advisor panel (Service/System Status/Power Train screens).
The power train oil filter bypass switch is a normally open pressure switch. The status of the power train oil filter bypass switch may be viewed using the Advisor panel (Service/System Status/Power Train screens) or by using Cat ET.
Located at the top of the transmission case are the following pressure test ports: 1. transmission main relief pressure (P)
2. torque converter supply pressure (M) 3. transmission lube pressure (L1)
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1 2
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Power train oil exiting the torque converter passes through the power train oil coolers and then flows through the hose at the left (1) and into the lube distribution manifold (4). Oil from the transmission scavenge section of the power train oil pump is directed to the lube distribution manifold through the steel tube (5), where it combines with the oil from the coolers. This combined oil is used for lubrication purposes and is distributed to the left and right steering clutches and brakes and to the transmission and bevel gears.
System lube pressure (L2) can be checked using the alternate lube system pressure tap (2) (partially hidden, above), on the right side of the manifold. The lube temperature sensor (3) is installed in the top of the lube distribution manifold.
Oil from the torque converter charge section of the power train oil pump flows through the torque converter charge filter and then to the torque converter inlet relief valve (7) where it mixes with the oil that flows past the transmission main relief valve. Most of this oil is supplied to the torque converter through the hose at the right (8). Relief oil from the torque converter inlet relief valve flows back into the main sump through a port (not visible) at the back of the housing. Torque converter supply pressure (M1) can be tested at the alternate pressure tap (6) on the left side of the housing.
1 2 3 4 5 6 7 8
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The torque converter inlet relief valve protects the components in the torque converter by limiting the maximum oil pressure to the torque converter during pressure spikes in the system. This valve also protects the torque converter components when the engine is started and the oil is cold.
Oil from the torque converter charging section of the power train oil pump is directed to the