• Author / Uploaded
• martina trujillo

Citation preview

Service Training

SERV7104-09 September 2004

New Product Introduction Volume 9, Number 1

TECHNICAL PRESENTATION

D8T TRACK-TYPE TRACTOR

New Product Introduction (NPI)

D8T TRACK-TYPE TRACTOR CONTENT This self-paced, self-directed presentation provides New Product Introduction (NPI) information for the D8T Track-type Tractor. OBJECTIVES After learning the information in this presentation, the technician will be able to: 1. locate and identify the new components on the D8T Track-type Tractor; 2. locate and identify the function of the controls in the new operator compartment; 3. locate and identify the new components in the tractor’s systems; and 4. trace the flow of oil, coolant, and/or air through the new systems. REFERENCES "D8R Series II Track-type Tractor" (STMG) "D8R Track-type Tractor" (STMG) "Electronically Controlled Transmission System - Track-type Tractors (T.I.M.) "Caterpillar Monitoring System - Track-type Tractors"

Estimated Time: 2 Hours Visuals: 82 Form: SERV7104-09 Date: 9/04 © 2004 Caterpillar Inc.

SERV1736 SESV1699 SERV2639 SEGV2619

SERV7104-09 Vol. 9, No. 1, 2004

-3-

NPI

TABLE OF CONTENTS INTRODUCTION ........................................................................................................................5 Similarities and Differences ...................................................................................................6 OPERATOR'S COMPARTMENT................................................................................................8 CATERPILLAR MONITORING AND DISPLAY SYSTEM WITH ADVISOR™ .................20 ENGINE......................................................................................................................................32 Fuel System...........................................................................................................................40 Cooling System.....................................................................................................................41 Hydraulic Demand Fan System ............................................................................................45 POWER TRAIN .........................................................................................................................50 Differential Steering System.................................................................................................58 IMPLEMENT HYDRAULIC SYSTEM....................................................................................63 SIGNIFICANT MAINTENANCE CHANGES .........................................................................77 Recommended Maintenance Intervals..................................................................................83 NEW TOOLING/SKILLS REQUIRED FOR SERVICE No Significant Changes CONCLUSION...........................................................................................................................85 HYDRAULIC SCHEMATIC COLOR CODE...........................................................................86

SERV7104-09 Vol. 9, No. 1, 2004

-4-

NOTES

NPI

SERV7104-09 Vol. 9, No. 1, 2004

-5-

NPI

D8T TRACK-TYPE TRACT OR

© 2004 Caterpillar Inc.

1

INTRODUCTION Shown above is the D8T Track-type Tractor. The D8T has been redesigned to meet U.S. Environmental Protection Agency (EPA) Tier III Emissions Regulations for North America and Stage III European Emissions Regulations. The D8T meets the EU sound regulations (EU Directive 2000/14/EC) for 2006. The D8T is powered by the C15 ACERT™ technology electronic engine equipped with the Mechanical Electronic Unit Injection (MEUI) fuel system. This engine also utilizes the new A4 Engine Electronic Control Module (ECM) and is equipped with an Air To Air AfterCooler (ATAAC) intake air cooling system. Other upgrades to the D8T Track-type Tractor include: - improvements to the power train hydraulic system - improved engine, power train, and hydraulic cooling systems - upgrade to electro-hydraulic steering and implement controls - electro-hydraulic controlled demand fan - wider cab and platform with re-designed operator controls - Caterpillar Monitoring and Display System with Advisor™ and in-dash instrument cluster - structural improvements to the machine, including undercarriage and radiator guard - serial number prefix is KPZ (J8B for machines built in Brazil)

SERV7104-09 Vol. 9, No. 1, 2004

-6-

NPI

SIMILARITIES AND DIFFERENCES D8T TRACK-TYPE TRACTOR FEATURES

DIFFERENT

Machine Appearance

SIMILAR

SAME

X

Operators Station

X

Monitoring System

X

Engine

X

Transmission

X

Steering System

X

Power Train

X

Braking System

X

Implement Hydraulic System

X

Cooling System

X

Nomenclature

X

2 Similarities and Differences The chart above compares the D8T Track-type Tractor to the D8R Series II. Although not comprehensive, it gives an "at a glance" look at what is different, similar, and the same. - Machine appearance is similar to the D8R Series II. Restyling of the hood, the engine enclosure doors, the fenders, and the fuel tank have somewhat changed the D8T's appearance, compared to the D8R Series II. - The operator station incorporates the new common cab. The cab is physically wider and the operator controls, the instruments, and the dash have been redesigned. The cab for the D8T is the same cab that will be used for the D9T, the D10T, and the D11T Track-type Tractors. - The monitoring system for the D8T is the new Caterpillar Monitoring and Display System, with Advisor™.

SERV7104-09 Vol. 9, No. 1, 2004

-7-

NPI

- The D8T is powered by the new C15 ACERT™ technology engine. It is an in-line six-cylinder arrangement that develops 310 net horsepower (231.2 kW) at 2200 rpm. - The transmission in the D8T is an Electronic Clutch Pressure Control (ECPC) power shift transmission. This transmission is nearly identical to that used in the D8R Series II Track-type Tractor. The new common top pressure strategy eliminates the need to perform clutch engagement pressure calibrations. - The steering system for the D8T has been upgraded to an electro-hydraulic controlled differential steering system. The steering pump, the steering motor, and the steering differential strategy is the same as the D8R Series II, but three rotary position sensors on the steering control lever (tiller) shaft provide an electronic signal to the new electrohydraulic steering pump. This makes the test and adjust procedures simpler and less time consuming and also reduces the number of mechanical and hydraulic components. - The power train has also been upgraded for the D8T. Input to the transmission is from an updated torque divider. The common top pressure strategy eliminates several calibrations for the transmission and the brakes. The priority valve has been moved to the enclosure on the right fender, and remote pressure taps have been added for all of the power train pressures, which improves serviceability. - The implement hydraulic system has been redesigned for the D8T. The system is now an electro-hydraulic implement system. It is similar to the pilot operated implement hydraulic system used in the D8R Series II Track-type Tractor, but electronic implement controls energize solenoid valves located on either end of each implement control valve. The valve stack, the pilot manifold, the pilot filter, and the hydraulic system pressure test ports have been relocated to the notch in the redesigned fuel tank. This makes access to these components much easier and less time consuming. - The cooling system on the D8T has also changed. The AMOCS radiator and the Air To Air AfterCooler (ATAAC) are positioned behind an electro-hydraulic demand fan. The demand fan arrangement is similar to that used on the 924G and 928G Wheel Loaders. - Nomenclature has changed from D8R Series II to D8T.

SERV7104-09 Vol. 9, No. 1, 2004

-8-

NPI

3 OPERATOR'S COMPARTMENT The operator's compartment for the D8T has been upgraded to the new "Common Cab," which is used on the D8T through the D11T Track-type Tractors. Upgrades and improvements to the operator's compartment include: - eight inch wider cab, with wider doors that open 20° further, for easier entry and exit - more glass area for better overall visibility - new dash with a sealed instrument cluster - new right-hand console with redesigned controls for lighting and other machine systems - electro-hydraulic implement controls and steering control lever - new Caterpillar Monitoring and Display System, with Advisor

SERV7104-09 Vol. 9, No. 1, 2004

-9-

NPI

1

2

4 The Cat contour seat is standard equipment with air suspension available as an option. The padded left armrest is manually adjustable for height using the two knobs (1) below the armrest. A padded knee brace (2) provides operator comfort when operating the machine on slopes.

SERV7104-09 Vol. 9, No. 1, 2004

- 10 -

NPI

1 4

2

5

3

5 At the front of the left armrest is the steering control lever (1). The parking brake switch (2) energizes the parking brake solenoid on the brake valve, which engages the brakes and shifts the transmission to FIRST gear NEUTRAL. When engaged, the parking brake switch also electronically disables the steering system and mechanically locks the steering control lever housing. FORWARD, NEUTRAL, and REVERSE are selected by rotating the hand grip (3). The top yellow button (4) upshifts the transmission one gear range at a time, and the bottom yellow button (5) downshifts the transmission one gear range at a time. Left turns are accomplished by rotating the control lever (1) toward the front, and right turns are accomplished by rotating the control lever (1) toward the rear. NOTE: The differential steering strategy still incorporates the standard "S-Turn" logic used in previous differential steer machines. Also note that when the parking brake is engaged, the parking brake solenoid is energized and the secondary brake solenoid is also energized as a backup measure.

SERV7104-09 Vol. 9, No. 1, 2004

- 11 -

NPI

7 6 5 8

4 3

1

2

6 The right console contains the implement controls and most all the controls and switches for machine systems and functions. These controls are: 1. dozer control lever 2. ripper control handle (winch control, if so equipped) 3. rear action lamp 4. 12-volt switched power adapter 5. forward horn button 6. key start switch 7. Cat Advisor graphical display module 8. Machine Security System (MSS) indicator

SERV7104-09 Vol. 9, No. 1, 2004

- 12 -

NPI

4 3 2

1

5

6

7 The dozer control lever (1) allows the operator to control all of the blade functions with one lever. Moving the dozer control lever forward or rearward LOWERS or RAISES the blade. Moving the dozer control lever left or right allows the blade to TILT LEFT or TILT RIGHT. If the machine is equipped with dual tilt, moving the thumb lever (2) to the right allows the operator to dump the blade (PITCH FORWARD). Moving the thumb lever to the left will RACK BACK the blade. The left yellow button (3) allows the operator to activate segments in the Auto Blade Assist (ABA) cycle, if equipped with ABA. After the blade is loaded, the first push of the left button will position the blade to a pre-set CARRY position, which may be adjusted using Advisor. The second push of the button begins the SPREAD cycle. The blade will dump automatically until the full strokes of the tilt cylinders are reached. The next push of the button returns the blade to the READY TO CARRY position. The right yellow button (4) cancels the ABA cycle. The blade may be controlled manually at any time. Located on the front of the dozer control lever is the trigger switch (not shown). When depressed, the trigger switch toggles between single tilt and dual tilt modes. Releasing the trigger switch toggles back to the default tilt mode. The default tilt mode is set using Advisor. The left rocker switch (5) on the panel ahead of the dozer control lever is the ABA Switch. It is used to activate the ABA Mode. The right rocker switch (6) manually activates the fan reversing cycle, if the machine is equipped with a reversing fan.

SERV7104-09 Vol. 9, No. 1, 2004

- 13 -

2

NPI

1

3

4

8 To the rear of the dozer control lever is the ripper control handle (1). SHANK IN and SHANK OUT are controlled with the finger switch (2). Ripper RAISE and LOWER are controlled by the thumb switch (3) at the front of the control. Pushing the Auto-Stow button (4) raises the ripper to the maximum height and can move the ripper tip to the full SHANK IN or full SHANK OUT position, depending on the operator settings configured using Advisor. There are three Auto-Stow positions that may be configured. They are RIPPER RAISE, RIPPER RAISE and SHANK IN, or RIPPER RAISE and SHANK OUT. If the machine is equipped with a winch, the winch controls would be located in this same position. The winch control is similar to that used on the D8R Series II Track-type Tractor, except that the drum clutch disconnect position has no detent.

SERV7104-09 Vol. 9, No. 1, 2004

2

- 14 -

3

4

5

6

NPI

7

1

9 The panel on the outside of the right console contains a number of switches that control various external lights and machine functions. These switches are: 1. high/low idle switch 2. implement lockout switch 3. AutoShift mode switch 4. Auto KickDown mode switch 5. AutoCarry mode switch (if equipped) 6. ripper pin puller switch (if equipped with a single shank ripper) 7. exterior light switches for the front fender lights, the front cylinder mounted lights, the fuel tank mounted lights, and the ROPS mounted lights NOTE: External HID lights are now available as an attachment.

SERV7104-09 Vol. 9, No. 1, 2004

- 15 -

NPI

1

6

2

5

3

4 7

9

8

10 Located at the bottom, front of the left console, and just inside the left cab door is the main fuse panel, circuit breakers, and diagnostic connector. Opening the hinged cover gains access to the: 1. air conditioning remote condenser circuit breaker (if equipped) 2. HVAC blower motor circuit breaker 3. diagnostic connector for Cat ®ET 4. 12 volt switched power supply (for powering a laptop computer or other devices) 5. 175 amp alternator fuse 6. main electrical fuse panel, using automotive type fuses A fuse and breaker identification chart (7) is affixed to the inside of the hinged cover. The chart shows fuse locations and their associated electrical circuits. Also contained in the hinged cover are spaces for spare fuses (8) and a fuse puller (9).

SERV7104-09 Vol. 9, No. 1, 2004

1

- 16 -

2

3

4

NPI

5

6

7

11 The HVAC controls and wiper/washer controls are located overhead, and above the right hand console. These controls are: 1. HVAC blower fan speed 2. HVAC temperature control 3. air-conditioning selector 4. front windshield wiper/washer control 5. left cab door wiper/washer control 6. right cab door wiper/washer control 7. rear cab window wiper/washer control

SERV7104-09 Vol. 9, No. 1, 2004

- 17 -

NPI

1

2

3

12 The dash in the new common cab is physically narrower, allowing for easier entry and exit from the cab. The dash contains a sealed instrument cluster (1), which replaces the quad gauge module and the main display module and alert indicators of the previous Cat Monitoring System. The instrument cluster and new monitoring system will be discussed in more detail, later in this presentation. Below the instrument cluster is a large storage bin (2). If the machine were equipped with Navigator, AccuGrade, or other blade position and control devices, those components would be installed in this space, replacing the storage bin. Below the storage bin is a non-slip foot rest, which spans the entire width of the dash.

SERV7104-09 Vol. 9, No. 1, 2004

- 18 -

1

NPI

2

13 Below the dash are the service brake pedal (1) and the decelerator pedal (2). The service brake pedal applies the service brakes (both left and right) proportionately with the amount of pressure applied by the operator. When depressed, the pedal provides a signal to the Power Train ECM from the rotary position sensor connected to the pedal. The Power Train ECM then signals the electronically controlled brake valve. When completely depressed, the brakes are fully engaged. The smaller pedal on the right is the decelerator pedal. During normal operation, the machine operates at high idle. Depressing the decelerator pedal decreases the engine rpm by a signal to the Engine ECM from the rotary position sensor connected to the pedal. Intermediate engine speeds are attained in the following manner. First set the high/low idle switch to the HIGH IDLE position, and then depress the decelerator pedal to the desired engine speed. Press and hold the high idle (rabbit) side of the high/low idle switch for approximately three seconds. Release the switch. This setting then becomes the maximum engine speed until the high/low idle switch is pressed again, which cancels the intermediate engine speed setting. The engine speed may then be reduced from this intermediate engine speed by depressing the decelerator pedal. When the decelerator pedal is released, the engine speed will return to the intermediate setting.

SERV7104-09 Vol. 9, No. 1, 2004

- 19 -

NPI

1

2

6 3 7 4

5

14 The Power Train ECM (1) and the Implement ECM (2) are located at the rear of the cab. Accessing the Power Train ECM can be accomplished by removing the operator seat and the sound panel at the rear of the cab. The panel under the right console must also be removed to access the Implement ECM. Other components and component parts located here are: 3. J1/P1 connector for the Implement ECM 4. J2/P2 connector for the Implement ECM 5. J1/P1 connector for the Power Train ECM 6. J2/P2 connector for the Power Train ECM 7. exterior lighting relays NOTE: The Implement ECM and Power Train ECM code plugs are tied to the wiring harness, which is routed through the channel below the ECM's.

SERV7104-09 Vol. 9, No. 1, 2004

- 20 -

NPI

2

1

15 CATERPILLAR MONITORING AND DISPLAY SYSTEM, WITH ADVISOR The monitoring system for the D8T has been upgraded to the Caterpillar Monitoring and Display System, with Advisor. The major components in the new monitoring system consist of the Advisor graphical display module (1) and the in-dash instrument cluster (2). The graphical display module has a selfcontained ECM (Advisor ECM).

SERV7104-09 Vol. 9, No. 1, 2004

- 21 -

NPI

CATERPILLAR MONITORING AND DISPLAY SYSTEM COMPONENTS TRACK-TYPE TRACTORS

+ Key Switch

Implement ECM

J2

J1

Power Train ECM

J2

J1

Engine ECM

J2

J1

CAN A Data Link

)

CAT Data Link

5

CAN C Data Link

10

15

20 25

0

n/min n/min km/ h mph

2.3

Dynamic Inclination Sensor

Navigator / CTCT Attachments

Product Link

CAN A Data Link

CAT Data Link

(

1N

X100

kPa PSI km miles C F

132.1

Instrument Cluster CAN B Data Link

Advisor Comm Adapter II

Fuel Level Sender ( D8T Only)

Fuel Level Sensor ( D9T, D10T, D11T)

Rear Action Lamp

Action Alarm

ET

Alternator (R-Terminal)

16 The Caterpillar Monitoring and Display System (CMDS) continuously monitors all machine systems. CMDS consists of both software and hardware components. The hardware components consist of the Advisor graphical display module, a sealed in-dash instrument cluster, the Engine ECM, the Implement ECM, the Power Train ECM, the Action Alarm, the rear Action Lamp, and various switches, sensors, and senders. If the machine is so equipped, the CMDS may also include connections to a Product Link ECM, and/or Navigator and its components. (Navigator is the display module for the Computer Aided Earthmoving System (CAES).) The CMDS components communicate with each other and with electronic controls for the machine’s components through the Cat Data Link and through CAN (Controller Area Network) Data Links. A machine with standard equipment uses the Cat Data Link, the CAN A Data Link, and the CAN C Data Link. With AutoCarry attachments, CMDS will also include a CAN B Data Link (shown in dashed lines, above) and a CAN D Data Link (not shown). Advisor constantly monitors all of the ECM’s, the alternator R-Terminal, the system input voltage, and the fuel level sender. Advisor transmits the monitored data to the in-dash instrument cluster and activates the mode and alert indicators, the displays, and the gauges. This information may also be accessed and displayed on Advisor’s screens.

SERV7104-09 Vol. 9, No. 1, 2004

- 22 -

NPI

3

2

4

1

5 6

17 The upper portion of the dash contains an automotive style instrument cluster. This is a sealed unit that contains the following analog gauges: 1. hydraulic oil temperature gauge 2. engine coolant temperature gauge 3. tachometer 4. torque converter oil temperature gauge 5. fuel level gauge The LCD display (6) below the tachometer shows the following information: - the service hour meter at the bottom of the display - calculated track speed at the upper left of the display - transmission gear and direction at the upper right of the display

SERV7104-09 Vol. 9, No. 1, 2004

- 23 -

NPI

IN-DASH INSTRUMENT CLUSTER Auto KickDown Activated (5) Winch Freespool or Release (4) Winch Low Speed Lock (3) Winch Disabled (2)

AutoCarry Charging Parking AutoShift Brake On (7) System Fault (9) Armed (11) Activated (6) Action ABA Lamp (8) Enabled (10)

15

25

10

AUTO

n/min

X100

0

Engine Pre-Lube Activated (1)

Float Armed (13) Single Tilt Enabled (14)

20

AUTO

5

Implement Lockout Activated (12)

30

35

2.3

1F 132.1

Dual Tilt Enabled (15) Not Used

Not Used

18 Also contained in the instrument cluster are up to fifteen LED indicators that show the operator the status of a number of machine functions. When lit, they indicate: 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15.

Engine pre-lube activated winch disabled (if the machine is equipped with a winch) winch low speed lock (if the machine is equipped with a winch) winch freespool or release (if the machine is equipped with a winch) Auto KickDown activated AutoShift activated parking brake ON Action Lamp charging system fault (abnormal output at the "R" terminal) Auto Blade Assist enabled (if the machine is equipped with ABA) AutoCarry armed implement lockout activated FLOAT armed single tilt enabled dual tilt enabled (if the machine is equipped with dual tilt)

SERV7104-09 Vol. 9, No. 1, 2004

- 24 -

NPI

1 2

19 The heart of the Caterpillar Monitoring and Display System is the Graphical Display Module, located on the right console, just ahead of the dozer control lever. This unit is commonly referred to as Advisor. It is the interface between the operator/serviceman and the Caterpillar Monitoring and Display System. Advisor consists of the display screen (1), the navigational buttons (2), and an internal, self-contained ECM (not shown). Advisor is used to access, monitor, and display operating characteristics, diagnostics and events, and modes of operation. It is also used to view and change operator preferences and parameters, much like the Vital Information Display System (VIDS) in the D10R Series II and the D11R Track-type Tractors. Advisor also allows the serviceman to troubleshoot and adjust machine systems by: - viewing active and logged codes and events, and clearing logged codes; - viewing systems and components status and parameters; - and performing calibrations for the steering, the implement, and the power train systems.

SERV7104-09 Vol. 9, No. 1, 2004

- 25 -

NPI

CAT ADVISOR GRAPHICAL DISPLAY MODULE Gear/Direction Display Area

Dozer Mode Display Area

Auto-Shift Mode Display Area Left / Up Arrow Button

      Float

1F

Right / Down Arrow Button

1F-2R

Home Menu Performance

Back Button (Delete / Backspace Button)

Settings Operator Service

OK

Home Button

OK Button (Enter / Select Button) "More Options" Icon

Data Display / Menu Selection Display Area

20 The Advisor graphical display module is the interface between the operator or serviceman and the CMDS. Information is displayed on a backlit LCD screen. The top portion of the screen is referred to as the "Top Banner" and it displays vital machine information at all times. The Top Banner may display different information from machine to machine depending on the attachments. On the base machine, the banner displays: - Transmission Gear and Direction, at the left; - Dozer Mode, in the center; - AutoShift Mode, at the right. The Transmission Gear and Direction display area shows the transmission gear and direction that is currently selected. The AutoShift Mode display area shows the current AutoShift Mode that is selected, using the Auto-Shift Mode selector switch on the right operator console. Depending on the machine's configuration, it can display "1F-2R," "2F-2R," "2F-1R," or "Inactive," if no AutoShift Mode is selected.

SERV7104-09 Vol. 9, No. 1, 2004

- 26 -

NPI

The Dozer Mode display area can display a number of messages which show the current dozer mode, the current segment during the Auto Blade Assist (ABA) or AutoCarry cycle, or the status of the implement or the implement system. The bottom portion of the screen is the Data Display/Menu Selection Display Area. It displays numerous menus and sub-menus used for navigation from screen to screen. It may also display system information, system status, and operator warnings, depending on what menu or sub-menu selection has been made. A "More Options" icon may also appear on the display screen in various positions. This icon is an indicator that more information is available for highlighting or displaying from the current highlighted position. This icon may point down, up, left, or right. Using the "arrow button" that corresponds to the icon will allow the operator or serviceman to scroll to and view the additional information. At the right of the display screen is a column of five User Interface Buttons. These buttons are used to navigate through the numerous Advisor screens, to make menu selections, or to enter data. The five buttons, top to bottom, are: - The "Left/Up" arrow button is used for screen navigation or data entry. It can be used to scroll up a vertical list or scroll left across a horizontal list or to decrease a setting value, such as decreasing brightness/contrast. - The "Down/Right" arrow button is also used for screen navigation or data entry. It can be used to scroll down a vertical list or scroll right across a horizontal list or to increase a setting value, such as increasing brightness/contrast. - The "Back" button is used to go back up one level in a stair-step (hierarchical) menu structure, or to return to the previous screen (much the same as the "Back" button is used in Windows Internet Explorer™) or as a backspace key, or as a cancel key when the operator or serviceman wishes to delete entered characters. - The "Home" button is used to return to the home menu screen, regardless of what screen is currently displayed. - The "OK" button is used to make selections from a screen or to confirm an entry, such as a password, or for saving an operator profile entry. Navigation through the menus and sub-menus is accomplished by using the "Arrow" buttons to highlight the desired selection, and then pressing the "OK" button. The "Arrow" buttons are also used to highlight a mode or setting parameter. Pressing the "OK" button selects that option. NOTE: The column of five buttons at the left of the display screen currently have no function.

SERV7104-09 Vol. 9, No. 1, 2004

- 27 -

Float

1F Engine ECM MID 36

ID 164-3

Display Setup

NPI

1F-2R

!

OK

Injection Actuation Pressure Sensor Voltage Above Normal Shorted High

ACKNOWLEDGE PRESS THE OK KEY TO ACKNOWLEDGE

OK

21

The Caterpillar Monitoring and Display System with Advisor provides three Warning Category Indicators (levels), utilizing "pop-up" warning messages on Advisor's screen (above), the front Action Light (contained in the instrument cluster), the rear Action Lamp, and an Action Alarm. The three warning category indicators are: - Warning Category Indicator 1: A pop-up warning appears on the Advisor screen, describing the event or diagnostic failure. The Action Light and Lamp and the Action Alarm are inactive. The pop-up warning can be acknowledged (snoozed) by pressing the OK button, and will not appear again for ten hours (if the event or fault does not re-occur). - Warning Category Indicator 2: A pop-up warning appears on the Advisor screen, describing the event or diagnostic failure. The Action Light and Lamp will flash, to alert the operator to change the machine operation. The pop-up warning can be acknowledged (snoozed) by pressing the OK button, and will not appear again for one hour (if the event or fault does not re-occur) and the Action Light and Lamp will stop flashing. - Warning Category Indicator 3: A pop-up warning appears on the Advisor screen, describing the event or diagnostic failure. The Action Light and Lamp will flash, and the Action Alarm will pulse to alert the operator to immediately and safely shut down the machine. The pop-up warning can be acknowledged (snoozed) and will continue to reappear every five minutes. The Action Light and Lamp will continue to flash and the Action Alarm will continue to pulse after the operator acknowledges the pop-up warning.

SERV7104-09 Vol. 9, No. 1, 2004

- 28 -

NPI

Illustration No. 21 shows a pop-up warning screen generated by the Engine ECM. There may be more than one warning screen, if there are any other active faults or events reported to Advisor by the Engine ECM, or any other ECM on the machine. Advisor will scroll through all the warning screens generated by all of the active faults or events. Each of these warning screens must be individually acknowledged by pressing the "OK" button. Each of these warning screens contains the following information: - the reporting ECM (in text) - the reporting MID (module identifier, or ECM code) - the ID (Component ID and Failure Mode Identifier) - a text message stating the failed component - a text message stating the failure mode of the component - a prompt for the operator to acknowledge the warning NOTE: If the Warning Category Indicator is related to a steering system failure, the pop-up warning will ask if the operator desires to go to "Limp Home Mode." If the operator chooses YES, Advisor will display the Limp Home Screen, which allows the operator to slowly, and incrementally move the implements to a position so the machine may be moved to a safe position for service work. Transmission operation will also be limited to first gear forward or first gear reverse.

SERV7104-09 Vol. 9, No. 1, 2004

- 29 -

1F

NPI

Float

1F-2R

Recall Operator Settings Default Settings

Display Setup in 10 Seconds Activated Or Press

OK

OK

To Recall Previous Settings

OK

22

Advisor will perform a self-test routine upon start-up (Key ON). After a few seconds, a preliminary screen will appear (above). This preliminary screen asks if the operator wishes to use the operator preferences that were active the last time the machine was operated. The operator may acknowledge "YES" by pressing the OK button. If the operator answers YES by pressing the OK button, Advisor will load into its memory the set of operator preferences used the last time the machine was operated. If the operator waits the 10 seconds, the default settings (or factory settings) will be loaded into its memory. If the operator wishes to use a set of operator preferences other than the last used set or the factory settings, another set of preferences must be selected from the "Operator" menu selection, from the Home Menu. After the preliminary screen has been acknowledged or has expired, "pop-up" warning screens may be displayed if there are any active faults or events in any of the machine systems (see illustration No. 21, earlier in this presentation).

SERV7104-09 Vol. 9, No. 1, 2004

- 30 -

NPI

PERFORMANCE SCREEN 1 of 2

Float

1F

1F-2R

Performance

1 of 2

Engine Coolant Temp

Engine Speed

Hydraulic Oil Temperature

TCO Temperature

87.8 C

23

n/min

1410 RPM

76.6 C

68.8 C Next

OK

PERFORMANCE SCREEN 2 of 2

Float     

1F

1 F-2 R

Performance                   2 of 2 E ngine Oil  P ress ure

506.0 kPa Fuel Level

75 % Previous

Air Inle t Tempe rature System Voltage

24

40 C 

26.3 Volts

OK

The "Performance 1 of 2" screen will appear on the display (illustration No. 23) after the pop-up warning screens have been acknowledged. This is the default screen. Pressing the right ARROW button will display the "Performance 2 of 2" screen (illustration No. 24). Using the left and right ARROW buttons allows the operator to switch back and forth between the two Performance screens. Vital information about the machine's major systems may be easily monitored using these two screens and the in-dash Instrument Cluster.

SERV7104-09 Vol. 9, No. 1, 2004

- 31 -

NPI

The two Performance screens display real-time text information for the following: - engine coolant temperature - engine speed - hydraulic oil temperature - torque converter oil temperature - engine oil pressure - air inlet temperature - fuel level - system voltage NOTE: For more detailed information about the new monitoring system and Advisor and how to access and use all of the options, refer to STMG1790, "Cat Monitoring and Display System With Advisor For Track-type Tractors - Introduction."

SERV7104-09 Vol. 9, No. 1, 2004

- 32 -

NPI

25 ENGINE The C15 ACERT™ technology engine is new for the D8T Track-type Tractor. The engine is equipped with Mechanical Electronic Unit Injection (MEUI) fuel injectors, an Air To Air AfterCooler (ATAAC), and a new electro-hydraulic demand fan system. The C15 engine also utilizes the A4 Engine Electronic Control Module (ECM), which is air cooled. The C15 is rated at 231 net kW (310 net hp) at 1850 rpm. The D8T power is managed as a "constant net" strategy. This means that at rated speed, and under full load, the tractor always delivers 231 kW (310 hp) at the flywheel, except during derates. When the demand fan is at maximum speed, the Engine ECM increases gross power to 259 kW (347 hp). At minimum fan speed, the Engine ECM maintains gross power at 243 kW (326 hp) to maintain constant net power regardless of fan requirements. This strategy provides fuel consumption benefits during low ambient conditions. The C15 engine is an in-line six-cylinder arrangement, with a displacement of 15.2 liters. Most of the service points for the C15 are located on the left side of the engine. The C15 engine meets U.S. Environmental Protection Agency (EPA) Tier III Emissions Regulations for North America and Stage III European Emissions Regulations.

SERV7104-09 Vol. 9, No. 1, 2004

- 33 -

NPI

Engine oil and filter change intervals have been increased to 500 hours, under most operating conditions. However, engine load factor, sulfur levels in the fuel, oil quality, and altitude may negatively affect the extended oil change intervals. Regular engine oil samplings (S•O•S) must be performed every 250 hours to confirm oil cleanliness. The C15 is functionally similar to the 3406E engine used in the D8R Series II. However, the Engine ECM and its software, the cam, the injectors, the crankshaft, the piston rods, the pistons, and a few other components are different, reflecting the change to ACERT technology. An electro-hydraulic demand fan is standard equipment for the D8T. The D8T may also be equipped with an automatic/manual fan reversing feature for some applications. The C15 ACERT technology engine specifications for the D8T Track-type Tractor are: -Serial No. Prefix: LHX -Performance Spec: 0K4648 (for North America), and 0K4147 (for E.U.) -Max Altitude: 3810 m (12,500 ft.) without derate -Gross Power: 259 kW (347 hp) -Net Power: 231 kW (310 hp) -Full Load rpm: 1850 -High Idle rpm (full throttle, neutral): 2200 ± 10 (for North America), 2070 ± 10 (for E.U.) -Low Idle rpm: 700 NOTE: The C15 engine uses a "Ground Speed Governor" engine software strategy to reduce the potential for engine overspeed and to maintain a constant speed in downhill and uphill situations when there is little or no load on the blade. The Engine ECM constantly monitors engine speed and torque converter output speed to make the following adjustments. - If the engine is at high idle while the machine is traveling downhill, the Engine ECM will automatically lower engine rpm to maintain the correct torque converter output speed. In uphill situations, the Engine ECM will automatically increase engine rpm to maintain the correct torque converter output speed, up to a maximum of 2200 rpm. - If the engine is in an overspeed condition (2600+ engine rpms), the Power Train ECM will automatically apply the brakes (up to 8% of brake capacity) in an effort to slow the machine. If this auto-braking strategy does not lower engine rpms to an acceptable level, Advisor will warn the operator to change the operating mode (downshift or manually apply the brakes). - If the operator has set an intermediate engine speed using the decelerator and the high-low idle switch, this strategy is ignored in uphill situations. On machines built for the E.U., the torque converter output speed target is approximately 5% lower than those built for North America, due to more stringent noise requirements. Accordingly, the ground speed target is a bit slower, also. This will result in slightly slower speeds when "roading" the machine and when backing up.

SERV7104-09 Vol. 9, No. 1, 2004

2

- 34 -

3

NPI

5

4

6 7

1

8

13

12 9 11

10

26 Major service points accessible from the left side of the engine are: 1. coolant sampling port (S•O•S) 2. engine oil fill tube 3. engine oil filter and associated service points (discussed later in this presentation) 4. air filter access cover 5. engine oil dipstick 6. primary fuel filter and water separator and electric fuel priming pump 7. secondary fuel filter and associated sensors 8. A4 Engine ECM 9. starter 10. prelube motor and pump 11. timing probe and adapter port 12. fuel transfer pump 13. high-speed oil change connectors for engine oil and power train oil NOTE: The engine oil prelube pump is now a separate component, with its own motor to drive the pump.

SERV7104-09 Vol. 9, No. 1, 2004

- 35 -

1

NPI

2

8 3

4

5 7 6

27 Major service points accessible from the right side of the engine are: 1. turbocharger 2. air conditioning compressor 3. coolant temperature regulator (thermostat) 4. alternator 5. coolant flow switch 6. external engine oil cooler 7. power train oil cooler 8. block heater element

SERV7104-09 Vol. 9, No. 1, 2004

- 36 -

8

NPI

6

7

5

4

9

3

10

2 1

11

28 Located on the left side and at the rear of the engine are the following service points: 1. primary fuel filter and water separator 2. secondary fuel filter 3. fuel temperature sensor 4. fuel pressure sensor 5. filter differential pressure (filter bypass) switch 6. electric fuel priming pump switch 7. air purge valve for fuel priming 8. electric fuel priming pump (integrated into the primary fuel filter base) 9. block heater receptacle 10. auxiliary start receptacle 11. ether aid solenoid NOTE: Not visible in the above illustration is the fuel pressure regulator, which is a check valve that is installed in the top of the secondary fuel filter base, just behind the fuel pressure sensor.

SERV7104-09 Vol. 9, No. 1, 2004

- 37 -

NPI

3

4 5

2

6

7 1

29 The starter (1) is located on the left side of the engine, and is mounted to the front side of the flywheel housing. Just above the starter is the air cooled A4 Engine ECM (2). The J1/P1 connector (3) for the Engine ECM is a 70 pin connector and the J2/P2 connector (4) is a 120 pin connector. The timing probe connector (5) is fastened to the J2/P2 wiring harness, just above the ECM. Also accessible on the left side of the engine is the engine oil pressure sensor (6) and the atmospheric pressure sensor (7).

SERV7104-09 Vol. 9, No. 1, 2004

- 38 -

NPI

2

1

30 Also accessible from the left side of the engine, and located just above the starter, is the cover for inserting the engine turning tool (1). Removing this cover allows the serviceman to insert the 9S9082 engine turning tool to manually turn the engine. To find Top Dead Center (TDC) of cylinder number one, remove the plug in the TDC port (2), then insert the longer bolt from the cover (1) into the port (2). While applying light pressure to the bolt, turn the engine in the direction of engine rotation until the bolt drops into the hole machined in the front face of the flywheel. A spring-loaded timing pin (136-4632) may also be used to find TDC, in place of the long bolt from the cover.

SERV7104-09 Vol. 9, No. 1, 2004

- 39 -

5

NPI

6

7 4 8

3

2 1

31 Located at the front of the engine, and at the upper, left side are the following service points: 1. engine oil filter 2. intake manifold air pressure sensor 3. engine oil filler tube 4. cam timing sensor 5. engine oil sampling port (S•O•S port) 6. engine oil pressure port 7. engine oil dipstick 8. intake manifold air temperature sensor Not visible, above, is the crank timing sensor. It is located on the front, left of the engine, directly below the fuel transfer pump.

SERV7104-09 Vol. 9, No. 1, 2004

- 40 -

NPI

C15 ACERT ENGINE FUEL DELIVERY SYSTEM D8T TRACK-TYPE TRACTOR

Fuel Tank Fuel Pressure Regulator

Fuel Gallery Electric Fuel Priming Pump Fuel Transfer Pump

Primary Fuel Filter

Secondary Fuel Filter

32 Fuel System Fuel is drawn from the fuel tank through the primary fuel filter (ten micron) and water separator by a gear-type fuel transfer pump. The fuel transfer pump then pushes the fuel through the secondary fuel filter (two micron). The fuel is then directed to the cylinder head and into the fuel gallery, where it is made available to each of the six MEUI fuel injectors. Any excess fuel not injected leaves the cylinder head, where it is directed back to the tank through the fuel pressure regulator, which maintains a pressure of approximately 558 ± 50 kPa (81 ± 7 psi). The fuel pressure regulator is a check valve that is installed in the secondary fuel filter base. From the fuel pressure regulator, the excess fuel flow returns to the fuel tank. The ratio of fuel used for combustion and fuel returned to tank is approximately 3:1 (i.e. four times the volume required for combustion is supplied to the system for combustion and injector cooling purposes). A differential pressure switch is installed in the secondary fuel filter base and will alert the operator, via Advisor, of a clogged fuel filter. This indicates that the secondary fuel filter is being bypassed and the fuel filter should be replaced immediately. The recommended fuel filter change frequency interval is 500 hours, under optimum conditions.

SERV7104-09 Vol. 9, No. 1, 2004

- 41 -

NPI

D8T COOLING SYSTEM Vent Lines Cab Heater

87 C

< 81 C

Hottest

Increasing Coolant Temperature Coldest

ATAAC (Far Side)

Thermostat Housing

Turbo

Power Train Oil Cooler

Bypass Tube

Jacket Water Pump Engine Oil Cooler

Hydraulic Oil Cooler

> 92 C

Shunt Tank

C15 Engine

AMOCS Radiator

Hydraulic Demand Fan

33 Cooling System Shown above is a schematic of the cooling system for the D8T Track-type Tractor with the C15 ACERT technology engine. The C15 uses an Air To Air AfterCooler (ATAAC) to cool the intake air. The ATAAC is mounted vertically in the radiator guard (not pictured, in the above illustration). It is in line with, and to the left of the AMOCS radiator cores. The hydraulic oil cooler is an oil-to-air type cooler and is mounted vertically, behind the AMOCS cores. The AMOCS radiator contains six cores and are the standard "two-pass" type cores. The hydraulic demand fan is mounted on the front of the radiator guard and it is controlled by the Engine ECM. This arrangement draws air through the sides of the engine compartment, then through the hydraulic oil cooler, the radiator and the ATAAC, then out the front of the tractor. This design eliminates the possibility of the fan ejecting debris into the coolers. Coolant flows from the water pump, through the engine oil cooler, through the power train oil cooler, and then into the engine block. Coolant then flows through the engine block and into the cylinder head. From the cylinder head, the coolant flows to the thermostats (temperature regulators) and either goes directly to the water pump through the bypass tubes or to the radiator, depending on the temperature of the coolant.

SERV7104-09 Vol. 9, No. 1, 2004

- 42 -

NPI

Hot coolant enters the bottom of the radiator and flows upward through the front side of the AMOCS cores, then down the back side of the cores. The coolant then exits the radiator and returns to the water pump. A small amount of coolant flows from the head to the turbocharger via the thermostat housing, for cooling purposes, and is then directed to the shunt tank. Coolant from the shunt tank is directed to the water pump. NOTE: The thermostat housing for the C15 engine contains dual thermostats. The opening temperature for these thermostats is 81° - 84° C (178° - 183° F). The thermostats should be fully open at 92° C (198° F).

SERV7104-09 Vol. 9, No. 1, 2004

- 43 -

NPI

3

4 34

2

5

1

7

6

35

8

Mounted vertically on the back side of the D8T radiator guard is the hydraulic oil cooler (1). In front of the hydraulic oil cooler are the six AMOCS radiator cores (2). At the top of the radiator guard is the shunt tank (3). Mounted vertically on the left side, and at the rear of the radiator guard is the air conditioning condenser (4). Just ahead of the condenser, and to the left of the AMOCS cores is the ATAAC core (5). Hot coolant enters the radiator at the inlet tube (6). It flows up through the front side of the AMOCS cores, then down the back side, passing twice through the cores. The coolant then exits the radiator through the outlet tube (7) and returns to the water pump. The radiator drain line and drain valve (8) can also be seen here. NOTE: A remote mounted air-conditioning condenser is available as an attachment. It may be mounted to the right fender or above the cab, depending on machine application.

SERV7104-09 Vol. 9, No. 1, 2004

- 44 -

NPI

5

1

4 2 3

36

Opening the grill on the front of the radiator guard gains access to the fan (1) and the hydraulic fan motor (2). If the machine is equipped with a reversing fan and/or dual tilt, the fan reversing valve (3) and the dual tilt valve (4) are also located here. Brush guards (5) for the fan enclosure are available as an attachment, but are included with the reversing fan package.

SERV7104-09 Vol. 9, No. 1, 2004

- 45 -

NPI

D8T STANDARD HYDRAULIC FAN DRIVE SYSTEM MAXIMUM FAN SPEED

Engine Coolant Temperature Sensor Inlet Air Temperature Sensor

Hydraulic Oil Temperature Sensor

Hydraulic System ECM

Fan Motor

Pump Control Valve

Pilot Drain from Dual Tilt Valve

Engine ECM Fan Pump Pressure Control Solenoid

Pump Pressure Sensor HFPD

Cooler Bypass Valve

Drive from Steering Pump

Demand Fan Pump

Hydraulic Oil Cooler

To Case Drain Manifold From Suction Manifold

To Suction Manifold

37 Hydraulic Demand Fan System The D8T Track-type Tractor is equipped with a hydraulic demand fan. Although the fan is part of the hydraulic system, it is controlled by the Engine ECM. The Engine ECM considers four inputs for controlling the fan. The hydraulic oil temperature sensor, the engine inlet air temperature sensor, and the engine coolant temperature sensor all provide temperature information to the Engine ECM. The fan pump discharge pressure sensor is the fourth input to the Engine ECM. The Engine ECM monitors the temperature inputs, and considering fan pump discharge pressure, provides a signal to the (proportional) fan pump pressure control solenoid in order to maintain a target fan system pressure. Fan pump pressure determines fan speed. When the solenoid receives the minimum signal from the Engine ECM, maximum controlled flow is sent to the fan motor, resulting in maximum controlled rpm, as shown above (1350 + 50 rpm). Illustration No. 37 shows a schematic of the standard hydraulic demand fan system with the fan system at maximum controlled pressure.

SERV7104-09 Vol. 9, No. 1, 2004

- 46 -

NPI

If maximum fan speed is not required, the fan pump pressure control solenoid is fully energized, causing the fan to turn at a slower speed. Minimum controlled fan speed (approximately 500 + 100 rpm) is attained when the fan pump pressure control solenoid is completely energized. If communication is lost between the Engine ECM and the fan pump pressure control solenoid, the fan will default to the maximum mechanical pressure setting, resulting in approximately 1450 + 150 rpm. A fan reversing valve and associated controlling software is available as an attachment. NOTE: If the engine is in the overspeed condition, the Engine ECM will regulate the fan to minimum speed, in an effort to protect the fan pump.

SERV7104-09 Vol. 9, No. 1, 2004

- 47 -

NPI

D8T FAN PUMP AND CONTROL VALVE MAXIMUM FAN SPEED

Piston and Barrel Assembly

Fan Pump

Adjustment Screw

Pressure Control Solenoid

Case Drain Passage

Pump Output to Fan Motor

Spring Pin Pressure Control Spool

Orifice

Spring

Pump Control Spool

Bias Spring Swashplate Actuator Piston

Adjustment Screw

38 When conditions require maximum fan speed, the Engine ECM de-energizes the fan pump pressure control solenoid, sending the least amount of signal, as shown above. (With no current, the mechanical high pressure cutoff will raise the fan speed to its absolute maximum rpm.) With the solenoid receiving minimum signal, the pressure control spool spring forces the top half of the pressure control spool up. This blocks pump output oil in the pump control spool spring chamber from draining to tank through the case drain passage, which causes the pump control spool spring chamber to become pressurized. The force of the spring at the top of the pump control spool, plus the pressure of the oil, is then greater than the oil pressure at the bottom of the pump control spool. The pump control spool is held down, blocking pump output oil from entering the signal passage to the actuator piston in the pump. The actuator piston is then open to drain. With only tank pressure in the actuator piston, the bias spring moves the pump swashplate to an increased angle, causing the pump to UPSTROKE, providing controlled maximum flow to the fan motor. This condition creates maximum fan pump system pressure, which results in maximum controlled fan speed.

SERV7104-09 Vol. 9, No. 1, 2004

- 48 -

NPI

D8T FAN PUMP AND CONTROL VALVE MINIMUM FAN SPEED

Piston and Barrel Assembly

Fan Pump

Adjustment Screw

Pressure Control Solenoid

Case Drain Passage

Pump Output to Fan Motor

Spring Pin Pressure Control Spool

Orifice

Spring

Pump Control Spool

Bias Spring Swashplate Actuator Piston

Adjustment Screw

39 When a slower fan speed is required, the Engine ECM energizes the fan pump pressure control solenoid (proportional to temperature data) as shown above. With the solenoid energized, the solenoid pin pushes down on the top half of the pressure control spool, against the force of the pressure control spool spring. This allows oil in the pump control spool spring chamber to drain to tank through the case drain passage, lowering the pressure in the pump control spool spring chamber. The force of the spring at the top of the pump control spool plus the pressure of the oil is now less than the oil pressure at the bottom of the pump control spool, due to the orifice effect of the passage through the pump control spool. The pump control spool then moves up, allowing pump output oil to enter the signal passage. This causes pressure in the pump's actuator piston to increase. The increased pressure in the actuator piston overcomes the force of the pump bias spring. This causes the swashplate to move to a decreased angle, and the pump DESTROKES. The pump then provides less flow to the fan motor, resulting in lower fan pump system pressure and a slower fan speed. The illustration above shows the fan pump at minimum angle, or minimum flow. This will cause the fan motor to turn at its slowest speed.

SERV7104-09 Vol. 9, No. 1, 2004

- 49 -

NPI

1 2

3

4

6 5 40

The hydraulic demand fan pump (1), is mounted to the rear of the steering pump, at the upper left of of the flywheel housing. Shown is the pressure tap for Hydraulic Fan Pump Discharge pressure (HFPD) (2), the fan pump pressure sensor (3), the fan pump pressure control solenoid (4), the pump control spool adjustment screw (5), and the pump pressure control spool (6).

SERV7104-09 Vol. 9, No. 1, 2004

- 50 -

NPI

D8T POWER TRAIN ELECTRONIC CONTROL SYSTEM Left Brake

Lube Distribution Parking Manifold and TC Inlet Relief Valve Brake Switch

Transmission Controls

Steering Differential

Instrument Cluster

Advisor Steering Lever Position Sensors

CAN C Data Link

Service Brake

Steering Motor Sensor Brake Valve

CAT Data Link CAN A Data Link Data Port

Transmission Modulating Valves 3 4

2

Torque Converter

5 1

Crank Timing Sensor

Power Train Oil Cooler Power Train Switches, Sensors, and Senders

CAN A Data Link

Engine ECM

CAT Data Link

Priority Valve Left and Right Steering Solenoid Valves

Power Train ECM

Right Brake

41 POWER TRAIN Numerous upgrades have been implemented in the power train for the D8T Track-type Tractor. These upgrades include: - new torque divider with freewheel stator - simplified power train oil lines routings - new easily installed transmission output speed sensors that need no adjustment - elimination of the transmission intermediate speed sensors - elimination of transmission clutch engagement pressure calibrations, due to the common top pressure strategy for the power train - remote pressure test ports for all power train pressures - relocation of the priority valve, grouped with the two power train oil filters, for easier access - extended change intervals for power train oil filters - new A4 Power Train ECM, which controls the transmission, the braking, and the steering

SERV7104-09 Vol. 9, No. 1, 2004

- 51 -

NPI

D8T POWER TRAIN SCHEMATIC

Left Brake Pressure Port

Left Brake Lube Pressure Port (LB1)

FIRST GEAR FORWARD Lube Distribution Manifold Flywheel Lube Pressure (L2) TC Inlet Relief Valve

Brake Pressure (B) Transmission Main Relief Valve

St eering Pump

Brake Valve

Pump Drive Lube

Vent Line

Transmission Main Relief Valve Pressure (P)

Clut ch 4 2 nd Clut ch 3 3 rd Clut ch 2 FWD

Clut ch 5 1 st Clut ch 1 REV

TC Inlet Relief Pressure (M)

TC Outlet Relief Pressure (N)

Transmission Lube

Suction Screen

Bevel Gear Lube

Scavenge Section "A"

TC Outlet Temp. Sensor

Flywheel Housing

C1 5 Engine 3 1 0 NET HP At 1 8 5 0 RPM

T. C. Charge Section "B" TC Outlet Relief Valve

Transmission Charge Section "C" Transmission Lube Pressure (L1)

Priority Valve Pressure (PV) PTO Sump Temp. Sensor

Right Brake Pressure Port

Torque Convert er

Right Brake Lube Pressure Port (LB2)

Torque Converter Charge Filter

Implement Pump

Power Train Oil Cooler

S¥O¥S Bypass Switch

Priority Valve

Transmission Charge Filter

Bypass Switch

42 The three-section fixed displacement power train oil pump is mounted to the right front of the main case and is driven by a drive shaft connected to the rear of the implement pump. The transmission charging section (C) provides high pressure oil to the transmission main relief valve, which maintains a common top pressure for operation of the transmission modulating solenoid valves and the brakes. With the common top pressure power train strategy, transmission clutch engagement pressure calibrations and brake pressure adjustments are no longer required. (Clutch fill time calibrations and brake touch-up calibrations are still required, however.) When the transmission main relief valve is properly adjusted, all the pressures for transmission clutches and brakes are also properly adjusted. The torque converter charging section (B) supplies oil to the torque converter through the priority valve. Oil from the transmission charging section that flows past the main relief valve mixes with the lube oil from the power train oil cooler to lubricate and cool the transmission and the bevel gears. Oil exiting the power train oil cooler is directed to the lube distribution manifold, where it is directed to various power train components.

SERV7104-09 Vol. 9, No. 1, 2004

- 52 -

NPI

2

3

1 4

43 The torque converter inlet relief valve and the lube distribution manifold are located at the left, front of the main case. They are consolidated into one housing (1). The electronic brake control valve (2) is mounted to the top of the main case. The transmission charging section and the torque converter charging section of the power train oil pump draw their oil through the screened main sump suction manifold (3). The three-section power train oil pump (4) is located at the right, front of the main case and is driven by a shaft that connects its drive hub to a drive hub on the rear of the implement pump (not pictured). This drive shaft is covered with a guard when the machine is completely assembled.

SERV7104-09 Vol. 9, No. 1, 2004

- 53 -

5

NPI

4

6

1

3

2

44 The fixed displacement, three-section power train oil pump is mounted to the right, front of the main case. The power train oil scavenge section "A" (1) draws oil from the transmission and bevel gear case (inside the main case). It also draws oil from the torque divider housing through the large hose (5) on the left side of the pump. The oil from these two sources is pumped into the sump in the main case. The torque converter charging section "B" (2) and the transmission charging section "C" (3) draw oil from the sump through the screened, main suction manifold (4). The screen in the suction manifold may be easily accessed by removing the square cover, on top of the manifold. The pump drive hub (6) connects to a shaft that is driven by a similar hub at the rear of the implement hydraulic pump.

SERV7104-09 Vol. 9, No. 1, 2004

- 54 -

NPI

7

6 5

8 4 9

3 2

1

45 The two, 6-micron power train oil filters and the priority valve are now located inside the forward compartment on the right fender. Shown in the illustration above is the 25-micron torque converter charge filter (1) and the 6-micron transmission charge filter (2). The priority valve (3) is integrated into the filter base/housing. The priority valve adjustment screw is located on the back side of the housing (not visible), and opposite the priority valve solenoid (4). Easily accessible through the top of this compartment are the following service points: 5. test port for transmission charge filter outlet pressure 6. test port for priority valve pressure/torque converter charge filter outlet pressure 7. test port for power train oil sampling (S•O•S)/torque converter charge filter inlet pressure 8. power train oil temperature sensor (main sump temperature) 9. bypass switch for the torque converter charge filter The bypass switch for the transmission charge filter is located on the opposite side of this housing/filter base.

SERV7104-09 Vol. 9, No. 1, 2004

- 55 -

NPI

1 2

46

3

47

4

6 5

Located at the rear of the forward compartment on the right fender, and just ahead of the hydraulic oil tank is the power train oil fill tube (1) and dipstick (2). The power train breather (3) is installed on the side of the fill tube. Removing the triangular deck cover (two bolts) just outside the right door of the operator compartment gains access to the following remote pressure test ports: 4. torque converter outlet relief pressure (N) 5. torque converter inlet relief pressure (M) 6. flywheel lube pressure (L2)

SERV7104-09 Vol. 9, No. 1, 2004

- 56 -

2

NPI

1

48

3

4

6 49

5

The oil-to-water type power train oil cooler (1) is located at the right rear of the engine compartment. Oil enters the cooler at the cooler inlet (2). The hot oil is cooled as it flows around tubes that are filled with coolant supplied by the engine water pump. The cooled oil then exits the cooler through the cooler outlet (3) and is directed to the inlet of the lube distribution manifold (4). The lube distribution manifold inlet (4) is the upper port on the dual purpose manifold body, located at the left, front of the main case. The lower port is the outlet from the torque converter inlet relief valve (5). Torque converter oil enters the manifold from the back side (hard tube from inside the main case) and is directed to the torque converter inlet port. The torque converter inlet relief valve is installed in a port in the front of the case, behind the manifold body. The uppermost hose (6) connects the main case to the power train oil Quick-Change coupling.

SERV7104-09 Vol. 9, No. 1, 2004

- 57 -

NPI

50 3

2

1

5

51

4

The top of the transmission case contains the following pressure test ports: 1. transmission lube pressure (L1) 2. transmission main relief pressure (P) Brake pressure (B) may be checked using the remote pressure test port (3) that is installed in the bracket at the top of the transmission case, and just below the fuel tank. The transmission in the D8T uses new "fixed gap" transmission output speed sensors (4). These sensors have proven to be more reliable than previous sensors and the gap between the sensors and the speed pick-up wheel requires no adjustment at installation. These new sensors can be easily replaced by removing the bolts and retaining clips (5), installing the new sensors, and then replacing the retaining clips and bolts.

SERV7104-09 Vol. 9, No. 1, 2004

- 58 -

NPI

D8T DIFFERENTIAL STEERING SYSTEM LEFT TURN

Steering Control Valve

HD

Steering Motor

HC

Power Train ECM

Steering Pump

X1

Pilot Supply To Dual Tilt Valve

X2

Steering Control Lever

Cold Oil Relief Valve

To Case Drain Filter

Steering Charge Filter

Fluid Sampling

To Implement Pump From Hydraulic Tank

Suction Manifold

To Demand Fan Pump

Steering Lever Position Sensors From Hydraulic Oil Cooler

52 Differential Steering System The differential steering system for the D8T Track-type Tractor has been upgraded to an electronically controlled steering system. These upgrades include: - new solenoid controlled over-center bi-directional piston pump - steering control lever with three rotary position sensors (triple redundant) - steering motor with speed and direction sensor - steering system controlled by the Power Train ECM Shown above is a schematic of the steering hydraulic system for the D8T in the LEFT TURN condition. The gear-type charge pump and the over-center bi-directional steering pump operate similar to the steering pump on the D8R Series II Track-type Tractor, except that the pump is controlled with two solenoid valves instead of the pilot operated pump control valve used in the D8R Series II steering pump. Also, the steering control lever now uses three rotary position sensors to send a signal to the pump control solenoid valves through the Power Train ECM, instead of the mechanically operated pilot valve used in the D8R Series II. The steering motor is similar to that used on the D8R Series II, but it now utilizes a dual Hall Effect sensor in order to provide speed and direction information to the Power Train ECM.

SERV7104-09 Vol. 9, No. 1, 2004

- 59 -

NPI

7

6

8

9 10

5 11

4

3 2

1

53 The steering pump (1) is mounted to the upper left, and at the rear of the flywheel housing. It is driven by a gear inside the flywheel housing. The high pressure steering loop hoses (7) direct steering pump discharge oil to the steering motor (5). The steering motor is installed at the front, left of the main case. The smaller hose (2) directs steering charge pressure to the suction manifold. When the oil is cold, or when there are pressure spikes in the steering charge pressure circuit, the cold oil relief valve (3) will open, allowing the charge oil to be vented into the suction manifold. Left steering loop pressure (HC) may be checked at the lower pressure test port (4) on the steering motor. Right steering loop pressure (HD) may be checked using the upper pressure test port (6) on the steering motor. Other service points shown above are: 8. pump control solenoid valve "A" (right steer) 9. pump control solenoid valve "B" (left steer) 10. left steer actuator pressure test port (X2) 11. right steer actuator pressure test port (X1)

SERV7104-09 Vol. 9, No. 1, 2004

3

- 60 -

NPI

4

2

1

54 The steering charge circuit filter (1) is located in the forward compartment on the right fender. The filter base for the steering charge circuit filter contains the following service points: 2. combination test port for charge pump discharge pressure (F) and the hydraulic system fluid sampling (S•O•S) port 3. steering charge filter bypass switch (pressure differential switch) 4. charge pump discharge pressure sensor

SERV7104-09 Vol. 9, No. 1, 2004

- 61 -

NPI

D8T STEERING LEVER POSITION SENSORS Sensor No. 3 Sensor No. 2 Sensor No. 1

12 Pin Connector

55 The illustration above shows the steering control lever with the three rotary position sensor assembly attached to the bottom of the steering lever shaft. The three sensors are a single component. If one sensor fails, the component (all three sensors) must be replaced. When the operator moves the steering control lever, these sensors send a PWM signal to the Power Train ECM. The Power Train ECM then sends a corresponding signal to the appropriate steering pump control solenoid. The solenoid comes into contact with, and moves the pump control valve. The steering lever position sensors and steering pump control solenoids replace the steering pilot valve and the pilot operated pump control valve used in the D8R Series II Track-type Tractor.

SERV7104-09 Vol. 9, No. 1, 2004

- 62 -

NPI

1

56 2

DUAL HALL EFFECT SPEED AND DIRECTION SENSOR

Hall Effect Element No. 1

57 Hall Effect Element No. 2

The steering motor (1) is located at the left, front of the main case. The steering motor provides input to the steering differential. A dual Hall Effect speed and direction sensor (2) is installed in the outboard port on the left side of the steering motor. The dual Hall Effect sensor contains two sensing elements. As the steering motor rotates, the rotation of the internal parts of the motor induce a current (signal) into both elements in the sensor. The difference in the timing between the signals determines motor speed. Direction is determined by sensing which element provides the signal first, then second.

SERV7104-09 Vol. 9, No. 1, 2004

- 63 -

NPI

D8T HYDRAULIC SYSTEM

Blade Lift Cylinder

BLADE RAISE

HB HA

Blade Tilt Cylinder

Quick Drop Valve Blade Lift

Dual Tilt Valve

HPDR HPDL

Blade Lift Cylinder

Float Boost Signal

Blade Tilt Cylinder

Blade Tilt

HPTL

Steering Control Valve

HD

HFPD

HPTR

Steering Motor

Steering Pump

Ripper Lift

Demand Fan Pump

HPRL

HPRR

Ripper Lift Cylinder

HC

Ripper Tip Cylinder

X1

X2

Ripper Tip

Fan Motor HPSO

Ripper Tip Cylinder

Steering Charge Filter

HPSI

Ripper Lift Cylinder Fluid Sampling

Cooler Bypass Valve

Hydraulic Oil Cooler

Pilot Manifold Implement Pump

Cold Oil Relief Valve

HPAP

Implement Lockout Valve

HPS

58 IMPLEMENT HYDRAULIC SYSTEM The implement hydraulic system for the D8T includes these upgrades: - new load sensing, pressure compensated variable displacement piston pump - implement control valves, pilot manifold, and pilot filter relocated to the fuel tank notch for easier access and serviceability - electronic implement controls with new A4 Implement ECM - electro-hydraulic implement control valves (pilot operated, solenoid controlled) - addition of pilot oil filter - electronic steering control lever with three rotary position sensor controls - solenoid controlled over-center bi-directional piston pump for steering - steering motor with speed/direction sensor - oil-to-air hydraulic oil cooler mounted behind radiator cores - Auto Blade Assist (ABA) and AutoCarry are now available as attachments Shown above is a color schematic of the D8T Track-type Tractor equipped with a ripper. The schematic shows the hydraulic system in the BLADE RAISE condition.

SERV7104-09 Vol. 9, No. 1, 2004

- 64 -

NPI

D8T BLADE LIFT CONTROL VALVE BLADE RAISE

Rod End

Head End

Makeup Valve

Signal Chamber

Hole

To Tank Pilot Supply

Float Boost Signal

From Blade Tilt Valve

Pilot Supply To Tank

Main Valve Spool

Flow Control Valve

Pump Supply Load Check Valve

To Pump Compensator Valve

59 Shown above is a color cutaway drawing of the blade lift control valve for the blade lift function. This graphic shows the valve in the BLADE RAISE position. When the operator moves the dozer control lever from HOLD to RAISE, an electronic signal is sent to the Implement ECM, which in turn sends a signal to energize the proportional blade raise solenoid valve (at the right end of the control valve). The solenoid valve then directs pilot oil to shift the main valve spool to the left, to the RAISE position. High pressure oil from the implement pump then flows past the internal flow control valve and the load check valve. The oil then flows past the main valve spool and out to the rod end of the lift cylinders to raise the blade. As the blade is raised, oil from the head end of the lift cylinders returns through the head end passage of the blade lift control valve. The return oil flows past the main valve spool and then into the passage to the hydraulic tank. At the same time, high pressure oil from the cylinder rod end passage flows into the hole in the left end of the main valve spool. This is signal oil. This signal pressure is felt through the center of the main valve spool and then into the signal chamber, where it is directed to the the signal resolver passage. If this pressure is the highest pressure in the signal resolver network, the oil shifts the signal resolver ball to the right and the signal is sent to the pump compensator valve.

SERV7104-09 Vol. 9, No. 1, 2004

- 65 -

NPI

The pump then UPSTROKES to meet the flow demand, in proportion to the signal pressure. If the compensator valve is properly adjusted, the pump will maintain a margin pressure of approximately 2100 ± 172 kPa (305 ± 25 psi) above the signal pressure. At the same time that the signal pressure is transmitted into the resolver network, the signal pressure is also sent to the spring chamber behind the flow control valve. This signal pressure, plus the force of the spring, keeps the flow control valve in a position to meter the pump supply oil and maintain the proper flow of oil to the lift cylinders regardless of changes in load on the lift cylinders or the activation of another implement in the system.

SERV7104-09 Vol. 9, No. 1, 2004

- 66 -

NPI

D8T PILOT MANIFOLD From Solenoid Valve Drain Circuit

Screen

Implement Pump Pressure Sensor

Implement Pump Supply

To Implement Return

Pilot Supply

Pressure Reducing Valve Bypass Valve

Pilot Filter

Accumulator

HPAP

Relief Valve

Implement Lockout Valve

HPS

60 The pilot manifold is mounted to the end cover on the valve stack. It supplies pilot oil to the solenoid valves that are located on either end of each implement control valve. It is supplied with oil from the implement pump, through the inlet manifold, the valve stack, and then the end cover. The pilot manifold also contains the implement pump pressure sensor, the Hydraulic Pilot Accumulator Pressure (HPAP) test port, and the Hydraulic Pilot Supply (HPS) pressure test port. As the oil enters the pilot manifold, it passes through a screen before it reaches the pressure reducing valve. After passing through the pressure reducing valve, this oil becomes pilot oil. The pressure reducing valve is infinitely variable, and meters the oil to provide pilot oil pressure of approximately 3275 ± 172 kPa (475 ± 25 psi). The pilot oil then passes through the pilot filter. From the pilot filter, the pilot oil then passes through the accumulator check valve, where it is available to the accumulator and the pilot relief valve. The pilot relief valve limits the pressure past the pressure reducing valve to approximately 6500 kPa (940 psi). In the event of pressure spikes in the pilot oil system, this valve opens to dissipate the excess pressure. The accumulator stores energy (pilot pressure) so that the implements may be lowered in a dead engine situation.

SERV7104-09 Vol. 9, No. 1, 2004

- 67 -

NPI

From the accumulator, the pilot oil then flows to the implement lockout valve. The implement lockout valve is solenoid operated and is energized, when in the UNLOCKED condition. The implement lockout valve is controlled by the implement lockout switch, located on the right console, in the operator compartment. When this valve is in the LOCKED position, or deenergized, the pilot oil is blocked and the implements cannot be moved with the implement controls. When the implement lockout valve is in the UNLOCKED condition, the pilot oil exits the pilot manifold at the outlet and is directed through a passage in the end cover and then through the pilot oil passages in the valve stack. Each implement valve then directs the pilot oil to the solenoid valves located on either end of each implement control valve. When the operator activates an implement, the appropriate solenoid valve directs the pilot oil into the pilot chamber of the valve. The pilot pressure then shifts the implement valve spool.

SERV7104-09 Vol. 9, No. 1, 2004

- 68 -

NPI

Implement Control Valve Solenoid Operation Solenoid De-Energized

Solenoid Energized

Return to Tank

Return to Tank

Pilot Supply Pressure

Pilot Supply Pressure

Reduced Pilot Pressure From Pilot Chamber at End of Implement Control Valve Spool

To Implement Control Valve Spool Pilot Chamber

61 The proportional solenoid valves on either end of each implement control valve are energized to allow pilot supply oil to enter and pressurize the pilot chambers at the ends of the main control valve spools. When de-energized, the pilot chambers are open to tank. These valves are referred to as "pressure compensated proportional solenoid valves." The pilot supply pressure from the pressure reducing valve is approximately 3275 ± 172 kPa (475 ± 25 psi) as it enters the valve. When energized, the solenoid pushes a pin against the valve spool, forcing it down against the spring. This allows pilot oil to flow past the spool and enter the pilot chamber at the end of the implement control valve spool. The pressure in the pilot chamber also acts on the lower end of the pilot valve spool, forcing the spool up, against the solenoid pin. The result of these two forces is a reduced pilot pressure in the pilot chamber at the end of the control valve spool. The reduced pilot pressure may be tested at either end of each implement control valve using the pressure test ports installed at the factory. When in the fully energized state (approximately 1.4 amps), pilot chamber pressure should be approximately 2655 ± 70 kPa (385 ± 10 psi). The only exception to this rule is the LOWER/FLOAT end of the blade lift control valve. When the solenoid for blade lower/float is fully energized (approximately 1.9 amps), pilot chamber pressure should be approximately 2830 ± 70 kPa (410 ± 10 psi).

SERV7104-09 Vol. 9, No. 1, 2004

3

- 69 -

4

NPI

5

6

2 7 9 1 8

10

62 The implement valve stack and pilot manifold have been relocated on the D8T Track-type Tractor. This assembly is now mounted at the rear of the machine, in the notch of the fuel tank, and under a protective steel panel. (The protective panel has been removed in the above illustration). At the left side of the assembly is the inlet manifold (1). The inlet manifold contains the pump discharge (HA) pressure test port (2) and the pump signal (HB) pressure test port (3). Either end of each implement control valve contains a pilot pressure test port (4) for testing pilot pressure at that end of the valve, and a control solenoid (9). The pilot manifold (7) is located at the right end of the assembly, bolted to the valve stack end cover (6). The pilot manifold contains the accumulator (5) and the pilot oil filter (8). Implement pump supply enters the inlet manifold at the left end of the inlet manifold (not visible, above). Return oil from the implement control valves is directed back to the hydraulic oil tank from the outlet, through the hard tube (10) at the bottom of the manifold.

SERV7104-09 Vol. 9, No. 1, 2004

- 70 -

6

5

NPI

4

3 2

7 1

9

8

63 The illustration above shows the valve stack and pilot manifold assembly, as viewed from the front of the fuel tank. The charging valve (1) and the main relief valve (2) are installed in the inlet manifold. The implement control valves in the illustration above are: 3. dozer lift valve 4. dozer tilt valve 5. ripper lift valve 6. ripper tip valve The pilot relief valve (7) is installed in the front side of the pilot manifold. Also visible above is the float pilot boost line (8) and the external resolver (9), which is the last resolver in the signal resolver network.

SERV7104-09 Vol. 9, No. 1, 2004

- 71 -

NPI

2 1

3

4

5

64 Also contained in the pilot manifold are the following components: 1. implement lockout solenoid 2. pressure reducing valve 3. implement pump pressure sensor 4. hydraulic pilot supply pressure test port (HPS) 5. hydraulic pilot accumulator pressure (HPAP) Also located on the top of the pilot manifold, but not visible in the above illustration, are the accumulator check valve (on the left, top of the manifold) and the check valve for the pilot filter bypass passage (on the right, top of the manifold).

SERV7104-09 Vol. 9, No. 1, 2004

- 72 -

NPI

8

9

7 10

11

6

5

4

2

3

1

65 The implement pump (1) for the D8T is a load sensing, pressure compensated, variable displacement piston pump. It is mounted to the upper, right rear corner of the flywheel housing. Mounted to the top of the implement pump is the main suction manifold (2), which supplies hydraulic oil to all of the hydraulic pumps in the hydraulic system. Shown above is: 3. pressure compensator adjustment screw 4. flow compensator adjustment screw 5. signal line from the resolver network of the implement control valve stack 6. cold oil relief valve 7. main suction line connection to hydraulic tank 8. hydraulic demand fan pump supply line (suction) 9. steering charge pump supply line (suction) 10. implement pump case drain line 11. return oil line from the hydraulic oil cooler/fan motor

SERV7104-09 Vol. 9, No. 1, 2004

- 73 -

NPI

3 2 1 4

5

8

6 7

66 The hydraulic oil tank (1) is mounted on top of the right fender, just ahead of the right rollover support post. The hydraulic oil tank provides oil for the operation of the implements, the hydraulic demand fan, and the steering pump. Components and service points shown in the above illustration are: 2. vacuum breaker 3. hydraulic case drain filter access (one, 6-micron filter) 4. hydraulic oil fill tube and locking cap 5. hydraulic oil temperature sensor 6. implement return oil line 7. case drain return line (from case drain manifold) 8. main hydraulic oil line to suction manifold (for all hydraulic pumps) Not visible above is the pilot oil return line. It connects to the front side of the hydraulic tank, next to the hydraulic oil temperature sensor. Also not visible here is the fluid level sight glass, which can be viewed from the right side of the machine.

SERV7104-09 Vol. 9, No. 1, 2004

- 74 -

NPI

1

67

6 2 7

68 5

4 3

The hydraulic oil cooler (1) is an oil-to-air type cooler. It is mounted vertically behind the AMOCS radiator, on the right side of the radiator guard. Return oil from the demand fan enters the cooler inlet (2) and is directed through the horizontal tube (3), toward the outlet (4). When the oil is cold, the thermal bypass valve (5) remains open and the oil passes through the outlet and returns to the suction manifold. When the oil is warm, the bypass valve closes against the seat, forcing the oil upward through tubes (6) in the cooler before returning to the outlet through the large vertical tube on the right side of the cooler (7). Opening temperature for the thermal bypass valve is 62° - 65° C (143° - 149° F). When closed, the valve will open momentarily, in the event of pressure spikes in the system. Opening pressure for the bypass valve is 620 kPa (90 psi), at 71° C (159° F).

SERV7104-09 Vol. 9, No. 1, 2004

- 75 -

NPI

1

69

2

70

For machines equipped with AutoCarry, a dynamic inclination sensor (1) is installed on the front of the main case, just above the drive shaft. The sensor determines the angle of incline on which the machine is operating, then transmits that data to the Implement ECM. This data is used to determine auto blade position during AutoCarry cycles. Also present on machines with AutoCarry is the Ground Speed Radar camera (2). It is mounted to a bracket that is attached to the saddle and senses actual ground speed through an opening in the bottom guard. The ground speed signal is sent to the Implement ECM. Ground speed is compared to the target speed (considering torque converter output speed and the slope on which the machine is operating). This information is used by the Implement ECM to make adjustments to blade height during the "Carry" segment of the AutoCarry cycle.

SERV7104-09 Vol. 9, No. 1, 2004

- 76 -

NPI

1

2

71

Another component present on machines with AutoCarry is the lift cylinder position sensor (1). This sensor is installed in the right blade lift cylinder and provides a feedback signal to the Implement ECM. The Implement ECM uses this information to determine how much the lift cylinder piston moves, when commanded by the Implement ECM during the "Carry" segment of the AutoCarry cycle. The wiring harness for the lift cylinder position sensor is attached at the connector (2).

SERV7104-09 Vol. 9, No. 1, 2004

- 77 -

1

NPI

2

72 SIGNIFICANT MAINTENANCE CHANGES Opening the left engine compartment door gains access to the High Speed Oil Change connections for engine oil (1) and power train oil (2), if the machine is equipped with this attachment.

SERV7104-09 Vol. 9, No. 1, 2004

- 78 -

NPI

1

73

2

74

The air conditioning condenser (1) is mounted horizontally behind the AMOCS radiator and ATAAC core, on the left side of the radiator guard. This is the standard location of the condenser for machines equipped with air conditioning. For special arrangements, such as wood chip and landfill applications, a remote mounted condenser unit with integrated fans is available. The air conditioning accumulator is mounted under the floor plate in the operator compartment, just below the dash.

SERV7104-09 Vol. 9, No. 1, 2004

- 79 -

NPI

2

3

75 1 4

5

76

The new air conditioning compressor (1) is located on the right side of the engine, just above the alternator, and is accessible from the right side engine compartment. Components on the air conditioning compressor are: 2. delay timer controller 3. high/low pressure switch 4. low pressure switch The air conditioning dryer bottle (5) is mounted to the inside of the left frame rail, under the front of the operator compartment. It may be accessed by removing the floor plate in the operator compartment.

SERV7104-09 Vol. 9, No. 1, 2004

- 80 -

NPI

1

2 3

4

5

77 Opening the door to the forward compartment on the left fender allows access to the fresh air filter (1) for the operator compartment. Removal of the filter is accomplished by releasing the clip (2) at the left side of the filter. Also located inside this compartment is the window washer bottle (3), the pivot shaft lube bottle (4), and the batteries (5).

SERV7104-09 Vol. 9, No. 1, 2004

- 81 -

NPI

3 2 1

78

4

79

The radiator fill cap (1) is located on the top, front of the hood, just behind and to the left of the quick-drop valve (2). The hinged cover (3) protects the radiator fill cap and the quick-drop valve from falling material. The coolant sight glass (4) is located at the rear of the shunt tank, under the hood. It is accessible by opening the left side engine compartment door. If the coolant sight glass is completely full of coolant, it is above the ADD mark in the tank. If there is no coolant showing in the sight glass, coolant should be added until coolant is visible in the sight glass.

SERV7104-09 Vol. 9, No. 1, 2004

- 82 -

NPI

2

3

1

80

The main electrical disconnect switch (1) is located behind the small door in the front of the forward compartment on the left fender, and just outside the left door to the operator compartment. The openings in the front of this compartment allow the operator or serviceman to perform a visual check of the level of washer fluid in the window washer bottle (2) and the level of lube oil in the pivot shaft lube bottle (3).

SERV7104-09 Vol. 9, No. 1, 2004

- 83 -

NPI

D8T MAINTENANCE INTERVALS ITEM

D8R Series II

D8T

Engine Oil

500 hours

500 hours*

Engine Oil Filter

500 hours

500 hours*

Power Train Oil

1000 hours

1000 hours

Power Train Filters

500 hours

500 hours

Hydraulic Oil

2000 hours

2000 hours

Case Drain Filter

500 hours

500 hours

Steering Charge Filter

500 hours

500 hours

Pilot Filter

N/A

4000 hours

Final Drive Oil

2000 hours

2000 hours

Primary Fuel Filter

500 hours

500 hours

Secondary Fuel Filter

250 hours

500 hours

* Assumes use of recommended oils. Half interval oil changes are recommended when using lesser grade oils.

81 Recommended Maintenance Intervals All fluid fill and check points are outside the cab, with common groupings and easy access in mind. Ecology drains are standard for engine oil, engine coolant, and power train oil. A "Fast Fill" connection is available for fuel. High Speed Oil Change couplings are available for engine oil and power train oil. Periodic maintenance item frequency interval recommendations are shown in the above chart. NOTE: Engine oil and filter change intervals may be performed at 500 hours, under most operating conditions. Engine load factor (fuel consumption greater than 20 gal./hr.), sulfur levels in the fuel, oil quality, and altitude may negatively affect oil change intervals. In all situations, regular engine oil samples (S•O•S) must be taken every 250 hours to confirm oil cleanliness.

SERV7104-09 Vol. 9, No. 1, 2004

- 84 -

NPI

82

CONCLUSION This presentation has provided preliminary New Product Introduction (NPI) information for the Caterpillar D8T Track-type Tractor. All new and major components and their locations were identified and discussed. When used in conjunction with the Service Manual (RENR7540) and the STMG1790, "Caterpillar Monitoring and Display System with Advisor for Track-type Tractors," the information in this package will help the serviceman locate and identify components and analyze problems in any of the major systems of this tractor.

SERV7104-09 Vol. 9, No. 1, 2004

- 85 -

NPI

HYDRAULIC SCHEMATIC COLOR CODE Black - Mechanical Connection. Seal

Red - High Pressure Oil

Dark Gray - Cutaway Section

Red / White Stripes - 1st Pressure Reduction

Light Gray - Surface Color

Red Crosshatch - 2nd Reduction in Pressure

White - Atmosphere Or Air (No Pressure)

Pink - 3rd Reduction in Pressure

Purple - Pneumatic Pressure

Red / Pink Stripes - Secondary Source Oil Pressure

Yellow - Moving or Activated Components

Orange - Pilot, Signal or Torque Converter Oil

Cat Yellow - (Restricted Usage) Identification of Components within a Moving Group

Orange / White Stripes Reduced Pilot, Signal or TC Oil Pressure

Brown - Lubricating Oil

Orange / Crosshatch - 2nd Reduction in Pilot, Signal or TC Oil Pressure

Green - Tank, Sump, o r Return Oil

Blue - Trapped Oil

Green / White Stripes Scavenge / Suction Oil or Hydraulic Void

*

Also used as steering / charge oil in this presentation

**

Also used as reduced steering / charge oil in this presentation

HYDRAULIC SCHEMATIC COLOR CODE This illustration identifies the meanings of the colors used in the hydraulic schematics, the power train schematics, and the cross-sectional views shown throughout this presentation.