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POWER TRAIN

115

POWER TRAIN This portion of this presentation discusses the major features, component locations and systems operation for the power train on the 992G Wheel Loaders. When discussing systems operation, sectional view schematics will be used. The systems will be explained by tracing oil flow from the transmission sump, through the system, and back to the transmission sump. The color codes for hydraulic oil used throughout this presentation are as follows: Red Red and White Stripes - System or high pressure - Reduced pressures

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Orange Green Blue

- Pilot pressure - Tank or return oil - Blocked oil

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POWER TRAIN COMPONENTS

ENGINE IMPELLER CLUTCH TORQUE CONVERTER UPPER DRIVE SHAFT INPUT TRANSFER GEAR TRANSMISSION

REAR FINAL DRIVE

REAR DRIVE SHAFT

OUTPUT TRANSFER GEAR

FRONT DRIVE SHAFT

FRONT FINAL DRIVE

116
Identify components: -Engine -Impeller clutch torque converter -Upper drive shaft -Input transfer gears -Transmission -Output transfer gears -Front and rear drive shafts -Differentials -Axles -Final drives

Power Flow This illustration shows the power flow through the 992G power train. Power from the diesel engine is sent from the flywheel to the impeller clutch torque converter. The output yoke of the impeller clutch torque converter bolts to the upper drive shaft. The upper drive shaft bolts to the yoke of the input transfer gear box. The input transfer gear is splined to the transmission input shaft. The transmission output shaft is splined to the output transfer gear. The output transfer gear transmits power from the transmission to the front drive shaft and the rear drive shaft.

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Power flows through the front drive shaft and its respective pinion, bevel gear, differential and axles to the front final drives and similarly through the rear drive shaft to the rear final drives.

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1 5

3 4

117

Identify components: 1. Variable capacity torque converter 2. Upper drive shaft 3. Torque converter output sensor 4. T/C outlet relief valve pressure port 5. T/C outlet relief valve

Power Train Components The variable capacity torque converter (1) is bolted to the engine flywheel housing and is supported by the engine. The pump drive gear (not shown) is located in the top of the torque converter housing. The upper drive shaft (2) connects the impeller clutch torque converter to the input transfer gear. The impeller clutch torque converter may be removed separately or with the engine. Also shown are the torque converter output sensor (3). the torque converter outlet relief valve pressure port (4) and the torque converter outlet relief valve (5).

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4 3

2 1

118

Identify components: 1. Input transfer gear case 2. Transmission case 3. Output transfer gear case 4. Parking brake

The input transfer gear case (1), planetary power shift transmission case (2) and output transfer gear case (3) are bolted together and are removed and installed as a unit. The unit is removed and installed with the parking brake (4) attached.

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119

Identify components: 1. 2. 3. 4. 5. Universal joint Slip jount group Front drive shaft Universal joint Right front final drive housing

The output transfer gear connects to the front axle through a universal joint (1), a slip joint group (2), a second universal joint (not shown), a bearing case (not shown), the front drive shaft (3) and a universal joint (4) to the front differential (not shown). Also shown in the right front final drive housing (5).

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5 4 3 2 1

120

Identify components: 1. Universal joint group 2. Rear axle 3. Universal joint group 4. Rear bevel gear 5. Rear differential

The output transfer gear connects to the rear axle through a universal joint group (1), the rear drive shaft (2) and a universal joint group (3) to the rear bevel gear (4) and differential (5).

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1 5 7 3

8 2

121

Identify components: 1. Differential and bevel gear 2. Front axle group 3. Front axle group bolt 4. Machine frame 5. Left front brake housing 6. Left front final drive housing

The differential and bevel gear (1) are part of the front axle group (2). The front axle group is bolted (3) to the machine frame (4). The brake (5) and the final drive (6).are the same for all four wheels. Each final drive has its own oil reservoir. The fill plug (7) is in the cover and the drain plug (8) is in the carrier. The final drive fill plug must be parallel with the ground when the unit is filled or when the oil level is checked. The functions of the front and rear differentials and axle shafts are identical. However, unlike the front axle, the rear axle oscillates 13 degrees up or down. The oscillating rear axle allows the machine to remain stable when traveling across rough terrain.

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POWER TRAIN SCHEMATIC

PRIORITY VALVE

TRANSMISSION CONTROL VALVE

LUC SOLENOID

IC SOLENOID

T/C FILTER

TRANS FILTER

LOCKUP CLUTCH

IMPELLER CLUTCH TRANSMISSION

TORQUE CONVERTER

PUMP

T/C OUTLET RELIEF VALVE

INPUT TRANSFER GEAR OUTPUT TRANSFER GEAR

COOLER

122
Identify components: - Sump - Two section gear pump - T/C and transmission filters - Priority valve - Transmission control valve - Lockup clutch solenoid - Impeller clutch solenoid - Lockup clutch - Impeller clutch - T/C outlet relief valve - Cooler - Output transfer gear

TRANSMISSION HYDRAULIC SYSTEM This schematic shows the components and the oil flow in the power train hydraulic system. Oil from the sump (located in the bottom of the transmission output transfer case) flows to a two section gear pump. Oil from the rear section of the pump flows through the transmission filter to the priority valve. From the priority valve, oil flows to the impeller clutch solenoid and to the optional lockup clutch solenoid. When a shift is made, the priority valve prevents oil pressure to the impeller clutch solenoid and the lockup clutch solenoid from dropping below 2205 kPa (320 psi).

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When the impeller clutch solenoid is energized, oil flow to the impeller clutch is stopped. The impeller clutch releases allowing the impeller to slip. When the lockup clutch solenoid is energized, oil flow pressurizes the lockup clutch and places the converter in direct drive. When the priority valve opens, oil flows to the transmission control valve. The transmission control valve controls transmission clutch engagement, provides modulation and sequencing of the directional and speed clutches, and limits the maximum clutch pressure. From the transmission control valve, surplus oil is sent to the torque converter inlet. Oil from the front section of the pump flows through the torque converter filter and joins with the surplus oil from the transmission control valve. The combined oil flows through the torque converter inlet to the torque converter. Oil pressure in the torque converter is maintained by the torque converter outlet relief valve. An orifice in the outlet relief valve permits some lubrication oil to flow to the transmission at all times. From the outlet relief valve, oil is sent through the oil cooler to the transmission lubrication circuits.

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3 4 2

5 1

123

Identify components: Transmission pump Hose Hose Lockup clutch soleniod valve 5. Impeller clutch solenoid valve 1. 2. 3. 4.

Transmission Hydraulic System Components The transmission pump (1) is a two section gear pump mounted on the lower left rear of the torque converter. The pump is driven by a pump drive gear in the torque converter. Oil from the reservoir in the output transfer gear case enters the transmission pump through the suction line (not shown). Supply oil from the front section of the pump flows through the hose (2) and through the transmission filter (not shown) to the priority valve, the impeller clutch solenoid and the lockup clutch solenoid. Pressure oil from the rear section of the pump flows through the hose (3) and through the torque converter filter (not shown) to the torque converter. Also shown are the lockup clutch solenoid valve (4) and the impeller clutch sloenoid valve (5).

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1 2

124

Identify components: 1. Torque converter oil filter 2. Transmission oil filter 3. Bypass pressure switch 4. Pump oil pressure tap

The torque converter oil filter (1) and the transmission oil filter (2) are bolted to the inside of the machine frame below the platform rear service door.. The two oil filters are identical. Also shown is the transmission oil filter bypass pressure switch (3) and the torque converter pump oil pressure tap (4).

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125

Identify components: 1. Priority valve 2. Torque converter and pump drive case 3. Impeller clutch solenoid valve 4. Torque converter and transmission pump

The priority valve (1) is located on the upper right side of the torque converter and pump drive case (2). When the engine is running, the priority valve maintains a minimum of 2580 kPa (375 psi) oil pressure to the lockup clutch and impeller clutch solenoid valves. Also shown are the impeller clutch solenoid valve (3) and the torque converter and transmission pump (4).

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126

Identify components: 1. Transmission hydraulic control valve cover 2. P2 pressure tap 3. P1 pressure tap 4. Oil pump outlet pressure tap 5. Torque converter inlet pressure tap

The transmission hydraulic control valve group is bolted to the top of the transmission planetary clutch group under the cover (1). Also shown are the P2 pressure tap (2), the P1 pressure tap (3), the oil pump outlet pressure tap (4) and the torque converter inlet pressure tap (5).

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2 1 3

5 6 4

127

Identify components: 1. Transmission hydraulic control valve group 2. Five clutch solenoids 3. P3 pressure tap 4. Solenoid electrical harness 5. P2 pressure tap 6. P1 pressure tap 7. Plug

The transmission hydraulic control valve group (1) is bolted to the top of the transmission planetary clutch group. Shown are five clutch solenoids (2), the P3 pressure tap (3), solenoid electrical harness (4), P2 pressure tap (5), P1 pressure tap (6) and the plug (7) for the load piston.

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TRANSMISSION HYDRAULIC CONTROL VALVE

MODULATION RELIEF VALVE

FIRST AND THIRD SPEED SELECTOR SPOOL CONVERTER INLET RATIO VALVE DIRECTIONAL SELECTOR SPOOL PRESSURE DIFFERENTIAL VALVE LOAD PISTON

SECOND SPEED SELECTOR SPOOL

128
Explain schematic

Also included in the transmission hydraulic controls are: Modulation relief valve: Limits the maximum clutch pressure. First and third speed selection spool: Directs oil flow to the No. 3 and No. 5 clutches. Load piston: Works with modulation relief valve to control the rate in which the pressure increases in the clutches. Second speed selector spool: Directs oil flow to the No. 4 clutch.

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Pressure differential valve: Controls speed and directional clutch sequencing. Directional selection spool: Directs oil to the FORWARD and REVERSE direction clutches. Converter inlet ratio valve: Controls pressure to the torque converter.

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4 5 1

3 2

129

Identify components: 1. Torque converter outlet relief valve 2. Torque converter housing 3. Torque converter outlet pressure tap 4. Torque converter output speed sensor 5. Torque converter output pressure sensor

The torque converter outlet relief valve (1) is bolted to the left rear of the torque converter (facing the engine flywheel). The torque converter outlet relief valve controls the pressure in the torque converter. Also shown are the torque converter housing (2), the torque converter outlet pressure tap (3), the torque converter output speed sensor (4) and the torque converter output pressure sensor (5). The torque converter output pressure sensor is part of the VIMS attachment. The torque converter oil temperature sensor (not shown) is also located near the torque converter output pressure sensor.

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TURBINE STATOR

IMPELLER CLUTCH TORQUE CONVERTER

HOUSING IMPELLER CLUTCH LOCKUP CLUTCH IMPELLER

130
Explain schematic

Shown is a sectional view of the torque converter. The major components include the rotating housing, the impeller, the turbine, the stator, the impeller clutch and the lockup clutch. The converter housing is splined to the engine flywheel and turns with the flywheel. The impeller is connected to the rotating housing through the impeller clutch. The clutch discs are splined to the impeller. The clutch plates are splined to the rotating housing. impeller rotates with the housing. Pressure oil moves the clutch piston to engage the discs and plates. When the clutch is engaged, the

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The turbine is splined to the output shaft. In torque converter drive, the turbine is turned by oil from the impeller. In direct drive, the lockup clutch connects the turbine to the rotating housing. The lockup clutch discs are splined to the turbine. The lockup clutch plates are splined to the rotating housing. Pressure oil moves the clutch piston to engage the discs and plates. When the clutch is engaged, the turbine rotates with the housing.

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3 4

2 5

131

Identify components 1. Impeller clutch solenoid valve 2. Lockup clutch solenoid valve 3. Lockup clutch pressure port 4. Lockup clutch solenoid 5. Impeller clutch solenoid 6. Impeller clutch pressure port

The torque converter impeller clutch solenoid valve (1) and the lockup clutch solenoid valve (2) are bolted to the upper right rear of the torque converter case. When the ECM energizes the impeller clutch solenoid (5), the impeller clutch solenoid valve closes. When the ECM energizes the lockup clutch solenoid (4), the lockup clutch solenoid valve opens. Also shown are the impeller clutch pressure port (6) and the lockup clutch pressure port (3).

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TEST PORT VALVE SPOOL

IMPELLER CLUTCH SOLENOID VALVE

SPRING

SPRING

BALL

ORIFICE

IMPELLER CLUTCH SOLENOID ENERGIZED

SOLENOID ARMATURE ASSEMBLY TO IMPELLER CLUTCH TEST PORT VALVE SPOOL FROM PUMP

SPRING

BALL

ORIFICE

SPRING

TEST PORT

IMPELLER CLUTCH SOLENOID DE-ENERGIZED

FROM PUMP

SOLENOID

ARMATURE ASSEMBLY TO IMPELLER CLUTCH

132
Explain schematic

Shown is a sectional view of the impeller clutch solenoid valve. When the impeller clutch solenoid is energized, the solenoid moves the pin assembly against the spring and away from the ball. Pump oil flows through the center of the valve spool, through the oriface and past the ball to drain. The valve spring moves the valve spool to the right. The valve spool blocks the passage between the impeller clutch and the pump and opens the passage between the impeller clutch and drain. Pump oil flow to the impeller clutch is blocked. The oil in the impeller clutch flows past the valve spool to drain. When the impeller clutch solenoid is de-energized, the spring moves the pin assembly against the ball.

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The ball blocks pump oil flow through the oriface to drain. The oil pressure increases at the left end of the valve spool and moves the valve spool to the right against the spring. The valve spool blocks the passage between the impeller clutch and drain and opens the passage between the impeller clutch and the pump. Pump oil flows past the valve spool to the impeller clutch.

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TEST PORT VALVE SPOOL

LOCKUP CLUTCH SOLENOID VALVE

SPRING

BALL

ORIFICE

LOCKUP CLUTCH SOLENOID ENERGIZED

SOLENOID PIN TO LOCKUP CLUTCH TEST PORT VALVE SPOOL FROM PUMP

BALL

ORIFICE

SPRING

LOCKUP CLUTCH SOLENOID DE-ENERGIZED

SOLENOID PIN TO LOCKUP CLUTCH FROM PUMP

133
Explain schematic

When the lockup clutch solenoid is energized, the solenoid moves the pin assembly against the ball. The ball blocks pump oil flow through the oriface to drain. The oil pressure increases at the left end of the valve spool and moves the valve spool to the right against the spring. The valve spool blocks the passage between the lockup clutch and drain and opens the passage between the lockup clutch and the pump. Pump oil flows past the valve spool to the lockup clutch. When the lockup clutch solenoid is de-energized, the force that held the pin assembly against the ball is removed. The pump oil flows through the oriface and past the ball to drain.

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The spring moves the valve spool to the left. The valve spool opens the passage between the lockup clutch and drain and blocks the passage between the lockup clutch and the pump. Pump oil flow to the lockup clutch is blocked. The oil in the lockup clutch flows past the valve spool to drain.

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134

Identify components: 1. Transmission oil cooler 2. Oil inlet 3. Oil outlet 4. Engine oil cooler

The transmission oil cooler (1) is bolted to the engine on the left side of the machine. Engine coolant flows through tubes inside the cooler. Transmission oil from the torque converter enters the cooler through the oil inlet (2), flows around the coolant tubes and out through the oil outlet (3). The heat from the transmission oil flows through the walls of the coolant tubes to the engine coolant. The engine coolant is then cooled by the engine cooling system. Also shown is the engine oil cooler (4).

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TRANSMISSION HYDRAULIC SYSTEM

NEUTRAL

PRIORITY VALVE
1 5 4

IMPELLER CLUTCH SOLENOID VALVE

LOCKUP CLUTCH SOLENOID VALVE

2 1

3 5

TRANSMISSION FILTER

TORQUE CONVERTER FILTER TORQUE CONVERTER

TORQUE CONVERTER OUTLET RELIEF VALVE

4 PUMP TRANSMISSION CONTROL VALVE SUMP TO TRANSMISSION

135
Explain schematic

Transmission Hydraulic System Flow In this schematic, the engine is running and the transmission is in NEUTRAL. When the operator moves the direction switch to the NEUTRAL position, the ECM energizes the No. 3 clutch solenoid and the impeller clutch solenoid. The ECM also de-energizes the lockup clutch solenoid. Flow from the transmission pump is sent through the filter to the priority valve, the impeller clutch solenoid valve and the lockup clutch solenoid valve. The priority valve maintains a minimum oil pressure to the impeller clutch solenoid valve and the lockup clutch solenoid valve during transmission shifts.

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When the transmission pump oil pressure increase above the priority valve setting, the priority valve opens and sends oil flow to the manifold for clutch solenoid valves No. 2 and 3, the manifold for clutch solenoid valves No. 1, No. 5 and No. 4, and the inlet passage for the selector and pressure control valves. The oil at the clutch solenoid valve manifolds becomes the pilot oil for the transmission speed and direction selector spools. When the No. 3 clutch solenoid is ENERGIZED, the No. 3 clutch solenoid valve sends pilot oil to one end of the selector spool for speed clutches No. 3 and 5. The pilot oil pressure overcomes the force of the selector valve spring and moves the spool from its center position. Oil from the inlet passage flows through the orifice, past the selector spool for speed clutches No. 3 and 5 and into the No. 3 speed clutch. When directional solenoids No. 1 and 2 are not energized, pilot oil is blocked at the directional solenoid valves. The directional clutch selector spool spring centers the valve. Oil flow from the differential valve to the directional clutches is blocked. When the oil requirement of the selector and pressure control valve has been satisified, the remaining transmission pump oil flows to the torque converter. Flow from the torque converter pump is sent to the filter. Oil flows from the filter and joins with the transmission pump oil from the selector and pressure control valve. The combined oil flows to the torque converter. Flow continues through the torque converter to the torque converter outlet relief valve. The torque converter outlet relief valve maintains the pressure in the torque converter. From the outlet relief valve, flow continues through the cooler to the transmission lubrication circuit.

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When the transmission is in the NEUTRAL position, the ECM pressurizes the impeller clutch in response to the engine speed. When the engine speed is less than 1100 rpm, the impeller clutch pressure is maintained at a hold pressure of 550 207 kPa (80 30 psi). When the engine rpm increase from 1100 to 1300 rpm, the ECM increases the impeller clutch pressure from 550 207 kPa (80 30 psi) to 2580 207 kPa (375 30 psi) for 1 second, the ECM then reduces impeller clutch pressure to 2274 207 kPa (330 30 psi). The impeller clutch pressure remains at 2274 207 kPa (330 30 psi) for all engine speeds above 1300 rpm. The torque converter housing and impeller rotate at engine speed. When the engine rpm decreases from 1300 to 1100 rpm, the ECM decreases the impeller clutch pressure from 2274 207 kPa (330 30 psi) to 550 207 kPa (80 30 psi). The impeller clutch pressure remains at a hold pressure of 550 207 kPa (80 30 psi) for all engine speeds below 1100 rpm. The low pressure allows the impeller clutch to remain filled without engaging. The torque converter housing rotates with the engine while the torque converter impeller remains stationary. When the transmission is in the NEUTRAL position, the ECM deenergizes the optional lockup clutch solenoid. When the lockup clutch solenoid is de-energized, the lockup clutch solenoid valve closes. The closed valve blocks pump oil flow to the lockup clutch and allows the lockup clutch oil to flow to the tank. The lockup clutch releases and disconnects the turbine from the rotating housing. There is no power flow through the turbine. NOTE TO THE INSTRUCTOR: Operation of the modulating relief valve, torque converter inlet relief valve and pressure differential valve is the same as explained in STMG 421 "966 Wheel Loader Part 2--Power Train" (Form SESV1421).

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TRANSMISSION HYDRAULIC SYSTEM

FIRST SPEED FORWARD
TORQUE CONVERTER DRIVE

PRIORITY VALVE
1 5 4

2 1

3 5

TRANSMISSION FILTER

TORQUE CONVERTER FILTER TORQUE CONVERTER

4 PUMP TRANSMISSION CONTROL VALVE SUMP TO TRANSMISSION

136
Explain schematic

When the transmission is in FIRST SPEED FORWARD, the ECM energizes clutch solenoids No. 2 and 5. The ECM also de-energizes the impeller clutch solenoid and the lockup clutch solenoid. When the ECM energizes the No.2 clutch solenoid, the No. 2 clutch solenoid valve sends pilot oil to one end of the directional clutch selector spool for directional clutches No. 1 and 2. Oil pressure overcomes the force of the selector valve spring and moves the spool from its center position. Directional clutch oil flows from the pressure differential valve, past the directional clutch selector spool, and into the FORWARD directional clutch (No. 2).

TEST PORT

IMPELLER CLUTCH SOLENOID VALVE

LOCKUP CLUTCH SOLENOID VALVE

TORQUE CONVERTER OUTLET RELIEF VALVE

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When the ECM energizes the No.5 solenoid, the No. 5 clutch solenoid valve sends pilot oil to one end of the selector spool for speed clutches No. 3 and 5. The pilot oil pressure overcomes the force of the selector valve spring and moves the spool from its center position. Oil from the inlet passage flows through the orifice, past the selector spool for speed clutches No. 3 and 5 and into the No. 5 speed clutch. When the impeller clutch solenoid de-energizes, the impeller clutch solenoid valve fully opens. Transmission pump oil flows through the fully open valve and pressurizes the impeller clutch. The impeller clutch locks the torque converter impeller to the torque converter rotating housing. The torque converter housing is splined to the engine flywheel. The impeller and torque converter housing rotate with the engine flywheel.

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TRANSMISSION HYDRAULIC SYSTEM

SECOND SPEED FORWARD
SPEED SHIFT

PRIORITY VALVE
1 5 4

2 1

3 5

TRANSMISSION FILTER

TORQUE CONVERTER FILTER TORQUE CONVERTER

4 PUMP TRANSMISSION CONTROL VALVE SUMP TO TRANSMISSION

137
Explain schematic

When the operator shifts from FIRST SPEED FORWARD to SECOND SPEED FORWARD (speed shift), the ECM de-energizes the No. 5 clutch solenoid and energizes the No. 4 clutch solenoid. The ECM also continue to de-energize the impeller clutch solenoid and the lockup clutch solenoid. When de-energized, the No. 5 clutch solenoid valve blocks pilot oil flow and sends pilot oil at the end of the selector spool for speed clutches No. 3 and 5 to drain. When energized, the No. 4 clutch solenoid valve sends pilot oil to the end of the selector spool for speed clutch No. 4. The pilot oil pressure overcomes the force of the selector valve spring and moves the spool from its center position.

TEST PORT

IMPELLER CLUTCH SOLENOID VALVE

LOCKUP CLUTCH SOLENOID VALVE

TORQUE CONVERTER OUTLET RELIEF VALVE

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Oil from the inlet passage flows through the orifice, past the selector spool for speed clutches No. 3 and 5, past the selector spool for speed clutches No. 4 and into the No. 4 speed clutch. The empty No. 4 clutch causes the P1 and P2 pressures to decrease to less than 375 kPa (55 psi). The decrease in P1 oil pressure allows the differential valve spring to move the differential valve up. When the differential valve moves up, the differential valve opens a passage for oil in the differential valve spring chamber and the load piston cavity to flow to drain. The transmission control valve goes through the fill and modulation cycle. In a speed shift, the ECM maintains maximum pressure in the impeller clutch. The transmission directional clutch picks up the load after a shift. NOTE TO THE INSTRUCTOR: Operation of the modulating relief valve, torque converter inlet relief valve and pressure differential valve is the same as explained in STMG 421 "966 Wheel Loader Part 2--Power Train" (Form SESV1421).

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TRANSMISSION HYDRAULIC SYSTEM

SECOND SPEED REVERSE
DIRECTION SHIFT

PRIORITY VALVE
1 5 4

IMPELLER CLUTCH SOLENOID VALVE

LOCKUP CLUTCH SOLENOID VALVE

2 1

3 5

TRANSMISSION FILTER

TORQUE CONVERTER FILTER TORQUE CONVERTER

TORQUE CONVERTER OUTLET RELIEF VALVE

4 PUMP TRANSMISSION CONTROL VALVE SUMP TO TRANSMISSION

138
Explain schematic

When the operator shifts from FIRST SPEED FORWARD to SECOND SPEED REVERSE (directional shift), the ECM de-energizes clutch solenoids No. 2 and 5 and energizes clutch solenoids No 1 and 4. The ECM also energizes the impeller clutch solenoid and de-energizes the lockup clutch solenoid. When the ECM de-energizes the No. 2 clutch solenoid, the No. 2 clutch solenoid valve blocks pilot oil flow and sends pilot oil at the end of the selector spool to drain. The force of the selector valve spring moves the spool to its center position. When the selector spool moves to the center position, oil in the No.2 clutch flows to drain.

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When the ECM energizes the No.1 clutch solenoid, the No. 1 clutch solenoid valve sends pilot oil to one end of the directional clutch selector spool for directional clutches No. 1 and 2. Oil pressure overcomes the force of the selector valve spring and moves the spool from its center position. Directional clutch oil flows from the pressure differential valve, past the directional clutch selector spool, and into the REVERSE directional clutch (No. 1). When the ECM de-energizes the No. 5 clutch solenoid, the No. 5 clutch solenoid valve blocks pilot oil flow and sends pilot oil at the end of the selector spool for speed clutches No. 3 and 5 to drain. Oil pressure overcomes the force of the selector valve spring and moves the spool from its center position. When the selector spool moves to the center position, oil in the No.5 clutch flows to drain. When the ECM energizes the No.4 clutch solenoid, the No. 4 clutch solenoid valve sends pilot oil to one end of the speed clutch selector spool for speed clutch No. 4. Oil pressure overcomes the force of the selector valve spring and moves the spool from its center position. Oil from the inlet passage flows through the orifice, past the selector spool for speed clutches No. 3 and 5, past the selector spool for speed clutches No. 4 and into the No. 4 speed clutch. The empty No. 1 and 4 clutches cause the P1 and P2 pressures to decrease to less than 375 kPa (55 psi). The decrease in P1 oil pressure allows the differential valve spring to move the differential valve up. When the differential valve moves up, the differential valve opens a passage for oil in the differential valve spring chamber and the load piston cavity to flow to drain. The transmission control valve goes through the fill and modulation cycle.

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In a directional shift, the ECM reduces the pressure in the impeller clutch allowing the impeller clutch to slip. The ECM monitors the torque converter output speed sensor and the transmission output speed sensor to determine when the transmission clutches are engaged. Once the transmission clutches are engaged, the ECM engages the impeller clutch in the torque converter. The torque converter picks up the load after a directional shift. NOTE TO THE INSTRUCTOR: Operation of the modulating relief valve, torque converter inlet relief valve and pressure differential valve is the same as explained in STMG 421 "966 Wheel Loader Part 2--Power Train" (Form SESV1421).

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TRANSMISSION HYDRAULIC SYSTEM

SECOND SPEED REVERSE
DIRECT DRIVE

PRIORITY VALVE
1 5 4

2 1

3 5

TRANSMISSION FILTER

TORQUE CONVERTER FILTER TORQUE CONVERTER

4 PUMP TRANSMISSION CONTROL VALVE SUMP TO TRANSMISSION

139
Explain schematic

When the machine is operating in torque converter drive, four conditions must be present before the ECM will energize the lockup clutch solenoid and shift the torque converter to direct drive. 1. The lockup clutch enabel switch is in the ON position. 2. The torque converter output speed is above 1565 rpm. 3. The machine has been in the present speed and direction for more than 2 seconds. 4. The left brake pedal is not depressed.

TEST PORT

IMPELLER CLUTCH SOLENOID VALVE

LOCKUP CLUTCH SOLENOID VALVE

TORQUE CONVERTER OUTLET RELIEF VALVE

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When the lockup clutch solenoid energizes, the lockup clutch solenoid valve opens. The transmission pump oil flows past the lockup clutch solenoid valve and fills the lockup clutch. The lockup clutch engages and connects the turbine to the rotating housing. In DIRECT DRIVE, both the impeller clutch and the lockup clutch are engaged. The rotation torque converter housing, the impeller and the turbine turn as one piece.

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POWER TRAIN ELECTRICAL SYSTEM

POWER TRAIN ECM (MAC-14) CAT DATA LINK CONTROL AND MONITOR SYSTEMS

INPUT COMPONENTS
STIC UPSHIFT, DOWNSHIFT, FORWARD, NEUTRAL, REVERSE

OUTPUT COMPONENTS

STARTER RELAY REDUCED RIMPULL INDICATOR LAMP CLUTCH 1 REVERSE SOLENOID CLUTCH 2 FORWARD SOLENOID CLUTCH 3 3RD GEAR SOLENOID CLUTCH 4 2ND GEAR SOLENOID CLUTCH 5 1ST GEAR SOLENOID RIDE CONTROL SOLENOID

KEYSWITCH REDUCED RIMPULL ON/OFF SWITCH REDUCED RIMPULL SELECTION SWITCH RIDE CONTROL ON/OFF SWITCH PARKING BRAKE LIMIT SWITCH QUICK-SHIFT SWITCH LOCKUP CLUTCH ENABLE SWITCH STEERING/TRANSMISSION LOCKOUT SWITCH TORQUE CONVERTER PEDAL POSITION TORQUE CONVERTER SPEED TRANSMISSION SPEED

IMPELLER CLUTCH SOLENOID

LOCKUP CLUTCH SOLENOID

BACKUP ALARM PARKING BRAKE PRESSURE SWITCH

140 POWER TRAIN ELECTRICAL SYSTEM Components Shown is a diagram of the Power Train Electrical System. The various switches and sensors provide input to the Electronic Control Module (ECM). The ECM processes the inputs and energizes the different output devices. The ECM energizes the appropriate transmission control valve solenoids for speed and directional clutch engagement. The ECM also energizes the start relay when starting the machine and the back-up alarm when the operator selects a reverse gear. The ECM energizes the impeller clutch control valve and the lockup control valve solenoids as well as energizing the reduced rimpull indicator lamp.

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The data link connects the power train ECM to the engine and implement ECMs. The data link also connects the ECMs to the Vital Information Display System (VIDS) or the attachment Vital Information Monitoring System (VIMS). Components shown are: STIC - Combines control of the vehicle steering system and the transmission shifting system in a single input device. - Provides a signal to the ECM that the operator wants to start the engine. The STIC directional switch must be in the neutral position before the ECM will permit engine starting. - When in the open position, causes the power train ECM to use the position of the reduced rimpull selector switch to determine rimpull torque range (via impeller clutch). - When enabled by the reduced rimpull on/off switch, this rotary switch determines the maximum rimpull torque. - When in the auto position, causes the ride control to be enabled when the appropriate conditions are met. - When in the ON position, enables the quick-shift feature during a forward first to a reverse shift. - When in the ON position, enables the lockup clutch, if equipped, to engage when the machine operating conditions are correct. - When in the lock position, causes the ECM to shift the transmission to neutral. - When in the ON position, tells the ECM that the operator has applied the machine parking brake.

Key switch

Reduced rimpull on/off switch

Reduced rimpull selector switch

Ride control switch

Quick-shift switch

Lockup clutch enable switch

Steer/Trans lockout switch

Parking brake limit switch

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Park brake pressure switch

- This switch monitors the park brake hydraulic pressure and the ECM can determine when pressure is applied.

Torque converter pedal position - Sends the position of the left brake sensor pedal to the ECM. The ECM uses the position information to vary torque to the drive train. Actual value of torque reduction is determined by a combination of different inputs. Torque converter speed sensor - Provides a signal the ECM uses to determine the output speed and direction of the torque converter. - Provides a signal the ECM uses to determine the output speed of the transmission. - The ECM energizes the starter relay when the appropriate conditions to start the machine have been met..

Transmission speed sensor

Starter relay

Reduced rimpull indicator lamp - The ECM illuminates the reduced rimpull indicator lamp when the appropriate machine operating conditions are met and the ECM is providing reduced rimpull Clutch Solenoids - The solenoids control pilot oil flow to the speed and directional control spools. - The ECM energizes the ride control solenoid when the proper machine conditions have been met.(attachment on 992G) - The ECM energizes the impeller clutch solenoid with different levels of current to control hydraulic pressure to the impeller clutch. - The ECM energizes the lockup clutch solenoid to engage the lockup clutch when the correct machine conditions have been met.(attachment on 992G) - The ECM energizes the backup alarm whenever the operator selects the reverse direction with the STIC.

Ride control solenoid

Impeller clutch solenoid

Lock up clutch solenoid

Backup alarm

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141

Power Train Electronic Control Module (MAC-14)

The Power Train Electronic Control Module (ECM) is located below the deck plate that is located on the front right hand side of the machine platform (arrow). The ECM makes decisions based on control program information in memory and switch and sensor inputs. The ECM responds to machine control decisions by sending output voltage to the appropriate circuit which creates an action. For example, the operator selects an upshift using the Steering Transmission Integrated Control (STIC). The ECM interprets the input signals from the STIC, evaluates the current machine operating status and energizes the appropriate clutch solenoids.

Input signals

The ECM receives three different types of input signals: 1. Switch input: Provides the signal line to battery,ground, or open. 2. PWM input: Provides the signal line with a square wave of a specific frequency and a varying positive duty cycle. 3. Speed signal: Provides the signal line with either a repeating, fixed voltage level pattern or a sine wave of varying level and frequency. The ECM has three types of output drivers. 1. ON/OFF driver: Provides the output device with a signal level of +battery voltage (ON) or less than one volt (OFF). 2. PWM solenoid driver: Provides the output device with a square wave of fixed frequency and varying positive duty cycle.

Output signals

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3. Controlled current output driver: The ECM will energize the solenoid with 1.25 Amps for approximately one half second and then decrease the level to .8Amps for the duration of the on time. This gives the actuator rapid response and the decreased level is sufficient to hold the solenoid in the correct position. An added benefit is an increase in the life of the solenoid..
ECM controls: -Speed and direction -Impeller and lockup clutches

The ECM controls machine speed and directional clutches as well as impeller clutch and lockup clutch operation. The ECM interprets signals from the STIC, left brake pedal, lockup clutch enable switch, and current machine operating status to determine the appropriate output signals to the above mentioned systems. Different conditions of the inputs affect the output conditions, these will be discussed later on. The ECM communicates via the Cat Data Link. The Cat Data Link is a high speed proprietary serial communications protocol transmitted over a twisted pair of wires. The Cat Data Link allows different systems on the machine to communicate with each other and also with service tools such as Cat Electronic Technician (ET). The ECM has built in diagnostic capabilities. As the ECM detects fault conditions in the power train system it logs the faults in memory and displays them on the VIDS/VIMS system. The fault codes can also be accessed using Cat Electronic Technician (ET). On machines equipped with VIMS, Caterpillar VIMS Offboard Bundle software can be used to view faults logged by the VIMS. NOTE TO THE INSTRUCTOR: ECM faults displayed on the VIDS/VIMS system pertaining to the power train ECM will have a Module Identifier(MID) of 81. For more information see the Service Manual Module SENR1344 (Form SENR1372).

Communications

Diagnostics

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1. STIC

The STIC(1) is bolted to the seat at the front of the left arm rest. The transmission directional control switch (2) is a three position rocker switch that the operator uses to select desired NEUTRAL, FORWARD, or REVERSE. The transmission speed upshift switch(3) and the transmission speed downshift switch(4) are momentary contact switches that the operator uses to select the desired speed. When the operator selects reverse by depressing the top side of the directional control switch the ECM de-energizes the forward directional solenoid and energizes the reverse directional solenoid . The ECM also turns ON the backup alarm. When the operator selects forward by depressing the bottom side of the directional control switch the ECM deenergizes the reverse directional solenoid and energizes the forward directional solenoid. When the operator selects neutral by placing the directional control switch in the middle position the ECM de-energizes both the forward and the reverse directional solenoids. After two seconds the ECM energizes speed solenoid three and the transmission is in a one clutch neutral until the operator selects a different gear. When the operator presses the upshift switch the ECM energizes the appropriate speed clutch solenoid to select the next higher gear and the transmission upshifts. When the operator presses the downshift switch the ECM energizes the appropriate speed clutch solenoid to select the next lower gear and the transmission downshifts. The switch must be released and pressed again to continue shifting. If the operator presses the upshift or the downshift switch and holds it, the transmission will shift once and remain in that speed until the switch is released and pressed again.

2. Transmission directional control switch

3. Speed upshift switch 4. Speed downshift switch

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Steering and transmission lock lever Steer/trans lock switch

When the steering and transmission lock lever (arrow) is moved to the LOCK position (shown) from in front of the left arm rest, the STIC is physically held in the middle position and steering is disabled. In the LOCK position, the steering lock lever depresses the steer/trans lock switch. The steer/trans lock switch signals the ECM to shift the transmission to NEUTRAL. When the steering and transmission lock lever is moved to the UNLOCK position, the steering and transmission functions are enabled. The power train portion of the STIC is an electronic interface to the ECM. Certain machine operating conditions will override the operator desired function of the STIC. If the directional switch is in the FORWARD or REVERSE position when the steering and transmission lock lever is moved to the UNLOCK position, the ECM will not shift from neutral. The directional switch must first be moved to the NEUTRAL position, then to the direction desired before the ECM will engage a directional clutch. If the steering and transmission lock lever is in the unlock position when the machine is started, the lever must be moved to the lock position and then to the unlock position before the ECM will shift the transmission out of neutral.

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1. Key switch Start Relay

The operator turns the key switch(1) clockwise to signal the ECM to start the engine. The key switch supplies a start signal of +battery to the ECM. The ECM energizes the start relay to close the internal contacts and turn the starter solenoid on. The ECM checks three conditions for proper status before energizing the start relay: 1. The transmission directional control switch is in neutral. 2. The key switch is turned to the start position. 3. The system voltage is below +32 volts.

Ride Control

Ride control is an attachment which helps stabilize the machine during travel at high speeds over rough terrain. Ride control uses accumulators in the implement lift hydraulic circuit to dampen and absorb the forces of the bucket. Since ride control is an attachment, the attachment code entered in the VIDS/VIMS system must be appropriate. The ride control enable switch is a three position switch(2) located on the right side operator console. When the ride control enable switch is placed in the up position the ECM energizes the ride control solenoid all the time. This mode should not be used during loading operations. When the ride control enable switch is placed in the middle position, the ECM de-energizes the ride control solenoid and the ride control system is turned off.

2. Ride control enable switch Ride control ON

Ride control OFF

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Ride control automatic

The ride control is placed in AUTOMATIC by pushing on the bottom of the switch. In this position the ECM energizes the ride control solenoid when ground speed exceeds 9.6 km/h (6 mph). The ECM de-energizes the ride control solenoid when the ground speed then drops below 9.2 km/h (5.7 mph). The ECM also de-energizes the ride control solenoid in the bucket down operation.

Transmission output speed sensor

The ECM determines the ground speed by the signal received from the transmission output speed sensor (arrow) located on the lower left side of the transmission housing.

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Ride control automatic indicator

When the ride control switch is in the AUTOMATIC position, an indicator light illuminates on the instrument panel (arrow). The positive lead of the ride control indicator lamp is connected to +battery. The ground lead is connected to terminal six of the ride control on/off switch. When the ride control on/off switch is placed in the automatic position, terminal six is closed to ground allowing current to flow and the lamp is illuminated. There are fault conditions that will prevent the ECM from turning on the ride control system regardless of the switch position. If the ECM detects a transmission output speed high or transmission output speed low fault, it will not energize the ride control solenoid. (See service manual ### for fault details.) Also, if the ECM detects a fault in the ride control solenoid circuit of short to battery, short to ground, or open circuit the ECM will not turn the output driver on. Note: The ride control system should be switched to the OFF position or the AUTOMATIC position during the loading cycle. This is especially important during the bucket down operation. Failure to position the ride control switch in the recommended position could result in machine damage.

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Reduced rimpull on/off switch

The reduced rimpull on/off switch (arrow) is a two position rocker switch mounted on the implement console. It provides the ECM with a switch to +battery input signal. In the CLOSED position (1) this switch provides a +battery signal to the ECM. The ECM provides maximum rimpull when the left pedal is fully released by keeping the impeller clutch pressure at maximum level. In this position maximum rimpull will be provided regardless of the rimpull selection switch. In the OPEN position (2) this switch signals the ECM to monitor the reduced rimpull selection switch to determine what the rimpull setting is with the left brake pedal fully released. This is only true when the machine is in first gear. If the machine is not in first gear, the rimpull will stay at maximum.

1. Closed position (Maximum rimpull)

2. Open position (Reduced rimpull)

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1. Reduced rimpull selection switch

When the reduced rimpull switch is in the OPEN position, the reduced rimpull selection switch (1) contacts indicate the desired maximum rimpull setting to the ECM. The desired maximum rimpull setting will be active when the left brake pedal is fully released, and the machine is in first gear. The ECM reduces rimpull by increasing the current to the impeller clutch solenoid which reduces the hydraulic pressure to the impeller clutch and allows slip between the impeller and the torque converter housing. By decreasing the impeller clutch pressure further, the impeller will slip more and results in lower torque to the power train and the engine horsepower can be used for implement power.

Reduced rimpull default settings

The reduced rimpull selection switch has four reduced rimpull percentage default settings. Each position corresponds to a maximum allowable percentage of maximum rimpull. The default values for each position are as follows: (2) (3) (4) (5) 80% Rimpull 65% Rimpull 50% Rimpull 35% Rimpull

Note: To change the maximum allowable percentage settings for each position, refer to Systems Operation, Testing and Adjusting, SENR1372, Transmission Electronic Control System.

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1. Torque converter pedal 2. Torque converter pedal position sensor

The ECM monitors the position of the torque converter pedal (1) with the torque converter pedal position sensor (2). As the operator depresses the pedal the ECM increases the current to the impeller clutch solenoid and reduces the hydraulic pressure to the impeller clutch. The rimpull will decrease linearly with pedal travel from the reduced maximum setting to the minimum setting. When the operator releases the left pedal, the rimpull will return to the maximum percentage as set by the selector switch. When the maximum allowable percentage is in the lower positions there is less total change of rimpull from maximum to minimum. This results in the change of rimpull over the travel of the left pedal to be more gradual. If the machine is not in first gear, the impeller clutch pressure will remain at the maximum level until the transmission is placed into first gear. The left pedal functions in the same manner when the maximum rimpull ON/OFF switch is in the CLOSED position except the maximum allowable percentage is now 100%.

3. Reduced rimpull indicator light

The reduced rimpull indicator light (3) will be illuminated when the ECM detects the reduced rimpull on/off switch is in the ON (open) position and is providing reduced rimpull. The light will be off when the switch is in the OFF (closed) position. Note: An increase in current to the impeller clutch solenoid from the ECM results in a decrease in pressure to the impeller clutch.

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1. Impeller clutch solenoid 2. Impeller clutch valve

The impeller clutch solenoid (1) is mounted on the impeller clutch valve(2). The impeller clutch valve is located on the left face of the torque converter housing. The ECM monitors the status of the impeller clutch solenoid and can determine certain faults that may affect operation of the impeller clutch. These include: 1. Short to +battery 2. Short to ground 3. Open circuit When the ECM detects a fault in the impeller clutch solenoid circuit a fault will be displayed on the VIDS/VIMS message center. The ECM will use different power train control strategies when a fault is detected. When a fault is detected controlled throttle shifting is used. When a directional shift is made above 1400 RPM the ECM will request a desired engine speed of 1400 RPM from the engine ECM for the duration of the shift. This helps decrease the energies absorbed in the transmission. The torque converter pedal position sensor and the impeller clutch solenoid need to be calibrated through the VIDS/VIMS to ensure proper operation.

Fault detection

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Torque converter speed sensor

The torque converter speed sensor (arrow) is located on the torque converter next to the output shaft of the torque converter. The ECM receives a signal from the torque converter speed sensor that it uses to determine torque converter output speed and direction.

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The parking brakes on the 992G are spring applied and pressure released.
Park brake control lever (arrow)

The operator applies the parking brake by pulling (shown) the park brake control valve lever in the cab (arrow). The control valve lever in the cab is connected to the park brake control valve by a push pull cable. Pulling the control valve lever decreases the hydraulic pressure to the parking brakes and the brakes are spring applied. The operator releases the parking brakes by pushing the park brake control valve lever in the cab. Pushing the control valve lever in causes the control valve to allow oil to flow to the parking brakes, pressure increases and the parking brakes are released.

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1. Parking brake limit switch 2. Park brake control valve

The parking brake limit switch (1) is mounted near the park brake control valve on top of the frame under the rear left of the cab. A wedge shaped piece connected to the park brake control valve (2) moves past the switch like a cam and causes the switch to change state based on the position of the park brake control valve lever in the cab. The park brake limit switch has two sets of contacts (N/C and N/O) that are monitored by the ECM for diagnostic reasons. Refer to Systems Operation and Maintenance Manual SENR1372 for details.

3. Park brake pressure switch

The park brake pressure switch (3) is mounted on the park brake control valve and provides a signal the ECM can use to determine if there is low park brake pressure (brake engaged) or high brake pressure (brake released). The park brake pressure switch has two circuits (N/O and N/C to ground) that are monitored by the ECM for diagnostic reasons. Refer to Systems Operation and Maintenance Manual SENR1372 for details. If the transmission is in FIRST SPEED FORWARD or FIRST SPEED REVERSE and the parking brake is ENGAGED, the ECM shifts the transmission to NEUTRAL. If the transmission is in a speed other than FIRST SPEED FORWARD or FIRST SPEED REVERSE and the parking brake is ENGAGED, the transmission remains in gear. The VIDS/VIMS gives a Level 3 warning to alert the operator of a potentially unsafe condition. Note: This feature allows moving of the machine by driving through the parking brake and is intended for emergency reasons only.

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Quick shift switch

The quick-shift switch.(arrow) is located on the console on the right side of the cab. The quick-shift switch reduces the number of shifts an operator has to make during a normal cycle. When operating in FIRST SPEED FORWARD and the quick-shift switch is in the ON position, shifting the directional control switch to REVERSE causes the ECM to shift the transmission to SECOND SPEED REVERSE automatically. When the directional control switch is shifted from REVERSE back to FORWARD, the ECM shifts the transmission to SECOND SPEED FORWARD, the same as normal operation. The quickshift switch can only cause an automatic shift from FIRST SPEED FORWARD to SECOND SPEED REVERSE. When shifting from a reverse speed other than FIRST SPEED REVERSE the operator must use the directional control switch and the downshift switch to shift the transmission to FIRST SPEED FORWARD.

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The lockup clutch is an attachment on the 992G.

Lockup clutch enable switch (arrow)

The lockup clutch enable switch (arrow) is located on the console on the right hand side of the cab. When the switch is in the ON (closed) position and the proper conditions have been met, the ECM will engage the lockup clutch to improve efficiency of the power train. The ECM energizes the lockup clutch solenoid to allow oil to flow through the lockup clutch valve to the lockup clutch. The pressure increases in the lockup clutch, causing it to engage and the machine operates in direct drive. The lockup clutch solenoid is a proportional solenoid and is driven by a modulated signal from the ECM. The ECM varies the amount of current to control the amount of oil flow through the lockup clutch valve to the lockup clutch. Note: An increase in current to the lockup clutch solenoid from the ECM results in an increase in pressure to the lockup clutch.

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The lockup clutch solenoid and lockup clutch valve (not shown) look similar to the impeller clutch solenoid and impeller clutch valve. The lockup clutch solenoid is mounted on the lockup clutch valve. The lockup clutch valve is located on the left face of the torque converter housing just above the impeller clutch valve and solenoid. A cover plate (arrow) is mounted on the torque converter housing in place of the lockup clutch valve on machines not equipped with a lockup clutch. Since the lockup clutch is an attachment, the attachment code broadcast by the VIDS/VIMS system must be appropriate for the lockup clutch to function. During normal operation the ECM will energize the torque converter lockup clutch solenoid based on the following conditions: 1. Lockup clutch enable switch state- ON (closed). 2. Torque converter output speed- When the torque converter output speed is greater than1375 +50 RPM. 3. Time in gear- The transmission must be in the present speed and direction for at least two seconds. 4. Time since lockup clutch solenoid was de-energized - At least four seconds must have passed since the ECM de-energized the lockup clutch solenoid. 5. Torque converter and right brake pedal status - both pedals must be fully released.

Lockup clutch cover plate

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During normal operation the following conditions will cause the ECM to de-energize the torque converter lockup clutch solenoid valve disengaging the lockup: 1. Lockup clutch enable switch - OFF (open). 2. Torque converter output speed - When the torque converter output speed is less than 1225 +50 RPM. 3. A shift is made 4. Torque converter and right brake pedal status - if either of these pedals are depressed. Note: To prevent engine overspeed, the ECM will not engage the lockup clutch when the torque converter output speed is higher than 2250 RPM Note: During lockup clutch engagement, impeller clutch pressure is maintained at system pressure 2275 + 207kPa (330 + 30 psi).

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Transmission solenoid valves (arrows)

The ECM shifts the transmission by energizing the solenoid valves (arrows) that are located in the transmission control valve group on top of the transmission. There are two solenoid valves used to control reverse (1) or forward (2) directional shifts and three solenoid valves used to control speed shifts. First (5), second (4), third (3). The solenoid valves are two position three way solenoid valves. The solenoid valves are normally open to drain. When energized, the solenoid valve spool moves to direct pressure oil to one end of the transmission control valve spool. The transmission control valve spool then directs oil to the appropriate clutch.

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CONCLUSION This presentation has provided a basic introduction to the Caterpillar 992G Wheel Loader. All of the major component locations were identified and the major systems were discussed. When used in conjunction with the service manual, the information in this package should permit the service technician to analyze problems in any of the major systems on this machine.

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SLIDE LIST
1. Title slide 2. Operator's station 3. Operator's seat and controls 4. VIDS/VIMS displays 5. Operator's foot pedals 6. Switch panel 7. Subtitle slide--3508B Engine Controls 8. Engine cutaway - Front view 9. Right side of engine 10. Left side of engine 11. MUI/EUI cylinder head graphic 12. Primary fuel filter 13. Fuel transfer pump 14. Engine ECM 15. Secondary fuel filters 16. Pressure regulator valve 17. Fuel supply circuit 18. Subtitle slide--992G Electronic Features 19. Throttle lock circuit 20. CAT Data Link block diagram 21. Subtitle slide--Modules on CAT Data Link 22. Service tool connector 23. Ride control circuit 24. Ethet injection system 25. Hydraulic engine fan control circuit 26. VIMS block diagram 27. VIDS/VIMS module graphic 28. Gauge cluster module graphic 29. Speedometer/Tachometer module graphic 30. Message center module graphic 31. Message area display 32. Keypad module graphic 33. VIDS/VIMS module graphic 34. VIDS/VIMS interface module graphic 35. Subtitle slide--Warning Operation 36. Machine silhouette 37. Message center - Machine event 38. Message center - System event 39. Subtitle slide--Hardeware/Software 40. Subtitle slide--Electro-Hydraulic Implement System 41. Machine silhouette - Electro-Hydraulic Implement System 42. Electronic implement control system block diagram 43. Electro-Hydraulic Implement System block diagram - Electronic controls 44. Implement hydraulic control levers 45. Right side panel 46. Linkage position sensors 47. Implement ECM 48. On/Off solenoid 49. Pilot control solenoid 50. Variable pump torque valve 51. Electro-Hydraulic Implement System block diagram - Pilot system 52. Implement hydraulic tank 53. Implement pilot pump 54. Implement pilot oil filter 55. Implement pilot relief valve 56. Pilot control solenoid valves 57. Electro-Hydraulic Implement System block diagram - Main Hydraulic System 58. Main hydraulic system pumps 59. Variable pump control schematic - Less than 2400 kPa (350 psi) 60. Variable pump control schematic - Less than 28,940 kPa (4200 psi) 61. Variable pump control schematic - More than 28,940 kPa (4200 psi) 62. Main implement control valve 63. Lift/Tilt cylinders 64. Electro-Hydraulic Implement System block diagram - Hold 65. Electro-Hydraulic Implement System block diagram - Slow Tilt 66. Electro-Hydraulic Implement System block diagram - Fast Tilt 67. Electro-Hydraulic Implement System block diagram - Slow Lift 68. Electro-Hydraulic Implement System block diagram - Fast Lift 69. Implement Hydraulic Schematic - Hold 70. Implement Hydraulic Schematic - Slow Tilt 71. Implement Hydraulic Schematic - Fast Tilt 72. Implement Hydraulic Schematic - Slow Lower 73. Implement Hydraulic Schematic - Fast Lower 74. Implement Hydraulic Schematic - Float

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SLIDE LIST
75. Implement Hydraulic Schematic - Lower, Engine Off 76. Implement Hydraulic Schematic - Ride Control ON 77. Fan drive system schematic - Engine OFF 78. Fan drive pump 79. Fan drive motor 80. Fan drive system schematic - Engine ON 81. Fan drive system schematic - Solenoid energized 82. Fan drive system schematic - Rapid engine deceleration 83. Subtitle slide--Steering System 84. Machine silhouette - steering and fan drive components 85. Steering system block diagram - Hold 86. Steering pilot pump 87. Steering system pilot filter 88. Steering pilot control valve 89. Neutralizer valves 90. Dual pilot check valve 91. Main steering pump 92. Steering pump and compensator valve graphic - engine OFF 93. Steering pump and compensator valve graphic - low pressure standby 94. Steering control valve 95. Right steering cylinder 96. Steering system schematic - Hold 97. Steering system schematic - Gradual right turn 98. Steering system schematic - Full right turn 99. Secondary steering pump 100. Secondary steering system schematic gradual right turn 101. Machine silhouette - Brake system components 102. Brake hydraulic system block diagram 103. Brake pump 104. Brake pump graphic - low pressure 105. Pump servo valve graphic 106. Brake pump graphic - high pressure 107. Brake accumulators 108. Service brake valve 109. Service brake 110. Parking brake control lever 111. Parking brake 112. Brake system schematic - service brake OFF, parking brake ON 113. Brake system schematic - service brake ON, parking brake OFF 114. Axle cooling system block diagram 115. Subtitle slide--Power Train 116. Machine silhouette - Power flow 117. Torque converter 118. Transmission and transfer gears 119. Front drive shaft 120. Rear drive shaft 121. Axles 122. Power train schematic 123. Transmission pump 124. Torque converter oil filter 125. Priority valve 126. Transmission hydraulic control valve location 127. Transmission hydraulic control valve 128. Transmission hydraulic control valve graphic cutaway 129. Torque converter outlet relief valve 130. Impeller clutch torque converter graphic cutaway 131. Torque converter impeller clutch solenoid valve 132. Impeller clutch solenoid valve graphic cutaway 133. Lockup clutch solenoid valve graphic cutaway 134. Power train oil coolers 135. Transmission hydraulic block diagram NEUTRAL 136. Transmission hydraulic block diagram First speed forward, t/c drive 137. Transmission hydraulic block diagram Second speed forward, speed shift 138. Transmission hydraulic block diagram Second speed reverse, directional shift 139. Transmission hydraulic block diagram Second speed reverse, direct drive 140. Power train electrical system components block diagram.

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SLIDE LIST
141. Power train ECM 142. Steering Transmission Integrated Control (STIC) 143. Steering and transmission lock lever 144. Right switch panel - key start, ride control 145. Right switch panel - ride control switch 146. Ride control indicator light 147. Reduced rimpull switch 148. Rimpull selector switch 149. Reduced rimpull indicator light 150. Impeller clutch solenoid 151. Torque converter speed sensor 152. Parking brake control lever 153. Parking brake limit switch 154. Quick-shift switch 155. Lockup clutch enable switch 156. Lockup clutch solenoid 157. Transmission control solenoid valves 158. Model view (the end)

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Printed in U.S.A.