777G Off-Highway Power Train

777G Off-Highway Power Train
Jose L. Rodriguez
Instructor Tec.
EPSA Chile
joseluis.rodriguez@epsagroup.com
INTRODUCTION
The 777G Off-Highway Truck power train is electronically controlled and hydraulically operated. The
Transmission/Chassis ECM controls the Electronic Clutch Pressure Control (ECPC) transmission shifting
and the torque converter lockup clutch operation. The transmission has seven forward speeds and one
reverse speed.
A four-section pump (1) sends oil through the torque converter oil filter (2) to the torque converter (10)
and through the transmission oil filter (3) to the transmission (8).
Power flows from the engine through the torque converter and drive shaft (9) to the transfer gears (4) and
transmission. From the transmission, power is transferred to the differential (5) and final drives.
The Rear Axle Lubrication (RAX) System is new on the 777G trucks. The main components in the RAX
system are the RAX motor and pump (7) and the RAX oil filter (6).
The Transmission/Chassis ECM now contains software called Advanced Productivity Electronic Control
Strategy (APECS). This strategy enhances productivity, fuel efficiency, and power train durability, and
enables enhanced machine control.
Jose L. Rodriguez
Instructor Tec.
To support the APECS, the following updates have occurred:
Added supply orifices to the ECPC manifold plate to improve clutch fill consistency
Added intermediate speed sensor for additional information to improve shift control
Improved transmission clutch control logic for compensation of acceleration, torque, and speed
Upshifts and downshifts with the torque converter fully locked (except for faulted, protected, and skidding
shifts).
Jose L. Rodriguez
Instructor Tec.
This image shows the power train hydraulic components and the electronic control system components
with the transmission in NEUTRAL. Oil is drawn from the torque converter housing sump (3) through a
screen (7) by the torque converter charging pump (9) and the transmission charging pump (8). The
transmission scavenge pump (10) pulls oil from the transmission sump (23) through a magnetic screen
(22) and sends the oil to the torque converter sump.
NOTE: The brake cooling pump (11) is also part of the four-section hydraulic pump.
The torque converter charging pump sends oil through the torque converter oil filter (13), the torque
converter (1), and the torque converter inlet relief valve (2). The torque converter filter base includes a
bypass switch (24) that sends a signal to the Transmission/Chassis ECM (26) indicating if the filter is
plugged. The torque converter receives an additional oil supply from the transmission main relief valve
(20).
The torque converter inlet relief valve limits oil pressure to the torque converter. From the torque converter,
oil flows to the transmission/torque converter oil cooler (5). Cooled oil flows to the torque converter sump,
to the transmission lube relief valve (21), and to the transmission sump. When the oil is cold or the oil
cooler is restricted, the oil from the torque converter flows through the cooler bypass valve (4) and
bypasses the oil cooler. The torque converter outlet oil is monitored by the torque converter outlet
temperature sensor (27).
Jose L. Rodriguez
Instructor Tec.
The transmission charging pump sends oil through the transmission oil filter (12) to the modulating valves
(19), the transmission main relief valve, and the lockup clutch control valve (14). The transmission filter
base includes a bypass switch (25) that sends a signal to the Transmission/Chassis ECM indicating if the
filter is plugged.
With the engine running and the transmission in NEUTRAL, current is sent from the Transmission/Chassis
ECM to the Clutch No. 1 modulation valve. The spool in the modulation valve shifts and oil is directed to
Clutch No. 1. At this time, neither directional clutch is energized.
The transmission oil temperature sensor (15) sends a signal to the Transmission/ Chassis ECM indicating
transmission oil temperature.
The transmission main relief valve limits the oil pressure to the modulation valves and the lockup clutch
valve.
Oil from the torque converter is sent to the transmission for gear and bearing lubrication. Lube pressure is
limited by the transmission lube relief valve.
The transmission oil level sensor (6), located in the torque converter sump, sends a signal to the
Transmission/Chassis ECM indicating the torque converter and transmission oil level.
The Transmission/Chassis ECM also receives input signals from the body up switch (16), the speed
sensors (17), and the shift lever (18).
Jose L. Rodriguez
Instructor Tec.
This image shows the transmission/chassis electronic control system inputs and outputs associated with
power train control.
NOTE: The Transmission/Chassis ECM also receives input signals from other machine components and
controls other machine functions, such as the hoist system. Some of the other Transmission/Chassis ECM
input and output components are shown during the discussion of other systems.
The main purpose of the Transmission/Chassis ECM (1) is to determine the desired transmission gear and
energize the appropriate solenoids to shift the transmission up or down as required based on information
from both the operator and the machine. The Transmission/Chassis ECM receives information from various
input components (2)-(15) shown on the left side of this image.
Based on the input information, the Transmission/Chassis ECM determines whether the transmission
should upshift, downshift, engage the lockup clutch, or limit the transmission gear. These actions are
accomplished by sending output signals to the transmission modulating valve solenoids (16)-(22) and the
Lockup Clutch Solenoid (23). The Transmission/Chassis ECM controls the RAX Lube Solenoid (24), which
controls the oil flow to the RAX motor. The Engine ECM, the monitoring system, the Transmission/Chassis
ECM, and the Brake ECM all communicate with each other through the Cat Data Link (2) and the CAN Data
Link. Communication between the electronic control modules allows the sensors of each system to be
shared.
Jose L. Rodriguez
Instructor Tec.
Besides controlling the Transmission Shifting and Torque Converter Lockup, the Transmission/Chassis
ECM also controls other functions as shown above, such as Control Throttle Shifting (CTS), Directional
Shift Management, and Top Gear Limit. There are several programmable parameters available with the
Transmission/ Chassis ECM.
NOTE: Refer to the Transmission Electronic Control System Operation, Troubleshooting, Testing, and
Adjusting Manual for more information on the additional Transmission ECM functions and programmable
parameters.
Jose L. Rodriguez
Instructor Tec.
POWERTRAIN COMPONENTS
The Transmission/Chassis ECM (arrow) is located in the compartment at the rear of the cab. The
Transmission/Chassis ECM performs the transmission control functions, plus some other machine
functions (hoist and secondary steering control). Because of the functionality of the control, it is referred to
as the Transmission/Chassis ECM. The Transmission/Chassis ECM is an A4:M1 module with two 70-pin
connectors. The Transmission/Chassis ECM communicates with the Engine ECM, Brake ECM, and
monitoring system over the Cat Data Link and can communicate with some attachments over the CAN
Data Link.
Jose L. Rodriguez
Instructor Tec.
At the base of the shift lever (1) is a position sensor (2), which provides input signals to the
Transmission/Chassis ECM when the operator moves the lever.
As the lever is moved, the position sensor sends a PWM signal to the ECM.
The lever position sensor receives 24 VDC from the machine electrical system. The sensor contains a
fourth pin that is used for calibration on some machine applications.
Also shown in the top image is the drive gear UP switch (3) and the drive gear DOWN switch (4). The
drive gear switches are toggle switches that send a signal to the Transmission/Chassis ECM. When the
drive gear UP switch is pressed, the high gear limit can be increased up to seventh gear. When the drive
gear DOWN switch is pressed, the high gear limit can be decreased down to third gear.
The transmission shift lever lock button (5) unlocks the transmission shift lever when pressed.
Jose L. Rodriguez
Instructor Tec.
The body up switch (1) is located on the frame near the body pivot pin bushing (2). This magnetic switch is
normally open. When the body is raised, a magnet (3) mounted on the truck body (not shown) passes the
switch and causes the switch to close. The resulting ground signal is sent to the Transmission/Chassis
ECM. This signal is used to limit the top gear into which the transmission will shift when the body is up.
The body up top gear value is programmable from FIRST to THIRD utilizing the Cat ET Service Tool. The
ECM comes from the factory with this value set to FIRST gear. When driving away from a dump site, the
transmission will not shift past FIRST gear until the body is down. If the transmission is already above the
set limit gear when the body is raised, no limiting action will take place.
The body up switch signal is also used to control the SNUB position of the hoist control valve. As the body
is lowered and the magnet passes the body up switch, the Transmission/Chassis ECM signals the hoist
lower solenoid to move the hoist valve spool to the SNUB position. In the SNUB position, the body float
speed is reduced to prevent the body from making hard contact with the frame.
Jose L. Rodriguez
Instructor Tec.
The body up switch input provides the following functions:
Body up gear limiting

Illuminates the backup lights
Hoist snubbing
Lights the body up dash lamp
Signals a new load count (after 10 seconds in the RAISE position)
A diagnostic code occurs if the Transmission/Chassis ECM does not receive a closed (ground) signal from
the switch within four hours of operation time or an open signal from the switch within one hour of
operation time. The body up switch must be adjusted properly for all of the functions to operate correctly.
Two LEDs are located on the body up switch. The green LED indicates that battery power is present. The
amber LED indicates that the switch is closed (grounded).
The body position switch can be raised or lowered slightly in the bracket notches to start the SNUB
feature sooner or later.
NOTE: The snub feature can also be adjusted in the Cat ET hoist configuration screen by selecting the
“Hoist lower valve adjustment status.”
Jose L. Rodriguez
Instructor Tec.
These images show the engine and power train speed sensors that provide speed information to the
Transmission/Chassis ECM.
The engine speed sensor (1) is located near the rear of the engine on the right side of the gear housing.
The engine speed sensor sends a frequency signal to the Transmission/Chassis ECM indicating engine
speed. The Transmission/ Chassis ECM uses the engine speed signal input to determine actual engine
speed. The actual engine speed is one of the parameters used to determine the proper transmission shift
points and to calculate lockup clutch slip time.
Jose L. Rodriguez
Instructor Tec.
The transmission output speed sensors are located on the transfer gear housing on the input end of the
transmission behind a cover (2). One of the transmission output speed sensors (3) can be seen in the
bottom image. Although the sensors are physically located near the input end of the transmission, the
sensors are measuring the speed of the transmission output shaft. The sensors are two-wire passive
sensors. The passive speed sensor uses the passing teeth of the output shaft to provide a frequency
signal. The signal from the sensor is used for automatic shifting of the transmission. The signal is also
used to drive the speedometer and as an input to other electronic controls.
The Transmission/Chassis ECM also performs a check between the two measured transmission output
speeds and the transmission input speed to ensure that the ECM calculates an accurate transmission
speed. This check also uses the speeds
to determine the transmission direction.
The transmission input speed sensor (4), located on top of the transfer gear housing, sends an input signal
to the Transmission/Chassis ECM indicating torque converter output speed. The ECM uses torque
converter output speed information to confirm that the transmission output speed is correct if one of the
transmission output speed sensors fail. Transmission input and output speed are also used to calculate
transmission slip time.
The transmission intermediate speed sensor (5) has been added to the 777G to sense internal
transmission speed. The Transmission/Chassis ECM uses the intermediate speed sensor information for
the Adaptive Shifting Strategy.
Jose L. Rodriguez
Instructor Tec.
The torque converter provides a fluid connection that permits the engine to continue running with the truck
stopped. In converter drive, the torque converter multiplies torque to the transmission. At higher ground
speeds, the lockup clutch solenoid (1) engages the lockup clutch to provide direct drive.
The NEUTRAL and REVERSE ranges are converter drive only. FIRST SPEED is converter drive below 8
km/h (5 mph) and direct drive above 8 km/h (5 mph). SECOND through SEVENTH SPEEDS are direct
drive only. The torque converter is in converter drive between each shift (during clutch engagement) to
provide smooth shifts.
NOTE: The 777G is now equipped with a second gear start option. When the truck begins travel in
second gear, the transmission will be in converter drive. However, if the truck begins travel in first gear
and shifts to second gear, the truck will be in direct drive regardless of the truck speed.
The torque converter housing is the oil sump for the torque converter and transmission
oil supply.
Jose L. Rodriguez
Instructor Tec.
The four-section torque converter and transmission pump (4) is located at the rear of the torque converter.
The four sections (starting at the torque converter) are:

Transmission scavenge
Torque converter charging
Transmission charging
Brake cooling
The brake cooling pump pulls oil from the hydraulic tank and sends the oil to the brake oil coolers.
The transmission charging pump draws oil through a screen in the torque converter housing sump and
sends the oil through the transmission oil filter to the modulation valves, the transmission main relief valve,
and the lockup clutch control valve.
The torque converter charging pump draws oil through a screen in the torque converter housing sump and
sends the oil through the torque converter filter to the torque converter and the torque converter inlet relief
valve (7).
The transmission scavenge pump pulls oil from the transmission sump through a magnetic screen (5) and
sends the oil to the torque converter sump.
The torque converter inlet relief valve limits the maximum pressure of the supply oil to the torque
converter. If inlet pressure is too high, excess oil is dumped directly back into the sump.
Oil from the torque converter charging pump also flows past the inlet relief valve and enters the torque
converter. The torque converter inlet relief pressure can be checked at the inlet relief valve pressure port
(6). Oil from the torque converter flows to the torque converter and transmission oil cooler (2). When the oil
is cold or the cooler is restricted, the oil from the torque converter flows through the cooler bypass valve
(not visible) located in the bypass hose (3).
Jose L. Rodriguez
Instructor Tec.
The torque converter fill tube (1) and sight gauges (2) are located on the left side of the torque converter
sump.
There are three transmission oil level sensors that each send a signal to the Transmission/Chassis ECM
indicating the oil level in the torque converter sump.
The transmission oil level sensors are:

LOW (3)
ADD (4)
FULL (5)
The torque converter outlet temperature sensor (6) sends a signal to the Transmission/ Chassis ECM
indicating the torque converter outlet oil temperature.
Jose L. Rodriguez
Instructor Tec.
The torque converter lockup clutch modulating valve contains a proportional solenoid (1) that receives a
signal from the Transmission/Chassis ECM to engage and release the torque converter lockup clutch.
In this image, the lockup clutch modulating valve is shown with no current signal applied to the solenoid
(TORQUE CONVERTER DRIVE or NEUTRAL). The Transmission/Chassis ECM controls the rate of oil flow
through the lockup clutch modulating valve to the lockup clutch (2) by changing the signal’s current strength
to the solenoid. With no current signal applied to the solenoid, the transmission modulating valve is DE-
ENERGIZED and oil flow to the clutch is blocked.
Transmission charging pump (3) oil flows into the valve body around the valve spool
and into a drilled passage in the center of the valve spool. The oil flows through the drilled passage and
orifice to the left side of the valve spool to a drain orifice. Since there is no force acting on the pin assembly
to hold the ball against the drain orifice, the oil flows through the spool and the drain orifice past the ball to
the tank.
The spring located on the right side of the spool in this view holds the valve spool to the left. The valve spool
opens the passage between the clutch passage and the tank passage and blocks the passage between the
clutch passage and the pump supply port. Oil flow to the clutch is blocked. Oil from the clutch drains to the
tank, preventing clutch engagement.
Jose L. Rodriguez
Instructor Tec.
In this image, the lockup clutch modulating valve is shown with a maximum current signal commanded to
the proportional solenoid (1). When the modulation cycle stops, the Transmission/Chassis ECM sends the
maximum specified current signal to fully engage the lockup clutch (2) (DIRECT DRIVE).
The constant current signal pushes the pin firmly against the ball in the solenoid valve. The pin force
against the ball blocks more oil from flowing through the drain orifice. This restriction causes an increase in
pressure on the left side of the valve spool. The valve spool moves to the right to allow pump flow to fully
engage the clutch.
In a short period of time, maximum pressure is felt at both ends of the proportional
solenoid valve spool. This pressure, along with the spring force on the right end of the spool, causes the
valve spool to move to the left until the forces on the right end and the left end of the valve spool are
balanced.
The valve spool movement to the left (balanced) position reduces the flow of oil to the engaged clutch.
The Transmission/Chassis ECM sends a constant maximum specified current signal to the solenoid to
maintain the desired clutch pressure.
NOTE: The lockup clutch valve is calibrated with Cat ET by selecting the transmission clutch engagement
pressure calibration option.
Jose L. Rodriguez
Instructor Tec.
This image shows the hydraulic connections between the torque converter and the transmission.
Oil from the torque converter charging pump (3) flows through the torque converter oil filter (5) and
through a hose (4) to the torque converter. Oil from the transmission charging pump (2) flows through the
transmission oil filter (6). From the transmission oil filter, the oil flows through a hose (7) to the
transmission modulating valves in the top of the transmission and through a small hose (1) into the top of
the torque converter to the lockup clutch valve.
The modulating valves for an ECPC transmission are sensitive to contamination and require very clean oil.
After any failures to a transmission, properly clean the system and replace any contaminated modulating
valves, if necessary.
Oil flows from the power train oil cooler to the torque converter sump and through a lube hose (10) to the
transmission to cool and lubricate the internal components.
Oil from the transmission main relief valve flows through a hose (8) to the torque converter, where it
combines with the oil from the torque converter charging pump.
A vent hose (9) vents the transmission and torque converter through a breather mounted to the steering
tank.
Jose L. Rodriguez
Instructor Tec.
The transmission scavenge pump (1) pulls oil from the transmission sump at the bottom of the transmission
through the magnetic scavenge screen (2). The magnetic screen should always be checked for debris if a
problem with the transmission is suspected.
Jose L. Rodriguez
Instructor Tec.
The torque converter oil filter (1) and the transmission oil filter (2) are located below the crosstube on the
right side of the machine between the torque converter and the transmission.
The oil filters each contain a bypass switch. The transmission oil filter bypass switch (3) is visible in this
view and the torque converter oil filter bypass switch is located on the inboard side of the torque converter
oil filter. The bypass switches indicate to the Transmission/Chassis ECM when the filters are restricted.
Also located on the oil filter bases are the transmission oil supply pressure port (4), the torque converter oil
supply pressure port (5), and the S•O•S ports (6).
Jose L. Rodriguez
Instructor Tec.
Transmission supply oil enters the transmission through the supply port (1) and flows to the modulating
valves (2).
Transmission lube oil enters the transmission through the lube port (3) and flows into the transmission
case. The lube relief valve (4) limits the maximum pressure in the transmission lube circuit. If the lube oil
pressure exceeds the spring in the relief valve, the poppet shifts and oil is directed through a port in the
valve to the transmission sump. Lube oil pressure can be checked at the lube oil test port (5).
Jose L. Rodriguez
Instructor Tec.
Oil from the transmission main relief valve (6) flows through the rear port (7) in the transmission and
combines with the oil from the torque converter charging pump.
The transmission oil temperature sensor (8) is located in the supply port. The transmission oil temperature
sensor sends a signal to the Transmission/Chassis ECM indicating transmission oil temperature.
On the right side of the transmission is the transmission hydraulic system pressure port (9) and seven clutch
pressure ports (10) for checking the individual clutch pressures.
Jose L. Rodriguez
Instructor Tec.
Caterpillar: Confidential Yellow The transmission modulating valves control the oil to corresponding
transmission clutches. The solenoid valves are:
Clutch No. 1 Solenoid valve (1)

The main relief valve (8) controls the transmission hydraulic pressure. The lubrication relief valve (9)
controls the lubrication pressure.
Jose L. Rodriguez
Instructor Tec.
The table in this image lists the solenoids that are energized and clutches that are engaged for each
transmission speed. This table can be useful for transmission diagnosis.
Jose L. Rodriguez
Instructor Tec.
The transmission main relief valve is used to regulate the pressure to the main components in the
transmission.
Oil from the pump (1) enters the relief valve at the supply port. The pressure of the oil unseats the ball
(2) and moves the spool (3) toward the right. Oil flows past the spool and to the tank to regulate
transmission oil pressure.
The adjustment screw (4) alters the preload on the spring to adjust the relief pressure.
Jose L. Rodriguez
Instructor Tec.
In this image, the transmission modulation valve is shown with no current signal applied to the solenoid (1).
The Transmission/Chassis ECM controls the rate of oil flow through the transmission modulating valves to
the clutches by changing the signal current strength to the solenoids. With no current signal applied to the
solenoid, the transmission modulation valve is DE-ENERGIZED and oil flow to the clutch (2) is blocked. The
transmission modulation valve is located on the transmission control valve.
Transmission charging pump (3) oil flows into the valve body around the valve spool and into a drilled
passage in the center of the valve spool (4). The oil flows through the drilled passage and orifice (5) to the
left side of the valve spool to a drain orifice (6). Since there is no force acting on the pin (7) to hold the ball
(8) against the drain orifice, the oil flows through the spool and the drain orifice past the ball to the tank (9).
The spring (10) located on the right side of the spool in this view holds the valve spool to the left. The valve
spool opens the passage between the clutch passage and the tank passage and blocks the passage
between the clutch passage and the pump supply port. Oil flow to the clutch is blocked. Oil from the clutch
drains to the tank preventing clutch engagement.
Jose L. Rodriguez
Instructor Tec.
In this image, the modulation valve is shown with a signal to the solenoid (1) that is below the maximum
current. Clutch engagement begins when the Transmission/ Chassis ECM sends an initial current signal
to ENERGIZE the solenoid. The amount of command current signal is proportional to the desired
pressure that is applied to the clutch during each stage of the engagement and disengagement cycle.
The start of clutch engagement begins when the current signal to the solenoid creates a magnetic field
around the pin. The magnetic force moves the pin against the ball in proportion to the strength of the
current signal from the Transmission/ Chassis ECM.
The position of the ball (8) against the orifice (5) begins to block the drain passage of the oil flow from the
left side of the valve spool (4) to the tank (9). This partial restriction causes the pressure at the left end of
the valve spool to increase. The oil pressure moves the valve spool to the right against the spring (10). As
the pressure on the right side of the valve spool overrides the force of the spring, the valve spool shifts to
the right.
The valve spool movement starts to open a passage on the right end of the valve spool for transmission
charge pump (3) oil to fill the clutch (2). Oil also begins to fill the spring chamber on the right end of the
spool.
Jose L. Rodriguez
Instructor Tec.
In the initial clutch filling stage, the Transmission/Chassis ECM commands a high current pulse to quickly
move the valve spool to start filling the clutch. During this short period of time, the clutch piston moves to
remove the clearances between the clutch discs and plates to minimize the amount of time required to fill
the clutch. The ECM then reduces the current signal, which reduces the pressure setting of
the proportional solenoid valve. The change in current signal reduces the flow of oil to the clutch. The
point where the clutch plates and discs start to touch is called TOUCH-UP.
Once TOUCH-UP is obtained, the Transmission/Chassis ECM begins a controlled increase of the current
signal to start the MODULATION cycle. The increase in the current signal causes the ball and pin (7) to
further restrict oil through the drain orifice (6) to tank, causing a controlled movement of the spool to the
right. The spool movement allows the pressure in the clutch to increase.
During the MODULATION cycle, the valve spool working with the variable commanded current signal
from the Transmission/Chassis ECM acts as a variable pressure reducing valve.
The sequence of partial engagement is called desired slippage. The desired slippage is controlled by the
application program stored in the Transmission/Chassis ECM.
Jose L. Rodriguez
Instructor Tec.
In this image, the modulating valve is shown with a maximum current signal commanded to the solenoid
(1). When the modulation cycle stops, the Transmission/ Chassis ECM sends the maximum specified
current signal to fully engage the clutch (2).
The constant current signal pushes the pin (7) firmly against the ball (8) in the solenoid valve. The pin
force against the ball blocks more oil from flowing through the drain orifice (6). This restriction causes an
increase in pressure on the left side of the valve spool (4). The valve spool moves to the right to allow
pump flow to fully engage the clutch.
In a short period of time, maximum pressure is felt at both ends of the proportional solenoid valve spool.
This pressure, along with the spring force on the right end of the spool, causes the valve spool to move to
the left until the forces on the right end and the left end of the valve spool are balanced.
The valve spool movement to the left (balanced) position reduces the oil flow to the engaged clutch. The
Transmission/Chassis ECM sends a constant maximum specified current signal to the solenoid to
maintain the desired clutch pressure.
Jose L. Rodriguez
Instructor Tec.
The different maximum specified pressures for each clutch is caused by different maximum current signals
being sent by the Transmission/Chassis ECM to each individual modulation valve. The different maximum
signal causes a difference in the force pushing the pin against the ball to block leakage through the drain
orifice in each solenoid valve. The different rate of leakage through the spool drain orifice provides
different balance positions for the proportional solenoid valve spool. Changing the valve spool position
changes the flow of oil to the clutch and the resulting maximum clutch pressure.
The operation of the proportional solenoids to control the engaging and releasing of clutches is not a
simple on and off cycle. The Transmission/Chassis ECM varies the strength of the current signal through a
programmed cycle to control movement of the valve spool.
The clutch pressures can be changed using Cat ET.
The actual Transmission/Chassis ECM current cycle and transmission calibration will be discussed later in
this presentation.
Jose L. Rodriguez
Instructor Tec.
The optional 777G rear axle lubrication system provides lubricating oil to the differential, the rear axles,
and the final drives.
The brake charging pump, via the brake charging valve, supplies oil to the RAX manifold (1). Once the
brake system demands are met, the brake charging valve sends oil flow to the RAX solenoid valve (2)
mounted on the RAX manifold.
The Brake ECM controls the current that is sent to the RAX solenoid. The RAX
solenoid controls the oil to the RAX lube motor (3). The RAX lube motor drives the RAX lube pump (4),
which sends oil through the RAX oil filter (5) to the differential, the rear axles, and the final drives.
Jose L. Rodriguez
Instructor Tec.
Shown is a schematic of the rear axle lubrication system. The system will provide oil flow if the engine is
running, even if the truck is not moving.
Oil from the accumulator charging valve (1) flows into the RAX manifold (2) and to the RAX solenoid (3)
once the brake system demands are met.
The Brake ECM controls the current that is sent to the RAX solenoid based on the combination of feedback
from the differential oil temperature sensor (4), mounted in the differential housing, and some basic
information about the state of the machine.
When the RAX motor solenoid is de-energized, oil flow is directed to the RAX lube motor (5) as shown in
this image. When the RAX motor solenoid is energized, oil flow to the RAX lube motor is directed to the
brake oil coolers (6).
The RAX lube motor drives the RAX lube pump (7), which sends oil flow through the manifold (8) and the
RAX lube oil filter (9) to the rear axle housing (10) for lubrication of the differential, the rear axles, and the
final drives. The RAX lube pump is equipped with a relief valve (11) which limits RAX lube system oil
pressure.
The RAX oil filter contains a bypass valve (12) and bypass switch (13). If the oil is cold or the filter is
restricted, the bypass valve will open and oil from the lube pump will bypass the oil filter and flow to the rear
axle housing. The bypass switch will also open to alert the Brake ECM.
Jose L. Rodriguez
Instructor Tec.
This image shows the hydraulic connections between the RAX manifold (1), the RAX lube motor (2), and
the RAX lube pump (3).
Oil from the accumulator charging valve flows into the RAX manifold through the top front hose (4). Oil
from the RAX manifold flows to the RAX lube motor through the motor inlet hose (5). The RAX lube pump
pulls oil from the rear axle housing through the pump suction hose (6). The pump sends oil through the
pump supply hose (7) to the RAX oil filter.
Oil from the RAX motor returns to the RAX manifold through a hose (8) and then to the brake cooling
system though a hose (9).
RAX lubrication system oil pressure can be checked at the pressure port (10) on the RAX lube pump.
The RAX lube pump is also equipped with a relief valve (11) that limits the RAX lube system pressure.
Jose L. Rodriguez
Instructor Tec.
Caterpillar: Confidential Yellow Oil from the RAX lube pump (1) flows into the manifold (2) that is bolted
to a plate at the left rear of the rear axle housing. The manifold distributes the oil to the RAX oil filter (3)
and from the oil filter through the RAX supply hoses (4) to the left and right spindles.
If the oil is cold or the filter is restricted, a check valve inside the oil filter will open and oil from the lube
pump will flow through the bypass hose (5) to the rear axle housing;
the bypass switch (6) will then open to alert the Brake ECM.
Jose L. Rodriguez
Instructor Tec.
The differential oil level switches (1) alert the Transmission/Chassis ECM if the differential oil level is low.
The differential oil temperature sensor (2) sends a signal to the Brake ECM indicating differential oil
temperature.
Jose L. Rodriguez
Instructor Tec.
THE END
Jose L. Rodriguez
Instructor Tec.

777G Off-Highway Power Train

Uploaded by

Copyright:

Available Formats

You might also like

777G Off-Highway Power Train

Uploaded by

Document Information

Original Description:

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

777G Off-Highway Power Train

Uploaded by

Copyright:

Available Formats

777G Off-Highway Power Train

Body up gear limiting

The four sections (starting at the torque converter) are:

The transmission oil level sensors are:

Clutch No. 1 Solenoid valve (1)

The clutch pressures can be changed using Cat ET.

You might also like