Service Training

Meeting Guide 721 SESV1721

January 2000

TECHNICAL PRESENTATION

777D UPDATE (AGC)

OFF-HIGHWAY TRUCK
777D UPDATE (AGC) OFF-HIGHWAY
TRUCK
MEETING GUIDE 721 SLIDES AND SCRIPT

AUDIENCE
Level II--Service personnel who understand the principles of machine systems operation, diagnostic
equipment, and procedures for testing and adjusting.

CONTENT
This presentation provides basic maintenance information and describes the systems operation of the
engine, power train, steering, hoist and the air system and brakes for the 777D Update Off-highway
Truck. The Automatic Retarder Control (ARC) and the Traction Control System (TCS) are also
discussed.

OBJECTIVES
After learning the information in this meeting guide, the serviceman will be able to:
1. locate and identify the major components in the engine, power train, steering, hoist and the air
system and brakes;
2. explain the operation of the major components in the systems; and
3. trace the flow of oil or air through the systems.

REFERENCES
777D Update (AGC) Off-highway Truck Service Manual RENR3330
777D Update (AGC) Operation and Maintenance Manual SEBU7261
777D Update (AGC) Parts Manual SEBP3016

PREREQUISITES
Interactive Video Course "Fundamentals of Mobile Hydraulics" TEMV9001
Interactive Video Course "Fundamentals of Electrical Systems" TEMV9002
STMG 546 "Graphic Fluid Power Symbols" SESV1546

Estimated Time: 24 Hours

Visuals: 206 (2 X 2) Slides
Form: SESV1721
Date: 01/00
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SUPPLEMENTAL MATERIAL

Reference Manuals

Fluid Power Graphic Symbols User's Guide SENR3981

Cold Weather Recommendations for Caterpillar Machines SEBU5898
Caterpillar Machine Fluids Recommendations SEBU6250

Specification Sheets

777D Off-highway Truck AEHQ5140

Salesgrams and Product Bulletins

Salesgram "Cat 777D Update Off-highway Trucks" TELQ3747

Product Bulletin "Caterpillar 777D Off-highway Trucks" (3PR serial number) TEJB3015
Training Bulletin "Caterpillar Transmission/Drive Train Oil" TEJB1002
Product Bulletin "Reporting Particle Count By ISO Code" PEJT5025
Salesgram "Caterpillar Extended Life Coolant" TEKQ0072
Product Data Sheet "Caterpillar Extended Life Coolant" PEHP4036

Technical Instruction Modules

Caterpillar Monitoring System--769D - 777D Off-highway Trucks SEGV2622

769C - 793B Off-highway Trucks--Torque Converter SEGV2591
and Transmission Hydraulic Systems
769C - 793B Off-highway Trucks--Air System and Brakes SEGV2595
Automatic Retarder Control System SEGV2593
Automatic Electronic Traction Aid SEGV2585
769C - 793B Off-highway Trucks--Suspension System SEGV2599
Truck Payload Measurement System SEGV2579

Service Training Meeting Guides

STMG 681 "3500B Engine Controls--Electronic Unit Injection (EUI)" SESV1681

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SUPPLEMENTAL MATERIAL (Continued)

Video Tapes

Suspension Cylinder Charging TEVN2155

TPMS Management/Technical Information AEVN2211
TPMS Operating Tips AEVN2212
Introduction to the Automatic Electronic Traction Aid SEVN9187
Mining Trucks--Cleanliness and Component Life SEVN4142
Oil Sampling--The Right Way PEVN4638

Booklets

C-Series Mining Trucks--3500B Diesel Engines LEDH8400

Know Your Cooling System SEBD0518
Diesel Fuels and Your Engine SEBD0717
Oil and Your Engine SEBD0640
Understanding The S¥O¥S Report TEJB1015

Special Instructions

Accessing Flash Software for Machines REHS0494

Caterpillar Electronic Controls Service Code Information Description List REHS0126
Adjustment Of The Valve Lash And The Valve Bridge With
The 147-5482 Valve Lash Gauge Group REHS0128
Using the 8T8697 Electronic Control Analyzer Programmer (ECAP) SEHS8742
Using the ECAP NEXG4521 Machine Functions Service Program Module SEHS9343
Using the 7X1700 Communication Adapter Group SEHS9264
Use of CE Connector Tools SEHS9065
Servicing DT Connectors SEHS9615
Parts Listing Of The Deutsch Connectors And Components REHS0148
Use of 6V3000 Sure-Seal Repair Kit SMHS7531
Use of 8T5200 Signal Generator/Counter Group SEHS8579
Suspension Cylinder Servicing SEHS9411
777D Assembly Procedure REHS0563
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SUPPLEMENTAL MATERIAL (Continued)

Brochures

Caterpillar Electronic Technician NEHP5614

Caterpillar DataView NEHP5622
Diesel Engine Oil (CH4) Product Data Sheet PEHP8038
How to Take a Good Oil Sample PEHP6001
S¥O¥S Coolant Analysis PEHP5033
Air Filter Service Indicator PEHP9013
Caterpillar Fully Automatic Transmission AEDQ0066
Cat Oil Cooled, Multiple Disc Brakes AECQ5980
Caterpillar Automatic Retarder Control AEDK0075
Caterpillar "D" Series Truck Cabs AEDK0706
Caterpillar Truck Frames AEDK0707
Mining Truck Bodies: Selecting The Right Body System For Your Job AEDK0083
Caterpillar Truck Production Management System: Answering your
questions about TPMS AEDK2953

Miscellaneous

Pocket Card "Electronic Diagnostic Codes" NEEG2500

Chart "Practical Pressure Conversions" SEES5677
"Cleaning Rear Axle Housing Assemblies (785/789)" SEBF8366
Training CD-ROM "Caterpillar Electronic Technician (ET)
for Off-highway Trucks" SERV7003
Training CD-ROM "Truck Production Management System (TPMS)
for Off-highway Trucks" SERV7004
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TABLE OF CONTENTS
INTRODUCTION ........................................................................................................................7
MAINTENANCE .......................................................................................................................11
OPERATOR'S STATION............................................................................................................42
Machine Controls..................................................................................................................44
Caterpillar Monitoring System .............................................................................................50
Truck Payload Measurement System (TPMS)......................................................................74
ENGINE......................................................................................................................................77
Engine Electronic Control System .......................................................................................78
Cooling Systems ...................................................................................................................93
Jacket Water Cooling System .........................................................................................94
Aftercooler Cooling System ...........................................................................................99
Lubrication System .............................................................................................................103
Fuel System.........................................................................................................................107
Air Induction and Exhaust System......................................................................................112
POWER TRAIN .......................................................................................................................119
Torque Converter ................................................................................................................120
Torque Converter Hydraulic System ..................................................................................123
Transmission and Transfer Gears........................................................................................135
Transmission Hydraulic System .........................................................................................136
Rear Axle ............................................................................................................................152
Transmission/Chassis Electronic Control System ..............................................................154
STEERING SYSTEM ..............................................................................................................171
HOIST SYSTEM ......................................................................................................................187
AIR SYSTEM AND BRAKES ................................................................................................209
Air Charging System...........................................................................................................213
Brake Systems.....................................................................................................................220
BRAKE ELECTRONIC CONTROL SYSTEM ......................................................................257
Automatic Retarder Control (ARC)....................................................................................261
Traction Control System (TCS) ..........................................................................................266

CONCLUSION.........................................................................................................................275
SLIDE LIST..............................................................................................................................276
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INTRODUCTION

• Fuel tank Shown is the right side of a 777D Update truck. The fuel tank is located
on the right side of the truck.

• Front brake options The standard 777D Update truck has front caliper disc brakes.
Oil cooled front brakes are available as an option. Both brake types are
covered in this presentation.

• Features and The major features added to the 777D Update truck are: improved cab,
improvements two Electronic Control Modules (Transmission/Chassis and Brake), a
pressure compensated steering system and an electronically controlled
hoist system.

• General specifications Some of the specifications of the 777D Update Truck are:

- Serial No. Prefix: AGC (previous 777D: 3PR)

- Empty weight: 80160 kg (176722 lbs.)
- Load carrying capacity: 90.9 metric tons (100 tons)
- Gross Machine Weight (GMW): 161028 kg (355000 lbs.)
- Length: 9.78 m (32.1 ft.)
- Width: 5.53 m (18.2 ft.)
- Height: 5.00 m (16.4 ft.)
- Body Up Height: 9.95 m (32.7 ft.)
- Maximum ground speed at 1900 engine rpm: 63.7 km/h (39.5 mph)
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• Hydraulic tank group: Shown is the left side of a 777D Update truck. The hydraulic tank group
- Hoist, brake and is visible. The hydraulic tank group consists of two separate tanks: the
torque converter hoist, brake and torque converter hydraulic tank (front) and the
hydraulic tank
transmission hydraulic tank (rear). The transmission hydraulic system is
- Transmission separated from all of the other hydraulic systems.
hydraulic tank

• Service/retarder air The service/retarder air tanks, the front brake master cylinder, and the
tanks, front brake brake oil makeup tank are located on the hydraulic tank group.
master cylinder and
brake makeup tank
The second generation Electronic Programmable Transmission Control
• Transmission/Chassis (EPTC II) has been replaced with the Transmission/Chassis Electronic
Electronic Control Control System. The Transmission/Chassis Electronic Control Module
System
(ECM) controls the same functions as the EPTC II plus the hoist and
some other functions.

• Brake Electronic The Automatic Retarder Control (ARC) and the Traction Control System
Control System (TCS) control modules have been replaced with one Brake System ECM.
The Brake System ECM controls both the ARC and the TCS functions.
The TCS is now connected to the CAT Data Link and the Electronic
Technician (ET) service tool can be used to diagnose the TCS.
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• Folded-core radiator Shown is the front of a 777D Update truck. The 777D Update truck uses
a folded core radiator. The folded core style radiator provides the
convenience of repairing or replacing smaller individual cores.
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• Truck body options: Shown is the rear of a 777D Update truck. Two body options are
- 12 degree flat floor available for the 777D Update truck:
- Dual-slope
- A 12 degree flat floor design that provides uniform load dumping,
excellent load retention and a low center of gravity.

- A dual-slope design with a "V" bottom main floor to reduce shock

loading, center the load and reduce spills.

All internal wear surfaces of the truck bodies are made with 400 Brinell
hardness steel. All attachment body liners are also made with 400 Brinell
hardness steel. The external components of the bodies are made of steel
with a yield strength of 6205 bar (90000 psi).

• Rear suspension The rear suspension cylinders absorb bending and twisting stresses rather
cylinders than transmitting them to the main frame.
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777D MAINTENANCE

ice
777D Serv
Procedu re

WALK AROUND INSPECTION

MAINTENANCE

• Read the Operation Before working on or operating the truck, read the Operation and
and Maintenance Maintenance Manual thoroughly for information on safety, maintenance
Manual
and operating techniques.

Safety precautions and Warnings are provided in the manual and on the
truck. Be sure to identify and understand all symbols before starting the
truck.

The first step to perform when approaching the truck is to make a

thorough walk around inspection. Look around and under the truck for
loose or missing bolts, trash build-up and for coolant, fuel or oil leaks.
Look for indications of cracks. Pay close attention to high stress areas as
shown in the Operation and Maintenance Manual.
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10 HOURS DAILY MAINTENCE CHECKS

STEERING FUEL LEVEL
BATTERIES OIL LEVEL AND DRAIN MOISTURE

PRIMARY FUEL FILTER

DISCONNECT SWITCH

ENGINE OIL LEVEL SUSPENSION CYLINDER

HEIGHT
AIR FILTERS AND
PRECLEANERS REAR AXLE BREATHER
RADIATOR DEBRIS
AND COOLANT LEVEL

FAN BELTS AND

ETHER CYLINDER
WINDSHIELD WASHER LEVEL INSPECT FRAME
FOR CRACKS AND
BODY SUPPORT PADS
AIR TANK BRAKE CYLINDER
MOISTURE AND BREATHER
CHECK FOR LEAKS
AND TRASH BUILD-UP

WASH WINDOWS,
CAB FRESH AIR FILTERS,
SEAT BELT, INDICATORS,
GAUGES, BRAKE TESTS,
SECONDARY STEERING AND
BACK-UP ALARM

TIRE INFLATION
SUSPENSION CYLINDER HEIGHT PRESSURE
AND GREASE BREATHERS

WHEEL NUTS

HOIST, CONVERTER TRANSMISSION

AND BRAKE OIL LEVEL OIL LEVEL

• Maintenance The following list identifies the items that must be serviced every 10
- 10 hours/daily Hours or Daily.
- Walk-Around Inspection: Check for loose or missing bolts, leaks,
trash build-up and cracks in frame structures and body support pads
- Tire condition and inflation pressure
- Wheel nuts - Suspension cylinders
- Primary fuel filter - Fuel level and moisture
- Rear axle breather - Hoist, converter and brake oil
- Transmission oil - Air tank moisture
- Brake cylinders and breathers - Radiator
- Fan belts - Ether cylinder
- Steering system oil - Engine crankcase oil
- Batteries - Air filters and precleaners
- Windshield washer fluid level - Cab fresh air filters
- Back-up alarm - Secondary steering
- Seat belts - Brakes
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1. Front wheel bearing The front wheel bearing oil level is checked and filled by removing the
magnetic inspection
plug
plug (1) in the center of the wheel bearing cover. The oil should be level
with the bottom of the plug hole. The fill plug is a magnetic plug.
- Check weekly
Inspect the fill plug weekly for metal particles. If any metal particles are
2. Front wheel bearing found, remove the wheel cover and inspect the bearings for wear. The oil
drain plug
is drained by removing the drain plug (2).

• Oil change interval is The service interval for changing the front wheel bearing oil is 500 hours.
500 hours

• Use only TDTO oil Use only Transmission Drive Train Oil (TDTO) with a specification of
(TO-4) or newer. TDTO TO-4 provides increased lubrication capability
for bearings.

• Tire inflation Check the tire inflation pressure. Operating the truck with the wrong tire
inflation pressure can cause heat build-up in the tire and accelerate tire
wear.

NOTE: Care must be taken to ensure that fluids are contained while
performing any inspection, maintenance, testing, adjusting and
repair of the machine. Be prepared to collect the fluid in suitable
containers before opening any compartment or disassembling any
component containing fluids. Refer to the "Tools and Shop Products
Guide" (Form NENG2500) for tools and supplies suitable to collect
and contain fluids in Caterpillar machines. Dispose of fluids
according to local regulations and mandates.
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• Front suspension Check the front suspension cylinders for leaks or structural damage.
cylinder charge
Check the charge condition of the front suspension cylinders when the
truck is empty and on level ground. Measure the charge height of the
suspension cylinders and compare the dimension with the dimension that
was recorded the last time the cylinders were charged. Recharge the
cylinders with oil and nitrogen if necessary.

• Grease outlet fitting A grease outlet fitting is located on one side of each front suspension
• Grease supply fitting cylinder. The grease supply fitting (arrow) is located on the opposite side
(arrow) of the suspension cylinder. No grease outlet fittings should be located on
the same side of the suspension cylinder as the grease fill location.
Having an outlet fitting on the same side of the suspension cylinder as the
grease fill location will prevent proper lubrication of the cylinder.

• Make sure grease Make sure that grease is flowing from the outlet fittings to verify that the
flows from outlet
fittings suspension cylinders are being lubricated and that the pressure in the
cylinders is not excessive.

INSTRUCTOR NOTE: For more detailed information on servicing

the suspension system, refer to the Special Instruction "Suspension
Cylinder Servicing" (Form SEHS9411) and the Technical Instruction
Module "769C - 793B Off-highway Trucks--Suspension System"
(Form SEGV2599).
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3
1

1. Brake linings Inspect the brake linings (1) for wear. The thickness of the brake linings
- Inspect for wear (not including carrier) must not be less than 3.15 mm (.125 in). Measure
the lining at both ends because one end can wear more than the other.

2. Brake carrier guide The clearance between the brake carrier guide pins (2) and the brake
pins disc (3) must not be less than 1.5 ± 0.5 mm (.06 ± .02 in.).
- Inspect clearance
3. Brake disc
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10

1. Primary fuel filter The primary fuel filter (screen) (1) is mounted behind the front engine
(screen)
mount on the right side of the engine. Inspect the condition of the screen
at regular intervals. A plugged screen may cause low power or prevent
the engine from starting.

2. Engine oil level low An engine oil level switch (2) provides input signals to the Engine ECM.
switch The Engine ECM provides an input signal to the Caterpillar Monitoring
System, which warns the operator when the engine oil level is low and it
is unsafe to operate the truck. Operating the truck with low engine oil
may cause damage to the engine. The ENGINE OIL LEVEL LOW
message is a Category 2 or 3 Warning.
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11

• Jacket water coolant Jacket water coolant samples can be taken at the Scheduled Oil Sampling
S•O•S tap (S•O•S) coolant analysis tap (arrow). The tap is located behind the jacket
water pump on the right front of the engine.
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2
3

12

1. Transmission Located behind the right front tire is the transmission charging filter (1).
charging filter
Transmission oil samples can be taken at the Scheduled Oil Sampling
2. Transmission oil
S•O•S tap (S¥O¥S) tap (2).

3. Transmission oil filter An oil filter bypass switch (3) is located on the filter. The oil filter bypass
bypass switch switch provides input signals to the Caterpillar Monitoring System, which
informs the operator if the filter is restricted.
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3 4

2 5

13

• Fuel tank The fuel tank is located on the right side of the truck. The fuel level sight
1. Fuel level sight gauge (1) is used to check the fuel level during the walk around
gauge inspection. A fuel level sender is located on the fuel level sight gauge.
• Fuel level sender The fuel level sender provides input signals to the Caterpillar Monitoring
System, which informs the operator of the fuel level.

2. Condensation drain Open the drain valve (2) to remove condensation from the fuel tank.
valve

3. Fuel tank breather Inspect the condition of the fuel tank breather (3) and the fuel cap vent (4)
4. Fuel cap vent at regular intervals.
5. Quick service fuel fill
connector Fuel can be added at the attachment quick service fuel fill connector (5).

• Fuel information The percentage of sulfur in the fuel will affect the engine oil
recommendations. The following is a summary of fuel sulfur and oil
recommendations:
1. Use API CH-4 performance oils.
2. With fuel sulfur below 0.5%, any API CH-4 oils will have a
sufficient Total Base Number (TBN) for acid neutralization.
3. For fuel sulfur values above 0.5%, the new oil TBN should be a
minimum of 10 times the fuel sulfur.
4. When 10 times the fuel sulfur exceeds the oil TBN, reduce the oil
change interval to about 1/2 the normal change interval.
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2
1

14

• Rear brake cylinder Shown is the rear brake cylinder. The rear brake cylinder is located at the
right inner frame to the right of the transmission group. The front brake
cylinder is located behind the hydraulic tank group.

1. Brake cylinder Inspect the condition of the breathers (1) for the brake cylinders. Oil
breather should not leak from the breather. Oil leaking from the breather indicates
that the oil piston seals in the brake cylinder needs replacement. Air flow
from the breather during a brake application indicates that the brake
cylinder air piston seal needs replacement.

2. Brake overstroke If air is in the system or a loss of oil downstream from the cylinders
switch occurs, the piston in the cylinder will overstroke and cause an indicator
rod to extend and open the brake overstroke switch (2). The switch
provides an input signal to the Caterpillar Monitoring System, which
informs the operator of the condition of the service/retarder brake oil
circuit. If an overstroke condition occurs, the problem must be repaired
and the indicator rod pushed in to cancel the warning.

NOTE: The front brake cylinder does not have an overstroke switch.
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15

• Final drives The rear axles are equipped with planetary-type final drives. Rotate the
1. Final drive magnetic
final drive until the cover and plug are positioned as shown. The final
inspection plug drive oil level is checked and filled by removing the magnetic plug (1).
The oil should be level with the bottom of the plug hole. Fill the rear axle
housing with oil before filling the final drives with oil. Allow enough
time for the oil to settle in all of the compartments. This can be as much
2. Drain plug as 20 minutes during cold temperatures. The oil is drained by removing
the drain plug (2).

• Check magnetic plugs The magnetic inspection plugs should be removed weekly from the final
for metal drives and checked for metal particles. For some conditions, checking the
- Check weekly magnetic plugs is the only way to identify a problem which may exist.

• Use only TDTO oil Use only Transmission Drive Train Oil (TDTO) with a specification of
TO-4 or newer. TDTO TO-4 oil provides:
- Maximum frictional capability required for gears.
- Increased lubrication capability for bearings.

NOTICE
• Flush all axle The rear axle is a common sump for the differential and both final
components after a drives. If a final drive or the differential fails, the other final drive
failure components must also be checked for contamination and then
flushed. Failure to completely flush the rear axle after a failure can
cause a repeat failure within a short time.
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16

1. Differential magnetic Check the differential oil level by removing the magnetic inspection
inspection plug
plug (1). The oil should be level with the bottom of the fill plug opening.

• Rear suspension Inspect the rear suspension cylinders for leaks or structural damage.
cylinders Check the charge condition of the rear suspension cylinders when the
truck is empty and on level ground. Measure the charge height of the
suspension cylinders, and compare the dimension with the dimension that
was recorded the last time the cylinders were charged. Recharge the
cylinders if necessary.

2. Rear axle breather Inspect the condition of the rear axle breather (2) at regular intervals. The
breather prevents pressure from building up in the axle housing.
Excessive pressure in the axle housing can cause brake cooling oil to leak
through the Duo-Cone seals in the wheel brake assemblies.

INSTRUCTOR NOTE: For more detailed information on servicing

the suspension system, refer to the Special Instruction "Suspension
Cylinder Servicing" (Form SEHS9411) and the Technical Instruction
Module "769C - 793B Off-highway Trucks--Suspension System"
(Form SEGV2599).
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17

• Body up retaining The body up retaining pins (arrow) are stored below the rear of the body.
pins (arrow)
When work is to be performed while the body is raised, the body up
retaining pins must be installed through the pin holes in the body and the
rear frame to hold the body in the raised position.

WARNING

The space between the body and the frame becomes a zero clearance
area when the body is lowered. Failure to install the body up pins can
result in injury or death to personnel working in this area.
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4 5

2 1

33

18

1. Transmission Shown are the transmission hydraulic tank (1) and the hoist, converter and
hydraulic tank
brake hydraulic tank (2). Both tanks are equipped with oil level sight
2. Hoist, converter and gauges.
brake hydraulic tank
The oil level of both hydraulic tanks should first be checked with cold oil
and the engine stopped. The level should again be checked with warm oil
and the engine running.

3. Lower sight gauge The lower sight gauge (3) on the hoist, converter and brake hydraulic tank
for oil level with can be used to fill the tank when the hoist cylinders are in the RAISED
raised cylinders
position. When the hoist cylinders are lowered, the hydraulic oil level
will increase. After the hoist cylinders are lowered, check the hydraulic
tank oil level with the upper sight gauge.

4. Hoist, converter and Inspect the hoist, converter and brake hydraulic tank breather (4) and the
brake tank breather transmission hydraulic tank breather (5) for plugging.
5. Transmission tank
breather Inspect the condition of both hydraulic tank fill cap vents at regular
• Inspect hydraulic tank intervals.
cap vents

6. Service/retarder
The service/retarder brake air tanks are located on top of the hydraulic
brake air tank drain tank. Drain the moisture from the tanks daily with the drain valve (6).
valve
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• Tank refill procedure When filling the hydraulic tanks after an oil change, fill the tanks with oil
to the FULL COLD mark on the sight gauge. Turn on the engine manual
shutdown switch (see Slide No. 23) so the engine will not start. Crank the
engine for approximately 15 seconds. The oil level will decrease as oil
fills the hydraulic systems. Add more oil to the tanks to raise the oil level
to the FULL COLD mark. Crank the engine for an additional 15 seconds.
Repeat this step as required until the oil level stabilizes at the FULL
COLD mark.

Turn off the engine manual shutdown switch and start the engine. Warm
the hydraulic oil. Add more oil to the tank as required to raise the oil
level to the FULL WARM mark.

• Use only TDTO oil In both tanks, use only Transmission Drive Train Oil (TDTO) with a
specification of TO-4 or newer.

TDTO TO-4 oil:

- Provides maximum frictional capability required for clutch discs
used in the transmission, torque converter and brakes.
- Increases rimpull because of reduced slippage.
- Increases brake holding capability by reducing brake slippage.
- Controls brake chatter.
- Provides maximum frictional capability required for gears.

NOTICE
Failure to correctly fill the hydraulic tanks after an oil change may
cause component damage.
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1
4

19

1. Parking brake Located in front of the hydraulic tanks are the parking brake release
release filter
filter (1) and the torque converter charging filter (2).
2. Torque converter
charging filter
Hoist, converter and brake oil samples can be taken at the Scheduled Oil
3. Hoist, converter and Sampling (S¥O¥S) tap (3).
brake oil S•O•S tap
4. Air dryer
The air dryer (4) is located behind the left front tire. Inspect for oil spray
around the air dryer. Oil spray can indicate that a problem exists in the air
compressor.
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20

• Engine oil filters The engine oil filters are located on the left side of the engine. The
1. Engine oil pressure engine lubrication system is equipped with two oil pressure
sensor sensors (1). A sensor is located on each end of the oil filter base. One
sensor measures engine oil pressure before the filters. The other sensor
measures oil pressure after the filters (sensor shown). The sensors
provide input signals to the Engine ECM. The ECM provides input
signals to the Caterpillar Monitoring System, which informs the operator
• Oil filter restriction of the engine oil pressure. Together, these sensors inform the operator if
the engine oil filters are restricted.

2. Trapped engine oil The oil filter base also has a fitting (2) that can be used to drain the engine
drain oil that is trapped above the filters. Do not add oil through the fitting
because unfiltered oil will enter the engine. Any contamination could
cause damage to the engine.

3. Aftercooler coolant Aftercooler coolant samples can be taken at the Scheduled Oil Sampling
S•O•S tap (S•O•S) coolant analysis tap (3). The tap is located behind the aftercooler
water pump on the left front of the engine.

NOTICE
When changing the engine oil filters, drain the engine oil that is
trapped above the oil filters through the fitting (2) to prevent spilling
the oil. Oil added to the engine through the fitting will go directly to
the main oil galleries without going through the engine oil filters.
Adding oil to the engine through the fitting may introduce
contaminants into the system and cause damage to the engine.
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21

1. Engine oil S•O•S tap Engine oil samples can be taken at the Scheduled Oil Sampling (S•O•S)
2. Engine oil pressure tap (1) located on front of the oil filter base.
sensor Also shown is the engine oil pressure sensor (2) that measures the engine
oil pressure before the filters.
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2 1

22

• Secondary fuel filters The secondary fuel filters and the fuel priming pump (1) are located
1. Fuel priming pump
above the engine oil filters on the left side of the engine. The fuel
priming pump is used to fill the filters after they are changed.
2. Fuel filter bypass A fuel filter bypass switch (2) is located on the filter base. The bypass
switch
switch provides an input signal to the Engine ECM. The Engine ECM
sends the signal to the Caterpillar Monitoring System, which informs the
operator if the filters are restricted.

NOTE: If the fuel system requires priming, it may be necessary to

block the fuel return line during priming to force the fuel into the
injectors.
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23

• Manual engine Before climbing the truck ladder, make sure that the manual engine
shutdown switch
(arrow)
shutdown switch (arrow) is OFF. The engine will not start if the manual
shutdown switch is ON. If necessary, the switch can be used to stop the
engine from the ground level.
STMG 721 - 31 -
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24

• Inspect radiator While climbing the ladder, make a thorough inspection of the radiator. Be
sure that no debris or dirt is trapped in the radiator cores.

• Battery disconnect The battery disconnect switch (arrow) is located under a cover on the
switch (arrow) front bumper near the right access ladder. If the machine is being parked
for an extended period (overnight, etc.) turn off the disconnect switch and
remove the key.
STMG 721 - 32 -
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25

• Batteries The batteries are located on the right platform. Inspect the battery
connections for corrosion or damage. Keep the battery terminals clean
and coated with petroleum jelly.

Inspect the electrolyte level in each battery cell, except maintenance free.
Maintain the level to the bottom of the fill openings with distilled water.

WARNING

Batteries give off flammable fumes that can explode resulting in

personal injury.
Prevent sparks near batteries. They could cause vapors to explode.

Do not allow jump cable ends to contact each other or the machine.

Do not smoke when checking battery electrolyte levels. Electrolyte is

an acid and can cause personal injury if it contacts skin or eyes.

Always wear eye protection when starting a machine with jumper

cables.

Always connect the battery positive (+) to battery positive (+) and the
battery negative (-) to stalled machine frame (-).
STMG 721 - 33 -
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3
3 2 1

26

• Engine cooling The cooling system on the 777D Update trucks is divided into two
systems: systems. The two systems are the jacket water cooling system (right side)
- Jacket water cooling and the aftercooler cooling system (left side). These two systems are not
system connected. When servicing the cooling systems, be sure to drain and fill
- Aftercooler cooling both systems separately.
system
The two coolant levels are checked with the jacket water coolant sight
1. Jacket water coolant gauge (1) and the aftercooler coolant sight gauge (2). Coolant is added by
sight gauge removing the respective radiator cap.
2. Aftercooler coolant
sight gauge The jacket water and the aftercooler cooling systems each have their own
relief valve (3). If a cooling system overheats or if coolant is leaking
3. Cooling system
relief valves
from a relief valve, clean or replace the relief valve.

• Use distilled water The water used in the cooling system is critical for good cooling system
performance. Use distilled or deionized water whenever possible to
prevent acids or scale deposits in the cooling system. Acids and scale
deposits result from contaminants that are found in most common water
sources.

• Never use water alone Never use water alone. All water is corrosive at engine operating
temperatures without coolant additives. Also, water alone has none of the
lubrication properties which are required for water pump seals.
STMG 721 - 34 -
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• Trucks are filled with The trucks are filled at the factory with Extended Life Coolant (ELC). If
Extended Life Coolant ELC is maintained in the radiator, it is not necessary to use a
(ELC)
supplemental coolant additive. If more than 10% of conventional coolant
is mixed with the ELC, a supplemental coolant additive is required.

• Conventional coolant: • With conventional coolant, maintain a 3 - 6% concentration of

- Maintain 3 - 6% supplemental coolant additive.
concentration of - Too much additive will form insoluble salts that cause water
supplemental pump seal wear, plugging and will coat parts with excessive
coolant additive
deposits that prevent heat transfer.
- Not enough additive will result in severe cavitation erosion which
will pit and corrode cylinder liner and block surfaces.
- Use the 4C9301 Test Kit to measure the concentration of the
supplemental coolant additive in the cooling system.

• Maintain 30 - 60% • Maintain a 30 - 60% concentration of Caterpillar Antifreeze.

Caterpillar Antifreeze
- More than 60% antifreeze concentration will reduce freeze
concentration
protection and cause radiator plugging.
- Less than 30% antifreeze concentration will result in cavitation
erosion which will pit and corrode cylinder liner and block
surfaces and decrease water pump life.
- Most commercial antifreezes are formulated with high silicate
content for gasoline engines and are not recommended for diesel
engines.

• Maintain correct • The engine should operate between 88 and 99°C

operating temperature (190 and 210°F).
- Operating below this temperature range will cause overcooling
problems.
- Operating above this temperature range will cause overheating
problems.

• Maintain correct • Cooling system pressure should be between 55 and 110 kPa
cooling system (8 and 16 psi).
pressure
- Raising the pressure raises the boiling point. If the pressure is
inadequate, the coolant will boil over and the engine will
overheat.
STMG 721 - 35 -
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• Do not fill cooling • Do not fill the cooling system faster than 20 l/min. (5 gpm).
system too fast
- Filling the cooling system faster than 20 l/min. (5 gpm) will cause
air pockets that could produce damaging steam.

• Adjust fan belts • Keep fan belts adjusted.

• Keep radiator fins • Keep radiator cooling fins straight and clean.
straight and clean

4. Ether cylinder If the truck is equipped with an ether start system, the ether cylinder (4)
(not shown) (not shown) is located in the engine compartment behind the radiator.
Make sure the ether cylinders are not empty.

• ET can turn ether A laptop computer with the Electronic Technician (ET) software installed
system ON or OFF can be connected to the machine to turn the ether injection system ON or
OFF.

• Automatic ether The Engine ECM will automatically inject ether from the ether cylinder
injection during cranking. The duration of automatic ether injection depends on the
jacket water coolant temperature. The duration will vary from
10 to 130 seconds.

• Manual ether injection The operator can also inject ether manually with the ether switch in the
cab on the center console (see Slide No. 46). The manual ether injection
duration is 5 seconds.
Ether will be injected only if the engine coolant temperature is below
10°C (50°F) and engine speed is below 1900 rpm.
Ether starting tip:
- Cold weather causes rough combustion and white exhaust smoke
from unburned fuel. Ether injection will reduce the duration and
severity of unburned fuel symptoms.
STMG 721 - 36 -
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1
2

27

• Steering system tank The steering system tank is located on the right platform

1. Steering system oil Check the steering system oil level at the sight gauge (1).
level sight gauge
2. Steering system oil The steering system oil filter (2) is located on the side of the steering tank.
filter
3. Case drain oil filter The steering system uses a pressure compensated piston type pump. Case
drain oil from the steering pump returns to the steering tank through a
case drain filter (3) on the side of the steering tank.

4. Steering tank Before removing the cap to add oil to the steering system, depress the
pressure release pressure release button (4) on the breather to release any remaining
button and breather pressure from the tank.

5. Steering system Steering system oil samples can be taken from the Scheduled Oil
S•O•S tap Sampling (S•O•S) tap (5) located in the case drain return hose.

• Filter bypass valves The steering system filter base and the case drain filter base have bypass
valves that allow the steering oil to bypass the filters if they are plugged.
STMG 721 - 37 -
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28

• Engine air intake Shown are the air intake system components. Check the air filter
system components: restriction indicators (1). If the yellow pistons are in the red zone
1. Air filter restriction (indicating that the filters are plugged), the air filters must be serviced.
indicators An air filter restriction indicator is also located on the dash (see Slide
• Alert indicator on No. 47). The alert indicator lights when the filter restriction is
dash approximately 6.2 kPa (25 in. of water).

2. Dust valves Located next to the air filter housings are the precleaners. Check the dust
valves (2) for plugging. If necessary, disconnect the clamp and open the
cover for additional cleaning. Replace the dust valve if the rubber is not
flexible.

• Replace dust valve if The dust valve is OPEN when the engine is OFF and closes when the
not flexible engine is running. The dust valve must be flexible and close when the
engine is running or the precleaner will not function properly and the air
filters will have a shortened life.

• Large primary element Two filter elements are installed in the filter housings. The large element
is the primary element and the small element is the secondary element.
• Small secondary
element
Air intake system tips:
- The primary element can be cleaned a maximum of six times.
- Never clean the secondary element for reuse. Always replace the
secondary element.
- Air filter restriction causes black exhaust smoke and low power.
STMG 721 - 38 -
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29

1. Engine oil level Located below a small cover on the engine hood is the engine oil level
dipstick
dipstick and the engine oil fill tube. Check the engine oil level with the
2. Engine oil fill tube dipstick (1) and add engine oil at the fill tube (2).

Use only Diesel Engine Oil (DEO) with a specification of CF-4 or newer.
DEO oil with a CH-4 specification is available and should be used if
possible.

• Engine oil (DEO CH-4) CH-4 engine oil:

- Higher temperature
- Requires more performance tests than previous oils, such as CE or
capability
CF, and has a narrower performance band.
- Better soot control
- Can withstand higher temperatures before coking and has better
- Handles higher
sulfur fuels
dispersing capability for controlling soot.
- Has better fuel sulfur neutralization capability.
STMG 721 - 39 -
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30

1. Parking/secondary A small air tank (not visible) is located behind the cab (see Slide
brake air tank drain
valve No. 171). The air tank behind the cab supplies air to the parking and
secondary brakes. Drain the moisture from the tank daily with the drain
valve (1).

2. Windshield washer Check the fluid level of the windshield washer reservoir (2).
fluid reservoir

NOTE: Check the level of all oil compartments again with the engine
running after the oil reaches the normal operating temperature.
STMG 721 - 40 -
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31

• Air conditioner filter The air conditioner filter (arrow) is located in a compartment in front of
(arrow)
the cab. Clean or replace the filter element when a reduction of
circulation in the cab is noticed.
STMG 721 - 41 -
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32

• 10 hours/daily checks The remaining 10 Hours or Daily checks are performed in the operator's
performed in the compartment:
operator's cab
- Brakes: Check operation
- Indicators and gauges: Test operation
- Seat belt: Inspect
- Back-up alarm: Test operation
- Secondary steering: Test operation

The brakes are checked by engaging one of the brake systems and placing
the shift lever in FIRST FORWARD. Accelerate the engine until the
truck moves. The truck must not move below 1200 rpm. This procedure
should be repeated for each brake lever or pedal.

• Cab fresh air filter The cab fresh air filter (arrow) is located behind the cover in the right
(arrow) front corner of the cab. Clean or replace the cab fresh air filter when
necessary.

INSTRUCTOR NOTE: Refer to the Operation and Maintenance

Manual for information on the remaining tests performed in the cab.
STMG 721 - 42 -
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33

OPERATOR'S STATION

• 777D Update cab The operator's station for the 777D Update Off-highway Trucks has been
resembles smaller "D" changed to improve operator comfort and ergonomics. The 777D Update
Series cab now resembles the cab used on the smaller "D" Series Off-highway
Trucks.

• TPMS external loading The Truck Production Management System (TPMS) on the 777D Update
lamps (arrow) Trucks is controlled by a separate ECM and is not on the Cat Data Link.
- Green and red There are two sets of TPMS external loading lamps on the truck. One set
of lamps is on the left side of the cab (arrow) and the other set is on the
right platform. The lamps are green and red. The lamps inform the
loader operator of the loading progress toward a target payload weight.
The lamps are active only during the loading cycle and are off at all other
times.

• TPMS loading lamp During loading, the green (continue loading) lamps will be ON until the
operation payload is 95% of the target weight setting. Then, the red (stop loading)
lamp will light. A "last pass" indication can be programmed into the
system. With last pass indication, the TPMS calculates an average loader
pass size and predicts payload weight. If the predicted weight after the
NEXT loader pass will be above 95% of the target weight setting, the red
lamps FLASH. The red lamps will be ON continuously after the last pass
(when fully loaded). A minimum of three loader passes are required for
the "last pass" indication option to function correctly.
STMG 721 - 43 -
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34

• Operator and trainer Shown is a view of the operator's seat and the trainer's seat. The seats are
seats more comfortable with improved seat adjustments.
STMG 721 - 44 -
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35

Machine Controls

• Front panel Located on the left side of the front panel are:
components:
1. Telescopic/tilt - Telescopic/tilt steering column adjustment lever (1): Push for
steering column telescoping and pull for tilt.
adjustment lever
2. Intermittent - Intermittent wiper/washer, turn signal control and dimmer switch (2)
wiper/washer, turn
signal and dimmer - Steering wheel mounted electric horn control (3)
control
3. Horn control - Cigarette lighter (4): The cigarette lighter socket receives a 24-Volt
4. Cigarette lighter
power supply. This socket can be used as a power supply for
24-Volt appliances. A 12-Volt power port is provided behind the
5. Front brake ON/OFF operator's seat.
switch--caliper disc
front brakes only
- Front brake ON/OFF switch (5): (caliper disc front brakes only)
When this switch is in the OFF position, the front brakes will NOT
ENGAGE when the operator uses the service brake pedal.
STMG 721 - 45 -
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36

Shown is a closer view of the intermittent wiper/washer, turn signal

control and dimmer switch.

• Windshield washer Windshield washer: Push the button at the end of the lever to activate the
electrically powered windshield washer.

• Intermittent wiper Intermittent wiper switch (six positions):

- OFF (0)
- Intermittent position 1 (one bar)
- Intermittent position 2 (two bars)
- Intermittent position 3 (three bars)
- Low speed continuous wiper (I)
- High speed continuous wiper (II)

• Dimmer switch Dimmer switch: Pull the lever toward the operator for BRIGHT lights,
and push the lever away from the operator for DIM lights.

• Turn signals Turn signals: Lift the lever for a RIGHT turn, and lower the lever for a
LEFT turn.

• Power window switch A power window switch is mounted on the door as seen to the left of the
steering wheel.
STMG 721 - 46 -
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37

• Retarder lever (black): Located on the right side of the steering column is the retarder lever
- Caliper disc front-- (black). The retarder lever is used to modulate engagement of the service
engages rear only brakes. The retarder lever engages only the rear brakes on trucks with
caliper disc front brakes, but engages the front and rear brakes on trucks
- Oil cooled front--
engages front and with the optional oil cooled front brakes. The retarder lever can control
rear the modulation of the service brakes more precisely than the service brake
pedal located on the cab floor.

Located on the dash to the right of the retarder lever are (from left to
right):

• Key start switch - Key start switch

• Temperature knob - Temperature variable knob
• Fan speed switch
- Fan speed switch

NOTE: When the key start switch is turned to the crank position, if
the Caterpillar Pre-Lubrication System is installed, a "P" will appear
on the Caterpillar Monitoring System display during pre-lubrication.

During engine cranking, if the ether starting aid is installed, an "E"

will appear on the display during ether injection.
STMG 721 - 47 -
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3 4

38

1. Transmission shift To the right of the operator's seat is the shift console which contains the
lever transmission shift lever (1) and the parking brake air valve (2). The 777D
2. Parking brake air Update truck has SEVEN speeds FORWARD and ONE REVERSE.
valve

• Top and body up gear

The top gear limit and body up gear limit are programmable through the
limits can be Transmission/Chassis ECM. The top gear limit can be changed from
reprogrammed THIRD to SEVENTH. The body up gear limit can be changed from
FIRST to THIRD.

3. Throttle pedal On the floor is the throttle pedal (3). A throttle position sensor (4) is
4. Throttle position
attached to the throttle pedal. This sensor provides the throttle position
sensor input signals to the Engine ECM.

• Throttle position The throttle position sensor receives a regulated 8.0 ± 0.5 Volts from the
sensor supply voltage Engine ECM. The duty cycle output of the throttle position sensor should
and output signal be 16 ± 6% at LOW IDLE and 85 ± 4% at HIGH IDLE.

• Elevated low idle The Engine ECM provides an elevated engine idle speed of 1300 rpm
reduced with parking when the engine coolant temperature is below 60°C (140°F). The rpm is
brake or throttle pedal gradually reduced to 1000 rpm between 60°C (140°F) and 71°C (160°F).
When the temperature is above 71°C (160°F), the engine will idle at
LOW IDLE (700 rpm).
Increasing the low idle speed helps prevent incomplete combustion and
overcooling. To temporarily reduce the elevated idle speed, the operator
can release the parking brake or depress the throttle momentarily, and the
idle speed will decrease to LOW IDLE for 10 minutes.
STMG 721 - 48 -
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3
2

39

Located on the floor of the cab are:

1. Secondary brake - Secondary brake pedal (1): Used to modulate application of the
pedal parking brakes on the rear wheels and the service brakes on the front
wheels.

2. Service brake pedal - Service brake pedal (2): The service brake pedal is used to modulate
engagement of the service brakes on all four wheels if the front
brake ON/OFF switch is in the ON position (see Slide No. 35). For
more precise modulation of the service brakes, use the manual
retarder lever on the right side of the steering column.

3. Throttle pedal - Throttle pedal (3): A throttle position sensor is attached to the
throttle pedal. The throttle position sensor provides the throttle
position input signals to the Engine ECM.
STMG 721 - 49 -
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40
• Hoist control lever The 777D Update truck hoist system is electronically controlled. The
(arrow) hoist control lever (arrow) activates the four positions of the hoist control
• Electronically valve. The four positions are: RAISE, HOLD, FLOAT and LOWER.
controlled hoist
system A fifth position of the hoist valve is called the SNUB position. The
• Hoist SNUB position operator does not have control over the SNUB position. The body up
switch (see Slide No. 132) controls the SNUB position of the hoist valve.
When the body is lowered, just before the body contacts the frame, the
Transmission/Chassis ECM signals the hoist solenoids to move the hoist
valve spool to the SNUB position. In the SNUB position, the body float
speed is reduced to prevent hard contact of the body with the frame.

• Hoist lever in FLOAT The truck should normally be operated with the hoist lever in the FLOAT
for normal operation position. Traveling with the hoist in the FLOAT position will make sure
the weight of the body is on the frame and body pads and not on the hoist
cylinders. The hoist valve will actually be in the SNUB position.

• Reverse inhibitor If the transmission is in REVERSE when the body is being raised, the
operation hoist lever sensor is used to shift the transmission to NEUTRAL. The
transmission will remain in NEUTRAL until:
1. The hoist lever is moved into the HOLD or FLOAT position; and
2. the shift lever has been cycled into and out of NEUTRAL.

• Starts a new TPMS The hoist lever is also used to start a new TPMS cycle.
cycle
NOTE: If the truck is started with the body raised and the hoist lever
in FLOAT, the lever must be moved into HOLD and then FLOAT
before the body will lower.
STMG 721 - 50 -
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CATERPILLAR MONITORING SYSTEM

777D UPDATE OFF-HIGHWAY TRUCKS

MESSAGE CENTER ACTION

GAUGE CLUSTER SPEED/TACH MODULE
MODULE LAMP
MODULE
- GAUGES
- MONITORING
- WARNINGS
- CLOCK SYNCHRONIZATION °C kPaMilesKM RPM Liter SERV
1F - MACHINE ID ... CODE
X10

DISPLAY ACTION
DATA LINK ALARM INPUT
COMPONENTS
SERVICE
TOOL
CAT DATA LINK

BRAKE ECM
ENGINE ECM (ARC) (TCS)

- EMISSIONS CONTROL
- FUEL INJECTION - TRACTION ASSIST
- ETHER INJECTION - RETARDING
- FAN CONTROL - OVERSPEED RETARDING
- ENGINE PRE-LUBE - RETARDING LAMP

RS232 LINK
TRANSMISSION/
CHASSIS ECM TPMS
- ICM CONTROL - TOP GEAR LIMIT
- NEUTRAL-START - REVERSE NEUTRALIZE
- BACK-UP ALARM - LOAD COUNTER
- OVERSPEED PROTECTION - NEUTRAL COAST INHIBIT
- CTS - BODY UP GEAR LIMIT - PAYLOAD MEASUREMENT
- ENGINE PRE-LUBE - STARTER PROTECTION - STRUT DIAGNOSTICS
- DIRECTIONAL SHIFT MANAGEMENT - BODY HOIST CONTROL
- AUTOLUBE - SECONDARY STEERING
- SPEED LIMITER

41

Caterpillar Monitoring System

• Caterpillar Monitoring The Caterpillar Monitoring System is a flexible, modular monitoring

System system that includes: a message center module, various switches and
sensors, an action lamp and action alarm.

The "heart" of the system is the message center module where information
is received from switches and sensors over the CAT Data Link and
processed. The message center module then activates various output
components.

• TPMS option is not on The Truck Payload Measurement System (TPMS) is an optional system
Data Link that can be installed on the trucks to monitor and record production data
such as payloads and cycle times. The TPMS is not on the CAT Data
Link and requires a separate communication port for downloading and
viewing the production information.
STMG 721 - 51 -
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CATERPILLAR MONITORING SYSTEM

SPEEDOMETER/ ACTION OPERATOR MESSAGE ALERT

FOUR-GAUGE TACHOMETER LAMP MODE SCROLL CENTER INDICATORS
CLUSTER MODULE MODULE SWITCH MODULE

TCS
P
15 AUT

10 20

5
25
X100
R SERV
CODE
24 V 0 MPH 30 41.4
km/h

TCS

GROUND ACTUAL
SPEED GEAR

DISPLAY WINDOW

42

• Caterpillar Monitoring The Caterpillar Monitoring System includes: a four-gauge cluster

System module, a speedometer/tachometer module, a message center module, an
action lamp and an action alarm. The message center module receives
information from switches, sensors and other electronic controls on the
machine through the CAT Data Link. The message center module
processes this information and activates various output components. The
output components could be in the four-gauge cluster module, the
speedometer/tachometer module, the alert indicator or display window of
the message center module, the action lamp and the action alarm. The
display window shows the operator the condition of the machine systems
and system diagnostic information.

• Warning categories: The system has three Warning Categories. Category 1 alerts the operator
- Category 1
of an abnormal machine condition by a gauge in the red zone and/or a
flashing alert indicator. A Category 2 Warning will cause the action lamp
- Category 2 to light in addition to the message center alert indicator. A Category 2
- Category 3 warning indicates that immediate operator action is necessary. Category 3
adds an action alarm, indicating that immediate machine shutdown is
necessary.
STMG 721 - 52 -
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CATERPILLAR MONITORING SYSTEM

MESSAGE CENTER
°C kPa Miles KM RPM Liter SERV
MODULE
CODE
X10

INPUT COMPONENTS
HARNESS CODE CAT DATA LINK
PLUG
ELECTRONIC SERVICE TOOL
OPERATOR MODE
SWITCH ENGINE ECM
SERVICE SWITCH BRAKE ECM

TRANSMISSION/CHASSIS ECM
CLEAR SWITCH

FUEL LEVEL OUTPUT COMPONENTS

SENDER

BRAKE OVERSTROKE
SWITCH GAUGE CLUSTER
MODULE
TRANSMISSION FILTER
SWITCH

BRAKE OIL SPEED/TACH

TEMP SENSOR 1F
MODULE

TORQUE CONVERTER
OIL TEMP SENSOR ACTION LAMP

ALTERNATOR
R-TERMINAL

BRAKE AIR PRESSURE

43

• Caterpillar Monitoring Shown is a diagram of the Caterpillar Monitoring System. Shown on the
System left are the components on the machine that provide inputs directly to the
- Inputs Message Center Module. The Message Center Module analyzes these
inputs along with the inputs from the other ECM’s and sends output
- Outputs
signals to the components shown on the right side of the diagram.

• Harness code plug The harness code consists of five pins in the Message Center Module
40-pin connector that can be either OPEN or GROUNDED. The
combination of OPEN or GROUNDED pins determines which machine
parameters the Message Center Module will perform. For example, if
pins 3 and 12 are GROUNDED and pins 6, 16 and 22 are OPEN, that
Message Center Module will function as a 777D Update Off-highway
Truck. When connecting a laptop with ET software, ET will also
automatically show this as a 777D Update Off-highway Truck.
STMG 721 - 53 -
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INSTRUCTOR NOTE: Some of the Caterpillar Monitoring System

input and output components are shown during the discussion of
other systems. See the following slide numbers:

43. Harness code plug

46. Operator mode switch
48. Service switch
48. Clear switch
13. Fuel level sender
180. Brake overstroke switch
112. Transmission filter switch
195 Brake oil temperature sensor
101. Torque converter oil temperature sensor
47. Alternator "R" terminal
170. Brake air pressure sensor
55. CAT Data Link/Electronic Service Tool
61. Engine ECM
196. Brake ECM
127. Transmission/Chassis ECM
44. Gauge cluster module
45. Speed/Tach module
44. Action lamp
STMG 721 - 54 -
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44

• Center front dash Shown is the center of the front dash panel. Nine dash indicators, the
panel four-gauge cluster module and the speedometer/tachometer module are
visible.

• Left dash indicators The four dash indicators to the left of the four-gauge cluster module are
(top to bottom): (from top to bottom):
- Left turn
- Left turn
- Body up
- Reverse - Body up: Lights when the body is up. Input is from the body up
- High beam
switch.

- Reverse: Lights when the shift lever switch is in REVERSE.

- High beam
STMG 721 - 55 -
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• Right dash indicators The five dash indicators to the right of the speedometer/tachometer
(top to bottom) module are (from top to bottom):
- Right turn - Right turn
- Action lamp
- Secondary steering - Action lamp: Lights when a Category 2 or Category 3 Warning is
active.
- Retarder
- TCS - Secondary Steering: Lights when the secondary steering pump is
ON.

- Retarder: Lights when the retarder is ENGAGED (Auto or Manual).

Flashes rapidly if a fault in the ARC system is detected.

- TCS: Lights when the Traction Control System (TCS) is

ENGAGED. Flashes rapidly if a fault in the TCS system is detected
or when performing the TCS test.

• Four-gauge cluster The four parameters monitored by the four-gauge cluster module are (top
module: then bottom, left to right):
- Engine coolant
temperature - Engine coolant temperature: Maximum operating temperature is
107°C (225°F).
- Brake oil
temperature
- Brake oil temperature: Maximum operating temperature is
- System air pressure
124°C (255°F).
- Fuel level
- System Air Pressure: Minimum operating pressure is
483 kPa (70 psi).

- Fuel Level: Minimum operating level is 8%.

STMG 721 - 56 -
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SPEEDOMETER/TACHOMETER
MODULE

15
10 20

5
25
X100

0 MPH 30
km/h

GROUND ACTUAL
SPEED GEAR

45

• Speed/tachometer The three parameters monitored by the speedometer/tachometer module

module: are:
- Tachometer
- Tachometer: Displays the engine speed in rpm.
- Ground speed
- Actual gear - Ground speed: Displayed in the left side of the three-digit display
area and can be displayed in miles per hour (mph) or kilometers per
hour (km/h).

- Actual gear: Displayed in the right side of the two-digit display area
and consists of two digits that show the actual transmission gear that
is engaged. The left digit shows the actual gear (such as "1," "2,"
etc.). The right digit shows the direction selected ("F," "N" or "R").
STMG 721 - 57 -
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46

• Rocker switches To the right of the speedometer/tachometer module are several rocker
(top row): switches. The rocker switches control the following parameters:
- Lights
Top row (from left to right):
- Automatic retarder
control
- Lights
- Traction control
system test
- Vacant
- Operator Modes
scroll
- ARC: Activates the Automatic Retarder Control (ARC) system.

- TCS test: Tests the Traction Control System (TCS). Use this switch
when turning in a tight circle with the engine at LOW IDLE and the
transmission in FIRST GEAR. The brakes should ENGAGE and
RELEASE repeatedly. The test must be performed while turning in
both directions to complete the test.

- Caterpillar Monitoring System operator scroll: Allows the operator

to scroll through the Operator Modes in the message center module
display window (see Slide No. 49).
STMG 721 - 58 -
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• Rocker switches Bottom row (from left to right):

(bottom row):
- Throttle back-up/ - Throttle back-up/throttle lock (customer installed option):
throttle lock
- Ether starting aid Throttle back-up: Raises the engine speed to 1300 rpm if the
throttle sensor signal is invalid.
- Air conditioning
- Body up sound Throttle lock: If the transmission is in NEUTRAL and the parking
reduction brake is ENGAGED, the throttle lock will hold any current engine
- Secondary steering rpm selected by the operator. If any service or retarder brake is
and parking brake ENGAGED, the engine rpm will return to LOW IDLE. After a
release brake application, the throttle lock must be turned OFF to reset the
system before the throttle lock function will work again.

- Ether starting aid (customer installed option): Allows the operator to

manually inject ether if the engine oil temperature is below 10°C
(50°F) and engine speed is below 1900 rpm (see Slide No. 26).

- Air conditioning

- Body up sound reduction: Reduces the engine HIGH IDLE to

1800 rpm when the body is RAISED.

- Secondary steering and parking brake release: Normally, when this

switch is depressed, the steering system receives secondary steering
oil and parking brake release oil flows to the tank. When the brake
release diverter (towing) valve spool is shifted, this switch will also
release the parking brakes (see Slide No. 187).

NOTE: The secondary steering and parking brake release switch can
also be used to provide hoist pilot oil for lowering the body on trucks
with an inoperable engine (see Slide No. 160).
STMG 721 - 59 -
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47

• Message center To the right of the rocker switches is the message center module. The
module message center module contains ten alert indicators and a message display
window.

• Alert indicators (top The alert indicators on the message center module represent the following
row): parameters:
- Engine oil pressure
- Parking brake ON or
Top row (from left to right):
rear brake master
cylinder overstroke - Engine oil pressure: The minimum operating pressure at low idle is
- Torque converter or
44 kPa (6.4 psi) and at high idle is 172 kPa (25 psi).
brake oil
temperature - Parking brake ON or rear brake master cylinder overstroke.
- Battery charging
- Torque converter oil temperature or brake oil temperature: The
- Engine maintenance maximum operating temperature is 124°C (255°F).
required

- Battery charging: A Category 1 Warning is generated if the voltage

on the message center Pin No. 1 is less than 23.8 or greater than 28.5
Volts. A Category 3 Warning is generated if the voltage is less than
22 or greater than 31 Volts. The minimum "R" terminal frequency is
90 Hz and 12.4 to 14.75 DC Volts.

- Engine maintenance required: Low steering pressure, air filter

restriction or low engine coolant flow.
STMG 721 - 60 -
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• Alert indicators Bottom row (from left to right):

(bottom row):
- Air filter restriction - Air filter restriction: Maximum allowable restriction is 6.25 kPa
(25 in. of water)
- Steering pressure
low
- Low steering pressure
- Transmission oil
filter restricted
- Transmission oil filter restricted: Maximum differential pressure is
- Engine coolant flow 250 kPa (36 psi).
low
- Check engine - Low engine coolant flow

- Check engine: Lights only when active engine fault codes are
present.

• Message display The message display window has a row of six digits, a decimal point
window between certain digits, six text symbols (units of measure), a x10 symbol
and a service meter symbol that show machine system conditions and
other service and setup information. The type of information shown on
the screen depends on the message center operating mode.
STMG 721 - 61 -
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48

1. CAT Data Link Shown is the circuit breaker panel located behind the operator's seat. A
connector laptop computer with the Electronic Technician (ET) software installed
can be connected to the CAT Data Link connector (1) to obtain diagnostic
information and perform programming functions on all the electronic
controls.

2. 12-Volt/5 amp power A 12-Volt/5 amp power port (2) provides a power supply for a laptop
port computer.

3. TPMS diagnostic A laptop computer with the Truck Payload Measurement System (TPMS)
connector software installed can be connected to the diagnostic connector (3) to
obtain diagnostic and production information from the TPMS Electronic
Control.

4. Service switches Two service switches (4) are used to access the Caterpillar Monitoring
System message center for stored diagnostic information. The switches
are labeled with an "S" for SERVICE and a "C" for CLEAR. The
Diagnostic Mode of the message center is changed by depressing and
holding both service switches ("S" and "C"). When the desired mode is
shown on the display, release the switches. By following the instructions
in the Caterpillar Monitoring System Service Manual, the serviceman can
program or diagnose faults in all electronic controls on the CAT Data
Link.
STMG 721 - 62 -
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OPERATOR MODES
INPUTS
SERVICE SERV - ENGINE SPEED/TIMING SENSOR
METER CODE - ALTERNATOR "R" TERMINAL
MODE 41.4 - ENGINE OIL PRESSURE

MILES or KM
ODOMETER - TRANSMISSION OUTPUT SPEED SENSOR
MODE 170
DIGITAL RPM
TACHOMETER - ENGINE SPEED/TIMING SENSOR
MODE 700
RESETTABLE - BODY UP SWITCH
LOAD COUNTER (AFTER 10 SECONDS ACTIVATION)
MODE L 74 USE "C" SERVICE SWITCH TO CLEAR

DIAGNOSTIC SERV SERV

SCROLLING CODE CODE
MODE 027 0709.05 End
MID CID FMI

49

• Message center The Caterpillar Monitoring System has 19 different possible modes of
module display operation. Each mode provides important information regarding the
window condition of the machine and setup of the monitoring system. On the
message center module display window, each mode is shown as a number.
The mode of operation is changed using either the service switches
located on the circuit breaker panel behind the operator or the Operator
Mode scroll switch located on the dashboard. Only some modes are
accessible to the operator by using the dashboard-mounted rocker switch
in Mode 0.

After the Caterpillar Monitoring System initially powers up, the message
center display window will be in Mode 0. In Mode 0, the display window
six-digit readout shows various machine system conditions to the
operator. The digital readout normally shows the service meter. Using
the Operator Mode scroll switch, the operator may scroll through the
different Operator Modes. As the display scrolls, it will show the
following information:
STMG 721 - 63 -
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• Operator Modes: Service Meter Mode: The message center module records the total
- Service Meter Mode number of operating hours. When in the Service Meter Mode, the
six-digit readout shows the total machine operating hours. The service
- Odometer Mode
meter symbol is ON to indicate the display is functioning as a service
- Digital Tachometer meter. The operating hours will increase only when input signals are
Mode received from the engine speed/timing sensor, the alternator "R" terminal
- Resettable Load and the engine oil pressure sensor. If an Active Fault is present, SERV
Counter Mode CODE will be displayed in the window.
- Diagnostic Scrolling Odometer Mode: In this mode, the six-digit readout displays the total
Mode
distance the machine has traveled. The units indicator will show MILES
or KM, depending on the units of measure setting. The distance traveled
will increase only when an input signal is received from the transmission
output speed sensor.
Digital Tachometer Mode: This mode displays the engine speed in
revolutions per minute on the six-digit display. The units indicator shows
rpm. The engine speed/timing sensor provides the input signal to the
message center module.
Resettable Load Counter Mode: Displays the number of loads since
last re-set by the operator. The number of loads are calculated as equal to
the number of times the body has been raised for more than ten seconds.
The body up switch provides the input signals to the message center
module. The load count can be cleared by depressing the "C" service
switch located behind the operator's seat.
Diagnostic Scrolling Mode: Using this mode, service personnel or the
operator can view the faults the message center has detected. Faults
CANNOT be placed on hold or cleared in this mode. SERV CODE will
be displayed only if the fault is ACTIVE.

Fault Codes consist of two parts:

- Module Identification (MID): 030--Monitor, 036--Engine,
027--Transmission/Chassis, 116--Brake (ARC/TCS)

- Component Identification (CID) and Failure Modifier (FMI)

NOTE: When the key start switch is turned to the crank position, if
the Caterpillar Pre-Lubrication System is installed, a "P" will appear
on the display during pre-lubrication.

During engine cranking, if the ether starting aid is installed, an "E"

will appear on the display during ether injection.
STMG 721 - 64 -
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SERVICE MODES

HARNESS SERV
CODE CODE
MODE -1- 57 USE "S" SERVICE SWITCH TO SCROLL GAUGES

NUMERIC °C °C kPa
READOUT
MODE -2- 88 95 715 75
GA-1 (engine coolant) GA-2 (brake oil) GA-3 (system air) GA-4 (fuel)

SERV SERV USE "S" SERVICE SWITCH

SERVICE CODE CODE TO SCROLL FAULTS
MODE -3- --- 027 0709.05
USE "C" SERVICE SWITCH
MID CID FMI TO CLEAR FAULTS

LOG ALL GAUGES AND INDICATORS USE "C" SERVICE SWITCH

MODE LOG DISPLAY EXTREME CONDITIONS RECORDED TO CLEAR
-4-
UNITS MILES KM USE "C" SERVICE SWITCH
MODE TO CHANGE UNITS
-5- US SI
PERMANENT
LOAD COUNT
MODE -6- L 1057
DIAGNOSTIC
AND USE "S" SERVICE SWITCH
PROGRAMMING -7- n n 3 F 3FL TO SCROLL SUB-MODES
MODE

50

• Service Modes: The service technician can use the message display to check other
- Harness Code
machine condition information by selecting the different modes available.
Mode 1 Depress both service switches behind the operator's seat to scroll through
the modes. Release the switches to enter a mode when its number is
- Numeric Readout
Mode 2
displayed. The seven Service Modes are described below.

- Service Mode 3 Harness Code Mode 1: This mode shows the machine model in which
the monitoring system is installed. The earlier 769D through 777D
- Log Mode 4
Off-highway Trucks are all "34." The "D" Series Update truck harness
- Units Mode 5 codes are:
- Permanent Load 769D: "62" 771D: "61" 773D: "60" 775D: "59"
Count Mode 6
776D Update: "58" 777D Update: "57"
- Diagnostic and
Programming Numeric Readout Mode 2: This mode assists service personnel with
Mode 7 troubleshooting sensor input signals. The Numeric Readout Mode more
accurately shows the same information as shown on the gauges. The
digital readout will display one gauge value at a time. To scroll through
the four gauges, depress the "S" service switch and release the switch
when the desired gauge number is displayed.
STMG 721 - 65 -
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Service Mode 3: The message center module detects faults that occur
with sensor and sender input signals and message center module output
• SERV CODE ON for signals. The message center will then record the fault and turn on the
active faults SERV CODE indicator. If the fault goes away, the SERV CODE indicator
is turned off. The fault code remains stored for future reference. This
mode helps service personnel see and troubleshoot faults that the message
center module has detected. Faults from other machine systems
connected to the CAT Data Link are also shown in this mode.

• Action alarm sounds When a fault is displayed in the window, the action alarm will sound
when fault is when the component or circuit changes state. For example, if the display
displayed shows the fault code for the torque converter temperature sensor and the
technician unplugs and then plugs in the connector to the torque converter
temperature sensor, the action alarm will sound if the message center
module detects a change from an OPEN to a CLOSED circuit.

• Use "S" service Use the "S" service switch to scroll through the logged faults. Use the
switch to scroll faults "C" service switch to clear the logged faults that have been repaired.
• Use "C" service
switch to clear faults Log Mode 4: The Log Mode is a management and maintenance tool
which is useful for tracking machine history. The message center module
• Log Mode indicates records the extreme value for each machine condition being monitored.
extreme conditions When in this mode, each gauge in the four-gauge cluster will display its
highest or lowest recorded condition, and the speedometer and tachometer
will display their highest recorded values. Alert indicators will also light
when an abnormal condition has existed.
Use the "C" service switch to clear the logged values. Mode 4 must also
be exited before the logged values will be cleared from memory.
Units Mode 5: This mode is used to toggle the ground speed display
(mph/km/h) between U.S. and SI (metric) units of measure.
Use the "C" service switch to change the units of measure.
Permanent Load Count Mode 6: Displays the total number of loads
accumulated since the machine was put into production. The number of
loads are calculated as equal to the number of times the body has been
raised for more than 10 seconds. This mode cannot be reset.
Diagnostic and Programming Mode 7: The Caterpillar Monitoring
System display for Mode 7 has been expanded to include several sub-
modes to extend the diagnostic capabilities. After entering Mode 7, use
the "S" service switch to scroll through the sub-modes. The operator
scroll switch and the "C" service switch can also be used in some of the
sub-modes.
STMG 721 - 66 -
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MODE 7 SUB-MODES
USE "S" SERVICE SWITCH TO SCROLL SUB-MODES
MODES
SHIFT MONITORING
- 7.1 - MODE
n n 1 r 1 r 3 F 3F L
LEFT SIDE--SHIFT LEVER RIGHT SIDE--TRANSMISSION GEAR

RPM TRANSMISSION OUTPUT SPEED (TOS) DISPLAY

- 7.2 - MODE
T 1 8 3 4
RPM TORQUE CONVERTER OUTPUT SPEED (COS) DISPLAY
- 7.3 - MODE
C - - - -
RPM ENGINE OUTPUT SPEED (EOS) DISPLAY
- 7.4 - MODE
E 1 8 3 4 USE OPERATOR SCROLL SWITCH
TO TOGGLE FROM INPUT TO OUTPUT

- 7.5 -
HL 0 H HL 4 0 L HL 8 0 R HL 1 0 0 F HO 0 S
HOIST DISPLAY MODE--SENSOR INPUT TO ECM or ECM OUTPUT TO SOLENOIDS

NEUTRAL REVERSE FIRST SECOND THIRD

- 7.6 -
0 0 01 11 0 0 1 0 11 0 0 1 1 01 0 0 1 1 10 0 1 0 0 11
TRANSMISSION GEAR SWITCH INPUT MODE 1 = OPEN 0 = GROUNDED J1 PINS 36 33 32 31 30 29

ECONOMY SHIFT USE "C" SERVICE SWITCH

- 7.7 - MODE TO TURN ON or OFF
OFF ON
REVERSE NEUTRAL FIRST SECOND THIRD

- 7.8 -
0 0 0 1 11 0 0 10 11 0 0 1 1 01 0 0 1 1 10 0 1 0 0 11
TRANSMISSION SHIFT LEVER SWITCH INPUT MODE 1 = OPEN 0 = GROUNDED J1 PINS 23 27 19 35 24 14

51

7.1 Shift Monitoring Mode: Displays the position of the shift lever switch on the left of the display
and the position of the transmission gear switch on the right of the display. The D6 digit will
display "L" when the lockup clutch is ENGAGED.

n n Shift lever n, actual gear n, lockup clutch RELEASED

1 r 1 r Shift lever 1R, actual gear 1R, lockup clutch RELEASED
3 F 3 F L Shift lever 3F, actual gear 3F, lockup clutch ENGAGED
-- -- -- -- -- --
D1 D2 D3 D4 D5 D6 Digital position on display

7.2 Transmission Output Speed (TOS) Display Mode: Displays the rpm of the TOS sensor.

T 1 8 3 4 TOS = 1834 rpm

-- -- -- -- -- --
D1 D2 D3 D4 D5 D6 Digital position on display
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7.3 Torque Converter Output Speed (COS) Display Mode: Displays the rpm of the COS sensor
(if equipped). 777D Update trucks do not have a COS sensor. "_ _ _ _" will be displayed.

C 1 8 3 4 COS = 1834 rpm

-- -- -- -- -- --
D1 D2 D3 D4 D5 D6 Digital position on display

7.4 Engine Output Speed (EOS) Display Mode: Displays the rpm of the EOS sensor.

E 1 8 3 4 EOS = 1834 rpm

-- -- -- -- -- --
D1 D2 D3 D4 D5 D6 Digital position on display

7.5 Hoist Display Mode: Displays the hoist lever sensor input signal to the Transmission/Chassis
ECM or the hoist lever output signal from the Transmission/Chassis ECM. The input and output
signals can be different depending on the hoist lever strategy. For example, if a machine is started
with the hoist lever in FLOAT, the hoist strategy will keep the body in HOLD until the lever is
cycled from FLOAT to HOLD and then back to FLOAT. Therefore, the input signal can be
FLOAT and the output signal will be HOLD.

H L 0 H Hoist lever in HOLD

H L 4 0 L Hoist lever in 40% LOWER
H L 8 0 R Hoist lever in 80% RAISE
H L 1 0 0 F Hoist lever in 100% FLOAT
-- -- -- -- -- --
D1 D2 D3 D4 D5 D6 Digital position on display

Depress the operator scroll switch and the above display changes to show the hoist output signal.
The "L" changes to an "O" and the status of the hoist system is displayed in the same format.

H 0 0 H Hoist output in HOLD

H 0 4 0 L Hoist output in 40% LOWER
H 0 8 0 R Hoist output in 80% RAISE
H 0 0 S Hoist output in SNUB
-- -- -- -- -- --
D1 D2 D3 D4 D5 D6 Digital position on display
STMG 721 - 68 -
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7.6 Transmission Gear Switch Input Mode: Displays the transmission gear switch input signals to
the Transmission/Chassis ECM. Transmission gear switch inputs correspond to Pins 29, 30, 31,
32, 33 and 36 in the J1 connector of the Transmission/Chassis ECM. If the particular input is
grounded, a "0" will be displayed. If the input is not grounded (OPEN), a "1" will be displayed.
A normal transmission gear position will have two of the five gear wires grounded along with the
ground verify signal (Pin 36). Pin 36 should always be grounded, and a "0" should always be
displayed in the D1 position of the display. Therefore, a correctly functioning transmission gear
switch and harness should always have three 0's and three 1's for each gear position.

0 0 0 1 1 1 Pins grounded in NEUTRAL: 32 and 33

0 0 1 0 1 1 Pins grounded in REVERSE: 31 and 33
0 0 1 1 0 1 Pins grounded in FIRST: 30 and 33
0 0 1 1 1 0 Pins grounded in SECOND: 29 and 33
0 1 0 0 1 1 Pins grounded in THIRD: 31 and 32
0 1 0 1 0 1 Pins grounded in FOURTH: 30 and 32
0 1 0 1 1 0 Pins grounded in FIFTH: 29 and 32
0 1 1 0 0 1 Pins grounded in SIXTH: 30 and 31
0 1 1 0 1 0 Pins grounded in SEVENTH: 29 and 31
-- -- -- -- -- --
D1 D2 D3 D4 D5 D6 Digital position on display
36 33 32 31 30 29 Pin number in the J1 connector

7.7 Economy Shift Program Mode: (not available for 777D trucks) Displays whether the economy
shift feature is ON or OFF. The operator can select between faster cycle times or better fuel
economy. Turning this feature ON or OFF changes the torque map used by the engine control and
the shift points used by the transmission control. ON is the ECONOMY Mode. OFF is the FULL
POWER Mode. When the economy shift feature is ON, full power is still used in FIRST and
SECOND Gears. The economy torque map is only used in gears THREE and up.

Use the "C" service switch to turn this feature ON or OFF..

O F F Setting at OFF
O N Setting at ON
-- -- -- -- -- --
D1 D2 D3 D4 D5 D6 Digital position on display

NOTE: The 777D Update truck does not use the economy shift feature. On 777D Update trucks a
"dash" will be shown in the display window in Mode 7.7. On 777D Update trucks the horsepower
can be changed from 686 kW (920 hp) to 746 kW (1000 hp) by programming the Engine ECM
with the ET service tool.
STMG 721 - 69 -
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7.8 Transmission Shift Lever Switch Input Mode: Displays the transmission shift lever switch
input signals to the Transmission/Chassis ECM. Transmission shift lever switch inputs correspond
to Pins 14, 19, 24, 27, 35 and 23 in the J1 connector of the Transmission/Chassis ECM. If the
particular input is grounded, a "0" will be displayed. If the input is not grounded (OPEN), a "1"
will be displayed. A normal transmission gear position will have two of the five gear wires
grounded along with the ground verify signal (Pin 23). Pin 23 should always be grounded and a
"0" should always be displayed in the D1 position of the display. Therefore, a correctly
functioning transmission shift lever switch and harness should always have three 0's and three 1's
for each gear position.

0 0 0 1 1 1 Pins grounded in REVERSE: 27 and 19

0 0 1 0 1 1 Pins grounded in NEUTRAL: 27 and 35
0 0 1 1 0 1 Pins grounded in FIRST: 27 and 24
0 0 1 1 1 0 Pins grounded in SECOND: 27 and 14
0 1 0 0 1 1 Pins grounded in THIRD: 19 and 35
0 1 0 1 0 1 Pins grounded in FOURTH: 19 and 24
0 1 0 1 1 0 Pins grounded in FIFTH: 19 and 14
0 1 1 0 0 1 Pins grounded in SIXTH: 35 and 24
0 1 1 0 1 0 Pins grounded in SEVENTH: 35 and 14
-- -- -- -- -- --
D1 D2 D3 D4 D5 D6 Digital position on display
23 27 19 35 24 14 Pin number in the J1 connector
STMG 721 - 70 -
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52

1. TPMS Module Located in the compartment at the rear of the cab are the Truck Payload
2. Transmission/ Measurement System (TPMS) Module (1), the Transmission/Chassis
Chassis ECM ECM (2) and the Brake ECM (3).
3. Brake ECM
The TPMS is an optional system that can be installed on the trucks to
keep track of production data such as payloads and cycle times. The
TPMS is not on the Cat Data Link and requires a separate communication
port for downloading and viewing the production information. The
information from the TPMS control can be accessed through the Payload
Operator Display (POD) or a laptop computer with the TPMS software.

The Transmission/Chassis ECM controls the shifting of the transmission,

torque converter lockup, the hoist system, the neutral-start feature, power
train filter, temperature monitoring, and the secondary steering control.

The Brake ECM controls the Automatic Retarder Control (ARC) system,
and the Traction Control System (TCS).

The Transmission/Chassis ECM, the Brake ECM, the Engine ECM and
the Caterpillar Monitoring System communicate with each other through
the CAT Data Link. All the information from these controls can be
accessed through the Caterpillar Monitoring System message center or a
laptop computer with Electronic Technician (ET) software.
STMG 721 - 71 -
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2
6

53

• Electrical components Located in the compartment at the rear of the cab are several electrical
components. Some of the electrical components are:

- Wiper delay module (1)

- Ether solenoid diode resister (2): When an ether solenoid is de-
energized, an electrical charge can be generated that will travel back
through the circuit. The electrical charge can be large enough to
cause damage to other electrical components. The diode resister
prevents the electrical charges from traveling backwards and causing
damage.
- Flasher relay (3)
- Gauge panel dimmer module (4)
- Engine oil prelube and backup alarm relays (5)
- Headlamp brights, wipers and ether solenoid relays (6)
STMG 721 - 72 -
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54

• Electrical components Other electrical components located at the rear of the cab are:

- 5 amp/24 Volt to 12 Volt converter (1)

- Secondary steering, hazard light and fog light relays (2)
STMG 721 - 73 -
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55

• Electronic Technician Shown is the new generation Communication Adapter and a laptop
(ET) computer with the Electronic Technician (ET) diagnostic software
installed. The communication adapter is connected to the CAT Data Link
diagnostic connector located on the circuit breaker panel.

• CAT Data Link The CAT Data Link consists of a pair of twisted wires that connect to all
of the Electronic Control Modules (ECM's) on a machine. The wires are
twisted to reduce electrical interference from unwanted sources such as
radio transmissions. All sensors and switches that provide an input to an
ECM can be shared with other ECM's on the CAT Data Link. The ability
to share the inputs eliminates the need for more than one sensor in the
same system. A laptop computer with the Electronic Technician (ET)
diagnostic software installed can also be connected to the CAT Data Link
and see the information that is being transmitted between the ECM's.

• ECAP or ET must be The Transmission/Chassis ECM and Brake ECM (ARC and TCS) used on
used with electronic the 777D Update trucks do not have diagnostic windows to access
controls diagnostic information. To perform diagnostic and programming
functions in these ECM's, the service technician must use an ECAP or a
laptop computer with the ET software installed.

• ET version 2.0 ET version 2.0 or greater must be used to communicate with the Brake
required for Brake ECM.
ECM
STMG 721 - 74 -
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56

Truck Payload Measurement System (TPMS)

• Payload Operator Located above the operator is the Payload Operator Display (POD). The
Display (POD) POD is installed on trucks with the attachment Truck Payload
Measurement System (TPMS). TPMS is a management tool that
monitors and records load cycles. A load cycle includes:
• TPMS load cycle - Load cycle number: Records a maximum of 1400 cycles.
- Load cycle date: The date must be set with a laptop computer that has
the TPMS software (Form SERD0032) installed.
- Load cycle time: The time must be set with a laptop computer that
has the TPMS software (Form SERD0032) installed.
- Load weight
- Empty travel time
- Empty travel distance
- Empty stopped time
- Load time
- Loaded stopped time
- Loaded travel time

• POD switches, display Two switches are mounted on the POD. The left switch turns on the
window and LED's TPMS. No load cycles will be recorded if this switch is in the OFF
position. The right switch is the test/set switch that is used to diagnose
and program the TPMS while viewing the information in the display
window. The Light Emitting Diodes (LED's) indicate when the truck is
being loaded (green) and fully loaded (red).

• Hazard light switch A hazard light switch is mounted to the right of the POD.

• TPMS set p with

STMG 721 - 75 -
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57

• TPMS setup with To set up the TPMS the first time, a laptop computer with the TPMS
laptop computer software (Form SERD0032) installed must be used to set the correct date
and time. The laptop computer must also be used to set the "User Defined
Data," which will appear on the top of all TPMS reports when they are
printed. The User Defined Data can contain up to four lines of
information with up to 10 numbers and/or letters on each line. All
programming requirements and diagnostic troubleshooting can be done
with the laptop computer.
STMG 721 - 76 -
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58

• TPMS setup with POD After the correct date, time and User Defined Data have been
1. Mode switch programmed with a laptop computer, the POD can also be used to
perform some of the setup requirements and diagnostics. To program the
2. Test/set switch
TPMS with the POD, the POD must be removed to provide access to the
mode switch (1). All the programming and diagnostic modes are listed on
the decal. Depress the mode switch until the desired mode is displayed.
When the desired mode is reached, the test/set switch (2) can be used to
change the setting shown in the display window.

INSTRUCTOR NOTE: For more detailed information on the TPMS,

refer to the Service Manual module "Truck Payload Measurement
System With Real Time Clock--Systems Operation, Testing and
Adjusting" (Form SENR4733).
STMG 721 - 77 -
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59

ENGINE

• 3508B engine Shown is the 3508B twin turbocharged and aftercooled engine used in the
777D Update Off-highway Truck.

• Engine specifications The engine performance specifications for the 777D Update truck are:
- Serial No. Prefix: 2GR
- performance spec: 0K1144--1000 hp 0K1145--920 hp
- max altitude: 2288 m (7500 ft.)
- gross power: 746 kW (1000 hp) or 686 kW (920 hp)
- full load rpm: 1750
- high idle rpm: 1937
- stall speed rpm: 1540 to 1670

These engines utilize the Electronic Unit Injection (EUI) system for
power, reliability and economy with reduced sound levels and low
emissions.

NOTE: On the 777D Update truck, the horsepower can be changed

from 686 kW (920 hp) to 746 kW (1000 hp) by programming the
Engine ECM with the ET service tool.
STMG 721 - 78 -
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3500B ELECTRONIC CONTROL SYSTEM

ENGINE COMPONENT DIAGRAM
ECM
ELECTRONIC UNIT GROUND DISCONNECT SWITCH
INJECTORS BOLT
24 V
MAIN KEY START
15 AMP POWER RELAY SWITCH
BREAKER
THROTTLE POSITION SENSOR
TIMING CALIBRATION
COOLANT TEMPERATURE CONNECTOR

ENGINE OIL
AFTERCOOLER TEMPERATURE LEVEL SWITCH
SPEED/TIMING SENSOR

ENGINE OIL PRESSURE

ENGINE OIL PRESSURE (FILTERED)
(UNFILTERED)
MANUAL ETHER
AID SWITCH
ETHER AID RELAYS AND SOLENOID
ATMOSPHERIC PRESSURE

THROTTLE OVERRIDE SWITCH

TURBO OUTLET PRESSURE (BOOST) FUEL FILTER
BYPASS SWITCH GROUND LEVEL
SHUTDOWN SWITCH
RIGHT TURBO INLET PRESSURE
CAT DATA LINK
CRANKCASE SERVICE TOOL
PRESSURE
LEFT TURBO INLET PRESSURE TRANSMISSION/CHASSIS ECM
BRAKE ECM
RIGHT TURBO EXHAUST A/C PRESSURE CATERPILLAR MONITORING SYSTEM
SWITCH
SHUTTER SOLENOID
LEFT TURBO EXHAUST
COOLANT FLOW PRE-LUBRICATION RELAY
SWITCH

60

Engine Electronic Control System

• 3500B electronic Shown is the electronic control system component diagram for the 3508B
control system engines used in the 777D Update trucks. Fuel injection is controlled by
component diagram
the Engine Electronic Control Module (ECM).

Many electronic signals are sent to the Engine ECM by sensors, switches
and senders. The Engine ECM analyzes these signals and determines
when and for how long to energize the injector solenoids.

When the injector solenoids are energized determines the timing of the
engine. How long the solenoids are energized determines the engine
speed.
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• Personality module Occasionally Caterpillar will make changes to the internal software
flash files
(personality module) that controls the performance of the engine. These
changes can be performed by using the WinFlash program that is part of
the laptop software program, Electronic Technician (ET). ET is used to
diagnose and program the electronic controls used in Off-highway Trucks.
If using the WinFlash program, a "flash" file must be obtained from
Caterpillar and uploaded into the existing ECM personality module.

• 777D Update truck The 777D Update truck engines are designed to meet the US
engine meets new Environmental Protection Agency (EPA) Tier I emissions regulations for
emission regulations
engines over 560 gross kW (750 gross hp). To meet this regulation the
777D Update truck engine will use a new Emission Software. When
installing the new Emission Software "flash" files in an Engine ECM, ET
• ATA or CAT Data Link can use the American Trucking Association (ATA) Data Link or the CAT
used for flashing ECM Data Link. The ATA and CAT Data Links consist of a pair of twisted
wires that connect to the Engine ECM and the diagnostic connector in the
cab. The wires are twisted to reduce electrical interference from
unwanted sources such as radio transmissions.

• Pull-up Voltage The Engine ECM will provide a "Pull-up Voltage" to the signal circuit of
most sensors when the ECM senses an OPEN circuit. Frequency sensors
do not receive a Pull-up Voltage. The signal circuit is usually Pin C of the
3-pin sensor connectors. The Pull-up Voltage for most sensors is
approximately 6.50 Volts, but this value can vary with different electronic
controls. Generally, the Pull-up Voltage will be higher than the high value
of a sensor's normal range. For example, the normal range of a coolant
temperature sensor is 0.4 to 4.6 Volts with temperatures between
-40¡C and +120¡C (-40¡F and +248¡F). The Pull-up Voltage of
6.50 Volts for this sensor is greater than the normal 4.6 Volts high value.

• Pull-up Voltage test To test for Pull-up Voltage, use a digital multimeter set to "DC Voltage,"
and use the following procedure (key start switch must be ON):

1. Measure between Pin B (analog or digital return) and Pin C (signal) on

the ECM side of a sensor connector before it is disconnected. The
voltage that is associated with the current temperature or pressure
should be shown.
2. Disconnect the sensor connector while still measuring the voltage
between Pins B and C. If the circuit between the ECM and the sensor
connector is good, the multimeter will display the Pull-up Voltage.
STMG 721 - 80 -
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INSTRUCTOR NOTE: Some of the 3508B Engine Electronic

Control System input and output components are shown during the
discussion of other systems. See the following slide numbers:

61. Engine ECM

61. Timing calibration connector
66. EUI injector
38. Throttle position sensor
72. Coolant temperature sensor
77. Aftercooler temperature sensor
81. Engine oil pressure sensor (filtered)
62. Atmospheric pressure sensor
93. Turbo outlet pressure sensor
90. Turbo inlet pressure sensor (right and left)
92. Turbo exhaust temperature sensors (right and left)
80. Engine oil level switch
46. Manual ether aid switch
86. Fuel filter bypass switch
65. Crankcase pressure sensor
N/A. A/C pressure switch (not shown)
73. Coolant flow switch
63. Speed timing sensor
82. Engine oil pressure sensor (unfiltered)
53 and 26. Ether aid relays and solenoid
46. Throttle override switch
23. Ground level shutdown switch
55. CAT Data Link/Service Tool
127. Transmission/Chassis ECM
196. Brake ECM
41. Caterpillar Monitoring System
N/A. Shutter solenoid (not shown)
53 and 69. Pre-lubrication relay and solenoid
67. User defined shutdown switch
60. ATA Data Link
STMG 721 - 81 -
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1
3

61

1. Engine ECM Fuel injection and some other systems are controlled by the Engine
- Controls fuel
ECM (1) located at the front of the engine. Other systems controlled by
injection the Engine ECM are: ether injection, engine start function and engine oil
pre-lubrication.
- Controls other
systems The Engine ECM has two 40-pin connectors. The connectors are
2. J1 connector identified as "J1" (2) and "J2" (3) Be sure to identify which connector is
the J1 or J2 connector before performing diagnostic tests.
3. J2 connector
The Engine ECM is cooled by fuel. Fuel flows from the fuel transfer
• ECM cooled by fuel pump through the ECM to the secondary fuel filters.
4. Timing calibration A 2-pin timing calibration connector (4) is located next to the ECM. If
connector the engine requires timing calibration, a timing calibration sensor
(magnetic pickup) is installed in the flywheel housing and connected to
the timing calibration connector.
Using the Caterpillar ET service tool, timing calibration is performed
automatically for the speed/timing sensors. The desired engine speed is
set to 800 rpm. This step is performed to avoid instability and ensures
that no backlash is present in the timing gears during the calibration
process. Timing calibration improves fuel injection accuracy by
correcting for any slight tolerances between the crankshaft, timing gears
and timing wheel. Timing calibration is normally performed after the
following procedures:
1. ECM replacement
2. Speed/timing sensor replacement
3. Timing wheel replacement
STMG 721 - 82 -
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62

• Atmospheric pressure The atmospheric pressure sensor (arrow) is located adjacent to the Engine
sensor (arrow) ECM. The Engine ECM uses the atmospheric pressure sensor as a
reference for calculating boost and air filter restriction.
• High altitude derate The sensor is also used for derating the engine at high altitudes. The
ECM will derate the engine at a rate of 1% per kPa to a maximum of
20%. Derating begins at a specific elevation. The elevation specification
can be found in the Technical Marketing Information (TMI) located in the
Caterpillar Network. If the Engine ECM detects an atmospheric pressure
sensor fault, the ECM will derate the fuel delivery to 20%. If the Engine
ECM detects an atmospheric and turbocharger inlet pressure sensor fault
at the same time, the ECM will derate the engine to the maximum rate of
40%.
The Engine ECM also uses the atmospheric pressure sensor as a reference
when calibrating all the pressure sensors.
• Atmospheric pressure The atmospheric pressure sensor is one of the many analog sensors that
sensor signal is DC receive a regulated 5.0 ± .0.5 Volts from the Engine ECM. The
Volts
atmospheric pressure sensor output signal is a DC Voltage output signal
that varies between 0.2 and 4.8 Volts DC with an operating pressure range
between 0 and 111 kPa (0 and 15.7 psi).
• Check atmospheric To check the output signal of analog sensors, connect a multimeter
pressure sensor between Pins B and C of the sensor connector. Set the meter to read
output signal "DC Volts." The DC Voltage output of the atmospheric pressure sensor
should be between 0.2 and 4.8 Volts DC.
STMG 721 - 83 -
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63

1. Engine speed/timing The engine speed/timing sensor (1) is positioned near the rear of the left
sensor
camshaft. The sensor signals the speed, direction and position of the
camshaft by counting the teeth and measuring the gaps between the teeth
on the timing wheel which is mounted on the camshaft.
• No signal from The engine speed/timing sensor is one of the most important inputs to the
speed/timing sensor
will prevent engine Engine ECM. If the Engine ECM does not receive an input signal from
operation the engine speed/timing sensor, the engine will not run.

• Check speed/timing The engine speed/timing sensor receives a regulated 12.5 ± 1.0 Volts from
sensor output signal the Engine ECM. To check the output signal of the speed/timing sensor,
connect a multimeter between Pins B and C of the speed/timing sensor
connector. Set the meter to read "Frequency." The frequency output of
the speed/timing sensor should be approximately:

- Cranking: 23 to 40 Hz
- Low Idle: 140 Hz
- High Idle: 385 Hz

2. Engine speed sensor A passive (two wire) engine speed sensor (2) is positioned on top of the
flywheel housing. The passive speed sensor uses the passing teeth of the
flywheel to provide a frequency output. The passive speed sensor sends
the engine speed signal to the Transmission/Chassis ECM and the Brake
ECM.
STMG 721 - 84 -
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The signal from the passive speed sensor is used for the Automatic
Retarder Control (ARC) engine control speed.

The output signal of the passive speed sensor can also be checked by
connecting a multimeter between the two pins of the speed sensor
connector and setting the meter to read frequency.

NOTE: Turn ON the engine shutdown switch (see Slide No. 23)
during the cranking test to prevent the engine from starting. The
cranking speed and frequency output will vary depending on weather
and machine conditions (battery charge). When viewing engine speed
in the ET status screen, cranking speed should be between 100 and
250 rpm.
STMG 721 - 85 -
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64

• Throttle position The throttle position sensor (arrow) provides the desired throttle position
sensor (arrow)
to the Engine ECM. If the Engine ECM detects a fault in the throttle
position sensor, the throttle back-up switch (see Slide No. 46) can be used
to increase the engine speed to 1300 rpm.

• Throttle position The throttle position sensor receives a regulated 8.0 ± 0.5 Volts from the
sensor signal is PWM Engine ECM. The throttle position sensor output signal is a Pulse Width
Modulated (PWM) signal that varies with throttle position and is
expressed as a percentage between 0 and 100%.
• Check throttle To check the output signal of the throttle position sensor, connect a
position sensor
multimeter between Pins B and C of the throttle position sensor
output signal
connector. Set the meter to read "Duty Cycle." The duty cycle output of
the throttle position sensor should be:

- Low Idle: 16 ± 6%
- High Idle: 85 ± 4%

• Throttle position NOTE: The throttle position sensor setting can be changed in the
sensor must be set Engine ECM using the Configuration screen of ET. Two settings are
with ET
available: 10% to 50% Throttle and 10% to 90% Throttle. The
777D Update truck must be set to the 10% to 90% Throttle setting.
STMG 721 - 86 -
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65

• Crankcase pressure The crankcase pressure sensor (arrow) is located on the right side of the
sensor (arrow)
engine above the engine oil cooler. The crankcase pressure sensor
provides an input signal to the Engine ECM. The ECM provides the
signal to the Caterpillar Monitoring System, which informs the operator
of the crankcase pressure.

High crankcase pressure may be caused by worn piston rings or cylinder

liners.

• Crankcase pressure If crankcase pressure exceeds 3.6 kPa (.5 psi) or 14.4 inches of water, a
event high crankcase pressure event will be logged. No factory password is
required to clear this event.
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66

• EUI fuel injector Shown is the top of a cylinder head with the valve cover removed. The
solenoid (arrow) most important output from the Engine ECM is the Electronic Unit
Injection (EUI) solenoid (arrow). One injector is located in each cylinder
head. The engine control analyzes all the inputs and sends a signal to the
injector solenoid to control engine timing and speed.
• Engine timing and Engine timing is determined by controlling the start time that the injector
speed solenoid is energized. Engine speed is determined by controlling the
duration that the injector solenoid is energized.
• E-trim code number 3500B injectors are calibrated during manufacturing for precise injection
identifies injector timing and fuel discharge. After the calibration, a four-digit "E-trim"
performance range code number is etched on the injector tappet surface. The E-trim code
identifies the injector's performance range.
• Trim code numbers When the injectors are installed into an engine, the trim code number of
are programmed into each injector is entered into the personality module (software) of the
Engine ECM Engine ECM using the ECAP or ET service tool. The software uses the
trim code to compensate for the manufacturing variations in the injectors
and allows each injector to perform as a nominal injector.
• Enter new trim codes When an injector is serviced, the new injector's trim code should be
during injector service programmed into the Engine ECM. If the new trim code is not entered,
the previous injector's characteristics is used. The engine will not be
harmed if the new code is not entered, but the engine will not provide
peak performance.
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3500B LOGGED EVENTS

• AIR FILTER RESTRICTION • HIGH AFTERCOOLER TEMPERATURE

• LOW OIL PRESSURE • ENGINE OIL LEVEL LOW

• HIGH COOLANT TEMPERATURE • HIGH CRANKCASE PRESSURE

• ENGINE OVERSPEED • LOW COOLANT FLOW

• OIL FILTER RESTRICTION • USER DEFINED SHUTDOWN

• FUEL FILTER RESTRICTION • PRELUBE OVERRIDE

• HIGH EXHAUST TEMPERATURE

67

• Events logged by The 3500B Engine ECM logs several data events that could cause damage
Engine ECM to the engine. Some of the events require factory passwords to clear from
the ECM memory. The events logged by the Engine ECM, their
maximum derate and their trip points are listed below:
Air filter restriction: Greater than 6.25 kPa (25 in. of water). Maximum
derate of 20%. Factory password required.

• 40% derate with two If the atmospheric and turbo inlet pressure sensors both fail at the same
sensor failures time, a derate of 40% will occur.

Low oil pressure: From less than 44 kPa (6.4 psi) at LOW IDLE to less
than 250 kPa (36 psi) at HIGH IDLE. Factory password required.

High coolant temperature: Greater than 107°C (226°F). Factory

password required.

Engine overspeed: Greater than 2200 rpm. Factory password required.

STMG 721 - 89 -
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• Additional logged Oil filter restriction: Greater than 70 kPa (10 psi). No factory password
events required. Greater than 200 kPa (29 psi). Factory password required.

Fuel filter restriction: Greater than 138 kPa (20 psi). No factory
password required.

Exhaust temperature high: Greater than 750°C (1382°F). Maximum

derate of 20%. Factory password required.

Aftercooler coolant temperature high: Greater than 107°C (226°F).

Factory password required.

Engine oil level low: No factory password required.

Crankcase pressure high: Greater than 3.6 kPa (.5 psi) or 14.4 inches of
water. No factory password required.

Coolant flow low: Factory password required.

User defined shutdown: The customer has the option of installing

systems that will shut down the engine if desired. If the installed system
sends a ground signal to the Engine ECM at connector
J1 pin 19, a user defined shutdown will occur. Factory password
required.

The engine will only shutdown when ground speed is 0 and the parking
brake is ENGAGED.

Prelube override: Override the engine oil prelube system with the key
start switch. Factory password required. (see Slide No. 69)
STMG 721 - 90 -
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SYSTEMS CONTROLLED BY ENGINE ECM

• ETHER INJECTION
• RADIATOR SHUTTER CONTROL
• COOL ENGINE ELEVATED IDLE
• COLD CYLINDER CUTOUT
• ENGINE START FUNCTION
• ENGINE OIL PRE-LUBRICATION

68

• Engine ECM controls The Engine ECM also regulates other systems by energizing solenoids or
other systems
relays. Some of the other systems controlled by the ECM are:

• Ether injection Ether Injection: The Engine ECM will automatically inject ether from
the ether cylinders during cranking. The duration of automatic ether
injection depends on the jacket water coolant temperature. The duration
will vary from 10 to 130 seconds. The operator can also inject ether
manually with the ether switch in the cab on the center console (see Slide
No. 46). The manual ether injection duration is 5 seconds. Ether will be
injected only if the engine coolant temperature is below 10¡C (50¡F) and
engine speed is below 1900 rpm.

• Radiator shutter Radiator Shutter Control: On trucks that operate in cold weather,
control shutters can be added in front of the radiator. Installing shutters in front of
the radiator allows the engine to warm up to operating temperature
quicker. If a truck is equipped with the attachment radiator shutter
control, the shutters are controlled by the Engine ECM.
STMG 721 - 91 -
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• Cool Engine Elevated Cool Engine Elevated Idle: The Engine ECM provides an elevated
Idle engine idle speed of 1300 rpm when the engine coolant temperature is
below 60°C (140°F). The rpm is gradually reduced to 1000 rpm between
60°C (140°F) and 71°C (160°F). When the temperature is greater than
71°C (160°F), the engine will operate at low idle (700 rpm).
Increasing the low idle speed helps prevent incomplete combustion and
overcooling. To temporarily reduce the elevated idle speed, the operator
can release the parking brake or step on the throttle momentarily, and the
idle speed will decrease to LOW IDLE for 10 minutes.
• Cold cylinder cutout Cold Cylinder Cutout: The 3500B engine uses a cold cylinder cutout
function to:
- Reduce white exhaust smoke (unburned fuel) after start-up and
during extended idling in cold weather
- Minimize the time in Cold Mode
- Reduce the use of ether injection.
After the engine is started and the automatic ether injection system has
stopped injecting ether, the Engine ECM will cut out one cylinder at a
time to determine which cylinders are firing. The ECM will disable some
of the cylinders that are not firing.
The ECM can identify a cylinder which is not firing by monitoring the
fuel rate and engine speed during a cylinder cutout. The ECM averages
the fuel delivery and analyzes the fuel rate change during a cylinder
cutout to determine if the cylinder is firing.
• Engine runs rough Disabling some of the cylinders during Cold Mode operation will cause
during Cold Mode the engine to run rough until the coolant temperature increases above the
Cold Mode temperature. This condition is normal, but the operator
should be aware it exists to prevent unnecessary complaints.
• Engine start function Engine Start Function: The Engine Start function is controlled by the
Engine ECM and the Transmission/Chassis ECM. The Engine ECM
provides signals to the Transmission/Chassis ECM regarding the engine
speed and the condition of the engine pre-lubrication system. The
Transmission/Chassis ECM will energize the starter relay only when:
- The shift lever is in NEUTRAL.
- The parking brake is ENGAGED.
- The engine speed is zero rpm.
- The engine pre-lubrication cycle is completed or turned OFF.

NOTE: To protect the starter, the starter is disengaged when the

engine rpm is above 300 rpm.
STMG 721 - 92 -
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69

• Engine oil Engine Oil Pre-lubrication: Engine oil pre-lubrication is controlled by

pre-lubrication the Engine ECM and Transmission/Chassis ECM. The Engine ECM
energizes the pre-lubrication pump relay located behind the cab (see Slide
1. Pre-lubrication pump No. 53) The relay behind the cab then energizes the pre-lube relay (1) on
relay the front engine mount. The Engine ECM signals the
Transmission/Chassis ECM to crank the engine when:
- Engine oil pressure is 3 kPa (.4 psi) or higher.
2. Pre-lubrication pump - The pre-lubrication pump (2) has run for 17 seconds. (If the system
times out after 17 seconds, a pre-lubrication time out fault is logged
in the Engine ECM.)
- The engine has been running in the last two minutes.
- Coolant temperature is above 50°C (122°F).
• Pre-lubrication The engine oil pre-lubrication system can be bypassed to allow quick
override starts. To override the pre-lubrication system, turn the key start switch to
the CRANK position for a minimum of two seconds. The
Transmission/Chassis ECM will begin the pre-lube cycle. While the pre-
lube cycle is active, turn the key start switch to the OFF position. Within
10 seconds, turn the key start switch back to the CRANK position. The
Transmission/Chassis ECM will energize the starter relay.
• Pre-lubrication If the engine oil pre-lubrication system is bypassed using the above
override event procedure, the Engine ECM will log a pre-lube override event that
requires a factory password to clear.
NOTE: The ECAP and ET can enable or disable the pre-lubrication
feature in the Engine ECM.
STMG 721 - 93 -
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70

Cooling Systems

• Engine cooling The cooling system is divided into two systems. The two systems are the
systems: jacket water cooling system and the aftercooler cooling system. When
- Jacket water cooling servicing the cooling systems, be sure to drain and fill both systems
system separately.
- Aftercooler cooling
system The jacket water cooling system uses the cores on the right side of the
radiator (approximately 60% of the total capacity). The jacket water
cooling system temperature is controlled by temperature regulators
(thermostats).

The aftercooler cooling system uses the cores on the left side of the
radiator (approximately 40% of the total capacity). The aftercooler
cooling system does not have thermostats in the circuit. The coolant
flows through the radiator at all times to keep the turbocharged inlet air
cool for increased horsepower.

1. Coolant level gauges The coolant levels are checked at the radiator top tank. Use the
gauges (1) on the top tank to check the coolant level.

2. Pressure relief valves Pressure relief valves (2) prevent the cooling systems from becoming over
pressurized. The jacket water and the aftercooler cooling systems each
have their own relief valve. If a cooling system overheats or if coolant is
leaking from a relief valve, clean or replace the relief valve.
STMG 721 - 94 -
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71

Jacket Water Cooling System

1. Jacket water pump The jacket water pump (1) is located on the right side of the engine. The
pump draws coolant from the bypass tube (2) until the temperature
2. Bypass tube
regulators (thermostats) open. The thermostats are located in the
3. Jacket water housing (3) at the top of the bypass tube. When the thermostats are open,
thermostat housing coolant flows through the radiator to the water pump inlet.
STMG 721 - 95 -
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72

• Jacket water coolant The jacket water coolant temperature sensor (arrow) is located in the
temperature sensor
(arrow) thermostat housing. The Engine ECM uses the coolant temperature
sensor information for cold mode functions such as timing changes,
elevated idle, cold cylinder cut-out, ether injection and others.

The Engine ECM provides the signal to the Caterpillar Monitoring

System, which informs the operator of the coolant temperature.

• High coolant If the jacket water cooling system temperature increases above 107¡C
temperature event (226¡F), the Engine ECM will log an event that requires a factory
password to clear.
STMG 721 - 96 -
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73

1. Coolant flow warning Coolant flows from the jacket water pump, past the coolant flow warning
switch
switch (1), and through the various system oil coolers (engine,
hoist/converter/brake, and transmission).

The coolant flow switch sends an input signal to the Engine ECM. The
Engine ECM provides the input signal to the Caterpillar Monitoring
System, which informs the operator of the coolant flow status.

• Low coolant flow If the ECM detects a low coolant flow condition, a low coolant flow event
event will be logged. A factory password is required to clear this event.
2. Jacket water coolant Jacket water coolant samples can be taken at the Scheduled Oil Sampling
S•O•S tap (S•O•S) coolant analysis tap (2).
STMG 721 - 97 -
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74

1. Engine oil cooler Shown is the right side of the engine. Jacket water coolant flows through
2. Transmission oil
the engine oil cooler (1), the transmission oil cooler (2) and the hoist,
cooler converter and brake oil cooler (3) to both sides of the engine cylinder
block. Coolant flows through the engine block and through the cylinder
3. Hoist, converter and
brake oil cooler
heads. From the cylinder heads, the coolant flows to the temperature
regulators and either goes directly to the water pump through the bypass
tube or to the radiator (depending on the temperature of the coolant).
STMG 721 - 98 -
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JACKET WATER COOLANT FLOW

THERMOSTAT
HOUSING
RADIATOR

ENGINE OIL COOLER

BYPASS
TRANSMISSION TUBE
OIL COOLER

HOIST, CONVERTER
AND BRAKE OIL COOLER

WATER
PUMP

75

• Jacket water cooling Shown is the jacket water cooling circuit. Coolant flows from the jacket
circuit
water pump through the coolers to the engine block. Coolant flows
through the engine block and the cylinder heads. From the cylinder
heads, the coolant flows to the temperature regulators (thermostats) and
either goes directly to the water pump through the bypass tube or to the
radiator (depending on the temperature of the coolant).
In this illustration and those that follow, the colors used to identify the
various pressures in the systems are:
Red - Supply oil/water pressure
Green - Drain or tank oil/water
Red and White Stripes - Reduced supply oil pressure
Brown - Lubrication or cooling pressure
Orange - Pilot or load sensing signal pressure
Blue - Blocked oil
Yellow - Moving components
Purple - Air pressure
STMG 721 - 99 -
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76

Aftercooler Cooling System

1. Aftercooler water The auxiliary (aftercooler) water pump (1) for the aftercooler cooling
pump system is located on the left side of the engine. Coolant enters the
2. Pump supply tube aftercooler water pump from the radiator through the tube (2). Coolant
3. Pump delivery tube flows from the pump to the aftercooler cores through the large tube (3)
4. Aftercooler coolant Aftercooler coolant samples can be taken at the Scheduled Oil Sampling
S•O•S tap
(S¥O¥S) coolant analysis tap (4).
STMG 721 - 100 -
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77

1. Aftercooler Aftercooler coolant flows from the pump into the front of the
2. Aftercooler aftercooler (1) and exits out the rear. Located in a tube at the rear of the
temperature sensor aftercooler is the aftercooler temperature sensor (2). The aftercooler
temperature sensor provides an input signal to the Engine ECM. The
Engine ECM provides the input signal to the Caterpillar Monitoring
System, which warns the operator if the aftercooler coolant temperature is
too high.

• Aftercooler If the aftercooler coolant temperature increases above 107¡C (226¡F), the
temperature event Engine ECM will log an event that requires a factory password to clear.
STMG 721 - 101 -
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78

1. Brake oil cooler Coolant flows through the aftercooler core to the brake oil cooler (1)
• Aftercooler cooling located at the rear of the engine. Coolant flows through the brake oil
circuit does not have cooler to the aftercooler section of the radiator. The aftercooler cooling
thermostats
system does not have temperature regulators (thermostats) in the circuit.

2. Brake oil cooler When the service or retarder brakes are ENGAGED, the brake oil cooler
diverter valve diverter valve (2) allows brake cooling oil to flow through the brake oil
cooler.

Normally, brake cooling oil is diverted around the cooler and goes
directly to the brakes. Diverting oil around the cooler provides lower
temperature aftercooler air during high power demands (when climbing a
grade with the brakes RELEASED, for example).

3. Oil cooled front If the truck is equipped with the attachment front oil cooled brakes, the
brake cooling oil brake oil cooler tube will have two ports (3) for brake cooling oil to flow
ports
to the front brakes. If the truck is equipped with the standard front caliper
disk brakes, the brake oil cooler tube will not have the two ports.
STMG 721 - 102 -
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AFTERCOOLER COOLANT FLOW

RADIATOR

BRAKE
AFTERCOOLER OIL COOLER

DIVERTER
VALVE

AIR
COMPRESSOR
AFTERCOOLER
WATER PUMP

79

• Aftercooler cooling Shown is the aftercooler cooling circuit. Coolant flows from the
circuit
aftercooler water pump through the aftercooler and the air compressor.

Coolant flows through the aftercooler core to the brake oil cooler located
at the rear of the engine.

Coolant then flows through the brake oil cooler to the aftercooler section
of the radiator. The aftercooler cooling circuit does not have temperature
regulators (thermostats) in the circuit.
STMG 721 - 103 -
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80

Lubrication System

• Engine oil pump The engine oil pump is located behind the jacket water pump on the right
1. Engine oil pump side of the engine. The pump draws oil from the oil pan through a screen.
relief valve The relief valve (1) for the lubrication system is located on the pump.

The engine also has a scavenge pump at the rear of the engine to transfer
oil from the rear of the oil pan to the main sump.

2. Engine oil cooler Oil flows from the pump through an engine oil cooler bypass valve (2) to
bypass valve the engine oil cooler (3). The bypass valve for the engine oil cooler
3. Engine oil cooler permits oil flow to the system during cold starts when the oil is thick or if
the cooler is plugged.

4. Engine oil level low An engine oil level switch (4) provides input signals to the Engine ECM.
switch The Engine ECM provides an input signal to the Caterpillar Monitoring
System, which warns the operator when the engine oil level is low and it
is unsafe to operate the truck without causing damage to the engine. The
ENGINE OIL LEVEL LOW message is a Category 2 or 3 Warning.
STMG 721 - 104 -
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81

• Engine oil filters Oil flows from the engine oil cooler to the oil filters on the left side of the
engine. The oil flows through the filters and enters the engine cylinder
block to clean, cool and lubricate the internal components and the
turbochargers.
1. Engine oil pressure The engine has two oil pressure sensors. One sensor is located on each
sensor (filtered) end of the oil filter base. The front sensor (see next slide) measures
unfiltered oil pressure. The rear sensor (1) measures filtered oil pressure
after the filters. The sensors send input signals to the Engine ECM. The
ECM provides the input signal to the Caterpillar Monitoring System,
which informs the operator of the engine oil pressure. Used together, the
two engine oil pressure sensors inform the operator if the engine oil filters
are restricted.
• Engine oil pressure If the engine oil pressure is less than 44 kPa (6.4 psi) at LOW IDLE to
event less than 250 kPa (36 psi) at HIGH IDLE, the Engine ECM will log an
event that requires a factory password to clear.
• Engine oil filter If the oil filter restriction exceeds 70 kPa (10 psi), a low oil filter
restriction events restriction event will be logged. No factory password is required to clear
this event. If the oil filter restriction exceeds 200 kPa (29 psi), a high oil
filter restriction event will be logged. A factory password is required to
clear this event.
2. Oil filter bypass An oil filter bypass valve is located above each filter in the oil filter base
valve covers behind the two covers (2). The oil filter bypass valves will open if the oil
filter restriction exceeds 203 ± 20 kPa (29 ± 3 psi).
STMG 721 - 105 -
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2 3

82

1. Engine oil S•O•S tap Shown is the bottom view of the engine oil filter base. Engine oil
samples can be taken at the Scheduled Oil Sampling (S•O•S) tap (1)
located on front of the oil filter base.
2. Engine oil pressure Also shown is the engine oil pressure sensor (2) that measures the engine
sensor (unfiltered) oil pressure before the filters.

3. Trapped engine oil The oil filter base also has a fitting (3) that can be used to drain the engine
drain oil trapped above the filters. Do not add oil through the fitting because
unfiltered oil will enter the engine. Any contamination could cause
damage to the engine.

NOTICE
When changing the engine oil filters, drain the oil trapped above the
filters through the fitting (3) to prevent spilling the oil. Oil added to
the engine through the fitting will go directly to the main oil galleries
without going through the engine oil filters. Adding oil to the engine
through the fitting may introduce contaminants into the system and
cause damage to the engine.
STMG 721 - 106 -
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ENGINE OIL SYSTEM

ENGINE
BLOCK

SCAVENGE
PUMP

ENGINE BYPASS
OIL FILTERS VALVE

ENGINE
OIL COOLER

ENGINE
OIL PUMP

83

• Engine oil system The engine oil pump draws oil from the oil pan through a screen.
The engine also has a scavenge pump at the rear of the engine to transfer
oil from the rear of the oil pan to the main sump.
Oil flows from the pump through an engine oil cooler bypass valve to the
engine oil cooler. The bypass valve for the engine oil cooler permits oil
flow to the system during cold starts when the oil is thick or if the cooler
is plugged.
Oil flows from the engine oil cooler to the oil filters. The oil flows
through the filters and enters the engine cylinder block to clean, cool and
lubricate the internal components and the turbochargers.
STMG 721 - 107 -
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84

Fuel System

• Primary fuel filter The fuel tank is located on the right side of the truck (see Slide No. 13).
(arrow) Fuel is pulled from the tank through the primary fuel filter (arrow) by the
fuel transfer pump located on the right side of the engine behind the
engine oil pump.
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1 2

85

1. Fuel transfer pump The fuel transfer pump (1) is located behind the engine oil pump. The
2. Fuel transfer pump
fuel transfer pump contains a bypass valve (2) to protect the fuel system
bypass valve components from excessive pressure. The bypass valve setting is higher
[approximately 861 kPa (125 psi)] than the setting of the fuel pressure
regulator (see Slide No. 87). Fuel flows from the transfer pump through
the Engine ECM to the secondary fuel filters located on the left side of the
engine.
STMG 721 - 109 -
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2 1

86

• Secondary fuel filters The secondary fuel filters and the fuel priming pump (1) are located
1. Fuel priming pump
above the engine oil filters on the left side of the engine. The fuel
priming pump is used to fill the filters after they are changed.

2. Fuel filter bypass Fuel filter restriction is monitored with a fuel filter bypass switch (2)
switch located on the fuel filter base. The fuel filter bypass switch provides an
input signal to the Engine ECM. The ECM provides a signal to the
Caterpillar Monitoring System, which informs the operator if the
secondary fuel filters are restricted.

• Fuel filter restriction If fuel filter restriction exceeds 138 kPa (20 psi), a fuel filter restriction
event event is logged. No factory password is required to clear this event.

• Fuel flows to EUI Fuel flows from the fuel filter base through the Electronic Unit Injection
injectors (EUI) fuel injectors (see Slide No. 66), the fuel pressure regulator and
• Extra fuel cools then returns to the fuel tank. The injectors receive 4 1/2 times the amount
injectors of fuel needed for injection. The extra fuel is used for cooling.

NOTE: If the fuel system requires priming, it may be necessary to

block the fuel return line during priming to force the fuel into the
injectors.
STMG 721 - 110 -
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1 2

87

1. Fuel pressure tubes Fuel flows from the fuel filter base through the steel tubes (1) to the EUI
to injectors
fuel injectors. Return fuel from the injectors flows through the fuel
2. Fuel pressure pressure regulator (2) before returning to the fuel tank. Fuel pressure is
regulator controlled by the fuel pressure regulator.

Fuel pressure should be between 360 to 725 kPa (52 to 105 psi) at Full
Load RPM.
STMG 721 - 111 -
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FUEL SYSTEM
FUEL TANK

FUEL
PRIMARY PRESSURE
FUEL REGULATOR
FILTER
CYLINDER
HEAD

FUEL
TRANSFER
PUMP
FUEL
PRIMING
PUMP

SECONDARY CYLINDER
ENGINE FUEL FILTERS HEAD
ECM

88

• Fuel system circuit Fuel is pulled from the tank through the primary fuel filter by the fuel
transfer pump. Fuel flows from the transfer pump through the Engine
ECM to the secondary fuel filters.

Fuel flows from the fuel filter base through the fuel injectors in the
cylinder heads. Return fuel from the injectors flows through the fuel
pressure regulator before returning to the tank.

The fuel priming pump is used to fill the filters after they are changed. If
the fuel system requires priming, it may be necessary to block the fuel
return line during priming to force the fuel into the injectors.
STMG 721 - 112 -
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89

Air Induction and Exhaust System

• Engine air intake Shown are the air intake system components. Check the air filter
system components: restriction indicators (1). If the yellow pistons are in the red zone
1. Air filter restriction (indicating that the filters are plugged), the air filters must be serviced.
indicators An air filter restriction indicator is also located on the dash (see Slide
• Alert indicator on No. 47). The alert indicator lights when the filter restriction is
dash approximately 6.2 kPa (25 in. of water).
2. Dust valves Located next to the air filter housings are the precleaners. Check the dust
valves (2) for plugging. If necessary, disconnect the clamp and open the
cover for additional cleaning. Replace the dust valve if the rubber is not
flexible.
• Replace dust valve if The dust valve is OPEN when the engine is OFF and closes when the
not flexible engine is running. The dust valve must be flexible and close when the
engine is running or the precleaner will not function properly and the air
filters will have a shortened life.
• Large primary element Two filter elements are installed in the filter housings. The large element
is the primary element and the small element is the secondary element.
• Small secondary
element Air intake system tips:
- The primary element can be cleaned a maximum of six times.
- Never clean the secondary element for reuse. Always replace the
secondary element.
- Air filter restriction causes black exhaust smoke and low power.
STMG 721 - 113 -
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90

• Turbocharger inlet The turbocharger inlet pressure sensor (arrow) is located in a tube
pressure sensor
(arrow)
between the air filters and the turbochargers. The Engine ECM uses the
turbocharger inlet pressure sensor in combination with the atmospheric
pressure sensor to determine air filter restriction. The ECM provides the
input signal to the Caterpillar Monitoring System, which informs the
operator of the air filter restriction.

• Air filter restriction If air filter restriction exceeds 6.25 kPa (25 in. of water), an air filter
event restriction event will be logged, and the ECM will derate the fuel delivery
(maximum derating of 20%) to prevent excessive exhaust temperatures.
A factory password is required to clear this event. If the Engine ECM
detects a turbocharger inlet pressure sensor fault, the ECM will derate the
engine to the maximum rate of 20%. If the Engine ECM detects a
turbocharger inlet and atmospheric pressure sensor fault at the same time,
the ECM will derate the engine to the maximum rate of 40%.
STMG 721 - 114 -
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91

• 3508B has two The 3508B engine is equipped with two turbochargers. The turbochargers
turbochargers
are driven by the exhaust gas from the cylinders which enters the turbine
1. Turbo turbine side (1) of the turbochargers. The exhaust gas flows through the
turbochargers, the exhaust piping, and the mufflers.

2. Aftercooler The clean air from the filters enters the compressor side of the
turbochargers. The compressed air from the turbochargers flows to the
aftercooler (2). After the air is cooled by the aftercooler, the air flows to
the cylinders and combines with the fuel for combustion.
STMG 721 - 115 -
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92

• Exhaust temperature An exhaust temperature sensor (arrow) is located in each exhaust

sensor (arrow)
manifold before the turbochargers. The two exhaust temperature sensors
provide input signals to the Engine ECM. The ECM provides the input
signal to the Caterpillar Monitoring System, which informs the operator
of the exhaust temperature.

• Causes of high Some causes of high exhaust temperature may be faulty injectors, plugged
exhaust temperature air filters, or a restriction in the turbochargers or the muffler.

• High exhaust If the exhaust temperature is above 750¡C (1382¡F), the Engine ECM will
temperature derates derate the fuel delivery to prevent excessive exhaust temperatures. The
engine and logs event
ECM will derate the engine by 2% for each 30 second interval that the
exhaust temperature is above 750¡C (1382¡F) (maximum derate of 20%).
The ECM will also log an event that requires a factory password to clear.
STMG 721 - 116 -
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93

• Turbo outlet pressure Shown is the turbocharger outlet pressure sensor (arrow). The
sensor (arrow) turbocharger outlet pressure sensor sends an input signal to the Engine
ECM. The Engine ECM compares the value of the turbo outlet pressure
sensor with the value of the atmospheric pressure sensor and calculates
boost pressure.

• Check for power The best way to check for a power problem is to compare the truck
problem performance with the rimpull charts in the performance handbook
(SEBD0340) or the 777D Update Specalog. The truck should be able to
climb a grade in the same gear as specified in these two publications.

• Determine which If an engine power problem is suspected, check boost pressure at full load
power train rpm. If boost pressure is correct at full load rpm, the engine is not the
component has problem and other systems such as the torque converter should be
problem
checked.

• Check boost at full To check boost pressure at full load rpm, the truck must be operated in
load rpm FIRST GEAR with the throttle at MAXIMUM and the retarder gradually
engaged. Traveling up a grade is best as long as the engine rpm does not
fall below the full load rpm specification during the test. Gradually
engage the retarder until the full load rpm is displayed. When the full
load rpm is displayed, record the boost pressure. If boost pressure is
within the specifications at full load rpm, the engine is operating
correctly.
STMG 721 - 117 -
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Use ET or the Caterpillar Monitoring System display panel to view the

engine rpm and boost pressure. The boost and full load rpm
specifications are:

• Full load boost Engine ECM set to 746 kW (1000 hp)

pressure
- Boost: 221 ± 28 kPa (32 ± 4 psi)
- Full load: 1750 rpm

Engine ECM set to 686 kW (920 hp)

- Boost: 201 ± 28 kPa (29 ± 4 psi)
- Full load: 1750 rpm

• Torque converter stall Generally, Torque Converter (TC) stall speed (in gear, full throttle,
speed zero ground speed) is used to determine if the engine power is low or a
torque converter problem exists. For example, if the engine power is
within specification and the stall speed is high, the torque converter may
have a problem (low internal oil pressure, poor internal tolerances or
damaged components).

The boost and torque converter stall rpm specifications are:

• Torque converter stall Engine ECM set to 746 kW (1000 hp)

boost pressure
- Boost: 210 ± 28 kPa (30 ± 4 psi)
- Torque Converter Stall: 1540 to 1670 rpm

Engine ECM set to 686 kW (920 hp)

- Boost: 190 ± 28 kPa (28 ± 4 psi)
- Torque Converter Stall: 1540 to 1670 rpm

NOTE: On the 777D Update truck, the horsepower can be changed

from 686 kW (920 hp) to 746 kW (1000 hp) by programming the
Engine ECM with the ET Service Tool.
STMG 721 - 118 -
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FROM AIR MUFFLER

FILTERS

AIR INDUCTION
AND
EXHAUST SYSTEM AFTERCOOLER

FROM AIR
FILTERS

94

• Air induction and This schematic shows the flow through the air induction and exhaust
exhaust system
system.

The turbochargers are driven by the exhaust gas from the cylinders which
enters the turbine side of the turbochargers. The exhaust gas flows
through the turbochargers, the exhaust piping, and the mufflers.

The clean air from the filters enters the compressor side of the
turbochargers. The compressed air from the turbochargers flows to the
aftercooler. After the air is cooled by the aftercooler, the air flows to the
cylinders and combines with the fuel for combustion.
STMG 721 - 119 -
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POWER TRAIN

777D

95

POWER TRAIN

• Power train Power flows from the engine to the rear wheels through the power train.
components: The components of the power train are:

- Torque converter - Torque converter

- Transfer gears
- Transfer gears
- Transmission
- Transmission - Differential
- Differential - Final drives

- Final drives
INSTRUCTOR NOTE: In this section of the presentation, component
locations and a brief description of the component functions are
provided. For more detailed information on the torque converter and
ICM (Individual Clutch Modulation) transmission, refer to the
Technical Instruction Module "769C - 793B Off-highway Trucks--
Torque Converter and Transmission Hydraulic System" (Form
SEGV2591).
STMG 721 - 120 -
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96

Torque Converter
• Torque converter: The first component in the power train is the torque converter. The torque
converter provides a fluid coupling that permits the engine to continue
- Provides a fluid running with the truck stopped. In converter drive, the torque converter
coupling
multiplies engine torque to the transmission. At higher ground speeds, a
- Multiplies torque lockup clutch engages to provide direct drive. The NEUTRAL and
- Provides direct drive REVERSE ranges are converter drive only. FIRST SPEED is converter
operation drive at low ground speed and direct drive at high ground speed.
SECOND through SEVENTH SPEEDS are direct drive only. The torque
converter goes to converter drive between each shift (during clutch
engagement) to provide smooth shifts.

1. Inlet relief valve Mounted on the torque converter are the inlet relief valve (1), the outlet
relief valve (2) and the torque converter lockup clutch control valve (3).
2. Outlet relief valve
A torque converter outlet temperature sensor (4) provides an input signal
3. Lockup clutch to the Transmission/Chassis ECM. The Transmission/Chassis ECM sends
control valve the signal to the Caterpillar Monitoring System, which informs the
4. Outlet temperature
operator of the torque converter outlet temperature.
sensor
The torque converter pump (5) consists of three or four sections. The
5. Torque converter pump sections from front to rear are:
pump - torque converter scavenge
- torque converter charging
- parking brake release
- brake cooling (oil cooled front brakes only)
STMG 721 - 121 -
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LOCKUP PISTON TURBINE IMPELLER

TORQUE CONVERTER
CONVERTER DRIVE
STATOR TORQUE CONVERTER
INLET OIL

TORQUE CONVERTER
FREEWHEEL LOCKUP OIL PASSAGE
ASSEMBLY

97

• CONVERTER DRIVE This sectional view shows a torque converter in CONVERTER DRIVE.
The lockup clutch (yellow piston and blue discs) is not engaged. During
- Output shaft rotates operation, the rotating housing and impeller (red) can rotate faster than the
slower than engine
rpm turbine (blue). The stator (green) remains stationary and multiplies the
torque transfer between the impeller and the turbine. The output shaft
- Torque is increased rotates slower than the engine crankshaft, but with increased torque.
• Torque converter
components:

- Lockup clutch
- Impeller
- Turbine
- Stator
STMG 721 - 122 -
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LOCKUP PISTON IMPELLER

TURBINE
TORQUE CONVERTER
DIRECT DRIVE
STATOR TORQUE CONVERTER
INLET OIL

TORQUE CONVERTER
FREEWHEEL LOCKUP OIL PASSAGE
ASSEMBLY

98

• DIRECT DRIVE In DIRECT DRIVE, the lockup clutch is engaged by hydraulic pressure
and locks the turbine to the impeller. The housing, impeller, turbine, and
- Lockup clutch output shaft then rotate as a unit at engine rpm. The stator, which is
engaged
mounted on a freewheel assembly, is driven by the force of the oil in the
- Output shaft rotates housing and will freewheel at approximately the same rpm.
at engine rpm
- Stator freewheels
STMG 721 - 123 -
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4 3

99

Torque Converter Hydraulic System

• Torque converter The three (caliper disc front brakes) or four (oil cooled front brakes)
pump has three or section torque converter pump is located at the bottom rear of the torque
four sections: converter. The four sections (from the front to the rear) are:
1. Torque converter - Torque converter scavenge (1)
scavenge
- Torque converter charging (2)
2. Torque converter
charging
- Parking brake release (3)
- Brake oil cooling (4) (oil cooled front brakes only)
3. Parking brake
release Excess oil that accumulates in the bottom of the torque converter is
4. Brake oil cooling scavenged by the first section of the pump through a screen behind the
(oil cooled front access cover (5) and returned to the hydraulic tank.
brakes only)
5. Torque converter
scavenge screen
cover
STMG 721 - 124 -
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100

1. Torque converter Oil flows from the torque converter charging section of the pump to the
charging filter
torque converter charging filter (1). The filter is located on the frame
behind the left front tire.
2. Hoist, converter and Hoist, converter and brake oil samples can be taken at the Scheduled Oil
brake oil S•O•S tap
Sampling (S¥O¥S) tap (2).
STMG 721 - 125 -
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1
2

3
4

101

1. Torque converter Oil flows from the torque converter charging filter to the torque converter
inlet relief valve inlet relief valve (1). The inlet relief valve limits the maximum pressure
of the supply oil to the torque converter. The torque converter inlet relief
2. Inlet relief pressure pressure can be measured at this valve by removing a plug (2) and
test port installing a pressure tap. Inlet relief pressure should not exceed
930 ± 35 kPa (135 ± 5 psi) at high idle when the oil is cold. Normally, the
inlet relief pressure will be slightly higher than the outlet relief valve
pressure.
Oil flows through the inlet relief valve and enters the torque converter.
Some of the oil will leak through the torque converter to the bottom of the
housing to be scavenged. Most of the oil in the torque converter is used
to provide a fluid coupling and flows through the torque converter outlet
3. Torque converter relief valve (3). The outlet relief valve maintains the minimum pressure
outlet relief valve inside the torque converter. The main function of the outlet relief valve is
4. Torque converter to keep the torque converter full of oil to prevent cavitation. The outlet
outlet relief pressure relief pressure can be measured at the tap (4) on the outlet relief valve.
tap The outlet relief pressure should be 380 to 515 kPa (55 to 75 psi) at
1540 to 1670 rpm (TC Stall).

5. Torque converter A torque converter outlet temperature sensor (5) provides an input signal
outlet temperature to the Caterpillar Monitoring System, which informs the operator of the
sensor torque converter outlet temperature.
STMG 721 - 126 -
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102

1. Cooler screen Most of the oil from the torque converter outlet relief valve flows through
2. Hoist, converter and a screen (1) and the hoist, converter and brake oil cooler (2) located on
brake oil cooler the right side of the engine.
• TC charging oil cools The torque converter charging oil flows through the hoist, converter and
rear brakes brake oil cooler and the rear brakes before returning to the hydraulic tank.
STMG 721 - 127 -
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103

• Parking brake release Oil flows from the parking brake release section of the torque converter
filter (arrow) pump to the parking brake release filter (arrow).
STMG 721 - 128 -
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104

1. Parking brake release Oil from the parking brake release filter flows to the parking brake release
valve valve (1). The valve is located inside the left frame near the torque
converter. The parking brake release section of the torque converter
pump provides supply oil for several purposes:
- Release the parking brakes
- Engage the torque converter lockup clutch
- Hoist valve pilot oil
- Brake oil cooling
2. Parking brake relief The parking brake relief valve (2) controls the pressure for parking brake
valve release, torque converter lockup and hoist valve pilot oil. The parking
brake release pressure is 4700 ± 200 kPa (680 ± 30 psi).
• Most oil used for Most of the oil from the parking brake release valve flows through the
brake cooling brake oil cooler and is used to cool the brakes.
STMG 721 - 129 -
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1
3

105

1. Torque converter The parking brake release pump supplies oil to the torque converter
lockup clutch valve lockup clutch valve through the inlet port (1). When the lockup clutch
supply port
solenoid (2) is energized by the Transmission/Chassis ECM, parking
2. Lockup solenoid brake release oil is used to start the modulation process for torque
converter lockup. The lockup clutch valve then supplies oil to ENGAGE
the lockup clutch in the torque converter.

3. Torque converter Torque converter lockup clutch pressure can be tested at the tap (3). With
lockup clutch engine speed at1300 rpm, torque converter lockup clutch pressure should
pressure tap be 2135 ± 70 kPa (310 ± 10 psi).

• Lockup clutch To check the lockup clutch pressure, the transmission must be in
pressure test NEUTRAL. Disconnect the connectors from the upshift and downshift
solenoids. The downshift solenoid is always energized in NEUTRAL.
Therefore, +24 Volts will be available at the downshift solenoid harness
connector to energize the lockup solenoid. With the engine rpm at LOW
IDLE, use two jumper wires to connect the downshift solenoid harness to
the lockup solenoid. The lockup clutch will engage.

• Lockup clutch The lockup clutch maximum pressure is not adjustable. If the lockup
pressure adjustment clutch maximum pressure is not correct, verify that the lockup clutch
primary pressure is correct. If the lockup clutch primary pressure is
correct, check for loose or sticking components or debris in the valve. If
these components are not the problem, change the load piston springs. If
the load piston springs are replaced, be sure to reset the lockup clutch
primary pressure.
STMG 721 - 130 -
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LOCKUP CLUTCH VALVE

TORQUE CONVERTER DRIVE

LOAD
PISTON SELECTOR
PISTON

MODULATION
LOAD PISTON
REDUCTION
ORIFICE
VALVE PRESSURE
REDUCTION
VALVE
LOCKUP
SOLENOID

SHUTTLE TO
FROM
VALVE LOCKUP
PARKING BRAKE
CLUTCH
PUMP

106

• Lockup clutch valve in Shown is a sectional view of the torque converter lockup clutch valve in
TC drive TORQUE CONVERTER DRIVE or NEUTRAL. Supply oil from the
parking brake release pump is used to provide lockup clutch oil and has
two functions:
1. Supply pressure is reduced to provide pilot pressure to the
solenoid valve.
2. When the solenoid is energized, supply pressure is reduced by the
modulation reduction valve to provide lockup clutch pressure.
• Supply pressure is First, supply pressure is reduced to provide pilot pressure to the lockup
reduced to pilot solenoid. Supply oil to the pressure reduction valve flows through cross-
pressure drilled orifices in the spool, past a check valve and enters the slug
chamber. The check valve dampens spool movement and reduces the
possibility of valve chatter and pressure fluctuation. Oil pressure moves
the slug in the right end of the spool to the right and the spool moves to
the left against the spring force. The slug reduces the effective area on
which the oil pressure can push. Because of the reduced effective area, a
smaller, more sensitive spring can be used. Pilot pressure will be equal to
the force of the spring on the left end of the spool. The spring force can
be adjusted with shims. Pilot pressure is 1725 ± 70 kPa (250 ± 10 psi).
STMG 721 - 131 -
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LOCKUP CLUTCH VALVE

DIRECT DRIVE

SELECTOR
LOAD PISTON
PISTON

LOAD PISTON
MODULATION ORIFICE
REDUCTION
VALVE PRESSURE
REDUCTION
VALVE
LOCKUP
SOLENOID

ON

SHUTTLE TO
VALVE FROM
LOCKUP POWER TRAIN
CLUTCH PUMP

107

• Lockup clutch valve in Shown is a sectional view of the torque converter lockup clutch valve in
DIRECT DRIVE DIRECT DRIVE.

• Energized lockup When the lockup solenoid is energized, pilot oil moves a shuttle valve to
solenoid starts clutch the right, which closes the lower left drain passage and opens the check
modulation
valve. Oil then flows to the selector piston. Moving the selector piston
blocks the upper drain passage, and the load piston springs are partially
compressed.

• Lockup clutch at When the load piston that compresses the springs is at the top against the
primary pressure selector piston, lockup clutch pressure is at its lowest controlled value.
This value is called "primary pressure." Primary pressure is
1030 ± 35 kPa (150 ± 5 psi).
STMG 721 - 132 -
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• Lockup clutch at As the load piston moves down, the lockup clutch pressure increases
maximum pressure gradually until the load piston stops. The final lockup clutch pressure is
then reached. The final (maximum) lockup clutch pressure should be
2135 ± 70 kPa (310 ± 10 psi). The gradual increase in pressure, which
depends on how fast the load piston moves, is called "modulation."

• Load piston orifice The speed of the load piston movement depends on how fast the oil can
determines flow to the area above the load piston. The load piston orifice meters the
modulation time flow of oil to the load piston chamber and determines the modulation
time.

• Primary pressure The primary pressure is adjusted with shims in the load piston. The final
adjusted with shims lockup clutch pressure is not adjustable. If the primary pressure is correct
and the final lockup clutch pressure is incorrect, the load piston should be
checked to make sure that it moves freely in the selector piston. If the
load piston moves freely, the load piston springs should be replaced.
STMG 721 - 133 -
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TORQUE CONVERTER HYDRAULIC SYSTEM

CALIPER DISC FRONT BRAKES
REAR
BRAKES
DIVERTER
HOIST VALVE
VALVE BRAKE
OIL COOLER
(BEHIND ENGINE)

TO BRAKE
MAKEUP
TANK

TORQUE CONVERTER
CHARGING FILTER

INLET
RELIEF VALVE
OUTLET CONVERTER
PARKING BRAKE LOCKUP VALVE
RELIEF VALVE
RELEASE VALVE

TO
TCS VALVE

PARKING
BRAKE
FILTER
HOIST, CONVERTER
TO TCS AND BRAKE OIL COOLER
VALVE SCREEN
TO TOW VALVE
AND HOIST PILOT CONVERTER
SCAVENGE SCREEN

108

• Converter hydraulic This schematic shows the flow of oil from the torque converter pump
system with caliper through the torque converter hydraulic system on the 777D Update truck
disc front brakes
with caliper disc front brakes.
• Scavenge pump The scavenge pump section pulls oil through a screen from the torque
section converter housing and sends the oil to the hydraulic tank.

• Charging pump The charging pump section sends oil through the torque converter
section charging filter to the torque converter inlet relief valve. Oil flows from
the inlet relief valve through the torque converter to the outlet relief valve.
Oil flows from the outlet relief valve through the torque converter oil
cooler to the rear brakes.

• Parking brake release The parking brake release pump section sends oil through the parking
pump section brake release filter to the parking brake release valve and the torque
converter lockup clutch valve. Most of the oil flows through the parking
brake release valve and the torque converter oil cooler to the rear brakes.
STMG 721 - 134 -
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FRONT BRAKES
TORQUE CONVERTER HYDRAULIC SYSTEM
OIL COOLED FRONT BRAKES REAR BRAKES

RIGHT

DIVERTER
HOIST
LEFT VALVE
VALVE BRKAE
OIL COOLER
(BEHIND ENGINE)

TORQUE CONVERTER
TO BRAKE CHARGING FILTER
MAKEUP
TANK
INLET
RELIEF VALVE
CONVERTER
OUTLET LOCKUP VALVE
RELIEF VALVE
PARKING BRAKE
RELEASE VALVE

TO TCS
VALVE
PARKING
BRAKE
FILTER
TO TCS
VALVE

TO TOW VALVE
AND HOIST PILOT HOIST, CONVERTER
AND BRAKE OIL COOLER

109

• Converter hydraulic This schematic shows the flow of oil from the torque converter pump
system with oil cooled through the torque converter hydraulic system on the 777D Update truck
front brakes with oil cooled front brakes.
• Scavenge pump The scavenge pump section pulls oil through a screen from the torque
section converter housing and sends the oil to the hydraulic tank.

• Charging pump The charging pump section sends oil through the torque converter
section charging filter to the torque converter inlet relief valve. Oil flows from
the inlet relief valve through the torque converter to the outlet relief valve.
Oil flows from the outlet relief valve through the torque converter oil
cooler to the rear brakes.

• Parking brake release The parking brake release pump section sends oil through the parking
pump section brake release filter to the parking brake release valve and the torque
converter lockup clutch valve. Most of the oil flows through the parking
brake release valve and the brake oil cooler to the front and rear brakes.

• Brake cooling pump The brake cooling pump section of the torque converter pump (oil cooled
section front brakes only) sends additional oil through the torque converter oil
cooler located on the right side of the engine to the rear brakes.
STMG 721 - 135 -
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3
1

110

Transmission and Transfer Gears

1. Transfer gears Power flows from the torque converter through a drive shaft to the
transfer gears (1). The transfer gears are splined to the transmission input
2. Transmission shaft.
3. Differential The transmission (2) is located between the transfer gears and the
differential (3). The transmission is electronically controlled and
hydraulically operated as in all other ICM (Individual Clutch Modulation)
transmissions in Caterpillar rigid frame trucks.
• Transmission is The transmission is a power shift planetary design which contains seven
power shift planetary hydraulically engaged clutches. The transmission provides seven
design FORWARD speeds and one REVERSE speed.
The differential is located in the rear axle housing behind the
transmission. Power from the transmission flows through the differential
and is divided equally to the final drives in the rear wheels. The final
drives are single reduction planetaries.
STMG 721 - 136 -
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111

Transmission Hydraulic System

• Transmission two The two section transmission pump is mounted on the rear of the pump
section pump: drive, which is located inside the right frame near the torque converter.
The two sections are:
1. Transmission
scavenge - Transmission scavenge (1)
2. Transmission - Transmission charging (2)
charging
The transmission scavenge section pulls oil from the bottom of the
3. Magnetic scavenge transmission case through the magnetic screen located below the
screen cover cover (3). The magnetic screen should always be checked for debris if a
problem with the transmission is suspected. The scavenged oil from the
transmission flows through the transmission oil cooler (see Slide No. 74)
and returns to the transmission tank.
The transmission charging section pulls oil from the transmission tank.
Charging oil flows from the pump through a transmission charging filter
to the hydraulic controls in the transmission.
STMG 721 - 137 -
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2
3

112

1. Transmission Oil flows from the charging section of the transmission pump to the
charging filter transmission charging filter (1) located on the frame behind the right front
tire.
Oil flows from the transmission charging filter to the transmission control
valve located on top of the transmission.
2. Transmission S•O•S Transmission oil samples can be taken at the Scheduled Oil Sampling
tap (S•O•S) tap (2).

3. Oil filter bypass An oil filter bypass switch (3) is located on the filter. The oil filter bypass
switch switch provides an input signal to the Caterpillar Monitoring System,
which informs the operator if the filter is restricted.
STMG 721 - 138 -
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3
2 5

113

1. Transmission The transmission charging pump supplies oil to the transmission

control valve supply hydraulic control valve and the shift solenoids through the inlet port (1).
port
Excess transmission charging oil drops to the bottom of the housing to be
scavenged.
2. Priority valve pilot The transmission hydraulic control valve contains a priority valve. The
pressure plug priority valve controls the pilot pressure that is directed to the selector
pistons in each of the clutch stations. The pilot pressure is 1720 kPa
(250 psi) and can be measured at the plug (2).

3. Transmission The transmission charging pressure relief valve is part of the transmission
charging pressure hydraulic control valve. The relief valve limits the maximum pressure in
tap the transmission charging circuit. Transmission charging pressure can be
measured at the tap (3). At LOW IDLE in TORQUE CONVERTER
DRIVE, transmission charging pressure should be 2480 kPa (360 psi)
minimum. At HIGH IDLE in TORQUE CONVERTER DRIVE,
transmission charging pressure should be 3200 kPa (465 psi) maximum.
4. Transmission clutch Shown is the Individual Clutch Modulation (ICM) transmission hydraulic
pressure taps control valve. Transmission clutch pressures are measured at the pressure
taps (4).

5. Transmission lube The transmission lube pressure relief valve (5) limits the maximum
relief valve pressure in the transmission lube circuit. The lubrication oil is used to
cool and lubricate all of the gears, bearings and clutches in the
transmission and transfer gears.
STMG 721 - 139 -
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114

• Transmission lube oil The transmission lube pressure relief valve is in the transmission case on
pressure tap (arrow) the transmission hydraulic control valve (see previous slide). The relief
valve limits the maximum pressure in the transmission lube circuit.
Transmission lube oil pressure can be measured at the tap (arrow) on top
of the transfer gear case.
At LOW IDLE, the transmission lube pressure should be 3 to 41 kPa
(.5 to 6 psi). At HIGH IDLE, the transmission lube pressure should be
83 to 138 kPa (12 to 20 psi).
STMG 721 - 140 -
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TRANSMISSION HYDRAULIC SYSTEM

NEUTRAL

DOWNSHIFT UPSHIFT
PRESSURE PRESSURE
A
DOWNSHIFT UPSHIFT
SOLENOID SOLENOID
CHARGING ROTARY
FILTER ACTUATOR
E
ON
PUMP
PRESSURE B

NEUTRALIZER
VALVE

PRIORITY ROTARY
F
PILOT OIL REDUCTION SELECTOR
PRESSURE VALVE SPOOL C
OIL COOLER
CHARGING SCAVENGE
PUMP PUMP

D
RELIEF
VALVE

TRANSMISSION H
CASE

LUBE
TANK RELIEF VALVE
PRESSURE CONTROL
SELECTOR VALVE
GROUP
GROUP
LUBE
PRESSURE

115

• Transmission in This schematic shows the conditions in the system with the ENGINE
NEUTRAL STARTED and the transmission in NEUTRAL. The priority reduction
• Priority reduction valve is installed in the bore on the left side of the valve body. This valve
valve has two functions: It controls the pressure of the pilot oil (orange) that is
used to initiate clutch engagement, and it makes sure that pilot pressure is
available at the neutralizer valve before pressure oil (red) is sent to the
remainder of the system.

• Neutralizer valve The neutralizer valve moves only when the rotary selector spool is in the
NEUTRAL position. When the rotary selector spool is in the NEUTRAL
position and the engine is started, pump oil flows through a passage in the
center of the neutralizer valve, flows up around the check ball, pressurizes
the top of the valve, and then moves down. In this position, the
neutralizer valve directs pilot oil to the center of the rotary selector spool.
If the rotary selector spool is not in the NEUTRAL position during engine
start-up, the neutralizer valve will block the flow of pilot oil to the rotary
selector spool.
STMG 721 - 141 -
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• Main relief valve Directly below the neutralizer valve is the main relief valve. This valve
limits the maximum system pressure during operation. Excess pump oil
• Lube relief valve is directed to the lubrication circuit and the pressure is maintained by the
lube relief valve. The lubrication oil is used to cool and lubricate all of
the gears, bearings and clutches in the transmission and transfer gears.

To initiate a shift, pressure oil from either the upshift or downshift

solenoid is sent to the rotary actuator. Inside the actuator housing is a
rotating vane which divides the actuator into two chambers. Pressure oil
from the upshift solenoid causes the vane to rotate in one direction while
pressure oil from the downshift solenoid causes the vane to rotate in the
opposite direction. The vane is connected to and causes rotation of the
rotary selector spool inside the selector valve group.

• Downshift solenoid The transmission hydraulic system is equipped with a two section gear
ON in NEUTRAL pump. From the charging section of the pump, the oil flows through the
filter and is sent directly to the two solenoids and the selector valve group.
Pump flow is blocked at the upshift solenoid and, because the downshift
solenoid is continuously energized in NEUTRAL, the valve in the
solenoid is open. This condition permits oil to flow to the rotary actuator.
Pressure on the downshift side of the rotating vane in the rotary actuator
keeps the vane and the rotary selector spool in the NEUTRAL position
until a shift is made.

• Rotary selector spool The rotary selector spool is actually a hollow rotating shaft. A plug and
screen assembly inside the spool divides the center cavity into two
- Contains plug and
screen assembly separate oil chambers.
- Selects clutch
During operation, pilot oil from the upper chamber is directed to the
combinations
pressure control valve group to initiate clutch engagement. For any gear
except NEUTRAL, two of the outlet ports from the upper chamber are
aligned with drilled passages in the selector valve body. For NEUTRAL,
only one outlet port permits pilot oil to flow to the pressure control valve
group.

The lower chamber in the rotary selector spool is always open to drain.
For each gear position except NEUTRAL, all but two of the drain ports
are open to drain. Whenever a clutch station is engaged, the lower half of
the spool blocks the drain passage to that station.

• Excess case oil All oil that is in the bottom of the transmission case is returned to the tank
returned to tank by the transmission scavenge section of the transmission pump.
STMG 721 - 142 -
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TRANSMISSION HYDRAULIC SYSTEM

FOURTH SPEED FORWARD

UPSHIFT
DOWNSHIFT PRESSURE
PRESSURE
A
DOWNSHIFT UPSHIFT
SOLENOID SOLENOID
CHARGING ROTARY
FILTER ACTUATOR
E
PUMP
PRESSURE B
4

NEUTRALIZER
VALVE N
PRIORITY ROTARY
F
PILOT OIL REDUCTION SELECTOR
PRESSURE VALVE SPOOL C
OIL COOLER
CHARGING SCAVENGE
PUMP PUMP

D
RELIEF
VALVE

TRANSMISSION H
CASE

LUBE
TANK RELIEF VALVE
PRESSURE CONTROL
SELECTOR VALVE
GROUP
GROUP
LUBE
PRESSURE

116

• Fourth speed This schematic shows the components and the oil flow in the system
FORWARD during operation in FOURTH GEAR. The upshift solenoid is energized
and directs pump oil to the rotary actuator. The rotary actuator moves the
rotary selector spool to the FOURTH SPEED FORWARD position and
the upshift solenoid is de-energized. The rotary spool selects two stations
(C and E) which modulate the two clutches.

• Upshifts - clockwise To shift from NEUTRAL to any other gear, the rotating vane must turn in
direction the clockwise direction to the selected gear position. When the shift is
indicated, pressure oil from the upshift solenoid is sent to the lower inlet
• Opens check valve, port. The pressure oil moves the check valve toward the center of the
closes drain passage actuator housing until the check valve covers a drain passage located near
the inner end of the inlet passage. The pressure oil then flows through the
check valve and fills the small space between the two vanes.
STMG 721 - 143 -
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As the pressure increases, the rotating vane moves in the clockwise

direction to the appropriate gear position. Any oil that was in the
chamber on the nonpressurized (downshift) side of the vane is forced out
of the chamber by the movement of the vane.

• Closes check valve, As the oil flows out of the chamber, it moves the upper check valve away
opens drain passage from the center of the actuator housing. This movement opens a drain
passage located near the inner end of the upper check valve passage and
permits the oil to flow out of the center chamber. The check valve closes
and prevents oil from flowing to the other solenoid.

• Downshifts - This sequence is just the opposite for downshifts (when the rotating vane
counterclockwise moves in the counterclockwise direction).
direction
STMG 721 - 144 -
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VALVE STATION
SLUG BALL CHECK VALVE
CLUTCH RELEASED
LOAD PISTON SELECTOR PISTON

PILOT OIL
PASSAGE

PLUG

DECAY ORIFICE

LOAD PISTON LOAD PISTON PLUG

MODULATION DRAIN ORIFICE
REDUCTION
VALVE
FROM PUMP TO CLUTCH CLUTCH PRESSURE TAP

117

• All stations contain Since all seven valve stations contain the same basic components, an
same basic explanation of the operation of one station can be applied to the operation
components of the remaining six stations (including the lockup clutch station).

• Load piston orifices The seven stations that control the clutches contain load piston orifices
control modulation (sometimes called "cascade" orifices). The load piston orifices control the
clutch modulation. The thicker the orifice, the faster the modulation. The
retaining springs for the load piston orifices are identical, but the orifices
vary in thickness from one station to another. Many of the stations are
equipped with decay orifices. Check the parts book for proper component
placement.

• Station has not been In this schematic, the engine has been started, but the clutch for this
selected station has not been engaged. While the engine is running, pump (or
system) pressure is always available at the modulation reduction valve
spool; but, until pilot oil from the rotary selector spool is sent to the right
(outer) end of the selector piston, there can be no valve movement and the
clutch cannot be engaged.
STMG 721 - 145 -
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VALVE STATION
CLUTCH FILLING

LOAD PISTON
ORIFICE

118

• Station showing This schematic shows the relative positions of the valve station
beginning of components at the start of modulation before the clutch is fully engaged
modulation (primary pressure). Valve movement is initiated when pilot oil from the
• Selector spool rotary selector spool moves the selector piston to the left as shown.
movement begins Movement of the selector piston accomplishes two purposes:
modulation
1. The drain passage at the decay orifice is blocked.
2. The load piston springs are compressed.

• Clutch pressure Compressing the load piston springs moves the reduction valve spool to
increases the left against the force of the inner spring. This movement opens the
supply passage (from the pump) and permits pressure oil to flow to the
clutch. As the clutch fills, pressure oil opens the ball check valve and fills
the slug chamber at the left end of the reduction valve spool. At the same
time, oil flows through the load piston orifice and fills the chamber
between the end of the load piston and the selector piston.
STMG 721 - 146 -
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The load piston orifice provides a pressure drop and time delay in the
flow of oil to the load piston chamber. This condition helps control the
rate of modulation. Filling the load piston chamber is made possible
when the selector piston covers the drain passage at the decay orifice.

• Clutch pressure The clutch pressure and the pressure in the slug chamber increase at the
maintained by same rate. Just after the clutch is filled, the pressure in the slug chamber
reduction valve moves the reduction valve to the right. This movement restricts the flow
of pressure oil to the clutch and briefly limits the increase of clutch
pressure. The pressure in the load piston chamber then moves the load
piston farther to the left. This movement increases the spring force and
reopens the supply passage permitting the clutch pressure to again
increase.

This cycle continues until the load piston has moved completely to the left
(against the stop). The clutch pressure is then at its maximum setting.
During modulation, the reduction valve spool moves left and right while
the load piston moves smoothly to the left.
STMG 721 - 147 -
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VALVE STATION
CLUTCH ENGAGED

DRAIN

119

• Modulation cycle The load piston has now moved completely to the left against the stop.
completed The modulation cycle is completed and the clutch pressure is at its
maximum setting. Because this is a modulation reduction valve, the
maximum pressure setting of the clutch is lower than the system pressure.
At the end of the modulation cycle, the pressure in the slug chamber
moves the reduction valve a small distance to the right to restrict the flow
of supply oil to the clutch. This is the "metering position" of the reduction
valve spool. In this position, the valve maintains precise control of the
clutch pressure.

• Clutch designed to During operation, an engaged clutch is designed to leak a relatively small
leak small amount but steady volume of oil. This leakage helps prevent high oil
temperatures and provides additional lubrication for the planetary gears
and bearings. As clutch leakage occurs, the clutch pressure and the
pressure of the oil in the slug chamber will start to decrease. At this point,
the load piston springs move the reduction valve spool a small distance to
the left to open the supply passage. Pressure oil from the pump again
enters the clutch circuit and replaces the leakage. Then, the clutch
pressure in the slug chamber moves the spool back to the right thereby
restricting the flow of supply oil to the clutch. This metering action
continues during the entire time that the clutch is engaged.
STMG 721 - 148 -
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VALVE STATION
CLUTCH DECAY

DECAY
ORIFICE

DRAIN

120

• Clutch pressure During a shift, the pressure of the clutch (or clutches) being released does
decreases at not immediately drop to zero. Instead, the clutch pressure decreases at a
controlled rate controlled rate. Restricting the rate of clutch pressure decay helps to
maintain a positive torque at the transmission output shaft. This feature
minimizes the effects of tire and axle "unwinding" and permits smoother
shifts. An immediate drop in clutch pressure would permit a rapid
deceleration of the power train components that remain connected to the
differential during a shift.

• Decay orifice controls When a clutch is released, the chamber at the right (outer) end of the
rate of clutch pressure selector piston is opened to drain through the lower chamber in the rotary
decrease selector spool. This condition permits the selector piston and load piston
to move to the right as shown. Clutch pressure starts to decrease, but
cannot drop to zero until the chamber between the load piston and the
selector piston is drained. The only way that oil can flow out of this
chamber is through the decay orifice which was uncovered when the
selector piston moved to the right. As the load piston springs force the oil
from the load piston chamber, the clutch pressure gradually decreases.
When the load piston has moved completely to the right, the clutch
pressure is zero.
STMG 721 - 149 -
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SHIFT MODULATION CYCLE

CLUTCH
PRESSURE
(PSI)
NORMAL SHIFT CYCLE

CLUTCH 1
418
365
CLUTCH 6

CLUTCH 3
265

COMPLETE CLUTCH ENGAGEMENT

PRIMARY
PRESSURE
INITIAL CLUTCH ENGAGEMENT
80

TIME
FILL TIME
NORMAL CLUTCH SLIP

121

• Modulation cycle of This graph shows the clutch pressures as the ground speed increases and
clutches the transmission shifts into higher gears. Clutch 1 is being gradually
released by the controlling effect of the decay orifice. At a certain point,
clutch No. 3 is selected and the load piston orifice is controlling the
modulation of engagement.

• Clutch overlap for There is some overlap between the decay of the clutch being released and
smooth shifts the clutch being engaged. This feature helps to minimize the unwinding
motion of the power train and provide smooth shifts.

Initial clutch engagement is the point where the operator can feel the
transmission engaging a gear. Complete clutch engagement is the point
where the operator feels the clutch stop slipping and the transmission
clutch is fully engaged. Clutch pressures continue higher to ensure that
the clutches do not slip. Normal clutch slip is the time between initial
clutch engagement and complete clutch engagement.
STMG 721 - 150 -
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PRESSURE
RESTRICTED LOAD PISTON ORIFICE
SLOW MODULATION

HIGH PRIMARY
PRESSURE

COMPLETE CLUTCH ENGAGEMENT

LOW PRIMARY
PRESSURE

NORMAL INITIAL CLUTCH ENGAGEMENT

PRIMARY
PRESSURE

0 TIME
HIGH PRIMARY PRESSURE
HARSH SHIFT

NORMAL CLUTCH SLIP

SHIFT MODULATION PROBLEMS
LOW PRIMARY PRESSURE
CLUTCH SLIPPING
RESTRICTED LOAD PISTON ORIFICE
CLUTCH SLIPPING

122

• Three shift conditions: This graph shows the effects of the following conditions:
1. High primary
pressure 1. High primary pressure - Shorter engagement time which causes
harsh shifts of the power train components and increases the
2. Low primary
pressure maximum clutch pressure.

3. Slow modulation 2. Low primary pressure - Longer engagement time which causes the
plates and discs to slip more before the engagement pressure holds
them together. Maximum clutch pressure is also lower and may
cause slippage during conditions of heavy loading.
3. Slow modulation - This effect is very similar to the low primary
pressure, but it can be caused by a partially plugged load piston
orifice. The maximum clutch pressure would be within
specifications.
STMG 721 - 151 -
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777D TRANSMISSION HYDRAULIC SYSTEM

TRANSMISSION PUMP TRANSMISSION

CHARGING DRIVE OIL COOLER
FILTER HOIST PUMP

STEERING
PUMP

TRANSMISSION TRANSMISSION
SCAVENGE PUMP CHARGE PUMP

MAGNETIC
SCAVENGE
SCREEN

123

• Transmission The two section transmission pump is mounted on the rear of the pump
hydraulic system drive, which is located inside the right frame near the torque converter.
The two sections are:
• Two section pump:
- Transmission scavenge
- Transmission
scavenge - Transmission charging

- Transmission The transmission scavenge section pulls oil from the bottom of the
charging transmission case through the magnetic screen located below the pump.
The scavenged oil from the transmission flows through the transmission
oil cooler and returns to the transmission tank.
The transmission charging section pulls oil from the transmission tank.
Charging oil flows from the pump through a transmission charging filter
to the hydraulic controls in the transmission.
STMG 721 - 152 -
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1 3

124

Rear Axle

1. Differential magnetic Check the differential oil level by removing the magnetic inspection
inspection plug
plug (1). The oil should be level with the bottom of the fill plug opening.
The magnetic inspection plug should be removed at regular intervals and
checked for metal particles.

2. Rear axle breather Inspect the condition of the rear axle breather (2) at regular intervals. The
breather prevents pressure from building up in the axle housing.
Excessive pressure in the axle housing can cause brake cooling oil to leak
through the Duo-Cone seals in the wheel brake assemblies.

3. Differential carrier A differential carrier thrust pin is located behind the small cover (3). The
thrust pin cover thrust pin prevents movement of the differential carrier during high thrust
load conditions.
STMG 721 - 153 -
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125

• Differential Shown is the differential removed from the rear axle housing. The
differential is located in the rear axle housing behind the transmission.
Power flows from the transmission to the differential. The differential
divides the power to the right and left axle shafts. Torque is transmitted
equally from the differential through the two axle shafts to the final
drives. The differential adjusts the speed of the axle shafts for vehicle
cornering, therefore, the power delivered to the axle shafts is unequal
during cornering.

• Differential carrier The differential thrust pin contacts the differential carrier at the location
thrust pin contact shown (arrow). When high thrust loads are transmitted from the
location (arrow)
differential pinion to the differential ring gear, the carrier tries to move
away from the pinion. The thrust pin prevents movement of the
differential carrier during high thrust load conditions.
STMG 721 - 154 -
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126

Transmission/Chassis Electronic Control System

• Transmission/Chassis The Transmission/Chassis ECM (arrow) is located in the compartment at

ECM (arrow) the rear of the cab. The transmission control used in the earlier 777D
trucks is referred to as the second generation Electronic Programmable
Transmission Control (EPTC II).
The transmission control used in the 777D Update trucks performs the
transmission control functions, plus some other machine functions (hoist
and secondary steering control). Because of the added functionality of the
control, it is now referred to as the "Transmission/Chassis ECM."

• Transmission/Chassis The Transmission/Chassis ECM does not have a diagnostic window as in

ECM the EPTC II. Diagnostic and programming functions must be performed
with an Electronic Control Analyzer Programmer (ECAP) or a laptop
- No diagnostic
computer with the Electronic Technician (ET) software installed. ET is
window
the tool of choice because the Transmission/Chassis ECM can be
- Diagnostics and reprogrammed with a "flash" file using the WinFlash application of ET.
programming
The ECAP cannot upload "flash" files.
require ECAP or ET

• Transmission/Chassis The Transmission/Chassis ECM appears identical to the Engine ECM

ECM looks like Engine with two 40-pin connectors, but the Transmission/Chassis ECM does not
ECM have fittings for cooling fluid. Also, the Transmission/Chassis ECM has
no access plate for a personality module.
STMG 721 - 155 -
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TRANSMISSION/CHASSIS ELECTRONIC CONTROL SYSTEM

INPUT COMPONENTS OUTPUT COMPONENTS

ECM LOCATION CODE CAT DATA LINK

ELECTRONIC SERVICE TOOL
SHIFT LEVER
POSITION SWITCH ENGINE ECM
BRAKE ECM
TRANSMISSION
GEAR SWITCH
CATERPILLAR MONITORING
°C kPaMiles KM RPM Liter SERV
SYSTEM
TRANSMISSION . ..
CODE
X10

OUTPUT SPEED SENSOR

UPSHIFT SOLENOID
ENGINE OUTPUT
SPEED SENSOR

SERVICE/RETARDER DOWNSHIFT SOLENOID

BRAKE
PRESSURE SWITCH
LOCKUP SOLENOID
PARKING/SECONDARY
BRAKE
PRESSURE SWITCH
BACK-UP ALARM
RELAY
BODY UP SWITCH
STARTER
SECONDARY RELAY
KEY START SWITCH STEERING RELAY

LOW STEERING
PRESSURE SWITCH
BODY RAISE SOLENOID
HOIST LEVER
POSITION SENSOR
BODY LOWER SOLENOID
EXHAUST DIVERTER
SWITCH BODY UP DASH LAMP

127

• Transmission/Chassis The purpose of the Transmission/Chassis ECM is to determine the desired

ECM shifts transmission gear and energize solenoids to shift the transmission up or
transmission
down as required based on information from both the operator and
electronically
machine.

• Transmission/Chassis The Transmission/Chassis ECM receives information (electrical signals)

ECM inputs from various input components such as the shift lever switch,
Transmission Output Speed (TOS) sensor, transmission gear switch, body
up switch and the hoist lever sensor.

Based on the input information, the Transmission/Chassis ECM

determines when the transmission should upshift, downshift, engage the
lockup clutch or limit the transmission gear. These actions are
accomplished by sending electrical signals to various output components.
STMG 721 - 156 -
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• Transmission/Chassis Output components include the upshift, downshift and lockup solenoids,
ECM outputs the back-up alarm and others.

The Transmission/Chassis ECM also provides the service technician with

enhanced diagnostic capabilities through the use of onboard memory,
which stores possible diagnostic codes for retrieval at the time of service.

• Benefits of electronic The Engine ECM, the Brake ECM [Automatic Retarder Control (ARC)
communication and Traction Control System (TCS)], the Caterpillar Monitoring System
and the Transmission/Chassis ECM all communicate through the CAT
Data Link. Communication between the electronic controls allows the
sensors of each system to be shared. Many additional benefits are
provided, such as Controlled Throttle Shifting (CTS). CTS occurs when
the Transmission/Chassis ECM signals the Engine ECM to reduce engine
fuel during a shift to lower stress to the power train.

• Transmission/Chassis The Transmission/Chassis ECM is also used to control the hoist and
ECM controls hoist secondary steering system on the 777D Update trucks.
and secondary
steering
The Electronic Control Analyzer Programmer (ECAP) and the Electronic
Technician (ET) Service Tools can be used to perform several diagnostic
and programming functions.

• Service tool Some of the diagnostic and programming functions that the service tools
diagnostic and can perform are:
programming
functions
- Display the real time status of the input and output parameters
- Display the internal clock hour reading
- Display the number of occurrences and the hour reading of the first
and last occurrence for each logged diagnostic code and event
- Display the definition for each logged diagnostic code and event
- Display load counters
- Display the lockup clutch engagement counter
- Display the transmission gear shift counter
- Program the top gear limit and the body up gear limit
- Upload new Flash files
STMG 721 - 157 -
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INSTRUCTOR NOTE: In the following slides, only some of the

input and output components of the Transmission/Chassis ECM will
be shown. Some of the Transmission/Chassis ECM input and output
components are shown during the discussion of other systems. See
the following slide numbers:

127. ECM location code

128. Shift lever position switch
129. Transmission gear switch
130. Transmission output speed sensor
63. Engine output speed sensor
131. Service/Retarder brake pressure switch
131. Parking/Secondary brake pressure switch
132. Body up switch
37. Key start switch
140. Low steering pressure switch
148. Hoist lever position sensor
N/A. Exhaust diverter switch (not shown)
55. Electronic service tool
60. Engine ECM
196. Brake ECM
41. Caterpillar Monitoring System
129. Upshift solenoid
129. Downshift solenoid
105. Lockup solenoid
53. Back-up alarm relay
N/A. Starter relay (not shown)
54 and 140. Secondary steering relay
152. Body raise solenoid
152. Body lower solenoid
44. Body up dash lamp

• ECM location code The "ECM location code" is similar to the "harness code" designation
referred to on earlier electronic controls. The ECM location code consists
of three pins (J1-21, 22 and 38) in the ECM that can be either OPEN or
GROUNDED. The combination of OPEN or GROUNDED pins
determines which function the ECM will perform. For example, if pin
J1-22 is GROUNDED and pins J1-21 and J1-38 are OPEN, that ECM
will function as the Transmission/Chassis ECM. When connecting a
laptop with ET software, ET will also automatically show this ECM as
the Transmission/Chassis ECM. Pin J1-28 is also part of the ECM
location code. Pin J1-28 receives + Battery voltage to enable the location
code parameter.

The ECM location code is especially important when uploading new

"flash files." Without the location code, ET would not know which ECM
to FLASH.
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1. Shift lever switch The shift lever (also referred to as the "cane" or "gear selector") switch (1)
is located inside the cab in the shift console and provides input signals to
the Transmission/Chassis ECM. The shift lever switch controls the
desired top gear selected by the operator.
• Shift lever switch The shift lever switch input signals are transmitted through six wires.
operation Five of the six wires provide a code to the Transmission/Chassis ECM.
The code is unique for each position of the switch. Each switch position
will result in two of the five wires sending a ground signal to the
Transmission/Chassis ECM. The other three wires will remain open
(ungrounded). The pair of grounded wires is unique for each lever
position. The sixth wire is known as the "ground verify" wire, which is
normally grounded. The ground verify wire is used by the
Transmission/Chassis ECM to verify that the lever switch is connected to
the Transmission/Chassis ECM. The ground verify wire allows the
Transmission/Chassis ECM to distinguish between the loss of the lever
switch signals and a condition in which the lever switch is between detent
positions.
• Shift lever diagnostics To view the shift lever switch positions or diagnose problems with the
switch, use the monitoring system display window and observe the gear
lever status. As the shift lever is moved through the detent positions, the
gear lever status will display the corresponding lever position shown on
the shift console.
2. Adjustment nuts The position of the shift lever can be changed to obtain better alignment
with the gear position numbers on the shift console by loosening the three
3. Adjustment screws
nuts (2) and rotating the lever. The position of the shift lever switch can
also be adjusted with the two screws (3).
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1. Transmission gear The transmission gear switch (1) provides input signals to the
switch Transmission/Chassis ECM. The transmission gear switch inputs (also
- Switch type input referred to as the actual gear inputs) are comprised of six wires. Five of
the six wires provide a code to the ECM. The code is unique for each
position of the transmission gear switch. Each transmission gear switch
position will result in two of the five wires sending a ground signal to the
ECM. The other three wires will remain open (ungrounded). The pair of
grounded wires is unique for each gear position. The sixth wire is known
as the "ground verify" wire, which is normally grounded. The ground
verify wire is used by the ECM to verify that the transmission gear switch
is connected to the transmission control. The ground verify wire allows
the ECM to distinguish between the loss of the transmission gear switch
signals and a condition in which the transmission gear switch is between
gear detent positions.

• Gear switch is Hall- Earlier transmission gear switches use a wiper contact assembly that does
Effect type switch not require a power supply to Pin 4 of the switch. Present transmission
gear switches are Hall-Effect type switches. A power supply is required
to power the switch. A small magnet passes over the Hall cells which
then provide a non-contact position switching capability. The Hall-Effect
type switch uses the same 24-Volt power supply used to power the
Transmission/Chassis ECM.

2. Upshift solenoid The solenoid outputs provide + Battery voltage to the upshift solenoid (2)
3. Downshift solenoid
or the downshift solenoid (3) based on the input information from the
operator and the machine. The solenoids are energized until the
transmission actual gear switch signals the Transmission/Chassis ECM
that a new gear position has been reached.
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• TOS sensor (arrow) The Transmission Output Speed (TOS) Sensor (arrow) is located on the
transfer gear housing on the input end of the transmission. Although the
sensor is physically located near the input end of the transmission, the
sensor is measuring the speed of the transmission output shaft. The
sensor is a Hall-Effect type sensor. Therefore, a power supply is required
to power the sensor. The sensor receives 10 Volts from the
Transmission/Chassis ECM. The sensor output is a square wave signal of
approximately 10 Volts amplitude. The frequency in Hz of the square
wave is equal to twice the output shaft rpm. The signal from this 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.

• Engine rpm is The Transmission/Chassis ECM uses the TOS sensor to determine when
calculated for shift to shift, but the shifts always occur at a precise engine rpm. The engine
points
rpm is known because the Transmission/Chassis ECM knows the gear
ratios of the transfer gears, each gear range of the transmission, the
differential and the final drives. The ECM also estimates the
circumference of the tires. The ECM uses the gear ratios and tire
circumference to calculate the engine rpm for any ground speed.

• 8T5200 Signal An 8T5200 Signal Generator/Counter can be used to shift the

Generator/Counter transmission during diagnostic tests. Disconnect the harness from the
speed sensor and attach the Signal Generator to the harness. Depress the
ON and HI frequency buttons. Start the engine and move the shift lever
to the highest gear position. Rotate the frequency dial to increase the
ground speed, and the transmission will shift.
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1. Service/retarder The service/retarder brake switch (1) is located in the compartment

brake switch behind the cab. The switch is normally closed and opens when
service/retarder brake air pressure is applied. The switch has two
functions for the Transmission/Chassis ECM:
• Service/retarder - Signals the Transmission/Chassis ECM to use elevated shift points,
brakes engaged: which provide increased engine speed during downhill retarding for
- Raises shift points increased oil flow to the brake cooling circuit.
- Eliminates anti-hunt - Signals the Transmission/Chassis ECM to allow rapid shifting
timer during braking by overriding the anti-hunt timer.

A diagnostic code is stored if the Transmission/Chassis ECM does not

receive a closed (ground) signal from the switch within seven hours of
operation time or an open signal from the switch within two hours of
operation time.

• Service/retarder The Traction Control System (TCS) also uses the service/retarder brake
switch used as TCS switch as an input through the CAT Data Link (see Slide No. 201).
input
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2. Parking/secondary The parking/secondary brake switch (2) is in the parking/secondary brake

brake switch air pressure line. The normally open switch is closed during the
application of air pressure. The purpose of the switch is to signal the
Transmission/Chassis ECM when the parking/secondary brakes are
• Parking/secondary ENGAGED. Since the parking/secondary brakes are spring engaged and
brakes engaged:
pressure released, the parking/secondary brake switch is closed when the
- Eliminates anti-hunt brakes are RELEASED and opens when the brakes are ENGAGED. This
timer signal is used to override the anti-hunt timer for rapid downshifting and is
- Signals parked
used to sense when the machine is parked.
machine
A diagnostic code is stored if the Transmission/Chassis ECM does not
receive a closed (ground) signal from the switch within seven hours of
operation time or an open signal from the switch within one hour of
operation time.

• Back-up alarm relay The back-up alarm relay (see Slide No. 53) is also located behind the cab.
When the operator moves the shift lever to REVERSE, the
Transmission/Chassis ECM provides a signal to the back-up alarm relay,
which turns ON the back-up alarm.

• Hoist lever sensor Another input to the Transmission/Chassis ECM is the hoist lever sensor
(see Slide No. 148). The main function of the hoist lever sensor is to raise
- Reverse inhibitor and lower the body, but it is also used to NEUTRALIZE the transmission.
operation
If the transmission is in REVERSE when the body is being raised, the
hoist lever sensor is used to shift the transmission to NEUTRAL. The
transmission will remain in NEUTRAL until:
- The hoist lever is moved into the HOLD or FLOAT position.
- The shift lever has been cycled into and out of NEUTRAL.
3. System air pressure The system air pressure sensor (3) and the brake light switch (4) are also
sensor located in the compartment behind the cab. The low air pressure sensor
provides an input signal to the Brake ECM. The Brake ECM sends a
4. Brake light switch
signal to the Caterpillar Monitoring System, which informs the operator
of the system air pressure condition.
• Lockup solenoid The Transmission/Chassis ECM provides +24 Volts to the torque
converter lockup solenoid to control the lockup clutch pressure (see Slide
No. 105). When the lockup solenoid is energized, the lockup valve
supplies oil to ENGAGE the lockup clutch in the torque converter.
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1. Body up switch The body up switch (1) is located on the frame near the body pivot pin.
2. Magnet This magnetic switch is normally open. When the body is raised, a
magnet (2) mounted on the body 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 ECAP or 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.

• Body up signal used The body up switch signal is also used to control the SNUB position of
for hoist SNUB control 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.

• Body up switch input The body up switch input provides the following functions:
provides several
functions - Body up gear limiting - Body up sound reduction
- Hoist snubbing - Lights the body up dash lamp
- Signals a new load count (after 10 seconds in the RAISE position)
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• Body up diagnostic A diagnostic code occurs if the Transmission/Chassis ECM does not
code 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.

3. Body stringer The body up switch must be adjusted properly for all of the functions to
operate correctly. To adjust the body up switch, raise the body until the
4. Main frame
distance between the front of the stringer (3) and the main frame (4) is
360 mm (14.2 in.). Install blocks to prevent the body from moving during
the adjustment.

• Body up switch Position the body up switch bracket (bracket has slotted holes for
adjustment adjustment) on the main frame with a 4 ± 1 mm (.18 ± .04 in.) gap
between the magnet and the switch. Tighten the bracket mounting bolts.
Raise the switch on the bracket until the amber LED turns ON. Tighten
the switch mounting bolts, remove the blocks and check for proper
operation.

• Body up switch LED's Two LED's 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).

• SNUB adjustment fine The body position switch can be raised or lowered slightly in the bracket
tuning notches to start the SNUB feature sooner or later.
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TRANSMISSION/CHASSIS ECM
SYSTEMS CONTROLLED BY ECM
• TRANSMISSION SHIFTING • TORQUE CONVERTER LOCKUP
• TOP GEAR LIMIT • BODY UP GEAR LIMIT
• REVERSE INHIBITOR • BODY HOIST
• STARTER PROTECTION • ENGINE OIL PRE-LUBRICATION
• NEUTRAL START • FAIL IN GEAR PROTECTION
• SHIFT COUNTER • CONTROL THROTTLE SHIFTING (CTS)
• LOAD COUNTER • DIRECTIONAL SHIFT MANAGEMENT
• SECONDARY STEERING • NEUTRAL COAST INHIBITING
• BACKUP ALARM • ENGINE OVERSPEED PROTECTION
• ANTI-HUNT

133

Besides controlling the Transmission Shifting and Torque Converter

Lockup, the Transmission/Chassis ECM also controls other functions such
as Engine Overspeed Protection, Control Throttle Shifting (CTS),
Directional Shift Management, Top Gear Limit and Fail In Gear
Protection.

- Top Gear Limit Top Gear Limit: The top gear limit is FIELD programmable from
FOURTH to SEVENTH by use of the ET or ECAP service tool. The
Transmission/Chassis ECM comes from the factory set to the maximum
gear available (SEVENTH GEAR). The transmission will NEVER shift
to a gear above the programmed top gear.

- Body Up Gear Limit Body Up Gear Limit: (see Slide No. 132)

- Reverse Inhibitor Reverse Inhibitor: (see Slide No. 40)

- Body Hoist Body Hoist: (see Hoist System)

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- Starter Protection Starter Protection:

- The Transmission/Chassis ECM will only energize the Starter Relay
if engine speed is 0 rpm.
- The starter is disengaged when engine rpm is greater than 300 rpm.
- If system voltage is greater than 36 volts, which is possible during
abusive jump-starting situations, the start output will not be
energized in order to protect the machine starting circuit.

- Engine Oil Pre- Engine Oil Pre-Lubrication: (see Slide No. 69)
Lubrication
- Neutral Start Neutral Start: The Engine Start function is controlled by the Engine
ECM and the Transmission/Chassis ECM. The Engine ECM provides a
signal to the Transmission/Chassis ECM regarding the engine speed and
the condition of the engine pre-lubrication system. The
Transmission/Chassis ECM will energize the starter relay only when:
- The shift lever is in NEUTRAL.
- The parking brake is ENGAGED.
- The engine speed is 0 rpm.
- The engine pre-lubrication cycle is complete or turned OFF.

- Fail In Gear Fail In Gear Protection: Prevents shifts to a gear that is not appropriate
Protection for the current ground speed (engine overspeed protection). If the
Transmission/Chassis ECM loses the ground speed, shift lever switch or
actual gear switch signals, the ECM will de-energize the upshift,
downshift and lockup solenoids. De-energizing the solenoids will keep
the transmission in the current gear. If the signals return, the ECM will
shift the transmission to the correct gear for the current ground speed.

- Shift Counter Shift Counter: A complete histogram of all shift events can be accessed
with the ECAP or ET service tool. Shift counter information can be used
to predict upcoming transmission or torque converter lockup clutch
service.

The control will log a maximum of 1.2 million counts for each
transmission gear position. To log an additional count, the transmission
gear switch position must change and hold the new position for
.5 seconds.

The control will log a maximum of 12 million counts for the torque
converter lockup clutch counter.
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- Control Throttle Control Throttle Shifting (CTS): Controlled throttle shifting is used to
Shifting (CTS) smooth shifting and reduce driveline stress during all automatic
transmission shifts. The Transmission/Chassis ECM sends a signal to the
Engine ECM through the CAT Data Link during each transmission shift
to reduce or increase the fuel flow, which reduces the torque during a
shift.

During automatic upshifts, if the throttle position is at 100%, the

Transmission/Chassis ECM sends a signal to the engine control to
momentarily reduce the "Desired Engine Speed."

During automatic downshifts, if the throttle position is at 0%, the

Transmission/Chassis ECM sends a signal to the Engine ECM to
momentarily increase the "Desired Engine Speed."

- Load Counter Load Counter: (see Slide No. 132)

Resettable Load Count: The Transmission/Chassis ECM will log a
Resettable Load Count. The number of loads since last re-set by
using the Caterpillar Monitoring System, ET or ECAP service tool
can be viewed. The number of loads is calculated as equal to the
number of times the body has been raised. The Body is considered
RAISED if the Body Up Switch is in the RAISED position for more
than 10 seconds.

Permanent Load Count: The Transmission/Chassis ECM will log a

Permanent Load Count. The permanent load count cannot be re-set.
The total number of loads accumulated since the machine was put into
production can be viewed using the Caterpillar Monitoring System,
ET or ECAP service tool.

- Directional Shift Directional Shift Management: Directional shift management is used to

Management reduce driveline stress during directional shifts. The Transmission/
Chassis ECM sends a signal to the Engine ECM during directional shifts
to reduce the fuel flow, which reduces the torque during a shift.

If the operator shifts from NEUTRAL to FIRST or REVERSE with the

engine speed above 1350 rpm, a signal is sent to the Engine ECM through
the CAT Data Link and "Desired Engine Speed" is reduced to LOW
IDLE.

- Secondary Steering Secondary Steering: (see Slide No. 140)

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- Neutral Coast Neutral Coast Inhibiting: When the transmission is in gear and the shift
Inhibiting lever is placed in NEUTRAL, the machine will remain in gear until the
machine travel speed has been reduced from the lL to lC shift point
(Lockup to Converter drive) [(approximately 8 km/h (5 mph)]. At
approximately 8 km/h (5 mph) the Transmission/Chassis ECM will shift
the transmission to NEUTRAL. Keeping the transmission in gear above
8 km/h (5 mph) will discourage high-speed coasting in NEUTRAL.
High-speed coasting in NEUTRAL can reduce transmission life. This
function does not prevent coasting in NEUTRAL, but makes it more
difficult. The operator CAN COAST in NEUTRAL if he starts down a
hill in NEUTRAL and travel speed is below 8 km/h (5 mph). If the
operator does coast in NEUTRAL, at speeds above 12 mph, engine speed
will increase to 1300 rpm and an event will be logged by the
Transmission/Chassis ECM as "Coasting In Neutral". This information
can be reviewed using the ECAP or ET Service Tool.

Shifts to REVERSE from a Forward Gear are inhibited until travel speed
is below 4.8 km/h (3 mph).

- Back-up Alarm Back-up Alarm: (see Slide No. 131)

- Engine Overspeed Engine Overspeed Protection: If the engine speed (based on machine
Protection travel speed and gear) increases to a pre-determined level which warrants
action, the Transmission/Chassis ECM will upshift the transmission ONE
gear position past the operator's selection to protect the engine from
overspeed. If the transmission is already in the top gear, the
Transmission/Chassis ECM will shift the torque converter into
CONVERTER DRIVE.

- Anti-Hunt Anti-Hunt: During normal shifting, the ECM does not allow a
turnaround shift for 2.3 seconds after a shift occurs. A turnaround shift is
an opposite shift from the previous shift. For example, a downshift is
prevented for 2.3 seconds after an upshift and an upshift is prevented for
2.3 seconds after a downshift. This turnaround time delay allows
conditions to stabilize before an opposite shift. The delay prevents
hunting between gears.

The ECM overrides the turnaround time delay when the operator applies
the brakes. Downshifts now occur immediately as a result of the
decreasing transmission output speed. This function is provided in case
the operator is required to make a sudden stop.

The service/retarder brakes also provide elevated shift points in order to

increase brake cooling.
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TRANSMISSION/CHASSIS ECM
LOGGED EVENTS
• COASTING IN NEUTRAL
• TRANSMISSION ABUSE
• ENGINE OVERSPEED
• MACHINE OVERSPEED

134

• Coasting In Neutral Coasting In Neutral: If the operator coasts in NEUTRAL at speeds

above 19.3 km/h (12 mph), engine speed will increase to 1300 rpm and an
event will be logged by the Transmission/Chassis ECM as a "Coasting in
Neutral" event.

• Transmission Abuse Transmission Abuse: If the operator shifts from NEUTRAL to FIRST or
REVERSE with the engine speed above 1350 rpm, the "Desired Engine
Speed" will be momentarily reduced to low idle, and an event will be
logged by the Transmission/Chassis ECM as a "Transmission Abuse"
event.

• Engine Overspeed Engine Overspeed: If the operator positions the shift lever in a position
lower than the maximum gear available, at 2100 rpm an action lamp will
illuminate and an alarm will sound. If engine speed exceeds 2300 rpm,
the Transmission/Chassis ECM will signal for a shift to a higher gear (one
gear only) to protect the engine. After the shift is made, if engine speed
exceeds 2300 rpm again, an event will be logged by the
Transmission/Chassis ECM as an "Engine Overspeed" event.
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• Machine Overspeed Machine Overspeed: If the operator positions the shift lever in the
maximum gear available position, an action lamp will illuminate and an
alarm will sound at 2100 rpm. If engine speed exceeds 2300 rpm, the
Transmission/Chassis ECM will unlock the torque converter to protect the
engine. After the torque converter is unlocked, if engine speed again
exceeds 2300 rpm, an event will be logged by the Transmission/Chassis
ECM as a "Machine Overspeed" event. A Machine Overspeed should be
considered as an Engine Overspeed.
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135

STEERING SYSTEM

This section of the presentation explains the operation of the steering

system. As on other Caterpillar Off-highway Trucks, the steering system
uses hydraulic force to change the direction of the front wheels. The
system has no mechanical connection between the steering wheel and the
steering cylinders.

• Load sensing, The 777D Update trucks use a load sensing, pressure compensated
pressure steering system which is a substantial change from the steering system
compensated used on the earlier 777D trucks. Minimal horsepower is used by the
- Requires less steering system when the truck is traveling in a straight path. Steering
horsepower hydraulic horsepower requirements depend on the amount of steering
pressure and flow required by the steering cylinders.

With the engine removed and looking from the front of the truck, the
steering system components shown are:
1. Steering tank - Steering tank (1)
2. Steering pump - Steering pump (2)
3. Steering valve - Steering valve (3)
4. Secondary steering - Secondary steering motor and pump (4)
motor and pump
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136

• Steering system tank The steering system tank is located on the right platform

1. Steering system oil Check the steering system oil level at the sight gauge (1).
level sight gauge
2. Steering system oil The steering system oil filter (2) is located on the side of the steering tank.
filter
3. Case drain oil filter The steering system uses a pressure compensated piston type pump. Case
drain oil from the steering pump returns to the hydraulic tank through a
case drain filter (3) on the side of the steering tank.

4. Steering tank Before removing the cap to add oil to the steering system, depress the
pressure release pressure release button (4) on the breather to release any remaining
button and breather pressure from the tank.

5. Steering system Steering system oil samples can be taken from the Scheduled Oil
S•O•S tap Sampling (S•O•S) tap (5) located in the case drain return hose.

• Filter bypass valves The steering system filter base and the case drain filter base have bypass
valves that allow the steering oil to bypass the filters if they are plugged.
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137

• Steering pump The 777D Update trucks are equipped with a load sensing, pressure
1. High pressure cutoff compensated, piston-type pump. The steering pump operates only when
valve the engine is running and provides the necessary flow of oil for steering
- Main steering
system operation. The steering pump contains a load sensing controller
system relief with two valves. The high pressure cutoff valve (1) functions as the
primary steering system relief valve.

• Steering system To adjust the primary steering system pressure setting (high pressure
primary relief cutoff), remove the cover nut, loosen the locknut and turn the adjusting
adjustment screw IN to increase the pressure or OUT to decrease the pressure. The
primary steering system pressure setting is 23425 ± 345 kPa
(3400 ± 50 psi). To verify the new pressure setting, install a gauge on the
pressure tap (shown in Slide No. 140). Operate the truck in NEUTRAL
with the engine at HIGH IDLE, and turn the steering wheel hard against
the stops to the left or right.

2. Flow compensator The flow compensator valve (2) is used to adjust the low pressure standby
valve setting. When the truck is traveling in a straight path, virtually no flow or
- Low pressure pressure is required to the steering cylinders, and the pump destrokes to
standby low pressure standby.
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• Low pressure standby To adjust the low pressure standby setting, remove the cover nut, loosen
adjustment the locknut and turn the adjusting screw IN to increase the pressure or
OUT to decrease the pressure. The low pressure standby setting should
be between 2070 and 2950 kPa (300 and 430 psi). To verify the new
pressure setting, install a gauge on the pressure tap (shown in slide
No. 140). Operate the truck in NEUTRAL with the engine at HIGH
IDLE, and DO NOT turn the steering wheel.

3. Load sensing signal Load Sensing (LS) signal pressure from the Hand Metering Unit (HMU)
pressure hose (see Slide No. 142) enters the spring chamber of the flow compensator
valve through the hose (3).
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LOAD SENSING TO STEERING

PRESSURE VALVE STEERING PUMP
FROM HMU AND HMU
LOW PRESSURE STANDBY

HIGH PRESSURE
CUTOFF VALVE
ACTUATOR
PISTON

FLOW
COMPENSATOR

LOAD SENSING
CONTROLLER

SWASHPLATE
PISTON
CASE DRAIN
FILTER

138

• Low pressure standby When the truck is traveling in a straight path, the steering cylinders
require virtually no flow or pressure. The HMU provides a very low
pressure load sensing signal to the flow compensator in the load sensing
controller.

Pump oil (at low pressure standby) flows to the swashplate piston and past
the lower end of the displaced flow compensator spool to the actuator
piston. The actuator piston has a larger surface area than the swashplate
piston. The oil pressure at the actuator piston overcomes the spring force
and the oil pressure in the swashplate piston and moves the swashplate to
destroke the pump. The pump is then at minimum flow, low pressure
standby.

• Low pressure standby Pump output pressure is equal to the setting of the flow compensator plus
setting the pressure required to compensate for system leakage. The low pressure
standby setting should be between 2070 and 2950 kPa (300 and 430 psi).
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LOAD SENSING TO STEERING

PRESSURE
FROM HMU
VALVE
AND HMU
STEERING PUMP
MAXIMUM FLOW

HIGH PRESSURE
CUTOFF VALVE
ACTUATOR PISTON

FLOW
COMPENSATOR

LOAD SENSING
CONTROLLER

SWASHPLATE
PISTON
CASE DRAIN
FILTER

139

• Steering pump at During a turn, when steering pressure and flow are required, pressure
maximum flow increases in the HMU load sensing signal line. The pressure in the signal
line is equal to the pressure in the steering cylinders. The pump load
sensing controller is spring biased to vent the actuator piston pressure to
drain. Venting pressure from the load sensing controller and the actuator
piston positions the spring biased swashplate to maximum displacement
(maximum flow).

As pressure increases in the HMU load sensing signal line, pump supply
pressure is sensed on both ends of the flow compensator. When pressure
is present on both ends of the flow compensator, the swashplate is kept at
maximum angle by the force of the spring in the pump housing and pump
discharge pressure on the swashplate piston. The pistons reciprocate in
and out of the barrel and maximum flow is provided through the outlet
port. Since the pump is driven by the engine, engine rpm also affects
pump output.
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3 2 4

140

1. Steering pressure Steering oil flows from the pump to the steering valve located on the
switch frame behind the right front suspension cylinder. A steering pressure
switch (1) monitors the output of the steering pump. The steering
pressure switch provides input signals to the Transmission/Chassis ECM,
and the Caterpillar Monitoring System informs the operator of the
condition of the steering system. A steering system warning is displayed
if the pressure in the steering system drops below 700 ± 100 kPa
(100 ± 15 psi).

2. Pressure reducing The steering pressure switch cannot tolerate high steering system
valve pressures. A pressure reducing valve (2) reduces the steering system
pressure to the steering pressure switch. The setting of the pressure
reducing valve is 2600 + 500 - 200 kPa (375 + 70 - 30 psi). To check the
setting of the pressure reducing valve, remove the steering pressure
switch and install a gauge in the switch port. Operate the truck in
NEUTRAL with the engine at LOW IDLE and turn the steering wheel
hard against the stops to the left or right.

• Secondary steering If the steering pressure switch signals the Transmission/Chassis ECM that
the steering system pressure is low, the ECM will energize the secondary
steering relay located behind the cab. The secondary steering relay will
then energize a second larger relay located on the frame above the
3. Secondary steering steering valve, which will then turn ON the secondary steering motor (3).
motor Secondary steering supply oil flows to the steering valve from the
secondary steering pump through the small hose on the right side of the
valve.
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4. Secondary steering The primary relief valve for the secondary steering circuit is in the
primary relief valve secondary steering pump load sensing valve. The setting of the relief
plug
valve is 16880 ± 345 kPa (2450 ± 50 psi). The relief valve is accessible
through the small allen head plug (4).

• Secondary steering To check the setting of the secondary steering primary relief valve, do not
primary relief valve start the truck. Turn ON the key start switch and depress the secondary
adjustment
steering switch located on the dash (see Slide No. 46). Turn the steering
wheel hard to the left or right while the secondary steering pump is
running. Secondary steering system pressures can be measured at the
steering system pressure tap (see Slide No. 141).

5. Secondary steering Two relief valves are located on the left side of the steering valve. The
back-up relief valve top relief valve (5) is a back-up relief valve for the secondary steering
system. The secondary steering back-up relief valve protects the
secondary steering system if the relief valve on the secondary steering
pump malfunctions. The setting of the secondary steering back-up relief
valve is 20700 ± 400 kPa (3000 ± 60 psi).

• Secondary steering To check the setting of the secondary steering back-up relief valve,
back-up relief valve increase the setting of the relief valve in the secondary steering pump load
adjustment sensing valve. Count the number of turns made to the adjustment screw
so the valve can be returned to its original setting. Loosen the locknut on
the secondary steering back-up relief valve, and turn the adjusting screw
IN to increase the pressure or OUT to decrease the pressure. To verify the
new pressure setting, do not start the truck. Turn ON the key start switch
and depress the secondary steering switch located on the dash (see Slide
No. 46). Turn the steering wheel hard to the left or right while the
secondary steering pump is running.

6. Primary steering The lower relief valve (6) is a back-up relief valve for the primary
back-up relief valve steering system. The primary steering back-up relief valve protects the
primary steering system if the high pressure cutoff valve on the steering
pump malfunctions. The setting of the primary steering back-up relief
valve is 26000 ± 400 kPa (3775 ± 60 psi). Primary steering pressure is
first controlled by the high pressure cutoff valve located on the steering
pump. The setting of the high pressure cutoff valve on the steering pump
is 23425 ± 345 kPa (3400 ± 50 psi).

• Primary steering To check the setting of the primary steering back-up relief valve, increase
back-up relief valve the setting of the high pressure cutoff valve on the steering pump. Count
adjustment the number of turns made to the adjustment screw so the valve can be
returned to its original setting. Loosen the locknut on the primary
steering back-up relief valve, and turn the adjusting screw IN to increase
the pressure or OUT to decrease the pressure. To verify the new pressure
setting, operate the truck in NEUTRAL with the engine at LOW IDLE
and turn the steering wheel hard against the stops to the left or right.
STMG 721 - 179 -
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1 2

141

• Check valve plugs Shown is a front view of the steering valve. Located behind the two plugs
1. Secondary check are two check valves. The check valves are used to separate the primary
valve and secondary steering systems. The secondary check valve (1) is behind
the left plug, and the primary check valve (2) is behind the right plug.
2. Primary check valve
3. Steering system Steering system pressures can be measured at the steering system pressure
pressure tap
tap (3).
STMG 721 - 180 -
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142

1. HMU The Hand Metering Unit (HMU) (1) is located at the base of the steering
column behind a cover at the front of the cab. The HMU is connected to
the steering wheel and controlled by the operator.

• Meters oil to steering The HMU meters the amount of oil sent to the steering cylinders by the
cylinders speed at which the steering wheel is turned. The faster the HMU is
turned, the higher the flow sent to the steering cylinders, and the faster the
wheels will change direction.

• Q-amp steering The steering system is referred to as "Q-amp" which means flow
system amplification. During a sudden steering change (steering wheel speed
greater than 10 rpm), additional steering pump oil flow will bypass the
gerotor pump in the HMU and flow directly to the steering cylinders.
Steering oil flow to the cylinders is equal to the gerotor pump oil flow
plus the bypass oil flow from the steering pump. The steering oil flow is
amplified up to 1.6 to 1. The purpose of the flow amplification is to
provide quick steering response when sudden steering changes are
needed.

2. Load sensing signal Load sensing signal pressure flows through a tube (2) to the load sensing
line controller on the primary steering pump (see Slide No. 137) and the load
sensing controller on the secondary steering pump (next slide).
STMG 721 - 181 -
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• HMU tubes On the front of the HMU are four tubes:

- Top left tube: Return to tank - Top right tube: Left turn
- Bottom left tube: Pump supply - Bottom right tube: Right turn

• HMU crossover relief Two crossover relief valves are installed in the top of the HMU. The
valves crossover relief valves are installed in series with the left and right turn
ports. If an outside force is applied to the front wheels while the steering
wheel is stationary, the crossover relief valves provide circuit protection
for the steering lines between the steering cylinders and the HMU. The
crossover relief valves allow oil to transfer from one end of the steering
cylinders to the opposite end of the cylinders. The setting of the
crossover relief valves is approximately 27200 ± 690 kPa
(3950 ± 100 psi).

• Right crossover relief To test the right crossover relief valve, install two tees with pressure taps
valve pressure test in the right turn steering hose at the steering cylinders. Steer the truck
completely to the right against the stops, and shut off the engine. An
external pump supply must be connected to one of the pressure taps on
the right turn hose. Connect a pressure gauge to the other pressure tap on
the right turn hose. Pressurize the steering system, and the reading on the
gauge will be the setting of the right crossover relief valve.

• Left crossover relief To test the left crossover relief valve, install two tees with pressure taps in
valve pressure test the left turn steering hose at the steering cylinders. Steer the truck
completely to the left against the stops, and shut off the engine. An
external pump supply must be connected to one of the pressure taps on
the left turn hose. Connect a pressure gauge to the other pressure tap on
the left turn hose. Pressurize the steering system, and the reading on the
gauge will be the setting of the left crossover relief valve.

• Earlier trucks have On earlier 777D trucks, a separate crossover relief valve block is located
external crossover on the frame in the engine compartment.
relief valves
STMG 721 - 182 -
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143

• 777D Update trucks All other "D" Series Update trucks use a static load sensing steering
use dynamic load system. In a static system, there is load sensing pressure between the
sensing
HMU and the steering pumps, but no flow. The 777D Update trucks use a
dynamic load sensing steering system. In a dynamic system, there is load
sensing pressure and flow between the HMU and the steering pumps.

1. Load sensing pilot A load sensing pilot signal resolver valve (1) is located on the secondary
signal resolver valve steering pump load sensing valve. The resolver valve allows load sensing
signal oil to flow between the HMU and the primary steering pump or the
2. Load sensing signal secondary steering pump. In the NO STEER position, oil flows to the
hose to HMU HMU. In a LEFT or RIGHT STEER position, oil flows from the HMU
through the signal hose (2).

3. Load sensing signal Normally, the secondary steering pump is OFF and the resolver is closed
hose from primary from the HMU to the secondary steering pump. The flow through the
steering pump hose (3) from the primary steering pump holds the resolver open and load
sensing pilot signal pressure is present between the HMU and the piston
pump flow compensator.

• "thermal bleed" The load sensing signal flow from the primary steering pump is also used
prevents HMU sticking for "thermal bleed" through the HMU. The "thermal bleed" is used to
keep the HMU temperature the same as the rest of the steering system.
Keeping the HMU the same temperature prevents sticking.
STMG 721 - 183 -
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STEERING
HYDRAULIC SYSTEM
STEERING L
TANK T
CASE LS
DRAIN P
FILTER STEERING R
FILTER HMU

STEERING
PUMP

LOAD
SENSING PRESSURE
REDUCING
VALVE
VALVE
STEERING PRESSURE
SWITCH

PRIMARY STEERING
SECONDARY STEERING PUMP BACK-UP
LOAD SENSING
RESOLVER VALVE RELIEF VALVE

SECONDARY STEERING
STEERING VALVE BACK-UP
(REAR VIEW) RELIEF VALVE
SECONDARY STEERING VALVE PRIMARY
CHECK VALVE (FRONT VIEW) CHECK VALVE

144

• Steering hydraulic Shown is the steering hydraulic system. The primary steering pump pulls
system supply oil from the steering tank. All piston-type pumps produce a small
amount of leakage to the case drain circuit for lubrication and cooling.
The case drain oil flows to the steering tank through a case drain filter.

• Steering pressure Steering oil flows from the pump to the steering valve located on the
switch frame behind the right front suspension cylinder. A steering pressure
• Pressure reducing switch monitors the output of the steering pump. The steering pressure
valve switch cannot tolerate high steering system pressures. A pressure
reducing valve lowers the steering system pressure to the steering pressure
switch.

• Secondary steering If the steering pressure switch signals the Transmission/Chassis ECM that
the steering system pressure is low, the ECM will turn ON the secondary
steering motor. Secondary steering supply oil flows to the steering valve.
STMG 721 - 184 -
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• Secondary steering When the Transmission/Chassis ECM energizes the secondary steering
load sensing motor, load sensing signal oil will flow from the secondary steering load
sensing valve through the load sensing resolver to the HMU. The load
sensing valve uses the load sensing signal pressure to control the amount
of flow from the secondary steering pump to the steering valve.

• Secondary steering Two relief valves are installed in the steering valve. The secondary
back-up relief valve steering back-up relief valve protects the secondary steering system if the
relief valve on the secondary steering pump malfunctions.

• Primary steering The primary steering back-up relief valve protects the primary steering
back-up relief valve system if the high pressure cutoff valve on the steering pump
malfunctions.

• Primary and Two check valves are located on the steering valve. The check valves are
secondary steering used to separate the primary and secondary steering systems.
check valves
• HMU The HMU has five ports:
- Tank (T) - Left turn (L)
- Pump supply (P) - Right turn (R)
- Load sensing (LS)

The Hand Metering Unit (HMU) is located at the base of the steering
column behind a cover at the front of the cab. The HMU is connected to
the steering wheel and controlled by the operator. Steering supply oil
flows to the HMU (P) from the steering valve. Return oil from the
HMU (T) flows through the steering valve and the steering filter to the
steering tank.

The HMU meters the amount of oil sent to the steering cylinders
(L and R) by the speed at which the steering wheel is turned. The faster
the HMU is turned, the higher the flow sent to the steering cylinders, and
the faster the wheels will change direction.

• Load sensing pilot A load sensing pilot signal resolver valve is located on the secondary
signal resolver valve steering pump load sensing valve. The resolver valve allows load sensing
signal oil to flow between the HMU and the primary steering pump or the
secondary steering pump. In the NO STEER position, oil flows to the
HMU. In a LEFT or RIGHT STEER position, oil flows from the HMU.

Normally, the secondary steering pump is OFF and the resolver is closed
from the HMU to the secondary steering pump. The flow from the
primary steering pump holds the resolver open and load sensing pilot
signal pressure is present between the HMU and the flow compensator on
the piston pump.
STMG 721 - 185 -
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STEERING HYDRAULIC TO STEERING TO LOAD SENSING

VALVE RESOLVER
SYSTEM
CROSSOVER
RELIEF VALVES

PISTON PUMP AND

LOAD SENSING
CONTROLLER
HMU

LOAD
PRESSURE SENSING
REDUCING RESOLVER
VALVE

STEERING
PRESSURE
SWITCH
LOAD
SENSING
VALVE
DETAIL A

STEERING M
VALVE
TRANSMISSION
PRIMARY CHASSIS
STEERING SEE
DETAIL A ECM
BACK-UP
RELIEF VALVE

STEERING
FILTER SECONDARY SECONDARY SECONDARY
STEERING STEERING STEERING
BACK-UP RELIEF PRIMARY RELIEF PUMP
VALVE VALVE
CASE DRAIN
FILTER

145

• Steering hydraulic Shown is a schematic of the steering hydraulic system used in the 777D
system schematic Update trucks while in the HOLD position.

All the internal valve components and the direction of oil flow can be
seen. The primary steering pump pulls supply oil from the steering tank.
All piston-type pumps produce a small amount of leakage to the case
drain circuit for lubrication and cooling. The case drain oil flows to the
steering tank through a case drain filter.

• Steering pressure Steering oil flows from the pump to the steering valve located on the
switch frame behind the right front suspension cylinder. A steering pressure
• Pressure reducing switch monitors the output of the steering pump. The steering pressure
valve switch cannot tolerate high steering system pressures. A pressure
reducing valve lowers the steering system pressure to the steering pressure
switch.
STMG 721 - 186 -
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• Secondary steering If the steering pressure switch signals the Transmission/Chassis ECM that
the steering system pressure is low, the ECM will turn ON the secondary
steering motor. Secondary steering supply oil flows to the steering valve.

• Secondary steering When the Transmission/Chassis ECM energizes the secondary steering
load sensing motor, load sensing signal oil will flow from the secondary steering load
sensing valve through the load sensing resolver to the HMU. The load
sensing valve uses the load sensing signal pressure to control the amount
of flow from the secondary steering pump to the steering valve.

• Secondary steering Two relief valves are installed in the steering valve. The secondary
back-up relief valve steering back-up relief valve protects the secondary steering system if the
relief valve on the secondary steering pump malfunctions.

• Primary steering The primary steering back-up relief valve protects the primary steering
back-up relief valve system if the high pressure cutoff valve on the steering pump
malfunctions.

• Primary and Two check valves are located on the steering valve. The check valves are
secondary steering used to separate the primary and secondary steering systems.
check valves
• HMU The Hand Metering Unit (HMU) is located at the base of the steering
column behind a cover at the front of the cab. The HMU is connected to
the steering wheel and controlled by the operator. Steering supply oil
flows to the HMU from the steering valve. Return oil from the
HMU flows through the steering valve and the steering filter to the
steering tank.

The HMU meters the amount of oil sent to the steering cylinders by the
speed at which the steering wheel is turned. The faster the HMU is
turned, the higher the flow sent to the steering cylinders, and the faster the
wheels will change direction.

• Load sensing pilot A load sensing pilot signal resolver valve is located on the secondary
signal resolver valve steering pump load sensing valve. The resolver valve allows load sensing
signal oil to flow between the HMU and the primary steering pump or the
secondary steering pump. In the NO STEER position, oil flows to the
HMU. In a LEFT or RIGHT STEER position, oil flows from the HMU.

• HMU crossover relief Two crossover relief valves are installed in the top of the HMU. The
valves crossover relief valves are installed in series with the left and right turn
ports. If an outside force is applied to the front wheels while the steering
wheel is stationary, the crossover relief valves provide circuit protection
for the steering lines between the steering cylinders and the HMU. The
crossover relief valves allow oil to transfer from one end of the steering
cylinders to the opposite end of the cylinders.
STMG 721 - 187 -
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146

HOIST SYSTEM

• Hoist system The hoist system on the 777D Update trucks is electronically controlled
controlled by by the Transmission/Chassis ECM.
Transmission/Chassis
ECM
The hoist control system operates similarly to the earlier 777D trucks.
The four hoist lever positions are: RAISE, HOLD, FLOAT and LOWER.

• Hoist SNUB control The hoist valve has a fifth position referred to as the SNUB position. The
operator is unaware of the SNUB position because a corresponding lever
position is not provided. When the body is being lowered, just before the
body contacts the frame, 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.

• Hoist system must be The hoist system can be enabled or disabled using ET. All trucks shipped
enabled with ET from the factory without bodies installed are set at the Hoist Enable
Status 2. The Hoist Enable Status 2 is a test mode only and will prevent
the hoist cylinders from accidentally being activated. After the body is
installed, change the Hoist Enable Status to 1 for the hoist system to
function properly.

NOTE: The hoist system can be enabled or disabled using ET. If the
hoist system fails to function, check the hoist status configuration in
the Transmission/Chassis ECM.
STMG 721 - 188 -
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147

• Hoist lever (arrow) The operator controls the hoist lever (arrow). The four positions of the
hoist lever are RAISE, HOLD, FLOAT and LOWER.

• Hoist lever normally in The truck should normally be operated with the hoist lever in the FLOAT
FLOAT position position. Traveling with the hoist in the FLOAT position will make sure
the weight of the body is on the frame and body pads and not on the hoist
cylinders. The hoist control valve will actually be in the SNUB position.

• Reverse inhibitor If the transmission is in REVERSE when the body is being raised, the
operation hoist lever sensor is used to shift the transmission to NEUTRAL. The
transmission will remain in NEUTRAL until:
1. The hoist lever is moved into the HOLD or FLOAT position; and
2. the shift lever has been cycled into and out of NEUTRAL.

NOTE: If the truck is started with the body raised and the hoist lever
in FLOAT, the lever must be moved into HOLD and then FLOAT
before the body will lower.
STMG 721 - 189 -
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148

• Hoist control position The hoist lever controls a Pulse Width Modulated (PWM) position
sensor (arrow) sensor (arrow). The PWM sensor sends duty cycle input signals to the
• Sensor energizes two Transmission/Chassis ECM. Depending on the position of the sensor and
solenoids on hoist the corresponding duty cycle, one of the two solenoids located on the
valve hoist valve is energized.
• Hoist lever sensor
provides modulation The four positions of the hoist lever are RAISE, HOLD, FLOAT and
LOWER, but since the sensor provides a duty cycle signal that changes
• Sensor performs three for all positions of the hoist lever, the operator can modulate the speed of
functions: the hoist cylinders.
- Raises and lowers
body The hoist lever sensor also replaces the body raise switch (transmission
- Neutralizes
neutralizer switch) that was located behind the operator's seat. The hoist
transmission in lever sensor performs three functions:
REVERSE - Raises and lowers the body
- Starts a new TPMS - Neutralizes the transmission in REVERSE
cycle - Starts a new TPMS cycle

• Hoist lever sensor The hoist lever position sensor receives 24 Volts from the Transmission/
diagnostics Chassis ECM. To check the supply voltage of the sensor, connect a
- Supply voltage multimeter between Pins A and B of the sensor connector. Set the meter
to read "DC Volts."

- Signal Duty Cycle To check the output signal of the hoist lever position sensor, connect a
multimeter between Pins B and C of the hoist lever position sensor
connector. Set the meter to read "Duty Cycle." The duty cycle output of
the sensor should be approximately 5 to 95% between full RAISE to full
LOWER.
STMG 721 - 190 -
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149

• Hoist, converter and Shown is the hoist, converter and brake hydraulic tank. The oil level is
brake hydraulic tank checked by opening the small door (1) and looking through the sight
1. Oil level sight gauge gauge. The oil level should first be checked with cold oil and the engine
door stopped. The level should again be checked with warm oil and the engine
running.

2. Lower sight gauge The lower sight gauge (2) can be used to fill the tank when the hoist
for oil level with cylinders are in the RAISED position. When the hoist cylinders are
raised cylinders
lowered, the hydraulic oil level will increase. After the hoist cylinders are
lowered, check the hydraulic tank oil level with the upper sight gauge as
explained above.

• Use only TDTO oil Use only Transmission Drive Train Oil (TDTO) with a specification of
TO-4 or newer. TDTO TO-4 oil:
- Provides maximum frictional capability required for the clutch discs
used in the brakes.
- Increases brake holding capability by reducing brake slippage.
- Controls brake chatter.

3. Breather Check the hoist and brake hydraulic tank breather (3) for restriction.
Clean the filter if it is restricted.
STMG 721 - 191 -
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1 6 7

150

• Rear of hoist, Shown is the rear of the hoist, converter and brake hydraulic tank. The
converter and brake hoist pump pulls oil from the tank through the suction screen (1) located
oil tank
in the rear of the tank. Oil returns from the hoist valve through the
1. Hoist pump suction port (2).
screen
2. Hoist oil return port Brake cooling oil returns to the hydraulic tank through the three upper
ports (3).
3. Brake cooling oil
return ports
Other ports located on the hydraulic tank are:
• Other hydraulic tank
ports: - Transmission charging pump suction (4)
4. Transmission
- Transmission return (5)
charging pump - Torque converter pump suction (6)
suction
- Attachment brake cooling pump suction (7)
5. Transmission return
- Torque converter inlet relief valve return port (8)
6. Torque converter
pump suction
7. Attachment brake
cooling pump
suction
8. Torque converter
inlet relief valve
return port
STMG 721 - 192 -
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151

1. Hoist pump The hoist pump (1) is located at the top rear of the pump drive. Oil flows
2. Hoist system from the hoist pump to the hoist control valve. The hoist system pressure
pressure tap can be tested at the pressure tap (2).
The hoist system relief pressures are different in the RAISE and LOWER
positions.
• Hoist pressure during The hoist system relief pressure during RAISE is:
RAISE
18950 + 520 - 0 kPa (2750 + 75 - 0 psi)

• Hoist pressure during The hoist system relief pressure during LOWER is:
LOWER
3450 ± 350 kPa (500 ± 50 psi)

• Body up switch must The body up switch (see Slide No. 132) must be in the RAISE position
be in RAISE to check before the LOWER relief valve setting can be tested. Move a magnet past
LOWER relief the body up switch until the body up alert indicator on the dash turns ON.
If the body up switch is in the LOWER position, the Transmission/
Chassis ECM will hold the hoist valve in the SNUB position and the
LOWER relief valve will not open.

• Hoist pressures In the HOLD, FLOAT and SNUB positions, the gauge will show the
during HOLD, FLOAT brake cooling system pressure, which is a result of the restriction in the
and SNUB
coolers, brakes and hoses (normally much lower than the actual oil cooler
relief valve setting). The maximum pressure is limited by the oil cooler
relief valve, which has a setting of 586 ± 14 kPa (85 ± 2 psi).
STMG 721 - 193 -
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2 4 1

5 6

152

• Hoist control valve Oil flows from the hoist pump to the hoist control valve located on the
• Brake release oil used frame cross-tube between the hoist cylinder lower mounts. The hoist
for hoist pilot valve uses brake release oil as the pilot oil to shift the directional spool
inside the hoist valve. Brake release oil enters the hydraulic actuators on
both ends of the hoist valve through the small hoses. The brake release
(hoist pilot) oil pressure is 4700 ± 200 kPa (680 ± 30 psi)

1. RAISE position Pilot oil pressure is always present at both ends of the directional spool.
solenoid valve Two solenoid valves are used to drain the pilot oil from the ends of the
2. LOWER position directional spool, which then allows the spool to move. The solenoid on
solenoid valve the right is the RAISE solenoid valve (1), and the solenoid on the left is
the LOWER solenoid valve (2).

• Hoist solenoids The RAISE and LOWER solenoid valves constantly receive
"dither" when not in approximately 300 millivolts at a frequency of 80 Hz when they are in
the HOLD position
any position except HOLD. The excitation, referred to as "dither," is used
to keep the solenoids in a ready state for quick response.

• Hoist solenoids When the Transmission/Chassis ECM receives an input signal from the
receive between 0 and hoist lever sensor, the ECM sends an output signal current between
1.9 amps 0 and 1.9 amps to one of the solenoids. The amount of current sent to the
solenoid determines how much pilot oil is drained from the end of the
directional spool and, therefore, how far the directional spool travels
toward the solenoid.
STMG 721 - 194 -
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3. Tube to oil cooler When the hoist control valve is in the HOLD, FLOAT or SNUB position,
and brakes all the hoist pump oil flows through the large tube (3) and the brake oil
cooler located behind the engine (see Slide No. 78) to the brakes (see
Slides No. 108 and 109).

4. Oil cooler relief An oil cooler relief valve is located in the hoist control valve behind the
valve plug large plug (4). The relief valve limits the brake oil cooling pressure when
the hoist valve is in the HOLD, FLOAT or SNUB position. The setting of
the oil cooler relief valve is 586 ± 14 kPa (85 ± 2 psi).

5. Hoist cylinder head The two hoist system pressure taps are located in junction blocks between
end--RAISE pressure the two hoist cylinders. The left tap (5) is used to test the RAISE hoist
tap pressure. The right tap (6) is used to test the LOWER hoist pressure. The
6. Hoist cylinder rod relief valve pressure setting is tested with the engine at HIGH IDLE and
end--LOWER the hoist valve in the RAISE or LOWER position.
pressure tap
• Body up switch must The body up switch (see Slide No. 132) must be in the RAISE position
be in RAISE to check before the LOWER relief valve setting can be tested. Move a magnet past
LOWER relief the body up switch until the body up alert indicator on the dash turns ON.
If the body up switch is in the LOWER position, the Transmission/
Chassis ECM will hold the hoist valve in the SNUB position and the
LOWER relief valve will not open.

• Orifice plate An orifice plate is installed between the upper hose and the rod end port
on both hoist cylinders. The orifice plate restricts the flow of oil from the
rod end of the hoist cylinders.

The orifice plate prevents cavitation of the cylinders when the body raises
faster than the pump can supply oil to the cylinders (caused by a sudden
shift of the load).
STMG 721 - 195 -
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4
2

153

1. Load check valve Shown is the right side of the hoist valve. The load check valve is located
plug behind the plug (1). When the directional spool is initially shifted, the
load check valve remains closed until the supply pressure is higher than
the pressure in the hoist cylinders. The load check valve prevents the
body from dropping before the RAISE pressure increases.

2. Hoist pilot supply Hoist pilot supply oil (brake release) enters the hydraulic actuators
port through the port (2). When in HOLD, pilot oil pressure is present at both
3. Hoist pilot drain port ends of the directional spool. When a solenoid is energized, pilot oil is
drained from the end of the directional spool, which then allows the spool
4. Hoist pilot control
port
to move. The drain port is located behind the plug (3). The control
pressure, which holds the spool in the appropriate position, can be
measured at the port (4).
STMG 721 - 196 -
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2 1

154

The hoist system relief pressures are controlled by the two relief valves
located on top of the hoist valve.

1. RAISE relief valve The RAISE relief valve (1) limits the pressure in the hoist system during
RAISE. The hoist system relief pressure during RAISE is
18950 + 520 - 0 kPa (2750 + 75 - 0 psi)

2. LOWER relief valve The LOWER relief valve (2) limits the pressure in the hoist system during
LOWER. The hoist system relief pressure during LOWER is
3450 ± 350 kPa (500 ± 50 psi).

3. Dual stage relief The dual stage relief valve signal spool is located behind the plug (3).
valve signal spool When the hoist valve is in the RAISE position, the directional spool sends
plug hoist cylinder raise pressure to the dual stage relief valve signal spool.
The dual stage relief valve signal spool moves and blocks the supply
pressure from opening the low pressure relief valve.

• Hoist system must be NOTE: The hoist valve LOWER position is an adjustable parameter
adjusted with ET in the Transmission/Chassis ECM using ET. The slight adjustment
provides a means to compensate for valve differences. The
adjustment range is from -5 to +5 with zero as the default. A negative
number will decrease the lower speed and a positive number will
increase the lower speed. With the engine at HIGH IDLE and the
hoist lever in FLOAT, pump output pressure must be less than
1725 kPa (250 psi). The hoist lever must be in HOLD when changing
the setting.
STMG 721 - 197 -
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RAISE BRAKE COOLING

SOLENOID RELIEF VALVE
PARKING BRAKE
LOW RELEASE PRESSURE
PRESSURE
RELIEF VALVE

MAIN RELIEF
DUMP VALVE
TO BRAKE
HIGH COOLING
PRESSURE
RELIEF VALVE

DUAL STAGE TO HOIST CYLINDER

RELIEF VALVE ROD END
SIGNAL STEM

LOAD TO HOIST CYLINDER

CHECK HEAD END
VALVE

HOIST CONTROL VALVE

HOLD
PARKING BRAKE
RELEASE PRESSURE

LOWER
SOLENOID

155

• Hoist valve in HOLD Shown is a sectional view of the hoist control valve in the HOLD
position. Pilot oil pressure is present at both ends of the directional spool.
The spool is held in the centered position by the centering springs and the
• Hoist supply oil flows pilot oil. Passages in the directional spool vent the dual stage relief valve
to brake cooling signal stem to the tank. All the hoist pump oil flows through the brake oil
cooler to the rear brakes.

The position of the directional spool blocks the oil in the head and rod end
of the hoist cylinders.

• Brake cooling A gauge connected to a pressure tap at the pump while the hoist valve is
pressure measured at in the HOLD position will show the brake cooling system pressure, which
pump in HOLD is a result of the restriction in the coolers, brakes and hoses. The
maximum pressure in the circuit should correspond to the setting of the
front brake oil cooler relief valve. The setting of the oil cooler relief valve
is 586 ± 14 kPa (85 ± 2 psi).
STMG 721 - 198 -
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ON
RAISE BRAKE COOLING
SOLENOID RELIEF VALVE
PARKING BRAKE
LOW RELEASE PRESSURE
PRESSURE
RELIEF VALVE

MAIN RELIEF
DUMP VALVE
TO BRAKE
HIGH COOLING
PRESSURE
RELIEF VALVE

FROM HOIST CYLINDER

DUAL STAGE ROD END
RELIEF VALVE
SIGNAL STEM

TO HOIST CYLINDER
LOAD HEAD END
CHECK
VALVE

HOIST CONTROL VALVE

RAISE
PARKING BRAKE
RELEASE PRESSURE
LOWER
SOLENOID

156

• Hoist valve in RAISE Shown is a sectional view of the hoist control valve in the RAISE
position. The raise solenoid is ENERGIZED and drains pilot oil from the
upper end of the directional spool. The directional spool moves up.
Pump oil flows past the load check valve and the directional spool to the
head end of the hoist cylinders.

• Load check valve When the directional spool is initially shifted, the load check valve
operation remains closed until the supply pressure is higher than the pressure in the
hoist cylinders. The load check valve prevents the body from dropping
before the RAISE pressure increases.

• Dual stage relief The directional spool also sends hoist cylinder raise pressure to the dual
signal stem operation stage relief valve signal stem. The dual stage relief valve signal stem
moves down and blocks the supply pressure from opening the low
pressure relief valve.

Oil flowing from the rod end of the hoist cylinders flows freely through
the brake oil cooler to the brakes.
STMG 721 - 199 -
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• High pressure relief If the pressure in the head end of the hoist cylinders exceeds the relief
setting checked valve settings, the high pressure relief valve will open. When the high
during RAISE at HIGH
pressure relief valve opens, the dump valve moves to the left and pump
IDLE
oil flows to the tank.

The high pressure hoist relief valve setting is checked at the hoist pump
pressure tap or the head end pressure tap located on a junction block
between the two hoist cylinders. Check the relief pressure with the hoist
lever in the RAISE position and the engine at HIGH IDLE.
STMG 721 - 200 -
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RAISE BRAKE COOLING

SOLENOID RELIEF VALVE
PARKING BRAKE
LOW
RELEASE PRESSURE
PRESSURE
RELIEF VALVE

MAIN RELIEF
DUMP VALVE
TO BRAKE
HIGH COOLING
PRESSURE
RELIEF VALVE

TO HOIST CYLINDER
DUAL STAGE ROD END
RELIEF VALVE
SIGNAL STEM

FROM HOIST CYLINDER

LOAD HEAD END
CHECK
VALVE

HOIST CONTROL VALVE

LOWER/POWER DOWN
PARKING BRAKE
RELEASE PRESSURE
LOWER
SOLENOID

ON

157

• Hoist valve in LOWER Shown is a sectional view of the hoist control valve in the LOWER
(power down) (power down) position. The LOWER solenoid is energized and drains
pilot oil from the lower end of the directional spool. The directional spool
moves down.

Supply oil from the pump flows past the load check valve and the
directional spool to the rod end of the hoist cylinders. Oil in the head end
of the hoist cylinders flows to the tank through 15 holes in the directional
spool. The supply oil in the rod end of the cylinders and the weight of the
body move the cylinders to their retracted positions.

• Body up switch Just before the body contacts the frame, the body up switch sends a signal
controls SNUB to the Transmission/Chassis ECM to move the directional spool to the
position SNUB position. In the SNUB position, the directional spool moves
slightly to restrict the flow of head end oil through only FIVE holes in the
spool and lower the body gradually.
STMG 721 - 201 -
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• Dual stage relief The directional spool also vents the passage to the dual stage relief valve
signal stem operation signal stem. The dual stage relief valve signal stem allows supply
pressure to be limited by the low pressure relief valve.

If the pressure in the rod end of the hoist cylinders exceeds

3450 ± 350 kPa (500 ± 50 psi), the low pressure relief valve will open.
When the low pressure relief valve opens, the dump valve moves to the
left and pump oil flows to the tank.

• Low pressure relief The low pressure hoist relief valve setting is checked at the rod end
setting checked pressure tap located on a junction block between the two hoist cylinders.
during LOWER at Check the relief pressures with the hoist lever in the LOWER position and
HIGH IDLE
the engine at HIGH IDLE.

• Body up switch must The body up switch must be in the RAISE position before the LOWER
be in RAISE to check relief valve setting can be tested. Move a magnet past the body up switch
LOWER relief
until the body up alert indicator on the dash turns ON. If the body up
switch is in the LOWER position, the Transmission/Chassis ECM will
hold the hoist valve in the SNUB position, and the LOWER relief valve
will not open.

• Hoist system must be NOTE: The hoist valve LOWER position is an adjustable parameter
adjusted with ET in the Transmission/Chassis ECM using ET. The slight adjustment
provides a means to compensate for valve differences. The
adjustment range is from -5 to +5 with zero as the default. A negative
number will decrease the lower speed and a positive number will
increase the lower speed. With the engine at HIGH IDLE and the
hoist lever in FLOAT, pump output pressure must be less than
1725 kPa (250 psi). The hoist lever must be in HOLD when changing
the setting.
STMG 721 - 202 -
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RAISE BRAKE COOLING

SOLENOID RELIEF VALVE
PARKING BRAKE
LOW
RELEASE PRESSURE
PRESSURE
RELIEF VALVE

MAIN RELIEF
DUMP VALVE
TO BRAKE
HIGH COOLING
PRESSURE
RELIEF VALVE

TO HOIST CYLINDER
DUAL STAGE ROD END
RELIEF VALVE
SIGNAL STEM

FROM HOIST CYLINDER

LOAD HEAD END
CHECK
VALVE

HOIST CONTROL VALVE

FLOAT
PARKING BRAKE
RELEASE PRESSURE
LOWER
SOLENOID

ON

158
• Hoist valve in FLOAT Shown is a sectional view of the hoist valve in the FLOAT position. The
LOWER solenoid is partially energized and drains some of the pilot oil at
the lower end of the directional spool to the tank. The directional spool
moves down. Because the pilot oil is only partially drained, the
directional spool does not move down as far as during LOWER.

Pump supply oil flows past the load check valve and the directional spool
to the rod end of the hoist cylinders. Oil in the head end of the hoist
cylinders flows to the tank. The position of the directional spool permits
the pressure of the oil flowing to the brake oil cooler to be felt at the rod
end of the hoist cylinders.

• Operate truck with The truck should normally be operated with the hoist lever in the FLOAT
hoist lever in FLOAT position. Traveling with the hoist in the FLOAT position will make sure
the weight of the body is on the frame and body pads and not on the hoist
cylinders. The hoist valve will actually be in the SNUB position.

• Valve moves to SNUB Just before the body contacts the frame, the body up switch sends a signal
position to the Transmission/Chassis ECM to move the directional spool to the
SNUB position. In the SNUB position, the valve spool moves slightly to
restrict the flow of oil and lower the body gradually.
STMG 721 - 203 -
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RAISE BRAKE COOLING

SOLENOID RELIEF VALVE
PARKING BRAKE
RELEASE PRESSURE
LOW
PRESSURE
RELIEF VALVE

MAIN RELIEF
DUMP VALVE
TO BRAKE
HIGH COOLING
PRESSURE
RELIEF VALVE

TO HOIST CYLINDER
DUAL STAGE ROD END
RELIEF VALVE
SIGNAL STEM

FROM HOIST CYLINDER

LOAD HEAD END
CHECK
VALVE

HOIST CONTROL VALVE

SNUB
PARKING BRAKE
RELEASE PRESSURE
LOWER
SOLENOID

ON

159

• Hoist valve in SNUB Shown is a sectional view of the hoist control valve in the SNUB position.
As the body is lowered, just before the body contacts the frame, the body
up switch sends a signal to the Transmission/Chassis ECM to move the
directional spool to the SNUB position. In the SNUB position, the
directional spool moves slightly to a position between HOLD and FLOAT.
The SNUB position restricts the flow of oil and lowers the body gradually.

• Hoist system always The operator does not control the SNUB position. When the hoist lever is
in SNUB when body is in the LOWER or FLOAT position and the body up switch is in the
down DOWN position, the hoist control valve is in the SNUB position.

• Brake cooling A gauge connected to the rod end pressure tap while the hoist control
pressure valve is in the SNUB position will show the brake cooling system
pressure, which is a result of the restriction in the coolers, brakes and
hoses. Brake cooling system pressure will be approximately 172 kPa
(25 psi) at HIGH IDLE. The maximum pressure in the circuit should
correspond to the setting of the brake oil cooler relief valve. The setting
of the oil cooler relief valve is 586 ± 14 kPa (85 ± 2 psi).
STMG 721 - 204 -
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160

• Two-stage hoist Shown are the two-stage hoist cylinders used to raise the body. Oil flows
cylinders from the hoist control valve to the two hoist cylinders when the
directional spool in the hoist control valve is not in HOLD.

• Body pads (arrow) Check the condition of the body pads (arrow) for wear or damage.

• Lower body with dead Hoist pilot pressure is required to lower the body with a dead engine. The
engine towing pump can be used to provide the hoist pilot oil. To lower the body
with a dead engine:

- Move the diverter (towing) valve to the towing position (see Slides
No. 187 and 188).
- Turn ON the key start switch so the towing motor and the hoist
solenoids can be energized.
- Move the hoist lever to the RAISE position for 15 seconds, then to
the FLOAT position.
- Depress the secondary steering and brake release switch on the dash
(see Slide No. 46).
STMG 721 - 205 -
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HOIST HYDRAULIC SYSTEM

HOIST (TOP VIEW) DIVERTER REAR

PUMP VALVE BRAKES

BRAKE
OIL COOLER
(BEHIND ENGINE)
HOIST VALVE
(SIDE VIEW)

HOIST
CYLINDERS

HOIST, CONVERTER
AND BRAKE OIL COOLER

TOW PARKING BRAKE

VALVE RELEASE VALVE PARKING
BRAKE
FILTER
TOWING
M PUMP

161

• Hoist hydraulic The hoist pump pulls oil from the hydraulic tank through the suction
system screen located in the rear of the tank. Oil flows from the hoist pump to
the hoist valve.

The hoist valve uses brake release oil as the pilot oil to shift the
directional spool inside the hoist control valve. Oil flows from the brake
release valve to both ends of the hoist control valve. The brake release oil
pressure is 4700 ± 200 kPa (680 ± 30 psi).

Pilot pressure is always present at both ends of the directional spool. Two
solenoid valves are used to drain the pilot oil from the ends of the
directional spool, which then allows the spool to move.

• Hoist oil flows to oil When the hoist control valve is in the HOLD, FLOAT or SNUB position,
cooler and brakes all the hoist pump oil flows through the brake oil cooler located behind
the engine above the torque converter. Oil flows from the oil cooler,
through the rear brakes, and returns to the hydraulic tank.
STMG 721 - 206 -
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• Oil cooler relief valve An oil cooler relief valve is located in the hoist control valve. The relief
valve limits the brake oil cooling pressure when the hoist control valve is
in the HOLD, FLOAT or SNUB position. The setting of the oil cooler
relief valve is 586 ± 14 kPa (85 ± 2 psi).

Oil flows from the hoist control valve to the two hoist cylinders when the
directional spool in the hoist control valve is not in HOLD.

• Orifice plate An orifice plate is installed between the upper hose and the rod end port
on both hoist cylinders. The orifice plate prevents cavitation of the
cylinders when the body raises faster than the pump can supply oil to the
cylinders (caused by a sudden shift of the load).
STMG 721 - 207 -
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TOWING
HOIST HYDRAULIC SYSTEM TOWING VALVE
PUMP
BRAKE
M RELEASE
BRAKE RELEASE VALVE
PUMP

BRAKE
RELEASE
FILTER

HOIST
PUMP
DIVERTER LOWER RAISE
VALVE RELIEF VALVE RELIEF VALVE

OIL COOLER
AND SCREEN ORIFICE
HYDRAULIC PLATES HOIST
TANK CYLINDERS

REAR BRAKES
DUAL STAGE
SIGNAL SPOOL

BRAKE COOLING
RELIEF VALVE
LOWER
SOLENOID

POWER FLOAT SNUB RAISE

RAISE DOWN
SOLENOID HOLD LOAD MAIN RELIEF
CHECK DUMP SPOOL

162

• Hoist hydraulic Shown is a schematic of the hoist hydraulic system used in the 777D
system Update trucks.

• Directional spool The hoist valve uses brake release oil as the pilot oil to shift the
operation directional spool inside the hoist control valve. Oil flows from the brake
release valve to both ends of the hoist control valve.

Pilot pressure is always present at both ends of the directional spool. Two
solenoid valves are used to drain the pilot oil from the ends of the
directional spool, which then allows the centering springs and the pressure
on the opposite end of the spool to move the spool. The solenoid on the
left is the RAISE solenoid valve and the solenoid on the right is the
LOWER solenoid valve. When the RAISE solenoid is energized, the
directional spool will move toward the RAISE solenoid.
STMG 721 - 208 -
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• Hoist solenoids The RAISE and LOWER solenoid valves constantly receive
"dither" when not in approximately 300 millivolts at a frequency of 80 Hz when they are in
the HOLD position
any position except HOLD. The excitation, referred to as "dither," is used
to keep the solenoids in a ready state for quick response.

• Hoist lever sensor The hoist lever controls a Pulse Width Modulated (PWM) position
provides modulation sensor. The PWM sensor sends duty cycle input signals to the
Transmission/Chassis ECM. Depending on the position of the sensor and
the corresponding duty cycle, one of the two solenoids located on the
hoist valve is energized.

• Hoist solenoids The four positions of the hoist lever are RAISE, HOLD, FLOAT and
LOWER, but since the sensor provides a duty cycle signal that changes
for all positions of the hoist lever, the operator can modulate the speed of
the hoist cylinders.

When the Transmission/Chassis ECM receives an input signal from the

hoist lever sensor, the ECM sends an output signal current between
• Hoist lever normally in 0 and 1.9 amps to one of the solenoids. The amount of current sent to the
FLOAT position solenoid determines how much pilot oil is drained from the end of the
directional spool and, therefore, the distance that the directional spool
travels.

• Hoist SNUB control The truck should normally be operated with the hoist lever in the FLOAT
position. Traveling with the hoist in the FLOAT position will make sure
the weight of the body is on the frame and body pads and not on the hoist
cylinders. The hoist valve will actually be in the SNUB position.

• RAISE position The operator is unaware of the SNUB position because this position has
no corresponding lever position. As the body is lowered, just before the
body contacts the frame, the body float speed is reduced to prevent the
body from making hard contact with the frame.

When the hoist control valve is in the RAISE position, pump supply oil
flows to the head end of the hoist cylinders. Pump supply oil also flows
• LOWER position to the dual stage signal spool and moves the spool to the left. When the
dual stage signal spool moves to the left, pump supply oil is blocked from
the LOWER relief valve, and the RAISE relief valve will limit the hoist
system pressure.

When the hoist control valve is in the LOWER (POWER DOWN),

FLOAT or SNUB position, pump supply oil flows to the rod end of the
hoist cylinders. Pump supply oil is blocked from the dual stage signal
spool and the spring holds the spool in the right position. When the dual
stage signal spool is in the right position, pump supply oil can flow to the
LOWER relief valve, and hoist system pressure is controlled by the
STMG 721 - 209 -
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163

AIR SYSTEM AND BRAKES

• Two brake systems: Two separate brake systems are used on the 777D Update trucks. The
two brake systems are: the parking/secondary brake system and the
- Parking/secondary service/retarder brake system.
brake system
- Service/retarder The parking/secondary brakes are spring engaged and hydraulically
brake system released. The service/retarder brakes are engaged hydraulically by an
air-over-oil brake system.
The 777D Update trucks are also equipped with an air system. An engine
driven air compressor supplies the air and fills three tanks. Air from the
tanks provides energy to perform several functions:
• Air system functions - Service and retarder brake control
- Secondary and parking brake control
- Horn, air seat and cab clean-out
- Attachment exhaust diverter
- Attachment air start
STMG 721 - 210 -
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164

• Oil cooled brake The rear brakes on the 777D Update trucks are oil cooled. Shown is a
assembly cutaway illustration of an oil cooled brake assembly. The brakes are
• Seals prevent oil leaks environmentally sealed and adjustment free. Oil continually flows
or transfer through the brake discs for cooling. Duo-Cone seals prevent the cooling
oil from leaking to the ground or transferring into the axle housing. The
wheel bearing adjustment must be maintained to keep the Duo-Cone seals
from leaking.

• Small piston The smaller piston (yellow) is used to ENGAGE the secondary and
ENGAGES secondary parking brakes. The parking brakes are spring ENGAGED and
and parking brakes hydraulically RELEASED.

• Large piston The larger piston (purple) is used to ENGAGE the service and retarder
ENGAGES service brakes. The service and retarder brakes are engaged hydraulically by an
and retarder brakes air-over-oil brake system.
STMG 721 - 211 -
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CALIPER DISC BRAKE

ENGAGED

PISTON
BLEED VALVE

CALIPER

CARRIER LINING
FROM BRAKE CYLINDER

DISC

165

• Front brake The front brakes used on the 777D Update trucks are the disc and caliper
components: design (see Slide No. 9). The brake caliper assemblies are fastened to the
- Caliper assembly spindle and do not rotate. The brake disc is fastened to the wheel and
rotates with the wheel.
- Disc
- Bleed valve Air can be bled from the front brakes through the bleed valves.

During a brake application, hydraulic oil from the brake cylinders forces
the brake pistons against the brake carrier linings (brake pads). The brake
linings are forced against the disc to stop the rotation of the wheel.
STMG 721 - 212 -
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BRAKE ACTUATION
PRESSURE

777D
ATTACHMENT
FRONT BRAKE

DISASSEMBLY
SERVICE PLUG

166

• Attachment oil cooled Shown is a sectional view of the attachment oil cooled front brake
front brakes assembly for 777D Update Off-highway Trucks. The attachment front
brakes are also environmentally sealed and adjustment free. Oil
continually flows through the brake discs for cooling.

• Piston ENGAGES the The piston (yellow) is used to ENGAGE the service/retarder brakes. The
retarder and service 777D Update attachment front brakes do not have a second piston for the
brakes
parking/secondary brakes.
• Attachment front
brakes not used for When the wheel is removed for service, the small plug at the lower left
parking/secondary
must be removed (the brake assembly is equipped with two similar plugs).
• Install 3/8 inch bolts Two 3/8 inch bolts must be installed at the plug locations to hold the brake
before disassembly discs and plates in position during wheel removal. If the 3/8 inch bolts are
not installed, the discs and plates will slide out of position during
disassembly and alignment of the teeth on the discs and plates with the
splines on the stationary ring and the wheel during installation will be
very difficult.
STMG 721 - 213 -
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167

Air Charging System

• Air compressor The air system is charged by an air compressor mounted on the front of
the engine.

1. Air compressor System pressure is controlled by the governor (1). The governor
governor maintains the system pressure between 660 and 830 kPa (95 and 120 psi).

• Air compressor The governor setting can be adjusted with a screw below the cover on the
governor adjustment governor. Turn the adjustment screw OUT to increase the pressure and
IN to decrease the pressure.

2. Supply air pressure Supply air flows from the aftercooler housing to the air compressor
regulator through the pressure regulator (2). The pressure regulator limits the boost
supply pressure to 70 kPa (10 psi). Reducing the supply pressure to the
air compressor reduces the maximum cylinder pressure that can be
generated in the air compressor. Reducing the cylinder pressure reduces
the air compressor temperature and therefore increases the air compressor
life.

Air compressors that receive supply air from the atmosphere do not
require a pressure regulator.
STMG 721 - 214 -
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3
2

168

1. Air dryer Air flows from the air compressor to the air dryer (1) located behind the
left front tire. The air dryer removes contaminants and moisture from the
air system. The condition of the desiccant in the air dryer should be
checked every 500 hours and changed periodically (determined by the
humidity of the local climate).

2. Purge valve signal When the air compressor governor senses that system air pressure is at the
hose cut-out pressure of 830 kPa (120 psi), the governor sends an air pressure
signal to the purge valve through the hose (2). The purge valve opens and
air pressure that is trapped in the air dryer is exhausted through the
desiccant, an oil filter and the purge valve.

3. Air system relief An air system relief valve (3) is located on the air dryer to protect the
valve system if the air compressor governor malfunctions. The setting of the
relief valve is 1380 kPa (200 psi).

4. Heating element A heating element (4) prevents moisture in the dryer from freezing in cold
weather.
STMG 721 - 215 -
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169

1. Service/retarder Air flows through the air dryer and fills three tanks. The two
brake tanks service/retarder brake tanks (1) are located on the hydraulic tank.

• Check valve A check valve prevents a loss of air if an air line breaks upstream of the
air tanks.

2. Relief valve A relief valve (2) is installed in the service/retarder brake tanks. This
relief valve protects the air system when the air dryer has exhausted and
the ball check valve in the air dryer outlet port closes, which separates the
air system from the air dryer relief valve. The setting of the relief valve is
1034 ± 55 kPa (150 ± 8 psi).

A third tank is located behind the cab and supplies air for the parking and
secondary brake system (see Slide No. 171).

3. Drain condensation Condensation should be drained from the tanks daily through the drain
valve (3).
STMG 721 - 216 -
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4
1

2
3

170

1. Pressure protection Located behind the operator’s station is a pressure protection valve (1).
valve Supply air flows from the service and retarder brake tanks, through the
pressure protection valve, to the secondary air system and accessories.
The pressure protection valve opens at 550 kPa (80 psi) and closes at
482 kPa (70 psi). If the secondary air lines or an accessory circuit fails,
the pressure protection valve maintains a minimum of 482 kPa (70 psi) in
the service and retarder brake circuit.

• Pressure protection To test the pressure protection valve, drain the air pressure to
valve test approximately 345 kPa (50 psi). Set the monitoring system to show the
system air pressure gauge. With the engine running at LOW IDLE, press
the horn button. Record the air pressure when the horn sounds. This
pressure reading is the OPEN setting of the pressure protection valve.
Slowly drain the air pressure and record the air pressure when the horn
turns off. This pressure reading is the setting of the pressure protection
valve when it CLOSES.

2. Air system pressure The air system pressure sensor (2) provides an input signal to the
sensor Caterpillar Monitoring System, which informs the operator if the air
system pressure is low.
STMG 721 - 217 -
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3. Parking/ secondary The parking and secondary brake pressure switch (3) provides an input
brake pressure signal to the Transmission/Chassis ECM. The Transmission/Chassis
switch
ECM uses the signal to override the anti-hunt timer for rapid
downshifting. The ECM also provides the signal to the Caterpillar
Monitoring System, which informs the operator if the parking or
secondary brake is ENGAGED.

4. Front brake ratio The front brake ratio valve (4) controls the air pressure to the front brakes
valve when the front brake ON/OFF valve (see slide No. 35) is in the ON
- Only on trucks with position (used only on trucks with caliper disc front brakes).
caliper disc front
brakes When the service brake pedal is PARTIALLY DEPRESSED and the
outlet pressure is below 420 kPa (60 psi), only 50% of the supply air
pressure is allowed through the ratio valve to the front brakes. When the
outlet pressure from the service brake valve is above 420 kPa (60 psi),
100% of the supply air pressure is allowed to flow to the front brakes.

Restricting the air flow to the front brakes during PARTIAL

ENGAGEMENT allows the rear brakes to engage first and provides more
control to the operator. During FULL ENGAGEMENT, the operator will
receive the maximum braking capacity.
STMG 721 - 218 -
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1
3

171

1. Parking/secondary Located behind the operator’s station is the parking and secondary brake
brake tank air tank (1). A drain valve is located near the engine oil dipstick.
Moisture should be drained from the tank daily through the drain valve
(see Slide No. 30).

• Check valve A check valve prevents a loss of air if an air line breaks upstream of the
tank.

2. Stoplight switch The stoplight switch (2) and the transmission service/retarder switch (3)
3. Transmission
are activated when the service brakes, the manual retarder or the
service/retarder Automatic Retarder Control (ARC) is ENGAGED.
switch
The transmission service/retarder brake pressure switch provides an input
signal to the Transmission/Chassis ECM. The Transmission/Chassis
ECM uses the signal to raise the transmission shift points and to override
the anti-hunt timer for rapid downshifting.

• Service/retarder The Traction Control System (TCS) also uses the service/retarder brake
switch used as TCS switch input signal through the CAT Data Link (see Slide No. 201).
input
STMG 721 - 219 -
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AIR AIR CHARGING SYSTEM

COMPRESSOR
AND
GOVERNOR AIR TANK
(SERVICE)
ONE WAY
CHECK VALVE
RELIEF AIR DRYER
VALVE
AIR TANK
(SERVICE)

DRAIN
CAB ENCLOSURE AIR VALVE
PRESSURE
SENSOR
PRESSURE
PROTECTION VALVE
TO AIR SEAT

TO
HORN PARKING/ BRAKE COOLER
RELAY SECONDARY COLD OIL VALVE,
TANK BRAKE RELAYS,
RETARDER VALVE AND
SERVICE BRAKE PEDAL

AIR HORN

172

• Air charging system This schematic shows the flow of air through the air charging system. Air
schematic flows from the air compressor, through the air dryer, to the service and
retarder brake tanks.

Air from the service and retarder brake tanks enters the pressure
protection valve. When the pressure in the service and retarder tanks
reaches 550 kPa (80 psi), the pressure protection valve allows air to flow
to the parking and secondary brake tank and the accessory circuits (horn
and air seat).

All tanks have a check valve at the air supply port to prevent a loss of air
if a leak upstream of the tanks occurs.

The air system pressure sensor provides an input signal to the Caterpillar
Monitoring System, which informs the operator if the air system pressure
is low.
STMG 721 - 220 -
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173

Brake Systems

• Manual retarder valve The manual retarder valve (arrow) is controlled by the retarder lever in
(arrow) the cab. Normally, the retarder valve blocks air flow to the rear service
- Engages rear service brake relay valve (see Slide No. 176).
brakes
- Modulates brakes When the retarder lever is pulled down, air flows to the rear service brake
better than pedal relay valve [maximum 550 kPa (80 psi)]. The retarder lever is used to
modulate rear service brake engagement by metering the amount of air
flow to the rear service brake relay valve.

The retarder engages the same brakes as the service brake pedal (see Slide
No. 39), but is easier to control for brake modulation.

NOTE: On trucks with the attachment oil cooled front brakes, the
retarder also engages the front brakes.
STMG 721 - 221 -
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1 5
6 3

174

1. Service brake valve The service brake valve (1) is controlled by the brake pedal in the cab.
- Engages front and Supply air for the service brake valve, the manual retarder valve and the
rear brakes Automatic Retarder Control (ARC) valve (2) is supplied from the bottom
port of the service brake valve.
2. Automatic Retarder
Control (ARC) valve
When the service brakes are engaged, air flows from the service brake
• Front brake ON/OFF
valve to the front brake ON/OFF switch (see Slide No. 35). If the front
switch and ratio valve
brake ON/OFF switch is ON, air flows through the front brake ratio valve
(see Slide No. 170) to the front brake relay valve (see Slide No. 176).

3. Left double check Air from the service brake valve also flows through the left double check
valve valve (3) to the rear brake relay valve (see Slide No. 176). Air from the
• Service brake and manual retarder valve also flows through the left double check valve. If
manual retarder the manual retarder and the service brakes are engaged at the same time,
engage rear brake air from the system with the highest pressure will flow through the left
relay valve double check valve to the rear brake relay valve.

4. Right double check With ARC installed, air from the manual retarder valve flows through the
valve right double check valve (4) to the retarder ON switch (5), and through
the left double check valve to the stoplight switch and the transmission
service/retarder brake switch (see Slide No. 171).

5. Retarder ON switch The retarder ON switch turns on the amber retarder lamp on the dash in
the operator’s station when the manual retarder is ENGAGED (see Slide
No. 44).
STMG 721 - 222 -
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• ARC engages The Automatic Retarder Control (ARC) system function is to modulate
separate relay valve truck braking (retarding) when descending a long grade to maintain a
constant engine speed. On the earlier 777D trucks, the ARC system was
installed in parallel with the manual retarder and the service brakes. On
the 777D Update trucks, the ARC system is separate from the manual
retarder and the service brakes.

When the ARC is engaged, air flows from the ARC valve to a separate
ARC relay valve (see Slide No. 176). Air also flows from the ARC valve
through the right double check valve to the retarder ON switch, and
through the left double check valve to the stoplight switch and
transmission service/retarder brake switch.

6. Secondary brake The secondary brake valve (6) is controlled by the red pedal in the cab
valve (see Slide No. 39). When the secondary brakes are ENGAGED, air flows
- Modulates parking from the secondary brake valve to the signal port of an inverter valve (see
brake engagement next slide). The inverter valve then blocks the flow of air from the
secondary brake tank to the parking brake release valve (see Slide
No. 185).

Blocking the air from the parking brake release valve positions the spool
in the brake release valve to drain the oil from the parking brakes, which
allows the springs in the parking brake to ENGAGE the brakes. The
secondary brake valve is used to modulate parking brake engagement by
metering the amount of air flow to the parking brake release valve.

• Parking brake valve The parking brake air valve (see Slide No. 38) on the shift console in the
does not modulate cab also controls the flow of air to the brake release valve, but the parking
engagement brake air valve does not modulate the parking brake application.

• Secondary and The parking/secondary brake switch (see Slide No. 170) is located in the
parking brake valves supply line to the brake release valve. The secondary brake valve and the
engage brake switch parking brake air valve send air to this switch when the parking brakes are
released.

INSTRUCTOR NOTE: The ARC system will be discussed in more

detail later in this presentation.
STMG 721 - 223 -
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3
2

175

1. Primary inverter When the secondary brakes are engaged, air flows from the secondary
valve signal port brake valve to the signal port (1) of the primary inverter valve (2). The
2. Primary inverter primary inverter valve then blocks the flow of air from the secondary
valve brake tank to the parking brake release valve and the front brake inverter
valve.

• Front and rear brakes Blocking the air from the parking brake release valve positions the spool
engaged by in the parking brake release valve to drain the oil from the parking brakes,
secondary brake which allows the springs in the parking brake to ENGAGE the rear
pedal
brakes. Blocking the air from the front brake inverter valve signal port
allows supply air to flow to the front brake master cylinder, which
engages the front service brakes.

3. Air horn relay valve Also shown is the air horn relay valve (3). When the operator depresses
the horn switch in the center of the steering wheel, the relay valve is
energized and supply air flows to the horn.
STMG 721 - 224 -
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2
4 3

6
7
1

176

• Trucks with standard Shown are some of the brake air lines and valves on trucks with the
caliper disk front standard caliper disk front brakes and the ARC system. If the truck has
brakes and ARC
caliper disk front brakes and the ARC system, there are three relay valves.
On trucks without the ARC system, there are only two relay valves.

1. Service brake and The rear brake relay valve (1) receives metered air from only the service
manual retarder brake valve or the manual retarder valve. When the service brakes or
(rear brake) relay
manual retarder brakes are ENGAGED, the rear brake relay valve opens
valve
and metered air flows from the service brake tank, through the brake
2. Brake cylinder cylinder double check valve (2), to the rear brake cylinder.
double check valve

3. ARC relay valve The ARC relay valve (3) receives metered air from only the Automatic
Retarder Control (ARC) valve. When the ARC brake system is
ENGAGED, the ARC relay valve opens and metered air flows from the
service brake tank, through a pressure protection valve (4) and the brake
cylinder double check valve (2), to the rear brake cylinder.

4. ARC relay pressure The pressure protection valve (4) prevents a total loss of air pressure in
protection valve the service brake air system if the ARC relay valve fails. The protection
valve opens flow to the ARC relay valve at 380 kPa (55 psi) and closes
when the pressure decreases below 310 kPa (45 psi).

• Relay valves reduce The brake relay valves reduce the time required to engage and release the
braking time brakes.
STMG 721 - 225 -
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• Double check valve The brake cylinder double check valve (2) is used to separate the service
separates brake brakes and manual retarder brakes from the ARC brake system.
systems

5. Front brake relay The front brake relay valve (5) receives metered air from the service
valve brake valve only if the front brake ON/OFF switch is in the ON position.
When the service brakes are ENGAGED and the front brake ON/OFF
switch is ON, the front brake relay valve opens and metered air flows
from the service brake tank, through the front brake double check
valve (6) to the front brake cylinder.

6. Front brake double The front brake double check valve (6) prevents air from flowing through
check valve the front brake inverter valve exhaust port when the service brakes are
engaged.

7. Front brake inverter The front brake inverter valve (7) is used to ENGAGE the front brakes
valve when the secondary brake pedal is depressed, even if the front brake
- Engages front ON/OFF switch is OFF.
brakes
Supply air from the parking and secondary brake tank is present at the
supply passage of the inverter valve. When the secondary brake pedal is
depressed, the primary inverter valve behind the cab blocks the flow of air
to the signal port of the front brake inverter valve.

Removing air pressure from the signal port of the front brake inverter
valve allows supply air pressure to flow through the inverter valve and the
front brake double check valve (6) to the front brake cylinder to engage
the front brakes.

8. Brake oil cooler When the service or retarder brakes are ENGAGED, the brake oil cooler
diverter valve diverter valve (8) allows brake cooling oil to flow through the oil cooler
located above the torque converter.

Normally, brake cooling oil is diverted around the cooler and goes
directly to the brakes. Diverting oil around the cooler provides lower
temperature aftercooler air during high power demands (when climbing a
grade with the brakes RELEASED, for example).

• Relay valve usage NOTE: Relay valve usage:

- One relay valve: Trucks with the attachment oil cooled front
brakes and no ARC system.
- Two relay valves: Trucks with the attachment oil cooled front
brakes and the ARC system or trucks with the caliper disc front
brakes and no ARC system.
- Three relay valves: Trucks with the caliper disc front brakes and
the ARC system.
STMG 721 - 226 -
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177

1. Diverter valve The oil cooler diverter valve is also used to reduce the brake cooling oil
temperature switch pressure at the wheels when the oil is cold. A temperature switch (1) is
2. Diverter valve cold mounted in the inlet port of the diverter valve. The temperature switch is
oil solenoid valve used to open or close a ground circuit to the cold oil solenoid valve (2).
When the temperature of the oil is below 38°C (100°F), the switch is
closed and the solenoid valve is ENERGIZED. When the solenoid valve
is ENERGIZED, air flows to the diverter valve and oil flows through the
oil cooler. The oil cooler restricts oil flow more than the bypass tube, so
the pressure at the wheels is reduced but the pressure at the oil cooler
relief valve is increased. The increased oil pressure causes the oil cooling
relief valve to open. The system warms up faster and the overall flow is
reduced. When the system temperature increases to 38°C (100°F), the
temperature switch opens and the solenoid valve is DE-ENERGIZED.
When the solenoid valve is DE-ENERGIZED, the flow of air to the
diverter valve is blocked and brake cooling oil bypasses the oil cooler.

When the oil temperature is above 38°C (100°F), the oil cooler diverter
valve is controlled solely by service or retarder brake application.
STMG 721 - 227 -
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2
4
5 1

8
3 6
7

178

• Trucks with Shown are some of the brake air lines and valves on trucks with the
attachment oil cooled attachment oil cooled front brakes and the ARC system. If the truck has
front brakes and ARC the attachment oil cooled front brakes and the ARC system, there are two
relay valves. On trucks without the ARC system, there is only one relay
valve.

1. Service brake and The service brake and manual retarder relay valve (1) receives metered air
manual retarder from only the service brake valve or the manual retarder valve. When the
relay valve
service brakes or manual retarder brakes are ENGAGED, the relay valve
2. Rear brake cylinder opens and metered air flows from the service brake tank through the rear
double check valve brake cylinder double check valve (2) to the rear brake cylinder and
3. Front brake cylinder through the front brake cylinder double check valve (3) to the front brake
double check valve cylinder.

4. ARC relay valve The ARC relay valve (4) receives metered air from only the Automatic
Retarder Control (ARC) valve. When the ARC brake system is
ENGAGED, the ARC relay valve opens and metered air flows from the
service brake tank, through a pressure protection valve (5) and the rear
brake cylinder double check valve (2) to the rear brake cylinder and
through the front brake cylinder double check valve (3) to the front brake
cylinder.

5. ARC relay pressure The pressure protection valve (5) prevents a total loss of air pressure in
protection valve the service brake air system if the ARC relay valve fails. The protection
valve opens flow to the ARC relay valve at 380 kPa (55 psi) and closes
when the pressure decreases below 310 kPa (45 psi).
STMG 721 - 228 -
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• Double check valves The brake cylinder double check valves (2 and 3) are used to separate the
separate brake service brakes and manual retarder brakes from the ARC brake system.
systems

6. Front brake double The front brake double check valve (6) prevents air from flowing through
check valve the front brake inverter valve exhaust port when the service brakes are
engaged.

7. Front brake inverter The front brake inverter valve (7) is used to ENGAGE the front brakes
valve when the secondary brake pedal is depressed.
- Engages front
brakes Supply air from the parking and secondary brake tank is present at the
supply passage of the front brake inverter valve. When the secondary
brake pedal is depressed, the primary inverter valve behind the cab blocks
the flow of air to the signal port of the front brake inverter valve.

Removing air pressure from the signal port of the front brake inverter
valve allows supply air pressure to flow through the front brake inverter
valve and the front brake double check valve (6) to the front brake
cylinder to engage the front brakes.

8. Front brake slack On trucks with the attachment oil cooled front brakes, a front brake slack
adjuster adjuster (8) is located on the frame behind the left front suspension
cylinder.
STMG 721 - 229 -
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2
1

179

The brake cylinders operate by air-over-oil. When the metered air enters
the brake cylinders, a piston moves down and pressurizes the oil in the
bottom of the cylinders.

1. Front brake cylinder The front brake cylinder (1) is located on the hydraulic tank and supplies
oil to the front brakes. On trucks with the standard caliper disc brakes,
the pressure oil from the front brake cylinder flows directly to the front
brake calipers. On trucks with the attachment oil cooled front brakes, the
pressure oil from the front brake cylinder flows to the front brake slack
adjuster.

• Front brake cylinder The oil-to-air ratio of the front brake cylinder is approximately 11.8 to 1.
test To test the front brake cylinder, install a gauge in the fitting on top of the
brake cylinder. On trucks with the standard caliper disc brakes, install a
T-fitting and a gauge in the hose at the brake caliper. On trucks with the
attachment oil cooled front brakes, install a gauge on the front slack
adjuster pressure tap. On trucks with the standard caliper disc brakes,
turn ON the front brake ON/OFF switch . When the service brakes are
ENGAGED, if the air pressure in the brake cylinder is 690 kPa (100 psi),
the oil pressure at the brake caliper or slack adjuster should be
approximately 8130 kPa (1180 psi). When the brakes are RELEASED,
both pressures should return to zero.
STMG 721 - 230 -
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• Front brake cylinder Keep the service brake ENGAGED for at least one minute. If the oil
does not have an pressure decreases, air or leakage is present in the system. If an
overstroke switch
overstroke condition occurs, the problem must be repaired The front
brake cylinder does not have an overstroke switch.

2. Brake oil makeup As the brake discs in the brake assemblies wear, more oil is needed from
tank the brake cylinders to compensate for the wear. The makeup oil tank (2)
supplies makeup oil for the brake cylinders. Oil from the parking brake
release valve provides a continuous supply of oil to the makeup oil tank.
Low flow to the makeup tank can cause the makeup oil reserve to
decrease and cause the brake cylinders to overstroke.

• Check brake makeup To check for makeup oil flow, remove the plug from the top of the
oil flow makeup oil tank. With the engine at LOW IDLE, a stream of oil filling
the tank should be visible. If a stream of oil is not visible, the supply
orifice or screen may have a restriction (see Slide No. 185) or pump flow
may be low.
STMG 721 - 231 -
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2
3

180

1. Rear brake cylinder The rear brake cylinder (1) supplies oil to the rear brakes. The pressure
oil from the rear brake cylinder flows to the rear slack adjuster.

• Rear brake cylinder The oil-to-air ratio of the rear brake cylinder is approximately 6.6 to 1.
test To test the rear brake cylinder, install a gauge in the fitting on top of the
brake cylinder and a gauge on the pressure tap on the slack adjuster.
When the service brakes are ENGAGED, if the air pressure in the brake
cylinder is 690 kPa (100 psi), the oil pressure at the slack adjuster should
be approximately 4560 kPa (660 psi). When the brakes are RELEASED,
both pressures should return to zero.

2. Brake overstroke Keep the service brakes ENGAGED for at least one minute. If the oil
switch pressure decreases, air or leakage is present in the system. If air is in the
system or a loss of oil downstream from the cylinder occurs, the piston in
the cylinder will overstroke and cause an indicator rod to extend and open
the brake overstroke switch (2). The switch provides an input signal to
the Caterpillar Monitoring System, which informs the operator of the
condition of the rear brake oil circuit. If an overstroke condition occurs,
the problem must be repaired and the indicator rod pushed in to end the
warning.

3. Brake cylinder Inspect the condition of the breather (3) for the brake cylinders. Oil
breather should not leak from the breathers. Oil leaking from the breathers is an
indication that the oil piston seals in the brake cylinder need replacement.
Air flow from the breathers during a brake application is an indication
that the brake cylinder air piston seals need replacement.
STMG 721 - 232 -
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BRAKE CYLINDER
BRAKES ENGAGED

AIR INDICATOR ROD FROM

PISTON MAKEUP
TANK
OIL
PISTON

AIR TO
INLET SLACK
ADJUSTER

VALVE

SPRING ROD

181

• Brake cylinder This sectional view shows the brake cylinder when the brakes are
ENGAGED ENGAGED.

Air pressure from the brake relay valve enters the air inlet. The air
pressure moves the air piston and the attached rod closes the valve in the
oil piston. When the valve in the oil piston is closed, the oil piston
pressurizes the oil in the cylinder. The pressure oil flows to the rear and
front slack adjusters or the front brake calipers.

• Brake overstroke If air is in the system or a loss of oil downstream from the cylinders
switch indicates loss occurs, the piston in the cylinder will overstroke and cause the indicator
of brake oil rod to extend and open the brake overstroke switch. The switch provides
an input signal to the Caterpillar Monitoring System, which informs the
operator of the condition of the service and retarder brake oil circuit. If an
overstroke condition occurs, the problem must be repaired and the
indicator rod pushed in to end the warning.

When the air pressure is removed from behind the air piston, the spring
moves the air piston and the attached rod opens the valve in the oil piston.
Any makeup oil that is needed flows into the passage at the top of the oil
chamber, through the valve, and into the oil chamber at the right of the oil
piston.
STMG 721 - 233 -
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2 4
3

182

1. Rear slack adjuster Shown is the rear slack adjuster (1). The slack adjuster compensates for
brake disc wear by allowing a small volume of oil to flow through the
slack adjuster and remain between the slack adjuster and the brake piston
under low pressure. The slack adjusters maintain a slight pressure on the
brake piston at all times.

• Cooling oil pressure Brake cooling oil pressure maintains a small clearance between the brake
maintains clearance discs.
between discs
2. Service brake The service brake oil pressure can be tested at the tap (2) located on top of
pressure tap the slack adjuster.

3. Right parking brake The brake release pressure for the right parking brake can be tested at the
pressure tap tap (3).

4. Left parking brake The brake release pressure for the left parking brake can be tested at the
pressure tap tap (4).
STMG 721 - 234 -
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BRAKE SLACK ADJUSTER

OIL FLOW OIL FLOW

TO BRAKE FROM BRAKE
CYLINDER CYLINDER
SMALL LARGE
PISTON PISTON

FROM FROM
TO
WHEEL WHEEL
WHEEL
BRAKES BRAKES
BRAKES

TO
WHEEL
BRAKES

BRAKES RELEASED BRAKES ENGAGED

183

• Slack adjuster This slide shows sectional views of the slack adjuster when the brakes are
RELEASED and RELEASED and ENGAGED.
ENGAGED
• Large piston moves to When the brakes are ENGAGED, oil from the brake cylinder enters the
ENGAGE brakes slack adjuster and the two large pistons move outward. Each large piston
supplies oil to one wheel brake. The large pistons pressurize the oil to the
service brake pistons and ENGAGE the brakes.

Normally, the service brakes are FULLY ENGAGED before the large
pistons in the slack adjuster reach the end of their stroke. As the brake
discs wear, the service brake piston will travel farther to FULLY
ENGAGE the brakes. When the service brake piston travels farther, the
large piston in the slack adjuster moves farther out and contacts the end
• Small piston allows cover. The pressure in the slack adjuster increases until the small piston
makeup oil to brakes moves and allows makeup oil from the brake cylinder to flow to the
service brake piston.
STMG 721 - 235 -
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• Brake springs move When the brakes are RELEASED, the springs in the service brakes push
large pistons to center the service brake pistons away from the brake discs. The oil from the
of slack adjuster
service brake pistons pushes the large pistons in the slack adjuster to the
center of the slack adjuster. Makeup oil that was used to ENGAGE the
brakes is replenished at the brake cylinder from the makeup tank.

• Large piston spring The spring behind the large piston causes some oil pressure to be felt on
keeps pressure on the service brake piston when the brakes are RELEASED. Keeping some
service brake piston pressure on the brake piston provides rapid brake engagement with a
minimum amount of brake cylinder piston travel.

• Check slack adjuster The slack adjusters can be checked for correct operation by opening the
for correct operation service brake bleed screw with the brakes RELEASED. A small amount
of oil should flow from the bleed screw when the screw is opened. The
small flow of oil verifies that the spring behind the large piston in the
slack adjuster is maintaining some pressure on the service brake piston.

A more accurate test for the slack adjuster is discussed on the next page.
STMG 721 - 236 -
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184

1. Service brake bleed The service brake bleed screw (1) is identified by an "S" on the brake
screw anchor plate casting next to the screw. The parking brake bleed screw (2)
2. Parking brake bleed is identified by a "P" on the casting.
screw
• Slack adjuster test Another check to verify correct slack adjuster operation is to connect a
gauge to the pressure tap on top of the slack adjuster and another gauge at
the service brake bleed screw location on the brake anchor plate casting.
Use a 5P1404 Adapter (7/8-14 external threads and 9/16-18 internal
threads) and a 6V3965 Valved Nipple in the service brake bleed screw
location to connect the pressure gauge.

• Brakes RELEASED With the system air pressure at maximum and the service brake pedal
• Residual pressure at
depressed, the pressure reading on both gauges should be approximately
bleed screw the same. When the brakes are RELEASED, the pressure at the slack
adjuster should return to zero. The pressure at the service brake bleed
screw location should return to the residual pressure held on the brakes by
the slack adjuster piston.

The residual pressures at the service brake bleed screw location should
be:

Front (oil cooled): 120 kPa (17.4 psi)

Rear: 105 kPa (15.3 psi)
STMG 721 - 237 -
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• Check for warped Low residual pressure indicates a failed slack adjuster. High residual
brake discs pressure may indicate a failed slack adjuster or warped brake discs. To
check for warped brake discs, rotate the wheel to see if the pressure
fluctuates. If the pressure fluctuates while rotating the wheel, the brake
discs are probably warped and should be replaced.

• Check for brake To check for brake cooling oil leakage, block the brake cooling ports and
cooling oil leakage pressurize each brake assembly to a maximum of 138 kPa (20 psi). Close
off the air supply source and observe the pressure trapped in the brake
assembly for five minutes. The trapped pressure should not decrease.
STMG 721 - 238 -
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2
4
3

185

1. Parking brake Oil from the parking brake release pump (see Slide No. 99) flows through
release valve the parking brake release filter (see Slide No. 103) to the parking brake
release valve (1). The parking brake release valve is located inside the
left frame near the torque converter. Oil flows from the parking brake
release valve to the parking brake piston in the rear brakes when the
parking brakes are released.

2. Brake release valve Supply air from the parking brake air valve in the cab or the secondary
air supply hose brake valve flows through the small hose (2) to an air chamber in the
brake release valve. The brake release valve contains an air piston that
moves a spool. The spool either directs oil to RELEASE the parking
3. Brake release relief brakes or drains oil to ENGAGE the parking brakes. A relief valve (3) in
valve the bottom of the brake release valve limits the system pressure for
releasing the brakes. The setting of the relief valve is 4700 ± 200 kPa
(680 ± 30 psi)

4. Brake oil makeup Supply oil flows from the parking brake release valve through an orifice
tank supply orifice and a screen (4) to the brake oil makeup tank (see Slide No. 179).
and screen
STMG 721 - 239 -
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1 2 3

186

1. Electric motor Shown is the area behind the right front suspension cylinder. To release
2. Towing pump the parking brakes for service work or towing, the electric motor (1) can
be energized by the brake release switch located in the cab (see Slide
No. 46). The motor drives a pump (2) which sends oil through a diverter
(towing) valve to the brake release valve to RELEASE the parking
brakes. Towing pump pressure is limited by the relief valve in the brake
release valve.

• Air pressure needed Air pressure is also needed to release the brakes for towing. The piston
to release brakes for chamber in the brake release valve must be pressurized to move the spool
towing
in the valve. The oil from the electrically driven brake release pump can
then flow to the rear brakes.

3. Secondary steering The pump (3) on the right supplies flow to the secondary steering system
pump (see Slide No. 140).
STMG 721 - 240 -
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187

• Diverter valve (arrow) The diverter (towing) valve (arrow) must be shifted before towing. The
diverter valve is located on the left hoist cylinder frame support.

• Towing pump oil flows When the key start switch is turned ON, the secondary steering system is
to tank during energized for three seconds to check the system. Since the towing pump
secondary steering is driven by the same electric motor as the secondary steering pump, the
test
diverter valve allows the towing pump oil to flow directly to the hydraulic
tank during the secondary steering test.

• Shift diverter valve for To shift the diverter valve, loosen the two diverter valve clamp bolts and
towing slide the plate and the spool to the left. After the spool is shifted, tighten
the diverter valve clamp bolts. When the electric motor is energized,
supply oil can flow from the towing pump, through the diverter valve, to
the parking brake release valve.
STMG 721 - 241 -
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• Procedure to check To check the brake release system used for towing, install a gauge on a
parking brake release parking brake pressure tap on the rear axle (see Slide No. 182). Use a
system for towing
long gauge hose so the gauge can be held in the cab. With the parking
brake air valve in the RELEASE position and the key start switch in the
ON position, energize the parking brake release switch used for towing on
the dash. The parking brake release pressure should increase to
4700 ± 200 kPa (680 ± 30 psi). This pressure is the setting of the relief
valve in the brake release valve. Turn off the switch when the pressure
stops increasing.

• Parking brake release The parking brakes start to release between 3100 and 3445 kPa
pressures (450 and 500 psi). Parking brake release pressure must not be below
these pressure or the brakes will drag.

The parking brakes are fully released between 3445 and 3860 kPa
(500 and 560 psi).

NOTE: At least 550 kPa (80 psi) air pressure must be available at the
parking brake release valve to ensure full release of the brakes for
towing.

NOTICE

Energize the brake release switch only when additional pressure is

required to release the brakes. Leaving the brake release (towing)
motor energized continuously will cause damage to the motor.

The parking brake release pressure setting must not exceed 5445 kPa
(790 psi). Exceeding this pressure can cause internal damage to the
brake assembly.
STMG 721 - 242 -
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BRAKE RELEASE AIR SUPPLY

FROM PARKING BRAKE
DURING TOWING AIR SWITCH

PARKING
RELIEF VALVE BRAKE
RELEASE
PARKING BRAKE HOIST VALVE VALVE
RELEASE PUMP PILOT SUPPLY
AND FILTER

CHECK VALVE

DIVERTER
VALVE TOWING
PUMP

DIVERTER VALVE
CLAMP BOLTS SECONDARY
STEERING
PUMP

188

• Parking brake system Shown is a schematic of the parking brake system during TOWING with
- During towing the parking brakes released.

• Towing pump To release the parking brakes for service work or towing, an electric
energized by motor can be energized with the secondary steering/brake release switch
secondary steering/ on the dash in the cab. The electric motor then drives two pumps. One
brake release switch
pump provides supply oil for releasing the parking brakes, and the second
pump supplies oil for secondary steering.

• Diverter valve must be As previously stated, the diverter valve must be shifted before the towing
shifted before towing pump can supply oil to the parking brake system. To shift the diverter
valve, loosen the two diverter valve clamp bolts and slide the plate and the
spool to the left. After the spool is shifted, tighten the diverter valve
clamp bolts. When the electric motor is energized, supply oil will flow
from the towing pump, through the diverter valve, to the parking brake
release valve.
STMG 721 - 243 -
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• Check valve prevents A check valve prevents towing pump supply oil from flowing to the
flow to parking brake normal parking brake release pump.
release pump
• Air supply required for Towing supply oil flows through the parking brake release valve to
towing release the parking brakes as long as supply air is available from the
parking brake air valve in the cab.

• Brake release During towing and normal operation, the brake release pressure is limited
pressure limited by by the relief valve located in the parking brake release valve.
relief valve in parking
brake release valve

NOTE: Before normal operation of the parking brake release system

can occur, the diverter valve must be shifted back to its normal
operating position.
STMG 721 - 244 -
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PARKING/SECONDARY BRAKE SYSTEM

SECONDARY BRAKES ENGAGED

RELAY DOUBLE
VALVE CHECK
(FRONT) VALVE

PARKING PARKING/
BRAKE SECONDARY
AIR VALVE BRAKE
SWITCH
FRONT BRAKE
BRAKE CYLINDER
INVERTER ( FRONT )
VALVE

BRAKE
PRIMARY RELEASE
INVERTER VALVE
VALVE
SECONDARY
BRAKE
VALVE

HOIST VALVE
PILOT SUPPLY

189

• Parking/secondary Shown is the parking and secondary brake system with the secondary
brake system brakes ENGAGED.

• Secondary brake Supply air from the parking and secondary brake tank is present at the
valve controls air flow supply passage of the secondary brake valve, the primary inverter valve
to: and the front brake inverter valve. When the secondary brake pedal is
- Parking brake air depressed, air flows to the signal port of the primary inverter valve. The
valve primary inverter valve then blocks the flow of air to the parking brake air
- Parking/secondary valve, the parking and secondary brake switch, the parking brake release
brake switch valve and the signal port of the front brake inverter valve.
- Parking brake
release valve Removing air pressure from the parking and secondary brake switch
causes the Transmission/Chassis ECM to eliminate the anti-hunt timer and
- Front brake inverter
valve
allow rapid downshifts.
STMG 721 - 245 -
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• Inverter valve Removing air pressure from the parking brake release valve allows oil
engages front brakes from the parking brake to drain through the brake release valve. The
springs in the parking brake then ENGAGE the brakes.

Removing air pressure from the signal port of the front brake inverter
valve allows supply air pressure to flow through the front brake inverter
valve and the double check valve to the front brake cylinder to engage the
front brakes. The double check valve prevents air from flowing through
the front brake inverter valve exhaust port when the service brakes are
engaged.
STMG 721 - 246 -
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SERVICE/RETARDER BRAKE SYSTEM

(CALIPER DISK FRONT BRAKES)
FRONT BRAKE VALVE OFF
SERVICE BRAKES ENGAGED
RETARDER RELEASED
ARC OFF

AIR TANK BRAKE

(SERVICE) OIL COOLER
CYLINDER DIVERTER
( REAR ) VALVE
RELAY
VALVE
AIR TANK (REAR
(SERVICE) BRAKE)
AIR
PRESSURE
CAB ENCLOSURE SENSOR PRESSURE
PROTECTION
RETARDER VALVE
FRONT BRAKE VALVE
ON/OFF
VALVE SERVICE
BRAKE FRONT BRAKE RELAY RELAY
CONTROL RATIO VALVE VALVE VALVE
VALVE (ARC) (FRONT)

BRAKE
CYLINDER
( FRONT )
COLD OIL
FRONT SOLENOID
BRAKE VALVE
INVERTER
VALVE

ARC
VALVE
STOP LIGHT
RETARDER AND
SWITCH TRANSMISSION
SERVICE/RETARDER
SWITCH

190

• Service/retarder brake This schematic shows the flow of air through the service and retarder
air system brake air system on trucks with caliper disk front brakes. In this
- Caliper disk front schematic, the front brake ON/OFF valve is in the OFF position and the
brakes service brake control valve is ENGAGED. The retarder valve is in the
RELEASED position and the ARC is OFF.

Supply air pressure flows from the service brake air tanks to the relay
valves, the cold oil solenoid valve and through the air system pressure
sensor to the service brake valve. Supply air pressure flows from the
service brake valve to the retarder valve and the ARC valve.

The retarder valve blocks the flow of air to three double check valves.

The ARC valve blocks the flow of air to two double check valves and the
ARC relay valve.
STMG 721 - 247 -
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• Front brake ON/OFF With the front brake ON/OFF switch in the OFF position and the service
valve controls air flow brake pedal depressed, only the rear service brakes are ENGAGED. Air
to front brake cylinder
flows from the service brake control valve to the front brake ON/OFF
valve and is blocked.

• Service brake Air also flows from the service brake control valve, through a double
energizes two brake check valve, to the stoplight switch and the transmission service and
switches retarder brake switch. Depressing the service brake pedal turns ON the
brake lights and changes the transmission shift points and anti-hunt timer.

Air also flows from the service brake control valve, through a double
check valve, to the rear brake relay valve. The rear brake relay valve
opens and allows air from the service brake tanks to flow through a
double check valve to the rear brake cylinder. Air from the rear brake
relay valve compresses the piston in the rear brake cylinder and
ENGAGES the rear brakes.

• Manual retarder When the retarder lever is moved, air flows through three double check
operation valves. Air flows from the retarder valve through a double check valve
- Energizes three next to the ARC valve and through a double check valve next to the brake
brake switches switches. Pulling the retarder lever turns ON the retarder dash lamp, the
brake lights, and changes the transmission shift points and anti-hunt timer.

- Engages only rear Air also flows from the retarder valve, through a double check valve, to
brakes the rear brake relay valve. Only the rear brakes are ENGAGED when the
retarder is ENGAGED.

• ARC operation When the ARC is energized, air flows through two double check valves.
- Energizes three Air flows from the ARC valve, through a double check valve next to the
brake switches ARC valve, and through a double check valve next to the brake switches.
Energizing the ARC turns ON the retarder dash lamp, the brake lights,
and changes the transmission shift points and anti-hunt timer.

- Engages only rear Air also flows from the ARC valve to the ARC relay valve. The ARC
brakes relay valve opens and allows air from the service brake tanks to flow
through a pressure protection valve and a double check valve to the rear
brake cylinder. Only the rear brakes are ENGAGED when the ARC is
energized.

- Pressure protection The pressure protection valve prevents a total loss of air pressure in the
valve service brake air system if the ARC relay valve fails. The protection
valve opens to permit flow to the ARC relay valve at 380 kPa (55 psi) and
closes when the pressure decreases below 310 kPa (45 psi).
STMG 721 - 248 -
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• Brake oil cooler When the service or retarder (manual or auto) brakes are ENGAGED, air
diverter valve flows through a double check valve to the brake oil cooler diverter valve.
The brake oil cooler diverter valve allows brake cooling oil to flow
through the oil cooler located above the torque converter.

Normally, brake cooling oil is diverted around the cooler and goes
directly to the brakes. Diverting oil around the cooler provides lower
temperature aftercooler air during high power demands (when climbing a
grade with the brakes RELEASED, for example).

• Diverter valve The oil cooler diverter valve is also used to reduce the brake cooling oil
temperature switch pressure at the wheels when the oil is cold. A temperature switch is
• Diverter valve cold oil mounted in the inlet port of the diverter valve. The temperature switch is
solenoid valve used to open or close a ground circuit to the cold oil solenoid valve.
When the temperature of the oil is below 38°C (100°F), the switch is
closed and the solenoid valve is ENERGIZED. When the solenoid valve
is ENERGIZED, air flows to the diverter valve and oil flows through the
oil cooler. The oil cooler restricts oil flow more than the bypass tube, so
the pressure at the wheels is reduced but the pressure at the oil cooler
relief valve is increased. The increased oil pressure causes the oil cooling
relief valve to open. The system warms up faster and the overall flow is
reduced. When the system temperature increases to 38°C (100°F), the
temperature switch opens and the solenoid valve is DE-ENERGIZED.
When the solenoid valve is DE-ENERGIZED, the flow of air to the
diverter valve is blocked and brake cooling oil bypasses the oil cooler.

When the oil temperature is above 38°C (100°F), the oil cooler diverter
valve is controlled solely by service or retarder brake application.
STMG 721 - 249 -
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SERVICE/RETARDER BRAKE SYSTEM

(OIL COOLED FRONT BRAKES)
SERVICE BRAKES RELEASED
RETARDER ENGAGED
ARC OFF

AIR TANK BRAKE

(SERVICE) OIL COOLER
CYLINDER DIVERTER
( REAR ) VALVE

AIR TANK
(SERVICE)

CAB ENCLOSURE PRESSURE

PROTECTION
RETARDER VALVE
VALVE
AIR
PRESSURE RELAY
SERVICE SENSOR VALVE
BRAKE RELAY (SERVICE AND
CONTROL VALVE MANUAL
VALVE (ARC) RETARD)

BRAKE
CYLINDER
( FRONT )
COLD OIL
FRONT SOLENOID
BRAKE VALVE
INVERTER
VALVE

ARC
VALVE
STOP LIGHT
RETARDER AND
SWITCH TRANSMISSION
SERVICE/RETARDER
SWITCH

191

• Service/retarder brake This schematic shows the flow of air through the service and retarder
air system brake air system on trucks with the attachment oil cooled front brakes. In
- Oil cooled front this schematic, the service brake control valve is RELEASED. The
brakes retarder valve is in the ENGAGED position and the ARC is OFF.

Supply air pressure flows from the service brake air tanks to the relay
valves, the cold oil solenoid valve and through the air system pressure
sensor to the service brake valve. Supply air pressure flows from the
service brake valve to the retarder valve and the ARC valve.

The service brake valve blocks the flow of air to two double check valves
and the service and manual retarder relay valve.

The ARC valve blocks the flow of air to two double check valves and the
ARC relay valve.

NOTE: On trucks with the attachment oil cooled front brakes and no
ARC, there will be only one relay valve.
STMG 721 - 250 -
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• Manual retarder Air flows from the manual retarder valve, through a double check valve,
operation to the retarder switch, the stoplight switch and the transmission service
- Energizes three and retarder brake switch. Pulling the retarder lever turns ON the retarder
brake switches dash lamp, the brake lights and changes the transmission shift points and
anti-hunt timer.

Air also flows from the retarder valve, through a double check valve, to
the service and manual retarder relay valve. The relay valve opens and
allows air from the service brake tanks to flow through through two
double check valves to the front and rear brake cylinders.

- Engages front and On trucks with the attachment oil cooled front brakes, the front and rear
rear brakes brakes are engaged when the manual or auto retarder is ENGAGED.
STMG 721 - 251 -
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BRAKE COOLING SYSTEM

CALIPER DISC FRONT BRAKES
REAR
BRAKES

HOIST DIVERTER
VALVE VALVE

BRAKE
OIL COOLER

TO BRAKE
MAKEUP
TANK TORQUE CONVERTER
CHARGING FILTER

INLET
RELIEF VALVE
HOIST
PUMP

HOIST, CONVERTER
AND BRAKE
OIL COOLER

192

• Brake oil cooling This schematic shows the flow of oil through the brake cooling system on
system--caliper disc the 777D Update trucks with caliper disc front brakes. Three pump
front brakes sections provide oil for rear brake cooling: the hoist pump and the torque
• Three pump sections converter charging and brake release sections of the torque converter
for rear brake cooling: pump. All the pumps pull oil from the hydraulic tank through suction
screens.
• Hoist pump flow Oil flows from the hoist pump to the hoist valve. In the HOLD, FLOAT
and SNUB positions, oil from the hoist pump flows through the hoist
valve to the rear brake cooling system.
• Oil cooling relief valve The pressure in the brake cooling system is limited by a relief valve
located in the hoist valve. The setting of the brake oil cooling relief valve
is 586 ± 14 kPa (85 ± 2 psi). The relief valve is usually needed only when
the brake cooling oil is cold. When brake cooling oil is at operating
temperature, the brake cooling oil pressure is usually much lower than the
setting of the oil cooling relief valve.
STMG 721 - 252 -
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• Converter charging Oil flows from the torque converter charging pump through the torque
pump flow converter charging filter and the torque converter to the hoist, converter
and brake oil cooler located on the right side of the engine. Oil flows
through the cooler to the rear brakes.

• Brake release pump Oil flows from the brake release pump through the brake release filter to
flow the brake release valve. The brake release valve controls the oil pressure
to release the parking brakes, lock up the torque converter and shift the
directional spool in the hoist valve. These functions require minimal oil
flow. Most of the oil from the brake release pump flows through the
brake release valve and joins with the torque converter charging pump oil
at the torque converter inlet relief valve.
• Brake cylinder oil Supply oil flows from the parking brake release valve through an orifice
makeup tank and a screen to the brake oil makeup tank (see Slide No. 179). The
makeup tank provides a continuous supply of oil to the brake cylinders.
The brake cylinders require more oil as the brakes wear.
STMG 721 - 253 -
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BRAKE COOLING SYSTEM

OIL COOLED FRONT BRAKES
RIGHT

FRONT REAR
BRAKES BRAKES

HOIST
LEFT
VALVE DIVERTER
VALVE

BRAKE
OIL COOLER

TO BRAKE
MAKEUP PARKING TORQUE CONVERTER
TANK BRAKE CHARGING FILTER
RELEASE
VALVE INLET
HOIST RELIEF VALVE
PUMP

HOIST, CONVERTER
AND BRAKE
OIL COOLER

193

• Brake oil cooling This schematic shows the flow of oil through the brake cooling system on
system--oil cooled the 777D Update trucks with oil cooled front brakes. Four pump sections
front brakes provide oil for front and rear brake cooling: the hoist pump and the
• Four pump sections torque converter charging, brake release and brake cooling sections of the
for brake cooling: torque converter pump. All the pumps pull oil from the hydraulic tank
through suction screens.

• Hoist pump flow Oil flows from the hoist pump to the hoist valve. In the HOLD, FLOAT
and SNUB positions, oil from the hoist pump flows through the hoist
valve to the front and rear brake cooling system.

• Oil cooling relief valve The pressure in the brake cooling system is limited by a relief valve
located in the hoist valve. The setting of the brake oil cooling relief valve
is 586 ± 14 kPa (85 ± 2 psi). The relief valve is usually needed only when
the brake cooling oil is cold. When brake cooling oil is at operating
temperature, the brake cooling oil pressure is usually much lower than the
setting of the oil cooling relief valve.
STMG 721 - 254 -
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• Converter charging Oil flows from the torque converter charging pump through the torque
pump flow converter charging filter and the torque converter to the hoist, converter
and brake oil cooler located on the right side of the engine. Oil flows
through the cooler to the rear brakes.
• Brake release pump Oil flows from the brake release pump through the brake release filter to
flow the brake release valve. The brake release valve controls the oil pressure
to release the parking brakes, lock up the torque converter and shift the
directional spool in the hoist valve. These functions require minimal oil
flow. Most of the oil from the brake release pump flows through the
brake release valve and flows through both oil coolers to the front and
rear brakes. Some of the oil flows through the hoist, converter and brake
oil cooler and some of the oil flows through the brake oil cooler.
• Brake cylinder oil Supply oil flows from the parking brake release valve through an orifice
makeup tank and a screen to the brake oil makeup tank (see Slide No. 179). The
makeup tank provides a continuous supply of oil to the brake cylinders.
The brake cylinders require more oil as the brakes wear.

• Brake cooling pump The brake cooling pump section of the torque converter pump sends
flow additional oil through the hoist, converter and brake oil cooler located on
the right side of the engine to the rear brakes.
STMG 721 - 255 -
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1 2

194

• Brake oil cooler used When the service or retarder brakes are ENGAGED, the brake oil cooler
only with brakes diverter valve (1) allows brake cooling oil to flow through the brake oil
ENGAGED
cooler (2). When the brakes are RELEASED, the oil bypasses the cooler
1. Diverter valve and flows directly to the brakes. The brake oil cooler is cooled by the
engine aftercooler cooling system.
2. Brake oil cooler
Normally, brake cooling oil is diverted around the cooler and goes
directly to the brakes. Diverting oil around the cooler provides lower
temperature aftercooler air during high engine power demands.
• Diverter valve reduces The brake oil cooler diverter valve is also used to reduce the brake
brake pressure at cooling oil pressure at the wheels when the oil is cold. A temperature
wheels
switch (3) is mounted in the inlet port of the diverter valve. The
3. Temperature switch temperature switch is used to open or close a ground circuit to the cold oil
solenoid valve (see Slide No. 177). When the temperature of the oil is
below 38°C (100°F), the switch is closed and the solenoid valve is
ENERGIZED. When the solenoid valve is ENERGIZED, air flows to the
diverter valve and oil flows through the oil cooler. The oil cooler restricts
oil flow more than the bypass tube, so the pressure at the wheels is
reduced but the pressure at the oil cooler relief valve is increased. The
increased oil pressure causes the oil cooling relief valve to open. The
system warms up faster and the overall flow is reduced. When the system
temperature increases to 38°C (100°F), the temperature switch opens and
the solenoid valve is DE-ENERGIZED. When the solenoid valve is DE-
ENERGIZED, the flow of air to the diverter valve is blocked and brake
cooling oil bypasses the oil cooler.
STMG 721 - 256 -
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195

• Brake cooling oil Shown is the left rear brake housing on a 777D Update truck. Brake
pressure taps (arrows) cooling oil pressure can be tested at the two taps (arrows) located in the
brake cooling oil tubes. One tap is located on the brake cooling inlet tube
and another tap is located on the brake cooling outlet tube. The pressure
measured at the brake inlet tube (from the oil coolers) will always be
higher than the pressure measured at the brake outlet tube.

• Brake cooling oil With the brake cooling oil temperature between 79 and 93°C
pressure (175 and 200°F), the pressure at the brake inlet tube should be above
14 kPa (2 psi) at LOW IDLE and below 172 kPa (25 psi) at HIGH IDLE.

• High brake cooling oil A brake oil temperature sensor is located in a brake oil cooling tube on
temperature the truck. The brake oil temperature sensor provides input signals to the
Caterpillar Monitoring System, which keeps the operator informed of the
brake cooling oil temperature.

- Gear range too high The most common cause of high brake cooling oil temperature is
operating the truck in a gear range which is too high for the grade and not
- Engine speed too maintaining a high enough engine speed. The engine speed should be
low maintained at approximately 1900 rpm during long downhill hauls.

- Relief valve stuck Make sure the oil cooling relief valve is not stuck open.
open
- Slack adjuster Also, make sure the pistons in the slack adjuster are not stuck and holding
pistons stuck too much pressure on the brakes (see Slides No. 182 and 183).
STMG 721 - 257 -
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BRAKE ELECTRONIC CONTROL SYSTEM

INPUT COMPONENTS
CAT DATA LINK
ELECTRONIC SERVICE TOOL
ENGINE ECM
TRANSMISSION/CHASSIS ECM
CATERPILLAR MONITORING SYSTEM
ECM LOCATION CODE SHIFT LEVER THROTTLE TRANSMISSION OUTPUT
SWITCH SENSOR SPEED SENSOR
LEFT BRAKE ACTUAL GEAR ENGINE SERVICE/RETARDER
RELEASE SWITCH SPEED/TIMING BRAKE SWITCH
PRESSURE SENSOR SENSOR
PARKING/SECONDARY
RIGHT BRAKE BRAKE SWITCH
RELEASE
PRESSURE SENSOR
OUTPUT COMPONENTS
ARC ENGINE OUTPUT ARC
ARC SUPPLY
SPEED SENSOR SOLENOID
ON INPUT

ARC CONTROL
OFF INPUT SOLENOID
ARC ON/OFF RETARDER
SWITCH PRESSURE SWITCH
RETARDER
AUTO RETARDER ENGAGED
PRESSURE SWITCH LAMP

TCS TCS TCS

TCS SELECTOR
TCS TEST ENGAGED SOLENOID
SWITCH LAMP (LEFT AND RIGHT)
LEFT WHEEL
SPEED SENSOR
PROPORTIONAL
RIGHT WHEEL (SERVO)
SPEED SENSOR SOLENOID

196

BRAKE ELECTRONIC CONTROL SYSTEM

• Brake electronic The 777D Update trucks are equipped with an electronic control module
control system for controlling both the Automatic Retarder Control (ARC) and the
Traction Control System (TCS). Three possible arrangements can be
installed on a truck:
- ARC only
- TCS only
- ARC and TCS

• Flash files required Each arrangement requires a separate "flash" file to tell the control which
arrangement is installed. Therefore, three separate flash file part numbers
are available, and the flash file which is used depends on the hardware
installed on the truck.
STMG 721 - 258 -
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• Brake functions The Brake ECM receives information from various input components
controlled by such as the Engine Output Speed (EOS) sensor, retarder pressure switch,
electrical signals
left and right wheel speed sensors and the TCS test switch.

Based on the input information, the Brake ECM determines when the
service and retarder brakes should ENGAGE for the ARC or the parking
and secondary brakes should ENGAGE for the TCS. These actions are
accomplished by sending signals to various output components.

Output components include the ARC supply and control solenoids, the
retarder ENGAGED lamp, the TCS selector and proportional solenoids
and the TCS ENGAGED lamp.

The Brake ECM also provides the service technician with enhanced
diagnostic capabilities through the use of onboard memory, which stores
possible diagnostic codes for retrieval at the time of service.

• Benefits of electronic The Engine ECM, the Transmission/Chassis ECM, the Caterpillar
communication Monitoring System and the Brake ECM all communicate through the
CAT Data Link. Communication between the electronic controls allows
the sensors of each system to be shared.

• Service tool functions The Electronic Control Analyzer Programmer (ECAP) and the Electronic
Technician (ET) Service Tools can be used to perform several diagnostic
and programming functions.

Some of the diagnostic and programming functions that the service tools
can perform are:

- Display the real time status of the input and output parameters.
- Display the internal clock hour reading.
- Display the number of occurrences and the hour reading of the first
and last occurrence for each logged diagnostic code and event.
- Display the definition for each logged diagnostic code and event.
- Display the supply and control solenoid engagement counter.
- Program the ARC control speed.
- Perform ARC diagnostic tests.
- Upload new Flash files.
STMG 721 - 259 -
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INSTRUCTOR NOTE: Some of the Brake Electronic Control

System input and output components are shown during the
discussion of other systems. See the following slide numbers:

127. ECM location code

203. Left brake release pressure sensor
203. Right brake release pressure sensor
199. Engine output speed sensor
46. ARC ON/OFF switch
200. Retarder pressure switch
200. Auto retarder pressure switch
46. TCS test switch
202. Left wheel speed sensor
202. Right wheel speed sensor
55. CAT Data Link/Electronic Service Tool
60. Engine ECM
127. Transmission/Chassis ECM
41. Caterpillar Monitoring System
128. Shift lever switch
129. Actual gear switch
131. Parking/Secondary brake pressure switch
38. Throttle position sensor
63. Engine speed timing sensor
130. Transmission output speed sensor
131. Service/Retarder brake pressure switch
200. ARC supply solenoid
200. ARC control solenoid
44. Retarder engaged lamp
44. TCS engaged lamp
203. TCS selector solenoid (left)
203. TCS selector solenoid (right)
203. TCS proportional (servo) solenoid
STMG 721 - 260 -
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197

• Brake ECM (arrow) The Brake ECM (arrow) is located in the compartment at the rear of the
- No diagnostic cab. The Brake ECM does not have a diagnostic window like the ARC
window and the TCS used on the earlier 777D trucks.
- Diagnostics and
programming All diagnostic and programming functions must be performed with an
require ECAP or ET Electronic Control Analyzer Programmer (ECAP) or a laptop computer
with the Electronic Technician (ET) software installed. ET is the tool of
choice because the Brake ECM can be reprogrammed with a "flash" file
using the WinFlash application of ET. The ECAP cannot upload "flash"
files.

• Brake ECM looks like The Brake ECM looks like the Engine ECM with two 40-pin connectors,
engine ECM but the Brake ECM does not have fittings for cooling fluid. Also, the
Brake ECM has no access plate for a personality module.
STMG 721 - 261 -
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AUTOMATIC RETARDER CONTROL

ENGINE SPEED BRAKE ECM

SENSOR (ARC) (TCS)
ON INPUT
ARC ON/OFF
SWITCH
OFF INPUT
SERVICE TOOL
ENGINE ECM CAT DATA LINK
TRANSMISSION/
CHASSIS ECM RETARDER SUPPLY
MESSAGE CENTER ENGAGED SOLENOID
LAMP
AIR FROM VENT
SERVICE BRAKE VENT
RESERVOIR
CONTROL
SOLENOID

MANUAL AUTOMATIC
RETARDER RETARDER
SERVICE VALVE VALVE
BRAKE
VALVE AUTO RETARDER
PRESSURE SWITCH

TO SERVICE/ RETARDER
RETARDER BRAKE PRESSURE TO ARC
RELAY VALVE SWITCH RELAY VALVE

198

Automatic Retarder Control (ARC)

• Automatic Retarder The Automatic Retarder Control (ARC) system function is to modulate
Control (ARC) truck braking (retarding) when descending a long grade to maintain a
constant engine speed. The ARC system engages the service/retarder
brakes. If the ON/OFF switch is moved to the ON position, the ARC will
be activated if the throttle pedal is not depressed and the parking/
secondary brakes are RELEASED. The ARC system is disabled when the
throttle is depressed or when the parking/secondary brakes are
ENGAGED.
The ARC is not connected to the service brakes and the manual retarder.
When the ARC is ENGAGED, air flows from the ARC valve to a separate
relay valve (see Slides No. 190 and 191).
STMG 721 - 262 -
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• ARC set to maintain The ARC is set at the factory to maintain a constant engine speed of
1900 engine rpm 1900 ± 50 rpm (engine speed setting is programmable). When the ARC
initially takes control of retarding, the engine speed may oscillate out of
the ± 50 rpm target, but the engine speed should stabilize within a few
seconds.
For proper operation of the ARC, the operator needs only to activate the
control with the ARC ON/OFF switch and select the correct gear for the
grade, load, and ground conditions. The ARC is designed to allow the
transmission to upshift to the gear selected by the shift lever. After the
transmission shifts to the gear selected by the operator and the engine
speed exceeds 1900 rpm, the ARC will apply the retarder as needed to
maintain a constant engine speed.
• ARC provides engine The ARC system also provides engine overspeed protection. If an unsafe
overspeed protection engine speed is reached, the ARC will engage the brakes, even if the ARC
ON/OFF switch is in the OFF position and the throttle is depressed.
Trucks approaching an overspeed condition will sound a horn and activate
a light at 2100 rpm. If the operator ignores the light and horn, the ARC
will engage the retarder at 2180 rpm. If the engine speed continues to
increase, the Transmission/Chassis ECM will either upshift (one gear only
above shift lever position) or unlock the torque converter (if the shift lever
is in the top gear position) at 2300 rpm.
• ARC provides The ARC also provides service personnel with enhanced diagnostic
programming and capabilities through the use of onboard memory, which stores possible
diagnostic capability
faults, solenoid cycle counts and other service information for retrieval at
the time of service.
By using an ECAP or a laptop computer with the Electronic Technician
(ET) software installed, service personnel can access the stored diagnostic
information or set the adjustable engine speed control setting.
The Auto Retarder Control receives signals from several switches and
sensors. The control analyzes the various input signals and sends signals
to the output components. The output components are two solenoids and
a lamp.

INSTRUCTOR NOTE: For more detailed information about the

Automatic Retarder Control (ARC) system, refer to the Service
Manual Module "Off-Highway Truck/Tractors Brake Electronic
Control System" (Form SENR1503) and the Technical Instruction
Module "Automatic Retarder Control System" (Form SEGV2593).
STMG 721 - 263 -
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199

1. Engine output speed Shown is the location of the Engine Output Speed (EOS) sensor (1) that
sensor provides the primary input signal used by the ARC. The engine speed
information is the main parameter that the Brake ECM uses to control
retarding. The engine speed sensor is a frequency sensor that generates
an AC signal from the passing flywheel gear teeth.
2. Engine speed/timing The engine speed/timing sensor (2) is also used by the ARC for diagnostic
sensor purposes. If the Brake ECM receives an input signal from the engine
speed/timing sensor, but not the EOS sensor, the Brake ECM will log an
engine speed fault. The ARC will not function without an engine speed
signal from EOS sensor (1).
• Use 8T5200 Signal NOTE: The 8T5200 Signal Generator/Counter Group can be
Generator to simulate connected to the engine speed sensor wiring harness and be used to
engine speed
simulate engine speed for diagnostic purposes. To connect the
8T5201 Signal Generator to the engine speed sensor wiring harness,
fabricate jumper wires and connect the 8T5198 Adapter Cable (part
of the 8T5200 Signal Generator/Counter Group) to the speed sensor
harness Deutsch DT connector.
8T5198 Adapter Deutsch DT Connector

Pin B J765 BU Pin 2 (ground)

Pin C 450 YL Pin 1 (signal)
STMG 721 - 264 -
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4
5

1
3

200

1. Retarder pressure Shown is the location of the retarder pressure switch (1). The retarder
switch pressure switch signals the Brake ECM when manual or automatic
retarder air pressure is present. The switch is normally open and closes
when the manual or automatic retarder is engaged.
A fault is recorded when the Brake ECM detects the absence of retarder
pressure (switch open) while the supply solenoid and the control solenoid
are energized.
2. Auto retarder The auto retarder pressure switch (2) signals the Brake ECM when air
pressure switch pressure is present and the automatic retarder valve (3) is functioning.
The auto retarder pressure switch is located in front of the cab in the
3. Automatic retarder
valve
output port of the automatic retarder valve. The switch is normally closed
and opens only when the auto retarder is engaged.
A fault is recorded when the Brake ECM detects the presence of auto
retarder pressure (switch open) while the supply solenoid and the control
solenoid are not energized.
STMG 721 - 265 -
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4. Supply solenoid The supply solenoid valve (4) turns ON or OFF to control the flow of
valve supply air to the automatic retarder valve (3). The Brake ECM energizes
the supply solenoid valve with +Battery voltage (24 Volts) at 100 rpm less
than the programmed control speed setting. Normally, the reduced speed
will be 1800 rpm, since the control speed is set to 1900 rpm at the factory.
A fault is recorded if the Brake ECM senses the signal to the supply
solenoid as open, shorted to ground, or shorted to battery.

5. Control solenoid The control solenoid valve (5) modulates the air flow to the brakes during
valve automatic retarding. The control solenoid receives a Pulse Width
Modulated (PWM) signal from the Brake ECM. The longer the duty
cycle, the more time the control solenoid valve is open, and more air
pressure is allowed to the brakes. Voltage to the control solenoid
increases proportionally from zero to approximately 22 Volts with the
demand for more brake pressure.
A fault is recorded if the Brake ECM senses the signal to the control
solenoid as open, shorted to ground, or shorted to battery.
• Supply and control Normal resistance through the supply and control solenoids is 31 Ohms.
solenoid resistance An excess resistance of approximately 40 Ohms will prevent the valves
from opening and will cause a supply or control valve fault to be logged.
Therefore, a measurement of approximately 71 Ohms or more will show
that the solenoid is defective.
• ARC valve The Brake ECM can also determine if the solenoid valves have
malfunction malfunctioned (valves leaking). If air pressure is present at the auto
retarder pressure switch when the solenoids are DE-ENERGIZED, the
auto retarder pressure switch will signal the Brake ECM that the ARC
valve has malfunctioned.
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TRACTION CONTROL SYSTEM

BRAKE ECM
(ARC/TCS)
ELECTRONIC
SERVICE TOOL

SERVICE/RETARDER TCS
BRAKE SWITCH ENGAGED
LAMP
TRANSMISSION
OUTPUT SPEED
SENSOR CAT DATA LINK TCS SELECTOR
SOLENOID
LEFT AND RIGHT
TCS TEST
SWITCH

PROPORTIONAL
LEFT WHEEL SOLENOID
SPEED SENSOR

RIGHT WHEEL + 10V TO

SPEED SENSOR WHEEL SENSORS

201

Traction Control System (TCS)

• TCS uses rear The Traction Control System (TCS) uses the rear parking/secondary
parking/secondary brakes (spring engaged and hydraulically released) to decrease the
brakes
revolutions of a spinning wheel. The TCS allows the tire with better
underfoot conditions to receive an increased amount of torque. The
system is controlled by the Brake ECM (see Slides No. 196 and 197).
The Brake ECM monitors the drive wheels through three input signals:
one at each drive axle, and one at the transmission output shaft. When a
spinning drive wheel is detected, the Brake ECM sends a signal to the
selector and proportional valves which ENGAGE the brake of the affected
wheel. When the condition has improved and the ratio between the right
and left axles returns to 1:1, the Brake ECM sends a signal to RELEASE
the brake.
STMG 721 - 267 -
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• TCS replaces AETA The TCS was formerly referred to as the Automatic Electronic Traction
Aid (AETA). The operation of the system has not changed. The main
differences are the appearance of the ECM, and the TCS is now on the
CAT Data Link. Also, the ECAP and ET Service Tools can communicate
with the TCS.
• Service/retarder brake A service/retarder brake switch (see Slide No. 131) provides an input
switch: signal to the TCS through the CAT Data Link and performs two functions:
- Stops TCS function 1. When the service brakes or retarder are ENGAGED, the TCS function
- Performs diagnostic is stopped.
test
2. The service/retarder brake switch provides the input signal needed to
perform a diagnostic test. When the TCS test switch and the retarder
lever are ENGAGED simultaneously, the TCS will engage each rear
brake independently. Install two pressure gauges on the TCS valve,
and observe the pressure readings during the test cycle. The left brake
pressure will decrease and increase. After a short pause, the right
brake pressure will decrease and increase. The test will repeat as long
as the TCS test switch and the retarder lever are ENGAGED.
• Brake release The TCS valve has a left and right brake release pressure sensor. A
pressure sensors laptop computer with the ET software installed can also be used to view
the left and right parking brake pressures during the test discussed above
in function No. 2. When the proportional solenoid is ENERGIZED, ET
will show 44% when the brake is FULLY ENGAGED.
NOTE: During the diagnostic test, the parking/secondary brakes
must be released.
STMG 721 - 268 -
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202

• Wheel speed sensor Shown is the left rear wheel speed sensor (arrow). The TCS monitors the
(arrow) drive wheels through three input speed signals: one at each drive axle,
and one at the transmission output shaft.

• TOS sensor disables The Transmission Output Speed (TOS) sensor (see Slide No. 130)
TCS monitors the ground speed of the machine and provides input signals to
the TCS through the CAT Data Link. The TCS uses the TOS sensor to
disable the TCS when ground speed is above 19.3 km/h (12 mph).
STMG 721 - 269 -
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2 1

3 3

4
4

203

• TCS valve The Traction Control System (TCS) valve is mounted inside the rear of
the left frame rail. Two solenoids are mounted on the valve.
1. Selector solenoid Electrical signals from the Brake ECM cause the selector solenoid
valve (1) to shift and select either the left or right parking brake. If the
selector valve shifts to the left parking brake hydraulic circuit, the control
oil is drained. The left reducing spool of the control valve can then shift
and engage the parking brake.
The Brake ECM energizes the selector solenoid valve with + Battery
voltage (24 Volts). Normal resistance through the selector solenoid is
between 18 and 45 Ohms.
2. Proportional solenoid The proportional solenoid valve (2) controls the volume of oil being
drained from the selected parking brake control circuit. The rate of flow
is controlled by a signal from the Brake ECM.
The proportional solenoid receives a current between 100 and 680 mA
from the Brake ECM. The more current that is sent, the more the
proportional solenoid valve is open, and more oil pressure is drained from
the brakes. Normal resistance through the solenoid is between 12 and 22
Ohms.
STMG 721 - 270 -
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3. Left and right brake The pressure taps (3) or pressure sensors (4) can be used to test the left
release pressure taps and right brake release pressures when performing diagnostic tests on the
4. Left and right brake
TCS. At HIGH IDLE, the pressure at the taps in the TCS valve will be
release pressure approximately 138 kPa (20 psi) less than the brake release pressure tested
sensors at the wheels.

• Brake drag event The pressure sensors are also used to provide parking brake dragging
information to the service technician. If the parking brakes are released,
as sensed by the parking brake switch behind the cab, and parking brake
pressure is below 3445 kPa (500 psi), a parking brake dragging event will
be logged in the Brake ECM. The event can be seen with ET.
STMG 721 - 271 -
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TRACTION CONTROL SYSTEM (TCS)

ENGINE RUNNING/BRAKES RELEASED
TEST
SWITCH
SERVICE/RETARDER
BRAKE SWITCH

LEFT
DRIVE AXLE

INPUT
BALL CHECK SIGNALS
TRANSMISSION
SPEED SENSOR OUTPUT
SIGNALS
ORIFICE

SCREEN TCS ENGAGED

LAMP

SELECTOR
SOLENOID
PARKING
BRAKE
VALVE
RIGHT
DRIVE AXLE
PROPORTIONAL
SOLENOID

204

• TCS operation with Shown is the TCS with the engine running and the brakes RELEASED.
brakes RELEASED
When the machine is started:
- Oil flows from parking brake release pump through the brake release
oil filter where the flow is divided. One line from the filter directs
oil to the parking brake release valve. The other line sends oil to the
signal port (right end of signal piston) of the TCS control valve.
- Oil flow to the TCS control valve signal port causes the ball check
piston to move to the left and unseat the drain ball check valve.
Opening the drain ball check valve opens a drain passage to the
hydraulic tank.
STMG 721 - 272 -
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When the operator releases the parking brakes:

- Air pressure is increased at the parking brake release valve forcing
the valve spool down.

- Parking brake release oil can now flow through the parking brake
release valve to the TCS control valve.

- In the control valve, oil closes the parking/secondary ball check

valve and flows through the screen.

- Oil flows through the right and left brake control circuit orifices.

- Oil flows to the ends of the left and right brake reducing valve
spools.

- When the control circuit pressure is high enough, the reducing

spools shift toward the center of the TCS control valve and parking
brake release oil flows to release the brakes.
STMG 721 - 273 -
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TRACTION CONTROL SYSTEM (TCS)

ENGINE RUNNING/LEFT BRAKE ENGAGED
TEST
SWITCH
SERVICE/RETARDER
BRAKE SWITCH

LEFT
DRIVE AXLE

INPUT
BALL CHECK SIGNALS
TRANSMISSION
SPEED SENSOR OUTPUT
SIGNALS
ORIFICE

SCREEN TCS ENGAGED

LAMP

SELECTOR
SOLENOID
PARKING
BRAKE
VALVE
RIGHT
DRIVE AXLE
PROPORTIONAL
SOLENOID

205

• TCS operation with Shown is the TCS with the engine running and the left brake ENGAGED.
left brake ENGAGED When signals from the sensors indicate that the left wheel is spinning
60% faster than the right wheel, the following sequence of events occurs:
- The Brake ECM sends a signal to the selector solenoid valve and the
proportional solenoid valve.

- The selector solenoid valve opens a passage between the outer end
of the left brake pressure reducing valve and the proportional
solenoid valve.

- The proportional solenoid valve opens a passage from the selector

solenoid valve to drain. The proportional solenoid valve also
controls the rate at which the oil is allowed to drain.

- Control circuit oil drains through the selector valve and enters the
proportional valve.
STMG 721 - 274 -
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- The reducing valve spool for the left parking brake shifts and blocks
the flow of oil to the parking brake.

- Oil in the left parking brake control circuit begins to drain.

- The left parking brake begins to ENGAGE.

- The left brake orifice restricts the flow of oil from the parking brake
release valve.

When the signals from the sensors indicate that the left wheel is no longer
spinning, the following sequence occurs:
- The Brake ECM stops sending signals to the selector solenoid and
the proportional solenoid.

- The selector solenoid valve and proportional solenoid valve block

the passage to drain and allow the control circuit pressure to
increase.

- The left brake reducing valve spool shifts to the center position and
blocks the passage to drain.

- Parking brake release oil is directed to the left parking brake and the
brake is RELEASED.

INSTRUCTOR NOTE: For more detailed information on the

Traction Control System (TCS) refer to the Service Manual module
"Off-Highway Truck/Tractors Brake Electronic Control System"
(Form SENR1503) and the Technical Instruction Module "Automatic
Electronic Traction Aid" (Form SEGV2585).
STMG 721 - 275 -
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206

CONCLUSION

This presentation has provided a basic introduction to the Caterpillar

777D Update Off-highway Trucks. All the major component locations
were identified and the major systems were discussed. When used in
conjunction with the service manual, the information in this package
should permit the serviceman to analyze problems in any of the major
systems on these trucks.
STMG 721 - 276 -
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SLIDE LIST

1. Model view (right side) 43. Caterpillar Monitoring System

2. Model view (left side) schematic
3. Model view (front) 44. Operator's station/instrument panel
4. Model view (rear) 45. Speed/tach
5. Subtitle slide--Walk around inspection 46. Operator's station/dash switches
6. Daily maintenance 47. Operator's station/message center
7. Front wheel 48. Operator's station/circuit breakers
8. Front Suspension 49. Operator modes
9. Front brake 50. Service modes
10. Primary fuel filter and oil level switch 51. Service sub modes
11. Jacket water coolant S•O•S tap 52. ECM's
12. Transmission charge filter 53. Cab rear electrical components
13. Fuel tank 54. Cab rear electrical components
14. Brake cylinder breather 55. ET Laptop
15. Final drive 56. Payload Operator Display (POD)
16. Rear suspension cylinders 57. TPMS Laptop
17. Body up retaining pin 58. Payload Operator Display (POD)
18. Hydraulic tank and air tanks 59. Engine (left side)
19. Left frame filters and air dryer 60. Engine control inputs/outputs
20. Engine oil filters 61. Engine ECM
21. Engine oil S•O•S tap 62. Atmospheric pressure sensor
22. Engine fuel filters 63. Speed/timing sensor
23. Manual shutdown switch 64. Throttle position sensor
24. Battery disconnect switch 65. Crankcase pressure sensor
25. Batteries 66. EUI injector
26. Radiator top tank 67. Logged events (text)
27. Steering tank and filters 68. Engine controlled systems (text)
28. Air filters 69. Engine oil pre-lubrication pump
29. Engine oil dipstick 70. Radiator top tank
30. Windshield washer reservoir 71. Jacket water pump
31. A/C filter 72. Thermostat housing and temp sensor
32. Operator's station--right side 73. Coolant flow switch
33. Operator's station--left side 74. Oil coolers on engine
34. Operator's station--left side 75. Jacket water coolant flow schematic
35. Operator's station/instrument panel 76. Aftercooler water pump
36. Operator's station/wiper switch 77. Aftercooler and temp sensor
37. Operator's station/instrument panel 78. Brake oil cooler
38. Operator's station/operator controls 79. Aftercooler coolant flow schematic
39. Operator's station/operator controls 80. Engine oil pump
40. Hoist lever 81. Engine oil filters
41. Caterpillar Monitoring System 82. Engine oil S•O•S tap
schematic 83. Engine oil flow schematic
42. Dash schematic 84. Primary fuel filter and oil level switch
STMG 721 - 277 -
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SLIDE LIST

85. Fuel transfer pump 123. Transmission hydraulic system

86. Secondary fuel filters 124. Rear axle
87. Fuel pressure regulator 125. Differential
88. Fuel system circuit 126. Transmission/Chassis ECM
89. Air induction and exhaust system 127. Transmission/Chassis electronic control
90. Turbocharger inlet pressure sensor system
91. 3508B turbochargers 128. Shift lever switch
92. Exhaust temperature sensor 129. Transmission gear switch
93. Turbocharger outlet pressure sensor 130. Transmission Output Speed (TOS)
94. 3508B air induction and exhaust system sensor
95. Power train 131. Service/retarder brake switch
96. Torque converter 132. Body up switch
97. Torque converter (converter drive) 133. Transmission/Chassis ECM controlled
98. Torque converter drive (direct drive) systems (text)
99. Torque converter pump (four sections) 134. Transmission/Chassis ECM logged
100. Torque converter charging filter events (text)
101. Torque converter inlet relief valve 135. Steering system
102. Hoist,converter and brake oil cooler 136. Steering tank and filters
103. Parking brake release oil filter 137. Steering pump
104. Parking brake release valve 138. Steering pump (low pressure standby)
105. Torque converter lockup clutch valve 139. Steering pump (maximum flow)
106. Torque converter lockup clutch control 140. Steering valve
(converter drive) 141. Steering valve
107. Torque converter lockup clutch control 142. Hand Metering Unit (HMU)
(direct drive) 143. Secondary steering pump
108. Torque converter hydraulic system 144. Steering system (sectional schematic)
(caliper disc front brakes) 145. Steering system (ISO schematic)
109. Torque converter hydraulic system (oil 146. Hoist system model shot
cooled front brakes) 147. Hoist lever
110. Transfer gears 148. Hoist control position sensor
111. Transmission pump 149. Hoist, converter and brake tank
112. Transmission charging filter 150. Hydraulic tanks (rear)
113. Transmission clutch control valve 151. Hoist pump
114. Transmission lube pressure tap 152. Hoist control valve (front)
115. ICM transmission controls (NEUTRAL 153. Hoist control valve (side)
sectional view) 154. Hoist control valve (rear)
116. ICM transmission controls (FOURTH 155. Hoist control valve (hold)
sectional view) 156. Hoist control valve (raise)
117. ICM valve station (clutch released) 157. Hoist control valve (lower)
118. ICM valve station (clutch filling) 158. Hoist control valve (float)
119. ICM valve station (clutch engaged) 159. Hoist control valve (snub)
120. ICM valve station (clutch decay) 160. Two-stage hoist cylinders
121. Valve station graph (shift cycle) 161. Hoist hydraulic system (sectional
122. Valve station graph (problems) schematic)
STMG 721 - 278 -
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SLIDE LIST

162. Hoist hydraulic system (ISO schematic) 199. Engine Output Speed (EOS) sensor
163. Air and brake system model shot 200. ARC valve
164. Oil cooled brake assembly (cutaway) 201. Traction Control System (TCS)
165. Caliper disc brake assembly (cutaway) schematic
166. Front oil cooled brake assembly 202. Wheel speed sensor
(cutaway) 203. Traction Control System (TCS) valve
167. Air compressor 204. Traction Control System (TCS)
168. Air dryer operation (brakes released)
169. Service/retarder brake tanks 205. Traction Control System (TCS)
170. Pressure protection valve operation (left brake engaged)
171. Parking/secondary brake tank 206. Model rear view
172. Air charging system
173. Manual retarder valve
174. Service brake valve
175. Inverter valve (primary)
176. Relay valves (caliper disc front brakes)
177. Diverter valve cold oil solenoid
178. Relay valves (oil cooled front brakes)
179. Brake oil makeup tank
180. Brake cylinder (rear)
181. Brake cylinder (engaged)
182. Slack adjuster (iron)
183. Slack adjuster (released and engaged)
184. Brake bleed screws
185. Parking brake release valve
186. Secondary steering pump
187. Towing valve
188. Brake release during towing
189. Parking and secondary brake operation
190. Service and retarder brake operation
(caliper disc front brakes)
191. Service and retarder brake operation (oil
cooled front brakes)
192. Brake oil cooling schematic (caliper disc
front brakes)
193. Brake oil cooling schematic (oil cooled
front brakes)
194. Brake oil cooler
195. Brake cooling oil pressure taps
196. Brake electronic control system
197. Brake ECM (iron)
198. Automatic Retarder Control (ARC)
schematic
STMG 721 - 279 -
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INSTRUCTOR NOTES
SESV1721 Printed in U.S.A.
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