D10T Electronic Steering and Brake Control Valve

Jose L. Rodriguez
Instructor Tec.
[email protected]
 Jose Luis Rodriguez
It is necessary for technicians to properly
locate and identify machine components
and service points to efficiently maintain
the machine, which will ensure customers
experience quick and proper maintenance
services.

Jose L. Rodriguez
Instructor Tec.
[email protected]
 Jose Luis Rodriguez
Electronic Steering and Brake Control Valve

The electronic steering and brake control valve (1) is installed on the top of the main case, below
the operator's seat. The steering and brake control valve may be accessed by removing the
operator seat, the seat pedestal, and the rear floor plate in the operator compartment.
The valve body contains four proportional solenoid valves that are controlled by the Power Train
ECM. The Power Train ECM receives signals from the PWM rotary position sensors of the FTC
steering levers and from the PWM rotary position sensor that is connected to the service brake
pedal. The right steering clutch solenoid (2), the right brake solenoid (3), the left brake solenoid
(4), and the left steering clutch solenoid (5) are identified in illustration No. 93.
The brakes are spring applied and hydraulically released. The steering clutches are hydraulically
applied and spring released. The four proportional solenoids are normally ENERGIZED when the
steering clutches are engaged and the brakes are released. Pulling back on the left steering
control lever begins to DECREASE the amount of current to the left steering clutch solenoid (5)
and DE-ENERGIZES it. This begins releasing the left clutch and disengaging power to the left
track.
When the left steering control lever is pulled back to approximately one-half of the lever's travel
distance, the left steering clutch solenoid is completely DE-ENERGIZED and the left clutch is
completely DISENGAGED. This results in a gradual left turn.
Jose L. Rodriguez
Instructor Tec.
[email protected]
Pulling back further on the left steering control lever begins to DECREASE the amount of current
to the left brake solenoid (4) and DE-ENERGIZES it, to begin engaging the left brake. When the
left steering lever is pulled all the way to the rear, the left brake solenoid is completely
DE-ENERGIZED and the left brake is completely ENGAGED, stopping the left track. This
results in a sharp left turn.

Depressing the service brake pedal DECREASES the amount of current to both the left and the
right brake solenoids and DE-ENERGIZES them to apply both the left and the right brakes.
The secondary brake valve is controlled by an ON/OFF solenoid (7). The ON/OFF solenoid is
ENERGIZED by connecting it to the battery when the secondary brake switch is activated. The
brake switch is a part of the service brake pedal and it is activated near the end of travel of the
service brake pedal.

The parking brake valve is also controlled by an ON/OFF solenoid (6). The parking brake
solenoid is ENERGIZED by connecting the solenoid to the battery when the operator activates the

Jose Luis Rodriguez

parking brake switch. The steering clutch solenoids are also DE-ENERGIZED when the parking
brake switch is activated. (The secondary brake valve solenoid is also ENERGIZED, along with
the parking brake valve solenoid when the parking brake switch is set to ON. This is a new
parking brake backup strategy and is a change for this type of electronic brake control valve. This
strategy is used by all of the T-Series Track-type Tractors.)

The status of all four brake solenoids and the steering clutch solenoids may be viewed through
the Advisor panel (Service/System Status/Power Train screens) or by using Cat ET.
All four pressures for the steering clutches and the brakes (C1, B1, B2, C2) may be tested at the
pressure test ports that are located on top, and at the rear of the brake control valve. The
pressure test port (8) for the right steering clutch (C1) can be seen in illustration No. 93. The
other three pressure test ports correspond to the solenoids that are identified in the illustration.

INSTRUCTOR NOTE: The following information outlines the state of the four brake
valve solenoids in the three possible conditions for the service brakes (brake pedal):
Service Brakes Released
- Proportional brake valve solenoids (L & R) - ENERGIZED
- Parking brake valve solenoid - DE-ENERGIZED
- Secondary brake valve solenoid - DE-ENERGIZED
Service Brakes Applied (full)
- Proportional brake valve solenoids (L & R) - DE-ENERGIZED
- Parking brake valve solenoid - DE-ENERGIZED
- Secondary brake valve solenoid - ENERGIZED
Parking Brake Applied
- Proportional brake valve solenoids (L & R) - DE-ENERGIZED
- Parking brake valve solenoid - ENERGIZED
- Secondary brake valve solenoid - ENERGIZED

Jose L. Rodriguez
Instructor Tec.
[email protected]
 Jose Luis Rodriguez
The proportional solenoid valves for the steering clutches and the brakes are controlled by the
Power Train ECM. The solenoid valves are ENERGIZED to engage the steering clutches and to
release the brakes.

The Power Train ECM determines the amount of current sent to the solenoid
by the position of the FTC steering control levers or by the position of the service brake pedal.
The explanation that follows describes the operation of the service brakes. This explanation,
however applies to both the left and right brake circuits when the steering levers are used to
control the clutches and the brakes for steering. The steering clutches operate similarly, except
that the steering clutches do not use a shutoff valve or a shutoff spool in the valve body.
Hydraulic pressure is applied to release the brakes. Hydraulic pressure is applied to engage the
steering clutches.

When the proportional solenoid (valve) is ENERGIZED, the pilot valve is closed. This allows
pump supply oil to pressurize the pilot pressure the chambers at the proportional solenoid valve,
the parking brake valve and the secondary brake valve, and in the accumulator chamber. As the
accumulator chamber pressure increases, the reducing spool moves to the right against the
spring, closing off the drain passage. At the same time, the passage to the brakes is opened to the
passage from the pump supply oil. Pressure then builds in the pressure feedback chamber and in
the passage to the brakes. As the pressure increases, the spring applied brakes are released.

Jose L. Rodriguez
Instructor Tec.
[email protected]
When the operator depresses the service brake pedal, the PWM sensor attached to the service
brake pedal sends a signal to the Power Train ECM. The Power Train ECM then decreases the
current to the proportional solenoid at a rate that is directly proportional to the movement of the
pedal.

As the solenoid is DE-ENERGIZED, the pilot valve opens and allows the pump supply oil in the
pilot pressure chamber to drain to tank. This reduces the pressure in the pilot pressure chamber
at the solenoid valve. The accumulator chamber and the parking/secondary brake valve pilot
chamber are also reduced by draining oil through the holes in the shutoff spool.
As the pilot pressure at the left end of the shutoff spool decreases, the pilot pressure at the right
end of the shutoff spool moves the spool to the left, against the spring. When the spool moves
all the way to the left, the holes in the spool are opened to drain due to the slot that is machined
in the shutoff valve. The pressures in the accumulator chamber and the parking/secondary brake
valve pilot chamber are now allowed to drain through the holes in the spool. As the pilot
pressure decreases, the spring begins to move the shutoff spool back to the right.

Jose Luis Rodriguez

As the shutoff spool moves back to the right, the holes in the spool are covered again by the
right end of the shutoff valve. This reduces the rate of reduction in pilot pressure, allowing the
brakes to be slowly applied. The pilot oil can then only escape by flowing between the outer
diameter of the shutoff spool and the inner diameter of the shutoff valve, and then through the
holes in the shutoff spool. As the pilot pressure slowly decreases, the spring moves the shutoff
spool further to the right until the holes in the spool are uncovered again at the right end of the
shutoff valve. The remainder of the pilot pressure then completely drains to tank through the
shutoff spool.

As the pilot pressure decreases, the combined force of the reducing spool spring and the
pressure in the feedback chamber moves the reducing spool to the left. The accumulator piston
acts as a cushion and aids in preventing the reducing spool from moving too rapidly.
As the reducing spool moves to the left, the pump oil supply passage to the reducing spool is
closed off. At the same time, the tank passage to the reducing spool is opened, allowing the
pressure oil in the brakes to drain to tank. As the pressure to the brakes decreases, the Belville
springs begin to engage the brakes.

If the operator depresses the service brake pedal completely, the secondary brake switch is
activated. The secondary brake switch makes a direct connection between the battery and the
secondary brake valve solenoid, which ENERGIZES the secondary brake solenoid. When the
secondary brake solenoid is energized, all the oil in the brake circuits is drained and the brakes
are applied.

Jose L. Rodriguez
Instructor Tec.
[email protected]
When the parking brake switch is set to the ON position, the parking brake valve solenoid is
connected directly to the battery, which ENERGIZES the parking brake solenoid.

The secondary brake solenoid is also ENERGIZED by the battery when the parking brake
switch is set to the ON position as a backup measure. Again, all the oil is drained and the
brakes are applied.

Energizing either of the solenoids for the parking brake valve or the secondary brake valve
completely drains all pilot pressure oil, resulting in all of the oil being drained from the brakes.
The brakes are then fully engaged.

NOTE: The check valves that are installed in the valve body between the reducing
spools and the pressure chamber for the parking brake and the secondary brake valves
are only present on FTC machines. They serve to isolate the left brake circuit and the

Jose Luis Rodriguez

right brake circuit from each other, for steering purposes. The check valves allow one
brake circuit to be depressurized while maintaining the brake pressure in the other brake
circuit. The brake valve used on differential steer machines operates the same way, but
the check valves are not present because the brakes are not used for steering and
therefore, need not isolate the left and right brake circuits.

Jose L. Rodriguez
Instructor Tec.
[email protected]
 Jose Luis Rodriguez
The illustration above, and those on the next few pages, show the electronic steering and brake
control valve as if it had been sliced in half, horizontally, with the upper half laid over to the top.
The external lines in the illustrations represent the internal passages of the steering and brake
control valve as they would normally be connected.

Illustration 95 shows the electronic steering and brake control valve in the STRAIGHT
TRAVEL, or NO STEER condition. Both brakes are DISENGAGED and the steering clutches
are fully ENGAGED.

When the service brake pedal is released and neither FTC steering control lever is moved
rearward, the rotary position sensors (connected to the brake pedal and the steering levers) send
PWM signals to the Power Train ECM. The Power Train ECM then sends maximum current to
all four of the (proportional) clutch and brake solenoids.

This maximum current completely ENERGIZES the solenoids, which close the poppets in the
solenoid valves and shuts off the flow of pump supply oil and pilot oil to drain. The result is
increased pilot pressure to all four pressure reducing spools. This increased pressure moves the
reducing spools to the right.

Jose L. Rodriguez
Instructor Tec.
[email protected]
As the spools move to the right, the passages to the drain are closed off and the passages to the
brake and clutch circuits are opened. High pressure pump supply oil flows into the clutch and
brake passages and then out to the clutches and the brakes.

This increased pressure ENGAGES the clutches and DISENGAGES, or releases the brakes against
their springs.

With the clutches ENGAGED and the brakes DISENGAGED, power is transferred to the left
and to the right final drives and the tracks move the machine in a straight line.

Jose Luis Rodriguez

Jose L. Rodriguez
Instructor Tec.
[email protected]
 Jose Luis Rodriguez
Illustration shows the electronic steering and brake control valve when the brakes are fully
engaged.

When the operator depresses the service brake pedal, the brake pedal position sensor sends a
signal to the Power Train ECM. The Power Train ECM then decreases the current to both the
left and the right proportional brake solenoids. The amount of current sent to the solenoid is
directly proportional to the position of the service brake pedal.

The decreased current DE-ENERGIZES the solenoids, which open the poppets in the solenoid
valves and opens the flow of pump supply oil and pilot oil to drain. The result is decreased pilot
pressure to both brake pressure reducing spools. This decreased pressure allows the springs to
move the brake reducing spools to the left.

As the spools move to the left, the passages from the brake circuits are connected to the drain
passages and the high pressure supply passages are closed off. This decreases the oil pressure to
both the left and the right brakes. The decreased pressure allows the brake springs to begin
engaging the brakes.

Jose L. Rodriguez
Instructor Tec.
[email protected]
When the operator completely depresses the service brake pedal, the secondary brake switch is
activated.

The secondary brake switch then connects the battery to the secondary brake solenoid and it is
ENERGIZED.

The secondary brake solenoid valve completely drains the brake pilot oil to tank, which causes
the reducing spools to move all the way to the left. As the spools move to the left, pump supply
is completely closed off and the brake circuits are completely open to the drain passages.

This decreases the pressure to the brakes and the brakes are then fully engaged. The clutches
are still pressurized and ENGAGED however, and will try to move the
machine against the brakes.

Jose Luis Rodriguez

Jose L. Rodriguez
Instructor Tec.
[email protected]
 Jose Luis Rodriguez
Illustration shows the electronic steering and brake control valve with the parking brakes
ENGAGED. When the operator sets the parking brake switch to ON, the parking brake valve
solenoid is connected to the battery and the solenoid is ENERGIZED. The secondary brake
solenoid is also ENERGIZED by the Power Train ECM as a backup measure.
The left and the right proportional brake solenoids are also DE-ENERGIZED by the Power
Train ECM when the parking brake switch is set to ON.

The parking brake valve and the secondary brake valve completely drain the pilot oil from the
left and right brake reducing spools to tank through the check valves. This causes the pilot
pressure in the brake circuits to decrease and the brake reducing spools move to the left. As the
spools move to the left, the high pressure supply passages are closed off and the passages from
the brake circuits are connected to the drain passages, which decreases the pressure to the
brakes. This decreased pressure allows the brake springs to fully ENGAGE the brakes.

At the same time, both of the proportional steering clutch solenoids remain ENERGIZED. With
the steering clutch solenoids ENERGIZED, high pressure supply to the steering clutches is
maintained. This high pressure supply keeps the steering clutches ENGAGED against the
springs.

Jose L. Rodriguez
Instructor Tec.
[email protected]
 Jose Luis Rodriguez
Illustration shows the electronic steering and brake control valve with the right steering
clutch DISENGAGED.

When the operator pulls the right FTC steering control lever rearward, the right steering lever
position sensor sends a signal to the Power Train ECM. The Power Train ECM then decreases
the current to the right proportional clutch solenoid. The amount of current sent to the solenoid
is directly proportional to the position of the right FTC steering control lever.

The decreased current begins to DE-ENERGIZE the right clutch solenoid, which opens the
poppet in the solenoid valve and opens the flow of pump supply oil and pilot oil to drain. The
result is decreased pilot pressure to the right steering clutch pressure reducing spool. This
decreased pressure allows the spring to move the reducing spool to the left.

As the spool moves to the left, the high pressure supply passage to the clutch is closed off and
the passage to the drain is opened. This spool movement begins decreasing the pressure in the
right steering clutch circuit. The decreased pressure in the right steering clutch circuit allows
the springs to begin DISENGAGING the right steering clutch.

Jose L. Rodriguez
Instructor Tec.
[email protected]
When the operator moves the right FTC steering control lever to approximately half of its travel
distance, the right proportional clutch solenoid is nearly completely DE-ENERGIZED. The
pilot oil to the right steering clutch reducing spool is completely drained to tank, which allows
the spring to move the spool all the way to the left. This spool movement completely closes off
pump supply to the clutch circuit and completely opens the right clutch circuit to drain.
With no oil pressure to the clutch, the clutch springs completely DISENGAGE the right clutch.
With the right clutch DISENGAGED, power is disconnected to the right track and the machine
makes a gradual right turn.

NOTE: The steering clutch solenoids are never completely DE-ENERGIZED during a
turn or when the parking brake is applied. In reality, a small amount of current is sent to
the solenoid so that the oil is not completely drained from the steering clutches.
Approximately 10 kPa (1.5 psi) is maintained in the steering clutch when the solenoid is
DE-ENERGIZED. This pressure is referred to as "Steering Clutch Low Pressure."

Jose Luis Rodriguez

Jose L. Rodriguez
Instructor Tec.
[email protected]
 Jose Luis Rodriguez
Illustration shows the electronic steering and brake control valve with the right steering
clutch DISENGAGED and the right brake ENGAGED.

When the operator pulls the right FTC steering control lever rearward, past the half-way
position, the right steering lever position sensor sends an increased signal to the Power Train
ECM. The Power Train ECM then decreases the current to the right proportional brake
solenoid. The amount of current sent to the right brake solenoid is directly proportional to the
position of the right FTC steering control lever.

The decreased current DE-ENERGIZES the right brake solenoid, which opens the poppet in the
solenoid valve and opens the flow of pump supply oil and pilot oil to drain. The result is
decreased pilot pressure to the right brake pressure reducing spool.

This decreased pressure allows the spring to move the reducing spool to the left. As the spool
moves to the left, the high pressure pump supply passage to the brake is closed off and the
passage from the right brake circuit is opened to drain. This spool movement begins decreasing
the pressure to the right brake. The decreased pressure allows the springs to begin ENGAGING
the right brake.

Jose L. Rodriguez
Instructor Tec.
[email protected]
When the operator moves the right FTC steering control lever all the way to the rear, the right
proportional brake solenoid is completely DE-ENERGIZED. The pilot oil to the right brake
reducing spool is completely drained to tank, which allows the spring to move the reducing
spool all the way to the left.

This spool movement completely closes off pump supply to the brake circuit and completely
opens the right brake circuit to drain. With no oil pressure to the brake, the springs completely
ENGAGE the right brake. With the right brake ENGAGED, the right track is completely
stopped and the machine makes a sharp right turn.

Jose Luis Rodriguez

Jose L. Rodriguez
Instructor Tec.
[email protected]
 Jose Luis Rodriguez
The power train oil fill tube (1) and the power train oil dipstick (2) may be easily accessed by
opening the spring-hinged door beside the step at the front of the left fender.

The remote mounted power train breather (3) is located inside the compartment at the rear
of the left fender. The breather is connected to the vent line that connects the torque divider
case to the main case. The breather should be periodically cleaned. Refer to the Operation
and Maintenance Manual for the D10T (Form No. SEBU7764) for the power train breather
maintenance intervals.

Jose L. Rodriguez
Instructor Tec.
[email protected]
 Jose Luis Rodriguez
Brake pressure for the left brake (B1) may be tested by removing the plug (1) at the top of the
left final drive and installing a pressure test tap. Clutch pressure for the left steering clutch (C1)
may be tested in a like manner at the middle port (2). Lube pressure (LB1) for the left steering
clutch and left brake may also be tested at the rear port (3). The test ports for right brake
pressure (B2) and for right steering clutch pressure (C2) are reversed on the right final drive.

The service brake pedal (4) is connected to a rotary position sensor (5). The rotary position
sensor sends a PWM signal to the Power Train ECM which, in turn, controls the proportional
solenoids for the service brakes. The secondary brake switch may be accessed through the
cover (6).

The status of service brake pedal position sensor and the secondary brake switch may be
viewed through the Advisor panel (Service/System Status/Power Train screens) or by using Cat
ET.

Jose L. Rodriguez
Instructor Tec.
[email protected]
 Jose Luis Rodriguez
The high speed oil change connector for power train oil (1) may be accessed by opening the left
engine compartment door and then unlatching and lowering the valance below the door
opening.

If the machine is equipped with a single-shank ripper, the pin puller valve (2) and solenoid (3)
are mounted to a bracket located at the right side of the transmission cover, near the top of the
cover. The pin puller is activated with the pin puller rocker switch, which is located on the right
console in the operator's compartment. When the pin puller switch is moved to the "Pin Out"
position, the solenoid is ENERGIZED. The valve uses power train oil to operate the hydraulic
pin puller cylinder (not shown).

Jose L. Rodriguez
Instructor Tec.
[email protected]
THE END

Jose L. Rodriguez
Instructor Tec.
[email protected]