3/6/23, 10:16 SIS 2.

2016/02/08 Features (UENR0206-02)

SMCS -7610 i06601356

Sistema de control de tracción automático (ATC)

PPW
La versión electrónica del sistema de control de tracción tiene seis sensores de velocidad, cuatro

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válvulas hidráulicas proporcionales y el ECM del chasis. Hay dos sensores de velocidad por eje. Un

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sensor de velocidad lee la velocidad del semieje, el otro lee la velocidad diferencial. Las cuatro válvulas
hidráulicas ON/OFF que controlan los embragues de bloqueo del diferencial en generaciones

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UE :03- 3 1
anteriores fueron reemplazadas por válvulas proporcionales. Las válvulas proporcionales permiten que
la presión de bloqueo diferencial se aplique de forma variable según lo dicten las condiciones del suelo.

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Hay embragues de bloqueo para los diferenciales del eje transversal delantero, central y trasero. La

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bomba de lubricación del engranaje de transferencia de salida (OTG) suministra presión para el

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embrague de bloqueo del diferencial entre ejes y la bomba de freno suministra presión para los
embragues de bloqueo del diferencial del eje cruzado

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También se agregó un sensor de medición inercial. El propósito de los sensores es multifacético. El

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sensor identifica específicamente el grado en el que está operando la máquina y la velocidad a la que
el operador está girando la máquina. La velocidad de giro es un componente clave en la gestión del

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acto de equilibrio entre el rendimiento de tracción y la maniobrabilidad.

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Otras entradas en el sistema de control de tracción son la velocidad del motor, la posición del
acelerador, la posición del pedal del freno, el estado del retardador y la marcha. También se utiliza un
sensor de presión para controlar la presión de carga hidráulica del acumulador del diferencial entre
ejes.

Los códigos de diagnóstico de problemas (DTC) también están disponibles para proteger el sistema
ATC y brindar orientación en la solución de problemas de hardware y fallas del sistema.

Modo degradado: durante una falla del hardware y/o del sistema, como una falla del sensor de
velocidad de la rueda, el sistema ATC ingresará al modo degradado. El modo degradado activará el
solenoide de bloqueo entre ejes/embrague del diferencial entre ejes cuando se aplica el acelerador o
cuando se aplica el frenado/retraso.

Funcionamiento del Sistema de Control Automático de

Tracción (ATC)

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Ilustración 1 g03362841
Inter Axle Clutch Hydraulic System
(1) Charge Accumulator Pressure Sensor
(2) Inter Axle Clutch Solenoid
(3) Charge Accumulator
(4) Check Valve
(5) Inter Axle Lock Accumulator Charge Solenoid
(6) Inter Axle Lock Control Valve
(7) Charge Pump and Lube Pressure Remote Tap
(8) Pressure Switch
(9) Filter
(10) Output Transfer Gear (OTG)
(11) Differential Pressure Switch
(12) Temperature Sensor
(13) Gear Pump
(14) Pressure and SOS Tap
(15) Relief Valve
(16) Output Transfer Gear Sump
(17) Cooler
(18) Orifice
(19) Diverter Valve
(20) Thermal Bypass

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(21) Clutch Pressure Remote Tap

(22) Inter Axle Differential Clutch

Automatic Traction Control Operation

When the Chassis ECM receives signals from the wheel speed sensors and Inertia Measuring Unit
(IMU) of a difference in wheel speeds between the front and rear drive trains, the ECM will call for the
Inter Axle Differential to lock up, locking the front and rear drive trains together.

The ECM energizes the Inter Axle Clutch Solenoid Valve (2) sending pressurized oil to the Inter Axle
Differential Clutch (22) located within the Output Transfer Gear.

The Inter Axle Differential Clutch may not lock completely as the Inter Axle Lock Solenoid Valve is a
proportional valve and will lock the front and rear drive trains together proportionally to the extent of
"lockup" the ATC system requires.

There is another condition when the ECM will call for the Inter Axle Differential to lock up. When the
grade is above 12% as measured by the IMU, the Inter Axle Differential will lockup proportionally as the
grade increases above 12%.

Oil supply for the Inter Axle Differential comes from the OTG lube pump (13) mounted on the engine
flywheel housing. This pump supplies lube flow to the OTG and actuation oil pressure to the Inter Axle
Differential Lock Clutch (22) located within the Output Transfer Gear.

When there is no actuation of the Inter Axle Differential Clutch or charging of the Inter Axle Accumulator
(3) the oil flow is directed through the Inter Axle Differential Lock Control Valve (6) to the OTG Lube
Pump Oil Cooler (17) and then to the OTG to lubricate the OTG components.

The Inter Axle Charge Accumulator (3) is used to actuate the Inter Axle Differential Clutch while
maintaining sufficient oil lubrication flow to the OTG.

The following is a description of the Inter Axle Accumulator Charge Cycle:

If the Inter Axle accumulator charge pressure, measured by the Inter Axle Accumulator Pressure Sensor
(1), drops below 3700 kPa (536.6 PSI) (cut-in pressure) the Chassis ECM will energize the Inter Axle
Lock Accumulator Charge Solenoid (5) causing the solenoid valve to open providing increased pilot oil
pressure to the Diverter Valve (19) closing the Diverter Valve and forcing the accumulator charge
pressure to increase.

Currently a small amount of lubricating oil to the OTG is still supplied through the Inter Axle orifice (18).
When the oil pressure reaches 4800 kPa (696.2 PSI) (cut-out pressure) the Chassis ECM de-energizes
the Inter Axle Lock Accumulator Charge Solenoid Valve (5), closing the valve and allowing the Diverter
Valve pilot pressure to decrease thereby opening the Diverter Valve, allowing full lubrication oil to flow to
the OTG.

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The Inter Axle Check Valve (4) closes trapping oil pressure between the Charge Accumulator (3) and
Inter Axle Lock Accumulator Charge Solenoid Valve (5).

If the Inter Axle Differential Clutch Solenoid Valve (2) is not activated from a traction control event, then
the trapped oil pressure slowly decays due to normal valve leakage until the pressure reaches
3700 kPa (536.6 PSI)(cut-in pressure) and the charge cycle starts over.

This leakdown time normally takes more than 30 seconds and can be as high as 2 minutes. If the Inter
Axle Clutch Solenoid Valve (2) is activated during this leak down time the leak down time will be
reduced to as little as a few seconds.

Checking Inter Axle Accumulator Operation:

1. Connect ET and monitor the Inter Axle Accumulator oil pressure.

2. Place the machine on level ground with the transmission in PARK. With the engine at 1200 RPM,
monitor the Inter Axle Accumulator oil pressure charge cycle as described above. The charge cycle
is the time between cut-in and cut-out pressures.

Approximately 45 seconds or more between charge cycles indicates a good accumulator (able
to maintain pressure for some time).

If the charge cycle is less than 45 seconds, the accumulator may be low on pre-charge.

If the charge cycle is less than 5 seconds and repeats quickly, the accumulator has lost all the
pre-charge or has failed.
Note: A quick charge cycle can be frustrating to the operator and can lead to premature component
failures such as solenoid valves and the OTG cooler.

If the accumulator has failed and is the original 365-4859 accumulator, the accumulator will need to
be replaced. The 365-4859 does not have an access port to check pre-charge or to recharge. The
172-2412 service replacement accumulator has a service port to check pre-charge and for
recharging. The 172-2412 service replacement accumulator will need to be pre-charged with
Nitrogen to 2000 ± 100 kPa (290.1 ± 14.5 PSI) before installing.

Note: Precharging instructions are the same as the brake accumulator service instructions.

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Illustration 2 g03362845
Cross Axle Clutch Hydraulic System
(1) Rear Cross-Axle Lock
(2) Screen
(3) Cross-Axle Control Solenoid
(4) Center Cross-Axle Lock
(5) From Brake Control and Relief Manifold
(6) Pressure Reducer Valve
(7) Front Cross Axle-Lock
(8) Front Cross-Axle Control Manifold
(9) Tank
(10) Center Cross-Axle Control Manifold
(11) Check Valve
(12) Screen
(13) Pressure Tap
(14) Rear Cross-Axle Control Manifold
When the Chassis ECM receives signals from the wheel speed sensors of a difference in traction
between the wheels on the rear axle, the Chassis ECM calls for the rear Cross Axle Differential to lock
up, locking the left and right wheels together.

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The ECM energizes the rear Cross Axle Lock Control Solenoid (3) sending pressurized oil to the Rear
Cross Axle Differential Lock Clutch (1).

The Cross Axle Differential Clutch may not lock completely as the Cross Axle Lock Control Solenoid
Valve is a proportional valve. The valve locks the left and right wheels together proportionally to the
extent of "lockup" the ATC system requires.

The same operation occurs on the center and front axles when the ECM detects a difference in wheel
speeds on those axles.

Test Points and Locations

Illustration 3 g03362839
Los puertos de prueba remotos están en el lado izquierdo de la máquina.
(1) Puerto de prueba de presión de carga del diferencial entre ejes y lubricante del engranaje de transferencia de salida y
puerto SOS
(2) Puerto de prueba de presión del filtro de la transmisión
(3) Puerto SOS de la transmisión
(4) Suministro de presión reducida a las válvulas diferenciales del eje transversal.
(5) Presión diferencial del embrague del eje delantero
(6) Orificio de prueba de la presión del embrague del diferencial entre ejes
(7) Orificio de prueba de la presión de carga del acumulador del diferencial entre ejes
(8) Orificio de prueba de la presión de suministro de la bomba de frenos
(9) Presión piloto del polipasto de la caja del volquete/transportador

PPW-000290D1
2023/06/03
15:15:45-05:00
i03972502
© 2023 Caterpillar Inc.

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