COLD POWER TRAIN ENGINE SPEED LIMITING

The torque converter oil temperature is monitored by the torque converter oil temperature sensor which reports to the VIMS module and the engine speed is monitored by the Power Train ECM. The Power Train ECM will power up before the VIMS module is online, but the Power Train ECM will look for the torque converter oil temperature before limiting the engine acceleration or exiting the cold power train engine speed limiting feature.

If the engine is started and the oil temperature at the torque converter oil temperature sensor is below the 40° C (104° F) threshold, the Power Train ECM will request an engine speed limit of 1300 rpm and limit the engine speed acceleration to 5rpms/second. The Power Train ECM will cycle through the loop monitoring for an increase in torque converter oil temperature.

In the event of a fault with either sensor (engine speed sensor or torque converter oil temperature sensor), the transmission requested engine speed limit will go to 2500 rpm.

Power Train

VIMS Module

Engine

To Injectors Cat Data Link

COLD POWER TRAIN ENGINE SPEED LIMITING

Cat Data Link

ECM _ECM

Torque Converter Oil

Temperature Sensor Key Start Switch

Auto Lube System

The auto lube system (arrow) is located on the left side in the platform. Access the auto lube system by lifting the door panel as shown in the upper illustration.

The auto lube sensor (2) is located on the top plate of the tank. The sensor is a 5 kHz sensor that communicates with the Power Train ECM.

The auto lube solenoid (1) is an output of the Power Train ECM. The ECM sends a current to the solenoid to cycle the auto lube pump (3).

Also shown, is the auto lube tank (4).

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1 2

3

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This illustration shows the lubrication points on the rear frame of the machine. The auto lube pump and tank assembly (1) is located on the left side of the machine in the platform. The previous illustration shows the components of the auto lube pump. Also shown is the engine fan system and pulley (2).

The following is a list of the lube points on the rear. - Fan drive shaft bearing

- Pulley (support group alternator) - Rear trunnion (rear axle) (Qty 2) - Front trunnion (rear axle) (Qty 2)

- Head end of the steering cylinders (Qty 2) - Lower bearing articulation hitch

Hose (3) supplies auto lubrication to the components on the loader frame.

NOTE: The upper drive shaft bearing is not an auto lube point. This point is greased

manually by the operator.

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3 2

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This illustration shows the location of the auto lube points on the pulley shaft and the fan drive shaft.

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This illustration shows the lubrication points on the loader frame of the machine. The loader arms lube points are be shown in the following illustration.

The following is a list of the lube points on the loader frame. - Tilt cylinder head end pins (Qty 2)

- Steering cylinder rod end pins (Qty 2) - Lift cylinder head end pins (Qty 2) - Upper bearing articulation hitch

Divider block (1) supplies auto lubrication to the left side of the lift linkage and divider block (2) supplies auto lubrication to the right side of the lift linkage.

NOTE: The lower drive shaft bearing is not an auto lube point. This point is greased

manually by the operator.

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The illustration shows the auto lubrication points for the lift and tilt linkage. The following is a list of the lube points on the lift linkage and tilt linkage.

- A-Pins for upper end of the lift arms (Qty 2) - B-Pins for the lower end of the lift arms (Qty 2) - C-Pins link assembly to the bucket (Qty 2)

- D-Pins lever assembly to the link assembly (Qty 2)

- E-Pins lever assembly to the rod end of the tilt cylinder (Qty 2) - K-Pins for the rod end of the lift cylinder (Qty 2)

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The power train hydraulic system is equipped with remote pressure taps. The remote pressure taps are located in the service bay, behind the cab. The remote pressure taps are:

- Rear brake pressure (1) - Front brake pressure (2)

- Brake cooling pump pressure (3) - Front brake accumulator pressure (4) - Rear brake accumulator pressure (5) - Implement pilot pressure (6)

- Implement cooling pump pressure (7) - Left steering pump pressure (8) - Right steering pump pressure (9)

- Steering cooling pump pressure (10) - Speed clutch pressure (11)

- Directional clutch pressure (12) - Torque converter inlet pressure (13) - Torque converter outlet pressure (14) - Lock-up clutch control pressure (15) - Impeller clutch control pressure (16) - Transmission lube pressure (17) - Transmission fluid sampling port

(S•O•S) (18) 1 ₂ 3 ₄ 5 6 7 8 9 10 11 ₁₂ 13 14 17 16 15 18

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994F Wheel Loader Torque Strategy

Torque strategy is another feature of the Power Train ECM. The purpose of this feature is to control the torque delivered through the power train while digging. This action allows more available torque to the implement pumps. By controlling engine speed, the Power Train ECM is able to manage the loads on the power train, extending power train life while maintaining digging performance.

By decreasing the engine speed, the amount of torque that is delivered to the power train through the torque converter is reduced. Since the implement pump drives are connected directly to the engine, maximum torque is delivered to the pumps when the engine speed decreases. This feature results in a net gain of available torque for the pumps.

Implement ECM Lift Linkage Position Sensor Implement Fixed Pump Pressure Sensor Transmission Output Speed Sensors Throttle Pedal Position Sensor To Injectors

Cat Data Link

Cat Data Link

ECM ConverterTorque ECM

Output Speed Sensor

Torque Converter Pedal Position Sensor

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