Apostila D11T_Aluno_Anderson Silva 10-2013

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Material do Instrutor 
 
 Material do Aluno Material do Participante 
 Rev: 10/13 – Anderson Silva 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
TREINAMENTO CORPORATIVO 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
Treinamento de Manutenção TTT D11T 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
INSTRUTOR: 
PARTICIPANTE:_________________________________________ 
 Material do Aluno 
ÍNDICE 
 
1 DESCRIÇÃO DO CURSO ................................................................................................................................... 3 
2 PROGRAMA DO CURSO ................................................................................................................................... 5 
3 MATERIAL DO CURSO ...................................................................................................................................... 6 
4 LISTA DE FERRAMENTAS ................................................................................................................................ 8 
5 REGRAS DE SEGURANÇA DURANTE O TREINAMENTO ............................................................................. 9 
6 INTRODUÇÃO AO EQUIPAMENTO E NORMAS DE SEGURANÇA ............................................................. 13 
7 CONTROLES DA CABINE DO OPERADOR ................................................................................................... 17 
3 – CONHECER OS MODOS DE AJUSTES DOS CONTROLES DO OPERADOR. ......................................... 17 
8 PAINEL ADVISOR ............................................................................................................................................. 28 
8.2 EXERCÍCIOS ............................................................................................................................................ 53 
9 MOTOR C32 ACERT ......................................................................................................................................... 54 
9.2 EXERCÍCIOS ............................................................................................................................................ 88 
10 SISTEMA HIDRÁULICO DE ARREFECIMENTO ........................................................................................... 89 
10.2 EXERCÍCIOS .......................................................................................................................................... 96 
11 SISTEMA DO TREM DE FORÇA ................................................................................................................... 97 
11.2 EXERCÍCIOS ........................................................................................................................................ 120 
12 SISTEMA HIDRÁULICO DOS IMPLEMENTOS ........................................................................................... 121 
12.2 EXERCÍCIOS ........................................................................................................................................ 145 
 
 
 
 
 
 
 
 
 
 
 
 
 Material do Aluno 
1 DESCRIÇÃO DO CURSO 
 
1.1 Nome do curso 
Treinamento de Manutenção TTT D11T 
 
1.2 Conteúdo do curso: 
Este curso é voltado para Operacionais de Serviço e/ou Suporte Técnico, que atuam ou estão eminentes a 
trabalhar com o trator de esteiras D11T. 
 
Este treinamento tem como objetivo descrever o funcionamento do sistema de monitoramento, motor diesel, 
sistema hidráulico dos implementos, sistema do trem de força e sistema de arrefecimento e sistema dos freios, 
bem como os testes e ajustes e manutenção preventiva em cada um dos sistemas acima citados. 
 
Os alunos receberão cópias do material didático pertinentes aos assuntos. Terão dentro de sala uma completa 
apresentação através de slides, com posterior parte prática aplicando os assuntos discutidos em sala. 
 
1.3 Duração: 
O curso será desenvolvido em sala de aula e laboratório, sendo 80% teórico e 20% prático, totalizando 40 
horas ou 5 dias. 
 
1.4 Participantes: 
12 Participantes no máximo e no mínimo 6 participantes. 
 
1.5 Quem deverá participar: 
Técnicos de manutenção, Instrutores de treinamento, Analistas de frota, Inspetores e Supervisores. 
 
1.6 Objetivos Gerais: 
Ao final do curso, sendo disponibilizado um trator de esteiras D11T, a apresentação em sala e a apostila do 
aluno, o participante será capaz de: 
 Identificar e localizar na prática os componentes principais dos sistemas; 
 Descrever o funcionamento básico dos sistemas; 
 Realizar algumas das calibrações e ajustes necessários dos sistemas; 
 Realizar a manutenção preventiva conforme Manual de Operação e Manutenção. 
 
1.7 Equipamento: 
Trator de Esteiras D11T – AMA. 
 
1.8 Ferramentas: 
Caixa de Ferramenta de uso geral. 
 
 
 
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1.9 Pré-Requisitos: 
Os participantes deste curso deverão ter conhecimento básico em sistemas eletrônicos de equipamentos, 
motor diesel eletrônico, trem de força, sistema hidráulico e conhecimento básico do equipamento. 
 
1.10 EPI´S : 
É necessário que cada participante esteja equipado com capacete de segurança, abafador, óculos e luvas de 
segurança. 
 
1.11 Horários: 
 08:00 Horas – Inicio do Curso. 
 10:00 Horas (15 Min.) – Lanche. 
 12:00 Horas (1 Hora) – Almoço. 
 15:00 Horas (15 Min.) – Lanche. 
 17:00 Horas – Término. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Material do Aluno 
2 PROGRAMA DO CURSO 
 
Treinamento de Manutenção TTT D11T 
Dia Inicio Término Descrição 
 
1º dia 
 
08:00 8:30 Apresentação dos participantes e do treinamento 
8:30 09:00 Aplicação do Pré-Teste 
09:00 10:15 6 - Introdução ao equipamento e segurança 
10:15 10:30 Intervalo 
10:45 12:00 7 – Etiquetas de Advertência 
12:00 13:00 Almoço 
13:00 15:15 Controles do Operador 
15:15 15:30 Intervalo 
15:30 17:00 8 – Painel ADVISOR 
 
2º dia 
 
08:00 8:30 Revisão 
8:30 10:00 Continuaçãodo Painel ADVISOR 
10:15 10:30 Intervalo 
10:15 12:00 Motor ACERT C32 
12:00 13:00 Almoço 
13:00 14:00 Continuação do módulo Motor ACERT C32 
14:00 15:15 9 –Sistema Hidráulico da Hélice 
15:15 15:30 Intervalo 
15:30 17:00 Sistema do Trem de Força 
 
3º dia 
 
08:00 8:30 Revisão 
8:30 10:15 Continuação do módulo Sistema do Trem de Força 
10:15 10:30 Intervalo 
10:30 12:00 Continuação do módulo Sistema do Trem de Força 
12:00 13:00 Almoço 
13:00 15:15 Sistema dos Freios e Embreágem 
15:15 15:30 Intervalo 
15:15 17:00 
Continuação do módulo Sistema dos Freios e 
Embreágem 
 
4º dia 
 
08:00 8:30 Revisão 
8:30 10:15 10 - Sistema Hidrálico dos Iplementos 
10:15 10:30 Intervalo 
10:30 12:00 
Continuação do módulo Sistema Hidrálico dos 
Iplementos 
12:00 13:00 Almoço 
13:00 15:15 
Continuação do módulo Sistema Hidrálico dos 
Iplementos 
15:15 15:30 Intervalo 
15:15 17:00 Pós - teste 
 
5º dia 08:00 17:00 Parte Prática 
 Material do Instrutorand engine load 
The advancements in technology offer the following benefits: enhanced engine efficiency, reduced smoke levels 
and lower exhaust emissions. 
The engine has built-in diagnostics in order to ensure that all of the components are operating properly. In the 
event of a system component failure, the operator will be alerted to the condition via the diagnostic lamp that is 
located on the control panel. Caterpillar Electronic Technician (Cat ET) can be used to read the numerical code 
of the faulty component or condition. Intermittent faults are also logged and stored in memory. 
Starting the Engine 
The engine ECM will automatically provide the correct amount of fuel in order to start the engine. Do not hold 
the throttle down while the engine is cranking. If the engine fails to start in 20 seconds, release the starting 
switch. Allow the starting motor to cool for 2 minutes before using the starting motor again. 
Cold Mode Operation 
Starting the engine and operation in cold weather is dependent on the type of fuel used, the oil viscosity, and 
other optional starting aids. For more information, refer to the Operation and Maintenance Manual, "Cold 
Weather Operation". 
The Cold Mode flag in Caterpillar Electronic Technician (ET) indicates that the engine system is compensating 
with a cold mode strategy. 
Some examples of a cold mode strategy may include: 
 
 
 
Troubleshooting performance-related problems when the Cold Mode flag is active is not recommended. 
The Cold Mode flag will activate in the following conditions: 
 
 
 
Once coolant temperature is above 80° C (176° F) regardless of NRS gas temperature, no cold mode strategy 
will be active. 
 
 
 
 
 
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Figura 47 – Motor equipado para LCR (Países com Regulamentações Menores) 
 
 
In markets with less stringent emissions regulations, an updated machine is offered without the extensive 
emissions system. These LRC (Lesser Regulated Countries) models are built to meet Tier 2/Stage II emissions 
regulations. 
Not having the aftertreatment and NOx Reduction System (NRS) reduces machine weight and service 
requirements. These models are able to use lower quality diesel fuel with higher sulfur content that cannot be 
burned in a Tier 4 engine. 
The LRC models also have a slightly different cooling system, since they do not contain NRS coolers. 
 
NOTE: The NRS, covered later in this module, and the Emissions System Module (Module 5) do not apply to 
the LRC models. Differences between the engine in the LRC models and the Tier 4 Final emissions engine will 
be noted throughout this module. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Figura 48 – Componentes do lado direito 
 
 
The main components on the right side of the C32 engine are: 
 
1. _ 
2. – 
3. – 
4. – 
5. – 
6. – 
7. – 
8. – 
 
NOTE: The NRS cooler and the DOC are NOT installed on the engine in the LRC models. 
 
 
Figura 49 – Componentes do lado esquerdo 
 
 
The main components on the left side of the C32 engine are: 
 
1. _ 
 
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2. – 
3. – 
4. – 
5. – 
6. – 
7. – 
8. – 
 
NOTE: The NRS cooler and the DOC are NOT installed on the engine in the LRC models. 
 
Figura 50 – Alternador e compressor do A/C 
 
 
1. _ 
2. – 
3. – 
 
Figura 51 – ECM do Motor 
 
 
Fuel injection and system monitoring are controlled by the A4:E4 Engine ECM (1), which is located above the 
left front valve cover. The J2 engine harness connector (2) is a 120-pin connector. The J1 machine harness 
connector (3) is a 70-pin connector. 
 
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The Engine ECM responds to engine inputs by sending a signal to the appropriate output component to initiate 
an action. For example, the Engine ECM receives a high coolant temperature signal. The Engine ECM 
interprets the input signal, evaluates the current operating status, and derates the fuel supply under load. 
The Engine ECM receives three different types of input signals: 
1. Switch input: Provides the signal line to battery, ground, or open. 
2. PWM input: Provides the signal line with a rectangular wave of a specific frequency and a varying positive 
duty cycle. 
3. Speed signal: Provides the signal line with either a repeating, fixed voltage level pattern signal, or a sine 
wave of varying level and frequency. 
 
Figura 52 – Controle Eletrônico do Motor 
 
 
ENGINEELECTRONICCONTROLSYSTEM 
The C32 engine consists of input components, output components, and the Engine ECM (1) to control the 
quality and the amount of fuel to efficiently operate the engine within the emission requirements. The A4:E4 
ECM has a 120-pin connector (J2) and a 70-pin connector (J1). 
The engine is equipped with both active and passive sensors which take pressure, temperature, and 
speed/timing data from the engine systems and relay that information to the Engine ECM. The Engine ECM 
processes the data and sends corresponding output signals to the output components to control the engine 
functions. The input components are: 
Decelerator position sensor (2) - 
 
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Ground level shutdown switch (3) – 
Engine speed switch (4) - 
Optional reversing fan switch (5) - 
Atmospheric pressure sensor (6) - 
Oil pressure sensor (7) - 
Oil level sensor (8) – 
Coolant temperature sensor (9) - 
Coolant flow switch (10) – 
NRS differential pressure sensor (11) - 
NRS air temperature sensor (12) – 
NRS air pressure sensor (13) - 
NOTE: The NRS sensors (11)-(13) are NOT installed on the engine in the LRC models. 
Engine speed/timing sensors (14)-(15) - 
Intake air temperature sensor (in filter assembly) (16) - 
Air filter restriction sensor (17) - 
Intake manifold air (boost) pressure sensor (18) – 
 
Intake manifold air temperature sensors (19) – 
 
Exhaust temperature sensors (20) - 
Fuel pressure sensor (21) - 
 
Fuel temperature sensor (22) - 
 
Fuel differential pressure switch (23) – 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Figura 53 – Saídas eletrônicas do Motor 
 
 
Based on the input signals, the Engine ECM (1) analyzes the input information and energizes the electronic unit 
injectors (8) to control fuel delivery to the engine by sending current to the coils on the electronic unit injectors. 
 
The Engine ECM controls the NRS by sending current to the coils on the NRS valve actuator solenoid (9) and 
the NRS balance valve actuator solenoid (10). 
 
NOTE: The NRS solenoids (9)-(10) are NOT installed on the engine in the LRC models. 
 
The Engine ECM also sends signals to control the following components: 
 
2. – 
3. – 
4. – 
5. – 
6. – 
7. – 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Figura 54 – Sensores do lado esquerdo do motor 
 
 
1. – 
2. – 
3. – 
 
Figura 55 – Sensor de pressão de oleo e sensor speed timing primário 
 
 
The primary speed/timing (crankshaft speed) sensor (1) is located at the lower left front of the engine, behind 
the crankshaft damper. This sensor provides engine speed information to the Engine ECM. This information is 
also shared with the Power Train ECM through the CAT data link, eliminating the need for an engine output 
speed sensor.The starter (3) is installed on the front side of the flywheel housing, at the left rear of the engine. A second 
starter can be installed in the same place on the right side of the engine if the tractor is equipped with a cold 
weather arrangement. The ports for inserting the 9S9082 engine turning tool and the TDC timing pin (not visible) 
are also located on the front side of the flywheel housing, above the starter mounting port. 
 
The engine oil pressure sensor (2) is installed above the crankshaft speed sensor (1). The status of the engine 
oil pressure sensor may be viewed through the Advisor™ Panel (Service/System Status/Engine screen and the 
Performance 2 screen) or by using Cat ET. 
 
 
 
 
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Figura 56 – Sensor speed timing secundário 
 
 
The cam speed/timing sensor (arrow) is located on the right side of the engine in the rear of the timing gear 
housing. The cam speed/timing sensor is used as a back-up for the crank speed/timing sensor. If the crank 
speed/timing sensor fails, the cam speed/timing sensor allows for continuous operation. The Engine ECM uses 
the cam speed/timing sensor signal to determine top center (TC) and the engine firing order. 
 
Figura 57 – Componentes do sistema de admissão de ar 
 
 
Engine Air System 
 
Engine intake air is drawn into the engine pre-air cleaners (1) by the vacuum created by the compressor wheels 
in the turbochargers. 
 
The engine intake air flows through the left and right precleaner canisters and into the air cleaner canisters (2). 
Fine contaminants are removed by the air filter elements inside the canisters. The filtered engine intake air is 
then drawn into the air inlets of the turbochargers (3). 
 
 
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Simultaneously, the exhaust gasses passing through both mufflers (4) flows past a dust ejector tube in each 
exhaust stack. As the exhaust flows past the ejector tubes, it creates a vacuum (Venturi effect) in the ejector 
tubes. The dust ejector tubes are connected to the precleaner by flexible hoses (5). These connections create a 
secondary vacuum in the precleaner housing which serves to draw large contaminant particles from the engine 
intake air as it passes through the precleaner. The large contaminant particles drawn through the ejector tubes 
are then ejected through the exhaust stacks (9). 
 
The turbochargers compress the engine intake air and forces the air out of the compressor outlets and into the 
Air To Air AfterCooler (ATAAC) inlet tubes (10). The compressed engine intake air then enters the top of both 
the left and the right ATAAC heat exchanger cores (7). 
 
As the intake air passes through the ATAAC heat exchanger cores, the air is cooled by outside air that is drawn 
through the ATAAC cores by the demand fan. The cooled engine intake air then exits the ATAAC cores through 
the lower ATAAC outlets (6). 
 
The compressed and cooled engine intake air is then directed to the intake manifolds through the ATAAC outlet 
air tubes (8). From the intake manifolds, the engine intake air enters the cylinder heads. The cooler, more dense 
intake air then enters the cylinders through the intake valves in the cylinder heads. As the pistons rise in their 
respective cylinders, they compress the air. The compressed air then becomes super-heated. Combustion 
occurs when fuel is injected into the super-heated air near the top of the compression stroke. The combustion of 
the fuel/air mixture forces the pistons down. As the pistons are forced down, the energy is transferred to the 
crankshaft through the piston rods. As the crankshaft rotates, it causes the pistons to rise and fall in their 
respective cylinders. 
The exhaust gasses flow out of the exhaust valves in the cylinder heads as the pistons rise during their exhaust 
strokes and enters the exhaust manifolds. 
 
The exhaust manifolds then direct the hot exhaust gasses into the inlets of the turbine side of the turbochargers. 
These hot, high-pressure gasses are used to spin the turbine wheels as they expand and pass through the 
turbochargers. The turbine wheel is connected to the compressor wheel by a shaft in each turbocharger. As the 
turbines rotate, so do the compressor wheels. The exhaust gasses exit the turbochargers through the exhaust 
outlets, which direct the gasses to the mufflers (4) and the exhaust stacks (9). 
 
NOTE: The optional air conditioning condenser (11) is mounted in the hood above the ATAAC cores and ahead 
of the mufflers and precleaners. 
 
Figura 58 – sistema de admissão de ar e exaustão 
 
 
Outside air enters the precleaners (1) and flows through the air filter elements located inside the air filter 
housings (2). The filter housings can be accessed through the engine compartment doors. From the air filters, 
air flows through the intake tubes (3) to the turbochargers (not visible). 
 
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Two filter elements are installed in each filter housing. The large element is the primary element and the small 
element is the secondary element. 
The exhaust gas flows through the turbochargers and the exhaust piping to the DOC and muffler assemblies 
(4). 
NOTE: The DOC is NOT installed on the engine in the LRC models. 
 
Figura 59 – Sensores da parte superior do motor 
 
 
1. – 
2. – 
3. – 
4. – 
 
Figura 60 – Gráfico da restrição do filtro de ar 
 
 
_______________________________________________________________
_______________________________________________________________
_______________________________________________________________
_______________________________________________________________
_______________________________________________________________ 
 
 
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Figura 61 – Grafico de temperature do coletor de admissão de ar 
 
 
_______________________________________________________________
_______________________________________________________________
_______________________________________________________________
_______________________________________________________________
_____________________________________________________________ 
 
Figura 62 – Sensores de entrada do turbocompressor 
 
 
The intake air temperature sensor (1) is mounted to the left air filter housing. The output of the sensor is 
monitored by the Engine ECM. The temperature sensor output voltage is used by the Engine ECM to increase 
or decrease NRS flow. 
The air filter restriction sensor (2) is mounted to the outlet of the air filter housings. The signal from the pressure 
sensors is monitored by the Engine ECM. Based on the sensor signal, the Engine ECM can determine when the 
air filter has become restricted with dirt and contaminants. The Engine ECM will send an alert message to the 
 
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monitoring system when the air filter requires servicing. Engine derate can occur if the engine air filter is 
restricted. 
The turbo air inlet pressure sensor (2) is in the plenum that connects the left and right air filter canisters. The 
Engine ECM compares the signal from the turbo inlet air pressure sensor to the signal from the atmospheric air 
pressure sensor and calculates the difference between the two pressures. If this pressure differential is too 
great, it can indicate that the air filter is clogged and needs to be replaced. Too great a pressure differential (air 
restriction) will cause the engine to derate and will degrade engine performance. 
Figura 63 – Conector de acinamento do Shutdown 
 
 
The "Crank-Without-Inject"connector (4) and plugs (3) and (5) are fastened to the wiring harness below the 
right air filter canister. 
 
Removing the plug (5) from the "Crank-Without-Inject" connector (4) and inserting plug (3) onto connector (4), 
will electronically disable the fuel injectors. This allows the engine to be turned (cranked) using the starter, but 
without the engine starting. No fuel will be injected into the cylinders in this mode. The engine cannot start and 
run. 
 
The status of the turbo inlet pressure sensor and the "Crank-Without-Inject" status may be viewed through the 
Advisor™ panel (Service/System Status/Engine screens) or through Cat ET. 
 
NOTE: Before engaging the starter to turn the engine always ensure that the either AID solenoid is unplugged. 
Even though the fuel injectors are electronically disabled, the Engine ECM will still allow ether injection on a cold 
engine. The engine can start and run with ether injection. 
 
 
Figura 64 – Característica da turbina 
 
 
 
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The C32 ACERT engine uses an asymmetrical turbocharger. Internally, the turbocharger uses a design with two 
different sized scrolls to stream exhaust across the turbine wheel. This design helps the turbocharger spool up 
faster and provides a backpressure in the exhaust manifold to provide a positive pressure to force exhaust flow 
through the NRS. 
The turbocharger has two different sized scrolls cast into the turbine housing. Exhaust from the rear three 
cylinders on each side of the engine (cylinders 7-12) flows directly into the large scroll (1). Exhaust from the 
front three cylinders on each side of the engine (cylinders 1-6) flows into the small scroll (2). 
The small scroll provides a more focused flow of exhaust gas compared to that of the larger scroll. This creates 
a higher velocity exhaust stream that targets the most 
efficient segment of the turbine fin profile. The higher velocity exhaust gas helps spin the turbine wheel faster at 
lower engine rpm than if the scrolls were of equal size. The small scroll reduces turbocharger lag and produces 
improved engine response at lower engine speeds. The small scroll section also increases exhaust 
backpressure (manifold pressure) for the front six cylinders which is needed to generate sufficient NRS flow to 
the intake manifolds. 
 
Figura 65 – Sensores de temperature da exaustão 
 
 
Two exhaust temperature sensors (arrows) are located in each exhaust manifold. The exhaust temperature 
sensors send a signal to the Engine ECM indicating exhaust temperature. 
When the engine runs at low idle, the temperature of an exhaust manifold port can indicate the condition of a 
fuel injection nozzle. A low temperature indicates that no fuel is flowing to the cylinder. An inoperative fuel 
injection nozzle or a problem with the fuel injection pump could cause this low temperature. A very high 
temperature can indicate that too much fuel is flowing to the cylinder. A malfunctioning fuel injection nozzle, 
plugged air filters, or a restriction in the turbochargers or the muffler could cause this very high temperature. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Figura 66 – Fluxo da admissão de ar 
 
1. – 
2. – 
3. – 
4. – 
Figura 67 – Sistema de Arrefecimento 
 
 
 
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Cooling System 
 
Shown above is a schematic of the cooling system for the D11T Track-type Tractor. The AMOCS radiator 
contains twelve cores that are the standard "two-pass" type cores. The hydraulic demand fan is mounted in front 
of the radiator and is controlled by the Engine ECM. This arrangement draws air in from the sides and/or the top 
of the engine compartment, through the ATAAC cores, the radiator, and out the front of the tractor. This "draw 
through" design reduces the possibility of the fan ejecting debris into the radiator cores. 
 
Coolant exits the radiator at the bottom of the radiator through an outlet and enters the engine water pump. 
 
Coolant flows from the jacket water pump through the hydraulic, engine, and power train oil coolers, and then to 
the engine block. Coolant next flows through the engine block and into the cylinder heads. The coolant next 
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. If the thermostats are open, the hot coolant 
enters the bottom of the radiator and flows up through the front side of the cores and then down the back side of 
the cores. 
 
A small amount of coolant flows to the turbochargers to cool the bearings, and is then directed to the shunt tank. 
Coolant from the shunt tank is directed to the jacket water pump. The air vent lines allow air to escape from the 
cooling system while the system is being filled and during operation. The vent lines also aid in draining the 
system by eliminating any vacuum in the system caused by draining. 
 
The shunt tank is a reservoir which retains the expansion volume of the coolant as the coolant temperature 
increases. The level of the coolant in the shunt tank will rise as the coolant temperature increases. The coolant 
level in the shunt tank will fall as the temperature of the coolant decreases. 
 
A drain valve (Illustration 65) is installed below the radiator and is used to drain coolant from the radiator cores, 
the hydraulic oil cooler, the engine oil cooler, the power train oil coolers, and the cab heater circuit. 
 
NOTE: The thermostat housing for the C32 engine contains two thermostats. The opening temperature for 
these thermostats is 81° - 84° C (178° - 183° F). The thermostats should be fully open at 92° C (198° F). 
 
Figura 68 – Componentes do modulo do radiador 
 
 
1. – 
2. – 
3. – 
4. – 
 
 
 
 
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Figura 69 – Linhas de arrefecimento 
 
 
This image shows the cooling system components on the right side of the engine and the shunt tank which is 
located in front of the cab. A cap on top of the shunt tank can be removed to add coolant. The cap is accessed 
by opening a cover on top of the hood. The coolant level can be checked with the sight glass (not visible) on the 
rear of the shunt tank. The sight glass is visible from inside the cab. 
 
The cooling system components visible on the right side of the engine are: 
 
1. – 
2. – 
3. – 
4. – 
5. – 
6. – 
7. – 
8. – 
9. – 
10. – 
11. – 
 
NOTE: The NRS cooler is NOT installed on the engine in the LRC models. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Figura 70 – Lateral esquerda do modulo do radiador 
 
 
1. – 
2. – 
3. – 
4. – 
5. – 
6. – 
7. – 
8. – 
 
Figura 71 – Parte inferior do modulo do radiador 
 
 
This image shows the location of the power train oil coolers and the left NRS cooler. Coolant from the water 
pump flows through the power train oil coolers to the left NRS cooler and to the engine block. 
NOTE: The NRS cooler is NOT installed on the engine in the LRC models. 
Shown in the coolant system above are: 
 
1. – 
2. – 
3. – 
4. – 
5. – 
 
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6. – 
 
Figura 72 – Lateral direita do modulo do radiador 
 
1. – 
2. – 
3. – 
4. – 
5. – 
 
The left NRS cooler (not visible) is drained through the power train oil coolers. 
 
NOTE: The NRS coolers are NOT installed on the engine in the LRC models. 
 
Figura 73 – Vista da frentee lateral direita do motor 
 
 
1. – 
2. – 
3. – 
4. – 
5. – 
6. – 
7. – 
 
 
 
 
 
 
 
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Figura 74 – Tampa de abastecimento e visor de nível 
 
 
1. – 
2. – 
3. – 
 
Figura 75 – Lateral direita do motor 
 
 
1. – 
2. – 
3. – 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Figura 76 – Fluxo do sistema de lubrificação 
 
 
Lubrication system schematic 
 
(1) Upper rear idler bearing 
(2) Oil passage for the rear housing 
(3) Middle rear idler bearing 
(4) Rear oil line 
(5) Lower rear idler 
(6) Oil passage to rocker arms and camshaft bearings 
(7) Oil passage to the heads 
(8) Oil gallery in the head 
(9) Camshaft bearings 
(10) Shaft bearing for the live idler 
(11) Connecting rod with drilled oil passage 
(12) External oil line to rear gear train 
(13) Piston cooling jets 
(14) Lower front idler gear bearing 
(15) Main bearings 
(16) Right side turbocharger oil supply line 
(17) Left side turbocharger oil supply line 
(18) Auxiliary oil filter (if equipped) 
(19) Main oil gallery 
(20) Extension for the oil gallery 
(21) Oil filter bypass valve 
(22) Oil cooler bypass valve 
(23) Oil cooler 
(24) Oil pump 
 
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(25) Oil pump bypass valve 
(26) Oil pan 
(27) Oil filter 
The oil pump (24) is mounted to the bottom of the cylinder block within the oil pan (26). The oil pump (24) pulls 
oil from the oil pan (26). The oil then flows through a passage to the oil cooler (23). Oil then flows through the oil 
filters (27). The oil can flow into the main oil gallery (19) from the right side or the left side of the block. The 
location of the incoming oil supply is dependent on the location of the oil filters which can be located on either 
side of the block. The oil then flows through a set of cross-drilled holes to the opposite side oil gallery. 
The main oil gallery (19) distributes oil to the following components: the crankshaft main bearings (15), the 
piston cooling jets (13), the extension of the oil gallery (20), the turbocharger oil supply line (16), the 
turbocharger oil supply line (17) and the live front idler gear bearings (10). The main oil gallery (19) also 
distributes oil to the rear accessory drives through an external oil line (12) . 
Oil enters the crankshaft through holes in the bearing surfaces (journals) for the main bearing (15). Passages 
connect the bearing surface (journal) for the main bearing (15) with the bearing surface (journal) for the 
connecting rod (11). The oil flows upward through a drilled passage in the connecting rod to the piston pin 
bearing. 
The extension for the oil gallery (20) is located in the front right corner of the engine block. The extension for the 
oil gallery (20) supplies oil to the lower front idler gear bearing (14) . 
The oil flows to the live front idler gear bearing (10) and around bearing (10) to the oil passage for the cylinder 
head (7). The oil then flows to the oil gallery in the cylinder head (8) and the oil flows to the oil passage (6) for 
the camshaft bearings (9) and the rocker arms. 
The oil for the lower rear idler bearing (5) is feed from a passage that is connected to the last rear main 
crankshaft bearing (15). Oil is also feed from the rear main bearing to the rear oil line (4) and to the oil passage 
in the rear housing (2) for the middle rear idler gear bearing (3) and the upper rear idler gear bearing (1) . 
This oil circuit typically operates at a pressure of 214 kPa (31 psi) at low idle and at 400 kPa (58 psi) at rated 
speed. 
The oil pump bypass valve (25) limits the pressure of the oil that comes from the oil pump (24). The oil pump 
(24) can put more oil into the system than oil that is needed. As the oil pressure increases, the oil pump bypass 
valve (25) will open. This allows the oil that is not needed to go back to the suction side of the oil pump (24) . 
Cold oil with high viscosity causes a restriction to the oil flow through the oil cooler (23) and the oil filter (27). 
The oil cooler bypass valve (22) and the oil filter bypass valve (21) will open if the engine is cold. This will give 
immediate lubrication to all components. The oil pump (24) sends the cold oil through the bypass valves, around 
the oil cooler (23), and the oil filter (27), and to the main oil gallery (19) in the cylinder block. 
When the oil gets warm, the pressure difference in the bypass valves decreases. This closes the bypass valves. 
This creates a normal flow of oil through the oil cooler and through the oil filter. 
The bypass valves will also open when there is a restriction in the oil cooler (23) or a restriction in the oil filter 
(27). This action lubricates the engine if the oil cooler (23) or the oil filter (27) are restricted. The bypass valve 
opening pressures vary with applications. 
An oil cooling chamber is formed by the forged lip at the top of the skirt of the piston and the cavity behind the 
ring grooves in the piston crown. Oil flow from piston cooling jet (13) enters the cooling chamber through a 
drilled passage in the skirt and returns to the oil pan (26) through the clearance gap between the crown and the 
skirt. The four holes that have been drilled from the piston oil ring groove to the interior of the piston drain 
excess oil from the oil ring. 
The oil breather allows blowby gases from the cylinders during engine operation to escape from the crankcase. 
The blowby gases discharge through the flywheel housing to a preformed tube that is routed to the atmosphere. 
This prevents pressure from building up that could cause seals or gaskets to leak. 
 
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Figura 77 – Filtros de oleo do motor 
 
 
1. – 
2. – 
3. – 
4. – 
 
Figura 78 – Bomba de pré lubrificação 
 
 
The ecology drain (1) for engine oil is located on the front left side of the engine oil pan. It may be accessed 
through a plate in the bottom guard, directly below the drain valve. 
 
The engine prelube pump (2) is mounted to the inside of the left frame rail (4), adjacent to the engine oil pan 
(not shown), if the machine is equipped with this attachment. The engine prelube pump (2) is driven by an 
electric motor (3). The prelube pump is no longer driven by the starter motor, as in previous models. 
 
The engine prelube strategy prevents premature wear of critical engine components by ensuring a minimum 
engine oil pressure throughout the engine oil system before the engine starts. The engine prelube pump may 
run for a short time before the starter engages when the key start switch is moved to the START position. 
 
The Engine ECM determines when to activate the engine prelube pump by monitoring the engine oil pressure 
sensor. The Engine ECM will activate the prelube pump until the oil pressure reaches 15 kPa (2.3 psi), if the oil 
pressure is already less than 15 kPa (2.3 psi), or for a maximum of 45 seconds, whichever occurs first. 
Turning the key start switch to the START position, back to the OFF position, and then back to the START 
position within one second will allow the starter to engage without cycling the engine prelube pump. 
 
 
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NOTE: Advisor™ will inform the operator if the engine prelube routine is activated. Advisor™ will instruct the 
operator to hold the key start switch in the "START" position until the engine cranks and starts. 
 
Figura 79 – Lubrificação do turbocompressor 
 
 
1. – 
2. – 
3. – 
4. – 
 
Figura 80 – Sistema de aquecimentoe Auxiliar de partida 
 
 
The starter disconnect switch (1) and the main electrical disconnect switch (2) may be accessed by opening the 
left rear engine compartment door. The starter disconnect switch will disable the starters when the switch is set 
to the OFF position. The auxiliary start connector (4) is installed in this same compartment. A block heater 
receptacle (3) is also located here if the machine is equipped with the cold weather arrangement. (A 120V AC or 
a 240V AC version of the block heater is available.) 
 
The ether aid solenoid (5) and the ether bottle mounting bracket (6) are located below the electrical disconnect 
switches (the ether canister is not installed). When the ether aid solenoid is energized, ether is injected into the 
air inlet elbow through the small diameter line (7) to aid in starting the engine in cold weather. 
 
The Engine ECM controls ether injection when the conditions warrant its use. The Engine ECM monitors the 
intake air temperature sensor and the coolant temperature sensor to determine when ether injection is required. 
Ether injection will be activated if the temperature of the engine coolant or the intake air is less than 0° C (32° 
F), AND the engine speed is greater than 35 rpm, but less than 700 rpm (low idle speed). Once the engine 
starts and the low idle speed is attained, the Engine ECM then looks to the ether injection map (contained in the 
engine software) to determine how long and how often to provide ether injection. The extended ether injection 
period helps attain emissions regulations by eliminating white smoke when a cold engine is first started. 
 
 
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The status of the ether aid solenoid may be viewed through the Advisor™ Panel (Service/ System 
Status/Engine screens) or by using Cat ET. 
 
Figura 81 – Sistema de combustível 
 
 
Fuel Delivery System 
 
Fuel is drawn from the fuel tank through the primary fuel filter (10 micron) and water separator by a gear-type 
fuel transfer pump. The fuel transfer pump forces the fuel through the secondary fuel filters (4 micron). 
 
The fuel is then directed through a fuel line to a "tee" fitting that divides the fuel flow and directs the fuel to both 
the left and right cylinder heads. The fuel enters the front of the cylinder heads and flows into the fuel galleries 
where it is made available to each of the twelve MEUI fuel injectors. Any excess fuel not injected into the 
cylinders by the fuel injectors leaves the rear of the cylinder heads and is directed to the fuel pressure regulator. 
The fuel pressure regulator maintains a fuel system pressure of approximately 560 kPa (80 psi). 
 
The excess fuel flow returns to the fuel tank from the fuel pressure regulator. The ratio of fuel used for 
combustion and fuel returned to tank is approximately 3:1 (i.e. four times the volume required for combustion is 
supplied to the system for combustion and injector cooling purposes). 
 
A pressure differential switch is installed in the secondary fuel filter base and will alert the operator via an 
Advisor™ message of a fuel filter restriction. The pressure differential switch compares the filter inlet pressure to 
the filter outlet pressure. When the difference in the inlet and outlet pressures causes the switch to activate, the 
Advisor™ panel will warn the operator that the secondary fuel filter is clogged and that fuel flow is restricted. 
The secondary fuel filter will not be bypassed but engine performance will be degraded due to the restriction of 
fuel flow to the injectors. The injectors themselves can be damaged due to a lack of cooling provided by the fuel. 
The fuel used by the injectors also lubricates and protects small component parts inside the fuel injectors. 
 
The status of the fuel pressure differential switch may be viewed through the Advisor™ panel (Service/System 
Status/Engine screens) or by using Cat ET. 
 
Figura 82 – Linhas do sistema de combustível 
 
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1. – 
2. – 
3. – 
4. – 
 
Figura 83 – Regulador de pressão e bomba de transferencia 
 
 
The fuel transfer pump (1) is located on top of the engine, at the rear. The fuel transfer pump is installed in the 
front side of the timing gear cover and is driven by a gear in the rear gear train. 
 
The fuel transfer pump draws fuel from the primary fuel filter through a fuel line connected to the pump inlet port 
(3). The fuel transfer pump forces the fuel through the pump outlet (2) to the secondary fuel filter which is 
located at the right front of the engine. 
 
Also shown in Illustration is the fuel pressure regulator manifold (4). Unused fuel from the fuel gallery in the left 
cylinder head enters the manifold at the top inlet (6). Unused fuel from the fuel gallery in the right cylinder head 
 
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enters the manifold at the rear inlet (5). The fuel pressure regulator is a check valve (8) that is installed in the 
front of the manifold. The fuel pressure regulator maintains the fuel pressure at approximately 550 kPa (80 psi), 
with a full load on the engine (torque converter stall). 
 
Fuel that flows past the fuel pressure regulator is directed back to the fuel tank through a fuel line connected to 
the manifold outlet port (7). 
 
Figura 84 – Filtro primário de combustível 
 
 
1. – 
2. – 
3. – 
4. – 
5. – 
Figura 85 – Bomba de escorva automatica de combustível 
 
 
The electric fuel priming pump (1) is located on the right side of the machine and can be accessed through a 
panel (2) in front of the cab. The priming pump is now a separate component and is not part of the primary fuel 
filter. The priming pump does not contain a separate priming switch. To prime the fuel system, turn the key start 
switch to the ON position to energize the fuel priming pump. The pump will operate for up to two minutes to 
prime the fuel system. The fuel priming pump is used to fill 
the fuel filters after they have been replaced. The fuel priming pump is capable of forcing the air from the entire 
fuel system. The new power train secondary oil filter (3) is also visible in this image. 
 
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Figura 86 – Filtros secundários e sensors de combustível 
 
 
1. – 
2. – 
3. – 
4. – 
5. – 
6. – 
 
Figura 87 – Trocador de calor do diesel 
 
 
The fuel cooler (arrow) is located at the rear of the engine compartment rather than at the front with the other 
cooling cores. The fuel cooler cools the fuel returning to the tank from the injectors. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Figura 88 – Componentes do tanque de combustível 
 
 
The fuel level sensor (1) is mounted to the right side of the fuel tank. The fuel fill tube (2) and fast fill vent (3) are 
mounted to the left side of the tank. 
The new fuel level sensor is a capacitive type sensor. A capacitor is formed inside the level sensor by a 
capacitive plate and the aluminum tube of the sensor. As the fuel level decreases, the amount of air between 
the capacitive plate and aluminum tube increases. The capacitance between the plates varies with the fuel 
level, and the electronics inside the sensor convert the capacitance measurement into one of three different 
type of signals. 
The fuel level sensor is an active sensor that produces a variable voltage output signal. The voltage signal is 
sent to the Implement ECM for interpretation. The Implement ECM converts the voltage signal from the level 
sensor into a CAN message and communicatesthe message to the Cat Monitoring System Display module, the 
CAN A data link. 
The fuel level sensor will accurately read fuel tank levels regardless of the type of diesel fuel used. Sensor 
accuracy is assured with diesel fuel, bio-diesels, or eco-diesel fuels in the tank. The presence of water in the 
fuel tank however will cause the sensor to read inaccurately since the electrical capacitance of water differs 
significantly from that of diesel fuels. 
Figura 89 – Interruptor shutdown 
 
 
 
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The ground level service center is mounted to the top of the lower left ripper cylinder and contains an engine 
shutdown switch (1) and access lighting switch (2). The access lighting switch activates the front ROPS lights 
for safe machine mounting in low light. 
NOTE: When a counterweight is installed, the ground level service center is installed on top of the 
counterweight. 
A bracket bolted to the end of the lower left ripper cylinder contains the optional fast fuel port (3) and optional 
high-speed oil change port (4). The optional LED indicator lights (5) are present when the D11T is equipped with 
the Command for Dozing remote control attachment. 
 
Figura 90 – Eixo de commando de válvulas 
 
 
Figura 91 – Acionamento do injetor 
 
The electronic unit injector mechanism provides the downward force that is required to pressurize the fuel in the 
electronic unit injector pump. The electronic unit injector (14) allows fuel to be injected into the combustion 
chamber with precise timing. 
 
Movement is transmitted from the camshaft lobe (17) for the electronic unit injector through the rocker arm 
assembly (16) to the top of the electronic unit injector. The adjusting nut (15) allows the injector lash to be 
adjusted. The height of the injector must be checked at initial 500 hours and every 4000 hours. 
 
 
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Figura 92 – Código Trim do Injetor 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
The operation of the Electronic Unit Injector (EUI) consists of the following four stages: pre-injection, injection, 
end of injection and fill. Unit injectors use a plunger and barrel to pump high pressure fuel into the combustion 
chamber. Components of the injector include the tappet, the plunger, the barrel and nozzle assembly. 
Components of the nozzle assembly include the spring, the nozzle check, and a nozzle tip. The cartridge valve 
is made up of the following components: solenoid, armature, poppet valve and poppet spring. 
The injector is mounted in an injector bore in the cylinder head which has an integral fuel supply passage. The 
injector sleeve separates the injector from the engine coolant in the water jacket. Some engines use a stainless 
steel sleeve. The stainless steel sleeve fits into the cylinder head with a light press fit. 
The E-Trim Code adjust the fine adjustment of each unit injector. Each E-Trim code is made by 12 digits. To 
enter these codes in Engine ECM is necessary make download in SIS WEB of E-Trim Software. 
Figura 93A e B – Trem de Engrenagens dianteiro e traseiro 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Figura 93C – Trem de Engrenagens dianteiro e traseiro 
 
 
The C32 ACERT™ engine contains a cam in each cylinder head, instead of a single cam in the engine block, as 
in the 3508B engine that was used in the D11R. The timing gear train for the C32 has been moved to the rear of 
the engine. The above illustration shows the front gear train with the front gear cover removed. The components 
identified in Illustration 93A are: 
 
1. – 
2. – 
3. – 
4. – 
Illustration No. 51 shows the rear timing gear train of the C32 with the rear gear train cover removed. The 
components identified in Illustration 93B are: 
 
5. – 
6. – 
7. – 
8. – 
9. – 
10. – 
11. – 
12. – 
13. – 
 
Illustration No. 52 shows the remainder of the C32 rear gear train that are installed in the rear cover. The 
components identified in Illustration 93C are: 
 
14. – 
15. – 
16. – 
 
Cylinder No. 1 will be at TDC of its compression stroke and cylinder No. 11 will be at TDC of its exhaust stroke 
when the timing pin is used to locate top dead center. 
 
The firing order for the C32 engine is: 1, 10, 9, 6, 5, 12, 11, 4, 3, 8, 7, 2. 
The rear timing gear cover has two separate inspection covers for the camshaft gears. Correct camshaft timing 
can be checked by removing the camshaft gear covers and indexing the crankshaft to top dead center 
(compression stroke) of the No. 1 cylinder. 
 
 
 
 
 
 
 
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9.2 Exercícios 
 
Utilizando a apostila do treinamento e as informações coletadas pelos participantes, este exercício demonstrará 
os conhecimentos obtidos do motor C32 ACERT durante o treinamento teórico. 
 
Material Necessário: 
1 – Folha de Exercícios 
 
 
EXERCICIOS DE FIXAÇÃO 
 
 
1) Marque V para verdadeiro e F para falso de acordo com as afirmações abaixo. Em caso de ser falsa, 
reescreva a afirmação de maneira correta. 
 
( ) O sistema de refrigeração de ar utiliza um Pós arrefecedor do tipo água-ar. 
 
 
 
( ) O sistema de Injeção de diesel é do tipo MUI; 
 
 
 
( ) O ELC possui propriedades anti-congelante, anti-corrosivo e tem o ponto de ebulição maior que o da 
água. 
 
 
 
( ) A bomba do sistema de lubrificação do motor é do tipo de palhetas. 
 
 
 
 
( ) O motor C32 ACERT aplicado no brasil obedece a norma EPA TIER IV. 
 
 
 
 
( ) O Código E-Trim é composto por 12 digitos alfanuméricos e devem ser flashados através do ET. 
 
 
 
 
( ) O Sensor de ponto e velocidade do eixo comando de válvula tem como principal medir a rotação para 
manter o motor em funcionamento, enquanto o sensor de ponto e velocidade do eixo virabrequim tem como 
principal função medir a rotação do motor para propósitos de partida. 
 
 
 
 
( ) O filtro de ar primário do motor deverá somente ser substituído enquanto o filtro secundário deverá 
ser soprado no máximo 6 vezes em um limite de 1 ano. 
 
 
 
 
 
 
 
 
 
 
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10 SISTEMA HIDRÁULICO DE ARREFECIMENTO 
 
 
 
O propósito deste módulo é permitir ao participante conhecer o sistema hidráulico da hélice de arrefecimento, 
testes/ajustes e manutenção preventiva a ser realizado nestes sistemas. 
 
10.1 Objetivos: 
Utilizando o diagrama hidráulico e a apostila do aluno, o participante será capaz de: 
1 – Identificar os componentes principais do sistema hidráulico de arrefecimento utilizando a apostila do aluno e 
exercícios propostos; 
2 – Dado o Trator de esteiras D11T, o aluno será capaz de identificar o circuito do sistema hidráulico de 
arrefecimento; 
3 – Dado o manual de operação e manutenção, identificar os pontos de manutenção preventiva bem como os 
períodos de troca de fluidos e filtros do sistema hidráulico de arrefecimento; 
4 – Realizar com maior eficiência os testes/ajustes e diagnósticos no sistema hidráulico de arrefecimento 
através da utilização das literaturas disponibilizadas pelo SIS. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Figura 94 – Componentes do sistema da hélice 
 
 
HYDRAULIC DEMAND FAN SYSTEM 
The hydraulic demand fan system has changed. There is now a single variable displacement fan pump (1) that 
also provides pilot oil for the implement hydraulic system. The variable displacement fan pump is the sameas 
the variable displacement fan pump on the earlier model machines. The supplemental fan pump has been 
removed. 
The fan pump is mounted to the top rear of pump drive at the rear of the engine. A pump displacement solenoid 
(2) is mounted to the pump control valve (3). The solenoid receives a variable current from the Engine ECM to 
control the displacement of the pump. 
Oil from the fan pump flows to the fan motor (4). The fan motor can be accessed by opening the grill doors (not 
shown) on the front of the radiator guard. The fan motor rotates the fan. Oil that exits the fan motor flows to the 
inlet of the hydraulic oil cooler (5). The hydraulic oil cooler is equipped with a bypass valve (6), which allows oil 
from the fan motor to bypass the oil cooler until the oil reaches a certain temperature. 
Fan pump and fan motor case drain oil is routed to the return manifold (7) through the case drain hoses located 
at the top of the pump and motor. 
NOTE: When equipped with the reversing demand fan attachment, the reversing manifold will be located at the 
bottom left of the radiator enclosure. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Figura 95 – Motor hidráulico da hélice 
 
 
1. – 
2. – 
3. – 
4. – 
 
Figura 96 – Sistema hidráulico da hélice 
 
 
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The Engine ECM may utilize an engine software strategy called “Cool Engine Elevated Idle Strategy” in cool 
ambient temperatures when the following conditions are met: 
 Coolant Temperature is less than 70°C (158°F); 
 Parking brake is set to ON; 
 Transmission is in NEUTRAL; 
 Throttle switch is set to LOW IDLE; 
 
Under the above conditions, the Engine ECM will automatically increase engine speed, up to 1100 rpm, in an 
effort to increase coolant temperature. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Figura 97 – Sistema hidráulico da hélice 
 
 
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Figura 98 – Funcionamento da bomba da hélice 
 
 
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NOTE: Maximum cutoff pressure is adjusted 1740 psi per turn of the adjustment screw. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Figura 99 – Funcionamento da bomba da hélice 
 
 
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10.2 Exercícios 
 
Utilizando a apostila do treinamento e as informações coletadas pelos participantes, este exercício demonstrará 
os conhecimentos obtidos sobre o sistema hidráulico da hélice, durante o treinamento teórico. 
 
Material Necessário: 
1 – Folha de Exercícios 
 
 
EXERCICIOS DE FIXAÇÃO 
 
 
2) Marque V paraverdadeiro e F para falso de acordo com as afirmações abaixo. Em caso de ser falsa, 
reescreva a afirmação de maneira correta. 
 
( ) Os sensores resposnsáveis por controlor a rotação da hélice são o de temperatura do liquido 
arrefecedor e o de temperatura do conversor de torque 
 
 
 
 
 
 
( ) A bomba e o motor hidráulico da hélice são do tipo de engrenagens; 
 
 
 
 
 
 
( ) O fluxo da bomba hidráulica da hélice é utilizado também para fornecer óleo piloto para o sistema dos 
implementos. 
 
 
 
 
 
( ) Quando a temperatura de um dos sistemas monitorados pelo sensores que comandan o sistema da 
hélice eleva, o ECM do trem de força aumenta a corrente do sinal PWM para a solenóide de controle da hélice 
aumentar a RPM do motor da hélice. 
 
 
 
 
 
 
3) Marque x para as afirmações abaixo que descrevem as condições necessárias para que o ECM do 
motor acione a estratégia de Lenta Elevada com o Motor Frio. Elevando a rotação para 1100 rpm. 
 
( ) Temperatura do liquido arrefedor menor que 70°C; 
( ) Temperatura do ar da admissão menor que 10°C; 
( ) Temperatura da transmissão menor que 50°C; 
( ) Interruptor de aceleração na posição de lenta; 
( ) Transmissão em neutro; 
( ) Motor funcionando por um tempo suprior a 10 minutos; 
( ) Freio de estacionamento travado; 
 
 
 
 
 
 
 
 
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11 SISTEMA DO TREM DE FORÇA 
 
 
 
O propósito deste módulo é permitir ao participante conhecer o sistema do Trem de Força, bem como conhecer 
o sistema eletrônico, testes/ajustes e manutenção preventiva a ser realizado no sistema. 
 
11.1 Objetivos: 
Utilizando a apostila do aluno e o esquema hidráulico, o participante será capaz de: 
1 – Identificar os componentes principais do sistema hidráulico dos implementos utilizando a apostila do aluno 
e exercícios propostos; 
2 – Dado o trator de esteiras D11T, o aluno será capaz de identificar os circuitos do sistema hidráulico do Trem 
de Força; 
3 – Dado o manual de operação e manutenção, identificar os pontos de manutenção preventiva bem como os 
períodos de troca de fluidos e filtros do sistema; 
4 – Realizar com maior eficiência os testes/ajustes e diagnósticos no sistema do Trem de Força através da 
utilização das literaturas disponibilizadas pelo SIS. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Figura 100 – Componentes do sistema do trem de Força 
 
 
INTRODUCTION 
Shown above is an illustration that identifies the relative location of all of the major power train components for 
the updated D11T Track-Type Tractor and updated D11T CD Carrydozer. 
The D11T Track-Type Tractor and the D11T CD Carrydozer use the same power train system as the earlier 
model D11T Track-Type Tractor and D11T CD Carrydozer. 
Updates to the D11T power train include: 
 Torque converter oil filter has been removed; 
 Secondary power train oil filter (15) has been added; 
 Power train sump temperature sensor location has changed. 
 
Figura 101 – Montagem do trem de força 
 
 
 
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Torque Divider 
 
A single-stage torque converter with output torque divider sends 75 percent of engine torque through the 
converter and 25 percent through a direct drive shaft for greater driveline efficiency and higher torque 
multiplication. 
The torque converter shields the driveline from sudden torque shocks and vibrations. 
Planetary Powershift Transmission 
Three speeds forward and three speeds reverse, utilizing large diameter, high-capacity, oil-cooled clutches. 
 Modulation system permits fast speed and direction changes. 
 Modular transmission and bevel gear slide into rear case for easy servicing, even with ripper installed. 
 Oil-to-water cooler for maximum cooling capacity. 
 Forced oil flow lubricates and cools clutch packs to provide maximum clutch life. 
 Controlled throttle shifting regulates engine speed during directional shifts for smoother operation and 
longer component life. 
 
Steering Clutch and Brake 
Fade resistant and adjustment free. The multi-disc, oil-cooled steering clutches are hydraulically applied and 
electronically controlled. The brakes are applied by springs and hydraulically released for safe and reliable 
braking performance. 
Drawbar Pull vs. Ground Speed 
As loads on the tractor increase, the D11T offers unmatched lugging capability and smooth shifting as the need 
occurs to change gears under varying loads. 
Enhanced Auto Shift 
Enhanced Auto Shift is a new standard feature that improves fuel efficiency by automatically selecting the 
optimal reverse gear and engine speed combination based upon powertrain load and desired ground speed. 
Figura 102 – Sistema hidráulico do trem de força 
 
 
Power Train Hydraulic System 
This schematic shows the oil flow through the power train hydraulic system components for the updated D11T 
Track-Type Tractor and D11T CD Carrydozer. 
 
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The power train hydraulic system uses a five section gear-type pump. The torque converter scavenge section 
(1) returns oil from the torque converter case sump to the main case sump. The transmission scavenge section 
(2) returns oil from the transmission case sump to the main case sump. The brake cooling section (3) gets oil 
from the main case sump and sends it through the lube manifold (17) to the brakes (9). The torque converter 
charging section (4) draws oil from the main case sump and directs flow to the torque converter (21). The torque 
converter oil filter has been eliminated on the updated machines. 
Oil from the torque converter flows through the torque converter outlet relief valve (20) to the oil coolers (23)-
(24). By maintaining oil pressure in the torque converter, the outlet relief valve ensures efficient power transfer 
between the engine and transmission and also prevents cavitation in the torque converter. Oil returns from the 
cooler to the lube manifold and is then directed through the transmission lubrication circuit to the transmission 
sump. The transmission charge section (5) draws oil from the main case sump of the transmission and sends oil 
flow through the transmission oil filter (6) to the secondary power train oil filter (19), the priority valve (14), the 
transmission control valve (13), and the steering clutch and brake control valve (16). 
The oil flowing through the secondary oil filter combines with the oil from the power train oil coolers and flows to 
the transmission for lubrication and cooling. 
 
Figura 103 – Componentes eletrônicos do trem de força 
 
 
Power Train Electronic Control System 
The Power Train Electronic Control Module (ECM) (1) performs the transmission shifting function. The Power 
Train ECM responds to operator shifting requests from the Finger Tip Control (FTC) (2) by sending electrical 
current to the transmission clutch solenoids (12)-(16). The solenoid valves control the hydraulic circuits that 
engage the transmission clutches. 
Each transmission clutch has a corresponding solenoid valve. The solenoid valves are used to shift the selector 
spools which control the engagement of the clutches. When the operator requests a transmission shift, the 
Power Train ECM selects and energizes the solenoid valves for the desired gear. The appropriate clutch 
pressures are then hydraulically modulated. The Power Train ECM also controls the machine steering and 
braking. When the operator activates the steering lever sensors on the FTC, the Power Train ECM sends 
corresponding signals to thebrake and clutch solenoids (17)-(20). The clutch solenoids control the application 
and release of the brakes and clutches to steer the machine. 
 
 
 
 
 Material do Aluno 
101 
 
Figura 104 – Divisor de torque 
 
 
Torque Divider 
 
The D11T and D11T CD tractors use a torque divider (1) to transfer engine power to the transmission. The 
torque divider is installed on the rear of the engine at the flywheel housing. The torque divider provides both a 
hydraulic and a mechanical connection from the engine to the transmission. The torque converter provides the 
hydraulic connection while the planetary gear set provides the mechanical connection. During operation, the 
planetary gear set and the torque converter work together to multiply torque as the load on the machine 
increases. Power from the torque divider is transmitted through the main drive shaft to the transmission input 
shaft. 
Figura 105 – Funcionamento do divisor de torque 
 
 
This illustration shows a torque divider used on the D11T Track-Type Tractor and D11T CD Carrydozer. The 
impeller (13), rotating housing (9), and sun gear (3) are shown in red. These components are mechanically 
connected to the engine. The turbine (8) and ring gear (7) are connected and are shown in green. The planetary 
carrier (6) and the output shaft (4), shown in blue, are also connected. The stator (5) is shown in orange, while 
the planetary gears (2) and shafts are shown in brown. The bearings (12) in the torque divider are shown in 
yellow. 
Because the sun gear and the impeller are connected to the flywheel (1), they will always rotate at engine 
speed. As the impeller rotates, it directs oil against the turbine blades, causing the turbine to rotate. Turbine 
rotation causes the ring gear to rotate. During NO LOAD conditions, the components of the planetary gear set 
 
 Material do Aluno 
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rotate as a unit at the same rpm. The planetary gears will not rotate on their shafts. As the operator loads the 
machine, the output shaft slows down. A decrease in output shaft speed causes the rpm of the planetary carrier 
to decrease. Decreasing the planetary carrier rotation causes the relative motion between the sun gear and the 
planetary carrier to cause the planetary gears to rotate. Rotating the planetary gears decreases the rpm of the 
ring gear and the turbine. At this point, the torque converter multiplies torque and the planetary gear set divides 
the torque. 
An extremely heavy load can cause the machine to stall. If the machine stalls, the output shaft and the planetary 
carrier will not rotate. This condition causes the ring gear and turbine to rotate in the opposite direction of engine 
rotation. Maximum torque multiplication is achieved just as the ring gear and turbine begin to rotate in the 
opposite direction. During all load conditions, the torque converter provides 75% of the output and the planetary 
gear set provides the remaining 25% of the output. The size of the planetary gears establishes the torque split 
between the hydraulic torque and the mechanical torque to the output shaft. 
 
Figura 106 – Transmissão planetária 
 
 
POWER SHIFT TRANSMISSION 
The power shift transmission (arrow) is located at the rear of the machine for easy removal and installation. The 
three-speed forward, three-speed reverse planetary power shift transmission transfers power from the torque 
divider to the final drives. The transmission contains three electronically controlled and hydraulically modulated 
speed clutches and two electronically controlled and hydraulically modulated directional clutches. When a 
transmission speed clutch and directional clutch are engaged, the transmission sends power to the bevel gear 
and pinion, the steering clutches and brakes, and the final drives. 
Figura 107 – Tomadas de testes de pressão 
 
 
1. – 
2. – 
 
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3. – 
4. – 
Figura 108 – Funcionamento da transmissão planetária 
 
 
This sectional view shows the transmission planetary group. The planetary group has two directional and three 
speed clutches which are numbered in sequence (1 through 5). Clutches No. 1 and 2 are the reverse and 
forward directional clutches. Clutches No. 3, 4, and 5 are the third, second, and first speed clutches. Clutch No. 
5 is a rotating clutch. 
In this sectional view of the transmission, the input shaft (4) and input sun gears (2) are shown in red with the 
output shaft (5) and output sun gears (6) shown in blue. The ring gears (1) are shown in green. The planetary 
carriers (3) are shown in brown while the planetary gears and shafts are shown in orange. The clutch discs, 
clutch plates, pistons, springs, and bearings are shown in yellow. Stationary components are shown in gray. 
The input sun gears are splined to the input shaft and drive the directional gear trains. The output shaft is driven 
by sun gears No. 3 and 4 and rotating clutch No. 5. When the No. 2, 3, and 4 clutches are engaged, their 
respective ring gears are held stationary. The No. 1 planetary carrier is held when the No. 1 clutch is engaged. 
When engaged, the No. 5 rotating clutch locks the output components (for FIRST gear) to the output shaft. 
 
Figura 109 – Bocal de enchimentoe vareta de nível 
 
 
POWER TRAIN COMPONENTS 
1. – 
2. – 
 
The refill capacity of the power train system is 416 liters (110 gal). 
 
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Figura 110 – Bomba do trem de força 
 
 
1. – 
2. – 
3. – 
4. – 
5. – 
 
Figura 111 – Válvula de prioridade 
 
 
1. – 
2. – 
3. – 
4. – 
5. – 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Material do Aluno 
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Figura 112 – Filtro de carga do trem de força 
 
 
1. – 
2. – 
3. – 
4. – 
Figura 113 – Filtro secundário do trem de força 
 
 
1. – 
2. – 
3. – 
 
Power train oil flow through secondary filter is regulated by a flow control valve to a rate of 4 ± 0.4 L/min (1.06 ± 
0.11 US gpm). 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Material do Aluno 
106 
 
Figura 114 – Dreno da transmissão 
 
 
1. – 
2. – 
Figura 115 – Dreno do divisor de torque 
 
 
1. – 
2. – 
3. – 
Figura 116 – Dreno do alojamento principal 
 
 
The drain plug for the main case sump is located on the bottom of the main case and frame housing below the 
 
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tractor. To drain the oil, remove the plug (not shown) that covers the drain valve (arrow). Install a drain tube to 
unseat the drain valve to start the flow of oil. To stop the flow of oil, remove the drain tube and a spring will close 
the valve. 
 
Figura 117 – Grupo de controle TCE 
 
 
1. – 
2. – 
3. – 
4. – 
5. – 
6. – 
7. – 
 
Figura 118 – Válvula de saída do conversor de torque 
 
 
1. – 
2. – 
3. – 
4. – 
 
 
 
 
 
 
 
 
 
 
 
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Figura 119 – Coletor de lubrificação/arrefecimento 
 
 
1. – 
2. – 
3. – 
4. – 
 
Figura 120 – Arrefecedores de óleo do trem de força 
 
 
1. – 
2. – 
3. – 
4. – 
5. – 
6. – 
7. – 
8. – 
 
 
 
 
 
 
 
 
 
 
 
 
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Figura 121 – Circuito de controle hidráulico do trem de força 
 
 
In this view, the operator has shiftedthe transmission from NEUTRAL to FIRST SPEED FORWARD. 
The gear shift is initialized when the ECM receives an input signal from the operator’s command for FIRST 
SPEED FORWARD. The ECM sends an output signal to the transmission control valve which de-energizes the 
No. 3 clutch solenoid and energizes the No. 2 and No. 5 clutch solenoids. Oil from the third speed clutch (C3) is 
drained as the spool is returned to the center position by spring force. 
When the No. 2 and No. 5 solenoids are energized, pilot oil is sent to the end of the first and third speed 
selector spool (7) and the directional selector spool (2). The spools shift, opening oil passages to the forward 
directional clutch (C2) and to the first speed directional clutch (C5). When the primary second speed selector 
spool (5) is shifted, it opens a path to tank which allows the P1 and P2 pressures to decrease to less than 380 
kPa (55 psi). This decrease in pressure allows the differential 
valve spring to move the differential valve (3) up. As the differential valve moves up, a passage is opened for oil 
in the differential valve spring chamber and the load piston cavity to flow to drain. This pressure decrease also 
allows the converter inlet ratio valve (1) to shift downward and open an orifice between tank and the port to 
converter inlet. After the spools are shifted and the system pressure is relieved, pressure (P1) starts to build up 
simultaneously through three flow paths. 
 
One flow path that the oil (P1) follows is to the inlet of the modulating relief valve (6). The flow overrides the 
check valve at the supply inlet to the modulating relief valve and is directed around the modulating relief valve, 
through the ball check relief valve, and fills the slug chamber at the bottom of the relief valve spool. Pressure in 
the slug chamber moves the spool downward and opens a chamber and passage, which permits some of the oil 
(orange) to be sent to the torque converter (14) through the port to converter inlet. 
Another flow path allows oil (P1) to go through an orifice, upon which flow is shared between the first speed 
clutch (C5) chamber, the slug chamber to the converter inlet ratio valve, the pressure differential valve, and the 
load piston chamber. The first speed clutch (C5) chamber is pressurized with oil and begins to engage the first 
speed clutch (C5). This (P1) pressure is also filling the slug chamber of the converter inlet ratio valve, slowly 
closing the valve, blocking off the orificed passage between the port to converter inlet and the tank. 
 
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Once pressure (P1) increases beyond 380 kPa (55 psi), pressure (P1) overcomes the spring force on the 
pressure differential valve shifting it downward and allowing oil pressure (P2) to flow through the center of the 
pressure differential valve spool and fill the forward directional clutch (C2). The differential valve will maintain a 
380 kPa (55 psi) pressure differential between P1 and P2 during directional clutch fill modulation to maximum 
pressure, and during normal operation. The 380 kPa (55 psi) pressure differential between P1 and P2 ensures 
the speed clutch will engage first. 
 
After the pressure differential valve shifts, system pressure continues to build in the load piston chamber and 
work against the load piston spring. At this point, the up and down movement is initiated between the 
modulating relief valve and the load piston (4). This up and down shuttling allows system (P1) pressure to 
gradually increase the load of the clutches, while also modulating the flow to the torque converter. As the load 
piston spring is being compressed upward, the load piston chamber encounters a passage to tank which keeps 
the load piston spring from being compressed any farther. At this time, the modulating relief valve will meter the 
flow between the clutch circuit and the torque converter circuit. The shift is now complete. 
Figura 122 – Operação da válvula de controle TCE 
 
 
TRANSMISSION HYDRAULIC CONTROL VALVE 
 Modulating relief valve (14): Limits the maximum clutch pressure. 
 First and third speed selector spool (19): Directs oil flow to the No. 5 and No. 3 clutches. 
 Load piston (21): Works with the modulation relief valve to control the rate of pressure increase in the 
clutches. 
 Second speed selector spool (23): Directs oil flow to the No. 4 clutch. 
 Pressure differential valve (9): Controls speed and directional clutch sequencing by maintaining a 380 
kPa (55 psi) difference between the speed clutches and the directional clutches. 
 Directional selector spool (8): Directs oil to the FORWARD and REVERSE directional clutches. 
 Converter inlet ratio valve (3): Limits the pressure of the oil that is sent to the torque converter. 
 Passage to Clutch No. 1 (7): Passage to the port to energize clutch No. 1 (Reverse). 
 Passage to Clutch No. 2 (6): 
 Passage to the port to energize clutch No. 2 (Forward). 
 Passage to Clutch No. 3 (17): Passage to the port to energize clutch No. 3. (Third Speed) 
 Passage to Clutch No. 4 (24): Passage to the port to energize clutch No. 4. (Second Speed) 
 Passage to Clutch No. 5 (18): Passage to the port to energize clutch No. 5 (First Speed). 
 
 
 
 
 
 
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Figura 123 – Operação da válvula de controle TCE 
 
 
This schematic shows the valve positions and the oil flow with the engine started and the transmission in 
NEUTRAL. In NEUTRAL, speed clutch THIRD SPEED is engaged, while speed clutches for SECOND SPEED 
and FIRST SPEED are open to tank. Pump flow from the priority valve is directed to the solenoid valve 
manifolds and the supply inlet to the modulating relief valve (14). The flow overrides the check valve (1) at the 
supply inlet to the modulating relief valve and is directed around the modulating relief valve, through the ball 
check relief valve, and fills the slug chamber (15) at the bottom of the relief valve spool. Pressure in the slug 
chamber moves the spool downward and opens a chamber and passage, which allows some of the oil (orange) 
to be sent to the torque converter through the port to the converter inlet (2). 
Pump oil (P1) is also sent through an orifice to the chamber around the center of the 1st and 3rd speed selector 
spool (19). This orifice causes a pressure drop and a time delay in the flow of oil to the clutches. This oil (P1) 
starts to fill and engage the third speed clutch. 
This orificed oil (P1) is also sent to the slug chamber (5) in the converter inlet ratio valve (3). When pressurized, 
this slug chamber keeps the ratio valve closed, blocking any oil (P1) in the port to converter inlet from going to 
tank. The primary function of the ratio valve is for protection of the torque converter when the oil is cold and 
thick. If the torque converter oil is cold and thick, it will move the ratio valve downward against the pressure in 
the slug chamber and allow some of the torque converter oil to go to drain. 
 
From the speed selector spool, oil (P1) flows around the center of the differential valve (9) through an orifice and 
into the chamber at the lower end of the load piston (21). This pressure shifts the load piston up. The movement 
of the load piston compresses the load piston spring and shifts the modulating relief valve up, blocking pump 
flow from reaching the port to converter inlet. Flow from the pump will cause a pressure increase in the slug 
chamber of the modulating relief valve and move the valve back down, allowing oil to flow to the port to the 
converter inlet. This up and down movement of the modulating relief valve and the load piston permits a gradual 
increase in system pressure. Pressure in the system will increase until the load piston opens the drain passage 
justMaterial do Aluno 
 
3 MATERIAL DO CURSO 
 
3.1 Literatura de apoio 
 
AMA1-Up, MDG1-Up Service Manual UENR0075 
 
Binder SENR2301 00 14.26 13.69 
Binder Label UENR007930 
Safety SENR7733 
Service Manual Contents UENR0078030 
Torque Specifications SENR3130 
ENGINE INDEX TAB SENR2870 
Specifications C32 Engine KENR9885 08 9.90 8.30 
Systems Operations, Testing & Adjusting C32 Engine KENR9886 07 9.90 8.30 
Disassembly & Assembly C32 Engine RENR9217 07 15.50 8.30 
Disassembly & Assembly C32 Engine Supplement UENR0080 
Troubleshooting C32 Engine UENR0517 
 
00 6.50 5.43 
Power Train Index Tab SENR2871 
 30 
Specifications, Systems Operations, Testing & Adjusting Power Train KENR5618 01 6.50 5.43 
Disassembly & Assembly Power Train KENR5620 00 15.50 12.90 
 
Systems Index Tab SENR2872 
 
Specifications, Systems Operations, Testing & Adjusting Machine Systems KENR5621 
Specifications, Systems Operations, Testing & Adjusting Hydraulic System KENR5624 01 6.50 5.43 
Disassembly & Assembly Machine Systems KENR5625 00 6.50 5.43 
 
Electrical System & Operator’s Station Index Tab SENR2996 
 
Systems Operation, Testing & Adjusting Comfort Series Seat RENR2165 04 9.90 8.30 
Systems Operation Monitoring Systems KENR8686 
Troubleshooting Electrical & Hydraulic Systems KENR868501 3.40 2.86 
Systems Operation, Testing & Adjusting Vital Information Management KENR8958 
System (VIMS 3G/PL) 
Maintenance Index Tab SENR2874 
 
Operation & Maintenance SEBU8499 01 16.22 15.57 
 
Schematics Index Tab SENR2902 
 
Schematic Power Train Oil KENR5619 
Schematic Hydraulic System KENR5623 
Schematic Electrical System UENR0084 
Schematic Cooling System KENR9556 
Optional to Service Manual 
Air Conditioning and Heating Systems with R134-A Refrigerant SENR5664 
Air Conditioning and Heating - Spec / SysOp / T&A RENR7298 
Air Conditioning and Heating - Electrical System Schematic RENR7258 
 
 
 
 
 
 
 Material do Aluno 
3.2 Videos: 
Bomba de pistão Bosch. 
Apresentação TTT D11T. 
 
3.3 Programas: 
Simulador do painel Advisor 
 
3.4 Material Didático: 
Projetor Multimídia; 
Caixa de som com entrada para computador; 
Quadro Branco/Flip-Chart; 
Pincéis; 
Apagador para quadro branco; 
Caneta/Lápis. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Material do Aluno 
4 LISTA DE FERRAMENTAS 
 
198-4240 Grupo de Pressão Digital; 
1U-5481 Grupo de Manômetros Analógicos; 
1U-5482 Grupo de Kit de Adaptadores e Mangueiras; 
275-5120 Comunicador ET; 
212-2160 Multímetro Caterpillar; 
245-5836 Mantas Absorventes; 
1U-9579 Toalhas Absorventes; 
------------ Computador com ET Instalado; 
------------ Caixa de Ferramenta de Uso Geral; 
------------ Recipiente para coletar fluidos. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Material do Aluno 
5 REGRAS DE SEGURANÇA DURANTE O TREINAMENTO 
 
Durante a parte prática, realize sempre os seguintes procedimentos: 
1 – Instale sempre as travas de segurança de articulação do equipamento; 
2 – Antes de funcionar o equipamento: 
A – Tenha certeza de que não existe nenhum vazamento no equipamento, que todos os fluidos estejam no 
nivel correto e de que nenhuma ferramenta esteja próxima a partes móveis do equipamento; 
B – Tenha certeza que todos os participantes estejam cientes de que o equipamento irá funcionar acionando a 
buzina uma vez e aguardando três segundos antes de dar a partida; 
3 – Ao finalizar a tarefa, tenha certeza de que o equipamento encontre-se da mesma maneira a qual foi 
disponibilizado para o treinamento. 
 
5.1 Procedimento de segurança 
 
Durante o laboratório, onde deve-se funcionar o equipamento ou movimentá-lo, é necessário seguir as regras 
de segurança. 
 
5.1.1 Antes de funcionar o equipamento: 
 
 Todos os participantes deverão estar utilizando capacete de segurança, óculos de segurança, abafador 
de ruídos e calçado adequado; 
 Tenha certeza de que todos os participantes estejam em local seguro antes de realizar a partida no 
equipamento; 
 Aciona a buzina uma vez e aguarde 3 segundos antes de acionar o sistema de partida do 
equipamento. 
 Antes de movimentar o equipamento, aciona a buzina duas vezes e aguarde 3 segundos antes de 
movimentar com o mesmo. 
 
5.1.2 Com a máquina em movimento: 
 É permitido somente uma única pessoa na cabine com a máquina em movimento; 
 Quando se tratar de alguém que vai movimentar a máquina pela primeira vez, antes de movimentá-la 
deve-se saber para que serve cada controle de operação, colocar o acelerador em mínima rotação e 
começar a movimentar o equipamento lentamente até estar familiarizado com a operação. 
 
5.1.3 Durante todo o treinamento, todos devem estar familiarizados com: 
 Identificar rotas de saida e locais de ponto de encontro; 
 Identificar localização dos extintores de incêndio; 
 Identificar local do treinamento teórico e prático; 
 Identificar os corredores de acesso/trafego na oficina. 
 
 
 
 
 Material do Aluno 
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6 Introdução ao equipamento e normas de segurança 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
O propósito deste módulo é permitir ao participante descrever as principais caracteristicas do Trator de Esteiras 
D11T e entender as etiquetas e normas de segurança ao trabalhar com equipamentos Caterpillar. 
 
6.1 Objetivos: 
Utilizando a apostila do aluno, o participante será capaz de: 
1 – Descrever as principais caracteristicas do Trator de Esteiras D11T; 
2 – Identificar as etiquetas de segurança contidas no equipamento; 
3 – Identificar as normas de segurança recomendadas ao trabalhar com equipamentos Caterpillar. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Material do Aluno 
14 
 
6.2 Introdução ao equipamento e normas de segurança ao trabalhar com equipamentos 
Caterpilllar 
 
Figura 1 – Introdução ao equipamento 
 
 
 
INTRODUCTION 
 
The serial number prefix for the D11T Track-type tractor is AMA and for the D11T CD Carrydozer the serial 
number prefix is TPB. 
 
This presentation discusses the major design features and changes, the component location and identification, 
and the systems operation of the D11T Track-type Tractor (Serial Number GEB 160 and up) and the D11T CD 
Carrydozer (Serial number TPB 160 and up). 
 
The D11T is similar in appearance to the D11R. The operator's station incorporates the common cab, which is 
also used for the D8T, D9T, and the D10T Track-type Tractors. The D11T is powered by the C32 ACERT™ 
(Advanced Combustion Emissions Reduction Technology) electronic engine, which is equipped with a 
Mechanical Electronic Unit Injection (MEUI) fuel system and Air to Air After Cooling (ATAAC) for intake air. This 
engine also utilizes the A4 Electronic Control Module (ECM) engine control. The C32 engine is a 12-cylinder "V" 
arrangement with a displacement of 32 liters. The C32 is rated at 689 kW (923 horsepower) at 1800 rpm. 
 
Other standard features include an electro-hydraulic demand fan, an electro-hydraulic implement system, the 
Advanced Modular Cooling System (AMOCS) radiator, and the new Caterpillar Monitoring and Display System 
withabove the center of the load piston. Maximum pressure in the system is then controlled by the spring force 
on the modulating relief valve. At this time, the modulating relief valve will meter the flow between the clutch 
circuit and the torque converter circuit. 
 
 
 
 
 
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Figura 124 – Válvula de controle dos freios e direção 
 
 
STEERING CLUTCH AND BRAKE VALVE 
1. – 
2. – 
3. – 
4. – 
5. – 
6. – 
7. – 
8. – 
9. – 
10. – 
11. – 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Figura 125 – Operação da válvula de controle dos freios e direção 
 
 
When the service brake pedal is depressed, a switch signals the operator’s request to the Power Train ECM. 
The Power Train ECM acts upon the brake request by de-energizing the right and left brake solenoid valves on 
the steering and brake control valve. Oil from the right brake (3) and left brake (5) returns to the tank and the 
service brakes are engaged by spring force. When no braking is requested, both brake solenoid valves are 
energized and the brakes are hydraulically released. 
 
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Figura 126 – Operação da válvula de controle dos freios e direção 
 
 
This schematic shows the oil flow and the valve positions during STRAIGHT TRAVEL operation of the machine 
when the steering and brake levers are not moved and the brake pedal is not depressed. 
When no steering requests are received from the operator, both steering clutch solenoids are energized with 
maximum current. The corresponding pressure reducing valves provide maximum oil pressure to engage the 
right steering clutch (2) and the left steering clutch (6). The plungers and springs control the 
modulating reducing valve pressure settings based on the pressure from the energized solenoids of the steering 
clutches. Both brake solenoids are also energized with maximum current to open the corresponding brake 
valves. Maximum oil pressure then flows to the right brake (3) and the left brake (5) to release the brakes. The 
steering clutches are hydraulically engaged, while the brakes are spring engaged and hydraulically released. 
 
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Figura 127 – Operação da válvula de controle dos freios e direção 
 
 
In this view, the operator has pulled the right steering brake lever toward the rear of the machine approximately 
one-half of its total travel distance to make a GRADUAL RIGHT TURN. 
Movement of the lever causes the Power Train ECM to send a signal to the proportional solenoid for the right 
steering clutch (2). The plunger (valve) retracts and blocks the flow of oil from the supply chamber to the outlet 
chamber. The outlet chamber, clutch, and reaction chamber in the pressure reducing valve are open to 
drain past the reducing valve spool. Therefore, the steering clutch is completely released. In this condition, the 
ECM did not send a signal to the solenoid for the right brake (3). The right brake valve is still at its maximum 
setting and the right brake remains fully released. Releasing just the right steering clutch allows the tractor to 
make a GRADUAL RIGHT TURN. 
 
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Figura 128 – Operação da válvula de controle dos freios e direção 
 
 
After the steering clutch is released, moving the right steering lever rearward the full travel distance will engage 
the right brake (3). The Power Train ECM de-energizes 
the proportional solenoid for the right brake spool. The cartridge assembly attached to the brake solenoid 
retracts to provide residual or modulated draining of the oil which gradually engages the brake. Now, no power 
train oil pressure is available to release the right brake. The right brake is fully engaged allowing the tractor to 
make a SHARP RIGHT TURN. When no braking is requested, the brake solenoid valve is energized and the 
brake is hydraulically released. 
 
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 Material do Aluno 
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Figura 129 – Pedal de freio 
 
 
The service brake pedal (arrow) is connected to a rotary position sensor (not visible). The rotary position sensor 
sends a PWM signal to the Power Train ECMwhich, in turn, controls the proportional solenoids for the service 
brakes. The secondary brake switch is located above the service brake pedal linkage. The status of service 
brake pedal position sensor and the secondary brake switch may be viewed through the Advisor panel or with 
Cat ET. 
 
Figura 130 – Operação da válvula de controle dos freios e direção 
 
 
Shown here are the conditions which occur when the parking brake is engaged. The brakes are spring engaged 
and hydraulically released. The parking brake switch signals the Power Train ECM that the operator wants the 
 
 Material do Aluno 
118 
 
parking brake ENGAGED. The ECM acts upon the brake request be de-energizing the brake solenoid on the 
steering clutch and brake control valve and energizing the parking brake solenoid to drain any residual oil 
remaining in the brakes. With the parking brake solenoid valve energized (current applied), the oil is 
instantaneously drained directly to the tank with no residual or modulated drop in oil pressure. Now, no power 
train oil pressure is available to release the brakes and the brakes are FULLY ENGAGED. The secondary brake 
solenoid operates the same as the parking brake solenoid. When the service brake pedal is fully depressed, the 
ECM sends a signal to the secondary brake solenoid. The solenoid is energized and any residual oil is drained 
to the tank and the brakes are fully engaged by the springs. Also, even when the key is in the OFF position and 
the ECM is powered down, fully depressing the brake pedal will energize the secondary brake solenoid. 
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Neutral Default Strategy 
 
Neutral default strategy is a feature that is programmed into the machine transmission control module. Neutral 
default strategy will prevent movement of the machine or damage to the transmission when the transmission is 
in neutral and the transmission ECM suspects that one or more components in the transmission control are 
failed. The transmission ECM checks for unexpected load on the drive train by constantly comparing the data 
from the torque converter output speed sensor to the data from the engine speed sensor. 
The neutral default strategy in the transmission ECM will disengage the No. 3 clutch if the transmission ECM 
detects a machine component that has failed. If the power train oil is below 40 °C (104 °F) and the neutral 
default strategy is also active, the service brake will automatically be applied. 
Note: Neutral default strategy is only active when the machine is in the neutral position. Neutral default strategy 
is disengaged when a speed clutch is commanded by the operator. 
The neutral default strategy requires a stabilized speed of the torque converter and a temperature of the power 
train oil in order to function properly. During start-up of the machine, the service brakes will automatically be 
applied for 10 seconds in order for the power train to stabilize. During this 10 second period, if the machine is 
shifted into gear the transmission ECM will release the service brakes. If the parking brake is released within the 
first 10 seconds, and the tractor is not shifted into gear, the service brakes will remain applied until the parking 
brake switch is cycled after the 10 second period. 
The neutral default strategy will become active on machines that are equipped with attachments that are driven 
by the PTO in neutral. If the machine is in the neutral position and brake engagement is undesirable, warm the 
power train oil above 40 °C (104 °F). 
 
 
 
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Figura 131 – Controle da escada hidráulica 
 
 
LADDER READY OPERATION (ATTACHMENT) 
The Ladder Ready option makes it easier for the operator to access the cab. The above illustration shows the 
ladder (1) in the lowered position. 
The hydraulic motor (2) rotates the ladder from the lowered position to the raised position. 
The ladder is held in place with locking pins (3) when in the fully stowed position. The power train is enabled 
regardless of the ladder position allowing the machine 
to move with the ladder in the lowered position. If the machine is moved with the ladder in the lowered position, 
the monitoring system will issue a Level 3 Warning to inform the operator. 
 
Figura 132 – Válvula de controle da escada 
 
 
1. – 
2. – 
3. – 
4. – 
5. – 
6. – 
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11.2 Exercícios 
 
Utilizando a apostila do treinamento e as informações coletadas pelos participantes, este exercício demonstrará 
os conhecimentos obtidos sobre o sistema do trem de força e freios, durante o treinamento teórico. 
 
Material Necessário: 
1 – Folha de Exercícios 
 
EXERCICIOS DE FIXAÇÃO 
 
 
1) Marque V para verdadeiro e F para falso de acordo com as afirmações abaixo. Em caso de ser falsa, 
reescreva a afirmação de maneira correta. 
 
( ) O Trator de esteiras D11T possui uma transmissão do tipo contra eixo com sete pacotes de 
embreágen sendo um para cada marcha. 
 
 
 
 
( ) A bomba do sistema de transmissão é do tipo de palhetas de três seções; 
 
 
 
 
( ) O sistema de controle hidráulico da transmissão do D11T é do tipo ICM (modulação individual de 
embreagem). 
 
 
 
( ) Na válvula de controle da transmissão, a pressão P1 é responsável por acoplar os pacotes de 
velocidade e a pressão P2 acopla os pacotes direcionais. 
 
 
 
 
( ) A válvula de prioridade prioriza o enchimento dos pacotes da transmissão em relação ao sistema de 
freios e embreagem. 
 
 
 
2) Enumere os componentes abaixo de acordo com a ordem dos acontecimentos no fluxo de tranferencia 
de potência ate as esteiras serem acionadas. 
 
( ) Divisor de torque; 
( ) Engrenagem Coroa e Pinhão; 
( ) Embreágens direcionais; 
( ) Transmissão; 
( ) Seguimentos do comando final; 
( ) Semi eixos internos; 
( ) Semi eixos externos; 
( ) Motor diesel; 
( ) Eixo cardã; 
 
3) Para que o trator se desloque em linha reta, descreva como devem estar os seguintes componentes 
em relação ao ECM do trem de força (Energizados ou Dezenergizados). 
 
1) Solenóide da embreagem de direção direita: _________________; 
2) Solenóide da embreagem de direção direita: _________________; 
3) Solenóide do freio esquerdo: _________________; 
4) Solenóide do freio esquerdo: _________________; 
5) Solenóide do freio secundário: __________________; 
6) Solenóide do freio de estacionamento: ___________________; 
 
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12 SISTEMA HIDRÁULICO DOS IMPLEMENTOS 
 
 
 
O propósito deste módulo é permitir ao participante conhecero sistema hidráulico dos implementos, 
testes/ajustes e manutenção preventiva a ser realizado neste sistema. 
 
12.1 Objetivos: 
Utilizando o diagrama hidráulico e a apostila do aluno, o participante será capaz de: 
1 – Identificar os componentes principais do sistema hidráulico utilizando a apostila do aluno e atividades 
propostas; 
2 – Dado o Trator de Esteiras D11T, o aluno será capaz de identificar o circuito do sistema hidráulico dos 
implementos; 
3 – Dado o manual de operação e manutenção, identificar os pontos de manutenção preventiva bem como os 
períodos de troca de fluidos e filtros do sistema hidráulico dos implementos; 
4 – Realizar com maior eficiência os testes/ajustes e diagnósticos no sistema hidráulico dos implementos 
através da utilização das literaturas disponibilizadas pelo SIS. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Figura 133 – Componentes do sistema de implementos 
 
 
The D11T Track-Type Tractor and D11T CD Carrydozer are equipped with an electro-hydraulic (EH) implement 
system similar to the implement system used in the D10T. The Implement ECM (19) receives input signals from 
the implement control lever (13) position sensors, the ripper control lever (17) position sensors, and various 
other sensors and switches located on the machine. 
The Implement ECM sends corresponding output signals to energize the appropriate solenoid controlled pilot 
valves on the electro-hydraulic pilot valve manifold (22). The solenoid controlled pilot valves control the amount 
of pilot oil that is sent to the dozer (21) or the ripper (20) control valves to shift the appropriate spools and direct 
hydraulic oil flow from the hydraulic pumps (10) (lift and tilt) to the implement cylinders. 
The Implement ECM also sends corresponding output signals to energize the pitch and single tilt ON/OFF 
solenoid valve on the dual tilt valve (06). The pitch and single tilt ON/OFF solenoid valve directs oil to shift the 
dual tilt valve, which controls blade 
tilt modes and pitch angles. The implement hydraulic system for the D11T Track-Type Tractor and D11T 
Carrydozer uses fixed displacement lift and tilt pump designs that provide a positive flow of hydraulic oil to the 
hydraulic system at all times. Oil flow from the lift and tilt pumps is both combined and divided in the dozer 
control valves as needed, to meet the flow demands of the dozer and ripper hydraulic systems. More 
information about the dozer control valve will be presented later in this module. 
 
The fan and pilot oil pump (11) provides oil flow to the pilot pressure reducing manifold (12), which supplies pilot 
oil to the EH pilot manifold for operation of the implement control valves. The fan and pilot oil pump also 
provides pilot oil for operation of the dual tilt valve. 
The resolver manifold (14) transmits the highest implement circuit pressure back to the pressure reducing 
manifold. The highest resolved pressure is directed through the pressure reducing manifold by the diverter valve 
(internal to the pressure reducing valve) and acts as pilot oil for lowering the implements in the event that the 
engine will not run or the fan and pilot pump has failed. 
 
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The hydraulic tank (18) is used to store, filter, and cool the hydraulic oil. A temperature sensor is mounted in the 
tank to monitor the temperature of the hydraulic oil. 
Oil filters (15) inside the hydraulic oil tank filter the oil returned to the tank from the hydraulic circuits. Filter 
bypass switches are used to alert the operator or technician 
when the filters have become contaminated and may no longer be protecting the hydraulic system from dirt and 
debris. The quick drop valves (5) (one in each lift cylinder) allow the lift cylinders to lower rapidly by allowing 
cylinder rod end oil to flow back into the head end of the cylinder during periods of rapid rod movement. The 
ripper pin puller valve (1) is used to hydraulically release the single ripper tine from the ripper frame. As button 
inside the machine cab is used to activate the pin puller valve. 
 
The status of all of the sensors and solenoids in the implement hydraulic system may be viewed through the 
Advisor™ panel or by using Cat ET. Using Advisor, select the Main Menu - Service - System Status - Implement 
menu to view the status. 
 
Figura 134 – Tanque hidráulico 
 
 
The hydraulic tank capacity is 228 liters (60.4 gal.). The tank is used to store the oil used to operate the 
implement and the demand fan systems. 
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Figura 135 – Parte inferior do tanque hidráulico 
 
 
Listed below are the components that can be found on the bottom of the hydraulic tank: 
1. – 
2. – 
3. – 
4. – 
5. – 
6. – 
7. – 
 
Figura 136 – lateral interna do tanque hidráulico 
 
 
Visible in the above illustration are the components located on the bottom rear of the hydraulic oil tank: 
1. – 
2. – 
 
 
 
 
 
 
 
 
 
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Figura 137 – bomba de implementos 
 
 
1. – 
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5. – 
 
Figura 138 – Grupo de válvulas de controle da lâmina 
 
 
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The purpose of the resolver manifold will be discussed later in this presentation. 
 
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The signals from the two implement pump pressure sensors are considered by the Implement ECM for the 
operation of several implement system strategies. The following list outlines when the sensors are used: 
 During the solenoid calibration routines for the implement pilot valves • (using Advisor™ or Cat ET), the 
Implement ECM looks for a drop in implement pump discharge pressure to determine the amount of 
solenoid current needed to move an implement. High pressure supply oil begins to flow past the main 
valve spool and out to the implement cylinders when the pilot pressure becomes great enough to move 
the implement control valve spool. This will cause a brief drop in pressure in that circuit. The drop in 
pressure causes a change in the electrical signal from the sensor indicating the valve spool has shifted. 
The Implement ECM will store the current value into memory. 
 
 The signal from the lift pump sensor is also used for the ripper AutoStow • strategy. When the operator 
presses the AutoStow switch, the Implement ECM energizes the ripper raise solenoid and the PCO 
valve solenoid and either the ripper tip in or ripper tip out solenoid, depending on how AutoStow is 
configured. The ripper will then raise until the end of the cylinder stroke is reached. The hydraulic 
system pressure rises and the sensor signal reflects the change in pressure when the end of cylinder 
stroke is attained. The Implement ECM will then de-energize the implement solenoids. 
 
 The Implement ECM looks for a change in the signal from either sensor during the operation of the ABA 
or the AutoCarry cycles. The change in signals indicate when the tilt cylinders have reached the end of 
stroke during the “spread” and “blade reset” segments of the automatic cycles, and when the lift 
cylinders have reached the end of stroke during the “raise” and “return” segments of the automatic 
cycles. 
 
Figura 139 – Grupo de válvulas lógicas 
 
 
The resolver (shuttle valve) manifold (1) is mounted to the right inner, rear frame rail belowthe dozer control 
valve assembly. The resolver manifold is used to direct the highest lift or tilt circuit work port pressure back to 
the diverter valve in the pressure reducing manifold. Highest work port pressure is directed back to the diverter 
valve through the port and hose (2) mounted to the top center of the resolver manifold. 
Lift and tilt cylinder work port pressures can be used as pilot oil pressure to shift the lift and tilt valves when 
there is no oil being supplied by the fan and pilot oil pump. With the machine key ON and the blade raised or 
tilted, the diverter valve in the pressure reducing manifold will allow work port pressure to flow through the 
manifold and then to the pilot valve manifold. 
Ripper lift cylinder rod end work port pressure is also sent to the resolver manifold through a hose and fitting. 
The ripper work port oil can be sent to the pressure reducing manifold, similar to the lift and tilt cylinder work 
port pressures, to be used as pilot oil. 
 
 
 
 
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Figura 140 – Coletor de redução piloto e acumulador de pressão 
 
 
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10. – 
11. – 
12. – 
13. – 
Note: The implement lockout solenoid is temporarily deactivated if the engine speed is less than 800 rpm. The 
Implement ECM will automatically activate the lockout solenoid if the following conditions are present: The 
implement lockout switch is not locked. and The speed of the engine is greater than 800 RPM. 
The solenoid is energized during normal machine operation. The pin puller assembly will operate regardless of 
the implement lockout feature. 
Oil that flows past the dead electric lower valve (7) or oil that flows past the pilot relief valve (8) combines with 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Figura 141 – Coletor de controle piloto eletro-hidráulico 
 
 
1. – 
2. – 
3. – 
4. – 
5. – 
 
Figura 142 – Componentes do coletor eletro-hidráulico 
 
 
The EH pilot manifold receives pilot supply oil from the pressure reducing manifold (11) after passing through 
the pilot oil filter. The EH pilot manifold contains eight proportional solenoid valves that receive PWM signals 
from the Implement ECM for operating the blade lift and tilt functions, and also the ripper raise and lower 
function. Proportional solenoids are also used for the ripper shank in and out function. 
 
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Each solenoid valve has a corresponding pressure port for checking the pilot pressure to the implement control 
valve except the RV solenoid. A plug must be removed and a pressure test port must be installed if the 
operation of the RV solenoid is to be checked. 
These nine solenoid valves are: 
 Blade raise or dozer raise solenoid (DR) (9); 
 PCO valve solenoid (RV) (8); 
 Blade tilt left solenoid (TL) (7); 
 Blade tilt right solenoid (TR) (6); 
 Blade lower/float or dozer lower solenoid (DL) (1); 
 Ripper shank out or tip out solenoid (TO) (2); 
 Ripper lower or ripper down solenoid (RD) (3); 
 Ripper shank in or tip in solenoid (TI) (4); 
 Ripper raise or ripper up solenoid (RU) (5); 
 
The solenoid plunger movement is proportional to the electrical current sent from the Implement ECM for blade 
and ripper control. Solenoid plunger position determines the amount of pilot oil pressure felt at the ends of the 
dozer lift and tilt spools. An increase in electrical current causes an increase in oil pressure which moves the 
dozer lift and the dozer tilt control valve spools proportionately. The electrical current sent to the blade lift, blade 
tilt, ripper raise, and ripper shank solenoids by the Implement ECM is in direct proportion to the amount of 
movement of the dozer and ripper controls by the operator. One ON/OFF solenoid is installed in the EH pilot 
manifold for engine overspeed protection. The RV solenoid provides pilot oil flow to the Pressure Compensation 
Override (PCO) valve in the dozer control valve assembly. The RV solenoid is ENERGIZED during periods of 
engine overspeed and ripper operation which allows pilot oil to flow to the PCO valve. 
Figura 143 – Válvula de controle da lâmina 
 
 
 
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The dozer lift control valve has four positions: RAISE, HOLD, LOWER, and FLOAT. The operation of the lift 
spool (15) is hydraulically controlled by pilot oil from the EH pilot valve manifold. When the valve spools in both 
the dozer control valve and the ripper control valve are in the HOLD position, the pressure of the supply oil (from 
both the tilt and lift sections of the pump) through the dozer control valve is maintained at approximately 700 
kPa (100 psi) by the dump valve (3). 
The dozer lift spool is a “closed-center” spool, and the blade tilt spool (2) is an “open-center” spool. In this view, 
both spools are in the HOLD (or center) position. Oil from the lift pump section (9) enters the valve and fills the 
chamber in the center of the valve body. Flow from the tilt section (7) of the pump enters the valve body, flows 
around the open-center tilt spool, and joins with the oil from the lift section in the center chamber. All the oil 
around the closed-center lift spool is blocked. Because both spools are in the HOLD position, no oil flows to or 
from the lift cylinders (10) and 
(17) and the tilt cylinders (4) and (5), and the load check valve (6) does not open. The load check valve prevents 
reverse oil flow from the implement cylinders when the main valve spool moves from the HOLD position and 
system pressure is lower than the cylinder, or work port pressure. Without the load check valve, the implement 
could drift down slightly (droop) as the lift spool begins to move. The load check valve will open to allow supply 
oil, from the lift pump, to flow around the valve spool when the system pressure is higher than the work port 
pressure. 
 
The spring for the dump valve plus the pressure of the oil in the tank have a combined force that provides a 
restriction to flow. When the pressure in the center chamber increases above the spring force plus the tank oil 
pressure, the dump valve will open and permit the combined flow from the two sections of the pump to return to 
the tank. With both spools in the HOLD position, the dump valve provides a constant low system pressure which 
is available for instant implement response or for “feathering” action of the controls when activated by the 
operator. 
The resolver (shuttle) valve (13), in the resolver manifold, resolves which hydraulic function (dozer raise and 
lower or ripper) will provide pressure feedback to the spring chamber of the dump valve. The shuttle valve is 
spring biased to the dozer lift and lower function. The stem shifts to the right when the pressure compensation 
override solenoid valve is ENERGIZED. This condition occurs when the ripper function is requested by the 
operator or during an engine overspeed condition. When the pressure compensation override solenoid valve is 
DE-ENERGIZED, oil flows to the end of the resolver (14) causing the resolver to shift to the right. The spring 
chamber of the dump valve is now connected to the tank. Tank pressure is transmitted through passages in the 
lift spool, when in the HOLD condition, and then to the signal resolver valve (12). Tank pressure is next 
transmitted to the resolver and finally the spring passage of the dump valve. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Figura 144 – Válvula de controle da lâmina 
 
 
This view of the dozer control valve shows spool movement and oil flow when the control lever is moved to the 
blade RAISE position. Movement of the dozer lift spool (13) to the RAISE position opens the chamber at the left 
center of the spool, which is connected to the rod end (15) of the lift cylinders. Since the oil around the lift spool 
is no longer blocked, pressurized oil from the center chamber of the valve body can open the load check valve 
(4) and flow around the lift spool then out to the rod end of the lift cylinders. 
At the same time that pressurized oil is sent to the lift cylinders, oil also flows to the signal resolver valve (10). 
The signal resolver valve operates similarly to a check valve. When the lift spool is in the RAISE position, the 
signal resolver valve permits pressurized oil to flow to the resolver (11), but blocks flow to the head end (8) of 
the lift cylinders and tank at the right end of the ball resolver valve. During blade RAISE, the lift cylinder rod end 
pressure is transmitted to the spring chamber of the dump valve (1) through the signal resolver and the resolver. 
The dump valve uses the rod end cylinder pressure plus the spring force to move the dump valve to the right 
until the supply pressure is 700 kPa (100 psi) above the cylinder work port pressure. 
 
Flow control and fine modulation are possible because of the constant 700 kPa (100 psi) pressure behind the 
dump valve. If the pressure in the dump valve spring chamber reaches approximately 24135 kPa (3500 psi) for 
the D11T CD or approximately 22700 kPa (3292 psi) for the D11T Tractor, due to cylinder load, the lift relief 
valve (16) will open and drain excess pump flow to the tank. An additional condition can exist during dozer 
operation which is referred to as “feathering the blade.” If the operator moves the control handle a small 
distance to gradually raise the blade, flow to the cylinders goes through the throttling slots (machined cuts) in 
the lift spool. Flow through the throttling slots can create the same effect as an orifice by restricting the flow of oil 
to the lift cylinders. This restriction to flow causes a pressure difference between the oil in the center chamber of 
the valve body (system pressure) and the oil transmitted to the spring chamber of the dump valve (work port 
pressure). If the pressure difference is greater than the spring force, the dump valve will open and permit some 
of the pump flow to return to the tank at the same time that oil is flowing to the lift cylinders. 
 
 
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Figura 145 – Válvula de controle da lâmina 
 
 
During a BLADE FLOAT condition, the combined high pressure oil from the lift section and the tilt section of the 
implement pump flows past the internal load check valve (2) to the blade lift spool. The rod ends of the lift 
cylinders (11) are open to tank when the blade lift spool (9) is shifted all the way to the left. However, the head 
ends of the lift cylinders (4) are only partially open to the tank passage. The head ends of the lift cylinders are 
partially open to the pump supply passage, also. This results in a slight pressure in the head-end of both lift 
cylinders. Although the blade will follow the contour of the ground in FLOAT, there is a slight resistance to the 
blade rising and the blade is quick to fall. 
Because the head ends of the lift cylinders have a slight pressure present, the signal passage from the head 
ends of the lift cylinders to the signal resolver valve (6) are at the same pressure. This slight pressure shifts the 
resolver, allowing this low pressure to be felt at the ends of the lift relief valve (12) and the dump valve (1). 
Although there is a slight pressure in the chamber between the lift relief valve and the dump valve, the high 
pressure oil in the lift circuit keeps the dump valve in the open position so that most pump flow is returned to 
tank. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Figura 147 – Válvula de controle da lâmina 
 
 
The tilt spool (8) has three positions: TILT RIGHT, HOLD, and TILT LEFT. The tilt spool is hydraulically 
operated by pilot pressure (6) (10) from the EH pilot manifold. 
Pilot oil flows to the left side of the tilt spool during a command to tilt right. The spool shifts to the left and allows 
tilt pump oil to flow out of the tilt right (3) work port and to the left tilt cylinder. Displaced oil from the head end of 
the right tilt cylinder is allowed to flow back to the tilt spool through the left tilt (4) work port and then to the tank. 
A load check valve (2) will prevent the blade from tilting until there is sufficient flow available to overcome any 
work port pressure in the tilt circuit. The tilt relief valve (1) will protect the tilt cylinders and blade linkages from 
damage in the event of high tilt circuit pressures. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Figura 148 – Válvula de inclinação dupla 
 
 
1. – 
2. – 
3. – 
4. – 
5. – 
6. – 
7. – 
 
NOTE: Test fittings are installed in the left and right tilt cylinder line ports. The fittings are for end of line testing 
only. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Figura 149 – Operação da válvula de inclinação dupla 
 
 
The above illustration shows the dual tilt solenoid (08) in the SINGLE TILT RIGHT condition. The operator may 
set SINGLE TILT as the default tilt mode using the Advisor panel. This condition results in the tilt coil (6) being 
ENERGIZED. 
When ENERGIZED, the solenoid directs pilot oil to the top of the dual tilt spool (10), moving the spool down. 
With the dual tilt spool in this position, the right tilt cylinder (3) is isolated from the circuit and acts as a brace to 
provide the mechanical leverage needed to tilt the blade. When the operator moves the dozer control lever to 
the right, tilt pump supply oil from the tilt control valve flows out to the head end of the left tilt cylinder. The left tilt 
cylinder rod extends and forces the rod end oil back to the dual tilt valve. The rod end oil flows around the dual 
tilt spool inside the dual tilt solenoid. The passages to the right tilt cylinder are blocked by the dual tilt spool. The 
left tilt cylinder rod end oil is allowed to flow back to the tank through the tilt control valve. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Figura 150 – Operação da válvula de inclinação dupla 
 
 
The above illustration shows the dual tilt solenoid (8) in the DUAL TILT RIGHT condition. This is the default 
mode of operation unless the operator has set the default tilt mode to single tilt, using Cat Advisor. The tilt 
solenoid coil is always DE-ENERGIZED in the dual tilt mode and the dual tilt spool (10) remains centered by the 
springs on either end of the spool. 
When the operator moves the dozer control lever to the right, commanding the TILT RIGHT function, the tilt 
control valve operates in the fashion described previously. The pump supply oil from the head end passage of 
the blade tilt control valve flows out to the head end of the left tilt cylinder (2). 
The left tilt cylinder rod extends and forces the left tilt cylinder rod end oil out to the dual tilt valve. The left 
cylinder rod end oil flows around the dual tilt spool and out to the rod end of the right tiltcylinder (3). The right tilt 
cylinder rod retracts. The right tilt cylinder head end oil is then forced back to the dual tilt spool where it flows 
around the spool and returns to the rod end passage of the blade tilt control valve as return oil. 
For DUAL TILT LEFT, the flow of oil through the tilt circuit is reversed. In the DUAL TILT LEFT condition, the left 
tilt cylinder rod retracts and the right tilt cylinder rod extends. The status of the dual tilt solenoid, the dozer 
control lever tilt position sensor, the rotary thumb switch (position sensor) on the dozer control lever, and the 
trigger switch on the dozer control lever may be viewed through the Advisor™ panel (Service/System 
Status/Implement screens) or by using Cat ET. 
 
NOTE: D11T and D11T CD Machines are equipped with the Auto Blade Assist (ABA) feature. Blade 
positions for ABA are LOAD, CARRY, and SPREAD (or DUMP). All three of these functions automatically 
activate the dual tilt valve and the tilt control valve and will PITCH FORWARD or RACK BACK the blade to 
preset positions. These positions can be adjusted using Cat Advisor™. Briefly, these three blade positions 
are defined as: 
 
 LOAD position is when the dozer blade is pitched slightly forward for • an aggressive cutting edge angle 
to LOAD the blade. 
 
 CARRY position is when the dozer blade is racked back in a fully • retracted, non-aggressive cutting 
edge angle so that the blade tends to CARRY material. 
 
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 SPREAD position is when the dozer blade is pitched fully forward to • quickly and cleanly empty the 
dozer blade and SPREAD the material. The blade may be raised and lowered manually, using the 
implement control lever, during these automatic cycles without interrupting the cycles. 
 
Figura 151 – Operação da válvula de inclinação dupla 
 
 
The above illustration shows the dual tilt solenoid in the PITCH FORWARD condition. To pitch the blade 
forward, the operator must move the thumb rocker switch on the dozer control lever to the right or depress the 
trigger switch on the front of the dozer control lever. 
When the pitch coil is ENERGIZED, pilot oil is allowed to flow to the bottom of the dual tilt spool (10). The spool 
will shift UP as a result of the pilot oil acting on the end of the spool. 
Tilt pump supply oil flows from the tilt control valve spool to the head end of the left tilt cylinder (1) when the 
operator requests a blade PITCH FORWARD movement. Oil displaced from the rod end of the left tilt cylinder 
flows to the center passage of the dual tilt valve assembly . The center passage of the dual tilt valve is open to 
the passage of the head end of the right tilt cylinder (3) and the right tilt cylinder rod begins to extend, causing 
the blade to pitch forward. Since the left tilt cylinder has a larger bore than the right tilt cylinder, the amount of oil 
displaced by the left cylinder will allow the blade will pitch forward evenly. Right tilt cylinder oil is returned to the 
tank through the lower chamber of the dual tilt valve and the tilt control valve. 
 
 
 
 
 
 
 
 
 
 
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Figura 152 – Válvula de controle do riper 
 
 
1. – 
2. – 
3. – 
4. – 
5. – 
6. – 
7. – 
8. – 
9. – 
10. – 
11. – 
 
Figura 153 – Válvula de controle do riper 
 
 
Using the valve and hydraulic circuit explanations from the previous pages, you can use the above 3D 
illustration to describe the flow of oil through the lift valve, tilt valve, angle valve, and inlet manifold. Trace the 
flow of signal oil through the shuttle valves (resolvers) and the signal passages. 
Single left click on the above image to activate the three dimensional image. Activation of the image may take a 
few seconds. When the image is activated, a tool and menu bar will appear at the top of the image. 
Rotate the three dimensional image by left clicking the image, holding down the left mouse button, and moving 
the mouse around in the image space. The image will rotate in the “X” and “Y” axis as the mouse is moved 
around in circles. As the image is rotated, the passage and port relationships can be seen through the 
transparent metal of the components. 
Alternately holding down the SPACEBAR, CTRL key, or SHIFT key while dragging the mouse will change the 
position and zoom level of the image. Pressing the 
 
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SPACEBAR, CTRL key, or SHIFT, will cause the image to move along the “Z” axis. The menu bar at the top of 
the image space can be used to display additional assembly information, assembly views, assembly part 
numbers, and image lighting effects. 
 
NOTE: Adobe Acrobat Reader® or Acrobat Professional® version 8.1 or newer must be used to view the above 
three dimensional image. 
 
Figura 154 – Solenóide do pino do Shank 
 
 
1. – 
2. – 
3. – 
4. – 
5. – 
6. – 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Figura 155 – Operação da válvula de controle do riper 
 
 
The ripper control valve contains two “closed-center” spools. One spool controls ripper RAISE and LOWER. The 
other spool controls ripper SHANK IN and SHANK OUT. The ripper control valve contains the following major 
components: 
Ripper Raise Spool (5): A closed-center valve that controls the flow of oil to and from the ripper lift cylinders. 
The ripper raise spool also sends oil to an external signal resolver, which in turn sends the oil through the series 
of resolvers in the resolver network and then to the diverter valve in the pressure reducing manifold when in the 
RAISE or LOWER position. 
Ripper Tip Spool (9): A closed-center valve that controls the flow of oil to and from the ripper tip cylinders. No 
oil is sent to the series of resolvers in the resolver network during a ripper tip function. 
Load Check Valve (1): The load check valve prevents reverse oil flow from the implement cylinders when the 
main valve spool moves from the HOLD position and system pressure is lower than the cylinder, or work port 
pressure. The implement would drift slightly (droop) before moving as commanded without the load check valve. 
The load check valve will open to allow supply oil to flow through the control valve when the system pressure 
becomes higher than the work port pressure. 
 
Makeup Valves (not shown): There are two makeup valves present in the ripper control valve. The makeup 
valves open whenever workport pressure falls below tank pressure. One makeup valve is in the head end circuit 
for ripper raise and will open if the ripper falls faster than the pump’s ability to supply oil to the head end of the 
ripper lift cylinders. The other makeup valve is in the rod end of the circuit for the ripper tip and will open if the 
ripper shank (tip) is forced rearward when using the ripper. 
Ripper Warming Valves (7) and (13): These valves allow a small amount of oil to flow through the ripper valve 
assembly to warm the valve spools when the machine is operated in cold ambient temperatures. The ripper 
control valve contains no relief valves or dump valves. The PCO pilot valve on the EH pilot manifold is 
energized during any ripper operation. The PCO pilot valve sends pilot oil to the end of the shuttle valve 
(contained in the dozer valve) to shift the valve. High pressure pump supply oil is directed by the shuttle valve to 
the passage between the lift dump valve and the lift relief valve when the shuttle valve shifts. This strategy 
closes the lift dump valve to block the flow of combined pump supply oil to tank and also uses the lift reliefvalve 
as the relief valve for the ripper circuit. 
 
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Figura 156 – Operação da válvula de queda rápida 
 
 
Supply oil from the dozer control valve enters the quick-drop valve through the rod end inlet passage (1) when 
the dozer control lever is moved from a HOLD to a RAISE position. The oil flows through the large orifice and is 
then directed to the rod end of the lift cylinder. A small amount of oil also flows through the small orifice (2) and 
fills the spring chamber behind the plunger (6). Oil also flows through a small passage in the spool and fills the 
chamber at the right end of the spool. 
The pressure of the oil in the spring chamber adds to the force of the spring. The combined pressure and spring 
force pushes the plunger to the right, against the valve spool (4). The force of the plunger is greater than the oil 
pressure at the right end of the valve spool, so the spool remains shifted to the right. This condition causes all of 
the oil entering the quick-drop valve to be directed to the rod ends of the lift cylinders and all of the oil from the 
head ends of the lift cylinders to return to the tank through the head end passage (9) of the quick drop valve and 
then through the dozer control valve. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Figura 157 – Operação da válvula de queda rápida 
 
 
Blade lowering is controlled when the dozer control lever is moved to a BLADE LOWER position that is less 
than approximately 80% of full lever travel. The flow of oil that can pass through the dozer control valve at any 
given spool position is a function of the pressure difference across the spool and the temperature of the oil. 
As stated earlier, the quick-drop valve is activated by high oil flow from the lift cylinder rod end in combination 
with low lift cylinder head end pressure. For this reason, the actual position of the control lever, when the quick-
drop valve is actuated, can vary based on oil temperature and the weight of the blade. 
When the dozer control lever is moved to a controlled LOWER position, supply oil from the dozer control valve 
enters the quick-drop valve through the head end inlet passage (9) and flows through the passage to the head 
end of the lift cylinders. 
The oil being forced from the rod end of the cylinders returns through the quick-drop valve rod end inlet passage 
(1) and then through the dozer control valve to the tank. 
Because of the weight of the blade and the resistance to oil flow through the quick-drop valve and the control 
valve, the pressure of the rod end oil may be higher than that of the head end oil. The flow of cylinder rod end oil 
through the quick-drop valve’s large orifice (3) and also through its small orifice (2) (into the spring chamber) is 
not high enough to create a large pressure difference between the oil in the rod end inlet passage and the oil 
behind the plunger (6). 
 
The spring force and oil pressure in the spring chamber are still greater than the oil pressure at the right of the 
valve spool (4). This keeps the plunger and the valve spool shifted to the right and all of the oil leaving the rod 
end of the lift cylinder returns through the dozer control valve to the hydraulic tank. 
 
 
 
 
 
 
 
 
 
 
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Figura 158 – Operação da válvula de queda rápida 
 
 
When the dozer control lever is moved forward to a position that exceeds approximately 80% of lever travel and 
the blade is raised above the ground, the cylinder head end pressure is lower than the rod end pressure, and 
the quick-drop valve is activated. The blade will drop very rapidly until it contacts the ground. The oil flow for a 
quick-drop is the same as the controlled lower except that some of the oil leaving the rod end of the lift cylinder 
is directed into the head end of the cylinder. 
When the flow of rod end oil through the large orifice (3) is high enough, the large orifice restricts the oil flow to 
the dozer control valve. The pressure of the oil flowing through the small orifice (2) into the spring chamber is 
the same pressure as the oil returning to the dozer control valve. This creates a large pressure differential 
between the rod end inlet passage (1) at the right end of the valve spool and the combined oil pressure and 
spring force at the left end of the plunger (6). The valve spool and plunger will shift to the left and permit oil 
leaving the rod end to supplement the supply oil filling the head end of the lift cylinders. During a rapid blade 
drop, the rod end pressure will be higher than the head end pressure due to the blade weight. The resulting 
pressure differential and valve movement allows the rod end oil to flow to the head end of the cylinder and helps 
minimize cylinder voiding. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Figura 159 – Operação da válvula de queda rápida 
 
 
When down pressure must be applied to the blade, the operator moves the dozer control lever forward to the 
LOWER position. High pressure supply oil from the dozer control valve flows into the quick-drop valve through 
the head end inlet passage (9) and is sent to the head end of the lift cylinders. 
Simultaneously, this high pressure supply oil fills the chamber at the left end of the valve spool (4). The head 
end pressure of the supply oil increases as the resistance to downward blade movement increases. The flow of 
oil from the rod end inlet passage (1) is near tank pressure, as is the pressure of the oil at the right end of the 
valve spool. The flow of oil returning through the large orifice (3) and the oil returning to the dozer control valve 
are also near tank pressure. This causes the oil pressure in the spring chamber at the left end of the plunger (6) 
to also be near tank pressure. 
Since the pressure in the chamber at the left end of the valve spool is greater than the pressure at the right end, 
the valve spool shifts to the right. The pressure at the right end of the plunger is less than the combined 
pressure and spring force at the left end of the plunger, so the plunger is shifted to the left against the force of 
the spring. All of the oil from the dozer control valve is then sent to the head end of the lift cylinders and all the 
rod end oil is returned through the dozer control valve to the tank. 
 
Controls Active Test Override 
The feature of controls active test override is provided as an aid to the service person. The service person uses 
this feature to open the radiator guard hydraulically. The controls active test override will disable the controls 
active test. The controls active test override allows the implements to be active during engine cranking. Use 
caution when you use the controls active test override. The implements are always active. The controls active 
test override is activated by installing the crank without inject plug in the engine harness. 
The crank without inject feature provides a means of cranking the engine without starting the engine. A harness 
plug is located close to the engine ECM. The harness plug is changed to enable this feature. The crank without 
the inject plug is read only when the key is in the ON position. The engine ECM sends a signal to the Implement 
ECM while the engine is being cranked. The signal is telling the Implement ECM that the engine is cranking 
without injecting fuel. The Implement ECM will override the controls active test. The ECM will allow activation of 
the electro-hydraulic system, when the Implement ECMreads this status. This status can be viewed on the 
Caterpillar Electronic Technician (Cat ET). 
 
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12.2 Exercícios 
 
Utilizando a apostila do treinamento e as informações coletadas pelos participantes, este exercício demonstrará 
os conhecimentos obtidos sobre o sistema hidráulico dos implementos, durante o treinamento teórico. 
 
Material Necessário: 
1 – Folha de Exercícios 
 
EXERCICIOS DE FIXAÇÃO 
 
 
4) Marque V para verdadeiro e F para falso de acordo com as afirmações abaixo. Em caso de ser falsa, 
reescreva a afirmação de maneira correta. 
 
( ) O Trator de esteiras D11T possui um sistema hidráulico sensível a carga aplicado ao sistema de 
implementos. 
 
 
 
( ) O fluxo hidráulico para o sitema de elevação e inclinação é fornecido por uma unica bomba de 
engrenagens simples; 
 
 
 
( ) O sistema hidráulico do trator de esteiras D11T possui um trocador de calor de óleo arrefecido por 
liquido de refrigeração, com uma válvula termostática que permite que o óleo passe por fora do trocador 
durante uma condição de alta temperatura do óleo hidráulico para evitar danos ao trocador de calor. 
 
 
 
( ) A preção piloto para a entrada do solenóides dos implementos apresentará diretamente a mesma 
intencidade da pressão do circuito da hélice, devido a ser a mesma bomba para ambos os circuitos. 
 
 
 
( ) O acumulador instalado no circuito piloto tem como função fornrcer uma reserva de pressão para 
abaixamento dos implementos com o motor desligado, e sitema elétrico funcionado, além de mater a linha 
piloto estável trabalhando como um suavizador de picos de pressão. 
 
 
 
5) Enumere a coluna da direita de acordo com a coluna da esquerda. 
 
1) Válvula de alívio da elevação; ( ) Mantem uma pressão de aproximadamente 525 ± 30 
psi em sua saída; 
2) Válvula de descarga da inclinação; ( ) Utilizada para permitir a atuação dos implements do 
riper e ajuda a evitar overspeed do motor; 
3) Grupo de válvulas lógicas; ( ) Permite o fluxo de óleo para o tanque mantendo uma 
pressão de100 psi na linha dos implementos quando ambos os 
carretéis de implementos estão em FIXAR; 
4) Válvula de queda rápida; ( ) Somente poderá ser testada através do circuito do 
riper; 
5) Válvula redutora de pressão piloto; ( ) Limita a máxima pressão no circuito piloto em caso de 
falha da válvula redutora de pressão; 
6) Válvula solenóide PCO; ( ) Permite as mudança entre os modos de inclinação e o 
tombamento da lâmina; 
7) Válvula de alívio piloto; ( ) Evita a cavitação durante movimentos súbitos de 
abaixamento da lâmina; 
8) Válvula de descarga de elevação e riper; ( ) Pemite a utilização da pressão de sustentação do 
cilindro como pressão piloto para controlar os implementos com 
motor desligado; 
9) Válvula de inclinação dupla. ( ) Libera a maior parte do fluxo de óleo durante a 
operação de alívio do circuito de inclinação;Advisor™. 
 
The D11T can also be equipped with optional attachments such as an engine pre-lubrication system, a cold 
weather arrangement, a fan bypass arrangement, dual tilt blade control with the Automatic Blade Assist (ABA) 
feature, and AutoCarry. The D11T can be ordered ready to accept the Computer Aided Earthmoving System 
(CAES). 
 
New features on the updated D11T are: 
 Tier 4 Final C32 engine with ACERT technology; 
 Updated operator’s station (common cab); 
 Updated monitoring system including VIMS™ 3G and Cat Monitoring; 
 System Display (CMSD) module; 
 Operator present strategy (operator present switch in cab seat); 
 Engine shutdown features (delayed engine shutdown, engine Idle shutdown, and emergency shutdown 
override position on key start switch); 
 Automation keypad (controls Auto Blade Assist (ABA), Automatic Ripper • Control, and AutoCarry) 
 Ground level service Center; 
 Engine lockout switch and battery disconnect switch now use a lockout-• tagout (LOTO) lever design for 
added safety; 
 
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 New secondary power train oil filter (torque converter charge filter has been eliminated) 
 Single variable-speed fan pump (supplemental fan pump has been removed); 
 Oil-to-air hydraulic oil cooler replaces the oil-to-water hydraulic oil cooler; 
 AMOCS radiator has been replaced by a two-piece, aluminum bar plate core design; 
 
Figura 2 – Localização dos components para o D11T 
 
 
This image shows the location of the following main power train and hydraulic system components which are 
the same as the earlier model D11T: 
 
 Hydraulic demand fan pump (1); 
 Implement pump (2); 
 Pilot supply manifold (3); 
 Right final drive (4); 
 Implement control valve (5); 
 Steering and brake control valve (6); 
 Ripper control valve (7); 
 Transmission (8); 
 Left final drive (9); 
 Power train pump (10); 
 Torque divider (11); 
 Power train pump drive shaft (12). 
 
 
 
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This chart shows the similarities and differences between the major machine systems in the updated D11T and 
the earlier model D11T. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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7 Controles da Cabine do Operador 
 
 
 
O propósito deste módulo é permitir ao participante descrever as principais caracteristicas e funções dos 
controles aplicados em um Trator de Esteiras D11T bem como sua descrição de atuação no equipamento. 
 
7.1 Objetivos: 
 
Utilizando a apostila do aluno, o participante será capaz de: 
1 – Descrever os componentes principais localizados na cabine do operador bem como a sua função no 
equipamento 
2 – Descrever os componentes e funcionamento do sistema de ar condicionado HVAC; 
3 – Conhecer os modos de ajustes dos controles do operador. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Figura 8 – Cabine do operador 
 
 
OPERATOR'S COMPARTMENT 
 
The operator's compartment for the D11T incorporates the "Common Cab" design, which is used on the D8T, 
the D9T, and the D10T Track-type Tractors. The cab is eight inches wider than the cab used for previous track-
type tractor models. The cab has wider doors that open 20° further for easier entry and exit. It contains more 
glass area which allows better overall visibility for the operator. 
 
An electric window wiper and washer system is provided on the front window, rear window, and both left and 
right doors. 
Standard exterior lighting is comprised of three lamps mounted on the cab (two front and one rear), two lamps 
on the blade lift cylinders, two lamps in each side of the front fender, and two lamps in each side of the rear 
fender. The standard seat for the D11T is a cloth seat with air suspension. A heated and ventilated cloth seat 
with air suspension is available as an attachment. 
 
The new cab design also includes: 
 
 - 
 - 
 - 
 - 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Figura 9 – Controles do console esquerdo 
 
 
1. _ 
2. – 
3. – 
4. – 
5. – 
Figura 10 – Controles do sistema de transmissão 
 
 
1. _ 
2. – 
3. – 
4. – 
 
The status of the F/N/R direction lever position sensor (percent of duty cycle/percent of lever position), the 
transmission upshift and downshift switches, and the parking brake switch may be viewed through the Advisor™ 
panel (Service/System Status/Power train screens) or by using Cat ET. 
 
NOTE: When the parking brake is engaged, the secondary brake solenoid is also energized, as a back-up 
measure. 
 
 
 
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Figura 11 – Controles do console direito 
 
 
 
This image shows the components on the right side of the cab. The key start switch (1) is located below the 
Advisor panel (2). The automation keypad (3) and light switches (4) are located on the right pillar. Components 
on the right console are: 
1. _ 
2. – 
3. – 
4. – 
5. – 
6. – 
7. – 
8. – 
9. – 
10. – 
11. – 
Figura 12 – Joystic de controle da Lâmina 
 
1. _ 
2. – 
3. – 
4. – 
 
 
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Figura 13 – Joystic de controle do Riper 
 
1. _ 
2. – 
3. – 
4. – 
 
Two LEDs above the ARC button on the automation keypad will illuminate. ARC adjusts the ripper height and 
engine speed to maintain optimum drawbar pull. Manually operating the ripper controls will override the ARC. 
However, once the ripper control is released, the ARC will reactivate. To deactivate the ARC, press the yellow 
auto stow button, the thumb rocker switch, or the ARC button on the keypad. Placing the machine in reverse will 
also deactivate the ARC. 
ARC will deactivate and not allow activation if any of the following occur: 
 Parking brake engaged; 
 Operator not present; 
 Implement lockout on; 
 Incorrect gear (neutral, reverse, or a gear above 1F); 
 Service Brake On; 
 Auto Stow Active. 
 
There are three auto stow positions that may be configured: 
 
 Ripper raise; 
 Ripper raise/shank in; 
 Ripper raise/shank out. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Figura 14 – Painel de Interruptores e Controles auxiliares 
 
1. _ 
2. – 
3. – 
4. – 
5. – 
6. – 
7. – 
8. – 
9. – 
10. – 
11. – 
12. – 
13. – 
 
Figura 15 – Interruptores do console direito 
 
 
The engine speed control switch changes engine idle speed. Press the top of the switch for high idle and the 
bottom for low idle. The engine speed can be set at intermediate steps between low idle and high idle by initially 
setting the engine speed to high idle. Set the desired engine speed by depressing the decelerator pedal, then 
press and hold the top of the switch for three seconds. This will electronically lock the engine speed at this 
setting. 
 
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1. _ 
2. – 
3. – 
4. – 
5. – 
Figura 16 – Introdução ao equipamento 
 
 
1. _ 
2. – 
3. – 
 
The HVAC controls are mounted on the left side of the front headliner. 
The HVAC fanspeed control dial (1) has four speed settings for the blower fan motor. The HVAC temperature 
control dial (2) sends a signal to the Power Train ECM and has two operating modes dependent on the position 
of the HVAC mode switch (3). 
The HVAC mode switch has three positions. In the center position, the AC will be OFF and the Implement ECM 
will control the cab temperature based on only the position of the temperature control dial. 
In the top (snowflake) position the AC will be ON and the Implement ECM will control the cab temperature 
based on only the position of the temperature control dial. 
In the bottom (AUTO) position the AC will be ON and the Implement ECM will control the cab temperature 
based on the position of the temperature control dial and the cab temperature. 
NOTE: Running the blower at the maximum setting maximizes cab pressurization, which assists in keeping 
dust/debris out of the cab. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Figura 17 – Tabela do sistema de Ar Condicionado 
 
 
This chart shows the status of the main components in the HVAC system based on the HVAC mode switch 
position. 
When the HVAC mode switch is in the center position (OFF mode), the compressor clutch will not be engaged 
so the air conditioning will be OFF. The Implement ECM controls the position of the water control valve spool 
proportionally as the temperature control dial is rotated from full cool (counterclockwise) to full warm (clockwise). 
When set to the fully cool position, the water valve spool will be set to the fully closed position. 
While operating in the manual A/C mode (top of switch depressed), the compressor clutch solenoid is controlled 
by the Implement ECM. Cycling of the clutch is controlled by the high and low pressure switches mounted in the 
compressor suction and discharge lines, and the evaporator temperature sensor. The Implement ECM will still 
control the position of the water control valve based on the position of the temperature control dial. 
When the HVAC mode switch is in the OFF mode or the AC mode, the actual air discharge temperature will be 
dependent on the temperature of the air drawn into the HVAC housing by the blower fan. The temperature of 
the louver outlet air will be affected by sun loading of the cab and also outside ambient air conditions as the 
machine operates. 
 
Pressing the bottom of the mode switch sets the HVAC system to the auto A/C mode. In the AUTO mode, the 
Implement ECM controls the position of the water control valve spool and cycling of the compressor clutch coil 
to maintain a cab air temperature between approximately 10°C (50°F) and 32°C (89.6°F). 
The Implement ECM monitors the cab air recirculation temperature sensor, and the HVAC housing air duct 
outlet sensor. The Implement ECM monitors the difference in the signals from the two temperature sensors. 
It is important to remember that the function of the temperature control dial is different between the manual and 
auto modes of operation. 
In the manual mode, the Implement ECM uses the temperature control dial setting as a water valve spool 
setting request instead of a temperature request. For example, if the temperature control dial is set in the center, 
the Implement ECM opens the water valve spool to the center position. In the AUTO mode, if the temperature 
control dial is set in the center position, the Implement ECM attempts to maintain the cab temperature at 
approximately 22°C (71°F). The water valve spool may not be in the center position. The ECM will command the 
water valve spool to the appropriate position to maintain the desired cab temperature. 
 
 
 
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Figura 18 – Filtro de entrada de ar na cabine 
 
1. _ 
2. – 
3. – 
4. – 
 
The cab air filter housing (1) is located on the left side of the machine next to the cab and contains a single filter 
element (2). Fresh air is drawn into the filter housing through the optional precleaner (3) and then passes 
through the filter and flows to the HVAC unit through the outlet duct and tube (4). 
NOTE: Please refer to the Operation and Maintenance Manual SEBU8499 for servicing and cleaning of the filter 
element. 
 
Figura 19 – Pedais de controle 
 
 
1. _ 
2. – 
 
 
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When the brake pedal is depressed, a the brake pedal position sensor sends a signal to the Power Train ECM. 
The ECM sends a corresponding signal to the electronically controlled steering and brake valve. The brakes are 
fully engaged when the pedal is completely depressed. 
During normal operation, the machine operates at high idle. When the decelerator pedal is depressed, the 
decelerator position sensor sends a signal to the Engine ECM. The ECM sends a corresponding signal to the 
fuel injectors to decrease engine speed. 
Intermediate engine speeds are attained in the following manner: 
 Set the high/low idle switch to the HIGH IDLE position. 
 Depress the decelerator pedal to the desired engine speed. 
 Press and hold the high idle (rabbit) side of the high/low idle switch for approximately three seconds. 
 Release the switch to set the intermediate engine speed. 
 
The engine speed may then be decreased from this intermediate engine speed by again depressing the 
decelerator pedal. The engine speed will return to the intermediate setting when the decelerator pedal is 
released. The intermediate engine speed setting may be cancelled by pressing either the high idle (rabbit) or 
low idle (turtle) side of the switch again. The status of the brake pedal position sensor (percent of duty 
cycle/percent of pedal position) and the secondary brake switch may be viewed through the Advisor panel or 
with Cat ET. The status of the decelerator pedal position sensor (percent of duty cycle/percent of pedal position) 
may also be viewed through the Advisor panel or with Cat ET. 
 
Figura 20 – Interruptor de Partida 
 
 
ENGINE SHUTDOWN FEATURES 
New software in the Engine ECM allows the engine to continue to run for a period of time after the key start 
switch has been turned OFF. There are two shutdown features performed by the Engine ECM. 
Delayed Engine Shutdown automatically delays engine shutdown to ensure proper cool down. The Delayed 
Engine Shutdown feature can be enabled or disabled using Cat ET or the monitoring system. 
Engine Idle Shutdown allows engine shutdown to occur after a predetermined time period expires. The time 
period can be configured using Cat ET or the monitoring system. 
The key start switch is now equipped with a STOP position (arrow) to the left of the 
OFF position. The STOP position disables the delayed engine shutdown feature. The key must be held in the 
spring-loaded STOP position until the engine has fully shut down. After engine shutdown, an “Operator Override 
Hot Shutdown” (2s Warning) is displayed for 15 seconds and the action lamp flashes. 
 
 
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Figura 21 – Portas de comunicação com ferramenta externa 
 
 
The following electrical ports are located behind the right armrest: 
 VIMS communication port (1) 
 Cat ET port (2) 
 12-volt power outlet (3) 
 Three-pin power receptacle (4) 
The three-pin power receptacle can be used to power electrical equipment or accessories from two different 
circuits. One circuit supplies 12 volts of power only when the engine start switch is in the ON position. The other 
circuit will supply 12 volts of power when the engine start switch is in either the ON or the OFF position. 
A 154-9969 Connector Kit is availabe to enableconnection to the 12 V three-pin power source. 
 
Figura 22 – Painel de fusíveis e relés 
 
 
The new machine fuse panel (1) is behind the acces door (2) located below the left console at floor level. The 
fuse panel is protected by a sealed, weatherproof cover (not shown). 
Visible are the fuses (3), relays (4), and fuse extraction/insertion tool (5). 
A 24 V to 12 V power converter (not visible) for the 12 V machine accessory receptacles, and other systems 
requiring a 12 V supply, is located behind the fuse panel. 
 
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8 Painel Advisor 
 
 
 
O propósito deste módulo é permitir ao participante descrever as principais caracteristicas do painel de 
monitoramento aplicado em um Trator de Esteiras D11T bem como seus menus de acesso e seus alarmes de 
advertência. 
 
8.1 Objetivos: 
 
Utilizando a apostila do aluno, o participante será capaz de: 
1 – Descrever os componentes principais do sistema de monitoramento e o sistema de comunicação entre 
eles; 
2 – Descrever os menus e sub-menus do painel de monitoramento; 
3 – Conhecer os alarmes de operação e também qual atitude tomar em caso de ocorrência dos mesmos. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Figura 23 – Sistema de Monitoramento 
 
 
CATERPILLAR MONITORING AND DISPLAY SYSTEM, WITH ADVISOR™ 
 
The monitoring system for the D11T has been upgraded to the Caterpillar Monitoring and Display System with 
Advisor™. This system is standard equipment for the "T" Series Tracktype Tractors. 
 
The major components in the new monitoring system consist of the Advisor™ graphical display module (1) and 
the in-dash instrument cluster (2). The graphical display module has a self-contained ECM (Advisor™ ECM). 
Cat Advisor™ allows the operator to configure machine and implement operation and Advisor™ display options, 
and then save those configurations to an operator profile that may be selected whenever the operator desires. 
 
Advisor™ also allows the serviceman to configure certain password protected machine 
functions and to view system status information for the engine, the power train, the steering, and the implement 
systems. Additionally, the serviceman can use the Advisor™ panel to perform calibrations of the machine and 
implement controls, the brakes and the transmission, and the steering system. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Figura 24 – Painel de Instrumentos 
 
 
INTRODUCTION 
The monitoring system has been updated to take advantage of the new machine features and benefits on the 
D11T Tier 4 Final Track-Type Tractor. 
The major components in the monitoring system consist of the Advisor display panel (1) and the Cat Monitoring 
System Display (CMSD) (2). The Advisor panel and the CMSD panel each have a self-contained processor. 
Advisor allows the operator to configure machine and implement operation and the display options, then save 
them to an operator profile that may be selected whenever the operator desires. 
Advisor also allows the service technician to configure certain password protected machine functions and to 
view system status information for the engine, the power train, and the implement system. The service 
technician can also perform calibrations of the machine and implement controls and power train through the 
Advisor panel. 
The new Cat Monitoring System Display (CMSD) module is mounted in the center of the dash. Components of 
the monitoring system dash panel display are: 
 Four analog gauges 
 Tachometer 
 LCD panel 
 Indicator lamps 
The seat is equipped with an operator presence membrane sensor in the lower seat pan. At machine start-up, 
the Power Train ECM monitors the status of the seat switch; the brake pedal sensor, and the travel direction 
control switch. If the seat switch status indicates there is no operator present and the brake pedal sensor 
indicates that the brake pedal is released, power train functions will be locked out. There is an “operator not 
present” indicator (arrow) on the main instrument cluster 
The seat switch or the service brake pedal switch must be closed when starting the machine. 
The operator condition shifts to “present” if any of the following conditions are met: 
 The seat switch indicates that the operator is present. 
 
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 The seat switch has failed and the service brake pedal is depressed. 
 The machine is moving. 
The status of the seat switch shifts to “Not present” if BOTH of the following conditions are met: 
 The seat switch status is indicating that an operator is no longer present in the seat or is unknown. 
 The machine is stopped. 
The ECM will not enable machine travel system or the implement control system if the sensor is indicating that 
there is not an operator present in the seat. To enable the power train when the seat switch has failed or when 
not seated in the seat, the operator can partially press down on the service brake pedal. 
Figura 25 – Comunicação do sitema eletrônico 
 
 
Monitoring System Communications 
The Cat Monitoring and Display System continuously monitors all machine systems and consists of both 
software and hardware components. Information from the engine and machine switches and sensors is 
communicated to the monitoring system from the Engine ECM (1), the Power Train ECM (2), and the Implement 
ECM (3), via the CAN A Data Link (4) and Cat Data Link (5). 
The monitoring system also communicates with the VIMS main module (12) or Product Link ECM (13), the 
Advisor panel (6), the keypad (11), and the display module (9) over the CAN A Data Link. 
A processor inside the display module decodes the data link information, sets gauge needle positions, 
illuminates indicators, and displays LCD text. An in-cab action alarm (7) is an output component of the display 
module. A processor inside the Advisor display decodes the data link information and displays LCD text. The 
rear action lamp (8) is an output component of the Advisor display. The Cat Data Link is the main 
 
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communication between the ECMs, the VIMS main module, and Cat ET. The data links are used to flash the 
ECMs, the VIMS main module, Advisor, and the display module. 
There are three VIMS options: 
 No Product Link (PL) and no VIMS; 
 VIMS 3G Cellular (VIMS Main Module) ; 
 VIMS 3G Satellite (VIMS Main Module and PL Radio); 
 
The D11T may also be equipped with the following systems that communicate with the monitoring system: 
 
 CAES; 
 Command for Dozing; 
 
Figura 26 – Indicadores do painel 
 
 
INSTRUMENTCLUSTER 
Shown is the instrument cluster located in the center of the front dash panel. The Instrument Cluster includes 
several dash indicators, five analog gauges, and a LCD digital display panel. The LCD panel displays service 
hours, selected gear and direction, and ground speed. 
The five parameters monitored by the analog gauges are: 
 Hydraulic oil temperature (lower left); 
 Engine coolant temperature (upper left); 
 Engine speed (center); 
 Fuel level (upper right). 
 Torque converter oil temperature (lower right); 
 
Up to 16 mode/alert indicators are contained in the Instrument Cluster. Depending on how the machine is 
equipped, some of the indicators may not be active. These indicators are activated by Advisor through the CAN 
A Data Link. Depending on the mode of operationor status, the indicators will be illuminated when the 
 
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associated machine modes are activated or when abnormal machine conditions exist. The image shows the 
following mode/alert indicators: 
 Single Tilt (1): Illuminated when the single tilt is activated. 
 Auto Kickdown (2): Illuminated when the auto kickdown mode is active. 
 Action Lamp (3): Illuminates amber with a Level 2 Event and red with a Level 3 Event. 
 Parking Brake (4): Illuminated when the parking brake is engaged. 
 Float (5): Illuminated when the float mode is selected. 
 Fuel Level (6): Illuminated when the fuel level is low. 
 Implement Lockout (7): Illuminated when the implement lockout switch is activated. 
 Dual Tilt (8): Illuminated when the dual tilt is activated. 
 Active Regeneration Lamp (9): Not used. 
 Low Temperature Regeneration (10): Not used. 
 Winch Lock (11): Not used. 
 Battery Charging (12): Illuminated when there is a problem with the charging system. 
 Winch Low Speed (13): Not used. 
 Winch Freespool (14): Not used. 
 Operator Not Present (15): Illuminated when the key is ON and the seat is unoccupied. 
 Engine Prelube (16): Illuminated when the optional prelube system is active. 
 
Warnings For Overheating 
 
The following tables show the temperatures for the warning trip points for the following systems: inlet manifold 
air temperature, engine coolant temperature, hydraulic oil temperature and torque converter oil temperature. 
 
Figura 27 – Tabela de alarmes de aquecimento 
 
 
 
 
Engine Speed 
 
Do not allow the engine speed to exceed 2300 rpm. Power train damage may result. The following range marks 
are displayed on the tachometer (13): White zone, Yellow zone and Red zone. 
 
 Engine Speed (White zone) - 0 - 2100 RPM. 
 
 
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 Engine Speed (Yellow zone) - 2100 - 2300 RPM is only a visual caution. This visual indication is a 
warning that the machine is approaching the maximum recommended speed. 
 
 Engine Speed (Red zone) - At 2300 RPM a visual warning alerts the operator that the engine is 
overspeeding. Both the alert indicator and the action lamp flash. At 3100 RPM both a visual warning 
and na audible warning will alert the operator that the engine is overspeeding. The Advisor display 
monitor will display a warning. 
 
Warning Categories 
 
The operator will be warned of immediate problems with a machine system or impending problems with a 
machine system by Advisor. 
 
The machine monitoring system provides three warning categories. The first category requires only operator 
awareness. The second warning category informs the operator of the machine that the operator must change 
machine operation. The third warning category states that the machine must be shut down immediately. The 
Advisor system will display a text message for the current highest level active event. 
 
Figura 28 – Tabela de Níveis de Alerta 
 
(1) The active indicators are marked with an X. 
(2) This is the possible result, if the operator takes no action. 
(3) Color coded 
(4) Rear action lamp flashes at Level 2 and 3. 
(5) Advisor indicates an active fault. 
(6) The action alarm sounds. 
(7) Engine overspeed does not require engine shutdown. Engine overspeed requires applying the brake in order 
to immediately reduce engine speed. 
 
If an action alarm, alert indicator, or Warning occurs, the message will override the screen that was displayed on 
the CAT Advisor graphic display module. 
 
 
 
 
 
 
 
 
 
 
 
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Figura 29 – Monitor do Advisor 
 
 
ADVISOR DISPLAY 
The Advisor display is the interface between the operator or service technician and the monitoring system. 
Information is displayed on a backlit LCD screen. 
The top portion of the screen is the top banner, which displays vital machine information. The top banner may 
display different information from machine to machine, depending on the attachments and the machine 
configuration. On the base machine, the top banner includes the gear and direction display area (1) and the 
status display area (2). 
The gear and direction display area shows the current selected gear and machine direction. The display may 
show any of the following transmission gear and direction combinations: 1F, 2F, 3F, 1R, 2R, 3R, or 1N. 
The “over and under” lines illustrated above and below the “1F” symbol indicate that the machine is moving in 
the forward direction. 
When the machine is in Enhanced Auto Shift (EAS) mode, the desired machine track speed will be displayed. 
 
The status display area can display a number of messages which show the current dozer mode, the current 
segment during the Auto Blade Assist (ABA) cycle or AutoCarry cycle, or the status of the implement or the 
implement system. 
The bottom portion of the Advisor display screen is the Data Display/Menu Selection Display Area (8). It 
displays numerous menus and submenus used for navigation from screen to screen. It may also display 
operator warnings, system information, and system status, depending on what menu or submenu selection has 
been made. The home menu contains the following categories: 
 Performance 
 Settings 
 Operator 
 Service 
 Totals 
 
 
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A “More Options” icon (9) may also appear on the display screen. This is an indicator that more information is 
available for selecting or displaying from the current highlighted position. 
At the left of the display screen is a column of five user-definable preset buttons (10) which can be used to store 
a menu item into memory. To assign a menu item, depress and hold the relevant button for three seconds. If the 
preset buttons illuminate red, then the particular menu item preset cannot be stored into memory. If the preset 
buttons illuminate green, then the menu item has been successfully stored into that particular preset location. 
 
NOTE: The column of five buttons at the left of the display screen can be used as “hot keys,” which allows the 
operator to view specific screens. The left buttons are programmed by selecting the desired advisor screen and 
pressing the appropriate button for three to five seconds. Not all screens can be programmed into memory. 
At the right of the display screen is a column of five user interface buttons which are used to navigate through 
the Advisor screens, to make menu selections, or to enter data. The five user interface buttons, from top to 
bottom, are: Left/Up arrow button (3): Scroll up or left or increase a setting value. Down/Right arrow button (4): 
Scroll down or right or decrease a setting value. Back button (5): Go up one level in a menu structure or return 
to the previous screen. Home button (6): Return to the home menu screen. OK button (7): Make a selection 
from a screen or confirm an entry. 
Figura 30 – Tela de Iniciação 
 
 
Start Up 
Advisor will perform a self-test routine at machine start-up (key ON). After a few seconds, a preliminary screen 
will appear. The safe to start screen will appear after the self-test if the machine is not running. 
The preliminary screen displays the following message: Default Settings Activated in 10 Seconds Or Press OK 
To Recall Previous Settings. 
To use the operator profile that was active the last time the machine was used, the operator may accept the 
profile by pressing the OK button. NO is assumed by waiting 10 seconds. 
If the operator answers YES by pressing the OK button, Advisor will load into its memory the operator profile 
that was last used. If the operatorwaits 10 seconds, the default settings will be loaded into the memory. If the 
operator wishes to use an operator profile other than the last used set or the default settings, another operator 
profile may be selected from the Operator menu selection. After the preliminary screen has been acknowledged 
or has expired, one or more warning screens may be displayed if there are any active faults present. 
 
 
 
 
 
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Figura 31 – Telas de Pop-up 
 
 
Pop-up Warning Screen 
This image shows a typical pop-up warning screen generated by the Engine ECM and reported by Advisor. The 
actual warning screen may differ in production machines. 
There may be more warning screens if there are any other active faults or events reported to Advisor by any of 
the machine ECMs. Advisor will scroll through all of the warning screens generated by all of the active faults and 
events. Each of these warning screens must be individually acknowledged by pressing the OK button. 
Each warning screen will display the following information/commands: 
 
 The reporting ECM (in text); 
 The reporting MID (module identifier, or ECM code); 
 The ID (Component ID and Failure Mode Identifier); 
 A text message stating the failed component; 
 
A text message stating the failure mode of the component • A prompt for the operator to acknowledge the 
warning • Acknowledging the warnings does not clear them from the reporting ECM’s memory, it only clears 
them from the screen, or snoozes them. They may recur after a predetermined amount of time, depending on 
the severity of the fault. 
 
The monitoring system provides three warning category indicators that will alert the operator or service 
technician: 
Warning Category Indicator 1: 
A warning appears on the Advisor screen, describing the event or • diagnostic failure. The forward 
Action Lamp will illuminate to solid amber. The warning can be acknowledged (snoozed) by pressing 
the OK button, and will not reappear for several hours, depending on the failure or event (or if the 
event or failure does not recur). 
Warning Category Indicator 2: 
A warning appears on the Advisor screen, describing the event or • diagnostic failure. The Action 
Light and Lamp will flash red, alerting the operator to change the machine operation mode. The 
warning can be acknowledged (snoozed) by pressing the OK button, and will not reappear for one 
hour, depending on the event or failure (or if the event or failure does not recur) and the Action Light 
and Lamp will stop flashing. 
Warning Category Indicator 3: 
 
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A warning appears on the Advisor screen, describing the event or • diagnostic failure. The Action 
Light and Lamp will flash red, and the Action Alarm will pulse to alert the operator to shut down the 
machine. The warning can be acknowledged (snoozed) and will continue to appear every five 
minutes. The Action Light and Lamp will continue to flash red and the Action Alarm will continue to 
pulse after the operator acknowledges the warning. 
 
NOTE: If the Warning Category Indicator (fault) is related to an implement control failure, the Advisor warning 
will ask if the operator desires to go to a limp home mode. If the operator chooses the yes option, Advisor will 
display the limp home screen. The Limp Home screen allows the operator to use Advisor to slowly and 
incrementally move the implements to a position that will allow the machine to be moved for service work. Gear 
selection for the transmission will be limited to first gear forward, or first gear reverse. 
 
Monitor alert indicator – The action light lights on the front instrument module. The action 
lamp that appears on the Advisor display monitor indicates a detected fault by the monitoring 
system. If an action alarm, alert indicator, or Warning occurs, the message will override the 
screen that was displayed on the CAT Advisor display monitor. 
 
Figura 32 – Menu principal 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Figura 33 – Strutura do Menu Principal 
 
 
ADVISOR MENU STRUCTURE 
The illustration above shows the options that are available from Advisor’s Home Menu screen. The Home Menu 
screen and its options will be displayed when 
pressing the HOME button from any screen within Advisor. Advisor’s menu structure is arranged in a sta ir-step, 
or hierarchical list format. When the operator or technician selects an option from a menu or list, the resulting 
screen is one level down from that selection. More selections, or options, may be available. There may also be 
more than one page of information or options to be displayed from any level. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Figura 34 – Telas de Desempenho 
 
 
 
 
There are three performance menu screens available to the operator and service technician: 
Screen 1 will display the following: 
1. _ 
2. – 
3. – 
4. – 
 
Screen 2 will display the following: 
1. _ 
2. – 
3. – 
4. – 
 
Screen 3 will display the following: 
 
 
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1. _ 
2. – 
3. – 
4. – 
Press the “OK to Change” icon at the bottom of the screen to view a different parameter. 
 
Figura 35 – Menu do Operador 
 
 
 
 
The menu for the “Operator Profile” allows the user to perform the following changes to an operator profile: 
 
1. _ 
2. – 
3. – 
 
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4. – 
5. – 
 
 
The user may reset a profile back to the default settings or the user may recall the previously used settings. An 
Operator Profile is a private set of preferences that is identified by a name. Once the profile is created, the 
operator may associate various items to that profile such as the following components: 
1. _ 
2. – 
3. – 
 
Once the parameters have been adjusted to the operator’s preference, the operator may then save the 
parameters for future usage. Upon the next restart, the user will be prompted to recall the previous settings. 
 
Press the “OK” button within 10 seconds in order to recall the previous settings. If 10 seconds pass by the start-
up, the default settings will activate. 
The “Operator Profile” menu option is entered by selecting “Operator” from the “Home” menu. The “Operator 
Profile” menu options and contents contain the following components: 
1. _ 
2. – 
3. – 
4. – 
5. – 
6. – 
7. – 
 
Press the “UP” arrow button or the “DOWN” arrow button until the desired category is highlighted in order to 
access the “Operator Profile” menu options, then press the “OK” button. The following explains the usage of 
each menu option. Create Profile: From the “Operator Profile” menu, use the appropriate arrow button to 
highlight the “Create Profile” option. Then press the “OK” button in order to display the “Create Profile” screen. 
Follow the prompts that are on the screen in order to create a new name. Save the new name to the existing list 
of profiles. This procedure creates a profile. The “Settings” menu can then be used to adjust parameters. These 
parameters may then be associated to the new profile by using the “View/Save Current” option. 
 
 
 
The “AutoCarry” menu allows the operator or the technician to access the two “AutoCarry” screens. “AutoCarry” 
screen 1 allows the operator to make na adjustment to the load factor for the auto carry mode. Some 
information on screen 1is only for the viewing. 
 
 
 
 
 
 
 
 
 
 
 
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Figura 36 – Menu de Ajustagem 
 
 
 
The “Settings” menu allows the user to adjust parameters for the following: 
1. – 
2. – 
3. – 
 
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4. – 
 
The “Settings” menu option is entered by selecting “Settings” from the “Home Menu.” Pressing the up arrow 
button or the down arrow button until “Settings” is highlighted will select the “Settings” menu, then press the 
“OK” button. 
The following parameters may be adjusted when the Display menu is selected: 
1. _ 
2. – 
3. – 
4. – 
5. – 
 
The following parameters may be adjusted when the Implement menu is selected: 
1. _ 
2. – 
3. – 
4. – 
5. – 
6. – 
 
The following parameters may be adjusted when the Power Train menu is selected: 
1. _ 
2. – 
3. – 
4. – 
5. – 
 
The following parameters may be adjusted when the Engine menu is selected: 
 
1. _ 
2. – 
3. – 
 
Figura 37 – Menu deServiços 
 
 
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Figura 38 – Menu de Serviço 
 
 
 
The Service Menu contains the following nine categories: 
1. _ 
 
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2. – 
3. – 
4. – 
5. – 
6. – 
7. – 
8. – 
9. – 
10. – 
11. – 
12. – 
 
NOTE: The Calibration and configuration modes will not be displayed until the Service Mode is enabled. From 
the Service Menu, use the appropriate arrow button to highlight the desired selection menu, then press the “OK” 
button in order to display that screen. 
 
To acknowledge the message, press the “OK” key. The “Diagnostics” menu option will show a complete list of 
all active events, logged events, and diagnostic codes. Each line that is listed contains the following information 
about that event or that code. 
 MID,_____________________________________________________ 
 Code,____________________________________________________ 
 Identifier,_________________________________________________ 
 Occ, ____________________________________________________ 
 First,____________________________________________________ 
 Last,____________________________________________________ 
 Act,_____________________________________________________ 
 
NOTE: Fault log clearing and fault indication clearing, the service password must be entered to clear logged 
codes and logged events that are Level I and II. Some Level I and II engine events will not be cleared by using 
Advisor. The Advisor ECM will require the entry of the machine password to clear Level III events that are 
logged. 
The Configuration Menu contains the following eight categories: 
1. _ 
2. – 
3. – 
4. – 
5. – 
6. – 
7. – 
8. – 
9. – 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Figura 39 – Status dos Sistemas 
 
 
The “System Status” menu option allows the operator or the technician to view the real time information from the 
various sensors, switches, and other devices within the major machine systems. 
From the Service Menu, use the appropriate arrow button in order to select “System Status.” Press the “OK” 
button in order to access the menu for “System Status.” The menu organizes the systems into the following 
categories. 
1. _ 
2. – 
3. – 
4. – 
5. – 
6. – 
7. – 
8. – 
 
NOTE: Some of the status categories above have multiple pages to be displayed; they can be navigated by 
pressing the appropriate button. 
 
Figura 40 – Modo de Levar para Casa 
 
 
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From the “Service” menu, use the appropriate arrow button to highlight the “Limp Home” option, then press the 
“OK” button in order to access the menu. This menu will display a list of implements that may be slowly moved 
in increments by using the navigation keys. This action will result in a screen that will display instructions for 
moving the implement. Follow the prompts and directions on the screen in order to move the implement. The 
“Limp Home” menu option allows slow incremental movement of the following functions. 
1. _ 
2. – 
3. – 
4. – 
5. – 
 
This movement is done without using the implement control levers. “Limp Home” mode may be selected by the 
operator or the technician in order to move implements to a safe position. This is needed to move the machine 
in the event of a system failure that causes a major repair. Some examples are a steering failure or a failure of 
the dozer control. 
NOTE: If a steering fault light (“Level III” warning) is displayed on the screen, perform the following actions: 
Select an option from the alert as a direct link to the “Limp Home” menu. 
 
Figura 41 – Senha de serviço 
 
 
The menu option for a Service Password allows the technician to enter a service password of four digits. The 
Service Password allows the following: 
 
1. _ 
2. – 
3. – 
 
NOTE: The codes and events may be viewed by anyone, but the codes cannot be cleared until the password 
has been successfully entered. 
The “Calibrations” menu allows the technician to conduct component calibrations on the following systems: 
1. _ 
2. – 
3. – 
 
From the “Calibrations” menu, use the appropriate arrow button to highlight the desired category, then press the 
“OK” button in order to access the calibration list of options in that particular category. 
 
The “Configuration” menu will allow the technician to define the operating parameters of various machine 
systems. The “Configuration” option is used to limit the function of the following operational parameters: 
 
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1. _ 
2. – 
3. – 
4. – 
5. – 
6. – 
7. – 
8. – 
9. – 
 
From the “Configuration” menu, use the appropriate arrow button to highlight the desired parameter, then press 
the “OK” button to set the parameter value. 
 
Figura 42 – Menu de Totais 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Figura 43 – Totais disponíveis 
 
 
The “Totals” display allows the operator or the technician to access lists of collected data about machine 
systems. This data is useful in determining when service work needs to be performed. Cat ET may also be used 
to access this data. 
Use the appropriate arrow button and highlight the “Totals” menu from the Home Menu, then press the OK 
button. The following categories are displayed: 
1. _ 
2. – 
 
Use the appropriate arrow button to highlight the desired category, then press the OK button. The screen 
displays the first page of the information for the selected category. Use the “Totals” information in order to view 
the totals in each category only. 
Figura 44 – Alertas pré partida 
 
 
 
ADVISOR SCREENS 
 
This section of the module provides several advisor screens that may be used as supplemental information. The 
“safe to start” screen displays fluid levels, and will appear after the self-test at machine start-up, if the machine 
is not running. 
 
 
 
 
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Figura 45 – Mudança Automática Melhorada (EAS) 
 
 
ENHANCED AUTOSHIFT (EAS) 
EAS can be used like to save fuel and operates similar to an automatic transmission. The operator can set a 
desired track speed, and the machine will automaticallyadjust the gear and engine speed to get to the desired 
speed in the most efficient way. The machine will adjust to changing machine load, caused by machine angle, 
blade load, or ripper drag, and always seek to keep the same track speed. 
EAS is independent in the REVERSE direction. EAS has two modes, Automatic and Manual. In Manual mode, 
the operator directly controls the gear selection and engine speed. In Automatic mode, the operator adjusts the 
desired track speed by using the upshift/downshift controls. 
On the top line of Advisor (banner), the line on top and bottom (arrow) will indicate what machine gear and 
direction have been selected. Neutral will have no line on top or bottom. This image shows the machine in the 
FORWARD direction and in SECOND gear. 
When the machine is in Automatic mode, a track speed will appear next to the gear, which is the desired track 
speed in that direction. If no number is present, the machine is in a Manual mode. This image shows that the 
machine is in 2F and will shift into 2R when the FNR switch is moved to REVERSE, the FORWARD mode in 
manual, and REVERSE in automatic with a speed selected of 5.0 km/h (3.1 mph). 
Both decelerator and brake pedals will continue to function, however both pedals affect operation while in the 
Automatic mode in the current direction. While pressing the brake or decel pedal, the Automatic mode will 
temporarily deactivate and then will return to the normal mode after releasing the pedals. Pressing the brake 
pedal will also decrease engine speed to avoid driving through the brakes. 
Both the owner and operator will be able to set a maximum track speeding Advisor. The operator set maximum 
track speed may never exceed the owner set maximum track speed. Additionally, the owner will be able to lock 
out an Automatic mode using Advisor. EAS can be enabled through the Bi-Directional settings screen in 
Advisor. 
The EAS options are: 
 1F-Auto; 
 2F-Auto; 
 1F-2R; 
 2F-2R; 
 2F-1R; 
 Off; 
 
 
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Auto indicates that the machine will be in an automatic shifting mode in the direction indicated. Therefore,1F-
Auto will put the machine in Manual mode in the FORWARD and an Automatic mode in REVERSE. Auto-Auto 
will put the machine in Automatic mode in the FORWARD and REVERSE directions. The operator-selected bi-
directional values will not be stored when the engine start switch key is turned to the OFF position. To save the 
settings for future use, an operator profile may be used. 
 
NOTE: The set maximum track speeds will not protect against engine overspeed. EAS must be disabled prior to 
performing a brake test. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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8.2 Exercícios 
 
Utilizando a apostila do treinamento e as informações coletadas pelos participantes, este exercício demonstrará 
os conhecimentos obtidos do painel de monitoramento durante o treinamento teórico. 
 
Material Necessário: 
1 – Folha de Exercícios 
2 – Simulador do painel 
 
 
EXERCICIOS DE FIXAÇÃO 
 
 
1) Marque a coluna da direita de acordo com as opções da coluna da esquerda: 
 
A – CDL ( ) É possível ajustar idioma, luminosidade e contraste 
 
B – Menu de serviço ( ) Permite a comunicação entre ECM’s 
 
C – Menu de desempenho ( ) Informa os principais dados de desempenho do 
equipamento 
 
D – Menu de totais ( ) Padrão utilizada para acessar o menu de serviço 
 
E – Últimos 4 dígitos da série ( ) Permite calibrar os componentes, visualizar códigos 
de falhas, executar configurações, ... 
 
F – Menu de ajustagem ( ) Permite visualizar horas do equipamento, consumo de 
combustível e distância total deslocada. 
 
 
 
2) Quais são os alertas de operação que este equipamento possue? O que o operador deverá fazer caso 
ocorra cada alerta? 
 
 
 
 
 
 
 
 
 
3) Descreva como funciona a característica EAS? 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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9 Motor C32 ACERT 
 
 
 
O propósito deste módulo é permitir ao participante conhecer a tecnologia ACERT aplicada no motor C32 
ACERT, bem como conhecer o sistema eletrônico, sistema de lubrificação, arrefecimento, admissão/exaustão e 
injeção de diesel aplicado. 
 
9.1 Objetivos: 
Utilizando apostila do aluno, o participante será capaz de: 
1 – Identificar os sistemas e componentes principais do motor C32 utilizando a apostila do aluno; 
2 – Conhecer o novo código E-Trim dos motores com tecnologia ACERT; 
3 – Realizar o procedimento de manutenção, troca de filtros e fluidos de acordo com o procedimento do OMM; 
4 – Realizar com maior eficiência os testes/ajustes e diagnósticos no motor C32 ACERT através de utilização 
da ficha de especificação do motor e das literaturas disponibilizadas pelo SIS. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Figura 46 – Introdução ao Motor C32 
 
 
ENGINE Introduction 
 
The C32 ACERT™ technology engine is new for the D11T Track-type Tractor and D11 CD Carrydozer. The 
engine is equipped with Mechanical Electronic Unit Injection (MEUI), and na electro-hydraulic demand fan 
system. 
 
The C32 engine also utilizes the A4 Engine Electronic Control Module (ECM), which is air cooled. The C32 is 
rated at 634 kW (850 horsepower) at 1800 rpm. 
 
The C32 engine is a 12 cylinder "V" arrangement with a displacement of 32 liters. Many of the service points for 
the C32 have been located on the left side of the engine. The fuel filter and coolant S•O•S valve are located at 
the right front of the engine compartment. 
 
The C32 ACERT™ engine meets U.S. Environmental Protection Agency (EPA) Tier II Emissions Regulations 
for North America and Stage II European Emissions Regulations. Engine oil and filter change intervals have 
been increased to 500 hours, under most operating conditions. Engine load factor, sulfur levels in the fuel, lube 
oil quality, and operating altitude may negatively affect the extended oil change intervals. Regular engine oil 
samplings (S•O•S) must be performed every 250 hours to confirm oil cleanliness. 
 
The C32 engine is mechanically similar to the C27 engine used in the D10T. An electro-hydraulic demand fan is 
standard equipment for the D11T Track-type Tractor and D11T CD Carrydozer. 
 
The engine performance specifications for the D11T Track-type Tractor and D11T CD are: 
 
 Serial No. Prefix: LJW 
 Performance Spec: 0K7173 (for North America) 
 Max Altitude: 3657 m (12,000 ft.) 
 Gross Power: 689 kW (923 hp) 
 Net Power: 634 kW (850 hp) 
 Full Load rpm: 1800 
 High Idle rpm (full throttle, neutral): 1980 ± 10 
 
 Material do Aluno 
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The C27 and C32 engines utilize a Mechanical Electronic Unit Injector (MEUI) fuel system. Electronic control 
and mechanical actuation provide increased control of the timing and increased control of the fuel injection 
pressure. The timing advance is achieved by precise control of the unit injector timing. Engine speed is 
controlled by adjusting the injection duration. A special speed-timing wheel provides information to the 
Electronic Control Module (ECM) for detection of cylinder position and engine speed. 
These engines are also equipped with an NRS system, which recirculates a portion of cooled exhaust gas into 
the combustion chamber. The amount of exhaust gas that is recirculated depends on the following conditions: 
exhaust gas temperature