D7E M07 ElecDrPT EN TXT

GLOBAL MANPOWER DEVELOPMENT
D7E TRACK-TYPE TRACTOR

ELECTRIC DRIVE POWER TRAIN
MODULE 7 - TEXT REFERENCE
SERV1900
D7E Track-Type Tractor

Module 7 - Electric Drive Power Train
Text Reference
Print Instructor Pages Print Participant Pages
© 2011 Caterpillar Inc.

Caterpillar: Confidential Yellow
SERV1900 - 02/11 -2- Module 7 - Electric Drive Power Train
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2_1
• D7E power train component Shown above is an illustration which identifies the relative location of all of the major
locations power train components for the D7E Track-Type Tractor.
• C9.3 engine The Cat C9.3 engine drives a single permanent magnet generator (02) through a
torsional coupling (flywheel clutch) (10). Three phase AC electrical current produced
by the generator is sent to the power inverter (18) through orange clad electrical
conductors. Inside the power inverter, the three phase current is rectified to DC
current.
• Power Inverter As DC current is drawn off of the DC bus, inside the power inverter, the Machine
ECM (13) will command the Generator ECM (17) to allow more or less of the
generator output to flow into the power inverter.
• Machine ECM The Machine ECM monitors operator power train commands as well as several other
machine functions. The Machine ECM will command the Motor ECM (16) to supply
current to the propulsion module (08) from the DC bus inside the power inverter to
increase or decrease machine speed.
• Motor ECM The Motor ECM will constantly adjust the flow of DC bus current to the propulsion
module based on the signals it receives from the Machine ECM.
NOTE: Refer to KENR5160 and review all safety precautions before performing
any service procedures on the D7E electric drive power train.

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3_1
• D7E machine control system Electronic control of the power train electric drive system and other systems that are
electrical components used to drive the machine is provided by three ECMs. These ECMs are the Machine
(12), the Generator (14), and the Motor ECMs (15).
The Machine ECM is the primary control module for the operation of the power
train electric drive system. The Machine ECM controls the following machine
operations:
- conducts operational communication with the Generator ECM and the Motor
ECM exclusively on the J1939 CAN B Data Link (13)
- enables or disables the conversion of the generator AC output voltage inside
the power inverter based on feedback from the generator sensors (42), the
Generator ECM, and certain other power train conditions
- enables or disables the operation of the electric drive motors based on the
motor status and certain other power train conditions
- controls the speed and the direction of machine travel based on input
signals from the speed and direction control lever (20), motor speed sensor
(21), travel control pedal sensor (30) and power train operating conditions
- controls the steering and the braking of the machine based on input signals
from the steering and direction control lever, steering motor speed sensor
(22) and power train operating conditions

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4_1
Power train component function The Machine ECM is the primary control module for the operation of the power train
electric drive system. The Machine ECM controls the following machine operations:
- conducts operational communication with the Generator ECM and the Motor
ECM exclusively on the CAN B Data Link system
- enables or disables the conversion of the generator AC output voltage to the
DC voltage inside the power inverter based on feedback from the generator
sensors, the Generator ECM, and certain other power train conditions
- enables or disables the operation of the two electric drive motors based
on the motor status, the Motor ECM status, and certain other power train
conditions
- controls the speed and the direction of machine travel based on input signals
from the operator controls and based on power train operating conditions
- controls the steering and braking of the machine based on input signals from
the operator controls and based on power train operating conditions

When the operation of the Generator ECM is enabled by the Machine ECM, the
Generator ECM controls the following operations:
- sends and receives operational data to and from the Machine ECM on the
CAN B Data Link system
- monitors the speed status of the generator using one of the generator speed
sensors
- controls and monitors the operation of six power transistors that are located
in the Control 1 side of the power inverter
- communicates with the other machine control modules on the J1939 CAN A
Data Link
When the operation of the Motor ECM is enabled by the Machine ECM, the Motor
ECM controls the following operations:
- sends and receives operational data to and from the Machine ECM on the
CAN B Data Link
- monitors the speed status of drive motor 1 using the input from the primary
or secondary motor speed sensor
- monitors the winding temperature status of the two drive motors using the
input from the internal motor winding temperature sensors
- controls and monitors the operation of six power transistors that are located
in the control two side of the power inverter
- communicates with the other machine control modules on the J1939 CAN A
Data Link

6_1
1. Battery disconnect switch Located behind an access door on the front of the left hand fender is the battery
2. Hazardous voltage present disconnect switch (1).
lamp (HV present lamp)
The amber Hazardous Voltage Present Lamp (HV Present Lamp) (2) monitors the
voltage levels of the DC Power Bus and the DC Accessory Power Bus at all times.
The HV present lamp will constantly monitor the DC Power Bus and Accessory Power
Bus voltage levels regardless of the state (OFF or ON) of the battery disconnect
switch.
When hazardous voltage levels may be present on the DC Bus, the lamp is
illuminated.
When the engine has been running and the key start switch is moved to the OFF
position, the HV lamp will remain illuminated until the voltage levels in the DC system
is at a safe level (50.0 volt DC or less). The electric water pump will continue to
operate after key OFF for a short period of time in order to reduce the DC Bus
voltage to a safe level.
Normally, the voltage should decrease to under 50.0 volt DC in less than five seconds,
however, this could take as long as five minutes under some circumstances. The HV
present lamp will turn OFF when the voltage is at a safe level. The HV present lamp
circuit will operate regardless of the state of the battery disconnect switch.

An additional operational mode of the HV Present Lamp is a lamp that is flashing

ON and OFF at approximately one flash per second. A flashing HV Present Lamp
indicates the machine has been placed in Low Voltage Diagnostic Mode (LVDM).
LVDM is used when diagnosing ground faults in either the AC or DC systems of the
power train.
A ground fault is an indication that power train voltage is reaching the machine frame
through a breakdown of insulation of either a HV cable assembly, a generator or
motor stator winding, or an internal fault in one of the power train electronic control
modules. A ground fault should never be diagnosed or repaired when the engine
is running or when the HV Present Lamp is illuminated and not flashing. Additional
information on machine ground faults will be presented later in this module.
The Low Voltage Diagnostic Mode (LVDM) can be activated using Cat ET or by
cycling the machine key switch ON-OFF-ON-OFF-ON-OFF-ON-OFF-ON without
starting the engine. The HV Present Lamp should not be illuminated before starting
the LVDM using ET or the key switch.
To check the operation of the HV present lamp, perform the following lamp test when
the lamp is NOT illuminated. While observing the lamp, turn the battery disconnect
switch to the OFF position and then turn the disconnect switch back to the ON
position.
When the disconnect switch is turned to the ON position, the HV present lamp will
illuminate briefly and then turn OFF. This indicates that the operation of the lamp
battery circuit is correct and that the voltage level in the power train electrical system
is at a safe level.
Under normal conditions, the HV present lamp will be illuminated when the engine
is running indicating that both the AC power bus and the DC accessory bus are
energized.

8_1
Cat ET ground fault test (LVDM) The above illustration shows Cat ET being used to place the machine in LVDM.
Note that low voltage diagnostic mode is referred to as the Ground Fault Test in cat
ET. From the DIAGNOSTIC menu, select the DIAGNOSTICS TESTS and then the
GROUND FAULT TEST menu.
When a machine ground fault occurs, the technician must not attempt to locate the
source of the ground fault while the engine is running. Caterpillar has made possible
a method to energize the components, cables, and electronic modules of the power
train system using a method called the LVDM.
During operation of the LVDM, the circuitry of the APC is energized using the machine
batteries. The APC increases machine system voltage to approximately 40V DC and
provides the voltage to components of the power train. Additionally, when the LVDM
is activated, the various machine ECMs are also provided power in order to initialize
each ECM.
The 40V reference voltage is sent to the generator, propulsion module, HVAC
compressor, electric water pump, and pump controller using the conductors of the
orange clad HV cable assemblies. Any leakage of the 40V reference voltage to the
machine frame is considered a ground fault. The amount of voltage reaching the
machine frame will be displayed either on the LCD panel of the message display or
an ET screen. A voltage transfer to the machine frame can be caused by several
factors such as poor insulation of a HV cable assembly or poor insulation of the
generator stator or motor stator windings.

The amount of voltage transferred to the machine frame can be viewed in the LCD
panel of the message display or by using ET. The voltage flowing to the frame will
be displayed both as a percent of frame balance shift away from a zero state and
also as a milliamp value.
To begin using the LVDM the technician must perform one of the following procedures.
Using Cat ET, the technician should access the Machine ECM. While viewing the
Machine ECM status, the technician can left click on the DIAGNOSTICS menu and
then on the GROUND FAULT TEST sub menu.
The second method the technician can use is to cycle the machine key switch
ON-OFF-ON-OFF-ON-OFF-ON-OFF-ON and then leaving the switch ON without
starting the engine. The key switch must be cycled ON and OFF at approximately
one second intervals or less to start the 40V generator in the APC.
Operation of the LVDM can be confirmed by monitoring the HV Present Lamp on the
left machine fender. If the HV Present Lamp is flashing slowly, the machine is in low
voltage diagnostic mode.
The message display can also be used to confirm operation of the LVDM. From
the MAIN menu, select the MACHINE STATUS menu and then scroll down to
the ACCESSORIES sub menu. The APC voltage will be displayed as a value of
approximately 40 volts or slightly less.
Cat ET will also display APC voltage when the LVDM has been started by the
technician, regardless of the method used to start the low voltage generator.
When the machine is placed in LVDM, the APC voltage should always be above
machine system voltage.

10_1
10_2
The upper illustration shows the Cat ET screen that will be displayed when the LVDM
has been activated using Cat ET. To start the LVDM using Cat ET, the technician
must access the Machine ECM then the DIAGNOSTICS menu.
When the ground fault test has been started, the Cat ET screen will display the
current engine speed which should always be zero. The engine should never be
running when attempting to use the low voltage diagnostic mode.
The next line of monitored data will display the parking brake status which should
be ENGAGED.
The third line of data displayed is the Accessory Power Converter voltage. Note
that the APC voltage is above normal machine system voltage. The APC steps UP
machine system voltage to approximately 40 volts DC when the diagnostic mode is
active. A typical reading for the APC voltage, when in diagnostic mode, is between
28 and 40 volts. It is important to remember that if APC voltage is not greater than
system voltage while in diagnostic mode, there may be insufficient voltage in the
machine batteries to supply the APC. An external battery charger may be needed
to maintain system voltage when performing diagnostics using the low voltage
diagnostic mode.

The fourth line of monitored data displays the actual amount of frame balance
change from an ideal zero percent. Under normal conditions, the machine frame
balance can range slightly higher (+) or lower (-) than zero percent. A large frame
balance percentage, either + or -, indicates there is power train voltage present on
the machine frame and that the source of the voltage must be found and corrected.
Power train voltage is never allowed to reach the machine frame due to the insulation
of the HV cables and internal isolation of the power train and accessory electronic
components.
The fifth line of information displayed is the internal APC voltage.
When the technician wants to exit the low voltage diagnostic mode, he must click on
the CANCEL button on the ET screen. After clicking CANCEL, Cat ET will display the
screen shown in the lower illustration. The technician may now restart the diagnostic
mode by clicking RESTART or exit out of the screen by clicking FINISH.
Refer to KENR5165 for more information on using the low voltage diagnostic mode
and ground fault testing.

12_1
3
12_2
1. Belleville spring A flywheel and torsional coupling (clutch) are mounted between the engine and the
2. Friction disc generator housing (not shown). Clamping force for the clutch disc is provided by a
Belleville spring (1) which is installed in the flywheel. The force of the Belleville
3. Reaction plate spring compresses the friction disc (2) between the reaction plate (3) and the piston
(not shown).
The friction disc is designed to slip momentarily in order to prevent high torque spikes
from the engine crankshaft being transmitted to the generator rotor. Additionally,
high torque spikes from the generator rotor will not be transmitted to the crankshaft.
No adjustment of the torsional coupling is required.

13_1
Using the Data Recorder function of Cat ET, the technician may be able to check for
slippage of the generator clutch. In the above illustration, it can be seen that there
was a momentary speed change of the generator rotor while the engine was being
turned over by the starter motor. The generator rotor speed did not match the engine
speed in the time period between 31 and 34 seconds.
The slight slippage of the generator clutch in the above illustration should be
considered normal. A greater amount of speed difference between the engine and
generator could indicate that the clutch is no longer capable of maintaining firm
engagement to the flywheel.

3
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14_1
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14_2
1. Scavenge pump Shown in the above illustrations are components of the engine flywheel housing
2. Engine oil cooler scavenge pump (1) circuit. Engine oil is supplied to the engine rear gear train,
generator rotor splines, and flywheel clutch disc for lubrication from the engine oil
3. Engine oil cooler hose cooler (2) through the hose (3). The flywheel housing scavenge pump draws the
4. Flywheel housing sump engine oil from the bottom of the flywheel housing sump (4) through hose (5). Engine
5. Flywheel housing sump hose oil is discharged from the scavenge pump through tube (6). Engine oil is then
directed back into the engine block port (7) where a drilled passage directs the oil
6. Scavenge pump tube
into the engine oil pan.
7. Engine block port
8. Flywheel housing The flywheel housing scavenge pump is mounted to the flywheel housing (8) and is
9. Ecology drain driven by the engine rear gear train.
An ecology drain (9) is provided at the bottom of the flywheel housing.

15_1
1. Engine flywheel housing The above illustration shows the engine flywheel housing (1) oil inlet ports for engine
2. Engine rear gear train rear gear train lubrication (2) and clutch disc lubrication (3). The generator rotor
lubrication splines are also lubricated through the clutch disc lubrication port. Orifices are
installed in the generator to control the flow of engine oil to the generator clutch.
3. Clutch disc lubrication

1
16_1
1. Generator The permanent magnet eight pole generator (1) is mounted on the rear of the
2. Engine engine (2). The continuous rated output of the generator is 175 kilowatts at 1600
rpm. Once the generator is operating, the generator will produce a three-phase
alternating current (AC) output that will range between 300V AC RMS (average) and
400V AC RMS depending on the rotation speed (engine speed) of the generator.
The output voltage is supplied to the power inverter through three orange clad 313
MCM shielded conductors.
During machine operation, the generator is cooled using two separate cooling
systems. Stator housing cooling is provided by the separate circuit cooling system.
The separate circuit cooling system uses Extended Life Coolant (ELC).
The generator rotor is cooled by power train oil. Power train oil is circulated through
the generator rotor shaft by the power train oil pump. More information on the
generator rotor cooling circuit and the separate circuit cooling system will be provided
later in this presentation.

1
2
3 17_1
4 17_2
1. Generator rotor The top illustration shows the generator rotor (1). The generator rotor is made up of
2. Rotor assembly a rotor shaft, an iron core, and eight permanent magnets bonded to the rotor shaft.
The magnets are oriented in alternating NORTH - SOUTH columns in line with the
3. Fiberglass reinforced band rotor shaft.
4. Stator housing
5. Stator core The rotor assembly (2) is precision balanced at the factory. The balance weights and
6. Stator windings bolts should never be removed from the rotor end cover.
The rotor shaft is splined to the torsional coupling and is supported by sealed roller
bearings (not shown) on each end. The rotor shaft is center drilled to allow cooling
oil to flow through the shaft.
The rotor is wrapped in a fiberglass reinforced band (3) to protect and retain the
permanent magnets underneath the wrapping. The rotor wrapping must not be
nicked or damaged during any disassembly or assembly procedures.
The stator housing (4) holds the stator core (5) and stator windings (6).
The relative action between the stationary stator and turning rotor generates a
voltage in the stator windings. There are three sets of stator windings in the stator
assembly. Each winding is physically distributed so that the rotating magnetic fields
of the rotor produce a three phase current output. This voltage is transmitted through
the three output conductors of the generator to the power inverter.

Since the permanent magnet field of the rotor is constant, the three terminal voltages
of the generator vary directly with the speed of the generator.
An O-ring (not shown) is installed in the stator housing prior to the rotor shaft rear
bearing being installed. The O-ring is used to apply a slight axial load to the front
and rear rotor shaft bearings outer races. The pressure provided by the O-ring on
the outer races helps prevent the races from turning in the bearing bores of the
generator housing.
NOTE: Proper tooling should be used to remove or install the rotor from the
stator housing. The powerful force of the generator rotor magnets can cause
the rotor to become stuck to the stator and damage the rotor and stator.
The strong magnetic fields produced by the generator magnets will attract any
nearby metallic object. If the object is held in the hand, a pinch or crush hazard
can result from the hand being caught between the metallic object and the
rotor.
Refer to KENR5162 for proper tooling and procedures to use during generator
disassembly and assembly.

3 1
6 5 2 19_1
8 19_2
1. Rotor assembly The top illustration shows the rotor assembly (1) installed inside of the stator
2. Stator assembly assembly (2). The rotor assembly is supported by the front sealed bearing (3) and a
rear sealed bearing (not shown). The rotor bearings are filled with grease during
3. Front sealed bearing their manufacture and no method is provided to additionally lubricate the bearings.
4. Bearing support plate
5. O-ring grooves A bearing support plate (4) holds the bearing in position against the back of the
6. Balance weights generator cover. Two O-ring grooves (5) are machined into the bearing support.
The O-ring grooves help seal out flywheel housing lubricating oil from the generator
7. Rotor shaft front seal housing.
8. Generator front cover
Balance weights (6) are attached to the rotor front cover with bolts. Do not remove
rotor balance weights or bolts. Rebalancing of the rotor shaft should not be necessary
when servicing the rotor bearings.
The lower illustration shows the rotor shaft front seal (7). The front seal is installed in
the generator front cover (8). The front seal prevents flywheel housing lube oil from
entering the generator assembly. The generator rotor and stator operate in a dry
environment and no oil or liquids should be present inside the stator housing.
Flywheel housing oil migration past the front seal could enter the front bearing and
flush the grease from the sealed bearing. Replacing the front seal after a leak will
stop flywheel housing oil from entering the bearing, but the bearing will now have
very little lubrication left in it and could fail after only a few hours of operation. If
the front seal is replaced due to oil leakage, the front rotor bearing should also be
replaced.

3
2
20_1
1. Shaft grounding ring Transient currents will be present within components of any generator or motor
2. Rotor shaft during operation. Transient electrical currents will always try to seek a path to ground.
Transient currents that exist in the generator rotor shaft will attempt to go to ground
3. Generator housing through the rotor bearings and generator housing. Currents that are allowed to pass
through roller bearings cause electrical bearing damage which appears as a grey
band in the running path of the bearing rollers and raceways. If the transient currents
are allowed to continue to seek ground through the bearing, the grey bands will
progress to bearing fluting.
A Shaft Grounding Ring (SGR) (1) is installed in the generator housing at the rear of
the rotor. The SGR is installed before the rear bearing and bearing cover. The SGR
should not be lubricated during assembly and does not receive any coolant or power
train oil from the generator cooling systems.
The SGR is made of conductive micro fibers and a metal casing. The micro fibers of
the SGR have a higher electrical conductivity than the rotor bearings and therefore
provide a path for electrical currents to flow from the rotor shaft (2), to the generator
housing (3), and then to ground.

21_1
Bearing current damage (arrow) to a sample bearing cage can be seen in the above
illustration. Current damage may not be visible when inspecting generator bearings
due to the bearing seals. The rotor bearings of the propulsion module are not sealed
bearings. It may be possible to view current damage if the SGR rings are failed in
the propulsion module.

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22_2
1. Port from power inverter The stator housing is cooled by engine coolant provided by the separate circuit
2. Port from power inverter cooling system. Coolant from the power inverter enters the bottom side of the
generator housing at port (1) and port (2). Coolant then flows between the generator
3. Coolant grooves and stator housings guided by the coolant grooves (3) on the outside of the stator
4. Port to hydraulic oil heat housing. Coolant next flows from the generator housing through port (4) to the
exchanger hydraulic oil heat exchanger (not shown). Coolant is sealed between the generator
5. O-rings and stator housings by front and rear O-rings (5).
6. Coolant drain port
A drain valve (not shown) is installed at port (6) to drain coolant from the generator
7. Generator ground strap assembly.
Also shown is the generator ground strap (7). The generator ground strap is
connected to the machine frame.

3
4
23_1
1. Generator rear cover The generator rotor assembly is cooled by power train oil. The front section of the
assembly power train oil pump (not shown) draws power train oil from the power train oil tank.
2. Power train oil inlet port Oil next flows from the pump to the power train oil filter mounted inside the left hand
engine enclosure. From the oil filter, power train oil next flows to the power train
3. Power train oil outlet port engine mounted oil cooler and then to the generator rear cover. Power train oil
4. Generator housing plug enters the generator rear cover assembly (1) at port (2). Oil first flows down the
center of the generator rotor shaft. When the oil reaches the rotor front cover, the oil
is turned by the front cover and flows back towards the rear of the rotor through the
rotor core. Cooling oil exits the rotor core and flows through the rear generator cover
at port (3) and is returned to the power train oil tank. The power train oil system will
be discussed later in this presentation.
Observe and mark rotor cooling lines for position on the rear cover prior to disassembly.
If the flow of oil is reversed through the generator rotor, oil will migrate past the rear
rotor seal and the stator housing will fill with power train oil. If the generator stator
housing has been flooded, both rotor bearings should be replaced due to possible
loss of lubrication.
A plug (4) can be removed from the generator housing to allow for inspection of
the stator and rotor space. Little or no fluid should be present when the plug is
removed.

7
6
1 24_1
5 2
24_2
1. Generator rear cover The top illustration shows the generator rear cover assembly (1) removed from the
assembly generator housing. The rotor shaft (2) slip fits inside the cover center hole (3). This
2. Rotor shaft allows pressurized power train oil to flow from the rear cover through the center of
the rotor shaft to the front of the rotor. Oil exits the rotor shaft through three passages
3. Cover center hole in the rear of the rotor shaft (4) and generator position sensing wheel (5). Oil next
4. Rotor shaft oil passages flows from the rotor shaft to the rear cover through passage (6) and then to the power
5. Generator position sensing train oil tank.
wheel
6. Power train oil tank passage The lip seal (7) installed in the generator rear cover prevents power train oil from
entering the generator rotor housing. If power train oil migrates past the rear seal, it
7. Lip seal will wash the factory fill grease from the rear bearing. If the rear rotor seal is replaced
due to leakage, the rear bearing should also be replaced.

5
3
1
4
25_1
1. Rotor shaft A cross section illustration of the generator rotor shows the internal path that the
2. Generator end spline power train oil takes to cool the rotor. Cooled oil from the power train oil cooler enters
the rotor shaft through the port at the center of the shaft (1). Oil flows through the
3. Front cover shaft center towards the drive end spline (2). Oil next flows out of the center passage
4. Rotor core into the front rotor cover (3) where it is allowed to fill the cover. From inside the front
5. Drilled passage cover, oil next flows back to the rear of the rotor through passages in the rotor core
(4).
Power train oil flows from the generator core passages out to the rear of the generator
shaft through six drilled passages (5).

26_1
26_2
1. Generator primary speed The Generator ECM monitors the input signals from the magnetic generator primary
sensor speed sensor (1). The function of the primary speed sensor is to find incremental
2. Generator secondary speed position of the generator and this, in combination with the generator speed sensing
sensor and timing wheel, provides absolute rotor positioning feedback to the Generator
ECM as the generator rotates. The generator secondary speed sensor (2) is for
redundancy if the primary sensor is inoperative. If both generator speed sensors are
inoperative, the machine power train system will not be enabled or will be shut
down.

1
27_1
1. Generator speed/timing wheel The generator speed/timing wheel (1) is bolted on the rear side of the rotor. The four
2. Wide tooth wide teeth (2) provide rotor position information to the Generator ECM through the
generator speed sensors.
At initial machine start up, the Generator ECM will use the position information
provided by the speed/timing sensor pulses and the voltage input signal from the
internal Phase A-B voltage sensor in the power inverter to determine the exact position
of the generator rotor. The Generator ECM will use this information to synchronize
the electronic control of the power transistors in the power inverter Control 1 side to
the generator’s three-phase AC output. Once rotor position is known, the Generator
ECM can exercise precise control of the power transistors in the Control 1 side of the
power inverter and maintain DC bus voltage.
If the Generator ECM is unable to determine the rotor position of the generator, the
Machine ECM will not enable the Control 1 power transistors.
During machine operation, the speed sensor input signals are used by the Generator
ECM to monitor the rotation speed of the generator.

28_1
6
4
5
7
28_2
1. Phase A generator to terminal The top illustration shows the lug and gland three phase AC hazardous voltage
block connections from the generator stator to the terminal block. The phase connections
2. Phase B generator to terminal shown are:
block
3. Phase C generator to terminal - phase A (1)
block - phase B (2)
4. Phase A terminal block to - phase C (3)
power inverter
5. Phase B terminal block to The lower illustration shows the three phase AC lug and gland harness connections
power inverter from the terminal block to the power inverter. The phase connections shown are:
6. Phase C terminal block to
power inverter - phase A (4)
7. Generator bond wire - phase B (5)
- phase C (6)
Stainless steel hardware is used to bolt the hazardous voltage terminals to the
terminal block.
The generator bond wire (7) is bolted to the generator housing below the phase
conductors.

NOTE: When installing the three phase AC lug and gland cables, the cable
shield wires, or the generator green clad bond wire, it is critical to make sure all
connections are clean and free of corrosion or dirt before tightening the fasteners.
Poor electrical connections can lead to high resistance at the connection points
and potential connector damage.
All fasteners must be properly torqued when servicing the AC lug and gland
cables, the cable shield wires, and any bond wires.

30_1
Cat ET Generator Status screen Status of the generator may be monitored using Cat ET. All monitored parameters
shown on the Status screen are provided by the Generator ECM. Select the Status
screen of the Generator Power Converter ECM to view:
- DC power bus voltage (DC link voltage)
- phase currents of all three generator phases
- output signals of the primary and secondary generator speed sensors
- power converter temperature

2
3 1
5 6 7 8 9 10
31_1
1. Power inverter The above illustration shows the machine power inverter. The cab has been raised
2. Generator ECM in this view.
3. Motor ECM
The power inverter (1) is mounted on the front of the machine fuel tank. Power
4. MX harness transistors inside the power inverter are used to rectify the AC current produced by
5. Motor 1 Phase A the generator into DC current. The DC current produced by the power transistors is
6. Motor 1 Phase B next stored in two large capacitors inside the power inverter. The generator may not
be able to react quickly enough to the changing current demands of the drive motors
7. Motor 1 Phase C as the machine operates. The capacitors store electrical energy and then release
8. Generator Phase A that energy during times of peak usage by the drive motors.
9. Generator Phase B
10. Generator Phase C Mounted on the front right side of the power inverter is the Generator ECM (2).
The Generator ECM monitors the operation of the generator when enabled by the
Machine ECM. The Generator ECM also controls and monitors the operation of the
six power transistors (three pair) of the Control 1 section of the power inverter. The
Generator ECM tries to maintain a constant 650 volts on the DC bus regardless of
engine speed and machine load.
Drive motor and generator phase connectors are also shown above. motor 1 phase
A (5), phase B (6), and phase C (7) and the motor 2 phase connectors have a similar
arrangement. Generator phase connectors are arranged phase A (8), phase B (9),
and phase C (10).

Mounted on the front left side of the power inverter is the Motor ECM (3). When
enabled by the Machine ECM, the Motor ECM will monitor and control the operation
of the six power transistors (three pair) of the control two section of the power
inverter.
The Generator and Motor ECMs are A4:P1 type ECMs and can only be replaced with
similar A4:P1 ECMs. For diagnostic purposes, a substitute A4:P1 ECM can be put
in place of the Motor or Generator ECM, but the proper flash file must be applied to
the ECM for the power train to function.
No code plugs are used to identify A4:P1 ECM usage. Certain pins of the J1 harness
connector will be grounded within the wiring harness and will thus identify ECM usage
as either a control 1 Generator ECM or a control two Motor ECM.
Following a key ON cycle, the power control sections of the A4:P1 ECMs will perform
system checks in order to determine the status of the power transistors inside the
power inverter. If the transistor checks indicate correct operation of the transistors,
the Generator ECM and the Motor ECM will each return a corresponding message
back to the Machine ECM over the CAN B Data Link. The returned signal indicates
to the Machine ECM that no active diagnostics are present and that each A4:P1
ECM is ready to begin controlling the operation of the control 1 and control two side
of the power inverter.
• The MX harness is a sealed The J2 connectors of the Generator and Motor ECMs are connected to the power
harness. The harness is not inverter 70-pin connector by a dedicated harness known as the MX harness (4). All
serviceable. control circuits for the power inverter are in the MX harness. The MX harness is a
foam wrapped and sealed harness that should never be disassembled or repaired.
If a problem is suspected in the MX harness, the harness should be removed from
the machine and checked end to end using an ohm meter. If no shorts or opens are
found in the MX harness, the harness could be reinstalled on the machine.
Note: The MX harness is a sealed harness. The harness is not serviceable.

Multimeter “spoon” type probes cannot be inserted into the connectors on this
wiring harness to check circuits. When the machine is OFF, the harness can be
disconnected and checked for short circuits, open circuits, and poor connections.
If a problem is found in the MX harness, the harness must be replaced.

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33_1
• Power inverter internal functions This illustration shows the arrangement of power transistors, transistor control
circuits, and current flow through the power inverter.
• Control 1 section The control 1 section of the power inverter consists of the Generator ECM, generator
power transistors, generator current monitoring sensors, the DC Bus, and the
electrical filter capacitors.
• Control two section Components of the control two section of the power inverter include the Motor ECM,
three pairs of motor power transistors, the motor current sensors, the DC Bus, and
the filter capacitors.
• Power transistors Three pairs of power transistors are used to control the flow of generator current to
the DC bus and capacitors. Each transistor pair contains a positive and negative
switching transistor. The positive transistor controls the flow of current to the positive
side of the DC Bus, and the negative transistor controls the flow of current to the
negative side of the DC Bus. The positive switching side of the transistors are labeled
as Transistor 1. The negative side of the transistors are labeled as Transistor 2.
These labels are used for the diagnostic codes that are associated with the power
transistors.

Three additional pairs of power transistors are used to control the flow of current from
the DC Bus to the drive motors that move the machine. The motor power transistors
are rapidly switched ON and OFF by the Motor ECM to allow current to flow from
the DC Bus to the drive motors. As the power transistors are rapidly switched ON
and OFF, they produce a three phase duty cycled current to the drive motors. The
created three phase current supplied to the motors is regulated to approximately
480 volts AC by the Motor ECM. The positive switching side of the transistors are
labeled as Transistor 1. The negative side of the transistors are labeled as Transistor
2. These labels are used for the diagnostic codes that are associated with the power
transistors.
• Generator ECM The Generator ECM controls the switching of the power transistors on the control 1
side of the power inverter. Generator output current is continuously sent to the DC
Bus and capacitors until the voltage potential between the positive and negative side
of the bus is 650 volts. The Generator ECM will always try to maintain the 650 volt
differential regardless of machine operating condition and engine speed. Current
flows from the generator to the DC Bus and capacitors when the power transistors
are switched ON by the Machine ECM. Increasing the amount of time that the
transistors are turned ON increases the voltage level of the DC Bus.
• DC power bus The DC power bus is an electrical circuit inside the power inverter. As generator
output flows into the power inverter, the six power transistors (three paired transistor
modules) of the control 1 side switch rapidly ON and OFF in sequence to control the
flow of current to the bus. Three of the power transistors, one from each transistor
module, allow the three phases of the high side (positive side) of the AC sine wave
to flow to the positive side of the DC Bus. The other three transistors of the transistor
module control the flow of current from the low side of the generator sine wave
(negative side) to flow to the negative side of the bus.
At machine start up, or during machine operation, if either the Generator ECM
or the Motor ECM detect an abnormal condition within the power transistor or a
communication problem with the power transistor, a message will be sent to the
Machine ECM by the A4:P1 ECM that detected the problem. Depending on the
severity of the fault indicated, the Machine ECM may disable the operation of the
power train completely.
• Machine ECM The Machine ECM will not instruct the Generator ECM to actually begin control 1
side operation until several conditions have been met. The generator rotor position
has to be determined by the generator speed sensors and speed timing wheel
attached to the generator rotor. Additionally, the rotation speed of the generator rotor
must be at least equal to engine low idle speed and the Power Inverter control
feedback circuits are indicating that there are no active power train faults.
When the Generator ECM is enabled and receives the command to begin operation
from the Machine ECM, the Generator ECM will use internal driver outputs to send
15.0 VDC pulses to the internal electronic gate drivers for each power transistor. The
transistor gate drivers will switch the transistor ON or OFF according to the ECM
output pulses. The Generator ECM will control the power transistors in a sequence
that will “boost” and maintain the DC Power Bus voltage to 650 VDC.

In order to maintain the DC Power Bus voltage level, the Generator ECM will monitor
the inputs from voltage sensors and current sensors. If a voltage level or a current
level from a sensor is indicating that there is a problem in the Control 1 side of the
power inverter, the Generator ECM will turn OFF the feedback circuit. The Machine
ECM will immediately disable the operation of the power train and activate an event
code or a diagnostic code.
The enabling and regulation of the generator side of the power inverter takes place
in a very short period of time immediately after the engine is started. During this
process, the Motor ECM has disabled the Control 2 side of the power inverter which
results in the two drive motors being in a zero power state.
The Machine ECM will not command the Motor ECM to begin control of the control
two side of the power inverter until the following machine conditions are met.
- The Generator ECM has to have been enabled.

- An operator must be present in the seat, or if the seat switch has failed, the
travel control pedal is depressed.
- The parking brake must be set to the OFF position. No active power train
diagnostic codes or events are present.
If a diagnostic code is active for the operator present switch, the Machine ECM will
allow an alternate process to be used in order to determine if an operator is present.
The Machine ECM will allow the operator to enable the systems using the travel
control pedal. When the operator fully depresses the pedal in order to engage the
brakes, the ECM will enable the operation of the travel system and the implement
system.
Once the Machine ECM determines that the machine conditions are correct, the ECM
will use the CAN B Data Link to command the Motor ECM to begin the regulation of
the control two side of the power inverter.
• Motor ECM The Motor ECM will use internal driver outputs to send 15.0 VDC pulses to the
internal electronic gate drivers for each transistor. The gate drivers will switch the
power transistors ON or OFF according to the ECM output pulses. The Motor ECM
will activate the gate driver outputs in a sequence that will create the three phases of
duty cycled (PWM) output voltage at the frequency, the current level, and the voltage
level that are needed to achieve the requested motor speed and torque
requirements.
In order to provide power to the two electric drive motors, the Motor ECM will use six
power transistors. The six transistors are used to create three separate phases of
square wave output voltage pulses from the 650 volt DC Power Bus. The created
480 VAC three-phase voltage and current will provide the power to the drive motors
that is needed to meet the Machine ECM requested travel commands. Each motor
receives identical power output and will react with exactly the same rotation speed
and direction.

• Electric drive motors The electric drive motors will see the average (RMS) voltages and currents of the
PWM power signals as AC sine waves which will cause the rotors to rotate at the
requested speed and direction.
Power Transistor 1 is used to switch from the high side (positive) of the DC Power
Bus on each phase. Power Transistor 2 is used to switch from the low side (negative)
of the DC Power Bus on each phase. The Motor ECM will use driver outputs to send
voltage pulses to the internal electronic gate drivers for each transistor. The gate
drivers will switch the power transistors ON or OFF according to the ECM output
pulses. The Motor ECM will activate the gate driver outputs in a sequence that will
create the three phases of PWM output voltage at the frequency, the current level,
and the voltage level that are needed to achieve the requested motor speed and
torque requirements.
• Machine ECM input signals The Machine ECM determines the drive motor speed and torque requirements
needed to meet the operator desired speed based on several factors. The position
of the F/N/R switch and input signals from the machine speed thumb wheel on the
F/N/R control handle are monitored by the Machine ECM to determine travel direction.
The ECM also considers the operating speed of the generator and the engine in
order to control engine underspeed or engine overspeed. Additionally, the position
of the travel control pedal is monitored to determine the amount of speed decrease
from the selected travel range displayed in the LCD panel.
During machine travel, the Machine ECM will use the input signals from the travel
control pedal position sensor, the drive motor speed sensor, and the generator speed
sensor to control machine underspeed or overspeed.
• NEUTRAL position When the F/N/R Switch is in the NEUTRAL position, the Machine ECM will
communicate a zero speed command to the Motor ECM. The Motor ECM will
continue to send a slight “holding” current to the drive motors in order to maintain the
zero speed commanded.
• Power inverter filter capacitors The filter capacitors in the power inverter store electrical energy. During machine
operation, the instantaneous current demands of the drive motors can momentarily
exceed the current being supplied by the generator. The capacitors will release
stored electrical energy when needed to help maintain the DC Bus current during
periods of high current demand.
• Discharge resistor A discharge resistor is placed between the DC + (positive) and DC - (negative) Bus
segments. The discharge resistor constantly allows a small amount of current to flow
from the positive side of the DC Bus to the negative side. This small flow of current
helps to drain current from the DC Bus after engine shutdown.

37_1
Motor speed and currents graph The above illustration is a Data Log captured by Cat ET during machine travel speed
increase. The above graph was generated with the machine supported on stands
and free turning track. There was no steering commanded while capturing this
graph.
The blue line on the above graph represents the position of the speed thumbwheel
sliding switch on the steering and direction control lever. Each time the thumb switch
is pushed to increase track speed, the signal from the switch to the Machine ECM
increases and then decreases as the switch is released.
The green line on the graph shows a left track speed increase that corresponds to
the increase of machine speed commanded by the thumb switch. It should be noted
that Cat ET displays machine speed as left track speed but in fact the speed sensor
mounted to the propulsion module is the sensor that is monitored.
The maroon, lime, and dark blue lines on the graph indicate motor currents sent to
the drive motors in response to the increase speed command. Notice that as motor
speed increases, the actual motor currents decrease.

2
4
6
3
38_1
1. Electric drive motor 1 The electric drive propulsion module is mounted inside the main tractor frame
2. Electric drive motor 2 between the final drives. The above illustration shows the right side of the propulsion
module with the following components:
3. Electric drive motor 1
temperature sensor
- electric drive motor 1 (1)
4. Electric drive motor 1 voltage
supply from the power - electric drive motor 2 (2)
inverter - electric drive motor 1 temperature sensor (3)
5. Electric drive motor 2 - electric drive motor 1 voltage supply from the Power Inverter (4)
temperature sensor - electric drive motor 2 temperature sensor (5)
6. Electric drive motor 2 voltage - electric drive motor 2 voltage supply from the Power Inverter (6)
supply from the power
inverter Both of the electric drive motors are a 75 kilowatt three-phase AC induction motor
and are mounted inside the electric drive propulsion module. The electric drive motor
2 is located on the front side of the propulsion module and drive motor 1 is located on
the rear side of the propulsion module.

Each of the drive motors receive the same supply current from the power inverter.
When the F/N/R switch is in the NEUTRAL position and the parking brake is released,
the power inverter will supply a small “holding” current to the drive motors for
approximately two seconds. This holding current will keep the machine from moving
while in neutral and there are no other power train commands. After approximately
two seconds of applying the holding current, the Machine ECM will command the
Motor ECM to stop the flow of current; the Machine ECM will apply the brakes in the
propulsion module.

1
4
3
40_1
1. Phase A This illustration shows the three phase connectors for motor number two. The HV
2. Phase B cables from the power inverter are connected to the phase connector blocks. The
phase connections shown are:
3. Phase C
4. Motor winding phase - Phase A (1)
connection block
- Phase B (2)
- Phase C (3)
Any time that an enclosure cover is removed in order to check the three phase
connections or to service the three phase connections, ensure that no dirt or
contamination is allowed to enter the enclosure. Clean the inside of the enclosure
thoroughly before the sealing cover is reinstalled. Dirt or contamination around the
connections can cause problems with short circuits or ground faults during machine
operation.
When assembling the proper lug connections to the motor winding phase blocks,
proper phasing of the conductors must be observed. If the phase polarity of the
conductors is incorrect, the machine will not operate and damage to the motors and
power transistors can occur. Always mark the HV conductors and lug studs before
disassembly.

If a lugged conductor is disconnected, great care must be taken to ensure that the
mating surfaces are completely free of dust, dirt, oil, moisture, or any other form of
contamination when the connection is restored. Contamination between the mating
surfaces of connections can result in arcing, heat build up, and possibly a failure of
the electrical connection.
Do not use solvents or detergents when cleaning a DC or AC conductor connector.

Use Isopropyl Alcohol or a solution that contains at least 90 percent Isopropyl Alcohol
to clean the contacts when required.
The HV phase conductors from the power inverter are attached to the threaded ends
(4) of the motor winding phase blocks.
NOTE: The bolted lug connectors for the motor 1 phase windings (not shown)
are similar to the lug connectors shown for motor two. The Phase A lug terminal
for motor 1 is closest to the center line of the propulsion module and the Phase
C lug is furthest from the center line.
Refer to the instructions provided in KENR5606 for more information on cleaning

and torquing the motor HV conductor connections.

3
42_1
1. Primary drive motor speed The above illustration shows the left side of the propulsion module and the following
sensor for the Motor ECM components:
2. Secondary drive motor speed
sensor for the Motor ECM - primary drive motor speed sensor for the Motor ECM (1)
3. Left side mounting trunnion - secondary drive motor speed sensor for the Motor ECM (2)
The Machine ECM will calculate the appropriate motor speed and torque commands
based on the input information that is received from the drive motor primary speed
sensor. Machine speed information is provided to the Machine ECM by the Motor
ECM over the CAN B Data Link.
The Machine ECM will exercise travel speed control over the power train system.
The Machine ECM will monitor the input signals from the primary drive motor speed
sensor in order to determine if the drive motors are maintaining the commanded
speed. When the machine conditions cause the motors to either exceed or lag
behind the commanded speed, the Machine ECM will command the Motor ECM
to adjust the torque output of the propulsion module. The Motor ECM will either
decrease the flow of current (reduce duty cycle) to slow the machine or increase the
flow of current (increase duty cycle) to increase machine speed.
Also shown is the propulsion module left side mounting trunnion (4) which mounts
the propulsion module to the tractor frame. The trunnion mount incorporates an
elastomeric seal material in the mount which isolates the propulsion module from
the machine frame.

4 5
43_1
1. Drive motor output gears This illustration shows the left side propulsion module power output gear train. The
2. Bull gear drive motor output gears (1) transfer power to the bull gear (2). The bull gear drives
the carrier of the output planetary gear set (3). The sun gear shaft (4) transfers
3. Output planetary gear set output drive torque to the equalizing planetary gear set on the right side of the
4. Sun gear shaft propulsion module. Also shown is the steering planetary sun gear (5). The steering
5. Steering planetary sun gear planetary sun gear is splined to the center axle shaft and provides a steering input
path to the output planetary and equalizing planetary.

1
2
3
4
44_1
5 8 44_2
1. Steering gear train The top illustration shows the steering planetary cover and steering gear train (1).
2. Steering motor mounting This is the outside cover for the left hand side of the propulsion module. The steering
location motor (not shown) is mounted on the steering planetary housing at location (2). The
steering motor pinion gear drives the steering planetary idler gear (3) which next
3. Steering planetary idler gear drives the steering planetary ring gear (4). More information on the steering and
4. Steering planetary ring gear power flow through the propulsion module will be provided later in this presentation.
5. Left brake housing
6. Steering planetary gear set The lower illustration shows the left brake housing (5). The steering planetary gear
set (6) and steering planetary output (7) are mounted on top of the output planetary
7. Steering planetary output gear.
8. Reaction plate
Brake friction plates and steel discs are installed on top of the machined surface of
the reaction plate (8).

3 5
1
45_1
1. Right brake housing The equalizing planetary is located on the right hand side of the propulsion module
2. Equalizing planetary in the right brake housing (1). A sun gear (not shown), which is splined to the
propulsion module center sun shaft drives the equalizing planetary (2) planet gears
3. Splines and carrier. The right hand axle shaft, engages the splines (3) of the planet carrier
4. Oil deflector and transmits rotational torque to the final drive transfer gear set. More information
5. Brake housing on the steering and power flow through the propulsion module will be provided later
in this presentation.
6. Three phase HV stator
winding lugs
An oil deflector (4) is mounted to the carrier of the equalizing planetary to aid the
lubrication of the equalizing planetary planet gears.
Right hand brake plate and friction discs (not shown) are installed in the brake
housing (5).
The three phase HV stator winding lugs (6) for motor 2 can be seen at the top right
of this illustration.

3 4
46_1
1. Steel plates The components of the right hand brake can be seen in this illustration. Four steel
2. Brake discs plates (1) are used in both the left and right hand brake assemblies. Additionally,
three brake discs (2) are also used in each brake assembly.
3. Drilled passage (from brake
control valve)
The brake piston and Belleville spring (not shown) are both installed on top of the
4. Drilled passage (to plug on brake assemblies before the outer covers are installed.
outside of propulsion module)
Hydraulic oil from the brake control valve enters the brake housing through a drilled
passage (3). The hydraulic oil forces the brake piston to move towards the Belleville
spring and releases the spring pressure on the brake discs and plates.
An additional drilled brake oil passage (4) leads to a plug installed on the outside of
the propulsion module. The plug should not be removed to test for brake oil pressure.
The remote brake oil pressure tap mounted on the left hand fender enclosure should
be used when testing brake release pressure.

2
1
47_1
1. Brake lube oil flow control Shown above is the brake lube oil flow control shuttle valve (1) and valve housing (2).
shuttle valve Two brake lube oil flow control valves are used in the propulsion module, one each
2. Valve housing in the steering planetary housing cover and the right brake cover. When the brakes
are applied, the shuttle valve moves out of the valve housing and opens the lube flow
3. Lube flow ports ports (3) allowing maximum power train oil flow to enter the brake housings to cool
and lubricate the brakes.
NOTE: Caution must be used when installing the steering and equalizing
planetary top covers because the brake shuttle valves may fall out of the
housings during assembly.

48_1
1. AMR sensor The propulsion module motor speed ring (2) and sensor (1) together are known as
2. Speed ring an Anisotropic Magneto Resistive (AMR) sensor. The AMR sensor ring is made of a
stamped steel ring with a bonded Permalloy coating around its outer diameter. The
Permalloy coating is a mixture of nickel and iron which has a high magnetic
permeability, low coercivity, and exhibits a near zero magnetostriction. Permeability
refers to a material’s ability to respond to an applied magnetic field. Coercivity of a
material is a measure of how easily the material can be demagnetized after the
material has been subjected to full magnetic saturation. Magnetostriction refers to a
material’s resistance to changing shape when in the presence of a magnetic field.
• Permalloy coating During manufacture of the AMR sensor ring, the Permalloy coating is applied to the
steel backing. The sensor ring is next placed in a stator assembly which contains the
number of turns of wire and an iron core. The number of turns of wire in the stator is
directly related to the number of lines of flux produced by the stator when the stator
is energized by an electrical current.
• Stator energized With the AMR ring inside the stator core, the stator is energized. The iron and nickel
particles of the Permalloy coating are now under the influence of the lines of flux of
the stator and align themselves in NORTH and SOUTH poles around the circumference
of the sensor ring. The number of poles created is directly influenced by the number
of windings in the stator.

• Low coercivity It was stated previously that the AMR ring has a low coercivity. This property indicates
that even though individual NORTH and SOUTH poles have been created in the
Permalloy coating, it is also very easy to damage, distort, or destroy those magnetic
poles. Extreme care must be taken when handling the AMR ring to not scratch the
Permalloy coating or allow the ring to be near any magnetic fields.
• Scratching the Permalloy coating Scratching the Permalloy coating can remove magnetic poles from the ring and
cause read errors by the AMR sensor. Placing the AMR ring in the proximity of
magnetic fields, such as magnetic tools or magnetic parts trays, can distort the poles
of the ring or completely remove the poles. Additionally, if the sensor ring is placed
in close proximity to a magnetic-type sensor, the poles of the ring can be distorted or
damaged.
• Magnetic poles If the sensor ring magnetic poles are disturbed or removed during a tear down or
rebuild process, there will be no indication of damage to the ring until the propulsion
module is reinstalled in the machine and the power train is enabled.
• Cleaning the AMR ring Cleaning of the AMR ring should be done using a cloth moistened with a mild soap
and water mixture. Aerosol or liquid solvents or Isopropyl Alcohol should not be used
to clean the sensor ring. Compressed air may be used to blow dry the sensor ring
and remove any small magnetic particles that may cling to the Permalloy coating.

50_1
50_2
Magnetic field viewer In the upper illustration, a Magnetic Field Viewer is being used to reveal the magnetic
poles of the AMR sensor ring. The poles are clearly visible and defined. The magnetic
poles are arranged in an alternating NORTH - SOUTH pattern around the
circumference of the ring.
In the lower illustration, a portion of the magnetic poles have been damaged by
placing the ring in close proximity to a strong magnetic field. Notice how some of the
magnetic poles at the top of the ring have been destroyed and are not now visible.
This situation could cause the machine to halt due to a speed sensor error.
NOTE: The magnetic field viewer shown in the upper illustration is not serviced
by Cat. The viewer can be purchased from several vendors of magnetic products
and tools.

51_1
• Four AMR sensing elements The AMR sensor (arrow) contains four sensing elements. The AMR sensor does not
use Hall Effect sensing elements or magnetic iron bars. The AMR sensor produces
two pairs of square wave output signals. Each pair of output signals is offset due to
the location of the four sensor elements within the sensor body. One pair of output
signals is a high resolution square offset wave. The high resolution portion of the
sensor produces eight pulses per pole of the sensor ring. The second pair of signals
produced by the sensor produces only one pulse per magnetic pole of the sensor
ring.
• Speed and direction signal pulses AMR sensors in general can produce very reliable speed and direction signal pulses
at extremely slow sensor ring speed, giving them an advantage over Hall Effect and
magnet type sensors.

52_1
1. Speed sensor ring The speed sensor ring (1) is mounted directly to the drive motor 2 output gear (2) on
2. Drive motor 2 output gear the left hand side of the propulsion module. The sensor ring must be installed with
the rolled edge of the ring facing up away from the bull gear. When installing the
steering planetary cover, it is very important to not let the edge of the cover come in
contact with the sensor ring. The cover edge could mar or scratch the sensor
Permalloy coating.

4
1 2
53_1 53_2
3 5
53_3 53_4
1. O-ring seals There are two O-ring seals (1) (only one visible) on the propulsion module mounting
2. Adapter saddle adapter rings (2). The O-ring seals prevent dirt or moisture from entering the
final drives and also prevents final drive oil from entering the inside of the machine
3. Trunnion mount frame if the propulsion module internal lip seal fails. An adapter ring with O-rings,
4. Frame saddle trunnion, and an internal lip seal are used on each side of the propulsion module to
5. Cap seal out contaminants and moisture.
The propulsion module trunnions (only the left side is shown) (3) must be sealed to
the frame saddles (4) to prevent contaminants from entering the propulsion module
or final drive assemblies.
Sealant must be applied to the clean surfaces of the lower mounting saddles and
the saddle caps (5) before the propulsion module is installed into the machine frame.
The propulsion module lip seal is installed into the trunnion adapter of the propulsion
module before the module is lowered into the machine frame.
After the propulsion module has been installed in the machine frame and the saddle
clamps have been tightened, the seal joints and propulsion module should be air
tested using the procedure and tooling described in KENR5162.

2
54_1
4 1
6
5 3 54_2
1. Single lip seal The above illustrations shows the components of the left side propulsion module and
2. Trunnion housing left final drive. Visible in the upper illustration is the single lip seal (1) used to prevent
power train oil from transferring out of the propulsion module and into the left final
3. Propulsion module drive. A single lip seal is used in a similar location on the right side of the propulsion
4. Machine frame module.
5. Short drive axle
6. Final drive pinion gear The lip seal is installed into the trunnion housing (2). The seal is installed with the lip
of the seal facing the propulsion module (3) to prevent power train oil from transferring
into the final drives through the opening in the machine frame (4) provided for the
axle.
The lip of the seal contacts a machined surface on the short drive axle (5) that
connects the propulsion module output to the pinion gear of the final drive (6).

4 3
1
2
55_1
1. Accessory Power Converter The Accessory Power Converter (APC) (1) is mounted to the forward right side of the
2. Coolant vent fitting fuel tank. The APC can be accessed by opening the right fender service compartment
3. Propulsion module vent hose door.
4. APC vent hose
The APC performs the following functions:
Restores battery voltage - regulates the 650 volt DC Power Bus supply voltage to a 28.5 VDC low
voltage system power supply that is used to supply the low voltage machine
control system with operating power and is used to charge the machine
batteries.
Provides power to HVAC and - regulates the 650 volt DC Power Bus supply voltage to 320 volt DC
electric water pump Accessory Bus power. The 320 volt DC Accessory Bus power supplies
voltage to the Heating, Ventilating, and Air Conditioning (HVAC) system and
the Electric Water Pump Control (EWPC) module for the operation of the
electric water pump.
Monitors DC link voltage - monitors the voltage of the DC system at all times regardless of the status of
the Engine in order to control the operation of the Hazardous Voltage
Present Lamp.
Monitors for ground fault - detection of ground fault conditions in the accessory power system and the
power train electric drive system.

Communicates to other modules - conducts operational communication with the other machine controls on the
using CAN A J1939 CAN A Data Link circuits. Communicates system fault condition
diagnostics and events exclusively to the Implement ECM over the CAN A
Data Link circuits.
Informs Implement ECM of ground - communicates a ground fault condition event to the Implement ECM on a
fault conditions backup circuit if the CAN A communication system is not operational.
In addition to the functions that are enabled by the APC when the engine and the
generator are in operation, the APC can enable the following function when the
engine and the generator are not in operation:
Provided diagnostic voltage - provides a low voltage diagnostic power supply that can be used for
troubleshooting problems in the DC sections of the accessory power system
and the power train electric drive system.
A ground fault detection system is present in the APC. The ground fault detection
system monitors the electrical isolation between the AC and DC system voltages
and frame ground at all times during machine operation. The AC and DC system
voltages are also monitored whenever the key start switch is in the ON position.
A ground fault occurs in an electrical system when there is an unintended path to

ground that will allow electrical current to leak to ground (machine frame). The
amount of current that will leak through the unintended path will depend on the
electrical resistance of the material that is between the voltage source and the
ground source.
A small amount of leakage to the machine frame will not affect the performance of
the machine. Also, a small amount of leakage to the frame will not damage system
components. If, however, a larger amount of leakage to the frame occurs, the
performance of the components in the system can be affected and damage to the
components can occur.
Two levels of ground fault event notification are provided on the D7E:
Alerts for a Level 2 ground fault Level 2 Ground Fault Event – The APC detection system has detected a low level of
leakage to ground. The detected ground fault will not cause damage to machine
components at the detected level. Machine operation can continue. The ground
fault could be caused by moisture around a connector. Continue to monitor the
ground fault condition. If the level 2 ground fault remains active or if the level 2
ground fault resets and then activates repeatedly, the machine must be safely shut
down at the earliest opportunity in order to find the cause of the problem. Operating
the machine with an active level 2 ground fault could result in a more severe condition
that could cause damage to components.
Alerts for a Level 3 ground fault Level 3 Ground Fault Event – The APC detection system has detected a level of
leakage to ground that could cause damage to machine components if machine
operation continues. An immediate safe machine shutdown is required.

A frame balance deviation of approximately 00 ± 5.0 percent is the normal frame

balance. No amount of DC leakage is detected. Additionally, a deviation in frame
balance of less than ± 20 percent is acceptable and no event will be activated.
A deviation in frame balance of greater than ± 20 percent but less than ± 50 percent
will activate a level 2 event.
A frame balance deviation of greater than ± 50 percent will activate a level 3 event.
An immediate safe machine shutdown is required.
A ground fault can occur in the AC voltage section of the electric drive system or a
ground fault can occur in the DC voltage section of the electric drive system. The
APC ground fault detection system will use different methods to detect a ground fault
in the AC volt section of the system or the DC volt section of the system. In most
instances, the ground fault detection system will determine the section of the system
that is the cause for the ground fault. The event that is activated by the Implement
ECM will indicate the section of the system that is involved.
In some instances, the ground fault detection system can narrow the cause of the
ground fault to a specific section of the AC volt system or a specific component.
In the DC volt section of the system, the ground fault detection system monitors the
frame balance of the DC bus. A leakage of DC current to frame ground will cause an
imbalance of voltage on the DC bus.
APC filter capacitor check The APC contains two filter capacitors that are used in the ground fault detection
system. One filter capacitor is internally connected between the positive (+) DC
Power Bus (contact A) and the APC housing (frame ground).
The other filter capacitor is internally connected between the negative (-) DC Power
Bus (contact B) and the APC housing (frame ground). Some specific conditions
that can cause a level 3 ground fault to be activated can also damage these filter
capacitors in the APC. The specific conditions are a ground fault condition in either
the drive motor windings or a ground fault condition in the generator windings. When
the APC is operated with a damaged filter capacitor, the APC will detect a constant
ground fault condition when no actual ground fault condition exists.
Consequently, after the cause of a motor winding ground fault or a generator winding
ground fault is found and resolved, the filter capacitors must be checked in order to
verify that the capacitors have not been damaged.

Determining ground fault The APC uses two methods to determine if a ground fault exists:
1. The first method of ground fault detection is accomplished using a combination

of hardware and software. Hardware inside the APC monitors the potential of
the machine frame compared to the earth. A resistance is placed between the
machine frame and the DC Bus positive link as well as the DC Bus negative link. The
APC checks the impedance (insulation value) of the overall power train system by
switching these resistors ON and OFF. While switching the resistors ON and OFF,
the APC monitors the change of the frame voltage.
Software in the Implement ECM monitors the voltage of the machine frame while the
resistors are switched ON and compares the two voltage readings to each other. If
during the resistor ON period the monitored change in frame voltage is not within a
nexpected tolerance, the software will issue a fault.
If during the resistor ON cycle the measured frame voltage is the same for both
resistors, the system is balanced and no ground fault is detected. If there is a
difference in measured voltages from each resistor, the Implement ECM will log a
ground fault diagnostic code.
The voltage measured by the software across the two resistances is converted to a
percentage of frame balance value. A 0% frame balance indicates that the frame is
equal to the earth and no current leakage has been detected.
2. The APC “listens” for electrical noise, or unusual voltage sine waves, on the power
train system DC Bus relative to frame. If the electrical noise crosses a threshold set in
Implement ECM software, we know that there is an insulation integrity breakdown.
It should be noted that if the measured voltage is lower than expected, it represents
the same thing as a breakdown of the insulation of the power train or Accessory Bus
power systems or cables.
A coolant vent fitting (2) is installed on the top of the APC to allow trapped air and
separate circuit coolant to flow from the power inverter and APC cooling passages to
the generator coolant inlet hose. Trapped air and coolant from the power inverter
flow to the fitting through the small hose (3). Trapped air and coolant from the APC
mix with the flow from the power inverter and the combined flow is directed to the
generator stator coolant inlet hose (not shown) through the hose (4) on the right hand
side of the fitting.
NOTE: The vent fitting at the top of the APC does not contain a check valve.

59_1
59_2
Cat ET APC status The technician can monitor the operation of the APC while the engine is running or
while the engine is stopped. The technician can also monitor the status of the APC
during machine diagnostics and testing. Notice in the above illustrations that the
APC input voltage is above machine system voltage indicating that the LVDM has
been activated.
The upper illustration, shows the voltages and currents of the APC. Additionally, HVAC
compressor operation is displayed as well as current machine frame balance.
In the lower illustration the APC is displaying a ground fault frame balance of 97%
indicating there is a leakage of power train voltage to the machine frame. Ground
fault current is also displayed in the APC status screen and represents the actual
amount of current flowing to the machine frame.
NOTE: Machine ground fault percentage and current can also be monitored
using the Message Display in the cab. From the MAIN menu, use the four way
navigation key and the OK key to access the MACHINE STATUS-ACCESSORY
menu. Ground fault information is presented on the first page of information in
the ACCESSORY menu.

60_1
APC ground fault backup If a CAN A Data Link system diagnostic code (CID 2986 FMI 9) has been activated
communications path by the Implement ECM, the ECM will monitor a hard wired PWM output circuit (A16-
BU) that is connected between the APC and the ECM. The APC will activate a PWM
duty cycle on the circuit that will indicate that a ground fault is present in the
system.
Once the Implement ECM has been notified of the level of severity and the general
location of a ground fault, the ECM can activate one or more of five ground fault
events that will indicate the severity level and the general location of the ground
fault.

3 61_1
1. APC cables Four cables (1) are connected to the APC module
2. Amphenol connectors
3. Communications cable Each of the three orange clad HV power cables uses a screw thread Amphenol®
4. Connector lock wire type connector (2) to secure the cable to the APC or component. The APC and
water pump control module (not shown) also use screw type connectors to secure
the communications cables (3) to the component. A lock wire (4) is used to prevent
loosening of the screw type plug connectors.
Before removing the screw type plug connectors, the wire must be cut and removed
from the connector. A new lock wire must be installed to each removed connector
after reassembly of the connector. Refer to KENR5606 or module 2 of this training
package for the tooling required to install the lock wire. If the lock wire is not installed,
the connector can loosen and ground faults can occur.

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Separate Circuit Cooling System
• D7E separate circuit cooling Shown above is a schematic of the separate circuit cooling system for the D7E. The
system separate circuit cooling radiator is a single pass aluminum bar plate core.
Coolant exits the bottom of the separate circuit cooling radiator and enters the
electrically controlled separate circuit cooling pump. The front section of the two
section water pump supplies coolant to the auxiliary power converter (APC), the
power inverter, the generator housing, and the hydraulic cooler.
Coolant flows from the separate circuit cooling pump through the APC and the power
inverter. From the power inverter, coolant flows into the generator through two inlet
ports. Coolant from both generator inlet ports combines into a single outlet port and
flows through the hydraulic oil cooler back to the separate circuit cooling radiator.
• Liquid check valve A liquid check valve is installed in the common vent line that connects the APC and
power inverter to the shunt tank to allow any trapped air in these housings to escape
while not allowing the coolant to enter the vent line. A liquid check valve is also
installed on top of the generator housing to allow trapped air to be released from the
generator housing during coolant fill.
An additional liquid check valve is installed in the separate circuit side of the electric
water pump to vent trapped air in the pump to escape to the shunt tank.

• Common drain valve The separate circuit cooling system is drained through a common drain valve with
the engine cooling system. The single drain valve is located below the cooling
module at the front of the machine. An additional coolant drain valve is provided in
the coolant return fitting on the bottom of the generator housing.

1
2
64_1
12 7 13 10
9
11
6 8
64_2
1. Separate circuit water pump The top illustration shows the separate circuit water pump (1) which is the front
2. Water pump port from radiator section of the electric water pump assembly. Coolant enters the separate circuit
water pump at port (2) from the separate circuit radiator. Coolant exits the pump at
3. Coolant exit port port (3) and flows to the auxiliary power converter. The separate circuit water pump
4. Check valve is vented through a vent line and check valve (4) on top of the pump.
5. Auxiliary power converter
6. Coolant entry port from The bottom illustration shows the separate circuit coolant flow path through the
separate circuit pump auxiliary power converter (5) and the power inverter (10). Components of the APC
and power inverter separate circuit cooling system are:
7. Coolant exit port to power
inverter
- separate circuit coolant entry port (6) for the APC from separate circuit
8. Coolant entry port from APC
pump
9. Coolant exit port to generator
- separate circuit coolant exit port (7) for the APC to the power inverter
10. Power inverter
- separate circuit coolant entry port (8) for the power inverter from the APC
11. Vent line to APC from shunt
tank - separate circuit coolant exit port (9) for the power inverter to the generator
12. Vent line port connection to - separate circuit vent line (11) to the APC from the shunt tank
APC for air bleed off - separate circuit vent line (12) port connection to APC for air bleed off
13. Vent line from APC to power - separate circuit vent line (13) from APC to power inverter
inverter
Coolant chambers within the APC housing and power inverter housing allow for
cooling of the power transistors and electrical components.

65_1
1. Separate circuit coolant The above illustration shows the separate circuit coolant temperature
temperature sensor sensor (1) located at the power inverter coolant inlet port (2). The separate circuit
2. Power inverter coolant entry temperature sensor provides coolant temperature information to the Engine ECM.
port Circuit temperature information is used by the Engine ECM as part of the demand
fan speed control strategy. Status of the separate circuit coolant temperature sensor
can be monitored using Cat ET.

2
66_1
1. Check valve Shown above is the check valve (1) installed in the vent line (2) that connects the
2. Vent line APC and power inverter to the generator stator coolant inlet hose. During normal
operation, the vent valve will be held in the down (blocking flow) position by a
3. Hose connection from power combination of gravity and generator stator coolant flow from the power inverter.
inverter When coolant is drained, the vent valve will move up (flow allowed) to let the coolant
4. Hose connection to generator in the vent line to be drained out through the generator stator inlet hose.
Coolant flows from the power inverter through the hose connection (3). The check
valve prevents coolant from entering the vent line and coolant is directed to the
generator through the hose connection (4). The check valve is located to the right of
the power train oil storage tank.

67_1
1. Vent line The above illustration shows the coolant vent line (1) and the check valve (2) mounted
2. Check valve on top of the generator. The vent line connects to the coolant shunt tank allowing air
to be vented to the tank during coolant fill.

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Power Train Lube System
• D7E power train lube and cooling The above schematic shows the power train lube and cooling system for the D7E
system Track-Type Tractor.
• Power train lube pump The power train oil pump is a two-section gear type pump. The front section of the
dual section pump is the power train lube (13) section. The rear section of the two
section pump is the power train scavenge (12) section. The power train pumps are
driven by an input shaft that is coupled to the rear of the steering pump (14). The
steering pump is driven by gears inside the flywheel housing.
The lube pump draws oil from the power train oil tank (07). The lube pump directs
flow to the power train oil filter (05) first. Power train oil flows through the filter and
next into the power train oil cooler (16) which is mounted to the right hand side of
the engine block. Cooled power train oil exits the oil cooler and next a portion of
the oil is diverted to the generator (15) rotor for cooling of the rotor. No lubricating
is done inside the generator using power train oil. Oil is only used for cooling the
generator.
• Electric drive propulsion module The remaining oil flow from the power train oil cooler flows to the electric drive
propulsion module (01). Oil enters the propulsion module through a port (06) on the
top of the module. Drilled passages inside the propulsion module case direct the oil
to the left and right ends of the module.

Orifices are installed inside the drilled passages to control the flow of power train oil
to the ends of the drive motors (20), (21). The orifices are used to control the flow
of oil to the propulsion module components and through the generator rotor. The
orifices are sized passages within the components. The orifices cannot be removed
from the components.
Additional power train oil is also used to cool and lubricate the brakes (18), (23)
and planetary gears (19), (22) inside the propulsion module. Two shuttle valves
(not shown) are installed in the drilled oil passages. Movement of the brake pistons
causes the brake spring to flex. As the brake spring flexes, the oil shuttle valve spools
move and reduce the amount of oil allowed to flow into the brake assemblies.
• Scavenge pump The scavenge pump draws power train oil from the bottom of the left and right side
propulsion module planetary and brake housings through a left and right side suction
hose. Fittings at the hose connections to the scavenge pump contain screens that
will trap contaminants and debris from the propulsion module before it enters the
pump.
NOTE: The S•O•S port (10) is a part number 183-7264 combination sample port and
pressure tap.

1
3
2
70_1
6 7
70_2
1. Scavenge pump inlet port Shown above is the two section power train oil pump. The pump is mounted behind
from left side of propulsion the steering pump on the right hand side of the flywheel housing. The power train oil
module pump and scavenge pump are both fixed displacement gear type pumps. The rear
2. Scavenge pump inlet port section of the power train oil pump is the scavenge section. Hose connections to the
from right side of propulsion scavenge section of the pumps are:
module
3. Scavenge pump outlet port to - scavenge pump inlet port from left side of propulsion module (1)
power train oil tank - scavenge pump inlet port from right side of propulsion module (2)
4. Inlet screens - scavenge pump outlet port to power train oil tank (3)
5. Power train oil pump outlet
port to power train oil filter Two inlet screens (4) are placed in the suction lines from the left and right propulsion
6. Suction port module steering and brake housings.
7. Power train oil temperature
sensor Scavenge oil pump output is returned directly to the power train oil tank.
The power train lube and cooling oil is provided to the propulsion module by the front
(drive end) section of the power train oil pump.
Oil flows out of the power train oil pump through the outlet port (5) to the power train
oil filter. Oil is drawn into the power train oil pump through the suction port (6).

Power train oil temperature sensor The power train oil temperature sensor (7) is monitored by the Machine ECM. As oil
is drawn from the oil tank, the sensor monitors the temperature of the oil at the inlet
of the pump. The power train tank temperature sensor activates a Level 1 Event
when the power train oil reaches a temperature of 110°C (230°F) for a duration of 10
seconds or more. A Level 2 Event is activated when the oil temperature reaches
121°C (249.8°F) for period of 10 seconds or more. High power train oil temperature
events will be displayed in the LCD panel of the message display. Status of the
power train oil temperature sensor can also be monitored using Cat ET.

72_1
1. Power train oil pressure sensor The power train oil pressure sensor (1) is mounted to the top right of the propulsion
2. HV motor cables module. The sensor monitors the pressure of the power train oil entering the
3. Cable shield connection propulsion module. The Machine ECM monitors the status for the sensor and will set
an event if the power train oil pressure falls below the specifications of the Machine
ECM software. A Level 3 Event will be set if the pressure of the power train oil falls
below 25 kPa (3.6 psi) for over 10 seconds with the engine operating at over 1000
rpm. The signal from the power train oil pressure sensor will not cause an event if
the engine has not been running for at least 60 seconds before low oil pressure is
detected. The status of the power train oil pressure sensor can be monitored using
Cat ET or the Message Display - Machine Status menu. The Machine ECM will not
derate the power train due to a low oil pressure Event.
Also visible in the above illustration are the three phase HV cables (2) for motor 1
and the HV cable shield case connection (3).

4
2
73_1
1. Power train oil cooler The above illustration shows the power train oil cooler (1) which is mounted on the
2. Power train oil cooler inlet right side of the engine. The power train oil cooler is an oil-to-water heater exchanger.
from power train oil filter Components of the power train oil cooler are:
3. Power train oil outlet to
generator rotor - Power train oil inlet from power train oil filter (2)
4. Outlet to propulsion module - Power train oil outlet to generator rotor (3) and propulsion module (4)

4
2
74_1
1. Power train oil filter The above illustration shows the 18 micron spin-on power train oil filter (1) located
2. Outlet to power train oil cooler inside the left hand engine enclosure. Components of the power train filter assembly
are:
3. Inlet from lubrication and
cooling pump
- outlet to power train oil cooler (2)
4. Power train S•O•S port and
pressure port - inlet from lubrication and cooling pump (3)
- power train oil Scheduled Oil Sampling (S•O•S) and pressure port (4)

75_1
• Power train lube oil pressure test Power train lube oil pressure may be tested using the fitting (arrow) located on the
left fender ahead of the hydraulic oil tank. Power train lube oil pressure must be
tested at several engine rpm settings with the tracks turning and tracks stopped.
Refer to KENR5160 for the proper procedure to test the lube pressure.

5
1
2
4
3
76_1
76_2
1. Oil outlet port to power train The upper illustration shows the power train oil tank which is located forward of the
lubrication and cooling pump propulsion module in the machine frame. Port usage of the top side of the power
2. Tank inlet port from power train oil tank are:
train scavenge pump
3. Oil inlet port from generator - oil outlet port to power train lubrication and cooling pump (1)
rotor - oil inlet port from power train scavenge pump (2)
4. Return oil from oil cooler - oil inlet port from generator rotor (3)
bypass valve on right inner
frame - return oil from the oil cooler bypass valve on the right inner frame (4)
5. Tank and propulsion module - tank and propulsion module vent T-fitting (5)
vent T-fitting
6. Power train oil tank dipstick The bottom illustration shows the power train oil tank dipstick port (6) and the power
port train oil fill port (7). Both ports are located near the bottom left side of the tank.
7. Power train oil fill port
NOTE: The power train oil temperature sensor is located in the inlet port of the
power train oil pump.

1
3
77_1
1. Power train oil tank This illustration shows the bottom side of the power train oil tank (1). A hose
2. Hose connection connection (2) between the bottom of the power train oil tank and block (3) allows the
power train oil tank to be drained through an ecology drain plug (not shown) on the
3. Block bottom side of the block (3).

1 2
3
4
78_1
1. Scavenge pump hose The bottom of the propulsion module and power train oil tank are visible in the above
2. Planetary and brake housing illustration. The illustration shows the power train scavenge pump hoses (1)
connected to the left and right sides of the propulsion module planetary and brake
3. Power train oil drain hose housings (2).
4. Clamp
A pair of power train oil drain hoses (3) allows the planetary and brake housings (2)
to be drained by removing the hoses from the clamp (4) and removing the plugs from
the hoses.

Machine Underspeed and Overspeed Control
• Machine underspeed and While traveling in forward or reverse on level ground, the Machine ECM monitors the
overspeed control current operator desired ground speed range selected using the travel speed thumb
wheel on the left hand joystick and the Machine ECM primary speed sensor on the
propulsion module. The Machine ECM constantly increases current to the drive
motors until machine speed becomes slightly higher than desired and then reduces
drive motor current until machine speed becomes just slightly less than desired. The
slight machine travel speed above and below the true desired speed happens very
quickly and without any notice by the operator. Using this method of continually
“sweeping” past true desired speed, along with the extremely fine resolution of the
propulsion module AMR speed sensor, allows for very fine and precise speed
control.
• Machine ECM When the machine is not traveling at the desired speed, the Machine ECM will send
an “increase or decrease torque command” to the Motor ECM. The Motor ECM will
then increase or decrease the flow of current to the drive motors in response to the
Machine ECM request. If the machine is traveling below the desired speed, the
Motor ECM will allow more current to flow to the drive motors which increases the
torque output of the motors and accelerates the machine.
There are several conditions that will prevent the machine from reaching a desired
speed if it is traveling too slowly. One condition is that the high idle speed is not set to
maximum and therefore there is not enough current being produced by the generator
to allow the machine to reach the desired speed. The second condition occurs if the
propulsion module is in a derate condition due to high motor winding temperature.
The Machine ECM will begin to derate the power train when the motor winding
temperatures reach 150°C (302°F) as indicated by the motor winding temperature
sensors. Another possible cause of the machine not operating at the desired speed
could be machine loading caused by the amount of material in front of the blade or
being broken up by the ripper.
During conditions in which the machine is traveling faster or slower than the desired
speed, there is a frequency mismatch between the motor stator electromagnetic
fields and the poles of the drive motor rotors. The frequency mismatch is often
referred to as SLIP. This mismatch is caused because the stator windings are being
sent a current at a frequency that corresponds to the desired ground speed setting
and the rotors are no longer turning in response to that frequency but instead are
being slowed by machine load or being driven by machine overspeed.
• Controlling machine overspeed Several methods are used to control machine overspeed on the D7E. The first
method used to control machine overspeed is to use the naturally occurring frequency
mismatch between motor rotor frequency and stator frequency to slow the speed of
the rotors. The motor rotors are spinning faster during overspeed than the
fundamental frequency of the electromagnetic fields in the stator causing the poles
of the rotors to have to perform work to pass through the lines of flux created by the
electromagnetic fields of the stator. This work creates a negative torque to rotor
rotation speed and will try to slow the rotors down.
• Back Electromotive Force (BEMF) As the rotors turn through the opposing lines of flux of the electromagnetic stator
fields, a reverse voltage is generated in the stators. This voltage is known as Back
Electro Motive Force (Back EMF or BEMF). The BEMF voltage is sent back to the
power inverter through the HV cables of the propulsion module. The BEMF voltage
is next sent to the generator stator windings where it creates an out of phase
electromagnetic field to the poles of the generator rotor.

• Dynamic braking The method of returning voltage through the HV supply line cables and components
of an electric drive system is known as Regenerative Dynamic Braking, or more
commonly known as Dynamic Braking.
The first effect of the BEMF to the generator field is to cause the generator rotor
and engine rpms to increase slightly. As the strength of the BEMF voltage builds in
the generator windings, the flux lines created by the field windings exert a positive
torque on the generator rotor. During this condition, the generator rotor now tries to
accelerate the engine.
Dynamic Braking is allowed by the Machine ECM until the engine rpm reaches 2350
as indicated by the engine speed timing sensor. Engine speed timing information
is shared between the Engine ECM and the Machine ECM over the CAN A Data
Link. Any load on the engine increases the amount of Dynamic Braking the engine
can provide. If the steering pump and/or the implement pumps are providing a load
to the rear engine gear train, their load will also be used to slow the rotation of the
engine crankshaft and thereby increase the amount of dynamic braking provided by
the engine.
If the engine speed reaches 2350 rpm and the machine ground speed continues
to exceed desired speed, the Machine ECM will begin to apply the brakes in
the propulsion module. The Machine ECM will begin to supply a current to the
proportional brake solenoid on the brake manifold. The proportional brake solenoid
will begin to drain brake hydraulic oil pressure and the brake springs will begin to
apply the brakes. The proportional solenoid current will be increased slowly at first to
reduce any sudden application of the machine brakes. As the brakes begin to slow
the machine, the ECM will more rapidly increase current to the proportional brake
solenoid in order to generate more braking power.
As the machine speed nears desired speed, the Machine ECM will maintain the
current to the proportional brake solenoid and hold the machine speed near the
desired speed. The combined braking forces of dynamic braking and the machine
brakes provide enough force to slow the machine as well as any additional weight or
load the machine may be carrying or pulling.
If the machine speed falls below the desired speed setting, the Machine ECM will
decrease the current to the proportional brake solenoid and allow hydraulic pressure
to build in the brake chamber and reduce braking effort.
NOTE: During periods of machine overspeed, the Generator ECM tries

to regulate the DC Bus voltage. If the voltage becomes too high, additional
mechanical braking will be used to slow the machine.

2 3
5
6
4
81_1
1. Slope sensor A slope sensor (1) is mounted to the right hand inner cab sheet metal. The sensor is
2. Action lamp mounted under the right hand console trim (removed in the above illustration) and is
near the rear action lamp (2) and diagnostic connector (3). The slope sensor provides
3. Diagnostic connector machine tilt (operating angle) information to the Machine ECM. The Machine ECM
4. Fuse panel will use the output of the slope sensor to help control machine overspeed.
5. Implement ECM
6. Machine ECM The slope sensor will send a message over the CAN B Data Link to the Machine
ECM. The message contains current machine operating angle data. Software maps
in the Machine ECM will use this data to modify the application of the machine brakes
during overspeed.
If the slope sensor data indicates that the machine is on a gradual downhill slope,
the overspeed software maps may not apply the machine brakes any harder than
necessary to keep the machine at desired speed. If the slope sensor data indicates
that the machine is operating at a more severe downhill angle, the overspeed
software maps can apply additional machine braking power to slow the machine
below desired speed and maintain safe operation.
NOTE: The output of the machine slope sensor is not shared with the
AccuGrade® ECM. An additional slope sensor is required when AccuGrade is
installed.

An example of this situation would be that the operator has set a forward ground
speed value of 3.0 or 11.2 kph (7.0 mph). The machine starts to descend a steep hill
and the slope sensor signal to the Machine ECM indicates a high angle value. As
the machine speed begins to exceed the 3.0 setting value, Dynamic Braking begins
to increase engine speed towards 2350. Just before the engine reaches 2350 rpm,
the Machine ECM begins to apply current to the brake proportional solenoid and the
brakes begin to apply. Since the slope sensor is providing a high angle value, the
Machine ECM can continue to apply a stronger current to the proportional solenoid
and increase brake effort to a point that the machine is actually traveling slower than
the desired 3.0 speed range.
In addition to the operator desired speed setting and the slope sensor output, the
Machine ECM monitors power train oil temperature. The temperature of the oil will
affect machine brake application during an overspeed condition.
In the above scenario, the Machine ECM is using slope sensor, engine speed
sensor, and drive motor speed sensor outputs to control an overspeed condition.
High power train oil temperature sensor signals are considered by the overspeed
software maps in the Machine ECM and, based on the sensor value, the amount of
brake application can be increased to further reduce machine speed below operator
desired. This further reduction in ground speed will reduce the heat build up in the
brakes and therefore the heat transferred to the power train oil.
It should be noted that as machine speed nears zero, there is an increase in the
effect of Dynamic Braking provided by the propulsion module. As the drive motor
rotors slow down, the torque required to rotate the rotors through the flux lines of the
stator increases. This increased torque requirement does not dramatically effect the
BEMF current sent to the power inverter and therefore does not significantly increase
engine rpm. The increased negative torque of the propulsion module reduces the
power required from the machine brakes to control an overspeed condition.
Also visible in the above illustration are the:
- Fuse panel (4)

- Implement ECM (5)
- Machine ECM (6)

83_1
Cat ET power train status The above illustration shows monitored parameters of the Electric Drive parameters
status screen of the Machine ECM. Sensors and switches monitored include:
- power train oil temperature

- duty cycle output of the F/N/R switch hall effect sensors
- drive motor (propulsion module) derate percent
- current engine speed
- power train temperature gauge needle position request
- generator output voltage (nominal)

84_1
• Machine ECM calibrations screen Shown in the above Cat ET screen capture are the Machine ECM calibrations.
Possible calibrations include:
- brake touch up
- brake - decel pedal (travel control pedal)
- steering control lever sensor
- steering pump solenoids

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GLOBAL MANPOWER DEVELOPMENT

D7E TRACK-TYPE TRACTOR

D7E Track-Type Tractor

Print Instructor Pages Print Participant Pages

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0RWRU3RZHU7UDQVLVWRU&RQWURO$QG 3RZHU,QYHUWHU *HQHUDWRU3RZHU7UDQVLVWRU&RQWURO

© 2011 Caterpillar Inc.

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An additional operational mode of the HV Present Lamp is a lamp that is flashing

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The fifth line of information displayed is the internal APC voltage.

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No adjustment of the torsional coupling is required.

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An ecology drain (9) is provided at the bottom of the flywheel housing.

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- DC power bus voltage (DC link voltage)

- phase currents of all three generator phases

- output signals of the primary and secondary generator speed sensors

- power converter temperature

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Note: The MX harness is a sealed harness. The harness is not serviceable.

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- The Generator ECM has to have been enabled.

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Do not use solvents or detergents when cleaning a DC or AC conductor connector.

Refer to the instructions provided in KENR5606 for more information on cleaning

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