2012.

009

Powershift Transmissions (Operation and Fluid Considerations)

Introduction
Powershift transmissions are used by many OEMs in off-highway construction and agricultural
equipment. These heavy-duty planetary transmissions are selected for their ability to change
direction and gears at full power, without disengaging the drive. Modern transmissions were de-
signed to operate with a dedicated fluid. The transmission oil is an engineered component of the
system as are the torque converter, clutch discs, and planetary gears. The power transmitted in
these applications range from 40 to 4,000 horsepower. Additionally, the operating weight of
these machines can be as high as 180 tons.

In principle, the components of a powershift transmission work like those in a traditional

automotive transmission. The torque converter provides a lockable fluidic coupling to the high-
horsepower diesel engine. The power output of the torque converter is passed through a series
of planetary gears that are engaged through various clutch packs to change the drive ratio. Shift
strategies may include full automatic gear selection, selectable automatic for a range of gears,
or full manual gear selection. Clutches may be modulated for some shifts.
How Planetary Transmissions Work
The different drive ratios are achieved through plane-
tary gear sets similar to the one in the photo. The
major benefit of a planetary gear set, or just
planetary, is that all gears remain in mesh with one
another at all times. This minimizes wear on gear
teeth during shifting and shortens shift times. The
different drive ratios result from engaging a sun gear,
planet carrier, or ring gear respectively to the input
and output shafts. Stacking multiple planetaries in
series allows for even more drive ratios. Some power-
shift transmissions have as many as 16 forward gears.

Though the planetary gears carry the power from the engine to the rest of the driveline, it is the
clutches that engage and disengage under enormous loads. The clutch packs are composed of
alternating discs that are keyed either on the inner or outer diameter. For example, the clutch
pack for a carrier may have odd numbered
disks (1,3,5) keyed on the inner diameter to
the output shaft while even numbered discs
(referred to as plates in the picture) are keyed
on their outer diameter to a drum connected to
the carrier. When not engaged, these discs are
allowed to move (slip) relative to each other.
Fluid flows between the discs to lubricate.
When engaged, a piston compresses these
discs together. The rotating carrier then trans-
fers torque to the output shaft through the inter-
face of these alternating discs.

(Photos - http://www.csa.com/discoveryguides/auto/abstracts_s.php)

2012.009 Michael R. Wedding | Valvoline, a Division of Ashland, Inc. | Lexington, KY | 1.859.357.7000

www.valvoline-technology.com | www.valvolinehd.com
 2012.009

Fluid Considerations
Weve stated that the transmission oil is an engineered component of the transmis-
sion system. Though there is no single industry standard for heavy-duty transmis-
sion fluids, they are so critical to the design and function of the system that each manufacturer must
establish a minimum performance requirement for fluids used in their equipment. Some of the key
properties of the fluid that are taken into consideration when designing the system include the viscosity,
frictional characteristics, and viscosity index (how the viscosity changes relative to temperature.) These
properties allow the clutches to work correctly. The wrong fluid can significantly exacerbate the slipping
of the clutch during loaded shifts. This slipping generates additional heat, degrades the performance of
the machine overall, and increases wear of clutch materials. Clutch particles contaminate the system
fluid and cause premature wear in other components. Due to the risks associated with using the wrong
fluid, Valvoline recommends users refer to their owners manuals to identify the correct drive train fluid
specifications for their equipment.

Valvoline Drive Train Fluids

The Valvoline product line of drive train fluids
includes Unitrac Fluid, Drive Train Transmis-
sion Oil in three SAE grades (10W, 30, and
50), and UltraMax Transmission Drive Train
Oil TO-4M. The premium UltraMax product
delivers outstanding performance over a
broad ambient temperature range. It is
recommended for use in applications where
the Cat TDTO TMS is recommended.
SAE 30 SAE 10W Ultramax SAE 50
Conclusion
Wet clutches are the heart of a powershift transmission, providing the ability to engage and disengage
gearing under full power and load. Clutch material, clutch design, and drive train fluid properties form a
complex system that must be correctly matched to provide the desired performance and shift quality.
Valvolines line of drive train transmission fluids has been formulated to meet the demands of a broad
range of OEM specifications. Additionally, Valvolines premium UltraMax Transmission Drive Train TO-
4M provides outstanding per-
OEM Powershift/Drive-Train Recommended Valvoline formance over a wide tempera-
Specifications Products ture range, providing out-
standing performance across
Caterpillar TO-4 Valvoline DTTO, TO-4M multiple seasons.
Case Hy-Tran Plus, Hy-Tran Ultra Valvoline Unitrac
Komatsu Allison C4, TO-4 Valvoline DTTO, TO-4M
John Deere J20C Valvoline Unitrac,
Premium UTF
Kubota UDT Valvoline Unitrac
JCB JCB 4000 (Based upon Valvoline DTTO, TO-4M
Allison C4 and CAT TO-4)

2012.009 Michael R. Wedding | Valvoline, a Division of Ashland, Inc. | Lexington, KY | 1.859.357.7000

www.valvoline-technology.com | www.valvolinehd.com