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CAT 769 C Especificaciones Transmision 1
CAT 769 C Especificaciones Transmision 1
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Producto: TRUCK
Modelo: 769C TRUCK 01X
Configuración: 769C TRUCK 01X05474-06599 (MACHINE) POWERED BY
3408 ENGINE
Operación de Sistemas
768C TRACTOR & 769C TRUCK POWER TRAIN
Número de medio -SENR6868-00 Fecha de publicación -01/04/1994 Fecha de actualización -12/10/2001
Systems Operation
Introduction
Reference: See 768C Tractor & 769C Truck Power Train, SENR6869, for Testing and Adjusting.
Reference: See 768C Tractor & 769C Truck Power Train, SENR6867, for Specifications. If the Specifications in SENR6867 are not the same as in the
Systems Operation and the Testing And Adjusting, look at the printing date on the front cover of each book. Use the Specifications given in the book with
the latest date.
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These four basic systems connect to each other either electrically, hydraulically, magnetically or mechanically.
The transmission control matches the transmission speed to the selected speed of the transmission shift lever. The transmission control gets information of
the selected speed of operation through the electrical system. The transmission control electrical system activates the transmission and torque converter
hydraulic systems through the upshift, downshift and lockup solenoids.
The torque converter (6) has a lockup clutch (10)for direct drive and a one-way clutch for torque converter drive. The torque converter (6) is fastened
directly to the flywheel of the engine (11).
The torque converter (6) drives the transmission (3) hydraulically, unless the lockup clutch is activated. When the lockup solenoid is activated, the lockup
clutch is hydraulically engaged. The rotating (input) housing of the torque converter (6) is now mechanically connected to the output shaft of the torque
converter (6). The drive shaft (5) mechanically connects the converter to the transfer gears (4). The transfer gears (4) are fastened directly to the
transmission (3).
The upshift solenoid and the downshift solenoid hydraulically activate the transmission hydraulic control group. The control group activates the
transmission clutches which cause the mechanical connection to the transmission output shaft. The transmission clutches will not drive the transmission
output shaft unless the torque converter (6) is activated (either hydraulically or mechanically).
The transmission (3) has five forward speeds and one reverse speed. The selection of speed is done manually, in REVERSE, NEUTRAL and FIRST. The
selection of SECOND through SEVENTH speeds is done either manually or automatically. REVERSE is torque converter drive only. FIRST has both a
torque converter drive and a direct drive. SECOND through SEVENTH speeds are direct drive only with a very short time of converter drive during
transmission clutch engagement to make shifts smooth. The transmission output shaft is fastened directly to the differential and bevel gear (1). The
differential and bevel gear (1) are fastened directly to the rear axle housing.
After the transmission (3)and torque converter (6) are connected, power can now be supplied from the engine (11) through the torque converter (6) and
transmission (3) to the differential (1). The rear axles mechanically connect the differential to the final drives (7). The final drives (7) are connected to the
rear wheels (8). Power is then sent to the tires.
When the transmission (3) is in the correct speed position, the mechanical movement of the rotary selector spool causes the transmission switch to
electrically signal the transmission control that the shift is complete. With the rotation of the output shaft of the transmission, the transmission speed sender
electrically signals the control that the machine has moved.
The torque converter (6) has a hydraulic system that uses oil that is also common with the brake cooling system, the parking brake release system and the
hoist hydraulic system. These systems all use the same SAE 10W oil from the hydraulic oil tank. The lockup clutch and solenoid valve group, inlet relief
valve, outlet relief valve, oil pump, charging oil filter and lockup clutch are some of the components in this system.
Pressure oil to engage the lockup clutch comes from the parking brake release section of the torque converter pump. Oil goes through the oil filter to a tee
at the secondary and parking brake valve before it goes to the lockup clutch and solenoid valve. The lockup clutch and solenoid valve controls the
operation of the lockup clutch.
Oil from the outlet relief valve is used to cool the wheel brakes. The oil goes through an oil cooler before it goes to the brakes. The oil then goes back to the
hydraulic oil tank.
The transmission (3) has its own hydraulic system. It uses SAE 30 oil from the transmission oil tank. Other components in this system are: a transmission
hydraulic control group, oil pump with two sections, charging oil filter, magnetic screen, and transmission oil cooler.
The basic components of the transmission hydraulic control group are downshift solenoid, upshift solenoid, pressure control valve, selector valve and
rotary actuator. The solenoids are the connection between the electrical and hydraulic systems. The solenoids are activated electrically and send oil to the
rotary actuator. The actuator turns the rotary selector spool in the selector valve which sends pilot oil to the pressure control valve. The pressure control
valve then sends oil at the correct rate to smoothly engage the correct clutches in the transmission.
The rotary selector spool can be manually moved through all of its positions when the engine is stopped, by removing a plug on the side of the transmission
case. When the rotary selector spool is turned clockwise as far as it will go, the spool [and rotary actuator] is in NEUTRAL position. From NEUTRAL
each detent position in the counterclockwise direction is REVERSE, FIRST, SECOND, THIRD, FOURTH, FIFTH SIXTH, and SEVENTH (EIGHTH
speed is not used on this machine.)
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The oil tank is split into two separate tanks (1) and (2). The transmission oil tank (2) is separated from hydraulic oil tank (1) by a wall inside the tank. The
smaller tank (2) provides SAE 30 oil for the transmission part of the power train. The larger tank (1) provides SAE 10W hydraulic oil for brake operation
and cooling, hoist operation and torque converter operation. The tank is resilient mounted to the left hand frame.
View A-A
(3) Rear brake cooling relief valve.
Located inside hydraulic tank (1) is rear brake cooling relief valve (3). The relief valve provides pressure relief to all oil flowing to the cooler for the rear
brakes. Cover (5) can be removed from the front of the tank to adjust the relief valve. Also, in hydraulic tank (1) is control valve (4) for the hoist cylinders.
Both the transmission tank (2) and hydraulic tank (1) are vented to breathers. The breathers are located on the left side of the horizontal frame member
above the torque converter.
Tank Ports
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Electrical System
NOTE: For more detailed information on the electrical system, reference the service manual module, Transmission Control, Form SENR5618.
The power train electrical system is made up of a sealed, solid state transmission control, a transmission switch, a shift lever switch, three solenoids
(upshift, downshift and lockup), a transmission speed sender, a retarder brake switch, a secondary brake switch, a body raise switch and electrical harnesses
and connectors.
Transmission Control
The main component in the power train electrical system is the transmission control which is located at the rear of the cab. The transmission control must
get information from seven sources: the shift lever switch; the transmission switch; the transmission speed sender; the body raise switch; the retarder brake
switch, the service brake switch or the secondary brake switch. Then the transmission control will send output current to one of the three solenoids and the
Engine Control Module (ECM), for transmission upshift.
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The transmission control gets current through a fuse on the fuse block. The transmission control then sends the different currents to the switches and
solenoids.
The transmission control controls direction and speed; converter drive or direct drive; and signals to the ECM to reduce engine speed during upshifts
(Control Throttle Shifting).
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Except for different pin numbers at the switch, the transmission switch and shift lever switch operate similarly. Each switch is mechanically positioned
with diodes determining current flow.
The primary purpose of the body raise switch is to keep the transmission control in NEUTRAL or a FORWARD speed position while the body is raised.
The switch will be open (activated) when the hoist lever is in the LOWER or RAISE position. When the hoist lever is in the LOWER or RAISE position,
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the transmission control will prevent the transmission from shifting into REVERSE until the switch is closed (deactivated). After the body raise switch is
closed (deactivated), the shift lever must be put in NEUTRAL before a shift to REVERSE can be made.
The transmission speed sender gets power from the transmission control. This current and voltage (power) must be at the transmission speed sender so a
signal (electrical frequency) can be sent back to the transmission control. To get this signal (electrical frequency) to the transmission control, there is a
rotation of gear teeth near (past) the transmission speed sender.
The gear for the transmission speed sender has 120 teeth and is connected to the transmission output shaft. The speed of the gear teeth (on the gear on the
transmission output shaft) sends signals (electrical frequency) from the transmission speed sender to the transmission control. This tells the transmission
control the ground speed of the machine.
From this information and the information from the shift lever switch (of the selected speed), the transmission will automatically shift as ground speed
changes until the information from the transmission switch tells the transmission control to stop automatic shifts. The speed selection on the transmission
shift lever is now the same as the transmission. The transmission control will not permit the transmission to go into a speed higher (upshift) than the
position of the transmission shift lever. When the signals from the transmission speed sender give an indication for a downshift, the transmission control
will downshift automatically.
The solenoids receive an electrical signal from the transmission control and supply hydraulic pressure to do mechanical work. The upshift and downshift
solenoids, when activated (electrically by the transmission control), let hydraulic oil flow to the rotary actuator. The hydraulic oil pressure turns the rotary
actuator until the solenoid (upshift or downshift) stops the hydraulic flow. The transmission control keeps the solenoid activated until the correct signal
(code) from the transmission switch is received.
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The rotary actuator is connected to the rotary selector spool and the transmission switch is connected to rotary selector spool by a flexible coupling. When
the rotary selector spool is in the correct position, (transmission control receives the correct signal from the transmission switch) the transmission control
stops the current flow to the solenoid. The solenoid stops the oil pressure to the rotary actuator and the rotation of the rotary selector spool stops. This
sequence is done for every upshift or downshift of the transmission. Only in the NEUTRAL position will the transmission control keep the downshift
solenoid activated after the shift is complete.
Lockup Solenoid
For speed positions that need direct drive, the lockup solenoid must be activated after the upshift or downshift solenoid is deactivated (made not active).
The position (signal) of the transmission switch and the ground speed signal from the transmission speed sender tell the transmission control when to
activate the lockup solenoid.
The hydraulic oil pressure for the lockup solenoid comes from the parking brake release pump through the lockup clutch reduction valve to the solenoid.
When the transmission control activates the lockup solenoid, hydraulic oil pressure goes through the lockup clutch modulation valve to the lockup clutch.
The lockup clutch will stay in direct drive until the oil pressure is removed by the lockup solenoid.
Pressure Switches
Some input (electrical) signals to the transmission control during a shift can cause a "hunting" condition of the transmission. The transmission control helps
keep the transmission from this "hunting" condition. A hunting condition is an unwanted rapid upshift and downshift of the transmission caused by
fluctuations (changes) in ground speed, while the machine is operating at or near a transmission shift point. For example, the machine upshifts then
downshifts, then upshifts, then downshifts, etc.
The transmission control makes only one "turn around" shift approximately every two seconds. A turn around shift is when the transmission upshifts or
downshifts to the next speed position, then shifts back to the original (before the shift) speed position. This design helps keep the transmission from the
"hunting" condition.
In normal operating conditions, a rapid shift may be needed, for example to stop the vehicle. If a rapid downshift was not made in this common condition,
the engine would stop. When activated, the secondary brake and parking brake switch will tell the transmission control that rapid shifts, (less than the two
seconds for normal turn around shifts) are needed. The secondary brake switch will open when the secondary brakes or parking brakes are engaged.
When this switch is open, the ground to the transmission control is removed. The control then determines that a rapid shift time is needed. Each time the
secondary brakes or parking brake are engaged, the transmission control will shift more rapidly.
When this switch is closed (secondary brake and parking brake released), a ground to the transmission control is made. The control then allows only one
turn around shift in approximately two seconds.
The retarder brake and service brake switches will signal the transmission control when a higher engine rpm is needed for an upshift or downshift. This
switch also signals the transmission control to allow rapid shifts. When the retarder brake and the service brake switch is closed (NOT activated), the
transmission control gets a ground (electric) through the switch. The control then determines that normal engine rpm for upshifts and downshifts is needed.
Also, the transmission control allows only one "turn around" shift happen in approximately two seconds.
When this switch is open (activated), the transmission control will rapidly upshift and downshift at a higher engine rpm as needed. This switch is open
when either the service brakes or retarder brakes are used.
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Torque Converter Hydraulic System In Direct Drive, (Lockup Clutch Engaged), Engine Running
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(18) Screen.
(26) Oil pump for hoist hydraulics and rear brake cooling.
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Section A-A
(5) Lockup clutch and solenoid valve group. (7) Outlet relief valve for torque converter. (11) Inlet relief valve for torque converter. (14) Oil pump drive. (19) Parking brake release section
of oil pump. (20) Torque converter charging section of oil pump. (21) Torque converter scavenge section of oil pump. (A) Pressure tap for pilot oil. (B) Pressure taps for parking brake
release oil. (C) Pressure tap for torque converter lockup clutch. (D) Pressure tap for torque converter outlet. (G) Pressure tap for torque converter inlet.
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When the engine is started, oil goes from hydraulic oil tank (25) through suction screen (27) to parking brake release section (19) and torque converter
charging section (20) of the oil pump. Also, oil goes through suction screen (31) to oil pump (26) for hoist hydraulics and rear brake cooling.
Torque converter charging section (20) sends the oil through torque converter oil filter (16) to inlet relief valve (11) and torque converter (12). Inlet relief
valve (11) controls the maximum pressure of the oil that goes to the torque converter. From the torque converter, the oil goes to outlet relief valve (7). This
valve controls the maximum pressure of the oil in the torque converter.
The oil from torque converter (12) goes around the valve spool in outlet relief valve (7). This oil now becomes brake cooling oil.
The flow of oil combines with oil from oil pump (26). The oil goes through screen (18), oil cooler (13) and on to either left rear wheel brake (23) or right
rear wheel brake (24). From the rear wheel brakes, the oil then combines and goes into hydraulic oil tank (25).
NOTE: Some of the oil from oil cooler (13) is used for lubrication of oil pump drive (14).
Parking release section (19) sends oil through parking brake release oil filter (15) to secondary and parking brake valve (8) and on to lockup clutch and
solenoid valve group (5). The oil that goes to lockup clutch and solenoid valve group (5) is used to engage the lockup clutch. The oil that goes to the
secondary and parking brake valve is used to release the parking brakes. Relief valve (9) controls the maximum pressure of the parking brake release
system. When the oil pressure gets too high, relief valve (9) opens and sends the extra oil back to hydraulic oil tank (25).
Drain (return) oil from lockup clutch and solenoid valve group (5) and oil pump drive (14) goes into the bottom of the torque converter cover. Any leakage
in torque converter (12) also goes to the bottom of the cover. Torque converter scavenge section (21) pulls this oil through scavenge screen (22) and sends
it back to hydraulic oil tank (25).
Oil pump (26) sends oil to control valve (29) for use in the hoist hydraulic system. The oil that is not used in the hoist hydraulic system is used for brake
cooling also. Oil cooler relief valve (28) controls the maximum pressure of this brake cooling oil. The flow of oil then combines with the brake cooling oil
from the torque converter and goes through screen (18) and oil cooler (13). The oil then either goes to right rear wheel brake (24) or left rear wheel brake
(23).
The machine is in converter drive in NEUTRAL and REVERSE. SECOND through SEVENTH speeds are direct drive speeds. FIRST speed is in converter
drive at lower ground speeds and direct drive at higher ground speeds.
In FIRST speed, torque converter (12) is used until the ground speed gets high enough for direct drive. At this time, the transmission speed sender tells the
transmission control that direct drive (lockup) is needed.
The transmission control activates (opens) lockup solenoid (1). Pilot oil goes to selector piston (2). Modulation reduction valve (6) moves down and lockup
clutch oil goes to lockup clutch (17) on the front of the torque converter. Modulation now takes place between load piston (3) and modulation reduction
valve (6) until maximum pressure is reached (made). The lockup clutch is now engaged and the machine is in direct drive in FIRST speed.
When an upshift is made to SECOND speed, the transmission control deactivates (closes) lockup solenoid (1). Pilot oil to selector piston (2) is stopped.
The selector piston, load piston (3) and modulation reduction valve (6) go back to their original positions. Lockup clutch oil is stopped and lockup clutch
(17) is disengaged (released). The machine is again in converter drive for a short moment.
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After the correct clutches in the transmission are engaged for SECOND speed, the lockup clutch is again engaged in the same way as shown above. This
makes for smooth shifts when the machine goes into converter drive for a moment between shifts from a direct drive speed to a direct drive speed. This
same operation takes place during upshifts from SECOND through SEVENTH speeds and during downshifts from SEVENTH through FIRST speeds.
When the machine is in direct drive in FIRST speed and ground speed decreases enough, the transmission control again deactivates lockup solenoid (1).
The lockup clutch disengages and the machine goes back into converter drive.
The oil pump for the torque converter and brakes has three sections: parking brake release section (1), torque converter charging section (2) and torque
converter scavenge section (3). The pump is driven by a gear on the torque converter.
Torque converter scavenge section (3), on the drive end, takes oil that goes to the bottom of the torque converter cover. The oil goes through a scavenge
screen that is fastened to the cover on its way to scavenge section (4). The oil is then sent back to the hydraulic oil tank.
The inlet side of sections (1) and (2) are connected and get their oil from the hydraulic oil tank. Charging section (2), in the center, sends the oil under
pressure to the torque converter oil filter and on to the inlet relief valve and torque converter.
Parking brake release section (2) sends oil under pressure to an oil filter and the secondary and parking brake valve. This oil flow is then divided. Some of
the oil goes to the rear wheel brakes to release the parking brakes. Some of the oil goes on to the lockup clutch and solenoid valve group. This oil is used to
engage the lockup clutch in the torque converter.
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The oil filter for parking brake release system is fastened to the right side of the main frame behind the front wheel. The torque converter oil filter is
fastened to the inner right side of the main frame behind the torque converter. Oil from the hydraulic tank goes to the oil pump. The parking brake release
section of the pump sends oil to parking brake release oil filter (2). The torque converter section of the pump sends oil to torque converter oil filter (1).
Both filters work the same. Oil goes through inlet passage (6) and fills the space between the inside of housing (10) and element (9). During normal
operation, the oil goes through element (9) and outlet passage (5) to the remainder of the hydraulic system. Element (9) stops any debris that is in the oil.
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If the filter elements become full of debris, the restriction to the flow of oil causes a pressure increase inside the filter. The pressure oil causes bypass valve
(4) to move against the force of spring (8). The oil then goes past the open bypass valve and to the remainder of the hydraulic system. When the oil does
not go through the filter elements, the debris in the oil will cause damage to other components in the hydraulic system.
Correct maintenance must be used to make sure that element (9) does not become full of debris and stop the flow of clean oil to the hydraulic system.
Inlet relief valve (1) and outlet relief valve (2) are installed on the outside of the torque converter cover. The operation of both valves is the same.
The inlet relief valve controls the maximum pressure of the oil to the torque converter. The oil supply comes directly from the torque converter charging
section of the oil pump through a filter. The inlet relief valve makes sure the oil pressure to the torque converter does not go over approximately 930 kPa
(135 psi).
NOTICE
Inlet pressure to the torque converter MUST NOT be over 930 kPa
(135 psi) with COLD OIL. Pressures greater than the maximum setting
will damage the torque converter.
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The outlet relief valve controls the maximum pressure of the oil inside the torque converter. Oil comes from the torque converter through passage (8),
flows past spool (9) and out passage (10). The outlet oil goes to the oil cooler. From the oil cooler, the oil goes to cool the rear wheel brakes and then goes
back to the hydraulic oil tank. The outlet relief valve makes sure that the pressure in the torque converter does not go over approximately 415 kPa (60 psi).
Lockup clutch and solenoid valve (1) controls the operation of the lockup clutch of the torque converter. Pressure oil from the valve group engages the
lockup clutch. This oil comes from the parking brake release pump section. The oil goes to the secondary and parking brake valve and then goes through
inlet line (2) into pump inlet (32) of valve body (30).
Drain passages (12), (22), (27) and (31) are all connected. This drain oil goes into torque converter cover (3) on its way back to the hydraulic oil tank.
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The purpose for pressure reduction valve (21) is to decrease oil pressure [to approximately 2415 kPa (350 psi)] in pump inlet (32) so it can be used by
lockup solenoid (24). This oil in pilot passage (10) is pilot oil and is used to activate selector piston (6). Oil pressure goes through an orifice in pressure
reduction valve (21), opens ball check (17) and goes into the slug chamber at the end of the valve. This pressure works against the force of springs (20).
When the pressure at pump inlet (32) gets too high, the pressure reduction valve moves against the force of springs (20). This lets some of the oil in pilot
passage (10) go into drain passages (31). Pressure reduction valve (21) moves to the right and left to keep a constant pressure in pilot passage (10).
Modulation reduction valve (19) operates the same as the seven modulation reduction valves in the transmission hydraulic control group. This valve
controls the pressure and time that it takes to engage and release the lockup clutch. Pump oil goes through passage (13) to the modulation reduction valve.
This oil is at the same pressure as the parking brake release system [approximately 3170 kPa (460 psi)].
When the transmission control gets the indication for direct drive (to engage the lockup clutch), it sends an electric signal to lockup solenoid (24). The
lockup solenoid activates (opens) and lets pilot oil from pilot passage (10) go into pilot passage (25). This oil pushes shuttle valve (26) over which closes
drain passage (27). The oil moves the ball inside the shuttle valve and goes through the valve and pilot passage (18) to the end of selector piston (6).
This causes selector piston (6) along with load piston (7) to move against the force of springs (14). This causes modulation reduction valve (19) to move
against the force of spring (29). Flow through passage (23) to drain passage (22) is now blocked. Passage (23) is open to passage (13). Pump oil now goes
to fill the lockup clutch.
At this time, oil also goes through load piston orifice (16) and passage (11). This oil goes between selector piston (6) and load piston (7).
After the lockup clutch is full of oil, the pressure increases in the clutch. This causes load piston (7) to move against the force of springs (14). Lockup
clutch oil also goes through an orifice in modulation reduction valve (19), opens ball check (28) and goes into the slug chamber at the end of the valve.
This pressure works against the pressure at the end of load piston (7). The pressure increases until the load piston is moved all the way down against its
stop. The pressure in the clutch is now at its maximum [approximately 1515 kPa (220 psi)]. Modulation reduction valve (19) moves up and down to keep a
constant pressure in passage (23).
Two components control the amount of time it takes for the pressure in the lockup clutch to get to its maximum: the size of load piston orifice (16) and the
force of spring (14). The force of spring (14) can be changed by the removal or addition of shims in load piston (7) under spring (14).
When the transmission control gets the indication to go to converter drive from direct drive (to disengage the lockup clutch), it stops the electric signal to
lockup solenoid (24). The lockup solenoid deactivates (closes) and stops the flow of pilot oil into pilot passage (25) and drains the passage. The force of
springs (14) moves selector piston (6) up which causes the pressure oil in pilot passage (18) to push against shuttle valve (26). This causes the ball inside
the shuttle valve to move to the left. The oil pressure causes shuttle valve (26) to also move to the left which opens pilot passage (18) to drain passage (27).
Selector piston (6) now moves up against load piston body (8).
Passage (11) is now in alignment with drain passage (12). The force of springs (14) moves load piston (7) all the way up against selector piston (6).
Modulation reduction valve (19) now moves all the way up because of the force of spring (29). In this position, pump oil in passage (13) is blocked to
passage (23). Passage (23) is now open to drain passage (22) and the pressure in the lockup clutch is released.
The oil cooler for the torque converter and brakes is fastened to the right side of the engine cylinder block. Engine coolant, from the water pump, goes into
the oil cooler at the front of the engine. The coolant goes through long tubes in the oil cooler. The coolant then goes into the engine cylinder block at the
rear.
The oil cooler gets oil from two places. Some oil comes from the outlet relief valve of the torque converter (converter outlet oil). Some oil comes from the
control valve for the hoist hydraulics. This oil is cooled and sent to the rear wheel brakes.
Torque Converter
The torque converter is driven by the engine flywheel. It is made up of an impeller, turbine, lockup clutch and a stator with an one-way clutch. The lockup
clutch permits the machine to operate in direct drive to keep the power loss to a minimum. The one-way clutch holds the stator when the converter is used
and lets the stator turn freely when the torque converter is not used.
The converter cover is fastened directly to the flywheel housing and provides an oil reservoir and a place to fasten two valves and a pump. The flange of
the output shaft of the torque converter is connected to the drive shaft.
The transmission is driven by the torque converter in FIRST, NEUTRAL and REVERSE. During shifts from SECOND through SEVENTH speeds, the
torque converter is activated for a moment (the lockup clutch disengages for a moment) to make the shifts smooth. Once the transmission clutches are
engaged, the lockup clutch engages and the transmission is in direct drive.
In FIRST speed, the operation of the lockup clutch is controlled by the transmission control. The transmission can be in either torque converter or direct
drive in FIRST speed.
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The engine flywheel turns rotating housing (1) which turns impeller (3). The impeller moves (directs) the oil to the blades of turbine (2) and causes the
turbine to turn. The turbine directs the oil to stator (10) and causes the stator to try to turn in the opposite direction of the turbine. The movement of the
stator causes rollers (14) of one-way clutch (9) to move (roll) between stator (10) and the carrier for the stator.
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The action of the one-way clutch keeps the stator from rotation. The stator now directs most of the oil back to impeller (3). The remainder of the oil goes
out of the torque converter through outlet passage (6). The oil, that goes back to impeller (3) from stator (10), moves in the same direction as the rotation of
the impeller.
Turbine (2) turns hub (7) and hub (7) turns output shaft (12). Power is sent through the output shaft to the drive shaft and the transfer gears of the
transmission.
One-Way Clutch
Splines connect stator (10) to cam (13). Cam (13) is turned by the stator. Carrier (17) does not turn. The mechanical connection between cam (13) and
carrier (17) is rollers (14). Rollers (14) are in openings (16) of cam (13). Springs (15) are also in openings (16). The left side of openings (16) is smaller
than the right side of openings (16) because the opening has a taper. Normally, springs (15) keep rollers (14) in the taper at the left side of openings (16).
When the speed of impeller (3) and turbine (2) is slow, stator (10) is held stationary. Rollers (14) are held in the taper of openings (16) by springs (15).
There is a mechanical connection between cam (13) and carrier (17). Since carrier (17) is held stationary, cam (13) is held stationary. Since the cam can not
turn, the stator does not turn. The stator can send oil back to the impeller.
As the speed of impeller (3) and turbine (2) increases, stator (10) starts to turn in the same direction as the impeller and turbine. When the stator starts to
turn, cam (13) starts to turn. The movement of cam (13) causes rollers (14) to move from the tapers of openings (16). The mechanical connection between
cam (13) and carrier (17) is broken. Stator (10) and cam (13) turn freely. The stator does not send oil back to the impeller.
Lockup Clutch
Lockup clutch (8) is part of the torque converter and is between the engine flywheel and turbine (2). The lockup clutch is engaged when the transmission is
in SECOND through SEVENTH speeds (direct drive). The lockup clutch does engage in FIRST speed as the output speed of the transmission increases.
When the lockup clutch is engaged, impeller (3) and turbine (2) turn at the same speed as the engine and there is no loss of power in the torque converter.
The connection between the engine and the transmission is now direct.
Rotating housing (1) is connected to the engine flywheel by splines and is fastened to impeller (3) by bolts. Piston (18), plates (19) and plate (20) are also
connected to rotating housing (1) by splines. Discs (22) and output shaft (12) are connected to hub (7) by splines. Turbine (2) is fastened to hub (7).
Operation
The transmission (electronic) control activates the lockup clutch and solenoid valve group which sends pressure oil for operation of the lockup clutch. Oil
from the lockup clutch and solenoid valve group goes through inlet passage (23) in carrier (11). The oil goes through a passage in the center of output shaft
(12), and through pilot (21) and rotating housing (1) to piston (18). The pressure of the oil causes piston (18) to move toward plate (20). This causes plates
(19) and discs (22) to be held together and to turn at the same speed. The plates and discs become a direct connection between rotating housing (1) and
output shaft (12). The machine is in direct drive.
When the lockup clutch is not engaged, the operation of the torque converter is normal.
Direct Drive
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Oil under pressure from the lockup clutch and solenoid valve group causes lockup clutch (8) to engage. As the engine flywheel turns, lockup clutch (8)
connects rotating housing (1) with hub (7). This causes turbine (2) and impeller (3) to turn at the same speed. Stator (10) turns freely (freewheels). At this
time, the torque converter is not in operation.
The flow of power is from rotating housing (1), through lockup clutch (8), hub (7) and output shaft (12). The power goes directly through the torque
converter, through the drive shaft, to the transfer gears of the transmission.
Transfer Gears
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The transfer gears are in the transfer gear case that is fastened to the front of the transmission case. The drive shaft connects the torque converter to yoke
(3).
Yoke (3) is connected to drive gear (2) by splines. The teeth on drive gear (2) are engaged with the teeth on drive gear (4). Driven gear (4) is connected by
splines to the input shaft of the transmission.
Yoke (3) turns drive gear (2) which turns driven gear (4). Driven gear (4) then turns the input shaft of the transmission.
Shims (1) are used to make adjustment to the end play of drive gear (2). Shims (6) are used to make adjustment to the end play of driven gear (4).
Oil for lubrication of the transfer gears comes from the transmission lubrication circuit. The oil comes through a passage in the transmission case and
transfer gear case (5) into a tube assembly which puts (sprays) oil on both drive gear (2) and driven gear (4). The gears then throw the oil around inside
case (5) which provides lubrication for the bearings in the transfer gear case. The extra oil in the bottom of case (5) goes through a drain passage into the
transmission case.
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Location Of Components
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(A) Pressure tap for No. 3 clutch. (B) Pressure tap for No. 1 clutch. (C) Pressure tap for No. 2 clutch. (D) Not used. (E) Pressure tap for No. 5 clutch. (F) Pressure tap for No. 4 clutch. (G)
Pressure tap for No. 6 clutch. (H) Pressure tap for No. 7 clutch. (M) Pressure tap for pilot oil.
(L) Pressure tap for pump. (M) Pressure tap for pilot oil.
Neutral Operation
When the engine is started, oil goes from transmission oil tank (14) through suction screen (17), charging section (1) of the transmission oil pump and
transmission oil filter (3) to downshift solenoid (4), upshift solenoid (5), and priority reduction valve (23) and neutralizer valve (24) of selector group (26).
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As the oil pressure increases, priority reduction valve (23) moves down. This lets pump oil also go to rotary selector spool (25), relief valve (40) and
pressure control group (10).
If the engine is started with the transmission out of NEUTRAL position, the position of rotary selector spool (25) stops the flow of pump oil to neutralizer
valve (24). The reset spool does not move down. In this position, neutralizer valve (24) stops the flow of pilot oil from priority reduction valve (23) to
rotary selector spool (25). The clutches in the transmission can not engage.
When the engine is started with the transmission in NEUTRAL position, the transmission control activates downshift solenoid (4). The downshift solenoid
sends pump oil to rotary actuator (6). This causes the rotor of the rotary actuator [and rotary selector spool (25)] to be held (locked) in position N. This
prevents any movement of the rotary selector spool. The position of rotary selector spool (25) lets pump oil go to neutralizer valve (24). The reset spool
moves down and lets pilot oil go to the rotary selector spool. The position of rotary selector spool (25) lets pilot oil go to selector piston (27) of pressure
control group (10). This causes selector piston (27) along with load piston (28) to move to the right. The force of the springs causes modulation reduction
valve (29) to move to the right. Pump oil now goes around the modulation reduction valve and starts to fill No. 1 clutch. The clutch oil also goes through a
load piston orifice and goes between selector piston (27) and load piston (28).
The pressure of the clutch oil increases after the clutch is full of oil. As the pressure of the oil in No. 1 clutch increases, modulation reduction valve (29)
moves to the left and load piston (28) moves to the right. The load piston orifice in the supply passage to load piston (28) lets oil go to the load piston at a
specific rate. The pressure in the clutch increases gradually. This gradual increase in pressure is known as modulation. When the load piston gets all the
way to the right against its stop, modulation stops. The pressure in No. 1 clutch is now at its maximum. No. 1 clutch is engaged and the transmission is in
NEUTRAL.
Relief valve (40) controls the maximum pressure in the system. The extra oil from relief valve (40) goes to lubricate the transmission. Relief valve (36)
controls the maximum pressure of the oil that goes to the lubricate the transmission.
Extra oil from leakage in the transfer gears and the transmission goes into reservoir (19) in the bottom of the transmission case. Scavenge section (16) takes
the oil from reservoir (19) through magnetic screen (18) and sends it to transmission oil cooler (15). If the oil pressure is to high oil cooler bypass valve (2)
open and allow the oil to go around oil cooler (15). The oil then goes to transmission oil tank (14).
Manual Shifts
Neutral to Reverse
When the transmission shift lever is moved from NEUTRAL to REVERSE, the transmission control activates (opens the valve in) upshift solenoid (5). The
upshift solenoid sends pump oil to rotary actuator (6). This causes the rotor of the rotary actuator and rotary selector spool (25) to move in a clockwise
direction from position N toward position R. When the rotary selector spool gets to position R, the transmission switch, connected to the rotary selector
spool, sends an electric signal (tells that the shift has been made) to the transmission control which deactivates (closes the valve in) upshift solenoid (5).
Movement of the rotor in rotary actuator (6) and rotary selector spool (25) stops.
The position of the rotary selector spool sends pilot oil to selector pistons (7) and (39) and drains the pilot oil at selector piston (27). Selector piston (27)
moves against the load piston body and drains the oil between selector piston (27) and load piston (28). Now load piston (28) and modulation reduction
valve (29) move toward selector piston (27). Pump oil to No. 1 clutch is stopped by modulation reduction valve (29) and clutch oil in No. 1 clutch is
drained. No. 1 clutch is released.
The pilot oil now moves selector pistons (7) and (39). No. 3 and No. 7 clutches start to fill. Modulation takes place between load piston (8) and modulation
reduction valve (9) for No. 3 clutch. Modulation also takes place between load piston (38) and modulation reduction valve (37) for No. 7 clutch. When the
load pistons get all the way against their stops, modulation stops. The pressures in the clutches are at their maximum. No. 3 and No. 7 clutches are now
engaged and the transmission is in REVERSE.
Reverse to Neutral
When the transmission shift lever is moved from REVERSE to NEUTRAL, the transmission control activates (opens) downshift solenoid (4). The
downshift solenoid sends pump oil to rotary actuator (6). This causes the rotor of the rotary actuator and rotary selector spool (25) to move in a
counterclockwise direction from position R toward position N. When the rotary selector spool gets to position N, the transmission control keeps downshift
solenoid (4) activated. Movement of the rotor in rotary actuator (6) and rotary selector spool (25) stops and they are locked in position N.
The position of the rotary selector spool sends pilot oil to selector piston (27) and drains the pilot oil at selector pistons (7) and (39). Selector pistons (7)
and (39) move against their load piston bodies and drain the oil between selector pistons (7) and (39) and load pistons (8) and (38).
Now the load pistons and modulation reduction valves move toward their respective selector pistons. Pump oil to No. 3 and No. 7 clutches is stopped by
the modulation reduction valves and clutch oil is drained. No. 3 and No. 7 clutches are released.
The pilot oil now moves selector piston (27). No. 1 clutch starts to fill. Modulation takes place between load piston (28) and modulation reduction valve
(29) for No. 1 clutch. When the load piston gets all the way against its stop, modulation stops. The pressure in the clutch is at its maximum. No. 1 clutch is
now engaged and the transmission is in NEUTRAL.
Neutral to First
When the transmission shift lever is moved from NEUTRAL to FIRST, the transmission control activates upshift solenoid (5). The upshift solenoid sends
pump oil to rotary actuator (6). This causes rotary selector spool (25) to move in a clockwise direction from position N toward position 1. When the rotary
selector spool gets to position 1, the transmission switch sends an electric signal to the transmission control which deactivates upshift solenoid (5).
Movement of rotary selector spool (25) stops.
The position of the rotary selector spool sends pilot oil to selector pistons (33) and (32) and drains the pilot oil at selector piston (27). Selector piston (27)
moves against the load piston body and drains the oil between selector piston (27) and load piston (28). Now load piston (28) and modulation reduction
valve (29) move toward selector piston (27). Pump oil to No. 1 clutch is stopped by modulation reduction valve (29) and clutch oil in No. 1 clutch is
drained. No. 1 clutch is released.
The pilot oil now moves selector pistons (33) and (32). No. 2 and No. 6 clutches start to fill. Modulation takes place between load piston (34) and
modulation reduction valve (35) for No. 2 clutch. Modulation also takes place between load piston (31) and modulation reduction valve (30) for No. 6
clutch. When the load pistons get all the way against their stops, modulation stops. The pressures in the clutches are at their maximum. No. 2 and No. 6
clutches are now engaged and the transmission is in FIRST speed.
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First to Neutral
When the transmission shift lever is moved from FIRST to NEUTRAL, downshift solenoid (4) sends pump oil to rotary actuator (6). The downshift from
FIRST to NEUTRAL is now just the opposite of the upshift from NEUTRAL to FIRST. Rotary selector spool (25) moves from position 1 to position N.
The position of the rotary selector spool sends pilot oil to selector piston (27) and drains the pilot oil at selector pistons (33) and (32). Selector pistons (33)
and (32) move against their load piston bodies and drain the oil between selector pistons (33) and (32) and load pistons (34) and (31). Now the load pistons
and modulation reduction valves move toward their respective selector pistons. Pump oil to No. 2 and No. 6 clutches is stopped by the modulation
reduction valves and clutch oil is drained. No. 2 and No. 6 clutches are released.
The pilot oil now moves selector piston (27). No. 1 clutch starts to fill. Modulation takes place between load piston (28) and modulation reduction valve
(29) for No. 1 clutch. When the load piston gets all the way against its stop, modulation stops. The pressure in the clutch is at its maximum. No. 1 clutch is
now engaged and the transmission is in NEUTRAL.
Automatic Upshifts
The transmission speed sender and the transmission control cause all automatic upshifts and downshifts. The transmission control makes a conversion of
ground speed to engine rpm through the transmission speed sender. The speed sender feels (senses) the rpm of a gear on the output shaft of the
transmission.
The conversions of each shift (speed) position are stored (kept) in the transmission control. As the ground speed of the machine increases, the transmission
control will then activate upshift solenoid at the correct speed. As ground speed decreases, downshift solenoid is activated.
First to Second
When the transmission shift lever is moved from FIRST to SECOND, an upshift will occur when the output shaft of the transmission gets to the correct
rpm. The transmission control then activates upshift solenoid (5). The upshift solenoid sends pump oil to rotary actuator (6). This causes rotary selector
spool (25) to move from position 1 toward position 2. When the rotary selector spool gets to position 2, upshift solenoid (5) is deactivated. Movement of
rotary selector spool (25) stops.
The position of the rotary selector spool sends pilot oil to selector pistons (32) and (27) and drains the pilot oil at selector piston (33). Selector piston (33)
moves against the load piston body and drains the oil between selector piston (33) and load piston (34). Now load piston (34) and modulation reduction
valve (35) move toward selector piston (33). Pump oil to No. 2 clutch is stopped by modulation reduction valve (35) and clutch oil in No. 2 clutch is
drained. No. 2 clutch is released.
During a shift from FIRST to SECOND, selector piston (32) still gets pilot oil. No. 6 clutch is kept engaged. The pilot oil also moves selector piston (27).
No. 1 clutch starts to fill. Modulation takes place between load piston (28) and modulation reduction valve (29) for No. 1 clutch. When the load piston gets
all the way against its stop, modulation stops. The pressure in No. 1 clutch is at its maximum. No. 1 and No. 6 clutches are now engaged and the
transmission is in SECOND speed.
Second to Third
When the transmission shift lever is moved from SECOND to THIRD, an upshift will occur when the output shaft of the transmission gets to the correct
rpm. Upshift solenoid (5) is then activated which sends pump oil to rotary actuator (6). This causes rotary selector spool (25) to move from position 2
toward position 3. When the rotary selector spool gets to position 3, upshift solenoid (5) is deactivated. Movement of rotary selector spool (25) stops.
The position of the rotary selector spool sends pilot oil to selector pistons (7) and (32) and drains the pilot oil at selector piston (27). Selector piston (27)
moves and drains the oil between selector piston (27) and load piston (28). Now load piston (28) and modulation reduction valve (29) move toward selector
piston (27). Pump oil to No. 1 clutch is stopped by modulation reduction valve (29) and clutch oil in No. 1 clutch is drained and released.
During a shift from SECOND to THIRD, selector piston (32) still gets pilot oil. No. 6 clutch is kept engaged. The pilot oil also moves selector piston (7).
No. 3 clutch starts to fill. Modulation takes place between load piston (8) and modulation reduction valve (9) for No. 3 clutch. When the load piston gets all
the way against its stop, modulation stops. The pressure in No. 3 clutch is at its maximum. No. 3 and No. 6 clutches are now engaged and the transmission
is in THIRD speed.
The sequence of each automatic upshift is the same except different selector pistons get pilot oil. With the transmission shift lever in FIFTH speed, there is
an upshift from THIRD to FOURTH speed at the correct rpm of the output shaft of the transmission. No. 3 and No. 6 clutches drain and release. No. 1 and
No. 5 clutches fill and engage.
As the ground speed of the machine increases more, there is an upshift from FOURTH to FIFTH speed. No. 5 clutch is kept engaged. No. 1 clutch drains
and releases. No. 3 clutch fills and engages.
As the ground speed of the machine increases more, there is an upshift from FIFTH to SIXTH speed. No. 3 and No. 5 clutches drain and release. No. 1 and
No. 5 clutches fills and engage.
As the ground speed of the machine increases more, there is an upshift from SIXTH to SEVENTH speed. No. 4 clutch is kept engaged. No. 1 clutch drains
and releases. No. 3 clutch fills and engages.
The speed sender and the transmission control cause all automatic downshifts and upshifts. The speed sender feels (senses) the rpm of a gear on the output
shaft of the transmission. As the ground speed of the machine decreases, the transmission control will then activate downshift solenoid (4) at the correct
speed. As ground speed increases, upshift solenoid (5) is activated.
When the transmission shift lever is moved from SEVENTH to SIXTH for a downshift, the transmission control activates downshift solenoid (4) at the
correct rpm (speed). The downshift solenoid sends pump oil to rotary actuator (6). This causes rotary selector spool (25) to move in a counterclockwise
direction from position 5 toward position 4. When the rotary selector spool gets to position 4, the downshift solenoid is deactivated. Movement of rotary
selector spool (25) stops.
Pilot oil is kept at selector piston (13) and also goes to selector piston (27). Pilot oil at selector piston (7) drains. No. 5 clutch is kept engaged, No. 3 clutch
releases and No. 1 clutch is engaged. The transmission is now in FOURTH speed.
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Each automatic downshift is just the opposite of the automatic upshift. The transmission will downshift automatically from SEVENTH through FIRST
speeds.
Shift Inhibiting
A shift from any speed into NEUTRAL is not inhibited (prevented). The transmission can always be shifted to NEUTRAL. The transmission control makes
a conversion of ground speed to engine rpm through the transmission speed sender. This is done by rotation of gear teeth (on a gear fastened to the output
shaft of the transmission) near (past) the transmission speed sender. The conversions of each shift (speed) position are stored (kept) in the transmission
control.
If the transmission is in any forward speed and the transmission shift lever is moved to REVERSE, the transmission will immediately make a shift to
NEUTRAL. The transmission will only make a shift into REVERSE from NEUTRAL position, but the ground speed must decrease to approximately 5
km/h (3 mph) to permit the shift.
The oil pump for the transmission has two sections: charging section (1) and scavenge section (2). The pump is driven by oil pump drive (3).
The charging section on the cover end gets oil from the transmission oil tank. It sends the oil under pressure to the transmission oil filter and on to the
transmission hydraulic control group.
The scavenge section on the drive end gets oil from the bottom of the transmission case. The oil goes through the magnetic screen to scavenge section (2)
which sends the oil to the transmission oil cooler and the transmission oil tank.
Splines connect yoke assembly (6) to drive gear (7). Drive gear (7) turns idler gear (9) which turns driven gear (15).
Shims (3) are used to adjust the end play of drive gear (7). Shims (10) are used to adjust the end play of idler gear (9). Shims (16) are used to adjust the end
play of driven gear (15).
Three pumps are driven by the oil pump drive. The hoist hydraulic pump is fastened to cage (8) and is driven by drive gear (7). The oil pump for the
transmission is fastened to cage (13). The steering pump is fastened opposite the oil pump for the transmission, directly to housing (4). Driven gear (15)
drives both the steering pump and the oil pump for the transmission.
Lubrication of the oil pump drive is provided by oil from the brake cooling oil circuit. The oil comes from the oil cooler for the torque converter and
brakes. The oil is put (sprayed) on drive gear (7). Holes, in housing (4), send oil to each bearing. An oil level is kept in housing (4) so that the teeth on
driven gear (15) are in oil. The gears throw oil around in the housing. Extra oil in housing (4) goes to the torque converter cover.
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The oil filter for the transmission is fastened to the inner right side of the main frame near the transmission. Oil from the transmission oil tank goes to the
oil pump for the transmission. The pump sends oil through inlet line (2) to the transmission oil filter.
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Oil goes through inlet passage (6) and fills the space between the inside of housing (10) and element (9). During normal operation, the oil goes through
element (9) and outlet passage (5) and outlet line (1) to the transmission hydraulic control group. Element (9) stops any debris that is in the oil.
If the filter element becomes full of debris, the restriction to the flow of oil causes a pressure increase inside the filter. The pressure oil causes bypass valve
(4) to move against the force of spring (8). The oil then goes past the open bypass valve and to the remainder of the hydraulic system. When the oil does
not go through the filter element, the debris in the oil will cause damage to other components in the hydraulic system.
Correct maintenance must be used to make sure that element (9) does not become full of debris and stop the flow of clean oil to the hydraulic system.
Magnetic Screen
Magnetic screen (4) is in the bottom of transfer gear case (1). Oil from the bottom of transmission case (3) goes through the inlet tube at the rear. Magnets
are installed on the tube so that the same magnetic ends are next to each other.
As the oil goes over the magnets, metal particles are stopped and held by the magnets. The oil then goes through a screen on its way to outlet (2). As the oil
goes through the screen, other foreign particles are stopped and can not go into the hydraulic system. From outlet (2), the oil is sent to the inlet passage of
the scavenge section of the oil pump for the transmission.
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Rotary Actuator
The rotary actuator is controlled by the upshift and downshift solenoids. Pressure oil from either solenoid goes into body (1) and pushes against stationary
vane (2) and vane (9) of rotor (8). This pressure oil causes the rotor to turn. Rotor (8) is connected to the rotary selector spool of the selector valve group
and causes it to turn.
During an upshift, pressure oil from the upshift solenoid goes through passage (12). This causes upshift valve (10) to move to the left as shown. Drain
passage (11) is now closed (blocked) by the upshift valve. The pressure oil goes into upshift valve (10), moves ball (7) to the left and goes into chamber (B)
between vanes (2) and (9). This causes rotor (8) to turn in a clockwise direction.
The oil in chamber (A) on the opposite side of vane (9) pushes against downshift valve (4). This causes ball (5) to move to the right side which will not
permit oil to go out passage (6). As the rotor turns, the oil in chamber (A) pushes downshift valve (4) to the right until the valve opens drain passage (3).
The oil in chamber (A) is now free to drain.
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When the rotary selector spool [and rotor (8)] gets to the correct speed position, the transmission switch, connected to the rotary selector spool, sends an
electric signal to the transmission control. The transmission control closes (deactivates) the upshift solenoid. This stops the flow of pressure oil in passage
(12) and the movement of rotor (8) stops.
During a downshift, the movement of rotor (8) is in a counterclockwise direction. Pressure oil from the downshift solenoid goes through passage (6) and
moves downshift valve (4) to the left. This closes drain passage (3). The pressure oil from passage (6) now goes into downshift valve (4) moves ball (5) to
the left and goes into chamber (A). This causes rotor (8) to turn in a counterclockwise direction.
The oil in chamber (B) pushes against upshift valve (10). This causes ball (7) to move to the right which will not permit oil to go out passage (12). As the
rotor turns, the oil in chamber (B) pushes the upshift valve to the right until drain passage (11) is open to chamber (B).
When the rotor gets to the correct speed position, the transmission control deactivates the downshift solenoid. Pressure oil in passage (6) is now stopped
which stops the movement of rotor (8).
When the transmission is in NEUTRAL, rotor (8) is in the position shown. The downshift solenoid is always activated in NEUTRAL position so that the
rotor is held (locked) in position.
Selector Group
The selector group controls the pressure of the oil that goes to the shift solenoids, transmission oil cooler and the pressure control group. It is made up of
five valves. The chart gives the basic operation (function) of each valve.
At the selector group, the oil from the charging section of the transmission pump goes to several different places. The oil comes in passage (5). Some of the
oil goes through passage (1) to the upshift and downshift solenoids. The remainder of the pump oil goes to priority reduction valve (2). The oil goes
through an orifice in the valve, opens a check (poppet) valve and goes to the upper end of priority reduction valve (2).
As the pressure increases, it moves the valve down against the force of its spring. The pressure of the oil from priority reduction valve (2), that goes to
neutralizer valve (3), is controlled by the priority reduction valve. When the neutralizer valve (3) is moved down, the oil goes on to chamber (7) of rotary
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selector spool (4). This oil can then go to the pressure control group. This pressure oil is the "plot oil" that controls the movement of the selector pistons in
the pressure control group.
As priority reduction valve (2) moves down, it also permits pump oil in passage (5) to go out passage (6). Some of this oil goes to relief valve (12) which
controls the maximum pressure in passages (1), (5), (6) and (15). Some of the oil goes through passage (15) to the pressure control group. This oil is used
to fill the clutches in the transmission. Some of the oil also goes to rotary selector spool (4). This oil is used to activate neutralizer valve (3). When the
rotary selector spool is in NEUTRAL position, it lets oil go to chamber (8). This causes neutralizer valve (3) to move down. Pilot oil is now free to go to
chamber (7) of rotary selector spool (4).
The pressure setting of the priority reduction valve is approximately 1725 kPa (250 psi). This pressure can be changed by the removal or addition of shims.
Neutralizer Valve
Neutralizer valve (3) will not permit movement of the machine if the engine is started with the transmission shift lever out of NEUTRAL position.
When the engine is started with the transmission in NEUTRAL, pressure oil from passage (6) goes to rotary selector spool (4) and on to chamber (8). The
pressure in chamber (8) moves neutralizer valve (3) down against the force of its spring. This lets pilot oil go around the neutralizer valve to chamber (7) of
the rotary selector spool. The clutches can now be engaged in the transmission.
As neutralizer valve (3) moves down, pilot oil can then go through an orifice in the valve to the upper end of the valve. The valve is now held in the
position shown by the pressure of the pilot oil.
When rotary selector spool (4) is moved from NEUTRAL position, pressure oil from passage (6) can not go to chamber (8). Chamber (8) is now open to
chamber (9) because of the position of the rotary selector spool.
When the engine is started with the transmission in any speed position except NEUTRAL, the position of rotary selector spool (4) stops the flow of pump
oil to chamber (8). Neutralizer valve (3) will not move down to make pilot oil available to chamber (7). No oil can go to the selector pistons of the pressure
control group. The clutches in the transmission will not engage.
Rotary selector spool (4) determines which selector pistons in the pressure control group get pilot oil and which selector pistons are drained. Orifices in the
spool provide the correct sequence for the clutches to engage. The rotary actuator is connected to the upper end of the rotary selector spool. The rotary
actuator hydraulically turns the rotary selector spool. The transmission switch is also connected to the upper end of the rotary selector spool. Cam (14) is
fastened to the lower end of the spool. Spring assemblies (13) are in contact with cam (14) to hold the spool correctly in each speed position.
Chamber (7) of rotary selector spool (4) has pilot oil in it. The position of the spool will send this oil out a passage to the pressure control group. The oil
goes to a selector piston and causes it to move. This will cause a clutch or clutches to engage in the transmission. Chamber (7) has a screen filter in it to
keep foreign material out of the pressure control group.
At the same time, the clutches of the transmission that are to be disengaged (not engaged) will send any pressure oil from their respective selector pistons
back into chamber (9). Chamber (9) lets the oil go back to the reservoir (drain).
In NEUTRAL position, rotary selector spool (4) sends pump oil to chamber (8) to move neutralizer valve (3). In all other speed positions, chamber (8) is
blocked from pump oil and is open to chamber (9).
Relief Valve
Relief valve (12) controls the maximum pressure in the transmission hydraulic system. Pump oil comes from passage (6) to the relief valve. The oil goes
through an orifice in the valve, opens a poppet (check) valve and fills a slug chamber at the lower end of relief valve (12).
As the pressure increases, it moves the relief valve up against the force of its spring. When the pressure of the oil gets to approximately 2690 kPa (390 psi),
the relief valve moves up far enough to let oil go to transmission lubrication relief valve (10) and out passage (11) to the transmission lubrication circuit.
The pressure setting of relief valve (12) can be changed by the removal or addition of shims.
Transmission lubrication relief valve (10) controls the maximum pressure of the oil to the transmission lubrication circuit. The transmission oil relief valve
gets its oil from relief valve (12) whenever relief valve (12) is open. If the pressure of the oil in passage (11) gets to approximately 930 kPa (135 psi), relief
valve (10) will move to the left against the force of its spring. This permits the extra oil to drain back to the reservoir.
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The pressure control group has seven pressure modulation reduction valves (12); one valve for each clutch in the transmission. This gives separate control
to the pressure and time that it takes to engage and release each clutch. This is known as Individual Clutch Modulation (ICM). Each load piston body has a
letter identification on it for disassembly and assembly purposes.
Pilot passages (5) are connected to passages from the rotary selector spool of the selector group. Pump oil from the selector valve group is in passage (14).
Drain passages (3) are connected to the reservoir (drain).
All of the modulation reduction valves operate in a similar way. For this reason, only the basic operation of one valve is given.
When a shift is started (a clutch is to be engaged), pilot passage (9) gets pilot oil at the correct sequence from the rotary selector spool. Selector piston (8)
along with load piston (6) move against the force of springs (5). Modulation reduction valve (11) move against the force of spring (10). Passage (3)
becomes blocked to drain passage (4) and open to passage (2). The pump oil now goes to fill the clutch.
At this time, oil flows through load piston orifice (13) and passage (7). This oil goes between selector piston (8) and load piston (6).
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After the clutch is full of oil, the pressure of the pump oil increases in the selected clutch. Load piston (6) moves against the force of springs (5). Clutch oil
also goes through an orifice in modulation reduction valve (11). Ball check (12) opens and oil goes into the slug chamber at the left end of the valve. This
oil pressure works against the pressure at the end of load piston (6). The pressure increases until load piston (6) is moved all the way to the left against its
stop. The pressure in the clutch is now at its maximum. Modulation reduction valve (11) moves right and left to keep the pressure in passage (3) constant.
Two components control the amount of time it takes for the pressure in the clutch to get to its maximum: the size of load piston orifice (13) and the force of
springs (5). The force of springs (5) can be changed by the removal or addition of shims in load piston (6).
When a clutch is disengaged (released), pilot passage (9) is open to drain through the rotary selector spool. The force of springs (5) moves selector piston
(8) all the way to the right against load piston body (18). Passage (7) is now in alignment with drain passage (16). The force of springs (5) moves load
piston (6) all the way to the right against selector piston (8).
Modulation reduction valve (11) is moved all the way to the right by the force of spring (10). In this position, pump oil in passage (2) can not go into
passage (3). Passage (3) is now open to drain passage (4) and the pressure in the clutch is released. Decay orifice (15) in drain passage (16) controls the
amount of time it takes for the pressure in the clutch to release.
Transmission
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Transmission Components
(1) Input shaft. (2) No. 1 hub gear. (3) No. 2 and No. 3 sun gear. (4) No. 1 clutch. (5) No. 2 ring gear. (6) No. 2 and No. 3 planetary carrier. (7) No. 2 clutch. (8) Planetary input gear. (9)
No. 3 rotating clutch. (10) No. 3 rotating clutch housing. (11) Center shaft. (12) No. 4 rotating clutch housing. (13) No. 4 ring gear and No. 5 sun gear. (14) No. 4 clutch. (15) No. 5
planetary carrier. (16) No. 5 planetary gear. (17) No. 5 clutch. (18) No. 5 ring gears. (19) No. 6 planetary gears. (20) No. 6 sun gear. (21) No. 6 clutch. (22) No. 6 ring gear. (23) No. 7
planetary gears. (24) No. 7 ring gear. (25) No. 7 planetary carrier. (26) No. 7 sun gear. (27) No. 6 planetary carrier. (28) Output yoke. (29) No. 7 clutch. (30) No. 3 planetary gears. (31)
No. 2 planetary gears.
Power from the engine goes to the torque converter, through the front drive shaft, to the transfer gears which are fastened directly to the front of the
transmission case. The power then goes through the planetary transmission, the rear drive shaft and the pinion to the differential.
The transmission has five speeds forward and one reverse. REVERSE is torque converter drive only. FIRST speed can have either torque converter drive
or direct drive. As ground speed in FIRST speed increases, the lockup clutch of the torque converter engages. This gives direct drive to FIRST speed
forward. SECOND through SEVENTH speeds are direct drive only with a short period of converter drive while the clutches engage in the transmission.
This makes each shift smooth.
As the transmission shifts either up or down from FIRST through SEVENTH speeds, the lockup clutch automatically engages after both the transmission
clutches are engaged.
The transmission has a combination of five stationary clutches, two rotating clutches and five planetary units to give five forward and one reverse speed.
No. 3 clutch (9) and No. 4 clutch (14) are the rotating clutches.
The torque input and output are on opposite ends of the transmission. Torque from the input transfer gears goes to the input shaft (1) which drives the input
gear components. No. 1 clutch (4), No. 2 clutch (7) and No. 3 clutch (9) are the clutches in the input section of the transmission. The remainder of the
clutches are in the output section of the transmission. Center shaft (11) carries the sun gears which drive the output section of the transmission. The center
shaft turns the same direction as input shaft (1).
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Only No. 1 clutch (4) is engaged in NEUTRAL. No. 1 clutch holds No. 1 hub gear (2) which is splined to and now holds No. 2 and No. 3 sun gear (3).
Torque is transferred from the transfer gears to input shaft (1). Planetary input gear (8) is splined to and turns with the input shaft. The planetary input gear
turns No. 3 planetary gears (30). Since No. 2 and No. 3 sun gear (3) is being held, No. 3 planetary gears walk around No. 3 sun gear. This drives No. 2 and
No. 3 planetary carrier (6) in the same direction as the input shaft.
No. 2 and No. 3 planetary carrier (6) is bolted to clutch No. 3 housing (10) which is splined to center shaft (11). The center shaft now turns the same
direction as the input shaft. No output clutches are engaged. Since the output clutches are slipping, torque does not flow to output yoke (28).
No. 2 clutch (7) and No. 6 clutch (21) are engaged in FIRST speed. No. 2 clutch holds No. 2 ring gear (5). Torque is transferred from the transfer gears to
input shaft (1). Planetary input gear (8) is splined to and turns with the input shaft. The planetary input gear turns No. 3 planetary gears (30) which now
turn No. 2 and No. 3 sun gear (3). No. 2 and No. 3 sun gear (3) turn the No. 2 planetary gears (31).
Since No. 2 ring gear (5) is being held, No. 2 planetary gears walk around the inside of No. 2 ring gear. This drives No. 2 and No. 3 planetary carrier (6) in
the same direction as the input shaft. No. 2 and No. 3 planetary carrier is bolted to clutch No. 3 housing (10) which is splined to center shaft (11). The
center shaft now turns the same direction as the input shaft.
No. 6 clutch (21) holds No. 6 ring gear (22). No. 6 sun gear (20) is splined to and turns with center shaft (11). No. 6 sun gear turns No. 6 planetary gears
(19). Since No. 6 ring gear is being held, No. 6 planetary gears walk around the inside of No. 6 ring gear. This drives No. 6 planetary carrier (27) in the
same direction as the center shaft. No. 6 planetary carrier is splined to No. 7 planetary carrier (25) which is splined to output yoke (28). Power is now
delivered from the output yoke, through the rear drive shaft and pinion, to the differential.
No. 1 clutch (4) and No. 6 clutch (21) are engaged in SECOND speed. No. 1 clutch holds No. 1 hub gear (2) which is splined to and now holds No. 2 and
No. 3 sun gear (3). Torque is transferred from the transfer gears to input shaft (1). Planetary input gear (8) is splined to and turns with the input shaft. The
planetary input gear turns No. 3 planetary gears (30).
Since No. 2 and No. 3 sun gear (3) is being held, No. 3 planetary gears walk around No. 3 sun gear. This drives No. 2 and No. 3 planetary carrier (6) in the
same direction as the input shaft. No. 2 and No. 3 planetary carrier (6) is bolted to clutch No. 3 housing (10) which is splined to center shaft (11). The
center shaft now turns the same direction as the input shaft.
No. 6 clutch (21) holds No. 6 ring gear (22). No. 6 sun gear (20) is splined to and turns with center shaft (11). No. 6 sun gear turns No. 6 planetary gears
(19). Since No. 6 ring gear is being held, No. 6 planetary gears walk around the inside of No. 6 ring gear. This drives No. 6 planetary carrier (27) in the
same direction as the center shaft. No. 6 planetary carrier is splined to No. 7 planetary carrier (25) which is splined to output yoke (28). Power is now
delivered from the output yoke, through the rear drive shaft and pinion, to the differential.
No. 3 rotating clutch (9) and No. 6 clutch (21) are engaged in THIRD speed. No. 3 rotating clutch holds the planetary input gear (8) which is splined to and
turns with the input shaft (1). No. 3 rotating clutch housing (10) is splined to center shaft (11). When No. 3 clutch is engaged the input shaft, the planetary
input gear, the No. 3 clutch housing and the center shaft turn together.
No. 6 clutch (21) holds No. 6 ring gear (22). No. 6 sun gear (20) is splined to and turns with center shaft (11). No. 6 sun gear turns No. 6 planetary gears
(19). Since No. 6 ring gear is being held, No. 6 planetary gears walk around the inside of No. 6 ring gear. This drives No. 6 planetary carrier (27) in the
same direction as the center shaft. No. 6 planetary carrier is splined to No. 7 planetary carrier (25) which is splined to output yoke (28). Power is now
delivered from the output yoke, through the rear drive shaft and pinion, to the differential.
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No. 1 clutch (4) and No. 5 clutch (17) are engaged in FOURTH speed. No. 1 clutch holds No. 1 hub gear (2) which is splined to and now holds No. 2 and
No. 3 sun gear (3). Torque is transferred from the transfer gears to input shaft (1). Planetary input gear (8) is splined to and turns with the input shaft. The
planetary input gear turns No. 3 planetary gears (30).
Since No. 2 and No. 3 sun gear (3) is being held, No. 3 planetary gears walk around No. 3 sun gear. This drives No. 2 and No. 3 planetary carrier (6) in the
same direction as the input shaft. No. 2 and No. 3 planetary carrier (6) is bolted to clutch No. 3 housing (10) which is splined to center shaft (11). The
center shaft now turns the same direction as the input shaft.
When No. 5 clutch (17) is engaged it holds No. 5 ring gear (18). The combination No. 4 ring and No. 5 sun gear (13) and No. 6 sun gear (20) are splined to
and turn with center shaft (11). Combination No. 4 ring and No. 5 sun gear (13) turns No. 5 planetary gears (16).
Since the No. 5 ring gear is being held, the No. 5 planetary gears walk around the inside of the ring gear. This causes No. 5 planetary carrier (15) to turn in
the same direction as, but slower than, the center shaft. No. 5 planetary carrier is splined to No. 6 ring gear (22) and they turn together. Now No. 6 sun gear
(20) drives No. 6 planetary gears (19) around the inside of the slower moving No. 6 ring gear (22).
This drives No. 6 planetary carrier (27) in the same direction as the center shaft. No. 6 planetary carrier is splined to No. 7 planetary carrier (26) which is
splined to the output yoke (28). Power is now delivered from the output yoke through the rear drive shaft and pinion, to the differential.
No. 3 rotating clutch (9) and No. 5 clutch (17) are engaged in FIFTH speed. No. 3 rotating clutch holds the planetary input gear (8) which is splined to and
turns with the input shaft (1). No. 3 rotating clutch housing (10) is splined to center shaft (11). When No. 3 clutch is engaged the input shaft, the planetary
input gear, the No. 3 clutch housing and the center shaft turn together.
When No. 5 clutch (17) is engaged it holds No. 5 ring gear (18). The combination No. 4 ring and No. 5 sun gear (13) and No. 6 sun gear (20) are splined to
and turn with center shaft (11). Combination No. 4 ring and No. 5 sun gear (13) turns No. 5 planetary gears (16).
Since the No. 5 ring gear is being held, the No. 5 planetary gears walk around the inside of the ring gear. This causes No. 5 planetary carrier (15) to turn in
the same direction as, but slower than, the center shaft. No. 5 planetary carrier is splined to No. 6 ring gear (22) and they turn together. Now No. 6 sun gear
(20) drives No. 6 planetary gears (19) around the inside of the slower moving No. 6 ring gear (22).
This drives No. 6 planetary carrier (27) in the same direction as the center shaft. No. 6 planetary carrier is splined to No. 7 planetary carrier (26) which is
splined to the output yoke (28). Power is now delivered from the output yoke through the rear drive shaft and pinion, to the differential.
No. 1 clutch (4) and No. 4 clutch (14) are engaged in SIXTH speed. No. 1 clutch holds No. 1 hub gear (2) which is splined to and now holds No. 2 and No.
3 sun gear (3). Torque is transferred from the transfer gear to the input shaft. The planetary input gear (8) which is splined to and turns with the input shaft
(1). The planetary input gear turns No. 3 planetary gear (30). Since No. 2 and No. 3 sun gear (3) is being held, No. 3 planetary gears walk around No. 3 sun
gear. This drives No. 2 and No. 3 planetary carrier (6) in the same direction as the input shaft. No. 2 and No. 3 planetary carrier (6) is bolted to clutch No. 3
housing (10) which is splined to center shaft (11). The center shaft now turns the same direction as the input shaft.
When No. 4 rotating clutch (14) is engaged, it holds onto and turns with combination No. 4 ring and No. 5 sun gear (13) which is splined to and turns with
center shaft (11). No. 4 rotating clutch housing (12) is bolted to No. 5 planetary carrier (15). No. 5 planetary is splined to No. 6 sun gear (22) turns with the
center shaft. Since both No. 6 ring gear and No. 6 sun gear turn at the same speed, No. 6 planetary gears (19) are being held. This drives No. 6 planetary
carrier (27) in the same direction and at the same speed as the center shaft. No. 6 planetary carrier is splined to No. 7 planetary carrier (25) which is splined
to output yoke (28). Power is now supplied from the output yoke through the rear drive shaft and pinion to the differential.
No. 3 rotating clutch (9) and No. 4 clutch (14) are engaged in SEVENTH speed. No. 3 rotating clutch holds the planetary input gear (8) which is splined to
and turns with the input shaft (1). No. 3 rotating clutch housing (10) is splined to center shaft (11). When No. 3 clutch is engaged the input shaft, the
planetary input gear, the No. 3 clutch housing and the center shaft turn together.
When No. 4 clutch (14) is engaged it holds onto and turns with combination No. 4 ring and No. 5 sun gear (13) which is splined to and turns with center
shaft (11). No. 4 clutch housing (12 is bolted to No. 5 planetary carrier (15). No. 5 planetary carrier is splined to No. 6 ring gear (22). When clutch No. 4 is
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engaged, No. 6 sun gear (20) is splined to and turns with the center shaft. Since both No. 6 ring gear and No. 6 sun gear turn together, No. 6 planetary
carrier (27) are being held. This drives No. 6 planetary carrier (27) in the same direction as the center shaft. No. 6 planetary carrier is splined to No. 7
planetary carrier (25) which is splined to output yoke (28). Power is now supplied from the output yoke through the rear drive shaft and pinion to the
differential.
No. 3 rotating clutch (9) and No. 7 clutch (29) are engaged in reverse speed. No. 3 rotating clutch holds the planetary input gear (8) which is splined to and
turns with the input shaft (1). No. 3 rotating clutch housing (10) is splined to center shaft (11). When No. 3 clutch is engaged the input shaft, the planetary
input gear, the No. 3 clutch housing and the center shaft turn together.
No. 7 clutch (29) holds No. 7 ring gear (24). No. 6 sun gear (20) is splined to and turns with the center shaft. The No. 6 sun gear turns No. 6 planetary gears
(19) which turns No. 6 ring gear (22). The No. 6 ring gear is splined to No. 7 sun gear (26) and they turn together. The No. 7 sun gear now turns No. 7
planetary gear (23).
Since No. 7 ring gear is being held the No. 7 planetary gear walks around the inside of the ring gear. This drives No. 7 planetary carrier (25) in the opposite
direction of the center shaft. The No. 7 planetary carrier is splined to both the No. 6 planetary carrier (27) and the output yoke (28). Both now turn the
opposite direction of the center shaft. The No. 6 planetary carrier acts as the reactionary unit for the No. 6 planetary train. The output yoke sends power
through the rear drive shaft and pinion to the differential. The vehicle is now in REVERSE.
Transmission Lubrication
Transmission Lubrication
(1) Input shaft. (10) No. 3 rotating clutch housing. (11) Center shaft. (13) No. 4 ring gear and No. 5 sun gear. (25) No. 7 planetary carrier. (27) No. 6 planetary carrier. (32) Passage. (33)
Passage. (34) Passage. (35) No. 4 balance piston. (36) No. 5 planetary carrier center shaft. (37) No. 6 planetary carrier center shaft. (38) No. 7 planetary carrier center shaft. (39) Output
yoke taper roller bearing. (40) Ball bearing. (41) No. 3 balance piston. (42) No. 2 and No. 3 planetary carrier center shaft. (43) No. 2 and No. 3 planetary carrier front bushing. (44) No. 1
hub gear ball bearing.
Oil for lubrication of the transmission is provided by the relief valve of the transmission hydraulic control valve group. Oil from the relief valve goes down
to the distribution manifold in the bottom of the transmission hydraulic control valve group.
Most of the oil from the distribution manifold goes through passage (33) to lubricate ball bearing (40). Some of this oil goes back to the No. 4 balance
piston (35) and the No. 4 clutch pack. Some of the oil from ball bearing (40) goes back past center shaft (11), through No. 4 ring gear and No. 5 sun gear
(13) to lubricate the No. 5 planetary carrier center shaft (36) and the No. 5 clutch pack, as well as No. 6 planetary carrier center shaft (37), and finally the
No. 6 clutch pack.
The remainder of the oil from ball bearing (40) goes forward through No. 3 rotating clutch housing (10) into a gap between input shaft (1) and center shaft
(11). Some of this oil goes forward to lubricate No. 3 balance piston (41) and the No. 3 clutch pack, as well as No. 2 and No. 3 planetary carrier center
shaft (42), the No. 1 clutch pack and the No. 2 clutch pack.
The remaining oil leaves the gap between the input shaft and the center shaft and goes back through the center shaft, between No. 6 planetary carrier (27)
and No. 7 planetary carrier (25) to lubricate No. 7 planetary carrier center shaft (38) and the No. 7 clutch pack.
Part of the oil goes from the distribution manifold through passage (34) to provide lubrication for the output yokes taper roller bearing set (39).
The remainder of the oil from the distribution manifold goes through passage (32) for lubrication of No. 1 hub gear ball bearing (44) and the No. 2 and No.
3 planetary carrier front bushing (43).
The oil that goes to balance piston (41) for No. 3 clutch and balance piston (35) for No. 4 clutch is used to balance the force of the oil (centrifugal force)
caused by the rotation of No. 3 and No. 4 clutches.
The centrifugal force of the oil behind the clutch piston in the rotating clutches causes a small amount of clutch engagement (clutch drag) in the rotating
clutch. The centrifugal force of the oil behind the balance piston balances or removes the centrifugal force of the oil on the clutch piston.
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The differential and bevel gear is fastened to the rear axle housing. It connects the output shaft of the transmission to the drive axles. The output shaft of the
transmission is connected to bevel pinion (1) by splines. Bevel pinion (1) turns bevel gear (5). Bevel gear (5) is fastened to housing (2).
There are four pinions in the differential. The pinions turn freely on spider (6). Each pinion has a double bearing assembly to carry the drive load of the
pinion. Housing (2) and housing (7) are bolted together to hold the spider. They rotate together with bevel gear (5). The housing is driven by bevel gear (5),
and supported by bearings. Correct adjustment of all the bearings in the differential are very important. See Power Train Specifications for correct
adjustment procedures.
The pinions are engaged at a 90 degree angle with two straight bevel side gears (3). The side gears are connected to the drive axles by splines.
When the machine is moving in a straight direction with the same amount of traction under each drive wheel, the same amount of torque on each axle holds
the pinions so they will not turn on spider (6). This gives the same effect as if both drive wheels were on one axle.
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When different amount of loads are put on the drive wheels, as in a turn, different amount of forces are put on opposite sides of the differential causing the
pinions to turn. Turning the pinions makes the inside wheel go slower and the outside wheel goes faster and the vehicle is driven with full power in a turn.
Side gears (3) turn against thrust washers (9). The end thrust (load) of the pinions against the differential case is taken by a double bearing assembly. The
bearing assembly must be changed in sets of two.
The differential gets lubrication from the oil in the axle housing. As the parts rotate, the oil is thrown around inside of the housing (splash lubricated).
Spiral grooves in thrust washers (9) let the lubricant flow between thrust washers and side gears (3).
Thrust pin (4), in the rear housing, provides support for carrier assembly (8) which carries heavy thrust load.
Final Drive
Final Drive
(1) Axle shaft. (2) Final drive hub. (3) Ring gear. (4) Planetary gears. (5) Sun gear. (6) Planetary carrier.
Each final drive has a planetary gear system. Ring gear (3) is fastened to final drive hub (2). Splines connect final drive hub (2) to the axle housing. Ring
gear (3) is held in a stationary position. Planetary gears (4) are held by planetary carrier (6). Planetary carrier (6) is fastened to the wheel assembly. Splines
connect sun gear (5) to axle shaft (1). Splines connect axle shaft (1) to the side gear of the differential.
When the side gear of the differential turns, it turns axle shaft (1). Axle shaft (1) turns sun gear (5). Sun gear (5) turns planetary gears (4). Since ring gear
(3) is held stationary by hub (2), planetary gears (4) move around the inside of ring gear (3).
Planetary gears (4) move in the same direction as sun gear (5) but at a slower speed. The movement of the planetary gears causes planetary carrier (6) to
turn. Since the planetary carrier is connected to the wheel assembly, the planetary gears cause the wheels to turn.
The final drives get lubrication by the rotation of the gears in oil (splash lubrication). The differential and final drives use the same lubricant.
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