Systems Operation (Senr7046-00) d9h Transmision

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Systems Operation (SENR7046-00)
SMCS - SENR70460001
Introduction PSP
202 -0008
NOTE: For Specifications with illustrations, make reference to the SPECIFICATIONS FOR D9
TRACTOR POWER TRAIN, Form No. SENR7048. If the Specifications in Form SENR7048 are not
02: 3/09/2 A94E

the same as in the Systems Operations and the Testing and Adjusting, look at the printing date on
the back cover of each book. Use the Specifications in the book with the latest date.
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SEN 6:00- 6
General Information
© 2 R704 04:00
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POWER TRAIN
1. Bevel gear. 2. Steering clutch and brake. 3. Torque divider. 4. Diesel engine. 5. Final drives. 6. Transmission. 7.
Universal joint. 8. Tracks.
The power from the diesel engine is sent through the torque divider, universal joint, transmission,
bevel gear, steering clutches and final drives to the tracks.
The torque divider sends the power to the universal joint through a planetary gear system and
torque converter.
The transmission has three speeds FORWARD and three speeds REVERSE. Valve spools, in the
transmission hydraulic controls, control the speed and direction of the transmission. The valve
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spools are connected to the transmission control lever.
The steering clutches are used to turn the machine. The brakes are used to stop the machine and
give assistance to the action of the steering clutches.
Hydraulic System
FLOW OF OIL (SCHEMATIC)

1. Left brake band. 2. Left brake booster. 3. Oil fiter. 4. Oil pump. 5. Magnetic screen. 6. Oil cooler. 7. Steering clutch
piston. 8. Oil lines to brake hydraulic mechanism. 9. Steering clutch and brake hydraulic control valve. 10. Priority valve. 11.
Torque converter outlet relief valve. 12. Brake cooling and lubricating oil pressure relief valve. 13. Right brake booster. 14.
Right brake band. 15. Transmission lubrication oil manifold. 16. Bevel gear case reservoir. 17. Transmission case. 18.
Scavenge and circulating oil pump. 19. Torque converter.
Flow Of Oil
A common reservoir (16) between the bevel gear case and the transmission case is the supply of oil
to the transmission and the steering controls oil pump (4).
When the engine is started, the pump pulls oil from the reservoir (16), then through magnetic screen
(5). Any air in the pump is sent through a line to the oil cooler. Pressure oil is sent through the filter
(3) and on to the priority valve (10). At the priority valve, some oil is sent to the steering clutch and
brakes controls (9). Some oil goes through the priority valve and on to the transmission hydraulic
controls.
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The steering clutch and brake controls provide pressure oil to release and engage the clutches and
brakes. Some oil is used for lubrication of the control mechanism (9). Some return oil from the
clutches and brakes is used for lubrication of the bevel gear and bevel gear shaft bearings.
The torque converter outlet relief valve (11) controls the pressure in the torque converter. Oil from
the relief valve goes to the oil cooler (6). Oil from the oil cooler goes to a manifold (15) on the front
of the transmission for lubrication of the transmission.
The scavenge and circulating oil pump on the lower back side of the torque converter has two
operations. The circulating section of the pump gets some return oil from the oil cooler and sends it
to the torque converter system. The scavenge section of the pump pulls oil from the reservoir of the
torque converter and sends it to the brake cooling and lubricating oil pressure relief valve (12) for
cooling and lubrication of the brake bands (1) and (14).
Hydraulic Pump
The hydraulic pump is a single section gear type pump. The location is on the upper right hand side
and front of the engine flywheel housing. The components of the pump are: cover assembly (3),
body (4), manifold assembly (8), drive gear (5), idler gear (12), bearings (11) and oil seal (7).
The drive gear (5) turns idler gear (12). The drive gear has splines and is turned by a gear in the
flywheel housing. In operation, oil comes from the reservoir of the transmission and bevel gear case
and goes in to the lower part of the pump through the manifold assembly (8), then through a
passage and to the lower part of body (4). The oil fills the space between the teeth of the gears. The
gears turn and oil goes from the body (4), through passage (14) in manifold assembly (8), and on
through the oil line to send pressure oil to the hydraulic system.
When the engine is not running, air is present in the pump. When the engine is started, air that is
with the oil is sent from the pump through a line to the oil cooler. This prevents air from being with
the pressure oil that is sent to the hydraulic system.
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HYDRAULIC PUMP CONSTRUCTION

1. Dowel. 2. Bolt. 3. Cover assembly. 4. Body. 5. Drive gear. 6. Bearings. 7. Oil seal. 8. Manifold assembly. 9. O-ring seal.
10. Bolts. 11. Bearings. 12. Idler gear. 13. O-ring seals. 14. Passage.
Magnetic Screen
The magnetic screen is in the line between the reservoir of the transmission and level gear case
and the inlet of the oil pump. The location is at the side of the engine and in front of and below the
location of the hydraulic oil pump.
Oil comes in at the bottom of the magnetic screen. The oil flow is to the upper part of the screen
through the center of the tube assembly (8). The oil flow is through the openings between the
magnets (6). The magnets are installed on the tube assembly with the same magnetic ends next to
each other. As the oil goes over the magnets, metal particles will be stopped and be held by the
magnets. This will prevent metal particles from going with the oil through the hydraulic system. The
metal particles can cause damage to other components of the system.
Other debris that may be in the oil will be stopped as the oil goes through the screen (7) and on to
the inlet part of the hydraulic oil pump through outlet (5).
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MAGNETIC SCREEN CONSTRUCTION

1. O-ring seal. 2. Cover. 3. Wave washer. 4. Housing. 5. Outlet. 6. Magnets. 7. Screen. 8. Tube assembly. 9. O-ring seal.
Oil Filter
Pressure oil comes from the hydraulic oil pump and into the filter housing through an inlet manifold.
Oil goes through passage (6) and into the chamber between the filter elements (10) and the inside
of the housing (8). The normal movement is through the filter elements (10) and on through the
outlet passage (5) to the hydraulic oil system. The filter elements stop debris that is in the oil from
going on to the system.
If the filter elements become full of debris, then the oil can not go through the elements. At this time,
the bypass valve (9) will open and let the oil go from the filter housing with no restriction, through
outlet passage (5) and on to the hydraulic oil system. If the oil goes through the bypass valve (9), it
will not be clean and the debrs in the oil can do damage to other components of the hydraulic
system.
Correct maintenance should be used to make certain that the filter elements (10) do not become full
of debris and stop the flow of clean oil to the hydraulic oil system.
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OIL FILTER CONSTRUCTION

1. Cover assembly. 2. Plug. 3. Bolts (five). 4. O-ring seals. 5. Outlet passage. 6. Inlet passage. 7. Spring. 8. Housing. 9.
Bypass valve spool. 10. Elements (two). 11. Plug. 12. Retainer. 13. Terminal. 14. Plug. 15. Retainer.
Transmission Oil Cooler

The location of the transmission oil cooler is at the right hand side of the engine and to the front of
the hydraulic oil pump.
Coolant from the engine comes in at the front end. The coolant goes through the many long tubes
that are in the cooler. After the coolant goes through the tubes, it goes out through the other end of
the cooler and returns to the engine cylinder block.
Transmission and hydraulic system oil with a high temperature comes from the torque converter
outlet. This oil comes in to the rear of the cooler. The flow of oil is around and along the many tubes
inside the cooler. In this procedure, heat is removed from the oil and is given to the coolant of the
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engine. The engine coolant is going through the tubes inside the cooler and takes the heat from the
oil. The coolant is then cooled by the cooling system of the engine.
After the oil goes along the tubes in the cooler, it goes out through a passage at the front and has a
lower temperature. The colder oil then goes to the transmission for lubrication, and to the circulating
section of the torque converter pump.
TRANSMISSION OIL COOLER (SCHEMATIC)

1. Oil cooler.
Transmission Hydraulic Controls
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ENGINE NOT RUNNING (NO OIL PRESSURE)

1. Body for direction selector and safety valves. 2. Direction selector valve. 3. Hydraulic controls for steering clutches and
brakes. 4. Speed selector valve. 5. Body for speed selector valve. 6. Safety valve. 7. Body for priority valve. 8. Priority
valve. 9. Oil filter. 10. Converter inlet relief valve. 11. Lubrication line to rear of transmission. 12. Lubrication line to front of
transmission. 13. Body for pressure control valve. 14. Pressure differential and safety valve. 15. Check valve. 16. Oil
cooler. 17. Transmission oil pump. 18. Oil pump air bleed line. 19. Body for converter outlet relief valve. 20. Modulation
relief valve. 21. Load piston. 22. Magnetic screen. 23. Converter outlet relief valve. 24. Circulating section of oil pump. 25.
Torque converter. 26. Scavenge section of oil pump. 27. Lubrication line for brake cooling. 28. Oil reservoir. 29. Oil
reservoir. 30. Oil passage. A. Pressure tap for transmission oil pump. B. Pressure tap for speed clutch. C. Pressure tap for
direction clutch. D. Pressure tap for transmission oil pump. E. Pressure tap for lubrication. F. Pressure tap for speed clutch.
G. Pressure tap for transmission oil pump. H. Pressure tap for converter outlet. C1. No. 1 clutch. C2. No. 2 clutch. C3. No.
3 clutch. C4. No. 4 clutch. C5. No. 5 clutch.
Operation
The transmission hydraulic controls have a magnetic screen, pump, filter, control valves, cooler, a
selector lever and linkage mechanism. The hydraulic controls send oil to the clutches in the
transmission. Oil that is not used by the clutches in the transmission is sent by modulation relief
valve (20) to converter inlet relief valve (10).
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The location of transmission oil pump (17) is on the right side of the power take-off housing on the
engine. The pump sends oil to the oil filter (9) on the right side of the engine. From the filter, oil is
sent to the transmission hydraulic controls in the top compartment of the transmission and to the
PSP
hydraulic controls for the steering clutches and brakes.
202 -0008
The oil for the transmission hydraulic controls is first sent to priority valve (8). The priority valve
02: 3 / 0 A
makes sure that approximately 415 psi (29.2 kg/cm2) of pressure oil is available to the hydraulic
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controls for the steering clutches and brakes at all times. The pressure of the oil opens the priority
4 / 2 E
valve to let the remainder of the oil from the pump go to speed selector valve (4). The maximum
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SEN 6:00-
pressure of the oil to the speed selector valve is controlled to approximately 345 psi (24.3 kg/cm2)
© 2 R704 04:00
by the modulation and relief valve (20) when the clutches are filled.
The speed selector valve (4) is a four position valve which is moved by mechanical linkage. The
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valve lets some of the oil go to one of three speed clutches (No.3, No.4 or No.5). A parallel passage
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in the speed selector valve lets the remainder of the oil go to pressure control valve body (13).
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The pressure control valve has two valves: a modulation relief valve (20) and a pressure differential
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and safety valve (14). These valves work together to control the maximum pressure in the system,
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the rate of pressure increase in the system, the correct sequence of clutch engagement and to
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prevent oil going to directional selector valve if engine is started with the transmission not in neutral.
The differential and safety valve (14) lets the speed clutch become engaged before any oil is sent to
the direction clutch. This arrangement permits smooth engagement and lets a direction clutch (No.1
or No.2) take most of the load. The differential and safety valve (14) changes the pressure to the
direction clutch to approximately 55 psi (3.9 kg/cm2) less than the speed clutch pressure. The
modulation relief valve (20) controls maximum pressure in the system. It sends the extra oil to the
converter inlet relief valve (10). The relief valve (10) is in the safety and direction valve housing (1).
It controls the maximum pressure to the torque converter.
The position of safety valve (6) prevents differential and safety valve (14) from opening if the
selector lever is in any position other than NEUTRAL when the engine is started. The safety valve
(6) stops the flow of oil to the direction valve when the selector lever is in the NEUTRAL position.
The direction selector valve (2) is in the same housing as safety valve (6). The position of the
direction selector valve is controlled by the mechanical linkage to send oil to one of the direction
clutches (No.1 or No.2).
The location of the transmission selector lever is at the operator's seat. The mechanical linkage
connects the lever to the speed selector valve and the direction selector valve. Speed shifts are
made by moving the selector lever to the front or back. Direction shifts are made by moving the
selector lever to the left or right.
Relief Valve For Converter Outlet

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The relief valve (23) for the converter outlet keeps the pressure in the torque converter constant by
controlling the rate that oil is released from the torque converter.
Pressure oil from the torque converter goes into body (19) for the relief valve. It goes through a hole
in relief valve (23) into the chamber to the left of the valve. The pressure oil can then move the relief
valve to the right. The movement of the relief valve opens a passage to oil cooler (16). The relief
valve will move to the right to release pressure oil to the oil cooler until the pressure in the torque
converter is approximately 42 psi (2.9 kg/cm2).
Torque Converter Scavenge And Circulating Oil Pump

This is a two section gear type pump. The location is at the lower back side of the torque converter
housing. It is turned by a gear in the torque converter. The circulating section (24) of the pump gets
some of the oil that comes back from the transmission oil cooler. It sends this oil as a charge to the
torque converter.
The normal oil leakage from the torque converter goes to the bottom of the housing. This oil goes to
the scavenge section (26) of the pump and is then sent to the brake bands for cooling and
lubrication.
STARTING THE ENGINE (TRANSMISSION IN NEUTRAL)

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Starting The Engine (Transmission In Neutral)

When the diesel engine is started, oil pump (17) pulls oil from the bottom of the transmission case
(reservoir) through magnetic screen (22). Oil with air that was in the pump when the engine was
stopped is sent through line (18) to the oil cooler. The pump sends oil through filter (9) to priority
valve (8) and hydraulic controls (3) for the steering clutches and brakes.
When the hydraulic controls (3) are filled, the pressure of the oil to the priority valve (8) will increase.
As the pressure makes an increase, the plunger in the priority valve will open. When the oil fills the
slug chamber to the left of the valve, the pressure of the oil will increase to approximately 415 psi
(29.2 kg/cm2). The increase in pressure can now move the priority valve to the right. The movement
of the priority valve opens a passage for the flow of oil to speed selector valve (4).
The selector lever is in the NEUTRAL position. In this position the speed selector valve sends oil
through passages to the No.3 clutch. Oil also goes to pressure control valve body (13). Since the
diesel engine was just started, the pressure in the system is low. The spring holds the pressure
differential and safety valve (14) closed. This prevents oil from going to safety and direction valve
body (1). The modulation relief valve (20) is also closed by the force of its spring.
When the area behind the piston in the No.3 clutch is filled with oil, the pressure of the oil will
increase. The increase in pressure will move modulation relief valve (20) to the right against the
force of its spring. This opens a passage to let some of the oil go to the converter inlet relief valve
(10). In the NEUTRAL position, a land (part of) of safety valve (6) is over the hole to passage (30) to
differential and safety valve (14). With this line closed to the reservoir, the pressure of the oil will
open the plunger in valve (14). When the oil fills the chamber to the left of the valve, the pressure of
the oil will increase. The increase in pressure can now move differential and safety valve (14) to the
right. The movement of the differential and safety valve opens a passage for the flow of oil to the
safety and direction valve body (1). It also closes passage (30) to the reservoir. In the NEUTRAL
position the flow of oil to direction selector valve (2) is stopped by the position of safety valve (6).
With the flow of oil stopped by the safety valve, the oil to body (1) will increase to approximately 55
psi (3.9 kg/cm2) less than the pressure to the left of the differential and safety valve (14).
This pressure oil is also felt by check valve (15). An orifice in the check valve slows the flow of
pressure oil. The pressure oil will move the check valve to the right to close the passage to
reservoir. The oil then goes through the orifice and fills the space behind load piston (21). As the
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pressure of the oil becomes higher, load piston (21) will move to the left. The pressure of the oil
behind the load piston and the force of the spring will move modulation relief valve (20) to the left.
When the relief valve moves to the left, it stops the flow of oil to converter inlet relief valve (10). This
causes the pressure of the oil (speed clutch pressure), to the left of the modulation relief valve, to
increase.
As the speed clutch pressure becomes higher, relief valve (20) moves to the right again to open the
passage to relief valve (10). The pressure to the safety and direction valve body (1) also becomes
higher. This increase in pressure goes through the orifice in the check valve (15) and is felt by load
piston (21). The higher pressure, plus the spring force, moves relief valve (20) to the left again. This
cycle takes place again and again until the load piston moves completely to the left against its stop.
Speed clutch pressure is then at a maximum of approximately 345 psi (24.3 kg/cm2). This balance
of the pressures is called modulation. Relief valve (20) gives modulation for all the clutches (speed
and direction). The pressure stopped by safety valve (6) and felt at the right of load piston (21) is
approximately 55 psi (3.9 kg/cm2) less than the speed clutch pressure. Any higher pressure will
open the relief valve to let the extra pressure go to converter inlet relief valve (10).
Since the safety valve (6) stops the flow of oil to direction selector valve (2), a direction clutch can
not engage. One speed clutch and one direction clutch must be engaged before the output shaft of
the transmission will turn, and move the machine.
STARTING THE ENGINE (TRANSMISSION IN A SPEED AND DIRECTION)

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Starting The Engine (Transmission In A Speed And

Direction)
This operation is the same when the transmission is in any speed and direction. The illustration and
operation used will be with the transmission in THIRD SPEED FORWARD.
When the diesel engine is started, oil pump (17) pulls oil from the bottom of the transmission case
(reservoir) through magnetic screen (22). Oil with air that was in the pump when the engine was
stopped is sent through line (18) to the oil cooler. The pump sends oil through filter (9) to priority
valve (8) and to hydraulic controls (3) for the steering clutches and brakes.
When the hydraulic controls (3) are filled, the pressure of the oil to the priority valve (8) will increase.
As the pressure makes an increase, the plunger in the priority valve will open. When the oil fills the
slug chamber to the left of the valve, the pressure of the oil will increase to approximately 415 psi
(29.2 kg/cm2). The increase in pressure can now move the priority valve to the right. The movement
of the priority valve opens a passage for the flow of oil to speed selector valve (4).
The selector lever is in the THIRD SPEED FORWARD position. In this position the speed selector
valve sends oil through passages to the No. 4 clutch. Oil also goes to pressure control valve body
(13). Since the diesel engine was just started, the pressure in the system is low. The spring holds
differential and safety valve (14) closed. This prevents oil from going to safety and direction valve
body (1). The modulation relief valve (20) is also closed by the force of its spring.
In any position other than neutral, the land of safety valve (6) is not over the hole to passage (30).
With this hole open to the reservoir, the pressure in valve (14) can not increase enough to move the
plunger in valve (14). Since the oil pressure can not increase enough to move pressure differential
and safety valve (14) to the right, the passage is closed from pressure control valve body (13) to
safety and direction valve body (1).
The flow of oil is stopped to the selector valve body (1). The position of safety valve (6) has opened
the chamber to direction selector valve (2), but with no pressure oil available there is no flow to fill
the No. 1 (FORWARD) clutch housing and engage the clutch. This is a safety operation that will not
let the machine move if the engine is started with the transmission selector in a speed and direction.
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Some oil goes out of the chamber of valve (14) through passage (30) to reservoir. Other oil from
speed selector valve body (5) goes into the chamber of modulation relief valve (20). As the area
behind the piston in the No. 4 clutch is filled, the pressure of the oil will increase. The increase in
pressure will move the modulation relief valve (20) to the right against the force of the spring. There
is no pressure against load piston (21) by oil from pressure differential and safety valve (14). As the
pressure against modulation relief valve (20) increases, it will move the valve to the right. Since
there is no force against load piston (21), the pressure oil increases until it is greater than the force
of the spring and begins to move valve (20) to the right. As the pressure continues to increase, the
valve will move until the chamber is open and the flow of oil will go to the relief valve (10) for
converter inlet.
To activate the transmission, the selector lever must first be moved to NEUTRAL, then to the
desired direction and speed.
ENGINE RUNNING (NEUTRAL TO FIRST SPEED REVERSE)

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Engine Running (Neutral To First Speed Reverse)

When the diesel engine is started, the oil pump pulls oil from the transmission reservoir. Any air in
pump (17) is sent through line (18) to the oil cooler. Oil is sent through the filter (9), to the priority
valve (8) and to the hydraulic controls (3) for the steering clutches and brakes.
When the hydraulic controls (3) are filled, pressure will increase at the priority valve (8). When the
pressure increases to approximately 415 psi (29.2 kg/cm2), the priority valve will open and send
pressure oil to speed selector valve (4).
With the selector lever in the NEUTRAL position, oil is sent to the No. 3 clutch. Oil also goes to the
pressure control valve body (13). With the pressure still low, the differential and safety valve (14)
and the modulation relief valve (20) are closed. In this position, no oil can go to the safety and
direction valve body (1).
When the chamber of No. 3 clutch is filled, the pressure of the oil will increase. This pressure will
move the modulation relief valve (20) to the right and open the passage to send oil to converter inlet
relief valve (10). In NEUTRAL position, a land of safety valve (6) closes the hole to passage (30).
With this passage closed, the pressure of the oil will increase and move differential and safety valve
(14) to the right. This opens a passage for flow of oil to the direction selector and safety valve body
(1). In NEUTRAL, the flow of oil to direction selector valve (2) is stopped by the position of safety
valve (6). With flow stopped, this pressure will increase to approximately 55 psi (3.9 kg/cm2) less
than the pressure to the left of differential and safety valve (14).
This pressure change is felt by check valve (15). It moves to the right and sends oil to chamber of
load piston (21). The load piston moves to the left and also moves modulation relief valve (20) to the
left. Now oil flow to the converter inlet relief valve (10) is stopped.
As the oil pressure changes in the chambers of the check valve (15), load piston (21) and
modulation relief valve (20), there is movement of these components until load piston (21) is to the
left against its stop. This action is modulation. Now the speed clutch pressure is at the maximum,
approximately 345 psi (24.3 kg/cm2). The oil pressure against load piston (21) and against safety
valve (6) for the direction clutches is approximately 55 psi (3.9 kg/cm2) less than the speed clutch
oil pressure.
The safety valve stops the flow of oil to direction selector valve (2), a direction clutch can not
engage.
When the selector lever is moved from the NEUTRAL position to the FIRST SPEED REVERSE
position, speed selector valve (4) and safety valve (6) are moved to the right.
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In this position, the speed selector valve sends oil to the No. 5 clutch. The oil in the No. 3 clutch
goes to the reservoir. Oil still goes to pressure control valve body (13).
As the No. 5 clutch fills, the pressure of the oil has a decrease. This lets modulation relief valve (20)
and differential and safety valve (14) move to the left and load piston (21) move to the right.
When relief valve (20) moves to the left, it stops the flow of oil to converter inlet relief valve (10).
When differential and safety valve (14) moves to the left, it stops the flow of oil to the direction and
safety valve body (1). Now, check valve (15) can also move to the left. This opens a passage to the
reservoir for the oil behind load piston (21). The plunger in the safety and differential valve slows the
release of pressure oil to the left of the valve. This prevents the valve from moving completely to the
left to open the passage to the reservoir by safety valve (6).
When the No. 5 clutch is filled, the pressure of the oil will increase. The increase in pressure will
open modulation relief valve (20) and differential and safety valve (14) again. In the FIRST SPEED
REVERSE position, safety valve (6) and direction selector valve (2) are in a position to let oil from
the differential valve go to the No. 2 clutch.
When the No. 2 clutch is filled, the pressure of the oil to housing (1) and behind load piston (21) will
increase. Relief valve (20) and load piston (21) once again work in combination to give modulation
to the increase in pressure to the speed and direction clutches. When the load piston has moved
completely to the left against its stop, the pressure of the oil to the No. 5 clutch (speed) is at the
maximum setting. The pressure of the oil to the No. 2 clutch (direction) is approximately 55 psi (3.9
kg/cm2) lower because of the action of the differential valve.
The hydraulic controls work in the same way when selections of other speeds are made.
Torque Divider
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PSP
202 -0008
02: 3 / 0 A 9
4 9 / 2 4 E
SEN 6:00- 6
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TORQUE DIVIDER POWER FLOW
1. Torque divider housing. 2. Housing. 3. Ring gear. 4. Sun gear. 5. Impeller. 6. Inlet passage. 7. Turbine. 8. Output shaft. 9.
Outlet passage. 10. Planet carrier. 11. Carrier. 12. Planet gears (three). 13. Stator.
The torque divider connects the engine to the planetary transmission. This connection is both a
hydraulic connection and a mechanical connection. The hydraulic connection is through a torque
converter. The mechanical connection is through a planetary gear set.
The torque converter uses oil from the transmission hydraulic controls to multiply the torque to the
transmission. When the machine is working against a low load, the torque multiplication is low.
When the machine is working against a high load, the torque multiplication is higher. A higher torque
can then be sent to the transmission during high load conditions. The planetary gear set also
multiplies the torque from the engine by making an increase in the mechanical advantage through
its gears. This torque multiplication also makes an increase as the load on the machine becomes
higher. During no load conditions, neither the torque converter or the planetary gear set can multiply
the torque from the engine.
The torque divider is installed into the engine flywheel. The torque divider housing (1) is installed on
the engine flywheel housing. Output shaft (8) is connected to the planetary transmission. A bearing
at the rear of housing (1) holds the torque divider in alignment with the flywheel.
The components of the planetary gear set are: a sun gear (4), planet carrier (10), planet gears (12)
and ring gear (3). Sun gear (4) is connected to flywheel by splines. Planet carrier (10) is connected
to output shaft (8) by splines. Planet gears (12) are held by planet carrier (10) and are engaged with
the sun gear (4) and ring gear (3).
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The components of the torque converter are: housing (2), impeller (5), turbine (7) and stator (13).
Housing (2) is connected to the flywheel by splines. Impeller (5) is connected to housing (2) by
bolts. The turbine (7) is connected to ring gear (3) by splines. Stator (13) is connected to carrier (11)
by bolts. Carrier (11) is connected to the torque divider housing (1) and can not turn.
Oil for the operation of the torque converter is from the transmission hydraulic controls. A relief valve
for converter inlet controls the pressure of the oil to the torque converter. A relief valve for converter
outlet controls the pressure of the oil in the converter.
Torque Divider Operation

The torque converter is driven by the engine through housing (2). The planetary gear set is driven
by the engine through sun gear (4). These connections let the torque output of the engine go in two
separate directions. Because of the larger radius of ring gear (3), most of this torque is sent by the
torque converter through the ring gear to planet gears (12). The remainder of the torque is sent by
sun gear (4) to planet gears (12). If planet carrier (10) has no resistance to rotation (no load), sun
gear (4), planet gears (12), planet carrier (10) and ring gear (3) will turn at the same speed. The
torque from the converter and from the planetary gear set is now through the planet carrier to output
shaft (8) and the planetary transmission. Neither the torque converter or the planetary gear set can
multiply the torque from the engine when they are turning at the same speed.
When the machine has a load, planet carrier (10) has a resistance to rotation. Since sun gear (4) is
turning at the rpm of the engine, this resistance to rotation causes planet gears (12) to turn on their
shafts. Their rotation is opposite the rotation of ring gear (3). This causes a decrease in the speed of
the ring gear. Since turbine (7) is connected to the ring gear, a decrease in speed will cause the
torque converter to multiply the torque of the engine from housing (2). The torque multiplication is
sent to planet carrier (10) and the output shaft through the ring gear.
With the decrease in the speed of the ring gear, the torque of the engine through sun gear (4) and
the planetary gear set also multiplies. This torque multiplication is also sent to planet carrier (10)
and the output shaft.
If the resistance to rotation of planet carrier (10) becomes higher (more load on the machine), the
speed of the ring gear will decrease more. The slower speed will let the torque multiplication
through both the torque converter and the sun gear become higher. If the resistance to rotation of
the planet carrier becomes high enough, the ring gear will stop. During some very high load
conditions, the rotation of the planet carrier and the output shaft will also stop. This will cause the
ring gear to turn slowly in the opposite direction. At this time the torque multiplication of the torque
converter and the sun gear is at its maximum.
Torque Converter Operation
25/9/23, 22:46 SIS 2.0
Oil for the operation of the torque converter goes through inlet passage (6) in carrier (11) to impeller
(5). The rotation of the impeller gives force to the oil. The impeller sends the oil toward the outside
of the impeller, around the inside of housing (2) to turbine (7). The force of the oil hitting the blades
of the turbine causes the turbine to turn. Since the turbine is connected to ring gear (3), torque is
sent to planet gears (12). At this point in time, the torque given to the turbine by the force of the oil
from the impeller can not be more than the torque output of the engine to the impeller.
As the oil goes from the turbine, it is moving in a direction opposite to the direction of impeller (5)
rotation. Stator (13) causes the oil to change direction. Since the stator is connected to carrier (11)
and can not turn, most of the oil is sent back to impeller (5). The remainder of the oil goes from the
stator through outlet passage (9) to the oil cooler and the transmission lubrication system.
The force of the oil from the stator can now add to the torque output from the engine to the impeller.
This extra force can give an increase to the torque output of the engine to the turbine. The larger the
difference between the speeds of the impeller and the turbine, the larger the amount of force of the
oil from the stator. Since it is the load on the machine that changes the speed of the turbine, the
higher the load, the larger the difference in the speeds of the impeller and the turbine. It is then the
different loads on the machine that control the amount of torque multiplication that the force of the
oil from the stator can add.
FLOW OF OIL THROUGH TORQUE CONVERTER

2. Housing. 5. Impeller. 7. Turbine. 13. Stator.
Torque Divider Lubrication

Oil for the lubrication of the torque divider bearings and the planetary gear set is from the supply
used for the operation of the torque converter. Bearings (2) are constantly running in oil. Bearings
and gears in planetary gear set (5) and pilot bearing (3) get lubrication through passages in output
shaft (1). Output shaft bearing (4) gets lubrication from normal oil leakage by a piston ring-type seal.
25/9/23, 22:46 SIS 2.0
TORQUE DIVIDER LUBRICATION

1. Output shaft. 2. Bearings. 3. Pilot bearing. 4. Output shaft bearing. 5. Planetary gear set.
Transmission
CLUTCH OPERATION
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1. Piston. 2. Spring. 3. Plates. 4. Ring gear. 5. Discs. 6. Clutch housing.

The power shift transmission uses planetary gearing and five hydraulic activated clutches for the
three forward and three reverse speeds.
The five transmission clutches are disc type. They are in separate housings around the ring gears of
the transmission. The clutches have discs (5) and plates (3). Discs (5) have teeth on the inside
diameter which engage with teeth on the outside diameter of ring gear (4). Plates (3) have notches
that go around pins in the clutch housings to prevent the plates from turning.
The clutches are held from being engaged by springs (2) which work between clutch housing (6)
and piston (1). To engage the clutch, oil is sent into the chamber behind piston (1). Hydraulic
pressure moves the piston toward plates (3) and discs (5) and holds them together to prevent ring
gear (4) from turning.
CLUTCH IDENTIFICATION
The two front clutches (No.1 and No.2) are direction clutches for forward or reverse direction. The
three rear clutches (No.3, No.4 and No.5) are clutches for speed which gives second, third and first
speed in that sequence.
A speed and a direction clutch must be engaged to send power through the transmission. The
following chart shows the clutches engaged for each forward or reverse speed.
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TRANSMISSION COMPONENTS
1. Ring gear for No.5 clutch.
2. No.5 clutch.
4. No.4 clutch.
5. No.3 clutch.
7. No.2 clutch.
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9. No.1 clutch.
10. No.4 outer planet gears.
12. No.2 carrier.
14. Transfer gear.
15. No.1 planet gears.
16. No.4 sun gear.
17. Input shaft.
18. No.5 sun gear.
19. No.1 sun gear.
20. No.2 sun gear.
21. No.3 sun gear.
22. Bevel pinion.
23. Bevel pinion drive gear.
25. No.4 inner planet gears.
26. Output shaft.

29. No.1 carrier.
Neutral
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POWER FLOW IN NEUTRAL (No.3 CLUTCH ENGAGED)

5. No.3 clutch.
12. No.2 carrier.
17. Input shaft.
19. No.1 sun gear.
20. No.2 sun gear.
26. Output shaft.
29. No.1 carrier.
When the transmission is in neutral, the ring gear (6) for the No.3 clutch is held stationary by the
engaged No.3 clutch (5). Since the No.3 clutch ring gear is connected to No.2 carrier (12) by gear
teeth, the No.2 carrier is also held stationary. Now, since only one clutch is engaged, there is no
output of power from the transmission.
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First Speed Forward
POWER FLOW IN FIRST SPEED FORWARD (No.1 and No.5 CLUTCHES ENGAGED)
2. No.5 clutch.
9. No.1 clutch.
12. No.2 carrier.
14. Transfer gear.
17. Input shaft.
18. No.5 sun gear.
19. No.1 sun gear.
21. No.3 sun gear.
22. Bevel pinion.
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PSP
26. Output shaft.
202 -0008
29. No.1 carrier.
02: 3/09/2 A94E

When the transmission is in first speed forward, No.1 clutch (9) and No.5 clutch (2) are engaged
and hold No.1 clutch ring gear (11) and No.5 clutch ring gear (1) stationary.
4
SEN 6:00- 6
Input shaft (17) turns No.1 sun gear (19). The sun gear is engaged with No.1 planet gears (15) and
© 2 R704 04:00
makes them go around the inside of No.1 clutch ring gear (11). This makes No.1 carrier (29) turn in
the same direction as the input shaft.
023 6
As the No.1 carrier turns, the No.3 planet gears (27) are engaged with No.3 sun gear (21) and No.3
Cat
clutch ring gear (6). They turn ring gear (6). No.3 planet gears (27) also give assistance to drive
output shaft (26) through sun gear (21).
erp
illa
Since No.3 clutch ring gear (6) is mechanically connected to No.2 carrier (12), the No.2 carrier is
r In
also turned. No.5 clutch (2) is engaged and holds No.5 clutch ring gear (1), which makes No.2
c.
carrier turn No.5 sun gear (18) through No.5 planet gears (24).
As a result, the application of torque to output shaft (26) is divided through No.3 sun gear (21) and
No.5 sun gear (18).
From the output shaft, the power is sent through transfer gear (14) to gear (23) on bevel pinion (22).
Second Speed Forward
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POWER FLOW IN SECOND SPEED FORWARD (No.1 and No.3 CLUTCHES ENGAGED)
5. No.3 clutch.
9. No.1 clutch.
12. No.2 carrier.
14. Transfer gear.
17. Input shaft.
19. No.1 sun gear.
21. No.3 sun gear.
22. Bevel pinion.
26. Output shaft.
25/9/23, 22:46 SIS 2.0
29. No.1 carrier.
In second speed forward the power from input shaft (17) is sent by No.1 sun gear (19) to No.1
planet gears (15). Since No.1 clutch (9) is engaged, the planet gears go around the inside of No.1
clutch ring gear (11), which makes No.1 carrier (29) turn. No.3 clutch (5) is engaged and holds No.3
clutch ring gear (6) and No.2 carrier (12) stationary. The result is, No.3 planet gears (27), which are
connected to No.1 carrier (29), go around the inside of No.3 clutch ring gear (6) and turn No.3 sun
gear (21) on output shaft (26).
Third Speed Forward
POWER FLOW IN THIRD SPEED FORWARD (No.1 and No.4 CLUTCHES ENGAGED)
4. No.4 clutch.
9. No.1 clutch.
12. No.2 carrier.
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16. No.4 sun gear.
17. Input shaft.
19. No.1 sun gear.
21. No.3 sun gear.
22. Bevel pinion.
26. Output shaft.

29. No.1 carrier.
Since No.1 clutch ring gear (11) is held stationary by the engaged No.1 clutch (9), power from input
shaft (17) is sent through No.1 sun gear (19) and No.1 planet gears (15) to drive No.1 carrier (29).
In this condition, No.4 sun gear (16), which is connected to the No.1 carrier, also turns with the
carrier.
No.4 clutch (4) is engaged and holds No.4 clutch ring gear (3) stationary. This forces No.2 carrier
(12) to turn. Now, because there are No.4 outer planet gears (10) between No.4 inner planet gears
(25) and No.4 clutch ring gear (3), the No.2 carrier (12) turns in the other direction than that of No.1
sun gear (19) and No.1 carrier (29). Since No.3 clutch ring gear (6) is connected to No.2 carrier
(12), the power is sent through No.3 planet gears (27) to drive No.3 sun gear (21) and output shaft
(26).
First Speed Reverse
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POWER FLOW IN FIRST SPEED REVERSE (No.2 and No.5 CLUTCHES ENGAGED)
2. No.5 clutch.
7. No.2 clutch.
12. No.2 carrier.
14. Transfer gear.
17. Input shaft.
18. No.5 sun gear.
20. No.2 sun gear.
21. No.3 sun gear.
22. Bevel pinion.

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26. Output shaft.

29. No.1 carrier.
When the transmission is in first speed reverse, No.2 clutch (7) and No.5 clutch (2) are engaged
and hold No.2 clutch ring gear (8) and No.5 clutch ring gear (1) stationary.
Input shaft (17) turns No.2 sun gear (20). Since No.2 clutch (7) is engaged, No.1 carrier (29) is
turned by No.2 inner planet gears (28) and No.2 outer planet gears (13). Outer planet gears (13),
between inner planet gears (28) and stationary No.2 clutch ring gear (8), make No.1 carrier (29) turn
in the other direction than that of input shaft (17).
As the No.1 carrier turns, the No.3 planet gears (27) are engaged with No.3 sun gear (21) and No.3
clutch ring gear (6). They turn ring gear (6). No.3 planet gears (27) also give assistance to drive
output shaft (26) through sun gear (21).
Since No.3 clutch ring gear (6) is mechanically connected to No.2 carrier (12), the No.2 carrier is
also turned. No.5 clutch (2) is engaged and holds No.5 clutch ring gear (1), which makes No.2
carrier turn No.5 sun gear (18) through No.5 planet gears (24).
As a result, the application of torque to output shaft (26) is divided through No.3 sun gear (21) and
No.5 sun gear (18).
From the output shaft, the power is sent through transfer gear (14) to gear (23) on bevel pinion (22).
Second Speed Reverse
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POWER FLOW IN SECOND SPEED REVERSE (No.2 and No.3 CLUTCHES ENGAGED)
5. No.3 clutch.
7. No.2 clutch.
12. No.2 carrier.
17. Input shaft.
20. No.2 sun gear.
21. No.3 sun gear.
22. Bevel pinion.
26. Output shaft.
29. No.1 carrier.
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In second speed reverse, power is sent from input shaft (17) to No.2 sun gear (20). Since No.2
clutch (7) is engaged, No.1 carrier (29) is turned by No.2 inner planet gears (28) and No.2 outer
planet gears (13). Outer planet gears (13), between inner planet gears (28) and stationary No.2
clutch ring gear (8), make No.1 carrier (29) turn in the other direction than that of input shaft (17).
Since No.3 clutch (5) is engaged, No.3 clutch ring gear (6) is held stationary as is No.2 carrier (12),
which is connected to the No.3 clutch ring gear with gear teeth. Now, No.3 planet gears (27) are
forced to go around the inside of No.3 clutch ring gear (6) and turn output shaft (26) through No.3
sun gear (21). The output shaft turns in the same direction as the No.1 carrier.
Third Speed Reverse
POWER FLOW IN THIRD SPEED REVERSE (No.2 and No.4 CLUTCHES ENGAGED)
4. No.4 clutch.
7. No.2 clutch.
12. No.2 carrier.
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14. Transfer gear. PSP

16. No.4 sun gear.
202 -0008
02: 3/09/2 A94E
17. Input shaft.
19. No.1 sun gear.
20. No.2 sun gear.

4
SEN 6:00- 6
© 2 R704 04:00
21. No.3 sun gear.
22. Bevel pinion.

023 6
Cat
erp
26. Output shaft.
illa
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c.

29. No.1 carrier.
The No.2 clutch ring gear (8) is held stationary by engaged No.2 clutch (7). Power from input shaft
(17) is sent through No.2 sun gear (20), No.2 inner planet gears (28) and No.2 outer planet gears
(13) to drive the No.1 carrier (29). The No.1 carrier (29) will turn in the other direction than that of
the input shaft (17). In this condition, No.4 sun gear (16), which is connected to the No.1 carrier
(29), also turns with the carrier.
No.4 clutch (4) is engaged and holds No.4 clutch ring gear (3) stationary. This forces No.2 carrier
(12) to turn. Now, because there are No.4 outer planet gears (10) between No.4 inner planet gears
(25) and No.4 clutch ring gear (3), the No.2 carrier (12) turns in the other direction than that of No.1
carrier (29) from No.2 sun gear (20). Since No.3 clutch ring gear (6) is connected to No.2 carrier
(12), the power is sent through No.3 planet gears (27) to drive No.3 sun gear (21) and output shaft
(26).
Transmission Lubrication
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TRANSMISSION LUBRICATION
1. Passage. 2. Tube. 3. Transmission lubrication manifold. 4. Tube. 5. Passage. 6. Tube. 7. Tube. 8. Manifold. 9. Front
bearing. 10. Passage.
Oil for lubrication and cooling of the transmission is sent by the transmission, steering clutch and
brake hydraulic oil pump.
Oil flow is through the return line from the oil cooler to a chamber in the transmission lubrication
manifold (3) which is at the front of the transmission case. This manifold divides the flow of oil and
sends it through the two tubes (2) and (6).
The oil in tube (6) goes into a manifold (8) in the front bearing cage. The manifold sends oil through
a passage to the No.1 planet carrier. This oil is then sent to the bearings of the planet gears of the
No.1 carrier and center bearing of the input shaft. A small passage in the front bearing cage sends
oil to the front bearing (9). This oil is drained through the passage (10) into the transmission case.
The oil in tube (2) flows through a passage in the clutch housings to the passage (1) in the transfer
gear case. Some of the oil is sent to the planet gear bearings of the No.2 carrier. Some oil is sent
through tubes (4) and (7) for lubrication of the transfer gear bearings and the bevel gear teeth.
Some oil goes through passage (5) for lubrication of the rear input shaft bearing.
A rear passage in each of the clutch housing lets some of the oil, sent by the tube (2), go on the
clutch plates and disc assemblies for lubrication and cooling.
The ring gears of the No.1 and No.2 clutches (forward and reverse), have oil passages in their
circumference that sends oil to the clutches for cooling and lubrication.
25/9/23, 22:46 SIS 2.0
The other components of the transmission are lubricated by oil that is thrown about and by oil being
released from pressure lubricated points.
Steering Clutch And Brake Controls

Steering Clutch Control
Pressure oil is sent to the steering clutch control valve by the transmission oil pump. When the
clutch levers are moved to release the clutches, levers (8) and (22) move the plungers (7)
backward. The plungers move the valve spools (6) that send oil to the pistons in the steering clutch
assembly. The oil pushes against the piston. The piston pushes against the springs and moves the
pressure plate away from the clutch disc assembly and releases the clutches.
Flow of Oil
Oil with pressure comes into the top of the housing (3) into chamber (1). When the steering clutches
are engaged, the valve spools prevent the oil from leaving the chamber (1).
The passages (5) and (14) connect to oil lines which go to the steering clutch pistons. The steering
clutches may be released by moving the control lever part way back.
STEERING CLUTCH AND BRAKE CONTROL VALVE

1. Chamber. 2. Chamber. 3. Housing. 4. Chamber. 5. Passage. 6. Valve spools. 7. Plungers. 8. Lever. 9. Drain tube. 10.
Housing. 11. Spring. 12. Slug. 13. Chamber. 14. Passage. 15. Hole. 16. Slot. 17. Washer. 18. Spring. 19. Spring. 20.
Bushing. 21. Retainer. 22. Lever.
When the right control lever is moved PART WAY back, the plunger (7) moves back against spring
(19) which moves the valve spool (6) back against spring (11). This movement of the valve spool
opens chamber (1) to chamber (2) and lets oil with pressure flow to the steering clutch piston
25/9/23, 22:46 SIS 2.0
through passage (14). With oil flowing through hole (15), the pressure in chamber (13) will become
the same as the pressure against the steering clutch piston. The increase of pressure in chamber
(13) against slug (12), together with the force of spring (11) will become more than the force of
spring (19) and move the valve spool (6) forward. The flow of oil through passage (14) is then
stopped. Now the valve spool is in a balanced position. The pressure against the clutch piston is
held constant. The amount of the pressure is a result of the position of the plunger. The amount of
force of spring (19) against valve spool (6) is a result of the position of the plunger (7). The amount
of pressure needed against the steering clutch piston to permit the clutches to release is the result
of the force at which the tractor is operating.
If the control lever is pulled back and stopped when a resistance is felt, the valve spool will be at its
maximum movement to release the clutch. The clutch now is in a full released condition. At this
point, retainer (21) is against bushing (20). If the control lever is pulled farther back and beyond the
point of resistance, the clutch is still fully released and now brake action is started.
RIGHT STEERING CLUTCH RELEASED

1. Chamber. 2. Chamber. 6. Valve spool. 7. Plunger. 11. Spring. 12. Slug. 13. Chamber. 14. Passage. 15. Hole. 19. Spring.
20. Bushing. 21. Retainer.
RIGHT STEERING CLUTCH FULLY RELEASED AND RIGHT BRAKE FULLY ENGAGED
1. Chamber. 6. Valve spool. 7. Plunger. 11. Spring. 14. Passage. 17. Washer. 18. Spring. 19. Spring. 20. Bushing. 21.
Retainer.
If the right steering clutch control lever is moved ALL THE WAY back, the plunger (7) moves back
against spring (19). Spring (19) moves valve spool (6) back until retainer (21) makes contact with
bushing (20). Then, plunger (7), spool (6), and bushing (20) move back against springs (11) (18)
and (19) until bushing (20) makes contact with washer (17). The valve spool (6) is now at its
25/9/23, 22:46 SIS 2.0
maximum movement. The oil passage (14) is then open to chamber (1) and maximum pressure oil
is against the steering clutch piston and the clutches become released. At this time, there is also an
action of the brakes.
RIGHT STEERING CLUTCH ENGAGED

6. Valve spools. 7. Plungers. 9. Drain tube. 10. Housing. 11. Spring. 13. Chamber. 14. Passage. 16. Slot. 18. Spring. 19.
Spring.
When the steering clutch lever is released to engage the steering clutch, the pressure oil in
chamber (13), together with the force of the springs (11) (18) and (19) will move the valve spool (6)
and plunger (7) to their neutral positions. The oil in the lines to the steering clutch piston comes
back through passage (14) into chamber and through slots (16) and on to the shaft housing (10).
This oil is for the lubrication of the mechanical linkage. The oil level in housing (10) is controlled by a
drain tube (9). The extra oil in the housing drains through the tube and lubricates the bevel gear and
pinion and the bevel gear shaft bearings.
Brakes
Two band-type brakes, one on each steering clutch drum, are used with the steering clutches to turn
the tractor or to stop movement of it. Each brake has a hydraulic booster for assistance of
operation.
Both brakes operate the same. When pressure is put against a pedal, piston (3) in the hydraulic
booster moves against the roller on bellcrank (4) which turns on shaft (2) and moves link (1) up.
This moves pin (14) up and pins (8) and (9) away from each other. Levers (10) and (11) then turn on
shafts (12) and (16) and move struts (13) and (15) towards each other against ends of the brake
band. This makes the brake band make contact with the steering clutch drum and the result is a
stopping action.
When the brake pedal is released, spring (5) and springs inside the hydraulic booster move the
brake pedal, linkage and brake band to their neutral position.
Either one or both brakes can be held in the 'ON' position. Press one or both pedals and hold in
position with the pawl (6). The pawl is controlled by a lever and rod (7) from the operators position.
To release brakes from hold position, press pedal or pedals, then remove the pawl from the hold
position.
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BRAKE LINKAGE
1. Link. 2. Shaft. 3. Piston. 4. Bellcrank. 5. Spring. 6. Pawl. 7. Rod. 8. Pin. 9. Pin. 10. Lever. 11. Lever. 12. Shaft. 13. Strut.
14. Pin. 15. Strut. 16. Shaft.
Brake Hydraulic Control Mechanism

Pressure oil is sent to each brake hydraulic booster housing to chamber (4). This oil is from the
same line that sends pressure oil to the steering clutch hydraulic control. Pressure oil comes into
chamber (4) of the housing. Oil is held in the chamber when the brakes are in the "OFF" position.
When a brake pedal or pedals are pressed, lever (9) moves plunger (3) and valve (5) against piston
(8) and will close passage (6) in piston. Now oil passages (10), (11) and (12) are open and oil will fill
chamber (13). Pressure oil will move piston (8) against bellcrank of the brake linkage. The bellcrank
movement through mechanical linkage will make the brake bands contact the brake drum of the
steering clutches and the effect is a stopping action.
When pressure against the brake pedal is released, lever (9) will move against stop (1). Springs (2)
will move plunger (3) and valve (5) to their neutral position. Now, passage (6) is open to piston (8)
and oil will go from chamber (13), passage (6), oil line of passage (7) and into the top of the steering
clutch hydraulic housing. Oil goes back in to the housing, through the drain tube and into the bevel
gear compartment.
25/9/23, 22:46 SIS 2.0
BRAKE HYDRAULIC CONTROL MECHANISM

1. Stop. 2. Springs. 3. Plunger. 4. Chamber. 5. Valve. 6. Passage. 7. Passage. 8. Piston. 9. Lever. 10. Passage. 11.
Passage. 12. Passage. 13. Chamber. 14. Chamber.
Common Steering Clutch and Brake Hydraulics

When the steering clutch control lever is moved ALL THE WAY back, the steering clutches become
released. At this position hydraulic pressure is used for application of the brakes. In the steering
clutch control housing, bushing (28) is against washer (25). Pressure oil that comes into chamber
(17) now will go to both chambers (16) and (18). From chamber (18), oil will go to the steering clutch
piston to release the steering clutches. From chamber (16) pressure oil will go through an oil line to
passage (7), and into the brake booster housing. Pressure oil will go to chamber (14) of piston (8),
then to chamber (13) behind the piston. Piston (8) will move against bellcrank and, through
mechanical linkage, the brake bands will make contact with the brake drums. Brake action is now in
effect. The valve (5) in plunger (3) will not let the pressure oil go out of the chamber.
STEERING CLUTCH RELEASED, BRAKE ENGAGED

15. Drain tube. 16. Chamber. 17. Chamber. 18. Chamber. 19. Retainer. 20. Spring. 21. Slug. 22. Hole. 23. Chamber. 25.
Washer. 26. Spring. 27. Spring. 28. Bushing. 29. Valve spool. 30. Plunger.
If the operator moves a clutch control lever PART WAY back to release the clutch and make some
application of the brake, a resistance will be felt from the lever when retainer (19) makes contact
25/9/23, 22:46 SIS 2.0
with bushing (28). It is at this point, that braking action begins as the spool (29) moves backward.
The resistance felt at this point is to let the operator know the application of brakes is starting.
CLUTCH RELEASED, SOME BRAKE APPLICATION

16. Chamber. 17. Chamber. 19. Retainer. 20. Spring. 21. Slug. 22. Hole. 23. Chamber. 26. Spring. 27. Spring. 28. Bushing.
29. Valve spool. 30. Plunger.
As the spool (29) moves backward, pressure oil from chamber (17) starts filling chamber (16). From
chamber (16) oil moves through the line to passage (7) of the brake booster housing. As chambers
(13) and (14) are filled with pressure oil, piston (8) will move and start application of brakes. With oil
flowing through hole (22), the pressure in chamber (23) will become the same as the pressure
against piston (8) of the brake booster. The increase of pressure in chamber (23) against slug (21),
together with the force of spring (20) will become more than the force of springs (26) and (27) and
move the valve spool forward. The flow of oil from chamber (16) is now stopped. Now the valve
spool is in a balanced position. The pressure against the brakes is held constant. The amount of the
pressure is a result of the position of the plunger. The amount of force of the springs against valve
spool (29) is also a result of the position of the plunger (30). The amount of pressure needed for
some application of brakes is controlled by the operator.
When the steering clutch control lever is released, valve spool (29) in the clutch control housing will
go to a neutral position. Oil in the chamber of the piston in the brake booster housing will go to the
steering clutch control housing in to chamber (16). From the chamber, the oil will go through drain
tube (15) and in to the bevel gear compartment.
STEERING CLUTCH ENGAGED, BRAKE RELEASED

15. Drain tube. 16. Chamber. 29. Valve spool.
With the release of the steering clutch control lever, the hydraulic controls are in a neutral position,
steering clutches are engaged and the brakes are released.
25/9/23, 22:46 SIS 2.0
Relief Valve For Brake Cooling And Lubrication

The relief valve for brake cooling and lubrication is in the compartment for the right steering clutch. It
lets oil at a specific pressure go to the brake bands. Cool oil goes in the valve through opening (2)
and fills chamber (6). The oil comes from the scavenge section of the oil pump on the torque divider
housing. Chamber (6) has two openings. A hose is connected to each of the openings. One hose
goes to the right brake band and the other hose goes to the left brake band. The oil goes from
chamber (6) through the two hoses to the brake bands. The oil pressure to the brake bands is
controlled by spring (5) and valve (4). When the pressure of the oil in chamber (6) goes above 50 ±
5 psi (3.5 ± 0.4 kg/cm2), valve (4) moves and lets the extra oil go to the compartment for the right
steering clutch.
RELIEF VALVE FOR BRAKE COOLING AND LUBRICATION

1. Washer. 2. Oil inlet opening. 3. Nut. 4. Valve. 5. Spring. 6. Chamber. 7. Valve body.
Steering Clutches And Final Drive
25/9/23, 22:46 SIS 2.0
STEERING CLUTCH
1. Bevel gear. 2. Bearing cage. 3. Springs. 4. Pressure plate. 5. Release piston. 6. Spring retainer.
The disc, oil-type steering clutches are held engaged by springs, and are released hydraulically.
PSP
The steering clutches are released by oil pressure against the steering clutch piston (5). Oil
202 -0008
pressure moves the piston against the steering clutch spring retainer (6) and moves the pressure
plate (4) away from the discs to release the clutch.
02: 3/09/2 A94E

The pressure plate assembly, driving discs, disc assemblies and driving drum are components of
4
SEN 6:00- 6
the steering clutch. The location of the steering clutch and driving drum is inside the driven drum (7).
Teeth on the outside diameter of the disc assembly engage with teeth on the inside diameter of the
0
driven drum.
R
© 2 704 4:00
The steering clutch driven drum (7) is connected to the flange (8) of the final drive pinion (9). The
023 6
final drive pinion turns the final drive gear (13). The final drive gear is connected to the sun gear
Cat
(16) with splines. The sun gear makes the planet gears (11) go around the inside of the ring gear
(10). The ring gear is stationary with the final drive housing (12) and will not turn. The planet gears
erp
carrier (14) is connected by splines to the final drive sprocket (15). As the planet gears go around
illa
the inside of the ring gear, the carrier turns the sprocket.
r In
c.
The bevel gear, bevel gear shaft, steering clutch and final drive pinion turn as a unit. When a
steering clutch is released, the connection between the bevel gear (1) and the final drive pinion (9)
is released and the final drive pinion will not be turned.
25/9/23, 22:46 SIS 2.0
FINAL DRIVE
7. Steering clutch driven drum. 8. Final drive pinion flange. 9. Final drive pinion. 10. Ring gear. 11. Planet gears. 12. Final
drive housing. 13. Final drive gear. 14. Planet gears carrier. 15. Final drive sprocket. 16. Sun gear.
Final Drive Lubrication

Each final drive has its own lubrication system. The system has a strainer (8), reservoir (7), gear-
type pump (5), gravity ball check-valve (6), filter (1) and lines (3) and (4) to send oil to the bearings
and gears.
Oil flow is through the strainer (8), into the reservoir (7), then into the pump. The purpose of the
reservoir is to keep the oil line full to the inlet passage of the pump. When the machine operates in
reverse, the pump turns backward. This will send the oil out of the pump. The reservoir will keep the
oil line full to the inlet of the pump for correct performance when the machine operates forward.
25/9/23, 22:46 SIS 2.0
The pump sends oil through a gravity ball check-valve (6), then to the filter (1). The check-valve
prevents dirt, which has been separated from oil in the filter, from going back with the oil into the
pump when the machine is operated in reverse.
Oil flows through the filter and into a fitting (2) where the flow is divided into two lines. A valve in the
filter will let oil flow around the element if the element becomes filled with dirt.
FINAL DRIVE LUBRICATION SYSTEM

1. Filter. 2. Fitting. 3. Oil line. 4. Oil line. 5. Pump location. 6. Ball check valve. 7. Reservoir. 8. Strainer.
Oil line (4) from fitting (2) sends oil onto the final drive pinion (9) for lubrication of the pinion gear
and pinion bearings. Line (3) sends oil from fitting (2) to a passage (15) in the sprocket shaft (17).
Oil flows through the shaft into cap (16) and around bearing (18). A high level of oil is held because
of passage (14) in support (13). The seal (21) prevents oil from going back into the housing. The oil
flows through passage (14) to bearing (12) along the shaft to bearings (11) and (10). From bearing
(10), the oil will go to the oil chamber at the bottom of final drive housing. The hub bearing (22),
carrier support bearing (20) and planet gears are lubricated by oil that is thrown around the gears
during the operation of the machine.
25/9/23, 22:46 SIS 2.0
NOTE: If the final drive is disassembled, flush out all oil lines. Install a new filter element. Remove
the ball from the check valve and flush out the check valve housing. When installing the ball into the
check valve, make certain it is in its seat. Flush out chamber (19) of the shaft. This is an important
operation as dirt and metal particles become stationary here.
FINAL DRIVE LUBRICATION

9. Pinion gear. 10. Bearing. 11. Bearing. 12. Bearing. 13. Support. 14. Passage. 15. Passage. 16. Cap. 17. Sprocket shaft.
18. Bearing. 19. Oil chamber. 20. Carrier support bearing. 21. Seal. 22. Hub bearing.
Oil Pump
The final drive oil pump is a gear pump and its location (5) is in the final drive housing. The pump is
driven by the pinion shaft and sends lubrication oil to the gears and bearings of the final drive.
The oil pump can be removed without removing the final drive sprocket or separating the track.
Undercarriage
The undercarriage connects to the main frame and final drives. It gives support for the machine
weight and is the component that moves the machine along the ground. Two track assemblies are
kept in parallel alignment by the diagonal braces of the track roller frames and the equalizer bar.
Each track assembly can move up and down by itself.
The components of the undercarriage are: equalizer bar, track rollers, track carrier rollers, tracks,
front idlers, track roller frames, track adjusters and recoil springs.
The front idlers, track rollers and track carrier rollers use Duo-Cone seals to prevent the loss of
lubricant and to keep out foreign material.
25/9/23, 22:46 SIS 2.0
Track Roller Frames

The track roller frames are fastened to the final drive bearing cage and to the steering clutch and
bevel gear case with the diagonal braces. The parallel alignment of the track roller frames is kept by
diagonal braces and equalizer bar. Each roller frame can move up and down by itself.
The track rollers, track carrier rollers, front idlers, track adjusters and recoil springs are fastened to
the track roller frames.
The alignment of the track roller frames is controlled by the final drive, diagonal braces and the
equalizer bar.
Track Carrier Rollers

The track carrier rollers give support to the track between the sprocket and the front idler. The shaft
of the track carrier roller is fastened to a support bracket. The support bracket is fastened to the
track roller frame.
TRACK CARRIER ROLLER

1. Rubber toric seal rings (two). 2. Metal floating ring seals (two). 3. Bearing. 4. Bearing. 5. O-ring seal. 6. End collar. 7.
Seal support. 8. O-ring seal. 9. End cover.
The track carrier rollers must be in alignment with the sprocket and the front idler. The alignment is
done by the movement of the roller shaft inside the support bracket. The carrier rollers turn on two
tapered roller bearings. The adjustment of the bearings is done by the nut on the end of the shaft.
Track Carrier Roller Lubrication

If lubricant is added with the roller removed from the machine, shaft (1) must be in a horizontal
position.
25/9/23, 22:46 SIS 2.0
Lubricant is sent into center passage (3) through a 5M2080 Nozzle. The lubricant fills the cavity
between shaft (1) and the roller. When the cavity is full, the pressure of the oil causes the air and
extra lubricant to go out the relief threads in the nozzle.
When the lubricant does not have any bubbles, remove the nozzle and install the plug. Tighten the
plug to a torque of 125 ± 15 lb.ft. (17.3 ± 2.1 mkg).
TRACK CARRIER ROLLER LUBRICATION

1. Shaft. 2. Duo-Cone seals. 3. Passage. 4. Cover. 5. Bearings. 6. Plug.
Track Rollers
The track rollers are fastened to the track roller frames. The track rollers are in contact with the
inside surfaces of the track links. Flanges on the track rollers prevent the movement of the track
from side to side. The inside surfaces of the track links give equal distribution of the weight of the
machine along the track.
Each track roller frame has seven track rollers, three single flange and four double flange. The
installation of the track rollers is as follows: 1. Start at the front of the machine and install two double
flange rollers. 2. Then install one single flange roller. 3. Then install one double. 4. Then install one
single. 5. Then install one double. 6. Then install one single flange roller next to the final drive
sprocket.
The flange at the center of shaft (5) gets the side load on the roller. Bearings (3) also get the side
load on the roller. The amount of side movement or end clearance of the shaft can not be adjusted.
The track rollers have Duo-Cone seals (6) at both ends of shaft (5).
25/9/23, 22:46 SIS 2.0
TRACK ROLLER
1. Pin. 2. Inner end collar. 3. Bearings. 4. Outer end collar. 5. Shaft. 6. Duo-Cone seals. 7. Track roller.
Track Roller Lubrication

If lubricant is added with the roller removed from the machine, shaft (1) must be in a horizontal
position. The slot in the end, where the 5M2080 Nozzle is installed, must be at the bottom.
Lubricant is sent into center passage (5) through a 5M2080 Nozzle. The lubricant fills the reservoirs
(4) in the rollers. When the reservoirs are full, the pressure of the oil causes the air and extra
lubricant to go out the relief threads in the nozzle.
When the lubricant does not have any bubbles, remove the nozzle and install the plug. Tighten the
plug to a torque of 125 ± 15 lb.ft. (17.3 ± 2.1 mkg).
TRACK ROLLER LUBRICATION

1. Shaft. 2. Duo-Cone seals. 3. Plug. 4. Reservoirs. 5. Center passage.
Front Idlers
The front idlers put the tracks in position in front of the track rollers. They also keep the tracks in
alignment with the sprockets.
25/9/23, 22:46 SIS 2.0
The adjustment of the tracks is done by the movement of the front idlers. The track adjusters move
the front idlers against the track and hold them in position.
The alignment of the front idlers is controlled by shims. The front idlers must have correct alignment
with the track roller frames.
FRONT IDLER
1. Bearing. 2. Bushing assemblies (two). 3. Duo-Cone seals (two). 4. Bearing. 5. Shaft. 6. Guide assemblies (two).
Front Idler Position

The front idler has two positions for operation. A HIGH position for equipment used at the rear of the
machine. The LOW position when equipment is used at the front of the machine.
The method to change the idler from LOW to HIGH follows. Remove the idler and note the position
of hole (3).
Remove guide assemblies (1) from both sides. Turn the bearing (2) and shaft 180°. The hole (3) is
now towards the rear of the machine. Turn the idler wheel 180° in direction shown. It is now ready to
be installed in the HIGH position.
The hole (3) of bearing (2) is towards the front of the machine, with shaft now in the HIGH position.
The bearing that was on the R.H. side of the roller frame is now on the L.H. side. The bearing that
was on the L.H. side is now on the R.H. side.
Install the guide assemblies (1) on the same side of the roller frame from where they were removed.
Install the idler.
25/9/23, 22:46 SIS 2.0
PSP
202 -0008
02: 3/09/2 A94E
4
SEN 6:00- 6
© 2 R704 04:00
023 6
Cat
erp
illa
FRONT IDLER POSITION r In
1. Guide assembly. 2. Bearing. 3. Hole.
c.
FRONT IDLER POSITION

2. Bearing. 3. Hole.
The same operation is done to change the idler from HIGH to LOW position.
25/9/23, 22:46 SIS 2.0
Front Idler Lubrication

If lubricant is added with the idler on the machine, the idler must be in the LOW position.
If the lubricant is added with the idler removed from the machine, the shaft (4) must be in a
horizontal position. The thin parts of end bearings (6) are to be at the bottom.
Lubricant is sent through a 5M2080 Nozzle into the center passage (2). The lubricant fills the
reservoirs (5) around shaft (4). When the reservoirs are full, the pressure of the oil causes the air
and extra lubricant to go out the relief threads in the nozzle.
When the lubricant does not have any bubbles, remove the nozzle and install the plug (1). Tighten
the plug to a torque of 125 ± 15 lb.ft. (17.3 ± 2.1 mkg).
FRONT IDLER LUBRICATION

1. Plug. 2. Center passage. 3. Duo-Cone seals. 4. Shaft. 5. Reservoirs. 6. Bearing.
Recoil Spring
The recoil springs are installed in spring housings on the track roller frame. They are in compression
in these housings. In normal conditions the spring force is not against the tracks. The force against
the track for the correct setting of track curve (sag) is from the hydraulic track adjusting mechanism.
Never visually inspect the vent holes or valves to see if grease

or oil is coming out of them. Make sure the vent holes are clean
before the tension is released on the track. Watch the cylinder to
see that it moves.
Grease is sent to chamber (8) through a fill valve to put force against the front idler and tighten the
track. If rocks or debris get between the track and its components, the track will tighten and move
rod (10) to the rear. There is no compression of the grease in chamber (8), so piston (7) and sleeve
(6) will move to the rear. Sleeve (6) will push against pilot (5) which will push against springs (2) and
25/9/23, 22:46 SIS 2.0
(3). The movement of the sleeve against the compression of the springs will prevent too much
tension on the track.
RECOIL SPRING
1. Nut. 2. Outer spring. 3. Inner spring. 4. Bolt. 5. Front pilot. 6. Sleeve. 7. Piston. 8. Grease chamber. 9. Cover. 10. Rod.
The cover (9) is fastened to the recoil spring housing with bolts and holds the springs in
compression if the grease with pressure is removed.
If the front pilot (5) or a recoil spring is broken, the normal method of removal can not be used. The
result of a broken front pilot or a recoil spring is the same and will cause a sudden loosening of the
track. Also, if a pilot or spring is broken, the nut (1) on the bolt (4) can be turned easily.
The removal of a broken recoil spring does not need the same
caution as the removal of a broken front pilot. Special tools
must be used in the removal of the recoil spring when the front
pilot is broken.
Track
The machine has Sealed and Lubricated track. Each track assembly has links, pins, bushings,
thrust rings, polyurethane seal assemblies, rubber stoppers and polyurethane plugs.
25/9/23, 22:46 SIS 2.0
TRACK ASSEMBLY (SECTION)

1. Link. 2. Bushing. 3. Hole. 4. Hole. 5. Link. 6. Seal assembly. 7. Seal assembly. 8. Rubber stopper. 9. Polyurethane plug.
10. Pin. 11. Thrust ring. 12. Thrust ring. 13. Link. 14. Link.
Each of the track links (1) and (5) make a fit over the track links in front of them. Link (1) makes a fit
over link (13). Link (5) makes a fit over link (14). The connection of the track links makes the track
assembly.
Each link has a counterbore in the end which makes a fit with the link in front of it. Seal assemblies
(6) and (7) are installed in the counterbores of the links. Each seal assembly has a load ring and a
seal ring. The load ring pushes the seal ring against the end of bushing (2) and the link counterbore.
The seal ring gives a positive seal between the bushing and the link counterbore. The edge of the
seal ring is against the end of the bushing. The thrust rings (11) and (12) are installed on the pin
(10). The thrust rings give a specific amount of compression to the seal assemblies and control the
end play (free movement) of the joint. The arrangement of the seal assemblies and thrust rings
keeps foreign materials out of the joint and oil in the joint.
The pin (10) has a hole (4) almost the full length of the pin. Hole (3) is drilled radially in the pin near
the center of the pin. The radial hole (3) lets oil go to the surface between the pin (10) and the
25/9/23, 22:46 SIS 2.0
bushing (2) and to the lip of the seal rings. The oil gives lubrication to the pin and bushing and also
makes the lip of the seal ring wet. The lip of the seal ring must be kept wet to prevent wear of the lip
of the seal ring. Oil is kept in the pin by a stopper (8) and a plug (9). The oil is installed in the pin
through a hole in the center of the stopper (8). When the chambers in the pin are filled, the plug (9)
is installed in the stopper (8).
The two piece master links (17) and the master shoe (15) are held together with bolts (16).
MASTER LINK AND MASTER SHOE

15. Master shoe. 16. Bolts. 17. Master link.
Each pin and bushing assembly is sealed and has its own lubrication, the result is no internal wear
on the joint. The interval for the turning of the track pins and bushings is much longer because the
only wear will be on the outside of the bushings and the links.
Pinned Equalizer Bar

The pinned equalizer bar (5) has a pivot at the center which has a hardened pivot pin and bushings
(6) with oil lubrication and seals. The rubber components (7) at each side of the pivot pin and
between the housing and equalizer bar, will give restriction to oscillation and also give good side
slope stability.
Each end of the bar has a pin (2) with a location between two blocks (1) and (3) that will permit
wear. The blocks can have a replacement. This restriction of side movement from force to the sides
of the roller frame will give long service life to the sprocket, sprocket shaft and all final drive
components. The rubber supports (4) at the ends of the equalizer bar decrease the load forces at
this point.
25/9/23, 22:46 SIS 2.0 c.
EQUALIZER BAR
1. Block (wear). 2. End pin. 3. Block (wear). 4. Support. 5. Equalizer bar. 6. Pin, bushings and seals. 7. Rubber pads.
PSP-0008A94E
2023/09/26
02:43:42-04:00
SENR70460001
© 2023 Caterpillar Inc.

Systems Operation (Senr7046-00) d9h Transmision

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25/9/23, 22:46 SIS 2.

Systems Operation (SENR7046-00)

02: 3/09/2 A94E

spools are connected to the transmission control lever.

FLOW OF OIL (SCHEMATIC)

HYDRAULIC PUMP CONSTRUCTION

MAGNETIC SCREEN CONSTRUCTION

OIL FILTER CONSTRUCTION

Transmission Oil Cooler

TRANSMISSION OIL COOLER (SCHEMATIC)

Transmission Hydraulic Controls

ENGINE NOT RUNNING (NO OIL PRESSURE)

Relief Valve For Converter Outlet

Torque Converter Scavenge And Circulating Oil Pump

STARTING THE ENGINE (TRANSMISSION IN NEUTRAL)

Starting The Engine (Transmission In Neutral)

STARTING THE ENGINE (TRANSMISSION IN A SPEED AND DIRECTION)

Starting The Engine (Transmission In A Speed And

ENGINE RUNNING (NEUTRAL TO FIRST SPEED REVERSE)

Engine Running (Neutral To First Speed Reverse)

Torque Divider Operation

Torque Converter Operation

FLOW OF OIL THROUGH TORQUE CONVERTER

Torque Divider Lubrication

TORQUE DIVIDER LUBRICATION

1. Piston. 2. Spring. 3. Plates. 4. Ring gear. 5. Discs. 6. Clutch housing.

3. Ring gear for No.4 clutch.

6. Ring gear for No.3 clutch.

8. Ring gear for No.2 clutch.

10. No.4 outer planet gears.

11. Ring gear for No.1 clutch.

12. No.2 carrier.

13. No.2 outer planet gears.

14. Transfer gear.

15. No.1 planet gears.

16. No.4 sun gear.

17. Input shaft.

18. No.5 sun gear.

19. No.1 sun gear.

20. No.2 sun gear.

21. No.3 sun gear.

22. Bevel pinion.

23. Bevel pinion drive gear.

24. No.5 planet gears.

25. No.4 inner planet gears.

26. Output shaft.

27. No.3 planet gears.

28. No.2 inner planet gears.

POWER FLOW IN NEUTRAL (No.3 CLUTCH ENGAGED)

6. Ring gear for No.3 clutch.

12. No.2 carrier.

13. No.2 outer planet gears.

15. No.1 planet gears.

17. Input shaft.

19. No.1 sun gear.

20. No.2 sun gear.

26. Output shaft.

27. No.3 planet gears.

28. No.2 inner planet gears.

29. No.1 carrier.

First Speed Forward

6. Ring gear for No.3 clutch.

11. Ring gear for No.1 clutch.