FORM NO. SENR7631-01 FOR USE IN SERVICE MANUAL DAE TRACTOR, SENA7624 SYSTEMS OPERATION TESTING AND ADJUSTING D4E TRACTOR POWER TRAIN SERIAL NUMBERS 27X1-UP —52X1-UP 28X1-UP —_76W1-UP 50X1-UP —_77W1-UP 51X1-UPIMPORTANT SAFETY NOTICE Proper repair is important to the safe and reliable operation of a machine. This Service Manual outlines basic recommended procedures, some of which require special tools, devices or work methods. Although not necessarily all inclusive, alist of additional skills, precautions and knowledge required to safely perform repairs is provided in the SAFETY section of this Manual. Improper repair procedures can be dangerous and could result in injury or death READ AND UNDERSTAND ALL SAFETY PRECAUTIONS AND WARNINGS BEFORE PERFORMING REPAIRS ON THIS MACHINE Basic safety precautions, skills and knowledge are listed in the SAFETY section of this Manual and in the descriptions of operations where hazards exist. Warning labels have also been put on the machine to provide instructions and identify specific hazards which if not heeded could cause bodily injury or death to you or other persons. These labels identify hazards which may not be apparent toa trained mechanic. There are many potential hazards during repair for an untrained mechanic and there is no way to label the machine against all such hazards. These warnings in the Service Manual and on the machine are identified by this symbol: Gy Operations that may result only in machine damage are identified by labels on the machine and in the Service Manual by the word CAUTION. pillar cannot anticipate every possible circumstance that might involve a potential hazard. The warnings in this Manual are therefore not all inclusive. If a procedure, tool, device or work method not specifically recommended by Caterpillar is used, you must satisfy yourself that itis safe for you and others. You should also ensure that the machine will not be damaged or made unsafe by the procedures you choose. 67200x1D4E POWER TRAIN SYSTEMS OPERATION Flywheel Clutch (Direct Drive) Gear Shift and Interlock Mechanism (Direct Drive) General information Direct Orive Power Shit Hydraulic System Direct Drive Power Shift. st 19 Clutches, Brakes and Final Drives: Brakes , ‘Steering Ciutches and Final Drives feering Clutch Control Linkage ring Clutch Reliet Vaive (Direct Drive) se Torque Converter and Transmission (Power Shit) 8 19 5 16 6 2 2 24 2% " ‘Transmission (Direct Drive) Transmission (Power Shitt) Lubrication Power Flows sof “Transmission Hyaraulic Controls (Power Shit) Undercarriage Front idles Front Idler Lubrication Recoil Spring and Mechanism for Track Adjustment Track Track Cartier Roles rack Cartier Roller Lubrication “Track Rollers “Track Roller Frames “Track Roller Lubrication TESTING AND ADJUSTING evel Gear and Pinion (Direct Drive) ‘Adjustment of Bearings for Bevel Gear Shaft [Adjustment of Free Movement (Backlash) ‘Adjustment of Tooth Contact Pattern Bevel Gear and Pinion (Power Shit) ‘Adjustment of Bearings for Bevel Gear Shaft ‘Adjustment of Free Movement (Backlash) Flywheel Clutch (Direct Drive) Agjustment of Brake Agjustment of Control Linkage ‘Adjustment of Flywheol Clutch Power Shift Transmission Testing and Adjusting ‘Steering Clutches, Brakes and Final Drives: ‘Adjustment of Brakes Aglustment of Control Linkage for Steering Clutches ‘Adjustment of Final Drive Bearings Agjustment of Mechanism for Brake Engagement NOTE: The “ ‘See Form No. SENRT632 TIONS for D4E TRACTOR POW is an indication of a change from thi Adjustment of Parking Brake Lover Troubleshooting (Direct Drive) ‘Checks During Operation (Check List During Operation: Steering ‘Transmission visual Checks Troubieshooting (Power Shift) ‘Checks During Operation Check List During Operation Torque Converter Steering Transmission Visual Checks Undercarriage ‘Adjustment of Track “See SPECIFICATIONS, Form No. SENA7B30. SPECIFICATIONS NOTE: For Specifications with illustrations, make reference to the SPECIFICA- TRAIN, Form No. SENR7630. If the Specifications in Form SENR7630 are not the same ay in the Systems Operation 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: former issue. oC geGENERAL INFORMATION (POWER SHIFT) SYSTEMS OPERATION GENERAL INFORMATION (POWER SHIFT) LOCATION OF COMPONENTS. 4. Tranemission hydraulle controls. 2.Flexible coupling rive. 3.Dlesel engine. 4. Steering clutches. 5. Fina drive. 6. Range transmission. 7. Torque convert Power from the diesel engine (3) is sent through the engine flywheel and flexible coupling drive (2) to tor- que converter (7). The torque converter drives sun gears and planet gears in the transmission. Five planetary gear trains, each with its own clutch, give the tractor three speeds in either FORWARD or REVERSE. The selection of the desired tractor speed is done manually by the operator but hydraulic oil, di- rected by transmission hydraulic controls (1), engages the clutches in the transmission. A bevel pinion in the transmission group, sends power from transmission (6) to the bevel gear. The power is sent through steering clutches (4) into final drives (5), to the sprockets which drive the tracks. The steering clutch and bevel gear case houses the bevel gear, steering clutches and brakes The steering clutches are used to turn the tractor. The brakes are used to stop the tractor and give assistance to the action of the steering clutches.GENERAL INFORMATION (OIRECT DRIVE) ‘SYSTEMS OPERATION GENERAL INFORMATION (DIRECT SHIFT) LOCATION OF COMPONENTS: 1.Transmission. 2. Universal int. 3.Dieselengine. 4. Steering clutch. 5.FinalDrive, 6, Lower countershatt in tansmission. 7. Flywheel clutch. Power from diesel engine (3) is sent from the engine to flywheel clutch (7). The flywheel clutch is engaged and disengaged manually. The output shaft of the flywheel clutch drives the upper shaft in transmission (D through a universal joint (2). ‘The transmission has five FORWARD and five RE~ VERSE speeds. The selection of these speeds is done manually. The bevel pinion, at the rear of the transmis- sion, sends the power to the bevel gear. The power is then sent through steering clutches (4) into final drives. (5), to the sprockets which drive the tracks. ‘The steering clutch and bevel gear case houses the: bevel gear, steering clutches and brakes. ‘The steering clutches are used to tum the tractor. The brakes are used to stop the tractor and give assistance to the action of the steering clutches.HYDRAULIC SYSTEM (POWER SHIFT) ‘SYSTEMS OPERATION HYDRAULIC SYSTEM (POWER SHIFT) 3 e0428x1 LOCATION OF COMPONENTS 1. Transmission hydraulle controls. 2. Oll fer. 3. Oll pump. 4. Oll cooler. 5. Transmission sump. 6. Screen. 7. Torque converter. A gear-type oil pump is used to supply oil to control the transmission, charge the torque converter, disen- ‘gage the steering clutches and send lubrication to the transmission and converter. Oil pump (3) is fastened to the top right side of the torque converter housing. The pump is in operation whenever the engine is run. Oil from sump (5) enters pump (3) and is sent to oil filter (2). If there is a restriction in the filter element, a bypass valve in the filter housing will open. From the filter the pressure oil enters the priority valve. From the priority valve the oil is directed to the transmission controls and to the steer- ing control valve. Valves in the hydraulic controls control oil flow to the transmission clutches and torque converter. Oil not needed to fill the clutches is sent into the converter. From the converter, the oil flows through an oil cooler to the lubrication relief valve. The relief valve limits the pressure of the lubricant in the planetary transmission. TRANSMISSION LUBRICATION Passages in the No. 1, No. 2 and No. 3 clutch housings direct lube oil S Spray on the No. 1 and No. 2 clutches and, provide pressure oil for lubrication of the planet gears and bearings in the No. 1, No. 2, No.3 and. No. 4 carriers. A passage in the rear manifold directs lube oil to the No. 5 clutch components. All lubricating the transmission, including that bypassed by the lubrication relief valve, retums to the sump.HYDRAULIC SYSTEM (POWER SHIFT) HYDRAULIC PUMP COMPONENTS OF HYDRAULIC PUMP 1, Base assembly. 2. Body assembly. 3. Cover assem- biy. 4: Drive gear. 5. Idler gear. 6. Seals. 7. Bearings The location of the hydraulic pump is on the front side of the torque converter housing. The pump is gear driven off of the input flange to the torque converter ‘The pump is in operation when the engine is run. The pump is a single section gear-type pump. Oil from the bottom of the transmission case goes into the pump through the inlet passage in base assembly (1). The oil fills the space between the gear teeth of drive gear (4) and idler gear (5). The gears turn, and the oil is, sent out another passage in base assembly (1) to provide pressure for the hydraulic system. OIL FILTER Pressure oil from the hydraulic pump goes throug inlet passage (B) in filter housing (5). Oil fills the spac between filter element (4) and the inside wall of hous- ing (5). During normal operation, the oil goes through element (4) and then out through outlet passage (A). AS the oil passes through the filter element, foreign parti- cles are stopped and cannot go through the hydraulic system SYSTEMS OPERATION MI |e ; ‘ s 1 _N ) \W Ab IN y Yd 4 l NT AT 1. Spring. 2. Cover. 3. Bypass valve. 4.Fiterelement. 5. Filter housing. 6. Plug. A. Outlet passage. 8. Inlet pas- sage. Iffilter element (4) becomes full of debris (clogged), oil can not go through. At this time, pressure oil moves: bypass valve (3) against the force of its spring and the Valve will open. This lets the flow of oil bypass the element and go to the transmission without restriction, . Since the oil that goes through bypass valve (3) is not cleaned of debris, damage to other components in the hydraulic system will result, Correct maintenance should be used to make sure that the filter element does not become full of debris, (clogged) and stop the flow of clean oil to the hydraulic, oil system.HYDRAULIC SYSTEM (POWER SHIFT) TRANSMISSION OIL COOLER 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. 6 IN ‘TRANSMISSION OIL COOLER (SCHEMATIC) 1. Olt cooler. tee 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 engine. The engine coolant goes 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 oil then goes to the transmission for lubrication,‘TRANSMISSION HYDRAULIC CONTROLS (POWER SHIFT) ‘SYSTEMS OPERATION TRANSMISSION HYDRAULIC CONTROLS (POWER SHIFT) Ea =p ‘TRANSMISSION HYDRAULIC CONTROLS SCHEMATIC (FIRST FORWARD) 1. Selector vaive body. 2 Priority valve. 2. ol iter. 8. Torque converter inlet relief valve spool 9. Torque converter. ‘4 Speed selector valve 10. Pressure control valve spool body. 5. Ol pump. 11.011 cooler. 6. Directional elector valve 12. Oriice. jssion lubrication spool 7.01 sump and screen. ‘The basic components of the transmission hydraulic control oil system are oil screen, oil pump, oil filter priority valve, transmission hydraulic controls, torque converter and oil cooler. The only oil lines outside the transmission case are those from the screen to the 14. Load piston. . Directional clutch oil 15: Modulating relief valve pressure tap (P2). spool F. Torque converter outlet 16. Ditferental valve spool. pressure tap. sdclutch ol pressure _G. Torque convertor inlet oll Pt). pressure tap (P3). 8, Cand D. Transmission __+H. Transmission lubrication pump oil pressure taps. oll pressure tap. pump, pump to oil filter, oil filter to torque converter housing, and to an from the transmission oil cooler. The hydraulic controls are made up of a selector valve group (1) and a pressure control valve group (10), 9‘TRANSMISSION HYDRAULIC CONTROLS (POWER SHIFT) ‘The hydraulic controls are fastened to the top of the No. 2 and No. 3 clutch housing. The controls are com- pletely enclosed by the transmission case. Three FORWARD and three REVERSE speeds are provided by the transmission and the hydraulic controls. The selector valve will send the oil to put pressure on the correct clutches for speed and direction. Pressures in the hydraulic system are controlled by the pressure control valve OPERATION ‘When the machine is started and the selector lever is in the NEUTRAL position, pressure oil from oil pump (5) goes through oil filter (3) and priority valve (2) to selector valve body (1). The pressure oil is then sent to modulating relief valve (15). The oil flows around the small diameter portion of the valve spool and enters the slug cavity end of the spool behind the poppet valve. The load piston cavity is open to drain, because the springs Keep differential valve spool to the right. With the differential valve in this position, the oil pressure will be kept at initial pressure When a shift is made and a transmission clutch is opened to be filled, the system pressure will drop. The modulating relief valve spring will force modulating relief valve (15) to the right and stop the supply of oil to the torque converter. As the clutches fill, the system pressure will increase and force modulating relief valve (15) to move to the left and open the passage to the torque converter. Further increase in the system pres- sure will cause load piston (14) to move to the right and increase the spring force against modulating relief valve (15). This gradual increase of clutch pressure versus psi, is called modulation. When full clutch pressure is reached, the speed clutch pressure is approximately 300 psi 2050 kPa) and directional clutch pressure is approximately 50 psi (345 kPa) less than speed clutch pressure. This pressure difference is controlled by differential valve spool (16).. Since the pressure is greater in the speed clutches, they engage first and the load is picked up by the directional clutches which have the lower pressure and therefore engage last. If the engine is started when the selector lever is in any position but NEUTRAL, oil will flow to both ends of differential valve (16). The spring force will hold the valve spool to the right. In this positon, the oil flow to the directional clutches is stopped and the machine will ‘SYSTEMS OPERATION not move. When the selector lever is moved to the NEUTRAL position. The oil at the spring end of the differential valve is opened to drain. ‘The oil pressure will force the spool to the left and the controls are ready for a clutch to fill and the modulation cycle as soon as the selector lever is moved to a speed position. Torque converter inlet relief valve (8) controls the ‘maximum pressure of the oil going to the torque conver- ter. CAUTION Inlet pressure to the torque converter must not exceed 115 psi (795 kPa) with COLD OIL. Pres- sures greater than the maximum setting will result in damage to the torque converter. The torque converter outlet oil pressure is controlled by orifice (I Parts of the transmission are pressure lubricated. The lubrication oil pressure is controlled by transmission lubrication relief valve (13). Lubrication oil pressure is approximately 12 psi (85 kPa). PRIORITY VALVE 1 he ol 4 5 ret é PRIORITY VALVE 1. Spool assembly. 2. Spring. 3. Plunger. 4. Spacers. 5. Spring. 6. Slug. 7. inlet passage. 8. Passage to trans- mission control vaive group. ‘The priority valve is fastened to the upper left side of the torque converter housing. The priority valve con- trols the minimum pressure to the steering clutch con- trol valve. A minimum pressure of 250 psi (1720 kPa) must be available to operate the steering clutches. Spacers (4) control the minimum pressure, for psi change see the chart in the D4E: Power Shift Transmi sion Testing and Adjusting, Form SENR7632.‘TORQUE CONVERTER AND TRANSMISSION (POWER SHIFT) ‘SYSTEMS OPERATION TORQUE CONVERTER AND TRANSMISSION (POWER SHIFT) The transmission is made up of a torque converter and a 3-speed forward, 3-speed reverse planetary gear transmission. The five clutches in the planetary group are hydraulically controlled. Each speed is manually selected The location of the single stage torque converter is at the input end of the transmission, The converter is fastened to the engine flywheel through a flexible cou- pling. Output torque from the converter goes to the planetary transmission through either the No. | orNo. 2 sun gear. The engagement of a directional clutch sends the power through the respective sun The clutches of the planetary group are divided into two sections. Their idemtification is made accordi their function. No. 1 and No. 2 clutches make-up the directional section. No. 3, No. 4 and No. 5 clutches ‘make-up the speed clutch section. It is necessary for ‘one clutch in each section to be engaged for each speed. The planetary group output shaft is connected to the bevel pinion. TORQUE CONVERTER Oil for operation of the converter comes from the transmission oil pump. The converter inlet oil pressure is controlled by the inlet relief valve. The location of the valve is in the selector valve group. TORQUE CONVERTER 4. Stator carrier. 2. Impeller. 3. Turbine. 4. Stator. 5. Oi pump drive gear. 6. Oll inlet port. 7. Output shaft. 8. Oi! Dutlet port. 9. Rotating housing, An orifice in the converter outlet oil passage controls the outlet oil pressure The input flange, rotating housing (9), impeller (2), impeller hub and drive gear (5) for the oil pumps, tum as a unit at engine speed. FLOW OF Ol. THROUGH TORQUE CONVERTER 2 Impeller. 3. Turbine. 4. Stator. 9. Rotating housing Oil from the transmission hydraulic controls, goes to the torque converter through an inlet port in stator carrier (1). Oil is sent to the stator cartier through a passage in the torque converter housing ‘The impeller (2) works asa pump. It gives energy to the oil in the torque converter, The force of the vil drives turbine (3) which is connected to output shaft (7). The oil hits the blades of turbine (3) with force and, makes the turbine turn. During light load conditions, the oil hits the turbine blades at a small angle. When a large resistance is felt, the speed of the turbine de- creases through the load on output shaft (7) and the oil hits the turbine blades at a more direct angle. This action increases the torque of the output shaft the blades of turbine (3) is sent to impeller (2) by stator (4) and the cycle starts again. Oil leaves the converter through an outlet passage in the stator carrier. The oil flows through an oil cooler and then to the transmission lubrication system:‘TORQUE CONVERTER AND TRANSMISSION (POWER SHIFT) ‘SYSTEMS OPERATION TRANSMISSION Clutch Operation ‘The transmission has three speeds FORWARD and three speeds REVERSE. It has planetary gear systems and five hydraulic clutches. raoase CLUTCH OPERATION (Typical Example) 1. Piston. 2. Spring. 3. Plates. 4. Ring gear. 5. Discs. 6. CCluteh housing. ‘The five transmission clutches are the disc type and in separate housings. Each clutch has discs (5) and plates (3). The inside teeth of discs (5) are engaged with the outside teeth of ring gear (4). Notches on the outside diameter of plates (3) are engaged with pins in the clutch housing. The pins hold the plates stationary, In the example above, springs (2) are between clutch housing (6) and piston (1). The springs keep the clutches disengaged (not engaged). The clutches are engaged when oil is sent into the area behind piston (1). When the pressure of the oil in the area behind the piston increases, the piston moves to the right. The Piston moves against the force of spring (2) and pushes the discs and plates together. The clutch is now en- gaged. The discs hold ring gear (4) stationary. When the clutch is released, the pressure in the area behind piston (1) decreases and the force of spring (2) moves the piston to the left. The discs and plates are now apart, The clutch is not engaged, Ws CLUTCH IDENTIFICATION ‘The two front clutches (No. | and No. 2) are direc- tion clutches. The No. 2 clutch is the FORWARD direction clutch, The No. 1 clutch is the REVERSE, direction clutch. The three rear clutches (No. 3, No. 4 and No, 5) are speed clutches. A speed and a direction clutch must be engaged in the transmission before power goes through the transmis- ‘SPEED SELECTION CHART ‘SPEED ‘CLUTCHES ENGAGED NEUTRAL 4 FIRST FORWARD 245 ‘SECOND FORWARD 204 THIRD FORWARD 243 | FIRST REVERSE 145 ‘SECOND REVERSE 184 THIRD REVERSE 183TORQUE CONVERTER AND TRANSMISSION (POWER SHIFT) ‘SYSTEMS OPERATION POWER FLOW THROUGH THE TRANSMISSION 1 2 a eee it ee ‘ s 0 n noon 2” 2 4 8 ‘TRANSMISSION COMPONENTS sexs 8 0 1. Manifold assembly. 8. No. 3 clutch, 2.No. 5 clutch. 9. No. 3 planet gear 3.No. 5 clutch housing. 10. No. 2 clutch 4.No. 4 carrier. 11. No. 2 planet gear. 5.No. 5 euiteh gear. 12'No. 1 clutch 6.No. 4 chiten, 13. No. 1 clutch ring gear. 7.No. 4 planet gear. 14. No. 3 and No.4 sun gear. ‘The directional clutch section is made up of the No. | and No. 2 clutches and No. 1 and No. 2 planetary carriers. The No. 1 clutch is the reverse directional clutch, The No. 2 clutch is the forward directional clutch. The No. | clutch ring gear and No. | carrier are connected together and tum as a unit. The No. 1 and No. 2carrierring gear, No. 2 and No. 3 carrier, and No. 4 carrier are connected together and turn as a unit. The speed clutch section is made up of the No. 3 Grd speed), No. 4 (2nd speed) and No. 5 (Ist speed) 15.No. 1 cartier. 16,No. 1 planet gear 17.No. 4 chiteh ring gear. fo. and No.2 sun gear. 19, No. 3 carrier 20, No. 4 ekutch housing, 21. No. 3 etch ring goar 22. No. 2 and No. 3 clutch housing. 23, No.2 clutch ring gear. 24. No. 1 clutch housing. 25. No. 2 carrier. 26. No. 1 and No. 2 carrier ting gear. clutches and No. 3, No. 4 and No. 5 planetary carriers The No. 4 clutch ring gear is connected to the No. 5 carrier. The No. 3 sun gear is a part of the output shat. The No. 4 and No. 5 sun gears are connected to the output shaft In the illustrations that follow, circles give the indica- tion that the clutches are engaged. The darker compo- nents are the components that move and send power through the transmission. 2B‘TORQUE CONVERTER AND TRANSMISSION (POWER SHIFT) First Speed Forward FIRST SPEED FORWARD (No. 2 and No. § clutches engaged) The No, 2 clutch ring gear is kept stationary. This will cause the No. 2, No. 3 and No. 4 carriers and No. 5 clutch to tum, The No. 5 clutch is also engaged. The torque will then go to the No. 5 clutch gear and output. Second Speed Forward SECOND SPEED FORWARD (No. 2 and No. 4 clutches engaged) The No, 2 clutch ring gear is kept stationary. This will cause the No. 2, No. 3 and No. 4 carriers to tum. The No. 4 clutch ring gear is kept stationary by the engaged No. 4 clutch. The No. 4 planet gears move around the inside of the No. 4 clutch ring gear and drive the No. 4 sun gear. The No. 4 sun gear is connected to the No. 5 clutch gear and output 14 ‘SYSTEMS OPERATION ‘THIRD SPEED FORWARD (No, 2 and No. 3 clutches engaged) The No. 2 clutch ring is kept stationary by the No. 2 clutch. The No, 3 clutch ring gear is kept stationary by the No, 3clutch, The No. 2 sun gear will drive the No. 2 planet gears which move around the inside of the No. 2 clutch ring gear and tum the No. 2 carrier. The No. 3 planet gears are driven around the inside of the sta- tionary No. 3 clutch ring gear and drive the No. 3 sun gear, No. 5 clutch gear and output. First Speed Reverse FIRST SPEED REVERSE (No.1 and No, § clutches engaged) The No. | clutch ring gear and No. | carrier are kept stationary by the No. 1 clutch. The No. I sun gear will drive the No. 1 and No. 2 clutch ring gears through the No. 1 planet gears. This will cause the No. 2, No. 3 and No. 4 carriers and No. 5 clutch to turn in the opposite direction. The No. 5 clutch is also engaged, the torque will then go to the No. 5 clutch gear and output.‘TORQUE CONVERTER AND TRANSMISSION (POWER SHIFT) In second speed reverse, the No. 1 and No. 4 clutches are engaged. The power flow through the directional clutch section of the transmission is idemtical to first speed reverse. The power flow through the speed clutch section of the transmission is the same as for second speed forward In third speed reverse, the No. | and No. 3 clutches are engaged. The power flow through the directional clutch section is the same as for the first speed reverse. Power flow through the speed clutch section is the same as for third speed forward, ‘SYSTEMS OPERATIONHYDRAULIC SYSTEM (OIRECT DRIVE) SYSTEMS OPERATION HYDRAULIC SYSTEM (DIRECT DRIVE) HYDRAULIC PUMP The hydraulic pump is a two-section gear-type, driven by the flywheel clutch. Ys EN se NZ INS IN ww N LLL, N se HYDRAULIC PUMP CONSTRUCTION 1, Cover. 2. Body. 3. Manifold assembly. 4. Body. 5. Cover. 6. Gear. 7. Gear. 8. Gear. 9. Gear. A. Steering hhydraulc section. B. Flywheel clutch lubrication section Gear (6) and gear (7) are driven by a gear in the flywheel housing. Gear (6) turns idler gear (8), while gear (7) turns idler gear (9). During operation, oil from the steering clutch and bevel gear case enter section (A) of the pump through a passage in cover (I). The oil fills the space between the gear teeth. The gears tum, and the oil is sent out another passage in cover (1) to supply pressure oil to the steering hydraulic system. Flywheel clutch oil enters section (B) of the pump through a passage in manifold assembly (3). The oil fills the space between the gear teeth. The gears tum, and the oil is sent out of another passage in manifold assembly (3) to the flywheel clutch housing. Oil from section (B) will supply pressure oil to lubricate and cool the flywheel clutch. ‘The pump will operate whenever the diesel engine is in operation. 16 MAGNETIC SCREEN ‘The magnetic screen is located between the reservoir in the steering clutch and bevel gear case and the inlet to the hydraulic pump. Oil from the reservoir comes into the magnetic screen through the bottom. As the oil flows through the tube assembly toward the top, it goes through the opening, between the magnets. The mag- nets are installed on the tube assembly 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 the screen on its way to the outlet. As the oil goes through the screen, other foreign particles are stopped and can not go into the hydraulic system. From the outlet, the ol is sent to the inlet port of the hydraulic oil pump. OIL FILTER lL FILTER CONSTRUCTION 1. Cover assembly. 2. Bolts. 3. O-ring seal valve. 5. Spring. 6. Washer. 7. Filler element. 8. Re- {talner. 9. Seal. 10. Spring. 1. Fiter housing. 12. Plug Pressure oil from the hydraulic oil pump goes in filter housing (1 1) through an inlet passage near the top of the housing Oil fills the space between filter element (7) and the inside wall of housing (11). During normal operation, the oil goes through element (7) and then goes out the bottom of the filter housing through the outlet tube. As the oil goes through the filter element, foreign particles are stopped, and can not go through the hydraulic system.HYDRAULIC SYSTEM (DIRECT DRIVE) Iffilter element (7) becomes full of debris (clogged), oil can not go through. At tis time, pressure oil moves bypass valve (4) against the force of its spring and the valve will open. The open valve allows the oil to flow through the outlet tube and into the system without restriction, Since the oil that flows through bypass valve (4) is not cleaned of debris, damage to components in the hydraulic system will result Correct maintenance should be used to make sure that the filter element does not become full of debris (clogged) and stop the flow of clean oil to the hydraulic oil system, ‘SYSTEMS OPERATION 17FLYWHEEL CLUTCH (DIRECT DRIVE) ‘SYSTEMS OPERATION FLYWHEEL CLUTCH (DIRECT DRIVE) The flywheel eluteh is operated manually and is an oil-type. The flywheel clutch sends the torque from the engine through the universal joint to the transmission. ‘Two driven dises (10) and drive plate (4) send torque through the flywheel clutch. The action of a cam link and roller assembly against a plate keeps the flywheel clutch engaged. A brake on the clutch shaft is activated ‘when the clutch is released. When the flywheel clutch is fully released, the rotation of the clutch shaft and the Upper shaft of the transmission is stopped. nl Peet) 6 28 9} S \ * 1 sein 5 4 0 FLYWHEEL CLUTCH 4, Clutch shaft brake drum. 2. Oi! pump drive gear. 3. Sliding collar assombly. 4. rive pate. 5.Plate. 6. clutch hub, 7. Cam link and roller assemblies (four). 8. Clutch ‘shaft. 9. Yoke assembly. 10. Driven discs (two). Drive plate (4) has teeth on the outer edge. The teeth are engaged with teeth on the inside of the engine flywheel. Driven discs (10) have teeth on the inside edge. The teeth are engaged with teeth on the outside of hub (6). Splines connect hub (6) to clutch shaft (8). One end of clutch shaft (8) isadrive flange. The drive flange is connected to the universal joint. The universal joint is connected to the upper shaft of the transmission. Dirt is kept out of the clutch housing by a lip-type seal in the clutch housing. The seal also keeps oil in the clutch housing, The drive flange end of the clutch shaft isheld is a — by abearing. Hub (6) is held in the center of the engine flywheel by a bearing, OPERATION When the flywheel clutch lever is moved to the ENGAGED position, yoke assembly (9) moves collar sembly (3) to the right. Collar assembly (3) is con- nected to cam link and roller assemblies (7). Cam link and roller assemblies (7) push against plate (5). Plate (5) pushes against driven discs (10) and drive plate (4), Drivendiscs (10) make contact with drive plate (4). The friction between drive plate (4) and driven discs (10) causes the driven discs to tum. The driven dises tum hhub (6). Hub (6) tums clutch shaft (8). Clutch shaft (8) tums the universal joint. The clutch is held ENGAGED. by the action of cam link and roller assemblies (7). When the flywheel clutch lever is moved to the NOT ENGAGED position, yoke assembly (9) pulls collar assembly (3) to the ieft. The movement of collar assembly (3) releases the action of cam link and roller assemblies (7). Plate (5) no longer pushes against driven dises (10) and drive plate (4). Springs move plate (5) to the left. The driven discs are no longer in contact with the drive plate. The drive plate does not tum the driven discs. Power can not go through the flywheel clutch to the transmission. After the flywheel clutch is NOT ENGAGED, the clutch shaft can be stopped by further movement of the clutch lever. Atthis time, the brake lining on the control lever makes contact with brake drum (1) on the clutch shaft, The movement of clutch shaft (8) is stopped. LUBRICATION The oil pump is fastened to the clutch housing. When the engine is in operation, the flywheel turns plate (5), Plate (5) tums gear (2). Gear (2) turns a gear on the oil pump, and the oil pump tums The oil pump pulls oil from the reservoir in the bottom of the flywheel housing through a passage and sereen. The oil goes through passages in the clutch shaft for lubrication of the inside components. The driven discs and drive plates get lubrication from oil thrown by the clutch shaft and the clutch hub. Passages in clutch hub (6) let oil go to the pilot bearing in the flywheel.a - GEARSHIFT AND INTERLOCK MECHANISM ‘SYSTEMS OPERATION (OIRECT DRIVE) GEARSHIFT AND INTERLOCK MECHANISM (DIRECT DRIVE) ‘There are two transmission shift control levers and the desired speed selection is made with speed selector ‘one flywheel clutch control lever to control the gear lever (2). shift and interlock mechanism. The two transmi control levers are fastened to the top of the transmission case aessoxs 4 i 6 GEARSHIFT CONTROL GROUP (VIEWED FROM FRONT) 1. Forward-reverse shift lever. 2. Speed selector lever. 3. First and second speed shifter fork. 4. Third and fourth ‘peed shifter fork. 5. Fifth speed shifter fork. 6. Forward- ‘everaeshiier fr. 7 nck sat 6. Shite sats a. Forward-reverse shifter fork (6) is controlled by lever (1). Shifter forks (3), (4) and (5) are controlled by lever (2) When flywheel clutch lever (9) is moved to the ENGAGED POSITION, rod (10) will move interlock shaft (7) of the interlock mechanism. ‘The interlock mechanism, attached to the gear shift GEARSHIFT CONTROL GROUP housing, holds the shifter forks and transmission gears eee ree) in position when the clutch is ENGAGED. 1. Forward-reverse shit ever. 2, Speed selector lever. 3. Firat and second speed shifer fork, 4. Third and fourth The interlock mechanism consists of spring-loaded fogs pn Dog ad: alaalamaltaiar al plungers, which fit into notches on shifter shafts (8), and an interlock shaft (7) which is connected by a lever Movement of levers (1) and (2) to different positions and rod to flywheel clutch control lever (9). will give a selection of five FORWARD and five RE- VERSE speeds. The forward or reverse direction selec- The cam on the interlock shaft locks the plungers in tion is made by forward-reverse shift lever (1), while the notches on the shifter shafts when the flywheel 19GEARSHIFT AND INTERLOCK MECHANISM ‘SYSTEMS OPERATION (DIRECT DRIVE) 8 - IO lo FLYWHEEL CLUTCH AND INTERLOCK LINKAGE 7. Interlock shaft. 9. Flywheel clutch control lever. 10. Interlock linkage Fos. clutch is ENGAGED, this holds the transmission gears so that they will not slide out of position. When the clutch is DISENGAGED, the interlock shaft is tumed, and the plungers can then go out of the notches as the gears are shifted. Only a small load, made by the spring-loaded plungers, is needed to make a shift change. 20‘TRANSMISSION ‘SYSTEMS OPERATION (DIRECT DRIVE) TRANSMISSION (DIRECT DRIVE) ‘ wm KR °. t ' 4 % “ ‘TRANSMISSION GEAR ARRANGEMENT 1. Upper countershaft. 2. Bevel pinion shaft. 3. Lower countershaft. A. First speed gear. 8. Second speed gear. C. Third speed gear, D. Fourth speed gear. E. rth speed gear. F.Forwardand reverse sliding gear. G. First speed sliding gear. H. Pinion gear. |. Second speed sliding gear. J. Third speed siding gear. K. Fourth ‘speed sliding gear. L.Fith speed sliding gear. M. Reverse drive gear. N. Reverse idler gear The direct drive transmission is a sliding gear type, ‘The chart that follows gives power flow through the enclosed in a case by itself. Two levers are provided in _ transmission for each speed. the operator's compartment to obtain the desired speed and direction. The transmission has five speeds FOR- WARD and five speeds REVERSE. One lever controls, SPEED POWER . the a shifter fork, while the other lever TaFORWARO | AF [FAT AG controls the speed selection shifter forks. See the sul ject “GEAR SHIFT AND INTERLOCK ara ronwano [wr [re [61 | MECHANISM,” for explanation of shifter fork and re ee control levers operation. anrorwano s| we | eof @x ; sthFORWARO_| HF | Fe | EL . ‘The interlock mechanism, actuated by the flywhee! cae REVEREE [can @iancia like, eae clutch control lever locks the sliding gears in position when the flywheel clutch is ENGAGED. ere REVERE | HN) eee ara neverse | HN [ww | mF | FO | ov ameverse | HN [NM | MF | FO | Ox sivReverse [HN [Nw] we [ re | ex NOTE: Reverse gear (N) is always in mesh with reverse idler gear (H),TRANSMISSION (DIRECT DRIVE) reuse «TION OF TRANSMISSION SHAFTS [AS SEEN FROM FRONT OF TRANSMISSION 1. Upper countershaft. 2. Bevel pinion shaft. 3. Lower counter- shaft 2 SYSTEMS OPERATION‘STEERING CLUTCHES, BRAKES ‘AND FINAL DRIVES SYSTEMS OPERATION STEERING CLUTCHES, BRAKES AND FINAL DRIVES STEERING CLUTCHES AND FINAL DRIVES The main components of the steering clutches and. final drives are: bevel gear (1), release bearing assem- bly (2), pressure plate assemblies (3), dise assemblies (), steering clutch driving drum (4), steering clutch driver drum (14) [also the brake drum), final drive pinion (9), final drive gear (11), sprocket shaft (15) and sprocket (12). The bevel gear and steering clutches are in the bevel gear and steering clutch case. The bevel gear case is the reservoir for the steering hydraulic system on the direct drive machines. On power shift machines, the trans- mission is the reservoir for the steering hydraulic sys- tem. As the bevel gear tums, lubricant is thrown on the bevel gear, bevel pinion and steering clutches for lubti- cation and cooling, F ‘The bevel pinion shaft in the transmission tums the bevel gear. The ends of the bevel gear shaft are con- nected into the hub of a steering clutch driving drum. Bevel gear (1) is fastened to the bevel gear shaft, Springs (6) force pressure plate assembly (3) driving disc (5) and disc assembly (7) against driving drum (4) ‘The clutches are held engaged by spring force against the pressure plate assembly. This compresses the clutch Plates between the pressure plate and flange on the driving drum. When the clutches are engaged, the bevel gear shaft, driving disc (5), steering clutch driven drum, (14) and final drive pinion (9) tum as a unit. Power is sent to final drive sprocket (12) through the final drive gear and hub (11) in the final drives. When the steering clutch is not engaged, release bearing assembly (2) is moved toward bevel gear (1) by ‘mechanical linkage from the hydraulic steering boost- er. This moves the pressure plate out of contact with the clutch discs and the clutch is not engaged. Contracting band-type brakes are used to add to the action of the steering clutches and to stop the machine. ‘STEERING CLUTCH 1. Bevel goar. 2. Release bearing assembly. 3. Pressure plate assembiy. 4. Steering clutch driving drum. 5. Driv: ing disc. 6. Springs. 7. Disc assemblies, aus t we oT FINAL DRIVE {Final drive pinion lange. 9. Final delve pinion. 10. Final drive cover. 11. Final dr hub assembly. 12. Sprocket. 13. Duo-Cone seals. 14. Steering clutch driven ‘drum. 15. Sprocket shaft. 16. Outer bearing adjusting ‘ut. 17, Bearing support assembly.‘STEERING CLUTCHES, BRAKES ‘SYSTEMS OPERATION AND FINAL DRIVES STEERING CLUTCH CONTROL LINKAGE Pile: ian Ve tL 1 n68427.1x1 STEERING CLUTCH CONTROL LINKAGE bly. 9, Reliel valve (direct drive only) (earlier). 4. Control valve. 5. Handle. 6, 4. Cylinder. 2. Piston ‘Tube assembly. 9. Yoke assembly. 10.Bellerank. 11.Reliet valve (direct drive only) (later). (NOTE: ‘Arrows show indication of movement of components when controls are activated). When handle (5) is moved toward the rear of the ‘machine (pulled out), the control linkage also will 12 8 13 move (follow arrows). Bellerank (10) will push stem (7) in on control valve (4). Stem (7) will put force on spring (14) and move spool (13) to the left. With the spool moved all the way to the left, pressure oil from the pump will enter passage (B) from passage (A). When handle (5) is released, spring (14) will force stem (7) to the right and move the control linkage back to the engaged position. Spring (12) will force spool (13) to the right and stop the flow of oil 0 pas- sage (B). Pressure oil from control valve (4) goes into cylin- der (1) through tube assembly (8). The pressure will force the piston assembly to the right (front) and move bellcrank (17) against stop (16), Bellerank ass04sxs (17) is connected to yoke assembly (9) by end (19) and nut (18). The movement of the bellcrank will pull the yoke assembly to the inside and disengage the steering clutch. When handle (5) is released and the oil pressure to cylinder (1) is stopped, the springs in the steering clutch will pull the yoke assembly back to the engaged position. STEERING CONTROL VALVE 24STEERING CLUTCHES, BRAKES SYSTEMS OPERATION AND FINAL DRIVES 8 16 968420.1X1 is 18s view 2-2 Se ‘STEERING CLUTCH CONTROL LINKAGE (TOP VIEW) 9. Yoke assembly. 15. End. 16. Stop. 17. Bellerank. 18, Nut. 19. End C STEERING CLUTCH RELIEF VALVE to the bevel gear case. The minimum pressure (DIRECT DRIVE ONLY) (EARLIER) needed to operate the steering clutches is 230 psi 1 2 3 4 (1585 kPa). STEERING CLUTCH RELIEF VALVE (DIRECT DRIVE ONLY) (LATER) STEERING CLUTCH RELIEF VALVE s8age Inlet). 2. Seat. 3. Spring. 4. Plug. §. Valve 1 The relief valve is part of the steering control valve for the steering clutches. The relief valve con- (Grain). trols the pressure of the oil that goes in the steering control valve. The pressure of this oil.is approxi- The relief valve is part of the steering control mately 300 psi (2050 kPa). The extra oil will return valve for the steering clutches, The relief valve 25‘STEERING CLUTCHES, BRAKES ‘AND FINAL DRIVES controls the pressure of the oil that goes in the steer- ing control valve When the steering clutches are engaged valve (4) is moved from its seat and keeps the pressure of oil at passage (5) at approximately 100 psi (690 kPa) and lowers the horsepower requirements to operate the oil pump. Pressure oil that goes around valve (4) is sent to passage (6). When a steering clutch is disengaged the pressure oil that comes in passage (5) is moved through the steering control valve to the oil line that goes to the top of the relief valve and to the cylinder that dis- engages the steering clutch. The pressure oil that comes in the top of the relief valve moves slug (2) that keeps the oil flow to the side of the disengaged clutch. The pressure oil then moves piston (3) down against spring (1) and closes valve (4). This increases the pressure of the oil to a maximum of approxi- mately 300 psi (2050 kPa). The increase in oil pres- sure moves the oil flow out of the top of the relief to the oil line that goes to the cylinder that disen- gages the steering clutch. The minimum pressure needed to operate the steering clutches is 230 psi (1585 kPa), 26 SYSTEMS OPERATION BRAKES ‘Two band-type brakes, one on each steering clutch drum, stop the movement of the machine. The brakes also give assistance to the steering clutches to tum the machine. The operation of each brake is separate from the other. Both brakes can be held in the “ON posi- tion by pawl (1) of the parking brake linkage. BRAKE CONTROL LINKAGE 4, Parking brake pawl. 2. Parking brake control lever. 3. Brake pedal. 4. Spring. 5. Brake adjusting nut. 6. Brake 1oW indication of movement of The operation of both brakes is the same, When brake pedal (3) is pushed forward, the linkage is acti- vated [follow arrows from pedal (3)]. The movement of the linkage will cause brake band (6) to make contact the steering clutch driven drum ‘When the brake pedal is released, spring (4) releases the pressure on the drum. ‘To engage the parking brake, push forward on one or both of the brake pedals and push lever (2) down. This causes pawl (1) to make contact with the parking brake linkage. To release the parking brake, push both pedals fully forward and pull lever (2) up.UNDERCARRIAGE ‘SYSTEMS OPERATION UNDERCARRIAGE The undercarriage connects to the body and final drives. Two track assemblies are kept in parallel align- ment by the diagonal braces of the track roller frames. 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 TRACK ROLLER FRAMES The track roller frames are fastened to the final drive bearing cage and to the steering clutch and bevel gear case. The parallel alignment of the track roller frames is kept by diagonal braces. 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 and final Arives is controlled by the shim adjustment of the final drives. 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 rolleris fastened toa support bracket by a clamp. The support bracket is fastened to the track roller frame. 1 2 2 ‘ ‘TRACK CARRIER ROLLER 4, Shaft. 2. Duo-Cone seal. 3. Bearings. 4. End cover. 5. Pug. 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 tum on two tapered roller bearings. Track Cartier Roller Lubrication Iflubricant is added with the rollerremoved from the machine, shafi (1) must be in a horizontal position, Lubricant is sent into center of end cover (4) through the 5M2080 Nozzle. The lubricant fills the cavity be- tween 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, re- move the nozzle and install the plug. Tighten the plug to a torque of 125 + 15 Ib. ft. (170 + 20 N-m), 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 cause an equal distribution of the weight of the machine along the track: The flange at the center of shaft (5) gets the side load on the roller. Bearings (3) also get the side load on roller. The amount of side movement or end clearance of the shaft can not be adjusted. * The track rollers have Duo-Cone floating seals (6) at both ends of shaft (5). J), {NL lg = TRACK ROLLER |. Lock. 2. Inner end collar. 3. Bearings. 4. Outer end ‘Shaft. 6. Duo-Cone seals. 7. Track roller.UNDERCARRIAGE Each track roller frame has five track rollers. 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 flange roller. 4, Then install one gle flange 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 SM2080 Nozzle is installed, must be down, TRACK ROLLER 1. Shaft. 2. Duo-Cone seals. 3. Plug. 4. Reservoirs. 5. Center passage. Lubricant is sent into center passage (5) through the 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 on the nozzle. When the lubricant does not have any bubbles, re- ‘move the nozzle and install the plug. Tighten the plug to a torque of 125 = 15 Ib. ft. (170 + 20 N-m). 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. ‘The adjustment of the tracks is done by the move- ment of the front idlers. The track adjusters move the front idlers and hold them in position. The position of the front idlers is controlled by shims. The front idlers must have correct alignment with the track roller frames, 28 ‘SYSTEMS OPERATION FRONT IDLER 1.Shims, 2. Duo-Cone seals. 3. Bearings. 4,Passage. 5. Shatt.'6. Track roller frame. 7. Idler. 8. Plug, Front Idler Lubrication If lubricant is added with the idler removed from the machine, the shaft (5) must be in a horizontal position. Lubricant is sent through the SM2080 Nozzle into the center passage (4). The lubricant fills reservoirs around shaft (5). 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, re- move the nozzle and install plug (8). Tighten the plug to a torque of 125 + 15 Ib. ft. (170 + 20 N.m). RECOIL SPRINGS AND MECHANISMS FOR TRACK ADJUSTMENT ‘The recoil springs are normally in compression. They are held between brackets and stops on the track roller frames. Normally, the force of the springs is not against the tracks. The force against the track for the correct setting of track curve is controlled by the mechanism for track adjustment.UNDERCARRIAGE RECOIL SPRING AND MECHANISM FOR TRACK ADJUSTMENT 4. Springs. 2. Cavity. 3. Fill valve, 4, Recoll rod. 5. Nut.'6. Bolt. 7. Piston. 8. Pilot. Track adjustment is made by the hydraulic ‘mechanism for track adjustment. Pressure grease is sent to cavity (2) through a fill valve. This moves recoil rod (4) and the front idler toward the front of the machine ‘The movement of the recoil rod and front idler tightens the track. The tension on the track is released by a relief valve. My 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. {cS ARETE If rocks or debris get between the track and the rollers, idler or sprocket, recoil rod (4) moves toward the rear of the machine. The movement of the recoil rod tightens the track. Since the grease in cavity (2) can not be put in compression, piston (7) and bolt (6) move toward the rear of the machine. Bolt (6) pushes pilot (8) toward the rear of the machine. Pilot (8) pushes on springs (1). This puts springs (1) in compression. The ‘movement of pilot (8) and the compression of spring (1) prevent too much tension on the track. Nut (5) is used to keep recoil spring in compression when itis installed in the machine TRACK ‘The machine has Sealed and Lubricated track A warninc Secure track with chain befo rating links. Sealed and lubricated track is very flexi- ble. When disconnected it can move and cause injury. me emeNR RE SEELAETT ‘SYSTEMS OPERATION Each track assembly has links, pins, bushings, thrust rings, polyurethane seal assemblies, rubber stoppers and polyurethane plugs. Each of the track links (1) and (5) makes 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, ‘TRACK ASSEMBLY (SECTION) 1. Link. 2. Bushing. 3. Hole. 4. Hole. 5. Link. 6, Seal as Rubber stopper. 9. wmbly. 7. 8 Polyurethane pl ring. 13. Link. 14. Link 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 rings give a positive seal between the bushing and the link counterbore. The edge of the seal ring is against the end of the bushing. Thrust rings (11) and (12) are installed on 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 ofthe joint and oil in the joint. 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. Radial hole (3) lets oil go to the surface between pin (10) and 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 stopper 29UNDERCARRIAGE (8) and plug (9). The oi is installed in the pin through a hole in the center of stopper (8). When the chambers in the pin are filled, plug (9) is installed in stopper (8). 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 tuming of the track pins and bushings is much longer because the only wear will be ‘on the outside of the bushings and the links. ‘Two piece master links (17) and master shoe (15) are held together with bolts (16). ec a MASTER LINK AND MASTER SHOE 16, Master shoe. 16. Bolts. 17. Master link. 30 ‘SYSTEMS OPERATION‘TROUBLESHOOTING (POWER SHIFT) TESTING AND ADJUSTING TROUBLESHOOTING (POWER SHIFT) Use this as a reference for the location and correction of problems in the power train. When more checks are necessary, use the 5P6225 Transmission Hydraulic Test Group. Locations of the pressure taps and proce- dures for testing and adjusting are given in the D4E POWER SHIFT TRANSMISSION TESTING AND ADJUSTING, Form No. SENR7632. Always make visual checks first. Then check the operation of the machine and go on to check with the instruments. VISUAL CHECKS 1. Check the oil levels of the transmission and the steering clutch and bevel gear case. 2. Check the oil level in the final drives. 3. Check al oil lines, hoses and connections for leaks and damage. Look for oil on the ground under the machine. 4. Check the control linkages for the transmission, steering clutches and brakes for damage and/or adjustment. 5. Check the adjustment of the track. 6. Let the oil out of the filter housing. Remove and check the filter element for foreign materials, Check the screen in the bottom of the transmission, housing, a. Bronze-colored particles give an indication of a clutch failure. b. Shiny steel particles give the indication of a pump failure cc. Rubber particles give an indication of a seal or hose failure 4. Aluminum particles give an indication of a torque converter failure If you find metal or rubber particles, all components of the transmission hydraulic system must be washed clean. Do not use parts with damage. Use new parts CHECKS DURING OPERATION With the engine running, move the transmission selection lever to all speed positions. The detents must be felt in all positions Operate the machine in each direction and in all speeds. Make note of all noises that are not normal and find their sources. If the operation is not correct, make reference to the CHECK LIST DURING OPERATION for “problems” and “probable causes.” CHECK LIST DURING OPERATION Transmission PROBLEM: Transmission does not operate in any speed or does not engage (slips) in all speeds. PROBABLE CAUSE: 1. Low oil pressure caused by: a. Low oil level. b. Control linkage loose or adjustment not cor- rect. Failure of the oil pump or the pump drive. 4. Air leaks on inlet side of pump. e. Differential valve not moving. f, Leakage inside the transmission 8. Adjustment of the pressure relief valve not correct, or valve does not close. h. Load piston or pressure differential valve not moving. Mechanical failure in transmission. Failure of torque converter. Bevel pinion and/or bevel gear failure. wawen Failure in steering clutches 6. Failure in final drives. PROBLEM: Transmission does not make a shift. PROBABLE CAUSE: 1. Control linkage loose or adjustment not correct. 2. Low oil level. 3. Low clutch pressures. 31‘TROUBLESHOOTING (POWER SHIFT) PROBLEM: Siow shitts. PROBABLE CAUSE: 1, Low oil pressure. 2. Adjustment of control linkage not correct 3. Air leaks on inlet side of pump. 4. Load piston or pressure differential valve not mov- ing. PROBLEM: Transmission engages very suddenly (rough shitts). PROBABLE CAUS! 1. Initial seting of the pressure modulating valve not correct 2. Adjustment of control linkage not correct. Load piston or pressure differential valve does not move. 4. Valve springs that are weak or have damage. PROBLEM: Transmission operates in FORWARD speeds only. PROBABLE CAUSE: 1. Control linkage loose or adjustment not correct, 2. No. 1 clutch not engaged (slips) because a. Low oil pressure. b. Discs and plates have too much wear. ¢. Clutch has broken parts. PROBLEM: Transmission operates in REVERSE speeds only. PROBABLE CAUSE: 1. Control linkage loose or adjustment not correct. 2. No. 2 clutch not engaged (slips) because of: a. Low oil pressure, b. Discs and plates have too much wear. cc. Clutch has broken parts, PROBLEM: Transmission does not operate in FIRST ‘speed FORWARD or REVERSE. PROBABLE CAUSE: 1, No. 5 clutch not engaged (slips) because of, a, Low oil pressure. b. Discs and plates have too much wear. Clutch has broken part. TESTING AND ADJUSTING PROBLEM: Transmission does not operate in SECOND speed FORWARD or REVERSE, PROBABLE CAUSE: 1. No. 4 clutch not engaged (slips) because of: a. Low oil pressure. b. Discs and plates have too much wear. c. Clutch has broken parts. PROBLEM: Transmission does not operate in THIRD speed FORWARD or REVERSE, PROBABLE CAUSE: 1. No. 3 clutch not engaged (slips) because of: a. Low oil pressure. b. Discs and plates have too much wear. ©. Clutch has broken parts. PROBLEM: Transmission is in a speed when the selec- tion lever is in NEUTRAL. PROBABLE CAUSE: 1. Control linkage loose or adjustment not correct 2. Direction clutch is engaged and does not release. PROBLEM: Transmission engages but the machine does ‘not move and the engine stops. PROBABLE CAUSE: 1. Failure in final drives. Failure in steering clutches. Failure in bevel gear and pinion. Gears in the transmission will not move because of a. Too many clutches are engaged. b, Mechanical failure in transmission. 5. Mechanical failure in torque converter. PROBLEM: Transmission gets hot. PROBABLE CAUSE: 1. Low oil level. High oil level. Core of oil cooler not completely open. Low oil flow as a result of pump wear. yee Long periods of operation with converter at or near stall speed. 6. Too much resistance between the plates and discs of the clutches when not engaged.‘TROUBLESHOOTING (POWER SHIFT) PROBLEM: Pump noise not normal. PROBABLE CAUSE: 1. Loud sounds at short intervals that give an indica- tion that particles are going through the pump are caused by pump cavitation. 2. A constant loud noise is an indication of pump failure 3. Air at the inlet side of the pump (aeration). Torque Converter PROBLEM: Torque converter gots hot. PROBABLE CAUSE: 1, Bad temperature gauge. 2. Mechanical failure in torque converter. 3. Core of oil cooler not completely open. 4. Longperiods of operation with converter at ornear stall speed. 5. Too much oil leakage in torque converter. 6. Too much restriction in oil cooler lines. 7. Not enough oil to torque converter because of: a. Oil pump failure, b. Too much oil leakage in transmission, cc. Inlet relief valve not operating correctly. Steering PROBLEM: Machine will not turn in one direction. PROBABLE CAUSE: 1, Adjustment of steering control linkage not correct. 2. Toomuch leakage in steering clutch control valve. 3. Steering clutch discs or plates have wear or dam- age. 4. Seals or steering clutch piston have damage TESTING AND ADJUSTING PROBLEM: Mac! PROBABLE CAUSE: 1. Lowoil pressure to steering clutch control valve, will not turn in either direction. 2. Leaks in control valve. a Adjustments of control linkages for the steering clutches and brakes not correct, 4. Steering clutch or clutches not releasing PROBLEM: Machine moves in either direction when both steering clutches are engaged. PROBABLE CAUSE: 1. Adjustments of the control linkages for the steer- ing clutches and brakes not correct. 2. Steering clutch dises or plates have wear or dam- age 3. Steering clutch springs that are weak or have dam- age 4. Studs that hold the steering clutch springs are broken 5. Splines on the steering clutch hubs have damage. 6. Weak or broken springs in control valve. PROBLEM: Siow steering. PROBABLE CAUSE: 1. Control linkages for the steering clutches and brake loose or adjustment not correct. Brake linings have wear or damage. Low oil pressure to steering clutch control valve. Splines on steering clutch hubs have damage. Leaks in steering clutch control valve. 33‘TROUBLESHOOTING (DIRECT DRIVE) TESTING AND ADJUSTING TROUBLESHOOTING (DIRECT DRIVE) Use this as a reference for the location and correction of problems in the power train. When more checks are necessary, use the 5P6225 Transmission Hydraulic Test Group. Use 5P5224 Pressure Gauge Kit to check steering pressure. Always make visual checks first. Then check the operation of the machine and go on to check with the instruments VISUAL CHECKS 1. Check the oil levels of the flywheel clutch, trans- mission and bevel gear case. 2. Check the oil levels of the final drives. 3. Check all oil lines, hoses and connections for leaks or damage. Look for oil on the ground under the machine. 4. Check the control linkages for the flywheel clutch, transmission, steering clutches and brakes for damage and/or adjustment, 5. With the flywheel clutch not engaged, tum the universal joint by hand. It must tum freely. If the oil is cold, the universal joint will be harder to tum. If the universal joint does not tum, discon- nect it from the flywheel clutch. Turn the universal joint again and see if the gears in the transmission tum, 6. Check the magnetic screen, oil filter and screen in engine flywheel housing for foreign materials. If you find metal or rubber particles, all components, of the transmission hydraulic system must be washed clean. Do not use parts with damage. Use new parts. CHECKS DURING OPERATION With the engine running, move the control levers for the transmission to all speed positions and the control lever for the flywheel clutch to all positions. Operate the machine in each direction and in all speeds. Make note of all noises that are not normal and find their sources. If the operation is not correct, make reference to the CHECK LIST DURING OPERATION for “‘problems”” and “*probable cause.” 34 CHECK LIST DURING OPERATION Transmission PROBLEM: Transmission does not operate in any speed or is not engaged (slips) in all speeds. PROBABLE CAUSE: 1. Failure in flywheel clutch. Mechanical failure in transmission, 3. Failure of bevel gear. 4. Failure in steering clutches. PROBLEM: Transmission operates in REVERSE speeds ‘only or FORWARD speeds only. PROBABLE CAUSE: 1. Control linkage loose or adjustment not correct 2. Mechanical failure in transmission PROBLEM: Transmission does not make a shift. PROBABLE CAUSE: 1. Control linkag loose or adjustment not correct 2. Mechanical failure in transmission. PROBLEM: Transmission does not remain in a speed when under load conditions. PROBABLE CAUSE: 1. Interlock linkage adjustment not correct. 2. Interlock linkage has damage. 3. Interlock linkage spring is broken 4. Ends of interlock plungers and/or notches in shift shafts have wear. 5. Interlock springs are weak or have damage. PROBLEM: Shifts of the transmission are not eas; PROBABLE CAUSE: 1. Shift forks have damage or wear. PROBLEM: Gears in the transmission do not turn. PROBABLE CAUS! |, Failure of the bearings on one or more of the shafts Gear in transmission is broken, 3. One or more of the gears not correctly engaged (transmission in two speeds at the same time).‘TROUBLESHOOTING (DIRECT DRIVE) PROBLEM: Transmission is in a speed when the control lever is in NEUTRAL. PROBABLE CAUSE: 1. Control linkage loose or adjustment not correct. 2. Mechanical failure in transmis PROBLEM: Transmission gets hot. PROBABLE CAUSE: 1. High oil level PROBLEM: Pump noise not normal. PROBABLE CAUSE: 1. Loud sounds at short intervals that give an indica- tion that particles are going through the pump are caused by pump cavitation 2. A constant loud noise is an indication of pump failure 3. Air at the inlet side of the pump (aeration). Steering PROBLEM: Machine will not turn in one direction. PROBABLE CAUSE: 1. Adjustment of steering control linkage not correct. 2. Toomuch leakage in steering clutch control valve. 3. Steering clutch discs or plates have wear or dam- age. 4, Seals or steering clutch piston have damage. ‘TESTING AND ADJUSTING PROBLEM: Machine will not tum in either direction. PROBABLE CAUSE: 1. Low oil pressure to steering clutch control valve 2. Leaks in relief valve or control valve. 3. Adjustments of control linkages for the steering clutches and brakes not correct. 4. Steering clutch or clutches not releasing. PROBLEM: Machine moves in either direction when both steering clutches are engaged. PROBABLE CAUSE: 1. Adjustments of the control linkages for the steer- ing clutches and brakes not correct. 2. Steering clutch discs or plates have wear or dam- age. 3. Steering clutch springs that are weak or have dam- age 4, Studs that hold the steering clutch springs are broken, Splines on the steering clutch hubs have damage. PROBLEM: Slow steering. PROBABLE CAUSE: 1. Control linkages for the steering clutches and brakes loose or adjustment not correct Brake linings have wear or damage Low oil pressure to steering clutch control valve. Splines on steering clutch hubs have damage. Leaks in steering clutch control valve 35: (8 carerPiian * Caterpitar, Cat and are Trademarks of Caterpilar Tractor Co. ‘CATERPILLAR FUNDAMENTAL ENGLISH MARCH 1983, FORM NO. SENA7631-01, PRINTED INUS.A,