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Área de Información Técnica

CAMPUS ITM: Av. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmaperu@yahoo.com

SYSTEMS OPERATION 966G Series II Wheel Loader and 972G Series II Wheel Loader Power Train
GENERAL INFORMATION

Illustration 1: Location of Power Train Components (1) Diesel engine (2) Torque converter (3) Transmission (4) Output transfer gears (5) Rear final drives (6) Rear drive shaft (7) Front drive shaft (8) Front final drive

Power from the diesel engine (1) is sent from the flywheel to torque converter (2). The torque converter is splined to the engine flywheel. The torque converter is fastened to transmission (3) by bolts. Power flows directly from the torque converter to the transmission input shaft. The torque converter output gear is meshed to the transmission input gear. The transmission output shaft is connected to the input gear in output transfer gear case (4) by splines. Power is sent through the input gear to the output gear. The output gear sends power through rear drive shaft (6) to the rear differential. The output gear also sends power to the front differential through front drive shaft (7). The bevel gear and pinion of each differential sends the power to the final drives through the differentials and through the sun gear shafts. Axle shafts transfer the power from final drives (5) and (8) to the wheels. An integral parking brake is mounted on the front of the transmission.

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CAMPUS ITM: Av. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmaperu@yahoo.com

Illustration 2: Block Diagram of the Power Train Electronic Control System (9) Position sensor (left pedal) (10) Transmission direction and speed control (11) ET service connector (12) CAT Data Link (13) Caterpillar Monitoring System (14) Caterpillar Monitoring System service connector (15) Power train electronic control module (ECM) (16) Auto/manual switch for the Autoshift control (17) Transmission neutralizer override switch (18) Variable shift control switch (19) Minimum engine speed setting (20) Engine (21) Engine speed sensor (22) Torque Converter (23) Torque Converter output speed sensor (24) Modulating valves (transmission clutch) (six) (25) Transmission oil temperature sensor (26) Transmission output speed sensors (two) (27) Differential (28) Transmission

Six hydraulically activated clutches in transmission (28) provide four forward speeds and four reverse speeds. Speed selections and direction selections are made manually with transmission direction and speed control (10). The autoshift control will make speed selections if the machine is in automatic mode. The variable shift control uses the position of the variable shift control switch and the engine speed in order to provide alternate auto shift points.

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The power train ECM signals the modulating valve (transmission clutch) of the speed clutch that is selected. transmission speed sensors (26) and transmission oil temperature sensor (25). In order for the transmission to be shifted to the desired speed and the desired direction. The power train ECM signals the modulating valve (transmission clutch) of the direction clutch that is selected. The power train ECM also controls the following functions: neutral start. power train ECM (15) receives the operator input from transmission direction and speed control (10) and the left brake pedal position sensor. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmaperu@yahoo. backup alarm. The power train ECM uses the following input signals to ensure steady engagement of the clutches: engine speed sensor (21). The power train electronic control system shifts the transmission. auto shift control. torque converter output speed sensor (23). The power train ECM can request automatic shifts. The output signal energizes the solenoids of modulating valves (transmission clutch) (24) that are selected. secondary steering.CAMPUS ITM: Av. The energized modulating valves (transmission clutch) electronically modulate the oil pressure of the clutches that are selected. ride control. variable shift control. speed limiter. parking brake interlock and transmission neutralizer. 3 .com The power train electronic control system electronically controls transmission shifts.

The hydraulic implement pump is fastened to transmission oil pump (4). (5) Torque converter. Torque converter output gear (7) sends power to input gear (9) for the planetary transmission. Pump drive flange (3) is connected to transmission oil pump (4) by splines.CAMPUS ITM: Av. (6) Transmission housing. (9) Input gear for planetary transmission. (3) Pump drive flange. Torque converter housing (1) is between the engine flywheel housing and transmission housing (6). (4) Transmission oil pump. (7) Torque converter output gear. Transmission oil pump (4) and the hydraulic implement pump are mounted on torque converter housing (1). (2) Transmission and hydraulic implement pump drive gear. Gear (8) turns drive gear (2) for the transmission oil pump and for the hydraulic implement pump. (8) Drive gear.com TORQUE CONVERTER AND PUMP DRIVE HOUSING Illustration 3: Torque Converter and Pump Drive Housing (1) Torque converter housing. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmaperu@yahoo. 4 .

com TORQUE CONVERTER 5 .CAMPUS ITM: Av. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmaperu@yahoo.

The gear that receives the output is dependent upon the direction clutch that is engaged. The oil flow is divided in the torque converter housing. Oil for the operation of the torque converter is supplied by the transmission oil pump. The transmission hydraulic control relief valve is located above the torque converter inlet relief valve. TORQUE CONVERTER (1) Rotating housing (2) Impeller (3) Gear (4) Inlet port (5) Output shaft (6) Turbine (7) Stator (8) Adapter (9) Carrier assembly (10) Outlet port Illustration 4: Torque Converter 6 . The transmission hydraulic control relief valve and the clutch solenoid modulating valves receive the oil flow that is divided. The transmission hydraulic control relief valve regulates P3 converter inlet oil to flow to the torque converter at a nominal pressure of 550 kPa (80 psi). Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmaperu@yahoo. Oil from the transmission oil pump flows to the torque converter housing.com TORQUE CONVERTER The torque converter is located at the input end of the transmission. The torque converter inlet relief valve limits the oil flow to the torque converter to a maximum pressure of 900 ± 70 kPa (130 ± 10 psi). The torque converter outlet pressure is 415 kPa (60 psi).CAMPUS ITM: Av. The torque converter housing is bolted to the flywheel housing. The torque converter inlet relief valve is located in the torque converter housing. Output torque from the torque converter enters the planetary transmission through either the Number 1 sun gear or the Number 2 sun gear.

From outlet port (10). The temperature of the oil is lowered in the torque converter oil cooler. From inlet port (4). the oil flows through carrier assembly (9) and through a passage in impeller (2). the oil flows to the transmission. The oil lubricates the internal components of the transmission. The stator is connected to adapter (8) with splines. The oil flows through a passage in carrier assembly (9) to outlet port (10). oil is directed to the torque converter oil cooler. The oil cools the internal components of the transmission. and oil pump drive gear (3) are driven by the flywheel. Adapter (8) is connected to carrier assembly (9) with splines. Carrier assembly (9) is bolted to the torque converter housing. The oil is directed to the inlet port by a passage in the torque converter housing. As impeller (2) rotates. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmaperu@yahoo. impeller (2). P3 converter inlet oil enters the torque converter through inlet port (4) in carrier assembly (9). the impeller acts as a pump in order to direct the oil to turbine (6). The hub assembly is connected to output shaft (5) by splines. The turbine directs oil to stator (7) that is held stationary.com Rotating housing (1). From the torque converter oil cooler.CAMPUS ITM: Av. TORQUE CONVERTER (FREEWHEEL STATOR) (1) Rotating housing (2) Impeller (3) Gear (4) Inlet port (5) Output shaft (6) Turbine (7) Plate (8) Stator (9) Race (10) Carrier assembly (11) Outlet port Illustration 5 7 . These components rotate as a unit at the engine speed. The turbine is fastened to the hub assembly with bolts.

The hub assembly is connected to output shaft (5) with splines. The oil lubricates the internal components of the transmission. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmaperu@yahoo. the oil flows through carrier assembly (10) and through a passage in impeller (2). The oil cools the internal components of the transmission. Race (9) is connected to carrier (10) with splines. The temperature of the oil is lowered in the torque converter oil cooler. The oil is directed to the inlet port by a passage in the torque converter housing. Stator (8) and freewheel cam (12) rotate together. As impeller (2) rotates. Springs (13) are inserted between cam (12) and rollers (16). the impeller acts as a pump in order to direct the oil to turbine (6). From the torque converter oil cooler. The turbine directs oil to stator (8) that is held stationary. oil is directed to the torque converter oil cooler. and oil pump drive gear (3) are driven by the flywheel. Carrier (10) is fastened to the cover that is around the torque converter. The oil flows through a passage in carrier assembly (10) to outlet port (11). Carrier (10) and race (9) do not rotate. These components rotate as a unit at the engine speed. impeller (2). Stator (8) is connected to freewheel cam (12) with splines. From outlet port (11). The turbine is fastened to the hub assembly with bolts. The carrier also contains the oil flow passages for the operation of the converter.CAMPUS ITM: Av. Freewheel race (9) is held stationary. 8 . The carrier helps to support the rotating components of the converter. the oil flows to the transmission. From inlet port (4). P3 converter inlet oil enters the torque converter through inlet port (4) in carrier assembly (10).com Illustration 6 (9) Race (12) Cam (13) Spring (14) Slot (15) Cam surface (16) Roller Rotating housing (1).

com TRANSMISSION HYDRAULIC SYSTEM Illustration 7: Schematic for the Transmission Hydraulic System (1) Transmission hydraulic control relief valve (2) Torque converter (3) Torque converter outlet relief valve (if equipped) (4) Transmission oil filter (5) Modulating valve (transmission clutch) for the Number 1 clutch (6) Modulating valve (transmission clutch) for the Number 4 clutch (7) Modulating valve (transmission clutch) for the Number 2 clutch (8) Modulating valve (transmission clutch) for the Number 5 clutch (9) Modulating valve (transmission clutch) for the Number 3 clutch (10) Modulating valve (transmission clutch) for the Number 6 clutch (11) Transmission oil pump (12) Torque converter inlet relief valve (13) Suction screen and magnet (14) Oil sump (15) Transmission lubrication 9 .CAMPUS ITM: Av. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmaperu@yahoo.

Transmission oil pump (11) is a positive displacement pump. Transmission hydraulic control relief valve (1) receives some of the pressurized oil flow. torque converter outlet relief valve (3) and oil cooler (16). torque converter inlet relief valve (12).com (16) Oil cooler (A) Pump pressure tap (B) P3 Torque converter inlet pressure tap (C) Torque converter outlet pressure tap (D) Sampling valve for the transmission oil (G) Number 1 clutch pressure tap (H) Number 4 clutch pressure tap (J) Number 2 clutch pressure tap (K) Number 5 clutch pressure tap (L) Number 3 clutch pressure tap (M) Number 6 clutch pressure tap (N) Transmission lubrication pressure tap The transmission hydraulic system consists of the following components: suction screen and magnet (13). The modulating valves (5-10) are used to directly modulate the oil pressure that is sent to each individual clutch. The oil then flows to oil sump (14) in the bottom of the output transfer gear case. The six transmission clutches have an individual modulating valve (5-10). Pressurized oil exits the pump outlet and flows to externally mounted transmission oil filter (4). The leakage oil from the clutches and the return oil flows to the bottom of the transmission. Modulating valves (5-10) receive some of the pressurized oil flow. a direction clutch solenoid and a speed clutch solenoid must be energized. transmission hydraulic control relief valve (1). In order to move the machine. The bottom of the output transfer gear case contains oil sump (14). Transmission hydraulic control relief valve (1) controls the pressure of the oil that flows to modulating valves (5-10). Oil flows into transmission hydraulic control relief valve (1) at a maximum pressure of 2930 kPa (425 psi). Torque converter inlet relief valve (12) limits P3 torque converter inlet oil to a maximum pressure of 900 ± 70 kPa (130 ± 10 psi). Pressurized oil flows from transmission oil filter (4) through an external hose to the torque converter housing. The oil flows through the suction screen and magnet (13). Transmission oil pump (11) pulls oil from oil sump (14). Oil is supplied to the pump inlet through a tube that is mounted to the pump inlet and the output transfer gear case. The nonenergized modulating valves (5-10) return the oil flow to the bottom of the transmission. Transmission oil pump (11) supplies oil to the transmission hydraulic system. Modulating valves (5-10) are mounted on the top of the transmission under the cab. Pressurized oil then flows through internal passages in the torque converter housing. Torque converter inlet oil then flows to torque converter (2) at 550 kPa (80 psi). Torque converter inlet relief valve (12) is located in the torque converter housing. modulating valves (transmission clutch) (5-10). torque converter (2). transmission oil filter (4). Transmission oil pump (11) is a one-section gear type pump. transmission oil pump (11). The oil pressure overcomes the spring force of transmission hydraulic control relief valve (1). Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmaperu@yahoo.CAMPUS ITM: Av. Transmission hydraulic control relief 10 .

Oil cooler (16) is located on the right side of the engine. The outlet oil from torque converter (2) flows to torque converter outlet relief valve (3). The oil then flows to oil sump (14) in the bottom of the output transfer gear case. (2) Transmission and hydraulic pump drive gear. The oil flows through internal passages in the transmission to the bearings. (4) Transmission oil pump. Transmission hydraulic control relief valve (1) must be removed in order to attain access to the torque converter inlet relief valve. the gears and the clutches.CAMPUS ITM: Av. The oil then flows to the bottom of the transmission. Illustration 8: Torque Converter and Pump Drive Housing 11 .com valve (1) is located above the torque converter inlet relief valve. After the oil has been cooled. (3) Pump drive flange. the oil flows to the transmission. The oil provides lubrication to the transmission and cooling to the transmission. TRANSMISSION OIL PUMP (1) Torque converter housing. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmaperu@yahoo. Torque converter outlet relief valve (3) (if equipped) maintains the oil pressure inside the torque converter at 415 ± 140 kPa (60 ± 20 psi). Torque converter outlet relief valve (3) (if equipped) maintains the oil pressure inside the torque converter at a specific rate. The oil flows from the torque converter outlet relief valve to oil cooler (16).

(7) manifold assembly. (6) Body assembly.com (4) Transmission oil pump. 12 . Pump drive flange (3) is connected to transmission oil pump (4) by splines. (7) Manifold assembly. (5) Cover assembly.CAMPUS ITM: Av. Illustration 10: Transmission oil pump The main components of the transmission oil pump are (5) cover assembly. (8) Drive gear. and (9) gear. Illustration 9: Location of the transmission oil pump Transmission oil pump (4) is mounted on the left side of torque converter housing (1) under the cab. The splined shaft of the transmission oil pump drives the transmission oil pump. The pump drive gear is fastened to the torque converter impeller. The one-section gear pump is bolted to the torque converter housing (1). (8) drive gear. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmaperu@yahoo. (9) Gear. Transmission oil pump (4) is a positive displacement type pump. implement pump and pilot/brake pump. The following pumps are mounted on the transmission oil pump (4) and driven by the transmission oil pump: steering pump. Transmission and hydraulic pump drive gear (2) is fastened to pump drive flange (3). The pump drive gear drives transmission and hydraulic pump drive gear (2). (6) body assembly.

the flow of clean oil to the hydraulic system stops. Illustration 12: Location of Transmission Oil Cooler 13 .com OIL FILTER (POWER TRAIN) (1) Power train oil filter. Correct maintenance recommendations must be followed in order to ensure that the element does not fill with debris. If there is a restriction in the oil filter or if the oil viscosity is high. the debris in the oil could cause damage to other components in the hydraulic system. The coolant is then cooled by the cooling system of the engine. The coolant flows through the many long tubes that are in the oil cooler. Illustration 11: Location of the power train oil filter The power train oil filter (1) is mounted on the left side of the machine frame under the cab. the bypass valve will open. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmaperu@yahoo. If the inlet pressure to the oil filter is 248 ± 21 kPa (36 ± 3 psi) greater than the outlet pressure. The externally mounted oil filter has a bypass valve. When the oil does not flow through the filter element. TRANSMISSION OIL COOLER Coolant from the engine enters the end of the oil cooler. If the element is full of debris.CAMPUS ITM: Av. The coolant then exits the opposite end of the oil cooler and the coolant returns to the engine cylinder block. the bypass valve in the filter housing will open.

com Illustration 13: Schematic of Transmission Oil Cooler Transmission system oil with a high temperature comes from the relief valve for the torque converter outlet. Transmission system oil enters the oil cooler inlet. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmaperu@yahoo. heat that is removed from the oil is given to the engine coolant. In this process. After the oil flows through the oil cooler tubes the oil flows through the bottom outlet with a lower temperature.CAMPUS ITM: Av. The components in the transmission are then cooled and lubricated by the oil. The flow of oil is around the tubes and along the tubes inside the oil cooler. TRANSMISSION HYDRAULIC CONTROL Illustration 14: Transmission Hydraulic Control 14 .

The six modulating valves (B) are mounted on the top of the transmission under the cab. a direction clutch solenoid and a speed clutch solenoid must be energized. The transmission hydraulic control is installed on the top of the transmission planetary group and on the side of the torque converter housing. torque converter inlet relief valve (C) and torque converter outlet relief valve (D). The six transmission clutches have an individual modulating valve (B). to the transmission clutches. six modulating valves (B). Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmaperu@yahoo. TABLE 1 Speed Range and Direction Fourth Speed Forward Third Speed Forward Second Speed Forward First Speed Forward Neutral First Speed Reverse Clutches and Solenoids that are Engaged 3 and 2 4 and 2 5 and 2 6 and 2 3 6 and 1 15 . and to the lubrication circuits. In order to move the machine. The transmission hydraulic control consists of the following components: transmission hydraulic control relief valve (A).CAMPUS ITM: Av.com (1) Number 1 clutch modulating valve (Reverse) (2) Number 2 clutch modulating valve (Forward) (3) Number 3 clutch modulating valve (Fourth Speed) (4) Number 4 clutch modulating valve (Third Speed) (5) Number 5 clutch modulating valve (Second Speed) (6) Number 6 clutch modulating valve (First Speed) (A) Transmission hydraulic control relief valve (B) Modulating valves (transmission clutch) (C) Torque converter inlet relief valve (D) Torque converter outlet relief valve (if equipped) The transmission hydraulic control controls the oil pressure to the torque converter. The oil also flows through internal passages in the transmission housing in order to supply the six modulating valves (B) with oil. Pressurized oil for the operation of the transmission hydraulic control flows from the transmission oil pump to the transmission oil filter. The modulating valves (B) are used to directly modulate the oil pressure that is sent to each individual clutch. The transmission hydraulic control also controls the flow of oil to the clutches. The following table provides the combination of the energized solenoids and engaged clutches for each forward speed and for each reverse speed. The oil flows through a hose to the oil inlet in the torque converter housing. The oil flows through internal passages in the torque converter housing in order to supply transmission hydraulic control relief valve (A) with oil.

Torque converter inlet P3 oil then flows to the torque converter. Torque converter inlet relief valve (C) is located in the torque converter housing. Transmission hydraulic control relief valve (A) is located above torque converter inlet relief valve (C). The oil pressure overcomes the spring force of the transmission hydraulic control relief valve. Transmission hydraulic control relief valve (A) must be removed in order to attain access to the torque converter inlet relief valve (C). TRANSMISSION HYDRAULIC CONTROL OPERATION Illustration 15: Transmission Hydraulic Control 16 .CAMPUS ITM: Av. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmaperu@yahoo. Torque converter inlet relief valve (C) limits P3 torque converter inlet oil pressure to a maximum of 900 ± 70 kPa (130 ± 10 psi).com Second Speed Reverse Third Speed Reverse Fourth Speed Reverse 5 and 1 4 and 1 3 and 1 Transmission hydraulic control relief valve (A) controls the pressure of the oil that is supplied to modulating valves (B).

The pressurized oil also flows through internal passages in the transmission housing. None of the remaining modulating valves (5). (7). When the transmission direction control switch (if equipped) and the transmission upshift switch are shifted to the FIRST SPEED FORWARD position. the transmission oil pump (11) pulls oil from oil sump (14). Torque converter inlet relief valve (12) limits P3 torque converter inlet oil pressure to a maximum of 900 ± 70 kPa (130 ± 10 psi). (6). Number 3 clutch solenoid (9) is energized because the transmission is in neutral. Transmission hydraulic control relief valve (1) must be removed in order to attain access to torque converter inlet relief valve (12). The pressurized oil leakage drains to oil sump (14). the oil flows to the transmission for transmission lubrication (15). The transmission hydraulic control relief valve (1) sends P3 converter inlet oil to torque converter (2). The pressurized oil flows out of the internal passages in the transmission housing into modulating valves (510). Transmission oil pump (11) sends pressurized oil through transmission oil filter (4). The leakage oil drains to oil sump (14). Torque converter outlet oil flows to oil cooler (16). When the electrical current is modulated to the full current. The pressurized oil flows through internal passages in the torque converter housing in order to supply transmission hydraulic control relief valve (1) with oil. Shifting the Transmission to the FIRST SPEED FORWARD position: The power train electronic control module (ECM) modulates the electrical current that is sent to the selected modulating valves. Number 2 clutch solenoid (7) is electronically modulated when the Number 2 clutch is filled. (8) and (10) provide oil to the transmission clutches. Number 6 clutch solenoid (10) is electronically modulated when the Number 6 clutch is filled. When the transmission direction and speed control lever (if equipped) is moved to the FIRST SPEED FORWARD position. the Number 6 clutch and the Number 2 clutch are at full oil pressure. After the oil cools. 17 . The oil flows through the suction screen and magnet (13). Pressurized transmission oil flows from the transmission oil filter to the oil inlet in the torque converter housing. After the transmission is lubricated and cooled the oil drains to the oil sump (14). and (9) are not energized. (6). Modulating the current to the modulating valve controls the transmission clutch pressure.com (AA) Pressure oil (BB) P3 Torque Converter inlet pressure (CC) Torque converter outlet pressure (DD) Lubrication pressure (EE) Return oil Starting the Engine with the Transmission in the NEUTRAL position: When the engine is started. (8). both Number 2 clutch solenoid (7) and Number 6 clutch solenoid (10) are energized. both Number 2 clutch solenoid (7) and Number 6 clutch solenoid (10) are energized. Modulating valves (5). Torque converter inlet relief valve (12) is located in the torque converter housing.CAMPUS ITM: Av. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmaperu@yahoo.

The leakage oil drains to oil sump (14). (4) Driven gear. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmaperu@yahoo. Number 3 clutch solenoid (9) is electronically modulated when the Number 3 clutch is filled. Number 1 clutch solenoid (5) is electronically modulated when the Number 1 clutch is filled. (3) Shims.CAMPUS ITM: Av. Modulating the current to the modulating valve controls the transmission clutch pressure. (7). (5) Shaft. OUTPUT TRANSFER GEARS (1) Case. the Number 3 clutch and the Number 1 clutch are at full oil pressure. When the electrical current is modulated to the full current. (8). both Number 1 clutch solenoid (5) and Number 3 clutch solenoid (9) are energized. Modulating valves (6). When the transmission direction control switch (if equipped) and the transmission upshift switch is shifted to the FOURTH SPEED REVERSE position. both Number 1 clutch solenoid (5) and Number 3 clutch solenoid (9) are energized. (2) Drive gear. and (10) are not energized. (7) Yoke assembly. When the transmission direction and speed control lever (if equipped) is moved to the FOURTH SPEED REVERSE position. Illustration 16: Output Transfer Gears 18 .com Transmission in the FOURTH SPEED REVERSE position: The power train electronic control module (ECM) modulates the electrical current that is sent to the selected modulating valves. (6) Yoke assembly.

Shims (3) are used to adjust the end play of gear (2). The flow of power in the output transfer gears goes from the transmission output shaft to drive gear (2). This keeps the foreign particles from going into the transmission hydraulic system. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmaperu@yahoo. the flow of power divides. After the oil flows through the screen.com The output transfer gears are at the output side of the transmission. The magnets will not allow the metal particles to go with the oil through the transmission hydraulic system. Illustration 17: Magnetic Screen Assembly The magnetic screen assembly is located on the bottom right side of the rear of the transfer gear case. As the oil flows through the screen. Smaller metal particles that go through the screen are captured by the magnets. Some of the power goes from yoke assembly (7) through a drive shaft and through the bearing cage to the front differential. Yoke assemblies (6) and (7) are connected to shaft (5) by splines. The power then flows from drive gear (2) to driven gear (4). Yoke assembly (6) is connected to the short drive shaft that is connected to the rear differential. Yoke assembly (7) is connected to the drive shaft. (2) Screen. Then. foreign particles that are in the oil are stopped by the screen. The power then flows from the driven gear to shaft (5). 19 . MAGNETIC SCREEN (1) Magnetic tube. The drive shaft is connected to the pillow block bearing and to the front differential. Oil from the bottom of the transfer gear case flows through an inlet passage. (3) Seal. The transmission output shaft is connected to drive gear (2) by splines. Driven gear (4) is connected to shaft (5) by splines. the oil flows through the magnets. Drive gear (2) is engaged with driven gear (4). the oil flows through the tube assembly to the transmission pump.CAMPUS ITM: Av. The magnets are installed on the tube assembly so that the same magnetic ends are next to each other. Some of the power goes from yoke assembly (6) through a drive shaft to the rear differential. At shaft (5).

Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmaperu@yahoo. (8) Differential case. (4) Planetary gear.com DIFFERENTIAL Illustration 18: Typical Illustration (1) Bevel pinion. 20 . (12) Brake disc. (10) Side gear. (14) Sun gear. A differential allows one wheel to turn at a slower rate than the other wheel on an axle. A differential divides the power that is sent to the wheels or a differential causes a balance of the power that is sent to the wheels. this occurs during a turn. (6) Axle shaft. (13) Reaction plate. (7) Spider. (11) Brake piston. (9) Pinion. the differential allows the inside wheel to rotate at a slower rate in relation to the outside wheel. The differential still sends the same amount of torque to each wheel.CAMPUS ITM: Av. During a turn. For example. (3) Ring gear. (2) Bevel gear. (5) Carrier.

final drives (2) and then to tracks (4). Torque divider (5) sends the power to main drive shaft (6) through a planetary gear system and torque converter.CAMPUS ITM: Av. Power through main drive shaft (6) goes to transmission (8). transfer and bevel gears (7).com SYSTEMS OPERATION D11R Track – Type Tractor Power Train GENERAL INFORMATION Illustration 1: Power Train Components (1) Steering clutches and brakes (2) Final drives (3) Diesel engine (4) Tracks (5) Torque divider (6) Main drive shaft (7) Transfer and bevel gears (8) Transmission (power shift) Power from diesel engine (3) is sent through torque divider (5). transmission (8). steering clutches and brakes (1). Diesel engine (3) sends power from the flywheel to the torque divider. Speed and direction of the transmission is controlled manually by the operator. main drive shaft (6). Transmission (8) has three speeds in Forward and in Reverse. 1 . Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo.

power through the transmission goes to transfer and bevel gears (7). Steering clutches are used to turn the machine and the brakes stop the machine as well as give assistance to the steering action of the steering clutches.com When the Finger Tip Controller for the transmission is moved to a speed and direction position. Final drives (2) give a double reduction through the use of planetary gears and send the power to tracks (4) that move the machine. Transfer and bevel gears (7) turn two inner axle shafts that send the power to steering clutches and brakes (1). Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo. Power through steering clutches and brakes (1) is used to turn the two outer axle shafts that turn final drives (2). TORQUE DIVIDER Illustration 2: Torque Divider (1) Output shaft (2) Inlet passage (3) Impeller (4) Housing (5) Ring gear (6) Sun gear (7) Planet carrier (8) Support (9) Planet gears (10) Stator (11) Outlet passage (12) Turbine 2 .CAMPUS ITM: Av.

The mechanical connection is through a planetary gear set. planet gears (9) and ring gear (5). it moves in a direction opposite to the direction of impeller (3) rotation. The impeller sends the oil toward the outside of the impeller. around the inside of housing (4) to turbine (12). The hydraulic connection is through a torque converter. Impeller (3) is connected to housing (4). 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. The force of the oil from the stator can now add to the torque output from the engine to the impeller. The torque converter uses oil from the converter charging pump to multiply the torque to the transmission. The components of the torque converter are: housing (4). neither the torque converter or the planetary gear set can multiply the torque from the engine. As the oil goes from the turbine. the larger the amount of force of the oil from the stator. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo. Since the turbine is connected to ring gear (5). When the machine works against a low load. TORQUE CONVERTER OPERATION Oil for the operation of the torque converter goes through inlet passage (2) in carrier (8) to impeller (3). The rotation of the impeller gives force to the oil. Output shaft (1) is connected to the planetary transmission through a drive shaft. Since the stator is connected to support (8) and can not turn. torque is sent to planet gears (9). This torque multiplication also makes an increase as the load on the machine becomes higher. During no load conditions. The larger the difference between the speeds of the impeller and the turbine. the torque multiplication is low. The force of the oil hitting the blades of the turbine causes the turbine to turn. the torque multiplication is higher. turbine (12) and stator (10). impeller (3). Planet gears (9) are held by planet carrier (7) and are engaged with the sun gear (6) and ring gear (5). The components of the planetary gear set are sun gear (6). At this point in time. This extra force can give an increase to the torque output of the engine to the turbine. A higher torque can then be sent to the transmission during high load conditions. The turbine (12) is connected to ring gear (5) by splines. planet carrier (7). The torque divider housing is installed on the engine flywheel housing. This connection is both a hydraulic connection and a mechanical connection. Sun gear (6) is connected to the flywheel by splines. When the machine works against a high load. The torque divider is installed into the engine flywheel.com The torque divider connects the engine to the planetary transmission. Since it is the load on the 2 . Planet carrier (7) is connected to output shaft (1) by splines. Stator (10) causes the oil to change direction. most of the oil is sent back to impeller (3). Stator (10) is connected to support (8) and can not turn. The planetary gear set also multiplies the torque from the engine by making an increase in the mechanical advantage through its gears.CAMPUS ITM: Av. Housing (4) is connected to the flywheel by splines. The remainder of the oil goes from the stator through outlet passage (11) to the oil cooler.

Because of the larger radius of ring gear (5). If planet carrier (7) has no resistance to rotation (no load). The torque from the converter and from the planetary gear set is now through the planet carrier to output shaft (1) and the planetary transmission. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo. the larger the difference in the speeds of the impeller and the turbine. The remainder of the torque is sent by sun gear (6) to planet gears (9). Neither the torque converter or the planetary gear set can multiply the torque from the engine when they turn at the same speed. 3 .com machine that changes the speed of the turbine. The planetary gear set is driven by the engine through sun gear (6). planet carrier (7) and ring gear (5) will turn at the same speed. the higher the load. It is the different loads on the machine that control the amount of torque multiplication that the force of the oil from the stator can add. most of this torque is sent by the torque converter through the ring gear to planet gears (9). Illustration 3: Torque Converter (2) Inlet passage (3) Impeller (4) Housing (5) Ring gear (8) Carrier (9) Planet gears (10) Stator (11) Outlet passage (12) Turbine (A) Drive Assembly (B) Driven Assembly (C) Stationary Assembly TORQUE DIVIDER OPERATION The torque converter is driven by the engine through housing (4). These connections let the torque output of the engine go in two separate directions. planet gears (9).CAMPUS ITM: Av. sun gear (6).

CAMPUS ITM: Av. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo.com

When the machine has a load, planet carrier (7) has a resistance to rotation. Since sun gear (6) is turning at the rpm of the engine, this resistance to rotation causes planet gears (9) to turn on their shafts. Their rotation is opposite the rotation of ring gear (5). This causes a decrease in the speed of the ring gear. Since turbine (12) is connected to the ring gear, a decrease in speed will cause the torque converter to multiply the torque of the engine from housing (4). The torque multiplication is sent to planet carrier (7) 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 (6) and the planetary gear set also multiplies. This torque multiplication is also sent to planet carrier (7) and the output shaft.

Illustration 4: Torque Divider (1) Output shaft (4) Housing (5) Ring gear (6) Sun gear (7) Planet carrier (9) Planet gears (12) Turbine (13) Bearings (14) Pilot bearing (15) Output shaft bearing (16) Output flange

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CAMPUS ITM: Av. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo.com

If the resistance to rotation of planet carrier (7) 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 DIVIDER LUBRICATION Oil for the lubrication of the torque divider bearings and the planetary gear set comes from the supply used for the operation of the torque converter. Bearings (13) constantly run in oil. Bearings and gears in planet gear set (9) get lubrication through passages in output flange (16). The pilot bearing (14) gets lubrication through passages in output shaft (1).

OUTLET RELIEF VALVE FOR THE TORQUE CONVERTER The outlet relief valve for the torque converter is fastened to the left hand side of the torque converter case. Oil, from the power train oil pump for the torque converter, goes through the torque converter oil filter and the torque converter, then to the outlet relief valve.

Illustration 5: Location of Outlet Relief Valve The outlet relief valve maintains pressure in the torque converter. The setting of the outlet relief valve is about 550 kPa (80 psi). From the outlet relief valve, the oil goes through outlet passage (3) to the power train oil cooler. Oil goes into body (1) through inlet passage (2). The oil goes through a hole in valve spool (5) into the chamber between poppet valve (4) and valve spool (5). The oil moves valve spool (5) against the force of spring (7) when the pressure of the oil becomes greater than the force of the spring. The movement of valve spool (5) permits the oil to flow through outlet passage (3).

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CAMPUS ITM: Av. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo.com

Illustration 6: Components of the Relief Valve (1) Body (2) Inlet passage (3) Outlet passage (4) Poppet valve (5) Valve spool (6) Shims (7) Spring.

TRANSMISSION

Illustration 7: Clutch Operation (Typical Example) (1) Piston (2) Spring (3) Plates (4) Ring gear (5) Discs (6) Clutch housing 7

The five transmission clutches are the disc-type and in separate housings. Power flows from the transmission. Illustration 8: Transmission Speed A speed clutch and a direction clutch must both be engaged to send power through the transmission. 2 clutch is the FORWARD direction clutch. The clutch is not engaged. through output shaft (24). Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo. are the direction clutches. When the clutch is released. The springs keep the clutches disengaged (not engaged). Speed and direction are both selected by the Finger Tip Controller. 1 clutch is the reverse direction clutch. 1 and No. Power from the torque divider is sent to input shaft (17) by a drive shaft.CAMPUS ITM: Av. The piston moves against the force of spring (2) and pushes the discs and plates together. The clutches are engaged when oil is sent into the area behind piston (1). at the rear of the transmission. Notches on the outside diameter of plates (3) are engaged with pins in the clutch housing. In the example above. The discs and plates are now apart. The pins keep the plates from rotation. the piston moves to the right. The transmission has five hydraulically activated clutches that give three speeds FORWARD and three speeds REVERSE. Speed and direction are both manually selected. 8 . 2 clutch. The No. The discs keep ring gear (4) from rotation. and then to the transfer gears. Each clutch has discs (5) and plates (3). the pressure in the area behind piston (1) decreases and the force of spring (2) moves the piston to the left. The transmission is fastened to the case at the rear of the machine. The inside teeth of discs (5) are engaged with the outside teeth of ring gear (4).com The transmission has five hydraulically activated clutches that give three speeds FORWARD and three speeds REVERSE. When the pressure of the oil in the area between the piston increases. The No. The clutch is now engaged. springs (2) are between clutch housing (6) and piston (1). The chart gives the combination of the clutches engaged for each FORWARD and REVERSE speed. The No.

(8) No. 4 clutch (Second Speed). 2 clutch (FORWARD). No. (15) No. (5) Ring gear for No. (2) No. (20) No. (24) Output shaft. (11) Hub. 9 .CAMPUS ITM: Av. (23) No. (3) No. 2 planetary gears. (12)No. (22) No. (16) No. (18) Ring gear.com The No. The No. (19) No. (14) No. 1 carrier. (7) Ring gear for No. 2 sun gear. 5 clutch (First Speed). 4 planetary gears. 4 and No. 5 clutch gives FIRST speed. 1 clutch (REVERSE). 3 clutch. 1 planetary gears. (17) Input shaft. Illustration 9: Transmission Components (1) Coupling gear for No. The only clutch that turns (rotates) is No. 4 clutch gives SECOND speed and the No. 3 sun gear. The No. 2 and No. 5 clutch. 1 clutch. 5 clutches are the speed clutches. 4 sun gear. 4 carrier. (13) No. 3. 4 clutch. (21) No. 3 clutch gives THIRD speed. 2 clutch. (6) No. (4) No. 3 clutch (Third Speed). (9) Ring gear for No. (10) No. 3 planetary gears. 3 carrier. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo. 1 sun gear.

(4) No. (24) Output shaft.com NEUTRAL When the transmission is in Neutral. 2 and No. (20) No. 5 Clutches Engaged) (3) No. 2 clutch (Forward). is engaged. (5) Ring gear for No. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo. input shaft (17) turns but output shaft (24) stays stationary. (10) No. 2 clutch. 3 clutch (6). 10 . (11) Hub. 4 sun gear. 2 and No. (7) Ring gear for No. 4 carrier. 2 sun gear. FIRST SPEED FORWARD Illustration 10: Power Flow in First Speed Forward (No.CAMPUS ITM: Av. 3 clutch. 3 planetary gears. (19) No. (17) Input shaft. (21) No. The No. 3 carrier. 3 clutch hold ring gear (7) stationary. Since only one clutch. 5 clutch (First Speed). 2 planetary gears. 3 sun gear. (14) No. No. No. 2 and No. 3 carrier (3). (13) No. 3 clutch (6) is engaged. Ring gear (7) is connected to No. (22) No.

Since ring gear (9) is held stationary by the No. 5 clutch. 3 sun gear (22). 3 planetary gears turn ring gear (7) for the No. power goes through the transfer and bevel gears to the steering clutches and brakes. 3 sun gear (22). The movement of planetary gears causes No. No. The movement of planetary gears (20) causes No. No. From the output shaft. 2 clutch stationary. 4 sun gear (14) to turn. 4 sun gear (14). The No. 2 sun gear (19). planetary gears (20) move around the inside of the ring gear. 2 sun gear turns No. Ring gear (7) turns No. Input shaft (17) turns No. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo. 5 clutch). No. The No. 4 carrier (13). 4 sun gear turns output shaft (24). 2 clutch stationary. 3 sun gear (22) turns output shaft (24). torque to output shaft (24) is divided through No. 4 clutch stationary. 3 clutch and No. No. 3 planetary gears (21) turn. 2 clutch (4) are engaged. 3 ring gear (7). The movement of planetary gears (23) causes No. 3 carrier turns. No. The No. No. The No. 3 sun gear turns output shaft (24). 2 sun gear (19). This lets power go from carrier (13) to the No. 3 clutch and No. Since ring gear (5) is held stationary by the No. 2 and No. 4 clutch. the torque to output shaft (24) is divided through No. Input shaft (17) turns No. 3 carrier (3) to turn in the same direction as input shaft (17). From the output shaft. Since ring gear (5) is held stationary by the No. 4 carrier (13) and No. power goes through the transfer and bevel gears to the steering clutches and brakes. 4 sun gear (14). 3 sun gear (22) and No. 2 planetary gears (20).com When the transmission is in FIRST SPEED FORWARD. 2 clutch holds ring gear (5) for the No. SECOND SPEED FORWARD When the transmission is in SECOND SPEED FORWARD. 2 and No. 3 carrier turns. As the No. 3 planetary gears turn ring gear (7) for the No. 5 clutch locks (connects) hub (11) to No. 2 clutch holds ring gear (5) for the No. 3 carrier (3) to turn in the same direction as input shaft (17). 4 clutch (8) and No. 4 carrier (13). 2 and No. The No. planetary gears (20) move around the inside of the ring gear. 11 . 2 and No. No. The No. As the No. 2 clutch. and then through hub (11) to the output shaft. As a result. planetary gears (23) move around the inside of the ring gear. The No. 2 sun gear turns No. 3 planetary gears (21) turn. 4 carrier (13) is connected to hub (11) (through the engaged No. 3 sun gear (22). hub (11) and No. The No. Ring gear (7) turns No. 2 planetary gears (20). 2 clutch.CAMPUS ITM: Av. As a result. 2 clutch (4) are engaged. The No. 5 clutch (10) and No. 4 clutch holds ring gear (9) for the No.

com THIRD SPEED FORWARD When the transmission is in THIRD SPEED FORWARD. 3 carrier (3) causes No. 3 sun gear turns output shaft (24). Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo. 2 clutch (4) are engaged. From the output shaft. 1 and No. Since ring gear (5) is held stationary by the No. 3 sun gear (22) to turn. 3 clutch holds ring gear (7) for the No. No. No. The movement of planetary gears (21) causes No. 3 clutch stationary. The No. 5 Clutches Engaged) 12 . 2 clutch holds ring gear (5) for the No. Input shaft (17) turns No. 2 sun gear (19). The movement of planetary gears (20) causes No. 3 clutch (6) and No. 2 and No.CAMPUS ITM: Av. Since ring gear (7) is held stationary by the No. The No. 2 clutch stationary. 2 clutch. planetary gears (20) move around the inside of the ring gear. 2 planetary gears (20). No. power goes through the transfer and bevel gears to the steering clutches and brakes. 2 and No. FIRST SPEED REVERSE Illustration 11: Power Flow in First Speed Reverse (No. 3 clutch. 2 sun gear turns No. 3 planetary gears (21) to move around the inside of the ring gear. 3 carrier (3) to turn in the same direction as input shaft (17). the movement of No.

4 clutch holds ring gear (9) for the No. Ring gear (7) turns No. 3 carrier. 3 carrier (3). 5 clutch locks (connects) hub (11) to No. 3 carrier turns. (13) No. 1 planetary gears (16) on their shafts causes ring gear (18) to turn in the opposite direction as input shaft (17). (2) No. 3 clutch and No. 3 sun gear (22) turns output shaft (24). 3 carrier. 3 planetary gears (21) turn. The No. The No. The No. 5 clutch. As the No. No. (3) No. 1 planetary gears (16) on their shafts causes ring gear (18) to turn in the opposite direction as input shaft (17). (12) No. As the No. 1 carrier (12). The No. (22) No. (18) Ring gear. 1 carrier (12) is a direct mechanical connection with coupling gear (1). torque to output shaft (24) is divided through No. Input shaft (17) turns No. 3 planetary gears (21) turn. The No. 4 carrier (13) and No. 3 sun gear (22). 3 planetary gears. 1 clutch. 1 carrier (12) is a direct mechanical connection with coupling gear (1). power goes through the transfer and bevel gears to the steering clutches and brakes. 2 and No. 1 sun gear. No. 1 sun gear turns No. 1 sun gear turns No. When the transmission is in FIRST SPEED REVERSE. 1 planetary gears (16). 4 sun gear. (15) No. 1 clutch holds coupling gear (1) for the No. 1 clutch (REVERSE). 1 clutch stationary. 3 clutch. (11) Hub. 5 clutch (10) and No. 3 sun gear (22). (7) Ring gear for No. so is No. 5 clutch (FIRST SPEED). 1 carrier.CAMPUS ITM: Av. and then through hub (11) to output shaft (24). Since coupling gear (1) is held stationary by the No. (24) Output shaft. 1 planetary gears. As a result. The No. No. 5 clutch). 1 carrier (12). This lets power go from carrier (13) to the No. 1 clutch (2) are engaged. (14) No. (21) No. The rotation of the No. 1 planetary gears (16). 4 carrier. No. 3 carrier turns. (16) No. No. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo. 2 and No. From the output shaft. so is No. 3 sun gear. 3 ring gear (7). No. SECOND SPEED REVERSE When the transmission is in SECOND SPEED REVERSE. Since coupling gear (1) is held stationary by the No. 1 clutch. 3 13 . No. 1 clutch holds coupling gear (1) for the No. 4 sun gear (14). 1 sun gear (15). 3 planetary gears turn ring gear (7) for the No. 1 clutch stationary. Ring gear (18) is a direct mechanical connection with No. (10) No. The rotation of No. 1 sun gear (15). 2 and No. Input shaft (17) turns No. 4 carrier is connected to hub (11) (through the engaged No. 3 planetary gears turn ring gear (7) for the No. Ring gear (18) is a direct mechanical connection with No. 1 clutch (2) are engaged. 1 clutch. No. 4 carrier (13). hub (11) and No. 4 clutch (8) and No. The No. 4 clutch stationary. 2 and No. (17) Input shaft.com (1) Coupling gear for No. 2 and No. No.

2 and No. Ring gear (7) turns No. 1 clutch stationary. 3 clutch holds ring gear (7) for the No.CAMPUS ITM: Av. Since coupling gear (1) is held stationary by the No. so is No. 3 clutch. No. the movement of No.com clutch and No. From the output shaft. From the output shaft. 3 clutch (6) and No. No. 4 clutch. 3 sun gear (22) and No. The movement of planetary gears (23) causes No. The rotation of No. No. Since ring gear (7) is held stationary by the No. 4 sun gear (14). 1 planetary gears (16) on their shafts causes ring gear (18) to turn in the opposite direction as input shaft (17). THIRD SPEED REVERSE When the transmission is in THIRD SPEED REVERSE. planetary gears (23) move around the inside of the ring gear. 3 sun gear (22) to turn. 1 clutch (2) are engaged. No. Ring gear (18) is a direct mechanical connection with No. power goes through the transfer and bevel gears to the steering clutches and brakes. The movement of planetary gears (21) causes No. The No. 3 sun gear turns output shaft (24). 1 carrier (12) is a direct mechanical connection with coupling gear (1). As a result. 1 carrier (12). (2) Passage. power goes through the transfer and bevel gears to the steering clutches and brakes. Since ring gear (9) is held stationary by the No. PLANETARY LUBRICATION (1) Inlet for lubrication oil. 3 carrier (3). 1 planetary gears (16). 2 and No. 3 clutch stationary. torque to output shaft (24) is divided through No. 3 sun gear (22). 4 sun gear (14) to turn. 3 planetary gears (21) to move around the inside of the ring gear. 3 carrier (3) causes No. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo. 4 sun gear turns output shaft (24). No. 1 clutch. 1 sun gear (15). 1 sun gear turns No. 1 clutch holds coupling gear (1) for the No. Input shaft (17) turns No. 3 sun gear (22) turns output shaft (24). The No. Illustration 12: Transmission Case (Left Side) 14 . The No. 4 carrier (13).

located on the front of the case. This oil is used with the oil from the lubrication relief valve for lubrication of the bevel gear. Oil from passage (3) can also flow through holes in ring gear (10) for lubrication and cooling of the No. 15 . Oil from passage (3) can flow into the shafts for the No. (5) Passage. (4) and (5) for lubrication of the planetary components. The oil flows to a distribution manifold. (7) Passage.CAMPUS ITM: Av. It then flows into passage (8) in the transmission input shaft. Part of this oil flows through passage (2) in the transmission case to the rear of the transmission. 1 clutch. The remainder of the oil from the cooler flows through the support housing (part of bevel gear group). is sent through passages (3). Oil that flows into passage (8) in the input shaft. (11) Holes. steering clutches and brakes. through inlet (1). Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo. (6) Passage. (10) Ring gear. Some of the transmission lubrication oil can flow through passage (9) for lubrication of the rear bearings. (4) Passage. (8) Passage (inlet for lubrication oil). (13) Bearing. 1 planetary gears and is used for lubrication of the bearings. (9) Passage. Outlet oil from the power train oil cooler is used for lubrication of the planetary.com 3 4 5 6 7 8 9 10 11 12 13 Illustration 13: Planetary Lubrication (3) Passage. (12) Bearing.

The oil from passage (6). 2 clutch. The oil that is used for lubrication of the clutches drains to the bottom of the transmission case. 3 planetary gears and is used for lubrication of the bearings. 5 clutch for lubrication and cooling of the plates and discs. 4 planetary gears.CAMPUS ITM: Av. This oil is then sent back to the power train tank by the scavenge pump. The remainder of the oil from passage (6) flows to the No. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo. Oil that goes through passage (5). flows through holes (11) in the coupling gear and then to the No. 2 and No. The oil from passage (7). POWER TRAIN HYDRAULIC SYSTEM Illustration 14: Power Train Hydraulic System Schematic 16 . flows between the input shaft and output shaft to passage (6) and (7). 4 clutch. flows to the No. The oil also flows into the shafts for the No. flows to bearing (13) and also to the shafts for the No. The remainder of the oil from passage (4). is used for lubrication of bearing (12).com Some of the oil that flows through passage (4).

(C) Torque converter charging section. An auxiliary drive shaft from the engine drives the pump and the pump operates only when the engine is running. Torque converter charging section (C) is the third section of oil pump (8) and takes oil from the power train oil tank installed just below the main case. Torque converter scavenge section (A) is the first section of oil pump (8) and takes oil from the torque converter sump. (A) Torque converter scavenge section. The oil from pump section (B) is sent to lubrication manifold (6) to be used for lubrication purposes. (6) Lubrication manifold. When the oil pressure to steering and brake control valve gets to approximately 2895 kPa (420 psi). (h) To left steering clutch and brakes. (n) Drain. The hydraulic system for the power train uses a four section oil pump (8). The oil from pump section (D) goes through transmission filter (7) and then to priority valve (9). the priority valve then opens and sends oil to selector and pressure control valve (1) mounted on the planetary transmission. (9) Priority valve. The cooled oil goes to lubrication manifold (6) and from there goes to the transmission. (p) To left steering clutch and brakes. (B) Transmission scavenge section. Oil from the outlet relief valve goes to the oil coolers. (i) From transmission sump. Oil from the torque converter goes through outlet relief valve (5). (10) Steering clutch and brake control valve. (o) To right steering clutch and brakes. Transmission scavenge section (B) is the second section of oil pump (8) and takes oil from the transmission sump. 17 . (g) To right steering clutch and brakes.com (1) Selector and pressure control valve.CAMPUS ITM: Av. and steering clutches and brakes for lubrication purposes. Oil from the priority valve first goes to the steering and brake control valve. The oil from pump section (C) goes first to torque converter filter (3) and then to torque converter (4). The pump is fastened to a screen housing that is mounted to the main case. (4) Torque converter. (k) Oil coolers. (7) Transmission filter. (l) From power train oil tank. The relief valve maintains pressure inside the torque converter to a minimum of 550 kPa (80 psi). The oil from pump section (A) is sent to the power train oil tank. Transmission charging section (D) is the fourth section of oil pump (8) and takes oil from the power train oil tank. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo. Selector and pressure control valve (1) uses the oil to engage the clutches that control the speed and direction of the machine. (m) Drain. (D) Transmission charging section. (5) Torque converter outlet relief valve. (3) Torque converter filter. (8) Power train oil pump. (e) To transmission lube. (j) Torque converter sump. (2) Lubrication line. The ratio valve that is part of selector and pressure control valve (1) feels the pressure of the oil to the torque converter and limits the maximum pressure to approximately 930 kPa (135 psi). (f) To transfer and bevel gear.

com TORQUE CONVERTER AND TRANSMISSION OIL FILTERS Illustration 15: Location of Torque Converter and Transmission Oil Filters (1) Bypass valve. If the filter element becomes full of debris. (4) Inlet passage (from pump). the oil goes through the element and out through outlet passage (3) to the remainder of the hydraulic system. (5) Filter element. Correct maintenance must be used to make sure that filter element (5) does not become full of debris and stop the flow of clean oil to the power train oil system. the debris in the oil can cause damage to other components in the system. During normal operation. goes in the filter housing through inlet passage (4) and fills the space between the inside of housing assembly (6) and filter element (5). (6) Housing assembly. (2) Spring.CAMPUS ITM: Av. The oil then goes past the open bypass valve and to the remainder of the power train oil system and activates the filter bypass light on the dash. the restriction to the flow of oil causes a pressure increase around the filter. Illustration 16: Oil Filters Components Pressure oil. The pressure oil fills passage (4) and causes bypass valve (1) to move against the force of spring (2). When the oil does not go through the filter element. 18 . from the pump. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo. (3) Outlet passage. Filter element (5) stops any debris that is in the oil.

(7) Slug.com PRIORITY VALVE The priority valve makes sure the oil pressure is first available for steering and braking and then for transmission operation. spool assembly (6) moves. When the pressure of the oil in the chamber becomes higher than the force of the spring. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo. The oil also goes through a hole in spool assembly (6) into the chamber between poppet (8) and slug (7). (3) Spring. The priority valve is set to open to the transmission controls at 2895 kPa (420 psi). The movement of the spool lets pressure oil flow to outlet passage (1). The pressure oil can now move spool assembly (6) to the right against the force of the spring. Illustration 17: Location of Priority Valve (1) Outlet to transmission controls. (6) Spool assembly. (2) Body. 19 . From outlet passage (1) the pressure oil goes to the transmission selector and pressure control valve. Oil through inlet (5) goes to outlet (4) and then to the steering and brake control valve. Illustration 18: Components of the Priority Valve Oil from the transmission charging section of the power train oil pump goes through the transmission oil filter to inlet (5).CAMPUS ITM: Av. (4) Outlet to steering and brake control valve. (5) Inlet for pump oil. (8) Ball.

Illustration 20: Transmission Oil Cooler (Schematic) Coolant from the engine comes in at the end. heat is removed from the oil and is given to the coolant of the engine. The coolant goes through the many long tubes that are in the cooler. This oil comes in at the side of the cooler. After the oil goes along the tubes in the cooler. Power train oil with a high temperature comes from the torque converter outlet.CAMPUS ITM: Av. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo. In this procedure. it goes out through the other end of the cooler and returns to the engine cylinder block. 20 .com POWER TRAIN OIL COOLERS Illustration 19: Location of Oil Coolers (1) Oil Cooler. The colder oil then goes to the transmission for lubrication and cooling. The coolant is then cooled by the cooling system of the engine. The flow of oil is around and along the many tubes inside the cooler. The engine coolant goes through the tubes inside the cooler and takes the heat from the oil. it goes out through another passage at the side and has a lower temperature. After the coolant goes through the tubes.

5 clutch. (10) Opening to No. 1 clutch. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo. (6) Selector group.com TRANSMISSION HYDRAULIC CONTROLS The transmission hydraulic controls are installed on the transmission planetary. (5) Plate. (1) Oil tube (inlet from priority valve). 2 clutch. (8) Opening to No. 3 clutch. (3) Top manifold. (2) Oil tube (inlet for torque converter oil). Illustration 21: Transmission Hydraulic Controls 21 . 4 clutch. (4) Pressure control valve. The controls have a top manifold (3). selector and pressure control valve (4).CAMPUS ITM: Av. plate (5) and selector group (6). (9) Opening to No. (7) Opening to No. (11) Opening to No.

(2) Modulation relief valve. through plate (5) and selector group (6). (3) Load piston. (4) Pressure differential valve. (9). (6) Direction selector spool. Oil flows from the selector and pressure control valve. 22 . The oil is then sent to the speed clutch and directional clutch through the respective opening (7). (5) Ratio valve.CAMPUS ITM: Av. (10) or (11).com Illustration 22: Valve Functions Inlet oil for operation of the hydraulic controls comes from the priority valve and goes through tube (1) to the pressure control valve. Oil to the torque converter goes through tube (2) from the ratio valve. (8). Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo. Illustration 23: Selector and Pressure Control Valve Speed selection spool (1) and direction selection spool (6) are connected by the Finger Tip Controller. SELECTOR AND PRESSURE CONTROL VALVE (1) Speed selection spool.

The transfer gears take the power from the transmission and send it to the bevel gears.CAMPUS ITM: Av. Power from the bevel gear goes to inner axle shafts (2) and then to the steering clutches and brakes. (5) Transfer gears (only one shown). The oil flows from the lubrication manifold through tubes that spray the oil directly on the gears and bearings. The transmission output shaft turns the transfer gears. (2) Inner axle shafts. (4) Transfer case. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo. Bevel gear (1) is turned by the pinion. pinion. and transfer gears get lubrication oil from the lubrication manifold. (3) Pinion. The bevel gear. 23 . Power from the transmission output shaft goes to transfer gears (5). The upper transfer gear turns the shaft for pinion (3).com TRANSFER AND BEVEL GEARS Illustration 24: Transfer and Bevel Gears (1) Bevel gear.

24 . (17) Passage. (2) Clutch plates and discs. (12) Chamber (clutch pressure). (4) Clutch piston. (9) Brake housing. (15) Inner axle shaft. (11) Hub (output). (13) Hub (input). (8) Belleville spring. (16) Shuttle valve.com STEERING CLUTCHES AND BRAKES Illustration 25: Steering Clutch and Brake (1) Clutch retainer.CAMPUS ITM: Av. (3) Clutch housing. (18) Passage. (14) Outer axle shaft. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo. (7) Brake piston. (10) Chamber (brake pressure). (5) Brake retainer. (6) Brake plates and discs.

CAMPUS ITM: Av. the steering clutch is released and the pressure in chamber (10) decreases to approximately 260 kPa (38 psi). This pressure oil holds the brakes in the released position and holds the steering clutches in the engaged position. the pressure of oil sent to chamber (12) decreases to zero kPa (psi). Power from the bevel gear is sent through inner axle shaft (15) to hub (13). clutch piston (4) and clutch housing (3). Hub (13) is connected to clutch housing (3) by clutch plates and discs (2). This releases the steering clutch and although hub (13) still turns. The brake components are brake retainer (5). When the brakes are engaged. Oil for lubrication of the steering clutches and brakes comes from the lubrication manifold and flows through passage (17) in the brake housing. 25 . brake piston (7) pushes shuttle valve (16) into the brake housing and limits the flow oil into passage (18) and to the brake discs and plates. Hub (11) is connected to outer axle shaft (14) and the outer axle shaft connects to the final drives. pressure oil is sent to chambers (10) and (12) through internal passages.com The steering clutches and brakes are modules that transfer power from the bevel gear to the final drives. Now when power from the bevel gear is sent through inner axle shaft (15) to hub (13). no power is sent through the clutch to hub (11) that turns the outer axle shaft. This results in a gradual turn of the machine. clutch plates and discs (2). This lets the flow of oil into passage (18) increase and the brake discs and plates get more oil for lubrication and cooling. clutch housing (3) turns hub (11) and outer axle shaft (14) sends power to the final drives. Clutch housing (3) then holds hub (11) and the outer axle shaft stationary. Shuttle valve (16) is used to control the amount of lube oil to the brake discs and plates. Clutch housing (3) is connected to hub (11) and brake plates and discs (6) by splines on the clutch housing. The brakes are engaged by Belleville spring (8) and released by pressure oil sent from the steering and brake valve. The steering clutches are oil pressure engaged by pressure oil sent from the steering and brake valve. When the brakes are disengaged (as shown). Belleville spring (8) and brake housing (9). The machine is completely stopped in the converter stall condition. When the foot brake is pushed. When one of the steering control levers is moved until a resistance is felt. During straight movement of the machine. brake piston (7). A sharp (fast) turn is the result. This lets Belleville spring (8) push brake piston (7) to engage the brake. The main components of the steering clutches are clutch retainer (1). brake plates and discs (6). When the one steering control lever is pulled all the way back. pressure in chamber (10) to both brakes decreases to zero kPa (psi). brake piston (7) moves away from the brake housing and lets shuttle valve (16) move away from the housing as well. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo. The oil then goes through internal passages to the disc and plates. This gives maximum brake capacity and all components are stopped and can not turn.

(6) Outer sun gear. 26 . As the planetary gears turn they will move around the inside of the ring gear. This movement causes outer carrier (7) and hub (9) to turn. Ring gear (11) is a stationary component. (2) Sprocket segments. The inner carrier is connected to outer sun gear (6) by splines. (5) Inner sun gear. This sends the power to sprocket segments (2) and the track. Illustration 26: Final Drives The final drives take power from the steering clutches and sends it to the tracks. (3) Inner planetary gears. The rotation of the axle shaft and the inner sun gear causes inner planetary gears (3) to turn. The power from the steering clutches is sent to the final drive by outer shaft (1). The movement of the planetary gears around the ring gear causes inner carrier (10) to turn. (9) Hub. The final drives have their own oil supply. The outer planetary gears move around the inside of ring gear (11). (8) Duo-Cone seals. (7) Outer carrier. (10) Inner carrier. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo.com FINAL DRIVES (1) Outer shaft. Inner sun gear (5) is fastened by splines to the outer axle shaft. The rotation of the inner carrier and outer sun gear causes outer planetary gears (4) to turn. The final drives give a double reduction through the use of planetary gears.CAMPUS ITM: Av. All components get lubrication oil as the gears move and oil is thrown about (splash lubrication). (11) Ring gear. (4) Outer planetary gears.

Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo. (5) Front idler. (2) Track roller frame. (6) Major bogie. the final drives do not support any of the weight of the machine. The front and rear major bogies (4) and (6) each support an idler and a minor bogie. Another advantage is that the final drives are raised above much of the abrasive wear and packing conditions during operation. Each of the two major bogies (9) and (10) in the middle of the roller frame supports a minor bogie. steering and brake groups.CAMPUS ITM: Av. (3) Rubber pads. there is a reduction of shock loads through many of the power train components. 27 . (10) Major bogie. (4) Major bogie. This permits the undercarriage and suspension to be made resilient (flexible). and bevel gear on a common center line. (9) and (10) pivot (turn) on sealed and lubricated cartridge pins. In this elevated (raised) location. (Shock loads are forces caused by ground impact during operation. removal and installation of the power train modules is much easier than for earlier track-type machines. Each minor bogie supports two track rollers. (9) Major bogie. Because of the location of the final drives.com UNDERCARRIAGE Illustration 27: Undercarriage (1) Rear idler. or when implements are suddenly engaged). (6). Four major bogies (4). The minor bogies also pivot on sealed and lubricated cartridge pins. (7) Track rollers. Also. (8) Minor bogie. The idlers turn on sealed and lubricated shafts.

and increase operator comfort. (2) Bushing. Each roller frame can oscillate (turn) at the pivot shaft. The frames oscillate on large bronze bushings (2) and (4) in a sealed oil compartment in each roller frame. The pads control the amount of movement of the major bogies. The pivot shaft is also connected to the tractor main frame. (3) Track roller frame. PIVOT SHAFT Illustration 28: Pivot Shaft (Section Taken Through Track Roller Frame) (1) Tractor main frame. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo. 28 . (5) Pivot shaft. A rubber pad is installed on top of each major bogie. The other four rubber pads are installed on the bottom of the roller frame in alignment with the pads on the major bogies.CAMPUS ITM: Av.com Eight rubber pads (3) are used in pairs on each roller frame. Sealed and Lubricated Track is standard equipment. Roller frames (3) are connected at the rear by pivot shaft (5). This resilient (flexible) under carriage arrangement will keep one more track on the ground at all times. decrease undercarriage wear. (4) Bushing. Because the rubber pads are flexible. mud and debris will be removed from them during operation.

com EQUALIZER BAR (1) Rubber pads. The equalizer bar pivots about the center pin allowing the track roller frames to oscillate. (4) Rod. (10) Recoil spring. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo. On top of the equalizer bar are rubber pads (1). (7) Seal. (8) Outer cylinder. compressed between the equalizer bar and case and frame. These pads. (3) Pilot. (2) Retainer. Illustration 29: Equalizer Bar The roller frames are connected to the case and frame and to each other at the front of the machine by the equalizer bar (2).CAMPUS ITM: Av. 29 . (6) Front section of roller frame. control oscillation of the roller frames and improve side slope stability. TRACK ROLLER FRAME Illustration 30: Track Roller Frame (1) Rear section of roller frame. (5) Stop. (9) Inner cylinder. (2) Equalizer bar.

8. 5. four single flange and four double flange. Start at the front of the machine and install one single flange roller. (3) Shaft. The oil is used for lubrication of the bearing surfaces. Washers (5) get the side load on the roller. but the tube can slide in and out during recoil. Then install one single flange roller. 7. The track rollers are in contact with the inside surfaces of the track links. Then install one double. 3. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo.com The track roller frame can be separated into two sections. Then install one single. Then install one double. Flanges on the track rollers prevent the movement of the track from side to side. Then install one single flange roller next to the rear idler. The track rollers have Duo-Cone seals (6) at both ends of shaft (3). The inside surfaces of the track links give equal distribution of the weight of the machine along the track. the key is in alignment with the groove in the tube. Illustration 31: Track Roller (Double Flange Shown) (1) Pin. (2) Retainer. After assembly. Then install one double.CAMPUS ITM: Av. The installation of the track rollers is as follows: 1. (6) Duo-Cone seals. (4) Track roller. Inside the tube are recoil spring (10) and track adjuster. A groove is machined in the outer diameter of the tube. 2. (5) Washer. A large key is installed in rear section (1) of the roller frame. 4. 6. The amount of side movement or end clearance of the shaft can not be adjusted. TRACK ROLLERS The track rollers are fastened to the minor bogies. 30 . Each track roller frame has eight track rollers. Then install one double. Front section (6) has a large steel tube which telescopes (slides) into the rear section. The key will prevent any rotation of the tube inside the rear section of the roller frame. The center of shaft (3) is an oil reservoir.

The following systems are the four systems:     Electronic Programmable Transmission Control (EPTC II). The EPTC II activates the transmission and torque converter hydraulic systems through the upshift solenoid. The torque converter is fastened directly to the flywheel of the engine. or a mechanical connection. in NEUTRAL and in FIRST. The torque converter rotating housing is now mechanically connected to the output shaft of the torque converter. The transmission has seven forward speeds and one reverse speed. the lockup clutch is hydraulically engaged.com SYSTEMS OPERATION 777D Off – Highway Truck Power Train GENERAL INFORMATION The power train is made up of four basic systems. The upshift solenoid and the downshift solenoid hydraulically activate the transmission hydraulic control group. the downshift solenoid.CAMPUS ITM: Av. The transfer gears are fastened directly to the transmission. The control group activates the transmission clutches which cause the mechanical connection to the transmission output shaft. and the lockup solenoid. Torque Converter. 1 . The torque converter has a lockup clutch for direct drive and a one-way clutch for torque converter drive. The clutches in the transmission will not drive the transmission output shaft unless the torque converter is activated hydraulically or the torque converter is activated mechanically. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo. The selection of SECOND through SEVENTH speeds is done automatically. Transfer Gears and Transmission. a magnetic connection. The torque converter drives the transmission hydraulically. Differential and Final Drives. EPTC II gets information of the selected speed of operation through the electrical system. The drive shaft mechanically connects the torque converter to the transfer gears. an electrical connection. The selection of speed is done manually in REVERSE. unless the lockup clutch is activated. The Electronic Programmable Transmission Control (EPTC II) matches the transmission speed to the selected speed of the transmission shift lever. The four basic systems have a hydraulic connection. When the lockup solenoid is activated.

CAMPUS ITM: Av. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo.com Illustration 1: Basic diagram for the power train systems 2 .

Lockup clutch. the oil returns to the hydraulic oil tank. After cooling the brakes. The transmission has a separate hydraulic system. power flows from the engine through the torque converter and the transmission to the differential. When the transmission is in the correct speed position. Transmission oil cooler. which uses oil from the transmission oil tank. the transmission speed sensor electrically signals EPTC II that the machine has moved. Gear pump (transmission charging and transmission scavenge).com Power is sent through the REVERSE gear in torque converter drive only. the hoist hydraulics or the implement hydraulic system.CAMPUS ITM: Av. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo. The final drives are connected to the rear wheels. Transmission charging hydraulic filter. the mechanical movement of the rotary selector spool causes the transmission switch to electrically signal Electronic Programmable Transmission Control (EPTC II) that the shift is complete. With the rotation of the output shaft of the transmission. FIRST has both a torque converter drive and a direct drive. 3 . the parking brake release system. Pressure oil that is used to engage the lockup clutch comes from the parking brake release section of the gear pump for torque converter and brakes. Torque converter outlet relief valve. Oil flows through the oil filter to a tee at the parking and secondary brake release valve before flowing to the lockup clutch and solenoid valve. Lockup clutch and solenoid valve. Oil from the outlet relief valve is used to cool the wheel brakes. The oil flows through an oil cooler before flowing to the brakes. The differential and bevel gear are fastened directly to the rear axle housing. These systems use the same oil from the hydraulic oil tank. Power is then sent to the tires. Gear pump for the torque converter and brakes. The following components are part of this hydraulic system:       Torque converter inlet relief valve. The following components are part of this hydraulic system:      Transmission hydraulic control group. Magnetic screen. The torque converter hydraulic system uses oil that is common with the brake cooling system. SECOND through SEVENTH speeds are direct drive only with a very short time of converter drive during transmission clutch engagement in order to enable smoother shifts. After the transmission is connected to the torque converter. The transmission is fastened directly to the differential and bevel gear. The lockup clutch and solenoid valve controls the operation of the lockup clutch. Torque converter charging oil filter. The rear axles mechanically connect the differential to the final drives.

The downshift solenoid and the upshift solenoid send oil to the rotary actuator. These solenoids control the hydraulic system. FIRST. The actuator turns the rotary selector spool in the selector valve which sends pilot oil to the pressure control valve. POWER TRAIN ELECTRICAL SYSTEM The Electronic Programmable Transmission Control EPTC II directs the electrical system for the power train. FIFTH. and SEVENTH. Pressure control valve. When the rotary selector spool is turned in a clockwise direction as far as possible. Illustration 2: Electrical system for transmission control 4 .CAMPUS ITM: Av. EPTC II uses these inputs to activate solenoids. both the spool and the rotary actuator are in the NEUTRAL position. Upshift solenoid. EIGHTH speed is not used on this machine. SECOND. Note: The solenoids are the connection between the electrical system and the hydraulic system. From the NEUTRAL-1 position. each detent position in the counterclockwise direction is NEUTRAL-2. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo. These solenoids are electrically activated. Switches and sensors give input to EPTC II. THIRD. Rotary actuator. REVERSE.com The following components are part of the transmission hydraulic control group:      Downshift solenoid. Selector valve. FOURTH. The pressure control valve then sends oil at the correct rate in order to smoothly engage the proper clutches in the transmission. The rotary selector spool can be manually moved through all of the positions when the engine is stopped by removing a plug on the side of the transmission case. SIXTH.

The current is used to activate the required solenoids.  Downshift solenoid. Parking and secondary brake switch. Service/retarder brake switch. Transmission speed sensor. EPTC II receives current through a fuse on the fuse block. EPTC II is located at the rear of the cab. Transmission switch. Body raise switch.CAMPUS ITM: Av. direction and transmission speed. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo. These solenoids control the following actions: converter drive or direct drive. EPTC II has three output solenoids:  Upshift solenoid. including the Electronic Control Module (ECM).  Lockup solenoid.com ELECTRONIC PROGRAMMABLE TRANSMISSION CONTROL (EPTC II) Electronic Programmable Transmission Control (EPTC II) is the main component in the power train electrical system. Signals to the ECM result in reduced engine speed during upshifts and increased engine speed during downshifts (control throttle shifting). EPTC II has six input sources:       Shift lever switch. The Cat Data Link is used to share information with other systems. and the Caterpillar Monitoring System. TRANSMISSION CONTROL Illustration 3: Transmission control 5 .

CAMPUS ITM: Av. Each switch is mechanically positioned with diodes that determine the current flow. The shift lever switch provides the Electronic Programmable Transmission Control (EPTC II) with information about the transmission control position. The transmission gear switch sends a signal to the (EPTC II). The signal indicates the transmission gear that is currently engaged. the transmission gear switch and the shift lever switch operate similarly. The shift lever switch is mechanically connected to the transmission control inside the shift console. 6 . Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo. The transmission gear switch is mechanically connected to the rotary actuator of the transmission hydraulic control.com Illustration 4: Location of the shift lever switch Illustration 5: Shift lever switch Illustration 6: Location of the transmission gear switch Illustration 7: Transmission gear switch in the NEUTRAL position Except for the different pin numbers at the switch.

7 .com SPEEDOMETER/TACHOMETER MODULE (Transmission Gear Indicator) Illustration 8: Location of the transmission gear indicator Regardless of the position of the transmission control. EPTC II will prevent the transmission from shifting into REVERSE until the transmission neutralizer switch is closed or deactivated. The transmission neutralizer switch (1) will keep the Electronic Programmable Transmission Control (EPTC II) in a FORWARD speed position or in a NEUTRAL speed position while the body is raised. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo. The transmission neutralizer switch is open or activated when the hoist lever is in the LOWER or RAISE position.CAMPUS ITM: Av. After the transmission neutralizer switch (1) is closed or deactivated. TRANSMISSION NEUTRALIZER Illustration 9 Illustration 10: View A – A The transmission neutralizer switch (1) is located behind the operator seat. the transmission gear indicator will display the current operating gear of the transmission. the shift lever must be put in the NEUTRAL position before a shift to REVERSE can be made. When the hoist lever is in the LOWER or RAISE position. The indicator is located in the front instrument panel under the tachometer.

CAMPUS ITM: Av. Body up or down sensor (2) will limit the top gear that is being used while the dump body is in the UP position. The signal from the body up or down sensor (2) is used to provide warnings to the operator when the truck is moving with the dump body in the UP position. 8 . This signal indicates that the dump body is DOWN. The Electronic Programmable Transmission Control (EPTC II) comes from the factory with the top gear value that is set to FIRST gear. or FOURTH gear. The magnet assembly (1) is connected to the dump body. The speed in FLOAT is reduced in the SNUB position in order to prevent the dump body from contacting the frame too hard. THIRD gear. The top gear value is programmable by utilizing the Electronic Technician (ET). When the dump body is raised. The top gear value can be changed to SECOND gear. The signal from body up or down sensor (2) is also used to control the SNUB position of the hoist control valve. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo. The Electronic Programmable Transmission Control (EPTC II) will signal the hoist proportioning solenoids to move the hoist control valve to the SNUB position when the dump body that is being lowered nears the frame. When the dump body is lowered. Refer to the Hydraulic System Testing and Adjusting. The transmission will not shift past FIRST gear until the dump body is down.com ELECTRONIC CONTROL (BODY UP OR DOWN SENSOR) Illustration 11 (1) Magnet assembly (2) Body up or down sensor The body up or down sensor (2) is located on a bracket on the rear frame. the body up or down sensor (2) sends a signal to the Electronic Programmable Transmission Control (EPTC II). The signal indicates that the dump body is in the UP position.Adjust" for the proper adjustment procedure. The adjustment of the body up or down sensor (2) is very important. "Electronic Control (Body Down or Up Sensor) . the magnet assembly (1) will pass in front of the body up or down sensor (2) and a signal will be sent to the Electronic Programmable Transmission Control (EPTC II).

com SPEED SENSOR (TRANSMISSION) Illustration 12: Location of the transmission speed sensor The transmission speed sensor receives power from the Electronic Programmable Transmission Control (EPTC II). The transmission speed sensor uses this power in order to send a signal back to the EPTC II. This information and the information from the shift lever switch allow the transmission to automatically shift while the ground speed changes. This informs the EPTC II of the ground speed of the machine. SOLENOID VALVE (TRANSMISSION UPSHIFT/DOWNSHIFT) Illustration 13: Transmission hydraulic control (1) Upshift solenoid (2) Downshift solenoid 9 . the transmission will upshift by one gear or the transmission will unlock the torque converter. The transmission will automatically shift until the information from the transmission gear switch signals the EPTC II to stop automatic shifts. the transmission will not shift into a higher speed than the speed that is selected on the transmission control. Usually. The speed of the teeth will determine the signals that are sent by the transmission speed sensor to the EPTC II. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo. When the signals from the transmission speed sensor indicate a downshift. The gear for the transmission speed sensor has 120 teeth. The gear for the transmission speed sensor is connected to the transmission output shaft. During overspeed conditions.CAMPUS ITM: Av. the EPTC II will automatically downshift.

When upshift solenoid (1) and downshift solenoid (2) are activated. The parking brake release section of the gear pump for the torque converter sends oil to the power train oil filter. The torque converter lockup clutch will stay in direct drive until the (EPTC II) de-energizes the solenoid valve (1) for the torque converter lockup clutch valve. 10 . The rotary actuator is connected to the rotary selector spool. The hydraulic oil pressure turns the rotary actuator until upshift solenoid (1) or downshift solenoid (2) stops the hydraulic flow. This converts the pump oil to pilot oil. and the pilot oil flows to the solenoid valve (1) for the torque converter lockup clutch valve. When the (EPTC II) energizes the solenoid valve (1) for the torque converter lockup clutch valve. This pump oil goes through pressure reduction valve (3) in the torque converter lockup clutch valve. The solenoid stops the oil pressure that is going to the rotary actuator. SOLENOID VALVE (TORQUE CONVERTER LOCKUP CLUTCH) Illustration 14: Torque converter lockup clutch valve (1) Solenoid valve (2) Modulation reduction valve (3) Pressure reduction valve For the speed positions that require direct drive. the solenoid valve (1) for the torque converter lockup clutch valve must be activated after the upshift solenoid valve or the downshift solenoid valve is deactivated. the EPTC II stops the electrical current flow to the solenoid. The transmission gear switch is connected to the rotary actuator by a flexible coupling. This sequence occurs for every upshift of the transmission or downshift of the transmission except in NEUTRAL. Some of the oil goes to the torque converter lockup clutch valve. The EPTC II keeps the solenoid activated until the correct signal is received from the transmission gear switch. The oil is split after passing through the power train oil filter. The solenoids supply hydraulic oil pressure for mechanical work. When the rotary selector spool is in the correct position.CAMPUS ITM: Av. The position of the transmission gear switch and the ground speed signal from the transmission speed sensor command the Electronic Programmable Transmission Control (EPTC II) to activate the solenoid valve (1) for the torque converter lockup clutch valve at the correct time.com The solenoids receive an electrical signal from the Electronic Programmable Transmission Control (EPTC II). the EPTC II will keep downshift solenoid (2) activated after the shift is complete. the pilot oil will flow to modulation reduction valve (2) in the torque converter lockup clutch valve. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo. The rotation of the rotary selector spool stops. the solenoids allow hydraulic oil to flow to the rotary actuator. In the NEUTRAL position. Modulation reduction valve (2) allows pump oil to flow to the torque converter lockup clutch.

unwanted transmission downshifts. unwanted transmission upshifts and rapid. the EPTC II will shift rapidly. The EPTC II then allows one shift back to the previous gear.CAMPUS ITM: Av. When the secondary brake or the parking brake is used. An example of a normal operating condition is stopping the machine. When the secondary brake and parking brake pressure switch (1) is closed. After two seconds. a rapid shift may be necessary. a ground to the EPTC II is created.com PRESSURE SWITCH (SECONDARY BRAKE AND PARKING BRAKE) Illustration 15 (1) Secondary brake and parking brake pressure switch Some input signals to the Electronic Programmable Transmission Control (EPTC II) during a shift can cause a hunting condition of the transmission. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo. the engine will stop. Whenever the secondary brakes or the parking brakes are engaged. the secondary brake and parking brake pressure switch (1) will signal the EPTC II that rapid shifts are necessary. the EPTC II will allow one shift back to the original gear. In normal operating conditions. The EPTC II is designed to prevent a hunting condition. The EPTC II will then determine that a rapid shift is necessary. A hunting condition is caused by ground speed changes near a transmission shift point. the ground to the EPTC II is removed. When the secondary brake and parking brake pressure switch (1) is open. A hunting condition is a series of rapid. If a rapid downshift is not made in this example. 11 .

CAMPUS ITM: Av. A hunting condition is a series of rapid. A hunting condition is caused by ground speed changes near a transmission shift point. When the service brake or the retarder is used. the service brake and retarder pressure switch (1) will signal the EPTC II that rapid shifts are necessary. unwanted transmission upshifts and rapid. This function maximizes the amount of cooling oil that flows to the brakes during braking. After two seconds. In normal operating conditions. An example of a normal operating condition is stopping the machine. a rapid shift may be necessary. Service brake and retarder switch (1) also signals the EPTC II to allow rapid shifts. 12 .com PRESSURE SWITCH (SERVICE BRAKE AND RETARDER) Illustration 16: Service brake and retarder pressure switch Some input signals to the Electronic Programmable Transmission Control (EPTC II) during a shift can cause a hunting condition of the transmission. Service brake and retarder switch (1) is open when either the service brakes are used or the retarder is used. unwanted transmission downshifts. When the service brake or the retarder is used. Service brake and retarder switch (1) will signal the EPTC II when a higher engine rpm is necessary for an upshift or for a downshift. the engine will stop. The EPTC II is designed to prevent a hunting condition. This will maintain a higher engine rpm during downshifting. The downshift point will also be raised. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo. If a rapid downshift is not made in this example. The EPTC II will use normal engine rpm for upshifts or for downshifts. the EPTC II will allow one shift back to the original gear. the EPTC II will allow rapid upshifts and rapid downshifts in order for the machine to stop quickly. The EPTC II allows only one shift back to the previous gear to occur for every two seconds. When the service brakes or the retarder are not used. the EPTC II receives a ground through the service brake and retarder pressure switch (1).

CAMPUS ITM: Av. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo.com TORQUE CONVERTER HYDRAULIC SYSTEM Illustration 17: Torque Converter Hydraulic System (A) Pressure tap for torque converter lockup clutch pilot pressure (B) Pressure tap for brake retract pressure (D) Pressure tap for torque converter outlet pressure (E) Pressure tap for torque converter lockup clutch pressure (F) Pressure tap for torque converter inlet pressure Illustration 18: Rear of torque converter Illustration 19: Right side of frame (J) Pressure tap for brake retract pressure 13 .

com Illustration 20: Schematic for 777D Off Highway Truck torque converter hydraulic system 14 .CAMPUS ITM: Av. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo.

CAMPUS ITM: Av.com (1) Solenoid valve for the torque converter lockup clutch (2) Selector piston in the torque converter lockup clutch and solenoid valve (3) Load piston in the torque converter lockup clutch and solenoid valve (4) Spool (5) Spool for the modulation reduction valve in the torque converter lockup clutch and solenoid valve (6) Torque converter lockup clutch and solenoid valve (7) Pump drive (8) Parking and secondary brake valve (9) Relief valve for the parking and secondary brake valve (10) Torque converter inlet relief valve (11) Lockup clutch for the torque converter (12) Torque converter outlet relief valve (13) Passage to the parking and secondary brake valve (14) Torque converter (15) Brake for left rear wheel (16) Torque converter scavenge pump section (17) Brake retract pump section (18) Oil filter for the brake retract pump section (19) Torque converter charging pump section (20) Oil filter for torque converter charging (21) Scavenge screen (22) Brake for right rear wheel (23) Suction screen (24) Main relief valve (25) Control valve for the hoist hydraulics (26) Pump section for hoist hydraulics and rear brake cooling (27) Oil cooler for the hoist pump oil to the rear brakes (28) Screen (29) Relief valve for the oil cooler to the rear brakes (30) Return oil screen for hoist hydraulics (31) Suction screen (32) Diverter valve (33) Hydraulic tank (34) Brake cooling manifold (35) Oil cooler for torque converter oil to the rear brakes (36) Screen (41) Hoist cylinders (A) Pressure tap for pilot oil of torque converter lockup clutch (B) Pressure tap for brake retract pump (D) Pressure tap for torque converter outlet pressure (E) Pressure tap for the torque converter lockup clutch (F) Pressure tap for torque converter inlet pressure (G) Pressure tap for inlet of rear brake oil cooler (left) (H) Pressure tap for outlet of rear brake oil cooler (left) (J) Pressure tap for the brake retract pressure (K) Pressure tap for outlet of rear brake oil cooler (right) (L) Pressure tap for inlet of rear brake oil cooler (right) (M) Pressure tap for front brake cooling (outlet) (N) Pressure tap for front brake cooling (inlet) (P) Pressure tap for rear brake cooling (inlet) 15 . Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo.

CAMPUS ITM: Av.com Illustration 21: Oil cooler lines for 777D Off Highway Truck (top view) (8) Parking and secondary brake valve (9) Relief valve for the parking and secondary brake valve (16) Torque converter scavenge pump section (17) Brake retract pump section (19) Torque converter charging pump section (23) Suction screen (24) Main relief valve (25) Control valve for the hoist hydraulics (26) Pump section for hoist hydraulics and rear brake cooling (27) Oil cooler for the hoist pump oil to the rear brakes (28) Screen (29) Relief valve for the oil cooler to the rear brakes (30) Return screen for hoist hydraulics (31) Suction screen (32) Diverter valve (33) Hydraulic tank (34) Brake cooling manifold (35) Oil cooler for torque converter oil to the rear brakes (36) Screen (G) Pressure tap for inlet of rear brake oil cooler (left) (H) Pressure tap for outlet of rear brake oil cooler (left) (K) Pressure tap for outlet of rear brake oil cooler (right) (L) Pressure tap for inlet of rear brake oil cooler (right) (M) Pressure tap for front brake cooling (outlet) (N) Pressure tap for front brake cooling (inlet) (P) Pressure tap for rear brake cooling (inlet) 16 . Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo.

com Illustration 22: Lines. and valves for the torque converter (6) Torque converter lockup clutch and solenoid valve (7) Pump drive (8) Parking and secondary brake valve (10) Torque converter inlet relief valve (12) Torque converter outlet relief valve (16) Torque converter scavenge pump section (17) Brake retract pump section (19) Torque converter charging pump section (20) Oil filter for torque converter charging (26) Pump section for hoist hydraulics and rear brake cooling (33) Hydraulic tank 17 . filters. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo.CAMPUS ITM: Av.

18 . This valve controls the maximum pressure of the oil in the torque converter. oil goes from hydraulic tank (33) through suction screen (23) to pump section (17) and to pump section (19).com Illustration 23: Rear wheel brake (front side) Typical pressure tap for brake cooling Illustration 24: Back of engine (M) Pressure tap for front brake cooling (outlet) Illustration 25: Back of engine (N) Pressure tap for front brake cooling (inlet) Illustration 26: Right side of engine (P) Pressure tap for rear brake cooling (inlet) TORQUE CONVERTER OPERATION Neutral Operation: When the engine is started. Oil also goes through suction screen (31) to pump section (26). Pump section (19) sends oil through oil filter (20) to inlet relief valve (10) and to torque converter (14).CAMPUS ITM: Av. Inlet relief valve (10) controls the maximum pressure of the oil that goes to the torque converter. oil goes to outlet relief valve (12). From the torque converter. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo.

Oil that goes to brake valve (8) is used in order to release the parking brakes. and to hydraulic tank (33). Pump section (26) sends oil to control valve (25) for use in the hoist hydraulics (or implement hydraulics). This oil now becomes brake cooling oil. the brake for right rear wheel (22) and the hydraulic tank (33).com Oil from torque converter (14) goes through an orifice in the torque converter housing. relief valve (9) opens. Relief valve (9) controls the maximum pressure of the parking brake release system. Oil that leaves pump drive (7) goes through scavenge screen (21). On the 777D Off Highway Truck. Pump section (17) sends oil to parking and secondary brake valve (8) and to lockup clutch and solenoid valve (6). Return oil from lockup clutch and solenoid valve (6) and pump drive (7) goes to the bottom of the torque converter housing. Pump section (16) pulls oil through scavenge screen (21) and then sends the oil to hydraulic tank (33). Most of the oil is used in order to cool the brake for left rear wheel (15) and the brake for right rear wheel (22). Lockup Operation (Direct Drive): The machine is in torque converter drive when in NEUTRAL and in REVERSE speeds. and then to hydraulic tank (33). tube assembly and the baffle. pump section (16).CAMPUS ITM: Av. Oil that leaves the brakes goes through the tube assembly and the baffle to hydraulic tank (33). and pulled unit brake (right) (40). Most of the oil goes to manifold (34). Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo. Diverter valve (32) can direct the oil to one of two paths. Relief valve (29) controls the maximum pressure of this brake cooling oil. Oil that leaves relief valve (29) goes to diverter valve (32). The second path diverts the oil around screen (28) and around oil cooler (27). oil cooler (35). Oil that goes to lockup clutch and solenoid valve (6) is used in order to engage the lockup clutch (11). Any leakage in torque converter (14) also goes to the bottom of the housing. or oil goes around the valve spool in torque converter outlet relief valve (12). Brake cooling oil on the 776D Tractor goes through screen (36). The oil splits inside the manifold. Oil that is not used in the hoist hydraulics (or implement hydraulics) is used for brake cooling. Oil that leaves pump drive (7) goes through scavenge screen (21) to pump section (16). One path is through screen (28) and through oil cooler (27). 19 . the brake for left rear wheel (15). A very small amount of oil from manifold (34) is used in order to lubricate pump drive (7). pulled unit brake (left) (39). Pump section (38) then sends this oil back through the return oil tube assembly and the baffle into hydraulic tank (33). This will allow the extra oil to go back to hydraulic tank (33). through the return oil tube assembly and the baffle. When the oil pressure gets too high. FIRST speed is in torque converter drive at lower ground speeds and direct drive at higher ground speeds. SECOND through SEVENTH speeds are direct drive speeds. A very small amount of the oil goes to pump drive (7) for cooling. oil that goes around the valve spool in torque converter outlet relief valve (12) goes through screen (36) and through oil cooler (35) to manifold (34).

EPTC II activates solenoid valve (1). and transmission hydraulic tank (1) Torque converter. the torque converter will briefly change from direct drive to converter drive in order to ensure smooth shifts. brake. Oil to the lockup clutch is stopped and lockup clutch (11) is disengaged. HOIST.com In FIRST speed. Modulation now takes place between load piston (3) and spool (5) until maximum pressure is reached. hoist. EPTC II deactivates solenoid valve (1). When the machine is in direct drive in FIRST speed and ground speed decreases. After the proper clutches in the transmission are engaged for SECOND speed. lockup clutch (11) engages again by using the same steps as described above. At this time. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo. BRAKE. and spool (5) go back to original positions. The lockup clutch (11) will disengage and the machine will revert to torque converter drive. Between transmission shifts. The machine is briefly in torque converter drive while the transmission shifts. This operation is used on upshifts from SECOND through SEVENTH speeds. the transmission speed sensor tells Electronic Programmable Transmission Control (EPTC II) that direct drive (lockup) is needed. Lockup clutch (11) is now engaged and the machine is in direct drive FIRST speed. Spool (5) moves down and oil goes to lockup clutch (11). AND TRANSMISSION Illustration 27: Front view of torque converter. torque converter (14) is used until the ground speed gets high enough for direct drive. Pilot oil goes to selector piston (2). Pilot oil to selector piston (2) is stopped. EPTC II will deactivate solenoid valve (1). hoist. load piston (3).CAMPUS ITM: Av. When an upshift to SECOND speed is required. and on downshifts from SEVENTH through FIRST speeds. and brake section (2) Transmission section (3) Control valve 20 . HYDRAULIC TANK (TORQUE CONVERTER. Selector piston (2).

and brake section (1) and provides oil for the transmission. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo. and brake section (1) also contains control valve (3) for the hoist cylinders. and the torque converter are located on the right side of the horizontal frame member above the torque converter. The torque converter.CAMPUS ITM: Av. A relief valve for rear brake cooling (4) is located inside the torque converter. hoist. hoist. The transmission section (2) is smaller than the torque converter. and brake section (1). and brake section (1) are vented to breathers. Torque converter. and brake section (1). 21 . The transmission breather is located on top of transmission section (2).com Illustration 28: View A . hoist. and brake section (1) is separated from the transmission section (2) by a wall inside the hydraulic tank. and brake section (1) is larger than the transmission section (2) and provides oil for torque converter operation. hoist. The relief valve for rear brake cooling (4) provides hydraulic pressure relief to the rear brake coolers. the oil pump drive. The hydraulic tank is mounted to the left side of the frame. and brake operation and cooling. Breathers for the torque converter. hoist.A (4) Rear brake cooling relief valve The hydraulic tank (torque converter. hoist. brake. hoist operation. hoist. and transmission) has two separate oil tanks. The torque converter. hoist. Both transmission section (2) and torque converter.

com Illustration 29: Rear view of torque converter. brake and transmission hydraulic tank (1) Hydraulic tank for torque converter.CAMPUS ITM: Av. Ramón Castilla 1110 Carretera Trujillo – Huanchaco E-mail: itmperu@yahoo. and brake operation and cooling (2) Hydraulic tank for transmission (6) Return port for transmission scavenge pump (7) Drain port for the lip seal case of the parking brake (8) Drain port for AETA (an attachment) (9) Drain port for parking and secondary brake valve (10) Return port for brake makeup oil tank (11) Return port for rear brake cooling oil (left brake) (12) Return port for rear brake cooling oil (right brake) (13) Return port for front brake cooling oil (an attachment) (14) Suction port for transmission oil (15) Suction port for hoist pump (16) Outlet port to head end of hoist cylinders (17) Suction port for torque converter charging section of the oil pump and parking brake release section of the oil pump (18) Outlet port to rod end of hoist cylinders (19) Outlet port to rear brake cooling system (20) Inlet port to control valve (from pump) (21) Return port for torque converter inlet relief valve (22) Return port for torque converter scavenge pump 22 . hoist. hoist.