Operacion de Sis Emas

D7H & D7H LGP TRACTORS / POWER SHIFT / /DIFFERENTIA... https://sis.cat.com/sisweb/sisweb/techdoc/techdoc_print_page.jsp...
Bienvenido: perenco1
Producto: TRACK-TYPE TRACTOR
Modelo: D7H TRACK-TYPE TRACTOR 5BF00520
Configuración: D7H & D7H LGP TRACTORS / POWER SHIFT / /DIFFERENTIAL
STEERIN/ 5BF00001-03999 (MACHINE) POWERED BY 3306 ENGINE
Operación de Sistemas
D7H TRACTOR DIFFERENTIAL STEERING
Número de medio -SENR3636-00 Fecha de publicación -01/11/1991 Fecha de actualización -11/10/2001
Systems Operation
SMCS - 3285-010; 3285-017
Power Train
Power Train Components (Typical Example)

(1) Final drives. (2) Steering differential and brake group. (3) Diesel engine with torque divider. (4) Tracks. (5) Planetary
and brake group. (6) Transfer and bevel gears. (7) Planetary powershift transmission.
General Information
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Power from diesel engine (3) is sent through the torque divider, the main drive shaft, planetary
transmission (7), transfer and bevel gears (6), steering differential (2), final drives (1) and then to
tracks (4).
Diesel engine (3) sends power from the flywheel to the torque divider.
The torque divider sends the power to the main drive shaft through a planetary gear system and
torque converter.
Power through the main drive shaft goes to transmission (7). Transmission (8) has three speeds in
Forward and in Reverse. Speed and direction of the transmission is controlled manually by the
operator. When the control levers for the transmission are moved to a speed and direction position,
power through the transmission goes to transfer and bevel gears (6).
Transfer and bevel gears (6) turn the bevel gear shaft that sends the power to steering differential
(2).
Steering differential and brake group (2) is used to turn the tractor as well as stop it. The steering
differential and brake group works with planetary and brake group (5) to turn the outer axle shafts.
The two outer axles turn final drives (1).
Final drives (1) give a double reduction through the use of planetary gears and send the power to
tracks (4) that move the machine.
Power Train Hydraulic System
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Power Train Hydraulic System Schematic

(1) Priority valve. (2) Orifice plate (3) Oil cooler. (4) Pump drive. (5) Torque converter. (6)Torque converter outlet relief
valve. (7) Sump in torque converter housing. (8) Breather. (9) Parking brake valve. (10) Service brake control valve. (11)
Selector and pressure control valve. (12) Transmission oil filter. (13) Power Train oil pump. (14) Sump (transmission). (15)
Sump (case). (A) Transmission charging. (B) Brake lubrication. (C) Transmission and torque converter scavenge.
The hydraulic system for the power train uses a three-section oil pump (13). The pump is mounted
on the front of the case and is driven by an auxiliary drive shaft from the engine. The case is used
as the power train oil tank and has internal tubes that move oil to and from oil pump (13).
Transmission and torque converter scavenge section (C), the first section of oil pump (13), takes oil
from torque converter sump (7) and transmission sump (14) and returns it to case (15).
Brake lubrication section (B), the second section of oil pump (13), takes oil from case (15) and
sends it the brake group on the right and left side of the tractor.
Transmission charging section (A), the third section of oil pump (13), takes oil from case (15) and
sends it to oil filter (12). Oil through the oil filter goes to priority valve (1) and parking brake valve
(9).
Priority valve (1) makes sure that oil pressure is available for the brake controls and then
transmission controls. Oil through the transmission controls is used to engage transmission
clutches and is also sent to torque converter (5). From the torque converter, oil goes through outlet
relief valve (6) to oil cooler (3). Most of the oil through the oil cooler goes to the lubrication circuit of
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the transmission and then returns to the transmission sump. A small part of the oil through the
cooler goes through the orifice in orifice plate (2) and then to the case.
Oil from the priority valve goes to parking brake valve (9). The parking brake valve is an ON or OFF
valve that in the ON position blocks pressure oil to the brake control valve and lets pressure oil at
the brakes go to drain which causes the brakes to engage. In the OFF position, the parking brake
valve sends pressure oil to service brake control valve (10).
Service brake control valve (10) controls pressure oil to the brakes. The control valve keeps the
brakes released unless the operator pushes the foot pedal to engage them and stop the tractor.
Transmission Hydraulic Controls

The transmission hydraulic controls for the differential steer tractor have a new direction selector
spool with a detent for Neutral position. This changes the way the transmission is operated and the
operation of the hydraulic controls.
Selector And Pressure Control Valve
Selector And Pressure Control Valve

(1) Speed selector spool. (2) Modulation relief valve. (3) Load piston. (4) Inlet passage from transmission oil pump. (5)
Outlet passage to torque converter. (6) Ratio valve. (7) Pressure differential valve. (8) Direction selector spool.
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Speed selector spool (1) is connected by linkage to the transmission speed selector lever. Direction
selector spool (8) is connected by linkage to the combination steering and directional control
handle. The speed selector lever must be moved to speed position before the directional control
handle is moved to a direction position.
Operation
Engine Running (Transmission in Neutral)
Transmission Hydraulic Controls (Engine Running, Transmission in Neutral)

(1) Priority valve. (2) Speed selection spool. (3) Valve body. (4) Modulation relief valve. (5) Load piston. (6) Orifice. (7)
Ratio valve. (8) Pressure differential valve.( 9) Orifices. (10) Direction selection spool. (11) Passage.
When the engine is started, the transmission charging pump pulls oil from the reservoir. The pump
sends the oil through a filter to priority valve (1) and then to pressure control valve for the
transmission.
When the transmission speed control lever and transmission directional control handle are in
NEUTRAL, speed selection spool (2) and direction selection spool (10) are in the positions shown
in the schematic.
The position of speed selection spool (2) opens speed clutches No. 4 and No. 5 to the reservoir.
The position of direction selection spool (10) opens the right end of pressure differential valve (8) to
the reservoir and opens the No. 3 clutch to pump oil.
Oil from the pump, goes to modulation relief valve (4). It fills the chamber around the modulation
relief valve. The oil goes through an orifice in the valve spool and opens the poppet valve. The oil
fills the slug chamber at the left end of the valve spool.
Pump oil also goes through the flow control orifice to direction selection spool (10). The oil can then
flow to No. 3 clutch, ratio valve (7) and pressure differential valve (8).
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The oil to the pressure differential valve, goes through orifice (6) in the valve spool. Oil starts to fill
the chamber at the left end of the valve spool. When the transmission speed control lever and
transmission directional control handle are in NEUTRAL, orifices (9) can not send oil to the
reservoir because the passage around the orifices is filled with pump oil. This lets the differential
valve move a small amount to the right (to the SET position). The pressure differential valve can
move no farther to the right because of the drain passage at the left end of the valve. In this
position, no oil is sent to the directional clutches.
To correctly operate the tractor, the transmission speed control lever must be moved to a speed
position before the transmission directional control handle is moved to a direction position. If the
directional control handle is moved first, then orifices (9) send the pump oil in the pressure
differential valve to drain through passage (11). This happens because when the pressure
differential valve is in its set position orifices (9) are not completely closed.
Engine Running (Neutral to First Speed Forward)
Transmission Hydraulic Controls (Engine Running, Neutral to First Speed Forward)

Ratio valve. (8) Pressure differential valve. (9) Orifices. (10) Direction selection spool. (11) Passage.
When the transmission speed control lever is moved to FIRST SPEED and the transmission
directional control handle is moved to FORWARD, speed selector spool (2) and direction selector
spool (10) move to the positions shown in the schematic.
The position of direction selector spool (10) opens a passage to No. 2 clutch. It also opens
passages from No. 1 clutch and No. 3 clutch to the reservoir.
The position of speed selector spool (2) opens a passage to No. 5 clutch to pump oil.
When the shift from NEUTRAL to FIRST SPEED FORWARD is made, the No. 3 clutch is opened to
the reservoir. The pressure in the system decreases. Springs move modulation relief valve (4)
toward the left. Pressuredifferential valve (8) moves until the oil from the right end of load piston (5)
can go to the reservoir. This lets the load piston move to the right.
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No. 5 speed clutch starts to fill. When it is full of oil, the pressure increases in the system. This
pressure increase is felt through orifice (6) and against the left end of the pressure differential
valve. This moves thepressure differential valve until the right end of load piston (5) is closed to the
reservoir. The differential valve also lets oil go to No. 2 clutch and it starts to fill. The pressure
differential valve will keep a 380 kPa (55 psi) pressure difference between the oil to the speed
clutch and direction clutch. This lets the speed clutch engage before the direction clutch.
When the end of the load piston is closed to the reservoir, the pressure oil starts to fill the load
piston chamber again. The load piston starts to move to the left and modulation starts.
This movement of the load piston compresses the springs and moves the modulation relief valve to
the left. This causes the pressure of the pump oil in the slug chamber to go higher and moves the
modulation relief valve back to the right.
This modulation goes on until the clutches reach full pressure. At this time the load piston will be
completely to the left and the modulation relief valve will let oil go to the lubrication circuit.
Operation Of Pressure Differential Valve
Transmission Hydraulic Controls (Operation Of Pressure Differential Valve)

Ratio valve. (8) Pressure differential valve. (9) Orifices. (10) Direction selection spool. (11) Passage.
NOTE: All tractors are equipped with a neutral start switch. The transmission speed control lever
has to be in NEUTRAL before the engine starter can be engaged to start the engine.
If for some reason, the engine is started with the transmission speed control lever in a speed
position and the transmission directional control handle in a direction position, the operation of
pressure differentialvalve (8) prevents transmission engagement.
When the engine is started, the transmission charging pump sends oil to modulation relief valve (4)
and also across the flow control orifice to direction selection spool (10). From the direction selection
spool the oil can go to ratio valve (7) and pressure differential valve (8). The oil also flows to speed
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selection spool (2) and starts to fill the No. 5 clutch.
Oil that flows to pressure differential valve (8) goes through orifice (6) and fills the chamber on the
left end of the spool. Small orifices (9) are open to reservoir because of passage (11). The pressure
on the left end of the differential valve can not go high enough to move the valve to the right.
Because of this, oil can not flow to the direction clutch and the machine will not move.
Before the transmission will engage, the transmission directional control handle must be moved to
Neutral. This closes passage (11) so that oil can not flow to the reservoir. This lets the pressure
increase inside the differential valve and it moves right to its Metering position (see Transmission
FIRST SPEED Forward). Oil pressure to the direction clutches increases but the position of
direction selection spool (10) does not let the clutches engage.
Transfer And Bevel Gears
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Transfer And Bevel Gears

(1) Transfer gear. (2) Pinion. (3) Transfer gear. (4) Transmission input shaft. (5) Transmission output shaft. (6) Bevel gear.
(7) Bevel gear shaft.
A drive shaft assembly connects the yoke on the torque divider to the yoke assembly on the gear
case. The gear case yoke assembly is connected to transmission input shaft (4) by splines. When a
speedand direction clutch are engaged, power is sent from the planetary transmission to
transmission output shaft (5) then to transfer gear (3). Transfer gear (3) turns transfer gear (1).
Transfer gear (1) is connected topinion (2) by splines. Pinion (2) turns bevel gear (6).
Bevel gear (6) is fastened to bevel gear shaft (7) by bolts. Bevel gear shaft (7) is connected by
splines to the carrier of the steering differential.
The bevel gear, pinion, and transfer gears get lubrication oil from the lubrication system. This oil
flows through passages in the transfer case, and then into a tube in the bevel gear case. The oil
flows from this tube for lubrication of the gears (spray lubrication).
Steering Differential And Brake Group
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Steering Differential And Brake Group With Planetary And Brake Group
(1) Brake housing. (2) Motor support. (3) Steering pinion. (4) Ring gear. (5) Carrier. (6) Planet gears. (7) Planet gears. (8A)
Sun gear. (8B) Sun gear. (9) Hub. (10) Bevel gear. (11) Ring gear. (12) Housing. (13) Carrier. (14) Belleville spring. (15)
Brake piston. (16) Brake discs and plates. (17) Stationary ring gear. (18) Brake discs and plates. (19) Brake housing. (20)
Brake piston. (21) Belleville spring. (22) Carrier. (23) Planet gears. (24) Sun gear.
This tractor uses a differential steering system. The basic system has a steering differential, a
hydraulic pump, a hydraulic steering motor and steering controls. The steering differential has two
power inputs: one power input is from the transmission for speed and direction (forward or reverse)
and the other power input is from the hydraulic motor for steering (right or left). The steering
differential uses hydraulic motor power input to increase the speed of one track and equally
decrease the speed of the other track. The resulting track speed difference turns the tractor.
Direction of the rotation of the hydraulic motor determines the direction of the turn and motor speed
determines how sharp or gradual the tractor turns. For more description of the hydraulic motor,
hydraulic pump and steering controls, reference: See Steering And Implement Hydraulic System in
this manual.
The steering differential consists of two planetary gear trains, a bevel gear set and a brake group.
The transmission bevel gear set and another planetary gear train and brake group are used with
the steeringdifferential to complete the mechanical part of the steering system. The planetary gear
trains, bevel gear sets and brake groups are all connected together by two outer axle shafts, a
center axle shaft and the transmission bevel gear shaft. A description of the brake groups will be
given in another section.
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Transmission pinion (26) and bevel gear (27) are connected to carrier (5) by bevel gear shaft (29).
Steering pinion (3) and bevel gear (10) are connected to housing (12). Ring gear (11) is connected
to housing (12) and planet gears (6) connect ring gear (11) to carrier (13). Outer axle shaft (30)
connects to carrier (13). Ring gear (4) connects carrier (13) and carrier (5) through planet gears (7).
Sun gears (8A), (8B) and (24) are connected to center axle shaft (25). Outer axle shaft (26) is
connected to carrier (22). Stationary ring gear (17) is connected to the brake housing which is
connected to the bevel gear case. Both outer axleshafts are connected to the final drives that turn
the tracks.
Power flow through the differential steering system is in three parts, transmission power flow only,
steering power flow only and a combination of transmission and steering power flows. The word
power in the followingpower flow explanations can be defined in terms of torque. The input torques
from the transmission and steering motor will be followed through the steering system to the axles.
Transmission Power Flow
Power Flow Schematic Of Differential Steering System With Tractor Moving Straight Ahead (Transmission Input Only)
(3) Steering pinion. (4) Ring gear. (5) Carrier. (6) Planet gears. (7) Planet gears. (8A) Sun gear. (8B) Sun gear. (10) Bevel
gear. (11) Ring gear. (12) Housing. (13) Carrier. (17) Stationary ring gear. (22) Carrier. (24) Sun gear. (25) Center axle
shaft. (26) Transmission pinion. (27) Bevel gear. (28) Outer axle shaft. (29) Bevel gear shaft. (30) Outer axle shaft.
With the steering pinion and bevel gear in the hold position, power from the transmission goes
through transmission pinion (26) to bevel gear (27). Bevel gear (27) sends the power through bevel
gear shaft (29) tocarrier (5). Power through carrier (5) goes in two directions. Most of the power
goes through the planet gears to ring gear (4) and the rest of the power goes through the planet
gears to sun gear (8B). Ring gear (4)sends the power through carrier (13) to outer axle shaft (30).
Sun gears (8B) sends its power through center axle shaft (25) to sun gear (24). Sun gear (24)
along with the planet gears, carrier (22) and stationary ringgear (17) multiply the power and send it
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to outer axle (28).
Power to both outer axles is the same and the direction of axle rotation is the same. This results in
the tractor moving straight ahead or straight backward.
Rotation Of Components During Straight Ahead Movement

(4) Ring gear. (5) Carrier. (6) Planet gears. (7) Planet gears. (8A) Sun gear. (8B) Sun gear. (13) Carrier. (22) Carrier. (23)
Planet gears. (24) Sun gear. (25) Center axle shaft. (26) Transmission pinion. (27) Bevel gear. (28) Outer axle shaft. (29)
Bevel gear shaft. (30) Outer axle shaft. (31) Steering motor. (32) Transfer gear. (33) Inner sun gear of final drive. (34)
Transfer gear. (35) Inner sun gear of final drive.
Steering Power Flow
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Power Flow Schematic With Tractor Counter Rotating Counterclockwise (Steering Input Only)
(3) Steering pinion. (8A) Sun gear. (10) Bevel gear. (11) Ring gear. (12) Housing. (13) Carrier (17) Stationary ring gear.
(22) Carrier. (24) Sun gear. (25) Center axle shaft. (28) Outer axle shaft. (30) Outer axle shaft.
With the transmission in Neutral, power from the steering motor goes through steering pinion (3) to
bevel gear (10). Bevel gear (10) sends the power through housing (12), ring gear (11) and the
planet gears tocarrier (13). Power through carrier (13) goes in two directions. Half of the power
goes through the planets gears to sun gear (8A) and half of the power goes to outer axle shaft (30).
Sun gear (8A) sends the powerthrough center axle shaft (25) to sun gear (24). Sun gear (24) along
with the planet gears, carrier (22) and stationary ring gear (17) multiply the power and send it to
outer axle shaft (28).
Power to both outer axle shafts is the same but the direction of axle rotation is opposite. This
results in the tractor rotating about its own center.
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Rotation of Components During Counter Rotation Counterclockwise

(3) Steering pinion. (4) Ring gear. (6) Planet gears. (7) Planet gears. (8A) Sun gear. (8B) Sun gear. (10) Bevel gear. (11)
Ring gear. (12) Housing. (13) Carrier. (22) Carrier. (23) Planet gears. (24) Sun gear. (25) Center axle shaft. (28) Outer axle
shaft. (30) Outer axle shaft. (31) Steering motor. (33) Inner sun gear of final drive. (35) Inner sun gear of final drive.
Steering And Transmission Combined Power Flow
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Power Flow Schematic With The Tractor Moving Forward And Turning Left (Transmission And Steering Inputs Combined)
(3) Steering pinion. (4) Ring gear. (8A) Sun gear. (8B) Sun gear. (10) Bevel gear. (11) Ring gear. (12) Housing. (13)
Carrier. (17) Stationary ring gear. (22) Carrier. (24) Sun gear. (25) Center axle shaft. (28) Outer axle shaft. (30) Outer axle
shaft.
When power from the steering motor and transmission act together on the differential steering
system, the power from the transmission input flows through the system the same as when it acts
individually and thesteering input power instead of going in two directions, now goes one direction
or the other through the system.
This results in the power to one axle shaft being greater which causes the speed of that axle shaft
to increase and the other axle shaft to decrease its speed. The amount of power to the axle shafts
and their rotation iscontrolled by the transmission. The amount of speed difference between the
axle shafts and the direction of the turn are controlled by the steering motor. Rotation of the
steering motor and steering pinion (3) controlswhich way the tractor turns, see chart. The speed of
the motor and pinion determines how sharp or gradual the tractor turns; the faster the motor speed
the sharper the turn.
When the tractor makes a left turn, the rotation of steering pinion (3) and transmission pinion (26)
are the same direction. Power to steering pinion (3) goes through bevel gear (10) and housing (12)
to ring gear(11). Ring gear (11) sends the power through the planet gears to sun gear (8A). Sun
gear (8A) sends the power to center axle shaft (25) and adds to the power to sun gear (8B). The
combined power through the center axleshaft goes to sun gear (24). Sun gear (24) along with the
planet gears, carrier (22) and stationary ring gear (17) multiply the power and send it to outer axle
shaft (28). This causes the outer axle shaft to increase itsspeed and as with any differential when
one side speeds up the other side slows down an equal amount. This is accomplished when the
power to sun gear (8A) adds to the power at sun gear (8B). The increase inpower causes the
speed of the sun gears to increase. When the speed of sun gear (8B) increases, the speed of ring
gear (4) decreases. The decrease in speed of ring gear (4) causes carrier (13) to decrease its
speedas well as the speed of outer axle shaft (30). The resulting speed difference between outer
axle shafts [(28) faster] and [(30) slower] causes the tractor to turn left.
To turn the tractor to the right, the rotation of steering pinion (3) is opposite the transmission pinion.
Power to steering pinion (3) goes through bevel gear (10) and housing (12) to ring gear (11). Ring
gear (11) sends thepower through the planet gears to carrier (13) and adds to the power through
ring gear (4) to the carrier. The combined power goes through carrier (13) to outer axle shaft (30)
and causes the axle to increase its speedalong with carrier (13) and ring gear (4). When ring gear
(4) increases its speed, it causes sun gear (8B) to decrease its speed. The decrease in speed of
sun gear (8B) causes center axle shaft (25), sun gear (24), carrier(22) and outer axle shaft (28) to
decrease their speeds also. The resulting speed difference between the outer axle shafts [(28)
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slower] and [(30) faster] causes the tractor to turn to the right.
Rotation Of Components During Left Turn (Forward)

(3) Steering pinion. (4) Ring gear. (5) Carrier. (6) Planet gears. (7) Planet gears. (8A) Sun gear. (8B) Sun gear. (10) Bevel
gear. (11) Ring gear. (12) Housing. (13) Carrier. (22) Carrier. (23) Planet gears. (24) Sun gear. (25) Center axle shaft. (26)
Transmission pinion. (27) Bevel gear. (28) Outer axle shaft. (29) Bevel gear shaft. (30) Outer axle shaft. (31) Steering
motor. (32) Transfer gear. (33) Inner sun gear of final drive. (34) Transfer gear. (35) Inner sun gear of final drive.
Service Brakes
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Steering Differential and Planetary With Brake Groups

(1) Brake housing. (9) Hub. (14) Belleville spring. (15) Piston. (16) Discs and plates. (17) Stationary ring gear. (18) Discs
and plates. (19) Brake housing. (20) Piston. (21) Belleville spring. (22) Carrier. (36) Chamber. (37) Chamber. (38)
Retainer.
The brakes are part of two different modules of the tractor. One module is the steering differential
group installed on the left side of the tractor and the other module is the planetary group installed
on the right sideof the tractor. The brakes are used to stop the tractor and do not assist in turning
the tractor.
The main components of the brakes are hub (9), carrier (22), brake pistons (15) and (20), retainer
(38), stationary ring gear (17), Belleville springs (14) and (21), housings (1) and (19) and discs and
plates (16) and (18).
The brakes are engaged by Belleville springs (14) and (21). They are released by pressure oil sent
from the brake control valve. The operator controls the brake control valve through a foot pedal and
linkage.
During movement of the machine, pressure oil is sent through passages in brake housings (1) and
(19) to chambers (36) and (37). This holds the brakes in the released position and allows the outer
axle shafts to turn.
When the foot brake is pushed, pressure oil to chambers (36) and (37) is stopped and the
chambers are opened to drain. This allows Belleville springs (14) and (21) to push brake pistons
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(15) and (20) againstdiscs and plates (16) and (18). Discs and plates (16) and (18) stop the rotation
of hub (9), carrier (22) and the outer axle shafts. The tractor comes to a stop and the engine is in
converter stall condition.
Service Brake Control Valve
Service Brake Control Valve

(39) Slug chamber. (40) Valve spool. (41) Passages. (42) Spacers. (43) Plunger. (44) Slug. (45) Outlet to drain. (46)
Spring. (47) Passage to brakes. (48) Poppet valve. (49) Passage for supply oil.
The service brake control valve is used to control the pressure oil sent to the brakes. It is located
on top of the case under the operators seat. The operator controls the valve with a foot pedal
connected bylinkage to plunger (43). Supply oil to the valve comes from the power train oil pump.
Oil from the pump first goes through the priority valve to the parking brake valve and then to the
brake control valve.
Supply oil to the brake control valve goes to passage (49). Oil in passage (49) goes around valve
spool (40) to brake passage (47). When the oil to the right and left brake fills all the passages and
chambers, the pressureof the oil increases to approximately 2900 kPa (420 psi) and the brakes are
released.
When the operator pushes the brake pedal, linkage pulls plunger (43) to the right. Movement of
plunger (43) to the right causes a reduction in the force of spring (46). This lets the force of the oil
in slug chamber (39)move valve spool (40) to the right until some oil in passage (47) can go to
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drain outlet (45). Now the oil pressure to the brakes reduces and an orifice in poppet valve (48)
also reduces the oil pressure in slug chamber (39).
The first movement of valve spool (40) immediately reduces the brake pressure to approximately
2200 kPa (320 psi). At this point the action of spring (46) and oil pressure in slug chamber (39)
against valve spool (40)causes a modulated reduction in the brake pressure. Spacers (42) control
the start of the brake pressure modulation and movement of plunger (43) controls the end of the
modulation. At approximately 75% of theplungers movement, brake pressure reduces to zero kPa
(psi). When the plunger has moved as far as possible, oil flow to passage (47) is blocked by valve
spool (40) and passage (47) is opened completely to drain outlet (45).
When the brake pressure is zero kPa (psi), the brakes are fully engaged and the tractor stops with
the engine in converter stall condition.
Implement And Steering Hydraulic System
Location Of Components
(1) Ripper lift cylinders. (2) Steering motor. (3) Counterbalance valve. (4) Implement and steering hydraulic pump. (5)
Quick-drop valves. (6) Bulldozer lift cylinders. (7) Bulldozer tilt cylinder. (8) Steering and implement control valve group. (9)
Oil filters and tank.
The hydraulic system controls the operation of the steering, bulldozer and ripper (if equipped). The
system is load sensing, pressure compensated and manually operated.
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Bulldozer Control Lever (11)
In a load sensing and pressure compensated system oil flow will not change according to loads.
Cylinder speeds are the same under all load conditions. When a implement or steering control lever
is moved to anoperating position, the pressure in the system will increase only high enough to
move the load or make the turn.
Steering Control Lever (12)
Hydraulic pump (4) is a variable piston slipper pump that is load sensing and pressure
compensated. The pump provides oil for all implement and steering circuits. When the implement
and steering circuits arenot in use, the pump is destroked and puts out only enough oil to make up
for system leakage and maintaina line pressure of approximately 3000 kPa (435 psi) to the control
valves. If an implement circuit is activated,the compensator valve (part of the pump) feels (senses)
the load increase through the control valve signal system and upstrokes the pump. The pump will
then upstroke until the pump pressure is approximately 2100 kPa (305 psi) over the load signal
from the control valve. Pressure limiters' in the implement control valves control the maximum
pressure in the circuit. If the steering circuit is activated, the pump upstrokes thesame way but the
pressure in the circuit is controlled by the cutoff spool in the compensator valve. When the steering
circuit pressure reaches approximately 38 000 kPa (5500 psi), the pump destrokes just enough
tomaintain this pressure until the system pressure decreases. A main relief valve is in the system to
limit pressure increases (spikes) over approximately 41 500 kPa (6000 psi).
Hydraulic pump (4)

(13)Compensator valve.
Steering and implement control valve group has an inlet manifold and end cover and, depending on
the equipment used on the machine, can have as many as four control sections: steering control
valve, ripper liftcontrol valve. The inlet manifold also has the main relief valve and oil cooler bypass
valve installed on it. When the control levers are in their Hold position, pump oil goes to the inlet
manifold and through all the controlvalves to the end cover. Pump oil at the end cover is blocked.
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The pump destrokes to keep the pressure in the system at its minimum. There is no need for higher
oil pressure in the system until a control lever is moved to an operating position.
The steering control valve has priority over the implement control valves. This makes sure there is
up to half the steering speed available at all times no matter what the implements need.
All the control valves are actuated manually by linkage fastened directly to the valve spools. The
steering control valve has three positions: Steer Right, Hold and Steer Left. The ripper lift control
valve has three positions: Raise, Hold and Lower. The bulldozer lift control valve has four positions:
Raise, Hold, Lower and Float. Float is a detented position. The bulldozer tilt control valve has three
positions: Tilt Right, Hold and Tilt Left.
Steering And Implement Control Valve Group (8)

(14) Bulldozer tilt control valve. (15) Ripper lift control valve. (16) Bulldozer lift control valve. (17) Steering control valve.
(18) Inlet manifold. (19) Main relief valve. (20) Cooler bypass valve.
Steering motor (2) is a fixed displacement type that is used to drive the steering differential gears.
Counterbalance valve (3) is used to control the speed of the steering motor so that outside torques
from the transmission and tracks do not drive the motor beyond operator control.
Steering Motor (2) And Counterbalance Valve (3)
Implement And Steering Hydraulic Pump
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Variable Displacement Piston (Slipper) Pump

(1) Compensator valve. (2) Drive shaft. (3) Swashplate. (4) Retaining plate. (5) Cylinder barrel. (6) Pistons (nine). (7)
Large actuator piston. (8) Small actuator piston. (9) Actuator spring.
The hydraulic pump for the implement and steering hydraulic system is an automatically controlled,
piston (slipper) type pump. It senses both pressure and flow needs of the system.
When drive shaft (2) is rotated, cylinder barrel (5) also turns. Nine pistons (6) are held against the
nonrotating swashplate (3) by retaining plate (4). At maximum swashplate angle (shown above)
part of pistons (6) arepulled out of cylinder barrel (5) and part of them are pushed into the cylinder
barrel. The rotation of the cylinder barrel pulls and pushes the pistons in and out of the cylinder
barrel. This movement of the pistons pulls oil into the pump and then pushes the oil back out of the
pump.
The angle of the swashplate determines how much oil is pulled into each piston bore. The angle
therefore determines how much oil is pushed out of each piston bore per drive shaft revolution.
There are infiniteswashplate angle positions between neutral (zero degrees or straight up and
down) and the maximum angle. The greater the swashplate angle, the greater the amount of oil
pulled into the pump and the greater the amount of oil discharged from the pump.
When swashplate angle is zero, pistons do not move in and out of the rotating cylinder barrel.
Therefore, no oil is pulled into the pump and no oil is pushed out of the pump. There is zero
displacement from the pump. The pump is not generating oil flow, therefore, it is also notgenerating
pressure. The pump is not in this condition (0° swashplate angle) often, only when system pressure
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suddenly drops to zero and causes the swashplate tomove momentarily to the zero angle position.
The pump has a compensator valve (1) that keeps pump pressure and flow at a level needed to
fulfill the system load and flow needs. The compensator valve does this by either sending pump oil
to or draining oilfrom large actuator piston (7). This piston works with small actuator piston (8) and
actuator spring (9) to continually adjust the swashplate angle. Pump outlet pressure is kept about
2100 kPa (305 psi) above thesignal oil pressure by the margin spool in the compensator valve. The
compensator valve also has a pressure cut-off spool that prevents pump and system overloads.
When work port pressure goes over 38 000kPa (5500 psi) the cut-off spool will override the margin
spool and lower pump output while system pressure is maintained at 38 000 kPa (5500 psi).
The following schematics show how the pump and its compensator valve act during different
conditions in the hydraulic system.
Upstroking
Pump And Compensator Valve Operation (Upstroking)

(1) Margin spool. (2) Line for signal oil from control valves. (3) Chamber. (4) Line for pump oil to control valves. (5)
Passage to small actuator piston. (6) Small actuator piston. (7) Suction line to tank. (8) Springs. (9) Chamber. (10)
Passage for pump oil to margin spool. (11) Passage to pressure cut-off spool. (12) Passage to pressure cut-off spool. (13)
Outlet for pump oil. (14) Swashplate. (15) Case drain line to tank. (16) Large actuator piston. (17) Passage to large
actuator piston. (18) Piston. (19) Pressure cut-off spool. (20) Spring.
Upstroking is when the pump is increasing displacement (output). This occurs when the signal or
pressure increases due to a increased load. The highest signal oil pressure from the control valves
goesthrough line (2) and fills chamber (3). Now the signal pressure, plus the force of springs (8)
move margin spool (1) to the left. This blocks the flow of pump oil to large actuator piston (16) and
opens the passages tothe large actuator piston to case drain (15). Now the combined force of the
actuator spring (shown in section B-B of illustration C18118P1) and the pressure of pump oil behind
small actuator piston (6) moveswashplate (13) toward maximum angle or Upstroke.
This increases pump output until the pressure in chamber (9) increases and moves margin spool
(1) to the right to its metering position. When the margin spool is first at its metering position, pump
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oil pressurein chamber (9) is greater than signal oil pressure and the force of springs (8) in
chamber (3). This moves the margin spool farther to the right and sends pump oil pressure through
passages (11) and (17) to large actuator piston (16).
Since the force of large actuator piston (16) is greater than the force of small actuator piston (6)
plus the force of actuator spring, the force on swashplate (14) toward minimum angle is greater
than the force on swashplate(14) toward maximum angle. This causes the angle of the swashplate
to decrease along with pump output and pressure. When pump pressure decreases enough, the
combined signal pressure and force of springs (8)is chamber (3) move margin spool to the left. The
pump oil pressure behind large actuator piston (16) goes to case drain as before and small actuator
piston and the actuator spring increase the swashplate angle.
The continuous right and left movement of margin spool (1) or metering, maintains pump pressure
in chamber (9) 2100 kPa (305 psi) greater than signal pressure in chamber (3) because the force of
springs(8) is equal to 2100 kPa (305 psi). This difference is called margin pressure.
Destroking
Pump And Compensator Valve Operation (Destroking)

Destroking is when the pump is decreasing displacement (output). This occurs when the signal oil
pressure decreases from lower loads or goes to 0 kPa (0 psi) when all control valves are in Hold
position. Thelower signal oil pressure in chamber (3) causes the higher pump oil pressure in
chamber (9) to move margin spool (1) to the right. This lets pump oil pressure go through passages
(11) and (17) to large actuatorpiston (16). The pump oil pressure behind large actuator piston (16)
is now greater than the force of the actuator spring and pump oil pressure behind small actuator
piston (6). The angle of the swashplate decreases and pump output decreases to a pointwhere it is
not enough to maintain system pressure.
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As system pressure decreases and approaches the 2100 kPa (305 psi) margin pressure over
signal oil pressure or low pressure standby if the signal oil pressure is 0 kPa (0 psi), margin spool
(1) moves to theleft and begins metering oil at the large actuator piston to case drain (15).
Swashplate (14) angle will then increase to a point where flow is sufficient to make up system
leakage and maintain the lower required pressure.
Low Pressure Standby
Pump And Compensator Valve Operation (Low Pressure Standby)

When the engine is running with the control valves in Hold position, there is no signal oil pressure
in line (2) to chamber (3). Without signal oil pressure in chamber (3) pump oil pressure in chamber
(9) moves margin spoolto the right against the force of springs (8). Pump oil then goes through
passages (11) and (17) to large actuator piston (16). Large actuator piston (16) then moves
swashplate (14) toward its minimum angle to apoint where pump output is enough to maintain 3000
kPa (435 psi) in the system.
NOTE: Low pressure standby is not the same as margin pressure. Margin pressure is 2100 kPa
(305 psi). The 2100 kPa (305 psi) it takes to compress springs (8) is not enough to move
swashplate (14) against theforce of the actuator spring and small actuator piston (6). Pump output
increases until the swashplate does move against the small actuator piston and actuator spring.
System pressure then stays at 3000 kPa (435psi) which is Low Pressure Standby. Margin pressure
can only be measured in a non-stall load sensing condition. Some variation in low pressure standby
can occur from minimum to maximum engine rpm. See Testing and Adjusting for the procedure.
High Pressure Stall
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Pump And Compensator Valve Operation (High Pressure Stall)

When the hydraulic system stalls out under a load in the steering circuit, the oil pressure increases.
A stall occurs when pump oil pressure gets to 38 000 kPa (5500 psi). Signal oil pressure in line (2)
and chamber(3) now equals pump oil pressure in chamber (9). Springs (8) keep margin spool (1)
moved to the left which puts the pump in an Upstroking position. As pump oil pressure gets to 38
000 kPa (5500 psi),pressure cut-off spool moves to the left against spring (20). This lets pump oil
go through passage (17) to large actuator piston (16). The pressure behind large actuator piston
(16) moves swashplate (14) to a pointwhere pump output flow is enough to make up system
leakage and maintain the 38 000 kPa (5500 psi) system pressure.
The pump output now is not enough to maintain system pressure. As the pressure decreases
below 38 000 kPa (5500 psi), the force of spring (20) moves pressure cut-off spool (19) further to
the right and stops the flow of oil past the spool to the large actuator piston. As pump pressure
decreases further, pressure cut-off spool (19) moves further to the right opening large actuator (16)
to margin spool (1).
As system pressure gets to margin pressure above the signal oil pressure or low pressure standby
if there is no signal oil pressure, margin spool (1) moves to its metering position. This lets the
swashplate angle increase to a point where pump flow is enough to make up system leakage and
maintain the lower required pressure.
Oil Filter and Tank
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Oil filters and tank

(1) Oil tank. (2) Filter group. (3) Filter group. (4) Filler. (5) Suction tube. (6) Baffle assembly. (7) Return tube.
During normal operation of the implement and/or steering circuits, return oil from the control valves
goes to the oil cooler bypass valve. The bypass valve sends the oil in two directions back to the
tank. Part of thereturn oil goes to the oil cooler and then is sent through the pump and motor cases
for cooling purposes. Oil through the pump and motor cases goes in the tank through filter group
(2) and then through return tube(7). The other part of the return oil, the biggest part, goes through
the cooler bypass valve and then directly to the tank. Oil to the tank goes in through filter group (3)
and then through baffle assembly (6).
If the filter elements of the filter groups become full of debris, the restriction to flow of oil causes a
pressure increase inside the filter groups. The pressure increase causes a bypass valve in each
filter group to move andlet oil go through return tube (7) and baffle assembly (6) directly to the tank.
When the oil does not go through the filter elements, the debris in the oil will cause damage to the
components in the hydraulic system.
If the implement and steering circuits are not in use, then the only oil back to the tank is system
leakage oil and this oil goes in the tank through filter group (2) and return tube (7).
Steering and Implement Control Valve Group
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Steering And Implement Control Valve Group

(1) Inlet manifold. (2) Steering control valve. (3) Ripper lift control valve. (4) Bulldozer lift control valve. (5) Bulldozer tilt
control valve. (6) End cover. (7) Main relief valve. (8) Oil cooler bypass valve.
The steering and implement control valve group can be made up of as many as six different
components or sections, depending on the equipment used on the tractor. Inlet manifold (1),
steering control valve (2),ripper lift control valve (3), bulldozer lift control valve (4), bulldozer tilt
control valve (5) and end cover (6) can all be used in the hydraulic system.
Inlet Manifold
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Inlet Manifold
(1) Inlet manifold. (2) Main relief valve.
Inlet manifold (1) gets oil from the pump and sends it through the control valves. Manifold (1) also
sends return oil from the control valves back to tank. Another function of the manifold is to send
signal oil from thecontrol valves to the compensator valve on the pump. Installed on the inlet
manifold are main relief valve (2) and the oil cooler bypass valve.
Main Relief Valve
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Main relief valve

(1) Inlet passage. (2) Dump valve. (3) Spring. (4) Pilot valve. (5) Spring. (6) Nut. (7) Drain passage. (8) Drain passage. (9)
Retainer.
The main relief valve is in front of all other valves in the implement hydraulic system. It is a pilot
operated, cartridge-type valve. The pressure setting of the valve is approximately 41 000 kPa (5900
psi). The setting of therelief valve is above all the operating pressures so that the valve is used only
as a back-up valve and limits any pump pressure increases (spikes)
Pump oil goes into inlet passage (1), through the orifice in the center of dump valve (2) and into the
chamber for spring (3). The pressure of the oil is against pilot valve (4). The force of spring (5)
keeps the pilot valveclosed when the oil pressure is less than the setting of the relief valve.
When the pressure of the oil gets as high as the setting of the relief valve, pilot valve (4) opens.
The oil in the chamber for spring (3) goes around pilot valve (4) and through drain passage (8) to
the oil tank. Now only theforce of spring (3) is against dump valve (2) so the dump valve opens.
The oil from inlet passage (1) can now go through drain passage (7) to the oil tank. The pressure of
the oil in the system can not go higher than the setting of the relief valve.
An increase or decrease in the force of spring (5) changes the pressure setting of the relief valve.
Loosen nut (6) and turn retainer (9) clockwise to increase the pressure setting. Turn retainer (9)
counterclockwise todecrease the pressure setting of the relief valve.
Oil Cooler Bypass Valve

Oil cooler bypass valve (1) is installed at the return oil port of the inlet manifold. Return oil to the
bypass valve comes only when an implement or steering circuit is in operation. When the circuits
are in operation, return oilflows into the bypass valve where valve (2) and spring (3) cause a back-
pressure of approximately 270 kPa (39 psi). This back-pressure causes part of the oil flow to go
through outlet (5) to the oil cooler. Most of thereturn oil goes through outlet (4) to tank. The bypass
valve also opens quickly during return oil increases (surges) and keeps pressure increases (spikes)
from going to the oil cooler.
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Oil Cooler Bypass Valve

(1) Oil Cooler bypass valve. (2) Valve. (3) Spring. (4) Outlet to tank. (5) Outlet to oil cooler (not shown).
Steering Control Valve
Steering Control Valve (Steering Valve Spool In Steer Left Position)

(1) Lever. (2) Outlet passage to tank. (3) Steer left passage to steering motor. (4) Makeup valve. (5) Outlet passage to
tank. (6) Steer right passage to steering motor. (7) Makeup valve. (8) Spring. (9) Steering Valve spool. (10) Outlet passage
to tank. (11) Passage for signal oil. (12) Passage. (13) Load check valve. (14) Chamber. (15) Primary outlet holes. (16)
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Priority flow control valve. (17) Inlet holes. (18) Inlet passage for pump oil. (19) Outlet passage to next control valve. (20)
Spring. (21) Orifice. (22) Passage. (23) Chamber for signal oil. (24) Housing. (25) Passage for signal oil from next control
valve. (26) Shuttle valve. (27) Passage for signal oil to inlet manifold.
The steering control valve is the first control valve in the valve group stack. It is used to control the
speed and direction of rotation of the steering motor. Pump oil goes to the steering control valve
from the inletmanifold. This control valve has steering valve spool (9), shuttle valve (26), priority
flow control valve (16), load check valve (13) and makeup valves (4) and (7).
Steering valve spool (9) is a spring-centered, closed-center, manually operated spool with three
positions: Steer Right, Hold and Steer Left. Spring (8) keeps the spool in Hold position when the
steering circuit is not inuse. Movement of the spool is controlled manually by the operator. Linkage
connects the steering control lever to lever (1). Lever (1) is connected to steering valve spool (9).
Shuttle valve (26) is a double check valve that sends the highest pressure signal oil to the inlet
manifold that sends the signal oil to the compensator valve on the pump. Priority flow control valve
(16) gives flow priorityto the steering control valve over all of the implement control valves. More
descriptions of the shuttle valve and priority flow control valve are given along with the steering
valve spool in different positions. Descriptionsfor makeup valves (4) and (7) and load check valve
(13) are in separate sections.
Hold Position
When the steering valve spool and all implement valve spools are in their Hold positions, pump oil
from the inlet manifold goes to inlet passage (18). Oil then goes through inlet holes (17) and moves
priority flow controlvalve (16) against spring (20). Pump oil then flows out through outlet passage
(19) to the next control valve. Since all implement control valves are in the Hold position, pump oil
fills the parallel oil passages of thecontrol valves and the pump maintains the pressure at
approximately 3000 kPa (435 psi). At this time, passage (11), chamber (23) shuttle valve (26),
passage (25) and passage (27) are all drained. Oil in steer passages (3) and. (6) is blocked.
Steer Left Position
When steering valve spool (9) is moved to Steer Left position, chamber (23) is closed off from outer
passage (2). Passage (11) is opened to steer left passage (3). Even with priority flow control valve
(16) moved to theleft, some pump oil goes through primary outlet holes (15). This opens load check
valve (13) and lets pumps oil go around steering valve spool (9) to steer left passage (3). The
pressure in steer left passage (3)increases and oil is sent through passage (11) to chamber (23).
This oil now becomes signal oil. Some of this signal oil goes through orifice (22) to the spring
chamber behind priority flow control valve (16). Thismoves priority flow control valve (16) to the
right. The remainder of the signal oil pushes shuttle valve (26) over and goes through passage (27)
to the inlet manifold. The inlet manifold sends the signal oil to thecompensator valve on the pump
and this upstrokes the pump to the margin pressure, approximately 2100 kPa (305 psi), above the
pressure of the signal oil. As pump oil flow and pressure increases, the steeringoil flow and
pressure through steer left passage (3) increases. The increased oil flow through steer left passage
(3) goes through the counterbalance valve to the steering motor. This causes the tractor to turn left.
Return oil from the steering motor and counterbalance valve comes to steer right passage (6), goes
around steering valve spool (9) and through outlet passage (10) to tank.
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Steer Right Position
When steering valve spool (9) is moved to Steer Right position, chamber 23 is closed off from
outlet passage (2). Passage (11) is opened to steer right passage (6). Pump oil flow through priority
flow control valve (16)opens load check valve (13) and goes around steering valve spool (9) to
steer right passage (6). The pressure in steer right passage (6) increases and oil is sent through
passage (11) to chamber (23). This oil nowbecomes signal oil. Some of this signal oil goes through
orifice (22) to the spring chamber behind priority flow control valve (16). This moves priority flow
control valve (16) to the right. The remainder of the signal oil pushesshuttle valve (26) over and
goes through passage (27) to the inlet manifold. The inlet manifold sends the signal oil to the
compensator valve to upstroke the pump.
As pump oil flow and pressure increases, the steering oil flow and pressure through steer right
passage (6) increases. The increased oil flow through steer right passage (6) goes through the
counterbalance valve tothe steering motor. This causes the tractor to turn right.
Return oil from the steering motor and counterbalance valve comes to steer left passage (3),
around steering valve spool (9) and through outlet passage (2) to tank.
Load Check Valve
Load check valve (13) prevents reverse oil flow in the steering motor which can cause load loss.
The load check valve will not open until pump oil pressure in chamber (14) becomes greater than
the force of thespring for the load check valve and the steering oil pressure in passage (12).
Makeup Valves
Makeup valves (4) and (7) are in both passages to the steering motor. Whenever steering oil
pressure in passages (3) and (6) is approximately 14 kPa (2 psi) less than return oil pressure in
outlet passage (5), makeup valves (4) and (7) open to add return oil, in outlet passage (5) to
steering oil in passages (3) and (6). This keeps the steering motor lines full of oil and prevents
aeration and cavitation in the steering motor.
Ripper Lift Control Valve
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Ripper Lift Control Valve (Lift Valve Spool In Lower Position)

(1) Lever. (2) Spring. (3) Outlet passage to tank. (4) Makeup valve for head end of lift cylinders. (5) Passage to head end
of lift cylinders. (6) Outlet passage to tank. (7) Passage to rod end of lift cylinders. (8) Outlet passage to tank. (9) Lift valve
spool. (10) Passage for signal oil. (11) Load check valve. (12) Passage. (13) Chamber. (14) Primary outlet holes. (15) Flow
control valve. (16) Inlet holes. (17) Inlet passage for pump oil. (18) Orifice. (19) Spring. (20) Poppet valve. (21) Pressure
limiter valve. (22) Adjusting plunger. (23) Passage for signal oil to steering control valve. (24) Shuttle valve. (25) Passage.
(26) Passage for signal oil from ripper tip control valve. (27) Chamber.
The ripper lift control valve is the second valve in the control valve stack when the tractor is
equipped with a ripper. It is used to raise and lower the ripper. This control valve has lift valve spool
(9), shuttle valve (24),flow control valve (15), load check valve (11), makeup valve (4) and pressure
limiter valve (21).
Lift valve spool (9) is a spring-centered, closed-center, manually operated spool with three
positions: Raise, Hold and Lower. Spring (2) keeps the spool in Hold position when the ripper lift
circuit is not in use. Movementof the spool is controlled manually by the operator. Linkage connects
the ripper lift control lever to lever (1). Lever (1) is connected to lift valve spool (9).
manifold that sends the signal oil the compensator valve on the pump. Flow control valve (15) limits
the maximum flowof oil to the lift circuit. More descriptions of the shuttle valve and flow control
valve are given along with the lift valve spool in different positions.
Descriptions for load check valve (11), makeup valve (4) and pressure limiter valve (21) are in
separate sections.
Hold Position
When the lift valve spool and all other implement and steering valve spools are in their Hold
positions, pump oil through the steering control valve goes to inlet passage (17). Oil then goes
around the flow controlvalve and also goes in inlet holes (16). Oil through inlet holes (16) moves
the flow control valve against spring (19). This lets all oil flow go through inlet passage (17)to the
next control valve. Since all the valve spools arein the Hold position, pump oil fills the parallel oil
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passages of the control valves and the pump maintains the pressure at approximately 3000 kPa
(435 psi). At this time passage (10), chamber (27) shuttle valve (24),passage (23) and passage
(26) are all drained. Oil in passages (5), (7) and (12) is blocked.
Lower Position
When lift valve spool (9) is moved to Lower Position cylinder oil from passage (5) goes through
passage (10) to chamber (27). This oil now becomes signal oil. Some of this signal oil goes through
orifice (18) to thespring chamber behind flow control valve (15). This moves flow control valve (15)
to the right. The remainder of the signal oil pushes shuttle valve (24) over and goes through
passage (23) to the inletmanifold. The inlet manifold sends the signal oil to the compensator valve
on the pump and this upstrokes the pump to the margin pressure approximately 2100 kPa (305 psi)
above the pressure of the signal oil.
The increase of pump oil flow to inlet passage (17) and then through inlet holes (16) causes flow
control valve (15) to move farther to the right. Pump oil now goes through primary outlet holes (14)
to chamber (13) andopens load check valve (11). The oil through load check valve (11) goes to
passage (12), around lift valve spool (9) and out passage (5) to the head end of the lift cylinders.
This causes the ripper to lower.
Return oil from the rod end of the lift cylinders comes through passage (7), around lift valve spool
(9) and through outlet passage (8) to tank.
Raise Position
When lift valve spool (9) is moved to Raise Position, cylinder oil from passage (7) goes through
passage (23) to the inletmanifold. The inlet manifold sends signal oil to the compensator valve to
upstroke the pump.
passage (12), around lift valve spool (9) and out passage (7) to the rod end of the lift cylinders. This
causes the ripper to raise.
Return oil from the head end of the lift cylinders comes through passage (5), around lift valve spool
Pressure Limiter Valve Operation
Pressure limiter valve (21) is used in the ripper lift control valve to control (limit) the pressure to the
lift circuit. The pressure setting of the pressure limiter valve is 22750 ± 860 kPa (3300 ± 125 psi).
When the ripper lift control valve is in an operating position, cylinder oil goes in passage (10) and
becomes signal oil. This signal oil goes to chamber (27) and then part of the signal oil goes to
shuttle valve (24). Theother part of the signal oil goes through passage (25) and orifice (18) to the
spring chamber behind the flow control valve. When the pressure of the signal oil in the spring
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chamber gets to approximately 22 750 kPa(3300 psi), poppet valve (20) moves from its seat and
sends oil to tank through outlet passage (3). The flow of signal oil across orifice (18) then lowers
the oil pressure behind flow control valve (15). This lets flow controlvalve (15) move to the left and
decrease the flow of pump oil to the lift circuit until the pressure of the cylinder oil decreases.
Load Check Valve
Load check valve (11) prevents reverse oil flow in the lift cylinders which can cause cylinder drift or
load loss. The load check valve will not open until pump oil pressure in chamber (13) becomes
greater than theforce of the spring for the load check valve and the cylinder oil pressure in passage
(12).
Makeup Valve
Makeup valve (4) is in the head end of the lift circuit. Whenever cylinder oil pressure in passage (5)
is approximately 14 kPa (2psi) less than return oil pressure in outlet passage (6), makeup valve (4)
opens to addreturn oil in outlet passage (6) to cylinder oil in passage (5). This prevents cavitation
(vacuum) in the lift cylinders.
Bulldozer Lift Control Valve
Bulldozer Lift Control Valve (Lift Valve Spool in Raise Position)

(1) Lever. (2) Spring. (3) Chamber for signal oil. (4) Outlet passage to tank. (5) Makeup valve for head end of lift cylinders.
(6) Passage to head end of lift cylinders. (7) Outlet passage to tank. (8) Passage to rod end of lift cylinders. (9) Outlet
passage to tank. (10) Plug. (11) Detents for float position. (12) Lift valve spool. (13) Passage for signal oil. (14) Load check
valve. (15) Passage. (16) Chamber. (17) Flow control valve. (18) Primary outlet holes. (19) Inlet holes. (20) Inlet passage
for pump oil. (21) Orifice. (22) Passage. (23) Spring. (24) Poppet valve. (25) Pressure limiter valve. (26) Adjusting plunger.
(27) Passage for signal oil to next control valve. (28) Shuttle valve. (29) Passage for signal oil from tilt control valve.
The bulldozer lift control valve is the fourth valve in the control valve stack when the tractor is
equipped with a ripper. It is used to raise and lower the bulldozer blade. This control valve has lift
valve spool (12), shuttle valve(28), flow control valve (17), load check valve (14), makeup valve (5)
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and pressure limiter valve (25).
Lift valve spool (12) is a spring-centered, closed-center, manually operated spool with four
positions: Raise, Hold, Lower and Float. Spring (2) keeps the spool in Hold position when the lift
circuit is not in use. Movementof the spool is controlled manually by the operator. Linkage connects
the bulldozer lift control lever to lever (1). Lever (1) is connected to lift valve spool (12).
the maximum flowof oil to the lift circuit. More descriptions of the shuttle valve and flow control
valve are given along with the lift valve spool in different positions. Descriptions for load check
valve (14), makeup valve (5) and pressure limitervalve (25) are in separate sections.
Hold Position
When the lift valve spool and all other implement and steering valve spools are in their Hold
positions, pump oil through the ripper tip control valve goes to inlet passage (20). Oil then goes
the flow control valve against spring (23). This lets all oil flow go through inlet passage (20) to the
next control valve. Since all the valve spools arein the Hold position, pump oil fills the parallel oil
passages of the control valves and the pump maintains the pressure at approximately 3000 kPa
(435 psi). At the time passage (13), chamber (3) shuttle valve (28),passage (27) and passage (29)
are all drained. Oil in passages (6) (8) and (15) is blocked.
Lower Position
When lift valve spool (12) is moved to Lower position, cylinder oil from passage (6) goes through
to chamber (16) andopens load check valve (14) around lift valve spool (12) and out passage (6) to
the head end of the lift cylinders. This causes the bulldozer blade to lower.
Return oil from the rod end of the lift cylinders comes through passage (8), around lift valve spool
Raise Position
When lift valve spool (12) is moved to Raise position, cylinder oil from passage (8) goes through
upstroke the pump.
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passage (15) around lift valve spool (12) and out passage (8) to the rod end of the lift cylinders.
This causes the bulldozer blade to raise.
Return oil from the head end of the lift cylinders comes through passage (6), around lift valve spool
Float Position
Detents (11) are used to hold lift valve spool (12) in Float position. When the lift valve is in Float
position, there is no signal oil pressure. Chamber (3) is open to outlet passage (4). The pressure in
passage (27)cannot increase so the pump remains destroked and the pressure of the pump oil at
inlet passage (20) is low.
Because of the position of lift valve spool (12), passages (6) and (8) are open to outlet passages
(4) and (9). With both ends of the lift cylinders open to tank, the cylinder rods can move freely in
eitherdirection according to the amount and direction of the force on the blade.
Pressure limiter valve (21) is used in the bulldozer lift control valve to control (limit) the pressure to
the lift circuit. The pressure setting of the pressure limiter valve is 22 750 ± 860 kPa (3300 ± 125
psi).
When the bulldozer lift control valve is in an operating position, cylinder oil goes in passage (13)
and becomes signal oil. This signal oil goes to chamber (3) and then part of the signal oil goes to
shuttle valve (28). Theother part of the signal oil goes through passage (22) and orifice (21) to the
spring chamber behind the flow control valve. When the pressure of the signal oil in the spring
chamber gets to approximately 22 250 kPa(3300 psi) poppet valve (24) moves from its seat and
sends oil to tank through outlet passage (4). The flow of signal oil across orifice (21) then lowers
the oil pressure behind flow control valve (17). This lets flow controlvalve (17) move to the left and
decrease the flow of pump oil to the lift circuit until the pressure of the cylinder oil decreases.
Load Check Valve
Load check valve (14) prevents reverse oil flow in the lift cylinders which can cause cylinder drift or
load loss. The load check valve will not open until pump oil pressure in chamber (16) becomes
greater than theforce of the spring for the load check valve and the cylinder oil pressure in passage
(14).
Makeup Valve
Makeup valve (5) is in the head end of the lift circuit. Whenever cylinder oil pressure in passage (6)
is approximately 14 kPa (2 psi) less than return oil pressure in outlet passage (7), makeup valve (5)
opens to addreturn oil in outlet passage (7) to cylinder oil in passage (6). This prevents cavitation
(vacuum) in the lift cylinders.
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Bulldozer Tilt Control Valve
Bulldozer Tilt Control Valve (Tilt Valve Spool in Tilt Right Position)
(1) Lever. (2) Spring. (3) Chamber for signal oil. (4) Plug. (5) Outlet passage to tank. (6) Passage to rod end of tilt cylinder.
(7) Outlet passage to tank. (8) Passage to head end of tilt cylinder. (9) Outlet passage to tank. (10) Plug. (11) Tilt valve
spool. (12) Passage for signal oil. (13) Load check valve. (14) Passage. (15) Chamber. (16) Flow control valve. (17)
Primary outlet holes. (18) Inlet holes. (19) Inlet passage for pump oil. (20) Orifice. (21) Spring. (22) Passage. (23) Poppet
valve. (24) Pressure limiter valve. (25) Adjusting plunger. (26) Passage for signal oil to bulldozer lift control valve. (27)
Shuttle valve. (28) Passage for signal oil to tank.
The bulldozer tilt control valve is the last valve in the control valve stack. It is used to tilt the
bulldozer blade to the right and left. This control valve has tilt valve spool (11), shuttle valve (27),
flow control valve (16),load check valve (13) and pressure limiter valve (24).
Tilt valve spool (11) is a spring-centered, closed-center, manually operated spool with three
positions: Tilt Right, Hold and Tilt Left. Spring (2) keeps the spool in Hold position when the tilt
circuit is not in use. Movement ofthe spool is controlled manually by the operator. Linkage connects
the bulldozer tilt control lever to lever (1). Lever (1) is connected to tilt valve spool (11).
the maximum flowof oil to the tilt circuit. More descriptions of the shuttle valve and flow control
valve are given along with the tilt valve spool in different positions.
Descriptions for load check valve (13), and pressure limiter valve (24) are in separate sections.
Hold Position
When the tilt valve spool and all other implement and steering valve spools are in their Hold
positions, pump oil through the bulldozer lift control valve goes to inlet passage (19). Oil then goes
the flow control valve against spring (21). This lets all oil flow go through inlet passage (19) to the
end cover. Since all the valve spools are in theHold position, pump oil fills the parallel oil passages
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of the control valves and the pump maintains the pressure at approximately 3000 kPa (435 psi). At
the time passage (12), chamber (3), shuttle valve (27), passage(26) and passage (28) are all
drained. Oil in passages (6), (8) and (14) is blocked.
Tilt Right Position
When tilt valve spool (11) is moved to Tilt Right position, cylinder oil from passage (6) goes through
orifice(20) to the spring chamber behind flow control valve (16). This moves flow control valve (16)
passage (14), around tilt valve spool (11) and out passage (6) to the rod end of the tilt cylinder. This
causes the bulldozer blade to tilt to the right.
Return oil from the head end of the tilt cylinder comes through passage (8), around tilt valve spool
Tilt Left Position
When tilt valve spool (11) is moved to Tilt Left position, cylinder oil from passage (8) goes through
upstroke the pump.
The increase of pump oil flow to inlet passage (19) and then through inlet hold (18) causes flow
passage (14), around tilt valve spool (11) and out passage (8) to the head end of the tilt cylinder.
This causes the bulldozer blade to tilt to the left.
Return oil from the rod end of the tilt cylinder comes through passage (6), around tilt valve spool
Pressure limiter valve (24) is used in the tilt control valve to control (limit) the pressure to the tilt
circuit. The pressure setting of the pressure limiter valve is 17 225 ± 690 kPa (2500 ± 100 psi).
When the tilt control valve is in an operating position, cylinder oil goes in passage (12) and
becomes signal oil. This signal oil goes to chamber (3) and then part of the signal oil goes to shuttle
valve (27). The other partof the signal oil goes through passage (22) and orifice (20) to the spring
chamber behind the flow control valve. When the pressure of the signal oil in the spring chamber
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gets to approximately 17 225 kPa (2500 psi),poppet valve (23) moves from its seat and sends oil to
tank through outlet passage (5). The flow of signal oil across orifice (20) then lowers the oil
pressure behind flow control valve (16). This lets flow control valve (16)move to the left and
decrease the flow of pump oil to the tilt circuit until the pressure of the cylinder oil decreases.
Load Check Valve
Load check valve (13) prevents reverse oil flow in the cylinder which can cause cylinder drift or load
loss. The load check valve will not open until pump oil pressure in chamber (15) becomes greater
than the force of the spring for the load check valve and the cylinder oil pressure in passage (14).
Counterbalance Valve
Counterbalance Valve
(1) Chamber. (2) Orifice. (3) Check valve. (4) Passage. (5) Valve port for left turn. (6) Stem. (7) Valve port for right turn. (8)
Passage. (9) Check valve. (10) Orifice. (11) Chamber. (12) Passages. (13) Passage. (14) Crossover relief valve. (15)
Motor port to steering motor for right turn. (16) Motor port to steering motor for left turn. (17) Crossover relief valve. (18)
Passage.
The counterbalance valve is used to keep the steering motor under operator control during
overspeed steering load conditions. An overspeed condition exists when the tractor is working in
underfoot side slope conditions that let the fast track drawbar pull be less than the slow track. This
causes feedback torque through the steering gears that try to turn the steering motor faster than
demanded by the steering control valve.
During a normal left turn, oil from the steering control valve goes in valve port (5) and through stem
(6) to check valve (3). Oil also goes through passage (4), around stem (6) and through orifice (2)
into chamber(1). Oil to check valve (3) opens it and goes through passage (18) to motor port (16).
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Oil then goes through the steering motor and turns it clockwise. Oil through the motor goes to
motor port (15). Motor port (15) sends oil through passage (13) to check valve (9). Oil at check
valve (9) is temporarily blocked and the pressure of the oil increases. When the oil pressure gets to
a threshold of approximately 7000 kPa (1015psi), stem (6) moves to the right. Now oil in passage
(13) goes thru passages (12) to valve port (7) and then to tank. As stem (6) moves to the right, oil
in chamber (11) is sent through orifice (10) to passage (8) and then goes to tank through valve port
(7). Once stem (6) has moved about 2 mm (.08 in) oil in chamber (11) goes to tank directly through
passage (8) and valve port (7). This lets the stem move faster to the right.
During overspeed conditions feedback torque through the steering gears tries to turn the steering
motor faster than necessary. This causes reduced pressure on the inlet side [valve port (5),
passage (18) and motor port(16)] of the counterbalance valve. When the inlet pressure decreases
below threshold pressure, stem (6) then moves to the left and restricts the flow of oil through the
outlet side [motor port (15) passage (13) and valve port (7)] of the counterbalance valve. The
restricted oil flow counteracts the feedback torque driving the steering motor. The steering motor
speed is now held close to that demanded by the steering control valve.
Crossover relief valves (14) and (17) prevent damage to the steering system from pressure
increases (spikes). These valves are pilot operated and open at approximately 41 500 kPa (6000
psi). When open, the valves send oil to the opposite motor port
Steering Motor
Steering Motor
(1) Pin (pivot). (2) Pistons (seven). (3) Port for case drain. (4) Barrel. (5) Port Plate. (6) Case. (7) Head. (8) Oil passage
(pin lubricating). (9) Retaining plate. (10) Shaft. (11) Bearing. (12) Ring. (13) Bearing. (14) Shims. (15) Nut. (16) Cover.
The steering motor is a fixed displacement, bent-axis piston motor. It is operated by pressure oil of
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the variable displacement piston pump. A change in the direction of oil flow through the motor will
not changethe amount of output torque from the shaft of the motor.
Oil flow through the motor can be in either direction. A change to the direction of oil flow changes
the direction of rotation of barrel (4), pistons (2) and shaft (10).
The components of the motor that turn are shaft (10), nut (15), retaining plate (9), pistons (2) and
barrel (4). The parts that do not turn are head (7) case (6), port plate (5) shims (14), ring (12), and
cover (16).
Oil from the pump flows through the steering control valve and counterbalance valve to the steering
motor. Oil then flows through the inlet control slot in head (7) (direction of the turn determines which
one of two slotsin head (7) is the inlet or outlet) to the inlet control slot of port plate (5) (again
direction of the turn determines which one of two slots in port plate (5) is the inlet or outlet). Oil
through port plate (5) goes into the cylindersof barrel (4) that are over the inlet control slot of port
plate (5).
The cylindrical heads of pistons (2) are held in sockets in shaft (10) by retaining plate (9). The seal
end of pistons (2) are positioned in barrel (4). Barrel (4) rotates about pivot pin (1) which is at a
fixed angle of 40° to the axis of shaft (10). Because of this bent-axis arrangement between pistons
and barrel, the seven pistons (2) move in and out of their cylinders as pressure oil leaves and
enters the cylinders. This forcesthe piston, and in turn shaft (10) and barrel (4) to rotate.
As shaft (10), pistons (2) and barrel (4) continue to rotate, the pistons reach top center (fully
retracted position). At the same time, the cylinder begins to overlap the outlet control slot in port
plate (5). At thispoint the piston starts to move down. In moving down, the piston pushes oil out of
the cylinder into the outlet control slot in port plate (5) through the outlet control slot in head (7) and
on to the counterbalance valve, steering control valve and then to tank. The ball (head)of center pin
(1) is the pivot point for barrel (3). Oil passage (8) provides lubricating oil to a drilled passagein pin
(1). The oil then flows to the pivot pin (1). The oil then flows to the pivot pin socket and on through
passages to bearings (11) and (13). This oil drains from case (6) through port (3).
Steering motor speed at full steer is 2520 rpm which gives a 3.2 km/h (2.0 mph) tractor steer
velocity.
Operation Of Complete Implement And

Steering Hydraulic System
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Hydraulic System In Bulldozer Raise Position

(1) Ripper lift cylinders. (2) Shuttle valve. (3) Bulldozer tilt control valve. (4) Tilt valve spool. (5) Tilt cylinder. (6) Load check
valve. (7) Flow control valve. (8) Pressure limiter valve. (9) Makeup valve. (10) Lift valve spool. (11) Bulldozer lift control
valve. (12) Shuttle valve. (13) Load check valve. (14) Flow control valve. (15) Pressure limiter valve. (16) Makeup valve.
(17) Lift valve spool. (18) Ripper lift control valve. (19) Quick-drop valves. (20) Lift cylinders. (21) Load check valve. (22)
Flow control valve. (23) Pressure limiter valve. (24) Shuttle valve. (25) Hydraulic tank. (26) Makeup valves. (27) Steering
valve spool. (28) Steering control valve. (29) Filter. (30) Load check valve. (31) Priority flow control valve. (32) Shuttle
valve. (33) Filter. (34) Compensator valve. (35) Oil cooler. (36) Counterbalance valve. (37) Main relief valve. (38) Inlet
manifold. (39) Steering and implement hydraulic pump. (40) Cooler bypass valve. (41) Steering motor.
Hold Operation Of The Complete Hydraulic System

When the engine is running with all the control levers in their Hold positions, no pump oil is needed
in the hydraulic circuits. In the closed-center system, the oil can not flow around valve spools (4),
(10), (17), and(27) to get back to tank (25). Implement and steering pump (39) takes oil from tank
(25) and sends it to inlet manifold (38). Oil through inlet manifold (38) goes to priority flow control
valve (31) in steering control valve(28) and moves it to the left. Pump oil then fills the parallel oil
passage in all the control valves. With the valve spools in their Hold positions there is no signal oil
to the pumps compensator valve (34). The pump is in alow pressure standby condition. At this time,
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the pressure in the system is maintained at approximately 3000 kPa (435 psi) and the pump puts
out enough oil flow to make up for system leakage.
Steering Circuit
Steer Left Operation
When the steering control lever is moved to Steer Left position, steering valve spool (27) moves to
Steer Left position. Pump oil flow through priority flow control valve (31) opens load check valve
(30) and goesaround steering valve spool (27) to the steer left passage. The oil in the steer left
passage goes through steering valve spool (27) and becomes signal oil.
Part of the signal oil goes to the spring chamber behind priority flow control valve (31) and moves it
toward the right. The rest of the signal oil goes through shuttle valve (32) and then to compensator
valve (34). Compensatorvalve (34) causes pump (39) to upstroke and increase the pump oil
pressure to the margin pressure, approximately 2100 kPa (305 psi) above the signal oil pressure.
As pump oil flow and pressure increases, the steering oil flow and pressure through the steer left
passage increases. The increased oil pressure flow through the steer left passage goes through
counterbalance valve (36) to steering motor (41).
Counterbalance valve (36) is used to keep steering motor (41) under operator control during over
speed steering load conditions. Pump oil goes through the counterbalance valve to steering motor
(41) and causesthe motor to rotate clockwise. This clockwise rotation causes the steering gears of
the steering differential to turn and change the speed of the tracks. The left track slows and the
right track speeds up and the tractor turns to the left.
Return oil from the steering motor and counterbalance valve goes to the right steer passage of
steering control valve (28). The return oil then goes around steering valve spool (27) and through
the common tankpassage to inlet manifold (38). From the inlet manifold, return oil goes to cooler
bypass valve (40) and then part of the return oil goes to the oil cooler and the rest of the return oil
goes to filter (33) and back to tank (25). Thereturn oil through the oil cooler goes through the pump
and motor cases for cooling purposes and then to filter (29) and back to tank.
When steering control lever is released, the lever and steering valve spool (27) go back to their
Hold positions. The turning to the left stops until the control lever is moved again.
Steer Right Operation
When the steering control lever is moved to Steer Right position, steering valve spool (27) moves
to Steer Right position. Pump oil flow through priority flow control valve (31) opens load check valve
(30) and goesaround steering valve spool (27) to the steer right passage. The oil in the steer right
passage goes through steering valve spool (27) and becomes signal oil.
Part of the signal oil goes to the spring chamber behind priority flow control valve (31) and moves it
toward the right. The rest of the signal oil goes through shuttle valve (32) and then to compensator
pressure to the margin pressure, approximately 2100 kPa (305 psi) above the signal oil pressure.
As pump oil flow and pressure increases, the steering oil flow and pressure through the steer right
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passage increases. The increased oil pressure flow through the steer right passage goes through
counterbalance valve (36) to steering motor (41).
Pump oil goes through the counterbalance valve to steering motor (41) and causes the motor to
rotate counterclockwise. This counterclockwise rotation causes the steering gears of the steering
differential toturn and change the speed of the tracks. The left track speeds up and the right track
slows and the tractor turns to the right.
Return oil from the steering motor and counterbalance valve goes to the left steer passage of
steering control valve (28). The return oil then goes around steering valve spool (27) and through
the common tankpassage to inlet manifold (38). From the inlet manifold return oil goes to cooler
bypass valve (40) and then part of the return oil goes to the oil cooler and the rest of the return oil
goes to filter (33) and back to tank (25).
The return oil through the oil cooler goes through the pump and motor cases for cooling purposes
and then to filter (29) and back to tank.
When steering control lever is released, the lever and steering valve spool (27) go back to their
Hold positions. The turning to the right stops until the control lever is moved again.
Bulldozer Lift Circuit

Raise Operation
When the bulldozer control lever is moved to Raise position, lift valve spool (10) moves to Raise
position. Cylinder oil from the rod end of the lift cylinders goes through lift valve spool (10) and
becomes signal oil.
Part of the signal oil goes to the spring chamber behind flow control valve (14) and moves it toward
the right. The rest of the signal oil goes through shuttle valves (12), (24), and (32) to compensator
pressure to the margin pressure, approximately 2100 kPa (305 psi), above the signal oil pressure.
The increased pump oil pressure goes through inlet manifold (38), priority flow control valve (31)
and the parallel oil passages to flow control valve (14). Pump oil moves flow control valve (14)
farther to the right andsends pump oil to load check valve (13). Load check valve (13) opens and
pump oil goes around lift valve spool (10) and out of bulldozer lift control valve (11) to the rod end
of lift cylinders (20). The cylinder rodsretract and the bulldozer blade raises.
The movement of the cylinder rods pushes the oil out of the head end of the lift cylinders. This
return oil comes into the bulldozer lift control valve and goes around lift valve spool (10). The return
oil then goesthrough the common tank passages in the bulldozer lift control valve, the ripper control
valves and the steering control valve to the inlet manifold.
From the inlet manifold, return oil goes to cooler bypass valve (40) and then part of the return oil
goes to the oil cooler and the rest goes to filter (33) and back to tank (25). The return oil through
the oil cooler goes throughthe pump and motor cases for cooling purposes and then to filter (29)
and back to tank.
When the bulldozer control lever is released, the lever and lift valve spool (10) go back to their Hold
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positions. The lift valve spool holds the oil in lift cylinders (20). Movement of the cylinder rods stop.
The bulldozerblade is held up until the bulldozer lift control lever is moved again.
Pressure limiter valve (15) is used in bulldozer lift control valve (11) to control (limit) the pressure to
the lift circuit. The pressure setting of the pressure limiter valve is 22 750 ± 800 kPa (3300 ± 125
psi).
Lower Operation
When the bulldozer control lever is moved to Lower position, lift valve spool (10) moves to Lower
position. Cylinder oil from the head end of the lift cylinders goes through lift valve spool (10) and
becomes signal oil.
the right. The rest of the signal oil goes through shuttle valves (12), (24), and (32) to compensator
pressure to the margin pressure, approximately 2100 kPa (305 psi), above the signal oil pressure.
pump oil goes around lift valve spool (10) and out of bulldozer lift control valve (11) to the head end
of lift cylinders (20). The cylinder rodsextend and the bulldozer blade lowers.
The movement of the cylinder rods pushes the oil out of the rod end of the lift cylinders. This return
oil comes into the bulldozer lift control valve and goes around lift valve spool (10). The return oil
then goes through thecommon tank passages in the bulldozer lift control valve, the ripper control
valves and the steering control valve to the inlet manifold.
and back to tank.
If the blade is lowered very fast, then quick-drop valves (19) send (divert) rod end oil to the head
end of the cylinders to make this happen.
When the bulldozer control lever is released, the lever and lift valve spool (10) go back to their Hold
The bulldozerblade is held in the lowered position until the bulldozer lift control lever is moved
again.
Float Operation
When the bulldozer control lever is moved to Float detent position, lift valve spool (10) moves into
the detent in bulldozer lift control valve (11). When lift valve spool (10) is in the Float position there
is no signal oilpressure to the compensator valve. The signal oil to the compensator valve goes to
tank through shuttle valves (32), (24), (12), and (2). Pump (39) destrokes and pump oil pressure is
low.
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The rod and head ends of the lift cylinders are now open to tank through the common tank
passages. With both ends of lift cylinders (20) open to tank, the cylinder rods can move freely in
either direction according to theamount and direction of the force on the blade.
The bulldozer control lever must be manually moved out of the Float detent position. There is no
kickout for Float position.
Bulldozer Tilt Circuit

Tilt Right Operation
When the bulldozer control lever is moved to Tilt Right position, tilt valve spool (4) moves to Tilt
Right position. Cylinder oil from the rod end of the tilt cylinder goes through tilt valve spool (4) and
becomes signal oil.
the right. The rest of the signal oil goes through shuttle valves (2), (12), (24) and (32) to
compensator valve (34). Compensatorvalve (34) causes pump (39) to upstroke and increase the
pump oil pressure to the margin pressure, approximately 2100 kPa (305 psi), above the signal oil
pressure.
and the parallel oil passages to flow control valve (7). Pump oil moves flow control valve (7) farther
to the right andsends pump oil to load check valve (6). Load check valve (6) opens and pump oil
goes around tilt valve spool (4) and out of bulldozer tilt control valve (3) to the rod end of tilt cylinder
(5). The cylinder rod retracts andthe bulldozer blade tilts to the right.
The movement of the cylinder rod pushes the oil out of the head end of the tilt cylinder. This return
oil comes into the bulldozer control valve and goes around tilt valve spool (4). The return oil then
goes through thecommon tank passages in the bulldozer tilt control valve, the bulldozer lift control
valve, the ripper control valves and the steering control valve to the inlet manifold.
and back to tank.
When the bulldozer control lever is released, the lever and tilt valve spool (4) go back to their Hold
positions. The tilt valve spool holds the oil in tilt cylinder (5). Movement of the cylinder rod stops.
The bulldozerblade stays tilted right until the bulldozer control lever is moved again.
Pressure limiter valve (8) is used in bulldozer tilt control valve (3) to control (limit) the pressure to
the tilt circuit. The pressure setting of the pressure limiter valve is 17 225 ± 690 kPa (2500 ± 100
psi).
Tilt Left Operation
When the bulldozer control lever is moved to Tilt Left position, tilt valve spool (4) moves to Tilt Left
position. Cylinder oil from the head end of the tilt cylinder goes through tilt valve spool (4) and
becomes signal oil.
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the right. The rest of the signal oil goes through shuttle valves (2), (12), (24), and (32) to
compensator valve (34). Compensatorvalve (34) causes pump (39) to upstroke and increase the
pump oil pressure to the margin pressure, approximately 2100 kPa (305 psi) above the signal oil
pressure.
and the parallel oil passages to flow control valve (7). Pump oil moves flow control valve (7) farther
to the right andsends pump oil to load check valve (6). Load check valve (6) opens and pump oil
goes around tilt valve spool (4) and out of bulldozer tilt control valve (3) to the head end of tilt
cylinder (5). The cylinder rod extendsand the bulldozer blade tilts to the left.
The movement of the cylinder rod pushes the oil out of the rod end of the tilt cylinder. This return oil
comes into the bulldozer tilt control valve and goes around tilt valve spool (4). The return oil then
goes through the commontank passages in the bulldozer tilt control valve, the bulldozer lift control
valve the ripper control valves and the steering control valve to the inlet manifold.
and back to tank.
When the bulldozer control lever is released, the lever and tilt valve spool (4) go back to their Hold
positions. The tilt valve spool holds the oil in tilt cylinder (5). Movement of the cylinder rod stops.
The bulldozerblade stays tilted left until the bulldozer control lever is moved again.
Ripper Lift Circuit

Raise Operation
When the ripper control lever is moved to Raise position, lift valve spool (17) moves to Raise
position. Cylinder oil from the rod end of the lift cylinders goes through lift valve spool (17) and
becomes signal oil.
the right. The rest of the signal oil goes through shuttle valves (24) and (32) to compensator valve
(34). Compensatorvalve (34) causes pump (39) to upstroke and increase the pump oil pressure to
the margin pressure, approximately 2100 kPa (305 psi), above the signal oil pressure.
pump oil goes around lift valve spool (17) and out of ripper lift control valve (18) to the rod end of lift
cylinders (1). The cylinder rods retract and the ripper raises.
The movement of the cylinder rods push the oil out of the head end of the lift cylinders. This return
oil comes into the ripper lift control valve and goes around lift valve spool (17). The return oil then
goes through thecommon tank passages in the ripper lift control valve and the steering control
valve to the inlet manifold.
49 de 50 29/08/2018 8:07 p. m.
and back to tank.
When the ripper control lever is released, the lever and lift valve spool (17) go back to their Hold
The ripper is heldup until the ripper control lever is moved again.
Pressure limiter valve (23) is used in ripper lift control valve (18) to control (limit) the pressure to the
lift circuit. The pressure setting of the pressure limiter valve is 22750 ± 860 kPa (3300 ± 125 psi).
Lower Operation
When the ripper control lever is moved to Lower position, lift valve spool (17) moves to Lower
position. Cylinder oil from the head end of the lift cylinders goes through lift valve spool (17) and
becomes signal oil.
the right. The rest of the signal oil goes through shuttle valves (24) and (32) to compensator valve
(34). Compensatorvalve (34) causes pump (39) to upstroke and increase the pump oil pressure to
the margin pressure, approximately 2100 kPa (305 psi), above the signal oil pressure.
pump oil goes around lift valve spool (17) and out of ripper lift control valve (18) to the head end of
lift cylinders (1). The cylinder rods extend and the ripper lowers.
The movement of the cylinder rods push the oil out of the rod end of the lift cylinders. This return oil
comes into the ripper lift control valve and goes around lift valve spool (17). The return oil then
goes through thecommon tank passages in the ripper lift control valve and the steering control
valve to the inlet manifold.
and back to tank.
When the ripper control lever is released, the lever and lift valve spool (17) go back to their HOLD
The ripper stayslowered until the ripper control lever is moved again.
Copyright 1993 - 2018 Caterpillar Inc. Wed Aug 29 2018 20:05:52 GMT-0600
Todos los derechos reservados.
perenco1
Red privada para licenciados del SIS.
50 de 50 29/08/2018 8:07 p. m.

Operacion de Sis Emas

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Operacion de Sis Emas

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D7H & D7H LGP TRACTORS / POWER SHIFT / /DIFFERENTIA... https://sis.cat.com/sisweb/sisweb/techdoc/techdoc_print_page.jsp...

Power Train Components (Typical Example)

Power Train Hydraulic System

Power Train Hydraulic System Schematic

Transmission Hydraulic Controls

Selector And Pressure Control Valve

Selector And Pressure Control Valve

Transmission Hydraulic Controls (Engine Running, Transmission in Neutral)

Engine Running (Neutral to First Speed Forward)

Transmission Hydraulic Controls (Engine Running, Neutral to First Speed Forward)

Operation Of Pressure Differential Valve

Transmission Hydraulic Controls (Operation Of Pressure Differential Valve)

selection spool (2) and starts to fill the No. 5 clutch.

Transfer And Bevel Gears

Transfer And Bevel Gears

Steering Differential And Brake Group

Transmission Power Flow

to outer axle (28).

Rotation Of Components During Straight Ahead Movement

Steering Power Flow

Rotation of Components During Counter Rotation Counterclockwise

Steering And Transmission Combined Power Flow

Rotation Of Components During Left Turn (Forward)

Steering Differential and Planetary With Brake Groups

Service Brake Control Valve

Service Brake Control Valve

Implement And Steering Hydraulic System

Bulldozer Control Lever (11)

Steering Control Lever (12)

Hydraulic pump (4)

Steering And Implement Control Valve Group (8)

Steering Motor (2) And Counterbalance Valve (3)

Implement And Steering Hydraulic Pump

Variable Displacement Piston (Slipper) Pump

Pump And Compensator Valve Operation (Upstroking)

Pump And Compensator Valve Operation (Destroking)

Low Pressure Standby

Pump And Compensator Valve Operation (Low Pressure Standby)

High Pressure Stall

Pump And Compensator Valve Operation (High Pressure Stall)

Oil Filter and Tank

Oil filters and tank

Steering and Implement Control Valve Group

Steering And Implement Control Valve Group

Main Relief Valve

Main relief valve

Oil Cooler Bypass Valve

Oil Cooler Bypass Valve

Steering Control Valve

Steering Control Valve (Steering Valve Spool In Steer Left Position)

Steer Left Position

Steer Right Position

Load Check Valve

Ripper Lift Control Valve

Ripper Lift Control Valve (Lift Valve Spool In Lower Position)

Pressure Limiter Valve Operation

Load Check Valve

Bulldozer Lift Control Valve

Bulldozer Lift Control Valve (Lift Valve Spool in Raise Position)

and pressure limiter valve (25).

Pressure Limiter Valve Operation

Load Check Valve

Bulldozer Tilt Control Valve

Tilt Right Position