Ejes Volvo Samsung

Technical Training Text
1. INTRODUCTION ................................................................................3
2. DIFFERENTIAL CONSTRUCTION ....................................................7
3. DIFFERENTIAL THEORY ................................................................10
4. FINAL DRIVE CONSTRUCTION .....................................................13
5. FINAL DRIVE THEORY....................................................................17
6. SERVICE BRAKES CONSTRUCTION ............................................18
7. SERVICE BRAKE THEORY.............................................................23
8. PARKING BRAKE CONSTRUCTION ..............................................25
9. TESTING AND ADJUSTING ............................................................30
4028-7119
1. INTRODUCTION
1. Wheel loader axle assembly
A. The Daewoo front and rear axle assemblies are designed for heavy duty
applications. The front axle is sized slightly larger than the rear axle.
B. Driveshafts transmit torque from the transmission to the front and rear
axles. The front and rear axles each contain a standard torque proportional
differential. Each end of each axle contains of planetary gear set that
further increases the torque that is delivered to the wheels. A multiple wet
disc brake is installed in each axle end. The rear axle is connected to the
trunnion bearing support by a pin, and this allows it to oscillate at 30°. A
disc type parking brake is mounted to the front axle.
3 4028-7119
2. Torque proportional differential
A. This axle is equipped with a standard torque proportional differential.

Purpose of the differential is to provide equal power to both wheels during
the straight travel condition.
B. The torque proportional differential allows the wheels to rotate at different
speeds while the machine is in a turning condition either left or right.
4028-7119 4
3. Wet disc brakes
A. Multiple wet discs brakes are incorporated into each outboard planetary.
The brakes are activated via the hydraulic system. Each planetary has a
series of clutch discs and separator plates.
B. The brakes are hydraulically applied and spring released.
5 4028-7119
4. Outboard Planetaries
A. Each axle end contains a planetary gear set. The planetary gear set further
increases torque to each wheel.
4028-7119 6
2. DIFFERENTIAL CONSTRUCTION
1. Carrier Assembly: The carrier assembly is constructed of the following
components listed below.
A. Case halves: the case
halves(1,2) are solid castings
that house the internal
differential components.
B. Cross bar: is a solid bar (1) with

four legs (2) that will accept the
planetary gears and thrust
washers.
C. Sun gears: there are four (1)

sun gears and four (2) thrust
washers. The sun gears and
thrust washer are place onto
the cross bar. These gears are
free to rotate on their own axis.
7 4028-7119
2. Ring and Pinion Assembly.
A. Ring gear: Is a solid helical
gear (1) that will mount directly
to one of the case halves of the
carrier assembly.
B. Pinion Gear: Also, a helical

gear (1) responsible for turning
the ring gear. The main drive
shaft from the transmission is
connected to the pinion gear.
Motion produced by the
driveshaft turns the pinion gear,
which cause the ring gear to
rotate the complete carrier
assembly.
4028-7119 8
3. Support Assembly.
A. The support assembly is a solid
housing (1) with hold down
caps (2). The support assembly
will support the carrier
assembly and the pinion shaft.
B. Large carrier nuts (1) are

installed on each side of the
support assembly. These large
nuts can be adjusted to set the
ring and pinion gear backlash
and carrier assembly bearing
thrust loads.
C. After the large nuts are

installed small pins (1) are
installed to lock the nuts in
place.
D. When the carrier assembly is
complete, it is then bolted to
the axle housing.
9 4028-7119
3. DIFFERENTIAL THEORY
1. The differential style used in the
axle of the M250-III is torque
proportional. The purpose of this
differential is to achieve equal
torque to both wheels during normal
operation and to allow both wheels
to turn at different speeds when
needed (in a turn condition). The
following paragraphs explain the
operation of the torque proportional
differential.
A. As seen during the

construction process, the ring
gear is bolted to the carrier
assembly. When the
transmission turns the pinion
gear (1), it rotates the ring gear
(2), which causes the carrier
assembly (3) to turn as one
unit.
B. The planetary gears (2) are

forced to rotate with the cross
bar (1). When required the
planetary gears are free to
rotate on their own axis.
4028-7119 10
C. when the machine is travelling
straight and both wheels have
equal traction, both wheels
(1,2) will turn at the same
speed and equal torque is
applied to both wheels. At this
point the carrier assembly is
turning as one unit. Equal
traction can be observed by
looking at items (3,4)
D. As seen in the construction

state the sun gears are
attached to the axle shafts. The
sun gears are forced to turn at
the same speed as the wheels.
the sun gears can move freely
because they are not locked
into place of the carrier
housing.
11 4028-7119
E. When the operator forces the
machine to make a left turn, the
inside wheel (1) does not want
to rotate as fast as wheel (2).
The outside wheel will turn
faster because it has a longer
distance to travel.
F. Inside the carrier assembly the

sun gears come into contact
with the planetary gears. While
in the turning condition, each
wheel speed is different. This
causes the planetary gears to
rotate on their own axis
permitting different wheel
speeds.
G. The carrier assembly has now stopped turning as one complete unit.
4028-7119 12
4. FINAL DRIVE CONSTRUCTION
1. Ring Gear Assembly: consists of the spindle, final drive seal, tapered roller
bearing, main hub, ring gear, and locknut.
A. Spindle: Cylindrical type object
(1) that bolts directly to the axle
housing. The spindle is splined
(2) at the opposite end. The
center of the spindle is bored
(3) so that the driveshaft can be
fed through to the final drive
reduction gears. A seal is
installed onto the spindle. The
inside race is pressed onto the
spindle shaft.
B. Main Hub: Solid housing (1)

that slides on to the spindle
shaft (2). The main housing has
the outer race of the tapered
roller bearing pressed into it.
The main hub is free to rotate
around the spindle 360
degrees.
C. Ring gear: Cylindrical gear that

has inside splines (1). These
splines hold the bulk of the
service brake assembly. The
ring gear has a backing plate
(2) installed at one end. The
backing plate has outside
splines that mesh to the inside
splines of the ring gear. Once
the assembly is complete it will
slide onto the splines of the
spindle (3). When the ring gear
assembly is installed onto the spindle it is in a fixed position and It cannot
rotate.
13 4028-7119
D. Locknut: the locknut (2) is
installed onto the end of the
spindle shaft (1). The locknut
will hold the main hub and the
ring gear assembly onto the
spindle shaft. The locknut has
to be carefully torqued to
accommodate for radial and
thrust loads on the main hub
assembly. Torquing the spindle
nut adjusts the load on the
main hub tapered roller
bearing.
4028-7119 14
2. Planetary Assembly: Consists of a solid cover that holds the, reduction gears,
roller bearings, spacers, snap rings, driveshaft.
A. Planetary cover: A solid cover
(1) that has four unreplaceable
shafts (2). Each one of these
shafts has groove (3) cut in it to
accept a snapring.
B. Reduction gears: There are two rows of needle bearings (1,2) that fit
around each shaft of the reduction cover. After the needle bearings have
been installed, a reduction gear (3) is placed on to each shaft.; after the
reduction gears are installed a spacer (4) is then placed on top of each
gear.
15 4028-7119
C. Finally, a snapring (1) is placed
on the very end of each shaft.
Each snap ring secures each
reduction gear assembly to
each shaft.
D. Drive shaft: Splined on both ends (1,2). One end slides into the sun gear of
the differential assembly. A drum gear (3) is fitted on the other end and is
held in place by a snap ring. The splines of this end will mesh to the
reduction gears.
E. Finally the planetary assembly

(1) is bolted onto the main hub.
4028-7119 16
5. FINAL DRIVE THEORY
1. The purpose of the final drive is to increase the torque produced by the pinion
gear of the differential.
A. As the pinion gear turns the

differential, radial motion
causes the driveshafts (1) to
turn. The driveshaft motion
causes the reduction gears (2)
to rotate. Since the reduction
gears are held stationary onto
the planetary cover (3), the
planetary cover will begin to
rotate. The planetary cover is
bolted solid to the hub
assembly (4).
B. Energy transmitted from the
driveshaft (1) to the reduction
gears causes the complete hub
assembly (2) to rotate.
17 4028-7119
6. SERVICE BRAKES CONSTRUCTION
1. Piston Assembly: consists of the spindle, piston, and two orings.
A. The spindle (1) is ported (2).

Oil from the brake valve can
enter this port (2). High
pressure oil then travels
through the spindle and exits
out of a small port where it can
be applied to the brake piston.
There is also an additional port
on the spindle. This additional
port is used to bleed the brake
system (3).
B. Two orings (1,2) are installed

onto the brake piston (3).
hydraulic oil from the brake
valve travels to the brake
piston. This hydraulic oil is
trapped between the two o-
rings.
C. The piston (1) is then placed on

the spindle (2). The piston is
free to move up and down.
4028-7119 18
2. Pressure Plate Assembly: consists of the ring gear assembly, pressure plate,
pushpins, return springs, return spring retainer.
A. Three return springs (1) are

fitted into three bores of the
backing plate. The backing
plate slides into the ring gear
assembly. The outside
diameter of the backing plate is
splined. These splines mesh to
the inside splines of the ring
gear. Therefore, the backing
plate cannot rotate.
B. Six pushpins (2) are then

inserted into the backing plate
(1). One end of the pushpin
comes into contact with the
face of the brake piston (3). The
pushpins are free to move back
and forth through the backing
plate when the brake piston
extends and retracts.
C. Next, the pressure plate (1) is

placed into the ring gear
assembly. The other end of the
pushpin (2) comes into contact
with the back side of the
pressure plate. Anytime the
brake piston moves the
pushpins force the pressure
plate to move.
19 4028-7119
D. There are three small bored
holes (1) toward the inside
diameter of the pressure plate.
The necks (2) of the returns
springs are forced through
these small bores.
E. The spring retainer (1) is place

under the hook of each spring
neck (2). Anytime the pressure
plate moves, the return springs
will extend and retract. When
the pushpins move the backing
plate, this causes the return
springs to extend.
4028-7119 20
3. Clutch Disc assembly: consists of the clutch discs and separator plates, braking
plate, and a snapring.
A. The clutch discs (1) and
separator plates (2) are
staggered. The separator
plates can be ordered in
different thickness’s to achieve
a specific stack height.
B. The clutch discs (1) are splined

on the inside diameter, they will
mesh to the drum gear (2).
21 4028-7119
C. Separator plates (1) must be
perfectly flat and true. They are
splined on the outside diameter
and will mesh to the inside
diameter splines of the ring
gear (2).
D. After the clutch disc’s and

separator plate’s are installed a
braking plate is placed into the
ring gear. Finally a snap ring
(2) retains the clutch disc
assembly (1) into place.
4028-7119 22
7. SERVICE BRAKE THEORY
1. The axle brake assembly is a wet disc brake system. The final drive assembly
has been constructed, and the service brake system has been constructed.
These components are submerged into oil.
A. APPLY CONDITION
a) When the operator applies
pressure to the brake valve in
the main cabin, hydraulic oil is
sent to each spindle of the axle
assembly. this oil travels through
passages of the spindle and
terminates at the brake piston.
b) When the brake piston cavity is

full of oil (1). Pressure begins to
build. When the pressure is high
enough, the brake piston will
begin to move. As the brake
piston moves, it transmits
energy to the pushpins. Push
pins force the pressure plate (2)
to move. Brake pressure is
proportional to pushpin
movement. The higher the brake
pressure the greater distance of
pushpin movement.
23 4028-7119
c) When the pushpin (1) moves the
pressure plate (2) moves. As the
pressure plate moves the three
return springs (3) begin to
extend. As the pressure plate
moves, it will begin to compress
the clutch discs (4) and
separator plates (5). As the
clutch discs and separator
plates compress, effective
braking occurs.
B. Release Condition
a) When the operator release the
brake valve, hydraulic oil at the
brake piston follows a free path
back to the tank. At this point
brake pressure at the brake
piston disappears.
b) The extended return springs (1)

return back to their normal
position causing the pressure
plate (2) to move back to its
resting position. When this
condition occurs the friction
sandwich of the clutch discs and
separator plates disappears.
4028-7119 24
8. PARKING BRAKE CONSTRUCTION
1. Brake rotor assembly
A. Is a solid disc (1) that mounts
to the front flange of the axle
assembly.
B. This disc is held in a stationary

position if the parking brake is
applied.
25 4028-7119
2. Caliper Assembly
A. The caliper housing (1) is a
solid cast housing. This
housing mounts (2) to the
center of the front axle housing.
The caliper housing is ported
(3) to allow hydraulic oil to enter
the chamber when the operator
selects the parking brake
unlock position. The housing
supports other components
that operate the parking brake
mechanism
B. Two O-ring seals (1,2) are

installed into the housing to
seal high pressure oil around
the parking brake piston.
C. The parking brake piston (1)

slides into the caliper housing.
The parking brake piston has
an adjustment stud (2) with a
lock nut (3).
4028-7119 26
D. Next, six bevel washers (1) are
staggered on top of the parking
brake piston.
E. A snap ring (1) is installed to

hold the spring in place. When
the snap ring is installed the
piston is forced down.
F. Finally, an O-ring (1) and cover

(2) are placed on to the top of
the caliper housing.
27 4028-7119
3. Brake pad assembly
A. Asbestos material is applied to
the steel casing for stopping.
B. The brake pad assemblies

(1,2) are fitted into the caliper
assembly.
4028-7119 28
4. Parking brake theory
A. Lock position
a) When the engine is in the off
position or the engine is running
and the park brake switch is in
the lock position, the bevel
washers (1) force the parking
brake piston (2) down into the
caliper. This action causes the
brake pads (3) to compress
eliminating the brake rotor from
having the ability to turn.
B. Unlock position
a) When the engine is running and
the operator selects the parking
brake unlock position, high
pressure oil (1) travels into the
cavity of the caliper. This high
pressure oil forces the piston to
move compressing the bevel
washers (2) releasing the brake
pads. In this condition the brake
rotor is free to rotate.
29 4028-7119
Return to Master Table of Contents
TESTING AND ADJUSTING
WARNING!
Lift and handle all heavy components using proper equipment. Make sure that assemblies or
components are held by proper slings and hooks. Use specific lift eyes. Make sure that nobody
is close to the unit to be lifted.
Drain oil from central section plug (2).
Drain oil side final drives through bolt (3) and plug (4).
Figure 1 LOCATION OF OIL FILLING AND DRAINING PLUGS ON AXLE

CASING AND SIDE FINAL DRIVES.
4028-7119 S0602020
Page 30
DISASSEMBLY OF FINAL DRIVE (PLANETARIES)
Figure 2
1. Disassemble hub cover unit;

A. Remove cap screws (1 and 2, Figure 2) securing hub cover (3) to final drive.
B. Hub cover (3, Figure 2) is provided with two threaded holes for puller screws (M14 x 1.5).
C. Remove 0-ring (4, Figure 2).
D. Pull out plate (5, Figure 2) by using a puller screw and remove shim (35).
E. Remove retaining ring (6, Figure 2) securing planetary gear unit to hub cover (3).
F. Remove three planetary gears (7, Figure 2) with a proper puller.
G. Remove needle bearing (8, Figure 2) with a proper puller.
2. Disassemble brake parts;
A. Remove retaining ring (8, Figure 2).
B. Remove brake plate (9, Figure 2).
C. Remove brake disc (10, Figure 2) and counter disc (11).
D. Pull out axle shaft (12, Figure 2), disc carrier gear (13) and thrust washer (14).
E. Remove thrust washer (14, Figure 2) and disc carrier (13) from shaft (12).
S0602020 4028-7119
Page 31
3. Disassemble wheel hub;

A. Remove retaining ring (15, Figure 2) securing lock plate (16) and adjusting nut (17).
B. Remove lock plate (16, Figure 2).
C. Remove adjusting nut (17, Figure 2).
D. Adequately support wheel hub (26, Figure 2) so that oil seal (31) is not damaged, and extract
ring gear unit (18 thru 25) from wheel hub (26).
E. Remove push rod (24, Figure 2).
F. Remove retaining ring (22, Figure 2)
from ring gear (19).
G. Remove ring gear (19, Figure 2).
H. Push return springs (23, Figure 2) to
release them from ring (20).
I. Remove pressure plate (18, Figure 2)
and support (21).
J. Remove brake piston (27, Figure 2)
from spindle (33) by compressed air
through the brake oil port. Figure 3 RING GEAR UNIT
K. Remove O-ring (28 and 29, Figure 2)
and replace them if damaged. If
replacement is necessary, use original spare parts.
L. Remove wheel hub (26, Figure 2) by extracting it axially from spindle (33).
M. Pry out oil seal (31, Figure 2) from wheel hub (26).
N. Using a driver or a proper puller, remove wheel bearing (25 and 30, Figure 2) from wheel hub
(26).
O. If spindle (33, Figure 2) is damaged, it can be removed by undoing cap screws (32). (Note
position of the brake oil port.)
NOTE: If different assembly must be serviced, perform that operation now. It is advised tp perform
and inspection of the differential. Removing differential from axle housing will nor effect
adjustment.
4028-7119 S0602020
Page 32
DISASSEMBLY OF DIFFERENTIAL UNIT
Figure 4
NOTE: Check wear condition of components and replace as required.

1. Match mark the differential carrier and the axle housing to aid reassembly.
2. Remove cap screws (1, Figure 4) retaining differential unit, then remove it from the axle housing.
3. Disassemble differential gear;
A. Remove left and right spring pins (2, Figure 4).
B. Loosen adjusting nut (3, Figure 4).
NOTE: Mark cap and carrier "A" to match parts at reassembly.
C. Remove cap screws (4, Figure 4), caps (5) and adjusting nuts (3).
D. Lift out differential gear unit from carrier (6, Figure 4).
4. Disassemble bevel pinion;
A. Straighten locking notches on pinion nut collar then remove pinion nut (7, Figure 4) and washer
(8).
B. Remove flange (9, Figure 4).
C. Remove oil seal (10, Figure 4).
D. Press bevel pinion (11, Figure 4) from carrier (6).
NOTE: Take care not to damage the threads.
E. Remove bearing cone (12, Figure 4).
F. Remove bearing cup (12 and 13, Figure 4) from differential carrier (6).
G. Pull out shims (16, Figure 4).
S0602020 4028-7119
Page 33
H. Remove shims (14, Figure 4) and spacer (15).

I. Remove pinion bearing cone (13, Figure 4) from the pinion shank using a proper puller.
5. Disassemble differential case;
A. Match mark differential half-cases (17 and 18, Figure 4) to match parts at reassembly.
B. Remove cap screws (19) then separate half-cases (17 and 18, Figure 4).
C. Remove side gears (20, Figure 4), thrust washers (21), thrust washers (22), pinion gears (23)
and spider (24).
D. If bevel gear (25, Figure 4) needs replacement, remove cap screws (26) then remove bevel gear
(25) from half-case (18).
E. Remove bearings (27, Figure 4) from half-cases (17 and 18) using a proper puller.
4028-7119 S0602020
Page 34
CLEANING AND INSPECTION (WEAR LIMITS AND TOLERANCES)

For general cleaning and inspection procedures, refer to "General Maintenance Procedures" section.
Figure 5
S0602020 4028-7119
Page 35
No. Check Item Criteria Remedy

Standard size Repair limit
Installation Installation Installation
Return Free length. Free length.
1 length. load. load.
spring.
46.90 mm 34.0 mm 17.0 kg 46.0 mm 16.70 kg
(1.8465 in.) (1.3386 in.) (37.48 lbs) (1.8110 in.) (36.82 lbs)
Standard size Repair limit
3.750 mm 3.250 mm
(0.1476 in.) (0.1280 in.)
Thickness
2 3.9 - 4.0 mm 3.60 mm
of plate.
(0.1535 - 0.1575 in.) (0.1417 in.)
4.15 - 4.25 mm 3.850 mm
(0.1634 - 0.1673 in.) (0.1516 in.)
Thickness 4.45 - 4.55 mm 4.0 mm
3
of disc. (0.1752 - 0.1791 in.) (0.1575 in.)
Total 24.5 - 26.5 mm
thickness of (0.9646 - 1.0433 in.) 23.50 mm
4
plate and (0.9252 in.)
disc. Replace
Wear of Standard size Tolerance Repair limit

surface in -0.0360 mm
5 contact with 88.0 mm (-0.0014 in.)
piston O- --
(3.4646 in.) -0.0710 mm
ring. (-0.0028 in.)
Wear of -0.0360 mm
surface in 115.0 mm (-0.0014 in.)
6 --
contact with (4.5276 in.) -0.0710 mm
piston. (-0.0028 in.)
Backlash
between 0.25 - 0.4 mm
7
ring gear (.0098 - 0.0157 in.)
and plate.
Backlash
between 0.25 - 0.4 mm
8
drain and (.0098 - 0.0157 in.)
disc.
4028-7119 S0602020
Page 36
ASSEMBLY OF DIFFERENTIAL UNIT

1. Determining thickness of adjustment shims axial positioning of bevel pinion;
NOTE: In the following example dimensions are left in millimeters to help prevent confusion during
problem solving.
A. Some dimensions should be
recorded before starting assembly of
bevel pinion to determine thickness
of spacer to be fitted between inner
(under head) pinion bearing and
backing of relevant seat in differential
support.
B. Record dimension from ring gear
axis to seat of inner (under head)
pinion bearing (that will be identified
as "A").
In our case:
Figure 6
A = 203 mm (Front and rear)
C. A number "X" prefixed by symbol ± is
marked on bevel pinion face.
D. Said value, expressed in tenth of
millimeter, indicates the deviation
from the theoretical distance from
pinion under head to ring gear axis:
i.e.:+1 = 0.1 mm
E. Consequently, the true distance
(identified as "B") will be:
B = 158 ± deviation.
In our case: Figure 7
B = 158 + 0.1 = 158.1mm (Front and
rear).
F. Measure thickness of pinion head
bearing and identify as "D."
In our case:
D = 44.45 mm (Front and rear).
Figure 8
S0602020 4028-7119
Page 37
G. Compute thickness of shim "S" for

proper axial position of bevel pinion:
S = A - (B + D).
In our case:
S = 203 - (158.1 + 44.45) = 0.45
H. Increase by 0.05 mm the computed
thickness value to compensate for
subsequent bearing preload. Round
off to nearest tenth of millimeter to
the computed thickness value:
i. e. :0.45 rounded off = 0.45 Figure 9
Figure 10
4028-7119 S0602020
Page 38
2. Assembly of differential case;

A. Fit bearings (27, Figure 10) to differential half-cases (17 and 18) using a press. (Bearing inner
diameter - 80 mm)
B. Install thrust washers (21, Figure 10) and side gears (20) to half-cases (17).
C. Install pinion gears (23, Figure 10) and thrust washers (22) to spider (24).
D. Join half-cases (17 and 18, Figure 10) matching reference marks.
E. Tighten cap screws (19, Figure 10).
NOTE:Mount with Loctite #270.
NOTE:Tightening torque: 5.8 - 7.2 kg•m (42 - 52 ft lbs).
F. Mount bevel gear (25, Figure 10) on half-case (18), then tighten cap screws (26).
3. Assembly of bevel pinion;
A. Press fit pinion bearing cone (13, Figure 10) on bevel pinion shank (11). (The bearing may be
heated using a proper heating plate, oven or in an oil bath).
B. Insert shim (16, Figure 10), computed as determined in Step 1, then press pinion bearing cup
(13) into carrier (6).
C. Press fit outer bearing cup (12, Figure 10) into carrier (6).
D. Install spacer (15, Figure 10) and shims (14) onto the bevel pinion shank. (Use more shims than
required to avoid excessive bearing preload).
E. Insert bevel pinion into differential carrier (6, Figure 10).
F. Install bearing cone (12, Figure 10) flange (9) washer (8) and pinion nut (7).
NOTE:Do not install the oil seal.
NOTE:Tightening torque: 58 - 64 kg•m (418 - 462 ft lbs).
G. Repeat to adjust shim pack (14, Figure 10) so as to completely eliminate clearance until
specified preload is obtained.
H. When bearing preload is achieved, remove flange (9, Figure 10) and install oil seal (10).
NOTE:Lip of seal: Grease NLGI No.2.
I. Install flange (9) and washer (8, Figure 10), then tighten pinion nut (7).
NOTE:Tightening torque: 58 64 kg•m (418 - 467 ft lbs).
4. Assembly differential gear;
A. Install differential gear assembly on carrier (6, Figure 10).
B. Insert adjusting nuts (3, Figure 10) and temporarily adjust the backlash.
C. Mount caps (5, Figure 10) to carrier (6) matching reference marks.
D. 19) Tighten cap screws (4, Figure 10).
NOTE:Mount with Loctite #270
NOTE:Rotate bevel gear 10 - 20 times to seat bearings, then tighten the cap screws.
S0602020 4028-7119
Page 39
E. Adjusting tooth contact and backlash.

NOTE: Adjust the backlash, and at the same time adjust tooth contact.
1) Adjust backlash as follows:
a) Movement of the bevel
gear is done with nut (3,
Figure 11). At this time, so
as not to change bearing,
turn each nut the same
amount, in the same
direction.
Figure 11
b) Put dial (1, Figure 12)
gauge in vertical contact
with forward tooth face,
and while turning
adjusting nut, adjust until
dial gauge fluctuation
becomes 0.2 - 0.28 mm
(0.008 - 0.011 in.).
NOTE:Measure at three or four
places, and keep
pinion gear from
rotating when
measuring. Figure 12
2) Adjust tooth contact as follows:
a) Adjust bevel pinion by adjusting shims (16, Figure 10) between differential camerand
bearing cup (13).
b) Coat the face of seven or eight pinion teeth lightly with prussian bluing. Hold the
bevel gear by hand to act as a brake, rotate the pinion gear forward and backward
and inspect the pattern left on the teeth.
Tooth Contact Cause Procedure for Adjustment

The tooth contact pattern should Adjust the pinion gear by
start about 5.0 mm (0.1969 in.) adjusting the shims at the
from the toe of the bevel gear bearing. Adjust the bevel gear in
and cover about 50% of the the same way has when
length of the tooth. adjusting backlash.
It should be in the center of the
tooth height.
4028-7119 S0602020
Page 40
Tooth Contact Cause Procedure for Adjustment

Pinion gear is too far from bevel 1. Add shims
gear. to move
pinion gear
closer to
bevel gear.
2. Move bevel
gear further away from
pinion gear and adjust
backlash correctly.
Pinion gear is too close to bevel 1. Reduce
gear. shims to
move pinion
gear away
from bevel
gear.
2. Move bevel gear closer to
backlash correctly.
Bevel gear is too close to pinion 1. Add shims
gear. to move
pinion gear
closer to
bevel gear.
2. Move bevel
gear further away from
backlash correctly.
Bevel gear is too far from pinion 1. Reduce
gear. shims to
move pinion
gear away
from bevel
gear.
2. Move bevel gear closer to
backlash correctly.
NOTE:When adjusting the driven gear, do not change the preload of the bearing. Turn the left
and right adjusting nut, the same amount each (check by the number of notches), in
the same direction.
F. Install spring pins (2, Figure 10) to lock adjusting nuts (3).
G. Make two lock notches on the collar of pinion nut (7, Figure 10).
S0602020 4028-7119
Page 41
ASSEMBLY OF FINAL DRIVE (PLANETARIES)
Figure 13
1. Assemble wheel hub;

A. Install spindle (33, Figure 13) on the axle housing so that the brake bleed port is in the original
upper position.
NOTE:Apply proper sealing compound on the housing joining face.
B. Tighten cap screws (32, Figure 13).
C. Press fit outer races of wheel bearings (25, Figure 13) and (27) into wheel hub (26).
NOTE:Make sure they rest against the seats.
D. Install oil seal (31, Figure 13) using a proper seal driver.
E. Install wheel hub (26, Figure 13) on spindle (33).
NOTE: Support wheel hub adequately during assembly so as to avoid damaging the oil seal.
F. Install 0-rings (28 and 29, Figure 13) and brake piston (27) on spindle (33). Coat O-rings with
hydraulic oil.
NOTE: Observe that neither the brake piston nor the spindle have scratches, nicks or burrs.
4028-7119 S0602020
Page 42
G. Assemble ring gear unit (18 thru 25, Figure 13).

1) Press fit bearing cone (25, Figure 13) on support (21).
NOTE:Make sure it rests against the seat.
2) Install pressure plate (18, Figure 13) on support (21).
3) Position ring (20, Figure 13) on pressure plate (18).
4) Insert three return springs (23, Figure 13) into supports (21), push them through and hook
them on ring (20).
5) Install support unit (Figure 14)
into ring gear (19, Figure 13).
6) Install retaining ring (22, Figure
13).
7) Install six push rods (24, Figure
13) into their respective bores.
NOTE: Push rods must be
the same length and
move freely for
correct operation.
H. Install the ring gear assembly and
ring nut. Figure 14 SUPPORT UNIT
I. Tighten adjusting nut (17, Figure 13)

to obtain a wheel bearing rolling torque of 1.5 - 3 kg•m (11 - 22 ft lbs).
NOTE: To ensure the correct bearing preload, rotate the wheel several times in both
directions then check the rolling torque.
J. Install lock plate (16, Figure 13) and retaining ring (15).
2. Assemble brake;
A. Install disc carrier gear (13, Figure 13) and thrust washer (14) on shaft (12).
B. Install shaft unit (12, 13 and 14, Figure 13).
C. Install counter disc (11, Figure 13) and brake disc (10) in reverse order of disassembly.
NOTE:New discs should be immersed in oil prior to installation.
NOTE:Insert a counter disc (outer teeth) facing pressure plate (18).
D. Install brake plate (9, Figure 13) with notch mark on the outside.
S0602020 4028-7119
Page 43
E. Install retaining ring (8, Figure 13).

NOTE:Dimension "S" must be measured to confirm the correct overall thickness of the brake
disc pack.
1) Seat the brake plate and brake
disc pack against the pressure
plate.
2) Position a dial gauge against
the brake plate.
3) Apply compressed air 61
kg•cm2 (867 psi) through the
brake oil port.
4) Check dimension "S" using the
dial gauge.
5) Dimension "S" should be 2.8 - Figure 15 Measuring brake piston
3.2 mm (0.110 - 0.126 in.).
3. Assemble wheel hub;
A. Install needle bearing (8, Figure 13) into planetary gear (7).
B. Install planetary gear assemblies onto the planetary shafts on hub cover (3, Figure 13).
C. Install thrust plate (5, Figure 13) and shim (35) on hub cover (3).
NOTE: The clearance between the axle shaft and the thrust plate is 0.5 - 0.8 mm (0.020 -
0.031 in.).
D. Install 0-ring (4, Figure 13) on hub cover (3).
E. Install hub cover unit, then tighten cap screws (1, Figure 13).
F. Tighten cap screw (2, Figure 13) (M1.4 x 1.5).
NOTE:Apply sealing compound.
NOTE:Tightening torque: 16.5 - 20 kg•m (119 - 144 ft. lbs).
4028-7119 S0602020
Page 44
u rn to Master Table of Contents
BRAKE BLEEDING PROCEDURE

1. Remove the bleeder screw cap, push a vinyl hose onto the screw and put the other end in a
container.
2. Start the engine and run on low idle.
3. Depress the brake pedal, loosen the bleeder screw and bleed the air. Then tighten the bleeder screw
and slowly release the brake pedal.
NOTE: Two workers are needed for this operation: one depresses the pedal and the other bleeds
the air from the bleeder screw.
NOTE: Depress left brake pedal.
4. Repeat this operation until no more air bubbles come from the chamber. Then depress the pedal fully
and tighten the bleeder screw while oil is flowing out.
NOTE: Follow the same procedure to bleed the air from each brake chamber in the axle wheel
ends.
NOTE: To bleed the air completely, bleed the air first from the chamber farthest from the brake
valve.
Figure 16
S0602020
Page 45
-
DAEWOO HEAVY INDUSTRIES AMERICA CORP.
© 2002 All Rights Reserved

Ejes Volvo Samsung

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Ejes Volvo Samsung

Uploaded by

Copyright:

Available Formats

Technical Training Text

2. DIFFERENTIAL CONSTRUCTION ....................................................7

3. DIFFERENTIAL THEORY ................................................................10

4. FINAL DRIVE CONSTRUCTION .....................................................13

5. FINAL DRIVE THEORY....................................................................17

6. SERVICE BRAKES CONSTRUCTION ............................................18

7. SERVICE BRAKE THEORY.............................................................23

8. PARKING BRAKE CONSTRUCTION ..............................................25

9. TESTING AND ADJUSTING ............................................................30

A. This axle is equipped with a standard torque proportional differential.

B. Cross bar: is a solid bar (1) with

C. Sun gears: there are four (1)

B. Pinion Gear: Also, a helical

B. Large carrier nuts (1) are

C. After the large nuts are

A. As seen during the

B. The planetary gears (2) are

D. As seen in the construction

F. Inside the carrier assembly the

B. Main Hub: Solid housing (1)

C. Ring gear: Cylindrical gear that

E. Finally the planetary assembly

A. As the pinion gear turns the

A. The spindle (1) is ported (2).

B. Two orings (1,2) are installed

C. The piston (1) is then placed on

A. Three return springs (1) are

B. Six pushpins (2) are then

C. Next, the pressure plate (1) is

E. The spring retainer (1) is place

B. The clutch discs (1) are splined

D. After the clutch disc’s and

b) When the brake piston cavity is

b) The extended return springs (1)

B. This disc is held in a stationary

B. Two O-ring seals (1,2) are

C. The parking brake piston (1)

E. A snap ring (1) is installed to

F. Finally, an O-ring (1) and cover

B. The brake pad assemblies

TESTING AND ADJUSTING

Figure 1 LOCATION OF OIL FILLING AND DRAINING PLUGS ON AXLE

DISASSEMBLY OF FINAL DRIVE (PLANETARIES)

1. Disassemble hub cover unit;

3. Disassemble wheel hub;

DISASSEMBLY OF DIFFERENTIAL UNIT

NOTE: Check wear condition of components and replace as required.

H. Remove shims (14, Figure 4) and spacer (15).

CLEANING AND INSPECTION (WEAR LIMITS AND TOLERANCES)

No. Check Item Criteria Remedy

Wear of Standard size Tolerance Repair limit

ASSEMBLY OF DIFFERENTIAL UNIT

G. Compute thickness of shim "S" for

2. Assembly of differential case;

E. Adjusting tooth contact and backlash.

Tooth Contact Cause Procedure for Adjustment

Tooth Contact Cause Procedure for Adjustment

ASSEMBLY OF FINAL DRIVE (PLANETARIES)

1. Assemble wheel hub;

G. Assemble ring gear unit (18 thru 25, Figure 13).

I. Tighten adjusting nut (17, Figure 13)

E. Install retaining ring (8, Figure 13).

BRAKE BLEEDING PROCEDURE