Powershift Transmissions

• Torque Converters
• The basics of how they work
• Powershift Transmissions
• The basics of how they work
• Transmission Design, TA-12, TA-18, TA-30
• Hydraulic circuits
• Clutch, bearing design
• Transmission Design, H-200, TA-45, T-40
• Hydraulic circuits
• Clutch, bearing design
• Troubleshooting
• No travel
• Overheating
• Slow start-up—”Morning Sickness”
• Drive in neutral

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 Torque Converters
What to they do?
•Transmit power from flywheel to
transmission input shaft.
•Multiply torque—3.4:1 Stall Ratio
•Varies from max (at stall) to
approximately 1:1 at full travel speed
•Efficiency varies from 0 at stall to
approximately 98 % at full travel

•Vary speed from 0 at stall to near

engine rpm at full travel speed.
•Slip at low speed—you don’t need to
disengage the clutch
•Oil is pumped through the convertor
and cooled to carry away heat

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 Torque Converters
How to they do it?
• Hydrodynamic—spinning torus of oil
transmits torque
• Three elements
• Impeller—fastened to engine flywheel
• Turbine—splined to the transmission input
shaft—turbine shaft
• Stator—splined to transmission case—
stator support
• Stator is mounted on overrunning clutch.
• At high turbine speeds, oil hits back of
stator blades, overrunning clutch allows
stator to spin with impeller and turbine,
improving efficiency
• Lock-up clutch is used in passenger cars.
• Locks impeller to turbine

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 Transmissions/Axles
What is a Powershift Transaxle?
• Constant mesh gearing with hydraulically
actuated clutches
• Multiplate clutches engage the
appropriate clutch gear
• Clutches are engaged with solenoid
valves, either simple on-off full flow type
or proportional (computer controlled)
• Pressure is maintained in clutch during
travel—pressure must be high enough to
prevent slipping with max torque applied
• Clutch engagement is softened with
“modulated” shifts
• Transmission is disengaged by reducing
the clutch pressure
• Axle is integrated into transmisson case

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 TA-12, TA-18, TA-30

Where Used—2000 to 7000 lb

capacity models—Single Speed
• TA-12 used in G127, CMP 158, C152
• TA-18 used in G230, CMP 230,
• TA-30 used in C/P 365, C/P 232

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 TA-12, TA-18, TA-30
What are the differences?
• TA-12, 18 have “Perrot” style brakes—TA-
30 has Akebono
• TA-12, 18 have integral brake hub and
drum
• Axle shafts, wheel bearings and brake hub
must be removed to expose brakes. Wheel
seals must be replaced if hub is removed.
Wheel bearings are shim adjusted.
• TA-30 has separate removable brake
drum.
• Brake maintenance can be done without
removing wheel hub and disturbing wheel
seals

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 TA-12, TA-18, TA-30
What are the differences?
• TA-12, 18 have shim adjusted wheel
bearings, ring gear/pinion side
adjustment
• TA-12,18 has different hydraulics
• Converter hub is not sealed, fluid can
drain out
• Converter safety valve drains to tank
• TA-30 “automotive” style with threaded
bearing carriers that can be adjusted side
to side to set ring gear/pinion gear
backlash

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 TA-12, TA-18, TA-30
Common Design Features
• Hydraulic system—Oil is introduced
into torque converter at end of circuit
• Charge pump—pulls oil through screen
• Regulator valve—creates nominal
pressure for clutches, send remaining
downstream to oil cooler.
• Oil Cooler—cools oil, sends to lube
• Lube—drilled passages in clutch shafts
bleed oil into clutches.
• Torque converter—oil enters converter
from the end of turbine shaft, returns to
transmission case from torque
converter hub.
• Cooler relief valve—prevents over
pressuring oil cooler.

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 TA-30 Hydraulics
Lube
Relief

Accumulator
Clutch Trans
Torque Lube Cooler
Converter

Cooler
Relief

Inch
Valve
Modulating
Charge Pressure Valve
Pump Regulating
Valve
Transmission Fwd Rev
Case (Sump) Sol Sol

Forward Reverse
Clutch Clutch

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 TA-12,18 Hydraulics

Accumulator
Clutch Cooler Trans
Torque Lube Bypass Cooler
Converter

Convertor
Relief

Inch
Valve
Modulating
Charge Pressure Valve
Pump Regulating
Valve
Transmission Fwd Rev
Case (Sump) Sol Sol

Forward Reverse
Clutch Clutch

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 TA-12, TA-18, TA-30
Common Design Features
• Hydraulic system—Oil is introduced into
torque converter at end of circuit
• Advantages
• Cooler flow not restricted by flow through
converter—better cooling
• Simpler design—no sealing and porting
required to get oil from convertor outlet
• Converter not subject to circuit back
pressure
• Disadvantages
• Converter tends to drain down to centerline
and fluid transfers into transmission case
causing “Morning Sickness”– engine must
run for 15-30 seconds before full converter
drive,
• TA-30 has restricted path to case to reduce
start-up delay

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 TA-12, TA-18, TA-30
Common Design Features
• Bearings, Gearing, Clutches
• Clutch Shafts and countershafts are
supported on roller or ball bearings, thrust
loads are taken with ball bearings
• Clutch gears are supported on needle
roller bearings, with separate thrust
bearings to take thrust loads. TA-30 has
wide clutch gears to support thrust loads
from helical gears
• Output shaft is pinion shaft and supported
on tapered roller bearings
• Separator plates are hardened steel, clutch
plates have cold worked medium carbon-
”semi-hard” core plates
• Piston return springs are Belleville
washers
• TA-30 has simpler differential adjustment

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 TA-30

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 TA-12, TA-18, TA-30
Common Design
Features
• Bearings, Gearing,
Clutches
• Output shaft is pinion
shaft and supported on
tapered roller bearings
• Separator plates are
hardened steel, clutch
plates
• Piston return springs are
Belleville washers
• Oil is sent down turbine
shaft with Distributor
slee, piston rings

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Do not copy or disclose to anyone.
 TA-12, TA-18,

Confidential, proprietary and trade secret information of CLARK Material Handling Co.
Do not copy or disclose to anyone.
 TA-12, TA-18, TA-30
Common Design
Features
• Bearings, Gearing,
Clutches
• TA-30 differential
bearings and ring gear
backlash are adjusted
with screw thread
bearing carriers,
automotive style
• TA-12, 18 have shim
adjustment

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 H-200
Where Used—8000 to
15,500 lb models
• Currently used on CGC 460
• Single speed only used on
8000 lb
• Two speed on 10,000 to 15,500
lb
• Past Producton
• CGP 460
• Y 685
• 685
• Last remaining “C500” style
offset design

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 H-200
Design Features
• Hydraulic system—Oil is introduced into
torque converter immediately
downstream of regulator valve, then
through cooler, then lube
• Charge pump—pulls oil through screen
• Regulator valve—creates nominal pressure
for clutches, sends remaining downstream
to torque converter
• Oil from converter plus bypass oil travels
to oil cooler
• Oil flow through cooler is restricted—
bypass required to get max flow without
overpressuring converter.
• Oil from oil cooler goes into lube—drilled
passages in clutch shafts bleed oil into
clutches.
• H-200 has instant starts because oil cannot
drain from converter into transmission case

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 H-200
Design Features
• Hydraulic system—Oil is introduced into
torque converter immediately
downstream of regulator valve, then
through cooler, then lube
• Charge pump—pulls oil through screen
• Regulator valve—creates nominal pressure
for clutches, sends remaining downstream
to torque converter
• Oil from converter plus bypass oil travels
to oil cooler
• Oil flow through cooler is restricted—
bypass required to get max flow without
overpressuring converter.
• Oil from oil cooler goes into lube—drilled
passages in clutch shafts bleed oil into
clutches.
• H-200 has instant starts because oil cannot
drain from converter into transmission case

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 H-200 Hydraulics
Oil Cooler

Accumulator
Torque )(
Clutch
Converter
Lube

Converter
Relief

Inch
Valve
Pressure Modulating
Charge Regulating Valve
Pump Valve

Transmission Hi-Low Fwd Rev

Case (Sump) Sol Sol Sol

High Low Forward Reverse

Clutch Clutch
Clutch Clutch

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 H-200
Design Features
• Bearings, Gearing, Clutches
• Clutch Shafts and
countershafts are
supported on roller or ball
bearings, thrust loads are
taken with ball bearings
• Clutch gears are supported
on needle roller bearings,
with separate thrust
bearings to take thrust
loads. Has wide clutch gears
with double needle bearings
to support thrust loads from
helical gears
• Gear driven park brake
• Wet flywheel housing lubes
charge pump gears

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 H-200
Design Features
• Bearings, Gearing, Clutches
• Output shaft is pinion shaft
and supported on tapered
roller bearings
• Range clutches are splined
to output shaft
• Separator plates are
hardened steel, clutch plates
have cold worked medium
carbon-”semi-hard” core
plates
• Piston return springs are
Belleville washers
• Pinion adjustment into ring
gear is accomplished with
shims between axle adapter
and transmission case

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 H-200
Design Features
• Bearings, Gearing,
Clutches
• Differential bearings are
shim adjusted
• Ring and Pinion
backlash is shim
adjusted
• Same differential
assembly is used in TA-
18, 30, H-200
• Gear reduction to wheel
is done in Wheel End

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 H-200
Design Features
• Bearings, Gearing,
Clutches
• Gear reduction to
wheel is done in
Wheel End

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 TA-45
Design Features
• Bearings, Gearing,
Clutches
• Transaxle design with
separate oil in axle,
park brake between
trans and axle
• Control Cover has
three separate spools
• Spool closest to
solenoids is
regulator spool
• Middle spool is
Converter Relief
• Spool closest to
Converter is Lube
Relief

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 TA-45
Design Features
• Bearings, Gearing, Clutches
• Clutch Shafts and
countershafts are
supported on tapered roller l
bearings, thrust loads are
taken with the same
bearings
• Bearings are adjusted with
shims on back on case
• Clutch gears are supported
on needle roller bearings,
with separate thrust
bearings to take thrust
loads.

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 TA-45 Hydraulics
Oil Cooler Back Pressure
Valve

Lube Accumulator
Torque )(
Relief Converter

Converter
Relief
Clutch
Lube
Modulating
Inch
Valve Valve
Pressure
Charge Regulating
Pump Valve

Transmission Sol Sol Sol Sol

Case (Sump) R1 R2 F1 F2

Reverse 1 Reverse 2 Forward 1 Forward 2

Clutch Clutch Clutch Clutch

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