D6T TRACK-TYPE TRACTOR STD, XL Differential Steering LAE00001-UP (MA...

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Produit: TRACK-TYPE TRACTOR

Modèle : D6T TRACK-TYPE TRACTOR LAE
Configuration: D6T TRACK-TYPE TRACTOR STD, XL Differential Steering LAE00001-UP (MACHINE) POWERED BY C9 Engine

Fonctionnement des systèmes

D6T Track-Type Tractor Power Train
Numéro d'imprimé -KENR5124-04 Date de publication -01/03/2015 Date de mise à jour -12/03/2015

i02954268

Power Train Hydraulic System

SMCS - 3000; 4000

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Illustration 1 g01469938

Schematic for the power train hydraulic system

(1) Transmission lubrication pressure "L1"

(2) Accumulator

(3) Main relief pressure "P"

(4) Main relief valve

(5) Remote brake pressure tap "B1"

(6) Passage for the lubrication of the transmission and the bevel gear

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(7) Steering differential and planetary gears with brake

(8) Lubrication pressure for the left brake "LB1"

(9) Brake pressure for the left brake

(10) Electronic brake control valve

(11) Lubrication manifold

(12) Torque converter inlet relief valve

(13) Remote torque converter inlet pressure tap "M"

(14) Remote torque converter outlet pressure tap "N"

(15) Torque converter outlet relief valve

(16) Screen

(17) Hydraulic pump

(18) Lubrication pressure for the flywheel "L2"

(19) ACERT C9 Engine

(20) Power train oil cooler

(21) Torque converter

(22) Vent line

(23) Magnetic screen

(24) Torque converter charge pump section (A)

(25) Transmission charge pump section (B)

(26) Torque converter and transmission scavenge section (C)

(27) Scheduled Oil Sampling port (S·O·S port)

(28) Transmission oil filter and bypass valve

(29) Passages for lubrication of the steering differential

(30) Lubrication pressure for the right brake "LB2"

(31) Brake pressure for the right brake

(32) Planetary gears and brake

(33) Screen

(34) Transmission and transmission modulating valves

The power train hydraulic system uses a three-section pump. The oil pump is mounted on the gear case for the bevel and transfer gears. The pump is driven by an
auxiliary drive shaft from the engine.

Torque Converter Charge Pump Section

Section (A) sends oil from the bevel gear case. The oil goes through a magnetic screen (23). Next, the oil flows to torque converter inlet relief valve (12). Torque
converter inlet relief valve (12) is located in lubrication manifold (11). Torque converter inlet relief valve (12) limits the maximum oil pressure to torque converter
(21). The inlet relief valve sends most of the oil to torque converter (21). The rest of the oil is sent to the lubrication manifold. The oil is used to lubricate the
brakes and the transmission.

The oil from torque converter (21) exits through outlet relief valve (15). Next, the oil is routed to oil cooler (20). Then, the oil flows back to lubrication manifold
(11). At the lubrication manifold, the oil combines with the oil that bypassed torque converter (21) .

The combined oil flows from lubrication manifold (11) in order to lubricate the transmission and brakes. Then, the oil drains to the bevel gear case. A small portion
of the oil is diverted from the torque converter inlet in order to lubricate the drive gears and bearings.

Transmission Charge Pump Section

Section (B) of the pump draws oil from the bevel gear case. The oil goes through a magnetic screen (23). Then, oil flows to oil filter (28). Next, the oil flows to
brake control valve (10), the modulating valves (34) and main relief valve (4). The main relief valve is located in the manifold on the top of the transmission. The
main relief valve controls the pressure in the circuit.

The oil that flows past the main relief valve provides part of the lubrication and cooling for the transmission and bevel gear (6). The primary use of oil from section
(B) is for control of the brakes and of the transmission clutches.

Torque Converter and Transmission Scavenge Section

Section (C) removes oil from torque converter (21) and from the transmission (34). The oil goes through screen (16) or screen (33). The oil is used as lubrication
for the steering differential and brake (29). The oil is then allowed to flow back into the bevel gear case.

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