140G Caterpillar Power Train

5/31/2021 SIS 2.
1983/02/01 Systems Operation (REG01580)
SMCS - REG015800001
Specifications
NOTE: For Specifications with illustrations, make reference to SPECIFICATIONS FOR 12G, 120G, 130G, and 140G, MOTOR GRADERS POWER
TRAIN, Form No. REG01582. If the Specifications in Form REG01582 are not the same as in the Systems Operation and the Testing and
Adjusting, look at the printing date on the back cover of each book. Use the Specifications given in the book with the latest date.
NOTE: The "C" is an indication of a change from the former issue.
Power Flow
POWER FLOW
1. Upper section of the transmission. 2. Engine. 3. Lower section of the transmission. 4. Differential or bevel gear carrier. 5. Case for the bevel gear. 6. Final drive.
The basic components of the power train are: the engine, transfer gears, power shift transmission, bevel gear and pinion, final drives and axles,
and the tandems and wheels. There is no flywheel, clutch or torque converter used in this machine.
Power from the engine goes directly to the upper section of the power shift transmission which has the forward and reverse direction clutches. The
lower section has the speed clutches. Four of the five speed clutches are stationary, while one clutch is a turning clutch. Three clutches must be
engaged at the same time to have power flow through the transmission.
Power goes from the output flange of the transmission planetary to the pinion gear of the differential or bevel gear. The differential or bevel gear
turns the axles that turn planetary gears of the final drive.
The sprockets of the final drive are connected to the wheel spindles with chain.
Transfer Gears And Transmission
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TRANSFER GEARS
1. Input gear. 2. FORWARD input gear. 3. REVERSE input gear. 4. Output gear. 5. Output gear. 6. Idler gear. 7. Planetary input gear.
The planetary transmission has six forward and six reverse speeds. The selection of speed and direction is done manually. Control of the
transmission is done hydraulically. The transmission is driven by transfer gears which are turned directly by an adapter on the engine flywheel. The
transfer gears have two turning clutches; a forward clutch and a reverse clutch.
The adapter on the engine flywheel turns input gear (1). Input gear (1) turns against the FORWARD input gear (2) which turns REVERSE input
gear (3). There is no flow of power when the direction clutches, in front of input gear (2) and input gear (3), are not engaged. When the FORWARD
clutch (No.1 clutch) is engaged, output gear (4) turns against idler gear (6) which turns planetary input gear (7). Since the REVERSE clutch is not
engaged, output gear (5) is free to turn with idler gear (6). When the REVERSE clutch (No.2 clutch) is engaged, the FORWARD clutch is not
engaged, and the output gear (5) turns idler gear (6) which drives planetary input gear (7) in the opposite direction.
Planetary Transmission

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PLANETARY TRANSMISSION
1. No. 3 and No. 4 Carrier.
2. Ring gear for No. 3 clutch.
3. No. 3 clutch.
4. Planet gear.
5. No. 4 clutch.
7. No. 5 carrier.
9. No. 5 clutch.
11. No. 6 clutch.
12. Sun gear.
13. No. 6 carrier.
14. Parking brake clutch.
15. Ring gear for the parking brake.
16. Hub for the No. 7 clutch.
17. Flange.
18. No. 7 clutch.
19. Cage.
20. Shaft.
21. Planet gear.
22. Housing for the No. 3 clutch.
23. Sun gear.
24. Sun gear.
25. Planet gear.
26. Housing for the No. 4 and No. 5 clutches.
27. Planet gear.

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28. Housing for the No. 6 clutch.
29. Housing.
The planetary transmission has four stationary clutches: No. 3, No. 4, No. 5, and No. 6, one turning clutch: No. 7, and a stationary clutch for the
parking brake. Two of the five planetary clutches and one direction clutch (No. 1 or No. 2 clutch) must be engaged for each speed.
Most all the components inside the planetary transmission turn when the controls are in each FORWARD or REVERSE speed. Only those
components that have been made dark in the illustrations that follow are used in the flow of power through the transmission.
POWER FLOW IN FIRST SPEED; NO. 5 AND NO. 6 CLUTCHES ENGAGED

1. No. 3 and No. 4 carrier. 4. Planet gear. 5. No. 4 clutch. 6. Ring gear for the No. 4 clutch. 7. No. 5 carrier. 8. Ring gear for the No. 5 clutch. 9. No. 5 clutch. 10. Ring gear for the No.
6 clutch. 11. No. 6 clutch. 12. Sun gear. 13. No. 6 carrier. 15. Ring gear for the parking brake. 17. Flange. 20. Shaft. 23. Sun gear. 24. Sun gear. 25. Planet gear. 27. Planet gear.
Power goes through the No. 1 clutch (FORWARD) or the No. 2 clutch (REVERSE) to the No. 3 and No. 4 carrier (1). The planet gears (4) are
turned by the No. 3 and No. 4 carrier (1). The planet gears (4) are engaged with the ring gear (6) for the No. 4 clutch and make it turn. The No. 4
clutch (5) is not engaged but the ring gear (6) for the No. 4 clutch is connected to the No. 5 carrier (7) with a spline. Because the No. 5 clutch (9) is
engaged and holding the ring gear (8) for the No. 5 clutch, the planet gears (25) (turned by the No. 5 carrier) make the sun gear (24) turn shaft
(20).
As the sun gear (24) turns shaft (20), it gives resistance to the planet gears (25) and to the No. 5 carrier (7). The ring gear (6) for the No. 4 clutch is
connected to and has resistance to turning by the No. 5 carrier (7). Because the ring gear (6) for the No. 4 clutch has a resistance to turning, the
planet gears (4) (turned by the No. 3 and No. 4 carrier) make the sun gear (23) turn the shaft (20). Power is divided between the sun gear (23) and
the ring gear (6) for the No. 4 clutch.
Sun gear (12) turns with shaft (20) and makes planet gears (27) turn. Because the No. 6 clutch (11) is engaged and holding the ring gear (10) for
the No. 6 clutch, the planet gears (27) (turned by the shaft and the sun gear) make the No. 6 carrier (13) turn. The No. 6 carrier is connected to the
ring gear (15) for the parking brake which is connected to the output flange (17) and power is sent to the differential or bevel gear.
POWER FLOW IN SECOND SPEED; NO. 4 AND NO. 6 CLUTCHES ENGAGED

1. No. 3 and No. 4 carrier. 4. Planet gear. 5. No. 4 clutch. 6. Ring gear for the No. 4 clutch. 10. Ring gear for the No. 6 clutch. 11. No. 6 clutch. 12. Sun gear. 13. No. 6 carrier. 15.
Ring gear for the parking brake. 17. Flange. 20. Shaft. 23. Sun gear. 27. Planet gear.

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Power goes through the No. 1 clutch (FORWARD) or the No. 2 clutch (REVERSE) to the No. 3 and No. 4 carrier (1). Because the No. 4 clutch (5)
is engaged and holding the ring gear (6) for the No. 4 clutch, the planet gears (4) (turned by the No. 3 and No. 4 carrier) make sun gear (23) turn
shaft (20).
POWER FLOW IN THIRD SPEED: NO. 3 AND NO. 6 CLUTCHES ENGAGED

1. No. 3 and No. 4 carrier. 2. Ring gear for the No. 3 clutch. 3. No. 3 clutch. 10. Ring gear for the No. 6 clutch. 11. No. 6 clutch. 12. Sun gear. 13. No. 6 carrier. 15. Ring gear for the
parking brake. 17. Flange. 20. Shaft. 27. Planet gear.
is engaged and holding the ring gear (2) for the No. 3 clutch, the planet gears (turned by the No. 3 and No. 4 carrier) make the shaft (20) turn.
POWER FLOW IN FOURTH SPEED: NO. 5 AND NO. 7 CLUTCHES ENGAGED

1. No. 3 and No. 4 carrier. 4. Planet gear. 5. No. 4 clutch. 6. Ring gear for No. 4 clutch. 7. No. 5 carrier. 8. Ring gear for No. 5 clutch. 9. No. 5 clutch. 15. Ring gear for the parking
brake. 16. Hub for the No. 7 clutch. 17. Flange. 18. No. 7 clutch. 20. Shaft. 23. Sun gear. 24. Sun gear. 25. Planet gear.
Power goes through the No. 1 clutch (FORWARD) or the No. 2 clutch (REVERSE) to the No. 3 and No. 4 carrier (1). The planet gears (4) are
turned by the No. 3 and No. 4 carrier (1). The planet gears (4) are engaged with the ring gear (6) for the No. 4 clutch and make it turn. The No. 4
clutch (5) is not engaged but the ring gear (6) for the No. 4 clutch is connected to the No. 5 carrier (7) with a spline. Because the No. 5 clutch (9) is
engaged and holding the ring gear (8) for the No. 5 clutch, the planet gears (25) (turned by the No. 5 carrier) make the sun gear (24) turn shaft
(20).
As the sun gear (24) turns shaft (20), it gives resistance to the planet gears (25) and to the No. 5 carrier (7). The ring gear (6) for the No. 4 clutch is
connected to and has resistance to turning by the No. 5 carrier (7). Because the ring gear (6) for the No. 4 clutch has a resistance to turning, the
planet gears (4) (turned by the No. 3 and No. 4 carrier) make the sun gear (23) turn the shaft (20). Power is divided between the sun gear (23) and

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the ring gear (6) for the No. 4 clutch.
Shaft (20) turns hub (16) for the No. 7 clutch. The No. 7 clutch (18) is engaged and makes the ring gear (15) for the parking brake turn with hub
(16). The ring gear (15) for the parking brake is connected to the output flange (17) and power is sent to the differential or bevel gear.
POWER FLOW IN FIFTH SPEED: NO. 4 AND NO. 7 CLUTCHES ENGAGED

1. No. 3 and No. 4 carrier. 4. Planet gear. 5. No. 4 clutch. 6. Ring gear for No. 4 clutch. 15. Ring gear for the parking brake. 16. Hub for the No. 7 clutch. 17. Flange. 18. No. 7 clutch.
20. Shaft. 23. Sun gear.
is engaged and holding the ring gear (6) for the No. 4 clutch, the planet gears (4) (turned by the No. 3 and No. 4 carrier) make sun gear (23) turn
shaft (20).
POWER FLOW IN SIXTH SPEED: NO. 3 AND NO. 7 CLUTCHES ENGAGED

1. No. 3 and No. 4 carrier. 2. Ring gear for the No. 3 clutch. 3. No. 3 clutch. 15. Ring gear for the parking brake. 16. Hub for the No. 7 clutch. 17. Flange. 18. No. 7 clutch. 20. Shaft.
21. Planet gear.
is engaged and holding the ring gear (2) for the No. 3 clutch, the planet gears (21) (turned by the No. 3 and No. 4 carrier) make the shaft (20) turn.
Transmission Lubrication System

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TRANSMISSION LUBRICATION (Typical Illustration)

1. Oil filter. 2. Main relief valve. 3. Oil cooler. 4. Transfer gear housing. 5. Direction clutches. 6. Two section pump. 7. Planetary transmission. 8. Selector valve group. 9. Transmission
reservoir. 10. Main reservoir in intermediate housing. 11. Bevel gear reservoir. 12. Magnetic screen filter. 13. Magnetic screen filter.
The oil that is necessary for the operation and lubrication of the transmission is made available by a gear type pump that has two sections. The
shaft that turns the input gear for the transfer gears also turns the shaft for the pump. The pump turns at engine speed.
There are three oil reservoirs for the transmission; transmission reservoir (9), main reservoir (10), and bevel gear reservoir (11). (The 120G has
only two reservoirs; the transmission reservoir and the bevel gear reservoir. The main reservoir is the bevel gear reservoir.) The oil is pulled from
the main reservoir (10) by the small section of the pump (6). The flow of oil from the small section of the pump goes through filter (1) to main relief
valve (2). The flow of oil then goes to the selector valve (8), oil cooler (3) and to the clutches and gears for lubrication.
The large section of the pump pulls oil from transmission reservoir (9) and bevel gear reservoir (11) through the magnetic screen filters (12) and
(13). (On the 120G, oil is pulled from the transmission reservoir only.) The flow of oil from the large section of the pump goes to main reservoir (10).
An opening in the wall between main reservoir (10) and bevel gear reservoir (11) lets extra oil go from main reservoir (10) to bevel gear reservoir
(11). (On the 120G, the main reservoir is the bevel gear reservoir.)
Direction Clutch Lubrication

The direction clutches get lubrication oil from the main relief valve. The flow of oil goes through the center of the forward and reverse clutch shafts.
The lubrication of both clutches is the same. For the purpose of illustration, the lubrication for the FORWARD clutch is shown.

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FORWARD CLUTCH LUBRICATION (Clutch not engaged)

1. Hole. 2. Passage. 3. Passage. 4. Passage.
There are three passages connected to the center passage of the direction clutch shaft. Passage (4) is used to send oil to the clutch plates for
cooling and lubrication. Passage (3) is used for lubrication of the taper bearings of the output gear. Passage (2) is used only when the direction
clutch is engaged. When the FORWARD direction clutch is engaged, the flow of oil through passages (2) and (4) gives extra lubrication to the
direction clutch. When the direction clutch is not engaged, passage (2) is not in alignment with hole (1) in the piston and passage (4) is the only
passage that gives lubrication to the direction clutch.
Lubrication For Transfer Gears

The splines on the input shaft and the flywheel adapter get lubrication from a passage in the center of the pump drive shaft. The passage in the
drive shaft is connected to an opening in the large section of the pump.
LUBRICATION FOR TRANSFER GEARS

1. Hole. 2. Passage. 3. Passage. 4. Passage. 5. Hole. 6. Passage. 7. Passage. 8. Drilled holes.
The taper bearings on the input shaft get lubrication from oil that is thrown by the direction clutches.
The taper bearings on the shaft for the idler gear get lubrication through passage (6). Some of the oil from the direction clutches goes into hole (5)
and through passage (6) to the taper bearings.
The lubrication oil to the planetary transmission goes through passage (7) to the outside of the main transmission shaft and through four drilled
holes (8) to a small passage around the center passage in the main shaft.
Planetary Lubrication
The main shaft has a tube installed inside it to make a center passage. This center passage lets P1 pressure oil go to the No. 7 clutch.
The lubrication oil flows through a small passage around the center passage in the main shaft. Drilled holes in the main shaft let lubrication oil (from
the small passage around the center passage) go to the bearings of the planet gears.
All other gears and clutches get lubrication from oil thrown by the turning components or from leakage from the shafts with pressure oil. The
leakage then goes to the transmission reservoir.
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PLANETARY LUBRICATION
Transmission Hydraulic Controls
TRANSMISSION OIL SYSTEM

1. Oil filter. 2. No. 1 clutch lubrication passage. 3. No. 2 clutch lubrication passage. 4. Main relief valve. 5. Oil cooler. 6. Housing for transfer gears. 7. Oil pump. 8. Planetary

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transmission. 9. Differential lock valve (on machines with a differential). 10. Selector valve group. 11. Transmission reservoir. 12. Main reservoir in the intermediate housing. 13.
Bevel gear reservoir.
The basic components of the transmission oil system are oil reservoirs (11), (12), and (13), oil pump (7), oil filter (1), main relief valve (4), selector
valve group (10) and the differential lock valve (on machines with a differential) (9).
The hydraulic controls are: Main relief valve (4), selector valve group (10) and differential lock valve (9). The location of the selector valve group is
inside the transmission housing. Selector valve group (10) sends pressure oil to the proper clutches for the selection of a speed (six forward and
six reverse). The location of the main relief valve (4) and the differential lock valve (9) is on the outside of the transmission housing. The main relief
valve (4) controls the pressure in the hydraulic system. The differential lock valve (9) controls the lock-up clutch in the differential (on machines with
a differential).
Transmission Valves
Neutral With Engine Off
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HYDRAULIC CONTROLS WITH ENGINE OFF AND SELECTOR LEVER IN NEUTRAL

1. Oil filter.
4. Main relief valve.
5. Oil cooler.
7. Oil pump.
9. Differential lock valve (later machines with a differential use an electric solenoid lock valve shown on page 29 of this module).
14. Manual modulation valve.
15. Differential, check, and safety spool.
16. Pilot selector spool.
17. Speed selector spool (clutch No. 4).
19. Passage from load piston.
20. Relief valve.
21. Passage to differential, check, and safety valve.
22. Passage to No. 4 clutch.
24. Cooler bypass valve.
25. Lubrication relief valve.
26. Passage to differential lock clutch (on machines with a differential).
28. Direction selector valve.
29. Priority reducing valve.
31. Modulating reducing valve.
32. Load piston.
33. Passage to No. 1 clutch (FORWARD).
34. Passage to No. 2 clutch (REVERSE).
35. Speed selector spool (clutches No. 6 and No. 7).

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A. Passage for signal pressure.
B. Passage for signal pressure.
E. Passage for signal pressure.
F. Passage for signal pressure.
G. Passage for signal pressure.
Neutral With Engine Off

With the engine off, the pump is not being turned and there is no pressure oil in the system. With no pressure oil, the two position selector spools
(17), (18), and (36) and the load piston (32) are held by spring force against their respective stops. The three position selector spool (35) is held in
its center position by spring force.
The selector valve group has three manually operated spools: pilot selector spool (16), direction selector spool (28), and manual modulation spool
(14). All of the other spools are operated by pilot pressure. The pilot selector spool (16) sends pilot pressure oil to the speed selector spools which
in turn send pressure oil to the speed clutches. The direction selector spool (28) sends oil to the direction clutches. The manual modulation spool
(14) gives a control for the P2 pressure to the direction clutches. Make reference to MANUAL MODULATION VALVE.
The main relief valve (4) has a relief valve (20) for maximum system pressure, an oil cooler bypass valve (24) for the oil cooler, and a lubrication
relief valve (25) for maximum pressure of the clutch and planetary lubrication oil. Relief valve (20) keeps the system pressure from getting too high.
Bypass valve (24) prevents the pressure in the oil cooler from getting too high. Relief valve (25) keeps the lubrication oil for the speed clutches and
the planetary gears from getting too high.
Neutral With Engine Running
HYDRAULIC CONTROLS WITH ENGINE RUNNING AND SELECTOR LEVER IN NEUTRAL

1. Oil filter.
5. Oil cooler.
7. Oil pump.
20. Relief valve.

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32. Load piston.
Neutral With Engine Running

When the engine is started and the selector valve is in NEUTRAL, oil from the pump goes to main relief valve (4), around relief valve (20), to the
selector valve group. Relief valve (20) lets some oil go to cooler (5). Oil from the cooler goes behind the cooler bypass valve (24) and into a cavity
for clutch and planetary gear lubrication.
At the selector valve group, the flow of oil divides into two separate circuits: signal pressure circuit and system pressure circuit.
Signal Pressure Circuit

As the engine is started, spring force holds the priority reducing valve (29) so the signal pressure passage to the pilot selector valve (16) is the first
circuit to get pressure. As the pressure becomes higher than the spring force, the valve moves to the right and opens the system pressure
passage. The valve begins to move when the signal pressure becomes 83 psi (570 kPa). When the signal pressure becomes 96 psi (660 kPa), the
valve has moved to the right far enough to not let any more pressure into the signal pressure passage to the pilot selector valve.
The pilot selector valve (16) has seven positions. When the control lever is in the NEUTRAL position, the valve sends signal pressure to passages
(A) and (F).
The function of the signal pressure circuit is to control the movement of the speed selector spools. The signal pressure in passages (A) and (F)
moves speed selector spool (35) to the left and speed selector spool (36) to the right.
System Pressure Circuit

After the pressure becomes 83 psi (570 kPa) in the signal pressure circuit, priority reducing valve (29) opens the passage to the modulating
reducing valve (31). The system pressure moves the modulating reducing valve (31) to the left until speed clutch pressure (P1) is 90 psi (620 kPa).
Since pilot pressure is holding spool (35) and (36) in the positions shown, system pressure goes to the passage for the No. 7 clutch (37) and to the
passage for the No. 3 clutch (38).
With the speed selector spool (35) held in the position shown by the signal pressure in passage (A), a passage (27) is opened by the speed
selector spool (35). This open passage lets pressure oil on the left end of the differential, check, and safety spool (15) go to the reservoir and
prevents the spool (15) from moving to the right. Because the differential, check, and safety spool (15) can not move to the right, the direction
clutches have no pressure oil and will not engage.
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If the engine is started in any speed except NEUTRAL, system pressure is sent from the speed selector valve (35) through the orifices in the
differential, check, and safety valve (15) to the spring side of the valve (15) holding the valve against its stop. In this position, the direction clutches
can not get pressure oil. When the selector lever is moved to the NEUTRAL position, the oil in the spring side of the valve is free to go to the
transmission reservoir. The oil pressure on the left side of the valve then works against the spring force and the differential, check, and safety valve
(15) moves to the NEUTRAL position. In this position, the direction clutches have no pressure and will not engage.
First Speed Forward
HYDRAULIC CONTROLS WITH ENGINE RUNNING AND SELECTOR LEVER IN FIRST SPEED FORWARD
1. Oil filter.
5. Oil cooler.
7. Oil pump.
20. Relief valve.
32. Load piston.

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First Speed Forward

When the selector lever is moved from NEUTRAL to FIRST FORWARD, the pilot selector valve (16) lets the signal pressure in passages (A) and
(F) go to the reservoir and sends signal pressure to passages (B) and (G).
When the signal pressure in passage (F) goes to the reservoir, the spring force on the speed selector spool (36) moves the spool to the left and lets
the pressure oil in the passage for the No. 3 clutch (38) go to the reservoir. The signal pressure in passage (B) moves the speed selector spool (35)
to the right and lets the pressure oil in the passage for the No. 7 clutch (37) go to the reservoir. The No. 3 and No. 7 clutches are now not engaged.
When the speed selector spools (18) and (35) are moved to the positions shown by the signal pressure in passages (G) and (B), the passages to
clutch No. 5 (23) and No. 6 (30) are open to system pressure.
With the speed selector spool (35) in the position shown, the passage (27) from the left end of the differential, check, and safety spool (15) (open to
the reservoir in NEUTRAL) has pressure oil. This pressure oil moves the differential, check, and safety valve (15) to the right and lets pressure oil
go to the direction clutches. Since the direction selector valve (28) is in the position shown, pressure oil will go to the passage (33) for the No. 1
clutch.
When the shift is made from NEUTRAL to FIRST FORWARD and the No. 5 and No. 6 clutches are being filled, the spring pressure moves the
modulating reducing valve (31) to the right. As the clutches fill, the system pressure has an increase. The increase in pressure works against the
slug in the modulating reducing valve (31) and the valve moves to the left to stop the increase in pressure. With this higher pressure, the load
piston (32) moves to the right and the spring force between the modulating reducing valve and the load piston has an increase. The increase in
spring force moves the modulating reducing valve (31) to the right and this lets the system pressure have an increase. This cycle takes place again
and again until the system pressure is at a maximum. This gradual increase in pressure is modulation. The modulating reducing valve (31) gives
modulation for all the clutches (speed and direction).
The differential, check and safety valve (15) causes a pressure difference of 60 psi (415 kPa) between the P1 pressure and the P2 pressure. The
P2 pressure to the direction clutches is always 60 psi (415 kPa) less than the P1 pressure to the speed clutches. This pressure difference lets the
speed clutches engage first. The direction clutches engage last and take the load. When P1 pressure is at a maximum of approximately 340 psi
(2350 kPa) (controlled by the main relief valve), the P2 pressure is at approximately 280 psi (1950 kPa) with the engine at HIGH IDLE. When the
engine is at LOW IDLE, P1 pressure is approximately 310 psi (2120 kPa) and P2 pressure is approximately 250 psi (1720 kPa). The shift is now
complete.
Fifth Speed Reverse
HYDRAULIC CONTROLS WITH ENGINE RUNNING AND SELECTOR LEVER IN FIFTH SPEED REVERSE

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1. Oil filter.
5. Oil cooler.
7. Oil pumps.
20. Relief valve.
32. Load piston.
Fifth Speed Reverse

When the selector lever is moved from FOURTH REVERSE to FIFTH REVERSE, the pilot selector valve (16) lets the signal pressure in passage
(G) go to the reservoir and sends signal pressure to passage (E).
When the signal pressure in passage (G) goes to the reservoir, the spring force on the speed selector spool (18) moves the spool to the left and
lets the pressure oil in the passage for the No. 5 clutch (23) go to the reservoir. The signal pressure in passage (E) moves the speed selector spool
(17) to the left and opens the passage to the No. 4 clutch (22) to system pressure.
When the passage to the No. 4 clutch (22) is opened, system pressure has a decrease as the pressure oils fills the passage for the No. 4 clutch
(22). As the No. 4 clutch fills, a decrease in pressure in passage (21) causes a decrease in pressure on the left end of the differential, check, and
safety valve (15) and lets the valve move to the left.

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When the differential, check, and safety valve (15) moves to the left, pressure oil in the No. 2 direction clutch goes to the reservoir. The pressure oil
in passage (19) also goes to the reservoir through the differential, check, and safety valve (15). A decrease in pressure in line (19) causes the load
piston (32) to move to the left and the modulating reducing valve (31) to move to the right. Also, a decrease in pressure in passage (19) causes a
decrease in pressure in the passage for the No. 7 clutch (37) and the clutch is now not engaged.
As the passage to the No. 4 clutch (22) is filled, an increase in pressure to passage (21) moves the differential, check, and safety valve (15) to the
right and closes the passage from passage (19) to the reservoir. Now the system pressure has an increase.
The modulating reducing valve (31) gives the modulation to the pressure oil until the P1 pressure in the No. 4 and No. 7 clutches is at
approximately 340 psi (2350 kPa) and the P2 pressure in the No. 2 clutch is at approximately 280 psi (1950 kPa) with the engine at HIGH IDLE.
When the engine is at LOW IDLE, P1 pressure is approximately 310 psi (2120 kPa) and P2 pressure is approximately 250 psi (1720 kPa). The shift
is now complete.
Pilot Selector Valve

The function of the pilot selector valve is to control the movement of the speed selector spools. This control is done either by sending signal
pressure to the speed selector spool or by letting the signal pressure in the speed selector spool go to the reservoir.
PILOT SELECTOR SPOOL IN THE FIRST SPEED DETENT

1. Chamber connected to transmission reservoir. 2. Chamber connected to signal pressure from the priority reducing valve. A, B, E, F, and G. Signal pressure passages to the speed
selector spools.
The pilot selector valve has two chambers in its center. Chamber (1) is connected to a passage that goes to the transmission reservoir. Chamber
(2) is connected to a passage from the priority reducing valve for signal pressure.
Five more passages connect the speed selector spools to one of the two chambers in the pilot selector spool. When the selector spool is in
NEUTRAL, FIRST, SECOND, or THIRD, two of the passages have signal pressure because they connect to chamber (2) in these positions. The
other three passages are connected to the transmission reservoir through chamber (1). When the selector spool is in FOURTH, FIFTH, or SIXTH,
only one of the passages is connected to chamber (2) while the other four are connected to chamber (1).
Manual Modulation Valve

The manual modulation valve lets the operator control the P2 pressure to the directional clutches and move the machine a little distance at a time.
The left foot pedal in the operator's compartment is connected to the manual modulation valve with a cable.
HYDRAULIC CONTROLS IN THIRD SPEED WITH MANUAL MODULATION VALVE CLOSED

1. Passage. 2. Chamber. 3. Orifice. 4. Piston. 5. Slug. 6. Spool. 7. Passage from load piston. 8. Load piston. 9. Modulating reducing valve.
When the left foot pedal is up and the manual modulation valve is not being used, spool (6) is in the position shown. P1 pressure from the load
piston (8) goes through passage (7) and is stopped by the spool (6). P2 pressure goes around piston (4) and to the direction clutches. P2 pressure
also goes through orifice (3) and into chamber (2) where the pressure is stopped. P1 and P2 are at their maximum pressures.

5/31/2021 SIS 2.0
When the left foot pedal is pushed down, spool (6) is moved out as shown. Passage (7) from the load piston is connected to passage (1) which lets
P1 pressure oil from the load piston (8) go to the reservoir. The location of the orifice for passage (7) at the load piston (8) prevents P1 pressure
from going lower than 90 psi (620 kPa). The clutches are now operating at a lower pressure.
At the same time that passage (7) is connected to passage (1), chamber (2) is also connected to passage (1) which lets P2 pressure oil in the
chamber go to the reservoir. P2 pressure on the slug (5) moves the piston (4) to the left and causes a restriction to the P2 oil flow around the piston
(4). This restriction causes a decrease in pressure of the P2 oil to the direction clutches.
P2 pressure can be controlled from approximately 9 to 150 psi (60 to 1030 kPa) by the manual modulation valve. Because the direction clutches
are not fully engaged, the operator can slip the clutch (make the discs slide in relation to the plates) and move the machine a little distance at a
time.
When the operator lets the pedal come back up, spool (6) moves back in and the P1 and P2 pressures increase to their maximum pressures. The
modulating reducing valve (9) gives modulation to the pressure oil and lets the clutches engage smoothly.
HYDRAULIC CONTROLS IN THIRD SPEED WITH MANUAL MODULATION VALVE OPENED

1. Passage. 2. Chamber. 3. Orifice. 4. Piston. 5. Slug. 6. Spool. 7. Passage from load piston. 8. Load piston. 9. Modulating reducing valve.
Differential And Bevel Gear

Differential (On Machines With a Differential)
The differential is used to send power from the transmission, through the final drives, to the wheels. When the rear wheels on one side are turning
slower than the rear wheels on the other side (as in a turn) the differential lets the inside wheels stop or turn slower in relation to the outside
wheels.
The output flange of the transmission turns the shaft for the bevel gear pinion (6). The bevel pinion (6) turns the bevel gear (4) which is fastened to
the differential housing. The differential has four pinions (7), a spider (5) for the pinions, and two side gears (8) and (9). The connection between
the four pinions (7) and the two side gears is at right angles through a gear mesh. Splines make the connection between the side gears and the
shafts to the final drives.
DIFFERENTIAL (Typical Illustration)

1. Piston. 2. Cavity. 3. Clutch plates. 4. Bevel gear. 5. Spider shaft for pinions. 6. Bevel pinion. 7. Pinions (four). 8. Side gear. 9. Side gear.

5/31/2021 SIS 2.0
When the machine is moving straight in a forward direction and the differential is in the UNLOCK position, the same amount of traction is under the
wheels on each side. The same amount of torque that is sent to each shaft for the final drive stops pinions (7) so they can not turn on spider (5).
This gives the same effect as if both tandem drives were driven by the same shaft. When the force that is sent to the shaft is not the same (as in a
turn) forces that are not the same are put on opposite sides of the differential. This action makes pinions (7) turn. The rotation of pinions (7) lets the
inside two wheels go slower or stop in relation to the two outside wheels. This moves the machine through the turn under full power.
The housing for the differential runs on tapered roller bearings. Pinions (7) turn on hardened steel bearings. Pinions (7) and side gears (8) and (9)
turn against thrust washers which take the end thrust against the differential housing.
The differential gets lubrication from oil thrown about inside the bevel gear housing. A flat surface on each shaft of the spider (5) lets lubrication go
to pinions (7) and to the thrust washers.
Differential Lock Valve (On Earlier Machines With a Differential)

The differential control pedal is connected to an air control valve which controls the differential lock valve on the transmission. When the pedal is up
(in the LOCK position), valve spool (10) is held by spring force against its stop. P1 pressure oil from the No. 6 clutch cavity goes through an orifice
to the differential lock valve.
DIFFERENTIAL LOCK VALVE

10. Valve spool. 11. Opening to reservoir. 12. Clutch opening. 13. Inlet opening.
P1 oil goes into opening (13) and out opening (12) to the differential lock clutch. The oil goes into the differential through the differential cage
assembly to cavity (2) in the differential housing. The P1 oil pushes piston (1) against clutch plates (3) which cause side gear (9) to turn with bevel
gear (4). Pinions (7) do not turn on spider (5) but turn with side gears (8) and (9).
The speed of the wheels will be equal, even if the traction under each tandem becomes different.
When the differential control pedal is pushed down (to the UNLOCK position), the air valve sends air pressure to the differential lock valve. The air
pressure moves valve spool (10) against its spring force. The pressure oil in cavity (2) goes through opening (11) to the reservoir. Pinions (7) and
side gears (8) and (9) are now free to turn when the traction under each tandem is different.
The differential is normally in the LOCK position in FIRST, SECOND, and THIRD speed FORWARD or REVERSE. The differential is always in the
UNLOCK position in FOURTH, FIFTH, and SIXTH speed FORWARD or REVERSE because the No. 6 clutch does not have pressure oil in these
speeds.
Differential Lock Valve (On Later Machines With A Differential)

The electric differential control switch (18) controls a solenoid activated hydraulic valve located on the differential carrier. When switch (18) is in the
off (LOCK) position, the indicator light (17) is off. No current flows to the solenoid coil connector (16) and the valve is held open by spring force. P1
pressure oil from the transmission relief valve group flows through a hose to opening (15). The internal passages of the solenoid valve act as an
orifice.

5/31/2021 SIS 2.0
ELECTRIC SOLENOID VALVE

11. Opening to reservoir. 12. Opening to clutch. 14. Pressure check test port. 15. Inlet opening. 16. Solenoid coil connector.
P1 oil goes into opening (15) and out opening (12) to the differential lock clutch. The oil goes into the differential through the differential cage
assembly to cavity (2) in the differential housing. The P1 oil pushes piston (1) against clutch plates (3) which cause side gear (9) to turn with bevel
gear (4). Pinions (7) do not turn on spider (5) but turn with side gears (8) and (9).
The speed of the wheels will be equal, even if the traction under each tandem becomes different.
When the differential control switch (18) is in the on (UNLOCKED) position, the indicator light (17) is on and current flows to the solenoid coil
connector (16). The solenoid force then moves the valve spool against its spring force. The pressure oil in cavity (2) goes through opening (11) to
the reservoir. Pinions (7) and side gears (8) and (9) are now free to turn when traction under each tandem is different.
The differential with the electric control can be locked in any speed since the P1 pressure source is taken direct from the transmission relief valve.
On some machines with the electric control, an adapter plate is used between the solenoid valve and the differential carrier. This plate blocks the
flow of oil from the No. 6 transmission clutch on machines that used the air control. On other machines with electric control, the plate is not used
and the hole to the No. 6 clutch is tapped and blocked with a plug.
WIRING DIAGRAM
17. Differential unlock indicator light. 18. Toggle switch mounted on operators console. 19. Electric solenoid valve located on differential and bevel gear housing.
Bevel Gear Group (On Machines Not Equipped With a Differential)

The bevel gear group is used to send power from the transmission to the final drives. The output flange of the transmission turns the shaft for the
bevel gear pinion (1). The bevel pinion (1) turns the bevel gear (3) which is fastened to hubs (2) and (4). The hubs are connected to the final drives
with shafts. These shafts have splines at both ends.

5/31/2021 SIS 2.0
The bevel gear (3) is connected directly (through the hubs and shafts) to the final drives. The same amount of torque is always sent to each
tandem. This makes both tandems always run at the same speed.
The bevel gear group gets lubrication from oil thrown about inside the bevel gear housing.
BEVEL GEAR GROUP (120G Illustrated)

1. Pinion. 2. Hub. 3. Bevel gear. 4. Hub.
Final And Tandem Drives
FINAL AND TANDEM DRIVES

1. Shaft. 2. Sun gear. 3. Carrier. 4. Outer shaft. 5. Drive sprockets. 6. Drive chain. 7. Drive chain. 8. Driven sprocket. 9. Planet gear. 10. Ring gear. 11. Housing. 12. Ring. 13.
Housing. 14. Thrust washers. 15. Wheel spindle.
The final drive is a planetary gear system. Shaft (1) is connected to the differential or bevel gear at one end and to the sun gear (2) at the other end
with splines. The ring gear (10) of the planetary system is connected to the housing (11). As shaft (1) is turned by the differential or bevel gear, sun
gear (2) turns planet gears (9). Because the ring gear (10) is held by the housing, the planet gears (9) (turned by the sun gear) make the carrier (3)
turn at a slower speed than the sun gear (2).

5/31/2021 SIS 2.0
The carrier (3) is connected to the outer shaft (4) and the flow of power goes from the carrier (3), through the outer shaft (4), and to the drive
sprockets (5). Power from the drive sprockets (5) goes through drive chains (6) and (7) to the driven sprockets (8). The driven sprockets (8) are
connected to the wheel spindles (15) with splines. All gears, bearings, and chains get lubrication from oil thrown about the housings.
The tandem housing is connected to housing (13) with bolts. This lets the wheels move the ends of the tandem housing up and down in relation to
housing (11). Two rings (12), thrust washers (14) and two seals are between housing (11) and housing (13).
PIP-10596297
2021/05/31
17:52:10+03:00
REG015800001
© 2021 Caterpillar Inc.
Caterpillar:
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140G Caterpillar Power Train

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140G Caterpillar Power Train

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5/31/2021 SIS 2.

1983/02/01 Systems Operation (REG01580)

NOTE: The "C" is an indication of a change from the former issue.

Transfer Gears And Transmission

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2. Ring gear for No. 3 clutch.

6. Ring gear for No. 4 clutch.

8. Ring gear for No. 5 clutch.

10. Ring gear for No. 6 clutch.

11. No. 6 clutch.

12. Sun gear.

13. No. 6 carrier.

14. Parking brake clutch.

15. Ring gear for the parking brake.

16. Hub for the No. 7 clutch.

18. No. 7 clutch.

21. Planet gear.

22. Housing for the No. 3 clutch.

23. Sun gear.

24. Sun gear.

25. Planet gear.

26. Housing for the No. 4 and No. 5 clutches.

27. Planet gear.

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28. Housing for the No. 6 clutch.

POWER FLOW IN FIRST SPEED; NO. 5 AND NO. 6 CLUTCHES ENGAGED

POWER FLOW IN SECOND SPEED; NO. 4 AND NO. 6 CLUTCHES ENGAGED

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POWER FLOW IN THIRD SPEED: NO. 3 AND NO. 6 CLUTCHES ENGAGED

POWER FLOW IN FOURTH SPEED: NO. 5 AND NO. 7 CLUTCHES ENGAGED

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the ring gear (6) for the No. 4 clutch.

POWER FLOW IN FIFTH SPEED: NO. 4 AND NO. 7 CLUTCHES ENGAGED

POWER FLOW IN SIXTH SPEED: NO. 3 AND NO. 7 CLUTCHES ENGAGED

Transmission Lubrication System

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TRANSMISSION LUBRICATION (Typical Illustration)

Direction Clutch Lubrication

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FORWARD CLUTCH LUBRICATION (Clutch not engaged)

Lubrication For Transfer Gears

LUBRICATION FOR TRANSFER GEARS

Transmission Hydraulic Controls

TRANSMISSION OIL SYSTEM

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Neutral With Engine Off

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HYDRAULIC CONTROLS WITH ENGINE OFF AND SELECTOR LEVER IN NEUTRAL

4. Main relief valve.

14. Manual modulation valve.

15. Differential, check, and safety spool.

16. Pilot selector spool.

17. Speed selector spool (clutch No. 4).

18. Speed selector spool (clutch No. 5).

19. Passage from load piston.

20. Relief valve.

21. Passage to differential, check, and safety valve.

22. Passage to No. 4 clutch.

23. Passage to No. 5 clutch.

24. Cooler bypass valve.

25. Lubrication relief valve.

26. Passage to differential lock clutch (on machines with a differential).