Paving Compactor & Vibratory Compactor & CS-533C & 2WN

$ Parts % Service

1995/01/12
SMCS -
Systems Operation (KENR2696) #
KENR26960001
"

Introduction
Reference: For Specifications with illustrations, refer to the Specifications for the CP-533C, CS-533C, CP-563C & CS-563C Propel
System, Form No. KENR2696. If the Specifications in Form No. KENR2696 are not the same as listed in the Systems Operation
and the Testing And Adjusting, look at the print date on the front cover of each book. Use the Specifications listed in the book
with the latest date.

Propel System Schematic

(1) Speed shift control valve. (2) Park brake valve. (3) Line from steer/charge pump. (4) Propel charge filter. (5) Drum drive brake. (6) Drum drive gearbox. (7)
Drum drive motor. (8) Axle drive motor. (9) Axle gearbox reduction. (10) Return manifold. (11) Thermal bypass valve. (12) Oil cooler. (13) Hydraulic oil tank. (14)
Axle propel pump. (15) Drum propel pump.
The propel system is a closed loop, hydrostatic system. The main components of the system are: drum drive motor (7), axle drive
motor (8), oil cooler (12), hydraulic oil tank (13), axle propel pump (14) and drum propel pump (15).

Charge oil (make-up oil) for the propel pumps comes from the hydraulic oil filter and is supplied by the return oil from the steering
system. The flow from the propel pumps is controlled by the propel control lever on the operator console. A control cable
connects the propel control lever to the axle pump. A linkage rod connects the axle pump to the drum pump.

Case drain oil from the propel system goes to return manifold (10) and thermal bypass valve (11). Depending on the temperature,
oil flows to either oil cooler (12) and/or hydraulic oil tank (13). Speed shift control valve (1) sends charge oil to drum and axle drive
motors (7) and (8) to change the motor displacement for high and low speeds. Parking brake valve (2) controls the flow of charge
oil to the parking brake in the drum propel motor.

The propel system uses flushing valves for the drum and axle motors. The flushing valves cool the drive motors and closed loop
hydrostatic circuit.
Case drain oil is returned to thermal bypass valve (11). This valve remains closed until the hydraulic temperature reaches 71°C
(160°F). When the temperature reaches 71°C (160°F) oil flows to the oil cooler and the valve is fully open at 80°C (180°F).

The propel system receives charge pressure oil from the steering pump return oil. This oil goes through a charge filter first and
then on to the propel pumps.

Under Operator Platform

(14) Axle propel pump. (15) Drum propel pump.
Axle propel pump (14) and drum propel pump (15) are located under the operator's platform. The drum propel pump and axle
propel pump are piston pumps. Quick disconnects are located at the end of the balance lines for measuring the system closed
loop. The axle and drum closed circuits are connected by two balance lines with a 1.57 mm (.062 in) orifice. These balance lines
allow for differences in system pressure caused by terrain and rolling resistance.

Behind Operator Platform

(1) Speed shift control valve. (2) Parking brake valve.
Parking brake valve (2) is a solenoid operated, two position valve that controls the operation of the brake in the drum propel
motor and the axle axle.

Speed shift control valve (1) is a solenoid operated, two position valve that controls the operation of the speed shift mechanism in
the drum and axle propel motors.

Left Side Of Drum

(7) Drum propel motor.
Drum propel motor (7) is a dual displacement bent axis piston cartridge motor.

Rear Axle
(8) Axle propel motor.
Axle propel motor (8) is a dual displacement axial piston motor that features the bent axis design rotary group.

Propel Pumps
Propel Pump
(1) Inlet/Outlet port. (2) Port plate. (3) Barrel assembly. (4) Servo piston. (5) Piston. (6) Servo control valve. (7) Shaft. (8) Inlet/Outlet port. (9) Spring. (10)
Swashplate. (11) Housing.
When the engine is running, shaft (7) and barrel assembly (3) are rotating. There are nine pistons (5) in the barrel assembly. Port
plate (2) and swashplate (10) are fastened to or held by housing (11) and do not rotate. Spring (9) keeps a force on the barrel
assembly to make a high pressure seal between the barrel assembly and the port plate. When the barrel assembly is rotating,
each piston (5) follows the angle of the swashplate. If the swashplate angle is at zero, the pistons do not move in and out of the
barrel assembly and there is no oil flow. Charge oil from the steering system maintains oil pressure in the propel pump to keep the
barrel assembly full of oil, lubricate the pump components and to make up for the normal, internal loss of oil due to leakage. The
charge oil is also used to fill the closed loop system with oil. This pressure provides the service braking for the system.

The position of the swashplate is controlled by servo control valve (6) and servo piston (4). Movement of the propel control lever
will move the servo control valve. The servo control valve routes charge oil to activate and adjust the servo piston. The servo
piston controls the direction and amount of swashplate angle.

Oil flows from the propel pump to the propel motor and back to the propel pump through inlet/outlet ports (1) and (8). The
position of the swashplate determines the direction of flow and which of the two loop lines is the high pressure line.

Charge Relief And Multi-function Valve

Propel Pumps
(12) Charge relief valve. (13) Multi-function valve. (14) Multi-function valve. (15) Charge relief valve. (16) Neutral start switch.
Drum Propel Pump
(12) Charge relief valve. (13) Multi-function valve. (17) Charge circuit oil line.

Charge Relief Valve

Charge Relief Valve

Each propel pump has a charge relief valve. Charge oil enters the pump through charge circuit oil line (17). Charge relief valves
(12) and (15) are located in the pump housings. When the charge relief valve opens, excess oil is directed back to the hydraulic oil
tank. The maximum charge system pressure is 2500 ± 140 kPa (370 ± 20 psi) at 65°C (150°F). This gauge reading takes into
account case pressure. This is a differential pressure of the charge pressure measured after the hydraulic oil filter and the case
drain pressure measured at the propel pumps.

Multi-Function Valves

Multi-Function Valves
(18) Pressure limiter section. (19) Main relief valve section. (20) Charge check valve section. (21) Adjustment screw with locknut. (22) Bypass actuator nut. (23)
Pressure limiter valve poppet.
Each propel pump has two multi-function valves, one for FORWARD drive and one for REVERSE drive. Each multi-function valve
performs four functions in the circuit. Those four functions are: charge system check valve, high pressure relief valve, system
pressure limiter and system loop bypass.

System pressure is limited to approximately 2350 kPa (340 psi) below the main relief valve setting by pressure limiter section (18)
of the multi-function valve. When system pressure reaches the pressure limiter setting, the pressure limiter routes oil to the servo
valve causing the propel pump to destroke. The destroking of the pump reduces pump output pressure. System pressure
adjustments are made with adjustment screw (21).
Pressure limiter valve poppet (23) also acts as a pilot valve for the main relief valve. Main relief valve section (19) protects the high
pressure system from sudden high pressure spikes, such as obstruction to the drum or wheels. Using the pressure limiter valve
poppet as a pilot allows the main relief valve pressure to be higher than the limiter pressure.

Charge check valve section (20) protects the charge circuit from damage by stopping oil flow from the high pressure side of the
closed loop to the charge circuit. The check valve is spring loaded and seats against the high pressure inlet area of the multi-
function valve. The center of the charge check valve is open and seats on the outer diameter of the high pressure valve spool. The
high pressure valve spool is also open through the center.

The area between the charge check valve and the charge check valve seat is open to the charge oil circuit. As leakage occurs in
the closed loop circuit, charge oil enters the multi-function valve and overcomes the spring tension and the pressure of the low
side of the closed loop, forcing the charge check valve off the seat. When the check valve is off the seat, charge oil flows into the
low pressure side of the closed loop.

High pressure oil from the propel pump enters through the openings and acts on both the inlet end of the high pressure valve
spool and the opposite end of the charge check valve. As loop pressure increases, charge oil pressure is overcome causing the
charge check valve to shift and reseat, stopping the flow between the loop and the charge circuit.

Bypass actuator nut (22) is used when conditions require flow but no pressure in the propel system such as towing the machine.
Loosening the bypass actuator nut three turns, the tension of the pressure limiter valve spring is loosened. When the bypass valve
is open the propel system cannot build up pressure and the machine can be towed.

Adjustment screw (21) is part of the bypass actuator nut. When the bypass actuator nut is moved, the adjustment screw moves the
same number of turns and therefore the main relief valve setting does not change. After the machine has been towed, tighten the
bypass actuator nut three turns and torque to proper specification. No adjustment is needed to the main relief valve setting (if the
bypass feature has been used).

Servo valve

Servo Valve
(6) Servo valve. (24) Metering spool. (25) Control linkage.
Movement of the propel control lever moves control linkage (25). Movement of the control linkage causes metering spool (24) to
move. When the metering spool moves, pressure oil from the charge pressure circuit is directed to one side of the servo piston
and oil from the other side goes to drain. The amount of pressure required to maintain the desired servo position is directly
related to the output pressure from the system. If the system pressure increases, the servo pressure must also increase to maintain
the same swashplate angle. The feedback link that is connected to the swashplate controls the position of the metering spool in
the servo valve.
Parking Brake And Speed Shift Control Valve

Parking Brake And Speed Shift Control Valve

(1) Check valve. (2) Speed shift solenoid. (3) Return oil hose to return manifold. (4) Charge oil pressure before filter test port. (5) Shift hose to axle drive motor. (6)
Shift hose to drum drive motor. (7) Hose from charge filter relief valve. (8) Parking brake solenoid. (9) Charge oil hose from steering pump. (10) Hose to charge
filter. (11) Hose to parking brake in drum propel motor.

Schematic For Parking Brake And Speed Shift Control Valve

(12) Parking brake valve. (13) Speed shift control valve.

Operator Console
(14) Speed selection switch. (15) Parking brake switch.

Parking Brake Valve

Parking brake valve (12) is a solenoid operated, two position valve that controls the operation of the brake in the drum propel
motor.

When parking brake switch (15) is pushed in (parking brake applied), parking brake solenoid (8) is not energized. The parking
brake valve in this position connects hose (11) of the parking brake in the drum propel motor to return oil hose (3) to the return
manifold. This allows the oil from the brake release piston to drain to the hydraulic oil tank and the brake springs will apply the
parking brake.

When parking brake switch (15) is pulled out (parking brake released), parking brake solenoid (8) is energized, if the lever is in
neutral. The parking brake valve in this position, charge oil flows from hose (9) to the parking brake in the drum propel motor
through hose (11). This allows unfiltered charge oil from return side of the steering control valve to go the piston of the brake and
will release the parking brake.

NOTE: For further discussion of the brake system, See Propel Brake Interlock Section.

Speed Shift Control Valve

Speed shift control valve (13) is a solenoid operated, two position valve that controls the operation of the speed shift mechanism
in the drum and axle propel motors.
When speed selection switch (14) is in the LOW speed position, speed shift solenoid (2) is not energized. The speed shift control
valve in this position connects hoses (5) and (6) to hose (3). This allows oil from the shift valves in the propel motors to go to the
return manifold. The propel motors are now in the maximum displacement position (LOW speed).

When the speed selection switch is in the HIGH speed position, speed shift solenoid (2) is energized. The speed shift control valve
in this position connects hoses (5) and (6) to hose (9). This allows unfiltered charge oil from the steering pump to go to the shift
valves in the drum and axle propel motors. The propel motors are now in the minimum displacement position (HIGH speed).

Charge Filter

Left Side Of Machine

(1) Inlet port. (2) Outlet port. (3) Element.
Before being used in the two propel loops, charge oil passes through the charge filter. During normal operation, charge oil comes
from the steering pump, flows through the manifold for the parking brake and speed shift control valve, enters the filter at inlet
port (1), and passes through element (3). The element traps any debris that is in the oil. Oil then exits the filter through outlet port
(2), and is routed to the propel pumps.

If the element becomes clogged with debris, the restriction to the flow of oil causes a pressure increase outside the element. If
the pressure differential across the element reaches 350 kPa (50 psi), the pressure of the oil causes the bypass valve to shift.
Charge oil passes directly through the bypass valve and exits the filter through the outlet port to the parking brake and speed
shift valve.

The filter has a manual indicator to show the oil is taking the bypass route. A manual filter indicator shows the filter condition. At
175 kPa (25 psi) pressure differential, the indicator will be in the red zone.

Correct maintenance must be used to make sure that the filter element does not become clogged, stopping the flow of clean oil
to the propel system.

Brake Interlock Valve

Drum Propel Pump

(26) Brake interlock valve.
Brake interlock valve (1) prevents the pump swashplate from moving out of neutral when the parking brake is applied. Both drum
and axle propel pumps have a brake interlock valve.
The brake interlock valve has a solenoid on one end to move the valve spool and a spring on the other end to position the valve
spool when the solenoid is not energized. The brake interlock valve solenoid is energized when the parking brake button is in the
BRAKE OFF position.

When the brake interlock valve is not energized (parking brake is on) the valve spool connects both sides of the servo piston. In
this condition, the two ends of the servo piston are not vented to case drain. Since they are tied to each other through the
interlock valve, oil is free to displace from one servo cylinder to the other. The pressures at each end of the servo piston are equal.
With equal servo pressures (and consequently forces), the T-bar leveler springs move the swashplate to neutral. When the brake
interlock valve is energized (parking brake is off) the valve spool blocks the passage between the ends of the servo piston. Charge
oil can now be directed by the servo valve to one end of the servo piston to move the swashplate from neutral.

Propel Brake Interlock

Propel Brake Interlock Electrical Schematic

(1) Start relay. (2) Main relay. (3) Parking brake fuse. (4) Wire to starter. (5) Neutral start relay #2 (NSR2). (6) Neutral start relay #1 (NSR1). (7) Brake relay #1 (BR1).
(8) Brake relay #2 (BR2). (9) Parking brake switch. (10) Wire to diode and alternator indicator lamp. (11) Parking brake solenoid. (12) Wire to engine shutdown
solenoid. (13) Wire to key start fuse. (14) Drum propel pump brake interlock valve. (15) Axle propel pump brake interlock valve. (16) Neutral start switch. (17) Key
start switch.
The propel brake interlock performs two functions. It prevents the operator from propelling the machine while the parking brake
is applied and it prevents the parking brake from releasing when the propel control handle is not in the neutral position.

The main components of the propel brake interlock are: parking brake fuse (3), neutral start relay #2 (NSR2) (5), neutral start relay
#1 (NSR1) (6), brake relay #1 (BR1) (7), brake relay #2 (BR2) (8), parking brake switch (9), parking brake solenoid (11), drum propel
pump brake interlock valve (14), axle propel pump brake interlock valve (15) and neutral start switch (16).

Parking brake solenoid (11), drum propel pump brake interlock valve (14) and axle propel pump brake interlock valve (15) receive
electrical power from brake relay #2 (BR2) (8). This allows parking brake solenoid (11) to move the two-position brake valve,
sending non-filtered charge pressure oil to the parking brake in the drum propel motor. In order for this to be accomplished, the
following three conditions must be met:

First, key start switch (17) must be in the ON position. This provides electrical power to parking brake switch (9) from main relay (2)
and parking brake fuse (3).

Second, the propel control lever must be in the neutral position. With the propel control lever in this position, neutral start relay
#2 NSR2 (5) is energized, breaking continuity from neutral start relay #2 (NSR2) (5) to brake relay #2 (BR2) (8).

Third, parking brake switch (9) must be released. When this is done and with the propel control lever in the neutral position,
electrical power to the brake relay #1 (BR1) (7) and brake relay #2 (BR2) (8) is interrupted and electrical power is supplied to
parking brake solenoid (11), drum propel pump brake interlock valve (14) and axle propel pump brake interlock valve (15). This in
turn allows both propel pumps to go on stroke when the propel control lever is moved forward or reverse and allows unfiltered
charge pressure oil to flow to the parking brake in the drum propel motor. The charge pressure works against the applied spring
pressure, releasing the parking brake.

If an operator would try to release the parking brake with the propel control lever in the forward or reverse position, the machine
would not move. With the propel control lever not in the neutral position, neutral start relay #2 (NSR2) (5) is not energized.
Electrical power is sent from neutral start relay #2 (NSR2) (5) to brake relay #2 (BR2) (8). Due to the electrical logic of brake relay #2
(BR2) (8), this would continue to supply the coils of brake relay #1 (BR1) (7) and brake relay #2 (BR2) (8) with electrical power even
if parking brake switch (9) is released. This prevents electrical power from being supplied to parking brake solenoid (11), drum
propel pump brake interlock valve (14) and axle propel pump brake interlock valve (15). This provides a latching mechanism and
prevents an operator from propelling the machine until the propel control lever is brought back to the neutral position. With the
propel control lever in the neutral position, the latching mechanism is eliminated and the operator is allowed to operate and
propel the machine.

Thermal Bypass Valve

Thermal Bypass Valve Group

(1) Cooler port. (2) Thermostat. (3) Inlet port. (4) Passage.
The bypass valve group directs returning hydraulic oil flow from the drive motors to either the hydraulic oil cooler or tank. When
the temperature of the hydraulic oil is below 71°C (160°F) thermostat (2) stays closed and the hydraulic oil goes through passage
(4) to the hydraulic oil tank. The bypass valve group will crack open as the temperature rises above 71°C (160°F) and have a split
flow to the oil cooler and tank. When the hydraulic oil temperature to inlet port (3) is over 71°C (160°F), the thermostat starts to
open and the hydraulic oil goes through cooler port (1) to the oil cooler. When the hydraulic oil temperature reaches 82°C (185°F),
the thermostat is fully open. When the return oil pressure, in the bypass valve group, reaches 345 kPa (50 psi) bypass relief valve
will open and allow the return oil to go directly to the hydraulic oil tank.

Hydraulic Temperature Switch

Left Side Of Hydraulic Tank
(1) Hydraulic temperature switch.
When the temperature of the hydraulic oil in the hydraulic tank is 92 ± 1.5°C (197.6 ± 3.2°F) or above two warnings occur. A
warning horn sounds off as the audible alarm and a warning light turns on at the control panel.

Charge Pressure Switch

Left Side Of Machine

(1) Charge pressure switch.
When the charge pressure is below 1400 kPa (203 psi) two warnings occur. A warning horn sounds off as the audible alarm and a
warning light turns on at the control panel.

Drum Propel Motor

Drum Propel Motor

(1) Drive shaft. (2) Motor case. (3) Retainer. (4) Pistons. (5) Spring. (6) Minimum displacement adjustment screw. (7) Head. (8) Pivot pin. (9) Barrel. (10) Control
lens. (11) Control slot. (12) Control slot. (13) Swivel pin. (14) Flushing valve.
The propel motor is a variable displacement, bent-axis piston motor. In LOW speed, (high torque, large displacement) the motor
has a displacement of 55 cc/rev (3.3 cu in/rev). In HIGH speed, (low torque, small displacement) the motor has a displacement of
28 cc/rev (1.7 cu in/rev). When the machine is shifted from LOW to HIGH, the propel motor displacement and torque are
decreased by one half, and the rotating speed is doubled. The propel motor can operate in either direction.

There are four lines connected to the motor: two high pressure loop lines, a displacement selector pilot line and a case drain line.
Oil is supplied to the propel motor by the propel pump. The direction of the motor rotation is controlled by the oil flow direction
from the propel pump. The displacement and speed are controlled by the speed shift control valve.

The components of the propulsion motor that rotate are drive shaft (1), retainer (3), pistons (4) and barrel (9). The components that
do not rotate are motor case (2), head (7) and control lens (10). Spring (5) pushes barrel (9) against control lens (10) to make a high
pressure seal between the barrel and control lens and between the control lens and the head.

When high pressure oil flows through the high pressure loop line, oil flows through control slot (12). Oil in the control slot goes
into the cylinders of barrel (9) that are over the control slot.

The spherical piston heads are held in the sockets in drive shaft (1) by retainer (3). Seven pistons (4) are held by barrel (9). The
barrel rotates around pivot pin (8) which is at an angle to the axis of drive shaft (1). Because of this bent-axis arrangement
between the barrel and the shaft, the seven pistons move in and out of their cylinders as pressure oil enters and leaves the
cylinders. This forces the pistons, barrel and drive shaft to rotate.

As the pistons, barrel and drive shaft continue to rotate, the piston reaches top center (fully retracted position). At the same time,
the cylinder begins to overlap control slot (11) on the low pressure side of the loop. At this point the piston starts to move down.
This pushes oil out of the cylinder, through the control slot, and through the other high pressure loop line to the low pressure side
of the loop.

The propel motor is lubricated by oil leakage from the pistons and barrel.

The propel motor operates either at large displacement (low speed) or at small displacement (high speed). At large displacement,
the barrel and shaft are at the maximum angle. At small displacement, the barrel and control lens are at the minimum angle
against minimum displacement adjustment screw (6).

The check valves allow high pressure oil from high pressure loop line into the speed control valve at all times.

With the propel motor in LOW speed, there is no control pressure for the pilot oil to the speed control valve. With the valve spool
shifted to the left, high pressure oil flows to the drum drive gearbox. When oil flows to this side of the drum drive gearbox, the
control lens and barrel are held at the maximum displacement angle.

When HIGH speed has been selected, the speed shift control valve allows charge oil to be used as pilot oil in the propel motor.
With the valve spool shifted to the right, high pressure oil flows to the right side of the drum drive gearbox. When oil flows to this
side of the drum drive gearbox, the control lens and barrel are held at minimum displacement (high speed).

Parking Brake
The parking brake is spring applied and hydraulic pressure released. Brake discs are splined to the shaft assembly and the brake
plates are splined to the housing. When the brake is applied, the charge oil is blocked at the brake valve and the brake piston
cavity is open to the hydraulic tank. The springs push on the piston and compress the brake discs and plates together. The
parking brake is located inside the drum drive gear reducer.

NOTE: Some machines may be equipped with a parking brake located on the rear axle in addition to the drum drive gear
reducer.

Drum Motor Flush Valve

Motor Flush Valve
(1) Orifice. (A) Closed loop circuit port. (B) Closed loop circuit port. (C) Flush port.

Drum Propel Motor

(2) Crossover shuttle check valve. (3) Relief valve.
The motor flush valve is located in the drum motor of the propel closed loop circuit. Lines (A) and (B) represent both sides of the
closed loop circuit. The direction of tilt of the pump swashplate, either FORWARD or REVERSE operation, determines direction of
flow in the loop. Direction of flow in the loop determines whether a line is high pressure or low pressure.

Pilot pressure on the high pressure side shifts spring-centered crossover shuttle check valve (2). The low pressure side opens to
relief valve (3). The relief valve in the flushing valve is set at 1551 kPa (225 psi). Because the relief valve is set at a lower pressure,
charge pressure oil crosses the relief valve. Oil flows through flush port (C) to the motor case. This oil cools and flushes the motor.
The amount of flushing oil is controlled by the size of orifice (1) and this orifice provides 2.6 gpm of flushing flow.

Drum Drive Gear Reducer

Components Of Drum Drive Gear Reducer
(1) Gear reducer. (2) Inner planetary gears. (3) Inner carrier. (4) Ring gear. (5) Outer carrier. (6) Outer planetary gears. (7) Output shaft with gear. (8) Inner sun gear.
(9) Carrying axle. (10) Parking brake. (11) Inner sun gear.
The drum drive gear reducer takes power from the drum drive motor and sends it to the drum. Gear reducer (1) is attached to the
drum drive plate. The gear reducer provides a two stage gear reduction through the use of planetary gears.

Power from the drum drive motor is sent to the torque hub by the motor output shaft. Outer planetary gears (6) mesh with outer
gear of output shaft with gear (7). The rotation of the output shaft gear causes outer planetary gears (6) to turn. As the planetary
gears turn they move around the inside of ring gear (4).

The movement of the planetary gears around the ring gear causes outer carrier (5) to turn. The outer carrier is connected to inner
sun gear (8) by splines. The rotation of the outer carrier and the inner sun gear causes inner planetary gears (2) to turn.

Inner carrier (3) is connected to inner sun gear (11) by splines. With inner carrier (3) held stationary, inner planetary gears (2) rotate
inside ring gear (4). This movement causes torque hub (1) to turn. This transfers the power to the drum drive plate.

The gear reducers have their own oil supply. All components get lubrication oil as the gears move and oil is thrown about (splash
lubrication).

Axle Propel Motor

Axle Propel Motor
(1) Drive shaft. (2) Motor case. (3) Retainer. (4) Pistons. (5) Spring. (6) Barrel. (7) Minimum displacement adjustment screw. (8) Head. (9) Spring. (10) Valve spool.
(11) Cavity for pilot oil. (12) Passage. (13) Passage. (14) Piston. (15) Check valve. (16) Check valve. (17) Pivot pin. (18) Control lens. (19) Control slot. (20) Control
slot. (21) Swivel pin. (22) Control piston. (23) Flushing valve. (24) High pressure loop port. (25) High pressure loop port.
The axle propel motor is a variable displacement, bent-axis piston motor. In LOW speed, (high torque, large displacement) the
motor has a displacement of 55 cc/rev (3.34 cu in/rev). In HIGH speed, (low torque, small displacement) the motor has a
displacement of 28 cc/rev (1.71 cu in/rev). When the machine is shifted from LOW to HIGH, the axle propel motor displacement
and torque are decreased by one half, and the rotating speed is doubled. The axle propel motor can operate in either direction.

There are four lines connected to the motor: two high pressure loop lines, a displacement selector pilot line and one case drain
lines.

Oil is supplied to the axle propel motor by the axle propel pump on the pump group. The direction of the motor rotation is
controlled by the oil flow direction from the propel pump. The displacement and speed are controlled by the speed shift control
valve.

The components of the axle propel motor that rotate are drive shaft (1), retainer (3), pistons (4) and barrel (6). The components
that do not rotate are motor case (2), head (8) and control lens (18). Spring (5) pushes barrel (6) against control lens (18) to make a
high pressure seal between the barrel and control lens and between the control lens and the head.

When high pressure oil is at high pressure loop port (24), oil from the port also flows to control slot (20). Oil in the control slot
goes into the cylinders of barrel (6) that are over the control slot.

The spherical piston heads are held in the sockets in drive shaft (1) by retainer (3). Seven pistons (4) are held by barrel (6). The
barrel rotates around pivot pin (17) which is at an angle to the axis of drive shaft (1). Because of this bent-axis arrangement
between the barrel and the shaft, the seven pistons move in and out of their cylinders as pressure oil enters and leaves the
cylinders. This forces the pistons, barrel and drive shaft to rotate.

As the pistons, barrel and drive shaft continue to rotate, the piston reaches top center (fully retracted position). At the same time,
the cylinder begins to overlap control slot (19) on the low pressure side of the loop. At this point the piston starts to move down.
This pushes oil out of the cylinder, through the control slot, and through high pressure loop port (25) to the low pressure side of
the loop.

The axle propel motor is lubricated by oil leakage from the pistons and barrel.

This axle propel motor operates either at large displacement (low speed) or at small displacement (high speed). At large
displacement, the barrel and shaft are at the maximum angle. At small displacement, the barrel and control lens are at the
minimum angle against minimum displacement adjustment screw (7).
Check valves (15) and (16) allow high pressure oil from high pressure loop ports (24) and (25) into passage (12) at all times.

With the propel motor in LOW speed, there is no control pressure at cavity for pilot oil (11). The springs pushes piston (14) against
poppet (9) and the poppet pushes against valve spool (10). With the valve spool in this position, high pressure oil remains only in
passage (12). The high pressure oil in passage (12) goes to the outside of the top side of control piston (22). The force from
springs (9), and the force of the oil keep the control piston at the bottom. Swivel pin (21) is fastened to control piston (22) and fits
in the center of control lens (18). The control lens and barrel are held at the maximum displacement angle.

When HIGH speed has been selected, the speed shift control valve allows charge oil to go to cavity for pilot oil (11) in the axle
propel motor. This pressure pushes on the top of valve spool (10) with enough force to move the valve against the force of the
springs. When valve spool (10) moves down, high pressure oil from passage (12) can go to passage (13). High pressure oil is now
at the bottom of control piston (22) and around the outside of the top side of the piston. The area that the oil pushes against is
larger on the bottom of the valve than the top. The control piston will move up and move control lens (18) and barrel (6) up to
minimum displacement adjustment screw (7). The axle propel motor is now at minimum displacement (high speed).

Axle Motor Flush Valve

Motor Flush Valve

(1) Orifice. (A) Closed loop circuit port. (B) Closed loop circuit port. (C) Flush port.

Axle Propel Motor

(2) Relief valve. (3) Crossover shuttle check valve.
The motor flush valve is located in the axle motor of the propel closed loop circuit. Lines (A) and (B) represent both sides of the
closed loop circuit. The direction of tilt of the pump swashplate, either FORWARD or REVERSE operation, determines direction of
flow in the loop. Direction of flow in the loop determines whether a line is high pressure or low pressure.

Pilot pressure on the high pressure side shifts spring-centered crossover shuttle check valve (3). The low pressure side opens to
relief valve (2). The relief valve is set at 1551 kPa (225 psi). Because the relief valve is set at a lower pressure, charge pressure oil
crosses the relief valve. Oil flows through flush port (C) to the motor case. This oil cools and flushes the motor. The amount of
flushing oil is controlled by the size of orifice (1) and this orifice provides 2.6 gpm of flushing flow.
Axle Assembly - (CS/CP-533)
Without No-Spin Differential

Components
(1) Left sun gear and shaft. (2) Left planetary gears (three). (3) Left planetary gear needle bearings. (4) Left ring gear housing. (5) Pinion shaft. (6) Pinion tapered
roller bearings. (7) Right ring gear housing. (8) Right planetary gears (three). (9) Right planetary gear needle bearings. (10) Right sun gear and shaft. (11) Left axle
seal. (12) Left axle bearing. (13) Left axle shaft. (14) Axle retaining bolt. (15) Left drive axle housing. (16) Left planetary ring gear. (17) Differential case. (18)
Differential ring gear. (19) Differential side gear (two). (20) Differential tapered roller bearings. (21) Right planetary ring gear. (22) Right drive axle housing. (23)
Right axle shaft.

Operation
Power from the axle drive motor goes through a reduction unit that is coupled to the axle axle by the splines on pinion shaft (5).
Pinion shaft (5) is supported by tapered roller bearings (6). Differential ring gear (18) is fastened to differential case (17) by rivets.
The torque from the case goes through a four pinion differential to sun gear and shafts (1) and (10). Shafts (1) and (10) are
connected by splines to side gears (19) of the differential. Planetary ring gears (16) and (21) are pressed into ring gear housings (4)
and (7). Planetary gears (2) and (8) are mounted to the carrier by shafts and rotate on needle bearings (3) and (9). There are three
planetary gears in each carrier. Each carrier is located inside of ring gears (16) and (21).

When the sun gear and shafts are driven by the differential, the planet gears and carriers are forced to rotate inside the stationary
planetary ring gear. The carriers will rotate at a slower speed than the sun gears. The carriers are connected to axle shafts (13) and
(23) with internal splines.

Axle axle shafts (13) and (23) are mounted in tapered roller bearings and the end play is adjusted by means of a shim under
retaining bolt (14). The axle shafts have flanges at the outside ends to mount the wheels.

Axle Assembly - CS/CP-563 (Option on CS/CP-533)

With No-Spin Differential
Components
(1) Left sun gear and shaft. (2) Left planetary gears (three). (3) Left planetary gear needle bearings. (4) Left ring gear housing. (5) Pinion shaft. (6) Pinion tapered
roller bearings. (7) Right ring gear housing. (8) Right planetary gears (three). (9) Right planetary gear needle bearings. (10) Right sun gear and shaft. (11) Left axle
seal. (12) Left axle bearing. (13) Left axle shaft. (14) Axle retaining bolt. (15) Left drive axle housing. (16) Left planetary ring gear. (17) Differential case. (18)
Differential ring gear. (19) No-spin differential. (20) Differential tapered roller bearings. (21) Right planetary ring gear. (22) Right drive axle housing. (23) Right
axle shaft.

Operation
Power from the axle propel motor goes through a reduction unit that is coupled to the axle axle by the splines on pinion shaft (5).
The pinion shaft is supported by pinion tapered roller bearings (6). Differential ring gear (18) is fastened to differential case (17) by
rivets. The torque from the case goes through a four pinion differential to left and right sun gear and shafts (1) and (10). The sun
gear and shafts (1) and (10) are connected by splines to no-spin differential (19). The differential ring gear and differential
assembly is partly immersed in oil thus providing adequate lubrication for bearings and bushings.

Left and right planetary ring gears (16) and (21) are pressed into left and right ring gear housings (4) and (7). The three planetary
gears are mounted in a carrier and are positioned around the sun gear and within the planetary ring gear. Left and right planetary
gears (2) and (8) are mounted to the carrier by shafts and rotate on left and right planetary gear needle bearings (3) and (9). Each
carrier is located inside of left and right planetary ring gears (16) and (21). When the sun gear and shafts are driven by the no-spin
differential, the planet gears and carriers are forced to rotate inside the stationary planetary ring gear. The carriers will rotate at a
slower speed than the sun gears. The carriers are connected to left and right axle shafts (13) and (23) with internal splines.

Left and right axle shafts (13) and (23) are mounted in tapered roller bearings and the end play is adjusted by means of a shim
under axle retaining bolt (14). The axle shafts have flanges at the outside ends to mount the wheels.

The no-spin differential powers both wheels and yet freely permits wheel speed differentiation when required.

These are the three main functions:

(1) Assures 100% of the available torque.

(2) Prevents wheel spin and power loss when one wheel loses traction.

(3) Compensates for differences in wheel travel when turning or operating on uneven surfaces.

The drive axle is equipped with a no-spin differential. Note that there are no spider gears, but rather two drive members, called
driven clutch assemblies. They mate with a spider assembly which is driven by the ring gear through the differential support case.

As long as the vehicle is operated in a straight forward or reverse direction over a smooth surface, the driven clutch assemblies
remain locked to the spider assembly. The no-spin differential allows the vehicle to perform with axle completely locked. This
means that both wheels turn at the same speed. If one wheel loses traction or leaves the ground, the opposite wheel, which still
has traction, continues to drive the vehicle until traction is gained by both wheels. There can be no one wheel spinout.
When the vehicle turns a corner, or when one wheel passes over an obstruction, the outside wheel, or the wheel passing over the
obstruction, must travel a greater distance and therefore faster than the other wheel. When this occurs, the no-spin differential
automatically allows for the necessary difference in wheel speed.

During a turn, the inside driven clutch remains completely engaged with the spider and continues to drive the vehicle. The
outside driven clutch automatically disengages from the spider, allowing the outer wheel to turn freely in the turn. When the
vehicle completes the turn, the outside driven clutch automatically reengages the spider, as both wheels again travel at the same
speed.

Operation In Forward Or Reverse

When a no-spin differential equipped vehicle is operated straight forward or reverse, over smooth terrain, the spider assembly
and driven clutch assemblies remain fully engaged. The no-spin differential operates as a "locked unit"; both wheels are driven at
ring gear speed and direction.

Operation In Turns
When making a turn, differential action is required to permit the outside wheel to travel a greater distance, and faster, than the
inside wheel. The no-spin differential allows the outside wheel to turn faster than the ring gear speed but does not permit either
wheel to turn slower than the ring gear when engine power is applied.

When making a right turn, the right driven clutch of the no-spin differential remains fully engaged with the spider. The spider
transmits power to the right driven clutch, which drives the right (inside) wheel at ring gear speed. The left (outside) wheel covers
a greater arc than the right (inside) wheel, and is driven by the traction of the road, turns faster than ring gear speed. The left
driven clutch turns faster than the spider. The springs act as return devices for the driven clutches when their speeds are again
equal.

The teeth on the right side of the center cam mesh securely with the teeth on the right driven clutch. With the center cam locked
in this position (so that it cannot rotate with respect to the spider), the cams on the left side of the center cam serve as ramps
upon which the mating teeth on the left driven clutch can rise, enabling that driven clutch to disengage from the spider.

After the left driven clutch assembly rotates forward, the slot in the left holdout ring contacts the spider key, and positions its lugs
ahead of the slots in the center cam. This prevents the left driven clutch from reengaging with the spider as it rotates faster than
ring gear speed. When this over-running action ceases and the relative speed of the spider and over-running clutch become the
same, the left holdout ring lugs reengage the center cam slots, permitting the left driven clutch to return to full engagement with
the spider.

When negotiating a left turn, this procedure is reversed and the operating principle is identical.

Axle Assembly - (Option on CS/CP-563)

No-Spin Differential & Brakes

Components
(1) Left sun gear and shaft. (2) Left planetary gears (three). (3) Left planetary gear needle bearings. (4) Left ring gear housing. (5) Pinion shaft. (6) Pinion tapered
roller bearings. (7) Right ring gear housing. (8) Right planetary gears (three). (9) Right planetary gear needle bearings. (10) Right sun gear and shaft. (11) Left axle
seal. (12) Left axle bearing. (13) Left axle shaft. (14) Axle retaining bolt. (15) Left drive axle housing. (16) Left planetary ring gear. (17) Discs brakes. (18) Actuator
assembly. (19) Differential case. (20) Differential ring gear. (21) No-spin differential. (22) Differential tapered roller bearings. (23) Right planetary ring gear. (24)
Right drive axle housing. (25) Right axle shaft.

Operation
Power from the transmission output shaft is taken to the pinion by the drive shaft coupling. The spiral bevel pinion is held by pre-
loaded opposed taper roller bearings (6). Differential ring gear (20) is riveted to differential case (19) and the drive from the
differential case is transmitted through a conventional four pinion differential to two sun gear shafts which are splined into no-spin
differential (21).

The differential ring gear and differential assembly is partly immersed in oil thus providing adequate lubrication for bearings and
bushings.

In each rear axle assembly, a shaft projects through the side gear. This shaft terminates in a spur gear which is the sun gear of the
(planetary) final reduction gear system. Left planetary ring gear (16) is pressed into left drive axle housing (15). Three left planetary
gears (2) are mounted in a carrier and are positioned around left sun gear and shaft (1) and within the planetary ring gear.

The left planetary gears are mounted to the carrier by shafts and rotate on left planetary gear needle bearings (3). The carrier has
internal splines into which the rear axle locates. As the sun gear is driven by the differential, the planetary gears are forced to
revolve inside the stationary planetary ring gear. The carrier will rotate at a slower speed than the sun gears and shaft.

Left and right axle shafts are held in opposed tapered roller bearings and the end play is adjusted by means of selective shims
held under axle retaining bolt (14). The shaft terminates in a flange to which the rear wheel is bolted.

Discs brakes (17) consist of a series of stationary and revolving discs, the latter of which are splined to the shaft of the sun gear,
located either side of an actuator assembly (18). This actuator assembly consists of two thrust plates with ramped "pockets" in
which steel balls are locate. The thrust plates, held in contact with the balls by four coil springs, are connected by suitable linkage
to the brake cylinder.

The no-spin differential powers both wheels and yet freely permits wheel speed differentiation when required.

These are the three main functions:

(1) Assures 100% of the available torque.

(2) Prevents wheel spin and power loss when one wheel loses traction.

(3) Compensates for differences in wheel travel when turning or operating on uneven surfaces.

The drive axle is equipped with a no-spin differential. Note that there are no spider gears, but rather two drive members, called
driven clutch assemblies. They mate with a spider assembly which is driven by the ring gear through the differential support case.

As long as the vehicle is operated in a straight forward or reverse direction over a smooth surface, the driven clutch assemblies
remain locked to the spider assembly. The no-spin differential allows the vehicle to perform with axle completely locked. This
means that both wheels turn at the same speed. If one wheel loses traction or leaves the ground, the opposite wheel, which still
has traction, continues to drive the vehicle until traction is gained by both wheels. There can be no one wheel spinout.

When the vehicle turns a corner, or when one wheel passes over an obstruction, the outside wheel, or the wheel passing over the
obstruction, must travel a greater distance and therefore faster than the other wheel. When this occurs, the no-spin differential
automatically allows for the necessary difference in wheel speed.

During a turn, the inside driven clutch remains completely engaged with the spider and continues to drive the vehicle. The
outside driven clutch automatically disengages from the spider, allowing the outer wheel to turn freely in the turn. When the
vehicle completes the turn, the outside driven clutch automatically reengages the spider, as both wheels again travel at the same
speed.

Operation In Forward Or Reverse

When a no-spin differential equipped vehicle is operated straight forward or reverse, over smooth terrain, the spider assembly
and driven clutch assemblies remain fully engaged. The no-spin differential operates as a "locked unit"; both wheels are driven at
ring gear speed and direction.
Operation In Turns
When making a turn, differential action is required to permit the outside wheel to travel a greater distance, and faster, than the
inside wheel. The no-spin differential allows the outside wheel to turn faster than the ring gear speed but does not permit either
wheel to turn slower than the ring gear when engine power is applied.

When making a right turn, the right driven clutch of the no-spin differential remains fully engaged with the spider. The spider
transmits power to the right driven clutch, which drives the right (inside) wheel at ring gear speed. The left (outside) wheel covers
a greater arc than the right (inside) wheel, and is driven by the traction of the road, turns faster than ring gear speed. The left
driven clutch turns faster than the spider. The springs act as return devices for the driven clutches when their speeds are again
equal.

The teeth on the right side of the center cam mesh securely with the teeth on the right driven clutch. With the center cam locked
in this position (so that it cannot rotate with respect to the spider), the cams on the left side of the center cam serve as ramps
upon which the mating teeth on the left driven clutch can rise, enabling that driven clutch to disengage from the spider.

After the left driven clutch assembly rotates forward, the slot in the left holdout ring contacts the spider key, and positions its lugs
ahead of the slots in the center cam. This prevents the left driven clutch from reengaging with the spider as it rotates faster than
ring gear speed. When this over-running action ceases and the relative speed of the spider and over-running clutch become the
same, the left holdout ring lugs reengage the center cam slots, permitting the left driven clutch to return to full engagement with
the spider.

When negotiating a left turn, this procedure is reversed and the operating principle is identical.

Propel System Operation

Neutral With Parking Brake On

Propel System Schematic

(1) Speed shift valve. (2) Parking brake valve. (3) Line from steer/charge pump. (4) Propel charge filter. (5) Drum drive parking brake. (6) Drum propel motor. (7)
Speed control valve. (8) Drum motor flushing valve. (9) Drum motor relief valve. (10) Speed control valve. (11) Axle propel motor. (12) Axle motor flushing valve.
(13) Axle motor relief valve. (14) Axle brakes (if equipped). (15) Manual displacement control valves. (16) Charge relief valves. (17) Axle propel pump. (18) Drum
propel pump. (19) Closed circuit loop line. (20) Charge check valves. (21) High pressure relief valves. (22) Pressure limiter valves. (23) Brake interlock valves. (24)
Return manifold. (25) Charge check valves. (26) High pressure relief valves. (27) Pressure limiter valves. (28) Closed circuit loop line. (29) Thermal bypass valve.
(30) Hydraulic oil cooler. (31) Hydraulic oil tank.
When the engine is running, axle and drum propel pumps (17) and (18) and the steering pump are rotating. The return oil from
the steering valve provides secondary flow from the steering pump and displaced oil from the steering cylinders provide charge
oil for the propel system. The maximum charge oil pressure in neutral is controlled by the pump and motor leakage and two
charge relief valves (16) in the propel pumps. The charge oil is used as make-up oil for propel pump and motor leakage, cooling
for the propel pumps and motors, to move the propel pump swashplates, to release the parking brake and to shift motor
displacement for high and low speed.

Manual displacement control valves (15) are connected to each other by a linkage rod. Both pump control valves always move
together. The drum propel pump supplies oil for drum propel motor (6) and the axle propel pump supplies oil to axle propel
motor (11).

In neutral, manual displacement control valves (15) are in the center position. Charge oil is blocked at the control valves, and the
servos of each pump are hydraulically connected to each other (tandem center control valves). Servo pressures in each pump are
now equal, therefore allowing the swashplates to spring load to neutral. With no pressure to either side of the swashplate there is
no oil flow from the propel pumps. Charge oil goes through charge check valves (20) and (25) to the closed circuit loop lines (19)
and (28) of each system.

With the parking brake button pushed in (applied), parking brake valve (2) and brake interlock valves (23) are not energized. The
springs in drum drive parking brake (5) apply the parking brake. The brake interlock valves connect the passages for the pump
servo piston together and prevent the swashplate from moving out of neutral.

Forward, Low Speed With Parking Brake Off

Propel System Schematic

(1) Speed shift valve. (2) Parking brake valve. (3) Line from steer/charge pump. (4) Propel charge filter. (5) Drum drive parking brake. (6) Drum propel motor. (7)
Speed control valve. (8) Drum motor flushing valve. (9) Drum motor relief valve. (10) Speed control valve. (11) Axle propel motor. (12) Axle motor flushing valve.
(13) Axle motor relief valve. (14) Axle brakes (if equipped). (15) Manual displacement control valves. (16) Charge relief valves. (17) Axle propel pump. (18) Drum
propel pump. (19) Closed circuit loop line. (20) Charge check valves. (21) High pressure relief valves. (22) Pressure limiter valves. (23) Brake interlock valves. (24)
Return manifold. (25) Charge check valves. (26) High pressure relief valves. (27) Pressure limiter valves. (28) Closed circuit loop line. (29) Thermal bypass valve.
(30) Hydraulic oil cooler. (31) Hydraulic oil tank.
When the parking brake button is pulled out (released), parking brake valve (2) and brake interlock valves (23) are energized. The
parking brake valve shifts to the right. Charge oil goes to drum drive parking brake (5) and moves the piston against the spring
force and releases the parking brake. The brake interlock valves shift to the right when energized. The passage for each side of
the pump control piston is now separated and the swashplate will move when oil is directed to one side.
When the propel control lever on the operator console is moved forward, manual displacement control valves (15) are shifted to
the left. This allows charge oil to meter to one side of the pump servo piston and opens the other side to drain. The farther the
manual displacement control valve is moved, the more the swashplate moves and the pump oil flow increases. High pressure oil
in closed circuit loop lines (28) goes to each propel motor. Low pressure oil in closed circuit loop lines (19) leaves each propel
motor and returns to the propel pumps.

Charge check valve (25) closes when high pressure oil is pumped along closed circuit loop line (28). Charge check valve (20)
opens to allow oil from charge circuit oil to enter low pressure closed circuit loop line (19). This compensates for internal leakage
within the different circuit components.

High pressure oil in closed circuit loop line (28) moves the shuttle valve spool inside motor flushing valves (12) and (8). Hot low
pressure oil flows from the flushing valves to return manifold (24) and thermal bypass valve (29). This allows fresh charge oil to
enter low pressure closed circuit loop line (19) through charge check valve (20).

The multi-function valves contains pressure limiter valves (27) and high pressure relief valves (26). When differential pressure of 41
725 kPa (6050 psi) plus return loop pressure is reached in the high pressure loop, the pressure limiter valve routes oil to manual
displacement control valve (15) and the pump servo piston. An orifice in the manual displacement control valve raises the oil
pressure in the passage which shifts the pump servo piston, causing the propel pump to destroke. The destroking of the propel
pump reduces pump output flow and consequently reduces system pressure.

High pressure relief valves (26) protects the system from sudden high pressure spikes. When system pressure of 44 135 kPa (6450
psi) is reached in the high pressure loop, high pressure relief valves (21) routes the oil to the low pressure loop and hydraulic oil
tank.

Oil from the case of axle propel pump (17) goes to drum propel pump (18) then to return manifold (24). From the return manifold
oil is directed to thermal bypass valve (29) then to oil cooler (30) or hydraulic oil tank (31). Oil from motor case drains flows to the
return manifold then to the thermal bypass valve and to oil cooler or hydraulic oil tank.

When the speed selector switch on the operator console is in the LOW speed position, speed shift valve (1) is not energized. In
this position the speed shift spool in each propel motor is open to drain. Each propel motor is in maximum (large) displacement
(low speed).

Reverse, High Speed With Parking Brake Off

Propel System Schematic

(1) Speed shift valve. (2) Parking brake valve. (3) Line from steer/charge pump. (4) Propel charge filter. (5) Drum drive parking brake. (6) Drum propel motor. (7)
Speed control valve. (8) Drum motor flushing valve. (9) Drum motor relief valve. (10) Speed control valve. (11) Axle propel motor. (12) Axle motor flushing valve.
(13) Axle motor relief valve. (14) Axle brakes (if equipped). (15) Manual displacement control valves. (16) Charge relief valves. (17) Axle propel pump. (18) Drum
propel pump. (19) Closed circuit loop line. (20) Charge check valves. (21) High pressure relief valves. (22) Pressure limiter valves. (23) Brake interlock valves. (24)
Return manifold. (25) Charge check valves. (26) High pressure relief valves. (27) Pressure limiter valves. (28) Closed circuit loop line. (29) Thermal bypass valve.
(30) Hydraulic oil cooler. (31) Hydraulic oil tank.
When the parking brake button is pulled out (released), parking brake valve (2) and brake interlock valves (23) are energized. The
parking brake valve shifts to the right. Charge oil goes to drum drive parking brake (5) and axle brake (14) (if equipped) and
moves the piston against the spring force and releases the parking brake. The brake interlock valves shift to the right when
energized. The passage for each side of the pump control piston is now separated and the swashplate moves when oil is directed
to one side.

When the propel control lever on the operator console is moved in the reverse direction, manual displacement control valves (15)
are shifted to the right. This allows charge oil to go to one side of the pump control piston and opens the other side to drain. The
farther the manual displacement control valve is moved, the more the swashplate moves and the pump oil flow increases. High
pressure oil in closed circuit loop lines (19) goes to each motor. Low pressure oil in closed circuit loop lines (28) leaves each propel
motor and returns to the propel pumps.

Charge check valve (20) closes when high pressure oil is pumped along closed circuit loop line (19). Charge check valve (25)
opens to allow oil from charge circuit to enter low pressure closed circuit loop line (28). This compensates for internal leakage
within the different circuit components.

High pressure oil in closed circuit loop line (19) moves the shuttle valve spool inside motor flushing valves (12) and (8). Hot low
pressure oil flows from the flushing valve to return manifold (24) and to thermal bypass valve (29). This allows fresh charge oil to
enter low pressure closed circuit loop line (28) through charge check valve (25).

The multi-function valve contains pressure limiter valves (22) and high pressure relief valves (21). When differential pressure of 41
725 kPa (6050 psi) is reached in the high pressure loop, the pressure limiter valve routes oil to manual displacement control valve
(15). An orifice in the pump control valve raises the oil pressure in the passage which shifts the pump servo piston, causing the
propel pump to destroke. The destroking of the propel pump reduces pump output pressure.

High pressure relief valves (21) protects the system from sudden high pressure spikes. When system pressure of 44 135 kPa (6450
psi) is reached in the high pressure loop, the high pressure relief valve routes the oil to the low pressure closed circuit loop line
and hydraulic oil tank.

Oil from the case of axle propel pump (17) goes to drum propel pump (18) then to return manifold (24). From the return manifold
oil is directed to thermal bypass valve (29) then to oil cooler (30) or hydraulic oil tank (31). Oil from motor case drains flows to the
return manifold then to the thermal bypass valve and to oil cooler or hydraulic oil tank.

When the speed selector switch on the operator console is in the HIGH speed position, speed shift valve (1) is energized. The
valve spool moves to the right. In this position the speed shift spool in each propel motor is supplied with charge oil. Each propel
motor is in minimum (small) displacement (high speed).

2WN1-93, 2XN1-208, 3XN1-65, 3YN1-74, 4KN1-406, 4LN1-382, 5JN1-279, 5KN1-189

PSP-0002B78B
2021/08/19
01:55:58+08:00
KENR26960001
© 2021 Caterpillar Inc.
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