sons, 1721 sis20 1996/02/12 ‘Systems Operation (SENR8677-00) SMCS - SENR86770001 Power Train Arrangement Power Train Arrangement 1. Through Hitch Drive Shaft 2. Genter Drive Shaft 3. Output Transfer Drive 4. Transmission 5. Transmission Drive Shaft 6. Torque Converter 7. Retarder 8. Engine 9, Input Transfer Drive 10. Front Axle Diferential 11. Front Axle Final Drive 12 Front Axle Drive Shalt 13, Inter-axle Differential 14, Center Axle Drive Shaft 15. Center Axle Final Drive 16, Center Axle Differential 17, Rear Axle Differential 18. Rear Axle Final Drive 19. Rear Axle Drive Shaft 20, Mid Bearing 21. Rear Axle Drive Shaft 22, Transfer Drive A ting gear mounted on the engine flywheel drives the torque converter (6). The torque converter has an integral lock up clutch which allows the machine to operate in converter drive or direct drive, A hydraulic retarder (7), which operates as an auxiliary brake for continuous speed control on downgrades, is positioned between the engine and the torque converter. The transmission drive shaft (5) transmits drive from the torque converter through the input transfer drive (9) to the transmission (4) The transmission is a planetary type with four forward and one reverse speed. Up and downshifts are automatically activated by an electronic programmable transmission control (EPTCII). Full details of the EPTCII unit are given in service publication form SENR8656. htps:ss2.cal.comit/rint preview'servce!%257B%.2522ormalledP ublcaionDato%2522%25A%425221996%.252FO2%252F 12%2522%.2520%252.... 140sors, 1721 51820 The transmission output transfer drive (3) houses an inter-axle differential (13) which divides drive between the front axle differential (10) and the through hitch drive shaft (1). Available torque is divided at 40% to the front differential and 60% to the through hitch drive shaft by the inter-axle differential The through hitch drive shaft transmits drive to the center and rear axle differentials (16) and (17) through transfer drive (22). All six road wheels have permanent drive through hub mounted final drives (11), (15) and (18). Hydraulic Retarder hitpsse2.cal comih/rint previewiservica!257B%2522rmaltedP ublcalionDate%2522%259A%25221996%252F02%-252F 12%2522%.2520%262... 240sos, 1721 sis20 Hydraulic Retarder 1. Input Shaft 2. Spider Gear 3. Engine Flywheel 4. Retarder Housing 5. Rotor 6. Passage 7. Stator 8. Passage The retarder is positioned between the engine flywheel housing and the torque converter housing. Torque converter input shaft (1) is driven by spider gear (2). The spider gear is driven by the engine flywheel (3). The torque converter input shaft has rotor (5) splined to it. tps:ss2 cal. comit/rintpreview'sorvce!%257B%.2522ormalledP ublcaionDato%2522%253A%425221896%.252F02%252F 12%2522%.2520%252... a0serra, 47.21 sis 20 When the retarder is engaged, oil enters the retarder housing through passage (6) and flows into the vanes of rotor (5). The rotor turns at engine speed. Oil is thrown outward along the rotor vanes and against the vanes in stator (7). The stator is fixed to the housing (4) and cannot turn. The resistance of the stationary stator vanes to the moving oil creates a pressure which resists the rotation of the rotor. The higher the pressure generated in the retarder housing, the greater the resistance applied to the rotor. Increasing pressure in the retarder housing can be due to the rotor speed increasing as the machine increases speed, or an increase in the volume of oil in the housing as retarder engagment is increased. Oil leaves the retarder housing through passage (8). Torque Converter 22 a 20- we NL 2 fo) 5 Torque Converter 1. Engine Flywheel 2. Rotating Housing 3. Piston 4. Plate 5. Stator 6, Impeller 7. Drive Gear 8.Port 9. Inlet Passage 10. Outlet Passage 11. Output Shaft 12. Passage 13. Output Yoke 14. Carrier 15. Passage 16. Carrier 17: Hub 18. Turbine 19. htps:ss2 cal. comit/rint preview'sorvce!%257B%.2522ormalledP ublcalionDato%2522%25A%425221996%.252FO2%252F 12%2522%.2520%252... 440sors, 1721 51820 Clutch Plates 20. Clutch Discs 21. Clutch Hub 22. Freewheel Assembly 23. Input Shaft 24. Cam The torque converter incorporates a lock-up clutch which allows it to be operated in converter drive or in direct drive. Converter drive provides higher torque delivery to the transmission when moving from a standstill, or climbing steep grades and functions as a shock damper during each gear change. Input shaft (23) is driven by the engine flywheel and is bolted to the rotating housing (2). The rotating housing is bolted to the impeller (6). The drive gear (7) and impeller (6) are bolted to the hub (17). The engine flywheel, rotating housing, impeller, drive gear and hub turn as a unit at the same speed and in the same direction as the engine crankshaft. Gear (7) drives the transmission hydraulic pump. The pump draws oil from the output transfer gear case and provides oil under pressure for the torque converter and transmission. Return oil from the torque converter and transmission drains into the output transfer gear case. Direct Drive The lock up clutch assembly is situated within the rotating housing (2). The internally splined clutch dises (20) are engaged with lock up clutch hub (21). The clutch hub is splined to output shaft (11) which turns at output speed. The externally splined plates (19) are engaged with the rotating housing (2) which turns at input speed. When the transmission input reaches the required speed, oil is directed to port (8). This oil flows through passage (15) and down the middle of output shaft (11) to the cavity behind input shaft (23). From here the oil flows through passages in the rotating housing to piston (3) which engages the lock-up clutch. With the lock-up clutch engaged the impeller, turbine and freewheel assembly rotate as a unit. Power flow is through the flywheel, rotating housing, lock-up clutch and converter output shatt The lock-up clutch remains engaged for as long as the transmission input speed and main oil pressure remain high enough. If either condition fails to be met the lock-up clutch is disengaged. This condition occurs during gear shifts and the system reverts to converter drive. This action prevents excessive shocks to the power train resulting from the gear shift. hitpsse2.cal. comih/rint previewiservica!257B%2522farmaltedP ubcalionDate%2522%259A%25221996%252F02%-252F 12%2522%2620%262... S401917123, 1721 sis20 Torque Converter in Direct Drive Converter Drive Oil enters the torque converter through inlet passage (9) and flows along internal passages to the impeller (6). The impeller blades pick up inlet oil and direct it against the blades of the turbine (18). The turbine and clutch hub (21) are bolted together and the clutch hub assembly is splined to the converter output shaft (11), which is connected to the output yoke (13). A driveshaft and yoke arrangement transmits drive from the output yoke to the input transfer gears of the transmission. After oil passes through the turbine, itis redirected to the impeller by the stator (5) to assist in torque amplification. When output torque requirements exceed input torque from the engine, such as when the machine is being accelerated from standstill, the impeller is turning at the same speed as the engine but the turbine is turning relatively slowly. Oil passing through the turbine hits the stator blades so that the stator tends to turn in the opposite direction to the turbine. The stator is prevented from turning by the freewheel assembly (22), which is locked up. The stator then directs most of the oil passing through the turbine back to the impeller. Oil not passing back to the impeller flows out of the converter through passage (12). hitpsse2.calcomih/rint previewiservica!257B%2522ormaltedP ublcalionDate%2522%259A%25221996%252F02%-252F 12%2522%2520%262... 640917123, 1721 sis20 Torque Converter in Converter Drive The freewheel assembly is a one way clutch consisting of cam (24), rollers (25), springs (26) and cartier (14). Cam (24) is spline connected to the stator (5) so that when the stator tries to move in the opposite direction to the turbine, rollers (25) are forced into the narrow end of tapered grooves (27), preventing the cam and stator assembly from rotating around the carrier. Since the carrier is held stationary, the stator cannot turn and the freewheel assembly (one way clutch) is locked up. 25 Detail of Freewheel Assembly htps:ss2.cal.comit/rint preview'sorvce!%257B%.2522ormalledP ublcaionDato%2522%253A%425221S996%.252FO2%252F 12%2522%.2520%252.... THOsors, 1721 31820 14, Cartier 24. Cam 25. Rollers 26. Springs 27. Grooves When the output torque requirements are equal to of less than input torque, such as when ground speed is high and the resistance is low, the turbine will be turning relatively quickly. Oil passing through the turbine then strikes the back of the stator blades so that the stator starts to run in the same direction as the turbine. The cam (24) then rotates so that rollers (25) occupy the wide end of grooves (27). The stator assembly is then ftee to rotate around the carrier (freewheel) and oil passing through the turbine flows out of the torque converter through passage (10). In converter drive power flow is through the flywheel, rotating housing, impeller, turbine and output shaft. Input Transfer Drive hitpsse2.cal. comit/rint previewiservica!257B%2522formaltedP ublcationDate%2522%259A%25221996%252F02%-252F 12%2522%.2620%262... 840sos, 1721 sis20 13. 12 n \ 10. Input Transfer Drive 1, Shims 2. Drive Gear 3, Bearing 4, Driven Gear 5. Bearing 6. Shims 7. Gasket 8. Cover Plate 9. Bearing 10. Seal 11. hitpsse2.cat. conit/printpreviewiservca!257B%2522farmalteeP ublcalionDate%2522%259A%25221996%252F02%-252F 12%2622%2520%262... 9140serra, 47.21 51820 Yoke 12, Seal 13. Bearing Drive is transmitted from the converter output shaft, through the transmission drive shaft to yoke (11). The yoke is spline connected to drive gear (2) which is engaged with driven gear (4). The driven gear is spline connected to the transmission input shaft Shims (1) are provided to adjust the end float in the bearings (3 & 13) which support the drive gear (2). Shims (6) are provided to adjust the end float in the bearings (5 and 9) which support the driven gear. Planetary Transmission Planetary Transmission 1. No.1 Clutch Ring Gear 2. No.1 Clutch 3. No.2 Clutch 4. No.2 Clutch Ring Gear 5. No.2 Sun Gear 6, No.3 Clutch 7. No.3 Clutch Ring Gear 8, No.4 Clutch 8. No.3 Carrier 10. No.5 Clutch 11. No.6 Clutch 12, No.6 Clutch Ring Gear 18. Gear 14 No.4 Carrier and Output Shaft 15. No.5 Clutch Housing and Shaft 16. No.6 Planetary Gears 17. No.5 Clutch Ring Gear 18. No.4 Clutch Ring Gear 19. No.4 Planetary Gears 20. Gear 21. No.3 Planetary Gears 22, No.2 Planetary Gears 23. No.3 Sun Gear and Shaft 24, No.2 Carrier 25. No.1 Planetary Gears 26, Input Shaft 27. No.1 Sun Gear 28. No.1 Carrier 29, htps:ss2 cal. comit/rint preview/sorvce!%257B%.2522ormalledP ublcaionDato%2522%253A%425221S96%.252FO2%252F 12%2522%.2520%25.... 10440sarras, 1721 51820 Ring Gear The directional section of the transmission consists of No.1 and No.2 clutches and the associated planetary arrangement. No.2 clutch (3) is the forward directional clutch and No.1 clutch (2) is the reverse directional clutch. No.1 sun gear (27) and No.2 sun gear (5) are spline connected to input shaft (26) which is driven from the torque converter and input transfer drive. The speed section of the transmission consists of No.3, No.4, No.5 and No.6 clutches and the associated planetary arrangement. No.6 clutch (11) gives first speed, No.5 clutch (10) gives second speed, No.4 clutch (8) gives third speed and No.3 clutch (6) gives fourth speed. The No.4 carrier and output shaft (14) is splined to the drive gear in the output transfer drive. Speed and Direction Clutches Engaged First Forward No.2 and No.6 Second Forward No.2 and No.5 Third Forward No.2 and No.4 Fourth Forward No.2 and No.3 Reverse No.1 and No.6 FORWARD DRIVE In forward drive No.2 clutch (3) is engaged, No.2 sun gear (5) is engaged with planetary gears (22). No.2 clutch (3) is engaged so that ring gear (4) is held stationary forcing the planet carrier (24) to rotate, Rotation of sun gear (27) is transmitted to planetary gears (25) which in turn are engaged with ring gear (29). Ring gear (29) is connected to the driven planet carrier (24) but because No.1 clutch (2) is disengaged this motion is lost because planet gears (25) are free to rotate about their ‘own axes. The rotating planet carrier (24) provides forward motion. REVERSE DRIVE In reverse drive No.1 clutch (2) is engaged. Ring gear (1) is spline connected to cartier (28) so that both are held stationary by the engaged clutch. No.1 sun gear (27) is engaged with planetary gear (25), forcing them to rotate about the own axes. These planetary gears are engaged with ring gear (29) which is splined to No.2 carrier (24). Ring gear (29) therefore acts as an idler providing reverse rotation of carrier (24). Rotation of sun gear (5) is transmitted to planet gears (22) but this motion is lost through the disengaged No.2 clutch. FIRST SPEED In first speed No.4 carrier and output shaft (14) resists rotation due to the inertia of the drive line on the output side of the transmission. Ring gear (12) is held stationary by the engaged No.6 clutch ps:ss2calcomihprint preview/srvce.257B%:2522\ormalledPubicaonDate%2522%250A2522 906% 252FO2%2S2FI2RIS22RIS2CKIS.... 1140sors, 1721 51820 (11). Planet carrier (24) is driven due to No.2 clutch (FORWARD) or No.1 clutch (REVERSE) being engaged. Driven planet carrier (24) carries No.3 planetary gears (21) which are engaged with No.3 sun gear and shaft (23) and ring gear (7). No.3 sun gear and shaft is connected to output shaft (14) and therefore resists rotation due to inertia. Thus drive from planetary gears (21) is transmitted to ring gear (7) which is connected to No.3 carrier (9). Carrier (9) holds No.4 planetary gears (19) which are engaged with gear (20) and ring gear (18). Gear (20) is connected to No.3 sun gear and output shaft (23) and therefore resists rotation due to inertia. Therefore drive is transmitted through ring gear (18) to No.5 clutch housing and shaft (15). No.5 clutch housing and shaft carries gear (13) which is engaged with No.6 planetary gears (16). Since ring gear (12) is held stationary drive is transmitted to No.4 carrier and output shaft (14) SECOND SPEED In second speed No.5 clutch (10) is engaged. The assembly consisting of No.5 clutch housing and shaft (15), gear (13) and ring gear (18) and the assembly consisting of No.4 carrier and output shaft (14), No.3 sun gear and shaft (23), gear (20) and ring gear (17) are then locked together by the engaged clutch. No.5 clutch is the only clutch that rotates. No.3 planetary gears (21) are engaged with ring gear (7) and No.3 sun gear and shaft (23). Ring gear (7) is splined to No.3 cartier (9). No.3 cartier holds No.4 planetary gears (19) which ate’ engaged with gear (20) and ring gear (18). Gear (20) and ring gear (18) are locked together by the engaged No.S clutch. Thus drive is transmitted from the rotating planet carrier (24) to the output shaft (14) through No.3 sun gear and shaft (23) and ring gear (7). THIRD SPEED No.4 clutch (8) is engaged preventing rotation of ring gear (18). No.5 clutch housing and shatt (15) is attached to ring gear (18) and gear (13) is attached to No.5 clutch housing and shaft (15). Therefore, clutch housing and shaft (15) and gear (13) must also remain stationary. Rotating carrier (24) has No.3 planetaty gears (21) meshing with ring gear (7) which is attached to cartier (9). Carrier (9) has planet gears (19) meshing with gear (20) and ring gear (18). Since ring gear (18) is stationary rotation of planet gears (19) causes fotation of gear (20). No.3 planetary gears (21) are also meshed with No.3 sun gear and shaft (23) which is attached to gear (20). Thus drive goes partly from No.3 planetary gears (21) to No.3 sun gear and shaft (23) and partly from No.3 planetary gears (21) through ring gear (7), carrier (9), planetary gears (19) and gear (20) to No.3 sun gear and shatt (23). No.3 sun gear and shaft (23) is attached to No.4 carrier and output shaft (14). FOURTH SPEED htpsss2.cal.comit/rint preview'sorvcel%257B%.2522ormalledP ublcaionDato%2522%253A%425221996%.252FO2%252F 2%2522%.2520%25.... 12440sors, 1721 51820 No. 3 clutch (6) is engaged, therefore ring gear (7) is stationary. Planet gears (21) are forced to rotate about their own axes and thus transmit drive to No. 3 sun gear and shaft (23). No. 3 sun gear and shaft (23) is spline connected to No. 4 carrier and output shaft (14).. Output Transfer Drive htps:ss2.cal.comit/rint preview/sorvce!%257B%.2522ormalledP ublcaionDato%2522%253A%425221S96%.252FO2%.252F 12%2522%2520%25... 130sos, 1721 sis20 hitps:ss2.cal. comfort revi1917123, 1721 sis20 Output Transfer Drive 1, Input Gear 2. Actuating Cylinder 3, Piston Rod 4. Rear Output Shaft 5. Sliding Drive Dog 6. Fixed Drive Dog 7. Inter Axle Differential Housing 8, Front Output Shaft 9. Differential Input Gear 10, Selector Fork 11 Intermediate Gear 12. Gear Housing The transmission output shatt is spline connected to the input gear (1) and transmits drive to differential input gear (9) through intermediate gear (11). The differential input gear (9) is bolted and dowelled to the inter axle differential housing (7). The inter axle differential divides torque between the front and rear output shafts (8 and 4). Approximately 40% of available torque is transmitted to the front output shaft (8), and 60% is transmitted to the rear output shaft (4). The front output shaft transmits drive to the front axle differential. The rear output shaft transmits drive to the center and rear axle differentials. A lock arrangement, in the form of a dog clutch, can be engaged to neutralize the normal operation of the inter axle differential when ground conditions are poor. The differential lock actuating cylinder (2) is mounted on the back of housing (12). Piston rod (3) is connected to selector fork (10), which is engaged with sliding drive dog (5) When the differential lock control is in the disengaged position, oil pressure acting on the rod side of the cylinder moves selector fork (10) to the right and sliding drive dog (5) is disengaged from fixed drive dog (6). When the control is moved to the engaged position, oil pressure is relieved from the annular side of the cylinder and spring force moves selector fork (10) to the left, engaging sliding drive dog (5) with fixed drive dog (6) Inter Axle Differential hitps:ss2 cal. comit/rintpreview/sorvce!%257B%.2522ormalledP ublcaionDato%2522%25A%425221996%.252FO2%252F 12%2522%.2520%25... 15440sos, 1721 sis20 (LLL E ize Inter Axle Differential 1. Gears (three) 2. Housing 8. Rear Output Gear 4. Gears (three) 5. Bearings 6. Pins (three) 7. Front Output Gear 8 Spider 9. Pins (three) When the machine turns the front wheels always travel a greater distance than the center and rear wheels, the front wheels must therefore rotate faster than the center and rear wheels. On hard surfaces with equal traction at each wheel, the differences in resistance would create a build up of torsional stresses (torque wind - up) in the machine drive line, and consequently reduce the service life of components. The inter axle differential allows transmission of drive to the front and rear axles at equal speeds when the machine is travelling straight, and at different speeds when the machine is turning, while maintaining the torque input at each axle. This is achieved by the differential responding to the increased resistance at the rear wheels, in the same way that the axle differentials slow down a wheel on the inside of a turn and speed up the wheel on the outside In ground conditions where a great variation in resistance can occur between the front and rear Wheels, such as mud, ice or steep grades, the inter axle differential could transfer all available drive to the wheels with least resistance. hitps:ss2 cal. comit/rint preview/sorvce!%257B%.2522ormalledP ublcaionDato%2522%253A%425221996%.252FO2%252F 12%2522%.2520%25... 16440sons, 1721 51820 This would result in the machine stopping as either the front, or the center and rear wheels started to spin due to lack of resistance and the opposite wheels stopped. To avoid this possibility the inter axle differential is equipped with a lock up feature which can be engaged by pressing a floor mounted switch to neutralize normal operation, and provide drive to all three axles, regardless of the ground conditions and individual wheel resistance. Details of the inter axle differential lock are given in the topic ‘Output Transfer Drive! The inter axle differential divides torque between the center and rear axles, and the front axle, in the ratio 60/40, The center and rear axles receive 60% of available torque. An input gear is bolted to housing (2). Between the housing and spider (8) pins (9) support gears (1), and pins (6) support gears (4). Gears (1) are spaced 120 degrees apart and gears (4) are spaced 120 degrees apart. Gears (1) are meshed with the rear output gear (3), and gears (4) mesh with the front output gear (7). Gears (1) are also meshed with gears (4). When the machine is moving straight with equal resistance at each wheel, the housing, spider and gears rotate as a unit. When front to rear wheel resistance changes due to the machine turning, the gears rotate on their axes as the rear output gear slows down. if resistance at the wheels changed due to ground conditions, for example if the front wheels started to spin out due to lack of traction, drive to the center and rear would be reduced, possibly to the point where the machine stopped. In these conditions, engaging the differential lock would restore drive to the front and rear of the machine when the differential action was cancelled by locking the rear output gear to the housing. Limited Slip Differential The differential is an arrangement of gears which enables one shaft to drive two shafts with equal torque, while at the same time allowing the driven shafts to rotate at different speeds. In standard differentials the drive torque available is never greater than that available at the wheel with least resistance. If traction at one wheel is broken and it begins to spin, due to reduced resistance on mud or ice for example, the torque required to drive that wheel is reduced and the torque transmitted to the opposite wheel is proportionately reduced. If traction at one wheel is lost completely and it spins out, the torque required to turn that wheel will be virtually zero and the opposite wheel will stop completely. htpsss2 cal comit/rint preview'sorvice!%257B%.2522ormalledP ublcaionDato%2522%4253A%25221996%.252FO2%252F 12%2522%.2520%25.... 17/40ses, 1721 Differential Location 1, Pinion 2. Crown Wheel 3. Differential Casing The limited slip differential is mounted on the axle crownwheel in the same manner as a conventional differential itps:ss2.cal.comit/rint preview'sorvce!%257B%.2522ormalledP ublcalionDato%2522%253A%425221S96%.252FO2%252F 12%2522%.2520%25.... 1840sarres, 1721 51820 Limited Sip Diferential 1. Differential Casing 2. Clutch Plate 3, Clutch Plate 4. Bevel Gear 5. Pressure Ring Limited slip differentials allow the wheels to rotate at different speeds when the machine is tuming or one wheel is driven over an obstacle, but provide better traction in poor ground conditions by preventing one wheel from spinning fast enough to stop the opposite wheel from turning. Clutch packs are located between the axle shaft bevel gears (4) and the differential casing (1) Clutch plates (2) are connected to the differential casing, and clutch plates (3) are connected to the bevel gears. Pressure rings (4) are also connected to the differential casing and move outwards, applying pressure to the clutch packs when drive is applied to the differential. The increased resistance between the differential casing and the bevel pinions provided by the clutch packs ensures that torque drive is maintained to the wheel with good traction, up to the value required to break the friction of the clutch pack on the side with poor traction. At this point the clutch pack starts to slip, allowing the wheel limited ‘spin’ but thé machine continues to move with traction still available at the opposite side. Final Drives Final Drive tps:ss2.cal.comit/rint preview/sorvcel%257B%.2522ormalledP ublcaionDato%.2522%253A%425221996%.252FO2%252F 12% 2522%252C%25. 190sarras, 1721 51820 1. Wheel Assembly 2. Ring Gear 3. Hub 4. Carrier 5. Sun Gear 6. Axle Shaft 7. Planet Gears 8, Spindle The final drives are planetary gear reduction units. Stationary ring gear (2) is mounted on the final drive hub (3) which is spline connected to spindle (8). The spindle is bolted to the axle housing. Planet gears (7) are mounted on carrier (4) which is bolted to the wheel assembly (1). The sun gear (6) is spline connected to the axle shaft (6) When the differential drives the axle shaft and sun gear, planet gears (7), carrier (4) and wheel (1) are forced to rotate by the stationary ring gear (2) in the same direction as the sun gear, but at a reduced speed, Rear Drive Transfer Gear a 12 2 n Rear Drive Transfer Gear 1. Output Yoke 2. Gear 3, Idler Gear 4. Output Yoke 8. Bearing 6. Carrier 7. Retainer 8. Through Hitch Drive Shaft 9. Hitch Tube 10. Center Drive Shaft 11. Bush 12. Bush 13. Thrust Flange 14. Torque Restraint The rear drive transfer gear transmits drive from the center drive shaft (10) to the center and rear axles. hitps:ss2 cal. comit/rint preview/sorvce!%257B%.2522ormalledP ublcalionDato%2522%253A%425221996%.252FO2%252F 12%2522%.2520%25.... 2040sors, 1721 51820 Itis mounted into the rear of the hitch tube (9) in carrier (6), which is held into the rear frame by thrust flange (13). The thrust flange is screwed to the carrier to permit adjustment of end float, and is secured by a locking plate. Retainer (7) secures the transfer gear into bearing (5), and torque restraint (14) secures it to the rear frame. The hitch tube and carrier rotate around the transfer drive on bearing (5) and bushes (11) and (12) when the front and rear frames oscillate. Output yoke (4) is splined to the through hitch drive shaft (8) and is connected to the center axle drive shaft. Output yoke (1) is splined to gear (2), which is driven by idler gear (3), and is connected to the rear axle drive shafts. The overalll ratio of the transfer drive is 1: Power Train Hydraulic System itpstse2.cal. comih/rint previewiservca!257B%62522IarmattedP ublcalionDate%2522%259A%25221996%252F02%252F 12% 2522%2620%26. 240ses, 1721 sis20 2 a ae 520-7) etn t wz t3 ar 26 23 2m 2 2 20 Power Train Hydraulic Lines 1. Line - Supply From item 34. 2, Pressure Switch 3: Retarder Plat Control Valve 4. Line - Supply to Differential Lock Control Valve 5. Test Point - Pump Pressure 6, Test Point - Lock Up Pressure 7, Pressure Switch 8. Line - Supply to Retarder Control Valve and Inter Axle Differential Lock Contol Valve 9, Filler 10. Flow Priority Valve 11. Inter Axle Differential Lock Control Valve 12. Line - Supply fo Gearshift Oyinder 18: Line - Plot Contfol 14, Differential Lock Cylinder 15, Transmission Control Valve 16, Line - Drain to Transmission 17. Gearshift Ojlinder 18. Liné »Torque Converter Supply 19. Output Transfer Gear Case 20. Suction Line 21. Suction Line 22. Magnetic Strainer 23. Suction Line 24. Line - Main Supply 25. Pump Prime Orifice 26. Line - TO,Oil Cooler 27. Line - Torque Converter Scavenge 28. Charging and Scavenge Pump 29. Retarder Control Valve 90. Test Point - Retarder Pilot Pressufe-31, Converter Outlet Relief Valve 22. Oil Cooler 33. Line - Lock Up Control Value Supply 34. Lock Up Control Valve The transmission charging and scavenge pump (28) is driven by a gear attached to the torque converter impeller. The charging section of the pump draws oil from the output transfer drive case htpsss2.cal.comit/rintpreview/sorvcel%257B%.2522ormalledP ublcaionDato%2522%253A%425221996%.252FO2%252F 12%2522%.2520%25... 22140sors, 1721 81820 (19) through line (20), magnetic screen (22) and line (23), and'pumps it through line (24) and filter (9) to priority valve (10). Priority flow is through line (12) to gearshift cylinder (17). Bypass oil at system pressure passes to the top of the transmission control valve (15), and is directed at system pressure through line (33) to the lock up clutch control valve (34). Line (1) from the lock up valve supplies oil at reduced pressure to the retarder pilot control valve (3), which in turn supplies the inter axle differential lock control valve (11). The transmission hydraulic control valve reduces the pressure of the main flow of oil to the value required for torque converter operation, and controls flow to the transmission clutch packs. Torque converter supply is through line (18).. When the machine is operating in torque converter drive, oil flows through internal passages in the converter to the impeller. Outlet oil passes through outlet relief valve (31), which controls pressure in the torque converter, and through line (26) to retarder control valve (29). The oil flows through the retarder control valve and oil cooler (32), and then passes back through the retarder control valve to the output transfer drive case (19). The retarder control valve does not affect oil flow until the retarder is engaged. Cool return oil cascades down through the output transfer drive case to cool and lubricate the gears and bearings, and collects in the bottom. All low pressure oil returning from the transmission hydraulic controls also flows to the output transfer drive case. Internal leakage collecting in the bottom of the torque converter is returned to the output transfer drive case through line (27), the scavenge section of the pump (28) and line (21). Pump prime orifice (25) vents air from the pressure side of the charging pump on initial start up which assists the pump to prime itself. A very small amount of oil is lost through this orifice during normal running and flows back to the transfer drive case through the outlet relief valve and the oil cooler. When the retarder control is operated for retarder engagement, torque converter lock up is engaged automatically. In most situations where retarder engagement is required, the torque converter will be locked up already. When it is not, the EPTCII unit overides the normal speed requirement and energises the lock up clutch control valve to the locked up position. At the same time, solenoids are energised in the retarder pilot control valve (3), in a sequence which depends on the retarder control position, and pilot pressure is transmitted to the retarder control valve (29). The retarder control valve spool is offset, and oil from the torque converter outlet relief is directed into the retarder housing. Return oil from the rétarder housing flows through the oil cooler and retarder control valve to the output transfer drive case. Flow Priority Valve htps:ss2.cal.comit/rintpreview/sorvce!%257B%.2522ormalledP ublcaionDato%2522%253A%425221S96%.252FO2%252F 12%2522%.2520%25... 2840ses, 1721 sis 20 Flow Priority Valve 1. Piston 2. Chamber 3. Hole 4. Check Valve 5. Passage 6. Hole 7. Port 8. Spool 9. Drain Port 10. Mounting Plate 11 Spring 12. Port 13. Spacers 14. Inlet Port 15. Port The priority valve is bolted to mounting plate (10), which also serves as a manifold connection Oil from the transmission pump passes through the system filter and enters the valve at port (14) The oil flow moves spool (8) against the force of spring (11) and tlows from outlet port (7) to the modulating relief valve in the transmission control group, and the torque converter lock up solenoid valve. Pressure is transmitted through hole (6), and check valve (4) to chamber (2) below the spool and acts on piston (1). This pressure opposes spring (11), preventing rapid spool movements and therefore pressure changes, when the pump speed alters. The pressure in chamber (2) is relieved gradually through a smaller hole (3), when inlet oil pressure is less than the force of spring (11). Port (5) allows transition flow at low pump speeds. Spring (11) is pre-set to provide a pressure reduction across the spool which gives 2206 kPa (320 psi) at outlet port (7). The spring is adjusted by spacers (13). Port (12) located on the rear face of the valve’connects into a passage which passes through mounting plate (10), to drain port (9). hitps:ss2 cal. comit/rint preview/sorvce!%257B%.2522ormalledP ublcaionDato%.2522%253A%25221896%.252FO2%252F 12%2522%.2520%25... 24/40sors, 1721 31820 Priority flow is maintained from port (15) which supplies the gearshift control cylinder. Port (9) drains the spring chamber area to a tee fitting on the side of the transmission. Transmission Hydraulic Pump Location of Transmission Hydraulic Pump The transmission hydraulic pump is bolted to the rear of the torque converter. 1 2 3 4 ee Pump Drive 1. Gear 2, Shaft 3. Pump Shaft 4. Pump A. Charging Section B. Scavenge Section The pump is a combined charging and scavenge pump. The charging section (A) draws oil from the output transfer drive through a magnetic screen. This oil is filtered and delivered to the transmission hydraulic controls The scavenge section (B) returns oil from the torque converter case to the output transfer drive. hitps:ss2.cal.comit/rint preview'sorvce!%257B%.2522ormalledP ublcaionDato%2522%25A%425221S96%.252FO2%252F 12%2522%.2520%25.... 251401917723, 1721 sis20 Gear (1) is driven by a gear attached to the torque converter impeller. The gear is keyed to shaft (2), which has the pump shaft (3) splined to it Magnetic Screen Location of Magnetic Screen Magnetic Seren 1, Magnets and Tube Assembly 2. Screen The magnetic screen is positioned in the transmission pump suction line. Oil from the output transfer drive case flows through screen (2), past magnets and tube assembly (1) and out again. The screen removes larger particles of debris while any tiny particles of ferrous material which pass through the screen are stopped by the magnets. Oil Filter hitps:ss2 cal. comit/rintpreview/service!%257B%.2522ormalledP ublcaionDato%2522%253A%%25221996%.252FO2%252F 12%2522%.2520%25.... 26440917123, 1721 sis20 Location of Oil Fitter Oil enters the filter through inlet passage (4), passes through element (8) and flows through outlet port (9). The filter element removes debris from the oil before it passes through outlet (9) to the main transmission hydraulic control valve. Outlet (3) connects pump oil to a pressure test point) If the element becomes blocked the restriction to flow will cause a pressure build up on the outside of the element. This increased pressure opens by-pass valve (1) which moves to the right against the force of spring (2). Inlet port (4) is then connected directly to outlet port (9) allowing unfiltered oil to pass to the transmission control valve. htps:ss2.cal.comit/rintpreview'sorvce!%257B%.2522ormalledP ublcaionDato%2522%253A%425221896%.252FO2%252F 12%2522%.2520%25.... 27!40ses, 1721 sis20 1 Oil Fitter 1. By-pass Valve 2. Spring 3. Outlet 4, Inlet Port 5. Base 6. Housing 7. Plug 8, Element 9, Outlet Passage Transmission Hydraulic Control Valve htpsss2.cal.comit/rint preview'sorvce!%257B%.2522ormalledP ublcaionDato%2522%25A%425221996%.252FO2%.252F 12%2522%.2520%25.... 2840sos, 1721 sis20 €s)Ce ©® 1 a a c 4 if Transmission Hydraulic Control Valve 1, Speed Selector Spool 2. Load Piston 3. Modulation Relief Valve 4. Pressure Differential/Safely Valve 5. Torque Converter Inlet Pressure Valve 6, Directional Selector Spoot'7..Flow Control Orifice C1.No.1 Clutch (Reverse) C2.No.2 Clutch (Forward) C3.No.3 Clutch (Fourth Speed) C4.No.4 Clutch (Third Speed) C5.No.5 Clutch (Second Speed) C6.No.6 Clutch (First Speed) The main components of the transmission hydraulic-control valve group are: Speed Selector Spool (1) - controls the flow of oil to and from the speed Clutches. Load piston (2) - controls the rate of pressure increase ‘in the speed Clutches in conjunction with the modulation relief valve (3). Modulation Relief Valve (3) - controls the maximum pressure in the system. Also controls the rate of pressure increase in the speed clutches in conjunction with load piston (2): Pressure Differential/Safety Valve (4) - maintains a pressure differential between the speed and directional clutches. Torque Converter Inlet Pressure Valve (5) - controls the maximum pressure of the torque converter inlet oil. Directional Selector Spool (6) - controls the flow of oil to and from the directional clutches. n initial start up with the transmission in neutral pump oil flows through the flow control orifice (7) to No.3 clutch, converter inlet valve (5) and pressure differential/safety valve (4). The right hand end hitps:ss2.cal.comit/rint preview'sorvce!%257B%.2522ormalledP ublcaionDato%2522%,253A%425221896%.252FO2%.252F 12%2522%.2520%25.... 29140191723, 1721 sis 20 of the pressure differential/safety valve is open to tank. Clutch Nos. 1,2,4,5 and 6 are all connected to tank. The right hand end of load piston (2) is also connected to tank. Engine Running, Transmission in Neutral FEBER p00 omen 0% RPA oven cumin on (HUGID Tox coment wa OF AREAL Petancn Hydraulic Control Valve - Engine Running, Transmission in Neutral 1. Speed Selector Spool 2. Load Piston 3. Modulation Relief Valve 4. Pressure Ditferential/Safety Valve 5. Torque Converter Inlet Pressure Valve 6. Directional Selector Spool 7. Flow Control Orifice The position of directional selector spool (6) allows oil to flow to No. 3 clutch, converter inlet valve (5) and pressure differential/safety valve (4). Oil flows through an orifice in the converter inlet valve spool and fills the slug chamber at the right end of the spool. Oil also flows through an orifice in the spool of pressure differential/safety valve and fills the chamber at the left end of the spool. As the pressure in the chamber at the left end of the pressure differential/safety valve increases, the spool moves fully to the right against the end cover. This allows oil to flow past the spool to the directional clutch circuit and to fil the spring chamber at the right hand end of the spool. As the directional clutch pressure increases, the spool moves back to the left until flow past the spool is stopped. In this position the pressure in the chamber at the [eft end of the spool is balanced by the combined effect of pressure in the spring chamber and the springs themselves. The spool is in a balanced position to maintain a constant pressure in the directional clutch circuit. Oil pressure in the directional clutch circuit is lower than in the speed clutch circuit due to the effect of the springs. Pump oil is also directed to modulation relief valve (3). This oil flows around the valve spool and through an orifice to act against the integral poppet valve. The poppet valve unseats allowing oil to {ill he slug chamber in the spool. At the same time, cil flows through an orifice to the right end of load piston (2). The position of pressure differential/safety valve (4) blocks the tank passage allowing pressure to build up against the face of the load piston. When No. 3 clutch is full of oil, speed clutch pressure starts to,rise. The increasing pressure is transmitted to the slug chamber of modulation relief valve (3). This moves the modulation relief hitpsss2.cal.comit/rintpreview'sorvce!%257B%.2522ormalledP ublcaionDato%2522%.253A%425221896%.252F02%.252F 12%2522%.2520%25... 3040sors, 1721 31820 valve to the right allowing excess flow to pass into the torque converter. Increasing)speed clutch pressure is also transmitted to the right end of load piston (2), which moves left. This increases the resistance to movement of the modulation relief valve and thus allows the pressure in clutch No. 3 to increase further. This gradual increase in pressure is known as modulation and prevents shock loading of the transmission by allowing the clutches to pick up the load gradually. Eventually the load piston moves so far to the left that the chamber at the right end is opened to tank. Movement of the load piston then stops and the piston is held in a balanced position. The modulation relief valve also takes up a balanced position with excess oil flowing to the torque converter. First Speed Forward FEBED pve ova on RB orn cise on (TD org comer it 8 (REE rons on First Speed Forward 1. Speed Selector Spool 2. Load Piston 3. Modulation Relief Valve 4. Pressure Differential/Safety Valve §. Torque Converter Inlet Pressure Valve 6. Directional Selector Spool 7. Flow Control Orifice When first speed forward is selected, directional selector spool (6) opens a passage to No. 2 clutch and connects No.1 clutch and No.3 clutch to tank. The speed selector spool (1) opens a passage to No.6 clutch and connects No.4 clutch and No.5 clutch to tank. When the directional selector spool is moved to the forward position (or reverse) pump oil flows through flow control orifice (7), past the spool to the speed selector spool (1). The pressure in the system falls instantaneously as the passage leading from the directional selector spool to the speed selector spoo! fills. Thus spring force moves modulation relief valve (3) and pressure differential/safety valve (4) left. As the pressure differential/safety valve moves lett, the chamber at the right end of load piston (2) is opened to tank. Spring force then moves the load piston right. Directional clutch pressure is lowered in this way each time a shift is made. This ensures that the speed clutch fills first so that the load is picked up bby the directional clutch. The position of the directional selector spool (6) allows oil to flow to No.6 clutch, converter inlet valve (5) and pressure differential/safety valve (4). Oil flows through an orifice in the spool of the pressure differential/safety valve and fills the chamber at the leftend of the spool. Increasing htpsss2.cal.comit/rint preview'sorvcel%257B%.2522ormalledP ublcaionDato%2522%253A%425221996%.252FO2%252F 12%2522%.2520%25... 31/40sors, 1721 31820 pressure in No.6 clutch is felt in this chamber and when the pressure reaches a certain value the pressure differential/safety valve moves right. This allows cil to flow past the spool to No.2 clutch and to the spring chamber at the right end of the spool. As the pressure in No.2 clutch increases the pressure in the spring chamber also increases. Thus the spool moves left. This action carries on until speed and directional clutch pressures reach their maximum values, The pressures rise at the same rate but speed clutch pressure is always higher than directional clutch pressure. Pump oil also flows to modulation relief valve (3) and fills the slug chamber at the left end. As speed clutch pressure rises, the modulation relief valve moves right and load piston (2) moves left. Speed clutch pressure gradually increases until the load piston moves so far left that the chamber at the right end is opened to tank. Movement then stops and the piston is held in a balanced position. The modulation relief valve also takes up a balanced position with excess oil flowing to the torque converter. Torque converter inlet pressure is felt against the left end of valve (5). Speed clutch pressure is transmitted to the slug chamber of the valve. If converter inlet pressure is high enough to overcome the speed clutch pressure and springs, the valve moves right and excess converter inlet pressure is relieved to tank. Lock Up Clutch Control Valve htpsss2.cal.comit/rintpreview'sorvce!%257B%.2522ormalledP ublcaionDato%2522%253A%425221996%.252FO2%.252F 12%2522%.2520%25... 32140ses, 1721 sis20 40 26: A Az a4 13 a 41. Cover 2. Selector Piston 3, Load Piston 4, Passage 5. Load Piston Body 6, Drain Passage 7. Load Piston Plug 8. Load Piston Orifice 9, Pilot Passage 10. Drain Passage 11. Pump Oil Passage 12. Ball Check 13. Pressure Reduction Valve 14, Inlet for Pump Oil (from Transmission Hydraulic Control Valve) 15. Springs 16. Drain Passages 17. Valve Body 18, Passage to Lock Up Clutch 19. Spring 20. Ball Check 21. Drain Passage 22. Shutile Valve 23. Plot Passage 24. Lock Up Solenoid 25. Modulation Reduction Valve 26. Passage 27. Spring The lock up clutch control valve reduces the pressure of the transmission oil to approximately 1690 kPa (245 psi), which is the value required for torque converter lock up clutch engagement. The valve also controls the rate of pressure increase in the lock up clutch to give smooth engagement. 22 2 Drain passages (7), (16), (21) and (26) are all connected. The function of pressure reducing valve (13) is to reduce the pressure of the inlet oil in passage (14), il flows from inlet passage (14) to pilot passage (9). This oil also flows through an orifice in the reducing valve, unseats ball check (12) and flows into the slug chamber at the right end of the valve. This pressure in the slug chamber opposes the effect of springs (15). When the pressure is high hitps:ss2 cal. comit/rint preview'sorvce!%257B%.2522ormalledP ublcaionDato%2522%253A%425221896%.252FO2%252F 12%2522%.2520%25... 330sons, 1721 51820 enough the pressure reducing valve moves left against the effect of the springs. Inlet (14) is then blocked and excess pressure in pilot passage (9) can drain to passage (16). If there is a pressure drop in pilot passage (9), springs (15) move the reducing valve right again to allow inlet oil to flow into passage (9). The reducing valve moves right and left in this way to maintain a constant pressure of 1725kPa (250 psi) in line (9). Modulation reduction valve (25) operates in conjunction with load piston (3) to control the rate of pressure increase in the lock up clutch, Lock Up Clutch Initial Fill When transmission input speed reaches approximately 1380 rpm, and the transmission pressure is high enough, the EPTCII control unit produces a signal which energizes the solenoid (24) Passage (9) is then connected to passage (23). Oil in passage (23) moves shuttle valve (22) to the right, blocking drain passage (21). This oil unseats the ball in the shuttle valve and flows through passage (26) to the top of the selector piston (2). Oil pressure above the selector piston (2) causes both the selector piston and load piston (3) to move down. Downward motion of the load piston transmits force through spring (27) to the modulation reduction valve (25), which also moves down against the effect of the spring (19). As the modulation reduction valve moves down, passage (18) is connected to passage (11). Passage (18) is connected to the lock up clutch. Therefore, pump oil in passage (11) flows through passage (18) and fills the lock up clutch. At this time, oil from passage (18) flows through load piston orifice (8) and passage (4) to the top side of load piston (3). This oil also flows through an orifice in the modulation reduction valve, past ball check valve (20) and into the slug chamber at the bottom of the valve. Lock Up Clutch Engage When the lock up clutch is full of oil, the pressure of that oil starts to rise. This pressure rise is transmitted to the top of the load piston (3) and to the slug chamber in the modulation reduction valve (25). Increasing pressure in the lock up clutch makes the load piston move down and the modulation reduction valve move up again. These motions are opposed by spring (27) When lock up clutch pressure reaches approximately 1690 kPa (245 psi), the load piston is fully down against its stop. The modulation reduction valve is in a balanced position such that the passage (18) leading to the lock up clutch is just isolated from the pump oil passage (11). The modulation reduction valve moves up and down as necessary to maintain a constant pressure in passage (18). htps:ss2.cal.comit/rint previewiservce!%257B%.2522ormalledP ublcaionDato%2522%253A%425221996%.252FO2%252F 12%2522%.2520%25... 3440191723, 1721 sis 20 The strength of spring (27) and the size of the load piston orifice (8) controls the length of time it takes for the lock up pressure to build up. Lock Up Clutch Disengage When transmission input speed falls to approximately 1240 rpm (retarder disengaged) or 800 rpm (retarder engaged), the speed switch deenergizes the solenoid (24) - see the topic "Torque Converter Lock Up and Retarder Control Circuit". Passage (9) is then isolated from passage (23). Passage/(23) drains to tank Spring force moves selector piston (2) up’and oil in passage (26) moves shuttle valve (22) to the left. The ball in the shuttle valve seats and oil in passage (26) flows to drain passage (21). When the selector piston is fully up, passage (4).s in line with drain passage (6). Load piston (3) moves fully up due to the effect of spring (27) and modulation reduction valve moves fully up due to the effect of spring (19). Passage (18) is connected to drain passage (10) and the lock up clutch drains to tank. The lock up clutch solenoid valve is mounted on the torque converter: Location of Lock Up Clutch Control Valve Torque Converter Outlet Relief Valve The torque converter outlet relief valve is located on the back of the torque converter. Location of Torque Converter Outlet Relief Valve htpsss2.cal.comit/rintpreview/sorvce!%257B%.2522ormalledP ublcaionDato%2522%25A%425221896%.252FO2%252F 12%2522%.2520%25... 3540ses, 1721 sis20 ZA WALFC IM AZ ZIG 5 Outlet Relief Valve 1. Valve Body 2. Inlet Passage 3. Outlet Passage 4. Spring’. Shims 6. Spool 7, Poppet Valve The torque converter outlet relief valve controls the maximum pressure in the torque converter. Oil leaving the torque converter enters the valve body (1) through passage (2). The oil passes through a hole in the valve spool (6), unseats poppet valve (7) and acts against the end of the spool. As the pressure of the converter outlet oil increases the valve spool moves against the effect of spring (4). As the spool moves outlet passage (3) is connected to inlet passage (2). Converter outlet oil flows through the retarder control valve to the oil cooler. Shims (5) are provided to adjust the relief setting. Retarder Control Valve htps:ss2.cal.comit/rintpreview'sorvce!%257B%.2522ormalledP ublcaionDato%2522%253A%425221S96%.252FO2%.252F 12%2522%.2520%25... 36440sos, 1721 sis20 2 Te Ee — Hl 20 19 ie ar 6 5 4 B RAEN Retarder Control Valve 1. Port 2, Passage 8, Port 4, Passage 5, Orifice 6. Passage 7. Passage 8, Port 9. Passage 10. Orifice 11. Passage 12. ‘Spring Damper 13. Port 14. Port 15. Return Spring 16, Port 17. Port 18. Return Spring 19. Spool 20. End Cover 21. Check Valve 22. Passage 23. Passage The function of the retarder control valve is,to divert oil leaving the torque converter through the retarder housing when the retarder hand control is operated. The,retarder inlet and outlet ports are connected directly between the faces of the valve and the housing, When the retarder is not in operation, the spool (19) is held againstthe end cover (20) by return springs (15) and (18). Outlet oil from the torque converter enters the valve through port (8), flows from passage (7) to passage (9) and out from-port (14) to the transmission oil cooler. The oil passes through the cooler, re-enters the valve through port((17) and flows from passage (4) to passage (2) and out through port (3) to the output transfer drive. When the retarder is in operation, pilot pressure is transmitted through port (1) and acts on the end of the spool (19), moving it to the right against the return springs. Passage (7) is connected to passage (6), and passage (9) is connected to passage (11). The’connection between passage (4) and passage (2) remains open. Oil from the torque converter entering port (8) flows from passage (7) to passage (6), and out from port (16) to the retarder housing inlet. Oil leaving the retarder housing outlet re-enters the valve through port (13), flows from passage (11) to passage (9) and out through port (14) to the transmission oil cooler. After passing through the oil cooler, the oil re-enters the control valve through port (17), flows from passage (4) to passage (2) and out through port (3) to the output transfer drive. hitps:ss2 cal. comit/rintpreview'sorvce!%257B%.2522ormalledP ublcaionDato%2522%253A%425221S996%.252FO2%252F 12%2522%.2520%25... S70sors, 1721 51820 The pressure build up in the retarder housing (and hence the amount of retardation applied to the transmission by the rotor), is regulated automatically by the control valve. The retarder inlet pressure is felt inside the spool through orifice (6). As the retarder housing pressure increases the pressure inside the spool increases until it overcomes the pilot oil pressure. The spool begins to move to the left and the flow between passages (7) and (6) is restricted. The volume of oil flowing through the retarder is reduced, and the pressure begins to decrease. The spool movement will stop in a balanced position against the pilot oil pressure in port (1). The spool is constantly re-positioned in this manner when the retarder is in operation. The volume of oil passing through the retarder increases or decreases in response to changes in retarder housing pressure. Changes in retarder housing pressure can be due to variations in engine speed (and therefore rotor speed) or changes in the pilot oil pressure acting on the spool, when the position of the hand control valve is altered Assmall volume of oil is allowed to circulate through the retarder housing when the retarder is not in operation to lubricate and cool the rotor shaft bearings. Some of the oil flowing into passage (7) enters passage (22), opens check valve (21) and flows through passage (23) into passage (6). From passage (6) the oil flows through port (16) to the retarder housing, The retarder control valve is face mounted to the bottom of the retarder housing, Location of Retarder Control Valve Retarder Pilot Pressure Control Valve htps:ss2.cal.comit/rintpreview'sorvce!%257B%.2522ormalledP ublcaionDato%2522%253A%425221996%.252FO2%252F 12%2522%.2520%25... 3840ses, 1721 sis20 © Solenoid De-energised @ Solenoid Energised View on arrow B Retarder Pilot Pressure Control Valve 1, Housing 2, Solenoid Valve 3. Solenoid Valve 4, Solenoid Valve 5. Port to Retarder Control Valve 6, Drain Port 7. inlet Port 8, Port to Torque Converter Lock Up Control Valve 9. Port to Inter Axle Differential Lock Control Valve 10, Restrictor Plug The valve consists of a housing (1) and three solenoid operated valve cartridges (2), (3) and (4). The solenoids are operated by the retarder hand control which has an off position and three operating positions. The valve acts as a three level pressure reducer by adjusting the pressure of the pilot oil which operates the retarder control valve, aécording to the position of the retarder control. It is supplied with oil from the lock up clutch solenoid valve. The oil supply to the inter axle differential lock'control valve passes through the valve. htps:ss2.cal.comit/rint preview'sorvce!%257B%.2522ormalledP ublcaionDato%2522%253A%425221896%.252FO2%252F 12%2522%.2520%25... 39140sors, 4721 81820 Control pressure at the valve outlet depends on which of the restrictors plugs (10) the oil passes through when the retarder is in operation. The flow path through the valve housing, and therefore through which of the restrictor plugs, is determined by the three combinations in which the solenoids are energised, and correspond to the three retarder control positions. PIP-11207044 2023/07/19 21:03:25-04:00 SENR86770001 © 2023 Caterpillar Inc. htpsss2 cal comit/rint preview'servce!%257B%.2522ormalledP ublcaionDato%2522%253A%425221996%.252FO2%252F 12%2522%.2520%25.... 40140