RENR7526

June 2004

Systems Operation
Testing and Adjusting
D8T Track-Type Tractor
KPZ1-Up (Machine)
 i01658146

Important Safety Information

Most accidents that involve product operation, maintenance and repair are caused by failure to observe
basic safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous
situations before an accident occurs. A person must be alert to potential hazards. This person should also
have the necessary training, skills and tools to perform these functions properly.
Improper operation, lubrication, maintenance or repair of this product can be dangerous and
could result in injury or death.
Do not operate or perform any lubrication, maintenance or repair on this product, until you have
read and understood the operation, lubrication, maintenance and repair information.
Safety precautions and warnings are provided in this manual and on the product. If these hazard warnings
are not heeded, bodily injury or death could occur to you or to other persons.
The hazards are identified by the “Safety Alert Symbol” and followed by a “Signal Word” such as
“DANGER”, “WARNING” or “CAUTION”. The Safety Alert “WARNING” label is shown below.

The meaning of this safety alert symbol is as follows:

Attention! Become Alert! Your Safety is Involved.
The message that appears under the warning explains the hazard and can be either written or pictorially
presented.
Operations that may cause product damage are identified by “NOTICE” labels on the product and in
this publication.
Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard.
The warnings in this publication and on the product are, therefore, not all inclusive. If a tool,
procedure, work method or operating technique that is not specifically recommended by Caterpillar
is used, you must satisfy yourself that it is safe for you and for others. You should also ensure that
the product will not be damaged or be made unsafe by the operation, lubrication, maintenance or
repair procedures that you choose.
The information, specifications, and illustrations in this publication are on the basis of information that
was available at the time that the publication was written. The specifications, torques, pressures,
measurements, adjustments, illustrations, and other items can change at any time. These changes can
affect the service that is given to the product. Obtain the complete and most current information before you
start any job. Caterpillar dealers have the most current information available.

When replacement parts are required for this

product Caterpillar recommends using Caterpil-
lar replacement parts or parts with equivalent
specifications including, but not limited to, phys-
ical dimensions, type, strength and material.

Failure to heed this warning can lead to prema-

ture failures, product damage, personal injury or
death.
 3
Table of Contents

Table of Contents
Systems Operation Section
General Information .............................................. 4
Location of Power Train Components ................... 5
Power Train Electronic Control System ................ 14
Torque Divider ...................................................... 19
Power Train Oil Pump ........................................... 24
Power Train Oil Filter ........................................... 25
Priority Valve ........................................................ 26
Power Train Oil Cooler ......................................... 30
Transmission ........................................................ 31
Transmission Hydraulic Control ........................... 38
Differential Steering System ................................. 41
Transfer and Bevel Gears .................................... 46
Service Brakes ..................................................... 47
Final Drive ............................................................ 54
Undercarriage ...................................................... 55

Testing and Adjusting Section

Testing and Adjusting
General Testing and Adjusting Information ........... 60

Index Section
Index ..................................................................... 61
4
Systems Operation Section

Systems Operation Section

i02046351

General Information
SMCS Code: 3000; 4000

g01050594
Illustration 1
Power Train Components
(1) Final Drives (5) Diesel Engine
(2) Planetary Power Shift Transmission (6) Tracks
(3) Steering Differential and Brake (Left (7) Torque Divider
Side) (8) Main Drive Shaft
(4) Planetary Gears and Brake (Right Side) (9) Transfer and Bevel Gears

Diesel engine (5) is the source of the mechanical Transfer and bevel gears (9) turn the inner axle
power. Power flows from diesel engine (5) to tracks shaft. The inner axle shaft sends power to steering
(6) through the power train. differential (3) and to planetary gears (4).

Diesel engine (5) transfers power from the engine Steering differential (3) is used to turn the machine.
flywheel to torque divider (7). Torque divider (7) Steering differential (3) works with planetary gears
transfers power through the torque converter turbine (4) in order to send power through the two outer axle
to main drive shaft (8). shafts to final drives (1).

Main drive shaft (8) transfers power to the planetary
power shift transmission (2). Transmission (2) has
three speeds in the FORWARD position and three
speeds in the REVERSE position. The speed clutches
and the direction clutches of the transmission are
electronically controlled. The clutches engage in
order to transfer power. The power output from
transmission (2) turns transfer and bevel gears (9).
Final drives (1) use two planetary gear arrangements
for double speed reduction. The planetary gears
increase the torque. The sprockets on the final drives
transfer mechanical power to tracks (6) that move
the machine.
 5
Systems Operation Section

Brakes are a part of planetary gears (4) and steering

differential (3). The brakes are spring applied and
hydraulically released. The brakes stop the rotation
of the outer axle shaft in order to stop the machine.

i02046349

Location of Power Train

Components
SMCS Code: 3000; 4000

Illustration 2
(1) Service Brakes
(2) Steering Differential
(3) Torque Converter and Inlet Relief Valve
(4) Lube Distribution Manifold
(5) Power Train ECM
(6) Torque Divider
(7) Engine
(8) Power Train Oil Cooler
(9) Torque Converter Outlet Relief Valve
(10) Remote Pressure Taps
g01075164
(11) Power Train Oil Pump
(12) Torque Converter Charge Filter
(13) Priority Valve
(14) Transmission Charge Filter
(15) Power Train Oil Filler Tube and Dipstick
(16) Final Drives
(17) Transfer and Bevel Gears
(18) Transmission
(19) Transmission Hydraulic Control
(20) Brake Control Valve
6
Systems Operation Section

Operator Controls Service brake pedal (25) controls the braking of the
machine. Partially depressing the pedal will result
in a light operation of the brakes as the spring
applied brakes begin to engage. When the pedal
is depressed completely, full braking action will be
applied. The service brake pedal is the pedal on the
left near the floor of the operator station.

Decelerator pedal (26) allows the operator to

decrease the engine speed during machine
operation. The decelerator pedal is the pedal on the
right near the floor of the operator station.

g01075165
Illustration 3
(21) Parking Brake Switch
(22) Steering Control Lever
(23) Transmission Upshift Switch
(24) Transmission Downshift Switch

Steering control lever (22) is located in the cab on the

left console. The operator uses the steering control
lever to steer the machine. The lever is pushed away
from the operator in order to steer left. The lever is
pulled toward the operator in order to steer right.
The handle rotates in order to select FORWARD, Illustration 5
g01075183
REVERSE, or NEUTRAL.
(27) Low/High Idle Switch

Transmission upshift switch (23) is used to upshift

Low/high idle switch (27) is located on the right
the transmission. Transmission downshift switch (24)
console of the operator station. The low/high idle
is used to downshift the transmission. Each push of
switch allows the operator to select either high idle
the button causes the transmission to shift by one
or low idle engine speed.
gear. The machine is equipped with three speeds
FORWARD and three speeds REVERSE.
Power Train Oil Filler
Parking brake switch (21) de-energizes the parking
brake solenoid. This engages both of the brakes
in order to prevent the machine from moving. This
switch is located to the left of steering control lever
(22). When the parking brake is engaged, the parking
brake indicator on the dashboard will light.

g01075184
Illustration 6
(28) Power Train Oil Filler
(29) Power Train Oil Dipstick
(30) Breather

Power train oil filler (28) is located in the front

Illustration 4
g01075167 compartment on the right fender. This location is just
ahead of the hydraulic oil tank. Power train oil is
(25) Service Brake Pedal
(26) Decelerator Pedal
added to the system through the power train oil filler.

Power train oil dipstick (29) is used to check the level
of power train oil in the system.
Breather (30) is installed on the side of power train
oil filler (28).
Power Train Oil Pump
g01075186
Illustration 7
(11) Power Train Oil Pump
(31) Scavenge Pump Section “A”
(32) Torque Converter Charging Pump Section “B”
(33) Transmission Charging Pump Section “C”
(34) Gear Hub
Power train oil pump (11) is mounted to the right
front of the main case. The power train oil pump is
driven by gear hub (34). Gear hub (34) is connected
to a shaft that is driven by a similar gear hub that
is connected to the rear of the implement hydraulic
pump. The pump is a three-section gear pump which
provides oil for the following functions: braking,
transmission control, torque converter operation, and
lubrication.
Priority Valve
g01075187
Illustration 8
(13) Priority Valve
7
Systems Operation Section
Priority valve (13) is located inside the forward
compartment on the right fender. Priority valve (13) is
integrated into the housing for the power train filters.
The priority valve makes sure that sufficient oil is
available for braking and transmission control. After
these demands are met, the priority valve supplies
oil for the operation of the torque converter and for
lubrication of the brakes and the transmission.
Torque Divider (Torque Converter)
g01075188
Illustration 9
(6) Torque Divider
(9) Torque Converter Outlet Relief Valve
Torque divider (6) is located behind the engine
between the flywheel housing and the main drive
shaft. The torque divider connects the engine
to the planetary transmission. The connection is
both a hydraulic connection and a mechanical
connection. The hydraulic connection is through
a torque converter. The mechanical connection is
through a planetary gear set. During operation, the
torque converter multiplies torque as the load on the
machine increases.
Torque converter outlet relief valve (9) is located
on the right side of the torque divider housing. The
torque converter outlet relief valve maintains a
minimum pressure in the torque converter.
g01075189
Illustration 10
(3) Torque Converter Inlet Relief Valve
(4) Lube Distribution Manifold
8
Systems Operation Section

Torque converter inlet relief valve (3) is inside the Transmission

lower portion of lube distribution manifold (4). Lube
distribution manifold (4) is located at the left front
of the main case. Torque converter inlet relief valve
(3) controls the maximum oil pressure to the torque
converter. Torque converter inlet relief valve (3)
prevents damage to torque converter components
when the engine is started and the oil is cold.

Power Train Oil Cooler

g01075190
Illustration 11
(8) Power Train Oil Cooler
(35) Cooler Inlet
(36) Cooler Outlet
Power train oil cooler (8) is mounted on the right rear
side of the engine. Power train oil that exits the torque
converter is cooled by engine coolant that circulates
through tubes inside power train oil cooler (8). Then,
the oil flows to the lube distribution manifold. The
manifold sends the oil to the brakes, the transmission,
and the bevel gears for lubrication purposes.
g01081824
Illustration 12
(18) Transmission
(37) Transmission and Bevel Gear Case
Transmission (18) is located inside the transmission
and bevel gear case (37). The transmission transfers
power from the engine and the torque converter to
the bevel gears. The bevel gears transfer power
to the final drives in order to move the tracks. Five
hydraulically activated clutches provide three speeds
FORWARD and three speeds REVERSE. Speed and
direction are electronically selected by the operator.
 9
Systems Operation Section

Transmission Hydraulic Control Transfer and Bevel Gears

g01081825 g01081826
Illustration 13 Illustration 14

(18) Transmission (17) Transfer and Bevel Gears

(19) Transmission Hydraulic Control (18) Transmission
(37) Transmission and Bevel Gear Case (37) Transmission and Bevel Gear Case
(38) Main Relief Valve
(39) Transmission Modulating Valves Transfer and bevel gears (17) are located inside the
transmission and bevel gear case (37). The transfer
Transmission hydraulic control (19) is located on and bevel gears transfer power from the transmission
top of transmission (18). Main relief valve (38) is to the final drives.
contained in the transmission hydraulic control. The
main relief valve regulates the common top pressure
that is used by each of the five transmission clutches. Service Brakes
The transmission clutches are activated by five
transmission modulating valves (39). The oil supply
to each clutch is controlled by a transmission
modulating valve. The modulating valve fills the
clutch or the valve drains the clutch according to
signals from the power train ECM.

g01075191
Illustration 15
(1) Service Brakes
(40) Housing
(41) Final Drive
(42) Tracks

Service brakes (1) are used for slowing or stopping

the machine. The service brakes are spring applied
and hydraulically released. The service brakes are
located within housing (40) behind final drives (41).
10
Systems Operation Section
Brake Control Valve
g01075193
Illustration 16
(20) Brake Control Valve
(43) Main Case
Brake control valve (20) is mounted to the top of
main case (43). Brake control valve (20) is located
below the operator seat and the rear floorplate
in the operator compartment. Oil that is metered
by the brake control valve is used to control the
function of the brakes during machine operation. The
brake control valve is operated electrically by the
power train ECM, which responds to the operator’s
movement of the brake pedal or the parking brake
switch.
Depressing the service brake pedal reduces the
amount of oil to the brake piston. This allows the
spring to partially engage the brakes in order to slow
the machine speed. Further depression of the service
brake pedal will drain oil from the brake piston, and
the spring applied brakes will fully engage.
Final Drive
Illustration 17
g01075195
(16) Final Drives
(42) Tracks
Final drives (16) cause the last speed reduction
and the last torque increase in the power train. The
final drives transfer power to tracks (42) through the
sprockets.
Power Train Oil Filters
Illustration 18
g01075196
(12) Torque Converter Charge Filter
(13) Priority Valve
(14) Transmission Charge Filter
The power train oil filters are located inside the
forward compartment on the right fender.
Torque converter charge filter (12) is designed to
trap debris in the oil in order to prevent damage to
the components of the priority valve and the torque
converter. Transmission charge filter (14) is designed
to trap debris in the oil in order to prevent damage to
the components of the transmission and brakes.
Pressure Taps
g01075199
Illustration 19
(12) Torque Converter Charge Filter
(13) Priority Valve
(44) Oil Sampling Port (Power Train Oil) and Charge Filter Inlet
Pressure
(45) Pressure Tap (Priority Valve)
 11
Systems Operation Section

Oil sampling port (44) is used for two purposes. Oil
sampling port (44) is used to collect oil samples of
the oil that is being sent to the transmission and the
brake control valve. Oil sampling port (44) is also
used to measure the charge filter inlet pressure.
Pressure tap (45) is used to measure the charge filter
outlet pressure.
• Pressure Tap for Flywheel Lube Pressure (“L2”)
• Pressure Tap for Torque Converter Outlet Relief
Pressure (“N”)
• Pressure Tap for Torque Converter Inlet Relief
Pressure (“M”)

g01075201 g01075206
Illustration 20 Illustration 22
(46) Plug (51) Remote Pressure Tap for Brake Pressure (“B”)
(47) Plug (70) Pressure Tap for Transmission Main Relief Pressure (“P”)
(71) Pressure Tap for Transmission Lube Pressure (“L1”)
Brake pressure (“B”) for the right brake may be tested
by removing plug (46) and installing a pressure tap. The three pressure taps that are above are located
on top of the main case.
Brake lube pressure (“LB2”) may be tested by
removing plug (47) and installing a pressure tap.

Brake pressure (“B”) and lube pressure (“LB1”) for the

left brake can be tested by removing the plugs for the
left brake. The test ports are reversed on the left side.

g01075205
Illustration 23
(52) No. 1 Clutch (REVERSE)
(53) No. 2 Clutch (FORWARD)
(54) No. 3 Clutch (THIRD SPEED)
(55) No. 4 Clutch (SECOND SPEED)
(56) No. 5 Clutch (FIRST SPEED)
g01075203
Illustration 21 All five pressure ports for the transmission clutches
(48) Pressure Tap for Flywheel Lube Pressure (“L2”) are accessible from the rear of the machine.
(49) Pressure Tap for Torque Converter Outlet Relief Pressure (“N”)
(50) Pressure Tap for Torque Converter Inlet Relief Pressure (“M”)

Three pressure taps are located under the floorplate

just ahead of the forward compartment on the right
fender. This is just ahead of the hydraulic oil tank.

Remove the triangular deck plate that is just outside

of the right door to the operator compartment. This
will allow access to the following pressure taps:
12
Systems Operation Section

Power Train ECM

g01075209
Illustration 26
g01075207
Illustration 24 (60) Crank Speed/Timing Sensor
(5) Power Train ECM
Crank speed/timing sensor (60) is located on the
Power train ECM (5) is located behind the seat and a front left of the engine block. The crank speed/timing
panel at the rear of the operator compartment. sensor transmits the speed of the engine to the power
train ECM by measuring the speed of the crankshaft.
Power train ECM (5) receives input from sensors
that are located throughout the machine. The ECM
uses this input in order to control the operation of the
outputs of the ECM, including the brake control valve,
the transmission modulating valves, and the priority
valve. These components receive signals from the
ECM in order to control the operation of the machine.

Sensors, Switches, and Solenoids

g01075210
Illustration 27
(6) Torque Divider
(9) Torque Converter Outlet Relief Valve
(61) Torque Converter Output Speed Sensor
(62) Torque Converter Temperature Sensor

Torque converter output speed sensor (61) is located

on the rear of the torque converter housing. This
sensor transmits the speed of the torque converter
output shaft to the power train ECM.
g01075208
Illustration 25
(25) Service Brake Pedal Torque converter temperature sensor (62) sends a
(26) Decelerator Pedal signal to the power train ECM. Cat Advisor monitors
(59) Rotary Position Sensor this temperature measurement. Cat Advisor uses this
data to drive the torque converter oil temperature
Service brake pedal (25) is connected to rotary gauge.
position sensor (59). Rotary position sensor (59)
sends a signal to the power train ECM. The power
train ECM controls the proportional solenoid for the
left brake and the right brake.
 13
Systems Operation Section

g01082276
Illustration 28
(63) Cover
The transmission output speed sensors are located
behind cover (63). The transmission output speed
sensors transmit the speed and direction of the output
shaft to the power train ECM. The transmission output
speed sensors are located inside the transmission
and bevel gear case.
g01082772
Illustration 30
(72) Steering Pump
(73) Pump Control Solenoid (Left Steer)
(74) Pump Control Solenoid (Right Steer)
Steering control lever (22) uses three rotary position
sensors (64) to control pump control solenoid (73)
and pump control solenoid (73) on steering pump
(72). Steering control lever (22) informs the power
train ECM of the position of the direction selector,
including FORWARD, REVERSE, and NEUTRAL.
The power train ECM uses this information to send
the appropriate current to the solenoids on the
steering pump.

g01075214
Illustration 31
(13) Priority Valve
(14) Transmission Charge Filter
(65) Solenoid for Priority Valve

The bypass switch for transmission charge filter (14)

is located on the opposite side of the filter housing.

g01075211
Solenoid (65) is located on priority valve (13).
Illustration 29 When solenoid (65) is energized, priority valve (13)
(22) Steering Control Lever sends oil from the torque converter charging pump
(64) Rotary Position Sensors section to the torque converter. When solenoid (65)
is de-energized, the oil from the torque converter
charging pump section supplements the oil from the
transmission charging pump section.
14
Systems Operation Section

Brake control valve (20) is mounted to the top main

case.

i02053649

Power Train Electronic Control

System
SMCS Code: 3000; 4000

g01082292
Illustration 32
(18) Transmission
(19) Transmission Hydraulic Control
(66) Solenoids g01080109
Illustration 34
There is a solenoid (66) for each modulating valve. (FF) Activated Components
There are five modulating valves on transmission (GG) Tank Oil
(HH) Lubricating Oil
hydraulic control (19). The transmission hydraulic (JJ) High Pressure
control is located on transmission (18). The (KK) First Pressure Reduction
transmission is located in the transmission and bevel (PP) Torque Converter Pressure
gear case, as shown. (QQ) First Torque Converter Pressure Reduction

g01082294
Illustration 33
(20) Brake Control Valve
(67) Proportional Brake Solenoid
(68) Parking Brake Solenoid
(69) Secondary Brake Solenoid

Brake control valve (20) contains the following

three solenoids:

• Proportional Brake Solenoid (67)

• Parking Brake Solenoid (68)
• Secondary Brake Solenoid (69)
 15
Systems Operation Section

Illustration 35
Power Train Electronic Control System
(1) Right Brake
(2) Transmission Main Relief Valve
(3) Transmission Modulating Valves
(4) Steering Differential
(5) Left Brake
(6) Brake Control Valve
(7) Steering Motor Sensor
(8) Lube Distribution Manifold
(9) Parking Brake Switch
(10) Transmission Controls
g01079958
(11) Steering Lever Position Sensors (20) Crankshaft Engine Speed/Timing
(12) Service Brake Pedal Sensor
(13) Advisor (21) Engine ECM
(14) “CAN C” Data Link (22) Power Train ECM
(15) Instrument Cluster (23) Torque Converter
(16) “CAT” Data Link (24) Power Train Oil Cooler
(17) Data Port (25) Switches, Sensors, and Senders
(18) “CAN A” Data Link (26) Left and Right Steering Solenoid Valves
(19) CAT ET (27) Priority Valve

The power train electronic control system uses
sensors in order to determine the input from the
operator and output from the components. Then,
the signals from these sensors are used in order to
control the machine. The system displays information
for the power train on the Advisor display panel for
the operator.
Sensors detect the position of the controls and the
state of the components. This information is sent to
power train ECM (22). The power train ECM sends
current to the solenoid operated control valves.
These valves respond by regulating pressure to
the transmission clutches and the service brakes.
Information on gear selection, warnings, service
codes, and information from other machine systems
are displayed. This information is shown on the
display for the Caterpillar Advisor.
16
Systems Operation Section

The power train ECM determines the transmission

clutch that will be engaged. This is determined by
the selected upshift/downshift switch and the position
of the direction selector. The power train ECM then
uses the speed sensors to measure the machine
response. The modulation of pressure for each clutch
is controlled in order to achieve continuous power.
This provides the operator with a smooth shift.

For the service brakes, the power train ECM

responds to signals from the position sensor in the
service brake pedal. As the operator depresses the
brake pedal, the electronic control system quickly
adjusts corresponding brake pressures.
 17
Systems Operation Section

g01079957
Illustration 36
Power Train Hydraulic System FIRST GEAR FORWARD
18
Systems Operation Section

(2) Transmission Main Relief Valve (39) Torque Converter Inlet Relief Valve (52) Flywheel Housing
(28) Transmission Lube Pressure “L1” (40) Vent Line (53) Torque Converter Outlet Relief Valve
(29) Transmission Main Relief Valve “P” (41) Suction Screen (54) PTO Sump Temperature Sensor
(30) Transmission Lube (42) Scavenge Pump Section “A” (55) Bypass Switch
(31) Lube Pressure Port “LB1” for Left Brake (43) Torque Converter Charging Pump (56) Priority Valve Pressure “PV”
(32) Brake Pressure “B” Section “B” (57) Bypass Switch
(33) Brake Control Valve (44) Transmission Charging Pump Section (58) Transmission Charge Filter
(34) Left Brake Pressure Port “C” (59) Priority Valve
(35) Lube Distribution Manifold (45) Steering Pump (60) Torque Converter Charge Filter
(36) Torque Converter Inlet Relief Pressure (46) Flywheel Lube Pressure “L2” (61) Right Brake Pressure Port “LB2”
“M” (47) Pump Drive Lube (62) Right Brake Pressure Port
(37) Torque Converter Outlet Relief Pressure (48) Torque Converter (63) Bevel Gear Lube
“N” (49) C15 Engine (64) Solenoid
(38) Torque Converter Outlet Temperature (50) Power Train Oil Cooler
Sensor (51) Implement Pump

The power train hydraulic system contains the The oil in the power train hydraulic system is cooled
following three gear pumps: by power train oil cooler (50). Oil from the torque
converter charging pump section “B” (43) is sent
• Scavenge pump section “A” (42) through power train oil cooler (50) before returning
through the lubrication system.
• Torque converter charging pump section “B” (43)
• Transmission charging pump section “C” (44)
Scavenge pump section “A” (42) draws oil from the
transmission case and the torque converter housing.
This pump delivers this oil to the bevel gear case.

The torque converter charging pump section “B” (43)

and the transmission charging pump section “C” (44)
draw oil from the bevel gear case.

The torque converter charging pump section “B” (43)

supplies oil to priority valve (59). This oil is then sent
to torque converter (48). Torque converter inlet relief
valve (39) maintains this oil at a maximum pressure.

Transmission charging pump section “C” (44)

supplies oil to the transmission modulating valves
and brake control valve (33). Under normal
operating conditions, the supply oil from transmission
charging pump section “C” (44) and the oil from
torque converter charging pump section “B” (43) is
separated.

The power train ECM de-energizes solenoid (64)

on priority valve (59) in the following conditions:

• Engine speed is low.

• Power train oil is cold.
• The transmission changes speeds and/or the
transmission changes direction.

When solenoid (64) de-energizes, the spool will

shift. This allows oil from torque converter charging
pump section “B” (43) to supplement the oil from
transmission charging pump section “C” (44). This
will ensure that the transmission and brakes have
priority over the oil supply to the torque converter.
 19
Systems Operation Section

i02125276 During no-load conditions, neither the torque

converter nor the planetary gear set can multiply the
Torque Divider torque from the engine.
SMCS Code: 3113; 3114 Torque converter housing (6) and sun gear (3) are
splined to engine flywheel (4). The torque divider
case is installed on the engine flywheel housing.
Output shaft (11) is connected to yoke (9). Yoke (9)
is connected to the planetary transmission through a
drive shaft.

The planetary gear set is composed of the

following parts:

• Ring gear (1)

• Planetary carrier (2)
• Sun gear (3)
• Planetary gears (12)
Sun gear (3) is connected to the flywheel by splines.
Planetary carrier (2) is connected to output shaft
(11) by splines. Planetary gears (12) are held by the
planetary carrier. The planetary gears are engaged
by sun gear (3) and by ring gear (1).

The torque converter is composed of the

following parts:

• Turbine (5)
g01080258
Illustration 37
• Torque converter housing (6)
Torque Divider
(1) Ring Gear • Impeller (7)
(2) Planetary Carrier
(3) Sun Gear
(4) Flywheel
• Freewheel stator (10)
(5) Turbine
(6) Torque Converter Housing Torque converter housing (6) is connected to flywheel
(7) Impeller (4) by splines. Impeller (7) is connected to torque
(8) Case converter housing (6). Turbine (5) is connected to
(9) Yoke
(10) Freewheel Stator
ring gear (1) by splines. Freewheel stator (10) is
(11) Output Shaft connected to a carrier that is fastened to a support
(12) Planetary Gears and case (8).

The torque divider connects the engine to the

planetary transmission. The connection is both a
hydraulic connection and a mechanical connection.
The hydraulic connection is through a torque
converter. The mechanical connection is through a
planetary gear set.

The planetary gear set multiplies the torque from

the engine by making an increase in the mechanical
advantage. The torque multiplication also makes an
increase as the load on the machine becomes higher.

When the machine works against a low load, the

torque multiplication is low. When the machine works
against a high load, the torque multiplication is higher.
A higher torque can then be sent to the transmission
during high load conditions.
20
Systems Operation Section

Operation of the Torque Converter
As the oil flows from the turbine, the oil moves in
the same direction of impeller (7). Freewheel stator
(10) changes the direction of the oil. As the stator
is connected to support (15), most of the oil flows
from the stator through outlet passage (14) to the oil
cooler.

The force of the oil from the stator can now add to
the torque output from the engine to the impeller.
The extra force can give an increase to the torque
output of the engine to the turbine. A larger difference
between the speeds of the impeller and of the turbine
translates to a larger amount of force of the oil from
the stator.

The load on the machine changes the speed of

the turbine. A greater load translates to a larger
difference in the speeds between the impeller and the
turbine. The different loads on the machine control
the amount of torque multiplication that is added by
the force of the oil from the stator.

Freewheel Stator
Freewheel stator (10) reduces the load from the
torque converter on the engine during some low
load conditions. These conditions are roading,
reverse cycles, and downhill runs, when the engine is
operating at a reduced speed. The freewheel stator
releases the torque converter from support (15),
and the engine speed matches the machine speed
without driving the torque converter. Increases in the
load cause the freewheel clutch to engage, and the
torque converter resumes normal operation.

g01082656
Illustration 38
Torque Converter
(5) Turbine
(6) Torque Converter Housing
(7) Impeller
(10) Freewheel Stator
(13) Inlet Passage
(14) Outlet Passage
(15) Support

Oil for the operation of the torque converter flows

through inlet passage (13) in support (15) to impeller
(7). The rotation of the impeller drives the oil. The
impeller sends the oil around the inside of torque
converter housing (6) to turbine (5).

The force of the oil on the blades of the turbine turns

the turbine. The turbine drives ring gear (1). See
Illustration 37. The torque that is given to the turbine
by the force of the oil cannot be a greater force than
the torque output of the engine to the impeller.
 21
Systems Operation Section

Operation of the Torque Divider • Sun gear (3)

• Planetary gears (12)
The torque from the converter and from the planetary
gear set is now through the planetary carrier to output
shaft (11) and the planetary transmission. Neither
the torque converter nor the planetary gear set can
multiply the torque from the engine when both these
components turn at the same speed.

When the machine has a load, output shaft (11) and

planetary carrier (2) has a resistance to rotation.
Since sun gear (3) is turning at the rpm of the engine,
the resistance to rotation turns planetary gears (12).
This rotation is the reverse of the rotation of ring gear
(1). The speed of the ring gear decreases.

Since the turbine is connected to the ring gear, a

decrease in speed will cause the torque converter to
multiply the torque from torque converter housing (6).
The torque multiplication is sent to planetary carrier
(2) and the output shaft.

If the resistance to rotation of planetary carrier (2)

increases, the speed of the ring gear decreases
more. The slower speed will allow the torque
multiplication through both the torque converter and
the sun gear to become higher.

If the resistance to rotation of the planetary carrier

increases enough, the ring gear stops. During some
very high load conditions, the rotation of the planetary
carrier and the output shaft also stop. When output
shaft (11) is stopped, the ring gear slowly turns in the
g01082729
opposite direction. The torque multiplication of the
Illustration 39 torque converter and the sun gear is at the maximum.
Torque Divider
(1) Ring Gear Torque Divider Lubrication
(2) Planetary Carrier
(3) Sun Gear
(6) Torque Converter Housing Oil for the lubrication of the torque divider bearings
(11) Output Shaft and for the planetary gear set comes from the supply
(12) Planetary Gears that is used for the operation of the torque converter.
The bearings constantly run in oil. Bearings and
Torque converter housing (6) and sun gear (3) are gears in the planetary gear set and the pilot bearing
driven by the engine flywheel. The planetary gear set get lubrication through passages in the output shaft.
is driven by the engine through sun gear (3). These
connections allow the torque output of the engine to
go in two separate directions.

Because of the larger radius of ring gear (1), most of

the torque is sent by the torque converter through the
ring gear to planetary gears (12). The remainder of
the torque is sent by sun gear (3) to the planetary
gears.

If planetary carrier (2) has no resistance to

rotation, then the following components turn at
the same speed:

• Ring gear (1)

• Planetary carrier (2)
22
Systems Operation Section

Torque Converter Outlet Relief

Valve

g01082745
Illustration 40
Torque Converter Outlet Relief Valve
(16) Inlet Passage from Torque Converter (18) Spring
(17) Outlet Passage to Power Train Oil (19) Spool
Cooler (20) Shims

The torque converter outlet relief valve is mounted to

the right rear of the torque divider case. The torque
converter outlet relief valve maintains a constant
minimum pressure in the torque converter. The
pressure setting of the relief valve may be adjusted
with shims (20).

Oil flows into the valve from the torque converter

through inlet passage (16). The pressure of the oil
acts against spool (19). When the pressure of the oil
becomes greater than the force of spring (18), spool
(19) shifts to the right. Oil is allowed to flow through
the holes around the circumference of the spool to
outlet passage (17) to the power train oil cooler.
 23
Systems Operation Section

Torque Converter Inlet Relief Valve

Illustration 41
Torque Converter Inlet Relief Valve
(21) Bottom of Main Case
(22) Lube Distribution Manifold
(23) Passage to Torque Converter Inlet
g01082746
(24) Passage (27) Torque Converter Inlet Relief Valve
(25) Front of Main Case (28) Passage to Main Sump
(26) Spring (29) Passage from Priority Valve

Torque converter inlet relief valve (27) is located in a

passage on the left, front of the bevel gear case and
behind the lube distribution manifold.

The torque converter inlet relief valve limits the

maximum pressure to the torque converter section of
the torque divider. The torque converter inlet relief
valve also prevents damage to the torque converter
when the engine is started and the oil is cold. The
setting of the torque converter relief valve is not
adjustable.

Oil enters lube distribution manifold (22) from the

priority valve through passage (29) in the front of the
bevel gear case.

When the pressure in passage (24) is enough to

overcome the force of spring (26), the oil will flow
through torque converter inlet relief valve (27) to the
main sump through passage (28).
24
Systems Operation Section
i02046367
Power Train Oil Pump
SMCS Code: 3066
Illustration 42
Power Train Oil Pump
(1) Inlet for Section (“A”) (5) Input Shaft
(2) Outlet for Section (“C”) (6) Hub
(3) Outlet for Section (“A”) (7) Scavenge Pump Section (“A”)
(4) Outlet for Section (“B”)
The power train oil pump is a three-section gear type
pump. The pump is driven by input shaft (5). The
input shaft is coupled to the hydraulic implement
pump by a drive shaft that is connected to hub (6).
The hydraulic implement pump is driven by the
engine flywheel.
During operation, oil enters each section of the pump
through inlet passages in the pump body. The oil fills
the space between the gear teeth. When the gears
turn, oil is sent through outlet passages in the pump
body.
The scavenge pump section (“A”) (7) is the
transmission and the torque converter scavenge
section. The scavenge pump section (“A”) (7) draws
oil from the transmission and bevel gear case and
the torque converter housing. The oil passes through
a screen before the oil leaves the torque converter
housing. The oil passes through a screen before the
oil leaves the transmission and bevel gear case.
Output oil from the scavenge pump section (“A”) (7)
is sent to the oil reservoir in the bevel gear case.
g01050684
(8) Torque Converter Charging Pump
Section (“B”)
(9) Transmission Charging Pump Section
(“C”)
The torque converter charging pump section (“B”) (8)
is the torque converter charging section. The torque
converter charging pump section (“B”) (8) draws oil
from the oil reservoir in the bevel gear case. The oil
passes through a screened suction manifold before
the oil flows to the torque converter charging pump
section (“B”) (8). The screen catches large debris in
the power train oil. The screen prevents debris in
the power train oil from damaging the power train
components. Output oil from the torque converter
charging pump section (“B”) (8) passes through the
torque converter charge filter before the oil flows to
the priority valve. The priority valve supplies oil to
the torque converter.
The transmission charging pump section (“C”) (9) is
the transmission charging section. The transmission
charging pump section (“C”) (9) draws oil from
the oil reservoir in the bevel gear case. The oil
passes through a screen before the oil flows to the
transmission charging pump section (“C”) (9). The
screen catches large debris in the power train oil.
The screen prevents debris in the power train oil from
damaging the power train components. Output oil
from the transmission charging pump section (“C”)
(9) passes through the transmission charge filter
before the oil flows to the transmission and to the
service brakes.
 25
Systems Operation Section

i02046368

Power Train Oil Filter

SMCS Code: 3067

g01050816
Illustration 43
(1) Filter Housing (6) Outlet (Torque Converter) (11) Bypass Valve (Torque Converter)
(2) Filter Element (Transmission) (7) Inlet (Torque Converter) (12) Spring
(3) Outlet (Transmission) (8) Bypass Valve (Transmission) (13) Filter Housing
(4) Inlet (Transmission) (9) Spring
(5) Filter Base (10) Filter Element (Torque Converter)

The power train oil system contains the following
two power train oil filters:
• Transmission Charge Filter
• Torque Converter Charge Filter
The transmission charge pump sends oil to the
transmission charge filter. The torque converter
charging pump section sends oil to the torque
converter charge filter.
Oil from the transmission charge pump enters filter
base (5) at inlet (4). The oil goes through the filter
base to filter housing (1). Oil fills the space between
the inside of filter housing (1) and filter element
(2). Normally, oil goes through the filter element
and the oil leaves the filter base through outlet (3).
Filter element (2) prevents debris from going to the
transmission hydraulic control.
If the filter element becomes full of debris, the
restriction to the flow of oil causes a pressure
increase. The increase in pressure causes bypass
valve (8) to open against spring (9). Then, the oil will
flow directly from inlet (4) to outlet (3). A pressure
differential bypass switch sends a signal to the power
train ECM in the cab in order to alert the operator
that the filter element is plugged. Caterpillar Advisor
monitors the power train ECM. Caterpillar Advisor
then generates a warning on the screen.
Oil from the torque converter charging pump section
enters filter base (5) at inlet (7). The oil goes through
the filter base to filter housing (13). Oil fills the space
between the inside of filter housing (13) and filter
element (10). Normally, oil goes through the filter
element and the oil leaves the filter base through
outlet (6). Filter element (10) prevents debris from
going to the torque converter.
26
Systems Operation Section

If the filter element becomes full of debris, the

restriction to the flow of oil causes a pressure
increase. The increase in pressure causes bypass
valve (11) to open against spring (12). Then, the oil
will flow directly from inlet (7) to outlet (6). A pressure
differential bypass switch sends a signal to the power
train ECM in the cab in order to alert the operator
that the filter element is plugged. Caterpillar Advisor
monitors the power train ECM. Caterpillar Advisor
then generates a warning on the screen.

When the oil does not go through the filter element,

the oil is dirty and the debris in the oil can cause
damage to components in the power train oil system.

Correct maintenance procedures must be followed

in order to ensure that the filter element does not
become full of debris which will stop the flow of clean
oil to the power train oil system.

i02046371

Priority Valve
SMCS Code: 3180

The priority valve makes sure that sufficient oil is

available for braking and transmission control. The
priority valve also directs oil for torque converter
operation and lubrication of the brakes and the
transmission. The priority valve enables the oil from
the torque converter charging pump section of the
power train oil pump to supplement the oil from
the transmission charging pump section when the
demands on the system are high.

The priority valve has two modes of operation.

In NORMAL MODE, flow to the braking and
transmission controls is separate from flow to the
torque converter. In PRIORITY MODE, the two flows
are combined in order to give priority for braking and
transmission control.

The pressure setting of the priority valve is adjustable

with the adjustment screw.
 27
Systems Operation Section

Normal Mode

g01077944
Illustration 44
Priority Valve (NORMAL MODE)
(1) Spool Assembly (12) Passage from Transmission Charging (19) Transmission Charge Filter
(2) Slug Chamber Pump Section “C” (20) Priority Valve
(3) Spool Chamber (13) Adjustment Screw (21) Torque Converter Charge Filter
(4) Slug (14) Spring (22) Pressure Tap (Priority Valve)
(5) Poppet (15) Passage to Drain (BB) Cutaway Section
(6) Orifice (16) Passage to Torque Converter and (CC) Component Surface
(7) Solenoid Torque Converter Relief Valve (FF) Activated Components
(8) Solenoid Spool (17) Passage from Torque Converter (GG) Tank Pressure
(9) Filter Base and Priority Valve Housing Charging Pump Section “B” (JJ) High Pressure
(10) Chamber (18) Passage to Brake Valve and (KK) First Pressure Reduction
(11) Check Valve Transmission Hydraulic Control (PP) Torque Converter Pressure
28
Systems Operation Section

In NORMAL MODE, solenoid (7) is energized by

the power train ECM. Oil from the torque converter
charging pump section enters through passage (17).
Oil flows into slug chamber (2) through orifice (6) and
poppet (5).

Oil from passage (17) flows around spool assembly

(1) to chamber (10). When solenoid (7) is energized,
oil in chamber (10) is allowed to flow through solenoid
spool (8) to spool chamber (3). The pressure in spool
chamber (3) acts against slug (4). This causes spool
assembly (1) to shift to the right. This allows oil from
the torque converter charging pump section to flow
through passage (17) to passage (16) to the torque
converter and the torque converter inlet relief valve.
Adjustment screw (13) determines the pressure
setting of the oil in passage (16).

The pressure of the oil in chamber (10) is not high

enough to open check valve (11). As a result, the oil
from the torque converter charging pump section
does not mix with the oil from the transmission
charging pump section in passage (12).
 29
Systems Operation Section

Priority Mode

g01077945
Illustration 45
Priority Valve (PRIORITY MODE)
(1) Spool Assembly (12) Passage from Transmission Charging (19) Transmission Charge Filter
(2) Slug Chamber Pump Section “C” (20) Priority Valve
(3) Spool Chamber (13) Adjustment Screw (21) Torque Converter Charge Filter
(4) Slug (14) Spring (22) Pressure Tap (Priority Valve)
(5) Poppet (15) Passage to Drain (BB) Cutaway Section
(6) Orifice (16) Passage to Torque Converter and (CC) Component Surface
(7) Solenoid Torque Converter Relief Valve (FF) Activated Components
(8) Solenoid Spool (17) Passage from Torque Converter (GG) Tank Pressure
(9) Filter Base and Priority Valve Housing Charging Pump Section “B” (JJ) High Pressure
(10) Chamber (18) Passage to Brake Valve and (QQ) Reduced Torque Converter Pressure
(11) Check Valve Transmission Hydraulic Control
30
Systems Operation Section

In PRIORITY MODE, oil is supplied to the brake i02046372

valve and the transmission before oil is supplied to
the torque converter. Power Train Oil Cooler
The priority valve shifts to PRIORITY MODE in the SMCS Code: 1375
following three situations:

• Engine speed is low.

• Power train oil is cold.
• The transmission changes speeds and/or the
transmission changes direction.

In PRIORITY MODE, solenoid (7) is de-energized.

Oil from the torque converter charging pump section
enters the priority valve through passage (17). Oil
flows through orifice (6), through poppet (5), and into
slug chamber (2).

Oil flows from the torque converter charging pump

section through passage (17), around spool assembly
(1), and into chamber (10). Because solenoid (7)
is de-energized, this oil is prevented from flowing
through solenoid spool (8) to spool chamber (3). The
oil in spool chamber (3) is directed to the hydraulic
oil tank through solenoid spool (8).

As a result, spring (14) forces spool assembly (1) to

the left. Spool assembly (1) prevents most of the oil
from the torque converter charging pump section in
passage (17) from flowing through passage (16). This
will cause the pressure in chamber (10) to increase. g01050818
Illustration 46
The pressure of the oil in chamber (10) will increase Power Train Oil Cooler (Typical Example)
until the pressure overcomes the spring in check (1) Coolant Inlet
valve (11). The oil will flow through check valve (11). (2) Coolant Outlet
The oil will then mix with the oil from the transmission (3) Oil Inlet
(4) Oil Outlet
charging pump section in passage (12).
The power train oil cooler is located on the right side
of the engine. The cooler is an oil to water type cooler.

Power train system oil with a high temperature comes

from the torque converter outlet relief valve. The oil
enters the cooler at oil inlet (3). The oil flows around
the many tubes inside the cooler.

Engine coolant enters the cooler through cooler inlet

(1). As the coolant flows through the tubes inside
the cooler, the coolant absorbs the heat from the oil.
Coolant leaves the cooler through coolant outlet (2).
The coolant is then cooled by the cooling system of
the engine.
 31
Systems Operation Section

After the power train oil flows around the tubes in
the cooler, the oil flows out of oil outlet (4). The
oil has a lower temperature. The oil then flows to
the distribution manifold on the front of the bevel
gear case. The manifold divides the flow between
the transmission and the brakes for lubrication and
cooling.
i02046375
Transmission
When the pressure of the oil in the area behind the
piston increases, piston (1) moves to the right. The
piston moves against the force of spring (2) in order
to push the discs and plates together. The clutch is
now engaged.
The discs prevent ring gear (6) from rotating. When
the clutch is released, the pressure in the area
behind piston (1) decreases and the force of spring
(2) moves the piston to the left. The discs and plates
are now spread apart. The clutch is not engaged.

Table 1
SMCS Code: 3030; 3155; 3160; 3169; 3190
Transmission Speed Clutches That are
Engaged In The
Introduction Transmission

The transmission has five hydraulically activated First Speed Forward 2 and 5
clutches. The transmission has three speeds in Second Speed Forward 2 and 4
FORWARD and three speeds in REVERSE. Speed
and direction are manually selected. Third Speed Forward 2 and 3
Neutral 3
First Speed Reverse 1 and 5
Second Speed Reverse 1 and 4
Third Speed Reverse 1 and 3

Both a speed clutch and a direction clutch must

be engaged in order to send power through the
transmission. The chart gives the combination of the
clutches that are engaged for each FORWARD and
REVERSE speed.

g01080375
Illustration 47
Clutch Operation (Typical Example)
(1) Piston
(2) Spring
(3) Plates
(4) Clutch Housing
(5) Discs
(6) Ring Gear

Each clutch has discs (5) and plates (3). The inside
teeth of discs (5) are engaged with the outside teeth
of ring gear (6). Notches on the outside diameter of
plates (3) are engaged with pins in clutch housing
(4). The pins prevent the plates from rotating.

Springs (2) are located between clutch housing (4)

and piston (1), as shown above. The springs keep
the clutches disengaged. The clutches are engaged
when oil is sent into the area behind piston (1).
32
Systems Operation Section

Transmission Components

g01078414
Illustration 48
Transmission Components
(7) No. 1 Sun Gear (16) No. 4 Clutch (SECOND SPEED) (25) No. 4 Planetary Gears
(8) No. 1 Carrier (17) Ring Gear for No. 4 Clutch (26) No. 3 Sun Gear
(9) Coupling Gear for No. 1 Clutch (18) No. 5 Clutch (FIRST SPEED) (27) No. 3 Planetary Gears
(10) No. 1 Clutch (REVERSE) (19) Hub (28) No. 2 Planetary Gears
(11) No. 2 and No. 3 Carrier (20) No. 4 Carrier (29) No. 2 Sun Gear
(12) No. 2 Clutch (FORWARD) (21) No. 4 Sun Gear (30) Ring Gear
(13) Ring Gear for No. 2 Clutch (22) Input Shaft (31) No. 1 Planetary Gears
(14) No. 3 Clutch (THIRD SPEED) (23) Output Shaft
(15) Ring Gear for No. 3 Clutch (24) Rotor
 33
Systems Operation Section

The transmission is fastened to the case at the rear

of the machine. Power from the torque converter is
sent to input shaft (22) by a drive shaft. Power flows
from the transmission, through output shaft (23), and
then to the transfer gears.

No. 1 clutch (10) and No. 2 clutch (12) are located at

the rear of the transmission. No. 1 clutch (10) is the
REVERSE direction clutch. No. 2 clutch (12) is the
FORWARD direction clutch.

No. 3 clutch (14), No. 4 clutch (16), and No. 5 clutch

(18) are the speed clutches. No. 3 clutch (14) gives
THIRD speed. No. 4 clutch (16) gives SECOND
speed. No. 5 clutch (18) gives FIRST speed.

The only clutch that rotates is No. 5 clutch (18).

When the transmission is in NEUTRAL, No. 3 clutch

(14) is engaged. No. 3 clutch (14) holds ring gear
(15) stationary. Ring gear (15) is connected to No.
2 and No. 3 carrier (11).

Since only No. 3 clutch (14) is engaged, input shaft

(22) turns and output shaft (23) remains stationary.
34
Systems Operation Section

Power Flow
First Speed Forward

g01080377
Illustration 49
Transmission Components
(7) No. 1 Sun Gear (16) No. 4 Clutch (SECOND SPEED) (25) No. 4 Planetary Gears
(8) No. 1 Carrier (17) Ring Gear for No. 4 Clutch (26) No. 3 Sun Gear
(9) Coupling Gear for No. 1 Clutch (18) No. 5 Clutch (FIRST SPEED) (27) No. 3 Planetary Gears
(10) No. 1 Clutch (REVERSE) (19) Hub (28) No. 2 Planetary Gears
(11) No. 2 and No. 3 Carrier (20) No. 4 Carrier (29) No. 2 Sun Gear
(12) No. 2 Clutch (FORWARD) (21) No. 4 Sun Gear (30) Ring Gear
(13) Ring Gear for No. 2 Clutch (22) Input Shaft (31) No. 1 Planetary Gears
(14) No. 3 Clutch (THIRD SPEED) (23) Output Shaft
(15) Ring Gear for No. 3 Clutch (24) Rotor
 35
Systems Operation Section

When the transmission is in FIRST SPEED The movement of No. 4 planetary gears (25) causes
FORWARD, No. 5 clutch (18) and No. 2 clutch (12) No. 4 sun gear (21) to turn. The No. 4 sun gear turns
are engaged. output shaft (23).

The No. 2 clutch holds ring gear (13) stationary. The
No. 5 clutch locks hub (19) to No. 4 carrier (20) and
ring gear (15) for No. 3 clutch.
Input shaft (22) turns No. 2 sun gear (29). No. 2 sun
gear (29) turns No. 2 planetary gears (28).
Since ring gear (13) is held stationary by No. 2 clutch
(12), No. 2 planetary gears (28) move around the
inside of the ring gear.
The movement of the planetary gears causes No. 2
and No. 3 carrier (11) to turn in the same direction
as input shaft (22).
As No. 2 and No. 3 carrier (11) turns, No. 3 planetary
gears (27) turn. The No. 3 planetary gears turn ring
gear (15) for the No. 3 clutch and No. 3 sun gear
(26). The No. 3 sun gear turns output shaft (23).
Ring gear (15) for No. 3 clutch turns No. 4 carrier
(20). No. 4 carrier (20) is connected to hub (19). The
power is directed from No. 4 carrier (20) to the No. 5
clutch, and then through hub (19) to output shaft (23).
As a result, the torque to output shaft (23) is divided
through No. 3 sun gear (26), hub (19), and No. 4 sun
gear (21). From output shaft (23), power goes to the
transfer and bevel gears.
Second Speed Forward
When the transmission is in SECOND SPEED
FORWARD, No. 4 clutch (16) and No. 2 clutch (12)
are engaged. The No. 2 clutch holds ring gear (13)
stationary.
As a result, torque to output shaft (23) is divided
through No. 3 sun gear (26) and No. 4 sun gear (21).
From the output shaft, power goes to the transfer and
bevel gears.
Third Speed Forward
When the transmission is in THIRD SPEED
FORWARD, No. 3 clutch (14) and No. 2 clutch (12)
are engaged. The No. 2 clutch holds ring gear (13)
for No. 2 clutch stationary.
No. 3 clutch (14) holds ring gear (15) for No. 3 clutch
stationary. Input shaft (22) turns No. 2 sun gear (29).
No. 2 sun gear turns No. 2 planetary gears (28).
Since ring gear (13) for No. 2 clutch is held stationary
by the No. 2 clutch (12), No. 2 planetary gears
(28) move around the inside of the ring gear. The
movement of No. 2 planetary gears (28) causes No.
2 and No. 3 carrier (11) to turn in the same direction
as input shaft (22).
Since ring gear (15) for No. 3 clutch is held stationary
by No. 3 clutch (14), No. 3 planetary gears (27) move
around the inside of the ring gear.
The movement of No. 3 planetary gears (27) causes
No. 3 sun gear (26) to turn. No. 3 sun gear turns
output shaft (23).
From the output shaft, power goes to the transfer and
bevel gears.

No. 4 clutch (16) holds ring gear (17) for No. 4 clutch
stationary. Input shaft (22) turns No. 2 sun gear (29).
No. 2 sun gear turns No. 2 planetary gears (28).

Since ring gear (13) for No. 2 clutch is held stationary

by the No. 2 clutch (12), No. 2 planetary gears
(28) move around the inside of the ring gear. The
movement of No. 2 planetary gears (28) causes No.
2 and No. 3 carrier (11) to turn in the same direction
as input shaft (22).

As the No. 2 and No. 3 carrier (11) turns, No. 3

planetary gears (27) turn. The No. 3 planetary gears
turn ring gear (15) for the No. 3 clutch and No. 3 sun
gear (26).

No. 3 sun gear (26) turns output shaft (23). Ring gear
(15) for No. 3 clutch turns No. 4 carrier (20).

Since ring gear (17) for No. 4 clutch is held stationary

by No. 4 clutch (16), No. 4 planetary gears (25) move
around the inside of the ring gear.
36
Systems Operation Section

First Speed Reverse

g01080381
Illustration 50
Transmission Components
(7) No. 1 Sun Gear (16) No. 4 Clutch (SECOND SPEED) (25) No. 4 Planetary Gears
(8) No. 1 Carrier (17) Ring Gear for No. 4 Clutch (26) No. 3 Sun Gear
(9) Coupling Gear for No. 1 Clutch (18) No. 5 Clutch (FIRST SPEED) (27) No. 3 Planetary Gears
(10) No. 1 Clutch (REVERSE) (19) Hub (28) No. 2 Planetary Gears
(11) No. 2 and No. 3 Carrier (20) No. 4 Carrier (29) No. 2 Sun Gear
(12) No. 2 Clutch (FORWARD) (21) No. 4 Sun Gear (30) Ring Gear
(13) Ring Gear for No. 2 Clutch (22) Input Shaft (31) No. 1 Planetary Gears
(14) No. 3 Clutch (THIRD SPEED) (23) Output Shaft
(15) Ring Gear for No. 3 Clutch (24) Rotor

When the transmission is in FIRST SPEED
REVERSE, No. 5 clutch (18) and No. 1 clutch (10)
are engaged. The No. 1 clutch holds coupling gear
(9) for No. 1 clutch stationary.
No. 5 clutch (18) locks hub (19) to No. 4 carrier (20)
and No. 3 ring gear (15) for No. 3 clutch.
Input shaft (22) turns No. 1 sun gear (7). No. 1 sun
gear turns No. 1 planetary gears (31). No. 1 carrier
(8) is a direct mechanical connection with coupling
gear (9).
Since coupling gear (9) is held stationary by the No.
1 clutch, No. 1 carrier (8) is held.
The rotation of No. 1 planetary gears (31) on the
shafts causes ring gear (30) to turn in the opposite
direction as input shaft (22). Ring gear (30) is a direct
mechanical connection with No. 2 and No. 3 carrier
(11).
As No. 2 and No. 3 carrier (11) turns, No. 3 planetary
gears (27) turn. The No. 3 planetary gears turn ring
gear (15) for No. 3 clutch (14) and No. 3 sun gear
(26). No. 3 sun gear (26) turns output shaft (23).
Ring gear (15) for No. 3 clutch turns No. 4 carrier
(20). The No. 4 carrier is connected to hub (19).
The power is directed from No. 4 carrier (20) to the
No. 5 clutch, and then through hub (19) to output
shaft (23).
As a result, torque to output shaft (23) is divided
through No. 3 sun gear (26), hub (19), and No. 4
sun gear (21).
From the output shaft, the power goes to the transfer
and bevel gears.
Second Speed Reverse
When the transmission is in SECOND SPEED
REVERSE, No. 4 clutch (16) and No. 1 clutch (10)
are engaged. The No. 1 clutch holds coupling gear
(9) stationary.
The No. 4 clutch holds ring gear (17) for No. 4 clutch
stationary. Input shaft (22) turns No. 1 sun gear (7).
No. 1 sun gear turns No. 1 planetary gears (31). No.
1 carrier (8) is a direct mechanical connection with
coupling gear (9) for No. 1 clutch.
Since coupling gear (9) for No. 1 clutch is held
stationary by the No. 1 clutch, No. 1 carrier (8) is
held. The rotation of No. 1 planetary gears (31) on the
shafts causes ring gear (30) to turn in the opposite
direction as input shaft (22).
Ring gear (30) is a direct mechanical connection with
No. 2 and No. 3 carrier (11). As the No. 2 and No. 3
carrier turns, No. 3 planetary gears (27) turn.
37
Systems Operation Section
No. 3 planetary gears (27) turn ring gear (15) for No.
3 clutch and No. 3 sun gear (26). No. 3 sun gear (26)
turns output shaft (23). Ring gear (15) for No. 3 clutch
turns No. 4 carrier (20).
Since ring gear (17) for No. 4 clutch is held stationary
by the No. 4 clutch, No. 4 planetary gears (25) move
around the inside of the ring gear. The movement of
No. 4 planetary gears (25) causes No. 4 sun gear (21)
to turn. The No. 4 sun gear turns output shaft (23).
As a result, torque to output shaft (23) is divided
through No. 3 sun gear (26) and No. 4 sun gear
(21). From the output shaft, power goes through
the transfer and bevel gear and through the service
brakes to the final drives.
Third Speed Reverse
When the transmission is in THIRD SPEED
REVERSE, No. 3 clutch (14) and No. 1 clutch (10)
are engaged.
The No. 1 clutch holds coupling gear (9) for No. 1
clutch stationary. The No. 3 clutch holds ring gear
(15) for No. 3 clutch stationary.
Input shaft (22) turns No. 1 sun gear (7). No. 1 sun
gear turns No. 1 planetary gears (31). No. 1 carrier
(8) is a direct mechanical connection with coupling
gear (9).
Since coupling gear (9) for No. 1 clutch is held
stationary by the No. 1 clutch, No. 1 carrier (8) is
held. The rotation of No. 1 planetary gears (31) on the
shafts causes ring gear (30) to turn in the opposite
direction as input shaft (22).
Ring gear (30) is a direct mechanical connection with
No. 2 and No. 3 carrier (11).
Since ring gear (15) for No. 3 clutch is held stationary
by the No. 3 clutch, the No. 3 planetary gears (27)
move around the inside of the ring gear.
The movement of No. 3 planetary gears (27) causes
No. 3 sun gear (26) to turn. No. 3 sun gear turns
output shaft (23).
From output shaft (23), power goes through the
transfer and bevel gears.
38
Systems Operation Section

i02046377

Transmission Hydraulic
Control
SMCS Code: 3073

g01056512
Illustration 51
Transmission Hydraulic Control
(1) Main Relief Valve (5) Port for No. 5 Clutch (9) Modulating Valve for No. 5 Clutch
(2) Port for No. 3 Clutch (6) Port for No. 4 Clutch (10) Modulating Valve for No. 1 Clutch
(3) Port for No. 2 Clutch (7) Modulating Valve for No. 4 Clutch (11) Modulating Valve for No. 2 Clutch
(4) Port for No. 1 Clutch (8) Transmission Output Speed Sensors (12) Modulating Valve for No. 3 Clutch

The transmission hydraulic control contains the main

relief valve and the five modulating valves for the
transmission clutches. The transmission hydraulic
control is mounted on the top of the transmission.

Oil from the transmission charging section of the

power train oil pump passes through the transmission
charge filter to the transmission hydraulic control.

The five modulating valves control the flow of this

oil to the transmission clutches. Main relief valve (1)
maintains the maximum pressure that is available
to the transmission clutches and the brake control
valve. Also, main relief valve (1) protects from
pressure spikes.
 39
Systems Operation Section

Transmission Modulating Valves

g01078907
Illustration 52
Transmission Modulating Valve
(13) Solenoid (21) Drain
(14) Ball (22) Pin
(15) Orifice (BB) Cutaway Section
(16) Pressure Tap (CC) Component Surface
(17) Valve Spool (FF) Activated Component
(18) Spring (GG) Tank Pressure
(19) Pump Supply Oil (JJ) High Pressure
(20) Passage to Clutch (KK) First Pressure Reduction

Each clutch is controlled by a transmission
modulating valve. Solenoid (13) is energized in order
to engage the corresponding clutch.
The modulating valve allows the respective clutch
to fill with oil to a pressure that is determined by the
amount of current going to the solenoid. The power
train ECM determines the amount of current that is
supplied to the solenoid.
The amount of current that is supplied to the
solenoid is determined by the response of the
machine, which includes the following indicators:
As clutch pressure increases, the pressure plus
the force of spring (18) move the spool back to the
left. When maximum clutch pressure is reached, a
balance is maintained between clutch pressure and
solenoid (13). The spool is in a metering position.
De-energizing the solenoid returns pin (22) to the left.
The pressure on the left end of the spool forces the
ball away from the orifice. Pressure on the left end
of the spool drains through drain (21). This allows
the spool to shift to the left. Clutch pressure is now
directed to the drain and the clutch is disengaged.

• Speed sensors
• Gear selection
• Oil temperature
As current is applied to the solenoid, pin (22) extends
to the right. The pin moves ball (14) closer to orifice
(15). The ball restricts the amount of oil to drain (21).
This increases the pressure on the left end of valve
spool (17).

As the pressure at the left end of the spool increases,

the spool shifts to the right. Pump oil is now directed
to the clutch through passage (20). When the clutch
fills, pressure begins to increase and the clutch
engages.
40
Systems Operation Section

Main Relief Valve

g01078908
Illustration 53
Main Relief Valve
(19) Pump Supply Oil (27) Slug (CC) Component Surface
(23) Adjustment Screw (28) Passage to Transmission Hydraulic (FF) Activated Components
(24) Spring Control (GG) Tank Pressure
(25) Spool (29) Passage to Power Train Lube Circuit (HH) Lubricating Oil
(26) Slug Chamber (BB) Cutaway Section (JJ) High Pressure

Pump supply oil enters the main relief valve through

the passage (19). This oil enters a hole in spool (25)
and flows through an internal passage in the spool.
The pressure of this oil is felt in slug chamber (26).

The oil acts on slug (27). Slug (27) cannot move

to the right. Therefore, the oil pressure will push
spool (25) to the left. When the oil pressure in slug
chamber (26) exceeds the force of spring (24), the
spool moves to the left.

When the spool moves to the left, pump oil is allowed

to exit through passage (29) to the power train lube
circuit. This oil supplements the oil from the lube
distribution manifold.

When the pressure of pump supply oil (19) is no

longer high enough to overcome the force of spring
(24), spool (25) shifts back to the right.

The pressure setting of the main relief valve may be

adjusted with adjustment screw (23).
 41
Systems Operation Section

i02046380

Differential Steering System

SMCS Code: 4005; 4010

g01078964
Illustration 54
Differential Steering System
(1) Ring Gear (9) Bevel Gear (17) Carrier
(2) Sun Gear (10) Stationary Ring Gear (18) Planetary Gears
(3) Carrier (11) Planetary Gears (19) Ring Gear
(4) Outer Axle Shaft (12) Outer Axle Shaft (20) Steering Differential
(5) Planetary Gears (13) Sun Gear (21) Bevel Gear Set
(6) Steering Motor Input (14) Carrier (22) Planetary Gear Train
(7) Sun Gear (15) Inner Axle Shaft
(8) Transmission Pinion (16) Bevel Gear Shaft

Steering differential (20) receives power from the The following components are mechanically
following two components: connected with the steering differential:

• Transmission • Bevel gear set (21) of the transmission

• Steering Motor • Planetary gear train (22)
The transmission controls the speed and the • Brakes (not shown)
direction of movement (FORWARD or REVERSE).
The direction of rotation of the transmission pinion The components that are listed above are
determines the direction of machine travel. The connected by the following components:
speed of the transmission pinion determines the
speed of travel. • Two outer axle shafts (4) and (12)
The steering motor increases the speed of one track • Inner axle shaft (15)
and the motor decreases the speed of the other track
in order to turn the machine. The direction of rotation • Bevel gear shaft (16)
of the steering motor determines the direction of the
turn. The speed of the steering motor determines the Power is transmitted through the outer axle shafts to
tightness of the turn. the final drives.
42
Systems Operation Section

Transmission Power Flow

g01078965
Illustration 55
Differential Steering System (Straight Line Forward)
(1) Ring Gear (8) Transmission Pinion (15) Inner Axle Shaft
(2) Sun Gear (9) Bevel Gear (16) Bevel Gear Shaft
(3) Carrier (10) Stationary Ring Gear (17) Carrier
(4) Outer Axle Shaft (11) Planetary Gears (18) Planetary Gears
(5) Planetary Gears (12) Outer Axle Shaft (19) Ring Gear
(6) Steering Motor Input (13) Sun Gear
(7) Sun Gear (14) Carrier

When the machine is moving in a straight line, only
the transmission inputs power into the differential
steering system. Steering motor input (6) is in the
HOLD position.
Power from the transmission flows through
transmission pinion (8) to bevel gear (9).
The power that is sent to the outer axles is equal. The
direction of axle rotation is equal. The machine will
move in a straight line. The speed of travel depends
on the speed of rotation of transmission pinion (8).
The direction of travel (FORWARD or BACKWARD)
depends on the direction of rotation of transmission
pinion (8).

Bevel gear (9) sends the power through bevel gear

shaft (16) to carrier (17). Carrier (17) transfers power
to planetary gears (18).

Some of the power goes through planetary gears

(18) to ring gear (19). The rest of the power goes
through the planetary gears to sun gear (7).

Ring gear (19) sends power through carrier (3) to

outer axle shaft (4).

Sun gear (7) sends power through inner axle shaft

(15) to sun gear (13). Sun gear (13), planetary gears
(11), carrier (14) and stationary ring gear (10) multiply
the power. The power is sent to outer axle shaft (12).
 43
Systems Operation Section

Steering Power Flow

g01078966
Illustration 56
Differential Steering System (Sharp Left Turn)
(1) Ring Gear (8) Transmission Pinion (15) Inner Axle Shaft
(2) Sun Gear (9) Bevel Gear (16) Bevel Gear Shaft
(3) Carrier (10) Stationary Ring Gear (17) Carrier
(4) Outer Axle Shaft (11) Planetary Gears (18) Planetary Gears
(5) Planetary Gears (12) Outer Axle Shaft (19) Ring Gear
(6) Steering Motor Input (13) Sun Gear
(7) Sun Gear (14) Carrier

When the machine is making a sharp turn, only

the steering motor inputs power into the differential
steering system. Transmission pinion (8) is in the
NEUTRAL position.

Steering motor input (6) sends power through ring

gear (1) to planetary gears (5).

Power through planetary gears (5) goes in two

directions. Some of the power goes through the
planetary gears to sun gear (2). The rest of the power
goes through carrier (3) to outer axle shaft (4).

Sun gear (2) sends power through inner axle shaft

(15) to sun gear (13). Sun gear (13), planetary gears
(11), carrier (14) and stationary ring gear (10) multiply
the power. The power is sent to outer axle shaft (12).

Power to both outer axle shafts is equal but the

direction of rotation is opposite. The machine rotates
about the center of the machine. The direction of
the turn depends on the direction of rotation of the
steering motor.
44
Systems Operation Section

Combined Transmission and

Steering Power Flow

g01078967
Illustration 57
Differential Steering System (Gradual Left Turn)
(1) Ring Gear (8) Transmission Pinion (15) Inner Axle Shaft
(2) Sun Gear (9) Bevel Gear (16) Bevel Gear Shaft
(3) Carrier (10) Stationary Ring Gear (17) Carrier
(4) Outer Axle Shaft (11) Planetary Gears (18) Planetary Gears
(5) Planetary Gears (12) Outer Axle Shaft (19) Ring Gear
(6) Steering Motor Input (13) Sun Gear
(7) Sun Gear (14) Carrier

When the machine makes a gradual turn, the
machine is moving forward and turning at the same
time. The power from the steering motor and the
power from the transmission act together on the
differential steering system.
The power from transmission pinion (8) follows
the same path through the system. Refer to the
“Transmission Power Flow” section.
The power from steering motor input (6) flows
differently through the system. The power does not
flow in two directions. The steering power flows
through the system to one outer axle or to the other
outer axle.
When the machine makes a left turn, the rotation of
steering motor input (6) and transmission pinion (8)
are the same direction. Power from steering motor
input (6) flows to ring gear (1). Ring gear (1) transfers
power through planetary gears (5) to sun gear (2).
Sun gear (2) sends the power through inner axle
shaft (15) to sun gear (13). The combined power
through the inner axle shaft that flows to sun gear
(13) is multiplied by sun gear (13), planetary gears
(11), carrier (14) and stationary ring gear (10). The
power is sent to outer axle shaft (12). The power
causes outer axle shaft (12) to increase in speed.
When one side of the differential speeds up, the other
side of the differential slows down an equal amount.
The increase in power causes the speed of the sun
gears to increase. When the speed of sun gear (2)
increases, the speed of ring gear (1) decreases. The
decrease in speed of ring gear (1) causes carrier (3)
to decrease in speed as well as the speed of outer
axle shaft (4).
The resulting speed difference between outer axle
shafts causes the machine to turn left.
 45
Systems Operation Section

When the machine makes a right turn, the rotation of

steering motor input (6) is opposite the rotation of
transmission pinion (8). Power from steering motor
input (6) flows to ring gear (1). Ring gear (1) transfers
power through planetary gears (5) to carrier (3).

The combined power goes through carrier (3) to outer

axle shaft (4). The power causes outer axle shaft (4),
carrier (3) and ring gear (1) to increase in speed.

When ring gear (1) increases in speed, this causes

sun gear (2) to decrease in speed. The decrease in
speed of sun gear (2) causes inner axle shaft (15),
sun gear (13), carrier (14) and outer axle shaft (12) to
decrease in speed also.

The resulting speed difference between the outer

axle shafts causes the machine to turn to the right.

The amount of power to the axle shafts is controlled

by the transmission. Also, the direction of rotation of
the axle shafts is controlled by the transmission.

The amount of speed difference between the axle

shafts and the direction of turn are controlled by the
steering motor. The speed of the steering motor input
determines the tightness of the turn. A faster motor
speed causes a sharper turn. The direction of rotation
of the steering motor controls the direction of the turn.

Refer to Table 2 for the direction of rotation during the

various operations.

Table 2

Left Turn Left Turn Right Turn Right Turn

FORWARD REVERSE FORWARD REVERSE
Rotation of Steering Clockwise Counterclockwise Counterclockwise Clockwise
Motor Input (6)
Rotation of Clockwise Counterclockwise Clockwise Counterclockwise
Transmission Pinion
(8)
Position of Steering Pushed Forward Pulled Back Pulled Back Pushed Forward
Control Lever
46
Systems Operation Section

i02005706

Transfer and Bevel Gears

SMCS Code: 3011; 3256; 3281

g01037482
Illustration 58
Transfer and Bevel Gears
(1) Pinion Gear (4) Transmission Output shaft (7) Output Shaft
(2) Yoke (5) Transfer Gear (8) Bevel Gear
(3) Transmission Input shaft (6) Transfer Gear (9) Input Shaft

A drive shaft assembly connects the yoke on
the torque converter to yoke assembly (2). Yoke
assembly (2) is connected to transmission input shaft
(3) by splines.
When a speed and direction are selected, the
power is sent from the planetary transmission to
transmission output shaft (4). Pinion gear (1) is
splined to transmission output shaft (4). Therefore,
power is transferred from transmission output shaft
(4) to pinion gear (1).
Transfer gear (5) turns transfer gear (6). Transfer
gear (6) is connected to output shaft (7) by splines.
Therefore, output shaft (7) turns.
Output shaft (7) is connected by splines to the carrier
of the steering differential.
Lubrication oil enters through passages in the transfer
case in order to lubricate the bevel gear, the pinion,
and the transfer gears. The lubrication oil sprays all
of the components from a tube in the transfer case.

Pinion gear (1) turns bevel gear (8). Bevel gear (8) is
bolted to transfer gear (5). Therefore, transfer gear
(5) also turns.
 47
Systems Operation Section

i02046384 Brake Components

Service Brakes
SMCS Code: 4251

The brake system includes a left brake, a right brake,

and a brake control valve. The brakes are used as
both service brakes and parking brakes.

When the brakes are used as service brakes, the

brake control valve modulates the pressure of the oil
that is sent to the left and right brakes in proportion
to the position of the brake pedal. This allows the
brakes to be controlled proportionally from zero
engagement to full engagement.

When the brakes are used as parking brakes, the

brake control valve works as an ON/OFF valve.
When the parking brake switch is ON, the parking
brake solenoid valve will drain all oil to the left and
right brakes in order to fully engage the brakes.
When the parking brake switch is OFF, high pressure
oil fully releases the brakes. This braking mode can
not be used when the machine is moving.

g01056773
Illustration 59
Brake Assembly
(1) Retainer
(2) Hub
(3) Discs and Plates
(4) Piston
(5) Housing
(6) Belleville Springs
(7) Chamber

The brake is engaged by belleville springs (6). The

brake is released by pressure oil from the brake
control valve. The operator controls the brake
control valve through a foot pedal in the operator’s
compartment and through the parking brake switch.

Because hydraulic pressure is required to disengage

the brakes, the brakes fully engage in the case of
lost hydraulic pressure.

During movement of the machine, pressure oil is sent

through a passage in housing (5) to chamber (7).
The pressure holds the service brake in the released
position. This allows hub (2) and the outer axle shafts
to turn.
48
Systems Operation Section

When the brake pedal is depressed, chamber (7) is

open to the drain and the pressure oil is released.
The release of the pressure allows belleville springs
(6) to push piston (4) against the disc and plates (3).

The friction between the disc and plates (3) stops

the rotation of hub (2) and the outer axle shaft. The
machine comes to a stop.

Operation of the Brake Control

Valve

g01079186
Illustration 60
Brake Control Valve
(8) Shutoff Valve (18) Pilot Pressure Chamber (28) Slots
(9) Chamber (19) Passage (29) Spring
(10) Pilot Valve (20) Reducing Spool (BB) Cutaway Section
(11) Proportional Brake Solenoid (21) Feedback Chamber (CC) Component Surface
(12) Accumulator Piston (22) Supply Chamber (FF) Activated Components
(13) Parking Brake Solenoid (23) Passage to Brakes (GG) Tank Pressure
(14) Secondary Brake Solenoid (24) Pump Supply Oil (JJ) High Pressure
(15) Secondary Brake Valve (25) Spool (KK) First Pressure Reduction
(16) Parking Brake Valve (26) Hole (PP) Pilot Pressure
(17) Check Valve (27) Passage

Because Illustration 60 is a cutaway view, all of
the following components are not visible. This
Illustration only shows one of the components.
See Illustration 61 in order to see all of the
following components.
• Secondary brake solenoid (14)
• Secondary brake valve (15)
• Second reducing spool (20)
• Second passage (23) for the brakes
The brake control valve is installed on the top of
the bevel gear case. The brake control valve is
controlled by the power train ECM. The power train
ECM responds to the operator’s movement of the
service brake pedal and to the position of the parking
brake switch.
The brake control valve contains parking brake
solenoid (13) and secondary brake solenoid (14).
These solenoids are either full ON or full OFF.
Parking brake solenoid (13) is controlled by the
parking brake switch through the power train ECM.
Secondary brake solenoid (14) is controlled by the
service brake switch through the power train ECM.
The service brake switch is at the end of the travel of
the service brake pedal.
One pilot valve (10) is used for both the left brake and
the right brake. The brake pressure in each brake is
controlled by reducing spools (20).
In addition, the brake control valve includes shutoff
valve (8). If the pressure from pilot valve (10) drops
suddenly, the shutoff valve gradually drains the
brake pressure. This shutoff valve prevents sudden
brake engagement due to an electrical failure. At the
same time, the operator can rapidly apply the brakes
because of the secondary brake valve.
Proportional brake solenoid (11) is controlled by the
power train ECM. This solenoid sets the pressure
in pilot valve (10). Pilot valve (10) regulates the
pressure in chamber (9), in passage (27), and in
pilot pressure chamber (18). The power train ECM
determines the current to proportional brake solenoid
(11) by the position of the service brake pedal.
Accumulator piston (12) reduces fluctuations in pilot
pressure. Accumulator piston (12) accumulates oil
at pilot pressure. The pressure in pilot pressure
chamber (18) moves accumulator piston (12) to the
left. The movement increases the supply of oil to the
reducing spool. Fluctuations in pilot pressure due to
the movement of the reducing spool is reduced. Also,
a supply of oil is provided for the operation of shutoff
valve (8).
49
Systems Operation Section
The brake control valve is supplied by the
transmission charging section of the power train
oil pump. When the system demands are high, the
priority valve supplements the supply oil with oil from
the torque converter charging section of the power
train oil pump.
Pump supply oil enters the brake control valve
through passage (24). Supply oil fills supply chamber
(22) and supply oil also flows through a screened
orifice to chamber (9). The pressure in chamber (9) is
regulated by pilot valve (10).
Pressure in chamber (9) increases until the poppet
in pilot valve (10) is forced open. The open poppet
sends oil from chamber (9) to the drain in order to
maintain a constant pressure in chamber (9). The
pressure that is required to open the poppet in pilot
valve (10) is determined by the force that is applied
to the poppet by proportional brake solenoid (11).
Oil from chamber (9) flows into pilot pressure
chamber (18) through passage (27) and hole (26).
At the same time, brake pressure to the brakes in
passage (23) flows through passage (19) and into
feedback chamber (21).
When the pressure in pilot pressure chamber (18) is
greater than the brake pressure in feedback chamber
(21) plus a small amount determined by the spring at
the right end of the spool, reducing spool (20) moves
to the right. This movement opens the passage from
supply chamber (22) to the brakes through passage
(23).
When the brake passages and brake chambers are
full of oil, the pressure in feedback chamber (21)
increases. The increased pressure moves reducing
spool (20) to the left. The passage from supply
chamber (22) closes.
In order to account for leakage, reducing spool (20)
continues to meter the necessary amount of oil to
the brakes.
When the operator calls for increased brake
engagement, the ECM lowers the current to
proportional brake solenoid (11). The reduced force
allows pressure in chamber (9) to open the poppet
in pilot valve (10). The open pilot valve relieves the
pressure from chamber (9) and from pilot pressure
chamber (18) through hole (26) and passage (27).
The pressure to the brakes through passage (23)
and feedback chamber (21) moves reducing spool
(20) to the left.
When reducing spool (20) shifts to the left, the oil
drains through passage (23). Oil flows from the
brakes to the drain until the pressure in pilot pressure
chamber (18) and the brake pressure in feedback
chamber (21) are again balanced. Then, reducing
spool (20) closes the passage to the drain.
50
Systems Operation Section

If an electrical failure causes pilot valve (10) to

suddenly lower the pressure in chamber (9), shutoff
valve (8) reacts in order to maintain the pressure in
pilot pressure chamber (18).

The higher pressure in pilot pressure chamber (18)

causes spool (25) to move to the left. Initially, hole
(26) is covered by the right end of shutoff valve (8).
As spool (25) continues to move to the left, hole
(26) is then uncovered by slots (28). The slots are
machined into shutoff valve (8). When the pressure
in pilot pressure chamber (18) is reduced to less
than the force of spring (29), spool (25) moves
back to the right in order to cover hole (26) again.
Pressure in chamber (18) then flows through the
clearance between spool (25) and shutoff valve (8).
As the pressure in chamber (18) lowers, spring (29)
slowly moves spool (25) to the right until hole (26) is
uncovered again, at the right end of shutoff valve (8).
The pressure that remains in chamber (18) is then
released through hole (26), passage (27) and pilot
valve (10). This results in a gradual application of the
brakes by the springs in the brakes.

When the switch at the end of the travel of the

service brake pedal makes contact, secondary brake
solenoid (14) is connected directly to the battery.
Also, when the parking brake switch is in the ON
position, parking brake solenoid (13) is connected
directly to the battery.

When either parking brake solenoid (13) or secondary

brake solenoid (14) is ON, the corresponding parking
brake valve (16) or secondary brake valve (15) opens
and the valve drains the oil in pilot pressure chamber
(18) through check valve (17). Reducing spool (20)
immediately relieves all pressure to the brakes. The
brakes fully engage.
 51
Systems Operation Section

Service Brake and Parking Brake

Operation
Service Brakes Released

Illustration 61
Brake Control Valve
(11) Proportional Brake Solenoid
(13) Parking Brake Solenoid
(14) Secondary Brake Solenoid
(15) Secondary Brake Valve
(16) Parking Brake Valve
(20A) Reducing Spool (Left Brake)
(20B) Reducing Spool (Right Brake)
(23A) Passage to Left Brake
(23B) Passage to Right Brake
(24) Pump Supply Oil
(BB) Cutaway Section
(CC) Component Surface
g01079189
(FF) Activated Components
(GG) Tank Pressure
(JJ) High Pressure
(KK) First Pressure Reduction
(PP) Pilot Pressure

When the operator releases the service brake pedal,

the position sensor sends a signal to the power train
ECM. The power train ECM increases the current
to proportional brake solenoid (11). The amount
of current that is sent to the solenoid is directly
proportional to the position of the service brake pedal.

The increased current increases pilot pressure to

reducing spool (20A) and reducing spool (20B). The
reducing spools move downward in order to allow
pump oil to flow to the brakes through passage (23A)
and (23B). The pressure releases the brakes.
52
Systems Operation Section

Service Brakes Engaged

g01079191
Illustration 62
Brake Control Valve
(11) Proportional Brake Solenoid (23B) Passage to Right Brake
(13) Parking Brake Solenoid (24) Pump Supply Oil
(14) Secondary Brake Solenoid (BB) Cutaway Section
(15) Secondary Brake Valve (CC) Component Surface
(16) Parking Brake Valve (FF) Activated Components
(20A) Reducing Spool (Left Brake) (GG) Tank Pressure
(20B) Reducing Spool (Right Brake) (JJ) High Pressure
(23A) Passage to Left Brake (KK) First Pressure Reduction

Note: Illustration 62 shows the service brakes when
the brakes are completely engaged. The following
text explains the engagement of the service brakes
from zero engagement to full engagement.
When the operator pushes the service brake pedal
toward the floor, the position sensor sends a signal
to the power train ECM. The power train ECM
decreases the current to proportional brake solenoid
(11). The amount of current that is sent to the
solenoid is directly proportional to the position of the
brake pedal.
The decreased current reduces pilot oil pressure
to reducing spools (20A) and (20B). The reducing
spools move upward in order to relieve oil pressure
to the brakes through passage (23A) and passage
(23B) by partially opening the brake circuits to the
drain.
When the operator pushes the service brake pedal
all the way to the floor, secondary brake solenoid
(14) is energized. Secondary brake valve (15) allows
any remaining pilot pressure to flow to the drain.
Reducing spools (20A) and (20B) shifts upward in
order to drain the oil that goes to the brakes through
passage (23A) and (23B). The brakes fully engage.
 53
Systems Operation Section

Parking Brake Engaged

g01079193
Illustration 63
Brake Control Valve
(11) Proportional Brake Solenoid (23B) Passage to Right Brake
(13) Parking Brake Solenoid (24) Pump Supply Oil
(14) Secondary Brake Solenoid (BB) Cutaway Section
(15) Secondary Brake Valve (CC) Component Surface
(16) Parking Brake Valve (FF) Activated Components
(20A) Reducing Spool (Left Brake) (GG) Tank Pressure
(20B) Reducing Spool (Right Brake) (JJ) High Pressure
(23A) Passage to Left Brake (KK) First Pressure Reduction

Note: The parking brake may not be engaged when

the machine is moving.

When the parking brake switch is ON, parking brake

solenoid (13) is energized. Parking brake valve (16)
allows all pilot oil to drain. Reducing spool (20A) and
(20B) shifts upward in order to drain the oil to the
brakes in passage (23A) and passage (23B). The
brakes fully engage.
54
Systems Operation Section

i02046390

Final Drive
SMCS Code: 4003; 4050; 4059

g01056775
Illustration 64
Final Drive
(1) Axle (5) Inner Sun Gear (9) Inner Carrier
(2) Sprocket Segments (6) Outer Sun Gear (10) Hub
(3) Inner Planetary Gear (7) Outer Carrier (11) Duo-Cone Seals
(4) Outer Planetary Gear (8) Ring Gear

The outer axles transfer power to the final drives. The
final drives transfer the power to the tracks. The final
drives increase torque by a double speed reduction
through the planetary gears.
Axle shaft (1) sends power to the final drive. Inner
sun gear (5) is splined to axle shaft (1). The rotation
of the axle shaft and of the inner sun gear turns inner
planetary gears (3).
Ring gear (8) is a stationary component. As inner
planetary gears (3) turn, the gears move around
the inside of ring gear (8). The movement of inner
planetary gears (3) around the inside of ring gear (8)
causes inner carrier (9) to turn.
Inner carrier (9) is splined to outer sun gear (6). The
rotation of inner carrier (9) causes outer planetary
gears (4) to turn.
The outer planetary gears move around the inside of
ring gear (8). This movement causes outer carrier
(7) and hub (10) to turn. This sends the power to
sprocket segments (2) and to the track.
All components get lubrication oil as the gears move
and oil is thrown inside the final drives. This is known
as splash lubrication.
 55
Systems Operation Section

i02062424

Undercarriage
SMCS Code: 4150

Components of the Undercarriage

g01056825
Illustration 65
Undercarriage
(1) Rear Idler (5) Recoil Oscillation Guide (9) Major Bogie
(2) Rear Track Roller Frame (6) Front Track Roller Frame (10) Minor Bogie
(3) Pivot Shaft (7) Track (11) Track Roller
(4) Access Port for Track Adjustment (8) Front Idler

The undercarriage consists of the following major Track Rollers – Eight track rollers (11) on each side
components: guide the tracks.

Track Roller Frames – The track roller frames Tracks – Tracks (7) are sealed and lubricated for
consist of front track roller frame (6) and rear track extended service life.
roller frame (2).

Pivot Shaft – Pivot shaft (3) connects the roller

frames to the machine main frame. Each roller frame
can oscillate at the pivot shaft.

Equalizer Bar – The equalizer bar connects the two

roller frames at the front of the machine. Oscillation
of the roller frame is controlled by the equalizer bar.

Track Idlers – Front idler (8) is installed on front

track roller frame (6). Rear idler (1) is installed on
rear track roller frame (2).

Major Bogies – Each major bogie (9) contains

a cartridge pin. Minor bogies (10) pivot on these
cartridge pins.

Minor Bogies – Each minor bogie (10) supports two

track rollers (11).
56
Systems Operation Section

Track Roller Frame

Illustration 66
Track Roller Frame
(2) Rear Track Roller Frame
(4) Access Port for Track Adjustment
g01079733
(5) Recoil Oscillation Guide
(6) Front Track Roller Frame

g01056844
Illustration 67
Recoil Spring Assembly
(12) Valves (14) Piston (16) Spring
(13) Cylinder Assembly (15) Tube Assembly (17) Retainer

The track roller frame can be separated into two
sections. Front track roller frame (6) has a large tube
assembly that telescopes or slides into rear track
roller frame (2). The recoil spring assembly is inside
this tube.
A groove is machined in the outer diameter of the
tube. Recoil oscillation guide (5) is installed in rear
track roller frame (2). After installation, the oscillation
guide is in alignment with the groove in the tube.
The oscillation guide prevents any rotation of the
tube inside the rear section of the track roller frame.
The guide allows the tube to move back and forth in
the frame section during recoil.
Valves (12) are used for moving the front roller frame
in order to adjust the track. When grease is pumped
into the filler valve through access port (4) for the
track adjustment, piston (14) moves in a forward
direction. This movement causes the front track roller
frame to move out of the rear roller frame. The track
tightens. Tension on the track is released by a relief
valve.
 57
Systems Operation Section

Track Roller Track Idler

g01056870 g01056871
Illustration 68 Illustration 69
Double Flange Track Roller Track Idler
(18) Shaft (18) Shaft
(19) Thrust Washer (19) Thrust Washer
(20) Duo-Cone Seal (20) Duo-Cone Seal

The track rollers are fastened to the minor bogies.
The track rollers are in contact with the inside
surfaces of the track links. Flanges on the track
rollers prevent movement of the track from side to
side. The inside surfaces of the track links equally
distribute the weight of the machine over the track.
Each track roller frame has eight track rollers. Four of
the rollers are single flange rollers. Four of the rollers
are double flange rollers.
Each track roller frame has a front idler and a rear
idler.
The idler has Duo-Cone seals (20) at each end of
shaft (18). Thrust washers (19) absorb the side load
on the idler. The center of shaft (18) is an oil reservoir.
This oil is used for lubrication of the bearing surfaces.

Rollers are arranged in the following sequence. Start

at the front of the machine.

No. 1 Roller – Single flange

No. 2 Roller – Single flange

No. 3 Roller – Double flange

No. 4 Roller – Double flange

No. 5 Roller – Double flange

No. 6 Roller – Double flange

No. 7 Roller – Single flange

No. 8 Roller – Single flange

The track rollers have Duo-Cone seals (20) at both

ends of shaft (18). Thrust washers (19) absorb the
side load on the roller. The center of shaft (18) is
an oil reservoir. This oil is used for lubrication of the
bearing surfaces.
58
Systems Operation Section

Tracks Thrust ring (30) is installed on pin (27). The thrust

ring provides a specific amount of compression to
the seal assemblies. This controls the end play (free
movement) of the track link joint. The arrangement
of the seal assemblies and the thrust rings keeps the
oil in the track link joint. The seals also keep foreign
material out of the track link joint.

Pin (27) has cavity (25) which is almost the full length
of the pin. Hole (23) is drilled radially in the pin near
the center of the pin. Radial hole (23) allows oil to go
to the surface between pin (27) and bushing (24).
This oil lubricates the pin and the bushing. This oil
also lubricates the lip of the seal ring. The lip of the
seal ring must be kept lubricated in order to prevent
wear.

Oil is kept in cavity (25) by stopper (32) and plug

(31). Oil is installed in the track pin through a hole in
the center of stopper (32). When the cavity is filled,
plug (31) is installed in the stopper.

Equalizer Bar

g01056872
Illustration 70
Track Assembly
(21) Seal Assembly
(22) Track Link
(23) Hole
(24) Bushing
(25) Cavity
(26) Track Link
(27) Pin
(28) Track Link
(29) Track Link
(30) Thrust Ring
(31) Plug
(32) Stopper

Each track link fits over the preceding track link.

Track link (22) fits over track link (29). Track link
(26) fits over track link (28). Each track link has a g01056873
counterbore in the end that fits with the preceding Illustration 71
track link. The connection of the track links make up Equalizer Bar
the track assembly. (33) Equalizer Bar Saddle
(34) Rubber Pads
Seal assembly (21) is installed in the counterbores (35) Track Roller Frames
(36) Pin
of each track link. Each seal assembly has a load (37) Equalizer Bar
ring and a seal ring. The load ring pushes the seal (38) Track Roller Frame
ring against the end of bushing (24) and the link
counterbore. The seal ring provides a positive seal The track roller frames are connected together at
between the bushing and the link counterbore. the front by equalizer bar (37). Spherical bearings
connect the equalizer bar to track roller frame (35)
and (38).
 59
Systems Operation Section

The equalizer bar pivots in the center around pin

(36). Rubber pads (34) on the top of the equalizer bar
control the amount of oscillation of the equalizer bar.

Pivot Shaft

g01056874
Illustration 72
Connection of Pivot Shaft to Track Roller Frame
(39) Bushing
(40) Bushing
(41) Track Roller Frame
(42) Pivot Shaft

The track roller frames are connected at the rear by

pivot shaft (42). The pivot shaft is also connected to
the main frame of the machine.

The track roller frames oscillate about the pivot shaft

on bushings (39) and (40).
60
Testing and Adjusting Section

Testing and Adjusting

Section

Testing and Adjusting

i02127319

General Testing and Adjusting

Information
SMCS Code: 3030

This is temporary story to get the book to build.

 61
Index Section

Index
D S

Differential Steering System .................................. 41 Service Brakes ...................................................... 47

Combined Transmission and Steering Power Brake Components ............................................ 47
Flow.................................................................. 44 Operation of the Brake Control Valve ................ 48
Steering Power Flow.......................................... 43 Service Brake and Parking Brake Operation ..... 51
Transmission Power Flow .................................. 42 Systems Operation Section ................................... 4

F T

Final Drive ............................................................. 54 Table of Contents................................................... 3

Testing and Adjusting ............................................ 60
Testing and Adjusting Section ............................... 60
G Torque Divider ....................................................... 19
Operation of the Torque Converter .................... 20
General Information............................................... 4 Operation of the Torque Divider ......................... 21
General Testing and Adjusting Information............ 60 Torque Converter Inlet Relief Valve ................... 23
Torque Converter Outlet Relief Valve................. 22
Transfer and Bevel Gears ..................................... 46
I Transmission ......................................................... 31
Introduction ........................................................ 31
Important Safety Information ................................. 2 Power Flow ........................................................ 34
Transmission Components ................................ 32
Transmission Hydraulic Control............................. 38
L Main Relief Valve ............................................... 40
Transmission Modulating Valves........................ 39
Location of Power Train Components ................... 5
Brake Control Valve ........................................... 10
Final Drive.......................................................... 10 U
Operator Controls .............................................. 6
Power Train ECM............................................... 12 Undercarriage........................................................ 55
Power Train Oil Cooler....................................... 8 Components of the Undercarriage..................... 55
Power Train Oil Filler ......................................... 6 Equalizer Bar ..................................................... 58
Power Train Oil Filters ....................................... 10 Pivot Shaft.......................................................... 59
Power Train Oil Pump ........................................ 7 Track Idler .......................................................... 57
Pressure Taps .................................................... 10 Track Roller........................................................ 57
Priority Valve ...................................................... 7 Track Roller Frame ............................................ 56
Sensors, Switches, and Solenoids..................... 12 Tracks ................................................................ 58
Service Brakes................................................... 9
Torque Divider (Torque Converter)..................... 7
Transfer and Bevel Gears .................................. 9
Transmission...................................................... 8
Transmission Hydraulic Control ......................... 9

Power Train Electronic Control System ................. 14

Power Train Oil Cooler .......................................... 30
Power Train Oil Filter ............................................. 25
Power Train Oil Pump ........................................... 24
Priority Valve.......................................................... 26
Normal Mode ..................................................... 27
Priority Mode...................................................... 29
62
Index Section
 63
Index Section
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