Lesson 5: Differential Steering

Lesson 5: Differential Steering

Fig. 2.5.1 Differential Steering

Introduction
This lesson discusses differential steering. Differential steering is
used in Challenger Agricultural Tractors and is an option in some
models of Track-Type Tractors. This lesson identifies the
components of a differential steering system and describes the
operation of a differential steering system.

Objectives
1. Know the components of a differential steering system.
2. Understand the operation of a differential steering system.
Unit 2 2-5-2 Power Train II
Lesson 5

DIFFERENTIAL STEERING

STEERING DRIVE TRANSMISSION EQUALIZING

LEFT PLANETARY PLANETARY INPUT PLANETARY
DIFFERENTIAL SET SET SET
OUTPUT

RIGHT
STEERING
DIFFERENTIAL
INPUT
OUTPUT
RING PLANET CARRIER SUN
GEAR GEARS GEAR

Fig. 2.5.2 Differential Steering

Differential Steering
The purpose of differential steering is to equalize power distribution
to the drive wheels.
Differential steering divides power equally between the two axles
when the machine is going straight. When a turn is required, a
steering motor causes one track to speed up and the other to slow
down by an equal amount. The center speed of the machine does not
change.
The diagram in Figure 2.5.3 shows the relationship between the
components in the differential steering system.
The differential steering system contains the steering, drive and
equalizing planetary set.

There are two power inputs, a speed and direction input from the
transmission and a steering input from the steering motor.

The steering motor is part of a closed loop hydraulic system and does
not turn unless the steering controls are being used.
The sun gears are all connected to the center shaft. All three sun
gears are driven at the same speed.
The ring gear of the equalizing planetary set is always stationary and
bolted to the right brake housing.
The left axle shaft is splined to the carrier for the steering planetary
set. The right axle shaft is splined to the carrier for the equalizing
planetary set.
Unit 2 2-5-3 Power Train II
Lesson 5

DIFFERENTIAL STEERING
STRAIGHT FORWARD

STEERING DRIVE TRANSMISSION EQUALIZING

LEFT PLANETARY PLANETARY INPUT PLANETARY
DIFFERENTIAL SET SET SET
OUTPUT

RIGHT
STEERING
DIFFERENTIAL
INPUT
OUTPUT
RING PLANET CARRIER SUN
GEAR GEARS GEAR

Fig. 2.5.3 Straight Forward

Straight Forward
The transmission input comes in through a pinion and bevel gear set.
The bevel gear shaft is splined to the drive carrier. The drive carrier
splits the power between the drive ring gear and the drive sun gear.
This power is transmitted through the planetary gears.
The power that flows through the drive ring gear is low speed and
high torque. The drive ring gear is directly connected to the steering
carrier, which is connected to the left outer axle.
The power from the sun gear is high speed and low torque, and is
transmitted through the center shaft to the equalizing sun gear. The
equalizing planet gears walk around the stationary ring gear and drive
the carrier at a lower speed and higher torque than the sun gear. The
equalizing carrier is connected to the right outer axle.
The gear ratios are designed so that the left axle and the right axle
rotate at the same speed and torque if no other inputs are present, and
the machine travels in a straight line.
When no steering inputs are present, the ring gear on the steering
planetary set is stationary.
Unit 2 2-5-4 Power Train II
Lesson 5

DIFFERENTIAL STEERING
LEFT TURN FORWARD

STEERING DRIVE TRANSMISSION EQUALIZING

LEFT PLANETARY PLANETARY INPUT PLANETARY
DIFFERENTIAL SET SET SET
OUTPUT

RIGHT
STEERING
DIFFERENTIAL
INPUT
OUTPUT
RING PLANET CARRIER SUN
GEAR GEARS GEAR

Fig. 2.5.4 Left Turn Forward

Left Turn Forward

The differential steering system uses power from a hydraulic motor to
increase the speed of one track and equally decrease the speed of the
other track. The resulting track speed difference turns the tractor.
The speed and direction of the steering motor is determined by the
steering controls. When the steering motor is driven faster, the turn
radius is smaller.
During a turn, the transmission supplies most of the power to the
system. The steering motor rotates the steering ring gear. The
steering motor is connected to the ring gear with a pinion and bevel
gear set.
When the steering motor causes the ring gear to turn opposite from
the carrier, the ring gear opposes the speed of the carrier. This slows
the left axle down. The planet gears walk around the ring gear at a
higher speed. The planet gears transmit more speed to the sun gear,
and the sun gears speed up. The right side speeds up.
Right turn
When the steering motor causes the ring gear and carrier to turn the
same direction, the ring gear adds to the speed of the carrier. The left
axle turns faster. The ring gear and carrier rotate together and the
planet gears do not turn on their own axes. This causes the sun gear
to slow down and the right axle slows down.
Unit 2 2-5-5 Power Train II
Lesson 5

DIFFERENTIAL STEERING
COUNTERROTATION - LEFT TURN

STEERING DRIVE TRANSMISSION EQUALIZING

LEFT PLANETARY PLANETARY INPUT PLANETARY
DIFFERENTIAL SET SET SET
OUTPUT

STEERING
INPUT

RING PLANET CARRIER SUN

GEAR GEARS GEAR

Fig. 2.5.5 Counterrotation

Counterrotation
Counterrotation is when the steering controls are used and the
machine is in NEUTRAL. The steering motor is the only input. The
power from the ring gear is transmitted to the carrier and the sun
gear.
Underfoot conditions have to be the same under both tracks.
Counterrotation is rarely used in actual machine operation, but it
allows increased maneuverability in limited clearance, non-productive
situations.

CHALLENGER STEERING DIFFERENTIAL

TRANSMISSION PINION
No. 2 PLANETARY (FRONT OF CASE) SERVICE BRAKE
(DRIVE) (MULTIPLE WET DISC )

No. 3 PLANETARY
No. 1 PLANETARY (EQUALIZING)
(STEERING)

STEERING MOTOR PINION

(TOP OF DIFFERENTIAL CASE)

Fig. 2.5.6 Differential Steering

Differential Steering
Figure 2.5.6 shows the relationship between the actual components.
The three planetary and connections of the components sets can be
seen. The planet gears are shown in yellow.
Unit 2 2-5-6 Power Train II
Lesson 5

Fig. 2.5.7 Differential Steering System

Differential Steering System

The transmission pinion and bevel gear are driven by the mechanical
power train. The steering pinion and bevel gear are driven by a
hydraulic motor that is part of a closed loop hydraulic system.
The steering pump is bidirectional and drives the steering motor. Oil
exits the steering motor and returns to the inlet of the steering pump.
A counterbalance valve is located at the motor. The counterbalance
valve has relief and makeup valves to handle pressure spikes and
overspeeds.
When the tiller in the cab is moved, a signal is sent to change the
swashplate angle of the pump. This changes the pump output, speed
and/or direction of the motor.
To travel straight, the oil in the lines is blocked to the motor. The
blocked oil enables the motor to hold the ring gear stationary.
Unit 2 2-5-7 Power Train II
Lesson 5

LEFT TURN PASSAGE

CHECK VALVE STEM
RIGHT TURN PASSAGE

CHECK VALVE

COUNTERBALANCE
VALVE

CROSSOVER RELIEF

CROSSOVER
RELIEF

D6R/D7R
COUNTERBALANCE VALVE
AND STEER MOTOR
STRAIGHT LINE OPERATION STEERING MOTOR

Fig. 2.5.8 Counterbalance Valve And Steer Motor Straight Operation

Counterbalance Valve And Steer Motor Straight Operation

When the machine is travelling in a straight line, the control spool in
the steering control valve blocks oil in the steering circuit. The
counterbalance spool remains centered and hydraulically locks the
motor.
The drive line is transmitting force to the steering ring gear. The
drive line is attempting to drive the steering motor. The external
forces create pressure spikes in one side of the loop between the
motor and the counterbalance valve. (The side of the motor that feels
pressure spikes depends on the direction of machine travel.)
When the pressure spike is high, the crossover relief valve in the
affected loop opens. The dump portion of the valve (large area)
allows high pressure oil to open the poppet (small area) in the
opposite relief valve. The crossover relief valve transmits some of
the high pressure oil into the low pressure side of the loop. This
dampens the pressure spike.
Unit 2 2-5-8 Power Train II
Lesson 5

LEFT TURN PASSAGE

CHECK VALVE STEM
RIGHT TURN PASSAGE

CHECK VALVE

COUNTERBALANCE
VALVE

CROSSOVER RELIEF

CROSSOVER
RELIEF

D6R/D7R
COUNTERBALANCE VALVE
AND STEER MOTOR
STEERING MOTOR
RIGHT TURN

Fig. 2.5.9 Counterbalance Valve And Steer Motor Right Turn

Counterbalance Valve And Steer Motor Right Turn

The steering control valve directs oil to the counterbalance valve. Oil
enters the counterbalance valve and fills the right chamber in the
stem.
At the same time, oil enters a small passage at the right of the inlet,
flows through an orifice and fills the spring chamber at the right end
of the stem.
Oil in the right center chamber in the stem opens the check valve,
flows around the right crossover relief valve and enters the motor
inlet port. As the motor starts to rotate, return oil from the motor
outlet port flows around the left crossover relief valve to the stem.
The oil is temporarily blocked. This causes a rapid increase in the
supply pressure.
When the supply pressure reaches the specified amount, the stem
shifts to the left and uncovers the small cross drilled holes at the right
of the left check valve. This allows return oil flow from the motor to
flow to the return port in the steering control valve.
The crossover relief valves operate when the dump section of the
valve senses high pressure. At high pressure, the dump valve opens
and permits supply pressure oil to reach the poppet in the return side
crossover relief valve. If a pressure spike occurs, the left crossover
relief valve opens and permits supply pressure to flow directly to the
return side of the loop.
Unit 2 2-5-9 Power Train II
Lesson 5

LEFT TURN PASSAGE

CHECK VALVE STEM
RIGHT TURN PASSAGE

CHECK VALVE

COUNTERBALANCE
VALVE

CROSSOVER RELIEF

CROSSOVER
RELIEF

D6R/D7R
COUNTERBALANCE VALVE
AND STEER MOTOR
OVERSPEED STEERING MOTOR

Fig. 2.5.10 Counterbalance Valve And Steer Motor Overspeed

Counterbalance Valve And Steer Motor Overspeed

Occasionally, a condition such as making a turn while operating on a
downhill slope attempts to overspeed the steering motor.
Overspeeding the motor cavitates the motor and causes steering loss.
The counterbalance valve prevents motor overspeed. When an
overspeed begins, the supply pressure rapidly decreases. Pressure in
the spring chamber at the right end of the stem also drops. When the
pressure in the supply side of the loop drops below a certain pressure,
the stem shifts to the right and blocks the flow of return oil. This
creates a high back pressure at the motor and limits the speed of the
motor.
When the back pressure exceeds a specified amount, the left
crossover relief valve opens and sends return oil directly to the
supply side of the motor to prevent cavitation.
For severe overspeed conditions, the makeup valve in the steering
control valve opens and provides additional oil to the supply side of
the loop.
Unit 2 -1- Power Train II
Instructor Note Lab 1

UNIT 2: DIFFERENTIALS

Lab #1: Disassemble and assemble a differential. If possible, a

locking differential or a limited slip differential should be used so
additional features can be shown. A NoSPIN differential may be
used in addition to the others, but because it lacks the differential
pinion gears, the other types of differentials are preferable.

NOTE: If a limited slip differential is used, additional resources

are required.

NOTE: If a NoSPIN differential is used, a press is necessary due

to the spring force.

Reference Materials
416C, 426C, 428C 436C, & 438C Backhoe Loaders Power Train
Disassembly and Assembly Module. SENR1206

Tooling Required:
None

Approximate Time Required:

One Half Hour
Unit 2 -2- Power Train II
Instructor Notes Lab 1b

UNIT 2: DIFFERENTIALS

Lab #1b: Disassemble and assemble a limited slip differential.

Reference Materials

950G Wheel Loader, 962G Wheel Loader & IT62G Integrated

Toolcarrier Power Train Disassembly and Assembly Module.
SENR1381

Limited Slip Differential Supplement For Wheel Loaders &

Integrated Toolcarriers Disassembly and Assembly Module.
SENR5785

Tooling Required:
1U-9895 Crossblock 1
1U-5477 Ring 1
1P-0526 Plate 1
7X-2556 Bolt 1
9X-8257 Washer 3
8T-4132 Nut 1
7X-2546 Bolt 2
8T-4121 Washer 2
8T-4223 Hard Washer 2
8T-5096 Dial Indicator Group 1
Approximate Time Required:
One Half Hour
Unit 2 -1- Power Train II
Lab 2.5.1

Lab 2.5.1: Locking Differential

REAR AXLE

PINION GEAR DIFF. LOCK

& SHAFT ACTUATOR

FIXED RING DIFF. LOCK

GEAR ASSEMBLY

PLANET
GEAR

MULTI-DISC
BRAKE ASSEMBLY
DIFFERENTIAL
BEVEL GEAR ASSEMBLY

LAB 2.5.1: DIFFERENTIAL AND BEVEL GEAR

Transmission power comes in through the pinion gear and shaft. The pinion gear turns the bevel gear.
The differential housing is connected to the bevel gear. The spider revolves with the differential
housing. Differential pinion gears are located on the spider. Side gears are splined to the axles.
When the machine travels in a straight line with the same amount of traction under each drive wheel,
the differential pinion gears and the side gears will not turn relative to one another. The same amount
of torque on each axle holds the differential pinion gears stationary. The power will be equally
distributed to the two axles. The wheels will turn with equal torque and speed.
When different amounts of loads are put on the drive wheels, different amounts of forces are put on
opposite sides of the differential. When a turn requires one of the wheels to travel slower than the other,
the axle has more load and less speed. When the side gear slows down, the differential pinion gears
will walk around the slowed side gear and transfer the speed to the other side gear.
Differentials maintain the same torque to each wheel. The torque to both axles will be equal to the
torque it takes to turn the wheel with the least resistance.
The differential lock is manually activated by the operator when one of the wheels is slipping. If this is
not done, the amount of torque to both wheels is reduced. Power favors slipping wheel. More power
will be sent to the slipping wheel in the form of speed.
When the differential lock is activated, the differential lock will lock one of the side gears to the
differential housing. The side gear will turn at the speed of the differential housing. This causes one of
the wheels to turn at full power. Because the side gear turns at the same speed as the spider, the
differential pinion gears will not turn on their axes. The differential pinion gears will hold the other
side gear at the speed of the rotating housing. Full torque will be transmitted to both of the wheels.
The operator pushes the pedal until the jaw clutch is engaged. When the traction is restored, the jaw
clutch will release automatically.
Unit 2 -2- Power Train II
Instructor Copy Lab Sheet 2.5.1

POWER TRAIN 2

Instructor Copy: Lab 2.5.1

REAR AXLE

PINION GEAR DIFF. LOCK

& SHAFT ACTUATOR

FIXED RING DIFF. LOCK

GEAR ASSEMBLY

PLANET
GEAR

MULTI-DISC
BRAKE ASSEMBLY
DIFFERENTIAL
BEVEL GEAR ASSEMBLY

Directions: Using 416C, 426C, 428C, 436C and 438C Backhoe Loaders Power Train
Disassembly and Assembly Module Senr1206, answer the following questions.

1. In Step 3, what feature of the coupling and the adapter causes them to lock together?

the jaws

2. In Step 3, what is the purpose of the spring?

push the coupling and adapter apart when not applied

3. Look at the gears in Steps 9 and 10. What is the location or function of each?

side gears on axle

pinion gears on spider

Unit 2 -3- Power Train II
Student Copy Lab Sheet 2.5.1

Student Copy: Lab Sheet 2.5.1

POWER TRAIN 2

Name––––––––––––––––––––––––––
REAR AXLE

PINION GEAR DIFF. LOCK

& SHAFT ACTUATOR

FIXED RING DIFF. LOCK

GEAR ASSEMBLY

PLANET
GEAR

MULTI-DISC
BRAKE ASSEMBLY
DIFFERENTIAL
BEVEL GEAR ASSEMBLY

Directions: Using 416C, 426C, 428C, 436C and 438C Backhoe Loaders Power Train
Disassembly and Assembly Module Senr1206, answer the following questions.

1. In Step 3, what feature of the coupling and the adapter causes them to lock together?

2. In Step 3, what is the purpose of the spring?

3. Look at the gears in Steps 9 and 10. What is the location or function of each?
Unit 2 -1- Power Train II
Instructor Notes Lab 2

Unit 2: Differentials
Lab #2: Disassemble and assemble an axle group. This includes
another differential. If possible, use a different type of differential
than the differential you used in Lab #1.

NOTE: If a limited slip differential is used, additional resources

are required. Refer to the introduction for Lab #1 for details.

NOTE: If a NoSPIN differential is used, a press is necessary due

to the spring force.

The axle group includes:

• Preload adjustment for the axle housings
• Preload adjustment for the pinion
• Disassembly and assembly of the differential
• Preload adjustments for the differential and bevel gear group
• Backlash adjustment for the pinion and the bevel gear
• Check for proper tooth contact

Reference Materials
950G Wheel Loader, 962G Wheel Loader & IT62G Integrated
Toolcarrier Power Train Disassembly and Assembly Module.
SENR1381

950G Wheel Loader, 962G Wheel Loader & IT62G Integrated

Toolcarrier Power Train Testing and Adjusting Module. SENR1380

Tooling Required:
See the following page.
Approximate Time Required:
8 hours
Unit 2 -2- Power Train II
Instructor Notes Lab 2

Tooling Required:
NOTE: Bearing removal is not necessary for this lab.
NOTE: Duo-Cone seal removal is not necessary for this lab.
NOTE: Ring gear removal is not necessary for this lab.
NOTE: It is not necessary to separate the bevel gear from the
differential for this lab.

138-7573 Link Bracket 4

138-7374 Link Bracket 4
1P-2420 Transmission Test Stand 1
FT0996 Positioning Group 4
FT0957 Adapter Group 4
9S-7354 Torque Wrench 1
1/4" to 3/4" Socket Adapter 1

Axle
1P-1863 Pliers 1
120-9877 Spanner Wrench 1
6V-7820 Torque Multiplier 1
FT2615 Bar (Rolling Torque) 1
Service Brakes
FT0834 Clutch Test Nozzle 1
Differential and Bevel Gear
4C-8345 Spanner Wrench 1
4C-8346 Spanner Wrench 1
1U-6689 Socket 1
8T-5096 Dial Indicator 1
Guide bolts
Hose clamp and flexible strip of metal
Prussian blue
Pinion
1U-6689 Socket 1
8B-7548 Bearing Puller Assembly 1
8T-0664 Bolt 1
7X-0851 Nut 1
Unit 2 -1- Power Train II
Lab 2.5.2

BEVEL GEAR PISTON DISC PLATE PLANETARY

GEAR

Lab 2.5.2 Axle Group

SUN GEAR

PINION GEAR

Fig. 3.5.2 Rear Axle - 950G Wheel Loader

LAB 2.5.2: REAR AXLE

Transmission power comes in through the pinion gear and shaft. The pinion gear turns the bevel gear.
The differential housing is connected to the bevel gear. The spider revolves with the differential
housing. Differential pinion gears are located on the spider. Side gears are splined to the sun gears for
the final drives.
When the machine travels in a straight line with the same amount of traction under each drive wheel,
the differential pinion gears and the side gears will not turn relative to one another. The same amount
of torque on each axle holds the differential pinion gears stationary. The power will be equally
distributed to the two axles. The wheels will turn with equal torque and speed.
When different amounts of loads are put on the drive wheels, different amounts of forces are put on
opposite sides of the differential. When a turn requires one of the wheels to travel slower than the other,
the axle has more load and less speed. When the side gear slows down, the differential pinion gears
will walk around the slowed side gear and transfer the speed to the other side gear.
Differentials maintain the same torque to each wheel. The torque to both axles will be equal to the
torque it takes to turn the wheel with the least resistance.
The machine has three options for differentials. The customer may choose a standard differential, a
limited slip differential or a NoSPIN differential. The axle that we have is equipped with a standard
differential.
The output from the side gear is connected to the sun gear of the final drive. The shafts between the
side gears and the final drives are also connected to the parking brake disc.
NOTE: This lab includes adjustments. Refer to Lesson 4 for a discussion on adjustments. Use
the Service Manual for specific procedures and specifications.
Unit 2 -2- Power Train II
Instructor Copy Lab Sheet 2.5.2

Instructor Copy: Lab 2.5.2

POWER TRAIN 2

1. Which end needed to be on top when you first mounted the axle group?
the end with the intermediate housing (this question mainly serves to make them notice
that)

2. What component is the first thing you see when you look in the axle?
The planetary carrier for the final drive

3. Which planetary component transfers power from the differential and bevel group to the
final drive?
sun gear

4. What was the adjustment on the axle for?

preload the bearings

5. How did you remove the brake piston?

blow air into the oil passage behind the piston

6. What is the brake disc splined to?

the shaft that has the sun gear for the final drive

7. What is the purpose of the pinion adjustment?

preload the bearings

8 Write down the steps for the differential and bevel gear adjustment.
Remount the housing with the angle brackets so the pinion is at the top of the housing

Preload:
By feel, tighten the adjusting nuts to a position with a slight amount of backlash and
endplay. Then, Record the torque required to rotate the pinion gear - use the socket
that was used to adjust pinion preload.
Rotate the large adjusting nut until the backlash is zero. (It may be necessary to loosen
the small nut in order to get the backlash.) Back off the large adjusting nut by 20
degrees plus what it takes to get to the nearest locking position.
Tighten the small adjusting nut until the rolling torque is the specified amount above
the rolling torque that was previously measured. Tighten the small adjusting nut by 60
degrees plus what it takes to get to the nearest locking position
Measure backlash - if adjustment is required, turn adjusting nuts by equal amounts to
maintain the preload adjustment
Check tooth contact pattern - Always check preload and backlash after any change -
backlash and tooth contact are interrelated.
Unit 2 -3- Power Train II
Student Copy Lab Sheet 2.5.2

Student copy: Lab Sheet 2.5.2

POWER TRAIN 2

Name–––––––––––––––––––––––––––––––

1. Which end needed to be on top when you first mounted the axle group?

2. What component is the first thing you see when you look in the axle?

3. Which planetary component transfers power from the differential and bevel group to the
final drive?

4. What was the adjustment on the axle for?

5. How did you remove the brake piston?

6. What is the brake disc splined to?

7. What is the purpose of the pinion adjustment?

8. Write down the steps for the differential and bevel gear adjustment.
Unit 2 -1- Power Train II
Lab 2.5.3

Unit 2: Differentials
Lab #3: Disassemble and assemble the left half of a differential
steering group.

The left side of the differential steering group includes:

• Preload adjustment for the bearing between the brake housing
and the planetary housing
• Preload adjustment for the pinion
• Backlash adjustment for the pinion and the bevel gear
• Check for proper tooth contact

If the right half of the differential and steering group is available, the
brake pack and the equalizing planetary set can be seen.

Reference Materials
D7R Track-Type Tractor Differential Steering Power Train
Disassembly and Assembly Module. SENR1706

Tooling Required:
See the following page.
Approximate Time Required:
4 hours for the left side
1 hour for the right side
Unit 2 -2- Power Train II
Lab 2.5.3

Tooling Required:
NOTE: It is not necessary to press the equalizing planetary
carrier out of the housing for this lab.

NOTE: It is not necessary to remove the pins or the planetary

gears from the planetary carrier for this lab.

NOTE: Bearing removal is not necessary for this lab.

NOTE: It is not necessary to separate the brake housing from the
housing for the planetary set for this lab.

138-7573 Link Bracket 4

138-7375 Link Bracket 4
9S-7354 Torque Wrench 1
1/4" to 3/4" Socket Adapter 1

Right Side
No special tools are required.
Left Side
3K-4897 Spring Pin 8
6V-4072 Spanner Wrench 1
8S5132 Plate 1
3B1915 Bolt (3/8" - 16 x 1 3/8" NC) 3
1D4717 Nut (3/8" - 16 NC) 3
5M2894 Washer (3/8") 6
1B9575 Bolt (5/16" - 18 x 1 3/4" NC)1
1D4716 Nut (5/16" - 18 NC) 1
4B5270 Washer (5/16") 2
4B5271 Washer (3/8") 2
FT2214 Adapter 1
8T-5096 Dial Indicator 1
Feeler gauge
Prussian blue
Unit 2 -1- Power Train II
Lab 2.5.3

Differential Steering: Lab 2.5.3

LAB 2.5.3: DIFFERENTIAL STEERING

Transmission power flows through the transfer gear and pinion to the bevel gear and bevel gear shaft.
The bevel gear shaft is splined to the carrier for the drive planetary set.
The carrier for the steering planetary set is splined to the output shaft. The output shaft is splined to
the sun gear for the final drive.
If a steering input is present, the steering motor drives a pinion. The steering pinion is meshed with a
bevel gear. The bevel gear is bolted to a housing with thick rectangular splines. Those splines mesh
with splines at the bottom of the ring gear for the steering planetary set.
When the operator is not commanding the machine to turn, the steering motor will be stationary. The
ring gear for the steering planetary set will be stationary. The tracks will turn with equal torque and
speed.
When a steering input is present, the steering pinion input will cause the ring gear of the steering
planetary to turn. The relationships between the gears in the planetary set cause one track to speed up
and the other track to slow down by equal amounts. The direction and speed of the steering pinion
input determines the direction and speed of the turn.
The sun gears of the drive planetary set and the steering planetary set are connected to the inner axle.
The inner axle transmits power to the equalizing planetary set on the right side of the machine.
NOTE: This lab includes adjustments. Refer to Lesson 4 for a discussion on adjustments. Use
the Service Manual for specific procedures and specifications.
Unit 2 -2- Power Train II
Instructor Copy Lab Sheet 2.5.3

Instructor Copy: Lab Sheet 2.5.3

POWER TRAIN 2

1. What is the name of the first planetary set that you see in the left half of the differential
steering group

drive planetary

2. How does the power get from the pinion for the steering motor to the ring gear for the
steering planetary set?

bevel gear to housing, housing is splined to ring gear.

3. What are the brake discs connected to?

brake housing and final drive input hub

4. Why do you have to remove the bolts slowly in Step 28?

spring force

5. What did you do to measure bearing preload (the first time)?

Install the plate without shims

Install tooling to the plate and measure the rolling torque of the planetary housing.
Tighten the bolts until the correct rolling torque is obtained.
Measure the gap
Take the tooling and the plate off and add shims
Reinstall the plate and the tooling and check the rolling torque again to verify.

7. Does the pinion also have a preload procedure?

Yes

8. How did you check backlash?

The mesh of the pinion and the bevel gear should be at one end of the clearance
Zero the dial indicator on the pinion tooth
Rotate the pinion to the other end of the clearance area (same tooth is meshed)
Take a reading
Unit 2 -3- Power Train II
Student Copy Lab Sheet 2.5.3

Student Copy: Lab Sheet 2.5.3

POWER TRAIN 2

Name–––––––––––––––––––––––––––––––

1. What is the name of the first planetary set that you see in the left half of the differential
steering group?

2. How does the power get from the pinion for the steering motor to the ring gear for the
steering planetary set?

3. What are the brake discs connected to?

4. Why do you have to remove the bolts slowly in Step 28?

5. What did you do to measure bearing preload (the first time)?

7. Do the pinions also have a preload procedure?

8. How did you check backlash?

Unit 2 -1- Power Train II
Instructor Copy Quiz 2.5.1

Instructor Copy: Quiz 2.5.1

POWER TRAIN 2

1. Which component is driven by the steering pinion and the steering bevel gear?

the ring gear for the steering planetary set

2. What is the ring gear of the equalizing planetary connected to?

the brake housing

3. Match the power flow through the differential steering system to the situation

b Straight Line
a Turn
c Counterrotate

a. The transmission bevel gear drives the drive carrier. Power flows to the right side through the sun
gear and to the left side through the ring gear. The steering motor drives the ring gear for the
steering planetary set.
b. The transmission bevel gear drives the drive carrier. Power flows to the right side through the sun
gear and to the left side through the ring gear. The steering ring gear is stationary.
c. The steering motor drives the ring gear for the steering planetary set. The carrier for the drive
planetary set is stationary.

4. Why do both of the lines to the steering motor have to be blocked when the machine is traveling in
a straight line?

The drive train will try to cause the ring gear to turn. The steering motor has to work to
hold the ring gear stationary.

5. Which valve gets rid of pressure spikes from the drive line?

The crossover relief valve in the counterbalance valve

6. During a turn, pump oil is let in to drive the motor. What causes this supply oil to quickly get up
to the proper pressure?
The return oil is blocked by a stem in the counterbalance valve until the supply pressure
reaches the specified amount.

7. What will happen if we let the motor overspeed?

Overspeed can cavitate the motor and cause the operator to lose steering control

8. Which valve prevents motor overspeed?

The counterbalance valve

Unit 2 -1- Power Train II
Student Copy Quiz 2.5.1

POWER TRAIN 2

Student Copy: Quiz 2.5.1

Name––––––––––––––––––––––––––––––––

1. Which component is driven by the steering pinion and the steering bevel gear?

2. What is the ring gear of the equalizing planetary connected to?

3. Match the power flow through the differential steering system to the situation

_________ Straight Line

_________ Turn
_________ Counterrotate

a. The transmission bevel gear drives the drive carrier. Power flows to the right side through the sun
gear and to the left side through the ring gear. The steering motor drives the ring gear for the
steering planetary set.
b. The transmission bevel gear drives the drive carrier. Power flows to the right side through the sun
gear and to the left side through the ring gear. The steering ring gear is stationary.
c. The steering motor drives the ring gear for the steering planetary set. The carrier for the drive
planetary set is stationary.

4. Why do both of the lines to the steering motor have to be blocked when the machine is traveling in
a straight line?

5. Which valve gets rid of pressure spikes from the drive line?

6. During a turn, pump oil is let in to drive the motor. What causes this supply oil to quickly get up
to the proper pressure?

7. What will happen if we let the motor overspeed?

8. Which valve prevents motor overspeed?