Lesson 2: Power Shift Transmissions

Lesson 2: Power Shift Transmissions

Introduction:
This lesson covers power shift transmission theory of operation and
the main components including the hydraulic clutches and gear train.
The lesson also covers the power flow through the countershaft and
planetary power shift transmissions.
Unit 3 3-2-2 Power Train I
Lesson 2

Fig. 3.2.1 Power Shift Transmission Gear Train and Hydraulic Clutches

In a manual transmission, power is transferred through gears on

shafts by sliding the gears so the gears mesh or by using a collar to
hold the driven gears to the shafts. Combinations of levers, shafts,
and/or cables control the shifting forks that physically move the gears
or the collars. In most cases, a flywheel clutch is used to interrupt the
flow of power during the shift.
The power shift transmission is a train of gears that can be shifted
without interrupting the flow of power. Instead of physically sliding
a gear or a collar, hydraulically activated clutches control the flow of
power. In a power shift transmission, the gears are constantly in
mesh.
The major advantage of a power shift transmission is quicker
response when shifting from one gear to another. This allows a quick
change of speeds when the application calls for it. Power shift
transmissions may be shifted under loads with no loss of productivity.
Unit 3 3-2-3 Power Train I
Lesson 2

Piston Disks And Hub

Plates

Drum
Pressure
Oil In

Oil
Output Out
Input

Clutch Engaged Clutch Disengaged

Fig. 3.2.2 Hydraulic Clutch

A hydraulic clutch consists of a clutch pack (discs and plates) and a

clutch piston. The clutch is engaged when pressurized oil pushes the
clutch piston against the discs and plates. When the discs and plates
are pushed together, friction allows power to flow through them.
Discs are connected to one component. Plates are connected to
another. Power is transmitted from one of the components, through
the clutch pack, to the other component.
The power shift transmission uses internal oil pressure to engage
hydraulic clutches. When the operator selects a gear position,
hydraulic oil engages the clutches that route power to the selected
gears. Each combination of clutches results in a different gear ratio
and a different speed.
When a clutch is no longer needed, oil flow stops and the clutch is
released. Spring force moves the clutch piston away from the discs
and the plates allowing the held component to spin freely. Power
flow through that clutch stops.
Unit 3 3-2-4 Power Train I
Lesson 2

Fig. 3.2.3 Power Shift Transmission Gear Trains

The gear train transfers the power from the engine through a train of
gears to the drive wheels. The most common types of power shift
transmission gear trains are the countershaft transmission (Figure
3.2.3, right diagram) and the planetary transmission (left diagram).

Fig. 3.2.4 Countershaft Transmission

Countershaft transmissions use clutches to transfer power through

gears. Countershaft transmissions use constant mesh spur gears. The
transmission does not have sliding collars. Speed and direction shifts
are accomplished by hydraulically engaging various clutch packs.
Advantages of the countershaft transmission include fewer parts and
less weight.
A four speed forward and three speed reverse countershaft
transmission (Figure 3.2.4) will be used to explain the components
and operation of a countershaft transmission.
Unit 3 3-2-5 Power Train I
Lesson 2

Low Forward

High Forward

Reverse

Second

Third

First

Fig. 3.2.5 Countershaft Transmission (side view)

Figure 3.2.5 shows some of the internal components that make up the
countershaft transmission. There are three main clutch shafts. The
low forward/high forward shaft and the reverse/second shaft are both
in constant mesh with and driven off the input shaft. The
reverse/second shaft is in constant mesh with and drives the third/first
shaft. The low forward/high forward shaft is not in mesh with the
third/first shaft. The third/first shaft is in constant mesh with and
drives the output shaft that drives both the front and rear drive axles.

TRANSMISSION
END VIEW
Cooler Port
Transmission
Pump Outlet
To Filter
Converter Oil
Temperature Port

Input Shaft

Forward Reverse / Second

Low / High Shaft Shaft

Product Third / First

Identification Shaft
Number Plate

Transmission
Output Shaft Oil Filter

Fig. 3.2.6 Countershaft Transmission (end view)

Figure 3.2.6 shows a rear view of the countershaft transmission.

Notice the position of the input and output shaft relative to the speed
and directional clutch shafts.
Unit 3 3-2-6 Power Train I
Lesson 2

Fig. 3.2.7 Countershaft Transmission Clutches

The clutches (Figure 3.2.7) are engaged hydraulically and released by

spring force. The speed and direction chosen by the operator
determines the clutches that will be engaged. The clutches are chosen
to obtain the proper gear ratio.

Fig. 3.2.8 Countershaft Transmission Clutch Piston

The clutch piston (arrow) in Figure 3.2.8 has an inner and outer seal.
Speed or directional clutch pressure fills the cavity behind the clutch
piston and moves the piston to the left against the piston spring and
engages the clutch discs and plates.
When the discs have worn one half the oil groove depth, the clutch
piston travels far enough to unseat (blow) the outer seal. This
prevents the discs and plates from ever running metal to metal.
Unit 3 3-2-7 Power Train I
Lesson 2

Fig. 3.2.9 Countershaft Transmission Clutch Plates and Discs

The clutch plates and discs (arrow) in Figure 3.2.9 are mounted inside
the clutch housing. Splines on the outside diameter of the plates are
engaged with splines in the clutch housing. Both the plates and the
housing rotate together.
The clutch discs are stacked between the clutch plates. The inside
teeth of the discs are engaged with the outside teeth of the hub. The
clutch discs have a friction material bonded to their surface so there is
no metal to metal contact between the clutch discs and the clutch
plates.

Fig. 3.2.10 Countershaft Transmission Clutch Hub

The hub (arrow) in Figure 3.2.10 is the component in the clutch pack
that the gear is splined to. The discs in the clutch pack are also
splined to the hub. When the clutch piston engages the clutch, plates
and discs transfer power through the hub to the gear.
Unit 3 3-2-8 Power Train I
Lesson 2

Fig. 3.2.11 Countershaft Transmission Shafts

The transmission shafts (Figure 3.2.11) carry the gears inside the
transmission. The number of shafts and gears is determined by
transmission and machine model.

Fig. 3.2.12 Countershaft Transmission Shaft Oil Passages

Each of the transmission shafts has three internal oil passages

(Figure 3.2.12). One passage is for carrying the oil for the lubrication
and cooling of the clutches, bearings, and gears. The other two
passages are for carrying pressure oil for the engagement of the
clutches on each shaft.
Unit 3 3-2-9 Power Train I
Lesson 2

POWER FLOW
NEUTRAL

Low Forward

High Forward

Reverse

Second

Third

First

Fig. 3.2.13 Countershaft Transmission (NEUTRAL)

When the transmission is in NEUTRAL (Figure 3.2.13), there are no

clutches engaged.
Torque from the engine is transferred through the torque converter
shaft to the transmission. The torque converter shaft is splined to and
drives the transmission input shaft assembly. Since the reverse clutch
is not engaged and neither forward clutch is engaged, there is no
torque transfer from the input shaft assembly to any countershaft
assembly or the output shaft assembly.
Unit 3 3-2-10 Power Train I
Lesson 2

POWER FLOW
1ST GEAR FORWARD

Low Forward

High Forward

Reverse

Second

Third

First

Fig. 3.2.14 Countershaft Transmission (FIRST GEAR FORWARD)

To transmit power, one directional clutch and one speed clutch must
be engaged. When the clutch engages, the clutch holds the hub that
is carrying the appropriate gear. When the hub is held, power can
flow through the gear.
In FIRST GEAR FORWARD (Figure 3.2.14), the low forward clutch
is engaged and the first gear clutch is engaged. The low forward
clutch holds the gear on the end of the shaft. Power is transmitted
from a gear on the input shaft to the gear on the end of the forward
shaft. The gear in the middle of the forward low/high shaft drives a
gear on the reverse/second shaft. The first gear clutch holds the large
gear on the third/first shaft. Power is transmitted from the gear on
the end of the reverse/second shaft to the large gear on the third/first
shaft.
When the first gear clutch is engaged, power is transferred from the
gear to the shaft. The gear on the third/first shaft transfers power to a
gear on the output shaft.
Unit 3 3-2-11 Power Train I
Lesson 2

POWER FLOW
2ND GEAR REVERSE

Low Forward

High Forward

Reverse

Second

Third

First

Fig. 3.2.15 Countershaft Transmission (SECOND GEAR REVERSE)

In SECOND GEAR REVERSE, (Figure 3.2.15) the reverse clutch is

engaged and the second gear clutch is engaged. Power is transmitted
from a gear on the input shaft to a gear on the reverse/second shaft.
When the second gear clutch is engaged, power flows from the gear
on the reverse/second shaft to a gear that is splined to the third/first
shaft. The gear on the end of the third/first shaft transfers power to
the gear on the output shaft.
Unit 3 3-2-12 Power Train I
Lesson 2

POWER FLOW
3RD GEAR REVERSE

Low Forward

High Forward

Reverse

Second

Third

First

Fig. 3.2.16 Countershaft Transmission (THIRD GEAR REVERSE)

In THIRD GEAR REVERSE, (Figure 3.2.16) the reverse clutch is

engaged and the third gear clutch is engaged. Power is transmitted
from a gear on the input shaft to a gear on the reverse/second shaft.
When the third gear clutch is engaged, the gear on the end of the
third/first shaft is held. Power is transferred from the gear on the
second/reverse shaft to the held gear.
The gear on the other end of the third/first shaft transfers power to the
gear on the output shaft.
Unit 3 3-2-13 Power Train I
Lesson 2

POWER FLOW
4TH GEAR FORWARD

Low Forward

High Forward

Reverse

Second

Third

First

3.2.17 Countershaft Transmission (FOURTH GEAR FORWARD)

In FOURTH GEAR FORWARD, (Figure 3.2.17) the forward high

directional clutch engaged and the third gear clutch is engaged.
Power is transmitted from a gear on the input shaft to a gear on the
forward low/high shaft. The gear in the middle of the forward
low/high shaft drives a gear on the reverse/second shaft.
When the third gear clutch is engaged, the gear on the end of the
third/first shaft is held. Power is transferred from the gear on the
second/reverse shaft to the held gear.
The gear on the other end of the third/first shaft transfers power to the
gear on the output shaft.
Unit 3 3-2-14 Power Train I
Lesson 2

Fig. 3.2.18 Planetary Transmission

Planetary transmissions use planetary gearing to transmit power and

to make speed and directional changes. Hydraulic clutches control
the rotation of the planetary gear components allowing the planetary
gearing to serve as a direct coupler, a reduction gear, or a reversing
gear.
Planetary gear sets are compact units. The countershaft has been
eliminated and the input shaft and the output shaft rotate on the same
axis. A planetary gear set permits gear ratios to be changed without
actually engaging or disengaging gears. As a result, there is little or
no interruption of the power flow.
In planetary gear sets, the load is spread over several gears,
decreasing the load on each tooth. The planetary system also spreads
the load evenly around the circumference of the system, eliminating
sideways stress on the shafts.
Unit 3 3-2-15 Power Train I
Lesson 2

Fig. 3.2.19 Planetary Transmission Components

In its simplest form a planetary gear set consists of:

1. A sun gear (the center of the planetary set).
2. Three or more intermediate gears (planet gears).
3. A planetary carrier (holds the planet gears).
4. A ring gear (the outer boundary of the planetary set).
The planetary transmission controls the power through the planetary
sets with clutch packs comprised of discs and plates. Each clutch
pack is housed in a separate housing.
In some planetary transmissions, the clutch packs are mounted on the
perimeter of the planetary set. The inside teeth of the discs are
engaged with the outside teeth of the ring gear. Notches on the
outside diameter of the plates are engaged with pins in the clutch
housing. The pins keep the plates from rotating. The following
examples will assume that type of transmission.
Unit 3 3-2-16 Power Train I
Lesson 2

TRANSMISSION CLUTCH
Pressure Steel
Oil Inlet Piston Plates Spring

Clutch Housing Discs Ring Gear

Fig. 3.2.20 Planetary Transmission Clutches

Figure 3.2.20 illustrates the components in a clutch. Springs are

located between the clutch housing and the piston. The springs keep
the clutches disengaged by keeping the clutch piston from pushing
against the plates. The clutches engage when oil is sent into the area
behind the piston. When the pressure of the oil in the area behind the
piston increases, the piston moves to the right against the force of the
spring and pushes the discs and plates together. The clutch is now
engaged and the ring gear is held stationary. When the pressure of
the oil holding the piston decreases, the spring forces the piston back
into the housing releasing the discs and plates. The ring gear is no
longer held and rotates freely.

Fig. 3.2.21 Planetary Transmission Clutch Plates

The clutch plates (Figure 3.2.21) are mounted inside the clutch
housing. Notches on the outside diameter of the plates are engaged
with pins in the clutch housing which keep the plates from rotating.
Unit 3 3-2-17 Power Train I
Lesson 2

Fig. 3.2.22 Planetary Transmission Clutch Discs

The clutch discs (Figure 3.2.22) are fitted to the ring gear and rotate
with the gear. The inside teeth of the discs are engaged with the
outside teeth of the ring gear. The discs are made of friction type
materials based on the requirements of the application.

Fig. 3.2.23 Planetary Transmission Clutch Housing

Each clutch in the transmission has its own housing (Figure 3.2.23).
The housing holds the clutch piston and the plates in place. Pins are
used to prevent the plates from turning.
Unit 3 3-2-18 Power Train I
Lesson 2

Fig. 3.2.24 Planetary Gear Set

Understanding planetary gear set basic concepts will help to

understand how a planetary transmission functions.
The components of a planetary gear set are shown in Figure 3.2.24.
The planet gears (1) are housed in a planetary carrier (2). The outer
gear is called the ring gear (3). The gear in the center is called the sun
gear (4).
The planetary gear set components got their names because they act
the same as our solar system. The planet gears rotate around the sun
gear just like the planets in our solar system rotate around our sun.
Less space will be required in a transmission if planetary gear sets are
used instead of external tooth gears, because all the gears can be
inside the ring gear.
Another advantage of the ring gear is that they have twice the tooth
contact as external tooth gears. Internal tooth gears are stronger and
have a longer wear life than the external tooth gears.
When an external tooth gear is driven by another external tooth gear,
the two gears rotate in opposite directions. When an external tooth
gear and an internal tooth gear are meshed, they will rotate in the
same direction.
Planet gears turn freely on their own bearings. The number of teeth
does not affect the ratio of the other two gears. With planetary gear
sets there are usually three or four planet gears that turn on bearings.
Unit 3 3-2-19 Power Train I
Lesson 2

PLANETARY GEAR RATIOS

S+R=C
S: Sun Gear Teeth
R: Ring Gear Teeth
C: Carrier Teeth

Driven Gear Teeth

Gear Ratio =
Drive Gear Teeth
Fig. 3.2.25 Planetary Gear Ratios

In a simple planetary gear set with a sun gear that has 30 teeth and a
ring gear that has 90 teeth, the effective number for the carrier is 120
teeth. This is calculated by adding the number of teeth on the sun
gear to the number of teeth on the ring gear: 30 + 90 = 120
(S + R = C.)
To calculate the gear ratio through this gear set, divide the number of
teeth of the drive member into the number of teeth on the driven
member. For example, if the sun gear is the drive member, the ring
gear is the driven member, and the carrier is being held, the ratio
would be:
90/30 or 3:1
If the carrier is the drive member and the ring gear is the driven
member with the sun gear being held, the ratio would be:
90/120 or 0.75:1
There are eight possible conditions that can be used with a simple
planetary gear set. Six of these are shown in Figures 3.2.26 through
3.2.31. The other two conditions are direct drive, when two members
are locked to each other; and neutral, when there is no drive member
or held member.
NOTE: Calculating gear ratios through two or three sets of
planetary gears is more difficult and will not be covered in this
course.
Unit 3 3-2-20 Power Train I
Lesson 2

All planetary gear sets follow basic rules. Knowledge of these rules
listed below will help in understanding planetary power shift
transmission operation.

• Two external gears in mesh (sun gear and planet gears) will
rotate in opposite directions.
• An internal (ring) and external (planet) gear in mesh will
rotate in the same direction.
• There must be an input member and a held member to get
output from a planetary gear set (except direct drive).
• When any two components of a planetary gear set are driven
in the same direction at the same speed, direct drive (1:1)
ratio will result.
• A carrier will always follow its input.
• If a carrier is the driving member, overdrive will result.
• If a carrier is the output member, reduction will result.
• If a carrier is held, reverse will result.
Unit 3 3-2-21 Power Train I
Lesson 2

PLANETARY GEAR SET

FORWARD REDUCTION

Carrier
Sun Gear
Held
Ring
Gear

Planet
Gear

Fig. 3.2.26 Planetary Gear Set (FORWARD REDUCTION)

Speed, direction, and torque changes are accomplished by restraining

or driving various components of the planetary gear set. There are
many different combinations possible. To transmit power through a
planetary set, one member is held, one member is driving, and one
member is driven.
With the ring gear as the input and the carrier as the output
(Figure 3.2.26), the planet gears walk around the stationary sun gear
and the gear set is in FORWARD REDUCTION.
Unit 3 3-2-22 Power Train I
Lesson 2

PLANETARY GEAR SET

MAXIMUM FORWARD REDUCTION

Ring Gear
Held

Fig. 3.2.27 Planetary Gear Set (MAX FORWARD REDUCTION)

With the sun gear as the input and the carrier as the output
(Figure 3.2.27), the planet gears walk around the inside of the
stationary ring gear and the gear set is in MAXIMUM FORWARD
REDUCTION.

PLANETARY GEAR SET

FORWARD OVERDRIVE

Sun Gear
Held

Fig. 3.2.28 Planetary Gear Set (FORWARD OVERDRIVE)

With the carrier as the input and the ring gear as the output,
(Figure 3.2.28), the planet gears walk around the stationary sun gear
and the gear set is in FORWARD OVERDRIVE.
Unit 3 3-2-23 Power Train I
Lesson 2

PLANETARY GEAR SET

MAXIMUM FORWARD OVERDRIVE

Ring Gear
Held

Fig. 3.2.29 Planetary Gear Set (MAX FORWARD OVERDRIVE)

With the carrier as the input and the sun gear as the output
(Figure 3.2.29), the planet gears walk around the inside of the
stationary ring gear and the gear set is in MAXIMUM FORWARD
OVERDRIVE.

PLANETARY GEAR SET

REVERSE REDUCTION

Carrier
Held

Fig. 3.2.30 Planetary Gear Set (REVERSE REDUCTION)

With the sun gear as the input, the ring gear as the output, and the
carrier stationary (Figure 3.2.30), the planet gears act as idler gears.
The gear set operates in REVERSE REDUCTION.
Unit 3 3-2-24 Power Train I
Lesson 2

PLANETARY GEAR SET

REVERSE OVERDRIVE

Carrier
Held

Fig. 3.2.31 Planetary Gear Set (REVERSE OVERDRIVE)

With the ring gear as the input, the sun gear as the output, and the
carrier stationary (Figure 3.2.31), the planets gears act as idler gears.
The gear set operates in REVERSE OVERDRIVE.

Fig. 3.2.32 Two-piece Shaft

A two-piece shaft is shown in Figure 3.2.32. The shaft on the left is

the input shaft. The sun gears of the reverse and forward planetary
gear sets are mounted on the input shaft.
The shaft on the right is the output shaft. The sun gears for the
second speed and first speed planetary sets are mounted on the output
shaft.
NOTE: In figures 3.2.33 through 3.2.37 planetary gear sets are
added to the shafts to represent a basic planetary transmission.
Unit 3 3-2-25 Power Train I
Lesson 2

Fig. 3.2.33 Two-piece Shaft and Planetary Gears

In Figure 3.2.33 planet gears have been added to each sun gear.
Planetary sets are usually referred to by numbers starting from the
input (left) end.

Fig. 3.2.34 Planetary Carrier Added to Shaft

The front carrier of the reverse planetary gear set has been added to
the illustration in Figure 3.2.34. Half of the planetary carrier is
omitted to show how it is mounted and how it holds the planet gears.
Unit 3 3-2-26 Power Train I
Lesson 2

Fig. 3.2.35 Center Carrier Added to Shafts

In Figure 3.2.35, a center carrier has been added to the transmission

assembly. The center carrier connects the input shaft to the output
shaft. It contains the planet gears for forward and for second speed.

Fig. 3.2.36 Three Carriers on Shafts

All three planetary carriers are mounted on the shafts in Figure

3.2.36. From left to right, they are the front carrier, the center carrier,
and the rear carrier.
Unit 3 3-2-27 Power Train I
Lesson 2

Fig. 3.2.37 Four Planetary Gear Sets

Figure 3.2.37 illustrates four planetary gear sets. From the input end
(left) they are: No. 1 (reverse), No. 2 (forward), No. 3 (second) and
No. 4 (first).
To make a complete transmission, ring gears and clutches must be
added and the entire assembly put into a protective housing.

Fig. 3.2.38 Group of Four Planetary Gear Sets

In some planetary power shift transmissions, there is a planetary gear

set for each transmission speed: A set for forward and a set for
reverse.
Figure 3.2.38 shows four planetary gear sets assembled into a
compact group.
Unit 3 3-2-28 Power Train I
Lesson 2

2
3 4

Fig. 3.2.39 Two-Speed, Two-Directional Planetary Transmission

Figure 3.2.39 is a schematic representation of a two-speed, two-

direction planetary power shift transmission. It is an exploded view
of the assembled planetary gear set shown in Figure 3.2.38.
Engine power is transmitted to the input shaft (1) through a torque
converter or a torque divider. The sun gears for both the forward and
reverse directions are mounted on the input shaft, and always rotate
when the input shaft is driven. The center carrier (2) is the carrier for
the planet gears of the reverse set and the second speed set. The
output shaft (3) and the sun gear for the second speed are mounted on
the center carrier. The sun gear for first speed is mounted to the
output shaft (4).
NOTE: The arrangement of the planetary gear sets from the
engine to the output shaft (left to right) are; reverse, forward,
second, and first.
Unit 3 3-2-29 Power Train I
Lesson 2

Fig. 3.2.40 Directional Planetary Gear Sets (FORWARD)

Figure 3.2.40 shows the planetary gear sets for forward and reverse:
The directional half of the transmission. Power is transmitted from
the engine to the input shaft (left end of planetary gear set). The ring
gear of the planetary gear set for forward is stopped. This portion of
the transmission is now engaged in forward gear.
The input shaft is driven and because the sun gears are mounted on
the input shaft, the sun gears are also driven. The reverse sun gear
(on the left) is rotating the planet gears. However, no power is
transmitted through the reverse planetary because no member of the
planetary is held.
The sun gear of the forward planetary rotates with the input shaft.
Therefore, the planet gears rotate in the opposite direction. Because
the ring gear is stopped, the planet gears must revolve in the same
direction as sun gear rotation. This causes the planet carrier to rotate
in the same direction. This is the power flow for the FORWARD
direction.
Unit 3 3-2-30 Power Train I
Lesson 2

Fig. 3.2.41 Directional Planetary Gear Sets (REVERSE)

Figure 3.2.41 shows the power flow when the planetary carrier for the
reverse gear planetary set is stopped. The input shaft (at left) drives
the sun gear of the reverse planetary set. The sun gear drives the
planet gears. Because the planetary carrier is stopped, the planet
gears must rotate in place and drive the ring gear. Ring gear rotation
is now opposite sun gear rotation.
The ring gear of the reverse planetary set is fastened to the planetary
carrier gears of the forward planetary set. Therefore, the planetary
carrier of the forward planetary set also rotates in REVERSE or
opposite to input gear rotation.
Unit 3 3-2-31 Power Train I
Lesson 2

Fig. 3.2.42 Speed Planetary Gear Sets (SECOND)

Figure 3.2.42 shows the speed part of the transmission in SECOND

gear. The planetary carrier on the left is part of the planetary carrier
of the forward planetary set and is driven either clockwise or
counterclockwise, depending upon which planetary gear set (forward
or reverse) is transmitting power.
The ring gear of the planetary set for second gear is stopped.
Because the planetary carrier is rotating and the ring gear is stopped,
the sun gear of the second gear planetary set is driven. The sun gear
and output shaft rotate in the same direction as the planetary carrier.
No member of the first gear planetary set is held. Therefore, all
components are free to rotate and no power is transmitted through the
first gear planetary set.
Unit 3 3-2-32 Power Train I
Lesson 2

Fig. 3.2.43 Speed Planetary Gear Sets (FIRST)

For FIRST gear operation (Figure 3.2.43), the ring gear of the second
gear planetary set is released and the ring gear of the first gear
planetary set is stopped. The planetary carrier at the left is still driven
through the directional half of the transmission. The load on the
output shaft provides resistance to sun gear rotation. Therefore, the
ring gear of the second gear planetary set must rotate. This ring gear
is fastened to the planetary carrier of the first gear planetary set.
The ring gear of the first gear planetary set is stopped, causing the
planet gears to walk around the inside of the held ring gear and drive
the first speed sun gear and the output shaft. The output shaft
rotation is in the same direction as the rotation of the planetary carrier
on the left.
Unit 3 3-2-33 Power Train I
Lesson 2

R
F 2 1
Fig. 3.2.44 Planetary Gear Set (FIRST GEAR FORWARD)

In FIRST GEAR FORWARD (Figure 3.2.44), the ring gears of the

forward (F) and first speed (1) planetary sets are stopped. No power
is transmitted through the reverse (R) planetary set because no
member is held. When the ring gear of the forward planetary set is
stopped, the rotating sun gear causes the planet gears to revolve
around the sun gear. The forward planet gears are mounted on the
center carrier, and the center carrier must rotate.
The rotating center carrier drives the ring gear of the second (2) gear
planetary set. The sun gear of the second gear planetary set is the
held member because its rotation is restricted by the load on the
output shaft. The planet gears will cause the ring gear to rotate. The
ring gear of the second speed planetary set is connected to the
planetary carrier of the first speed planetary set. Because the first
speed ring gear is held, the planet gears drive the first speed sun gear
and deliver power to the output shaft. The machine moves forward in
FIRST GEAR.
Unit 3 3-2-34 Power Train I
Lesson 2

R 2 1
Fig. 3.2.45 Planetary Gear Set (FIRST GEAR REVERSE)

In FIRST GEAR REVERSE (Figure 3.2.45), the planetary carrier of

the reverse (R) planetary set and the ring gear of the first (1) gear
planetary set are held. When the planetary carrier of the reverse
planetary set is held, the planet gears rotate and drive the reverse ring
gear in the opposite direction from the input shaft. The reverse ring
gear causes the center carrier to rotate. The load on the output shaft
holds the sun gear of the second (2) gear planetary set. The center
carrier will cause the planet gears to drive the second speed ring gear.
The second speed ring gear connects to the planetary carrier of the
first speed planetary set. The first speed ring gear is held. The planet
gears revolve around the inside of the first speed ring gear and drive
the first speed sun gear and the output shaft.
Unit 3 3-2-35 Power Train I
Lesson 2

R F 2

Fig. 3.2.46 Planetary Gear Set (SECOND GEAR FORWARD)

In SECOND GEAR FORWARD, the ring gears of the forward (F)

and second (2) speed planetary sets are stopped. No power is
transmitted through the reverse (R) planetary set because no member
is held. When the ring gear of the forward planetary set is stopped,
the rotating sun gear causes the planet gears to revolve around the sun
gear. The forward planet gears are mounted on the center carrier, and
the center carrier must rotate.
The second speed ring gear is held. The center carrier causes the
planet gears to revolve around the inside of the second speed ring
gear and drive the second speed sun gear and the output shaft.
Unit 3 3-2-36 Power Train I
Lesson 2

R
2

Fig. 3.2.47 Planetary Gear Set (SECOND GEAR REVERSE)

In SECOND GEAR REVERSE (Figure 3.2.47), the planetary carrier

in the reverse (R) planetary set and the ring gear of the second (2)
speed planetary set are held. When the planetary carrier of the
reverse planetary set is held, the planet gears rotate and drive the
reverse ring gear in the opposite direction from the input shaft. The
reverse ring gear causes the center carrier to rotate. The second speed
ring gear is held. The center carrier causes the planet gears to revolve
around the inside of the second speed ring gear and drive the second
speed sun gear and the output shaft.
Unit 3 3-2-37 Power Train I
Lesson 2

CLUTCH ENGAGEMENT CHART

Transmission
Speed
First Speed Forward
Second Speed Forward
Third Speed Forward
Neutral
First Speed Reverse
Second Speed Reverse
Third Speed Reverse
Direction Speed
Clutch Engaged Clutch Engaged
2 5
2 4
2 3
- 3
1 5
1 4
1 3

Fig. 3.2.48 Transmission Clutch Engagement Chart (D9R Tractor)

The chart in Figure 3.2.48 lists the clutches that are engaged for
operation in each gear range. This chart applies to D9R Tractor-type
Tractor models.
A chart of this type can be a useful reference when troubleshooting a
transmission performance problem. For example, if the machine
operator says that the transmission slips in first speed forward and
first speed reverse, the problem is probably in clutch No. 5 since it is
common to both gear ranges. If the transmission slips in first forward
but not in first reverse, the problem is more likely in clutch No. 2.