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rea de Informacin Tcnica
CAMPUS ITM: Av. Ramn Castilla 1110 Carretera Trujillo Huanchaco E-mail: itmaperu@yahoo.com
SYSTEMS OPERATION 966G Series II Wheel Loader and 972G Series II Wheel Loader Power Train
GENERAL INFORMATION
Illustration 1: Location of Power Train Components (1) Diesel engine (2) Torque converter (3) Transmission (4) Output transfer gears (5) Rear final drives (6) Rear drive shaft (7) Front drive shaft (8) Front final drive
Power from the diesel engine (1) is sent from the flywheel to torque converter (2). The torque converter is splined to the engine flywheel. The torque converter is fastened to transmission (3) by bolts. Power flows directly from the torque converter to the transmission input shaft. The torque converter output gear is meshed to the transmission input gear. The transmission output shaft is connected to the input gear in output transfer gear case (4) by splines. Power is sent through the input gear to the output gear. The output gear sends power through rear drive shaft (6) to the rear differential. The output gear also sends power to the front differential through front drive shaft (7). The bevel gear and pinion of each differential sends the power to the final drives through the differentials and through the sun gear shafts. Axle shafts transfer the power from final drives (5) and (8) to the wheels. An integral parking brake is mounted on the front of the transmission.
Illustration 2: Block Diagram of the Power Train Electronic Control System (9) Position sensor (left pedal) (10) Transmission direction and speed control (11) ET service connector (12) CAT Data Link (13) Caterpillar Monitoring System (14) Caterpillar Monitoring System service connector (15) Power train electronic control module (ECM) (16) Auto/manual switch for the Autoshift control (17) Transmission neutralizer override switch (18) Variable shift control switch (19) Minimum engine speed setting (20) Engine (21) Engine speed sensor (22) Torque Converter (23) Torque Converter output speed sensor (24) Modulating valves (transmission clutch) (six) (25) Transmission oil temperature sensor (26) Transmission output speed sensors (two) (27) Differential (28) Transmission
Six hydraulically activated clutches in transmission (28) provide four forward speeds and four reverse speeds. Speed selections and direction selections are made manually with transmission direction and speed control (10). The autoshift control will make speed selections if the machine is in automatic mode. The variable shift control uses the position of the variable shift control switch and the engine speed in order to provide alternate auto shift points.
The power train electronic control system electronically controls transmission shifts. The power train electronic control system shifts the transmission. In order for the transmission to be shifted to the desired speed and the desired direction, power train ECM (15) receives the operator input from transmission direction and speed control (10) and the left brake pedal position sensor. The power train ECM signals the modulating valve (transmission clutch) of the speed clutch that is selected. The power train ECM signals the modulating valve (transmission clutch) of the direction clutch that is selected. The output signal energizes the solenoids of modulating valves (transmission clutch) (24) that are selected. The energized modulating valves (transmission clutch) electronically modulate the oil pressure of the clutches that are selected. The power train ECM can request automatic shifts. The power train ECM uses the following input signals to ensure steady engagement of the clutches: engine speed sensor (21), torque converter output speed sensor (23), transmission speed sensors (26) and transmission oil temperature sensor (25). The power train ECM also controls the following functions: neutral start, ride control, backup alarm, auto shift control, variable shift control, secondary steering, speed limiter, parking brake interlock and transmission neutralizer.
TORQUE CONVERTER AND PUMP DRIVE HOUSING
Illustration 3: Torque Converter and Pump Drive Housing (1) Torque converter housing. (2) Transmission and hydraulic implement pump drive gear. (3) Pump drive flange. (4) Transmission oil pump. (5) Torque converter. (6) Transmission housing. (7) Torque converter output gear. (8) Drive gear. (9) Input gear for planetary transmission. Transmission oil pump (4) and the hydraulic implement pump are mounted on torque converter housing (1). Torque converter housing (1) is between the engine flywheel housing and transmission housing (6). Gear (8) turns drive gear (2) for the transmission oil pump and for the hydraulic implement pump. Pump drive flange (3) is connected to transmission oil pump (4) by splines. The hydraulic implement pump is fastened to transmission oil pump (4). Torque converter output gear (7) sends power to input gear (9) for the planetary transmission.
TORQUE CONVERTER
TORQUE CONVERTER
The torque converter is located at the input end of the transmission. The torque converter housing is bolted to the flywheel housing. Output torque from the torque converter enters the planetary transmission through either the Number 1 sun gear or the Number 2 sun gear. The gear that receives the output is dependent upon the direction clutch that is engaged. Oil for the operation of the torque converter is supplied by the transmission oil pump. Oil from the transmission oil pump flows to the torque converter housing. The oil flow is divided in the torque converter housing. The transmission hydraulic control relief valve and the clutch solenoid modulating valves receive the oil flow that is divided. The transmission hydraulic control relief valve regulates P3 converter inlet oil to flow to the torque converter at a nominal pressure of 550 kPa (80 psi). The torque converter inlet relief valve limits the oil flow to the torque converter to a maximum pressure of 900 70 kPa (130 10 psi). The torque converter inlet relief valve is located in the torque converter housing. The transmission hydraulic control relief valve is located above the torque converter inlet relief valve. The torque converter outlet pressure is 415 kPa (60 psi). TORQUE CONVERTER
(1) Rotating housing (2) Impeller (3) Gear (4) Inlet port (5) Output shaft (6) Turbine (7) Stator (8) Adapter (9) Carrier assembly (10) Outlet port
Illustration 4: Torque Converter 6
Rotating housing (1), impeller (2), and oil pump drive gear (3) are driven by the flywheel. These components rotate as a unit at the engine speed. P3 converter inlet oil enters the torque converter through inlet port (4) in carrier assembly (9). The oil is directed to the inlet port by a passage in the torque converter housing. From inlet port (4), the oil flows through carrier assembly (9) and through a passage in impeller (2). As impeller (2) rotates, the impeller acts as a pump in order to direct the oil to turbine (6). The turbine is fastened to the hub assembly with bolts. The hub assembly is connected to output shaft (5) by splines. The turbine directs oil to stator (7) that is held stationary. The stator is connected to adapter (8) with splines. Adapter (8) is connected to carrier assembly (9) with splines. Carrier assembly (9) is bolted to the torque converter housing. The oil flows through a passage in carrier assembly (9) to outlet port (10). From outlet port (10), oil is directed to the torque converter oil cooler. The temperature of the oil is lowered in the torque converter oil cooler. From the torque converter oil cooler, the oil flows to the transmission. The oil cools the internal components of the transmission. The oil lubricates the internal components of the transmission.
TORQUE CONVERTER (FREEWHEEL STATOR)
(1) Rotating housing (2) Impeller (3) Gear (4) Inlet port (5) Output shaft (6) Turbine (7) Plate (8) Stator (9) Race (10) Carrier assembly (11) Outlet port
Illustration 5
Illustration 6 (9) Race (12) Cam (13) Spring (14) Slot (15) Cam surface (16) Roller Rotating housing (1), impeller (2), and oil pump drive gear (3) are driven by the flywheel. These components rotate as a unit at the engine speed. P3 converter inlet oil enters the torque converter through inlet port (4) in carrier assembly (10). The oil is directed to the inlet port by a passage in the torque converter housing. From inlet port (4), the oil flows through carrier assembly (10) and through a passage in impeller (2). As impeller (2) rotates, the impeller acts as a pump in order to direct the oil to turbine (6). The turbine is fastened to the hub assembly with bolts. The hub assembly is connected to output shaft (5) with splines. The turbine directs oil to stator (8) that is held stationary. Stator (8) is connected to freewheel cam (12) with splines. Stator (8) and freewheel cam (12) rotate together. Freewheel race (9) is held stationary. Springs (13) are inserted between cam (12) and rollers (16). Race (9) is connected to carrier (10) with splines. Carrier (10) is fastened to the cover that is around the torque converter. Carrier (10) and race (9) do not rotate. The carrier helps to support the rotating components of the converter. The carrier also contains the oil flow passages for the operation of the converter. The oil flows through a passage in carrier assembly (10) to outlet port (11). From outlet port (11), oil is directed to the torque converter oil cooler. The temperature of the oil is lowered in the torque converter oil cooler. From the torque converter oil cooler, the oil flows to the transmission. The oil cools the internal components of the transmission. The oil lubricates the internal components of the transmission.
TRANSMISSION HYDRAULIC SYSTEM
Illustration 7: Schematic for the Transmission Hydraulic System (1) Transmission hydraulic control relief valve (2) Torque converter (3) Torque converter outlet relief valve (if equipped) (4) Transmission oil filter (5) Modulating valve (transmission clutch) for the Number 1 clutch (6) Modulating valve (transmission clutch) for the Number 4 clutch (7) Modulating valve (transmission clutch) for the Number 2 clutch (8) Modulating valve (transmission clutch) for the Number 5 clutch (9) Modulating valve (transmission clutch) for the Number 3 clutch (10) Modulating valve (transmission clutch) for the Number 6 clutch (11) Transmission oil pump (12) Torque converter inlet relief valve (13) Suction screen and magnet (14) Oil sump (15) Transmission lubrication
(16) Oil cooler (A) Pump pressure tap (B) P3 Torque converter inlet pressure tap (C) Torque converter outlet pressure tap (D) Sampling valve for the transmission oil (G) Number 1 clutch pressure tap (H) Number 4 clutch pressure tap (J) Number 2 clutch pressure tap (K) Number 5 clutch pressure tap (L) Number 3 clutch pressure tap (M) Number 6 clutch pressure tap (N) Transmission lubrication pressure tap The transmission hydraulic system consists of the following components: suction screen and magnet (13), transmission oil pump (11), transmission oil filter (4), transmission hydraulic control relief valve (1), modulating valves (transmission clutch) (5-10), torque converter (2), torque converter inlet relief valve (12), torque converter outlet relief valve (3) and oil cooler (16). The bottom of the output transfer gear case contains oil sump (14). Transmission oil pump (11) is a one-section gear type pump. Transmission oil pump (11) is a positive displacement pump. Transmission oil pump (11) supplies oil to the transmission hydraulic system. Transmission oil pump (11) pulls oil from oil sump (14). The oil flows through the suction screen and magnet (13). Oil is supplied to the pump inlet through a tube that is mounted to the pump inlet and the output transfer gear case. Pressurized oil exits the pump outlet and flows to externally mounted transmission oil filter (4). Pressurized oil flows from transmission oil filter (4) through an external hose to the torque converter housing. Pressurized oil then flows through internal passages in the torque converter housing. Transmission hydraulic control relief valve (1) receives some of the pressurized oil flow. Modulating valves (5-10) receive some of the pressurized oil flow. Modulating valves (5-10) are mounted on the top of the transmission under the cab. The six transmission clutches have an individual modulating valve (5-10). In order to move the machine, a direction clutch solenoid and a speed clutch solenoid must be energized. The modulating valves (5-10) are used to directly modulate the oil pressure that is sent to each individual clutch. The leakage oil from the clutches and the return oil flows to the bottom of the transmission. The nonenergized modulating valves (5-10) return the oil flow to the bottom of the transmission. The oil then flows to oil sump (14) in the bottom of the output transfer gear case. Transmission hydraulic control relief valve (1) controls the pressure of the oil that flows to modulating valves (5-10). Oil flows into transmission hydraulic control relief valve (1) at a maximum pressure of 2930 kPa (425 psi). The oil pressure overcomes the spring force of transmission hydraulic control relief valve (1). Torque converter inlet oil then flows to torque converter (2) at 550 kPa (80 psi). Torque converter inlet relief valve (12) limits P3 torque converter inlet oil to a maximum pressure of 900 70 kPa (130 10 psi). Torque converter inlet relief valve (12) is located in the torque converter housing. Transmission hydraulic control relief
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valve (1) is located above the torque converter inlet relief valve. Transmission hydraulic control relief valve (1) must be removed in order to attain access to the torque converter inlet relief valve. The outlet oil from torque converter (2) flows to torque converter outlet relief valve (3). Torque converter outlet relief valve (3) (if equipped) maintains the oil pressure inside the torque converter at a specific rate. Torque converter outlet relief valve (3) (if equipped) maintains the oil pressure inside the torque converter at 415 140 kPa (60 20 psi). The oil flows from the torque converter outlet relief valve to oil cooler (16). Oil cooler (16) is located on the right side of the engine. After the oil has been cooled, the oil flows to the transmission. The oil provides lubrication to the transmission and cooling to the transmission. The oil flows through internal passages in the transmission to the bearings, the gears and the clutches. The oil then flows to the bottom of the transmission. The oil then flows to oil sump (14) in the bottom of the output transfer gear case.
TRANSMISSION OIL PUMP
(1) Torque converter housing. (2) Transmission and hydraulic pump drive gear. (3) Pump drive flange. (4) Transmission oil pump.
Illustration 8: Torque Converter and Pump Drive Housing
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(4) Transmission oil pump.
Illustration 9: Location of the transmission oil pump Transmission oil pump (4) is mounted on the left side of torque converter housing (1) under the cab. Transmission oil pump (4) is a positive displacement type pump. The one-section gear pump is bolted to the torque converter housing (1). The following pumps are mounted on the transmission oil pump (4) and driven by the transmission oil pump: steering pump, implement pump and pilot/brake pump. The pump drive gear is fastened to the torque converter impeller. The pump drive gear drives transmission and hydraulic pump drive gear (2). Transmission and hydraulic pump drive gear (2) is fastened to pump drive flange (3). Pump drive flange (3) is connected to transmission oil pump (4) by splines. The splined shaft of the transmission oil pump drives the transmission oil pump.
(5) Cover assembly. (6) Body assembly. (7) Manifold assembly. (8) Drive gear. (9) Gear.
Illustration 10: Transmission oil pump The main components of the transmission oil pump are (5) cover assembly, (6) body assembly, (7) manifold assembly, (8) drive gear, and (9) gear. 12
OIL FILTER (POWER TRAIN)
(1) Power train oil filter.
Illustration 11: Location of the power train oil filter The power train oil filter (1) is mounted on the left side of the machine frame under the cab. The externally mounted oil filter has a bypass valve. If there is a restriction in the oil filter or if the oil viscosity is high, the bypass valve in the filter housing will open. If the inlet pressure to the oil filter is 248 21 kPa (36 3 psi) greater than the outlet pressure, the bypass valve will open. When the oil does not flow through the filter element, the debris in the oil could cause damage to other components in the hydraulic system. Correct maintenance recommendations must be followed in order to ensure that the element does not fill with debris. If the element is full of debris, the flow of clean oil to the hydraulic system stops.
TRANSMISSION OIL COOLER

Coolant from the engine enters the end of the oil cooler. The coolant flows through the many long tubes that are in the oil cooler. The coolant then exits the opposite end of the oil cooler and the coolant returns to the engine cylinder block. The coolant is then cooled by the cooling system of the engine.
Illustration 12: Location of Transmission Oil Cooler
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Illustration 13: Schematic of Transmission Oil Cooler Transmission system oil with a high temperature comes from the relief valve for the torque converter outlet. Transmission system oil enters the oil cooler inlet. The flow of oil is around the tubes and along the tubes inside the oil cooler. In this process, heat that is removed from the oil is given to the engine coolant. After the oil flows through the oil cooler tubes the oil flows through the bottom outlet with a lower temperature. The components in the transmission are then cooled and lubricated by the oil.
TRANSMISSION HYDRAULIC CONTROL
Illustration 14: Transmission Hydraulic Control
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(1) Number 1 clutch modulating valve (Reverse) (2) Number 2 clutch modulating valve (Forward) (3) Number 3 clutch modulating valve (Fourth Speed) (4) Number 4 clutch modulating valve (Third Speed) (5) Number 5 clutch modulating valve (Second Speed) (6) Number 6 clutch modulating valve (First Speed) (A) Transmission hydraulic control relief valve (B) Modulating valves (transmission clutch) (C) Torque converter inlet relief valve (D) Torque converter outlet relief valve (if equipped) The transmission hydraulic control controls the oil pressure to the torque converter, to the transmission clutches, and to the lubrication circuits. The transmission hydraulic control also controls the flow of oil to the clutches. The transmission hydraulic control is installed on the top of the transmission planetary group and on the side of the torque converter housing. The transmission hydraulic control consists of the following components: transmission hydraulic control relief valve (A), six modulating valves (B), torque converter inlet relief valve (C) and torque converter outlet relief valve (D). Pressurized oil for the operation of the transmission hydraulic control flows from the transmission oil pump to the transmission oil filter. The oil flows through a hose to the oil inlet in the torque converter housing. The oil flows through internal passages in the torque converter housing in order to supply transmission hydraulic control relief valve (A) with oil. The oil also flows through internal passages in the transmission housing in order to supply the six modulating valves (B) with oil. The six modulating valves (B) are mounted on the top of the transmission under the cab. The six transmission clutches have an individual modulating valve (B). In order to move the machine, a direction clutch solenoid and a speed clutch solenoid must be energized. The modulating valves (B) are used to directly modulate the oil pressure that is sent to each individual clutch. The following table provides the combination of the energized solenoids and engaged clutches for each forward speed and for each reverse speed. TABLE 1 Speed Range and Direction Fourth Speed Forward Third Speed Forward Second Speed Forward First Speed Forward Neutral First Speed Reverse Clutches and Solenoids that are Engaged 3 and 2 4 and 2 5 and 2 6 and 2 3 6 and 1
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Second Speed Reverse Third Speed Reverse Fourth Speed Reverse
5 and 1 4 and 1 3 and 1
Transmission hydraulic control relief valve (A) controls the pressure of the oil that is supplied to modulating valves (B). The oil pressure overcomes the spring force of the transmission hydraulic control relief valve. Torque converter inlet P3 oil then flows to the torque converter. Torque converter inlet relief valve (C) limits P3 torque converter inlet oil pressure to a maximum of 900 70 kPa (130 10 psi). Torque converter inlet relief valve (C) is located in the torque converter housing. Transmission hydraulic control relief valve (A) is located above torque converter inlet relief valve (C). Transmission hydraulic control relief valve (A) must be removed in order to attain access to the torque converter inlet relief valve (C).
TRANSMISSION HYDRAULIC CONTROL OPERATION
Illustration 15: Transmission Hydraulic Control
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(AA) Pressure oil (BB) P3 Torque Converter inlet pressure (CC) Torque converter outlet pressure (DD) Lubrication pressure (EE) Return oil Starting the Engine with the Transmission in the NEUTRAL position: When the engine is started, the transmission oil pump (11) pulls oil from oil sump (14). The oil flows through the suction screen and magnet (13). Transmission oil pump (11) sends pressurized oil through transmission oil filter (4). Pressurized transmission oil flows from the transmission oil filter to the oil inlet in the torque converter housing. The pressurized oil flows through internal passages in the torque converter housing in order to supply transmission hydraulic control relief valve (1) with oil. The pressurized oil also flows through internal passages in the transmission housing. The pressurized oil flows out of the internal passages in the transmission housing into modulating valves (510). Number 3 clutch solenoid (9) is energized because the transmission is in neutral. None of the remaining modulating valves (5), (6), (7), (8) and (10) provide oil to the transmission clutches. The pressurized oil leakage drains to oil sump (14). The transmission hydraulic control relief valve (1) sends P3 converter inlet oil to torque converter (2). Torque converter outlet oil flows to oil cooler (16). After the oil cools, the oil flows to the transmission for transmission lubrication (15). After the transmission is lubricated and cooled the oil drains to the oil sump (14). Torque converter inlet relief valve (12) limits P3 torque converter inlet oil pressure to a maximum of 900 70 kPa (130 10 psi). Torque converter inlet relief valve (12) is located in the torque converter housing. Transmission hydraulic control relief valve (1) must be removed in order to attain access to torque converter inlet relief valve (12). Shifting the Transmission to the FIRST SPEED FORWARD position: The power train electronic control module (ECM) modulates the electrical current that is sent to the selected modulating valves. Modulating the current to the modulating valve controls the transmission clutch pressure. When the transmission direction and speed control lever (if equipped) is moved to the FIRST SPEED FORWARD position, both Number 2 clutch solenoid (7) and Number 6 clutch solenoid (10) are energized. When the transmission direction control switch (if equipped) and the transmission upshift switch are shifted to the FIRST SPEED FORWARD position, both Number 2 clutch solenoid (7) and Number 6 clutch solenoid (10) are energized. Number 2 clutch solenoid (7) is electronically modulated when the Number 2 clutch is filled. Number 6 clutch solenoid (10) is electronically modulated when the Number 6 clutch is filled. When the electrical current is modulated to the full current, the Number 6 clutch and the Number 2 clutch are at full oil pressure. Modulating valves (5), (6), (8), and (9) are not energized. The leakage oil drains to oil sump (14). 17
Transmission in the FOURTH SPEED REVERSE position: The power train electronic control module (ECM) modulates the electrical current that is sent to the selected modulating valves. Modulating the current to the modulating valve controls the transmission clutch pressure. When the transmission direction and speed control lever (if equipped) is moved to the FOURTH SPEED REVERSE position, both Number 1 clutch solenoid (5) and Number 3 clutch solenoid (9) are energized. When the transmission direction control switch (if equipped) and the transmission upshift switch is shifted to the FOURTH SPEED REVERSE position, both Number 1 clutch solenoid (5) and Number 3 clutch solenoid (9) are energized. Number 1 clutch solenoid (5) is electronically modulated when the Number 1 clutch is filled. Number 3 clutch solenoid (9) is electronically modulated when the Number 3 clutch is filled. When the electrical current is modulated to the full current, the Number 3 clutch and the Number 1 clutch are at full oil pressure. Modulating valves (6), (7), (8), and (10) are not energized. The leakage oil drains to oil sump (14).
OUTPUT TRANSFER GEARS
(1) Case. (2) Drive gear. (3) Shims. (4) Driven gear. (5) Shaft. (6) Yoke assembly. (7) Yoke assembly.
Illustration 16: Output Transfer Gears
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The output transfer gears are at the output side of the transmission. The transmission output shaft is connected to drive gear (2) by splines. Drive gear (2) is engaged with driven gear (4). Driven gear (4) is connected to shaft (5) by splines. Yoke assemblies (6) and (7) are connected to shaft (5) by splines. Yoke assembly (6) is connected to the short drive shaft that is connected to the rear differential. Yoke assembly (7) is connected to the drive shaft. The drive shaft is connected to the pillow block bearing and to the front differential. The flow of power in the output transfer gears goes from the transmission output shaft to drive gear (2). The power then flows from drive gear (2) to driven gear (4). The power then flows from the driven gear to shaft (5). At shaft (5), the flow of power divides. Some of the power goes from yoke assembly (6) through a drive shaft to the rear differential. Some of the power goes from yoke assembly (7) through a drive shaft and through the bearing cage to the front differential. Shims (3) are used to adjust the end play of gear (2).
MAGNETIC SCREEN
(1) Magnetic tube. (2) Screen. (3) Seal.
Illustration 17: Magnetic Screen Assembly The magnetic screen assembly is located on the bottom right side of the rear of the transfer gear case. Oil from the bottom of the transfer gear case flows through an inlet passage. As the oil flows through the screen, foreign particles that are in the oil are stopped by the screen. This keeps the foreign particles from going into the transmission hydraulic system. After the oil flows through the screen, the oil flows through the magnets. The magnets are installed on the tube assembly so that the same magnetic ends are next to each other. Smaller metal particles that go through the screen are captured by the magnets. The magnets will not allow the metal particles to go with the oil through the transmission hydraulic system. Then, the oil flows through the tube assembly to the transmission pump.
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DIFFERENTIAL
Illustration 18: Typical Illustration
(1) Bevel pinion. (2) Bevel gear. (3) Ring gear. (4) Planetary gear. (5) Carrier. (6) Axle shaft. (7) Spider.
(8) Differential case. (9) Pinion. (10) Side gear. (11) Brake piston. (12) Brake disc. (13) Reaction plate. (14) Sun gear.
A differential divides the power that is sent to the wheels or a differential causes a balance of the power that is sent to the wheels. A differential allows one wheel to turn at a slower rate than the other wheel on an axle. For example, this occurs during a turn. During a turn, the differential allows the inside wheel to rotate at a slower rate in relation to the outside wheel. The differential still sends the same amount of torque to each wheel.
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CAMPUS ITM: Av. Ramn Castilla 1110 Carretera Trujillo Huanchaco E-mail: itmperu@yahoo.com
SYSTEMS OPERATION D11R Track Type Tractor Power Train

GENERAL INFORMATION
Illustration 1: Power Train Components (1) Steering clutches and brakes (2) Final drives (3) Diesel engine (4) Tracks (5) Torque divider (6) Main drive shaft (7) Transfer and bevel gears (8) Transmission (power shift)
Power from diesel engine (3) is sent through torque divider (5), main drive shaft (6), transmission (8), transfer and bevel gears (7), steering clutches and brakes (1), final drives (2) and then to tracks (4). Diesel engine (3) sends power from the flywheel to the torque divider. Torque divider (5) sends the power to main drive shaft (6) through a planetary gear system and torque converter. Power through main drive shaft (6) goes to transmission (8). Transmission (8) has three speeds in Forward and in Reverse. Speed and direction of the transmission is controlled manually by the operator.
When the Finger Tip Controller for the transmission is moved to a speed and direction position, power through the transmission goes to transfer and bevel gears (7). Transfer and bevel gears (7) turn two inner axle shafts that send the power to steering clutches and brakes (1). Steering clutches are used to turn the machine and the brakes stop the machine as well as give assistance to the steering action of the steering clutches. Power through steering clutches and brakes (1) is used to turn the two outer axle shafts that turn final drives (2). Final drives (2) give a double reduction through the use of planetary gears and send the power to tracks (4) that move the machine.
TORQUE DIVIDER
Illustration 2: Torque Divider (1) Output shaft (2) Inlet passage (3) Impeller (4) Housing (5) Ring gear (6) Sun gear (7) Planet carrier (8) Support (9) Planet gears (10) Stator (11) Outlet passage (12) Turbine
The torque divider connects the engine to the planetary transmission. This 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 torque converter uses oil from the converter charging pump to multiply the torque to the transmission. 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. The planetary gear set also multiplies the torque from the engine by making an increase in the mechanical advantage through its gears. This torque multiplication also makes an increase as the load on the machine becomes higher. During no load conditions, neither the torque converter or the planetary gear set can multiply the torque from the engine. The torque divider is installed into the engine flywheel. The torque divider housing is installed on the engine flywheel housing. Output shaft (1) is connected to the planetary transmission through a drive shaft. The components of the planetary gear set are sun gear (6), planet carrier (7), planet gears (9) and ring gear (5). Sun gear (6) is connected to the flywheel by splines. Planet carrier (7) is connected to output shaft (1) by splines. Planet gears (9) are held by planet carrier (7) and are engaged with the sun gear (6) and ring gear (5). The components of the torque converter are: housing (4), impeller (3), turbine (12) and stator (10). Housing (4) is connected to the flywheel by splines. Impeller (3) is connected to housing (4). The turbine (12) is connected to ring gear (5) by splines. Stator (10) is connected to support (8) and can not turn.
TORQUE CONVERTER OPERATION Oil for the operation of the torque converter goes through inlet passage (2) in carrier (8) to impeller (3). The rotation of the impeller gives force to the oil. The impeller sends the oil toward the outside of the impeller, around the inside of housing (4) to turbine (12). The force of the oil hitting the blades of the turbine causes the turbine to turn. Since the turbine is connected to ring gear (5), torque is sent to planet gears (9). At this point in time, the torque given to the turbine by the force of the oil from the impeller can not be more than the torque output of the engine to the impeller. As the oil goes from the turbine, it moves in a direction opposite to the direction of impeller (3) rotation. Stator (10) causes the oil to change direction. Since the stator is connected to support (8) and can not turn, most of the oil is sent back to impeller (3). The remainder of the oil goes from the stator through outlet passage (11) 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. This extra force can give an increase to the torque output of the engine to the turbine. The larger the difference between the speeds of the impeller and the turbine, the larger the amount of force of the oil from the stator. Since it is the load on the
machine that changes the speed of the turbine, the higher the load, the larger the difference in the speeds of the impeller and the turbine. It is the different loads on the machine that control the amount of torque multiplication that the force of the oil from the stator can add.
Illustration 3: Torque Converter (2) Inlet passage (3) Impeller (4) Housing (5) Ring gear (8) Carrier (9) Planet gears (10) Stator (11) Outlet passage (12) Turbine (A) Drive Assembly (B) Driven Assembly (C) Stationary Assembly
TORQUE DIVIDER OPERATION The torque converter is driven by the engine through housing (4). The planetary gear set is driven by the engine through sun gear (6). These connections let the torque output of the engine go in two separate directions. Because of the larger radius of ring gear (5), most of this torque is sent by the torque converter through the ring gear to planet gears (9). The remainder of the torque is sent by sun gear (6) to planet gears (9). If planet carrier (7) has no resistance to rotation (no load), sun gear (6), planet gears (9), planet carrier (7) and ring gear (5) will turn at the same speed. The torque from the converter and from the planetary gear set is now through the planet carrier to output shaft (1) and the planetary transmission. Neither the torque converter or the planetary gear set can multiply the torque from the engine when they turn at the same speed.
When the machine has a load, planet carrier (7) has a resistance to rotation. Since sun gear (6) is turning at the rpm of the engine, this resistance to rotation causes planet gears (9) to turn on their shafts. Their rotation is opposite the rotation of ring gear (5). This causes a decrease in the speed of the ring gear. Since turbine (12) is connected to the ring gear, a decrease in speed will cause the torque converter to multiply the torque of the engine from housing (4). The torque multiplication is sent to planet carrier (7) and the output shaft through the ring gear. With the decrease in the speed of the ring gear, the torque of the engine through sun gear (6) and the planetary gear set also multiplies. This torque multiplication is also sent to planet carrier (7) and the output shaft.
Illustration 4: Torque Divider (1) Output shaft (4) Housing (5) Ring gear (6) Sun gear (7) Planet carrier (9) Planet gears (12) Turbine (13) Bearings (14) Pilot bearing (15) Output shaft bearing (16) Output flange
If the resistance to rotation of planet carrier (7) becomes higher (more load on the machine), the speed of the ring gear will decrease more. The slower speed will let the torque multiplication through both the torque converter and the sun gear become higher. If the resistance to rotation of the planet carrier becomes high enough, the ring gear will stop. During some very high load conditions, the rotation of the planet carrier and the output shaft will also stop. This will cause the ring gear to turn slowly in the opposite direction. At this time the torque multiplication of the torque converter and the sun gear is at its maximum.
TORQUE DIVIDER LUBRICATION Oil for the lubrication of the torque divider bearings and the planetary gear set comes from the supply used for the operation of the torque converter. Bearings (13) constantly run in oil. Bearings and gears in planet gear set (9) get lubrication through passages in output flange (16). The pilot bearing (14) gets lubrication through passages in output shaft (1).
OUTLET RELIEF VALVE FOR THE TORQUE CONVERTER The outlet relief valve for the torque converter is fastened to the left hand side of the torque converter case. Oil, from the power train oil pump for the torque converter, goes through the torque converter oil filter and the torque converter, then to the outlet relief valve.
Illustration 5: Location of Outlet Relief Valve The outlet relief valve maintains pressure in the torque converter. The setting of the outlet relief valve is about 550 kPa (80 psi). From the outlet relief valve, the oil goes through outlet passage (3) to the power train oil cooler. Oil goes into body (1) through inlet passage (2). The oil goes through a hole in valve spool (5) into the chamber between poppet valve (4) and valve spool (5). The oil moves valve spool (5) against the force of spring (7) when the pressure of the oil becomes greater than the force of the spring. The movement of valve spool (5) permits the oil to flow through outlet passage (3).
Illustration 6: Components of the Relief Valve (1) Body (2) Inlet passage (3) Outlet passage (4) Poppet valve (5) Valve spool (6) Shims (7) Spring.
TRANSMISSION
Illustration 7: Clutch Operation (Typical Example) (1) Piston (2) Spring (3) Plates (4) Ring gear (5) Discs (6) Clutch housing 7
The transmission has five hydraulically activated clutches that give three speeds FORWARD and three speeds REVERSE. Speed and direction are both selected by the Finger Tip Controller. The five transmission clutches are the disc-type and in separate housings. Each clutch has discs (5) and plates (3). The inside teeth of discs (5) are engaged with the outside teeth of ring gear (4). Notches on the outside diameter of plates (3) are engaged with pins in the clutch housing. The pins keep the plates from rotation. In the example above, springs (2) are between clutch housing (6) and piston (1). The springs keep the clutches disengaged (not engaged). The clutches are engaged when oil is sent into the area behind piston (1). When the pressure of the oil in the area between the piston increases, the piston moves to the right. The piston moves against the force of spring (2) and pushes the discs and plates together. The clutch is now engaged. The discs keep ring gear (4) from rotation. 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 apart. The clutch is not engaged.
Illustration 8: Transmission Speed A speed clutch and a direction clutch must both be engaged to send power through the transmission. The chart gives the combination of the clutches engaged for each FORWARD and REVERSE speed. The transmission is fastened to the case at the rear of the machine. Power from the torque divider is sent to input shaft (17) by a drive shaft. Power flows from the transmission, through output shaft (24), and then to the transfer gears. The transmission has five hydraulically activated clutches that give three speeds FORWARD and three speeds REVERSE. Speed and direction are both manually selected. The No. 1 and No. 2 clutch, at the rear of the transmission, are the direction clutches. The No. 1 clutch is the reverse direction clutch. The No. 2 clutch is the FORWARD direction clutch. 8
The No. 3, No. 4 and No. 5 clutches are the speed clutches. The No. 3 clutch gives THIRD speed. The No. 4 clutch gives SECOND speed and the No. 5 clutch gives FIRST speed. The only clutch that turns (rotates) is No. 5 clutch.
Illustration 9: Transmission Components (1) Coupling gear for No. 1 clutch. (2) No. 1 clutch (REVERSE). (3) No. 2 and No. 3 carrier. (4) No. 2 clutch (FORWARD). (5) Ring gear for No. 2 clutch. (6) No. 3 clutch (Third Speed). (7) Ring gear for No. 3 clutch. (8) No. 4 clutch (Second Speed). (9) Ring gear for No. 4 clutch. (10) No. 5 clutch (First Speed). (11) Hub. (12)No. 1 carrier. (13) No. 4 carrier. (14) No. 4 sun gear. (15) No. 1 sun gear. (16) No. 1 planetary gears. (17) Input shaft. (18) Ring gear. (19) No. 2 sun gear. (20) No. 2 planetary gears. (21) No. 3 planetary gears. (22) No. 3 sun gear. (23) No. 4 planetary gears. (24) Output shaft.
NEUTRAL When the transmission is in Neutral, No. 3 clutch (6) is engaged. The No. 3 clutch hold ring gear (7) stationary. Ring gear (7) is connected to No. 2 and No. 3 carrier (3). Since only one clutch, No. 3 clutch (6), is engaged, input shaft (17) turns but output shaft (24) stays stationary. FIRST SPEED FORWARD
Illustration 10: Power Flow in First Speed Forward (No. 2 and No. 5 Clutches Engaged)
(3) No. 2 and No. 3 carrier. (4) No. 2 clutch (Forward). (5) Ring gear for No. 2 clutch. (7) Ring gear for No. 3 clutch. (10) No. 5 clutch (First Speed). (11) Hub. (13) No. 4 carrier.
(14) No. 4 sun gear. (17) Input shaft. (19) No. 2 sun gear. (20) No. 2 planetary gears. (21) No. 3 planetary gears. (22) No. 3 sun gear. (24) Output shaft.
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When the transmission is in FIRST SPEED FORWARD, No. 5 clutch (10) and No. 2 clutch (4) are engaged. The No. 2 clutch holds ring gear (5) for the No. 2 clutch stationary. The No. 5 clutch locks (connects) hub (11) to No. 4 carrier (13) and No. 3 ring gear (7). Input shaft (17) turns No. 2 sun gear (19). No. 2 sun gear turns No. 2 planetary gears (20). Since ring gear (5) is held stationary by the No. 2 clutch, planetary gears (20) move around the inside of the ring gear. The movement of planetary gears causes No. 2 and No. 3 carrier (3) to turn in the same direction as input shaft (17). As the No. 2 and No. 3 carrier turns, No. 3 planetary gears (21) turn. The No. 3 planetary gears turn ring gear (7) for the No. 3 clutch and No. 3 sun gear (22). The No. 3 sun gear turns output shaft (24). Ring gear (7) turns No. 4 carrier (13). The No. 4 carrier (13) is connected to hub (11) (through the engaged No. 5 clutch). This lets power go from carrier (13) to the No. 5 clutch, and then through hub (11) to the output shaft. As a result, the torque to output shaft (24) is divided through No. 3 sun gear (22), hub (11) and No. 4 sun gear (14). From the output shaft, power goes through the transfer and bevel gears to the steering clutches and brakes.
SECOND SPEED FORWARD When the transmission is in SECOND SPEED FORWARD, No. 4 clutch (8) and No. 2 clutch (4) are engaged. The No. 2 clutch holds ring gear (5) for the No. 2 clutch stationary. The No. 4 clutch holds ring gear (9) for the No. 4 clutch stationary. Input shaft (17) turns No. 2 sun gear (19). No. 2 sun gear turns No. 2 planetary gears (20). Since ring gear (5) is held stationary by the No. 2 clutch, planetary gears (20) move around the inside of the ring gear. The movement of planetary gears (20) causes No. 2 and No. 3 carrier (3) to turn in the same direction as input shaft (17). As the No. 2 and No. 3 carrier turns, No. 3 planetary gears (21) turn. The No. 3 planetary gears turn ring gear (7) for the No. 3 clutch and No. 3 sun gear (22). No. 3 sun gear (22) turns output shaft (24). Ring gear (7) turns No. 4 carrier (13). Since ring gear (9) is held stationary by the No. 4 clutch, planetary gears (23) move around the inside of the ring gear. The movement of planetary gears (23) causes No. 4 sun gear (14) to turn. The No. 4 sun gear turns output shaft (24). As a result, torque to output shaft (24) is divided through No. 3 sun gear (22) and No. 4 sun gear (14). From the output shaft, power goes through the transfer and bevel gears to the steering clutches and brakes.
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THIRD SPEED FORWARD When the transmission is in THIRD SPEED FORWARD, No. 3 clutch (6) and No. 2 clutch (4) are engaged. The No. 2 clutch holds ring gear (5) for the No. 2 clutch stationary. The No. 3 clutch holds ring gear (7) for the No. 3 clutch stationary. Input shaft (17) turns No. 2 sun gear (19). No. 2 sun gear turns No. 2 planetary gears (20). Since ring gear (5) is held stationary by the No. 2 clutch, planetary gears (20) move around the inside of the ring gear. The movement of planetary gears (20) causes No. 2 and No. 3 carrier (3) to turn in the same direction as input shaft (17). Since ring gear (7) is held stationary by the No. 3 clutch, the movement of No. 2 and No. 3 carrier (3) causes No. 3 planetary gears (21) to move around the inside of the ring gear. The movement of planetary gears (21) causes No. 3 sun gear (22) to turn. No. 3 sun gear turns output shaft (24). From the output shaft, power goes through the transfer and bevel gears to the steering clutches and brakes.
FIRST SPEED REVERSE
Illustration 11: Power Flow in First Speed Reverse (No. 1 and No. 5 Clutches Engaged)
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(1) Coupling gear for No. 1 clutch. (2) No. 1 clutch (REVERSE). (3) No. 2 and No. 3 carrier. (7) Ring gear for No. 3 clutch. (10) No. 5 clutch (FIRST SPEED). (11) Hub. (12) No. 1 carrier. (13) No. 4 carrier.
(14) No. 4 sun gear. (15) No. 1 sun gear. (16) No. 1 planetary gears. (17) Input shaft. (18) Ring gear. (21) No. 3 planetary gears. (22) No. 3 sun gear. (24) Output shaft.
When the transmission is in FIRST SPEED REVERSE, No. 5 clutch (10) and No. 1 clutch (2) are engaged. The No. 1 clutch holds coupling gear (1) for the No. 1 clutch stationary. The No. 5 clutch locks (connects) hub (11) to No. 4 carrier (13) and No. 3 ring gear (7). Input shaft (17) turns No. 1 sun gear (15). No. 1 sun gear turns No. 1 planetary gears (16). No. 1 carrier (12) is a direct mechanical connection with coupling gear (1). Since coupling gear (1) is held stationary by the No. 1 clutch, so is No. 1 carrier (12). The rotation of No. 1 planetary gears (16) on their shafts causes ring gear (18) to turn in the opposite direction as input shaft (17). Ring gear (18) is a direct mechanical connection with No. 2 and No. 3 carrier (3). As the No. 2 and No. 3 carrier turns, No. 3 planetary gears (21) turn. The No. 3 planetary gears turn ring gear (7) for the No. 3 clutch and No. 3 sun gear (22). No. 3 sun gear (22) turns output shaft (24). Ring gear (7) turns No. 4 carrier (13). The No. 4 carrier is connected to hub (11) (through the engaged No. 5 clutch). This lets power go from carrier (13) to the No. 5 clutch, and then through hub (11) to output shaft (24). As a result, torque to output shaft (24) is divided through No. 3 sun gear (22), hub (11) and No. 4 sun gear (14). From the output shaft, power goes through the transfer and bevel gears to the steering clutches and brakes.
SECOND SPEED REVERSE When the transmission is in SECOND SPEED REVERSE, No. 4 clutch (8) and No. 1 clutch (2) are engaged. The No. 1 clutch holds coupling gear (1) for the No. 1 clutch stationary. The No. 4 clutch holds ring gear (9) for the No. 4 clutch stationary. Input shaft (17) turns No. 1 sun gear (15). No. 1 sun gear turns No. 1 planetary gears (16). No. 1 carrier (12) is a direct mechanical connection with coupling gear (1). Since coupling gear (1) is held stationary by the No. 1 clutch, so is No. 1 carrier (12). The rotation of the No. 1 planetary gears (16) on their shafts causes ring gear (18) to turn in the opposite direction as input shaft (17). Ring gear (18) is a direct mechanical connection with No. 2 and No. 3 carrier. As the No. 2 and No. 3 carrier turns, No. 3 planetary gears (21) turn. The No. 3 planetary gears turn ring gear (7) for the No. 3
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clutch and No. 3 sun gear (22). No. 3 sun gear (22) turns output shaft (24). Ring gear (7) turns No. 4 carrier (13). Since ring gear (9) is held stationary by the No. 4 clutch, planetary gears (23) move around the inside of the ring gear. The movement of planetary gears (23) causes No. 4 sun gear (14) to turn. The No. 4 sun gear turns output shaft (24). As a result, torque to output shaft (24) is divided through No. 3 sun gear (22) and No. 4 sun gear (14). From the output shaft, power goes through the transfer and bevel gears to the steering clutches and brakes.
THIRD SPEED REVERSE When the transmission is in THIRD SPEED REVERSE, No. 3 clutch (6) and No. 1 clutch (2) are engaged. The No. 1 clutch holds coupling gear (1) for the No. 1 clutch stationary. The No. 3 clutch holds ring gear (7) for the No. 3 clutch stationary. Input shaft (17) turns No. 1 sun gear (15). No. 1 sun gear turns No. 1 planetary gears (16). No. 1 carrier (12) is a direct mechanical connection with coupling gear (1). Since coupling gear (1) is held stationary by the No. 1 clutch, so is No. 1 carrier (12). The rotation of No. 1 planetary gears (16) on their shafts causes ring gear (18) to turn in the opposite direction as input shaft (17). Ring gear (18) is a direct mechanical connection with No. 2 and No. 3 carrier (3). Since ring gear (7) is held stationary by the No. 3 clutch, the movement of No. 2 and No. 3 carrier (3) causes No. 3 planetary gears (21) to move around the inside of the ring gear. The movement of planetary gears (21) causes No. 3 sun gear (22) to turn. No. 3 sun gear turns output shaft (24). From the output shaft, power goes through the transfer and bevel gears to the steering clutches and brakes.
PLANETARY LUBRICATION
(1) Inlet for lubrication oil. (2) Passage.
Illustration 12: Transmission Case (Left Side) 14
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Illustration 13: Planetary Lubrication (3) Passage. (4) Passage. (5) Passage. (6) Passage. (7) Passage. (8) Passage (inlet for lubrication oil).
(9) Passage. (10) Ring gear. (11) Holes. (12) Bearing. (13) Bearing.
Outlet oil from the power train oil cooler is used for lubrication of the planetary. The oil flows to a distribution manifold, located on the front of the case, through inlet (1). Part of this oil flows through passage (2) in the transmission case to the rear of the transmission. It then flows into passage (8) in the transmission input shaft. The remainder of the oil from the cooler flows through the support housing (part of bevel gear group). This oil is used with the oil from the lubrication relief valve for lubrication of the bevel gear, steering clutches and brakes. Some of the transmission lubrication oil can flow through passage (9) for lubrication of the rear bearings. Oil that flows into passage (8) in the input shaft, is sent through passages (3), (4) and (5) for lubrication of the planetary components. Oil from passage (3) can flow into the shafts for the No. 1 planetary gears and is used for lubrication of the bearings. Oil from passage (3) can also flow through holes in ring gear (10) for lubrication and cooling of the No. 1 clutch.
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Some of the oil that flows through passage (4), is used for lubrication of bearing (12). The oil also flows into the shafts for the No. 2 and No. 3 planetary gears and is used for lubrication of the bearings. The remainder of the oil from passage (4), flows through holes (11) in the coupling gear and then to the No. 2 clutch. Oil that goes through passage (5), flows between the input shaft and output shaft to passage (6) and (7). The oil from passage (6), flows to bearing (13) and also to the shafts for the No. 4 planetary gears. The remainder of the oil from passage (6) flows to the No. 4 clutch. The oil from passage (7), flows to the No. 5 clutch for lubrication and cooling of the plates and discs. The oil that is used for lubrication of the clutches drains to the bottom of the transmission case. This oil is then sent back to the power train tank by the scavenge pump.
POWER TRAIN HYDRAULIC SYSTEM
Illustration 14: Power Train Hydraulic System Schematic
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(1) Selector and pressure control valve. (2) Lubrication line. (3) Torque converter filter. (4) Torque converter. (5) Torque converter outlet relief valve. (6) Lubrication manifold. (7) Transmission filter. (8) Power train oil pump. (9) Priority valve. (10) Steering clutch and brake control valve. (A) Torque converter scavenge section. (B) Transmission scavenge section. (C) Torque converter charging section.
(D) Transmission charging section. (e) To transmission lube. (f) To transfer and bevel gear. (g) To right steering clutch and brakes. (h) To left steering clutch and brakes. (i) From transmission sump. (j) Torque converter sump. (k) Oil coolers. (l) From power train oil tank. (m) Drain. (n) Drain. (o) To right steering clutch and brakes. (p) To left steering clutch and brakes.
The hydraulic system for the power train uses a four section oil pump (8). The pump is fastened to a screen housing that is mounted to the main case. An auxiliary drive shaft from the engine drives the pump and the pump operates only when the engine is running. Torque converter scavenge section (A) is the first section of oil pump (8) and takes oil from the torque converter sump. The oil from pump section (A) is sent to the power train oil tank. Transmission scavenge section (B) is the second section of oil pump (8) and takes oil from the transmission sump. The oil from pump section (B) is sent to lubrication manifold (6) to be used for lubrication purposes. Torque converter charging section (C) is the third section of oil pump (8) and takes oil from the power train oil tank installed just below the main case. The oil from pump section (C) goes first to torque converter filter (3) and then to torque converter (4). The ratio valve that is part of selector and pressure control valve (1) feels the pressure of the oil to the torque converter and limits the maximum pressure to approximately 930 kPa (135 psi). Oil from the torque converter goes through outlet relief valve (5). The relief valve maintains pressure inside the torque converter to a minimum of 550 kPa (80 psi). Oil from the outlet relief valve goes to the oil coolers. The cooled oil goes to lubrication manifold (6) and from there goes to the transmission, and steering clutches and brakes for lubrication purposes. Transmission charging section (D) is the fourth section of oil pump (8) and takes oil from the power train oil tank. The oil from pump section (D) goes through transmission filter (7) and then to priority valve (9). Oil from the priority valve first goes to the steering and brake control valve. When the oil pressure to steering and brake control valve gets to approximately 2895 kPa (420 psi), the priority valve then opens and sends oil to selector and pressure control valve (1) mounted on the planetary transmission. Selector and pressure control valve (1) uses the oil to engage the clutches that control the speed and direction of the machine.
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TORQUE CONVERTER AND TRANSMISSION OIL FILTERS
Illustration 15: Location of Torque Converter and Transmission Oil Filters
(1) Bypass valve. (2) Spring. (3) Outlet passage. (4) Inlet passage (from pump). (5) Filter element. (6) Housing assembly.
Illustration 16: Oil Filters Components
Pressure oil, from the pump, goes in the filter housing through inlet passage (4) and fills the space between the inside of housing assembly (6) and filter element (5). During normal operation, the oil goes through the element and out through outlet passage (3) to the remainder of the hydraulic system. Filter element (5) stops any debris that is in the oil. If the filter element becomes full of debris, the restriction to the flow of oil causes a pressure increase around the filter. The pressure oil fills passage (4) and causes bypass valve (1) to move against the force of spring (2). The oil then goes past the open bypass valve and to the remainder of the power train oil system and activates the filter bypass light on the dash. When the oil does not go through the filter element, the debris in the oil can cause damage to other components in the system. Correct maintenance must be used to make sure that filter element (5) does not become full of debris and stop the flow of clean oil to the power train oil system.
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PRIORITY VALVE The priority valve makes sure the oil pressure is first available for steering and braking and then for transmission operation. The priority valve is set to open to the transmission controls at 2895 kPa (420 psi).
Illustration 17: Location of Priority Valve
(1) Outlet to transmission controls. (2) Body. (3) Spring. (4) Outlet to steering and brake control valve. (5) Inlet for pump oil. (6) Spool assembly. (7) Slug. (8) Ball.
Illustration 18: Components of the Priority Valve
Oil from the transmission charging section of the power train oil pump goes through the transmission oil filter to inlet (5). Oil through inlet (5) goes to outlet (4) and then to the steering and brake control valve. The oil also goes through a hole in spool assembly (6) into the chamber between poppet (8) and slug (7). The pressure oil can now move spool assembly (6) to the right against the force of the spring. When the pressure of the oil in the chamber becomes higher than the force of the spring, spool assembly (6) moves. The movement of the spool lets pressure oil flow to outlet passage (1). From outlet passage (1) the pressure oil goes to the transmission selector and pressure control valve.
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POWER TRAIN OIL COOLERS
Illustration 19: Location of Oil Coolers
(1) Oil Cooler.
Illustration 20: Transmission Oil Cooler (Schematic)
Coolant from the engine comes in at the end. The coolant goes through the many long tubes that are in the cooler. After the coolant goes through the tubes, it goes out through the other end of the cooler and returns to the engine cylinder block. Power train oil with a high temperature comes from the torque converter outlet. This oil comes in at the side of the cooler. The flow of oil is around and along the many tubes inside the cooler. In this procedure, heat is removed from the oil and is given to the coolant of the engine. The engine coolant goes through the tubes inside the cooler and takes the heat from the oil. The coolant is then cooled by the cooling system of the engine. After the oil goes along the tubes in the cooler, it goes out through another passage at the side and has a lower temperature. The colder oil then goes to the transmission for lubrication and cooling.
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TRANSMISSION HYDRAULIC CONTROLS

The transmission hydraulic controls are installed on the transmission planetary. The controls have a top manifold (3), selector and pressure control valve (4), plate (5) and selector group (6).
(1) Oil tube (inlet from priority valve). (2) Oil tube (inlet for torque converter oil). (3) Top manifold. (4) Pressure control valve. (5) Plate. (6) Selector group. (7) Opening to No. 1 clutch. (8) Opening to No. 2 clutch. (9) Opening to No. 3 clutch. (10) Opening to No. 4 clutch. (11) Opening to No. 5 clutch.
Illustration 21: Transmission Hydraulic Controls
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Illustration 22: Valve Functions Inlet oil for operation of the hydraulic controls comes from the priority valve and goes through tube (1) to the pressure control valve. Oil to the torque converter goes through tube (2) from the ratio valve. Oil flows from the selector and pressure control valve, through plate (5) and selector group (6). The oil is then sent to the speed clutch and directional clutch through the respective opening (7), (8), (9), (10) or (11).
SELECTOR AND PRESSURE CONTROL VALVE
(1) Speed selection spool. (2) Modulation relief valve. (3) Load piston. (4) Pressure differential valve. (5) Ratio valve. (6) Direction selector spool.
Illustration 23: Selector and Pressure Control Valve Speed selection spool (1) and direction selection spool (6) are connected by the Finger Tip Controller.
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TRANSFER AND BEVEL GEARS
Illustration 24: Transfer and Bevel Gears
(1) Bevel gear. (2) Inner axle shafts. (3) Pinion. (4) Transfer case. (5) Transfer gears (only one shown).
Power from the transmission output shaft goes to transfer gears (5). The transfer gears take the power from the transmission and send it to the bevel gears. The transmission output shaft turns the transfer gears. The upper transfer gear turns the shaft for pinion (3). Bevel gear (1) is turned by the pinion. Power from the bevel gear goes to inner axle shafts (2) and then to the steering clutches and brakes. The bevel gear, pinion, and transfer gears get lubrication oil from the lubrication manifold. The oil flows from the lubrication manifold through tubes that spray the oil directly on the gears and bearings.
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STEERING CLUTCHES AND BRAKES
Illustration 25: Steering Clutch and Brake
(1) Clutch retainer. (2) Clutch plates and discs. (3) Clutch housing. (4) Clutch piston. (5) Brake retainer. (6) Brake plates and discs. (7) Brake piston. (8) Belleville spring. (9) Brake housing.
(10) Chamber (brake pressure). (11) Hub (output). (12) Chamber (clutch pressure). (13) Hub (input). (14) Outer axle shaft. (15) Inner axle shaft. (16) Shuttle valve. (17) Passage. (18) Passage.
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The steering clutches and brakes are modules that transfer power from the bevel gear to the final drives. The main components of the steering clutches are clutch retainer (1), clutch plates and discs (2), clutch piston (4) and clutch housing (3). The brake components are brake retainer (5), brake plates and discs (6), brake piston (7), Belleville spring (8) and brake housing (9). The steering clutches are oil pressure engaged by pressure oil sent from the steering and brake valve. The brakes are engaged by Belleville spring (8) and released by pressure oil sent from the steering and brake valve. Power from the bevel gear is sent through inner axle shaft (15) to hub (13). Hub (13) is connected to clutch housing (3) by clutch plates and discs (2). Clutch housing (3) is connected to hub (11) and brake plates and discs (6) by splines on the clutch housing. Hub (11) is connected to outer axle shaft (14) and the outer axle shaft connects to the final drives. During straight movement of the machine, pressure oil is sent to chambers (10) and (12) through internal passages. This pressure oil holds the brakes in the released position and holds the steering clutches in the engaged position. Now when power from the bevel gear is sent through inner axle shaft (15) to hub (13), clutch housing (3) turns hub (11) and outer axle shaft (14) sends power to the final drives. When one of the steering control levers is moved until a resistance is felt, the pressure of oil sent to chamber (12) decreases to zero kPa (psi). This releases the steering clutch and although hub (13) still turns, no power is sent through the clutch to hub (11) that turns the outer axle shaft. This results in a gradual turn of the machine. When the one steering control lever is pulled all the way back, the steering clutch is released and the pressure in chamber (10) decreases to approximately 260 kPa (38 psi). This lets Belleville spring (8) push brake piston (7) to engage the brake. Clutch housing (3) then holds hub (11) and the outer axle shaft stationary. A sharp (fast) turn is the result. When the foot brake is pushed, pressure in chamber (10) to both brakes decreases to zero kPa (psi). This gives maximum brake capacity and all components are stopped and can not turn. The machine is completely stopped in the converter stall condition. Oil for lubrication of the steering clutches and brakes comes from the lubrication manifold and flows through passage (17) in the brake housing. The oil then goes through internal passages to the disc and plates. Shuttle valve (16) is used to control the amount of lube oil to the brake discs and plates. When the brakes are disengaged (as shown), brake piston (7) pushes shuttle valve (16) into the brake housing and limits the flow oil into passage (18) and to the brake discs and plates. When the brakes are engaged, brake piston (7) moves away from the brake housing and lets shuttle valve (16) move away from the housing as well. This lets the flow of oil into passage (18) increase and the brake discs and plates get more oil for lubrication and cooling.
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FINAL DRIVES
(1) Outer shaft. (2) Sprocket segments. (3) Inner planetary gears. (4) Outer planetary gears. (5) Inner sun gear. (6) Outer sun gear. (7) Outer carrier. (8) Duo-Cone seals. (9) Hub. (10) Inner carrier. (11) Ring gear.
Illustration 26: Final Drives
The final drives take power from the steering clutches and sends it to the tracks. The final drives give a double reduction through the use of planetary gears. The power from the steering clutches is sent to the final drive by outer shaft (1). Inner sun gear (5) is fastened by splines to the outer axle shaft. The rotation of the axle shaft and the inner sun gear causes inner planetary gears (3) to turn. Ring gear (11) is a stationary component. As the planetary gears turn they will move around the inside of the ring gear. The movement of the planetary gears around the ring gear causes inner carrier (10) to turn. The inner carrier is connected to outer sun gear (6) by splines. The rotation of the inner carrier and outer sun gear causes outer planetary gears (4) to turn. The outer planetary gears move around the inside of ring gear (11). This movement causes outer carrier (7) and hub (9) to turn. This sends the power to sprocket segments (2) and the track. The final drives have their own oil supply. All components get lubrication oil as the gears move and oil is thrown about (splash lubrication).
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UNDERCARRIAGE
Illustration 27: Undercarriage (1) Rear idler. (2) Track roller frame. (3) Rubber pads. (4) Major bogie. (5) Front idler. (6) Major bogie. (7) Track rollers. (8) Minor bogie. (9) Major bogie. (10) Major bogie.
Because of the location of the final drives, steering and brake groups, and bevel gear on a common center line, removal and installation of the power train modules is much easier than for earlier track-type machines. Another advantage is that the final drives are raised above much of the abrasive wear and packing conditions during operation. Also, there is a reduction of shock loads through many of the power train components. (Shock loads are forces caused by ground impact during operation, or when implements are suddenly engaged). In this elevated (raised) location, the final drives do not support any of the weight of the machine. This permits the undercarriage and suspension to be made resilient (flexible). Four major bogies (4), (6), (9) and (10) pivot (turn) on sealed and lubricated cartridge pins. The front and rear major bogies (4) and (6) each support an idler and a minor bogie. Each of the two major bogies (9) and (10) in the middle of the roller frame supports a minor bogie. Each minor bogie supports two track rollers. The minor bogies also pivot on sealed and lubricated cartridge pins. The idlers turn on sealed and lubricated shafts. 27
Eight rubber pads (3) are used in pairs on each roller frame. A rubber pad is installed on top of each major bogie. The other four rubber pads are installed on the bottom of the roller frame in alignment with the pads on the major bogies. The pads control the amount of movement of the major bogies. Because the rubber pads are flexible, mud and debris will be removed from them during operation. This resilient (flexible) under carriage arrangement will keep one more track on the ground at all times, decrease undercarriage wear, and increase operator comfort. Sealed and Lubricated Track is standard equipment.
PIVOT SHAFT
Illustration 28: Pivot Shaft (Section Taken Through Track Roller Frame)
(1) Tractor main frame. (2) Bushing. (3) Track roller frame.
(4) Bushing. (5) Pivot shaft.
Roller frames (3) are connected at the rear by pivot shaft (5). The pivot shaft is also connected to the tractor main frame. Each roller frame can oscillate (turn) at the pivot shaft. The frames oscillate on large bronze bushings (2) and (4) in a sealed oil compartment in each roller frame.
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EQUALIZER BAR (1) Rubber pads. (2) Equalizer bar.
Illustration 29: Equalizer Bar The roller frames are connected to the case and frame and to each other at the front of the machine by the equalizer bar (2). The equalizer bar pivots about the center pin allowing the track roller frames to oscillate. On top of the equalizer bar are rubber pads (1). These pads, compressed between the equalizer bar and case and frame, control oscillation of the roller frames and improve side slope stability.
TRACK ROLLER FRAME Illustration 30: Track Roller Frame
(1) Rear section of roller frame. (2) Retainer. (3) Pilot. (4) Rod. (5) Stop.
(6) Front section of roller frame. (7) Seal. (8) Outer cylinder. (9) Inner cylinder. (10) Recoil spring.
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The track roller frame can be separated into two sections. Front section (6) has a large steel tube which telescopes (slides) into the rear section. Inside the tube are recoil spring (10) and track adjuster. A groove is machined in the outer diameter of the tube. A large key is installed in rear section (1) of the roller frame. After assembly, the key is in alignment with the groove in the tube. The key will prevent any rotation of the tube inside the rear section of the roller frame, but the tube can slide in and out during recoil.
TRACK ROLLERS 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 the movement of the track from side to side. The inside surfaces of the track links give equal distribution of the weight of the machine along the track. Each track roller frame has eight track rollers, four single flange and four double flange. The installation of the track rollers is as follows: 1. Start at the front of the machine and install one single flange roller. 2. Then install one single flange roller. 3. Then install one double. 4. Then install one double. 5. Then install one double. 6. Then install one double. 7. Then install one single. 8. Then install one single flange roller next to the rear idler.
Illustration 31: Track Roller (Double Flange Shown)
(1) Pin. (2) Retainer. (3) Shaft. (4) Track roller. (5) Washer. (6) Duo-Cone seals.
Washers (5) get the side load on the roller. The amount of side movement or end clearance of the shaft can not be adjusted. The track rollers have Duo-Cone seals (6) at both ends of shaft (3). The center of shaft (3) is an oil reservoir. The oil is used for lubrication of the bearing surfaces.
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SYSTEMS OPERATION 777D Off Highway Truck Power Train

GENERAL INFORMATION
The power train is made up of four basic systems. The following systems are the four systems: Electronic Programmable Transmission Control (EPTC II). Torque Converter. Transfer Gears and Transmission. Differential and Final Drives.
The four basic systems have a hydraulic connection, an electrical connection, a magnetic connection, or a mechanical connection. The Electronic Programmable Transmission Control (EPTC II) matches the transmission speed to the selected speed of the transmission shift lever. EPTC II gets information of the selected speed of operation through the electrical system. The EPTC II activates the transmission and torque converter hydraulic systems through the upshift solenoid, the downshift solenoid, and the lockup solenoid. The torque converter has a lockup clutch for direct drive and a one-way clutch for torque converter drive. The torque converter is fastened directly to the flywheel of the engine. The torque converter drives the transmission hydraulically, unless the lockup clutch is activated. When the lockup solenoid is activated, the lockup clutch is hydraulically engaged. The torque converter rotating housing is now mechanically connected to the output shaft of the torque converter. The drive shaft mechanically connects the torque converter to the transfer gears. The transfer gears are fastened directly to the transmission. The upshift solenoid and the downshift solenoid hydraulically activate the transmission hydraulic control group. The control group activates the transmission clutches which cause the mechanical connection to the transmission output shaft. The clutches in the transmission will not drive the transmission output shaft unless the torque converter is activated hydraulically or the torque converter is activated mechanically. The transmission has seven forward speeds and one reverse speed. The selection of speed is done manually in REVERSE, in NEUTRAL and in FIRST. The selection of SECOND through SEVENTH speeds is done automatically.
Illustration 1: Basic diagram for the power train systems
Power is sent through the REVERSE gear in torque converter drive only. FIRST has both a torque converter drive and a direct drive. SECOND through SEVENTH speeds are direct drive only with a very short time of converter drive during transmission clutch engagement in order to enable smoother shifts. The transmission is fastened directly to the differential and bevel gear. The differential and bevel gear are fastened directly to the rear axle housing. After the transmission is connected to the torque converter, power flows from the engine through the torque converter and the transmission to the differential. The rear axles mechanically connect the differential to the final drives. The final drives are connected to the rear wheels. Power is then sent to the tires. When the transmission is in the correct speed position, the mechanical movement of the rotary selector spool causes the transmission switch to electrically signal Electronic Programmable Transmission Control (EPTC II) that the shift is complete. With the rotation of the output shaft of the transmission, the transmission speed sensor electrically signals EPTC II that the machine has moved. The torque converter hydraulic system uses oil that is common with the brake cooling system, the parking brake release system, the hoist hydraulics or the implement hydraulic system. These systems use the same oil from the hydraulic oil tank. The following components are part of this hydraulic system: Torque converter inlet relief valve. Torque converter outlet relief valve. Torque converter charging oil filter. Gear pump for the torque converter and brakes. Lockup clutch and solenoid valve. Lockup clutch.
Pressure oil that is used to engage the lockup clutch comes from the parking brake release section of the gear pump for torque converter and brakes. Oil flows through the oil filter to a tee at the parking and secondary brake release valve before flowing to the lockup clutch and solenoid valve. The lockup clutch and solenoid valve controls the operation of the lockup clutch. Oil from the outlet relief valve is used to cool the wheel brakes. The oil flows through an oil cooler before flowing to the brakes. After cooling the brakes, the oil returns to the hydraulic oil tank. The transmission has a separate hydraulic system, which uses oil from the transmission oil tank. The following components are part of this hydraulic system: Transmission hydraulic control group. Gear pump (transmission charging and transmission scavenge). Transmission charging hydraulic filter. Magnetic screen. Transmission oil cooler.
The following components are part of the transmission hydraulic control group: Downshift solenoid. Upshift solenoid. Pressure control valve. Selector valve. Rotary actuator.
Note: The solenoids are the connection between the electrical system and the hydraulic system. The downshift solenoid and the upshift solenoid send oil to the rotary actuator. These solenoids are electrically activated. The actuator turns the rotary selector spool in the selector valve which sends pilot oil to the pressure control valve. The pressure control valve then sends oil at the correct rate in order to smoothly engage the proper clutches in the transmission. The rotary selector spool can be manually moved through all of the positions when the engine is stopped by removing a plug on the side of the transmission case. When the rotary selector spool is turned in a clockwise direction as far as possible, both the spool and the rotary actuator are in the NEUTRAL position. From the NEUTRAL-1 position, each detent position in the counterclockwise direction is NEUTRAL-2, REVERSE, FIRST, SECOND, THIRD, FOURTH, FIFTH, SIXTH, and SEVENTH. EIGHTH speed is not used on this machine.
POWER TRAIN ELECTRICAL SYSTEM

The Electronic Programmable Transmission Control EPTC II directs the electrical system for the power train. Switches and sensors give input to EPTC II. EPTC II uses these inputs to activate solenoids. These solenoids control the hydraulic system.
Illustration 2: Electrical system for transmission control
ELECTRONIC PROGRAMMABLE TRANSMISSION CONTROL (EPTC II)
Electronic Programmable Transmission Control (EPTC II) is the main component in the power train electrical system. EPTC II is located at the rear of the cab. EPTC II has six input sources: Shift lever switch. Transmission switch. Transmission speed sensor. Body raise switch. Service/retarder brake switch. Parking and secondary brake switch.
EPTC II has three output solenoids: Upshift solenoid. Downshift solenoid. Lockup solenoid. EPTC II receives current through a fuse on the fuse block. The current is used to activate the required solenoids. These solenoids control the following actions: converter drive or direct drive, direction and transmission speed. The Cat Data Link is used to share information with other systems, including the Electronic Control Module (ECM), and the Caterpillar Monitoring System. Signals to the ECM result in reduced engine speed during upshifts and increased engine speed during downshifts (control throttle shifting). TRANSMISSION CONTROL
Illustration 3: Transmission control
Illustration 4: Location of the shift lever switch Illustration 5: Shift lever switch
Illustration 6: Location of the transmission gear switch Illustration 7: Transmission gear switch in the NEUTRAL position Except for the different pin numbers at the switch, the transmission gear switch and the shift lever switch operate similarly. Each switch is mechanically positioned with diodes that determine the current flow. The shift lever switch provides the Electronic Programmable Transmission Control (EPTC II) with information about the transmission control position. The shift lever switch is mechanically connected to the transmission control inside the shift console. The transmission gear switch sends a signal to the (EPTC II). The signal indicates the transmission gear that is currently engaged. The transmission gear switch is mechanically connected to the rotary actuator of the transmission hydraulic control.
SPEEDOMETER/TACHOMETER MODULE (Transmission Gear Indicator)
Illustration 8: Location of the transmission gear indicator
Regardless of the position of the transmission control, the transmission gear indicator will display the current operating gear of the transmission. The indicator is located in the front instrument panel under the tachometer. TRANSMISSION NEUTRALIZER
Illustration 9
Illustration 10: View A A
The transmission neutralizer switch (1) is located behind the operator seat. The transmission neutralizer switch (1) will keep the Electronic Programmable Transmission Control (EPTC II) in a FORWARD speed position or in a NEUTRAL speed position while the body is raised. The transmission neutralizer switch is open or activated when the hoist lever is in the LOWER or RAISE position. When the hoist lever is in the LOWER or RAISE position, EPTC II will prevent the transmission from shifting into REVERSE until the transmission neutralizer switch is closed or deactivated. After the transmission neutralizer switch (1) is closed or deactivated, the shift lever must be put in the NEUTRAL position before a shift to REVERSE can be made.
ELECTRONIC CONTROL (BODY UP OR DOWN SENSOR)
Illustration 11 (1) Magnet assembly (2) Body up or down sensor
The body up or down sensor (2) is located on a bracket on the rear frame. The magnet assembly (1) is connected to the dump body. When the dump body is raised, the body up or down sensor (2) sends a signal to the Electronic Programmable Transmission Control (EPTC II). The signal indicates that the dump body is in the UP position. When the dump body is lowered, the magnet assembly (1) will pass in front of the body up or down sensor (2) and a signal will be sent to the Electronic Programmable Transmission Control (EPTC II). This signal indicates that the dump body is DOWN. The adjustment of the body up or down sensor (2) is very important. Refer to the Hydraulic System Testing and Adjusting, "Electronic Control (Body Down or Up Sensor) - Adjust" for the proper adjustment procedure. Body up or down sensor (2) will limit the top gear that is being used while the dump body is in the UP position. The Electronic Programmable Transmission Control (EPTC II) comes from the factory with the top gear value that is set to FIRST gear. The transmission will not shift past FIRST gear until the dump body is down. The top gear value is programmable by utilizing the Electronic Technician (ET). The top gear value can be changed to SECOND gear, THIRD gear, or FOURTH gear. The signal from body up or down sensor (2) is also used to control the SNUB position of the hoist control valve. The Electronic Programmable Transmission Control (EPTC II) will signal the hoist proportioning solenoids to move the hoist control valve to the SNUB position when the dump body that is being lowered nears the frame. The speed in FLOAT is reduced in the SNUB position in order to prevent the dump body from contacting the frame too hard. The signal from the body up or down sensor (2) is used to provide warnings to the operator when the truck is moving with the dump body in the UP position.
SPEED SENSOR (TRANSMISSION)
Illustration 12: Location of the transmission speed sensor
The transmission speed sensor receives power from the Electronic Programmable Transmission Control (EPTC II). The transmission speed sensor uses this power in order to send a signal back to the EPTC II. The gear for the transmission speed sensor has 120 teeth. The gear for the transmission speed sensor is connected to the transmission output shaft. The speed of the teeth will determine the signals that are sent by the transmission speed sensor to the EPTC II. This informs the EPTC II of the ground speed of the machine. This information and the information from the shift lever switch allow the transmission to automatically shift while the ground speed changes. The transmission will automatically shift until the information from the transmission gear switch signals the EPTC II to stop automatic shifts. Usually, the transmission will not shift into a higher speed than the speed that is selected on the transmission control. During overspeed conditions, the transmission will upshift by one gear or the transmission will unlock the torque converter. When the signals from the transmission speed sensor indicate a downshift, the EPTC II will automatically downshift. SOLENOID VALVE (TRANSMISSION UPSHIFT/DOWNSHIFT)
Illustration 13: Transmission hydraulic control (1) Upshift solenoid (2) Downshift solenoid
The solenoids receive an electrical signal from the Electronic Programmable Transmission Control (EPTC II). The solenoids supply hydraulic oil pressure for mechanical work. When upshift solenoid (1) and downshift solenoid (2) are activated, the solenoids allow hydraulic oil to flow to the rotary actuator. The hydraulic oil pressure turns the rotary actuator until upshift solenoid (1) or downshift solenoid (2) stops the hydraulic flow. The EPTC II keeps the solenoid activated until the correct signal is received from the transmission gear switch. The rotary actuator is connected to the rotary selector spool. The transmission gear switch is connected to the rotary actuator by a flexible coupling. When the rotary selector spool is in the correct position, the EPTC II stops the electrical current flow to the solenoid. The solenoid stops the oil pressure that is going to the rotary actuator. The rotation of the rotary selector spool stops. This sequence occurs for every upshift of the transmission or downshift of the transmission except in NEUTRAL. In the NEUTRAL position, the EPTC II will keep downshift solenoid (2) activated after the shift is complete. SOLENOID VALVE (TORQUE CONVERTER LOCKUP CLUTCH)
Illustration 14: Torque converter lockup clutch valve (1) Solenoid valve (2) Modulation reduction valve (3) Pressure reduction valve
For the speed positions that require direct drive, the solenoid valve (1) for the torque converter lockup clutch valve must be activated after the upshift solenoid valve or the downshift solenoid valve is deactivated. The position of the transmission gear switch and the ground speed signal from the transmission speed sensor command the Electronic Programmable Transmission Control (EPTC II) to activate the solenoid valve (1) for the torque converter lockup clutch valve at the correct time. The parking brake release section of the gear pump for the torque converter sends oil to the power train oil filter. The oil is split after passing through the power train oil filter. Some of the oil goes to the torque converter lockup clutch valve. This pump oil goes through pressure reduction valve (3) in the torque converter lockup clutch valve. This converts the pump oil to pilot oil, and the pilot oil flows to the solenoid valve (1) for the torque converter lockup clutch valve. When the (EPTC II) energizes the solenoid valve (1) for the torque converter lockup clutch valve, the pilot oil will flow to modulation reduction valve (2) in the torque converter lockup clutch valve. Modulation reduction valve (2) allows pump oil to flow to the torque converter lockup clutch. The torque converter lockup clutch will stay in direct drive until the (EPTC II) de-energizes the solenoid valve (1) for the torque converter lockup clutch valve.
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PRESSURE SWITCH (SECONDARY BRAKE AND PARKING BRAKE)
Illustration 15 (1) Secondary brake and parking brake pressure switch
Some input signals to the Electronic Programmable Transmission Control (EPTC II) during a shift can cause a hunting condition of the transmission. A hunting condition is a series of rapid, unwanted transmission upshifts and rapid, unwanted transmission downshifts. A hunting condition is caused by ground speed changes near a transmission shift point. The EPTC II is designed to prevent a hunting condition. After two seconds, the EPTC II will allow one shift back to the original gear. In normal operating conditions, a rapid shift may be necessary. An example of a normal operating condition is stopping the machine. If a rapid downshift is not made in this example, the engine will stop. When the secondary brake or the parking brake is used, the secondary brake and parking brake pressure switch (1) will signal the EPTC II that rapid shifts are necessary. When the secondary brake and parking brake pressure switch (1) is open, the ground to the EPTC II is removed. The EPTC II will then determine that a rapid shift is necessary. Whenever the secondary brakes or the parking brakes are engaged, the EPTC II will shift rapidly. When the secondary brake and parking brake pressure switch (1) is closed, a ground to the EPTC II is created. The EPTC II then allows one shift back to the previous gear.
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PRESSURE SWITCH (SERVICE BRAKE AND RETARDER)
Illustration 16: Service brake and retarder pressure switch
Some input signals to the Electronic Programmable Transmission Control (EPTC II) during a shift can cause a hunting condition of the transmission. A hunting condition is a series of rapid, unwanted transmission upshifts and rapid, unwanted transmission downshifts. A hunting condition is caused by ground speed changes near a transmission shift point. The EPTC II is designed to prevent a hunting condition. After two seconds, the EPTC II will allow one shift back to the original gear. In normal operating conditions, a rapid shift may be necessary. An example of a normal operating condition is stopping the machine. If a rapid downshift is not made in this example, the engine will stop. When the service brake or the retarder is used, the service brake and retarder pressure switch (1) will signal the EPTC II that rapid shifts are necessary. Service brake and retarder switch (1) will signal the EPTC II when a higher engine rpm is necessary for an upshift or for a downshift. Service brake and retarder switch (1) also signals the EPTC II to allow rapid shifts. When the service brakes or the retarder are not used, the EPTC II receives a ground through the service brake and retarder pressure switch (1). The EPTC II will use normal engine rpm for upshifts or for downshifts. The EPTC II allows only one shift back to the previous gear to occur for every two seconds. When the service brake or the retarder is used, the EPTC II will allow rapid upshifts and rapid downshifts in order for the machine to stop quickly. The downshift point will also be raised. This will maintain a higher engine rpm during downshifting. This function maximizes the amount of cooling oil that flows to the brakes during braking. Service brake and retarder switch (1) is open when either the service brakes are used or the retarder is used.
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TORQUE CONVERTER HYDRAULIC SYSTEM
Illustration 17: Torque Converter Hydraulic System
(A) Pressure tap for torque converter lockup clutch pilot pressure (B) Pressure tap for brake retract pressure (D) Pressure tap for torque converter outlet pressure (E) Pressure tap for torque converter lockup clutch pressure (F) Pressure tap for torque converter inlet pressure Illustration 18: Rear of torque converter
Illustration 19: Right side of frame (J) Pressure tap for brake retract pressure
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Illustration 20: Schematic for 777D Off Highway Truck torque converter hydraulic system
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(1) Solenoid valve for the torque converter lockup clutch (2) Selector piston in the torque converter lockup clutch and solenoid valve (3) Load piston in the torque converter lockup clutch and solenoid valve (4) Spool (5) Spool for the modulation reduction valve in the torque converter lockup clutch and solenoid valve (6) Torque converter lockup clutch and solenoid valve (7) Pump drive (8) Parking and secondary brake valve (9) Relief valve for the parking and secondary brake valve (10) Torque converter inlet relief valve (11) Lockup clutch for the torque converter (12) Torque converter outlet relief valve (13) Passage to the parking and secondary brake valve (14) Torque converter (15) Brake for left rear wheel (16) Torque converter scavenge pump section (17) Brake retract pump section (18) Oil filter for the brake retract pump section (19) Torque converter charging pump section (20) Oil filter for torque converter charging (21) Scavenge screen (22) Brake for right rear wheel (23) Suction screen (24) Main relief valve (25) Control valve for the hoist hydraulics (26) Pump section for hoist hydraulics and rear brake cooling (27) Oil cooler for the hoist pump oil to the rear brakes (28) Screen (29) Relief valve for the oil cooler to the rear brakes (30) Return oil screen for hoist hydraulics (31) Suction screen (32) Diverter valve (33) Hydraulic tank (34) Brake cooling manifold (35) Oil cooler for torque converter oil to the rear brakes (36) Screen (41) Hoist cylinders (A) Pressure tap for pilot oil of torque converter lockup clutch (B) Pressure tap for brake retract pump (D) Pressure tap for torque converter outlet pressure (E) Pressure tap for the torque converter lockup clutch (F) Pressure tap for torque converter inlet pressure (G) Pressure tap for inlet of rear brake oil cooler (left) (H) Pressure tap for outlet of rear brake oil cooler (left) (J) Pressure tap for the brake retract pressure (K) Pressure tap for outlet of rear brake oil cooler (right) (L) Pressure tap for inlet of rear brake oil cooler (right) (M) Pressure tap for front brake cooling (outlet) (N) Pressure tap for front brake cooling (inlet) (P) Pressure tap for rear brake cooling (inlet)
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Illustration 21: Oil cooler lines for 777D Off Highway Truck (top view) (8) Parking and secondary brake valve (9) Relief valve for the parking and secondary brake valve (16) Torque converter scavenge pump section (17) Brake retract pump section (19) Torque converter charging pump section (23) Suction screen (24) Main relief valve (25) Control valve for the hoist hydraulics (26) Pump section for hoist hydraulics and rear brake cooling (27) Oil cooler for the hoist pump oil to the rear brakes (28) Screen (29) Relief valve for the oil cooler to the rear brakes (30) Return screen for hoist hydraulics (31) Suction screen (32) Diverter valve (33) Hydraulic tank (34) Brake cooling manifold (35) Oil cooler for torque converter oil to the rear brakes (36) Screen (G) Pressure tap for inlet of rear brake oil cooler (left) (H) Pressure tap for outlet of rear brake oil cooler (left) (K) Pressure tap for outlet of rear brake oil cooler (right) (L) Pressure tap for inlet of rear brake oil cooler (right) (M) Pressure tap for front brake cooling (outlet) (N) Pressure tap for front brake cooling (inlet) (P) Pressure tap for rear brake cooling (inlet)
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Illustration 22: Lines, filters, and valves for the torque converter
(6) Torque converter lockup clutch and solenoid valve (7) Pump drive (8) Parking and secondary brake valve (10) Torque converter inlet relief valve (12) Torque converter outlet relief valve (16) Torque converter scavenge pump section (17) Brake retract pump section (19) Torque converter charging pump section (20) Oil filter for torque converter charging (26) Pump section for hoist hydraulics and rear brake cooling (33) Hydraulic tank
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Illustration 23: Rear wheel brake (front side) Typical pressure tap for brake cooling
Illustration 24: Back of engine (M) Pressure tap for front brake cooling (outlet)
Illustration 25: Back of engine (N) Pressure tap for front brake cooling (inlet)
Illustration 26: Right side of engine (P) Pressure tap for rear brake cooling (inlet)
TORQUE CONVERTER OPERATION Neutral Operation: When the engine is started, oil goes from hydraulic tank (33) through suction screen (23) to pump section (17) and to pump section (19). Oil also goes through suction screen (31) to pump section (26). Pump section (19) sends oil through oil filter (20) to inlet relief valve (10) and to torque converter (14). Inlet relief valve (10) controls the maximum pressure of the oil that goes to the torque converter. From the torque converter, oil goes to outlet relief valve (12). This valve controls the maximum pressure of the oil in the torque converter.
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Oil from torque converter (14) goes through an orifice in the torque converter housing, or oil goes around the valve spool in torque converter outlet relief valve (12). This oil now becomes brake cooling oil. Brake cooling oil on the 776D Tractor goes through screen (36), oil cooler (35), pulled unit brake (left) (39), and pulled unit brake (right) (40). Pump section (38) then sends this oil back through the return oil tube assembly and the baffle into hydraulic tank (33). On the 777D Off Highway Truck, oil that goes around the valve spool in torque converter outlet relief valve (12) goes through screen (36) and through oil cooler (35) to manifold (34). The oil splits inside the manifold. Most of the oil is used in order to cool the brake for left rear wheel (15) and the brake for right rear wheel (22). Oil that leaves the brakes goes through the tube assembly and the baffle to hydraulic tank (33). A very small amount of oil from manifold (34) is used in order to lubricate pump drive (7). Oil that leaves pump drive (7) goes through scavenge screen (21), pump section (16), tube assembly and the baffle, and to hydraulic tank (33). Pump section (17) sends oil to parking and secondary brake valve (8) and to lockup clutch and solenoid valve (6). Oil that goes to lockup clutch and solenoid valve (6) is used in order to engage the lockup clutch (11). Oil that goes to brake valve (8) is used in order to release the parking brakes. Relief valve (9) controls the maximum pressure of the parking brake release system. When the oil pressure gets too high, relief valve (9) opens. This will allow the extra oil to go back to hydraulic tank (33). Return oil from lockup clutch and solenoid valve (6) and pump drive (7) goes to the bottom of the torque converter housing. Any leakage in torque converter (14) also goes to the bottom of the housing. Pump section (16) pulls oil through scavenge screen (21) and then sends the oil to hydraulic tank (33), through the return oil tube assembly and the baffle. Pump section (26) sends oil to control valve (25) for use in the hoist hydraulics (or implement hydraulics). Oil that is not used in the hoist hydraulics (or implement hydraulics) is used for brake cooling. Relief valve (29) controls the maximum pressure of this brake cooling oil. Oil that leaves relief valve (29) goes to diverter valve (32). Diverter valve (32) can direct the oil to one of two paths. One path is through screen (28) and through oil cooler (27). The second path diverts the oil around screen (28) and around oil cooler (27). Most of the oil goes to manifold (34), the brake for left rear wheel (15), the brake for right rear wheel (22) and the hydraulic tank (33). A very small amount of the oil goes to pump drive (7) for cooling. Oil that leaves pump drive (7) goes through scavenge screen (21) to pump section (16), and then to hydraulic tank (33). Lockup Operation (Direct Drive): The machine is in torque converter drive when in NEUTRAL and in REVERSE speeds. SECOND through SEVENTH speeds are direct drive speeds. FIRST speed is in torque converter drive at lower ground speeds and direct drive at higher ground speeds.
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In FIRST speed, torque converter (14) is used until the ground speed gets high enough for direct drive. At this time, the transmission speed sensor tells Electronic Programmable Transmission Control (EPTC II) that direct drive (lockup) is needed. EPTC II activates solenoid valve (1). Pilot oil goes to selector piston (2). Spool (5) moves down and oil goes to lockup clutch (11). Modulation now takes place between load piston (3) and spool (5) until maximum pressure is reached. Lockup clutch (11) is now engaged and the machine is in direct drive FIRST speed. When an upshift to SECOND speed is required, EPTC II deactivates solenoid valve (1). Pilot oil to selector piston (2) is stopped. Selector piston (2), load piston (3), and spool (5) go back to original positions. Oil to the lockup clutch is stopped and lockup clutch (11) is disengaged. The machine is briefly in torque converter drive while the transmission shifts. After the proper clutches in the transmission are engaged for SECOND speed, lockup clutch (11) engages again by using the same steps as described above. Between transmission shifts, the torque converter will briefly change from direct drive to converter drive in order to ensure smooth shifts. This operation is used on upshifts from SECOND through SEVENTH speeds, and on downshifts from SEVENTH through FIRST speeds. When the machine is in direct drive in FIRST speed and ground speed decreases, EPTC II will deactivate solenoid valve (1). The lockup clutch (11) will disengage and the machine will revert to torque converter drive.
HYDRAULIC TANK (TORQUE CONVERTER, HOIST, BRAKE, AND TRANSMISSION
Illustration 27: Front view of torque converter, hoist, brake, and transmission hydraulic tank (1) Torque converter, hoist, and brake section (2) Transmission section (3) Control valve
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Illustration 28: View A - A (4) Rear brake cooling relief valve
The hydraulic tank (torque converter, hoist, brake, and transmission) has two separate oil tanks. The torque converter, hoist, and brake section (1) is separated from the transmission section (2) by a wall inside the hydraulic tank. The transmission section (2) is smaller than the torque converter, hoist, and brake section (1) and provides oil for the transmission. The torque converter, hoist, and brake section (1) is larger than the transmission section (2) and provides oil for torque converter operation, hoist operation, and brake operation and cooling. The hydraulic tank is mounted to the left side of the frame. A relief valve for rear brake cooling (4) is located inside the torque converter, hoist, and brake section (1). The relief valve for rear brake cooling (4) provides hydraulic pressure relief to the rear brake coolers. Torque converter, hoist, and brake section (1) also contains control valve (3) for the hoist cylinders. Both transmission section (2) and torque converter, hoist, and brake section (1) are vented to breathers. Breathers for the torque converter, hoist, and brake section (1), the oil pump drive, and the torque converter are located on the right side of the horizontal frame member above the torque converter. The transmission breather is located on top of transmission section (2).
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Illustration 29: Rear view of torque converter, hoist, brake and transmission hydraulic tank (1) Hydraulic tank for torque converter, hoist, and brake operation and cooling (2) Hydraulic tank for transmission (6) Return port for transmission scavenge pump (7) Drain port for the lip seal case of the parking brake (8) Drain port for AETA (an attachment) (9) Drain port for parking and secondary brake valve (10) Return port for brake makeup oil tank (11) Return port for rear brake cooling oil (left brake) (12) Return port for rear brake cooling oil (right brake) (13) Return port for front brake cooling oil (an attachment) (14) Suction port for transmission oil (15) Suction port for hoist pump (16) Outlet port to head end of hoist cylinders (17) Suction port for torque converter charging section of the oil pump and parking brake release section of the oil pump (18) Outlet port to rod end of hoist cylinders (19) Outlet port to rear brake cooling system (20) Inlet port to control valve (from pump) (21) Return port for torque converter inlet relief valve (22) Return port for torque converter scavenge pump
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TORQUE CONVERTER AND PUMP DRIVE HOUSING

Illustration 4: Torque Converter 6

TORQUE CONVERTER (FREEWHEEL STATOR)

TRANSMISSION HYDRAULIC SYSTEM

TRANSMISSION OIL PUMP

Illustration 8: Torque Converter and Pump Drive Housing

(4) Transmission oil pump.

OIL FILTER (POWER TRAIN)

(1) Power train oil filter.

TRANSMISSION OIL COOLER

Illustration 12: Location of Transmission Oil Cooler

TRANSMISSION HYDRAULIC CONTROL

Illustration 14: Transmission Hydraulic Control

Second Speed Reverse Third Speed Reverse Fourth Speed Reverse

5 and 1 4 and 1 3 and 1

TRANSMISSION HYDRAULIC CONTROL OPERATION

Illustration 15: Transmission Hydraulic Control

OUTPUT TRANSFER GEARS

Illustration 16: Output Transfer Gears

(1) Magnetic tube. (2) Screen. (3) Seal.

Illustration 18: Typical Illustration

SYSTEMS OPERATION D11R Track Type Tractor Power Train

FIRST SPEED REVERSE

(1) Inlet for lubrication oil. (2) Passage.

Illustration 12: Transmission Case (Left Side) 14

POWER TRAIN HYDRAULIC SYSTEM

Illustration 14: Power Train Hydraulic System Schematic

TORQUE CONVERTER AND TRANSMISSION OIL FILTERS

Illustration 15: Location of Torque Converter and Transmission Oil Filters

Illustration 16: Oil Filters Components

Illustration 17: Location of Priority Valve

Illustration 18: Components of the Priority Valve

POWER TRAIN OIL COOLERS

Illustration 19: Location of Oil Coolers

(1) Oil Cooler.

Illustration 20: Transmission Oil Cooler (Schematic)

TRANSMISSION HYDRAULIC CONTROLS

Illustration 21: Transmission Hydraulic Controls

SELECTOR AND PRESSURE CONTROL VALVE

TRANSFER AND BEVEL GEARS

Illustration 24: Transfer and Bevel Gears

STEERING CLUTCHES AND BRAKES

Illustration 25: Steering Clutch and Brake

Illustration 26: Final Drives

(4) Bushing. (5) Pivot shaft.

EQUALIZER BAR (1) Rubber pads. (2) Equalizer bar.

TRACK ROLLER FRAME Illustration 30: Track Roller Frame

Illustration 31: Track Roller (Double Flange Shown)

SYSTEMS OPERATION 777D Off Highway Truck Power Train

Illustration 1: Basic diagram for the power train systems

POWER TRAIN ELECTRICAL SYSTEM

Illustration 2: Electrical system for transmission control

ELECTRONIC PROGRAMMABLE TRANSMISSION CONTROL (EPTC II)

Illustration 3: Transmission control

SPEEDOMETER/TACHOMETER MODULE (Transmission Gear Indicator)

Illustration 8: Location of the transmission gear indicator

Illustration 10: View A A

ELECTRONIC CONTROL (BODY UP OR DOWN SENSOR)

Illustration 11 (1) Magnet assembly (2) Body up or down sensor

SPEED SENSOR (TRANSMISSION)

Illustration 12: Location of the transmission speed sensor