Hydrostatic Transmission: Gonverter

Hydrostatic Transmission Systems Operation
G

HYDROSTATIC TRANSMISSION
Introduction

The hydrostatic transmission is a hydraulic trans-
mission with variable speed. Mechanical power lom
the engine is changed to hydraulic power by a variable
displacement pump. This power is sent through hy-
draulic fines to the motor where it is changed back to
mechanical power to drive a load. To meet the needs of

INTRODUCTlON TO HYDROSTATIC
TRANSMISSIONS

C10058X1

This diagram shows the most basic type of hydro-
static drive system. The required components are: a
variable displacement piston pump, two hydraulic
lines (one for forward and one for reverse) and a fixed
displacement piston motor. These components make
up a single hydrostatic drive loop. A complete drive
system requires two drive loops, one for each track.
The 973 Track Loader has variable two-speed drive
motors, not fixed displacement drive motors.
The drive loop changes the mechanical power to
hydraulic power and then changes the hydraulic power
back into mechanical power to drive a load. The me-
chanical power, provided by the engine, is changed to
hydraulic power (flow and pressure) at the variable
displacement piston pump. The piston pump delivers
varied rates of flow to the piston motor, through one of
the hydraulic fines. The rate and direction of flow is
determined by a swashplate inside the piston pump.
The motor drives the track in either forward or re-
verse. The direction offlow from the purnp deterrnines
the direction of tiack movernenl. The pressure in the
drive line is determined by the load on the drive mo-
tor. If the load on the motor increases, the pressure in
the drivc line increases. The drive line proYiding the
a vehicle, the pump is designed to give a flow that can
be varied and also sent through either of the two hy-
draulic lines to the motor. Thus, the load (tracks) can
be driven at differerit speeds and in eitller forward or
rex erse direction.

flow to the motor is referred to as the high pressu re
side of the drive loop. The drix'e l ine prov iding the
path for the return oil from the motor to the pump is
referred to as the low pressure side of the drive loop.
Leakage in the pump and motor is necessary to pro-
vide lubrication for the internal components. For this
reason, the hydrostatic drive system has a charge
purnp to replenish the oil lost due to normal leakage.
The system also has a charge valve and a charge relief
valve. The charge valve connects to both sides of the
drive loop. A shuttle spool, inst de the charge valve,
directs the flow from the charge pump to the low pres-
sure side of the drive circuit. The low pressure side,
remember, servcs to supply the variable displacement
pump. The shuttlc spool also connects the low pressure
sidc to the charge relief valve. The charge relief va1ve
limite the pressure in the l ow pressure side by limiting
thc maximum pressure of the charge oil to approxi-
mately 1380 kPa (200 psi). Thc charge valve also con-
tains the main relief valve for the high pressurc side of
the drive loop. Thcrefore, the charge valvc is common-
fy referred to as the charge and main relicf valvc. The
main relief valve limits thc maximurn prssurc in the
high pressure side to approximately 38 000 kPa (5500
psi).

G O NVERTER
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the

This diagram also shows an oil cooler positioned Most of the oil from the low pressure side is sent
directly below the charge relief valve. During normal through the charge relief val ve to the transmission oil
operation, the low pressure side of the drive loop does cooler. The cooler reduces the temperature of the oil
not require all the flow provided by the charge pump. before it returns to tank.

C1 1

Hydrosialic Transmission Systems Operation

To control the operation of a hydrostatic drive
system, the operator must be able to control the rate
and the direction of flow from the variable displace
ment pump. Remernber, the rate and direction offlow
from the pump to the motor determines the speed and
direction of the track. Both the flow rate and the direc-
tion of flow is determined by the angle of the swash-
plate inside the variable displacement pump. When
swashplate angle is increased, the rate of flow to the
drive motor is increased. Similarly, a decrease in
swashplate angle results in a decrease in the flow rate.
The hydrostatic transmission has a servovalve to
control the positioning of the swashplate. Servovalve
movemeiit is mechanically controlled by an under-
speed valve and a steering pedal (not shown). When a
steering pedal is depressed, a mechanical linkage ar-
rangement moves, causing the servovalve to move. As
a result, the angle of thC SWaShplate changes.
The underspeed valve connects to the transmission
control fever, in the operators compartmenl, through
a mechanical linkage. Wher the operator changes the
position of the transmission control lever, the servo-
valve will again move, causing the angle of the swash-
plate to change.
The underspeed valve will also change the position
ing of the servovalve automatically during operation
to increase or decrease the angle ofthe swashplate. The
underspeed valve senses increases and decreases in
engine speed caused by the total load on the vehicle.
Total load is defined as the load felt by the engine
from both the track drive system and the implement
hydraulic system. When the total loild causes the en-
gine speed to go below a specified rpm, the underspeed
valve will react and mechanically mox e the servo-
valve. As a result, the angle of the swashplate will
decrease, reducing the load from ihe drive system. The
decrease in total load causes the engine spccd to in-
crease. When the speed of the engine increases beyond
a specified rpm, the underspeed valve will react to
return the scrvovalve and swashplate to thcir original
positions.

Hydrosialic Transmission Systems Operation

Hydrostatic Transmission
Systems Operation

This diagram shows one drive circuit at the top and a
second drive circuit at the bottom. Each drive loop
controls the oieration of one track. The underspeed
valve, charge pumi, charge relief valve and oil cooler
are common to both circuits. The drive loops are con-
nected through these common components but oper
ate independently and can be controlled separately by
the steering peclals. The two drive loops are combined
to provide the steering capaliilities necessary to oper-
ate a machine.
Each drive loop has its own servovalve and charge
valve. Each charge valve contains a main relief valve
to limit thc maximum drive pressure in that particular
circuit. Next is a discussion of the dTive system opera-
tion during two basic functions; machine moving in a
straight line and steering.
When the transmission control fever is moved from
the PARK position toward either FORWARD or RE-
VERSE, the mechanical linkage from the undcrspced
valve simultaneously moves both servovalvcs thc
same amount. The amount of servovalve movement is
controlled by the positioning ofthe transmission fever.
The mechanical linkage arrangement causes the servo-
valves to nieve the swashplates to identical angles.
This ensures that the output (flow) from each pump is
the same. If the angles of the swashplates are NOT the
sarne, the outputs from both pumps will not be equal.
As a result, one track will turn at a faster rate and the
machine will not travel in a straight line. The coiiect
adjustment of the control linkage arrangenlent is ci iti-
cal to swashplate positioning.
Each servovalve connects to a steering pedal
through a linkage arrangement. When the machine is
moving in either direction, the operator can depress a
steering pedal and cause a servovalve to reduce or even
reverse the swashplate angle of one pump. This in turn
causes the rotation of one track to either slow, stop or
reverse direction. The amount of steering pedal move-
ment determines the rate and direction of track rota-
tion. When a pedal is depressed a small amount, the
rotation ofone track will decrease, resulting in a gradu-
al turn. Depressing the pedal a little farther will move
the swashplate back to a zero angle. This stops the
rotation of one track and causes a pivot turn. When a
steering pedal is depressed even farther, the rotation of
the track will reverse. This is referred to as a spot turn.
When a steering pedal is released, the servovalve and
swashplate will return to their original positions.
With a general understanding ofhow a hydrostatic
drive system operates, we are now ready for a more
detailed explanation of the hydrostatic drive system
used in the current family of Caterpillar Tiack
Loaders.

SE3 LI O I? EZ f'l VGRTER
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Systems Operation

COMPONENT LOCATIONS

CROSS SECTION OF TRANSMISSION
1. Left hand axial piston 5. Engine driven gear.
pump. 6. Drive gear for right hand
2. Left hand servo cylinder. pump.
3. Drive gear for left hand 7. Manifold for charge
pump. pump oil supply.
4. Swashplates. 8. Right hand axial piston
pump.

9. Right hand servo
cylinder.
10. Case.
F. FORWARD.
P. PARK.
R. REVERSE.

The Hydrostatic Transmission is a single modular and (8). On the engine end of the case are three gears
unit that includes 11 the working components except (3), (5) and (6), that transfer power from the engine to
the oil cooler, the track drive motors and connecting the pumps. On the other end ofthe case is the head and
hoses, the track brakes and the external control two charge and main relief valve groups. The head and
linkage. the charge valves make a manifold system that sends
oil from pumps (1) and (8) to and through the high
The hydrostatic transmission has a case ( 10) that
contains the two drive system axial piston pumps ( l )
pressure [38 000 kPa (5500 psi)] hoses to the motors
that drive the tracks.

Systems Operation

Systems Operation

11. Top cover.
12. Filter.
13. Locaton for filling
transmission.

(943 Illustrated)
14. Head.
15. Case.
16. Charge valve.
17. Cooler bypass valve.

18. Bottom cover.
19. Charge pressure relief
valve.
20. Drain valve.
B 3355 X 1

On the top ofthe hydrostatic transmission is a cover A splined shaft sends power from engine drive gear
over the valves and linkage that control the displace- (5) through the center of the case to charge pump (32)
ment (output) of the axial piston pumps. A similar which is installed on head (l 4). Oil is taken from the
cover is used on the bottom of the case to provide bottom pan by the pump and sent through filter (12) to
sufficient oil capacity for the system. the system control valvcs.
NOTE: The 953 has a larger bottom cover (18) (oil
pan) and an oil filler tubc that is externally mounted.

Systems Operation

Systems Operation

(943 lllustrated)
21. Inlet to right hand sync 25. Input shaft for 28. Input shaft for speed and
adjustment screw. underspeed override direction control.
22. Inlet to right hand neutral valve. 29. Underspeed cut-in
adjust screw. 26. Inlet for underspeed adjustment valve.
23. Inlet to left hand sync valve cut-in tool. 30. Sync cutoff valve.
adjustment screw. 27. input shafts for steering 31. Main control valve.
24. Inlet to left hand neutral control. 32. Charge pump.
adjust screw. 52. SAIVO SlJ[J)3l/ Tlif VRIVO.

Ct 0062K1
Systems Operation

Systems Operation

14
o E? OI'IVGRTGR
PDF

Systems Operation

12. Filter. 13. Location for filling transmission. 21. Inlet to
right hand sync adjustment screw. 22. Inlet to right hand
neutral adjust screw. 23. Inlet to left hand sync adjustment
screw. 24. Inlet to left hand neutral adjust screw. 26. Inlet
for underspeed valve cut-in tool. 38. Lever for steer left.
54. Lever for underspeed overrde valve.

7. Manifold for charge pump oil supply. 12. Filter.
31. Main control valve. 32. Charge pump. 33. Pressure
tap (quick disconnect) for underspeed valve throat pres-
sure. 34. Pressure tap (quick disconnect) for underspeed
valve upstream pressure. 35. Pressure tap (quick discon-
nect) for brake pressure. 38. Lever for steer left. 3g. FoR-
WARD-PARK-REVERSE fever. 40. Lever for steer right.
45. Relief valve for main pressure to right hand drive mo-
tor. 52. Servo supply relief vaive.

16. Charge valve (right hand). 29. Underspeed cut-in ad-
justment valve. 30. Sync cutoff valve. 32. Charge pump.
36. Pressure tap (quick disconnect) for charge pump pres-
sure. 37. Lever for control of speed-brake valve. 38. Le-
ver for steering left. 39. FORWARD-PARK-REVERSE le-
ver. 40. Lever for steer right. 41. Pressure tap (quick
disconnect) for venturi upstream prrssure. 42. Pressure
tap (quick disconnect) for servo supply pressure. 43. Pres-
sure tap (quick disconnect) for venturi throat pressure.
47. Sync valve. 48. Balance line. 49. Pressure tap (quick
disconnect) for right hand drive pressure. 50. Relief valve
for main pressure to left hand drive motor.

16. Charge valve (right hand). 17. Cooler bypass valve.
19. Charge pressure relief valve. 37. Lever for control of
speed-brake valve. 38. Lever for steer left. 40. Lever tor
steer right. 45. Relief valve for main pressure to right hand
drive motor. 47. Sync valve. 51. Pressure tap (quick dis-
connect) for charge pressure. 52. Outlet for main pressure
to right hand drive motor (reverse). 53. Outlet for main
syGtem pressure to right hand drive motor (forward).

Systems Operation

12. Filter. 26. Inlet for underspeed valve cut-in tool.
36. Pressure tap (quick disconnect) for charge pump pres-
sure. 39. FORWARD-PARK-REVERSE fever. 48. Balance
line. 50. Relief valve for main prssure to left hand drive
motor. 54. Lever for underspeed override valve. 55. Out-
let for main system pressure to left hand drive motor (for-
ward). 56. Outlet for main system pressure to left hand
drive motor (reverse).

Systems Operation

Systems Operation

Main Control Valve

MAIN CONTROL VALVE GROUP TRANSMISSION
1. Brake line. 5. speed-brahe valve stern. 9. Orifice.
2. Servo relief valve. 6. Start vent spool. 10. Passage for underspeed
3. Charge pressure check 7. Venturi. venturi throat pressure.
vaive. 8. Passage for venturi 11. Underspeed cut-in
4. Operate brake spool. upstream pressure. adjustment valve.
12. Quick response valve.
This valve is installed on the front of the transmis- change in engine rpm. The two pressures from the
sion case. In addition to the components shown, it also venturi are used in the automatic load control system.
includes the relief valve for the filter. Upstream pressure from the venturi goes through pas-
sage (8) and quick response valve (l 2) to the inlet on
Oil flow from the charge pump gocs into the left end
of venturi (7). As the flow goes through the venturi it
makes two pressures, the venturi upstream pressure
and the venturi throat pressure. The differcnce be-
tween these two pressures (upstream prcssure minus
throat pressure) is used to indicate engine speed. Since
the charge pump is driven directly from thc engine, a
change in output flow will be seen whcnever there is a
the bottom of the underspeed valve. Throat pressure
from the venturi goes through a small orifice (9) and
passage ( 10) to the inlet on the top of the underspeed
valve. The automatic load control system works to
automatically reduce the drive system part of the en-
gine load whenever ihe total load causes the engine

Systems Operation

Systems Operation

rpm to go below approxi iiiately 2325 for the 943/95 3
and 2 125 for the 963/973. The engine rpm at which the
automatic load contiol system ieacts can be adjustcd
with untlcrspeed cut-in adjustrnent valvc (11).
Oil flow from the right end of the venturi (7) goes
through a passage to servo relief valve (2). At this point
the flow is divided, with part of it going through the
sere o relief valve and the rest is sent to the servovalves.
The flow to the servovalves will be used as signal oil to
the servo cylinders and will control the swashplates
and thus the output of the axial piston pumps. The
pressure ofthis l4ow is kept at approximately 2415 kPa
(355 psi) by the action ot servo relief valve (2).
The oil that is dumped through the servo relief valve
is divided again with part of it going to charge pressure
check valve (3) and the rest going to the charge and
main relief valves. This oil is now called charge pres-
sure. As will be seen later, the flow to the charge and
main relief valves will be used to replace system losses
and the pressure will be held at approximately 1275
kPa (200 psi) by the charge pressure relief valve.
The oil that goes to the charge pressure check valve
goes through it and into the area of operate brake spool
(4). It goes across the operate brake spool and start
vent spool (6) and then to the iilot valve. If the pilot
val ve is in the ment (RR AKE l N) Position, the oil will
go through it [passage (15) to passage ( 16)] and return
to the chamber at the right end ofstart vent spool (6). If
the pressure of the oil is more tha 730 kPa (106 psi),
start vent spool (6) will move to the left against the
force of the spring. Movement of the spool closes an
outlet to tank and opens a passage up past the operate
brake spool to the operate brake reset passage (14) in
the pilot valve. With the pilot valve in BRAKE ON
(vent), the oil will go to tank through outlet ( 13).

PILOT AND OVERSPEED VALVES
13. Outlet to tank. 14. Operate vent valve reset passage.
15. Inlet passage from start vent system. 16. Outlet to end
of start vent system.

When the FORWARD-PARK-REVERSE lever is
behind operate brake spool (4). This will cause operate
brake spool (4) to move and open a passage that will
send charge pressure through brake line (1). The pres-
sure in the line from the brake line is used to release the
brakes. When the pilot valve was moved to the
BRAKES OFF position, the pilot oil flow to and from
the start vent spool was cut off. The start vent spool
stays in the shifted position but will return to the right
if the charge pressure goes below 730 kPa ( 106 psi).

Automatic Load Control
The automatic load control system uses the two
signal pressures from the venturi to control the under
speed valve. The underspeed valve changes the two
signal pressures into mechanical signals to the servo-
valves. The servovalves in turn control the angle of the
swashplates on the axial piston pumps. Thus, the un
derspeed valve controls the speed of the machine.

EXPLODED VIEW OF UNDERSPEED YALVE GROUP
1. Inlet for underspeed venturi throat pressure. 2. Retainer
(two). 3. Guide assembly. 4. Lever assembly. 5. Lever
assembly. 6. Pin. 7. Lever assembly. 8. Speed stops
(two-one forward-one reverse). 9. Track. 10. Pin.
11. Spring. 12. Retainer. 13. Track. 14. Spring cartridges
(two). 15. Input shaft. 16. Retainer. 17. Spool.
18. Roller. 19. Direction-speed link. 20. Bolt. 21. Bolt.
22. Retainer. 23. Spring. 24. Inlet for underspeed up-
moved to FORWARD or REVERSE position, the pi
- stream signal pressure. 25. Bracket

lot valve stern will move with it. This action causes the
pilot pressure to stop at outlet (13). Pressure will in-
crease in operate brake valve reset passage ( 14) and

18
Systems Operation

Systems Operation
c

The two signal prssiires from the venturi go to the
top and bottom of the underspeed valve. The throat
pressure goes to inlet ( 1) and the upstream prssure goes
to inlet (24). Thus, the movement ol spool (1 7) is
determined by the difference in pressure between
these two signal oils.
When the engine governor is set on high idle rpm,
the flow of oil through the venturi will be maximum.
This means that the difference bctween the two pres-
sures will be maximum. While the throat pressure re-
mains fairly constant at about 1 720 kPa (250 psi), the
upstream pressurc will vary with an increase or de-
crcasc in flow from the pump. As the flow decreases.
the differential will also decrease.
When engine is running at high idle, upstream pres-
sure will be approximately 2950 kPa (430 psi) and
throat pressure will be approximately 17211 kPa (250
psi). This is a large enough difference in the two pres-
sures so that the upstream pressure, against the force of
spring (1 1) and the throat pressure, nieves the under-
speed valve up to its maximum activatel position.
This puts the underspeed valve in a position where it
will allow the machine to move in one direction or the
other.

UNDERSPEED VALVE GROUP
1. Inlet for underspeed venturi throat pressure. 2. Retain-
er. 3. Guide assembly. 4. Lever assembly. 5. Lever as-
sembly. 6. Pin. 7. Lever assembly. 8. Speed stops
(two). 11. Spring. 14. Spring cartridge. 15. Input shaft.
16. Retainer. 17. Spool. 18. Roller. 19. Direction-speed
link. 20. Bolt. 21. Bolt. 22. Retainer. 23. Spring. 24. In-
let for underspeed upstream signal pressure.

Bolt (20) goes through rollers ( 1 8), retainer (12),
spool (17) and retainer ( 16). Guide assembly (3) has a
slot that lets the bolt and rollers ( 18) move up whenev-
er spool (17) moves up. The roller is a mov able pivot
point about which fever asscmbly (4) rotates. Since the
dircction-speed link is connected to the pin in the
bottom of fever assembly (4), the lever must have side-
to-side movement to activatc the link. When the roller
is down, the center of the roller is almost in line with
the center ofthe link. This, if input shaft ( 15) is turiied,
there would be little or no movement ly direction
speed link (19).

LOCATION OF UNDERSPEED VALVE GROUP
2. Retainer. 3. Guide assembly. 4. Lever assembly.
5. Lever assembly. 7. Lever assembly. 8. Speed stops
(two). 11. Spring. 14. Spring cartridge (two). 19. Direc-
tion-speed link. 2d. Oil line for underspeed venturi throat
pressure. 27. Oil line to underspeed-override valve. 28.
Underspeed-override valve. 29. FORWARO -PARK-RE-
VERSE fever. 30. Input shaft for underspeed-override
valve. 31. Oil l.r.c for upstream pressure.

To get the side-to-side movement needed for direc
tion-speed link ( 19), roller ( 18) will have to move up in
lever (4). This will happen whenever the underspeed
upstream pressure at the bottom of the underspeed
valve becomes high enough to overcome the force of
spring (11) and the underspeed throat pressure at the
top of the underspeed valve. With the roller rnoved up
in fever assembly (4), maximum FORWARD move
ment ofinput shaft (1 5) will cause lever assembly (5) to
rotate untilthe spring cartridge makes contact with pin
(10). Since the pilot valve linkage is connected to the
top of lever assembly (5), the pilot valve will have
moved to BRAKES OFF, a condition that must hap
pen before the machine can be made to move. Lever
(5), through the contact with lever assembly (7), will
cause pin (6) to move lever assembl) (4) until pin (6)
makes contact with speed stop (8) for forward travel.
Since directionspeed link ( 19) is connected to the
bottom of fever assembly (4), the movement of the
lever has caused the direction-speed link to movc to
the right and activate the servovalves that control thc
angle of the swashplates on the axial piston pumps.
When the input shaft is rotated to the maximum RE
VERSE position, the same sequence will happen cx-
cept that the direction-speed link will move in the
opposite direction.

SE3 L.I E? E3f'l VGRTG R
Systems Operation

MAX
FORWARD
SPEED STOP

REVERSE
SPEED STOP

SECTION AA

[Zero Speed (BRAKE OFF)
Operator Input-High Idle Engine Speed]
B6930X1

(Maximum Forward Speed Operator Input
and Hi Idle Engine Speed)
2. Retainer. 3. Guide assembly. 4. Lever assembly.
6. Pin. 7. Lever assembly. 8. Speed stops (two).
11. Spring. 18. Roller. 19. Direction-speed link.

The spool in the underspeed valve and roller (18)
will change their position and move downward when
the total load on the engine causes it to lug. The total
load one the engine is caused by the drive system and
the implement system. When the total load causes the
3. Guide assembly. 4. Lever assembly. 6. Pin. 8. Speed
stops (two). 11. Spring. 18. Roller. 19. Dlrection-speed
link.

If the engine is startd with the FORWARDPARK
REVERSE lever in either FORWARD or REVERSE,
the machine will not move until the lever is moved to
PARK.
When the FORWARD-PARK-REVERSE lever is
enginc speed to go below cut-in rpm (2325 25 rpm moved, lever (5) will move. Since the linkage for the
for the 943/95 3 and 2125 25 for the 963/973) the
valve spool and roller will move down. As the roller
moves down, the dircction-speed link moves thc ser-
vovalves toward PARK position. This action causes a
decrease in the angle of the swashplates and a decrease
in output flow from the axial piston pumps. At this
position, the engine horsepower is enough to develop
relief pressure in the implement system, track crowd-
ing, drawbar pull and speed for acceptable bucket
loading.
pilot valve is connected to the top of lever (5), move-
ment by the lever will cause the spool in the pilot valve
to move. Pilot oil in passage (3 l ) goes into thc main
control valve and comes out in passage (32). Passage
(32) takes the oil to the pilot valve. With the pilot valve
closed, the oil carinot get through to passage (33). Pas-
sage (33) from the pilot valve goes back to a chamber at
the end of start vent spool (34). Start vcnt spool (34)
will not move, so the drive system stays in a x ented
condition.

NVERTE
Systems Operation

(M8XlfftlJf R6V6re Speed Operator Input
and Hi Idle Engine Speed)
(MaxlmLt FOfWBrd 5p8Bd Operator Input and Maximum
Lug Engine Speed)
3. Guide assembly. 4. Lever assembly. 6. Pin. 8. Speed 3. Guide assembly. 6. Pin. 8. Speed stops (two). 11.
stops (two). 18. Roller. 19. Direction-speed link.

TRANSMISSION MAIN CONTROL VALVE GROUP
31. Oil passage. 32. Oil passage. 33. Oii passage.
34. Start vent spool.
Spring. 18. Rollor. 19. Direction-sped link.

PILOT AND OVERSPEED VALVES
32. Oil passage. 33. Oil passage.

MAX
FORWARD
SPEED STOP
MAX
REVERSE
SPEED STOP
SECTION A- A
Systems Operation

Systems Operation

Charge Valve and Main Pressure Relief Valve

CHARGE AND MAIN RELIEF VALVE
(Shuttle Valve in Forward Drive Position)
1. Inlet for charge flow. 2. Main pressure relief valve.
3. Outlet to sync valve. 4. Outlet to tank. 5. Bah. 6. Pilot
piston. 7. Inlet for high pressure supply line. 8. Shuttle
spool. 9. Outlet for low pressure supply line. 10. Outlet to
cooler. 11. Inlet for high pressure supply line. 12. Check
valve. 13. Outlet for low pressure supply line. 14. Outlet to
cooler. 15. Inlet for charge pressure.

Two of these valve groups are used and they are
identical except for the sync valve on the right hand
group and the sync shut-off valve on the left hand
group. Each group has a shuttle spool (8) and (l 8), a
vent check VdlVC ( 12) and a relief valve (2) for rnaxi-
mum drive pressure. The shuttle spools (8) and ( 18)
are meved by the pressure in the supply lines between
the valves and the drive motors. Thc supply line (for-
ward or reverse) with the highcst pressure will cause
the spool to move in the direction nccessary to let
charge flow go into the supply line with the lowest
pressure (return side from the motors and inlet side io
the pumps). In this way, thc losses, which are designed
into the system for lubrication and cooling, are re-
placed by the flow from the charge pump.
The vent check valve (12) will stay closed as long as
there is charge pressure behind pilot piston (6). Loss of
charge pressure will let ball (5) become unseated and
let vent check valve (12) open. When the vent check
valve opens, it makes a passage that connects the high
pressure sid eofthe drixe loop to the low pressure side.
This stops the flow of high pressure oil to the track
motors and the vehicle stops. The loss of charge pres-
sure also causes the brakes to be applied. This loss of
charge pressure can be caused by the operator or it can
happen automatically as the result of a failure.

CHARGE AND MAIN RELIEF VALVE
(Shuttle Valve in Forward Drive Position)
2. Main pressure relief valve. 5. Ball. 6. Pilot piston.
12. Check valve. 15. Inlet for charge pressure. 16. Inlet for
charge oil supply. 17. Outlet for charge oil supply to charge
valve for right track motor. 18. Shuttle spool. 19. Outlet to
cooler. 20. Inlet for high pressure supply line. 21. Inlet for
low pressure supply line. 22. Outlet to cooler. 23. Inlet for
high pressure supply line. 24. Outlet for low pressure sup-
ply line.

The tiack syiicliioniziiig system makes it possible
for a small flow of oil to go between the two charge and
relief valves. This insures that the pressure and flow to
the track motors will be equal un der 1200 psi. This
means that the tractor will mox e straight ahead when
motion occurs.
This arrangement could cause a problem whenever
the vehicle started to turn. This is because the pressure
to the inside track is always tess than to the outside
track during a turn. To prevent this from happening,
the sync valve closes the flow path whenever the pres
sure from either of the motors becomes higher than
8280 kPa (1200 psi).
The shutoff valve (26) makes it possible to manually
cut the circuit off during periods of adjustrnent or
troubleshooting.

NVERTE
Systems Operation

TRACK SYNCHRONIZING SYSTEM
25. Left side charge and relief valve. 26. Sync cutoff
valve. 27. Sync valve. 28. Right side charge and relief
valve.
Charge PP5SUP CheCk Valve

scrvo cylindcrs will fill. This causes the pressure in the
charge circuit to decrease momentarily. The momen-
tary decrease in pressure will cause the charge pressure
check valve to closc. Thc check valve has orifice (3) to
slow thc rcvcrsc flow of oil and maintain the pressurc
in the control valvc.

OVERSPEED VALVE

PILOT-OVERSPEED VALVE
1. Adjustment screw. 2. Locknut. 3. Passage for under-
speed throat pressure. 4. Spool. 5. Passage for under-
speed upstream pressure. 6. Passage for venturi up-
stream pressure. 7. Piston. 8. Pilot valve. 9. Spring.
10. Passage.

LOCATION OF PILOT OVERSPEED VALVE
1. Adjustment screw. 2. Locknut. 11. Oil line to passage
(5). 12. Oil line to passage (3). 13. Overspeed valve.

C13 21 7X1

CHARGE PRESSURE CHECK VALVE
1. Spring. 2. Check valve. 3. Orifice.
Under certain conditions, when the machine is
moving, it is possible for the speed of the machine to
cause the track motors to act like pumps. This could
cause either the right or left drive loop to vent, which
could make the machine turn abruptly.
To prevent this, the overspeed valve has been in-
stalled, Its purpose is to cause the ground speed to go
no higher than the position ofthe FORWARD-PARK-
REVERSE lever.
The oil to the main control valve and pilot valve
flows through the charge pressure check valve. The
charge pressure check valve prevents sudden pressure
drops in the main control valve during large swash-
plate movement. When the servovalves are moved, the
Tht? Clil pTessure in 1iRt2 ( 1 2) is the same as the pres-
sure on the top of the underspeed valve. The oil pres-
sure in line (1 l ) is the same as the pressure at the
bottom of the underspeed valve. See AUTOMATIC
LOAD CONTROL..

G O NVERTE
Systems Operation

As explained iii the section on the Automatic Load
Control, two signal pressures are caused by the flow of
oil from the charge pump through the venturi. The
difference in pressure between the two signal pressures
controls the action of the underspeed valve.
When the engine is running at high idle, the up-
stream pressure will be approximately 2950 kPa (430
psi) and the throat pressure will be approximately
1720 kPa (250 psi). This is a large enough difference to
make the underspeed valve raise and put it in a posi-
tion where an input signal from the transmission con-
trol lever will cause the machine to move.
Sirice the difference in pressure between the up-
stream and throat sections ofthe venturi are created by
the oil flow through it, any increase in oil flow will
cause the differcncc in pressure to become greater.
This will happen whenever the spced (rpm) of the
engine increases.
As the engine speed (rpm) increases the flow from
the charge pump increases and the flow of oil through
the venturi increases. This causes an increase in
prssure in the upstream part of the venturi. This in-
crease in pressure is felt in line (l l) and passages (5)
and (6). As the pressure increases it becomes high
enough to push spool(4) against the force ofspring (9)
and underspeed throat pressure in line (12) and pas-
sage (3). The spool will move when the upstream pres-
sure through passage (10) becomes high enough to
move piston (7). When the spool moves, it opens a
passage between passages (3) and (5) and lets some of
the underspeed upstream oil mix with the underspeed
throat oil. The spring force of the underspeed valve
will push the valve down toward the neutral position.
This will cause the servovalves to move toward neutral
and the swashplates on the piston pumps will move
toward a position of zero input. This will cause the
machine speed to be maintained at the position of the
FORWARD-PARK-REVERSE lever.

Track Motors (943, 953 & 963)
The two track motors are the same. They are fixed
displacement, link-type piston motors. Each motor
gets its oil supply from one of the variable displace-
ment pumps (the two pump-to-motor circuits are sepa-
rate at all times). The displacement of each motor is
the same as the maximum displacement pump. A
change in direction of oil flow through a motor will
change the direction but will not change the amount of
output torque available from the shaft of the motor.
Oil flow through a motor can be in either direction.
A change in the direction of oil flow will change the
direction of rotation of plate assembly (4) and barrel
assembly (8). The components in the motor that turn
are: shaft (23), barret assembly (8), spring (11), spring

24
(25) and the parts used in the assembly ofboth springs,
piston assemblies (7) and (22), joint assembly ( 17) and
plate assembly (4). The rest of the parts of the pump
are fasteried to either the head assembly (13) or bodies
(6) and ( 18) and do not turn. Oil flow from the pump
goes into one of the inlets in the head, through a port
plate (24) and into the cylinders in baFrel assembly (8).
When each piston reaches the position of piston as-
sembly (22), oil pressure in the cylinder pushes the
piston assembly out of the cylinder. Because of the
angle between the barrel assembly (8) and plate assem-
bly (4), they will turn as the piston is forced out of the
cylinder.
When rotation of the barret and plate turns piston
assembly (22) to the position of piston assembly (7),
the piston will be fully retracted. As the barret contin-
ues to move, the piston assembly will be forced back
into the cylinder. The oil in the front of the piston will
be forced through the head assembly to a return line to
the variable displacement pump.
NVERTE

Hydrostatic Transmission: Gonverter

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Hydrostatic Transmission Systems Operation

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