Service Training

SEBV2591
April 1994

SLIDE/TEXT REFERENCE

793B

PART OF TECHNICAL INSTRUCTION MODULE SEGV2591

769C - 793B OFF-HIGHWAY TRUCKS

TORQUE CONVERTER AND TRANSMISSION
HYDRAULIC SYSTEMS
SEBV2591 -2- Table of Contents
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TABLE OF CONTENTS

INTRODUCTION ..................................................................................................................3

POWER TRAIN ....................................................................................................................4

TORQUE CONVERTER........................................................................................................5

TORQUE CONVERTER HYDRAULIC SYSTEM ..............................................................8

TRANSMISSION HYDRAULIC SYSTEM........................................................................21

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INTRODUCTION

• Introduce course This module is designed to introduce service technicians to the torque
converter and transmission hydraulic systems used in Cat Off-highway
Trucks. Emphasis is placed on system component location and function.

• Module divided into In the first section of this module, the discussion concentrates on the
two parts torque converter hydraulic system, and the last section covers the
transmission hydraulic system, specifically the Individual Clutch
Modulation (ICM) control valve group.

• Off-highway Trucks The trucks are divided into two groups: 769C - 777C (small) and the
divided into two 785B - 793B (large). Many of the component locations shown will use
groups: the 769C truck since all the trucks have the same basic components. If
- 769C - 777C another truck is shown, the model number will be stated.
- 785B - 793B
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LOCKUP
MODULATION
VALVE
TRANSMISSION
PUMP
TORQUE
CONVERTER
SOLENOIDS

TYPICAL OFF-HIGHWAY TRUCK

POWER TRAIN
COMPONENT LOCATIONS
TRANSMISSION

TORQUE
TRANSMISSION
CONVERTER FILTER
OIL FILTER TORQUE CONVERTER
INLET AND AND TRANSMISSION OIL
OUTLET RELIEF VALVES
TRANSMISSION
DRIVE CONTROL VALVE
SHAFT
TRANSMISSION

DIFFERENTIAL AND
FINAL DRIVES

LOCKUP
CLUTCH TORQUE
TORQUE CONVERTER
CONVERTER PUMP TRANSFER
GEARS

POWER TRAIN

• Identify components
• Explain power flow
Power flows from the engine through the power train to the rear wheels.
The major components of the power train are:
Torque converter - Blue
Drive shaft - Gray
Transfer gears - Green
Transmission - Purple

After the transmission engages two clutches, power from the torque
converter is directed through the differential and the final drives to the
rear wheels.
Objective 1
INSTRUCTOR NOTE: At this time, introduce and perform Lab A:
Slide 2 Torque Converter and Transmission Component Location Identification.
This shop exercise will provide familiarization with the major power
Introduce and perform train components.
Lab A
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4 3
1

TORQUE CONVERTER

1. Torque converter The first component in the power train is the torque converter (1). The
torque converter provides a fluid coupling that permits the engine to
• Fluid coupling in continue running with the truck stopped. In converter drive, the torque
torque converter drive converter multiplies torque to the transmission. At higher ground speeds,
- Speeds N, R, 1 a lockup clutch engages to provide direct drive for more efficient
operation. The NEUTRAL and REVERSE ranges are converter drive
• Mechanical coupling only. The first half of FIRST SPEED is converter drive (low ground
in direct drive speed) and the second half is direct drive (higher ground speed).
- Speeds 1 to 7 SECOND through SEVENTH SPEEDS are direct drive only. The torque
converter goes to converter drive between each shift (during clutch
2. Outlet relief valve engagement) to provide smooth shifts.
3. Inlet relief valve
Mounted on the torque converter housing are the torque converter outlet
4. Lockup clutch relief valve (2), the torque converter inlet relief valve (3) and the torque
control valve
converter lockup clutch control valve (4).
NOTE: The 773B and 775B do not have a torque converter outlet relief
valve. Pressure in the converter is controlled by restriction in the line
between the converter and the hydraulic tank.
Objectives 2 and 5

Slides 3 - 18
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LOCKUP PISTON TURBINE IMPELLER

TORQUE CONVERTER
INLET OIL

STATOR TORQUE CONVERTER

LOCKUP OIL PASSAGE

FREEWHEEL
ASSEMBLY

TORQUE CONVERTER
CONVERTER DRIVE

• CONVERTER DRIVE This sectional view shows a torque converter in CONVERTER DRIVE.
The lockup clutch (yellow piston and blue discs) is not engaged. The
rotating housing and impeller (red) are connected to the engine flywheel.
During operation, oil flows from the torque converter inlet relief valve to
the impeller. The rotating housing and impeller direct the oil into the
blades of the turbine (blue) and cause the turbine to rotate. The turbine
directs the oil to the stator (green) and causes the stator to try to rotate in
the opposite direction of the turbine. The freewheel assembly only allows
the stator to rotate in the same direction as the turbine. The stator
remains stationary and directs most of the oil back to the impeller. The
stator multiplies the torque transfer between the impeller and the turbine
by changing the direction of the oil flowing from the turbine to the same
direction as the impeller. The turbine and the output shaft rotate slower
than the engine and the impeller, but with increased torque.
SEBV2591 -7-
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LOCKUP PISTON TURBINE IMPELLER

TORQUE CONVERTER
INLET OIL

STATOR TORQUE CONVERTER

LOCKUP OIL PASSAGE

FREEWHEEL
ASSEMBLY

TORQUE CONVERTER
DIRECT DRIVE

• DIRECT DRIVE In DIRECT DRIVE, the lockup clutch is engaged by hydraulic pressure
and locks the turbine to the impeller. The housing, impeller, turbine, and
output shaft then rotate as a unit at engine rpm. The stator, which is
mounted on a freewheel assembly, is driven by the force of the oil in the
housing and will freewheel at approximately the same rpm.
SEBV2591 -8-
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TORQUE CONVERTER HYDRAULIC SYSTEM

1. Torque converter The three section torque converter pump (1) is located at the bottom rear
pump sections: of the torque converter. The three sections (from the right to the left) are:
- Scavenge - Torque converter scavenge
- Charging
- Torque converter charging
- Parking brake
release - Parking brake release
Excess oil that accumulates in the bottom of the torque converter is
2. Screen
scavenged by the first section of the pump through a screen (2) and
returned to the hydraulic tank.
SEBV2591 -9-
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1
2

1. Charging filter Oil flows from the torque converter charging section of the pump to the
torque converter charging filter (1) located in front of the transmission (2)
2. Transmission just behind the transmission oil filter (3).
3. Transmission oil
filter
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1. Inlet relief valve Oil flows from the torque converter oil filter to the torque converter inlet
2. Test location relief valve (1). The inlet relief valve controls the maximum pressure of
the supply oil to the torque converter. The torque converter inlet relief
3. Outlet relief valve
pressure can be measured at the test location (2) (hidden by hose).
4. Test location
Oil flows through the inlet relief valve and enters the torque converter.
Oil in the torque converter either falls to the bottom of the housing to be
scavenged or flows through the torque converter outlet relief valve (3).
The outlet relief valve controls the maximum pressure in the torque
converter. The outlet relief pressure can be measured at the test location
(4).
SEBV2591 - 11 -
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3 2

• Torque converter The parking brake release section (3) of the torque converter pump
pump sections: (777C) provides supply oil for several purposes:
1. Scavenge - Release the parking brakes
2. Charging
- Engage the torque converter lockup clutch
3. Parking brake
release/converter - Brake oil cooling
lockup
Oil flows from the parking brake release section to the parking brake
4. Optional front brake release filter. Oil from this filter flows to the parking brake release valve.
cooling The parking brake release valve controls the pressure for parking brake
release and torque converter lockup.

Most of the oil from the parking brake release valve flows to the brakes
for cooling.

INSTRUCTOR NOTE : The torque converter pump includes the

following sections:
(1) Torque converter scavenge
(2) Torque converter charging
(3) Parking brake release/converter lockup
(4) Optional front brake cooling
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10

• Parking brake release Oil flows from the parking brake release section of the torque converter
filter (arrow) pump to the parking brake release filter (arrow).
SEBV2591 - 13 -
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3
4
1
2

11

1. Parking brake Oil from the parking brake release filter flows to the parking brake release
release valve valve (1) on the 777C.
2. Lockup clutch and
solenoid valve The torque converter lockup clutch and solenoid valve (2) receive supply
3. Hose oil from the parking brake release valve through a hose (3). When the
solenoid (4) is energized by the transmission control, the lockup clutch
4. Solenoid
valve supplies oil at a reduced pressure to lock up the torque converter
5. Lockup clutch and go into direct drive.
pressure tap
Torque converter lockup clutch pressure can be measured at the tap (5).
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LOCKUP CLUTCH VALVE

TORQUE CONVERTER DRIVE

LOAD SELECTOR
PISTON PISTON

MODULATION LOAD PISTON

REDUCTION ORIFICE
VALVE PRESSURE
REDUCTION
VALVE
LOCKUP
SOLENOID

SHUTTLE TO
FROM
VALVE LOCKUP
PARKING BRAKE
CLUTCH
PUMP

12

• Lockup clutch and Shown is a sectional view of the torque converter lockup clutch solenoid
solenoid valve in valve in TORQUE CONVERTER DRIVE or NEUTRAL. Supply oil
NEUTRAL from the parking brake release pump is used to provide lockup clutch oil
and has two functions:
1. Supply pressure is reduced to provide pilot pressure to the
solenoid valve.
2. When the solenoid is energized, supply pressure is reduced by the
modulation reduction valve to provide lockup clutch pressure.
In this illustration and those that follow, the colors used to identify the
various pressures in the systems are as follows:
Red - Supply oil pressure
Green - Drain or reservoir oil
Red and White Stripes - Lockup clutch pressure
Brown - Lubrication or cooling pressure
Objective 4
Orange - Pilot or torque converter pressure
Slides 12 - 18 Yellow - Moving components
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LOCKUP CLUTCH VALVE

CLUTCH FILLING

LOAD SELECTOR
PISTON PISTON

LOAD PISTON
ORIFICE
MODULATION
REDUCTION
VALVE PRESSURE
REDUCTION
VALVE
LOCKUP
SOLENOID

ON

SHUTTLE FROM
VALVE TO
LOCKUP CLUTCH PARKING BRAKE
PUMP

13

• Lockup solenoid In this sectional view, the lockup solenoid has been energized and directs
energized starts pilot pressure to the selector piston. Before moving the selector piston,
clutch modulation pilot oil moves the shuttle valve to the right which closes the drain and
opens the check valve. Oil then flows to the selector piston. Moving the
selector piston blocks the drain passage and the load piston springs are
compressed.

Compressing the load piston springs moves the modulation reduction

valve spool down against the force of the inner spring. This initial
movement opens the supply passage (from the parking brake pump) and
permits pressure oil to flow to the clutch. As the clutch fills, pressure oil
opens the ball check valve and fills the slug chamber at the top of the
reduction valve spool. At the same time, oil flows through the load piston
orifice and fills the chamber between the end of the load piston and the
selector piston. The load piston orifice provides a pressure drop and time
delay in the flow of oil to the load piston chamber. The load piston orifice
helps control the rate of modulation. Filling the load piston chamber is
made possible when the selector piston covers the drain passage at the
decay orifice.
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LOCKUP CLUTCH VALVE

DIRECT DRIVE

LOAD SELECTOR
PISTON PISTON

LOAD PISTON
ORIFICE
MODULATION
REDUCTION
VALVE PRESSURE
REDUCTION
VALVE
LOCKUP
SOLENOID

ON

SHUTTLE TO
VALVE FROM
LOCKUP
PARKING BRAKE
CLUTCH
PUMP

14

• Lockup clutch at The load piston has now moved completely down against the stop. The
maximum pressure modulation cycle is completed and the clutch pressure is at its maximum
setting. Because this is a modulation reduction valve, the maximum
pressure setting of the clutch is lower than the pilot and parking brake
release pressure. At the end of the modulation cycle, the pressure in the
slug chamber moves the reduction valve a small distance up to restrict the
flow of supply oil to the clutch. This is the "metering position" of
reduction valve spool. In this position, the valve maintains precise control
of the clutch pressure.

Primary pressure is adjusted with shims in the load piston. Final lockup
clutch pressure is not adjustable. If the primary pressure is correct and
final lockup clutch pressure is low, the load piston should be checked to
make sure that it moves freely in the selector piston. If the load piston
moves freely, the load piston springs should be replaced.
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769C - 777C TORQUE CONVERTER HYDRAULIC SYSTEM

NEUTRAL

LOCKUP CLUTCH
PILOT OIL PRESSURE
LOCKUP CLUTCH BRAKE COOLING OUTLET
PRESSURE PRESSURE PRESSURE
LOCKUP
MODULATION
VALVE OUTLET
TO BRAKE RELIEF VALVE
COOLING CIRCUIT INLET
RELIEF VALVE
INLET
PRESSURE

LOCKUP
SOLENOID LOCKUP
REDUCING
VALVE TO BRAKE
COOLING
TORQUE CIRCUIT
CONVERTER

PARKING BRAKE LOCKUP

RELEASE VALVE CLUTCH
CONVERTER
SCAVENGE
PUMP

PARKING BRAKE
RELEASE PRESSURE
CONVERTER
PARKING CHARGING
BRAKE PUMP
RELEASE
PUMP
SCREEN

15

• Small truck torque
converter hydraulic
schematic
This schematic shows the flow of oil from the torque converter charging
pump through the 769C - 777C hydraulic system.
The scavenge pump section scavenges oil through a screen in the torque
converter housing and sends the oil to the hydraulic tank.

The charging pump section sends oil through the torque converter
charging filter to the inlet relief valve and torque converter. Oil flows
through the torque converter to the outlet relief valve. Oil flows from the
outlet relief valve to the brake cooling system.

The parking brake release pump section sends oil to the parking brake
release valve, the torque converter lockup clutch, and solenoid valve.
Most of the oil flows through the parking brake release valve to the brake
cooling system.

NOTE: The 773B and 775B do not have an outlet relief valve.
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785B - 793B TORQUE CONVERTER LOCKUP CLUTCH CONTROL

CONVERTER DRIVE

LOCKUP CLUTCH
PILOT OIL
PRESSURE
LOCKUP
MODULATION
LOCKUP VALVE
SOLENOID

TO LOCKUP
CLUTCH
TRANSMISSION
PUMP LOCKUP
OIL PRESSURE REDUCING
VALVE

FROM
TRANSMISSION
PUMP

SHUTTLE
VALVE
TORQUE CONVERTER
RELAY VALVE
FROM PARKING
BRAKE PUMP

16

• Large truck lockup This schematic shows the 785B - 793B torque converter hydraulic system
components in with emphasis on the lockup components in TORQUE CONVERTER
NEUTRAL DRIVE or NEUTRAL.
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785B - 793B TORQUE CONVERTER LOCKUP CLUTCH CONTROL

DIRECT DRIVE

LOCKUP CLUTCH
PILOT OIL
PRESSURE
LOCKUP
MODULATION
LOCKUP VALVE
SOLENOID

TO LOCKUP
CLUTCH
TRANSMISSION
PUMP LOCKUP
OIL PRESSURE REDUCING
ON VALVE
FROM
TRANSMISSION
PUMP

TORQUE CONVERTER
RELAY VALVE
FROM PARKING
BRAKE PUMP

17

• Large truck torque In this schematic for the large trucks, the ground speed has increased and
converter in DIRECT the transmission has shifted into the second half of FIRST SPEED or
DRIVE above. The torque converter is in DIRECT DRIVE.
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785B - 793B TORQUE CONVERTER HYDRAULIC SYSTEM

NEUTRAL

LOCKUP CLUTCH
PILOT OIL
PRESSURE BRAKE COOLING OUTLET
PRESSURE PRESSURE
LOCKUP
MODULATION
LOCKUP VALVE OUTLET
SOLENOID INLET RELIEF VALVE
RELIEF VALVE

INLET
TRANSMISSION PRESSURE
PUMP LOCKUP
OIL PRESSURE REDUCING
VALVE
TO BRAKE
FROM COOLING
TRANSMISSION TORQUE CIRCUIT
PUMP CONVERTER

TORQUE CONVERTER CONVERTER

RELAY VALVE SCAVENGE
PUMP LOCKUP CLUTCH
TO BRAKE
COOLING
PARKING BRAKE CIRCUIT
RELEASE OIL PRESSURE CONVERTER
CHARGING
PARKING PUMP
BRAKE
RELEASE SCREEN
PUMP

PARKING BRAKE
RELEASE VALVE

18

• Large truck torque This schematic shows the flow of oil from the torque converter pump
converter hydraulic through the 785B - 793B hydraulic system.
schematic
The large truck system is very similar to the small trucks except that a
torque converter relay valve is used to activate the lockup modulation
valve. When the lockup solenoid is energized, transmission oil is directed
to the relay valve which then directs lockup clutch pilot oil to the lockup
modulation valve to begin clutch modulation. The lockup solenoid is
mounted on the transmission on a manifold with the upshift and the
downshift solenoids.

Introduce and perform INSTRUCTOR NOTE: At this time, introduce and perform Labs B, C,
Labs B, C, D, and E D, and E. These shop lab and classroom exercises will reinforce the
material introduced in the preceding slide presentation.
SEBV2591
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3 4
• Selector and pressure
control valve group
components:
1. Pressure control
valve group
2. Selector valve group
3. Distribution manifold
4. Rotary actuator
• Eight possible valve
stations
• Small trucks have
seven speeds
FORWARD
• Large trucks have six
speeds FORWARD
Objectives 6, 9, and 12
Slides 19 - 54
- 21 -
19
TRANSMISSION HYDRAULIC SYSTEM
The major component in the transmission hydraulic system is the selector
and pressure control valve group. In the machine, the control valve group
is mounted on top of the planetaries. This illustration shows the four
main components that make up the control group: the pressure control
valve group (1), selector valve group (2), distribution manifold (3), and
the rotary actuator (4).
The pressure control group has seven modulating reducing valves which
are referred to as "valve stations." Each valve station is identified by a
letter (A, B, C, D, E, F, G, and H). In the larger trucks, the H station is
not used. The smaller trucks have seven speeds FORWARD and the
larger trucks have six speeds FORWARD. The D station in the larger
trucks is used to lower the maximum pressure in the system during
operation in direct drive.
Valve stations individually control the engagement and maximum
pressure for each of the clutches in the transmission.
SEBV2591 - 22 -
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• Selector valve group In the valve stack, the selector valve group is directly below the pressure
has four valves: control valve group. The selector valve group has four functions:
1. Relief valve:
1. In the small trucks, a single stage relief valve limits the maximum
- Single stage (small
trucks) system pressure in torque converter drive and direct drive. In the
larger trucks, a dual stage relief valve limits the maximum system
- Dual stage (large
pressure in converter drive and lowers the maximum pressure
trucks)
setting in direct drive.
2. Rotary selector
spool 2. A rotary selector spool (which is connected to the rotary
actuator) sends pilot oil to the pressure control valve group to
3. Neutralizer valve
permit engagement of the correct clutches for each gear range.
4. Priority reducing
valve 3. A neutralizer valve permits pilot oil to flow to the rotary selector
spool when the engine is started with the rotary selector spool in
the NEUTRAL position.
4. A priority reducing valve controls the pilot pressure and makes
sure that pilot oil is available at the neutralizer valve spool before
oil can flow to the remainder of the system.

To initiate a shift, pressure oil from either the upshift or downshift

solenoid is sent to the rotary actuator. Inside the actuator housing is a
rotating vane which divides the actuator into two chambers. Pressure oil
from the upshift solenoid causes the vane to rotate in one direction while
pressure oil from the downshift solenoid causes the vane to rotate in the
opposite direction. The vane is connected to and causes rotation of the
rotary selector spool inside the selector valve group.

In this illustration and those that follow, the colors used to identify the
various pressures in the systems are as follows:

Red - Oil supply pressure

Red and White Stripes - Clutch pressure
Green - Drain or reservoir oil
Brown - Lubrication or cooling pressure
Orange - Torque converter pressure
SEBV2591 - 23 -
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20

• Two section On the 769C, the two section transmission pump (arrow) is mounted on
transmission pump the rear of the pump drive which is located inside the left frame near the
(arrow)
torque converter. The two sections are transmission scavenge and
charging. While the larger trucks have more sections, the pump is located
in a similar position.

- Scavenge section The first section of the transmission pump is used to scavenge the oil
from the bottom of the transmission case. Oil is pulled from the case
through a screen and is sent through the transmission oil cooler to the
transmission hydraulic tank.

- Charging section The transmission is charged by oil from the second section of the pump.
The pump pulls oil through a screen located in the transmission tank and
directs the flow to the transmission oil filter.
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21

• Transmission oil filter Oil flows from the transmission charging pump through the transmission
(arrow) oil filter (arrow).
SEBV2591 - 25 -
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4
2

3
1

22

This slide shows the 789B.

1. Upshift solenoid Oil flows from the transmission charging filter to the upshift (1) and
2. Downshift solenoid
downshift (2) solenoids and the transmission hydraulic controls located
under the transmission cover (not shown). Excess oil flows from the
transmission hydraulic controls and lubricates the transmission and
transfer gears. The oil eventually falls to the bottom of the transmission
case and is scavenged by the first section of the transmission pump.

3. Transmission pump Transmission pump pressure can be measured at the tap (3).
pressure tap
4. Lockup solenoid The lockup solenoid (4) is located on the same manifold as the other
solenoids.
SEBV2591 - 26 -
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23

Access to the selector and pressure control valve on the 793B is permitted
by removing the top cover from the transmission. If needed, the complete
valve group can be removed from the transmission case as a unit.

• Rotary selector spool The plug (arrow) can be removed and access to the rotary selector spool is
access through plug available for testing and adjusting.
(arrow)
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769C - 777C TRANSMISSION

HYDRAULIC SYSTEM
NEUTRAL
DOWNSHIFT UPSHIFT
PRESSURE PRESSURE
A
DOWNSHIFT UPSHIFT
SOLENOID SOLENOID
ROTARY
FILTER
ACTUATOR
E
ON
PUMP
PRESSURE B

NEUTRALIZER
VALVE

PRIORITY ROTARY F
PILOT OIL REDUCTION SELECTOR
PRESSURE VALVE SPOOL C
OIL COOLER
CHARGING SCAVENGE
PUMP PUMP

D
RELIEF
VALVE

TRANSMISSION H
CASE

LUBE
TANK RELIEF VALVE
PRESSURE CONTROL
SELECTOR VALVE
GROUP
GROUP
LUBE
PRESSURE

24

• Small truck This schematic of the 769C - 777C shows the conditions in the system
transmission with the ENGINE STARTED and the transmission selector lever in
schematic in NEUTRAL. The selector lever must be in the NEUTRAL position to
NEUTRAL
permit starting the engine.

The transmission hydraulic system is equipped with a two section gear

• Downshift solenoid pump. From the charging section of the pump, the oil flows through the
ON in NEUTRAL filter and is sent directly to the two solenoids and the selector valve group.
Pump flow is blocked at the upshift solenoid and, because the downshift
solenoid is continuously energized in NEUTRAL, the valve in the
solenoid is open. This condition permits oil to flow to the rotary actuator.
Pressure on the downshift side of the rotating vane in the rotary actuator
keeps the vane and the rotary selector spool in the NEUTRAL position
until a shift is made.

Objective 8

Slides 24 - 37
SEBV2591 - 28 -
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• Station C clutch is Most of the flow from the charging section of the pump is sent to the
engaged selector valve group. This oil is first sent to the priority reducing valve.
From the priority reducing valve, the oil flows to the neutralizer valve and
to the rotary selector spool. Oil is also sent to the pressure control valve
group to fill and engage the station C clutch.

• Excess system oil Excess oil from the transmission pump is directed from the main relief
directed to lube valve to the transmission lubrication circuit. If the oil is cold and thick, a
bypass valve will relieve the excess oil pressure to the transmission case.

• Excess case oil All oil that is in the bottom of the transmission case is returned to the tank
returned to tank by the transmission scavenge section of the transmission pump.
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785B - 793B TRANSMISSION

HYDRAULIC SYSTEM
NEUTRAL UPSHIFT DOWNSHIFT
PRESSURE PRESSURE

LOCKUP DOWNSHIFT UPSHIFT

SOLENOID SOLENOID SOLENOID ROTARY ACTUATOR A

ON

TO TORQUE CONVERTER B
NEUTRALIZER
RELAY VALVE VALVE
PRIORITY ROTARY
PILOT OIL REDUCTION SELECTOR
PRESSURE VALVE SPOOL
PUMP F
PRESSURE
FILTERS
C
COOLING
CHARGING PUMP
OIL
PUMP SCAVENGE COOLER
PUMP G

COOLER D
BYPASS
VALVE H
LUBE
PRESSURE

LOCKUP DUAL
STAGE RELIEF VALVE
SELECTOR VALVE GROUP PRESSURE CONTROL
RELIEF VALVE GROUP

TANK
LUBRICATION
TRANSMISSION CASE RELIEF VALVE

25

• Large trucks in This schematic shows the 785B - 793B in the same condition as the
NEUTRAL previous schematic. The major differences are:

• Six major differences 1. This system has an additional transmission pump section for
transmission cooling and lubrication.
2. The lockup solenoid is mounted on a manifold with the upshift
and downshift solenoids.
3. The lubrication relief valve mounted in the transmission case.
4. Station D is the lockup dual stage relief valve.
5. Six valve stations are used for six speeds FORWARD.
6. A shuttle valve is added to the lockup circuit in the selector group.
INSTRUCTOR NOTE: The transmission mounted torque converter
relay valve was removed due to the increased flow capabilities of the
lockup solenoid. For more information about the removal of the valve,
refer to the Service Magazine article "Transmission Mounted Torque
Converter Relay Valve Is No Longer Used" December 6, 1993 (Form
SEPD0184).
SEBV2591
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3
• Selector valve group
1. Rotary actuator
2. Detent springs
3. Priority reduction
valve
4. Neutralizer valve
5. Lube relief valve
- 30 -
4
26
This view shows the selector valve group. The rotary actuator (1) is
bolted to the top of the selector group. The rotating vane in the rotary
actuator is directly connected to the rotary selector spool. At the opposite
end of the rotary selector spool is a pair of detent springs (2). Rollers on
the detent springs engage with a detent cam which is pinned to the end of
the rotary selector spool. Some of the oil passages which connect the
various chambers are machined in the top of the valve body.
The small cover (3) at the upper left corner of the valve body permits
access to the priority reduction valve. To the right of the small cover is
a larger cover (4) which permits access to the neutralizer valve.
Removal of the threaded cap (5) from the lower left corner of the valve
body permits access to the lube relief valve.
SEBV2591 - 31 -
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1 3 7

4 6
8

27

• Rotary actuator Shown is the rotary actuator after the removal from the selector valve
1. Stationary vane body. Inside the actuator housing are a stationary vane (1) and a
rotating vane (2). The stationary vane is bolted to the actuator housing
2. Rotating vane and the rotating vane is pinned to the rotary selector spool in the center of
the housing. Pressure oil from the solenoid valves causes the rotating
vane and rotary selector spool to turn in either the clockwise or
counterclockwise direction.

3. Upper port Two oil ports are located on the outside of the actuator housing. The
upper port (3) is for pressure oil from the downshift solenoid and the
4. Lower port
lower port (4) is for pressure oil from the upshift solenoid. In the
5. Downshift check respective oil passages to the rotary vane are a downshift (5) and upshift
valve (6) valve (check valves) that cover and uncover a drain passage.
6. Upshift check valve
7. Downshift valve plug
Note the position of the plugs that limit the travel of the two valves: The
downshift valve plug (7) has a short rod on the plug and the upshift
8. Upshift valve plug valve has a standard plug (8).
SEBV2591 - 32 -
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• Rotary actuator in This view of the rotary actuator vane shows the vane in the NEUTRAL
NEUTRAL position (fully counterclockwise). To shift from NEUTRAL to any other
gear, the rotating vane must turn in the clockwise direction to the selected
• Upshifts - clockwise gear position. When the shift is indicated, pressure oil from the upshift
direction
solenoid is sent to the lower inlet port (4). The pressure oil moves the
check valve toward the center of the actuator housing until the check
valve covers a drain passage located near the inner end of the inlet
passage. The pressure oil then flows through the check valve and fills the
small space between the two vanes.

As the pressure increases, the rotating vane moves in the clockwise

direction to the appropriate gear position. Any oil that was in the
chamber on the nonpressurized (downshift) side of the vane is forced out
of the chamber by the movement of the vane.

As the oil flows out of the chamber, it moves the upper check valve away
from the center of the actuator housing. This movement opens a drain
passage located near the inner end of the upper check valve passage and
permits the oil to flow out of the center chamber.

• Downshifts - This sequence is just the opposite for downshifts (when the rotating vane
counterclockwise moves in the counterclockwise direction).
direction
SEBV2591 - 33 -
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28

• Rotary vane in FIRST In this view, the rotating vane has moved a small distance in the
speed clockwise direction. This is the approximate position for FIRST. The
• 777C - 793B have N2 clockwise sequence for upshifts at the rotary actuator in the 769C and
position on rotary 773B trucks is N - R - 1 - 2 - 3 - 4 - 5 - 6 - 7. The upshift sequence in the
spool 777C to 793B trucks is N1 - N2 - R - 1 - 2 - 3 - 4 - 5 - 6 - 7 (785B and
793B have only six speeds FORWARD).

In the 777C, as the rotary actuator moves the rotary spool from N1 to N2
past REVERSE to FIRST, the N1 clutch remains engaged in the N2
position and then changes to another clutch in FIRST.

In the 785B and 793B trucks, the N1 clutch drops out and in N2 another
clutch is engaged momentarily to slow the rotation of the internal mass of
the planetaries. When the rotary spool gets to FIRST, the N2 clutch stays
engaged and another clutch is engaged to complete the power flow path to
the wheels.
SEBV2591 - 34 -
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29

• End of rotary selector This close view shows the end of the selector valve group opposite the
spool rotary actuator. Visible in this view are the detent cam (1) and the detent
1. Detent cam springs (2). The detent cam is installed in the end of the rotary selector
spool and turns with the spool. A bolt and flat washer (3) help to retain
2. Springs
the rotary selector spool in the valve body.
3. Bolt and flat washer
4. Support block The detent springs are bolted to a support block (4) which is part of the
access cover for the main relief valve. Pins in the support block and flat
retainers help to align the detent springs and hold them in position.

NOTE: The support block (4) is notched where the bolts mount the
block to the housing to allow adjustment of the detent springs.
SEBV2591 - 35 -
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30

• Rotary selector spool The rotary selector spool is actually a hollow rotating shaft. A plug and
- Contains plug and screen assembly inside the spool divides the center cavity into two
screen assembly separate oil chambers.
- Selects clutch
combinations During operation, pilot oil from the upper chamber (indicated by the red
arrow) is directed to the pressure control valve group to initiate clutch
engagement. For any gear except NEUTRAL (N1 and N2), two of the
outlet ports from the upper chamber are aligned with drilled passages in
the selector valve body. For N1 and N2, only one outlet port permits pilot
oil to flow to the pressure control valve group.

The lower chamber in the rotary selector spool is always open to drain (as
indicated by the green arrow). For each gear position except N1 and N2,
all but two of the drain ports are open to drain. Whenever a clutch station
is engaged, the lower half of the spool blocks the drain passage to that
station.
SEBV2591 - 36 -
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31

• Rotary selector spool Removal of the pin and dent cam from the end of the rotary selector spool
plug and screen permits access to the plug and screen assembly. The screen prevents
assembly
plugging or restriction of the outlet ports from the upper chamber by
removing particles of dirt or foreign material from the pilot oil. The
screen should be inspected and cleaned whenever the selector valve group
is disassembled.
SEBV2591 - 37 -
4/94

32

• Rotary selector spool In this view, the rotary selector spool has been cut in half to show how the
cut in half plug and screen assembly divides the center cavity into two separate oil
chambers. Also, notice how the screen fits inside the upper chamber (on
the right). Pilot oil enters the upper chamber through the passage at the
end of the screen. The oil then flows into the open end of the screen and
through the screen mesh to the outlet ports.
SEBV2591 - 38 -
4/94

769C - 777C TRANSMISSION SELECTOR VALVE GROUP

NEUTRAL

ROTARY
SELECTOR
NEUTRALIZER SPOOL
VALVE

PRIORITY
REDUCTION
VALVE

PILOT OIL
PRESSURE

SCREEN
RELIEF VALVE

LUBE
RELIEF VALVE

LUBRICATION
PRESSURE

33

• Selector valve group
in NEUTRAL
• Priority reducing valve
• Neutralizer valve
This schematic shows the 769C - 777C selector valve group during
operation in NEUTRAL. The priority reducing valve is installed in the
bore on the left side of the valve body. This valve has two functions: It
controls the pressure of the pilot oil (orange) that is used to initiate clutch
engagement, and it makes sure that pilot pressure is available at the
neutralizer valve before pressure oil (red) is sent to the remainder of the
system.
The neutralizer valve moves only when the rotary selector spool is in the
NEUTRAL position. When the rotary selector spool is in the NEUTRAL
position and the engine is started, pump oil flows through a passage in the
center of the neutralizer valve, flows up around the check ball, pressurizes
the top of the valve, and then moves down. In this position, the
neutralizer valve directs pilot oil to the center of the rotary selector spool.
If the rotary selector spool is not in the NEUTRAL position during engine
start-up, the neutralizer valve will block the flow of pilot oil to the rotary
selector spool.
SEBV2591 - 39 -
4/94

• Main relief valve Directly below the neutralizer valve is the main relief valve. This valve
limits the maximum system pressure during operation. Excess pump oil
• Lube relief valve is directed to the lubrication circuit and the pressure is maintained by the
lube relief valve.

• Rotary selector spool The rotary selector spool is installed in the bore on the right side of the
valve body.

• In NEUTRAL, one In NEUTRAL, the rotary selector spool directs pilot oil to one station for
clutch engaged the engagement of only one clutch. Check the appropriate service manual
for which stations control specific clutches.
SEBV2591 - 40 -
4/94

785B - 793B TRANSMISSION SELECTOR VALVE GROUP

NEUTRAL
SHUTTLE VALVE
PRIORITY NEUTRALIZER
REDUCTION VALVE ROTARY
VALVE SELECTOR
SPOOL
PILOT OIL
PRESSURE
SCREEN

RELIEF VALVE

ORIFICE
PLUGS

34

• Larger truck selector The 785B - 793B trucks have a slightly different selector valve group.
valve group The main relief valve is now a dual stage relief valve and has two
• Two function main functions: It limits the maximum system pressure during converter drive
relief valve and provides a reduced system pressure for direct drive. The reduced
pressure in direct drive is controlled by valve station D in the pressure
control valve group.
• Lube relief valve
replaced by plug The lube relief valve is replaced by a plug.
• Shuttle valve in lockup
circuit Just above and to the right of the neutralizer valve is a shuttle valve.
When the lockup solenoid is energized, oil from the solenoid to valve
• Station D reduces station D must flow through the shuttle valve. Each time the lockup
system pressure in
converter drive
solenoid is de-energized, pump oil pressure (red) stops and the oil in
station D can quickly flow to drain through the uncovered drain passage
opened by the shuttle valve.
SEBV2591 - 41 -
4/94

769C - 777C TRANSMISSION SELECTOR VALVE GROUP

STARTING IN FIRST SPEED FORWARD

ROTARY
SELECTOR
NEUTRALIZER SPOOL
VALVE

PRIORITY
REDUCTION
VALVE

PILOT OIL
PRESSURE

SCREEN
RELIEF VALVE

LUBE
RELIEF VALVE

LUBRICATION
PRESSURE

35

• Oil blocked by rotary If the transmission is started with the rotary selector spool in a position
selector spool other than NEUTRAL, the spool stops the transmission pump oil (see
purple arrow) from entering the side passage of the neutralizer valve. The
neutralizer cannot move down to allow pilot oil to the center of the rotary
selector spool.
SEBV2591 - 42 -
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7 8
5 6

2
1

36

• Seven modulation The pressure control valve group contains seven modulation reduction
reduction valves valves. The identification letters for the valve stations are stamped on the
inside covers
top cover plate and on the ends of the seven outer covers (stations).
(stations)

This view shows a typical pressure control valve group. The stations are
as follows:
1. A
2. B
3. C
4. D (Plugged on the small trucks. On the larger trucks, station
D is the dual stage relief valve.)
5. E
6. F
7. G
8. H
SEBV2591 - 43 -
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769C - 777C PRESSURE

CONTROL GROUP F
NEUTRAL
C

PRESSURE CONTROL
GROUP

37

• Pressure control This schematic shows the pressure control group in NEUTRAL. Notice
group in NEUTRAL that pressure oil is available at all of the modulation reducing valves, but
• Clutch C engaged only the station C clutch is engaged.

Modulation of the clutch pressure began when pilot oil from the rotary
selector spool was sent to the outer end of the selector piston in station C.
Both the selector piston and the load piston were moved by pilot oil
pressure and the load piston was moved during modulation by clutch
pressure (red and white stripes).

Initial movement of the selector piston must take place before modulation
can begin.
SEBV2591 - 44 -
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VALVE STATION
SLUG BALL CHECK VALVE
CLUTCH RELEASED
LOAD PISTON SELECTOR PISTON

PILOT OIL
PASSAGE

PLUG
DECAY ORIFICE

LOAD PISTON LOAD PISTON PLUG

MODULATION ORIFICE
REDUCTION
VALVE CLUTCH PRESSURE TAP
FROM PUMP TO CLUTCH

38

• All stations contain Since all seven valve stations contain the same basic components, an
same basic explanation of the operation of one station can be applied to the operation
components of the remaining six stations (including the lockup clutch station).

Components that are identical for all seven stations include:

• Modulation reduction valve
• Ball check valve
• Load piston
• Selector piston
• Decay orifice
• Load piston plug
• Plug
• Load piston orifice
• Clutch pressure tap

Objective 11

Slides 38 - 46
SEBV2591 - 45 -
4/94

• Load piston orifices The six stations that control the clutches contain load piston orifices
control modulation (sometimes called "cascade" orifices). In the larger trucks, station D is
the dual stage relief valve and does not contain an orifice. The retaining
springs for the load piston orifices are identical, but the orifices vary in
thickness from one station to another. Many of the stations are equipped
with decay orifices. Check the parts book for proper component
placement.

• Station has not been In this schematic, the engine has been started, but the clutch for this
selected station has not been engaged. While the engine is running, pump (or
system) pressure is always available at the modulation reduction valve
spool; but, until pilot oil from the rotary selector spool is sent to the right
(outer) end of the selector piston, there can be no valve movement and the
clutch cannot be engaged.
SEBV2591 - 46 -
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39

• Components in This view shows the components in stations A, B, and C. Station D has a
stations A to D plug. Each station has similar components except the load piston springs,
shims and orifices may be different.
SEBV2591 - 47 -
4/94

4 3

5 8
7
1 2
6

40

• Station E This close view shows the valve components for station E, clutch No. 5 in
components: a 777C.
1. Load piston
Notice that the load piston (1) fits inside the selector piston (2) and that
2. Selector piston
the load piston springs (3) fit inside the load piston and the bore in the end
3. Springs of the modulation reduction valve spool (4). The stop (5) fits in a
4. Reduction valve counterbore in the side of the valve body and the load piston springs pass
spool through the center of the stop.
5. Stop
The load piston orifice (6) fits in a bore in the outer cover and is held in
6. Orifice
position by the retaining spring (7). An o-ring seal (8) is installed
7. Spring between the orifice and the end of the bore to prevent leakage around the
8. Seal orifice.
SEBV2591 - 48 -
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41

• Load piston orifice cut An extremely close view of two load piston orifices shows how they are
in half different from other designs. The orifice on the right is complete and the
orifice on the left has been cut in half. (The sectioned orifice was
mounted in plastic to prevent collapsing of the internal passages while it
was cut and the complete orifice was placed on a plastic pedestal for
photographic purposes.)

What makes this type of orifice different is that the oil must enter a hole
• Oil flows through
labyrinth to load in the face of the orifice and flow through an intricate internal passage
piston before it can flow out of a second hole in the opposite face. An internal
passage of this type is often referred to as a "labyrinth." Cascade orifices
are used in applications where a very small conventional or "straight-
through" orifice could easily become plugged. Cascade orifices provide
the same pressure drop and time delay as small conventional orifices, but
utilize larger holes and passages. Also, cascade orifices are not as
sensitive to changes in temperature as small conventional orifices.
SEBV2591 - 49 -
4/94

VALVE STATION
CLUTCH FILLING

LOAD PISTON
ORIFICE

42

• Station showing This schematic shows the relative positions of the valve station
beginning of components at the start of modulation before the clutch is fully engaged
modulation (primary pressure). Valve movement is initiated when pilot oil from the
• Selector spool rotary selector spool moves the selector piston to the left as shown.
movement begins Movement of the selector piston accomplishes two purposes:
modulation
1. The drain passage at the decay orifice is blocked.
2. The load piston springs are compressed.

• Clutch pressure Compressing the load piston springs moves the reduction valve spool to
increases the left against the force of the inner spring. This movement opens the
supply passage (from the pump) and permits pressure oil to flow to the
clutch. As the clutch fills, pressure oil opens the ball check valve and fills
the slug chamber at the left end of the reduction valve spool. At the same
time, oil flows through the load piston orifice and fills the chamber
between the end of the load piston and the selector piston. The load
piston orifice provides a pressure drop and time delay in the flow of oil to
the load piston chamber. This condition helps control the rate of
modulation. Filling the load piston chamber is made possible when the
selector piston covers the drain passage at the decay orifice.
SEBV2591 - 50 -
4/94

• Clutch pressure The clutch pressure and the pressure in the slug chamber increase at the
maintained by same rate. Just after the clutch is filled, the pressure in the slug chamber
reduction valve
moves the reduction valve to the right. This movement restricts the flow
of pressure oil to the clutch and briefly limits the increase of clutch
pressure. The pressure in the load piston chamber then moves the load
piston farther to the left. This movement increases the spring force and
reopens the supply passage permitting the clutch pressure to again
increase.

This cycle continues until the load piston has moved completely to the left
(against the stop). The clutch pressure is then at its maximum setting.
During modulation, the reduction valve spool moves left and right while
the load piston moves smoothly to the left.
SEBV2591 - 51 -
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VALVE STATION
CLUTCH ENGAGED

43

• Modulation cycle The load piston has now moved completely to the left against the stop.
completed The modulation cycle is completed and the clutch pressure is at its
maximum setting. Because this is a modulation reduction valve, the
maximum pressure setting of the clutch is lower than the system pressure.
At the end of the modulation cycle, the pressure in the slug chamber
moves the reduction valve a small distance to the right to restrict the flow
of supply oil to the clutch. This is the "metering position" of the reduction
valve spool. In this position, the valve maintains precise control of the
clutch pressure.

• Clutch designed to During operation, an engaged clutch is designed to leak a relatively small
leak small amount but steady volume of oil. This leakage helps prevent high oil
temperatures and provides additional lubrication for the planetary gears
and bearings. As clutch leakage occurs, the clutch pressure and the
pressure of the oil in the slug chamber will start to decrease. At this point,
the load piston springs move the reduction valve spool a small distance to
the left to open the supply passage. Pressure oil from the pump again
enters the clutch circuit and replaces the leakage. Then, the clutch
pressure in the slug chamber moves the spool back to the right thereby
restricting the flow of supply oil to the clutch. This metering action
continues during the entire time that the clutch is engaged.
SEBV2591 - 52 -
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VALVE STATION
CLUTCH ENGAGED/WITH PIN

44

• Some stations may The operation of some clutch stations is slightly different than the
have pin operation of the other stations. The difference is caused by a pin in the
center of the load piston springs. Near the end of the modulation cycle,
the pin contacts the reduction valve spool, moves the spool completely to
the left, and opens the clutch passage to supply oil. At this point,
modulation ends and the clutch pressure immediately increases to
maximum.

During the time that the clutch is engaged, the reduction valve spool
remains completely to the left and the clutch pressure is equal to the
system pressure. Replacement of clutch leakage for these stations
requires no additional valve movement because the pin holds the
reduction valve spool in the open position. As a result, supply oil is
always available at the clutch.
SEBV2591 - 53 -
4/94

VALVE STATION
CLUTCH DECAY

DECAY
ORIFICE

45

• Clutch pressure During a shift, the pressure of the clutch (or clutches) being released does
decreases at not immediately drop to zero. Instead, the clutch pressure decreases at a
controlled rate
controlled rate. Restricting the rate of clutch pressure decay helps to
maintain a positive torque at the transmission output shaft. This feature
minimizes the effects of tire and axle "unwinding" and permits smoother
shifts. An immediate drop in clutch pressure would permit a rapid
deceleration of the power train components that remain connected to the
differential during a shift.

When a clutch is released, the chamber at the right (outer) end of the
selector piston is opened to drain through the lower chamber in the rotary
• Decay orifice controls
selector spool. This condition permits the selector piston and load piston
rate of clutch pressure
decrease to move to the right as shown. Clutch pressure starts to decrease, but
cannot drop to zero until the chamber between the load piston and the
selector piston is drained. The only way that oil can flow out of this
chamber is through the decay orifice which was uncovered when the
selector piston moved to the right. As the load piston springs force the oil
from the load piston chamber, the clutch pressure gradually decreases.
When the load piston has moved completely to the right, the clutch
pressure is zero.
SEBV2591 - 54 -
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46

• Decay orifices are The decay orifices are identified by a color code. The colors designate
color coded the hole size of the orifice--yellow (1) is 1.40 mm (.055 in.), green (2) is
1.57 mm (.062 in.), red (3) is 1.98 mm (.078 in.), and blue (not shown) is
1.19 mm (.047 in.).

The green and red orifices are made of steel while the yellow and blue
orifices are plastic. The plastic orifices are equipped with a small screen
to help prevent restriction of their relatively small hole diameters.

NOTE: Some stations may not have a decay orifice. Consult the parts
book for the specific placement of any component.
SEBV2591 - 55 -
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769C - 777C TRANSMISSION

HYDRAULIC SYSTEM
THIRD SPEED FORWARD
UPSHIFT
DOWNSHIFT PRESSURE
PRESSURE
A
DOWNSHIFT UPSHIFT
SOLENOID SOLENOID
ROTARY
FILTER
ACTUATOR
E
PUMP
PRESSURE B
3

NEUTRALIZER
VALVE N1
PRIORITY ROTARY
F
PILOT OIL REDUCTION SELECTOR
PRESSURE VALVE SPOOL C
OIL COOLER
CHARGING SCAVENGE
PUMP PUMP

D
RELIEF
VALVE

TRANSMISSION H
CASE

LUBE
TANK RELIEF VALVE
PRESSURE CONTROL
SELECTOR VALVE
GROUP
GROUP
LUBE
PRESSURE

47

• Third speed This schematic shows the components and the oil flow in the system
FORWARD for small during operation in THIRD GEAR for the 769C - 777C. The upshift
trucks solenoid is energized and directs pump oil to the rotary actuator. The
rotary actuator moves the rotary selector spool to the THIRD SPEED
FORWARD position. The rotary spool selects two stations (C and E)
which modulate the two clutches.

NOTE: The position of the rotary actuator vane in the 769C and 773B
trucks would be one position counterclockwise because these machines do
not have an N2 position. The 777C has the N2 position.
SEBV2591 - 56 -
4/94

777C SHIFT MODULATION CYCLE

THIRD TO FOURTH
PRESSURE
NORMAL SHIFT CYCLE

CLUTCH 1
418
CLUTCH 6
373 CLUTCH 5
353

CLUTCH 3
265

COMPLETE CLUTCH ENGAGEMENT

PRIMARY
PRESSURE INITIAL CLUTCH ENGAGEMENT
50
0

TIME
FILL TIME
NORMAL CLUTCH SLIP

48

• Modulation cycle of This graph shows the clutch pressures as the ground speed increases and
clutches the transmission shifts into higher gears. Clutches No. 3 and 6 are being
gradually released by the controlling effect of the decay orifices. At a
certain point, clutches No. 1 and 5 are selected and the load piston orifices
are controlling their engagement.
SEBV2591 - 57 -
4/94

777C SHIFT MODULATION CYCLE

SECOND TO THIRD
PRESSURE
NORMAL SHIFT CYCLE

CLUTCH 3
418
373
CLUTCH 6

CLUTCH 1
265

COMPLETE CLUTCH ENGAGEMENT

PRIMARY
PRESSURE INITIAL CLUTCH ENGAGEMENT
80

TIME
FILL TIME
NORMAL CLUTCH SLIP

49

• Some shifts change This graph shows the clutch pressures when a shift is made from
only one clutch SECOND to THIRD. Clutch No. 6 does not release. This feature helps to
minimize the unwinding motion of the power train.
SEBV2591 - 58 -
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PRESSURE RESTRICTED LOAD PISTON ORIFICE

SLOW MODULATION
HIGH PRIMARY
PRESSURE
P1

COMPLETE CLUTCH ENGAGEMENT

LOW PRIMARY
PRESSURE
INITIAL CLUTCH ENGAGEMENT
NORMAL
PRIMARY
PRESSURE
0 TIME

HIGH PRIMARY PRESSURE - HARSH SHIFT

NORMAL CLUTCH SLIP

SHIFT MODULATION PROBLEMS

LOW PRIMARY PRESSURE - CLUTCH SLIPPING RESTRICTED LOAD PISTON ORIFICE

CLUTCH SLIPPING

50

• Three shift conditions: This graph shows the effects of the following conditions:
1. High primary
pressure 1. High primary pressure - Shorter engagement time which causes
harsh shifts of the power train components and increases the
2. Low primary
pressure maximum clutch pressure.

3. Slow modulation 2. Low primary pressure - Longer engagement time which causes the
plates and discs to slip more before the engagement pressure holds
them together. Maximum clutch pressure is also lower and may
cause slippage during conditions of heavy loading.
3. Slow modulation - This effect is very similar to the low primary
pressure, but it can be caused by a partially plugged load piston
orifice. The maximum clutch pressure would be within
specifications.
SEBV2591 - 59 -
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785B - 793B TRANSMISSION

HYDRAULIC SYSTEM
THIRD SPEED FORWARD UPSHIFT DOWNSHIFT
PRESSURE PRESSURE

LOCKUP DOWNSHIFT UPSHIFT

SOLENOID SOLENOID SOLENOID ROTARY ACTUATOR A

ON
3
E
N1
TO TORQUE CONVERTER B
NEUTRALIZER
RELAY VALVE VALVE
PRIORITY ROTARY
PILOT OIL REDUCTION
PRESSURE SELECTOR
VALVE SPOOL
PUMP F
PRESSURE
FILTERS
C
COOLING
PUMP
SCAVENGE OIL
CHARGING COOLER
PUMP
PUMP
G

COOLER D
BYPASS
VALVE H
LUBE
PRESSURE

LOCKUP DUAL
STAGE RELIEF VALVE
SELECTOR VALVE GROUP PRESSURE CONTROL
RELIEF VALVE GROUP

TANK
LUBRICATION
TRANSMISSION CASE RELIEF VALVE

51

• Third speed This schematic shows the components and the oil flow in the system
FORWARD for large during operation in THIRD SPEED FORWARD in the 785B - 793B
trucks: trucks.
1. Lockup clutch
energized 1. The lockup solenoid is energized. Transmission oil flow moves
the torque converter mounted relay valve which begins the
2. Oil directed to engagement of the torque converter lockup clutch.
station D
3. Dual stage relief 2. Oil from the lockup solenoid is also sent through the shuttle valve
valve at lower at the right of the neutralizer valve to station D.
pressure setting

3. Station D sends reduced pressure oil through an orifice at the right

of the dual stage relief valve to the chamber at the bottom of the
relief valve and the main system pressure is reduced.
SEBV2591 - 60 -
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SHUTTLE VALVE

NEUTRALIZER
PRIORITY VALVE
ROTARY
REDUCTION SELECTOR
PILOT OIL VALVE SPOOL
PRESSURE

785B - 793B TRANSMISSION

HYDRAULIC SYSTEM
THIRD SPEED FORWARD SCREEN

RELIEF VALVE
SELECTOR
VALVE GROUP
LOWER ORIFICE
UPPER ORIFICE

52

• Lockup in larger In the large trucks, flow from the lockup solenoid enters the selector valve
trucks explained group at the right of the neutralizer valve. This flow moves the shuttle
valve down to cover the small drain hole at the right side of the valve.
Pressure oil can then flow to station D and fill the chamber at the end of
the selector piston. When the machine shifts from direct drive to
converter drive, the selector piston chamber for station D is drained at the
shuttle valve.

Just below and to the right of the dual stage relief valve are two orifices.
The upper (supply) orifice has a larger hole size than the lower (drain)
orifice. In direct drive, oil from station D flows through the upper orifice
and fills the chamber at the lower end of the dual stage relief valve spool.
The pressure of this oil works against the end of the spool thereby
increasing the effective reaction area of the relief valve. With a larger
effective area, a lower system pressure is required to overcome the spring
force and open the relief valve. Therefore, the system pressure in direct
drive is lower than the system pressure in converter drive. When
changing from direct to converter drive, the oil in the chamber at the
bottom of the spool is drained through the lower orifice.
SEBV2591 - 61 -
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B
785B - 793B PRESSURE
CONTROL GROUP
THIRD SPEED FORWARD
F
C

G
D

H
LOCKUP DUAL
STAGE RELIEF VALVE

PRESSURE CONTROL
GROUP

53

• Stations C and E This schematic shows the components and the oil flow in the pressure
engaged in pressure control valve during operation in THIRD SPEED FORWARD in the large
control valve trucks. Stations C and E control the operation of their respective clutches.
Valve movement in stations C and E is initiated by pilot oil from the
rotary selector spool, while valve movement in station D is initiated by
pressure oil from the lockup solenoid. Because station D does not contain
a load piston orifice and a decay orifice, the pressure rise and pressure
drop controlled by this station occur very rapidly.

The overall design of the pressure control valve group permits a relatively
• Clutch pressures
easily checked
easy check of the clutch pressures. Since each clutch has its own
modulation reduction valve, a pressure gauge connected at each station
will show the clutch pressure for each gear range as the transmission is
manually upshifted and downshifted.
SEBV2591 - 62 -
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VALVE STATION
PRIMARY PRESSURE

LOAD PISTON
PLUG (REMOVED)

54

• Primary pressure This schematic shows the conditions present when the clutch primary
checked by removing pressures are checked. When the load piston (inner) plug is removed from
plug the valve station cover, the chamber between the end of the load piston
and the selector piston is opened to drain. This condition prevents the
clutch pressure from increasing above its primary pressure setting.

• High primary pressure Correct adjustment of the primary pressures is very important because
- rough shifts they control clutch phasing and fill times. High primary pressure settings
will cause fast, rough shifts that can result in damage to the power train.
• Low primary pressure Low primary pressure settings will cause slow or delayed shifts. The slow
- slow shifts shifts will often be smooth, but they can cause decreased clutch life due to
excessive clutch slippage.

Introduce and perform INSTRUCTOR NOTE: At this time, introduce and perform Labs F, G,
Labs F, G, H, I, and J H, I, and J. These shop lab and classroom exercises will reinforce the
material introduced in the preceding slide presentation.
SEBV2591 - 63 -
4/94

SLIDE LIST

1. Model View 36. Pressure Control Valve Stations (iron)

2. Top and Side View (section) 37. Small Truck Pressure Control Group in Neutral
3. Torque Converter Components (iron) (section)
4. Torque Converter In Converter Drive (section) 38. Station Components (section)
5. Torque Converter In Direct Drive (section) 39. Stations (iron)
6. Torque Converter Pump (iron) 40. Station E Components (iron)
7. Torque Converter Components (iron) 41. Load Piston Orifice (iron)
8. Torque Converter Components (iron) 42. Station at Beginning of Modulation (section)
9. 777C Torque Converter Pump (iron) 43. Station at End of Modulation (section)
10. Parking Brake Release Filter 44. Station with Pin (section)
11. 777C Torque Converter Components (iron) 45. Station Decay (section)
12. Torque Converter Lockup Clutch (section) 46. Decay Orifices Color Codes (iron)
13. Lockup Clutch Filling (section) 47. Small Truck Transmission Schematic in Third
14. Lockup Clutch Engaged (section) Speed FORWARD (section)
15. Small Truck Torque Converter Hydraulic 48. 777C Shift Modulation Graph - Third to Fourth
Schematic (section) (section)
16. Large Truck Torque Converter Hydraulic 49. 777C Shift Modulation Graph - Second to
Schematic In Torque Converter Drive (section) Third (section)
17. Large Truck Torque Converter Hydraulic 50. Shift Modulation Problems (section)
Schematic In Direct Drive (section) 51. Large Truck Transmission Schematic in Third
18. Large Truck Torque Converter Hydraulic Speed FORWARD (section)
Schematic (section) 52. Large Truck in Lockup (section)
19. Transmission Control Valve 53. Large Truck Pressure Control in Third Speed
20. Transmission Pump (iron) FORWARD (section)
21. Transmission Oil Filter 54. Station at Primary Pressure (section)
22. Transmission Components (iron)
23. Selector and Pressure Control Valve (iron)
24. Small Truck Transmission Hydraulic
Schematic (section)
25. Large Truck Transmission Hydraulic
Schematic (section)
26. Selector Valve (iron)
27. Rotary Actuator (iron)
28. Rotary Actuator in First Speed (iron)
29. Rotary Selector Spool (iron)
30. Rotary Selector Spool (iron)
31. Rotary Selector Spool Screen and Plug (iron)
32. Rotary Selector Spool Sectioned (iron)
33. Small Truck Selector Valve In Neutral
(section)
34. Large Truck Selector Valve In Neutral
(section)
35. Small Truck Rotary Selector Spoon not in
Neutral (section)