System Operation

D5H & D5H LGP TRACTORS / DIRECT DRIVE / 7NC00001-03999 (MACHINE) PO...
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Product: TRACK-TYPE TRACTOR

Model: D5H TRACK-TYPE TRACTOR 7NC
Configuration: D5H & D5H LGP TRACTORS / DIRECT DRIVE / 7NC00001-03999 (MACHINE) POWERED BY 3304 ENGINE
Systems Operation
D5H POWER TRAIN
Media Number -SENR3255-00 Publication Date -01/04/1986 Date Updated -20/07/2010
SENR32550001
Systems Operation
https://sis.cat.com/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sisw... 11/21/2012
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General Information (Powershift)
Location Of Power Train Components
1. Steering clutches and brakes.
2. Final drives.
3. Diesel engine.
4. Planetary powershift transmission.
5. Transfer and bevel gears.
6. Main drive shaft.
7. Torque converter.
8. Tracks.
Power from diesel engine (3) is sent through torque converter (7), main drive shaft (6), planetary
transmission (4), transfer and bevel gears (5), steering clutches and brakes (1), final drives (2) and
then to tracks (8).
Diesel engine (3) sends power to torque converter (7) which is coupled to the flywheel. Torque
converter (7) sends the power to planetary transmission (4) through main drive shaft (6).
Planetary transmission (4) has three FORWARD and three REVERSE speeds. Speed and direction of
the planetary transmission is manually controlled by the operator. When the control lever for
transmission (4) is moved to a speed and direction position, power is sent through the transmission to
transfer and bevel gears (5). Transfer and bevel gears (5) turn two inner axle shafts that send the
power to the steering clutches and brakes (1). Steering clutches turn the tractor, and the brakes stop
the tractor as well as give assistance to the action of the steering clutches. Power from the steering
clutches and brakes is used to turn two sun gear shafts that turn final drives (2). Final drives (2) are a
single reduction planetary gear set and send the power to the sprockets which drive tracks (8) that
move the machine.
General Information (Direct Drive)
Location Of Power Train Components
1. Steering clutches and brakes.
2. Final drives.
3. Diesel engine.
4. Clutch.
5. Direct drive transmission.
6. Bevel gear and pinion.
7. Main drive shaft
8. Pump drive housing.
9. Tracks.
Power from diesel engine (3) is sent through main drive shaft (7), clutch (4), transmission (5), bevel
gear and pinion (6), steering clutches and brakes (1), final drives (2) and then to tracks (9).
Diesel engine (3) sends power from the crankshaft through a flexible coupling in pump drive housing
(8) to main drive shaft (7). Main drive shaft (7) sends the power through an input shaft to clutch (4).
Clutch (4) is hydraulically activated and transfers power from the input shaft to the input gear of
transmission (5).
Transmission (5) has six FORWARD and six REVERSE speeds. Speed and direction of the
transmission is controlled by two control levers that are manually operated. When the control levers
are moved to a speed and a direction position and the clutch is engaged, power is sent through the
transmission gears to bevel gear and pinion (6).
Bevel gear and pinion (6) turn two inner axle shafts that send power to steering clutches and brakes
(1). Steering clutches are used to turn the tractor and the brakes stop the tractor as well as give
assistance to the action of the steering clutches.
Power from steering clutches and brakes (1) is used to turn two sun gear shafts that turn final drives
(2).
Final drives (2) are a single reduction planetary gear set and send power to the sprockets which drive
tracks (9) that move the machine.
Torque Converter (Power Shift)
Torque Converter Components
1. Rotating housing
2. Impeller.
3. Pump drive gear.
4. Inlet port.
5. Output shaft.
6. Turbine.
7. Stator.
8. Carrier assembly.
9. Outlet port.
The torque converter connects the engine to the planetary transmission through the main drive shaft.
This connection between the engine and the transmission is a hydraulic connection. There is no direct
mechanical connection between the engine and the transmission.
The torque converter uses oil to send torque from the engine to the transmission. When the machine is
working against a load, the torque converter can multiply the torque from the engine and send a
higher torque to the transmission.
Oil for the operation of the converter is supplied by the transmission oil pump. The oil pump is driven
by gear (3). The converter inlet oil pressure is controlled by the ratio valve for the torque converter.
This valve limits the pressure to the converter to approximately 896 kPa (130 psi) when the oil is
cold. It is part of the selector and pressure control valve group in the transmission hydraulic controls.
The outlet oil pressure is controlled by the relief valve for torque converter outlet. This valve is
mounted on the left side of the converter cover and does not allow converter pressure to go above 414
± 14 kPa (60 ± 2 psi).
Rotating housing (1), impeller (2) and oil pump drive gear (3) are driven by the flywheel and rotate as
a unit at engine speed.
Stator (7) is connected to carrier (8), which is fastened to the converter housing. Turbine (6) is
connected to output shaft (5).
Flow Of Power In Torque Converter
1. Rotating housing.
2. Impeller.
3. Gear.
4. Inlet port.
5. Output shaft.
6. Turbine.
7. Stator.
8. Carrier Assembly.
9. Outlet port.
Torque Converter Operation

Oil from the transmission hydraulic controls enters the torque converter through inlet port (4) in
carrier (8). Oil is directed to the inlet port by a passage in the converter housing. From inlet port (4),
the oil goes through a passage in the hub to impeller (2).
Impeller (2) [which turns with the rotating housing (1) at engine speed] makes the oil go toward the
outside of the impeller, around the inside of housing (1) and against the blades of turbine (6). The oil
that hits the turbine blades causes turbine (6) and the output shaft (5) to turn. This sends torque to the
input shaft of the transmission, through the main drive shaft. At this point in time, the torque given to
the turbine by the force of the oil from the impeller cannot be more than the torque output of the
engine to the impeller.
After the oil hits the turbine blades, the oil goes toward the inside of turbine (6). As the oil goes from
the turbine, it moves in a direction opposite the direction of impeller rotation. Stator (7) causes the oil
to change direction and go back into impeller (2) in the direction of rotation.
The force of the oil from the stator can now add to the torque output from the engine to the impeller.
This extra force can give an increase to the torque output of the engine to the turbine. The larger the
difference between the speeds of the impeller and the turbine, the larger the amount of force of the oil
from the stator. Since it is the load on the machine that changes the speed of the turbine, the higher the
load, the larger the difference in the speeds of the impeller and the turbine. It is the different loads on
the machine that control the amount of torque multiplication that the force of the oil from the stator
can add. Oil from outlet passage (9) goes to the oil cooler and then to the transmission lubrication
system.
Torque Converter Hydraulic System (Power

Shift)
Two control valves make up the hydraulic system for the torque converter. These valves are the inlet
pressure valve for the torque converter and the relief valve for converter outlet.
Ratio Valve For The Torque Converter
Location Of Ratio Valve For The Torque Converter

1. Transmission selector and pressure control valve. 2. Modulation relief valve. 3. Ratio valve for the torque converter. 4.
Slug.
The ratio valve for the torque converter controls the maximum pressure to the converter. The main
purpose of the ratio valve is to prevent damage to converter components when the engine is started
and the oil is cold. It limits the maximum pressure to the converter to approximately 896 kPa (130
psi). This pressure is not adjustable.
Relief Valve For Converter Outlet

The relief valve for converter outlet maintains pressure in the converter. When the pressure in the
converter is approximately 414 kPa (60 psi), spool (2) moves against the force of spring (1) to let the
extra oil go to the oil cooler.
The outlet relief valve is mounted to the left side of the converter cover.
Spacers (3) are used to make an adjustment to the opening pressure of the relief valve.
Relief Valve For Converter Outlet

1. Spring. 2. Valve spool. 3. Spacers. 4. Poppet. 5. Valve body. 6. Spring.
D5H & D5H LGP TRACTORS / DIRECT DRIVE / 7NC00001-03999 (MACHINE) P... Page 10 of 82
Location Of Torque Converter Relief Valve

7. Torque converter relief valve.
Power Train Hydraulic System (Power Shift)
Schematic Of Power Train Hydraulic System
1. Priority valve.
2. Power train oil pump.
3. Steering and brake control valve.
4. Power train oil filter.
5. Selector and pressure control valve.
6. Resonator assembly.
7. Sump (in tractor main case).
8. Line for steering clutch and brake lubrication.
9. Torque converter.
10. Torque converter outlet relief valve.
11. Line for transmission lubrication.
12. Oil cooler.
13. Sump (torque converter housing).
A. Transmission and steering clutch control section.
B. Lubrication section.
C. Pump drive and torque converter scavenge section.
The hydraulic system for the power train has a three section pump (2). The pump operates only when
the engine is running. The pump is fastened to the torque converter housing. Lubrication section (B)
takes oil from the common reservoir in tractor main case (7) through a screen. Oil from section (B) is
sent to power train oil filter (4). The oil from power train oil filter (4) provides lubrication and cooling
for the steering clutches and brakes and provides part of the lubrication for the transmission. This oil
is also the supply oil for section (A) of the hydraulic pump. Pump drive and torque converter
scavenge section (C) takes oil from torque converter sump (13) and returns it to tractor main case (7).
The oil from section (A) is sent to steering clutch and brake control valve (3) and also to priority
valve (1). The priority valve makes sure that oil is available for steering and braking and then for
transmission operation. The priority valve is set to open to the transmission controls at 2900 kPa (420
psi). From the priority valve the oil goes to the transmission hydraulic controls.
The transmission selector and pressure control valve (5) (part of the transmission hydraulic controls)
controls the pressure and flow of the oil to the transmission clutches for engagement. The ratio valve
(inside of selector and pressure control valve) controls inlet pressure to torque converter (9). The ratio
valve is set at 896 ± 55 kPa (130 ± 8 psi). Resonator assembly (6) reduces pressure pulsations in the
supply oil to the torque converter.
From torque converter (9) the oil goes through torque converter outlet relief valve (10). The torque
converter outlet relief valve (10) keeps the pressure inside the converter at approximately 414 kPa (60
psi). From the outlet relief valve, the oil goes to oil cooler (12).
After going through the cooler, the oil at a lower temperature goes for lubrication of the transmission
planetary.
Hydraulic Pump (Power Shift)

The hydraulic pump is a three section, gear type driven by a gear in the torque converter housing and
is fastened to the right side of the torque converter housing.
Hydraulic Pump
A. Transmission clutch control section. B. Steering clutch and brake lubrication section. C. Torque converter housing
scavenge section.
Location Of Power Train Hydraulic Pump
1. Outlet line for steering clutch and brake lubrication section. 2. Outlet line for transmission clutch control section. 3.
Inlet line for steering clutch and brake lubrication section. 4. Inlet line for transmission clutch control section.
NOTE: Torque converter housing scavenge section inlet and outlet are in torque converter housing.
Oil Filter
Pressure oil, from the oil pump, goes in filter base (6) through inlet passage (4). The oil goes through
the filter base to housing (8). Oil fills the space between the inside of housing (8) and filter element
(7). Normally, oil goes through the filter element and then to the outlet passage. The oil then goes to
the remainder of the hydraulic system. The filter element stops any debris that is in the oil.
Components Of The Oil Filter (Typical)

1. Bypass valve. 2. Spring. 3. Plug. 4. Inlet passage. 5. Outlet passage. 6. Base. 7. Element. 8. Housing.
Location Of Oil Filter And Priority Valve

9. Oil filter. 10. Pressure switch. 11. Priority valve.
If the filter element becomes full of debris, the restriction to the flow of oil causes a pressure increase
inside the filter. The increase in pressure causes bypass valve (1) to open. The oil then goes to the
hydraulic system. When the oil does not go through the filter element, it is dirty and the debris in the
oil can causedamage to other components in the hydraulic system.
Correct maintenance must be used to make certain that filter element (7) does not become full of
debris and stop the flow of clean oil to the hydraulic system.
If the filter does become plugged and the bypass valve opens, pressure switch (10) will turn on a light
on the EMS panel in the operator's compartment indicating a plugged power train oil filter.
Priority Valve (Power Shift)
Components Of The Priority Valve

12. Slug. 13. Chamber. 14. Poppet. 15. Shims. 16. Spool assembly. 17. Outlet passage. 18. Inlet passage.
The priority valve makes sure the oil pressure is first available for steering and braking and then for
transmission operation. The priority valve is set to open to the transmission controls at 2900 kPa (420
psi).
Priority valve (11) is located in the oil filter housing. Oil from the transmission and steering clutch
control section of the oil pump enters inlet passage (18). From inlet passage (18) the oil goes through
a hole in spool assembly (16) into chamber (13) between slug (12) and poppet (14). When the
pressure of the oil in chamber (13) becomes higher than priority valve setting, spool assembly (16)
moves to the right and lets pressure oil flow to outlet passage (17). From outlet passage (17), the
pressure oil goes to the transmission selector and pressure control valve. The priority valve setting can
be adjusted by adding or removing shims (15).
Magnetic Screen
A magnetic screen is inside of the tractor main case. Oil from the bottom of the bevel gear case goes
through an inlet passage. As the oil goes through the screen, foreign particles that are in the oil are
stopped by the screen and cannot go into the transmission hydraulic system.
After the oil goes through the screen, it goes around and through magnets. The magnets are installed
on the tube assembly so that the same magnetic ends are next to each other. Smaller metal particles
that go through the screen are stopped and held by the magnets. These magnets will not let the metal
particles go with the oil through the hydraulic system.
The oil then goes through the outlet passage to the transmission pump.
Power Train Oil Cooler

Power train oil with high temperature comes from the torque converter and flows to the oil cooler.
The oil cooler is located on the left side of the engine. Engine coolant is used to remove the heat from
this oil.
After the oil flows through the tubes and some of the heat is removed it leaves the cooler and flows to
the transmission.
This colder oil lubricates and cools the transmission.
Location Of Power Train Oil Cooler (View From Beneath Tractor)

1. Oil cooler. 2. Outlet line. 3. Inlet line.
Resonator Assembly
Components Of Resonator Assembly

1. Body. 2. Spring. 3. Piston.
The resonator assembly is located in the oil supply line to the torque converter. The purpose of the
resonator assembly is to reduce the pressure variations in the supply oil to the torque converter caused
by pressure pulsations from the pump. This prevents instability (large pressure variations and violent
valve chatter) in the transmission control valves.
Transmission Hydraulic Controls (Power Shift)

Introduction
The transmission hydraulic controls are installed on the transmission planetary. The controls have a
top plate (5), selector and pressure control valve (6), plate (7) and bottom manifold (8).
Inlet oil for operation of the hydraulic controls comes from the priority valve and goes through tube
(2) to the pressure control valve.
Oil for operation of the torque converter goes through tube (3) and an oil line to the torque converter.
Oil flows from the pressure control valve, through plate (7) and bottom manifold (8). The oil is then
sent to the speed clutch and directional clutch through the respective opening (9), (10), (11), (12) or
(13).
Transmission Hydraulic Controls (Top View)

1. Speed selection spool. 2. Oil tube (inlet from pump). 3. Oil tube (outlet to torque converter). 4. Direction selection
spool.
Transmission Hydraulic Controls (Side View)

5. Top plate. 6. Selector and pressure control valve. 7. Plate. 8. Bottom manifold.
Transmission Hydraulic Controls (Bottom View)

9. Opening to No. 1 clutch. 10. Opening to No. 2 clutch. 11. Opening to No. 3 clutch. 12. Opening to No. 4 clutch. 13.
Opening to No. 5 clutch.
Selector And Pressure Control Valve
Selector And Pressure Control Valve

1. Speed selector spool. 2. Modulation relief valve. 3. Load piston. 4. Inlet passage from transmission oil pump. 5. Outlet
passage to torque converter. 6. Ratio valve. 7. Pressure differential valve. 8. Direction selector spool.
The selector and pressure control valve is connected to the planetary transmission. The valve is
completely enclosed by the transmission case.
Speed selector spool (1) and direction selector spool (8) are connected by linkage to the transmission
selector lever.
Operation
Transmission Hydraulic Controls (Engine Running, Transmission in Neutral)
1. Speed selection spool.
2. Valve body.
3. Modulation relief valve.
4. Load piston.
5. Orifice.
6. Ratio valve.
7. Pressure differential valve.
8. Orifices.
9. Direction selection spool.
Engine Running (Transmission in Neutral)

When the engine is started, the transmission charging pump pulls oil from the reservoir. The pump
sends the oil through a filter to priority valve and then to pressure control valve for the transmission.
When the transmission control lever is in NEUTRAL, speed selection spool (1) is in the position
shown in the schematic. Direction selection spool (9) can be in either the FORWARD or REVERSE
position.
The position of speed selection spool (1) opens the No. 3 clutch to pump oil. Speed clutches No. 4 and
No. 5 are opened to the reservoir. The position of direction selection spool (9) opens the right end of
pressure differential valve (7) to the reservoir.
Oil from the pump, goes to modulation relief valve (3). It fills the chamber around the modulation
relief valve. The oil goes through an orifice in the valve spool and opens the poppet valve. The oil
fills the slug chamber at the left end of the valve spool.
Pump oil also goes through the flow control orifice to direction selection spool (9). The oil can then
flow to ratio valve (6) and pressure differential valve (7). The oil also flows from the direction
selection spool to speed selection spool (1). From the left end of the speed selection spool, the oil
flows to No. 3 clutch.
The oil to the pressure differential valve, goes through orifice (5) in the valve spool. Oil starts to fill
the chamber at the left end of the valve spool. When the transmission selector lever is in NEUTRAL,
orifices (8) can not send oil to the reservoir because the passage around the orifices is filled with
pump oil. This lets the differential valve move a small amount to the right (to the SET position). In
this position, orifices (8) are closed by the valve body. The pressure differentialvalve can move no
farther to the right because of the drain passage at the left end of the valve. In this position, no oil is
sent to the directional clutches.
Operation of Modulation Relief Valve

Pump oil, that flows to the pressure differential valve, also goes through an orifice to the right end of
load piston (4). The right end of the load piston is closed to the reservoir by the position of pressure
differential valve (7). The flow of oil to load piston (4) is restricted by the orifice.
When No. 3 clutch is full of oil, the pressure in the speed clutch circuit starts to increase. The increase
is felt in the slug chamber at the left end of modulation relief valve (3). When the pressure in the
speed clutch circuit is at the initial setting of the modulation relief valve, the modulation relief valve
moves to the right. This lets extra oil go to the torque converter.
The pressure felt by the modulation relief valve is also felt on the right end of load piston (4). The
orifice in the supply passage to the load piston causes a short delay in the pressure increase at the right
end of the load piston. This pressure increase at the end of the load piston moves the piston to the left.
The movement to the left increases the force of the springs and moves modulation relief valve (3) to
the left also. This causes a pressure increase in the slug chamber and moves the modulation relief
valve back to the right.
This left and right movement of the modulation relief valve, along with the movement to the left of
the load piston causes the clutch pressure to increase gradually. This gradual increase in pressure is
known as modulation.
The load piston movement to the left stops when the load piston moves to the drain passage. At this
time, modulation stops. As oil goes out the drain passage, oil comes through the supply passage to the
load piston chamber. This keeps the load piston in position without any further movement. Pressure in
the system will be limited by the spring force on the modulation relief valve. At this time, the valve is
opened to let oil flow to the torque converter.
Operation of Ratio Valve

Ratio valve (6) for the torque converter controls the maximum pressure to the converter. Its primary
purpose is to prevent damage to the converter components when the engine is started with cold oil.
The pressure to the torque converter, caused by restrictions to flow, is felt against the left end of the
valve spool. This pressure pushes against the whole diameter of the valve spool.
Pressure from the speed clutch circuit is felt in the slug chamber of the valve spool. This pressure
pushes against only the diameter of the slug.
The pressure (on the left end of valve) needed to move the valve to the right is less than the pressure
(in slug chamber) needed to move the valve to the left.
When the inlet pressure to the torque converter gets to its maximum, the valve spool moves to the
right. This lets the extra oil go to the reservoir. When the pressures are again in balance, spring force
moves the valve back to the left.
All oil, not used by the clutches, goes to the ratio valve for the torque converter.
At operating temperature, the ratio valve is normally closed, directing all excess oil to the torque
converter.
Engine Running (Neutral to First Speed Forward)
Transmission Hydraulic Controls (Engine Running, Neutral to First Speed Forward)
1. Speed selections spool.
2. Valve body
4. Load piston.
5. Orifice.
6. Ratio valve.
8. Orifices.
When the transmission control lever is moved to FIRST SPEED FORWARD, speed selector spool (1)
and direction selector spool (9) move to the positions shown in the schematic.
The position of direction selector spool (9) opens a passage to No. 2 clutch. It also opens a passage
from No. 1 clutch to the reservoir.
The position of speed selector spool (1) opens a passage to No. 5 clutch to pump oil. It also opens No.
3 clutch and No. 4 clutch to the reservoir.
When the shift from NEUTRAL to FIRST SPEED FORWARD is made, the No. 3 clutch is opened to
the reservoir. The pressure in the system decreases. Springs move modulation relief valve (3) toward
the left. Pressure differential valve (7) moves until the oil from the right end of load piston (4) can go
to the reservoir. This lets the load piston move to the right.
No. 5 speed clutch starts to fill. When it is full of oil, the pressure increases in the system. This
pressure increase is felt through orifice (5) and against the left end of the pressure differential valve.
This moves the pressure differential valve until the right end of load piston (4) is closed to the
reservoir. The differential valve also lets oil go to No. 2 clutch and it starts to fill. The pressure
differential valve will keep a 380 kPa (55 psi) pressure difference between the oil to the speed clutch
and direction clutch. This lets the speed clutch engage before the direction clutch.
When the end of the load piston is closed to the reservoir, the pressure oil starts to fill the load piston
chamber again. The load piston starts to move to the left and modulation starts.
This movement of the load piston compresses the springs and moves the modulation relief valve to
the left. This causes the pressure of the pump oil in the slug chamber to go higher and moves the
modulation relief valve back to the right.
This modulation goes on until the clutches reach full pressure. At this time the load piston will be
completely to the left and the modulation relief valve will let oil go to the torque converter.
Starting the Engine (Transmission in a Speed and Direction)
Transmission Hydraulic Controls (Starting Engine with Transmission in a Speed and Direction)
1. Speed selection spool.
2. Valve body.
4. Load piston.
5. Orifice.
6. Ratio valve.
8. Orifices.
When the transmission is started with the control lever in a forward or reverse speed, the operation of
pressure differential valve (7) prevents movement of the machine.
When the engine is started, the transmission charging pump sends oil to modulation relief valve (3)
and also across flow control orifice to direction selection spool (9). From the direction selection spool
the oil can go to ratio valve (6) and pressure differential valve (7). The oil also flows to speed
selection spool (1) and starts to fill the No. 5 clutch.
Oil that flows to pressure differential valve (7) goes through orifice (5) and fills the chamber on the
left end of the spool. Small orifices (8) are open to reservoir because of the position of the speed
selection spool. The pressure on the left end of the differential valve can not go high enough to move
the valve to the right. Because of this, oil can not flow to the direction clutch and the machine will not
move.
Before the operator can move the machine, he must make a shift to NEUTRAL. This closes the
passage around orifices (8) so that oil can not flow to the reservoir. This lets the pressure increase
inside the differential valve and it moves right to the SET position (see TRANSMISSION IN
NEUTRAL). The operation of the hydraulic controls will then be normal when a shift is made to a
forward or reverse speed.
Transmission (Power Shift)

Introduction
The transmission has five hydraulically activated clutches that give three speeds FORWARD and
three speeds REVERSE. Speed and direction are both manually selected.
Clutch Operation (Typical Example)

1. Piston. 2. Spring. 3. Plates. 4. Ring gear. 5. Discs. 6. Clutch housing.
The five transmission clutches are the disc-type and in separate housings. Each clutch has discs (5)
and plates (3). The inside teeth of discs (5) are engaged with the outside teeth of ring gear (4).
Notches on the outside diameter of plates (3) are engaged with pins in the clutch housing. The pins
keep the plates from rotation.
In the example above, springs (2) are between clutch housing (6) and piston (1). The springs keep the
clutches disengaged (not engaged). The clutches are engaged when oil is sent into the area behind
piston (1). When the pressure of the oil in the area behind the piston increases, the piston moves to the
right. The piston moves against the force of spring (2) and pushes the discs and plates together. The
clutch is now engaged. The discs keep ring gear (4) from rotation. When the clutch is released, the
pressure in the area behind piston (1) decreases and the force of spring (2) moves the piston to the left.
The discs and plates are now apart. The clutch is not engaged.
A speed clutch and a direction clutch must both be engaged to send power through the transmission.
The chart gives the combination of the clutches engaged for each FORWARD and REVERSE speed.
Transmission Components
1. Ring gear for No. 1 clutch.
2. No. 1 clutch (REVERSE).
3. No. 2 and No. 3 carrier.
4. No. 2 clutch (FORWARD).
6. No. 3 clutch (THIRD SPEED).
8. No. 4 clutch (SECOND SPEED).
10. No. 5 clutch (FIRST SPEED).
11. Hub (part of No. 4 sun gear).
12. No. 1 carrier.
13. No. 4 carrier.
14. No. 4 sun gear.
15. No. 1 sun gear.
16. No. 1 planetary gears.
17. Input shaft.
18. Coupling gear.
19. No. 2 sun gear.
22. No. 3 sun gear.
24. Housing assembly.
25. Output shaft.
The transmission is fastened to the case at the rear of the machine. Power from the torque converter is
sent to input shaft (17) by a drive shaft. Power flows from the transmission, through output shaft (25),
and then to the transfer gears.
The transmission has five hydraulically activated clutches that give three speeds FORWARD and
three speeds REVERSE. Speed and direction are both manually selected.
The No. 1 and No. 2 clutch, at the rear of the transmission, are the direction clutches. The No. 1 clutch
is the REVERSE direction clutch. The No. 2 clutch is the FORWARD direction clutch.
The No. 3, No. 4 and No. 5 clutches are the speed clutches. The No. 3 clutch gives THIRD speed. The
No. 4 clutch gives SECOND speed and the No. 5 clutch gives FIRST epeed.
The No. 5 clutch is the only clutch that turns.
First Speed Forward
Power Flow In First Speed Forward (No. 2 and No. 5 Clutches Engaged)
4. No. 2 clutch (FORWARD).
13. No. 4 carrier.
14. No. 4 sun gear.
17. Input shaft.
19. No. 2 sun gear.
22. No. 3 sun gear.
25. Output shaft.
When the transmission is in FIRST SPEED FORWARD, No. 5 and No. 2 clutches are engaged. The
No. 2 clutch holds ring gear (5) for the No. 2 clutch stationary. The No. 5 clutch locks (connects) hub
(11) to housing assembly (24) and No. 4 ring gear (9). Input shaft (17) turns No. 2 sun gear (19). No.
2 sun gear turns No. 2 planetary gears (20).
Since ring gear (5) is held stationary by the No. 2 clutch, planetary gears (20) move around the inside
of the ring gear. The movement of planetary gears (20) causes No. 2 and No. 3 carrier (3) to turn in
the same direction as input shaft (17). As the No. 2 and No. 3 carrier turns, No. 3 planetary gears (21)
turn. The No. 3 planetary gears turn ring gear (7) for the No. 3 clutch and No. 3 sun gear (22). The
No. 3 sun gear (22) turns output shaft (25).
Ring gear (7) turns No. 4 carrier (13). As the No. 4 carrier turns, No. 4 planetary gears (23) turn. The
No. 4 planetary gears turn ring gear (9) for the No. 4 clutch, which is connected to housing assembly
(24) by splines. No. 4 planetary gears also turn No. 4 sun gear (14). No. 4 sun gear turns output shaft
(25).
Since hub (11) is connected to No. 4 ring gear (9) (through the engaged No. 5 clutch), power is sent
through the No. 5 clutch to hub (11). Hub 11 turns output shaft (25).
As a result, torque to output shaft (25) is divided through No. 3 sun gear (22), No. 4 sun gear (14) and
hub (11). From the output shaft, power goes through the transfer and bevel gears to the steering
clutches and brakes.
Second Speed Forward

When the transmission is in SECOND SPEED FORWARD, No. 4 clutch and No. 2 clutches are
engaged. The No. 2 clutch holds ring gear (5) for the No. 2 clutch stationary. The No. 4 clutch holds
ring gear (9) for the No. 4 clutch stationary. Input shaft (17) turns No. 2 sun gear (19). No. 2 sun gear
turns No. 2 planetary gears (20).
of the ring gear. The movement of planetary gears (20) causes No. 2 and No. 3 carrier (3) to turn in th
same direction as input shaft (17). As the No. 2 and No. 3 carrier turns, No. 3 planetary gears (21)
turn. The No. 3 planetary gears turn ring gear (7) for the No. 3 clutch and No. 3 sun gear (22). No. 3
sun gear (22) turns output shaft (25). Ring gear (7) turns No. 4 carrier (13).
of the ring gear. The movement of planetary gears (23) and No. 4 carrier (13) causes No. 4 sun gear
(14) to turn. No. 4 sun gear turns output shaft (25).
As a result, torque to output shaft (25) is divided through No. 3 sun gear (22) and No. 4 sun gear (14).
From the output shaft, power goes through the transfer and bevel gears to the steering clutches and
brakes.
Third Speed Forward

When the transmission is in THIRD SPEED FORWARD, No. 2 and No. 3 clutches are engaged. The
No. 2 clutch holds ring gear (5) for the No. 2 clutch stationary. The No. 3 clutch holds ring gear (7)
for the No. 3 clutch stationary. Input shaft (17) turns No. 2 sun gear (19). No. 2 sun gear turns No. 2
planetary gears (20).
of the ring gear. The movement of planetary gears (20) causes No. 2 and No. 3 carrier (3) to turn in
the same direction as input shaft (17).
Since ring gear (7) is held stationary by the No. 3 clutch, the movement of No. 2 and No. 3 carrier (3)
causes No. 3 planetary gears (21) to move around the inside of the ring gear. The No. 3 planetary
gears turn No. 3 sun gear (22). No. 3 sun gear (22) turns output shaft (25). All the torque to output
shaft (25) is carried through No. 3 sun gear (22). From the output shaft, power goes through the
transfer and bevel gears to the steering clutches and brakes.
First Speed Reverse
Power Flow In First Speed Reverse (No. 1 and No. 5 Clutches Engaged)
2. No. 1 clutch (REVERSE).
12. No. 1 carrier.
13. No. 4 carrier.
14. No. 4 sun gear.
15. No. 1 sun gear.
17. Input shaft.
18. Coupling gear.
22. No. 3 sun gear.
25. Output shaft.
When the transmission is in FIRST SPEED REVERSE, No. 1 and No. 5 clutches are engaged. The
No. 1 clutch holds ring gear (1) for the No. 1 clutch stationary. The No. 5 clutch locks (connects) hub
(11) to housing assembly (24) and No. 4 ring gear (9).
Input shaft (17) turns No. 1 sun gear (15). No. 1 sun gear turns No. 1 planetary gear (16). No. 1 carrier
(12) is in direct mechanical connection with ring gear (1).
Since ring gear (1) is held stationary by the No. 1 clutch, so is No. 1 carrier (12). The movement of
No. 1 planetary gears (16) causes coupling gear (18) to turn in the opposite direction as input shaft
(17). Coupling gear (18) is in direct mechanical connection with No. 2 and No. 3 carrier (3). As the
No. 2 and No. 3 carrier turns, No. 3 planetary gears (21) turn. The No. 3 planetary gears turn ring gear
(7) for the No. 3 clutch and No. 3 sun gear (22). No. 3 sun gear turns output shaft (25). Ring gear (7)
turns No. 4 carrier (13). As the No. 4 carrier turns, No. 4 planetary gears (23) turn. The No. 4
planetary gears turn ring gear (9) for the No. 4 clutch, which is connected to housing assembly (24) by
splines. The No. 4 planetary gears also turn No. 4 sun gear (14). No. 4 sun gear turns output shaft
(25).
Since hub (11) is connected to No. 4 ring gear (9) (through the engaged No. 5 clutch), power is sent
through the No. 5 clutch to hub (11). Hub (11) turns output shaft (25).
As a result, torque to output shaft (25) is divided through No. 3 sun gear (22), No. 4 sun gear (14) and
hub (11). From the output shaft, power goes through the transfer and bevel gears to the steering
clutches and brakes.
Second Speed Reverse

When the transmission is in SECOND SPEED REVERSE, No. 1 and No. 4 clutches are engaged. The
planetary gears (16). No. 1 carrier (12) is in direct mechanical connection with ring gear (1).
the No. 1 planetary gears (16) causes coupling gear (18) to turn in the opposite direction of input shaft
(17). Coupling gear (18) is in direct mechanical connection with No. 2 and No. 3 carrier (3). As the
No. 2 and No. 3 carrier turns, No. 3 planetary gears (21) turn. The No. 3 planetary gears turn ring gear
(7) for the No. 3 clutch and No. 3 sun gear (22). No. 3 sun gear turns output shaft (25). Ring gear (7)
turns No. 4 carrier (13).
of the ring gear. The movement of planetary gears (23) and No. 4 carrier (13) causes No. 4 sun gear
(14) to turn. The No. 4 sun gear turns output shaft (25).
As a result, torque to output shaft (25) is divided through No. 3 sun gear (22) and No. 4 sun gear (14).
From the output shaft, power goes through the transfer and bevel gears to the steering clutches and
brakes.
Third Speed Reverse

When the transmission is in THIRD SPEED REVERSE, No. 1 and No. 3 clutches are engaged. The
planetary gears (16). No. 1 carrier (12) is a direct mechanical connection with ring gear (1).
No. 1 planetary gears (16) causes coupling gear (18) to turn in the opposite direction as input shaft
(17). Coupling gear (18) is a direct mechanical connection with No. 2 and No. 3 carrier (3).
Since ring gear (7) is held stationary for the No. 3 clutch, the movement of No. 2 and No. 3 carrier (3)
causes No. 3 planetary gears (21) to move around the inside of the ring gear. The No. 3 planetary
gears turn No. 3 sun gear (22). No. 3 sun gear (22) turns output shaft (25). All the torque to output
shaft (25) is carried through No. 3 sun gear (22). From the output shaft, power goes through the
transfer and bevel gears to the steering clutches and brakes.
Neutral
Power Flow In Neutral (No. 3 Clutch Engaged)
6. No. 3 clutch (THIRD SPEED).
17. Input shaft.
25. Output shaft.
When the transmission is in NEUTRAL, No. 3 clutch is engaged. The No. 3 clutch holds ring gear (7)
stationary. Input shaft (17) turns No. 1 and No. 2 planetary gears. Since neither clutch No. 1 or No. 2
are engaged, there is no power flow to output shaft (25).
Planetary Lubrication
Planetary Lubrication
1. Passage.
2. Passage.
3. Passage.
4. Passage.
5. Passage.
6. Passage.
7. Passage.
Outlet oil from the power train oil cooler combines with excess oil flow from the steering clutch and
brake lubrication section of the oil pump to provide lubrication for the transmission. All planet gears
and bearings are pressure lubricated. The oil flows through an external line to the tractor main case
where the oil flows through an internal tube to passage (7) in the transmission cover. Part of the oil
flows back through passage (3) in the transmission case assembly to tubes for lubrication of the bevel
gear, pinion, and transfer gears.
Part of the oil flows through passage (2) to passage (4) for lubrication of the No. 1 and No. 2
planetary gears, bearings, and clutches. The rest of the oil flows through passage (1) to passage (5) in
the input shaft. The oil then flows through passage (6) for lubrication of the No. 3, No. 4, and No. 5
planetary gears, bearings and clutches.
All clutch leakage and return oil drains to the bottom of the transmission case and then to the sump in
the tractor main case.
Transfer And Bevel Gears (Power Shift)

A drive shaft connects the yoke on the torque converter to yoke assembly (4). Yoke assembly (4) is
connected to transmission input shaft (3) by splines. When a speed and a direction clutch are engaged,
power is sent from the planetary transmission to transmission output shaft (7), then to transfer gear
(8). Transfer gear (8) turns transfer gear (1). Transfer gear (1) is connected to pinion (2) by splines.
Pinion (2) turns bevel gear (5). Bevel gear (5) is fastened to bevel gear shaft (9) by bolts. Inner axle
shafts (10) send the power to the steering clutches and brakes.
Transfer And Bevel Gears (Side View)

1. Transfer gear. 2. Pinion. 3. Transmission input shaft. 4. Yoke. 5. Bevel gear. 6. Lubrication tubes. 7. Transmission
output shaft. 8. Transfer gear.
The bevel gear, pinion and transfer gears get lubrication oil from the lubrication system for the
transmission. The oil flows through a sleeve between the transmission rear cover and the transmission
case into tubes (6). The oil flows through tubes (6) to provide lubrication for the bearings, pinion,
bevel gear and transfer gears.
Transfer And Bevel Gears (Top View)

1. Transfer gear. 2. Pinion. 5. Bevel gear. 9. Bevel gear shaft. 10. Inner axle shafts.
Power Train Hydraulic System (Direct Drive)
Power Train Hydraulic System Schematic (Direct Drive)
1. Transmission brake control valve (part of clutch and transmission brake control valve).
2. Oil pump.
3. Steering and brake control valve.
4. Lubrication circuit (direct drive transmission).
5. Oil cooler.
6. Magnetic screen.
7. Sump (in bevel gear case).
8. Pump drive housing.
9. Lubrication relief valve (in oil filter housing).
10. Priority valve.
11. Clutch.
12. Transmission brake
13. Lubrication circuit (steering clutches and brakes).
14. Clutch control valve (part of clutch and transmission brake control valve).
15. Oil filter.
A. Transmission and steering clutch control section.
B. Lubrication section.
C. Pump drive scavenge section.
The hydraulic system for the power train uses a three section oil pump (2). The pump is mounted on
pump drive housing (8).
Lubrication section (B) takes oil from the common reservoir in the tractor main case (7) through a
screen (6). Oil from section (B) is sent to the power train oil filter (15). The oil from power train oil
filter (15) goes to pump section (A), oil cooler (5) and steering clutch and brake lubrication circuit
(13). Pump drive scavenge section (C) takes oil from pump drive housing (8) and returns it to tractor
main case sump (7).
The oil from section (A) is sent to the steering clutch and brake control valve (3) and also to the clutch
and transmission brake control valve (1) and (14).
Priority valve (10) in the clutch and transmission brake control valve makes sure that steering clutch
and brake control valve (3) and transmission brake control valve (1) get oil before clutch control valve
(14). Excess oil from the clutch and transmission brake control valve combines with the oil from the
oil cooler (5) and is sent through internal passages and tubes for clutch and transmission lubrication.
Lubrication pressure is normally 325 ± 50 kPa (47 ± 7 psi). Lubrication relief valve (9) limits
lubrication pressure to 500 kPa (72 psi) maximum when oil in the system is cold.
Clutch And Transmission Brake Control Valve

(Direct Drive)
The clutch and transmission brake control valve is located at the rear of the transmission and is bolted
to the back side of manifold (2). This valve is used to control the engagement and disengagement of
the clutch and transmission brake when a shift of the transmission takes place. The actuation of the
control valve is controlled by the operator. When the operator pushes the clutch pedal, clutch pedal
linkage moves the control valve linkage which is connected to the valve spools.
The control valve linkage first moves input piston (19) until the clutch disengages. Then the linkage
moves input piston (19) and brake plunger (3) together to a position called the "bump" position, where
a small amount of brake force is applied. At this point, there is a large increase in the force required to
continue depressing the clutch pedal. The input piston (19) and the brake plunger (3) continue to
move together until full pedal travel is reached and maximum brake pressure is applied.
The purpose of the "bump" position is to prevent actuation of maximum transmission brake when it is
not desired.
At the bump position, a lever on the valve control linkage closes switch (1), which permits the engine
to be started.
The main components of clutch and transmission brake control valve are brake plunger (3), brake
reducing valve (10), priority valve (17), clutch relief valve (13), input piston (19) and clutch
modulation valve (28).
Priority valve (17) makes sure that pressure oil is first available to the steering clutch valves and the
transmission brake valve, and then to the clutch control valve. The priority valve is set to open at
approximately 2825 kPa (410 psi). This pressure can be adjusted by adding or removing shims (24).
Clutch relief valve (13) keeps the pressure of the oil to the clutch control valve constant and also
limits the maximum pressure to approximately 1535 kPa (220 psi). This pressure can be adjusted by
adding or removing shims (30).
Input piston (19) and clutch modulation valve (28) work together to provide a controlled pressure rise
during clutch engagement.
Brake reducing valve (10) performs two functions. First, it provides a controlled pressure rise to 210
kPa (30 psi) (called the "bump" position) and it also limits maximum pressure in the transmission
brake to approximately 1720 kPa (250 psi). "Bump" pressure can be adjusted by adding or removing
shims (5). Maximum brake pressure can be adjusted by adding or removing shims (9).
Location Of Clutch And Transmission Brake Control Valve

1. Start switch (under cover). 2. Manifold.
Oil flow to the control valve comes from the transmission charging section of the oil pump. Part of
the oil flows to the steering and brake control valve and part flows to manifold (2) for the clutch and
transmission brake control valve. From manifold (2) the oil goes to priority valve (17) and brake
reducing valve (10). When the passages and chambers of steering clutch and transmission brake
valves are full of oil, the pressure of the oil at the priority valve increases and the valve spool moves
to the right. This lets oil go to input piston (19), clutch relief valve (13) and clutch modulation valve
(28).
Operation
When the operator starts the engine, the clutch pedal must be pushed to the bump position or farther,
even if the transmission is in NEUTRAL. This is because start switch (1) must be closed before the
engine will start. The clutch pedal linkage, along with the control valve linkage, closes the switch
when the clutch pedal is depressed to the bump position or farther.
After the engine is started, oil from the power train oil pump goes to chamber (4), (16) and the
steering clutch control valves. After the passages and chambers of the steering and transmission brake
valves are full of oil, the pressure begins to increase. When the pressure in chamber (16) reaches
approximately 2825 kPa (410 psi), priority valve (17) moves to the right and oil goes in chamber (12).
Oil from chamber (12) then goes through internal passages to chamber (14), (21) and (26).
Schematic Of Control Valve With Engine Stopped
3. Brake plunger.
4. Chamber.
5. Shims.
6. Spring.
7. Chamber.
8. Spring.
9. Shims.
10. Brake reducing valve.
11. Orifice.
12. Chamber.
13. Clutch relief valve.
14. Chamber.
15. Chamber.
16. Chamber.
17. Priority valve.
18. Check valve.
19. Clutch input piston.
20. Spring.
21. Chamber.
22. Spring retainer.
23. Orifice.
24. Shims.
25. Springs.
26. Chamber.
27. Chamber.
28. Clutch modulation valve.
29. Chamber.
30. Shims.
Oil to chamber (21) first goes through orifice (23) and then goes around input piston (19). Orifice (23)
controls the pressure increase in chamber (21) so that the pressure does not go against input piston
(19) with a sudden force which would be felt through the clutch pedal by the operator. Oil in chamber
(21) also goes through check valve (18) when input piston (19) moves to the left during clutch
disengagement. This allows the oil in chamber (21) to be displaced quickly and reduces operator
effort required to push the clutch pedal.
Oil to chamber (27) is blocked by clutch modulation valve (28) and this keeps the clutch disengaged.
When the pressure of the oil to chamber (14) and around clutch relief valve (13) goes to
approximately 1535 kPa (220 psi), clutch relief valve (13) moves to the right and sends oil to chamber
(15). Oil from chamber (15) goes through internal passages and a tube for transmission and clutch
lubrication.
Schematic Of Control Valve With Clutch Pedal Pushed To The "Bump" Position [Clutch Disengaged and Brake Engaged
at 205 kPa (30 psi)]
3. Brake plunger.
4. Chamber.
5. Shims.
6. Spring.
7. Chamber.
8. Spring.
9. Shims.
11. Orifice.
12. Chamber.
14. Chamber.
15. Chamber.
16. Chamber
17. Priority valve.
18. Check valve.
20. Spring.
21. Chamber.
23. Orifice.
24. Shims.
25. Springs.
26. Chamber.
27. Chamber.
29. Chamber.
30. Shims.
With the clutch pedal in the "bump" position, input piston (19) is moved to the left against spring
retainer (22). Brake plunger (3) is also moved to the left allowing brake reducing valve (10) to move
to the left far enough to meter oil flow from chamber (4) to chamber (7) and to the transmission brake.
The force of spring (6) combined with the pressure of the oil in chamber (7) acts against spring (8)
and allows only enough oil to enter chamber (7) to maintain a 205 kPa (30 psi) pressure in the
transmission brake. The function of this small amount of braking is to overcome transmission input
rotation caused by normal clutch drag when the clutch is disengaged.
Schematic Of Control Valve With Clutch Pedal Fully Pushed (Clutch Disengaged and Brake Engaged at Full Pressure
3. Brake plunger.
4. Chamber.
5. Shims.
6. Spring.
7. Chamber.
8. Spring.
9. Shims.
11. Orifice.
12. Chamber.
14. Chamber.
15. Chamber.
16. Chamber.
17. Priority valve.
18. Check valve.
20. Spring.
21. Chamber.
23. Orifice.
24. Shims.
25. Springs.
26. Chamber.
27. Chamber.
29. Chamber.
30.
When the clutch pedal is pushed beyond the "bump" position to full travel, input piston (19) and brake
plunger (3) continue to move together. Input piston (19) begins to compress spring (20). The force of
spring (20) against input piston (19) causes a noticeable increase in the amount of force required to
push the clutch pedal.
Brake plunger (3) moves left until it contacts the plate fastened to the end of the valve body. With
brake plunger (3) in this position, brake reducing valve (10) is now free from the force of spring (6).
The force of the oil in chamber (7) works against the force of spring (8) to keep brake reducing valve
(10) in a position to meter the oil to the transmission brake and limit the maximum pressure to
approximately 1720 kPa (250 psi). At this point the transmission brake is at maximum pressure.
Schematic Of Control Valve With Clutch Pedal Fully Released (Clutch Engaged and Brake Disengaged)
3. Brake plunger
4. Chamber.
5. Shims.
6. Spring.
7. Chamber.
8. Spring.
9. Shims.
11. Orifice.
12. Chamber.
14. Chamber.
15. Chamber.
16. Chamber.
17. Priority valve.
18. Check valve.
20. Spring.
21. Chamber.
23. Orifice.
24. Shims.
25. Springs.
26. Chamber.
27. Chamber.
29. Chamber
30. Shims.
When the operator releases the clutch pedal to either move the tractor forward or backward, or to just
let the engine idle in neutral, first the transmission brake disengages and then the clutch engages. As
the clutch pedal is released, input piston (19) and brake plunger (3) move together until brake plunger
(3) contacts brake reducing valve (10) and moves it to the right. At this point, oil flow from chamber
(4) through the brake valve is stopped and the transmission brake is released, but the clutch is still
disengaged.
Further movement of the clutch pedal causes input piston (19) to move toward clutch modulation
valve (28). This causes spring (25) to be compressed, which forces clutch modulation valve (28) to
move to the right.
As the modulation valve (28) moves to the right, oil in chamber (26) goes to chamber (27) and to the
clutch. Oil also goes through the drilled passages in the valve to slug chamber (29). When the oil
pressure to the clutch increases, the increase is felt in slug chamber (29). The oil pressure increase in
slug chamber (29) causes clutch modulation valve (28) to move back to the left and stop oil flow to
chamber (27). As input piston (19) continues to move to the right, the reaction between springs (25)
and oil pressure in slug chamber (29) causes the clutch pressure to modulate to full pressure. At this
point the clutch is fully engaged, the clutch pedal is fully released and the tractor should be moving if
the tractor is in gear.
When the clutch is engaged and the pressure is chamber (16) decreases enough to let priority valve
(17) stop oil flow to chamber (12), orifice (11) will let enough oil flow go to the clutch to keep it full.
Transmission - (Direct Drive)
Transmission (Direct Drive)
1. Bevel pinion shaft
2. Countershaft
3. Clutch input shaft.
4. Transmission input shaft.
A. Reverse gear.
B. Collar.
C. Forward gear.
D. Forward pinion gear.
E. Sixth speed gear.
F. Collar.
G. Fifth speed gear.
H. Fourth speed gear.
J. Collar.
K. Third speed gear.
L. Second speed gear.
M. Collar.
N. First speed gear.
P. Reverse pinion gear.
Q. Sixth speed drive gear.
R. Fifth speed drive gear.
S. Fourth speed drive gear.
T. Third speed drive gear.
U. Second speed drive gear.
V. First speed drive gear.
The transmission is a constant mesh countershaft design and has six FORWARD and six REVERSE
speeds. The selection of the direction is done by the direction control lever. The direction control
lever is connected to collar (B) by a shift fork. The selection of speed is done by the speed control
lever. The speed control lever is connected to collars (F), (J) and (M) through three shift forks. See the
subject GEAR SHIFT AND INTERLOCK MECHANISM for explanation of shifter fork and control
lever operation.
Power from the diesel engine goes through the main drive shaft to clutch input shaft (3). Clutch input
shaft (3) is connected to the clutch group. When the clutch is engaged, power through it goes to
transmission input shaft (4). The drive gears fastened (splined) to the transmission input shaft turn the
speed gears on countershaft (2). The speed gears are not fastened (splined) to countershaft (2), so as
long as the transmission is in NEUTRAL, countershaft (2) cannot turn.
Transmission (Direct Drive)

5. Reverse idler shaft. 6. Bevel gear. W. Reverse idler gear.
When the speed control lever is moved to a speed position, one of three collars, (F), (J) or (M),
fastened (splined) to countershaft (2), is moved to engage one of six speed gears, (E), (G), (H), (K),
(L) or (N). These speed gears are used for both FORWARD and REVERSE speeds.
FORWARD drive gear (D) and REVERSE drive gear (P) are fastened (splined) to countershaft (2).
FORWARD drive gear (D) turns FORWARD gear (C), and REVERSE drive gear (P) turns
REVERSE idler gear (W) and it turns REVERSE gear (A). FORWARD gear (C) and REVERSE gear
(A) are not fastened (splined) to bevel pinion shaft (1).
When the direction control lever is moved to a direction position, collar (B), which is fastened
(splined) to bevel pinion shaft (1), is moved to engage the FORWARD or REVERSE gear. This turns
bevel pinion shaft (1), which turns bevel gear (6), and power is sent through these to the tracks to
move the machine in the desired direction.
The chart that follows gives the power flow through the transmission for each speed.
Transmission Shaft Locations Viewed From Rear)
1. Countershaft
2. Input shaft.
3. Bevel pinion shaft.
4. Reverse idler.
Transmission Lubrication
Lubrication oil comes from the oil cooler and goes to the tractor main case, where it goes through a
tube to a passage in the transmission rear cover. The oil then goes through a passage in the clutch
manifold to another passage in the transmission rear cover, where it combines with the excess oil
from the clutch and transmission brake valve. Part of this oil goes through another passage in the
clutch manifold for lubrication and cooling of the clutch. The rest of the oil goes through sleeve (3) to
adapter (4). Adapter (4) sends the oil through tubes (1), (2) and (5). Oil goes through tube (2) to a
passage in the reverse idler shaft, through tube (5) to a passage in the bevel pinion shaft and through a
sleeve behind adapter (4) to a passage in the countershaft. The oil in the passages goes through holes
in the shafts to the bearings of the gears on the shafts.
Tube (1) sends oil to a tube that goes through the transmission. Holes in the tube let the oil go on the
teeth of the gears on the input shaft and the countershaft. Part of this oil also goes to a tube on the
front of the transmission case. The tube sends oil back into the transmission to provide splash
lubrication for the bevel gear and pinion and lubricate the bevel gear bearing.
Lubrication Lines
1. Tube. 2. Tube. 3. Sleeve. 4. Adapter. 5. Tube. 6. Tube (for transmission brake oil).
Gearshift And Interlock Mechanism (Direct

Drive)
Gearshift And Interlock Mechanism
1. Interlock tower.
2. Shaft.
3. Speed shift shaft (three).
4. Shaft for direction selection lever.
5. Guide (three).
6. Lever for speed selection.
7. Lever.
8. Plungers (four).
9. Interlock shaft.
10. Fork (FORWARD and REVERSE).
11. Fork (FIFTH and SIXTH speed).
12. Guide.
13. Guide.
14. Fork (THIRD and FOURTH speed)
15. Direction shift shaft.
16. Fork (FIRST and SECOND speed).
Two levers in the operators compartment give the selection of speed and direction for the
transmission. Both levers are used together with the clutch pedal to control the movement of the
tractor. By moving the two levers, various combinations of gears can be selected to give six
FORWARD and six REVERSE speeds.
The direction selection lever is connected to shaft (4) by linkage. Lever (12) on shaft (4) is engaged
with guide (13) on forward-reverse shift shaft (15). Guide (13) and shift fork (10) are pinned to shift
shaft (15). Shift fork (10) fits in the notch of the sliding collar installed on the pinion shaft.
When direction selection lever is moved forward or backward, linkage rotates shaft (4). The rotation
of shaft (4) causes lever (12) to move direction shift shaft (15) forward or backward. This causes fork
(10) to move the sliding collar to engage the FORWARD or REVERSE gear.
The speed selection lever is fastened directly to lever (6). Lever (6) fits in the notch of one of three
guides (5). Guides (5) and forks (11), (14) and (16) are connected to speed shift shafts (3). The forks
fit in the notch of the sliding collars installed on the countershaft. The side-to-side movement of lever
(6) determines which guide (5) will be moved. The forward or backward movement of lever (6)
causes the speed shift shaft to move forward or backward. This causes the fork on the speed shift shaft
to move the sliding collar to engage the selected speed gear.
The interlock mechanism, inside the gear shift housing, holds the shift shafts and transmission gears
when the clutch is engaged. The interlock mechanism has spring loaded plungers (8) which fit into
notches on shaft (3) and (15).
A lever on shaft (2) is connected to the clutch pedal by linkage. When the clutch pedal is pushed all
the way down, the linkage rotates shaft (2). This causes lever (7) to rotate interlock shaft (9)
counterclockwise. The rotation of interlock shaft (9) lets plungers (8) be moved when a direction or a
speed shift shaft is moved. Only a small amount of force, made by the spring loaded plungers, is
needed to make a shift change.
When the clutch pedal is released, shaft (9) rotates back to its original position. This prevents plungers
(8) from being moved, which prevents a shift of the transmission with the clutch engaged.
Clutch And Transmission Brake (Direct Drive)
Clutch Components
1. Manifold. 2. Clutch discs. 3. Dowel. 4. End plate. 5. Drive plates. 6. Clutch input shaft. 7. Transmission input shaft. 8.
Brake rotor. 9. Passage. 10. Clutch housing. 11. Piston. 12. Rotating hub.
The clutch is an oil type and is hydraulically actuated. The clutch transmits the torque from the engine
to the transmission. The transmission brake is also hydraulically actuated and stops the rotation of the
transmission input shaft after the clutch has been disengaged. This lets the transmission be shifted
without interference (grinding) of the gears.
The clutch is located at the rear of the transmission. The clutch input shaft (6) runs through the center
of transmission input shaft (7) and is connected to clutch housing (10) by splines. End plate (4) is
fastened to clutch housing by bolts. Piston (11) and drive plates (5) are connected to housing and end
plate by eight dowels (3). Driven discs (2) have teeth on the inside diameter. The teeth are engaged
with teeth on the outside of hub (12). Splines on the inside of hub (12) connect with splines on the
outside of transmission input shaft (7).
The clutch is manually operated by a clutch pedal in the operator's compartment. Linkage connects
the pedal to the clutch and transmission brake control valve. When the clutch pedal is not being
pushed by the operator, oil from the power train oil pump goes through clutch and transmission brake
control valve to a passage in clutch manifold (1). Oil from this passage goes to passage (9) in clutch
housing (10). Pressure from the oil in passage (9) pushes piston (11) against clutch discs (2) and drive
plates (5), engaging the clutch and completing the power transfer from the engine to the transmission.
When the clutch pedal is pushed by the operator, oil flow through the clutch and transmission brake
control valve is blocked by the clutch valve spool. This stops oil flow to passage (9), which releases
piston (11) and allows the clutch discs (2), hub (12) and transmissioninput shaft (7), which is
connected by splines to hub (12), to turn freely.
Transmission Brake
13. Brake pads.
14. Oil passage.
15. Pistons.
After the clutch has disengaged and the operator has the clutch pedal fully pushed, the clutch and
transmission control valve sends oil through the transmission brake valve to passage (14) in
transmission brake housing assembly. The oil pressure pushes pistons (15) against brake pads (13).
The brake pads clamp on rotor (8) on the transmission input shaft which stops its rotation as well as
hub (12), clutch discs (2) and the rest of the gears in the transmission. This lets shifts be made in the
transmission.
Lubrication and cooling oil for the clutch is supplied by the transmission lubrication oil through a
passage in manifold (1).
Steering And Brake Control Valve
Steering And Brake Control Valv
1. Shaft for parking brake.
2. Lever.
3. Poppet valve.
4. Check valve.
5. Passage.
6. Shaft for left turn.
7. Plunger for left steering clutch.
8. Spool for left steering clutch.
9. Passage to drain.
10. Chamber.
11. Passage.
12. Passage.
13. Passage.
14. Chamber.
15. Passage.
16. Passage.
17. Chamber.
18. Lever for left steering clutch and brake.
19. Chamber.
20. Chamber.
21. Passage.
22. Plunger for left brake.
23. Spool for left brake.
24. Lever for both brakes.
25. Plunger for right brake.
26. Chamber.
27. Spool for right brake.
28. Passage.
29. Lever for right steering clutch and brake.
30. Plunger for right steering clutch.
31. Spool for right steering clutch.
32. Chamber.
33. Chamber.
34. Passage.
35. Passage.
36. Chamber.
37. Passage.
38. Passage.
39. Shaft for right turn.
40. Shaft for foot brake pedal.
A. Shims
B. Shims.
C. Shims.
D. Shims.
The steering and brake control valve is installed on the front of the case. The control valve is operated
by linkage that connects the steering levers, the foot brake pedal and parking brake lever to the valve.
The first movement of a steering lever causes the steering clutch to disengage and the tractor makes a
gradual turn. Further movement of the steering lever engages the brake and the tractor makes a sharp
turn. The foot brake pedal engages both brakes and stops the tractor. The parking brake lever engages
both brakes and prevents the tractor from moving.
Oil flow to the steering and brake control valve comes from the transmission charging section of the
oil pump. Part of the oil flows to the priority valve and then to the transmission controls and part
flows to the steering and brake control valve. Oil to the control valve goes in the supply port and then
to passage (5), (12) and (34).
Oil to passages (12) and (34) goes through chambers (14) and (36) to the steering clutches. When the
clutches, passages and chambers are full of oil, pressure in chambers (14) and (36) starts to increase.
This oil pressure is sent through passages (15) and (37) to chambers (10) and (32). The oil pressure
starts to move spools (8) and (31) to the left against the spring force. When the oil pressure against the
spools is the same as the spring force, the spools will be in a position to let only enough oil go in
chambers (14) and (36) to make up for leakage and to keep the pressure on the clutches constant. The
pressure on the clutches is approximately 2750 kPa (400 psi) and can be adjusted by adding or
removing shims (A). When the clutch pressure is decreased to 0 kPa (0 psi), the clutches are released
by the pressure of lubrication oil around the clutches.
Oil to passage (5) goes through check valve (4) to passage (11). Passage (11) moves oil to chamber
(17) and then to chambers (19) and (33). Oil through these chambers goes to the brakes. When the
brakes, passages and chambers are full of oil, pressure in chambers (19) and (33) starts to increase.
This oil pressure is sent through passages (16) and (38) to chambers (20) and (26). The oil pressure
starts to move spools (23) and (27) to the left against the spring force. When the oil pressure against
the spools is the same as the spring force, the spools will be in a position to let only enough oil go in
chambers (19) and (33) to make up for leakage and to keep the pressure on the brakes constant. The
pressure on the brakes is approximately 2750 kPa (400 psi) and can be adjusted by adding or
removing shims (B). As the brake pressure approaches 0 kPa (0 psi), the brakes are applied by spring
force.
Gradual Left Turn (Steering Clutch And Brake Not Engaged)
Steering And Brake Control Valve (Gradual Left Turn)
6. Shaft for left turn.
7. Plunger for left steering clutch.
8. Spool for left steering clutch.
14. Chamber.
18. Lever for left steering clutch.
C. Shims.
When the operator starts to pull the left steering control lever, linkage turns shaft (6). Lever (18) is
connected to shaft (6) and is in contact with plunger (7). During the first movement of the steering
control lever, plunger (7) moves to the left until it contacts the spring retainer on spool (8). Further
movement of plunger (7) compresses the springs on spool (8) and starts a modulated reduction in the
clutch pressure. As plunger (7) continues to move, the clutch pressure gradually decreases to 0 kPa (0
psi) and the clutch is released. This lets the tractor make a gradual turn to the left.
Once the clutch pressure reaches 0 kPa (0 psi), plunger (7) comes in contact with spool (8) and further
movement of the plunger moves the spool to the left. This stops the flow of oil to chamber (14) and
opens chamber (14) and the clutch to drain.
Sharp Left Turn (Steering Clutch Not Engaged; Brake

Engaged)
Steering And Brake Control Valve (Sharp Left Turn)
18. Lever for left steering clutch and brake.
D. Shims.
To make a sharp left turn, the operator pulls the steering control lever all the way back. During the
first movement of the control lever, the clutch pressure is modulated to 0 kPa (0 psi) the same way it
is when a gradual left turn is made. As the operator continues to pull the control lever, lever (18)
comes in contact with plunger (22). Plunger (22) then moves to the left until it contacts the spring
retainer on spool (23). Further movement of plunger (22) compresses the springs on spool (23) and
this starts a modulated reduction in the brake pressure. As plunger (22) continues to move, the brake
pressure gradually decreases to approximately 225 kPa (33 psi) and the brake engages, but not at
maximum capacity due to this residual pressure. This results in a sharp left turn of the tractor. The
residual pressure is maintained on the brake to avoid harsh brake application during steering. Shims
(D) may be added or removed to adjust this residual pressure.
Brake Pedal Operation
Steering And Brake Control Valve (Brake Pedal Pushed)
1. Shaft for parking brake.
2. Lever.
3. Poppet valve.
4. Check valve.
5. Passage.
9. Passage.
11. Passage.
17. Chamber.
19. Chamber.
24. Lever for both brakes.
25. Plunger for right brake.
27. Spool for right brake.
33. Chamber.
40. Shaft for foot brake pedal.
When the operator pushes the foot brake pedal, linkage turns shaft (40). Lever (24) is connected to
shaft (40) and is in contact with plungers (22) and (25). Lever (24) moves plungers (22) and (25) to
the left until they contact the spring retainers on spools (23) and (27). Further movement of the
plungers compresses the springs on the spools and this starts a modulated reduction in the brake
pressure. As plunger (22) and (25) continue to move, the brake pressure gradually decreases to 0 kPa
(0 psi) and the brakes are applied by spring force. This brings the tractor to a stop and puts the torque
converter in a stall condition.
Near the end of the brake pedal movement, plungers (22) and (25) come in contact with spools (23)
and (27). This moves the spools to the left, which stops the flow of oil to chambers (19) and (33) and
also opens the chambers and brakes to drain. This results in maximum brake capacity.
Parking Brake Operation (No Illustration)

When the operator engages the parking brake lever, linkage turns shaft (1). Lever (2) is connected to
shaft (1) and pushes poppet valve (3) down against check valve (4). This blocks the flow of oil from
passage (5) to passage (11), chamber (17) and the brakes. This also opens passage (11), chamber (17)
and the brakes to drain through passage (9). With no oil pressure to the brakes, they engage to prevent
movement of the tractor.
Steering Clutches And Brakes

The steering clutches and brakes are modular, multiple disc, oil cooled units that transfer power from
the bevel gear to the final drives. Clutch and brake functions are hydraulically controlled by a control
valve mounted on the bevel gear case. (See STEERING CLUTCH AND BRAKE CONTROL
VALVE.) The steering clutch is hydraulically engaged while the steering brake is spring engaged.
This arrangement gives automatic brake application if hydraulic pressure is lost.
Power from the bevel gear is sent through an inner axle shaft to input hub (7). Input hub (7) is
connected to clutch housing (1) by clutch plates and discs (11). Clutch housing (1) is fastened to
output hub (9) by bolts. Stationary brake housing (3) is connected to output hub (9) by brake discs and
plates (12).
During straight movement of the machine, pressure oil from the steering clutch and brake control
valve is sent through two passages in brake housing (3). Pressure oil from one passage is sent to
passage (6) and pushes brake piston (5) against Belleville springs (4) to hold the brakes in the released
position. Pressure oil from the other passage is sent to passage (8) and pushes against clutch piston (2)
to engage the steering clutches. This connects input hub (7) to clutch housing (1) and output hub (9).
The splines inside output hub turn the outer axle shaft and power is sent to the final drives.
When one of the steering control levers is moved until a resistance is felt, the flow of pressure oil to
the respective clutch (right or left) is stopped, releasing the clutch. The inner axle shaft still turns
input hub (7) and clutch discs, but no power is sent through the clutch to clutch housing (1) and output
hub (9). Pressure oil is still flowing to the respective brake keeping it released. The result is a gradual
turn.
When the steering control levers are pulled all the way back, the steering clutch is released as
previously described, and the pressure of oil to the brake decreases to approximately 225 kPa (33 psi).
This lets Belleville springs (4) push brake piston (5) to engage the brake, connecting output hub (9)
with stationary brake housing (3) stopping the rotation of the outer axle shaft (and the movement of
the tracks). A sharp (fast) turn is the result.
When the foot brake is pushed, the flow of pressure oil to the brakes is stopped, allowing Belleville
springs to engage the brake. The flow of pressure oil to the steering clutches is not stopped, so the
steering clutches remain engaged. Because of this, all components are stopped and cannot turn. The
machine is completely stopped in the converter stall condition. On machines with direct drive
transmissions, the engine will stall unless the transmission clutch is disengaged.
If hydraulic pressure is lost, the flow of oil to the steering clutches and brakes is stopped and the
brakes are applied by the action of the Belleville springs.
Steering Clutch And Brakes

1. Clutch housing. 2. Clutch piston. 3. Brake housing. 4. Belleville springs. 5. Brake piston. 6. Passage (for brake pressure
oil). 7. Input hub. 8. Passage (for clutch pressure oil). 9. Output hub. 10. Passage (for lubrication and cooling oil). 11.
Clutch plates and discs. 12. Brake plates and discs.
Steering Clutch And Brake Lubrication

Oil for lubrication and cooling of the steering clutches and brakes comes from the steering clutch and
brake lubrication section of the power train oil pump and flows through a passage in brake housing
(3). The oil then goes through internal passages (10) to the discs and plates.
Final Drives
Final Drive Components
1. Sun gear shaft.
2. Hub.
3. Hub.
4. Ring gear.
5. Planetary carrier.
6. Spindle housing
7. Sprocket segments.
8. Planetary gears.
The final drive is a modular single reduction planetary gear set with a 8:4 to 1:0 reduction. The final
drives cause the last speed reduction and torque increase in the power train.
Ring gear (4) is fastened to hub (3). Hub (3) is connected to spindle housing (6) by splines. Spindle
housing (6) is fastened to the steering clutch case. Ring gear (4), hub (3) and spindle housing (6) are
held stationary.
Sun gear shaft (1) is connected to the steering clutch output hub by splines and is engaged with
planetary gears (8). Planetary gears (8) are held in planetary carrier (5). Planetary carrier is fastened to
sprocket hub (2).
The power from the steering clutches is sent to the final drive by sun gear shaft (1). The rotation of
sun gear shaft (1) causes planetary gears (8) to turn. Since ring gear (4) is held by hub (3), the
planetary gears (8) move around the inside of ring gear (4).
The movement of the planetary gears causes planetary carrier (5) to turn. The planetary carrier is
turned in the same direction as sun gear shaft (1), but at a slower speed. The planetary carrier (5) turns
sprocket hub (2). Sprocket segments (7), fastened to the sprocket hub, drive the track as the sprocket
hub turns.
The final drives have their own oil supply. All components get lubrication oil as the gears move and
oil is thrown about (splash lubrication).
Undercarriage
Undercarriage
1. Track.
2. Rear roller frame.
3. Front roller frame
4. Rear idler.
5. Pivot shaft
6. Track rollers.
7. Front idler.
The main components of the undercarriage are pivot shaft (5), equalizer bar, track roller frames [front
frame (3) and rear frame (2)], track rollers (6), idlers [front (7) and rear (4)], recoil and track adjuster
group (inside front roller frame), and tracks (1).
Pivot shaft (5) connects the roller frames to the tractor main frame. Each roller frame can oscillate
(turn) at the pivot shaft.
The equalizer bar connects the two roller frames at the front of the tractor. The oscillation of the roller
frames is controlled by the equalizer bar.
The track roller frames consist of front frame (3) and rear frame (2). The front idler (7) is installed on
the front frame. Rear idler (4) and track rollers (6) are installed on the rear frame. A recoil and track
adjuster group installed in front roller frame (3) protects the undercarriage and final drives from
overloads and keeps the tracks adjusted.
Tracks (1) are sealed and lubricated for increased wear.
Pivot Shaft
Pivot Shaft (Section Taken Through Track Roller Frame)

1. Tractor main frame. 2. Seal. 3. Pivot shaft. 4. Track roller frame. 5. Bushing. 6. Bushing. 7. Retainer. 8. Cover.
Pivot shaft (3) is fastened to the side of tractor main frame (1). Roller frames (4) are connected to the
pivot shaft by sintered metal bushings (5) and (6). Each roller frame can oscillate (turn) at the pivot
shaft. The roller frames oscillate on the sintered metal bushings in a sealed oil compartment in each
roller frame.
Retainer (7) is fastened to the the end of pivot shaft (3) and prevents axial movement of the track
roller frame on the pivot shaft.
Equalizer Bar
Roller frames are connected together at the front by equalizer bar (1). A spherical bearing (3) is
installed in both ends of the equalizer bar. Pins (2) connect the equalizer bar to the roller frames. Seals
(4) keep foreign material out of the bearings.
Equalizer Bar
1. Equalizer bar. 2. Pin. 7. Pin.
A powdered metal bearing (5) is pressed into the center bore of the equalizer bar. Pin (7) connects
equalizer bar to the main frame of the tractor. Seals (8) keep foreign material out of the bearing.
The equalizer bar pivots (turns) on pin (7). Stops in the equalizer bar saddle control the amount of
oscillation of the equalizer bar.
Equalizer Bar
1. Equalizer bar. 2. Pin. 3. Spherical bearing. 4. Seals.
Pivot Area Of Equalizer Bar

1. Equalizer bar. 5. Bearing. 6. Tractor main frame. 7. Pin. 8. Seal.
Track Roller Frame
Track Roller Frame

1. Pivot shaft housing. 2. Access port (for track adjustment cylinder). 3. Recoil oscillation guide. 4. Seal. 5. Front roller
frame. 6. Rear roller frame. 7. Shims.
The track roller frame can be separated into two sections. The front section (5) has a large tube
assembly which telescopes (slides) into rear roller frame (6). Inside the tube are recoil spring (12) and
track adjuster. A groove is machined in the outer diameter of the tube. A recoil oscillation guide (3) is
installed in rear roller frame (6). After installation, the oscillation guide is in alignment with the
groove in the tube. The oscillation guide will prevent any rotation of the tube inside the rear section of
the roller frame, but will allow the tube to slide in and out during recoil. Seal (4) keeps the oil in and
dirt out of the recoil spring compartment.
Valves (8) are used for moving the front roller frame to adjust the track. Grease is pumped in the fill
valve and causes piston (10) to move to the right. This movement causes the front roller frame to
move out of the rear roller frame. The movement of the recoil rod and front idler tightens the track.
The tension on the track is released by a relief valve.
Shims (7) allow the height of the front idler to be adjusted for various tractor applications.
Front Section Of Track Roller Frame

8. Valves. 9. Cylinder. 10. Piston. 11. Retainer. 12. Recoil spring.
To prevent personal injury, never visually inspect the vent holes or

valves to see if grease or oil is coming out of them. Make sure the vent
holes are clean before the tension is released on the track. Watch the
front roller frame to see that it moves.
Track Rollers
The track rollers are fastened to the roller frames. The track rollers are in contact with the inside
surfaces of the track links. Flanges on the track rollers prevent the movement of the track from side to
side. The inside surfaces of the track links give equal distribution of the weight of the machine along
the track.
Machines with standard undercarriage have six track rollers, four single flange and two double flange.
Machines with LGP undercarriage have eight track rollers, four single flange and four double flange.
Starting at the front of the Machine, the roller placement is:
STANDARD UNDERCARRIAGE
No. 1 ROLLER SINGLE FLANGE
No. 2 ROLLER DOUBLE FLANGE
LGP UNDERCARRIAGE
Track Roller (Double Flange Shown)

1. Pin. 2. Retainer. 3. Shaft. 4. Track roller. 5. Washer. 6. Duo-Cone seals.
Washers (5) get the side load on the roller. The amount of side movement or end clearance of the
shaft cannot be adjusted.
The track rollers have Duo-Cone seals (6) at both ends of shaft (3).
The center of shaft (3) is an oil reservoir. The oil is used for lubrication of the bearing surfaces.
Idlers
The tractor has a front and rear idler for each roller frame. The idler components are similar to the
track rollers.
Washers (5) get the side load on the idler. The amount of side movement or end clearance of the shaft
can not be adjusted.
Idler (4) has Duo-Cone seals (6) at both ends of shaft (3).
The center of shaft (3) is an oil reservoir. The oil is used for lubrication of the bearing surfaces.
Idlers
1. Pin. 2. Retainer. 3. Shaft. 4. Idler. 5. Washer. 6. Duo-Cone seal.
Track
The machine has Sealed and Lubricated track. Each track assembly has links, pins, bushings, thrust
rings, polyurethane seal assemblies, rubber stoppers and polyurethane plugs.
Each of the track links (1 and 5) make a fit over the track links in front of them. Link (1) makes a fit
over link (11). Link (5) makes a fit over link (12). The connection of the track links make the track
assembly.
Each link has a counterbore in the end which makes a fit with the link in front of it. Seal assemblies
(6) are installed in the counterbores of the links. Each seal assembly has a load ring and a seal ring.
The load ring pushes the seal ring against the end of bushing (2) and the link counterbore. The seal
ring gives a positive seal between the bushing and the link counterbore. The edge of the seal ring is
against the end of the bushing. The thrust rings (10) are installed on the pin (9). The thrust rings give a
specific amount of compression to the seal assemblies and control the end play (free movement) of
the joint. The arrangement of the seal assemblies and thrust rings keeps foreign materials out of the
joint and oil in the joint.
Track Assembly
1. Link. 2. Bushing. 3. Hole. 4. Hole. 5. Link. 6. Seal assembly. 7. Rubber stopper. 8. Polyurethane plug. 9. Pin. 10. Thrust
ring. 11. Link. 12. Link.
Pin (9) has a hole (4) almost the full length of the pin. Hole (3) is drilled radially in the pin near the
center of the pin. Radial hole (3) lets oil go to the surface between pin (9) and bushing (2) and to the
lip of the seal rings. The oil gives lubrication to the pin and bushing and also makes the lip of the seal
ring wet. The lip of the seal ring must be kept wet to prevent wear. Oil is kept in the pin by stopper (7)
and plug (8). The oil is installed in the pin through a hole in the center of stopper (7). When the
chambers in the pin are filled, plug (8) is installed in stopper (7).
Each pin and bushing assembly is sealed and has its own lubrication. The result is no internal wear on
the joint. The interval for the turning of the track pins and bushings is much longer because the only
wear will be on the outside of the bushings and the links.
Copyright 1993 - 2012 Caterpillar Inc. Wed Nov 21 15:40:23 CST 2012
All Rights Reserved.
Private Network For SIS Licensees.

System Operation

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D5H & D5H LGP TRACTORS / DIRECT DRIVE / 7NC00001-03999 (MACHINE) PO...

Product: TRACK-TYPE TRACTOR

General Information (Powershift)

Location Of Power Train Components

1. Steering clutches and brakes.

4. Planetary powershift transmission.

5. Transfer and bevel gears.

6. Main drive shaft.

General Information (Direct Drive)

Location Of Power Train Components

1. Steering clutches and brakes.

5. Direct drive transmission.

6. Bevel gear and pinion.

7. Main drive shaft

8. Pump drive housing.

Torque Converter (Power Shift)

Torque Converter Components

3. Pump drive gear.

Flow Of Power In Torque Converter

Torque Converter Operation

Torque Converter Hydraulic System (Power

Ratio Valve For The Torque Converter

Location Of Ratio Valve For The Torque Converter

Relief Valve For Converter Outlet

Relief Valve For Converter Outlet

Location Of Torque Converter Relief Valve

Power Train Hydraulic System (Power Shift)

Schematic Of Power Train Hydraulic System

2. Power train oil pump.

3. Steering and brake control valve.

4. Power train oil filter.

5. Selector and pressure control valve.

7. Sump (in tractor main case).

8. Line for steering clutch and brake lubrication.

10. Torque converter outlet relief valve.

11. Line for transmission lubrication.

12. Oil cooler.

13. Sump (torque converter housing).

A. Transmission and steering clutch control section.

C. Pump drive and torque converter scavenge section.

Hydraulic Pump (Power Shift)

Location Of Power Train Hydraulic Pump

Components Of The Oil Filter (Typical)

Location Of Oil Filter And Priority Valve

Priority Valve (Power Shift)

Components Of The Priority Valve

Power Train Oil Cooler

This colder oil lubricates and cools the transmission.

Location Of Power Train Oil Cooler (View From Beneath Tractor)

Components Of Resonator Assembly

Transmission Hydraulic Controls (Power Shift)

Transmission Hydraulic Controls (Top View)

Transmission Hydraulic Controls (Side View)

Transmission Hydraulic Controls (Bottom View)

Selector And Pressure Control Valve

Selector And Pressure Control Valve

Transmission Hydraulic Controls (Engine Running, Transmission in Neutral)

1. Speed selection spool.

3. Modulation relief valve.

7. Pressure differential valve.

9. Direction selection spool.

Engine Running (Transmission in Neutral)

Operation of Modulation Relief Valve

Operation of Ratio Valve