30/1/2021 D6C TRACTOR / POWERSHIFT / 69J02539-UP (MACHINE) POWERED BY 3306 ENGINE(XMBP9504 - 00) - Documentación

Pantalla anterior
Bienvenido: cr460rag
Producto: TRACTOR TIPO PISTA
Modelo: D6C TRACTOR DE ORUGA 69J
Configuración: TRACTOR D6C / POWERSHIFT / 69J02539-UP (MÁQUINA)
CON MOTOR 3306

Operación de Sistemas
TRACTOR TRACTOR D6
Número de medio -REG00615-04 Fecha de publicación -01/05/1974 Fecha de actualización -16/06/2015

REG006150001

Operaciones de sistemas

Introducción
NOTA: Para obtener especificaciones con ilustraciones, consulte las ESPECIFICACIONES DEL TREN DE
POTENCIA PARA TRACTORES D6, formulario No. REG01694. Si las especificaciones en el formulario
REG01694 no son las mismas que en la operación de sistemas y las pruebas y ajustes, mire la fecha de
impresión en la contraportada de cada libro. Utilice las especificaciones del libro con la última fecha.

Información general - (Power Shift)

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UBICACIÓN DE LOS COMPONENTES

1. Controles hidráulicos de la transmisión. 2. Junta universal. 3. Motor diesel. 4. Embragues de dirección. 5. Transmisión final. 6.
Transmisión de rango. 7. Divisor de par. 8. Pistas.

La potencia del motor diesel (3) se transmite desde el volante del motor al divisor de par (7) a través de la junta
universal (2). El eje de salida del divisor de par impulsa los engranajes planetarios y planetarios de la
transmisión.

Cinco trenes de engranajes planetarios, cada uno con su propio embrague, proporcionan tres velocidades en
avance o retroceso. El operador selecciona manualmente la velocidad deseada del tractor, pero el aceite
hidráulico, dirigido por los controles hidráulicos de la transmisión (1), engancha los embragues de la
transmisión.

Un piñón cónico en el grupo de transmisión transmite potencia desde la transmisión (6) al engranaje cónico. La
potencia se transmite a través de los embragues de dirección (4) a los mandos finales (5), a los piñones que
impulsan las orugas (8).

El embrague de dirección y la caja de engranajes cónicos albergan el engranaje cónico, los embragues de
dirección y los frenos. Los embragues de la dirección son del tipo de discos múltiples y se sujetan mediante
resortes. Los embragues se controlan hidráulicamente. Los frenos son del tipo de banda de contracción y se
accionan mecánicamente.

Información general - (Direct Drive)

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UBICACIÓN DE COMPONENTES
1. Transmisión. 2. Embrague del volante. 3. Motor diesel. 4. Embrague de dirección. 5. Transmisión final. 6. Junta universal. 7. Pistas.

La potencia del motor diesel (3) se transmite desde el motor al embrague del volante (2). El embrague del
volante se acopla y desacopla manualmente. El eje de salida del embrague del volante impulsa el eje superior en
la transmisión (1) a través de una junta universal (6).

La transmisión proporciona selecciones de marcha para cinco velocidades de avance y cuatro de retroceso,
seleccionadas manualmente. El piñón cónico, en la parte trasera de la transmisión, transmite la potencia al
engranaje cónico. La potencia se transfiere a través de los embragues de dirección (4) a los mandos finales (5), a
los piñones que impulsan las orugas (7).

El embrague de dirección y la caja de engranajes cónicos albergan el engranaje cónico, los embragues de
dirección y los frenos. Los embragues de dirección son del tipo de discos múltiples mantenidos enganchados por
resortes. Los embragues se controlan hidráulicamente. Los frenos son del tipo de banda de contracción y se
accionan mecánicamente.

Controles hidráulicos de la transmisión (Power

Shift) - Números de serie: 10K1-10K8974 * , 24U246-
Up, 47J1-47J2879 ** , 56J1-Up, 69J1-69J2643, 69U1-
69U366
* Incluidos 10K8977 y 10K8981-10K8996.

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** Incluido 47J2885.

CONTROLES HIDRÁULICOS (PRIMERA VELOCIDAD DE AVANCE)

1. Convertidor de par. 2. Cuerpo de la válvula de alivio para salida del convertidor. 3. Válvula de alivio para salida del convertidor. 4.
Enfriador de aceite enfriado por aire (solo máquinas más recientes). 5. Válvula de derivación del enfriador de aceite (solo máquinas más
recientes). 6. Enfriador de aceite enfriado por agua. 7. Línea de lubricación al frente de la transmisión. 8. Válvula de alivio de lubricación.
9. Línea de lubricación a la parte trasera de la transmisión. 10. Control hidráulico del embrague de dirección. 11. Válvula de control de
flujo. 12. Cargue el pistón. 13. Cuerpo de la válvula de control de presión. 14. Bomba de aceite de barrido. 15. Depósito de aceite para el
convertidor de par. 16. Válvula de retención. 17. Válvula de alivio para la entrada del convertidor. 18. Cuerpo de la válvula de alivio de
secuencia. 19. Válvula de modulación. 20. Válvula diferencial de presión. 21. Válvula de alivio de presión. 22. Filtro de aceite. 23. Cuerpo
de válvula de seguridad y selección. 24. Carrete para selección de dirección. 25. Depósito de aceite. 26. Colador magnético. 27. Bomba de
aceite. 28. Carrete para selección de velocidad. 29. Válvula de seguridad. A. Toma de presión para la salida del convertidor de par. B.
Toma de presión para lubricación. C. Toma de presión para la entrada al convertidor de par. D. Toma de presión para la válvula de alivio
de secuencia. E. Toma de presión para el embrague de velocidad. F. Toma de presión para el embrague de dirección. G. Grifo de presión
para la bomba.

Los controles hidráulicos de la transmisión se componen de una bomba, filtro, válvulas de control, una palanca
selectora y un mecanismo de articulación. Los controles hidráulicos envían aceite a los embragues de la
transmisión. El aceite no utilizado por los embragues se envía a través de la válvula de alivio (21) a la válvula de
alivio de entrada (17) para el convertidor de par.

La ubicación de la bomba de aceite de la transmisión (27) está en la cara trasera izquierda de la carcasa del
volante. La bomba es accionada por el volante del motor. La bomba extrae el aceite del depósito (25). La bomba
envía aceite al filtro (22) en el lado izquierdo del motor. Desde el filtro, el aceite va a la válvula de alivio de
presión (21) en la carcasa del divisor de par y a los controles hidráulicos (10) para los embragues de dirección.
La válvula de alivio (21) mantiene la presión del aceite en los controles hidráulicos a aproximadamente 350 psi
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2
(24,6 kg / cm ) como máximo. El aceite de la válvula de alivio (21) va a la válvula de control de flujo (11). La
válvula de control de flujo (11) evita que el flujo de aceite a los controles hidráulicos supere los 21,4 ± 2 gpm
(81,0 ± 7,5 l / min). El aceite adicional va a la válvula de alivio de entrada (17) del convertidor de par.

El aceite de la válvula de control de flujo va al cuerpo de la válvula de control de presión (13). La válvula de
control de presión se compone de dos válvulas: válvula de modulación (19) y válvula de presión diferencial (20).
La válvula de modulación evita el acoplamiento repentino del embrague. La válvula de diferencial de presión
mantiene una diferencia de presión entre el embrague de velocidad y el embrague de dirección. Ambas válvulas
funcionan en combinación para activar un embrague de velocidad antes de que se active un embrague de
dirección. Esta disposición proporciona un acoplamiento suave de la transmisión y permite que la mayor parte
de la carga sea absorbida por los embragues de dirección.

El aceite, a la presión del embrague de velocidad, va desde el cuerpo de la válvula de control de presión (13) a
través de un pasaje al cuerpo de la válvula selectora y de seguridad (23). El aceite pasa por el cuerpo de la
válvula de seguridad y de selección para acelerar el carrete de selección (28). El carrete de selección de
velocidad está en posición de enviar aceite a uno de los embragues de tres velocidades. El carrete de selección
de velocidad está conectado mediante un enlace a la palanca de selección de la transmisión. La posición del
carrete de selección de velocidad (28) se controla mediante la posición de la palanca de selección.

El aceite, en la dirección de la presión del embrague, pasa a través de un paso en el cuerpo de la válvula de
control de presión (13) al cuerpo de la válvula selectora y de seguridad (23). El aceite pasa por el cuerpo de la
válvula selectora y de seguridad hasta el carrete de selección de dirección (24). El carrete de selección de
dirección está en posición de enviar aceite a uno de los dos embragues de dirección. El carrete de selección de
dirección está conectado mediante un enlace a la palanca de selección de la transmisión. La posición del carrete
de selección de dirección (24) se controla mediante la posición de la palanca de selección.

La ubicación de la palanca de selección de la transmisión está en el lado izquierdo del asiento del operador. El
varillaje mecánico conecta la palanca de selección a los carretes de selección. Los cambios de velocidad se
realizan moviendo la palanca de selección hacia adelante o hacia atrás. Los cambios de dirección se realizan
moviendo la palanca de selección hacia la izquierda o hacia la derecha.

Operación
Cuando se arranca el motor, con la palanca de selección en NEUTRO, el aceite entra en la válvula de control de
flujo (11). El aceite pasa por un orificio en el émbolo de la válvula. El orificio disminuye la presión del aceite. El
aceite que pasa por el orificio se suma con la fuerza del resorte e intenta mover el émbolo hacia la izquierda. El
aceite del filtro en el extremo izquierdo del émbolo intenta mover el émbolo hacia la derecha. Cuando la presión
del aceite en el extremo izquierdo del émbolo es mayor que la fuerza del resorte y la presión del aceite alrededor
del resorte, el émbolo se mueve hacia la derecha. Esto cierra los pasajes en el émbolo del filtro. Ahora no puede
pasar aceite al extremo izquierdo del émbolo. La presión del aceite en el extremo izquierdo del émbolo
disminuye a medida que atraviesa el orificio. La fuerza del resorte ahora puede mover el émbolo hacia la
izquierda y la secuencia comienza de nuevo. Esto evita que el flujo de aceite a la válvula de control de presión
supere los 21,4 ± 2 gpm estadounidenses (81,0 ± 7,5 l / min).

El aceite va desde la válvula de control de flujo (11) al cuerpo de la válvula de control de presión (13). Dado que
el motor acaba de arrancar, la presión del aceite en el sistema es baja. El resorte mantiene cerrada la válvula
diferencial (20). La válvula de modulación (19) se mantiene abierta por la fuerza de su resorte. La posición de la
válvula de modulación permite que el aceite pase alrededor del carrete y salga del cuerpo de la válvula (13). El
aceite de la válvula diferencial se detiene mediante su carrete. El aceite pasa luego al cuerpo de la válvula de
selección y seguridad (23). El aceite llena la cámara de la válvula de seguridad (29). Al mismo tiempo, la
posición del carrete de selección de velocidad (28) permite que el aceite comience a llenar el embrague No 3.

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Cuando el área detrás del pistón en el embrague No. 3 está llena de aceite, la presión del aceite aumenta. La
presión provocará una compresión del resorte de la válvula de seguridad (29). El aumento de presión también
moverá la válvula de modulación (19) contra la fuerza de su resorte. El movimiento de la válvula de modulación
(19) cierra el paso al cuerpo de la válvula de selección y seguridad (23). Esto detiene el aumento de presión en el
embrague de velocidad durante un breve período de tiempo.

Al mismo tiempo, el aumento de presión en el embrague de velocidad mueve la válvula diferencial (20) contra la
fuerza de su resorte. La válvula diferencial se mueve hasta que los orificios en el carrete se abren a un paso que
va al cuerpo de la válvula de selección y seguridad (23). El aceite pasa por el paso al cuerpo de la válvula de
selección y seguridad. La posición del carrete de selección de velocidad (28) evita que el aceite vaya a un
embrague de dirección. La válvula diferencial también cierra un paso desde el cuerpo de la válvula (13) hasta el
depósito. El movimiento de la válvula diferencial permite que el aceite pase por el centro de la válvula
diferencial hasta la válvula de retención (16). La válvula de retención se mueve y cierra un paso desde el cuerpo
de la válvula (13) hasta el depósito. Cuando ambos pasajes están cerrados, el aceite a presión pasa a través de un
orificio en la válvula de retención (16) hacia la cámara detrás del pistón de carga (12).

A medida que aumenta la presión del aceite en la cámara detrás del pistón de carga (12), el pistón de carga se
moverá hacia la válvula de modulación (19). La presión del aceite detrás del pistón de carga y la fuerza del
resorte moverán la válvula de modulación. La válvula de modulación abre el paso desde la válvula de control de
flujo (11) al cuerpo de la válvula de selección y seguridad (23). Esto hace que aumente la presión del aceite en el
embrague de velocidad.

A medida que aumenta la presión en el embrague de velocidad, la válvula de modulación (19) se mueve y
detiene nuevamente el aceite que va al embrague de velocidad. Esto hace que la válvula diferencial (20) se
mueva nuevamente contra la fuerza de su resorte. El aceite puede volver a pasar por el orificio de la válvula de
retención (16) a la cámara detrás del pistón de carga (12). La presión del aceite detrás del pistón de carga y la
fuerza del resorte mueven nuevamente la válvula de modulación. La válvula de modulación se abre de nuevo y
deja que el aceite pase al embrague de velocidad. Este ciclo se repite una y otra vez hasta que el pistón de carga
se mueve completamente contra su tope. La presión del embrague de velocidad es entonces de un máximo de
2
aproximadamente 350 psi (24,6 kg / cm ). La presión detenida por el carrete de selección de dirección (24) y
2
que se siente en el pistón de carga (12) es de aproximadamente 55 psi (3,9 kg / cm ) menor que la presión del
embrague de velocidad. Este aumento gradual de presión se llama modulación. La válvula de modulación (19)
proporciona modulación para todos los embragues (velocidad y dirección).

La fuerza del resorte que actúa sobre el extremo de la válvula diferencial (20) es aproximadamente 55 psi (3,9
2
kg / cm ) igual que la presión que actúa sobre el extremo opuesto. Por lo tanto, la válvula se equilibrará en un
2
punto en el que la presión en el embrague de dirección sea aproximadamente 55 psi (3,9 kg / cm ) menor que la
presión en el embrague de velocidad.

Cuando la palanca de selección se mueve de NEUTRO a PRIMERO HACIA ADELANTE, el carrete de

selección de velocidad (28) se mueve hacia la izquierda. El movimiento del carrete (28) permite que el aceite del
embrague n. ° 3 vaya al depósito (25) y deje que el aceite de la válvula de modulación vaya al embrague n. ° 5.
Al mismo tiempo, el carrete de selección de velocidad (28) abrió un paso al carrete de selección de dirección
(24). El carrete de selección de dirección está en posición de dejar que el aceite vaya al embrague No 1.

A medida que disminuye la presión en el embrague No 3, la fuerza del resorte mueve la válvula diferencial (20).
La válvula diferencial (20) se mueve y abre un pasaje al depósito (25). La presión en el circuito de embrague de
dirección disminuye.

El aceite llena el embrague de velocidad No.5. A medida que aumenta la presión en el pistón detrás del
embrague No 5, la presión se siente en la parte inferior de la válvula diferencial (20). La válvula diferencial se
mueve contra la fuerza de su resorte. La válvula diferencial sube y cierra el paso al depósito (25). El aceite pasa
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ahora a través de la válvula diferencial y sale del cuerpo de la válvula (13). El aceite pasa por un pasaje en el
cuerpo de la válvula (23) hacia el embrague No 1. El aceite comienza a llenar el embrague n ° 1.

En este momento, la válvula de modulación (19) y el pistón de carga (12) pasan por la secuencia de modulación.
La válvula de modulación y el pistón de carga pasan por la secuencia de modulación hasta que se alcanzan las
presiones completas para el funcionamiento en los circuitos del embrague de velocidad y dirección. Los
controles hidráulicos están ahora en las posiciones que se muestran en el esquema (PRIMERA VELOCIDAD
DE AVANCE).

Se realiza la misma secuencia para cada turno. Cuando se mueve la palanca de selección de la transmisión, el
carrete de selección de velocidad (28) se mueve y disminuye la presión del aceite en los circuitos del embrague.
Al mismo tiempo, el carrete de selección de velocidad (28) abre pasajes para el aceite a presión a los embragues
para la siguiente velocidad. A medida que aumentan las presiones en los circuitos del embrague, se activan el
embrague de velocidad y luego el embrague de dirección. Cuando se alcanzan las presiones máximas para la
operación, la máquina estará en la siguiente velocidad. El funcionamiento de los controles hidráulicos es el
mismo cuando se cambian tanto la velocidad como la dirección.

Válvula de seguridad
The safety valve (29) is a mechanism which moves the selection lever to the NEUTRAL position when the
pressure of the oil in the hydraulic controls goes below 100 psi (7.0 kg/cm2). The safety valve will cause the
selection lever to move from any speed position to the NEUTRAL position if the pressure is below 100 psi (7.0
kg/cm2) for 10 to 30 seconds. This arrangement makes sure that the selection lever is in the NEUTRAL position
when the machine is started. When the selection lever is in the NEUTRAL position a direction clutch is not
engaged.

When the machine is operating, the pressure of the oil in the chamber between the safety valve stem and the
safety valve is high enough to put the spring under compression. This holds the valve away from the linkage for
the selection lever.

If the pressure of the oil is low (engine stopped), the oil is slowly pushed out of the chamber by the force of the
spring. The spring will then move to the right and cause the safety valve to move to the right. The safety valve
moves to the right until it is in contact with the linkage for the selection lever. At this point, the force of the
spring will move the safety valve until selection spools (24) and (28) are in the NEUTRAL position. The
selection lever on the transmission control console will also move to the NEUTRAL position.

A ball check valve keeps the oil in the chamber when a shift is made to another direction or speed. This prevents
the safety valve from shifting the controls to NEUTRAL during the sudden decrease and increase in pressure as
the shift is made.

Relief Valve For Torque Converter Outlet

The relief valve (3) for the converter outlet keeps the pressure in the torque converter constant by controlling the
rate that oil is released from the torque converter.

Pressure oil from torque converter (1) goes into housing (2) for the relief valve. It goes through a hole in the
valve spool into the chamber between the slug and valve spool. The pressure oil can now move the relief valve
against the force of the spring. When the pressure of the oil in the chamber becomes higher than the force of the
spring, the valve spool moves. The movement of the valve spool opens a passage to the oil cooler bypass valve
(5). The valve spool will move and release pressure oil from the torque converter until the pressure of the oil in
the torque converter is approximately 42 psi (2.9 kg/cm2).

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Oil Cooler Bypass Valve - (Later Machines)

The oil cooler bypass valve (5) controls the amount of oil that can go through air cooled oil cooler (4). The
bypass valve is controlled by the temperature of the oil from relief valve (3) for torque converter outlet.

When the temperature of the oil is less than 105° F (41° C), valve (5) is open and lets all the oil go to water
cooled oil cooler (6). When the temperature of the oil is 105° F (41° C), valve (5) starts to close and lets most of
the oil go through air cooled oil cooler (4). When the temperature of the oil is 185° F (85° C), valve (5) closes all
the way and lets all the oil go through air cooled oil cooler (4) to water cooled oil cooler (6). From water cooled
oil cooler (6), the oil goes to lubrication relief valve (8).

Controles hidráulicos de la transmisión (Power

Shift) - Números de serie: 10K8975-Up * , 47J2880-
Up ** , 69J2644-Up y 69U367-Up
* Excepto 10K8977 y 10K8981-10K8996.

** Excluido 47J2885.

CONTROLES HIDRÁULICOS (MARCHA ATRÁS DE PRIMERA VELOCIDAD)

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1. Torque converter. 2. Body of relief valve for converter outlet. 3. Relief valve for converter outlet. 4. Air cooled oil cooler. 5. Oil cooler
bypass valve. 6. Water cooled oil cooler. 7. Lubrication line to front of transmission. 8. Lubrication relief valve. 9. Lubrication line to rear
of transmission. 10. Hydraulic control for steering clutches. 11. Load piston. 12. Body of pressure control valve. 13. Scavenge oil pump.
14. Oil reservoir for torque converter. 15. Check valve. 16. Relief valve for converter inlet. 17. Body of sequence relief valve. 18.
Modulation valve. 19. Pressure differential and safety valve. 20. Pressure relief valve. 21. Oil filter. 22. Body of selector valve. 23. Spool
for direction selection. 24. Oil reservoir. 25. Magnetic screen. 26. Transmission oil pump. 27. Spool for speed selection. A. Pressure tap for
converter outlet. B. Pressure tap for lubrication. C. Pressure tap for converter inlet. D. Pressure tap for sequence relief valve. E. Pressure
tap for speed clutches. F. Pressure tap for direction clutches. G. Pressure tap for transmission oil pump.

The transmission hydraulic controls are made up of a pump, filter, control valves, a selector lever and a linkage
mechanism. The hydraulic controls send oil to the clutches in the transmission. Oil not used by the clutches is
sent through pressure relief valve (20) to inlet relief valve (16) for the torque converter.

The location of transmission oil pump (26) is on the left rear face of the flywheel housing. The pump is driven
by the engine flywheel. The pump pulls the oil from reservoir (24) and sends it to filter (21) on the left side of
the engine. From the filter, the oil goes to pressure relief valve (20) on the torque divider housing and to the
hydraulic controls (10) for the steering clutches. Relief valve (20) keeps the pressure of the oil to the hydraulic
controls at approximately 350 psi (24.6 kg/cm2) maximum. The oil from relief valve (20) goes to pressure
control valve body (12). The extra oil goes to the inlet relief valve (16) for the torque converter.

The pressure control valve is made up of two valves: modulation valve (18) and pressure differential and safety
valve (19). The modulation valve prevents sudden clutch engagement. The pressure differential valve keeps a
difference in the pressure between the speed clutch and direction clutch. Both valves work in combination to
engage a speed clutch before a direction clutch is engaged. This arrangement provides for smooth engagement of
the transmission and allows most of the load to be taken up by the direction clutches. The safety valve keeps the
transmission from engaging when the engine is started with the transmission in a speed position.

Oil, at speed clutch pressure, goes from the pressure control valve body (12) through a passage to selector valve
body (22). The oil goes through the selector valve body to speed selection spool (27). The speed selection spool
is in a position to send oil to one of the three speed clutches. The speed selection spool is connected by linkage
to the selection lever of the transmission. The position of speed selection spool (27) is controlled by the position
of the selection lever.

Oil, at direction clutch pressure, goes through a passage in pressure control body (12) to selector valve body
(22). The oil goes through the selector valve body to direction selection spool (23). The direction selection spool
is in a position to send oil to one of the two direction clutches. The direction selection spool is connected by
linkage to the selection lever of the transmission. The position of direction selection spool (23) is controlled by
the position of the selection lever.

The location of the transmission selection lever is at the left side of the operator's seat. The mechanical linkage
connects the selection lever to the selection spools. Speed shifts are made by the movement of the selection lever
to the front or back. Direction shifts are made by the movement of the selection lever to the left or right.

Operation
When the engine is started, with the selection lever in NEUTRAL, oil goes through a passage in valve body (12)
to modulation valve (18). The oil goes around the modulation valve to differential and safety valve (19). The oil
goes through a passage in the valve. Part of the oil goes out of valve body (12) to selection valve body (22). The
position of speed selection spool (27) lets this oil start to fill the No. 3 clutch. Part of the oil opens the poppet
valve in differential and safety valve (19). This oil goes into the chamber between valve (19) and the cover of
valve body (12). Since valve (19) is against the cover, a passage is open from the chamber to the right end of
speed selection spool (27). When speed selection spool (27) is in the NEUTRAL position, the passage is closed
to reservoir (24). The pressure of the oil in the chamber increases. Valve (19) moves away from the cover of
valve body (12).

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When the area behind the piston in the No. 3 clutch is filled with oil, the pressure of the oil increases. The
increase in pressure will move modulation valve (18) against the force of its spring. The movement of the
modulation valve (18) closes the passage from the transmission oil filter (21). This stops the increase in pressure
in the speed clutch for a short period of time.

At the same time, the increase in the pressure in the speed clutch moves differential and safety valve (19) against
the force of its spring. Differential and safety valve moves until the orifices in the spool are opened to a passage
that goes to selection valve body (22). The position of speed selection spool (27) keeps the oil from going to a
direction clutch. The differential and safety valve also closes a passage from valve body (12) to the reservoir.
The movement of the differential and safety valve lets oil go through the center of the differential and safety
valve to check valve (15). The check valve moves and closes a passage from valve body (12) to the reservoir.
When both of the passages are closed, pressure oil goes through an orifice in check valve (15) to the chamber
behind load piston (11).

As the pressure of the oil in the chamber behind load piston (11) increases, the load piston will move toward the
modulation valve. The pressure of the oil behind the load piston and the force of the spring will move the
modulation valve (18). The modulation valve opens the passage from the filter to differential and safety valve
(19). The position of valve (19) lets the oil go from valve body (12) to selection body (22). This causes the
pressure of the oil in the speed clutch to increase.

As the pressure in the speed clutch increases, modulation valve (18) moves and stops the oil to the speed clutch
again. This causes differential and safety valve (19) to again move against the force of its spring. The oil can
again go through the orifice in check valve (15) to the chamber behind load piston (11). The pressure of the oil
behind the load piston and the force of the spring again move the modulation valve. The modulation valve again
opens and lets oil go to the speed clutch. This cycle takes place again and again until the load piston moves
completely against its stop. Speed clutch pressure is then at a maximum of approximately 350 psi 24.6 kg/cm2).
The pressure stopped by direction selection spool (23) and felt on the load piston (11) is approximately 55 psi
(3.9 kg/cm2) less than the speed clutch pressure. This gradual increase in pressure is called modulation.
Modulation valve (18) gives modulation for all the clutches (speed and direction).

The force of the spring which is acting on the end of differential and safety valve (19) is approximately 55 psi
(3.9 kg/cm2) the same as the pressure acting on the opposite end. Thus the valve will balance at a point where
the pressure in the direction clutch is about 55 psi (3.9 kg/cm2) less than the pressure in the speed clutch.

When the selection lever is moved from NEUTRAL to FIRST REVERSE, speed selection spool (27) moves to
the left. The movement of spool (27) lets oil in the No.3 clutch go to reservoir (24) and to the No.5 clutch. At the
same time, speed selection spool (27) opened a passage to direction spool (23). The direction selection spool is
in a position to let oil go to the No.2 clutch.

As the pressure in the No.3 clutch decreases, the force of the spring moves differential and safety valve (19).
Differential and safety valve (19) moves and opens a passage to reservoir (24). The pressure in the direction
clutch circuit decreases.

The oil fills the No.5 clutch. As the pressure in the piston behind the No.5 clutch increases, the pressure is felt at
the bottom of differential and safety valve (19). The differential and safety valve moves against the force of its
spring and closes the passage to reservoir (24). Oil goes through the differential and safety valve and out valve
body (12). The oil goes through a passage in valve body (22) to the No.2 clutch. The oil starts to fill the No.2
clutch.

At this time, the modulation valve (18) and load piston (11) go through the modulation sequence. The
modulation valve and load piston go through the modulation sequence until the full pressures of operation are
reached in the speed and direction clutches. The hydraulic controls are now in the positions shown in the
schematic.

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The same sequence is done for each shift. When the transmission selection lever is moved, speed selection spool
(27) moves and decreases the pressure of the oil in the clutch circuits. At the same time, speed selection spool
(27) opens passages for pressure oil to the clutches for the next speed. As the pressures in the clutch circuits
increase, the speed clutch and then the direction clutch are engaged. When the full pressures of operation are
reached, the machine will be in the next speed. The operation of the hydraulic controls is the same when both
speed and direction are changed.

Safety Valve
The safety valve (19) prevents movement of the machine if the engine is started in a speed position or if the
pressure in the hydraulic controls decreases.

When the machine is operating with the selection lever in a speed position, pressure oil in the chamber between
valve (19) and the cover of valve body (12) keeps valve (19) away from the cover. The position of the spool lets
oil go the speed and direction clutches. The clutches for that speed are engaged and the operation of the
transmission hydraulic controls is normal.

When the pressure of the oil in the chamber is low (engine stopped), valve (19) is all the way against the cover
of valve body (12). Valve (19) will not move until the pressure in the chamber increases.

When the engine is started with the selection lever in a speed position, the oil from modulation relief valve (18)
goes to valve (19). Since the pressure in the chamber is low, valve (19) is all the way against the cover. Oil goes
through a passage in the valve. Part of the oil goes out of valve body (12) to selection valve body (22). This oil
starts to fill a speed clutch. Part of the oil from modulation valve (18) opens the poppet valve in valve (19). This
oil goes into the chamber between valve (19) and the cover of valve body (12). Since valve (19) is against the
cover, a passage is open from the chamber to the right end of speed selection spool (27). When speed selection
spool (27) is in a speed position, the right end is open to reservoir (24). The pressure of the oil in the chamber
between valve (19) and valve body (12) does not increase. Valve (19) does not move and stops the oil to the
direction clutch. Since both a speed and direction clutch must be engaged in the transmission, the machine will
not move.

The poppet valve in valve (19) prevents the valve from moving all the way against the cover when the
transmission makes a shift.

The selection lever must be moved to NEUTRAL before oil can go to the direction clutch circuit. When the
selection lever is in NEUTRAL, speed selection spool (27) closes the passage at the right end of the spool to
reservoir (24). The pressure in the chamber between valve (19) and the cover can increase. Valve (19) moves
and oil can go to the direction clutch circuit.

Relief Valve For Torque Converter Outlet

The relief valve (3) for the converter outlet keeps the pressure in the torque converter constant by controlling the
rate that oil is released from the torque converter.

Pressure oil from torque converter (1) goes into housing (2) for the relief valve. It goes through a hole in the
valve spool into the chamber between the slug and valve spool. The pressure oil can now move the relief valve
against the force of the spring. When the pressure of the oil in the chamber becomes higher than the force of the
spring, the valve spool moves. The movement of the valve spool opens a passage to oil cooler bypass valve (5).
The valve spool will move and release pressure oil from the torque converter until the pressure of the oil in the
torque converter is approximately 42 psi (2.9 kg/cm2).

Oil Cooler Bypass Valve

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The oil cooler bypass valve (5) controls the amount of oil that can go through air cooled oil cooler (4). The
bypass valve is controlled by the temperature of the oil from relief valve (3) for torque converter outlet.

When the temperature of the oil is less than 135° F (57° C), valve (5) is open and lets all the oil go to water
cooled oil cooler (6). When the temperature of the oil is 135° F (57° C), valve (5) starts to close and lets most of
the oil go to water cooled oil cooler (6) and some of the oil go through air cooled oil cooler (4). When the
temperature of the oil is 170° F (77° C), valve (5) closes all the way and lets all the oil go through air cooled oil
cooler (4) to water cooled oil cooler (6). From water cooled oil cooler (6), the oil goes to lubrication relief valve
(8).

Torque Divider (Power Shift)

The torque divider connects the engine to the planetary transmission. This connection is both a hydraulic
connection and a mechanical connection. The hydraulic connection is through a torque converter. The
mechanical connection is through a planetary gear set.

The torque converter uses oil from the transmission hydraulic controls to multiply the torque to the transmission.
When the machine is working against a low load, the torque multiplication is low. When the machine is working
against a high load, the torque multiplication is higher. A higher torque can then be sent to the transmission
during high load conditions. The planetary gear set also multiplies the torque from the engine by making an
increase in the mechanical advantage through its gears. This torque multiplication also makes an increase as the
load on the machine becomes higher. During no load conditions, neither the torque converter nor the planetary
gear set can multiply the torque from the engine.

TORQUE DIVIDER OPERATION

1. Torque divider housing. 2. Rotating housing. 3. Diesel engine flywheel. 4. Ring gear. 5. Impeller. 6. Sun gear. 7. Outlet port. 8. Turbine.
9. Output shaft. 10. Planet carrier. 11. Inlet port. 12. Planet gears. 13. Carrier. 14. Stator.

The torque divider is installed into flywheel (3). Torque divider housing (1) is installed on the engine flywheel
housing. Output shaft (9) is connected to the planetary transmission. A bearing at the rear of housing (1) holds
the torque divider in alignment with the flywheel.

The planetary gear set is made up of a sun gear (6), planet carrier (10), planet gears (12) and ring gear (4). Sun
gear (6) is connected to flywheel (3) by splines. Planet carrier (10) is connected to output shaft (9) by splines.
Planet gears (12) are held by planet carrier (10) and are engaged with the sun gear (6) and ring gear (4).
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The torque converter is made up of housing (2), impeller (5), turbine (8) and stator (14). Housing (2) is
connected to flywheel (3) by splines. Impeller (5) is connected to housing (2) by bolts. The turbine (8) is
connected to ring gear (4) by splines. Stator (14) is connected to carrier (13) by bolts. Carrier (13) is connected
to the torque divider housing (1) and can not turn.

Oil for the operation of the torque converter is from the transmission hydraulic controls. A relief valve for
converter inlet controls the pressure of the oil to the torque converter. A relief valve for converter outlet controls
the pressure of the oil in the converter.

Operation
The torque converter is driven by the engine through housing (2). The planetary gear set is driven by the engine
through sun gear (6). These connections let the torque output of the engine go in two separate directions.
Because of the larger radius of ring gear (4), most of this torque is sent by the torque converter through the ring
gear to planet gears (12). The remainder of the torque is sent by sun gear (6) to planet gears (12). If planet carrier
(10) has no resistance to rotation (no load), sun gear (6), planet gears (12), planet carrier (10) and ring gear (4)
will turn at the same speed. The torque from the converter and from the planetary gear set is now through the
planet carrier to output shaft (9) and the planetary transmission. Neither the torque converter nor the planetary
gear set can multiply the torque from the engine when they are turning at the same speed.

When the machine has a load, planet carrier (10) has a resistance to rotation. Since sun gear (6) is turning at the
rpm of the engine, this resistance to rotation causes planet gears (12) to turn on their shafts. Their rotation is
opposite the rotation of ring gear (4). This causes a reduction in the speed of the ring gear. Since turbine (8) is
connected to the ring gear, a reduction in speed will cause the torque converter to multiply the torque of the
engine from housing (2). The torque multiplication is sent to planet carrier (10) and the output shaft through the
ring gear.

With the reduction in the speed of the ring gear, the torque of the engine through sun gear (6) and the planetary
gear set also multiplies. This torque multiplication is also sent to planet carrier (10) and the output shaft.

If the resistance to rotation of planet carrier (10) becomes higher (more load on the machine), the ring gear will
make more of a reduction in speed. The slower speed will let the torque multiplication through both the torque
converter and the sun gear become higher. If the resistance to rotation of the planet carrier becomes high enough,
the ring gear will stop. During some very high load conditions, the rotation of the planet carrier and the output
shaft will also stop. This will cause the ring gear to turn slowly in the opposite direction. At this time the torque
multiplication of the torque converter and the sun gear is at its maximum.

Operation of the Torque Converter

Oil for the operation of the torque converter goes through inlet port (11) in carrier (13) to impeller (5). The
rotation of the impeller gives force to the oil. The impeller sends the oil toward the outside of the impeller,
around the inside of housing (2) to turbine (8). The force of the oil hitting the blades of the turbine causes the
turbine to turn. Since the turbine is connected to ring gear (4), torque is sent to planet gears (12). At this point in
time, the torque given to the turbine by the force of the oil from the impeller can not be more than the torque
output of the engine to the impeller.

As the oil goes from the turbine, it is moving in a direction opposite to the direction of impeller (5) rotation.
Stator (14) causes the oil to change direction. Since the stator is connected to carrier (13) and can not turn, most
of the oil is sent back to impeller (5). The remainder of the oil goes from the stator through outlet port (7) to the
oil cooler and the transmission lubrication system.

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FLOW OF OIL THROUGH TORQUE CONVERTER

2. Housing. 5. Impeller. 8. Turbine. 14. Stator.

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 then the different loads on the machine that control the amount of
torque multiplication that the force of the oil from the stator can add.

Torque Divider Lubrication

Oil for the lubrication of the torque divider bearings and the planetary gear set is from the supply used for the
operation of the torque converter. The bearings are constantly running in oil. Bearings and gears in the planetary
gear set and the pilot bearing get lubrication through passages in the output shaft. The output shaft bearing gets
lubrication from normal oil leakage by a piston ring-type seal.

Transmission (Power Shift)

The transmission is composed of two planet carriers containing five planetary systems and five hydraulically-
actuated clutches. The two front clutches (No. 1 and No. 2) are directional clutches, determining forward or
reverse direction, respectively. The three rear clutches (No. 3, No. 4 and No. 5) are speed clutches providing
second, third and first speed, respectively.

Neutral
When the transmission control lever is in the NEUTRAL slot, the No. 3 clutch is engaged. However, the
construction of the selector control valve is such that pressure oil is not available to the directional valve spool.
(A directional clutch and a speed clutch must be engaged to transmit torque to the bevel pinion.)

The No.3 clutch ring gear is held stationary by the engaged clutch. The ring gear is connected to the No.2 carrier
(rear carrier); therefore, the No.2 carrier is held stationary. The power flow is transmitted through the input shaft
which can be used as a power take-off.

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NEUTRAL (No.3 Clutch Engaged)

1. No.5 planet gear.

2. No.5 clutch ring gear.

3. No.5 clutch.

4. No.4 inner planet gear.

5. No.4 clutch ring gear.

6. No.4 clutch.

7. No.3 planet gear.

8. No.3 clutch.

9. No.3 clutch ring gear.

10. No.2 clutch.

11. No.2 clutch ring gear.

12. No.1 clutch.

13. No.1 clutch ring gear.

14. No.2 inner planet gear.

15. No.2 carrier.

16. No.1 sun gear.

17. Transfer gear.

18. No.2 sun gear.

19. Input shaft.

20. Bevel pinion drive gear.

21. No.3 sun gear.

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22. Bevel pinion.

23. No.1 carrier.

24. No.5 sun gear.

25. No.4 sun gear.

26. No.4 outer planet gear.

27. Output shaft.

28. No.2 outer planet gear.

29. No.1 planet gear.

First Speed Forward

In first speed forward, the No. 1 and No. 5 clutches are engaged holding the No. 1 and No. 5 clutch ring gears
stationary. The input shaft drives the No. 1 sun gear. The sun gear meshes with the No. 1 planet gears, forcing
them to rotate within the No. 1 clutch ring gear. This forces the No. 1 carrier to rotate in the same direction as
the input shaft. The No. 1 and No. 2 carriers and the No. 3 clutch ring gear are connected mechanically;
therefore, the No. 2 carrier rotates also. The torque to the output shaft is applied by both the No. 3 planet gears
acting on the No. 3 sun gear, and the No. 5 planet gears acting on the No. 5 sun gear. The power is then
transmitted to the bevel pinion by the transfer gear.

POWER FLOW-FIRST SPEED FORWARD (No. 1 and No. 5 Clutches Engaged)

1. No.5 planet gear.

2. No.5 clutch ring gear.

3. No.5 clutch.

7. No.3 planet gear.

9. No.3 clutch ring gear.

12. No.1 clutch.

13. No.1 clutch ring gear.

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15. No.2 carrier.

16. No.1 sun gear.

17. Transfer gear.

19. Input shaft.

20. Bevel pinion drive gear.

21. No.3 sun gear.

22. Bevel pinion.

23. No.1 carrier.

24. No.5 sun gear.

27. Output shaft.

29. No.1 planet gear.

Second Speed Forward

In second speed forward, the No. 1 and No. 3 clutches are engaged, holding the No. 1 clutch ring gear and the
No. 3 clutch ring gear and No. 2 carrier stationary. The torque, therefore, is transmitted from the No. 1 sun gear
to the No. 1 planet gears, through the No. 3 planet gears, to the output shaft. The output shaft, in turn, transmits
torque to the bevel pinion.

POWER FLOW-SECOND SPEED FORWARD (No.1 and No.3 Clutches Engaged)

7. No.3 planet gear.

8. No.3 clutch.

9. No.3 clutch ring gear.

12. No.1 clutch.

13. No.1 clutch ring gear.

15. No.2 carrier.

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16. No.1 sun gear.

19. Input shaft.

23. No.1 carrier.

27. Output shaft.

29. No.1 planet gear.

Third Speed Forward

In third speed forward, the No. 1 and No. 4 clutches are engaged, holding the No. 1 and No. 4 clutch ring gears
stationary. The No. 1 sun gear and planets drive the No. 1 carrier. The No. 4 sun gear rotates with the carrier and
drives the No. 4 inner planet gears which, in turn, drive the outer planet gears. The outer planet gears cause the
No. 2 carrier and No. 3 clutch ring gear to rotate in the opposite direction of the No. 1 carrier. The No. 3 clutch
ring gear drives the No. 3 planet gears which transmit the torque to the No. 3 sun gear on the output shaft.

POWER FLOW-THIRD SPEED FORWARD (No. 1 and No. 4 Clutches Engaged)

4. No.4 inner planet gear.

5. No.4 clutch ring gear.

6. No.4 clutch.

7. No.3 planet gear.

9. No.3 clutch ring gear.

12. No.1 clutch.

13. No.1 clutch ring gear.

15. No.2 carrier.

16. No.1 sun gear.

19. Input shaft.

21. No.3 sun gear.

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23. No.1 carrier.

25. No.4 sun gear.

26. No.4 outer planet gear.

27. Output shaft.

29. No.1 planet gear.

Second Speed Reverse

POWER FLOW-SECOND SPEED REVERSE (No. 2 and No. 3 Clutches Engaged)

7. No.3 planet gear.

8. No.3 clutch.

9. No.3 clutch ring gear.

10. No.2 clutch.

11. No.2 clutch ring gear.

14. No.2 inner planet gear.

15. No.2 carrier.

18. No.2 sun gear.

19. Input shaft.

21. No.3 sun gear.

23. No.1 carrier.

27. Output shaft.

28. No.2 outer planet gear.

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In second speed reverse, the No. 2 and No. 3 clutches are engaged, holding their respective ring gears stationary.
The No. 2 carrier is held stationary by the No. 3 clutch. The No. 2 sun gear drives the No. 2 inner planet gears
which, in turn, drive the outer planet gears. The outer planet gears cause the No. 1 carrier to be driven in the
opposite direction of the input shaft.

The No. 3 planet gears transmit the torque to the No. 3 sun gear on the output shaft, turning the output shaft in
the same direction as the input shaft.

First And Third Speeds Reverse

For first speed reverse the No. 2 and No. 5 clutches are engaged. The operation is essentially the same as first
speed forward. The difference being that the No. 2 gear train is used instead of the No. 1. The extra set of planet
gears in the No. 1 carrier causes the No. 1 carrier rotation and therefore the output shaft rotation to be reversed.

For third speed reverse the No. 2 and No. 4 clutches are engaged.

Transmission Lubrication
Oil from the oil cooler flows to the transmission lubrication relief valve, mounted on the front of the
transmission. From here is directed through two passages to the No. 1 and No. 2 planet carriers. The relief valve
is a spring-loaded dump valve. When the pressure of the lubricating oil exceeds the force of the dump return
spring, the valve moves against the spring allowing excess oil to flow through the orifices in the dump valve,
returning to the sump.

The oil flows through the No. 1 and No. 2 carrier lubrication tubes.

The oil passing through the No. 1 carrier tube flows through a passage in the front bearing cage and lubricates
the bearings. An oil manifold directs oil to the passages in the planet gear shafts to lubricate the planet gear shaft
bearings in the No. 1 carrier.

TRANSMISSION LUBRICATION
1. Passage in transfer gear case. 2. Bearing drain passage. 3. Passage in bearing cage. 4. Front bearing. 5. Passage through the clutch
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housing. 6. Passage in front bearing cage. 7. No.1 carrier lubrication tube. 8. No.2 carrier lubrication tube. 9. Transmission lubrication
relief valve.

The oil passing through the No. 2 carrier lubrication tube flows through a passage in the clutch housings to a
passage in the transfer gear case. The oil passes through the rear bearing cage and lubricates the No. 2 carrier
planet gear shaft bearings. Lateral passages in the plate assembly between the No. 1 and No. 2 clutch housings
direct some of the oil to spray on the clutch plates and discs for lubrication and cooling. The other components
of the transmission and transfer drive are splash lubricated. The oil is then returned to the sump.

LUBRICATION RELIEF VALVE

1. Port to No.1 planet carrier. 2. Dump valve. 3. Dump valve return spring. 4. Dump chamber. 5. Port to No.2 planet carrier.

Transmission (Direct Drive)

The direct drive transmission is of the sliding gear type and is enclosed in a separate case. Two gear selector
levers are provided to obtain speed and directional selection. One selector lever controls the shifter fork for
selecting forward or reverse. The other selector lever controls three shifter forks for selection of different speeds,
as shown in the chart.

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TRANSMISSION GEAR ARRANGEMENT

1. Uppershaft.

2. Countershaft.

3. Bevel pinion shaft.

A. Forward and reverse sliding gear.

B. First speed gear.

C. Second speed gear.

D. Third speed gear.

E. Fourth speed gear.

F. Fifth speed gear.

G. Reverse drive gear.

H. First speed sliding gear.

I. Second speed sliding gear.

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J. Third speed sliding gear.

K. Fourth speed sliding gear.

L. Fifth speed sliding gear.

M. Reverse idler gear.

A locking mechanism actuated by the flywheel clutch control lever locks the sliding gears in position when the
flywheel clutch is engaged.

The reverse drive gear (G) is always in mesh with the reverse idler gear (M).

TRANSMISSION SHAFT LOCATIONS (FRONT VIEW)

1. Upper shaft. 2. Countershaft. 3. Bevel pinion shaft.

POWER FLOW

Transmission Lubrication
Lubricating oil is supplied by the flywheel clutch and transmission oil pump. Oil is delivered through an inlet
tube to oil manifold (1), which sprays oil downward over the transmission gears. The transmission lubrication
regulator valve (2) located on the front of the transmission case at the end of manifold (1), limits the pressure of
the lubricating oil and directs excess oil to the transmission sump. Cored passages (3) in the transmission case
carry oil from the valve to the forward bearings of upper shaft (4), countershaft (5) and bevel pinion shaft (6).
Drilled passage (7) in shaft (6) carries oil to a cross-drilled passage, which directs the oil to the reverse idler gear
bearing. The bearings on the rear of shafts (4), (5) and (6) are splash lubricated.

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SCHEMATIC OF TRANSMISSION LUBRICATION SYSTEM

TRANSMISSION LUBRICATION
1. Manifold. 2. Regulator valve. 3. Passages.

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TRANSMISSION LUBRICATION
4. Upper shaft. 5. Countershaft. 6. Bevel pinion shaft. 7. Drilled passage.

Flywheel Clutch (Direct Drive)

The oil clutch transmits torque from the diesel engine flywheel (10) to the transmission input shaft. When the
clutch is ENGAGED, the clutch actuating mechanism forces the pressure plates (8) and driven disc assemblies
(9) together to rotate as a unit. The clutch is maintained in the ENGAGED position by the over-center cam
action of the cam link and roller assemblies (17) against the clutch loading plate (16).

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FLYWHEEL CLUTCH OPERATION AND LUBRICATION

1. Brake drum.

2. Bearing cage.

3. Clutch shaft.

4. Oil passage in clutch shaft.

5. Oil pump drive gear.

6. Thrust washers.

7. Sliding collar assembly.

8. Pressure plates.

9. Driven disc assemblies.

10. Diesel engine flywheel.

11. Loading plate bearings.

12. Pilot bearing.

13. Clutch shaft rear bearing.

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14. Oil passage in clutch hub.

15. Clutch hub.

16. Clutch loading plate.

17. Cam link and roller assembly.

18. Oil return passage in bearing cage.

19. Oil inlet passage in bearing cage.

20. Oil pump.

21. Rear bearing retainer.

22. Oil pump driven gear.

23. Yoke assembly.

24. Oil pump screen.

25. Oil drain holes in flywheel.

When the flywheel clutch control lever is moved to the DISENGAGED position, yoke assembly (23), sliding
collar assembly (7) and cam link and roller assemblies (17), move away from clutch loading plate (16). This
allows flywheel (10) and pressure plates (8) to rotate relative to the driven disc assemblies (9), clutch hub (15)
and clutch shaft (3).

After the clutch is DISENGAGED, rotation of the drive shaft and clutch shaft can be stopped by moving the
flywheel clutch control lever forward. This action moves a brake shoe, which is mounted on a spring loaded
lever, in contact with brake drum (1), which is bolted to the clutch shaft.

A single-section gear-type pump (20) provides pressure oil to cool and lubricate the oil clutch and the hydraulic
pump drive gears. The pump operates whenever the diesel engine is running. Oil is supplied to the pump from
the bottom of the flywheel housing through screen (24) and a passage in the flywheel clutch housing. After
passing through the pump, oil flows to the flow control valve. Oil then flows through a passage in the clutch
cover, and flywheel housing to the hydraulic pump drive gears. When the oil pressure reaches approximately 5
psi (0.36 kg/cm2), oil is permitted to flow through the flywheel clutch. An oil drain-back passage (18) prevents
the buildup of pressure oil against the seal at the rear of the flywheel clutch housing.

The pilot bearing (12) is lubricated by oil which seeps past the spline on the clutch shaft and clutch hub. The
pressure plates (8) and driven disc assemblies (9) are cooled by oil which is thrown by centrifugal force of the
rotating clutch shaft and hub. The oil then passes through passages (25) in the flywheel and returns to the bottom
of the flywheel housing where the lubrication cycle is repeated.

Gear Shift And Interlock Mechanism

There are two transmission shift levers and one flywheel clutch lever to control the gear shift and interlock
mechanism. The two transmission shift levers are contained in one housing which is bolted to the right side of
the transmission case. The flywheel clutch lever is mounted on a bracket bolted to the left rear portion of the
tractor frame assembly.

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GEAR SHIFT AND INTERLOCK MECHANISM (Viewed From Rear)

1. Forward-reverse lever. 2. Speed selector lever. 3. Bearing. 4. Lever. 5. Bearing. 6. Forward-reverse shifter fork. 7. Lever. 8. Gate. 9.
Fifth speed shifter fork. 10. Guide. 11. Third and fourth speed shifter fork. 12. First and second speed shifter fork. 13. Shifter shaft.

By moving the two control levers, various combinations of gears can be selected to give five forward and four
reverse speeds. The forward or reverse direction is selected by the forward-reverse lever (1) while the speed
selector lever (2) is used to select the desired speed.

When the tractor is used for belt work or other stationary work, or when idling with the flywheel clutch
ENGAGED, keep the forward and reverse lever in the FORWARD position, toward the operator. This will keep
the counter-shaft rotating and furnish lubricant to the transmission upper shaft bearings.

The three forks (9), (11) and (12) are controlled by the speed selector lever (2). The fork (6) is controlled by the
forward and reverse lever (1).

The interlock mechanism, attached to the gear shift housing, holds the shifter forks and transmission gears in
position when the clutch is ENGAGED.

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GEAR SHIFT AND INTERLOCK MECHANISM (Viewed From Right)

1. Forward-reverse lever. 2. Speed selector lever. 4. Lever. 7. Lever. 9. Fifth speed shifter fork. 10. Guide. 11. Third and fourth speed
shifter fork. 12. First and second speed shifter fork. 13. Shifter shaft. 14. Flywheel clutch lever. 15. Plunger (four). 16. Plate. 17. Spring
(four). 18. Interlock shaft.

The interlock mechanism consists of spring-loaded plungers (15), which fit into notches on the shifter shafts
(13), and an interlock shaft (18), which is connected by a lever and rod to the flywheel clutch control lever (14).
The cam on the interlock shaft locks the plungers in the notches on the shifter shafts when the flywheel clutch is
ENGAGED, thereby preventing the transmission gears from sliding out of position. When the clutch is
DISENGAGED, the interlock shaft is rotated, allowing the plungers to be forced out of the notches as the gears
are shifted. Only a small load, created by the spring-loaded plungers, need be overcome to make a shift change.

Steering Clutches, Brakes And Final Drive

Steering Clutches And Final Drive
The bevel pinion shaft in the transmission, drives the bevel gear. Both ends of the bevel gear shaft (1) are splined
into the hub of a steering clutch driving drum. Springs force the pressure plate assembly (4), driving discs (7)
and disc assemblies (8) against the driving drum (3). The steering clutches are disengaged by oil pressure acting
behind the steering clutch piston (5) which causes the piston to move outward against the steering clutch spring
retainer (6). This moves the steering clutch pressure plate (4) out of contact with the discs to disengage the
clutch.

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STEERING CLUTCH
1. Bevel gear shaft. 2. Steering clutch release bearing assembly. 3. Steering clutch driving drum. 4. Pressure plate assembly. 5. Steering
clutch piston. 6. Steering clutch spring retainer. 7. Driving disc. 8. Disc assembly.

The steering clutch driven drum encloses the pressure plate assembly, driving discs, disc assemblies and driving
drum. Teeth on the outer diameter of each disc assembly mesh with teeth in the driven drum.

The steering clutch driven drum connects to the final drive flange on the final drive pinion. The final drive hub is
splined into the sprocket.

The bevel gear, bevel gear shaft, steering clutch and final drive pinion rotate as a unit. Disengaging a steering
clutch disconnects the drive between the bevel gear shaft and the final drive pinion.

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FINAL DRIVE
9. Steering clutch driven drum. 10. Final drive pinion flange. 11. Final drive pinion. 12. Idler pinion gear. 13. Final drive gear. 14. Final
drive sprocket. 15. Outer bearing adjusting nut. 16. Sprocket shaft. 17. Duo-Cone seals. 18. Sprocket retaining nut. 19. Bearing support
assembly.

Steering Clutch Hydraulic Control

Filtered pressure oil is delivered by the transmission oil pump to the steering clutch hydraulic control valve
housing located on the bevel gear compartment cover.

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STEERING CLUTCH HYDRAULIC CONTROL

1. Shaft. 2. Shaft. 3. Lever. 4. Lever. 5. Plunger.

The steering clutch control levers are connected, through mechanical linkages, to levers on the shafts (1) and (2).
When the control levers are pulled to release the steering clutches, shafts (1) and (2) are rotated causing levers
(3) and (4) to contact plungers (5) and move them to the rear. The plungers operate control valve spools which
direct oil to control pistons (6) in the steering clutch hubs. The oil behind the pistons moves them toward the
steering clutches, compressing steering clutch springs (7) and moving pressure plate (8) out of contact with the
clutch discs, releasing the clutches.

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CONTROL PISTON OPERATION

6. Piston. 7. Spring. 8. Pressure plate.

Flow of Oil
The steering clutch hydraulic control valve acts as a pressure reducing valve to control the amount of oil
pressure behind the control pistons in the steering clutch hubs. The oil flow through the valve is as follows: See
Fig. 1. Pressure oil enters the control valve spool housing (6) through a port (not shown) in the top of the
housing and fills chamber (11). When both steering clutches are engaged, the oil in the chamber is blocked by
valve spools (5) and (19) from passing into outlet ports (2) and (17) to the steering clutch hubs. Slots (12) in the
valve spools allow a portion of the oil in the chamber to be bled off for lubrication of the operating mechanism
in shaft housing (7). The oil level in the housing is maintained by a standpipe (9). The overflow oil flows
through the standpipe and lubricates the bevel gear and pinion and the bevel gear shaft bearings.

The outlet ports (2) and (17) connect to oil lines which lead to the steering clutch hubs. With the clutches
engaged, the oil in the steering clutch hubs and lines is at 0 PSI. The outlet ports are open to the oil sump in the
bevel gear compartment through standpipe (8) and slots (1) and (15) in the valve spools.

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FIG. 1. FLOW OF OIL-SCHEMATIC Both Clutches Engaged

1. Slots (two). 2. Outlet port. 3. Passage. 4. Cavity. 5. Valve spool. 6. Valve spool housing. 7. Shaft housing. 8. Standpipe. 9. Standpipe. 10.
Spring. 11. Chamber. 12. Slots. 13. Plug. 14. Slug. 15. Slots (two). 16. Passage. 17. Outlet port. 18. Cavity. 19. Valve spool. 20. Washer.
21. Spring. 22. Plunger.

See Fig. 2. Either or both steering clutches may be partially released by pulling the steering clutch control levers
part way back. When the right steering clutch control lever is pulled part way back, plunger (22) is moved to the
rear exerting a force on spring (21) moving valve spool (19) to the rear compressing spring (10). The movement
of the valve spool opens outlet port (17) to chamber (11) allowing pressure oil to flow to the right steering clutch
control piston, compressing the clutch springs. As the pressure increases behind the clutch control piston, the
pressure increase is sensed in cavity (18) through passage (16) in the valve spool. When the combined force of
oil pressure in cavity (18) [in front of slug (14)] and the force of spring (10) becomes slightly greater and
overcomes the force of spring (21), valve spool (19) moves forward cutting off the flow of pressure oil through
port (17). Thus, valve spool (19) is in a balanced position, maintaining a pressure behind the right clutch control
piston. The amount of oil pressure is established by the position of plunger (22) which in turn determines the
amount of force spring (21) exerts on valve spool (19). The pressure at which the clutches begin slipping
depends upon the load being applied to the machine.

FIG. 2. FLOW OF OIL - SCHEMATIC Left Clutch ENGAGED, Right Clutch Slipping
2. Outlet port. 3. Passage. 4. Cavity. 5. Valve spool. 10. Spring. 11. Chamber. 14. Slug. 16. Passage. 17. Outlet port. 18. Cavity. 19. Valve
spool. 21. Spring. 22. Plunger.

NOTE: Passages (3) and (16) in valve spools (5) and (19) are open to outlet ports (2) and (17) regardless of the
position of valve spools. Thus, the amount of oil pressure behind the clutch control pistons, is always sensed in
cavities (4) and (18).

See Fig. 3. When the right steering clutch control lever is pulled all the way back to disengage the right steering
clutch, plunger (22) is moved to the rear exerting a force on spring (21). This in turn forces valve spool (19) to
the rear until it contacts plug (13). The plunger continues to move to the rear, compressing the spring, until the
shoulder in the spring bore contacts washer (20). The plunger is then bottomed against the shoulder in the valve
spool housing. Outlet port (17) is then open to chamber (11) and the maximum oil pressure in the system is
acting on the right steering clutch control piston, compressing the clutch springs and releasing the right steering
clutch. In this position, there is no pressure modulating action of valve spool (19) as plunger (22) is in direct
contact with the valve spool.
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FIG. 3. FLOW OF OIL - SCHEMATIC Left Clutch ENGAGED, Right Clutch Fully Released
11. Chamber. 13. Plug. 17. Outlet port. 19. Valve spool. 20. Washer. 21. Spring. 22. Plunger.

When the right steering clutch lever is moved to engage the right steering clutch, the oil pressure in cavity (18)
[created by the compression of the clutch springs in the right steering clutch] and force of springs (10) and (21),
returns the plunger (22) and valve spool (19) to their neutral position. See Fig. 1. This allows the oil behind the
steering clutch control piston to return to the sump through standpipe (8). The oil flow to disengage the left
steering clutch is the same as described for the right steering clutch.

Brakes And Brake Control Linkage

BRAKE AND BRAKE CONTROL LINKAGE

1. Lock pawl. 2. Parking brake linkage. 3. Ratchet. 4. Parking brake lever. 5. Pedal. 6. Shaft. 7. Control lever. 8. Spring. 9. Control linkage.
10. Lever. 11. Link. 12. Lever shaft. 13. Strut support lever assembly. 14. Strut. 15. Toggle link. 16. Lever shaft. 17. Lever assembly. 18.
Band.

Two contracting-band-type brakes, which operate independently of one another, are used to supplement the
action of the steering clutch or to stop the tractor. Either or both brakes can be held in the locked position by the
brake lock pawls (1). These pawls are actuated by a single hand lever.

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The operation of both brakes is the same. When pedal (5) is depressed, control linkage (9) moves control lever
(7) forward. Shaft (6) and lever (10) rotate and pull up on link (11). This flattens toggle links (15) and causes
strut support lever assembly (13) and lever assembly (17) to rotate about lever shafts (12) and (16). Struts (14)
are forced against lugs on band (18), causing band to contract on drum.

When pedal is released, spring (8) returns pedal, linkage and brake band to brake released position.

The parking brake is engaged by depressing either or both pedals and pushing parking brake lever (4) down.
This moves parking brake linkage (2) forward, engaging pawl (1) with ratchet (3). The brakes are held in applied
position by the pawls that hold linkage in engaged position.

Undercarriage

TRACK ROLLER FRAME GROUP

1. Sprocket. 2. Recoil spring (beneath cover). 3. Track adjuster (beneath cover). 4. Track carrier roller. 5. Front idler. 6. Track. 7. Track
rollers. 8. Track roller frame.

The undercarriage connects to the chassis and final drive to support machine weight and provide mobility. Two
separate track assemblies are maintained in parallel alignment by the diagonal braces, but are free to oscillate
independently.

Track carrier rollers support the track between sprocket and idler. Front idlers guide the track. Track rollers ride
the rails formed by the track links and distribute the weight of the machine along the track.

Front idlers, track rollers and track carrier rollers use Duo-Cone floating seals to retain lubricant and keep out
dirt.

The machine is equipped with hydraulic track adjusters.

Track Roller Frame

The track roller frames attach to the final drive shafts and to the steering clutch and bevel gear case. The roller
frames are held parallel by the diagonal braces, but move independently.

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Mounted on the roller frames are the front idlers, track and track carrier rollers, recoil springs, track adjusters,
and final drive supports.

Alignment of roller frame and final drive is controlled by shim adjustment of the final drive supports.

Track Carrier Rollers

The track carrier rollers support the track between the sprocket and the front idler. The carrier roller shaft is
secured in the roller support bracket by a split clamp. The support bracket is bolted to the roller frame.

TRACK CARRIER ROLLER (9S2730)

1. Shaft. 2. Duo-Cone seal. 3. Roller bearings. 4. Plug. 5. End collar. 6. Carrier roller. 7. End cover.

Alignment of the carrier rollers with the sprocket and idler can be accomplished by in-and-out adjustment of the
roller shaft in the support bracket. Carrier rollers turn on two tapered roller bearings.

Track Carrier Roller Lubrication

The plug (6) is replaced by the 5M2080 Nozzle and lubricant is forced into the center passage (4). The lubricant
fills the cavity between shaft and roller up to plug level. During filling, air is forced out through nozzle relief
threads.

When lubricant, free of air, flows out at the nozzle relief, remove the nozzle and install the plug (6). Tighten the
plug to 125 ± 15. lb. ft. (17.3 ± 2.1 mkg).

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TRACK CARRIER ROLLER (9S2730)

1. Shaft. 2. Duo-Cone seal. 3. Bearings. 4. Passage. 5. End cover. 6. Plug.

If track carrier rollers are lubricated off the machine, the shaft must be in a horizontal position to assure proper
lubricant level.

TRACK CARRIER ROLLER (5M7318)

6. Plug. 7. Adjustment nut.

Track Rollers
Track rollers distribute the weight of the machine along the rails formed by the track links. A double flange
roller follows the front idler. Next is a single flange roller followed by a double, a single, a double, and a single
flange roller in front of the sprocket.

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The roller shafts ride on center thrust bearings. The center flange of the roller shaft takes the side thrust of the
roller. Side movement or end clearance of the shaft is not adjustable.

TRACK ROLLER
1. Lock. 2. Inner end collar. 3. Bearings. 4. Outer end collar. 5. Shaft. 6. Duo-Cone seals. 7. Track roller.

Track Roller Lubrication

Lubricant is forced into the center passage through a 5M2080 Nozzle threaded into the shaft in place of the plug
(3). The lubricant fills the reservoirs and forces air and lubricant out through nozzle relief threads.

TRACK ROLLER
1. Shaft. 2. Duo-Cone seals. 3. Plug. 4. Reservoirs. 5. Passage.

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When lubricant is free of air bubbles, remove the nozzle and install the plug. Tighten the plug to 125 ± 15 lb. ft.
(17.3 ± 2.1 mkg).

If the track rollers are lubricated off the machine, the shaft must be in a horizontal position. Rollers with a flat
surface on one side of the shaft must have the flat surface facing upward.

Rollers with completely round shafts have a slot in one end which must be positioned downward.

Front Idler
The front idlers guide the track into position in front of the track rollers. Each idler rotates on a hardened shaft
(9) and center thrust bearings (3). The center flange of the shaft takes the side thrust of the idler (8). Side
movement or end clearance of the shaft is not adjustable.

The ends of the idler shafts are secured in bearing assemblies (4) supported by plate assemblies (6). Springs in
the bearing assemblies force the plates down against the tops of the track roller frames (10).

The idler can be placed in a HIGH or LOW position. The high position is recommended for drawbar work and
the low position for using front-mounted equipment.

Alignment of front idler with the track rollers is accomplished with shims (5) between the bearing assemblies
and outer plates (7).

FRONT IDLER
1. Fill plug. 2. Duo-Cone seal. 3. Bearing.s. 4. Bearing. 5. Shims. 6. Plate. 7. Outer plate. 8. Idler. 9. Shaft. 10. Track roller frame.

Front Idler Lubrication

The front idler must be lubricated with the idler shaft in its LOW position. In machines where shaft positioning
is possible, this may require unbolting the idler end bearing from the yoke and rotating the bearings 180° before

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lubrication. This should place the narrow portion of the bearing down and the idler shaft in the LOW position.

The plug (1) is replaced by a 5M2080 Nozzle and lubricant is forced into the center passage. The lubricant fills
the cavities around the shaft, and lubricant and air is forced out through relief threads in the nozzle. When
lubricant is free of air, remove the nozzle and install the plug. Tighten the plug to 125 ± 15 lb. ft. (17.3 ± 2.1
mkg).

FRONT IDLER
1. Plug. 2. End bearing. 3. Center passage. 4. Shaft. 5. Duo-Cone seals.

If the front idler is lubricated off the machine, be sure the shaft is in a horizontal position and the narrow portion
of the end bearings is down.

Recoil Spring And Track Adjusting Mechanisms

The recoil spring is normally compressed and held between a bracket and stops on the track roller frame and
does not exert pressure against the track.

If objects become caught between the track and rollers, idler or sprocket, the front idler will move to the rear and
compress the recoil spring. This prevents the track from being overstressed.

Compression of the recoil spring is limited by the sleeve on the recoil spring bolt. A recoil spring nut may be
used to retain spring compression if spring assembly is to be removed. The nut has no other purpose.

For proper machine operation, the recoil spring nut must be positioned and locked so that the end of the recoil
spring nut extends .062 in. (1.57 mm) beyond the end of the recoil spring rod. The recoil spring nut is then
locked by tightening the bolt in the end of the recoil spring rod.

Hydraulic-Type Track Adjuster

Forward track adjustment is obtained by forcing lubricant into the cavity of the track adjuster cylinder. This
moves the recoil rod and front idler forward, tightening the track. Hydraulic pressure can be relieved by opening
the relief valve.

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HYDRAULIC TRACK ADJUSTER

1. Recoil spring stud nut. 2. Recoil spring. 3. Recoil spring stud. 4. Sleeve. 5. Track adjusting cylinder. 6. Front pilot. 7. Cavity. 8. Front
idler recoil rod. 9. Track adjusting piston. 10. Stops (two).

Track
The track link assembly has links, pins, seal washers and bushings. Each track link fits over the track link in
front of it, making a chain. Each link has a counterbore in the part that fits over the other link. The seal washers
between the counterbore and the bushings give a tight sealed fit to keep foreign materials out. Track pins and
bushings are all similar.

Earlier Track
All track bushings are the same length, except the master bushings which are shorter. Master pins can be
identified by an indentation in the end.

TRACK LINK AND PINS

1. Spacer. 2. Master pin. 3. Coned disc seal washers. 4. Master bushing. 5. Track bushing. 6. Link. 7. Track pin. 8. Coned disc seal
washers.
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Later Track

The two piece master links (7) and master shoe (5) are held together with bolts (6).

TRACK LINK AND PIN

1. Link. 2. Seal washers. 3. Track pin. 4. Track bushing.

MASTER LINK AND MASTER SHOE

5. Master shoe. 6. Bolts. 7. Master link.

Copyright 1993 - 2021 Caterpillar Inc. Sat Jan 30 2021 09:19:50 GMT-0500 (hora estándar de Colombia)
Todos los derechos reservados.
cr460rag
Red privada para licenciados del SIS.

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