Transmision D6D PDF

D6D TRACTOR / POWER SHIFT / 9FK00001-UP (MACHINE) POWERED BY 330...
Pgina 1 de 72
Cerrar SIS
Pantalla anterior
Producto: TRACK-TYPE TRACTOR

Modelo: D6D TRACK-TYPE TRACTOR 9FK
Configuracin: D6D TRACTOR / POWER SHIFT / 9FK00001-UP (MACHINE) POWERED BY 3306 ENGINE
Operacin de Sistemas
D6D TRACTOR POWER TRAIN
Nmero de medio-SENR7439-00 Fecha de publicacin -01/05/1977 Fecha de actualizacin -12/10/2001
Systems Operation
https://sis.cat.com/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sisw... 11/06/2012
D6D TRACTOR / POWER SHIFT / 9FK00001-UP (MACHINE) POWERED BY 330... Pgina 2 de 72
General Information - (Power Shift)
LOCATION OF COMPONENTS
1. Transmission hydraulic controls. 2. Universal joint. 3. Diesel engine. 4. Steering clutches. 5. Final drive. 6. Range
transmission. 7. Torque divider.
Power from diesel engine (3) is sent through the engine flywheel and torque divider (7) to universal
joint (2). The universal joint drives sun gears and planet gears in the transmission.
Five planetary gear trains, each with its own clutch, give the tractor three speeds in either FORWARD
or REVERSE. The selection of the desired tractor speed is done manually by the operator but
hydraulic oil, directed by the transmission hydraulic controls (1), engages the clutches in the
transmission.
A bevel pinion in the transmission group, sends power from transmission (6) to the bevel gear. The
power is sent through steering clutches (4) into final drives (5), to the sprockets which drive the
tracks.
The steering clutch and bevel gear case houses the bevel gear, steering clutches and brakes.
The steering clutches are used to turn the tractor. The brakes are used to stop the tractor and give
assistance to the action of the steering clutches.
General Information - (Direct Drive)
LOCATION OF COMPONENTS
1. Transmission. 2. Flywheel clutch. 3. Diesel engine. 4. Steering clutch. 5. Final drive. 6. Universal joint.
Power from diesel engine (3) is sent from the engine to flywheel clutch (2). The flywheel clutch is
engaged and disengaged manually. The output shaft of the flywheel clutch drives the upper shaft in
transmission (1) through a universal joint (6).
The transmission has five FORWARD and four REVERSE speeds. The selection of these speeds is
done manually. The bevel pinion, at the rear of the transmission, sends the power to the bevel gear.
The power is then sent through steering clutches (4) into final drives (5), to the sprockets which drive
the tracks.
The steering clutch and bevel gear case houses the bevel gear, steering clutches and brakes.
The steering clutches are used to turn the tractor. The brakes are used to stop the tractor and give
assistance to the action of the steering clutches.
Hydraulic System - (Power Shift)
TRANSMISSION AND STEERING CLUTCH OIL SYSTEM SCHEMATIC (POWER SHIFT)
1. Hydraulic control mechanism for left brake.
2. Hydraulic control valve for the steering clutches and brakes.
3. Oil filter.
4. Vent line from pump.
5. Oil pump.
6. Magnetic screen.
7. Oil cooler (air to oil).
8. Pressure control valve.
9. Relief valve for torque converter outlet.
10. Hydraulic control mechanism for right brake.
11. Temperature bypass valve.
12. Transmission.
13. Reservoir in steering clutch and bevel gear case.
14. Transmission lubrication relief valve.
15. Pressure relief valve.
16. Scavenge pump.
17. Relief valve for torque converter inlet.
18. Torque converter housing.
19. Oil cooler (oil to water).
Introduction
The hydraulic system has a common reservoir. It gives lubrication oil for the bevel gear and pinion,
transmission and torque divider. It also gives cooling oil for the torque converter, steering clutches
and brakes. Pressure oil from the oil pump is for operation of the hydraulic controls for the steering
clutches and brakes, the hydraulic controls of the transmission and the torque converter.
Operation
Oil is pulled from reservoir (13) through magnetic screen (6) by oil pump (5). Vent line (4) goes from
pump (5) and makes a connection with a line from inlet relief valve (9) for the torque converter.
When the engine is first started, this line lets any air in the suction section of the pump go out of the
pump. The operation of the pump starts faster. After the engine is running, this oil line lets a specific
amount of oil go to the torque converter.
Pump (5) sends pressure oil to oil filter (3). The oil goes through the filter. If the oil filter element has
restrictions, a bypass valve in the filter lets the oil go around the filter.
From the filter the oil goes to pressure relief valve (14), to hydraulic control valve (2) for the steering
clutches and brakes. This oil is used for the operation of the steering clutches and hydraulic control
mechanisms (1) and (1) for the brakes.
A small amount of oil goes from control valve (2) through an orifice. This oil is for the lubrication of
the control valve, bevel gear and the bearings for the bevel gear shaft.
The oil to pressure control valve (8) is for the clutches of the transmission.
Pressure relief valve (15) prevents the pressure in the system from going over approximately 375 psi
(2600 kPa). If the pressure in the systems gets too high, the relief valve opens and lets the extra oil go
to inlet relief valve (17) for the torque converter. An orifice in the body of pressure relief valve (15)
lets oil go to the inlet relief valve for the torque converter at all times.
Inlet relief valve (17) for the torque converter controls the inlet pressure to the torque converter.
Leakage of oil inside the torque converter is for lubrication of the torque divider components. After
lubrication of the components, the oil goes to the bottom of torque converter housing (18).
Scavenge pump (16) takes the oil from the torque converter housing. The pump sends the oil to the
reservoir in the transmission case. From there, the oil goes to reservoir (13) in the differential and
bevel gear case.
Outlet oil from the torque converter goes to outlet relief valve (9) for the torque converter. The outlet
relief valve controls the pressure inside the torque converter. From the outlet relief valve the oil goes
to temperature bypass valve (11).
Temperature bypass valve (11) controls the amount of oil that is sent through air-cooled oil cooler (7).
When the temperature of the oil from the outlet relief valve reaches 135F (57C), the temperature
bypass valve starts to close. This directs some of the oil through oil cooler (7) before it goes through
oil cooler (19). When the temperature of the oil increases to a temperature of 170F (77C), bypass
valve (11) will be completely closed, which forces the flow of oil through oil cooler (7) before it
passes through oil cooler (19).
After the oil is cooled, it goes to lubrication relief valve (14).
After the lubrication relief valve, the oil is sent to the front and rear of the transmission for component
lubrication.
Hydraulic Pump
The location of the hydraulic pump is on the left rear face of the flywheel housing. It is a single
section gear-type pump driven by the engine flywheel.
COMPONENTS OF HYDRAULIC PUMP

1. Manifold assembly. 2. Body assembly. 3. Cover assembly. 4. O-ring seals. 5. Drive gear. 6. Bearings. 7. Lip-type seal.
8. Idler gear. 9. Passage. 10. Bearings.
Drive gear (5) has splines and is driven by a gear in the flywheel housing. Gear (5) turns idler gear
(8). During operation, oil from the steering clutch and bevel gear case goes into the lower part of the
pump through manifold assembly (1). The oil is then sent through a passage to the lower part of body
assembly (2). The oil fills the space between the gear teeth. The gears turn, and the oil is sent out
passage (9) of manifold assembly (1) to provide pressure oil to the hydraulic system.
When the engine is not running, air is present in the pump. When the engine is started, air that is with
the oil is sent from the pump through a line to the torque converter. This keeps the air out of the oil
that is sent to the hydraulic system.
Magnetic Screen
The location of the magnetic screen is between the reservoir in the steering clutch and bevel gear case
and the inlet to the hydraulic oil pump.
MAGNETIC SCREEN CONSTRUCTION

1. O-ring seal. 2. Cover. 3. Wave washer. 4. Housing. 5. Outlet. 6. Magnets. 7. Screen. 8. Tube assembly. 9. O-ring sea.
Oil from the reservoir comes into the magnetic screen through the bottom. As the oil flows through
tube assembly (8) toward the top, it passes through the openings between magnets (6). The magnets
are installed on the tube assembly so that the same magnetic ends are next to each other. As the oil
goes over the magnets, metal particles 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 screen (7) on its way to outlet (5). As the oil goes through the screen, other
foreign particles are stopped and can not go into the hydraulic system.
From outlet (5), the oil is sent to the inlet port of the hydraulic oil pump.
Oil Filter
Pressure oil from the hydraulic oil pump goes in filter housing (11) through an inlet passage near the
top of the housing. Oil fills the space between filter element (7) and the inside wall of housing (11).
During normal operation, the oil goes through element (7) and then goes out the bottom of the filter
housing through an outlet tube. As the oil goes through the filter element, foreign particles are stopped
and can not go through the hydraulic system.
If filter element (7) becomes full of debris (clogged), oil can not go through. At this time, pressure oil
moves bypass valve (4) against the force of its spring and the valve will open. This lets the oil flow
out the bottom of the filter housing through the outlet tube without restriction.
OIL FILTER CONSTRUCTION

1. Cover assembly. 2. Bolts. 3. O-ring seal. 4. Bypass valve. 5. Spring. 6. Washers. 7. Filter element. 8. Retainer. 9. Seal.
10. Spring. 11. Filter housing. 12. Plug.
Since the oil that goes through bypass valve (4) is not cleaned of debris, damage to other components
in the hydraulic system will result.
Correct maintenance should be used to make sure that the filter element does not become full of
debris and stop the flow of clean oil to the hydraulic oil system.
Transmission Oil Coolers

Transmission and hydraulic system oil is sent to the temperature bypass valve from the relief valve for
the torque converter outlet. At this point, the oil is either sent through one or two oil coolers,
according to the temperature of the oil. If the temperature of the oil is below 135F (57C), the bypass
valve directs the oil through a water-cooled oil cooler. The water-cooled oil cooler uses coolant from
the engines cooling system to take the heat away from the hydraulic oil.
TRANSMISSION OIL COOLER (SCHEMATIC)

1. Oil cooler.
Coolant from the engine comes in at the front end. The coolant goes through the many long tubes that
are in the cooler. After the coolant goes through the tubes, it goes out through the other end of the
cooler and returns to the engine cylinder block.
If the temperature of the oil increases to a temperature above 135F (57C), the bypass valve will
begin to close and cause some of the oil to go through a second cooler. The second oil cooler is a air-
cooled oil cooler. The air-cooled oil cooler uses air that goes through the fins of the cooler to remove
the heat from the oil. After the oil leaves the air-cooled oil cooler, it is sent through the water-cooled
oil cooler. When the temperature of the oil gets to 170F (77C), the bypass valves will be completely
closed. This will cause all the oil from the relief valve for the torque converter outlet to go through
both the air-cooled and water-cooled oil coolers. After the oil is cooled, it goes to the transmission
lubrication relief valve, where it is sent to the front and rear of the transmission for lubrication of
components.
Transmission Hydraulic Controls - (Power

Shift)
HYDRAULIC CONTROLS (FIRST SPEED REVERSE)
1. Torque converter.
2. Body of relief valve for converter outlet.
3. Relief valve for converter outlet.
5. Water-cooled oil cooler.
6. Lubrication line to front of transmission.
7. Air-cooled oil cooler.
8. Lubrication relief valve.
9. Lubrication line to rear of transmission.
10. Scavenge oil pump.
11. Oil reservoir for torque converter.
12. Hydraulic controls for steering clutches and brakes.
13. Load piston.
14. Body of pressure control valve.
15. Check valve.
16. Flow control orifice.
17. Relief valve for converter inlet.
18. Body of sequence relief valve.
19. Modulating valve.
20. Pressure differential and safety valve.
22. Oil filter.
23. Bleed line for oil pump.
24. Body of selector valve.
25. Spool for direction selection.
26. Oil reservoir.
27. Magnetic screen.
28. Transmission oil pump.
29. 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.
HYDRAULIC CONTROLS (FIRST SPEED FORWARD)
13. Load piston.
15. Check valve.
22. Oil filter.
26. Oil reservoir.
HYDRAULIC CONTROLS (NEUTRAL, ENGINE NOT RUNNING)
13. Load piston.
15. Check valve.
22. Oil filter.
26. Oil reservoir.
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 (21) to inlet relief valve (17) for the torque
converter.
The location of transmission oil pump (28) 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 (26) and sends it to filter (22)
on the left side of the engine. From the filter, the oil goes to pressure relief valve (21) on the torque
divider housing and to the hydraulic controls (12) for the steering clutches. Relief valve (21) keeps the
pressure of the oil to the hydraulic controls at approximately 375 psi (2600 kPa) maximum. The oil
from relief valve (21) goes to pressure control valve body (14). The extra oil goes to the inlet relief
valve (17) for the torque converter.
The pressure control valve is made up of two valves: modulating valve (19) and pressure differential
and safety valve (20). The modulating 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 gives smooth engagement of the transmission and lets 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 (14) through a passage to
selector valve body (24). The oil goes through the selector valve body to speed selection spool (29).
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 (29) is controlled by the position of the selection lever.
Oil, at direction clutch pressure, goes through a passage in pressure control body (14) to selector valve
body (24). The oil goes through the selector valve body to direction selection spool (25). 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 (25) is controlled by the position of the selection lever.
Operation
When the engine is started, with the selection lever in NEUTRAL, oil goes through a passage in valve
body (14) to modulating valve (19). The oil goes around the modulating valve to differential and
safety valve (20). The oil goes through a passage in the valve. Part of the oil goes out of valve body
(14) to selection valve body (24). The position of speed selection spool (29) lets this oil start to fill the
No. 3 clutch. Part of the oil opens the poppet valve in differential and safety valve (20). This oil goes
into the chamber between valve (20) and the cover of valve body (14). Since valve (20) is against the
cover, a passage is open from the chamber to the right end of speed selection spool (29). When speed
selection spool (29) is in the NEUTRAL position, the passage is closed to reservoir (26). The pressure
of the oil in the chamber increases. Valve (20) moves away from the cover of valve body (14).
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 modulating valve (19) against the force of its spring. The
movement of modulating valve (19) closes the passage from transmission oil filter (22). 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
(20) against the force of its spring. Differential and safety valve (20) moves until the orifices in the
spool are opened to a passage that goes to selection valve body (24). The position of speed selection
spool (29) keeps the oil from going to a direction clutch. The differential and safety valve also closes
a passage from valve body (14) 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 (14) 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
(13).
As the pressure of the oil in the chamber behind load piston (13) increases, the load piston will move
toward modulating valve (19). The pressure of the oil behind the load piston and the force of the
spring will move modulating valve (19). The modulating valve opens the passage from the filter to
differential and safety valve (20). The position of safety valve (20) lets the oil go from valve body
(14) to selection body (24). This causes the pressure of the oil in the speed clutch to increase.
As the pressure in the speed clutch increases, modulating valve (19) moves and stops the oil to the
speed clutch again. This causes differential and safety valve (20) 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
(13). The pressure of the oil behind the load piston and the force of the spring again move the
modulating valve. The modulating valve again opens and lets oil go to the speed clutch. This cycle
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 375
psi (2600 kPa). The pressure stopped by direction selection spool (25) and felt on load piston (13), is
approximately 55 psi (380 kPa) less than the speed clutch pressure. This gradual increase in pressure
is called modulation. Modulating valve (19) gives modulation for all speed and directional clutches.
The force of the spring which is acting on the end of differential and safety valve (20), is
approximately 55 psi (380 kPa) 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 (380 kPa) less than the
pressure in the speed clutch.
When the selection lever is moved from NEUTRAL to FIRST REVERSE, speed selection spool (29)
moves to the left. The movement of spool (29) lets oil in the No. 3 clutch go to reservoir (26) and to
the No. 5 clutch. At the same time, speed selection spool (29) opens a passage to direction spool (25).
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 (20). Differential and safety valve (20) moves and opens a passage to reservoir (26). 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 (20). The differential and safety valve
moves against the force of its spring and closes the passage to reservoir (26). Oil goes through the
differential and safety valve and out valve body (14) to valve body (24). The oil goes through a
passage in valve body (24) to the No. 2 clutch. The oil starts to fill the No. 2 clutch.
At this time, the modulating valve (19) and load piston (13) go through the modulation sequence until
the full pressure of operation are reached in the speed and direction clutches. The hydraulic controls
are now in the positions shown in the schematic, HYDRAULIC CONTROLS (FIRST SPEED
REVERSE).
The same sequence is done for each shift. When the transmission selection lever is moved, speed
selection spool (29) moves and decreases the pressure of the oil in the clutch circuits. At the same
time, speed selection spool (29) 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 (20) 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 in operation, with the selection lever in a speed position, pressure oil in the
chamber between valve (20) and the cover of valve body (14) keeps valve (20) away from the cover.
The position of the spool lets oil go to 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 (20) is all the way against
the cover of valve body (14). Valve (20) 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 modulating relief
valve (19) goes to valve (20). Since the pressure in the chamber is low, valve (20) is all the way
against the cover. Oil goes through a passage in the valve. Part of the oil goes out of valve body (14)
to selection valve body (24). This oil starts to fill a speed clutch. Part of the oil from modulating valve
(19) opens the poppet valve in valve (20). This oil goes into the chamber between valve (20) and the
cover of valve body (14). Since valve (20) is against the cover, a passage is open from the chamber to
the right end of speed selection spool (29). When speed selection spool (29) is in a speed position, the
right end is open to reservoir (26). The pressure of the oil in the chamber between valve (20) and
valve body (14) does not increase. Valve (20) 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 (20) will not let the valve move 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 (29) closes the passage at the right
end of the spool to reservoir (26). The pressure in the chamber between valve (20) and the cover can
increase. Valve (20) moves and oil can go to the direction clutch circuit.
Relief Valve For Torque Converter Outlet

Relief valve (3) for the converter outlet controls the rate that oil is released from the torque converter
and keeps the pressure in the torque converter constant.
Pressure oil from torque converter (1) goes into relief valve body (2) to relief valve (3). The oil goes
through a passage in relief valve (3) to move the poppet against the force of its spring. When the
poppet valve opens, the chamber between relief valve (3) and the cover of valve body (2) fills with
pressure oil.
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 temperature 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 (290 kPa).
Oil Temperature Bypass Valve

Oil temperature bypass valve (4) controls the amount of oil that can go through air-cooled oil cooler
(7). The bypass valve is controlled by the temperature of the oil from torque converter outlet relief
valve (3).
When the temperature of the oil is less than 135F (57C), valve (4) is open and lets all the oil from
valve (3) go to water-cooled oil cooler (5). When the temperature of the oil reaches 135F (57C),
valve (4) starts to close. Most of the oil continues to go through water-cooled oil cooler (5) but some
of the oil will go through air-cooled oil cooler (7). As the temperature of the oil increases, valve (4)
continues to close with more of the oil directed through air-cooled oil cooler (7) before it goes
through water-cooled oil cooler (5). When the temperature of the oil reaches 170F (77C), valve (4)
will be completely closed, this causes all the oil to go through air-cooled oil cooler (7) before it finally
passes through water-cooled oil cooler (5).
From the water-cooled oil cooler the oil goes to lubrication relief valve (8) where it is directed to the
front and rear parts of the transmission for component lubrication.
Torque Divider
TORQUE DIVIDER OPERATION

1. Torque divider housing. 2. Housing. 3. Diesel engine flywheel. 4. Ring gear. 5. Impeller. 6. Sun gear. 7. Outlet passage.
8. Turbine. 9. Output shaft. 10. Planetary carrier. 11. Inlet passage. 12. Planetary gears (three). 13. Carrier. 14. Stator.
The torque divider connects the engine to the planetary transmission. This connection is both a
hydraulic connection and a mechanical connection. The hydraulic connectio 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 or the planetary gear set can multiply the torque from the
engine.
The torque divider is installed into the engine flywheel. The torque divider housing (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 components of the planetary gear set are: a sun gear (6), planetary carrier (10), planetary gears
(12) and ring gear (4). Sun gear (6) is connected to flywheel by splines. Planetary carrier (10) is
connected to output shaft by splines. Planetary gears (12) are held by planetary carrier (10) and are
engaged with the sun gear (6) and ring gear (4).
The components of the torque converter are: housing (2), impeller (5), turbine (8) and stator (14).
Housing (2) is connected to the flywheel 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.
Torque Divider 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 planetary gears (12). The remainder of the torque is sent by
sun gear (6) to planetary gears (12). If planetary carrier (10) has no resistance to rotation (no load),
sun gear (6), planetary gears (12), planetary 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 planetary carrier to
output shaft (9) and the planetary transmission. Neither the torque converter or 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, planetary carrier (10) has a resistance to ratation. Since sun gear (6) is
turning at the rpm of the engine, this resistance to rotation causes planetary gears (12) to turn on their
shafts. Their rotation is opposite the rotation of ring gear (4). This causes a decrease in the speed of
the ring gear. Since turbine (8) is connected to the ring gear, a decrease in speed will cause the torque
converter to multiply the torque of the engine from housing (2). The torque multiplication is sent to
planetary carrier (10) and the output shaft through the ring gear.
With the decrease in the speed of the ring gear, the torque of the engine through sun gear (6) and the
planetary gear set also multiplies. This torque multiplication is also sent to planetary carrier (10) and
the output shaft.
If the resistance to rotation of planetary carrier (10) becomes higher (more load on the machine), the
speed of the ring gear will decrease more. The slower speed will let the torque multiplication through
both the torque converter and the sun gear become higher. If the resistance to rotation of the planet
carrier becomes high enough, the ring gear will stop. During some very high load conditions, the
rotation of the planetary 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 multiplication of
the torque converter and the sun gear is at its maximum.
Torque Converter Operation

Oil for the operation of the torque converter goes through inlet passage (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
planetary 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 passage (7) to the oil cooler and the transmission lubrication system.
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.
FLOW OF OIL THROUGH TORQUE CONVERTER

2. Housing. 5. Impeller. 8. Turbine. 14. Stator.
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. Bearings (2) are constantly running in oil. Bearings and
gears in planetary gear set (5) and pilot bearing (3) get lubrication through passages in output shaft
(1). Output shaft bearing (4) gets lubrication from normal oil leakage by a piston ring-type seal.
TORQUE DIVIDER LUBRICATION

1. Output shaft. 2. Bearings. 3. Pilot bearing. 4. Output shaft bearing. 5. Planetary gear set.
Transmission - (Power Shift)

The transmission has three speeds FORWARD and three speeds REVERSE. It has planetary gear
systems and five hydraulic clutches.
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 turning.
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 turning. 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.
CLUTCH IDENTIFICATION
The two front clutches (No. 1 and No. 2) are direction clutches. The No. 1 clutch is the FORWARD
direction clutch. The No. 2 clutch is the REVERSE direction clutch. The three rear clutches (No. 3,
No. 4 and No. 5) are speed clutches.
A speed and a direction clutch must be engaged in the transmission before power goes through the
transmission.
NOTE: In the drawings that follow, only the parts that are turning and sending power are a darker
color.
COMPONENT LOCATION
1. No.5 planet gear
2. No.5 clutch ring gear.
3. No.4 inner planet gear.
6. No.4 clutch.
7. No.3 planet gear.
8. No.3 clutch.
10. No.2 clutch.
12. No.1 clutch.
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.
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.
Neutral
NEUTRAL (No. 3 Clutch Engaged)
3. No.5 clutch.
6. No.4 clutch.
8. No.3 clutch.
10. No.2 clutch.
12. No.1 clutch.
15. No.2 carrier.
16. No.1 sun gear.
17. Transfer gear.
18. No.2 sun gear.
19. Input shaft.
21. No.3 sun gear.
22. Bevel pinion.
23. No.1 carrier.
24. No.5 sun gear.
25. No.4 sun gear.
27. Output shaft.
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.
First Speed Forward
POWER FLOW-FIRST SPEED FORWARD (No. 1 and No. 5 Clutches Engaged)
3. No.5 clutch.
12. No.1 clutch.
15. No.2 carrier.
16. No.1 sun gear.
17. Transfer gear.
19. Input shaft.
21. No.3 sun gear.
22. Bevel pinion.
23. No.1 carrier.
24. No.5 sun gear.
27. Output shaft.
When the transmission is in FIRST SPEED FORWARD, No. 1 clutch (12) and No. 5 clutch (3) are
engaged. The No. 1 clutch holds ring gear (13) for the No. 1 clutch stationary. The No. 5 clutch holds
ring gear (2) for the No. 5 clutch stationary. Input shaft (19) turns No. 1 sun gear (16). The No. 1 sun
gear turns No. 1 planetary gears (29).
Since the ring gear for the No. 1 clutch is held by the No. 1 clutch, planetary gears (29) move around
the inside of the ring gear. The movement of planetary gears (29) causes No. 1 carrier (23) to turn in
the same direction as input shaft (19). No. 1 carrier (23), No. 2 carrier (15) and ring gear (9) for the
No. 3 clutch are connected mechanically. As the No. 1 carrier turns, No. 3 planetary gears (7) turn.
The No. 3 planetary gears turn ring gear (9) for the No. 3 clutch and No. 3 sun gear (21). The No. 3
sun gear turns output shaft (27). Ring gear (9) turns No. 2 carrier (15). The No. 2 carrier turns No. 5
planetary gears (1).
Since ring gear (2) for the No. 5 clutch is held by the No. 5 clutch, No. 5 planetary gears (1) move
around the inside of ring gear (2). The movement of the planetary gears and the No. 2 carrier turns
No. 5 sun gear (24). The No. 5 sun gear also turns output shaft (27). As a result, the application of
torque to output shaft (27) is divided through No. 5 sun gear (24) and No. 3 sun gear (21). From the
output shaft, the power goes through gears (17) and (20) to bevel pinion (22).
Second Speed Forward
POWER FLOW-SECOND SPEED FORWARD (No. 1 and No. 3 Clutches Engaged)
8. No.3 clutch.
12. No.1 clutch.
15. No.2 carrier.
16. No.1 sun gear.
19. Input shaft.
21. No.3 sun gear.
23. No.1 carrier.
27. Output shaft.
When the transmission is in SECOND SPEED FORWARD, No. 1 clutch (12) and No. 3 clutch (8) are
gear turns No. 1 planetary gears (29).
Since the ring gear for the No. 1 clutch is held by the No. 1 clutch, the planetary gears move around
the inside of ring gear (13). The movement of the planetary gears causes the No. 1 carrier (23) to turn
in the same direction as input shaft (19). As the No. 1 carrier turns, No. 3 planetary gears (7) turn.
Since ring gear (9) for the No. 3 clutch is held by the No. 3 clutch, planetary gears (7) move around
the inside of ring gear (9). The movement of planetary gears (7) causes No. 3 sun gear (21) to turn.
The No. 3 sun gear turns output shaft (27). From the output shaft, the power goes through the transfer
gear and bevel pinion gear, to the bevel pinion.
Third Speed Forward
POWER FLOW-THIRD SPEED FORWARD (No. 1 and No. 4 Clutches Engaged)
6. No.4 clutch.
12. No.1 clutch.
15. No.2 carrier.
16. No.1 sun gear.
19. Input shaft.
21. No.3 sun gear.
23. No.1 carrier.
25. No.4 sun gear.
27. Output shaft.
When the transmission is in THIRD SPEED FORWARD, the No. 1 clutch (12) and the No. 4 clutch
(6) are engaged. The No. 1 clutch holds ring gear (13) for No. 1 clutch stationary. The No. 4 clutch
holds ring gear (5) for the No. 4 clutch stationary. Input shaft (19) turns No. 1 sun gear (16). The No.
1 sun gear turns No. 1 planetary gears (29).
Since the ring gear for the No. 1 clutch is held by the No. 1 clutch, planetary gears (29) move around
the same direction as input shaft (19). The No. 4 sun gear (25) is connected to the No. 1 carrier. The
No. 1 carrier turns the No. 4 sun gear. The No. 4 sun gear turns No. 4 inner planetary gears (4). The
planetary gears (4) turn No. 4 outer planetary gears (26).
the opposite direction as No. 1 carrier (23).
Since ring gear (9) for the No. 3 clutch is connected to the No. 2 carrier, the No. 2 carrier turns ring
gear (9). The ring gear turns No. 3 planetary gears (7). The No. 3 planetary gears turn No. 3 sun gear
(21) in the same direction as the No. 1 carrier and the input shaft. The No. 3 sun gear turns output
shaft (27). From the output shaft the power goes through the transfer gear and bevel pinion gear, to
the bevel pinion.
Second Speed Reverse
POWER FLOW-SECOND SPEED REVERSE (No. 2 and No. 3 Clutches Engaged)
8. No.3 clutch.
10. No.2 clutch.
15. No.2 carrier.
18. No.2 sun gear.
19. Input shaft.
21. No.3 sun gear.
23. No.1 carrier.
27. Output shaft.
When the transmission is in SECOND SPEED REVERSE, No. 2 clutch (10) and No. 3 clutch (8) are
gear turns No. 2 inner planetary gears (14). Planetary gears (14) turn No. 2 outer planetary gears (28).
the inside of the ring gear. The movement of planetary gears (28) causes No. carrier (23) to turn in the
opposite direction as input shaft (19). As the No. 1 carrier turns, No. 3 planetary gears (7) turn.
the inside of ring gear (9). The movement of planetary gears (7) causes No. 3 sun gear (21) to turn.
The No. 3 sun gear turns output shaft (27) in the opposite direction of input shaft (19). From the
output shaft, the power goes through transfer gear and bevel pinion gear, to the bevel pinion.
First And Third Speeds Reverse

For first speed reverse the No. 2 and No. 5 clutches are engaged. The operation is almost the same as
first speed forward. The difference is 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
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 housing.
6. Passage in front bearing cage.
7. No. 1 carrier lubrication tube.
8. No. 2 carrier lubrication tube.
9. Transmission lubrication relief valve.
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.
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.
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.
Hydraulic System - (Direct Drive)
TRANSMISSION AND STEERING CLUTCH OIL SYSTEM SCHEMATIC (Direct Drive)
1. Hydraulic control mechanism for left brake.
2. Relief valve for steering clutch controls.
3. Oil filter.
4. Oil pump.
5. Hydraulic control valve for the steering clutches.
6. Oil cooler.
7. Hydraulic control mechanism for right brake.
8. Transmission case.
9. Reservoir in steering clutch and bevel gear case.
10. Transmission lubrication regulation valve.
12. Scavenge pump.
13. Flywheel clutch housing.
A. Transmission oil pump.
B. Left steering clutch piston.
C. Right steering clutch piston.
D. Left brake booster.
E. Right brake booster.
F. Transmission lubrication.
G. Transmission oil pump.
Introduction
The hydraulic system has a common reservoir. It gives lubrication oil for the bevel gear and pinion
and transmission. It also provides cooling oil for the flywheel clutch, steering clutches and brakes. It
also gives pressure oil for the operation of the hydraulic controls for the steering clutches and brakes.
Operation
Oil is pulled from reservoir (9) through magnetic screen (11) by oil pump (4).
Pump (4) sends pressure oil to oil filter (3). The oil goes through the filter. If the oil filter element has
restrictions, a bypass valve in the filter lets the oil go around the filter.
From filter (3), oil goes to relief valve (2) for the steering clutches and brakes.
Relief valve (2) sends pressure oil to hydraulic control valve (5) for the steering clutches and brakes.
Any oil not used by the steering clutches or brakes is sent to flywheel clutch housing (13). If there are
restrictions to the flow of oil, relief valve (2) will open and let the flow of oil go to the flywheel clutch
housing.
The oil in flywheel housing (13) is used for lubrication of internal components. After the internal
components are lubricated, the oil goes to the bottom of housing (13) where scavenge pump (12) pulls
the oil through a screen in the bottom of the housing, and sends it to oil cooler (6).
After the oil is made cool at oil cooler (6), the oil is sent to transmission lubrication regulation valve
(10). Regulation valve (10) limits the pressure of the lubricating oil and directs excess oil to the
transmission sump.
Hydraulic Pump
The hydraulic pump is a single section gear-type pump located to the upper left rear side of the engine
flywheel housing.
Drive gear (6) has splines and is driven by a gear in the flywheel housing. Gear (6) turns idler gear
(9). During normal operation, oil from the steering clutch and bevel gear case goes into the lower part
of the pump through manifold assembly (5). The oil is then sent through a passage to the lower part of
body (4). The oil fills the space between the gear teeth. The gears turn and the oil is sent out passage
(12) of manifold assembly (5) to give pressure oil to the hydraulic system.
HYDRAULIC PUMP ASSEMBLY (VIEW FROM TOP)

1. Bolt. 2. Dowel. 3. Cover assembly. 4. Body. 5. Manifold assembly. 6. Drive gear. 7. Bearings. 8. Oil seal. 9. Idler gear.
10. O-ring seal. 11. O-ring seals. 12. Passage. 13. Bearings.
Magnetic Screen
The magnetic screen is located in the system between the reservoir in the steering clutch and bevel
gear case and the inlet to the hydraulic oil pump.
Oil from the reservoir comes into the magnetic screen through the bottom. As the oil flows through
tube assembly (8) toward the top, it goes through the openings between magnets (6). The magnets are
installed on the tube assembly so that the same magnetic ends are next to each other.
MAGNETIC SCREEN CONSTRUCTION

1. O-ring seal. 2. Cover. 3. Wave washer. 4. Housing. 5. Outlet. 6. Magnets. 7. Screen. 8. Tube assembly. 9. O-ring seal.
As the oil goes over the magnets, metal particles 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 screen (7) on its way to outlet (5). As the oil goes through the screen, other
foreign particles are stopped and can not go into the hydraulic system.
From outlet (5), the oil is sent to the inlet port of the hydraulic oil pump.
Oil Filter
OIL FILTER CONSTRUCTION

1. Cover assembly. 2. Bolts. 3. O-ring seal. 4. Bypass valve. 5. Spring. 6. Washer. 7. Filter element. 8. Retainer. 9. Seal.
10. Spring. 11. Filter housing. 12. Plug.
Pressure oil from the hydraulic oil pump goes in filter housing (11) through an inlet passage near the
top of the housing. Oil fills the space between filter element (7) and the inside wall of housing (11).
During normal operation, the oil goes through element (7) and then goes out the bottom of the filter
housing through an outlet tube. As the oil passes through the filter element, foreign particles are
stopped and can not go through the hydraulic system.
If filter element (7) becomes full of debris (clogged), oil can not go through. At this time, pressure oil
moves bypass valve (4) against the force of its spring and the valve will open.
This lets the oil flow out the bottom of the filter housing through the outlet tube without restriction.
Since the oil that goes through bypass valve (4) is not cleaned of debris, damage to other components
in the hydraulic system will result.
Correct maintenance should be used to make sure that the filter element does not become full of
debris (clogged) and stop the flow of clean oil to the hydraulic oil system.
Transmission Oil Cooler

Coolant from the engine comes in at the front end. The coolant goes through the many long tubes that
are in the cooler. After the coolant goes through the tubes, it goes out through the other end of the
cooler and returns to the engine cylinder block.
TRANSMISSION OIL COOLER (SCHEMATIC)

1. Oil cooler.
Transmission and hydraulic system oil comes from the torque converter outlet. This oil comes in to
the rear of the cooler. The flow of oil is around and along the many tubes inside the cooler. In this
procedure, heat is removed from the oil and is given to the coolant of the engine. The engine coolant
goes through the tubes inside the cooler and takes the heat from the oil. The coolant is then cooled by
the cooling system of the engine.
After the oil goes along the tubes in the cooler, it goes out through a passage at the front and has a
lower temperature. The colder oil then goes to the transmission for lubrication.
Flywheel Clutch - (Direct Drive)

The flywheel clutch is operated manually and is an oil-type. The flywheel clutch sends the torque
from the engine through the universal joint to the transmission.
Three driven discs (12) and drive plates (4) sent torque through the flywheel clutch. The action of a
cam link and roller assembly against a plate keeps the flywheel clutch engaged. A brake on the clutch
shaft is activated when the clutch is released. When the flywheel clutch is fully released, the rotation
of the clutch shaft and the upper shaft of the transmission is stopped.
FLYWHEEL CLUTCH
1. Clutch shaft brake drum. 2. Oil pump drive gear. 3. Sliding collar assembly. 4. Drive plates. 5. Plate. 6 Clutch hub. 7.
Cam link and roller assemblies (four). 8. Oil pump. 9. Clutch shaft. 10. Oil pump gear. 11. Yoke assembly. 12. Driven
discs.
Drives plates (4) have teeth on the outer edge. The teeth are engaged with teeth on the inside of the
engine flywheel. Driven discs (12) have teeth on the inside edge. The teeth are engaged with teeth on
the outside of hub (6). Splines connect hub (6) to clutch shaft (9). One end of clutch shaft (9) is a
drive flange. The drive flange is connected to the universal joint. The universal joint is connected to
the upper shaft of the transmission. Dirt is kept out of the clutch housing by a lip-type seal in the
clutch housing. The seal also keeps oil in the clutch housing. The drive flange end of the clutch shaft
is held by a bearing. Hub (6) is held in the center of the engine flywheel by a bearing.
Operation
When the flywheel clutch lever is moved to the ENGAGED position, yoke assembly (11) moves
collar assembly (3) to the right. Collar assembly (3) is connected to cam link and roller assemblies
(7). Cam link and roller assemblies (7) push against plate (5). Plate (5) pushes against driven discs
(12) and drive plates (4). The driven discs (12) make contact with the drive plates (4). The friction
between drive plates (4) and driven discs (12) causes the driven discs to turn. The driven discs turn
hub (6). Hub (6) turns clutch shaft (9). Clutch shaft (9) turns the universal joint. The clutch is held
ENGAGED by the action of cam link and roller assemblies (7).
When the flywheel clutch lever is moved to the NOT ENGAGED position, yoke assembly (11) pulls
collar assembly (3) to the left. The movement of collar assembly (3) releases the action of cam link
and roller assemblies (7). Plate (5) no longer pushes against driven discs (12) and drive plates (4).
Springs move plate (5) to the left. The driven discs are no longer in contact with the drive plates. The
drive plates do not turn the driven discs. Power can not go through the flywheel clutch to the
transmission.
After the flywheel clutch is NOT ENGAGED, the clutch shaft can be stopped by further movement of
the clutch lever. At this time, the brake lining on the control lever makes contact with brake drum (1)
on the clutch shaft. The movement of clutch shaft (9) is stopped.
Lubrication
Oil pump (8) is fastened to the clutch housing. When the engine is in operation, the flywheel turns
plate (5). Plate (5) turns gear (2). Gear (2) turns gear (10). Gear (10) turns oil pump (8).
Oil pump (8) pulls oil from the reservoir in the bottom of the engine flywheel housing through a
passage and screen. The oil is then sent to the transmission oil cooler.
Oil, from the steering clutch hydraulic control valve, goes into a passage in the flywheel clutch
housing. The oil goes through the passage to the output bearing and the clutch shaft. The oil goes
through passages in the clutch shaft for lubrication of the inside components. The driven discs and
drive plates get lubrication from oil thrown by the clutch shaft and the clutch hub. Passages in clutch
hub (6) let oil go to the pilot bearing in the flywheel.
Gearshift And Interlock Mechanism - (Direct

Drive)
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
fastened to the right side of the transmission case. The flywheel clutch lever is on a bracket fastened
to the left rear of the tractor frame assembly.
GEARSHIFT CONTROL GROUP (VIEWED FROM REAR)

1. Forward-reverse shift lever. 2. Speed selector lever. 3. Forward-reverse shifter fork. 4. Fifth speed shifter fork. 5. Third
and fourth speed shifter fork. 6. First and second speed shifter fork.
Movement of levers (1) and (2) to different positions will give a selection of five FORWARD and
four REVERSE speeds. The forward or reverse direction selection is made by forward-reverse shift
lever (1), while the desired speed selection is made with speed selector lever (2).
GEARSHIFT CONTROL GROUP (VIEWED FROM RIGHT)

1. Forward-reverse shift lever. 2. Speed selector lever. 7. Lever. 8. Housing. 9. Plunger (four). 10. Plate. 11. Spring (four).
12. Interlock shaft. 13. Shifter shafts (four).
Forward-reverse shifter fork (3) is controlled by lever (1). Shifter forks (4), (5) and (6) are controlled
by lever (2).
When flywheel clutch lever (14) is moved to the ENGAGED POSITION, rod (16) pulls lever (7) on
the interlock mechanism.
The interlock mechanism, attached to the gear shift housing, holds the shifter forks and transmission
gears in position when the clutch is ENGAGED.
The interlock mechanism consists of spring-loaded plungers (9), which fit into notches on shifter
shafts (13), and an interlock shaft (12) which is connected by a lever and rod to flywheel clutch
control lever (14).
FLYWHEEL CLUTCH AND INTERLOCK LINKAGE

14. Flywheel clutch lever. 15. Rod. 16. Rod.
The cam on the interlock shaft locks the plungers in the notches on the shifter shafts when the
flywheel clutch is ENGAGED, this holds the transmission gears so that they will not slide out of
position. When the clutch is DISENGAGED, the interlock shaft is turned, and the plungers can then
go out of the notches as the gears are shifted. Only a small load, made by the spring-loaded plungers,
is needed to make a shift change.
Transmission - (Direct Drive)

The direct drive transmission is a sliding gear type, enclosed in a case by itself. Two levers are
provided in the operator's compartment to obtain the desired speed and direction. The transmission
has five speeds FORWARD and four speeds REVERSE. One lever controls the forward-reverse
shifter fork, while the other lever controls the speed selection shifter forks. See the subject "GEAR
SHIFT AND INTERLOCK MECHANISM," for explanation of shifter fork and control levers
operation.
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.
J. Third speed sliding gear.
K. Fourth speed sliding gear.
L. Fifth speed sliding gear.
M. Reverse idler gear.
The interlock mechanism, actuated by the flywheel clutch control lever, locks the sliding gears in
position when the flywheel clutch is ENGAGED.
NOTE: Reverse gear (G) is always in mesh with reverse idler gear (M).
TRANSMISSION SHAFT LOCATIONS (FRONT VIEW)

1. Upper shaft. 2. Countershaft. 3. Bevel pinion shaft.
Transmission Lubrication
Lubrication oil from the oil cooler is sent through an inlet tube to oil manifold (1), which sprays oil
down and over the transmission gears. The location of transmission lubrication regulator valve (2) is
on the front of the transmission case at the end of manifold (1). It limits the pressure of the lubrication
oil and directs extra oil to the transmission sump. Cored passages (3) in the transmission case send 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.
1. Manifold. 2. Regulator valve. 3. Passages.
4. Upper shaft. 5. Countershaft. 6. Bevel pinion shaft. 7. Drilled passage.
Steering Clutches, Brakes And Final Drives
Steering Clutches And Final Drives
STEERING CLUTCH
1. Bearing cage. 2. Bevel gear. 3. Bevel gear shaft. 4. Disc assemblies. 5. Pressure plates. 6. Inner springs. 7. Bearing cage.
8. Hub. 9. Piston. 10. Steering clutch inner drum. 11. Steel discs. 12. Outer springs.
The main components of the steering clutches and final drives are: bevel gear (2), bevel gear shaft (3),
steering clutch inner drum (10), disc assemblies (4), steel discs (11), steering clutch outer drum (13)
[also the brake drum], final drive pinion (15), idler pinion (16), final drive gear (21), sprocket shaft
(20) and sprocket (18).
The bevel gear and steering clutches are in the bevel gear and steering clutch case. The bevel gear
case is the reservoir for the transmission and steering hydraulic systems. As the bevel gear turns
lubricant is thrown on the bevel gear, bevel pinion and steering clutches for lubrication. The bearings
for the bevel gear shaft get lubrication from the control valve for the steering clutches.
The final drive cases are fastened to the bevel gear and steering clutch case. The final drive cases are
reservoirs for oil for the final drives.
With a steering clutch engaged, the force of springs (6) and (12) keeps pressure plate (5), steel discs
(11) and disc assemblies (4) against inner drum (10). Power goes from the inner drum, through the
discs, to the outer drum. The steering clutches are normally engaged.
With a steering clutch released, pressure oil from the hydraulic controls for the steering clutches
moves piston (9) toward the outside of the machine. The piston pushes on the spring retainer. The
spring retainer pushes on springs (6) and (12) and puts them in compression. At the same time, the
spring retainer pushes pressure plate (5) toward the outside of the machine. The pressure plate is now
not in contact with steel discs (11) and disc assemblies (4). The disc and disc assemblies are not held
together. Power can not go from the inner drum to the outer drum.
FINAL DRIVE
13. Steering clutch outer drum (also brake drum). 14. Hub. 15. Final drive pinion. 16. Idler pinion. 17. Duo-Cone seals.
18. Sprocket. 19. Duo-Cone seals. 20. Sprocket shaft. 21. Final drive gear. 22. Support. 23. Bearing cage.
Splines connect both ends of bevel gear shaft (3) to a drive hub (8). The drive hubs are fastened to
inner drums (10) of the steering clutches. Teeth connect steel discs (11) to the inner drums. Teeth
connect disc assemblies (4) to outer drum (13). The outer drum is fastened to drive hub (14) of pinion
(15). Pinion (15) is engaged with idler gear (16). The idler gear is engaged with final drive gear (21).
Splines connect sprocket (18) to the final drive gear. The teeth of the sprocket are engaged with the
track pins.
When a steering clutch is engaged, the flow of power is: From the bevel gear (2) through bevel gear
shaft to inner drum (10). The inner drum turns steel discs (11). The steel discs turn disc assemblies
(4). The disc assemblies turn outer drum (13). The outer drum turns final drive pinion (15).
The final drive pinion turns idler gear (16). The idler gear turns gear (21). The gear turns sprocket
(18). The sprocket turns the track.
When a steering clutch is not engaged, the connection between bevel gear (2) and final drive pinion
(15) is broken. Power does not go through the final drive to the track.
Hydraulic Control Valve For The Steering Clutches

Pressure oil is sent to the hydraulic control valve by the transmission oil pump. When the control
levers are pulled, levers (8) and (22) move plungers (7) to the left. The plungers move the valve
spools (6). The movement of the valve spools lets oil go to the steering clutch pistons. The oil pushes
against the pistons. The pistons push against the springs and move the pressure plates away from the
disc assemblies. This releases the steering clutches.
HYDRAULIC CONTROL VALVE FOR STEERING CLUTCHES AND BRAKES

1. Chamber. 2. Chamber. 3. Housing. 4. Chamber. 5. Passage. 6. Valve spools. 7. Plungers. 8. Lever. 9. Tube. 10.
Housing. 11. Spring. 12. Slug. 13. Chamber. 14. Passage. 15. Hole. 16. Slot. 17. Washer. 18. Spring. 19. Spring. 20.
Bushing. 21. Retainer. 22. Lever.
Flow of Oil
Pressure oil comes through housing (3) and goes in chamber (1). When the steering clutches are
engaged, the position of valve spools (6) keeps the oil in chamber (1).
Passages (5) and (14) are connected to oil lines. The oil lines go to the steering clutch pistons. The
steering clutches are released by the movement of the control levers. The steering clutches are
released when the control levers are pulled until a resistance is felt.
When the right control lever is pulled PART WAY, plunger (7) moves against spring (19). The force
of spring (19) moves valve spool (6) against spring (11). The movement of valve spool (6) opens
chamber (1) to chamber (2). Pressure oil goes from chamber (2) to passage (14). The oil goes from
passage (14) and through an oil line to the piston for the right steering clutch. As the pressure behind
the steering clutch piston increases, the pressure increase is felt in chamber (13) through hole (15) in
the valve spool. The pressure in chamber (13) becomes the same as the pressure behind the steering
clutch piston. The pressure in chamber (13) against slug (12) adds with the force of spring (11) and
moves valve spool (6) to the right. The movement of valve spool (6) stops the oil to the steering
clutch piston. Now the valve spool is in a balance position. The balance position is modulation. The
pressure against the steering clutch piston is kept constant. The amount of pressure against the
steering clutch piston is a result of the position of plunger (7). The amount of force of spring (19)
against valve spool (6) is also a result of the position of plunger (7). The amount of pressure that is
needed to release a steering clutch is a result of the load on the machine during operation.
RIGHT STEERING CLUTCH RELEASED

1. Chamber. 2. Chamber. 6. Valve spool. 7. Plunger. 11. Spring. 12. Slug. 13. Chamber. 14. Passage. 15. Hole. 19. Spring.
20. Bushing. 21. Retainer.
If a control lever is pulled until a resistance is felt, a steering clutch is fully released. There is no
modulation of valve spool (6). When a steering clutch is fully released, retainer (21) is against
bushing (20). If the control lever is pulled beyond the point of resistance, the steering clutch is still
fully released and brake action starts.
When the right control lever is pulled ALL THE WAY, plunger (7) pushes against spring (19). Spring
(19) moves valve spool (6) to the left until retainer (21) makes contact with bushing (20). Then
plunger (7), spool (6) and bushing (20) move to the left against springs (11), (18) and (19) until
bushing (20) makes contact with washer (17). Maximum pressure oil goes from chamber (1) to
chamber (2). The oil goes from chamber (2) to passage (14). The oil goes from passage (14) and
through an oil line to the piston for the right steering clutch. At this time, maximum pressure oil is
against the piston and the steering clutch is fully released. In this position there is no modulation of
valve spool (6). At this time, there is also an action of the brakes. See the subject, "BRAKES", in this
manual.
RIGHT STEERING CLUTCH FULLY RELEASED AND RIGHT BRAKE FULLY ENGAGED
1. Chamber. 6. Valve spool. 7. Plunger. 11. Spring. 14. Passage. 17. Washer. 18. Spring. 19. Spring. 20. Bushing. 21.
Retainer.
When the right control lever is released, the pressure oil in chamber (13) together with the force of
springs (11), (18) and (19) moves valve spool (6) and plunger (7) all the way to the right. The oil
behind the steering clutch piston comes back through the oil line to passage (14). The oil goes through
passage (14) to chamber (2). The oil goes from chamber (2) through slots (16) and an oil passage to
housing (10). This oil is for lubrication of the mechanical linkage. The oil level in housing (10) is
controlled by tube (9). The extra oil goes from the housing through tube (9). This oil is for lubrication
of the bevel gear and pinion and the bevel gear shaft bearings.
RIGHT STEERING CLUTCH ENGAGED

6. Valve spool. 7. Plunger. 9. Tube. 10. Housing. 11. Spring. 13. Chamber. 14. Passage. 16. Slots. 18. Spring. 19. Spring.
Brakes
Two band-type brakes, one on each steering clutch drum, stop the movement of the machine. The
brakes also give assistance to the steering clutches to turn the machine. The operation of each brake
gets assistance from a hydraulic control mechanism. The operation of each brake is separate from the
other. Both brakes can be held in the "ON" position by pawl (7) on the brake linkage.
BRAKE LINKAGE
1. Link. 2. Shaft. 3. Piston. 4. Bellcrank. 5. Spring. 6. Rod. 7. Pawl. 8. Pin. 9. Pin. 10. Lever. 11. Lever. 12. Shaft. 13.
Strut. 14. Pin. 15. Strut. 16. Shaft.
The operation of both brakes is the same. When a brake pedal is pushed toward the front of the
machine, mechanical linkage moves piston (3) in the hydraulic control mechanism. The piston (3)
pushes against the roller on bellcrank (4). The bellcrank turns on the shaft (2) and moves the link (1)
toward the top. This moves pin (14) toward the top and pins (8) and (9) away from each other. The
levers (10) and (11) then turn on shafts (12) and (16). Levers (10) and (11) move struts (13) and (15)
toward each other. As the struts move toward each other, they push on the ends of the brake band.
This causes the brake band to make contact with the steering clutch drum. Now, the movement of the
machine stops or becomes slower.
When the brake pedal is released, spring (5) and springs inside the hydraulic control mechanism move
the mechanical linkage and brake pedal. The struts move away from each other. The brake band is not
in contact with the steering clutch drum. Now, the brakes are in the "OFF" position.
Both brakes can be held in the "ON" position. Push both brake pedals toward the front of the machine.
At the same time, push the parking brake lever forward and down. The parking brake lever is at the
right side of the seat. The movement of the lever moves rod (6) and engages the teeth of the pawl (7)
with the teeth of the ratchet. The brakes are held in the "ON" position by the link. The links push
against the bellcrank (4). To release the brakes, push on the brake pedals and pull the parking brake
lever up and backwards.
An oil line sends pressure oil to each brake band. This oil is for lubrication and cooling of the brake
bands.
Hydraulic Control Mechanism

Pressure oil is sent to each hydraulic control mechanism. On power shift machines, this oil comes
from an oil manifold on the control valve for the steering clutches. On direct drive machines this oil
comes from a relief valve on the control valve for the steering clutches. The oil goes in the housing
and fills chamber (5).
When the brakes are in the "OFF" position, the oil is kept in chamber (5).
When a brake pedal is pushed forward, lever (12) pushes plunger (2) and valve (6) to the right against
piston (9). This closes passage (7) in the piston. The movement of plunger (2) and valve (6) opens
passages (10), (14) and (15). The oil goes from chamber (5) through passage (10) and opens plunger
(13). The oil goes through plunger (2) to the center of valve (6). The oil goes through holes in valve
(6) and out passage (15). The oil goes through passages (15) and (14) and starts to fill the chamber.
When the pressure of the oil in chamber (16) increases, piston (9) will move to the right. The piston
pushes against the bellcrank of the brake linkage. The bellcrank moves the mechanical linkage and the
brake band makes contact with the steering clutch drum.
HYDRAULIC CONTROL MECHANISM

1. Stop. 2. Plunger. 3. Spring. 4. Spring. 5. Chamber. 6. Valve. 7. Passage. 8. Passage. 9. Piston. 10. Passage. 11.
Chamber. 12. Lever. 13. Plunger. 14. Passage. 15. Passage. 16. Chamber.
When a brake pedal is released, lever (12) moves until it is against stop (1). The force of springs (3)
and (4) move plunger (2) and valve (6) away from the piston (9). The movement of valve (6) and
plunger (2) closes passages (10), (14) and (15) and opens passage (7). The pressure of the oil in
chamber (16) decreases. Piston (9) moves away from the bellcrank. The oil that was in chamber (16)
goes through passages (7) and (8) to an oil line. The oil goes through the oil line to the control valve
for the steering clutches. The oil then goes through a drain tube to the bevel gear case.
Plunger (13) keeps pressure oil in chamber (16) if the pressure in the system decreases for a short
period of time when the brakes are "ON".
Common Steering Clutch and Brake Hydraulics

When a control lever for a steering clutch is pulled all the way back, a steering clutch is released. At
the same time, pressure oil is sent to a valve which engages a brake. This is done without the use of a
brake pedal. In the control valve for the steering clutches, bushing (22) is against washer (21).
Pressure oil comes through chamber (18) and goes to chambers (17) and (19). From chamber (19)
pressure oil goes to the steering clutch piston and releases a steering clutch. From chamber (17),
pressure oil goes through an oil line to passage (8) in the hydraulic control mechanism for the brake.
The oil goes through passage (8) to chamber (11) in piston (9). The oil then goes through passage (7)
and starts to fill chamber (16). The positions of plunger (2) and valve (6) let the pressure of the oil in
chamber (16) increase. As the pressure increases, piston (9) moves to the right against the bellcrank.
The piston pushes the bellcrank. The bellcrank moves the mechanical linkage and a brake band makes
contact with the steering clutch drum. At this time, the machine makes a turn.
RIGHT BRAKE FULLY ENGAGED

17. Chamber. 18. Chamber. 19. Chamber. 21. Washer. 22. Bushing.
If the operator pulls a clutch control lever PART WAY to release a steering clutch and makes some
application of a brake, a resistance is felt in the lever when retainer (24) makes contact with bushing
(22). At this time, the action of the brake begins. Spool (31) moves to the left. The resistance in the
lever lets the operator know the start of the action of the brake.
As spool (31) moves to the left, pressure oil from chamber (18) starts to fill chamber (17). The oil
goes from chamber (17) to a line. Oil goes through the line and in passage (8) of the hydraulic control
mechanism for the brake. As chamber (16) is filled with pressure oil, piston (9) moves to the right and
starts the application of the brake. As the pressure behind piston (9) increases, the pressure increase is
felt in chamber (27) through hole (28). The pressure in chamber (27) becomes the same as the
pressure behind piston (9). The pressure in chamber (27) against slug (26) adds with the force of
springs (29) and (30) and moves spool (31) to the right. The oil from chamber (17) to the hydraulic
control mechanism for the brake is stopped by valve spool (31). Now valve spool (31) is in a balance
position. The balance position is modulation. The pressure against piston (9) is kept constant. The
amount of pressure against piston (9) is a result of the position of plunger (32). The amount of force
of springs (29) and (30) against valve spool (31) is also a result of the position of plunger (32). The
amount of force needed for some application of the brake is controlled by the operator.
RIGHT BRAKE ENGAGED PART WAY

17. Chamber. 18. Chamber. 22. Bushing. 23. Tube. 24. Retainer. 25. Spring. 26. Slug. 27. Chamber. 28. Hole. 29. Spring.
30. Spring. 31. Valve spool. 32. Plunger.
When the control lever for the steering clutch is released, valve spool (31) moves to a neutral position.
Oil in chamber (16) goes through a line to chamber (17). Oil then goes from chamber (17) through
drain tube (23) to the reservoir in the bevel gear case. At this time, the hydraulic controls are in a
neutral position. The steering clutches are engaged and the brakes are released.
RIGHT BRAKE FULLY RELEASED

17. Chamber. 23. Tube. 31. Valve spool.
Relief Valve For Hydraulic Controls For Steering Clutches And

Brakes (Direct Drive)
The relief valve is on top of the hydraulic control valve for the steering clutches and brakes. The relief
valve controls the pressure of the oil that goes in the hydraulic control valve and the hydraulic control
mechanisms for the brakes. The extra oil is sent to the oil cooler on the engine.
RELIEF VALVE FOR HYDRAULIC CONTROLS FOR STEERING CLUTCHES AND BRAKES
1. Spring. 2. Passage. 3. Inlet opening. 4. Passage. 5. Orifice. 6. Outlet opening. 7. Valve body. 8. Chamber. 9. Cover. 10.
Valve spool. 11. Chamber. 12. Passage. 13. Chamber. 14. Spacers. 15. Plunger. 16. Chamber. 17. Chamber.
Oil, from the oil filter, goes in valve body (7) through opening (3). Oil fills chamber (13). When
chamber (13) is filled, oil goes through passage (4) and opens plunger (15). Oil now fills chamber
(17). When the pressure of the oil in chamber (13) is approximately 415 psi (2855 kPa), pressure oil
in chamber (17) moves valve spool (10) to the left against cover (9). The movement of valve spool
(10) puts spring (1) in compression. This lets the extra oil go by valve spool (10) to chamber (16).
From chamber (16) the oil goes to opening (6). The oil then goes to the oil cooler. Oil, in the spring
bore of valve spool (10), goes through passages (2) to chamber (11). A passage (not shown) in valve
body (7) lets oil out of chamber (11).
When a brake is engaged or a steering clutch is released, the pressure of the oil in chambers (13) and
(17) decreases. The force of spring (1) moves valve spool (10) to the right. The movement of valve
spool (10) stops the flow of oil to chamber (16) and opening (6). Plunger (15) closes and oil in
chamber (17) goes out orifice (5). This slows the movement of the valve spool.
Spacers (14) are used to adjust the pressure of the valve.
Passages (not shown) in valve body (7) at each end of valve spool (10) let leakage oil go from the
valve body. This prevents the movement of the valve spool from stopping.
From chamber (13), oil is sent to the hydraulic control mechanisms for the brakes and to the hydraulic
control valve for the steering clutches and brakes.
Undercarriage
The undercarriage connects to the body and final drives. Two track assemblies are kept in parallel
alignment by the diagonal braces of the track roller frames. Each track assembly can move up and
down by itself.
The components of the undercarriage are: equalizer bar, track rollers, track carrier rollers, tracks, front
idlers, track roller frames, track adjusters and recoil springs.
The front idlers, track rollers and track carrier rollers use Duo-Cone seals to prevent the loss of
lubricant and to keep out foreign material.
Track Roller Frames

The track roller frames are fastened to the final drive bearing cage and to the steering clutch and bevel
gear case. The parallel alignment of the track roller frames is kept by diagonal braces. Each roller
frame can move up and down by itself.
The track rollers, track carrier rollers, front idlers, track adjusters and recoil springs are fastened to the
track roller frames.
The alignment of the track roller frames and final drives is controlled by the shim adjustment of the
final drives.
Track Carrier Rollers

The track carrier rollers give support to the track between the sprocket and the front idler. The shaft of
the track carrier roller is fastened to a support bracket by a clamp. The support bracket is fastened to
the track roller frame.
TRACK ROLLER
1. Lock. 2. Inner end collar. 3. Bearings. 4. Outer end collar. 5. Shaft. 6. Duo-Cone seals. 7. Track roller.
The track carrier rollers must be in alignment with the sprocket and the front idler. The alignment is
done by the movement of the roller shaft inside the support bracket. The carrier rollers turn on two
tapered roller bearings.
Track Carrier Roller Lubrication

If lubricant is added with the roller removed from the machine, shaft (1) must be in a horizontal
position.
TRACK CARRIER ROLLER

1. Shaft. 2. Duo-Cone seal. 3. Bearings. 4. Passage. 5. End cover. 6. Plug.
Lubricant is sent into center passage (4) through the 5M2080 Nozzle. The lubricant fills the cavity
between shaft (1) and the roller. When the cavity is full, the pressure of the oil causes the air and extra
lubricant to go out the relief threads in the nozzle.
When the lubricant does not have any bubbles, remove the nozzle and install the plug. Tighten the
plug to a torque of 125 15 lb. ft. (170 20 Nm).
Track Rollers
The track rollers are fastened to the track 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 cause an equal distribution of the weight of the machine
along the track.
Each track roller frame has six track rollers, three single flange and three double flange. The
installation of the track rollers is as follows: 1. Start at the front of the machine and install one double
flange roller. 2. Then install one single flange roller. 3. Then install one double flange roller. 4. Then
install one single flange roller. 5. Then install one double flange roller. 6. Then install one single
flange roller.
The flange at the center of shaft (5) gets the side load on the roller. Bearings (3) also get the side load
on the roller. The amount of side movement or end clearance of the shaft can not be adjusted.
The track rollers have Duo-Cone floating seals (6) at both ends of shaft (5).
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

If lubricant is added with the roller removed from the machine, shaft (1) must be in a horizontal
position. The slot, in the end where the 5M2080 Nozzle is installed, must be down.
TRACK ROLLER
1. Shaft. 2. Duo-Cone seals. 3. Plug. 4. Reservoirs. 5. Center passage.
Lubricant is sent into center passage (5) through the 5M2080 Nozzle. The lubricant fills the reservoirs
(4) in the rollers. When the reservoirs are full, the pressure of the oil causes the air and extra lubricant
to go out the relief threads on the nozzle.
When the lubricant does not have any bubbles, remove the nozzle and install the plug. Tighten the
Front Idlers
The front idlers put the tracks in position in front of the track rollers. They also keep the tracks in
alignment with the sprockets.
The adjustment of the tracks is done by the movement of the front idlers. The track adjusters move the
front idlers and hold them in position.
FRONT IDLER
1. Fill plug. 2. Duo-Cone seal. 3. Bearings. 4. Bearing. 5. Shims. 6. Plate. 7. Outer plate. 8. Idler. 9. Shaft. 10. Track roller
frame.
The position of the front idlers is controlled by shims. The front idlers must have correct alignment
with the track roller frames.
Front Idler Lubrication
If lubricant is added with the idler on the machine, the idler must be in the LOW position.
If lubricant is added with the idler removed from the machine, the shaft (4) must be in a horizontal
position.
Lubricant is sent through the 5M2080 Nozzle into the center passage (3). The lubricant fills reservoirs
around shaft (4). When the reservoirs are full, the pressure of the oil causes the air and extra lubricant
to go out the relief threads in the nozzle.
When the lubricant does not have any bubbles, remove the nozzle and install plug (1). Tighten the
FRONT IDLER
1. Plug. 2. End bearing. 3. Center passage. 4. Shaft. 5. Duo-Cone seals.
Front Idler Position

The front idler has two positions for operation. A HIGH position for equipment used at the rear of the
machine. The LOW position when equipment is used at the front of the machine.
The method to change the idler from LOW to HIGH is as follows:
1. Remove the idler and note the position of notch (recess) (3) with idler in the LOW position.
IDLER IN LOW POSITION

1. Collar. 2. Bearing. 3. Notch (recess).
2. Remove the bolts. Lift collars (1) on each side of the idler. Turn bearings (2) on each side of the
idler and the shaft 180. Notch (3) is now toward the rear of the machine.
FRONT IDLER POSITION

3. Notch.
3. Turn the idler 180 in the direction as shown by the arrows. The idler is now ready to be installed in
the HIGH position.
FRONT IDLER POSITION

3. Notch.
4. Notch (3) of bearing (2) is now toward the front of the machine. The idler is in the HIGH position.
The bearing that was on the right side of the track roller frame is now on the left side. The bearing that
was on the left side is now on the right side.
5. Install the idler.
6. Do Steps 1 through 5 on the idler for the opposite side.
Recoil Springs And Mechanisms For Track Adjustment

The recoil springs are normally in compression. They are held between brackets and stops on the
track roller frames. Normally, the force of the springs is not against the tracks. The force against the
track for the correct setting of track curve (sag) is controlled by the mechanism for track adjustment.
RECOIL SPRING AND MECHANISM FOR TRACK ADJUSTMENT

1. Spring. 2. Cavity. 3. Recoil rod. 4. Nut. 5. Pilot. 6. Sleeve. 7. Bolt. 8. Pilot. 9. Piston. 10. Cylinder.
Track adjustment is made by the hydraulic mechanism for track adjustment. Pressure grease is sent to
cavity (2) through a fill valve. This moves recoil rod (3) and the front idler toward the front of the
machine. The movement of the recoil rod and front idler tightens the track. The tension on the track is
released by a relief valve.
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 cylinder to see that it moves.
If rocks or debris get between the track and the rollers, idler or sprocket, recoil rod (3) moves toward
the rear of the machine. The movement of the recoil rod tightens the track. Since the grease in cavity
(2) can not be put in compression, piston (9) and bolt (7) move toward the rear of the machine. Bolt
(7) pushes pilot (8) toward the rear of the machine. Pilot (8) pushes on spring (1). This puts spring (1)
in compression. The movement of pilot (8) and the compression of spring (1) prevent too much
tension on the track.
Nut (4) is used to keep recoil spring in compression when it is installed in the machine.
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) makes a fit over the track links in front of them. Link (1) makes a
fit over link (13). Link (5) makes a fit over link (14). The connection of the track links makes the
track assembly.
Thurst rings (11) and (12) are installed on the pin (10). 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 (SECTION)

1. Link. 2. Bushing. 3. Hole. 4. Hole. 5. Link. 6. Seal assembly. 7. Seal assembly. 8. Rubber stopper. 9. Polyurethane plug.
10. Pin. 11. Thrust ring. 12. Thrust ring. 13. Link. 14. Link.
Each link has a counterbore in the end which makes a fit with the link in front of it. Seal assemblies
(6) and (7) 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
The pin (10) 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. The radial hole (3) lets oil go to the surface between the pin (10) and the 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 of the lip of the seal
ring. Oil is kept in the pin by a stopper (8) and a plug (9). The oil is installed in the pin through a hole
in the center of the stopper (8). When the chambers in the pin are filled, the plug (9) is installed in the
stopper (8).
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.
The two piece master links (17) and the master shoe (15) are held together with bolts (16).
MASTER LINK AND MASTER SHOE

15. Master shoe. 16. Bolts. 17. Master link.
Copyright 1993 - 2012 Caterpillar Inc. Mon Jun 11 15:21:08 EST 2012
Todos los derechos reservados.
Red privada para licenciados del SIS.

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D6D TRACTOR / POWER SHIFT / 9FK00001-UP (MACHINE) POWERED BY 330...

Producto: TRACK-TYPE TRACTOR

General Information - (Power Shift)

General Information - (Direct Drive)

Hydraulic System - (Power Shift)

TRANSMISSION AND STEERING CLUTCH OIL SYSTEM SCHEMATIC (POWER SHIFT)

1. Hydraulic control mechanism for left brake.

2. Hydraulic control valve for the steering clutches and brakes.

4. Vent line from pump.

7. Oil cooler (air to oil).

8. Pressure control valve.

9. Relief valve for torque converter outlet.

10. Hydraulic control mechanism for right brake.

11. Temperature bypass valve.

13. Reservoir in steering clutch and bevel gear case.

14. Transmission lubrication relief valve.

15. Pressure relief valve.

16. Scavenge pump.

17. Relief valve for torque converter inlet.

18. Torque converter housing.

19. Oil cooler (oil to water).

After the oil is cooled, it goes to lubrication relief valve (14).

COMPONENTS OF HYDRAULIC PUMP

MAGNETIC SCREEN CONSTRUCTION

OIL FILTER CONSTRUCTION

Transmission Oil Coolers

TRANSMISSION OIL COOLER (SCHEMATIC)

Transmission Hydraulic Controls - (Power

HYDRAULIC CONTROLS (FIRST SPEED REVERSE)

2. Body of relief valve for converter outlet.

3. Relief valve for converter outlet.

4. Temperature bypass valve.

5. Water-cooled oil cooler.

6. Lubrication line to front of transmission.

7. Air-cooled oil cooler.

8. Lubrication relief valve.

9. Lubrication line to rear of transmission.

10. Scavenge oil pump.

11. Oil reservoir for torque converter.

12. Hydraulic controls for steering clutches and brakes.

13. Load piston.

14. Body of pressure control valve.

15. Check valve.

16. Flow control orifice.

17. Relief valve for converter inlet.

18. Body of sequence relief valve.

19. Modulating valve.

20. Pressure differential and safety valve.

21. Pressure relief valve.

22. Oil filter.

23. Bleed line for oil pump.

24. Body of selector valve.

25. Spool for direction selection.

26. Oil reservoir.

27. Magnetic screen.

28. Transmission oil pump.

29. 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.