Pruebas y Ajustes

D6 TRACTOR POWER TRAIN

Testing And Adjusting
Introduction
NOTE: For Specifications with illustrations, make reference to POWER TRAIN
SPECIFICATIONS FOR D6 TRACTORS, Form No. REG01694. If the Specifications in Form
REG01694 are not the same as in the Systems Operation and the Testing and Adjusting, look at the
printing date on the back cover of each book. Use the Specifications in the book with the latest date.
Troubleshooting
This is intended as a reference for locating and correcting problems that may occur in the power
train. In the event further investigation is necessary, use of the 7S8875 or 8M2736 Hydraulic Test
Box will be helpful. For pressure tap locations and procedures for making tests and adjustments see
D6 POWER SHIFT TRANSMISSION TESTING AND ADJUSTING, Form No. REG01335,
REG01336 and REG01612.
In all instances, visual checks of the machine should be made first and then operational checks
before proceeding to instrumentation tests.
Visual Checks
1. Check the oil level of the transmission and steering hydraulic system.
2. Check the oil level of the final drives.
3. Inspect all external oil lines, connections and external valving for leaks or damage.
4. Check the transmission control linkage and steering and brake control linkages for damage and/or
adjustment.
5. Check to be certain the track is not too tight.
6. Rotate the universal joint in both directions by hand. It should rotate freely except when cold oil
causes clutch drag. If it does not turn, disconnect the universal joint and determine if the torque
converter or range transmission is locked.
7. Check the magnetic strainer, filter and scavenge pump screen for foreign material.
a. Iron or steel particles indicate possible transmission, transfer gear or bevel gear
failure.
b. Bronze-colored particles indicate a clutch failure, either a steering clutch or
transmission clutch.
c. Bright steel particles in the filter indicate a pump failure.
d. Aluminum particles indicate a torque converter failure.
e. Rubber particles indicate a damaged seal or hose.
Nmero de medio -REG00615-04 Fecha de publicacin -01/05/1974 Fecha de actualizacin -10/10/2001

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If metal or rubber particles are found, clean all components in the hydraulic system and recondition
the damaged components. If no particles are found, the machine can usually be operated without
damage to the components.
Operational Checks
With the engine running, move the transmission speed selector lever to all positions. The detents
should be felt in each position.
Operate the machine in all speeds. Listen for unusual noises and determine their source. Lock the
brakes and stall the torque converter in each speed. If the universal joint turns, the transmission
clutches are slipping. Refer to the OPERATIONAL CHECK LIST for "problems" and "probable
causes."
Operational Check List
Transmission
PROBLEM: Does not operate in any speed or slips in all speeds.
PROBABLE CAUSE:
1. Low oil pressure caused by:
a. Low oil level.
b. Control linkage broken, loose or incorrectly adjusted.
c. Oil pump or oil pump drive failure.
d. Air leaks on inlet side of pump.
e. Leakage within the transmission.
f. Hydraulic system pressure relief valve incorrectly adjusted or stuck open.
g. Load piston, check valve, or differential valve stuck.
2. Mechanical failure in transmission.
3. Torque converter failure.
4. Transfer gear failure or bevel gear failure.
PROBLEM: Operates in reverse speeds only or forward speeds only.
PROBABLE CAUSE:
1. Control linkage broken, loose or incorrectly adjusted.
2. Worn discs and plates and/or broken parts in the directional clutch.
3. Excessive leakage in connections and/or clutch piston seals of directional clutch.
PROBLEM: Transmission does not shift
PROBABLE CAUSE:
1. Low oil level.
2. Low clutch pressures.
3. Incorrect linkage adjustment or worn or broken parts.
PROBLEM: Sluggish shifting.
PROBABLE CAUSE:
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1. Low oil pressure.
2. Incorrectly adjusted internal and external control system linkages.
3. Air leaks on inlet side of pump.
4. Load piston or check valve sticking in pressure control valve.
PROBLEM: Rough shifting.
PROBABLE CAUSE:
1. Incorrectly adjusted control system linkage.
2. Incorrect initial setting of modulating valve.
3. Sticking load piston and/or check valve.
4. Weak or broken valve springs.
PROBLEM: Does not operate in a particular speed (forward or reverse) or operates in one
speed only.
PROBABLE CAUSE:
1. Control linkage broken, loose or incorrectly adjusted.
2. Worn discs and plates and/or broken components of the clutch in question.
3. Excessive leakage in connections and/or clutch piston seals of the clutch in question.
4. Clutch plates broken, binding ring gear of the clutch in question. (Torque converter will stall
in all other speeds.)
PROBLEM: Transmission remains in gear when selector lever is in NEUTRAL.
PROBABLE CAUSE:
1. Control linkage broken, loose or incorrectly adjusted.
2. Directional clutches not releasing.
PROBLEM: Transmission engages, torque converter stalls and engine under load condition.
Machine does not move.
PROBABLE CAUSE:
1. Locked transmission.
a. Broken parts.
b. One or more clutches incorrectly engaged.
2. Broken teeth on bevel pinion or bevel gear.
3. Broken teeth on pinion and/or gears in final drives.
PROBLEM: Overheating of the transmission.
PROBABLE CAUSE:
1. Low oil level.
2. Oil cooler core partially plugged.
3. Excessive clutch drag.
4. Low oil flow as a result of a worn oil pump or extreme leakage in the hydraulic system.
PROBLEM: Unusually noisy pump.
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PROBABLE CAUSE:
1. An intermittent loud popping sound which gives the impression that foreign materials are
passing through the pump is caused by pump cavitation.
2. A constant loud milling or gritting noise is an indication of pump failure.
Torque Converter
PROBLEM: Torque converter overheating.
PROBABLE CAUSE:
1. Improper operation of machine. Constant overloading.
2. Faulty temperature gauge.
3. Cooling system of machine faulty.
4. Mechanical failure of torque converter.
5. Excessive oil build-up in the torque converter cover around converter due to:
a. Scavenge pump failure.
b. Clogged screen.
c. Excessive leakage through torque converter.
6. Insufficient oil supply to the converter caused by:
a. Excessive leakage in the transmission and steering system.
b. Faulty pump.
c. Torque converter inlet relief valve set too low or leaking.
d. Clogged oil cooler or lines.
Steering
PROBLEM: Machine will not turn in one direction.
PROBABLE CAUSE:
1. Steering control linkage incorrectly adjusted.
2. Excessive leakage in circuit between control valve and steering clutch piston or between
piston seals.
3. Valve spool stuck or valve spool spring weak or broken.
PROBLEM: Machine will not steer in either direction.
PROBABLE CAUSE:
1. Low pump output.
2. Leakage in the lines between the hydraulic system relief valve and the control valve.
3. Excessive leakage in the transmission.
4. Hydraulic system relief valve set low or leaking.
5. Incorrectly adjusted steering and brake linkage.
PROBLEM: Machine veers in either direction with both steering clutches engaged.
PROBABLE CAUSE:
1. Incorrectly adjusted pedal linkage.
2. Worn steering clutch plates.
3. Weak or broken steering clutch springs.
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4. Broken steering clutch spring retaining bolts.
5. Worn serrations on driving and driven steering clutch drums causing plates to "hang up."
PROBLEM: Sluggish steering.
PROBABLE CAUSE:
1. Incorrectly adjusted, worn or broken linkage.
2. Worn brake lining.
3. Low pump output.
4. Worn serrations on driving and driven steering clutch drums causing plates to "hang up."
Flywheel Clutch, Transmission And Steering
Clutch Hydraulic Tests
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TRANSMISSION AND STEERING CLUTCH OIL SYSTEM (SCHEMATIC)
1. Magnetic strainer. 2. Oil pump. 3. Oil filter. 4. Flywheel clutch housing. 5. Transmission lubrication regulator valve. 6.
Relief valve (steering clutch hydraulic control). 7. Steering clutch hydraulic control valve. 8. Right steering clutch piston.
9. Transmission case. 10. Oil cooler. 11. Screen. A. Left steering clutch oil pressure tap. B. Transmission oil pump
pressure tap. C. Right steering clutch oil pressure tap. D. Transmission lubricating oil pressure tap.
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ON MACHINE PRESSURE TAP LOCATIONS
A. Left steering clutch oil pressure tap. B. Transmission oil pump pressure tap. C. Right steering clutch oil pressure tap.
D. Transmission lubrication oil pressure tap.
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7S1993 RELIEF VALVE
6. Relief valve (steering clutch hydraulic control). 12. Spacers.
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Final Drive And Undercarriage
Final Drive Bearings
After the final drive has been assembled, the track roller frame outer bearing installed and aligned,
adjust the bearing preload on the sprocket support bearings. With the adjusting nut lock and
clamping bolt removed, tighten adjusting nut (1) in a counterclockwise direction as tight as possible,
with a five-foot extension on the 7F9306 Spanner Wrench. Install the lock in one of the recesses in
the adjusting nut, insert the clamping bolt and tighten to lock the adjusting nut in position.
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ADJUSTING FINAL DRIVE BEARINGS
1. Adjusting nut.
Aligning Track Roller Frame With Sprocket
1. When installing track roller frame (6), the center of track rollers should be centered with drive
sprocket (8), so the track will lead straight off of rear roller (5) onto the drive sprocket and not rub
against either the sides of the sprocket or the rims of the track roller.
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ALIGNING TRACK ROLLER FRAME WITH SPROCKET
1. Cap. 2. Nut. 3. Shims. 4. Outer bearing assembly. 5. Rear track roller. 6. Track roller frame. 7. Lock ring. 8. Drive
sprocket. 9. Retainer assembly. 10. Clearance. 11. Holder assembly. 12. Clearance. 13. Diagonal brace. 14. Clearance.
15. Steering clutch case. 16. Clearance.
2. Center drive sprocket (8) in the recess of rear track roller (5) so spaces (10 and 12) between the
outer face of the sprocket and the inner edge of the track roller rim are equal.
3. Check diagonal brace (13) for clearance at (14 and 16) in recess in steering clutch case (15).
4. This adjustment can be made by removing the cap (1) from the outer bearing assembly (4) and
taking off the lock ring (7), nut (2) and retainer assembly (9).
5. Add shims (3) between the retainer assembly (9) and the holder assembly (11) to move the roller
frame out, decreasing the clearance (12) at the roller and at the diagonal brace (14) and increasing
the clearance at (10 and 16).
6. Remove shims (3) to allow the roller frame to move closer to the tractor, decreasing the clearance
at (10 and 16) and increasing the clearance at (12 and 14).
Repositioning Front Idler
The idler can be positioned from the HIGH to LOW or LOW to HIGH position in the following
manner. The illustrations show repositioning the idler from the LOW to HIGH POSITION.
1. Remove the idler. Note the location of recess (3), with bearing (2) in the LOW position. See Fig.
1.
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FIG. 1. IDLER BEARING IN LOW POSITION
1. Collar. 2. Bearing. 3. Recess.
2. Remove the bolts, raise collars (1) and revolve bearings (2) and shaft 180 so recesses (3) are
toward the rear of the machine. See Fig. 2. Install the bolt.
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FIG. 2. REPOSITIONING BEARINGS
3. Recess.
3. Rotate the idler 180 in the direction indicated by the arrows in Fig. 2. This will position the idler
properly for installation in the HIGH position. The bearing that was previously on the right side of
the idler will now be on the left, and recess (3) will again be toward the front of the machine. See
Fig. 3.
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FIG. 3. IDLER BEARING IN HIGH POSITION
3. Recess.
Copyright 1993 - 2011 Caterpillar Inc.
Todos los derechos reservados.
Red privada para licenciados del SIS.
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