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11/10/2018 D7F TRACTOR / DIRECT DRIVE / 93N00001-01174 (MACHINE)(UEG0169S - 00) - Sistemas y componentes
Pantalla anterior
Bienvenido: r080hem
Producto: TRACTOR TIPO TRACK
Modelo: D7F TRACTOR TIPO TRACK 93N
Configuración: D7F TRACTOR / DIRECT DRIVE / 93N00001-01174
(MÁQUINA)
Operación de Sistemas
D7 TRACTOR POWER TREN
Número de medio -REG00760-02 Fecha de publicación -01/05/1973 Fecha de actualización -17/03/2010
REG007600001
Operación de sistemas
Introducción
NOTA: Para especificaciones con ilustraciones, haga referencia a las ESPECIFICACIONES DEL TREN DE
ALIMENTACIÓN PARA EL TRACTOR D7F, Formulario No. REG01418. Si las especificaciones en el
formulario REG01418 no son las mismas que en la Operación de sistemas y la Prueba y ajuste, mire la fecha de
impresión en la contraportada de cada libro. Utilice las especificaciones en el libro con la última fecha.
Información general (Power Shift)
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TREN DE PODER
1. Embragues de dirección. 2. Transmisión planetaria. 3. Controles hidráulicos de la transmisión. 4. Divisor de par. 5. Motor diesel. 6.
Final drive. 7. Junta universal.
La potencia del motor diesel se transmite a través del divisor de par, la junta universal, la transmisión, el
engranaje cónico, los embragues de dirección y los mandos finales. Los mandos finales transmiten la potencia a
los piñones, que a su vez, transmiten la potencia a las pistas.
El divisor de par transmite la potencia del motor por medio de un sistema de engranajes planetarios y un
convertidor de par.
La transmisión tiene tres velocidades de avance y tres velocidades de retroceso. La velocidad y la dirección de la
máquina están determinadas por la posición de los carretes de las válvulas en los controles hidráulicos de la
transmisión que se encuentran en la parte superior de la caja de la transmisión.
The steering clutches are used to turn the machine. The brakes are used to supplement the action of the steering
clutches or to stop the machine.
General Information (Direct Drive)
POWER TRAIN
1. Bevel gear and pinion. 2. Flywheel clutch. 3. Diesel engine. 4. Final drive. 5. Transmission. 6. Universal joint.
The power from the diesel engine is transmitted through the flywheel clutch, universal joint, transmission, bevel
gear, steering clutches, and final drives. The final drives transmit the power to the sprockets, which in turn,
transmit the power to the tracks.
When the flywheel clutch is engaged, the power from the engine is transmitted to the transmission; disengaged,
the power flow is stopped.
The transmission has five forward speeds and four reverse speeds. The speed and direction of the machine is
determined by the speed selector lever and the forward-reverse lever. When actuated, the levers position the
transmission gears to obtain the desired speed and direction of the machine.
The interlock mechanism, controlled by the flywheel clutch control lever, locks the transmission gears in
position when the flywheel clutch is engaged. The interlock mechanism also prevents the transmission from
being placed in more than one gear at a time.
The steering clutches are used to turn the machine. The brakes are used to supplement the action of the steering
clutches or to stop the machine.
Hydraulic System (Power Shift)

The bevel gear compartment, steering clutch compartments and the transmission case have interconnected
passages and serve as a sump for the entire hydraulic system, including the torque divider.
Oil in the system provides lubrication for the bevel gear, torque divider and transmission; cooling for the
steering clutches and brakes; and oil under pressure to actuate the clutches in the transmission, steering clutch
hydraulic controls, and to charge the torque converter.
Oil is drawn from the sump in the bevel gear case through the magnetic strainer by the pump. From the pump,
oil if forced through the filter to the transmission hydraulic controls and the steering clutch check valve, as
necessary to fill the requirements of the steering clutch hydraulic control. If the filter is clogged, a bypass valve
in the filter allows oil to bypass the filter element.
The check valve prevents a loss of pressure in the steering clutch hydraulic control in the event the steering
clutches are disengaged during a transmission clutch fill.
The valves in the steering clutch hydraulic control valve direct oil to the steering clutch pistons which move to
disengage the steering clutches. A small amount of oil is bled off through an orifice to lubricate the control valve
operating mechanism and bevel gear shaft bearings.
Oil supplied to the torque converter inlet ratio valve charges the torque converter portion of the torque divider.
Controlled leakage of oil from the torque converter is provided to lubricate the torque divider components. The
scavenge pump returns leakage oil from the torque divider housing to the transmission case.
Discharge oil from the torque converter passes through the relief valve to the oil cooler on the diesel engine. A
portion of the oil from the oil cooler is supplied to the transmission lubricating system.
Oil which is bypassed by the transmission hydraulic controls is directed to the torque converter inlet ratio valve
to aid in charging the torque converter. The torque converter inlet ratio valve bypasses all oil not used by the
torque converter to the transmission oil sump.
Transmission Lubrication
Oil for lubrication and cooling of the transmission is provided by the transmission and steering clutch hydraulic
controls oil pump.
TRANSMISSION LUBRICATION
1. Passage. 2. Tube. 3. Transmission lubrication oil manifold. 4. Passage. 5. Passage. 6. Tube. 7. Manifold. 8. Front bearing. 9. Passage.
Oil is delivered through the return line from the oil cooler to a cavity in the transmission lubrication oil cooler to
a cavity in the transmission lubrication oil manifold (3) on the front of the transmission case. This manifold
divides the flow of oil and directs it through two tubes (2) and (6).
The oil passing through tube (6) enters manifold (7) in the front bearing cage. The manifold directs oil through a
passage to the No. 1 planet carrier. This oil is distributed to the bearings of the planet gears in the No. 1 carrier.
A small passage in the front bearing cage directs oil to front bearing (8). This oil is drained through passage (9)
into the transmission case.
The oil passing through tube (2) flows through a passage in the clutch housings to the passage (1) in the transfer
gear case. Oil is distributed to the planet gear bearings of the No. 2 carrier through passages (4) and (5) in the
bearing cage.
The plate assembly between the No. 1 and No. 2 clutch housings has lateral passages which direct some of the
oil supplied by tube (2), to spray on the clutch plates and disc assemblies for lubrication and cooling.
The other components of the transmission are lubricated by splash or from oil being sprayed from pressure
lubricated points.
Transmission Hydraulic Controls (Serial Numbers

94N1-94N5659, 92E1-Up)
TRANSMISSION HYDRAULIC CONTROLS SCHEMATIC (FIRST SPEED FORWARD)

1. Directional valve body. 2. Directional valve spool. 3. Safety valve. 4. Steering clutch controls. 5. Speed selector valve spool. 6. Speed
selector valve body. 7. Oil filter. 8. Torque converter ratio valve spool. 9. Pressure differential valve spool. 10. Check valve. 11.
Lubrication line to rear of transmission. 12. Lubrication line to front of transmission. 13. Torque converter outlet relief valve. 14. Pressure
control valve body. 15. Transmission oil pump. 16. Oil cooler. 17. Pressure modulating relief valve spool. 18. Load piston. 19. Magnetic
strainer. 20. Scavenge oil pump. 21. Oil sump. 22. Lubrication line to power takeoff and pump drive. 23. Torque converter. 24. Torque
converter outlet relief valve spool. 25. Torque converter oil sump. A. Directional clutch oil pressure tap. B. Transmission oil filter pump
pressure tap. C. Lubrication oil pressure tap. D. Speed clutch oil pressure tap. E. Transmission oil pump pressure tap. F. Torque converter
outlet oil pressure tap.
The transmission hydraulic control system is composed of a pump, filter, series of valves, and a control lever
and linkage mechanism. The hydraulic control system directs oil to the clutches in the transmission.
The pump (15) delivers oil to the full flow oil filter (7). If the filter element becomes clogged, a filter bypass
valve opens and allows the oil to flow unrestricted to the hydraulic control valve.
From the filter, oil is directed to the control valves in the top compartment of the transmission case. The first
valve the oil contacts is the speed selector valve (5). The valve is a four position spool valve which is positioned
by mechanical linkage to direct oil to one of the three speed clutches (No. 3, No. 4, or No. 5). A parallel passage
in the speed selector valve body directs the oil flow to the pressure control valve body (14). This passage also
supplies oil to the converter ratio valve (8) to charge the torque converter (23).
The pressure control valve is composed of two valve systems; the pressure modulating relief valve (17), and the
pressure differential valve (9). These valves act in combination to limit the maximum pressure of the system,
control the rate of pressure rise in the system, and insure the proper sequence of clutch engagement.
The differential valve (9) allows the selected speed clutch to become engaged before any oil is directed to the
directional clutches. This arrangement provides smooth engagement and allows most of the load to be taken up
by the directional clutches (No. 1 or No. 2). The pressure relief valve (17) maintains the proper pressure in the
system and bypasses oil to the torque converter.
The safety valve (3) is a spring-loaded spool valve that shifts the selector lever into the neutral position
whenever the oil pressure drops below 100 psi (7.03 kg/cm2) and remains for approximately 15 seconds. This
valve also blocks the oil passage leading to the directional valve when the selector lever is in neutral.
The directional spool valve (2) is contained in the same valve body (1) as the safety valve. The directional valve
is positioned by the control linkage to direct oil to one of the directional clutches (No. 1 or No. 2).
The gear selector lever is located at the left side of the operator's seat. Mechanical linkage connects the lever to
the speed selector spool valve and to the directional spool valve. Speed shifts are made by moving the selector
lever forward or backward, and direction is selected by moving the selector lever to the left or right.
When the diesel engine is started, the pump draws the oil through a suction screen in the bottom of the
transmission case. The oil flows through the filter and is delivered to the speed selector valve.
With the selector lever in the neutral position, the speed selector spool valve (5) and the safety valve (3) are
shifted to a position which directs the oil through an outlet to No. 3 clutch. The oil is also free to flow to the
pressure control valve body (14).
Since the pressure in the system is low initially, a spring holds the differential valve (9) closed and prevents the
oil from flowing through the passage to the safety valve. The pressure modulating relief valve (17) is held closed
by the force of a spring.
When the area behind the piston in No. 3 clutch is filled with oil, the system pressure rises until the pressure
acting against the differential valve (9) compresses a spring and moves the valve (9) to the right, clearing the
passage to the safety valve and blocking the dump port. The small holes in the differential valve (9) restrict the
flow of oil and cause the pressure to continue to rise until the spring is compressed enough to allow the oil to
escape past the relief valve through the passage to the torque converter and line (22).
The oil flows through the holes in the differential valve (9) and contacts the check valve (10). The orifice in the
check valve restricts oil flow, and the valve moves to the right and blocks the dump port. Oil then flows through
the orifice and fills the space behind the piston (18). As oil pressure rises, the piston moves to the left and
compresses the spring. This increases the spring force on the pressure relief valve (17) and results in higher
system pressure. The pressure continues to rise until the piston (18) contacts the stop. At this point the pressure
is at its peak. On machines equipped with the earlier pressure control valve with the 9S6939 Load Piston, the
pressure is approximately 285 psi (20.0 kg/cm2). On machines equipped with the later pressure control valve
with the 2P4494 Load Piston, the pressure is approximately 300 psi (21.1 kg/cm2).
The initial pressure is adjusted by adding or removing spacers inside the load piston (18).
When the selector lever is moved from neutral to first forward speed, the speed selector spool valve (5) and the
safety valve (3) are shifted to the right (or front).
In this position, oil is directed to the area behind the piston of No. 5 clutch and the oil in No. 3 clutch is
discharged through the dump port in the speed selector valve body. Oil is also free to flow around the speed
selector spool valve to the pressure control valve body (14).
The following sequence of events occurs within the pressure control valve when the shift is made:
The pressure in the system drops and allows the pressure relief valve (17) and the differential valve (9) to move
to the left, and the piston (18) to move to the right.
As the differential valve moves to the left, the oil in the passage is discharged through the dump port. The check
valve (10) also shifts to the left and allows the oil behind the piston (18) to be discharged through the dump port.
While the pressure control valve is dumping, oil from the pump is filling the area behind No. 5 clutch piston.
When this area is filled the oil pressure rises and the differential valve (9) is again moved to the right, blocking
the dump port, and opening the passage to the safety and directional valve body (1). The safety valve (3) and
directional valve (2) are positioned to direct the oil through the outlet to No. 1 clutch.
The two small orifices in the differential valve (9), through which the oil to No. 1 clutch must flow, limit the rate
of filling No. 1 clutch. The orifices also serve as a restriction in the circuit and cause a pressure rise until the
modulating relief valve (17) unseats to allow the oil to flow through the passage to the torque converter and
power takeoff and pump drive line (22).
As No. 1 clutch fills, the pressure rises and, acting in the area behind the piston (18), compresses the spring to
raise the relief valve opening pressure. When both No. 5 and No. 1 clutches are fully engaged, the piston is
forced against the stop and the pressure is maintained at a near constant level until another speed selection is
made.
The valves function in a similar manner when any other speed selection is made.
Safety Valve Operation

The safety valve is a mechanism which shifts the selector lever to neutral position whenever a loss of oil
pressure occurs. This arrangement prevents the tractor from being started with the transmission in gear.
When the engine is running, the oil pressure in chamber (3) is high enough to compress the spring (2) and hold
the valve (5) away from the cover on the front of the transmission case.
If a loss of oil pressure occurs, such as when the engine is stopped, the oil in chamber (3) leaks out around the
valve stem. As the spring expands, the valve (5) contacts the cover on the transmission case. The safety valve (1)
is then forced to the rear, shifting the control lever to neutral.
The ball check valve (4) traps the oil in chamber (3) and prevents the safety valve from shifting when a
momentary pressure drop occurs due to a speed or directional shift.
SAFETY VALVE
1. Safety valve. 2. Spring. 3. Chamber. 4. Ball check valve. 5. Valve.
Transmission Hydraulic Controls (Serial Numbers

94N5660-Up)
HYDRAULIC CONTROLS (FIRST SPEED FORWARD)
1. Torque converter.
2. Body of the relief valve for converter outlet.
3. Relief valve for converter outlet.
4. Oil cooler.
5. Lubrication line to front of transmission.
6. Manifold for lubrication.
7. Lubrication line to rear of transmission.
8. Hydraulic control for the steering clutch.
9. Flow control valve.

10. Load piston.
11. Body of the pressure control valve.
12. Scavenge oil pump.
13. Oil sump for the torque converter.
14. Check valve.
15. Relief valve for converter inlet.
16. Body of the sequence relief valve.
17. Modulating valve.
18. Pressure differential valve.
19. Pressure relief valve.
20. Oil filter.
21. Body of the selector valve.
22. Spool for direction selection.
23. Oil sump.
24. Magnetic strainer.
25. Oil pump.
26. Spool for speed selection.
27. Safety valve.
A. Pressure tap for the outlet from the torque converter.
B. Pressure tap for lubrication.
C. Pressure tap for the inlet to the torque converter.
D. Pressure tap for the sequence relief valve.
E. Pressure tap for the speed clutch.
F. Pressure tap for the direction clutch.
G. Pressure tap for the pump.
H. Pressure tap for the pump.
The power shift transmission hydraulic controls consist of a group of valves and a control lever and linkage
mechanism. The hydraulic controls maintain proper pressures in the hydraulic system and govern the
engagement of the transmission clutches.
The transmission oil pump (25) is located on the right side of the engine flywheel housing and is driven through
an idler by a gear mounted on the front of the flywheel. The pump delivers oil through an oil filter (20), located
near the left main frame, to a pressure relief valve (19) on the torque converter housing. This valve limits the
maximum pressure to the transmission hydraulic controls. Oil then passes to the flow control valve (9), located
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in the top of the transmission case. The flow control valve limits the volume of oil delivered to the transmission
hydraulic controls, providing smoother transmission clutch engagement.
Oil from the flow control valve enters the pressure control valve body (11). The pressure control valve is
composed of two valve systems: the modulating valve (17) and the pressure differential valve (18). The
modulating valve prevents sudden clutch engagement, while the pressure differential valve maintains a specified
differential between speed clutch pressure and directional clutch pressure. The two valves act in combination to
engage a speed clutch before a directional clutch is engaged. This arrangement provides for smooth engagement
of the transmission and allows most of the load to be taken up by the directional clutches.
Oil at speed clutch pressure flows from the pressure control valve through a passage to the speed selector valve
(26). The speed selector valve is positioned by the selector lever through mechanical linkage to direct oil to one
of the three speed clutches.
Oil at directional clutch pressure flows through a passage and through the speed selector valve to the direction
selector valve (22). This valve is positioned by the selector lever to direct oil to one of the directional clutches.
The spring loaded safety valve (27) shifts the selector lever to NEUTRAL whenever the transmission control
pressure drops below a safe level for more than approximately one minute.
When the engine is started, oil enters the flow control valve (9) and flows through an orifice in the plunger. The
force resulting from the pressure drop through the orifice moves the plunger against the spring. This meters the
flow through the valve.
Oil then enters the pressure control valve body (11) through a passage and flows through the housing and
passage to selector and safety valve body (21), where it compresses the spring on the safety valve (27). The oil
also flows to and fills the No. 3 clutch. Neither the modulating valve (17) nor the pressure differential valve (18)
will move until the clutch and safety valve are filled and pressure in the speed clutch circuit begins to rise.
As the pressure in the speed clutch circuit builds up, the modulating valve is moved by pressure oil entering the
chamber in the end of the valve spool. This movement blocks the supply of oil to the speed clutch circuit,
temporarily halting the build-up of pressure.
At the same time, the increased pressure in the speed clutch circuit moves the differential valve (18) against the
force of its spring until the reducing orifices in the valve are opened to the directional clutch circuit, and the
drain port is blocked. This movement allows oil to flow through the differential valve to the check valve (14).
The rising pressure moves the check valve, blocking the drain port. With both drain ports in the differential
valve blocked, pressure oil is directed through the orifice in the check valve to the chamber behind the
modulating valve load piston (10).
Pressure oil moves the load piston which increases spring tension and opens the modulating valve (17). This
allows pressure in the speed clutch circuit to build up slightly once again, and the cycle is repeated. This
modulation continues until maximum transmission control pressure is reached in the speed clutch circuit. At this
point the load piston is in contact with the modulating valve and the two act as a pressure reducing valve,
maintaining a constant pressure in the speed clutch circuit.
The force of the load piston-modulating valve spring (initial pressure setting) can be adjusted by adding or
removing spacers inside the load piston (10).
The force of the spring acting on the end of the differential valve (18) is approximately equivalent to a pressure
of 55 psi (3.9 kg/cm2) acting on the opposite end. Thus the valve will balance at a point where the pressure in
the directional clutch circuit is about 55 psi (3.9 kg/cm2) less than that in the speed clutch circuit. Oil at
directional clutch pressure is directed through a passage to the selector valve body, where it is blocked by the
speed selector valve (26).
When the selector lever is moved to FIRST FORWARD the speed selector valve relieves the speed clutch circuit
pressure by directing the pressurized clutch oil to drain. As the speed clutch pressure falls, the differential valve
(18) moves and the directional clutch circuit oil flows to drain.
The speed selector valve (26) is moved to the left, directing oil from a passage to the direction selector valve
(22). Movement of the valve also directs oil from the inlet to the No.5 clutch and opens the No.3 clutch to drain.
The direction selector valve is moved to the right and opens the No.2 clutch to drain and directs pressure oil
from the passage to the outlet to the No.1 clutch.
The oil then fills the No.5 clutch. As the pressure in the speed clutch circuit rises the differential valve (18)
moves against spring force allowing oil to flow to and fill the No.1 clutch. The modulating valve (17) and load
piston (10) then go through the modulation sequence until full operating pressures are reached in the speed
clutch and directional clutch circuits and the control valves are again in the positions shown in the schematic.
This same sequence is repeated for each upshift. As the transmission selector lever is moved the speed selector
valve moves to relieve the pressures in the clutch circuits and open new clutches to the circuits. As the pressures
in the circuits rise, the speed clutch and then the directional clutch engage. When full operating pressures are
reached, the machine will be operating in the new speed. The operation of the hydraulic controls remains
essentially the same when both speed and direction are changed.
Whenever the transmission control pressure drops below a safe level, oil in the chamber of the safety valve
begins to leak out around the valve stem. If the low oil pressure condition exists for more than a minute or so,
the safety valve spring will expand to the point where the safety valve plunger contacts the speed selector valve
linkage and shifts the selector valve to the NEUTRAL position. A ball check traps oil in the chamber to keep the
safety valve from shifting when a momentary pressure drop occurs due to a speed or direction shift.
Torque Divider And Transmission

Torque Divider
TORQUE DIVIDER OPERATION

1. Torque divider housing. 2. Rotating housing. 3. Diesel engine flywheel. 4. Ring gear. 5. Impeller. 6. Sun gear. 7. Outlet port. 8. Turbine.
9. Output shaft. 10. Planet carrier. 11. Inlet port. 12. Planet gear. 13. Carrier. 14. Stator.
The torque divider is mounted in torque divider housing (1). It pilots into the diesel engine flywheel (3) and is
supported in housing (1) by a bearing mounted to a carrier (13).
The torque divider is driven by the diesel engine through a rotating housing (2) and sun gear (6) to direct the
torque output of the engine through two separate paths. Most of the torque is transmitted by rotating housing (2)
and impeller (5) through a medium of oil to the stator or reactionary member (14) which directs oil to rotate
turbine (8). Since the turbine is splined to the same hub as ring gear (4), the torque is transferred through planet
carrier (10) to output shaft (9). A lesser amount of torque is transmitted from engine flywheel (3) through sun
gear (6) and planet carrier (10) to output shaft (9).
The planetary system is composed of a sun gear (6) that turns with diesel engine flywheel (3), a planet carrier
(10) which is splined to output shaft (9) and supports planet gears (12) that mesh with ring gear (4).
The major components of the torque converter are rotating housing (2), impeller (5), turbine (8), and stator (14).
Oil for operation of the torque converter is supplied by the transmission oil pump and enters housing (1), passes
through inlet port (11) in carrier (13) to the torque converter. The pressure of this oil is held to 42 ± 5 psi (3.0 ±
0.4 kg/cm2) at stall speed by a torque converter outlet relief valve. Oil leaves the torque converter through outlet
port (7) in the carrier. From here it flows through the oil cooler and returns to the transmission lubrication
system.
The energy imparted by impeller (5) transmits torque to turbine (8) and consequently the output shaft (9). Under
normal operating conditions, oil passes through converter easily and quickly, striking each blade at a very slight
angle. When a load is encountered, speed of the turbine is reduced, and oil strikes the turbine blades at a sharper
angle. This multiplies the torque delivered to output shaft of the torque divider.
Torque Divider Lubrication

Oil for lubrication of torque divider bearings and planetary system is furnished from the supply used for
operation of the torque converter. Bearings are constantly running in oil. Bearings and gears in the planetary
system and the pilot bearing receive lubrication through drilled passages in the output shaft. Output shaft rear
bearing receives lubrication from normal oil leakage past a piston ring-type seal.
Normal oil leakage past bearings and piston ring-type seals falls to the bottom of the torque divider housing and
is picked up by scavenge pump and returned to transmission lubricating system.
Planetary Transmission
The power shift transmission utilizes planetary gearing and five hydraulically actuated clutches to provide three
forward and three reverse speeds.
The five transmission clutches are of the multiple disc type, and are contained in separate housings surrounding
the ring gears of the transmission. The clutches have alternate discs (5) and plates (3). Discs (5) have internal
teeth which mesh with external teeth on ring gear (4). Plates (3) are notched to fit around pins in the clutch
housings which prevent the plates from turning.
The clutches are held disengaged by springs (2) which act between clutch housing (6) and piston (1). To engage
the clutch, oil is directed into the space behind piston (1). Hydraulic pressure then moves the piston outward,
pressing plates (3) and discs (5) together and preventing ring gear (4) from turning.
CLUTCH OPERATION
1. Piston. 2. Spring. 3. Plates. 4. Ring gear. 5. Discs. 6. Clutch housing.
The two front clutches (No. 1 and No. 2) are directional clutches, determining forward or reverse direction, and
the three rear clutches (No. 3, No. 4 and No. 5) are speed clutches providing second, third and first speed
respectively.
CLUTCH DESIGNATION
Transmission in Vertical Position with Cover Removed
Two clutches must be engaged in order to transmit power through the transmission. The following chart shows
the combination of clutches engaged for each forward or reverse speed.
In the following illustrations, circles denote engaged clutches.
Neutral
When the transmission is in neutral, No. 3 clutch ring gear (6) is held by the engaged No. 3 clutch (5). Since the
No. 3 clutch ring gear is connected to No. 2 carrier (12) by gear teeth, the No. 2 carrier is also held stationary.
Therefore, since only one clutch is engaged, there is no power output from the transmission.
POWER FLOW IN FIRST SPEED FORWARD (NO.1 AND NO.5 CLUTCHES ENGAGED)
1. No.5 clutch ring gear.
2. No.5 clutch.
4. No.4 clutch.
5. No.3 clutch.
7. No.2 clutch.
9. No.1 clutch.
10. No.4 outer planet gear.
12. No.2 carrier.
14. Transfer gear.
15. No.1 planet gear.
16. No.4 sun gear.
17. Input shaft.
18. No.5 sun gear.
19. No.1 sun gear.
20. No.2 sun gear.
21. No.3 sun gear.
22. Bevel pinion.
23. Bevel pinion transfer drive gear.
25. No.4 inner planet gear.
26. Output shaft.
29. No.1 carrier.
First Speed Forward

When the transmission is in first speed forward, No. 1 clutch (9) and No. 5 clutch (2) are engaged and holding
No. 1 clutch ring gear (11) and No. 5 clutch ring gear (1) stationary.
Input shaft (17) drive No. 1 sun gear (19). The sun gear meshes with No. 1 planet gear (15) and forces them to
walk around the inside of No. 1 clutch ring gear (11) causing No. 1 carrier (29) to rotate in the same direction as
the input shaft.
As the No. 1 carrier rotates, No. 3 planet gears (27), meshing with No. 3 sun gear (21) and No. 3 clutch ring gear
(6), drive ring gear (6). No. 3 planet gears (27) also tend to drive output shaft (26) through sun gear (21).
Since No. 3 clutch ring gear (6) is mechanically connected to No. 2 carrier (12), the No. 2 carrier is also driven.
No. 5 clutch (2) is engaged and holds No. 5 clutch ring gear (1), which results in No. 5 sun gear (18) being
driven by the No. 2 carrier through No. 5 planet gears (24).
Therefore, the torque applied to output shaft (26) is divided between No. 3 sun gear (21) and No. 5 sun gear
(18).
From the output shaft, the power is transmitted through transfer gear (14) to gear (23) on bevel pinion (22).
Second Speed Forward

In second speed forward the power from input shaft (17) is transmitted by No. 1 sun gear (19) to No. 1 planet
gears (15). Since No. 1 clutch (9) is engaged, the planet gears walk around the inside of No. 1 clutch ring gear
(11) causing No. 1 carrier (29) to rotate. No. 3 clutch (5) is engaged and therefore holds No. 3 clutch ring gear
(6) and No. 2 carrier (12) stationary. As a result, No. 3 planet gears (27), which are mounted to No. 1 carrier (29)
walk around the inside of No. 3 clutch ring gear (6) and drive No. 3 sun gear (21) on output shaft (26).
Third Speed Forward
Since No. 1 clutch ring gear (11) is held stationary by engaged No. 1 clutch (9) in third speed forward, power
from input shaft (17) is transmitted through No. 1 sun gear (19) and No. 1 planet gear (15) to drive No. 1 carrier
(29). Consequently, No. 4 sun gear (16), being mechanically connected to the No. 1 carrier, also turns with the
carrier.
No. 4 clutch (4) is engaged, holding No. 4 clutch ring gear (3) stationary, forcing No. 2 carrier (12) to turn.
However, because there are No. 4 outer planet gears (10) between No. 4 inner planet gears (25) and No. 4 clutch
ring gear (3), No. 2 carrier (12) turns in the opposite direction of No. 1 sun gear (19) and No. 1 carrier (29).
Since No. 3 clutch ring gear (6) is connected to No. 2 carrier (12), the power is transmitted through No. 3 planet
gears (27) to drive No. 3 sun gear (21) and output shaft (26).
Second Speed Reverse

In second speed reverse power is transmitted from input shaft (17) to No. 2 sun gear (20). Since No. 2 clutch (7)
is engaged, No. 1 carrier (29) is driven by No. 2 inner planet gears (28) and No. 2 outer planet gears (13). Outer
planet gears (13) between inner planet gears (28) and stationary No. 2 clutch ring gear (8) cause No. 1 carrier
(29) to be driven in the opposite direction of input shaft (17).
POWER FLOW IN SECOND SPEED REVERSE (NO.2 AND NO.3 CLUTCHES ENGAGED)
5. No.3 clutch.
7. No.2 clutch.
12. No.2 carrier.
17. Input shaft.
20. No.2 sun gear.
21. No.3 sun gear.
26. Output shaft.
29. No.1 carrier.
Since No. 3 clutch (5) is engaged, No. 3 clutch ring gear (6) is held stationary as is No. 2 carrier (12), which is
connected to the No. 3 clutch ring gear by gear teeth. Therefore, No. 3 planet gears (27) are forced to walk
around the inside of No. 3 clutch ring gear (6) and drive output shaft (26) through No. 3 sun gear (21). The
output shaft turns in the same direction as the No. 1 carrier.
For the first speed reverse, the No. 2 and No. 5 clutches are engaged, and the power flow through the
transmission is similar to that for first speed forward except the No. 2 gear train is used rather than No. 1 gear
train.
For third speed reverse, the No. 2 and No. 4 clutches are engaged.
Hydraulic System (Direct Drive)
FLOW OF OIL-SCHEMATIC
1. Steering clutch control pressure relief valve. 2. Steering clutch control valve. 3. Oil filter. 4. Oil cooler. 5. Oil pump. 6. Magnetic
strainer. 7. Power take-off and pump drive. 8. Steering clutch piston. 9. Transmission lubrication regulator valve. 10. Transmission case.
11. Transmission lubrication pump. 12. Flywheel clutch sump. A. Lubrication oil pressure tap. B. Transmission oil pump pressure tap. C.
Left steering clutch pressure tap. D. Right steering clutch pressure tap.
A common sump hydraulic system provides lubrication for the bevel gear and transmission, cooling for the
steering clutches and brakes, and oil under pressure to actuate the steering clutch hydraulic controls.
Oil is picked up by the pump (5) from the sump in bevel gear case. Before entering the pump, the oil is drawn
through magnetic strainer (6). The oil under pressure from the pump is forced through oil filter (3) to relief valve
(1). If the filter is clogged, a bypass valve in the filter housing allows oil to bypass the filter element.
Relief valve (1) directs the flow of oil to the steering clutch hydraulic control valve (2). Any oil not used for
steering is directed to the oil cooler (4). If the oil flow should become restricted, the relief valve will open and
allow the oil to return to the oil cooler.
The valves in steering clutch hydraulic control (2) direct oil to pistons (8) in the steering clutch hubs to
disengage the steering clutches. When the steering clutches are engaged, oil bypasses the steering clutch control
pressure relief valve at a lower pressure than when the steering clutches are disengaged.
A small amount of oil is bled off through slots in the steering clutch control valves for lubrication of the control
valve operating mechanism and the bevel gear shaft bearings.
From the oil cooler the oil returns to the flywheel clutch oil sump (12). The transmission lubrication pump (11)
directs oil to the transmission lubrication regulator valve (9) where the oil is supplied to the transmission
lubricating system.
Transmission Lubrication
The transmission lubricant is supplied by a gear type pump which is located on the rear face of the flywheel
clutch housing.
TRANSMISSION LUBRICATION (SCHEMATIC)

1. Oil manifolds. 2. Transmission lubrication regulator valve. 3. Cored passages.
TRANSMISSION
4. Countershaft. 5. Drilled passage. 6. Upper shaft. 7. Drilled passage. 8. Bevel pinion shaft. 9. Drilled passage.
Lubricant is delivered to a transmission lubrication regulator valve (2) located on the transmission front cover.
From the regulator valve, part of the oil under pressure is forced through cored passages (3) in the transmission
front cover to lubricate the forward bearings on the upper shaft, pinion shaft and the countershaft. Oil is forced
through the drilled passage (9) in the pinion shaft (8), through the drilled passage (5) in the countershaft (4) and
through the drilled passage (7) in the upper shaft (6). The oil in the drilled passages in the shafts enters cross-
drilled passages to lubricate the bearings underneath the gears on these shafts. The roller bearings on the rear of
these shafts are splash lubricated.
The remainder of the oil is forced directly to the manifolds (1) which are hollow shifter shafts, to spray oil onto
the teeth of the gears on the upper shaft (6), pinion shaft (8) and the countershaft (4).
Transmission Lubrication Regulator Valve (Earlier Machines Only)

The regulator valve, located on the front of the transmission case, limits the pressure of the transmission
lubricating oil and is nonadjustable.
REGULATOR VALVE
1. Spring. 2. Port. 3. Port. 4. Passage. 5. Port. 6. Piston. 7. Chamber. 8. Port.
The oil delivered by the flywheel clutch oil pump, flows into the regulator valve. The oil enters the chamber (7)
where it is divided and directed to three separate hydraulic circuits. Part of the oil flows through the port (8) and
is carried by cored passages to the transmission bearings. When the hydraulic pump is delivering more oil than is
necessary to lubricate the transmission bearings, the pressure in the chamber (7) rises and compresses the spring
(1), opening the ports (2) and (3). The oil from port (2) is dumped back into the steering clutch compartments.
Oil from the port (3) is directed to spray tubes in the transmission.
The passage (4) allows the oil behind the piston (6) to bleed back into the transmission case through the port (5)
to prevent hydraulic locking of the piston.
Steering Clutch Control Pressure Relief Valve

The steering clutch hydraulic control pressure relief valve, located on top of the steering clutch control valve,
regulates the pressure of oil entering the steering clutch control valve and bypasses the excess oil to the oil
cooler.
PRESSURE RELIEF VALVE

1. Spacers. 2. O-ring seal. 3. Pressure oil inlet port. 4. Cavity. 5. Passage. 6. Passage. 7. Outlet port to oil cooler. 8. Spring. 9. Retaining
ring. 10. Cover. 11. Snap ring. 12. Valve spool. 13. Slug. 14. Chamber. 15. O-ring seal. 16. Plunger. 17. Spring. 18. Retainer. 19. Cavity.
20. Passage. 21. Cavity. 22. Chamber. 23. Plug.
When both steering clutches are engaged, passages from chamber (22) are blocked at the steering clutch control
valve. Pressure oil from the hydraulic pump enters port (3), fills cavity (4), passes through passage (5), unseats
plunger (16) and fills cavity (19). Pressure oil also flows through passage (20) and acts on valve spool (12). The
combined force of pressure oil in cavity (19), acting on slug (13), and the force of pressure oil in chamber (22),
act on valve spool (12) to oppose the force of spring (8). Valve spool (12) is moved to the left which allows oil
in cavity (21) to flow out port (7) to the oil cooler. The combined forces of pressure oil acting on valve spool
(12) allow oil to bypass the steering clutch control pressure relief valve at a lower pressure when both steering
clutches are engaged, thus imposing a lower pressure on the hydraulic pump.
Chamber (14) is connected by a passage (not shown) to drain off oil leakage past valve spool (12) to the steering
clutch control valve sump, thus preventing hydraulic lock.
When either steering clutch is disengaged a passage from chamber (22) is vented to the steering clutch control
valve sump. When chamber (22) is vented, pressure oil in chamber (22) no longer acts on the face of valve (12).
Since the oil pressure in cavity (4) is below the minimum relief setting, spring (8) moves valve spool (12) to the
right closing off oil flow into cavity (21). Oil in cavity (19) bleeds through orifice (6). Orifice (6) dampens the
movement of valve spool (12). Spacers (1) are used to adjust the opening pressure of the valve. Pressure oil from
cavity (4) is directed out a port (not shown) to the steering clutch hydraulic control valve.
Flywheel Clutch And Transmission

The machine has a manually operated oil-type flywheel clutch and a five speed forward, four speed reverse
constant mesh transmission. The flywheel clutch and transmission have a common oil supply.
The transmission lubrication pump supplies pressure oil to lubricate and cool the transmission components.
Two driven discs and one driving plate in the flywheel clutch transmit power from the engine to the
transmission. Over-center action of a cam link and roller assembly against a loading plate maintains clutch
engagement. Clutch disengagement operates a brake on the clutch shaft. Full clutch disengagement stops the
rotation of the clutch shaft and the transmission upper shaft.
Flywheel Clutch
The oil clutch transmits torque from the flywheel to the transmission input shaft. When the clutch is
ENGAGED, an over-center action of cam link and roller assembly (7) against loading plate (5), holds pressure
plates (4) and driven disc assemblies (12) together. The flywheel, pressure plates, driven disc assemblies and
clutch shaft (9) rotate as a unit, transmitting torque to the transmission.
FLYWHEEL CLUTCH
1. Clutch shaft brake drum. 2. Oil pump drive gear. 3. Sliding collar assembly. 4. Pressure plates. 5. Loading plate. 6. Clutch hub. 7. Cam
link and roller assembly. 8. Oil pump. 9. Clutch shaft. 10. Oil pump gear. 11. Yoke assembly. 12. Driven disc assemblies.
When the flywheel clutch control lever is moved to the DISENGAGED position, yoke assembly (11) moves
sliding collar assembly (3) away from clutch loading plate (5) releasing the over-center action of cam link and
roller assembly (7). With the over-center action released, pressure plates (4) rotate independent of driven disc
assemblies (12) and the clutch shaft cannot transmit torque from the flywheel to the transmission input shaft.
After the clutch is DISENGAGED, rotation of the clutch shaft can be stopped by moving the flywheel clutch
control lever forward. This action moves a brake show, which is mounted on a spring-loaded lever, in contact
with the clutch shaft brake drum (1).
The oil pump (8) [mounted on the flywheel clutch housing and driven by a gear (2) bolted to the loading plate
hub] is operating whenever the diesel engine is running. The oil pump draws lubricating oil, through a passage
and a screen, from the lubricating oil supply in the bottom of the clutch housing. The pump forces lubricating oil
to the transmission lubrication regulator valve. Lubricating oil from the transmission oil cooler enters a cored
passage and is directed through drilled passages in clutch shaft (9) to lubricate and cool the components in the
clutch. The pressure plates (4) and driven disc assemblies (12) are cooled by oil thrown by centrifugal force of
the rotating clutch shaft (9) and clutch hub (6). Oil passages in clutch hub (6) also provide the pilot bearing with
lubricating oil.
Gear Shift And Interlock Mechanism

The desired speed and direction of the machine is controlled by levers (6) and (7). Lever (1) controls the
flywheel clutch and the interlock mechanism.
When the speed selector lever (6) is actuated, in either forward, backward or lateral directions, the action is
transferred to bellcrank (10). The bellcrank is free to rotate around or slide laterally on shaft (12). The length of
lateral travel by the bellcrank is restricted by plunger (9). The rotational travel of the bellcrank is controlled by
plunger (4) which engages one of the three positioning grooves on the bellcrank.
When bellcrank (10) receives lateral motion from the speed selector lever (6), the bellcrank arms (14) and (16)
position the gate locks (15) and (17). The gate locks prevent shifting into more than one gear at a time by
allowing only one shifter fork free to accept the rotary motion of the arms (14) and (16). When the bellcrank
receives rotary motion from the speed selector lever, the bellcrank arm slides one of the shifter forks (22), (19),
or (23) forward or backward on the shifter shafts (20) or (21) to engage the speed gear in the transmission. The
fifth speed shifter fork (22) can engage the fifth speed gear only when the forward-reverse lever (7) is in
NEUTRAL or FORWARD position.
GEARSHIFT AND INTERLOCK MECHANISM
1. Flywheel clutch control lever.
2. Forward-reverse interlock plunger.
3. Forward-reverse interlock cam.
4. Speed selector interlock plunger.
5. Speed selector interlock cam.
6. Speed selector lever.
7. Forward-reverse control lever.
8. Interlock control rod.
9. Plunger.
10. Bellcrank.
11. Arm.
12. Shaft.
13. Lever.
14. Bellcrank arm.
15. Gate.
16. Bellcrank arm.
17. Gate.
18. Forward-reverse shifter fork.
19. Third and fourth speeds shifter fork.
20. Shifter shaft (for right side).
21. Shifter shaft (for left side).
22. Fifth speed shifter fork.
23. First and second speeds shifter fork.
When the forward-reverse lever (7) is actuated, the forward-reverse arm (11) receives rotary motion. The arm
(11) actuates lever (13), which moves the forward-reverse shifter fork (18),
The shifter fork (18) is free to slide forward and backward on the shifter shaft (21) under the control of lever (7).
The rotary motion of lever (13) is controlled by plunger (2) which engages any one of three positioning grooves
on the lever (13).
As the flywheel clutch lever (1) is moved to the ENGAGED position, the interlock control rod (8), rotates the
cams (3) and (5) into position to hold the plungers (2) and (4) down in their respective grooves. This locks the
bellcrank (10) and lever (13) in their proper positions and prevents a possible shift change when the flywheel
clutch is engaged. When the flywheel clutch is DISENGAGED, the cams are rotated away from the plungers,
allowing the plungers free movement. Only a small load, created by the spring-loaded plungers, need be
overcome to make a shift change.
Transmission
The transmission is of the constant mesh type, enclosed in a separate case, which is mounted on the front face of
the bevel gear and steering clutch case. The transmission can be removed as a unit without first removing any
major component. A gear type pump mounted to the rear face of the flywheel clutch housing supplies lubricating
oil to the transmission.
The transmission has five forward and four reverse speeds. There are two gear selector levers. One lever controls
the shifter fork for selecting forward and reverse. The other lever controls three shifter forks for selecting the
different speeds. The various speeds are obtained by positioning the sliding collars on the gears as shown in the
chart.
TRANSMISSION GEAR ARRANGEMENT
1. Countershaft.
2. Upper shaft.
3. Bevel pinion shaft.
A. First speed gear.
B. Collar.
C. Second speed gear.
D. Third speed gear.
E. Collar.
F. Fourth speed gear.
G. Forward drive gear.
H. Reverse drive gear.
I. First speed drive gear.
J. Second speed drive gear.
K. Third speed drive gear.
L. Idler gear.
M. Fourth and fifth speeds drive gear.
N. Idler gear.
O. Collar.
P. Fifth speed gear.
Q. Forward gear.
R. Collar.
S. Reverse gear.
The transmission upper shaft (2) is of two-piece construction. This permits the driving flange on the forward end
of the shaft to be removed and the upper shaft oil seal replaced without removing the upper shaft.
The transmission shafts are not shown in their true position in the illustration Transmission Gear Arrangement.
The countershaft (1) is located on the right side of the transmission between upper shaft (2) and bevel pinion
shaft (3) as shown in the illustration Front View.
With this shaft arrangement, gears (A) and (I), (C) and (J), (D) and (K), (F) and (M), (G) and (N), (H) and (S),
(M) and (P), (L) and (Q) are in constant mesh.
Transmission Gear Locations
FRONT VIEW
1. Countershaft. 2. Upper shaft. 3. Bevel pinion shaft.
The speed gears (A), (C), (D) and (F) on the countershaft (1) are used for both forward and reverse speeds.
The first speed gear (A) and second speed gear (C) are engaged by the collar (B). The third speed gear (D) and
fourth speed gear (F) are engaged by the collar (E). Collar (R) engages gear (Q) for all forward speeds except
fifth speed and gear (S) for all reverse speeds. Fifth speed gear (P) is engaged by collar (O).
Steering Clutches, Brakes And Final Drive

Steering Clutches And Final Drive
The multiple disc, oil-type steering clutches are held in engagement by springs, and are disengaged
hydraulically.
The steering clutches are disengaged by oil pressure acting behind the steering clutch piston (5) which causes the
piston to move outward against the steering clutch spring retainer (6). This moves the steering clutch pressure
plate (3) out of contact with the discs to disengage the clutch.
STEERING CLUTCH
1. Bevel gear shaft. 2. Bearing cage. 3. Pressure plate. 4. Springs. 5. Release piston. 6. Spring retainer.
The steering clutch driven drum (7) encloses the pressure plate assembly, driving discs, disc assemblies and
driving drum. Teeth on the outer diameter of each disc assembly mesh with teeth in the driven drum.
The steering clutch driven drum connects to the flange (8) on the final drive pinion (9). The final drive gear (11)
hub is splined into the sprocket (12).
The bevel gear, bevel gear shaft, steering clutch and final drive pinion rotate as a unit. Disengaging a steering
clutch disconnects the drive between the bevel gear shaft (1) and the final drive pinion (9).
FINAL DRIVE
7. Steering clutch driven drum. 8. Final drive pinion flange. 9. Final drive pinion. 10. Idler pinion gear. 11. Final drive gear. 12. Final drive
sprocket. 13. Outer bearing adjusting nut. 14. Sprocket shaft. 15. O-ring seals. 16. Sprocket retaining nut. 17. Bearing support assembly.
Steering Clutch Hydraulic Control

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

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

6. Piston. 7. Springs. 8. Pressure plate.
Flow of Oil
The steering clutch hydraulic control valve acts as a pressure reducing valve to control the amount of oil
pressure behind the control pistons in the steering clutch hubs. The oil flow through the valve is as follows: See
Fig. 1. Pressure oil enters the control valve spool housing (6) through a port (not shown) in the top of the
housing and fills chamber (11). When both steering clutches are engaged, the oil in the chamber is blocked by
valve spools (5) and (19) from passing into outlet ports (2) and (17) to the steering clutch hubs. Slots (12) in the
valve spools allow a portion of the oil in the chamber to be bled off for lubrication of the operating mechanism
in shaft housing (7). The oil level in the housing is maintained by a standpipe (9). The overflow oil flows
through the standpipe and lubricates the bevel gear and pinion and the bevel gear shaft bearings.
The outlet ports (2) and (17) connect to oil lines which lead to the steering clutch hubs. With the clutches
engaged, the oil in the steering clutch hubs and lines is at 0 psi. The outlet ports are open to the oil sump in the
bevel gear compartment through standpipe (8) and slots (1) and (15) in the valve spools.
FIG. 1. FLOW OF OIL (SCHEMATIC) Both Clutches Engaged

1. Slots (two). 2. Outlet port. 3. Passage. 4. Cavity. 5. Valve spool. 6. Valve spool housing. 7. Shaft housing. 8. Standpipe. 9. Standpipe. 10.
Spring. 11. Chamber. 12. Slots. 13. Plug. 14. Slug. 15. Slots (two). 16. Passage. 17. Outlet port. 18. Cavity. 19. Valve spool. 20. Washer.
21. Spring. 22. Plunger.
See Fig. 2. Either or both steering clutches may be partially released by pulling the steering clutch control levers
part way back. When the right steering clutch control lever is pulled part way back, plunger (22) is moved to the
rear exerting a force on spring (21) moving valve spool (19) to the rear compressing spring (10). The movement
of the valve spool opens outlet port (17) to chamber (11) allowing pressure oil to flow to the right steering clutch
control piston, compressing the clutch springs. As the pressure increases behind the clutch control piston, the
pressure increase is sensed in cavity (18) through passage (16) in the valve spool. When the combined force of
oil pressure in cavity (18) [in front of slug (14)] and the force of spring (10) becomes slightly greater and
overcomes the force of spring (21), valve spool (19) moves forward cutting off the flow of pressure oil through
port (17). Thus, valve spool (19) is in a balanced position, maintaining a pressure behind the right clutch control
piston. The amount of oil pressure is established by the position of plunger (22) which in turn determines the
amount of force spring (21) exerts on valve spool (19). The pressure at which the clutches begin slipping
depends upon the load being applied to the machine.
FIG. 2. FLOW OF OIL (SCHEMATIC) Left Clutch ENGAGED, Right Clutch Slipping
2. Outlet port. 3. Passage. 4. Cavity. 5. Valve spool. 10. Spring. 11. Chamber. 14. Slug. 16. Passage. 17. Outlet port. 18. Cavity. 19. Valve
spool. 21. Spring. 22. Plunger.
NOTE: Passages (3) and (16) in valve spools (5) and (19) are open to outlet ports (2) and (17) regardless of the
position of valve spools. Thus, the amount of oil pressure behind the clutch control pistons, is always sensed in
cavities (4) and (18).
See Fig. 3. When the right steering clutch control lever is pulled all the way back to disengage the right steering
clutch, plunger (22) is moved to the rear exerting a force on spring (21). This in turn forces valve spool (19) to
the rear until it contacts plug (13). The plunger continues to move to the rear, compressing the spring, until the
shoulder in the spring bore contacts washer (20). The plunger is then bottomed against the shoulder in the valve
spool housing. Outlet port (17) is then open to chamber (11) and the maximum oil pressure in the system is
acting on the right steering clutch control piston, compressing the clutch springs and releasing the right steering
clutch. In this position, there is no pressure modulating action of valve spool (19) as plunger (22) is in direct
contact with the valve spool.
FIG. 3. FLOW OF OIL (SCHEMATIC) Left Clutch ENGAGED, Right Clutch Fully Released
11. Chamber. 13. Plug. 17. Outlet port. 19. Valve spool. 20. Washer. 21. Spring. 22. Plunger.
When the right steering clutch lever is moved to engage the right steering clutch, the oil pressure in cavity (18)
[created by the compression of the clutch springs in the right steering clutch] and force of springs (10) and (21),
returns the plunger (22) and valve spool (19) to their neutral position. See Fig. 1. This allows the oil behind the
steering clutch control piston to return to the sump through standpipe (8). The oil flow to disengage the left
steering clutch is the same as described for the right steering clutch.
Brakes And Brake Control Linkage
BRAKE AND BRAKE CONTROL LINKAGE

1. Parking brake lever. 2. Spring. 3. Lever. 4. Brake shaft. 5. Brake control lever. 6. Parking brake linkage. 7. Brake lock pawls. 8. Brake
pedal. 9. Link. 10. Brake lever. 11. Shaft. 12. Shaft. 13. Ratchet. 14. Brake lever assembly. 15. Brake band strut. 16. Brake toggle links. 17.
Brake band strut. 18. Brake band.
Two contracting band-type brakes, which operate independently of one another, are used to supplement the
action of the steering clutch or to stop the machine. Either or both brakes can be held in the locked position by
brake lock pawls (7). These pawls are actuated by a single hand lever.
The operation of both brakes is the same. When pedal (8) is depressed, the brake control linkage moves lever (3)
upward. Shaft (4) and lever (3) rotate and pull up on link (9). This flattens the brake toggle links (16) and causes
brake lever (10) and the brake lever assembly (14) to rotate about shafts (11) and (12). Struts (15) and (17) are
forced against the lugs on brake band (18), causing the band to contract on the steering clutch outer drum.
When the brake pedal is released, the spring (2) returns the brake pedal, linkage and brake band to the unapplied
position.
The parking brake is engaged by depressing either or both brake pedals and pushing the parking brake lever (1)
down. This moves linkage (6) forward, engaging pawls (7) with ratchet (13). The brakes are held in the applied
position by the pawls.
NOTICE
Depress the brake pedals before lever (1) is pulled upward to release
the brakes. This will prevent damage to the ratchet teeth or the pawl.
Copyright 1993 - 2018 Caterpillar Inc. Thu Oct 11 2018 20:28:35 GMT-0500 (hora estándar de Perú)
Todos los derechos reservados.
r080hem
Red privada para licenciados del SIS.

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11/10/2018 D7F TRACTOR / DIRECT DRIVE / 93N00001-01174 (MACHINE)(UEG0169S - 00) - Sistemas y componentes

Información general (Power Shift)

General Information (Direct Drive)

Hydraulic System (Power Shift)

Transmission Hydraulic Controls (Serial Numbers

TRANSMISSION HYDRAULIC CONTROLS SCHEMATIC (FIRST SPEED FORWARD)

Safety Valve Operation

Transmission Hydraulic Controls (Serial Numbers

HYDRAULIC CONTROLS (FIRST SPEED FORWARD)

2. Body of the relief valve for converter outlet.

3. Relief valve for converter outlet.

5. Lubrication line to front of transmission.

6. Manifold for lubrication.

7. Lubrication line to rear of transmission.

8. Hydraulic control for the steering clutch.

9. Flow control valve.

10. Load piston.

11. Body of the pressure control valve.

12. Scavenge oil pump.

13. Oil sump for the torque converter.

14. Check valve.

15. Relief valve for converter inlet.

16. Body of the sequence relief valve.

17. Modulating valve.

18. Pressure differential valve.

19. Pressure relief valve.

20. Oil filter.

21. Body of the selector valve.

22. Spool for direction selection.

23. Oil sump.

24. Magnetic strainer.

25. Oil pump.

26. Spool for speed selection.

27. Safety valve.

A. Pressure tap for the outlet from the torque converter.

B. Pressure tap for lubrication.

C. Pressure tap for the inlet to the torque converter.

D. Pressure tap for the sequence relief valve.

E. Pressure tap for the speed clutch.

F. Pressure tap for the direction clutch.

G. Pressure tap for the pump.

H. Pressure tap for the pump.

Torque Divider And Transmission

TORQUE DIVIDER OPERATION

Torque Divider Lubrication

In the following illustrations, circles denote engaged clutches.

1. No.5 clutch ring gear.

3. No.4 clutch ring gear.

6. No.3 clutch ring gear.

8. No.2 clutch ring gear.

10. No.4 outer planet gear.

11. No.1 clutch ring gear.

12. No.2 carrier.

13. No.2 outer planet gear.

14. Transfer gear.

15. No.1 planet gear.

16. No.4 sun gear.

17. Input shaft.

18. No.5 sun gear.

19. No.1 sun gear.

20. No.2 sun gear.

21. No.3 sun gear.

22. Bevel pinion.