Lesson 2: Power Shift Transmission

Fig. 3.2.1 Power Shift Transmission

Introduction This lesson covers power shift transmission theory of operation and the different types of power shift transmissions. The lesson also includes disassembly and assembly of a power shift transmission. Objectives After completing this lesson the student will be able to demonstrate an understanding of the basic components and operation of powershift transmissions.

Lesson 2: Power Shift Transmission

Unit 3 Lesson 2

3-2-2

Power Train I

Fig. 3.2.2 Power Shift Transmission Gear Train and Hydraulic Clutches

Theory of Operation In a manual transmission, power is transferred through gears on shafts by sliding the gears so the gears mesh or by using a collar to hold the driven gears to the shafts. Combinations of levers, shafts, and/or cables control the shifting forks that physically move the gears or the collars. In most cases, a flywheel clutch is used to interrupt the flow of power during the shift. The power shift transmission is a train of gears that can be shifted without interrupting the flow of power. Instead of physically sliding a gear or a collar, hydraulically activated clutches control the flow of power. In a power shift transmission, the gears are constantly in mesh. The major advantage of a power shift transmission is quicker response when shifting from one gear to another. This allows a quick change of speeds when the application calls for it. Power shift transmissions may be shifted under loads with no loss of productivity.

Unit 3 Lesson 2

3-2-3

Power Train I

PISTON DISKS AND PLATES

HUB

PRESSURE OIL IN

DRUM

OUTPUT INPUT

OIL OUT

CLUTCH ENGAGED

CLUTCH DISENGAGED

Fig. 3.2.3 Hydraulic Clutch

Hydraulic Clutches A hydraulic clutch consists of a clutch pack (discs and plates) and a clutch piston. The clutch is engaged when pressurized oil pushes the clutch piston against the discs and plates. When the discs and plates are pushed together, friction allows power to flow through them. Discs are connected to one component. Plates are connected to another. Power is transmitted from one of the components, through the clutch pack, to the other component. The power shift transmission uses internal oil pressure to engage hydraulic clutches. When the operator selects a gear position, hydraulic oil engages the clutches that route power to the selected gears. Each combination of clutches results in a different gear ratio, a different speed. When a clutch is no longer needed, oil flow stops and the clutch is released. Spring force moves the clutch piston away from the discs and the plates allowing the held component to spin freely. Power flow through that clutch stops.

Unit 3 Lesson 2

3-2-4

Power Train I

Fig. 3.2.4 Power Shift Transmission Gear Trains

Gear Train The gear train transfers the power from the engine through a train of gears to the drive wheels. The most common types of power shift transmission gear trains are the countershaft transmission (Figure 3.2.4, right diagram) and the planetary transmission (left diagram).

Unit 3 Lesson 2

3-2-5

Power Train I

Fig. 3.2.5 Countershaft Transmission

Countershaft Transmission Countershaft transmissions use clutches to transfer power through gears. Countershaft transmissions use constant mesh spur gears. The transmission does not have sliding collars. Speed and direction shifts are accomplished by hydraulically engaging various clutch packs. Advantages of the countershaft transmission include fewer parts and less weight. A four speed forward and three speed reverse countershaft transmission (Figure 3.2.5) will be used to explain the components and operation of a countershaft transmission.
POWER FLOW NEUTRAL
LOW FORWARD HIGH FORWARD

REVERSE SECOND

THIRD

FIRST

Fig. 3.2.6 Countershaft TransmissionPower Flow in Neutral

Figure 3.2.6 shows some of the internal components that make up the countershaft transmission. There are three main clutch shafts. The low forward/high forward shaft and the reverse/second shaft are both in constant mesh with and driven off the input shaft. The reverse/second shaft is in constant mesh with and drives the third/first shaft. The low forward/high forward shaft is not in mesh with the third/first shaft. The third/first shaft is in constant mesh with and drives the output shaft, which drives both the front and rear drive axles.

Unit 3 Lesson 2

3-2-6

Power Train I

TRANSMISSION
END VIEW
COOLER PORT TRANSMISSION PUMP OUTLET TO FILTER

CONVERTER OIL TEMPERATURE PORT INPUT SHAFT FORWARD LOW / HIGHSHAFT PRODUCT IDENTIFICATION NUMBER PLATE

REVERSE / SECOND SHAFT THIRD / FIRST SHAFT

OUTPUT SHAFT

TRANSMISSION OIL FILTER

Fig. 3.2.7 Countershaft Transmission

Countershaft Transmission Figure 3.2.7 shows a rear view of the transmission. Notice the position of the input and output shaft relative to the speed and directional clutch shafts.

Fig. 3.2.8 Countershaft Transmission Clutches

Countershaft Transmission Clutches The clutches (Figure 3.2.8) are engaged hydraulically and disengaged by spring force. The speed and direction chosen by the operator determines the clutches that will be engaged. The clutches are chosen to obtain the proper gear ratio.

Unit 3 Lesson 2

3-2-7

Power Train I

Fig. 3.2.9 Countershaft Transmission Clutch Piston

Countershaft Transmission Clutch Piston The clutch piston (Figure 3.2.9) has an inner and outer seal. Speed or directional clutch pressure fills the cavity behind the clutch piston and moves the piston to the left against the piston spring and engages the clutch discs and plates. When the discs have worn one half the oil groove depth, the clutch piston travels far enough to unseat (blow) the outer seal. This prevents the discs and plates from ever running metal to metal.

Fig. 3.2.10 Countershaft Transmission Clutch Plates and Discs

Countershaft Transmission Clutch Plates and Discs The clutch plates and discs (Figure 3.2.10) are mounted inside the clutch housing. Splines on the outside diameter of the plates are engaged with splines in the clutch housing. Both the plates and the housing rotate together. The clutch discs are stacked between the clutch plates. The inside teeth of the discs are engaged with the outside teeth of the hub. The clutch discs have a friction material bonded to their surface so there is no metal to metal contact between the clutch discs and the clutch plates.

Unit 3 Lesson 2

3-2-8

Power Train I

Fig. 3.2.11 Countershaft Transmission Clutch Hub

Countershaft Transmission Clutch Hub The hub (Figure 3.2.11) is the component in the clutch pack that the gear is splined to. The discs in the clutch pack are also splined to the hub. When the clutch piston engages the clutch, plates and discs transfer power through the hub to the gear.

Fig. 3.2.12 Countershaft Transmission Shafts

Countershaft Transmission Shafts The transmission shafts (Figure 3.2.12) carry the gears inside the transmission. The number of shafts and gears is determined by transmission and machine model.

Unit 3 Lesson 2

3-2-9

Power Train I

Fig. 3.2.13 Countershaft Transmission Shaft Oil Passages

Countershaft Transmission Shaft Oil Passages Each of the transmission shafts has three internal oil passages (Figure 3.2.13). One passage is for carrying the oil for the lubrication and cooling of the clutches, bearings and gears. The other two passages are for carrying pressure oil for the engagement of the clutches on each shaft.

POWER FLOW NEUTRAL

LOW FORWARD HIGH FORWARD

REVERSE SECOND

THIRD

FIRST

Fig. 3.2.14 Countershaft Transmission

Power Flow When the transmission is in NEUTRAL (Figure 3.2.14), there are no clutches engaged. Torque from the engine is transferred through the torque converter shaft to the transmission. The torque converter shaft is splined to and drives the transmission input shaft assembly. Since the REVERSE clutch is not engaged and neither FORWARD clutch is engaged, there is no torque transfer from the input shaft assembly to any countershaft assembly or the output shaft assembly.

Unit 3 Lesson 2

3-2-10

Power Train I

POWER FLOW 1ST GEAR FORWARD

LOW FORWARD HIGH FORWARD

REVERSE SECOND

THIRD

FIRST

Fig. 3.2.15 Countershaft Transmission First Gear Forward

Countershaft TransmissionFirst Gear Forward To transmit power, one directional clutch and one speed clutch must be engaged. When the clutch engages, the clutch holds the hub that is carrying the appropriate gear. When the hub is held, power can flow through the gear. In FIRST GEAR FORWARD (Figure 3.2.15), the low forward clutch is engaged and the first gear clutch is engaged. The low forward clutch holds the gear on the end of the shaft. Power is transmitted from a gear on the input shaft to the gear on the end of the forward shaft. The gear in the middle of the forward low/high shaft drives a gear on the reverse/ second shaft. The first gear clutch holds the large gear on the third/first shaft. Power is transmitted from the gear on the end of the reverse/second shaft to the large gear on the third/first shaft. When the first gear clutch is engaged, power is transferred from the gear to the shaft. The gear on the third/first shaft transfers power to a gear on the output shaft.

Unit 3 Lesson 2

3-2-11

Power Train I

POWER FLOW 2ND GEAR REVERSE

LOW FORWARD HIGH FORWARD

REVERSE SECOND

THIRD

FIRST

Fig. 3.2.16 Countershaft Transmission Second Gear Reverse

Countershaft TransmissionSecond Gear Reverse In SECOND GEAR REVERSE (Figure 3.2.16), the reverse clutch is engaged and the second gear clutch is engaged. Power is transmitted from a gear on the input shaft to a gear on the reverse/second shaft. When the second gear clutch is engaged, power flows from the gear on the reverse/second shaft to a gear that is splined to the third/first shaft. The gear on the end of the third/first shaft transfers power to the gear on the output shaft.
POWER FLOW 3RD GEAR REVERSE
LOW FORWARD HIGH FORWARD

REVERSE SECOND

THIRD

FIRST

Fig. 3.2.17 Countershaft Transmission Third Gear Reverse

Countershaft TransmissionThird Gear Reverse In THIRD GEAR REVERSE (Figure 3.2.17), the reverse clutch is engaged and the third gear clutch is engaged. Power is transmitted from a gear on the input shaft to a gear on the reverse/second shaft. When the third gear clutch is engaged, the gear on the end of the third/first shaft is held. Power is transferred from the gear on the second/reverse shaft to the held gear. The gear on the other end of the third/first shaft transfers power to the gear on the output shaft.

Unit 3 Lesson 2

3-2-12

Power Train I

POWER FLOW 4TH GEAR FORWARD

LOW FORWARD HIGH FORWARD

REVERSE SECOND

THIRD

FIRST

3.2.18 Countershaft Transmission Fourth Gear Forward

Countershaft TransmissionFourth Gear Forward In FOURTH GEAR FORWARD (Figure 3.2.18), the forward high directional clutch engaged and the third gear clutch is engaged. Power is transmitted from a gear on the input shaft to a gear on the forward low/high shaft. The gear in the middle of the forward low/high shaft drives a gear on the reverse/second shaft. When the third gear clutch is engaged, the gear on the end of the third/first shaft is held. Power is transferred from the gear on the second/reverse shaft to the held gear. The gear on the other end of the third/first shaft transfers power to the gear on the output shaft.

Unit 3 Lesson 2

3-2-13

Power Train I

Fig. 3.2.19 Planetary Transmission

Planetary Transmission Planetary transmissions use planetary gearing to transmit power and to make speed and directional changes. Hydraulic clutches control the rotation of the planetary gear components allowing the planetary gearing to serve as a direct coupler, a reduction gear, or a reversing gear. Planetary gear sets are compact units. The countershaft has been eliminated and the input shaft and the output shaft rotate on the same axis. A planetary gear set permits gear ratios to be changed without actually engaging or disengaging gears. As a result, there is little or no interruption of the power flow. In planetary gear sets, the load is spread over several gears, decreasing the load on each tooth. The planetary system also spreads the load evenly around the circumference of the system, eliminating sideways stress on the shafts.

Unit 3 Lesson 2

3-2-14

Power Train I

Fig. 3.2.20 Planetary Transmission Components

Planetary Transmission Components In its simplest form a planetary set consists of: 1. A sun gear (the center of the planetary set) 2. Three or more intermediate gears (planetary gears) 3. A planetary carrier (holds the planetary gears) 4. A ring gear (the outer boundary of the planetary set) The planetary transmission controls the power through the planetary sets with clutch packs comprised of discs and plates. Each clutch pack is housed in a separate housing. In some planetary transmissions, the clutch packs are mounted on the perimeter of the planetary set. The inside teeth of the discs are engaged with the outside teeth of the ring gear. Notches on the outside diameter of the plates are engaged with pins in the clutch housing. The pins keep the plates from rotating. The following examples will assume that type of transmission.

Unit 3 Lesson 2

3-2-15

Power Train I

TRANSMISSION CLUTCH
PRESSURE OIL INLET PISTON STEEL PLATES SPRING

CLUTCH HOUSING

DISCS

RING GEAR

Fig. 3.2.21 Planetary Transmission Clutches

Planetary Transmission Clutches Figure 3.2.21 illustrates the components in a clutch. Springs are located between the clutch housing and the piston. The springs keep the clutches disengaged by keeping the clutch piston from pushing against the plates. The clutches engage when oil is sent into the area behind the piston. When the pressure of the oil in the area behind the piston increases, the piston moves to the right against the force of the spring and pushes the discs and plates together. The clutch is now engaged and the ring gear is held stationary. When the pressure of the oil holding the piston decreases, the spring forces the piston back into the housing releasing the discs and plates. The ring gear is no longer held and rotates freely.

Fig. 3.2.22 Planetary Transmission Clutch Plates

Planetary Transmission Clutch Plates The clutch plates (Figure 3.2.22) are mounted inside the clutch housing. Notches on the outside diameter of the plates are engaged with pins in the clutch housing which keep the plates from rotating.

Unit 3 Lesson 2

3-2-16

Power Train I

Fig. 3.2.23 Planetary Transmission Clutch Discs

Planetary Transmission Clutch Discs The clutch discs (Figure 3.2.23) are fitted to the ring gear and rotate with the gear. The inside teeth of the discs are engaged with the outside teeth of the ring gear. The discs are made of friction type materials based on the requirements of the application.

Fig. 3.2.24 Planetary Transmission Clutch Housing

Planetary Transmission Clutch Housing Each clutch in the transmission has its own housing (Figure 3.2.24). The housing holds the clutch piston and the plates in place. Pins are used to prevent the plates from turning.

Unit 3 Lesson 2

3-2-17

Power Train I

Fig. 3.2.25 Planetary Gear Set

Planetary Gear Set Understanding planetary gear basic concepts will help to understand how a planetary transmission functions. Planetary gears are used in many ways in planetary transmissions. The components of a planetary gear set are shown in Figure 3.2.25. The planetary gears (1) are housed in a planetary carrier (2). The outer gear is called the ring gear (3). The gear in the center is called the sun gear (4). The planetary gear set components got their names because they act the same as our solar system. The planetary gears rotate around the sun gear just like the planets in our solar system rotate around our sun. Less space will be required in a transmission if planetary gear sets are used instead of external tooth gears, because all the gears can be inside the ring gear. Another advantage of the ring gear is that they have twice the tooth contact as external tooth gears. Internal tooth gears are stronger and have a longer wear life than the external tooth gears. When an external tooth gear is driven by another external tooth gear, the two gears rotate in opposite directions. When an external tooth gear and an internal tooth gear are meshed, they will rotate in the same direction. Planetary gears turn freely on their own bearings, and the number of teeth does not affect the ratio of the other two gears. With planetary gear sets there are usually three or four planetary gears that turn on bearings.

Unit 3 Lesson 2

3-2-18

Power Train I

Fig. 3.2.26 Planetary Gear SetPlanet Carrier Restrained

Planetary Gear Set Combinations Speed, direction and torque changes are accomplished by restraining or driving various components of the planetary gear set. There are many different combinations possible. To transmit power through a planetary set, one member is held, one member is driving and one member is driven. The member held is not always the ring gear. In Figure 3.2.26, the planetary carrier is held to get reverse rotation. If the sun gear is driving in a counterclockwise direction and the planetary carrier is held, rotation of the planetary gears will drive the ring gear in a clockwise direction. If the sun gear is restrained and the ring gear is the drive gear, then the planetary carrier will be driven. The planetary gears rotate about their own axis, driving the planetary carrier at a slower speed than the ring gear and in the same direction as the ring gear. If the ring gear is restrained and the sun gear is the drive gear, then the planetary carrier will be driven. The planetary gears rotate about their own axis, driving the planetary carrier at a slower speed than the sun gear and in the same direction as the sun gear. The planetary carrier will be driven in low gear. If the planetary carrier is the drive gear and the ring gear is restrained, the sun gear will be driven in high gear. If no member of the gear set is restrained the gears will idle and no power will be transmitted. If the sun gear and the ring gear are driven at the same speed and in the same direction, the planetary carrier will be held between them and the planetary carrier will be in direct drive.

Unit 3 Lesson 2

3-2-19

Power Train I

Fig. 3.2.27 Assembled Planetary Transmission

Assembled Planetary Transmission We have been studying the relationship of planetary gear sets. Figure 3.2.27 shows an assembled planetary power shift transmission.

Fig. 3.2.28 Two-piece Shaft

Two-piece Shaft The two-piece shaft, shown in Figure 3.2.28, will be used for the transmission arrangement we will begin studying. The shaft on the left is the input shaft. The sun gears of the reverse and forward planetary gear sets are mounted on the input shaft. The shaft on the right is the output shaft. The sun gears for the second speed and first speed planetary sets are mounted on the output shaft.

Unit 3 Lesson 2

3-2-20

Power Train I

Fig. 3.2.29 Two-piece Shaft and Planetary Gears

Two-piece Shaft and Planetary Gears Lets add some planetary gears to each sun gear to build up a basic planetary power shift transmission (Figure 3.2.29). Planetary sets are usually referred to by numbers starting from the input (left) end; they are numbers 1, 2, 3, and 4.

Fig. 3.2.30 Planetary Carrier Added to Shaft

Planetary Carrier Added to Shaft The front carrier of the reverse planetary gear set has been added to the illustration in Figure 3.2.30. Half of the planetary carrier is omitted to show how it is mounted and how it holds the planetary gears.

Unit 3 Lesson 2

3-2-21

Power Train I

Fig. 3.2.31 Center Carrier Added to Shafts

Center Carrier Added to Shafts In Figure 3.2.31, a center carrier has been added to the transmission assembly. The center carrier connects the input shaft to the output shaft. It contains the planetary gears for forward and for second speed.

Fig. 3.2.32 Three Carriers on Shafts

Three Carriers on Shafts All three planetary carriers are mounted on the shafts in Figure 3.2.32. From left to right, they are the front carrier, the center carrier, and the rear carrier.

Unit 3 Lesson 2

3-2-22

Power Train I

Fig. 3.2.33 Four Planetary Gear Sets

Four Planetary Gear Sets Figure 3.2.33 illustrates four planetary gear sets. From the input end (left) they are: No. 1 (reverse), No. 2 (forward), No. 3 (second) and No. 4 (first). To make a complete transmission, ring gears and clutches must be added and the entire assembly put into a protective housing.

Fig. 3.2.34 Group of Four Planetary Gear Sets

Planetary Power Shift Transmission Power Flow In some planetary power shift transmissions, there is a planetary gear set for each transmission speed a set for forward and a set for reverse. Figure 3.2.34 shows, assembled into a compact group, the four planetary gear sets from our examples.

Unit 3 Lesson 2

3-2-23

Power Train I

Fig. 3.2.35 Two-Speed, Two-Directional Planetary Transmission

Two-Speed, Two-Directional Planetary Transmission Figure 3.2.35 is a schematic representation of a two-speed, twodirection planetary power shift transmission. It is an exploded view of the assembled planetary gear set shown in the Figure 3.2.34. Engine power is transmitted to the input shaft (red) through a torque converter or a torque divider. The sun gears for both the forward and reverse directions are mounted on the input shaft, and always rotate when the input shaft is driven. The center carrier (gray) is the carrier for the planet gears of the reverse set and the second speed set. The output shaft (blue) and the sun gear for the second speed are mounted on it. The sun gear for the first speed is mounted to the output shaft. The arrangement of the planetary gear sets from the engine to the output shaft (left to right) are; reverse, forward, second and first.

Unit 3 Lesson 2

3-2-24

Power Train I

Fig. 3.2.36 Directional Planetary Gear SetsForward

Directional Planetary Gear SetsForward Figure 3.2.36 shows the planetary gear sets for forward and reverse the directional half of the transmission. Power is transmitted from the engine to the input shaft (red). The ring gear of the planetary gear set for forward is stopped. This portion of the transmission is now engaged in forward gear. The input shaft is driven and because the sun (red) gears are mounted on the input shaft, the sun gears are also driven. The reverse sun gear (the one on the left) is rotating the planet gears. However, no power is transmitted through the reverse planetary because no member of the planetary is held. The sun gear of the forward planetary rotates with the input shaft. Therefore, the planetary gears rotate in the opposite direction. Because the ring gear is stopped the planet gears must revolve in the same direction as sun gear rotation. This causes the planet carrier to rotate in the same direction. This is the power flow for the forward direction.

Unit 3 Lesson 2

3-2-25

Power Train I

Fig. 3.2.37 Directional Planetary Gear SetsReverse

Directional Planetary Gear SetsReverse Figure 3.2.37 pictures the power flow when the planetary carrier for the reverse gear planetary set is stopped. The input shaft drives the sun gear of the reverse planetary set. The sun gear drives the planetary gears . Because the planetary carrier is stopped the planetary gears must rotate in place and drive the ring gear. Ring gear rotation is now opposite sun gear rotation. The ring gear of the reverse planetary set is fastened to the planetary carrier of the planetary gears of the forward planetary set. Therefore, the planetary carrier of the forward planetary set also rotates in a direction opposite to input gear rotation.

Fig. 3.2.38 Speed Planetary Gear Sets - Second

Speed Planetary Gear Sets - Second Figure 3.2.38 shows the speed part of the transmission. The planetary carrier on the left is part of the planetary carrier of the forward planetary set and is driven either clockwise or counterclockwise, depending upon which planetary gear set (forward or reverse) is transmitting power.

Unit 3 Lesson 2

3-2-26

Power Train I

To the ring gear of the planetary set for second gear is stopped. Because the planetary carrier is rotating and the ring gear is stopped, the sun gear of the second gear planetary set is driven. The sun gear and output shaft rotate in the same direction as the planetary carrier. No member of the first gear planetary set is held. Therefore, all components are free to rotate and no power is transmitted through the first gear planetary set.

Fig. 3.2.39 First Gear Operation

First Gear Operation For first gear operation (Figure 3.2.39), the ring gear of the second gear planetary set is released and the ring gear of the first gear planetary set is stopped. The planetary carrier at the left is still driven through the directional half of the transmission. The load on the output shaft provides resistance to sun gear rotation. Therefore, the ring gear of the second gear planetary set must rotate. This ring gear is fastened to the planetary carrier of the first gear planetary set. Because the ring gear of the first gear planetary set is stopped, the sun gear is driven. Its rotation is in the same direction as the rotation of the planetary carrier on the left. In review, the center carrier is driven. It drives the second speed ring gear that is connected to the first speed planetary carrier. Because the first speed ring gear is stopped, the planetary gears walk around the inside of the ring gear and drive the first speed sun gear and the output shaft.

Unit 3 Lesson 2

3-2-27

Power Train I

Fig. 3.2.40 First Gear Forward

First Gear Forward In first speed forward (Figure 3.2.40), the ring gears of the forward and first speed planetary sets are stopped. No power is transmitted through the reverse planetary set because no member is held. When the ring gear of the forward planetary set is stopped, the rotating sun gear causes the planetary gears to revolve around the sun gear. The forward planetary gears are mounted on the center carrier, and the center carrier must rotate. The rotating center carrier drives the ring gear of the second gear planetary set. The sun gear of the second gear planetary set is the held member because its rotation is restricted by the load on the output shaft. The planetary gears will cause the ring gear to rotate. The ring gear of the second speed planetary set is connected to the planetary carrier of the first speed planetary set. Because the first speed ring gear is held, the planetary gears drive the first speed sun gear and deliver power to the output shaft. The machine moves forward in first speed.

Unit 3 Lesson 2

3-2-28

Power Train I

Fig. 3.2.41 First Gear Reverse

First Gear Reverse In first gear reverse (Figure 3.2.41), the planetary carrier of the reverse planetary set and the ring gear of the first gear planetary set are held. When the planetary carrier of the reverse planetary set is held, the planetary gears rotate and drive the reverse ring gear in the opposite direction from the input shaft. The reverse ring gear causes the center carrier to rotate. The load on the output shaft holds the sun gear of the second gear planetary set. The center carrier will cause the planetary gears to drive the second speed ring gear. The second speed ring gear connects to the planetary carrier of the first speed planetary set. The first speed ring gear is held. The planetary gears revolve around the inside of the first speed ring gear and drive the first speed sun gear and the output shaft.

Unit 3 Lesson 2

3-2-29

Power Train I

Fig. 3.2.42 Second Gear Forward

Second Gear Forward In second speed forward, the ring gears of the forward and second speed planetary sets are stopped. No power is transmitted through the reverse planetary set because no member is held. When the ring gear of the forward planetary set is stopped, the rotating sun gear causes the planetary gears to revolve around the sun gear. The forward planetary gears are mounted on the center carrier, and the center carrier must rotate. The second speed ring gear is held. The center carrier causes the planetary gears to revolve around the inside of the second speed ring gear and drive the second speed sun gear and the output shaft.

Unit 3 Lesson 2

3-2-30

Power Train I

Fig. 3.2.43 Second Gear Reverse

Second Gear Reverse In second speed reverse (Figure 3.2.43), the planetary carrier in the reverse planetary set and the ring gear of the second speed planetary set are held. When the planetary carrier of the reverse planetary set is held, the planetary gears rotate and drive the reverse ring gear in the opposite direction from the input shaft. The reverse ring gear causes the center carrier to rotate. The second speed ring gear is held. The center carrier causes the planetary gears to revolve around the inside of the second speed ring gear and drive the second speed sun gear and the output shaft.

Unit 3 Lesson 2

3-2-31

Power Train I

Fig. 3.2.44 Direct Drive Power Shift Transmission

Direct Drive Power Shift Transmission Some tractors are equipped with a direct drive power shift transmission (Figure 3.2.44). This transmission combines countershaft, planetary and direct drive features. This direct drive power shift transmission features ten forward speeds and two reverse speeds. This transmission is controlled by an Individual Clutch Modulation (ICM) valve. Other transmissions controlled by ICM valves are equipped with automatic upshift and downshift capabilities. In this transmission, gear selection is a function of the shift lever position only. Control valves will be discussed in Lesson 3 of this Unit.

1 3 2

Fig. 3.2.45 Transmission Shafts

Transmission Shafts The transmission shafts (Figure 3.2.45) are visible with the front cover removed from the transmission. The upper countershaft (1) holds the No. 1 and No. 2 clutches. The lower countershaft (2) holds the No. 7 and No. 8 clutches. The input shaft (3) receives power from the engine to drive the upper countershaft and PTO clutch (if equipped). The reverse idler gear (not shown), which drives the transmission pump, is driven by the lower countershaft.

Unit 3 Lesson 2

3-2-32

Power Train I

% ! " # $

&

Fig. 3.2.46 Direct Drive Power Shift Transmission (Sectional View)

Direct Drive Power Shift Transmission The sectional view in Figure 3.2.46 shows a transmission as seen from the right side of the machine. Four rotating clutches, two on the countershaft (clutch No. 1 and clutch No. 2) and two on the lower gear assembly (clutch No. 7 and clutch No. 8), and four planetary clutches in the planetary group (clutches 3, 4, 5 and 6) are used to transmit power through the transmission. Power flows in through the input shaft (red). The gears on the input shaft turn the gears on the countershafts. These gears (red) turn on bearings and do not rotate the shaft if no clutches are engaged. Clutch No. 1 and clutch No. 2 are used for the FORWARD gears. Different gear sizes allow clutch No. 1 to provide a low speed input and clutch No. 2 to provide a higher speed input to the lower gear assembly. Clutch No. 8 is used for the REVERSE gears. When any directional clutch is engaged, a hub will hold the gear to the shaft and cause the shaft to transmit the power. The directional clutches cause rotation of the components shown in orange. The planetary clutches are used with the directional clutches to get all of the speeds through EIGHTH forward. Planetary clutches 6 and 3 are used with clutch No. 8 to obtain the different gear reductions for R1 and R2. In NINTH speed and in TENTH speed, no planetary clutches are used. Clutch No. 1 or clutch No. 2 is used with clutch No. 7. Clutch No. 7 will cause the components shown in green to rotate at the same speed as the components shown in orange. This means that the No. 3 ring gear will rotate at the same speed as the No. 3 sun gear. The planetary carrier (blue) will be held between them, resulting in no loss of speed.

Unit 3 Lesson 2

3-2-33

Power Train I

CLUTCH ENGAGEMENT CHART

TRANSMISSION GEAR RANGE REVERSE (R2) REVERSE (R1) NEUTRAL FIRST SECOND THIRD FOURTH FIFTH SIXTH SEVENTH EIGHTH NINTH TENTH COUNTERSHAFT CLUTCH ENGAGED 8 8 7 1 2 1 1 1 2 2 2 1 2 PLANETARY CLUTCH ENGAGED 6 3 3 3 4 5 6 4 5 6 7 7

Fig. 3.2.47 Transmission Clutch Engagement Chart

Transmission Clutch Engagement Chart The chart in Figure 3.2.47 lists the clutches that are engaged for operation in each gear range. A chart of this type can be a useful reference when troubleshooting a transmission performance problem. For example, if the machine operator says that the transmission slips in first and second speeds forward and first speed reverse, the problem is probably in clutch No. 3 since it is common to all three gear ranges. If the transmission slips in first forward but not in second forward, the problem is more likely in clutch No. 1.