July 2001
Systems Operation
Testing and Adjusting
740 Articulated Truck Power Train
AXM1-Up (Machine)
i01097883
3
Power Train
Table of Contents
Table of Contents
Systems Operation Section
Graphic Color Codes ............................................
General Information ..............................................
Torque Converter .................................................
Transmission Planetary .........................................
Output Transfer Gears .........................................
Interaxle Differential ..............................................
Differential (Front and Rear Axle) .........................
Differential (Center Axle) .......................................
Final Drive ............................................................
Power Train Hydraulic System .............................
Transmission Hydraulic Control ...........................
Power Train Electronic Control System .................
Output Transfer Gears Lubrication System ...........
Pressure Control Valve (Transmission) .................
Selector and Pressure Control Valve
(Transmission) .....................................................
Rotary Actuator (Transmission) ............................
4
5
6
8
9
11
13
15
18
19
23
24
28
30
37
40
42
42
43
44
45
47
52
53
55
73
82
84
85
Index Section
Index ..................................................................... 88
4
Power Train
Systems Operation Section
Illustration 1
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5
Power Train
Systems Operation Section
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General Information
SMCS Code: 3030
g00791946
Illustration 2
(1) Engine
(2) Torque converter
(3) Transmission planetary
(4) Wheel and final drive
(5) Differential and bevel gear
(6) Output transfer gears and case
Tractor Arrangement
The engine flywheel drives torque converter (2).
The torque converter has an integral lockup clutch.
The lockup clutch for the torque converter allows
the machine to operate in torque converter drive or
in direct drive.
Torque converter (2) is located within the housing
for the transmission planetary which is bolted
directly to the engine. Transmission planetary (3)
contains seven hydraulically actuated clutches. The
seven hydraulically actuated clutches give seven
forward speeds and one reverse speed.
Main drive shaft (17) transmits torque to output
transfer gears and case (6). Differential (15) is
located in output transfer gears and case (6), which
is connected to front drive shaft (16) and drive shaft
(7). Front drive shaft (16) is connected to differential
and bevel gear (5). Drive shaft (7) is connected
hitch drive shaft (8).
(13)
(14)
(15)
(16)
(17)
Trailer Arrangement
Through hitch drive shaft (8) transmits torque to
drive shaft (9). The drive shaft transfers drive to
differential and bevel gear (10).
Differential and bevel gear (10) transfers drive to
wheel and final drives (14) for the center axle and
drive shaft (11).
Drive shaft (11) transmits torque to differential and
bevel gear (12).
Differential and bevel gear (12) transfers drive to
wheel and final drives (13) for the rear axle.
6
Power Train
Systems Operation Section
i01523695
Torque Converter
SMCS Code: 3101
g00791571
Illustration 3
(1)
(2)
(3)
(4)
Housing
Turbine
Stator
Shaft
(5)
(6)
(7)
(8)
One-way clutch
Impeller
Lockup Clutch
Hub
7
Power Train
Systems Operation Section
Lockup clutch (7) is part of the torque converter.
The lockup clutch is located between the engine
flywheel and the turbine. The lockup clutch is
engaged under the following conditions: sufficient
input speed to the transmission planetary group,
sufficient oil pressure in the transmission planetary
group, and sufficient engine rpm. When the
lockup clutch is engaged, the impeller and the
turbine turn at the same speed as the engine and
there is no loss of power in the torque converter.
The connection between the engine and the
transmission planetary group is now direct.
Torque converter drive is available in the first gear
and reverse gear. The lockup clutch provides direct
drive once the transmission speed and the engine
speed are matched.
Direct drive is provided in all the higher gears. The
lockup clutch is disengaged during transmission
shifts in order to allow a smooth transition between
gears.
The input speed of the torque converter is measured
at the engine flywheel. This speed is the same
speed as the engine output speed. The output
speed of the torque converter is measured at the
planetary transmission. This speed is the same
speed as the transmission input speed.
8
Power Train
Systems Operation Section
i01523914
Transmission Planetary
SMCS Code: 3160
g00791642
Illustration 4
(1)
(2)
(3)
(4)
(5)
Clutch
Clutch
Clutch
Clutch
Clutch
1
2
3
4
5
(6) Clutch 6
(7) Clutch 7
(8) Sensor (output speed)
(9) Output yoke
(10) Shaft (input from torque converter)
Table 1
SPEED SELECTION
SPEED
ENGAGED CLUTCHES
NEUTRAL
REVERSE speed
3 & 7
FIRST speed
2 & 6
SECOND speed
1 & 6
THIRD speed
3 & 6
FOURTH speed
1 & 5
FIFTH speed
3 & 5
SIXTH speed
1 & 4
SEVENTH speed
3 & 4
9
Power Train
Systems Operation Section
The planetary transmission consists of two rotating
clutches, five stationary clutches, and five planetary
units. This provides seven forward speeds and one
reverse speed. No. 3 clutch (3) and No. 4 clutch (4)
are the rotating clutches.
The planetary transmission is bolted to the torque
converter housing. Shaft (10) is part of the torque
converter, and the shaft transmits the torque to the
planetary transmission. Output yoke (9) from the
planetary transmission is bolted to the main drive
shaft. The main drive shaft connects the planetary
transmission with the output transfer gear.
Sensor (8) measures the output speed of the
planetary transmission. There are two sensors
in order to provide a backup in the event of a
failure. The sensors send information about the
transmission output speed to the ECM (Electronic
Control Module).
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Illustration 5
(1)
(2)
(3)
(4)
Input Shaft
Differential
Shaft
Gear
(5)
(6)
(7)
(8)
Idler Gear
Gear
Output Yoke
Shaft
(9) Gear
(10) Gear
(11) Output Yoke
(12) Solenoid and Relief Valve
10
Power Train
Systems Operation Section
Power is transmitted to the output transfer gears
from the transmission planetary group via a drive
shaft to input shaft (1). The input shaft is splined
to interaxle differential (2) that splits the torque
between the front and the rear axles. Torque for the
front axle is transmitted from the differential along
shaft (3) to gear (4). An idler gear (5) transfers
this torque to gear (6) in the bottom of the output
transfer gear case. Gear (6) is splined to the output
yoke (7).
Torque for the rear axles is transmitted from the
differential along shaft (8) to gear (9). Gear (9) is
meshed with gear (10) which is splined to output
yoke (11).
Illustration 6
g00791610
This is a view of the solenoid and relief valve from below the
machine.
11
Power Train
Systems Operation Section
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Interaxle Differential
SMCS Code: 3287
g00791767
Illustration 7
(1)
(2)
(3)
(4)
(5)
Input shaft
Shaft
Planetary gear
Differential housing
Clutch pack
(6) Piston
(7) Rotating housing
(8) Output shaft
(9) Output shaft
(10) Gear
(11)
(12)
(13)
(14)
(15)
Gear
Sun gear
Planetary gear
Sun gear
Hub
12
Power Train
Systems Operation Section
If the machine was operated on a hard surface with
equal traction at each wheel, turning the machine
would cause torsional stresses in the power train.
This could reduce the service life of components
in the power train.
The interaxle differential transmits drive to the front
and rear axles at equal speeds when the machine
is travelling straight. The interaxle differential also
transmits drive to the front and rear axles at different
speeds when the machine is turning. Torque input is
maintained at each axle throughout each operation.
The interaxle differential responds to the difference
in resistance between the front wheels and the
center and rear wheels. This is carried out in
a similar manner to the response of the axle
differentials to the speed difference between the
inner wheels and the outer wheels.
The interaxle differential is equipped with a lockup
clutch. The lockup clutch is activated by a floor
mounted switch. The lockup clutch will neutralize
normal interaxle differential operation and transfer
drive to all three axles regardless of the ground
conditions or the rolling resistance at each wheel.
The interaxle differential consists of an input shaft
(1) which is connected to differential housing (4).
Differential housing (4) contains two pairs of three
evenly spaced shafts (2). The shafts are used to
support two planetary gear sets (3) and (13). Both
planetary gear sets are in constant mesh with each
other and each of the gears is free to rotate around
shafts (2).
Planetary gear set (3) is in constant mesh with sun
gear (14) which is installed onto output shaft (9)
for the output drive to the trailer. Planetary gear set
(13) is in constant mesh with sun gear (12) which
is installed onto output shaft (8) for the output drive
to the tractor.
When the machine is moving in a straight direction
with equal ground resistance at each wheel the
differential housing (4), planetary gears (3) and
planetary gears (13) rotate as a unit.
When the machine is turning, the turning radius
changes at the front wheels and at the rear wheels.
Planetary gears (3) and (13) rotate around shafts
(2) as sun gear (14) for the drive to the trailer slows
down.
If wheel spin occurs at the front of the machine,
drive to the center axle and drive to the rear axle
would be reduced to a degree that would stop
the machine. In this event, engaging the interaxle
differential lock would restore drive to all axles.
The differential effect is cancelled by locking the
differential housing to the output shafts.
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Power Train
Systems Operation Section
i01551675
g00766546
Illustration 8
Differential
(1)
(2)
(3)
(4)
(5)
(6)
(13)
(14)
(15)
(16)
Pinion gear
Axle shaft
Side gear
Bevel gear
14
Power Train
Systems Operation Section
A differential divides the power that is sent to the
machine wheels. During a turn, the inside wheel
turns at a slower rate than the outside wheel. The
differential still sends the same amount of torque
to each wheel. Each differential has a differential
lock. The main component of the differential lock is
the clutch pack. When the differential lock switches
are engaged, the clutch pack connects one axle
shaft to the differential case. Both axle shafts are
connected in order to form a solid axle with no
differential effect.
The inside components of the differential receive
lubrication from the oil that is inside the axle
housing.
Bevel pinion shaft (1) is in constant mesh with bevel
gear (16). The bevel pinion shaft and the bevel
gear provide a gear reduction and a change in the
direction of drive by 90.
Differential case (11) is attached to bevel gear
(16). The differential case holds spiders (12). Four
pinion gears (13) are free to rotate around the
spiders. Side gears (10) and (15) are mounted in
the differential case. The side gears are meshed
with the pinion gears. Axle shafts (9) and (14) are
splined into the side gears.
When the bevel gear (16) is turned by bevel pinion
shaft (1), differential case (11) is also turned. If
the resistance between each of the road wheels
is equal, pinion gears (13) will not rotate around
spiders (12). The pinion gears will turn with the
spiders. The pinion gears will turn the side gears
with equal speed and equal torque.
When the machine is turning, the wheel that is on
the inside of the turn will travel a shorter distance
than the wheel on the outside of the turn. This
causes the wheel on the inside of the turn to slow
down while the wheel on the outside of the turn
speeds up.
The axle shaft on the inside of the turn and the side
gears on the inside of the turn slow down. This
causes the pinion gears to rotate on the spiders.
The wheel, the axle shaft and the side gear on
the inside will slow down as the machine turns.
The wheel, the axle shaft and the side gear on the
outside will speed up in proportion to the inside
wheel. The differential between the speed of the
two wheels is taken up by the rotation of the bevel
gears around the spiders. Both wheels are driven
with equal force, but at different speeds.
15
Power Train
Systems Operation Section
i01515596
g00786475
Illustration 9
Differential
(1)
(2)
(3)
(4)
(5)
(6)
(13)
(14)
(15)
(16)
(17)
(18)
Spider
Pinion gear
Axle shaft
Side gear
Bevel gear
Differential carrier
16
Power Train
Systems Operation Section
A differential divides the power that is sent to the
machine wheels. During a turn, the inside wheel
turns at a slower rate than the outside wheel. The
differential still sends the same amount of torque
to each wheel. Each differential has a differential
lock. The main component of the differential lock is
the clutch pack. When the differential lock switches
are engaged, the clutch pack connects one axle
shaft to the differential case. Both axle shafts are
connected in order to form a solid axle with no
differential effect.
The inside components of the differential receive
lubrication from the oil that is inside the axle
housing.
Bevel pinion shaft (1) is in constant mesh with bevel
gear (17). The bevel pinion shaft and the bevel
gear provide a gear reduction and a change in the
direction of drive by 90.
Differential case (12) is attached to bevel gear
(17). The differential case holds spiders (13). Four
pinion gears (14) are free to rotate around the
spiders. Side gears (11) and (16) are mounted in
the differential case. The side gears are meshed
with the pinion gears. Axle shafts (10) and (15) are
splined into the side gears.
When the bevel gear (17) is turned by bevel pinion
shaft (1), differential case (12) is also turned. If
the resistance between each of the road wheels
is equal, pinion gears (14) will not rotate around
spiders (13). The pinion gears will turn with the
spiders. The pinion gears will turn the side gears
with equal speed and equal torque.
Illustration 10
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17
Power Train
Systems Operation Section
g00807440
Illustration 11
(1) Bevel pinion shaft
(2) Gear
18
Power Train
Systems Operation Section
i01515331
Final Drive
SMCS Code: 4050
Illustration 13
g00807179
Illustration 12
Final Drive (Front and Center Axle)
(1) Wheel
(2) Ring gear
(3) Planetary carrier
(4) Spindle
(5) Axle shaft
(6) Sun gear
(7) Hub
(8) Gear
(9) Wheel bearings
(10) Seals
(11) Brake (Front axle and center axle)
g00786313
(1) Wheel
(2) Ring gear
(3) Planetary carrier
(4) Spindle
(5) Axle shaft
(6) Sun gear
(7) Hub
(8) Gear
(9) Wheel bearings
(10) Seals
19
Power Train
Systems Operation Section
i01528758
Illustration 14
g00809226
20
Power Train
Systems Operation Section
Selector spool (12) in selector and pressure control
valve (13) allows pilot oil to flow to individual valves
(8) on pressure control valve (9). The position of the
selector spool determines the path of the pilot oil
to the individual valves.
Each individual valve is a modulating valve which
controls the pressure of the oil that is supplied to
the clutches in the transmission planetary.
Oil from the selector and pressure control valve also
supplies the torque converter. The oil that is used
by the torque converter is then sent through the
transmission oil cooler and back to the transmission
as lubricant.
Illustration 16
g00792091
Illustration 15
(3) Oil pump (transmission)
(14) Port (inlet)
(15) Idler gear
(2) Suction screen
(16) Torque converter housing
(17) Gear
g00792128
21
Power Train
Systems Operation Section
Illustration 19
g00792759
Illustration 17
(20)
(21)
(22)
(23)
(24)
(25)
g00792383
Illustration 18
g00792384
22
Power Train
Systems Operation Section
Illustration 20
g00807200
23
Power Train
Systems Operation Section
Engagement of the axle differential locks is achieved
when the solenoid valve allows pressurized oil from
the solenoid and relief valve to fill the clutches
on the differentials in each axle. When the axle
differential lock is unselected, the oil in the clutches
of the axle differentials is able to drain to the top
of the output transfer gear case as additional
lubrication.
The oil enters the output transfer gear case at the
top. The oil drains down to the sump of the output
transfer gear case and the oil provides lubrication
to the gears and the bearings.
i01536341
Transmission Hydraulic
Control
SMCS Code: 3167
Illustration 21
g00798715
24
Power Train
Systems Operation Section
Control of the torque converter and the planetary
transmission is achieved by a selector and pressure
control valve that controls the supply of pressurized
oil to the pressure control valve. The pressure
control valve contains individual valves that control
the oil pressure in each clutch and the oil pressure
in the torque converter lockup clutch.
Oil is supplied by pump (1) through oil filter (2). The
pressurized oil is available to downshift solenoid
(3), upshift solenoid (4) and torque converter lockup
clutch solenoid (9). Pressurized oil is also supplied
to selector and pressure control valve (13).
Selector and pressure control valve (13) regulates
the oil pressure. The selector and pressure control
valve sends pressurized oil to pressure control valve
(7) for clutch actuation. The selector and pressure
control valve also provides the pilot signal to the
individual valves (6) in the pressure control valve.
The selector and pressure control valve also
supplies oil to the torque converter. The maximum
pressure of the oil to the torque converter is
regulated by relief valve (11) in the selector and
pressure control valve.
Rotary actuator (5) is controlled by downshift
solenoid (3) and upshift solenoid (4). The rotary
actuator turns selector spool (10) in the selector
and pressure control valve. The selector spool
determines the path of the pilot oil to the individual
valves.
When the machine is in NEUTRAL, the downshift
solenoid is selected. This ensures that the rotary
actuator holds the selector spool in the correct
position. The selector and pressure control valve
includes a neutralizer valve. Neutralizer valve (12)
prevents pressurized oil from being supplied to the
selector spool unless the engine is started with the
transmission control in the NEUTRAL position.
When the operator selects drive, the ECM for the
power train closes downshift solenoid (3) and opens
upshift solenoid (4). The upshift solenoid supplies
pressurized oil to the rotary actuator. This causes
the rotary actuator to rotate. This turns the selector
spool in the selector and pressure control valve.
Pilot oil is directed by the selector spool to the
individual valves for clutch 2 and clutch 6.
SPEED SELECTION
SPEED
ENGAGED CLUTCHES
NEUTRAL
REVERSE speed
3 & 7
FIRST speed
2 & 6
SECOND speed
1 & 6
THIRD speed
3 & 6
FOURTH speed
1 & 5
FIFTH speed
3 & 5
SIXTH speed
1 & 4
SEVENTH speed
3 & 4
i01545381
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Power Train
Systems Operation Section
26
Power Train
Systems Operation Section
g00808163
Illustration 22
Block diagram of the power train electronic control system
(1) Service tool connector
(2) CAT Data Link
(3) Caterpillar Monitoring System
(4) Caterpillar Monitoring System service
connector
(5) Electronic control module (ECM)
27
Power Train
Systems Operation Section
Inputs
The machine has several input devices. Input
devices inform the ECM of the operating conditions
of the machine. The machine has two types of
inputs, switch inputs and sensor inputs. The switch
inputs of the ECM are provided with the following
signals from the switches: an open, a ground, and
a +battery. Sensors provide a constantly changing
signal to the ECM.
Outputs
The ECM responds to decisions by sending
electrical signals through the outputs. The outputs
can create an action or the outputs can provide
information to the ECM.
Input/Output
The CAT Data Link is used to communicate with the
other electronic control modules on the machine.
The CAT Data Link is bidirectional. The CAT Data
Link allows the sharing of information with other
electronic controls.
Illustration 23
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28
Power Train
Systems Operation Section
i01562748
Illustration 24
g00288428
Illustration 25
g00797836
Charging and scavenging pump for the output transfer gears and
differential locks
29
Power Train
Systems Operation Section
Illustration 26
g00790144
g00797837
Illustration 27
g00797846
Oil from the oil filter is then fed to solenoid and relief
valve (3) that is mounted on the case of the output
transfer gears.
The solenoid and relief valve provides oil to the
output transfer gears and the differential locks.
The solenoid and relief valve incorporates two
solenoid valves, a priority valve and a relief valve.
One solenoid in the solenoid and relief valve
controls the oil to the interaxle differential lock and
the oil to the solenoid valve for the axle differential
locks.
30
Power Train
Systems Operation Section
i01540730
Illustration 29
g00797930
31
Power Train
Systems Operation Section
Pressure control valve (1) has seven modulation
reduction valves (2) for the transmission planetary
and one modulation reduction valve (3) for the
torque converter lockup clutch. There is one
modulation reduction valve for each clutch in the
transmission planetary. Each modulation reduction
valve acts separately. This is known as Individual
Clutch Modulation (ICM). The modulation reduction
valves control the amount of pressure that will be
used for clutch engagement and for the release of
the clutch. The modulation reduction valves also
determine the duration of clutch engagement.
Each load piston body (4) has an identification letter
for the purposes of disassembly and assembly.
Pilot passages (5) are connected to passages
from the rotary selector spool of the selector and
pressure control valve. Pump oil from the selector
and pressure control valve is in passage (6). Drain
passages (7) are connected to the transmission
case reservoir.
All of the modulation reduction valves operate in a
similar way, so only the basic operation is provided.
Illustration 30
g00799039
32
Power Train
Systems Operation Section
When a shift is started, pilot passage (5) receives
pilot oil at the correct sequence from the rotary
selector spool. Selector piston (8) and load
piston (9) move against the force of springs (10).
Modulation reduction valve (11) moves against
the force of spring (12). Passage (13) is blocked
to drain passage (14). Passage (13) is open to
passage (6). The pump oil now begins to fill the
clutch. The pressure of the oil that is filling the clutch
is balanced against the force of springs (10) as the
springs are compressed by the selector piston. This
is the primary pressure for the clutch. The primary
pressure helps to fill the clutch smoothly in order to
avoid harsh transmission shifts.
As the oil flows to passage (13), oil is able to flow
through load piston orifice (15) and passage (16).
Illustration 31
g00799037
33
Power Train
Systems Operation Section
After the clutch is full of oil, the pressure of the
pump oil in the selected clutch increases. The
pressure of the oil that is flowing through the load
piston orifice increases. This oil goes between
selector piston (8) and load piston (9). The oil
moves the load piston against springs (10). This
further increases the compression of the springs.
As the springs are compressed, the force of the
springs is increased. The pressure of the oil in the
clutch is balanced against the force of springs (10).
This allows an increase in the oil pressure in the
clutch. Clutch oil flows through an orifice in the
modulation reduction valve (11). Ball check valve
(17) opens and oil flows into the slug chamber at
the left end of the modulation reduction valve.
The pressure in the clutch is now at the maximum.
Modulation reduction valve (11) moves to the right
and to the left in order to maintain a constant
pressure in passage (13).
The amount of time that is necessary for the
maximum pressure in the clutch to be reached is
dependent on the size of load piston orifice (15) and
the force of springs (10). The force of springs (10)
can be adjusted by using shims in load piston (9).
34
Power Train
Systems Operation Section
Illustration 32
g00799065
35
Power Train
Systems Operation Section
Illustration 33
g00799196
36
Power Train
Systems Operation Section
The pressure of the clutch oil in passage (29)
increases after the clutch is full of oil. Some of the
oil from passage (29) goes through orifice (31) in
modulation reduction valve (26). This oil opens
ball check valve (32). The oil then goes into slug
chamber (33). This pressure helps the springs push
both modulation reduction valve (26) and load
piston (23) back to the left. The oil that is flowing
through load piston orifice (30) is delivered at a fixed
rate. While load piston (3) is controlled by the oil
from load piston orifice (30), modulation reduction
valve (26) moves up and down. This causes the
pressure in the lockup clutch to increase gradually.
This gradual increase due to the movement of
the spool is called modulation. The modulation
of modulation reduction valve (26) maintains a
constant pressure in passage (29). When load
piston (23) goes fully against the stop, modulation
stops. The pressure in the lockup clutch is now at
the maximum. The lockup clutch is fully engaged.
The amount of time that is necessary for the
maximum pressure in the lockup clutch to be
reached is dependent on the size of load piston
orifice (30) and the force of spring (24). The force
of spring (24) can be adjusted by using shims in
load piston (23).
Releasing the Lockup Clutch
When pilot oil passage (21) does not receive pilot
oil, the force of spring (24) moves selector piston
(22) to the left against load piston body (34). This
uncovers drain passage (25). Oil between selector
piston (22) and load piston (23) drains through
drain passage (25).
Passage (35) is now aligned with drain passage
(25). The force of spring (24) moves load piston
(23) fully against selector piston (22). Modulation
reduction valve (26) moves up to the fullest extent
as a result of the force of spring (24). In this position,
pump oil in passage (6) cannot go into passage
(29). Passage (29) is now open to drain passage
(28). The pressure in the lockup clutch is released.
Note: Drain passages (25), (28), (19), (14), and (27)
are connected. The return oil goes into the torque
converter sump.
37
Power Train
Systems Operation Section
i01540704
Illustration 34
g00800393
38
Power Train
Systems Operation Section
Neutralizer Valve
Table 3
Function
Priority
reduction valve
(2)
Neutralizer
valve (3)
Rotary selector
spool (4)
Relief valve
(12)
Torque
converter inlet
relief valve (11)
39
Power Train
Systems Operation Section
Chamber (5) of rotary selector spool (4) contains
pilot oil. The position of the spool will send this pilot
oil through a passage to the pressure control valve.
The oil flows to a selector piston. This causes the
selector piston to move. This will cause a clutch
to engage in the transmission. Chamber (5) has a
screen which stops foreign material from entering
the pressure control valve.
The clutches of the transmission that are
disengaged return any pressure oil that is in the
selector pistons to chamber (6). Chamber (6) allows
the oil to go to the transmission case reservoir.
In the NEUTRAL position, rotary selector spool (4)
sends pump oil to chamber (14) in order to move
neutralizer valve (3). In the other speed positions,
chamber (14) is blocked from pump oil and open
to chamber (6).
Relief Valve
Relief valve (12) controls the maximum pressure in
the transmission hydraulic system. Pump oil comes
from passage (13) to relief valve (12). The oil flows
through an orifice in the relief valve. This opens a
poppet valve. Oil fills the chamber between the
poppet and the slug. As the pressure increases, the
oil moves relief valve (12) upward against the force
of the spring. When the pressure of the oil reaches
the relief pressure, relief valve (12) allows oil to flow
through passage (10) to the torque converter.
The pressure setting of relief valve (12) can be
changed by the removal or the addition of shims
inside the spool of the relief valve.
40
Power Train
Systems Operation Section
i01541642
Rotary Actuator
(Transmission)
SMCS Code: 3166
Illustration 35
g00802458
41
Power Train
Systems Operation Section
The oil that is in chamber (13) presses against
upshift valve (10). This causes ball (8) to move to
the right. This stops oil from going through passage
(9). As the rotor turns, the oil in chamber (13)
pushes the upshift valve to the right until drain
passage (11) is open to chamber (13).
When the rotor achieves the correct speed position,
the Power Train ECM deactivates the downshift
solenoid. Pressure oil in passage (6) is stopped.
This stops the movement of rotor (15).
When the transmission is in the NEUTRAL position,
rotor (15) is in the position that is shown. The
downshift solenoid is always activated in the
NEUTRAL position so that the rotor is locked in
position.
42
Power Train
Testing and Adjusting Section
Troubleshooting
General Troubleshooting
Information
SMCS Code: 3000-035
When you are attempting to define a problem with
the power train, it is necessary to perform the
procedures that are contained in this section.
A visual inspection of the system must be carried
out in order to eliminate many of the less complex
problems.
Upon completion of a visual inspection, if the cause
of the problem has not been diagnosed, carry out
operational checks of the system.
Illustration 36
g00792760
43
Power Train
Testing and Adjusting Section
This list of possible problems and possible
corrections will only provide an indication of the
location of a problem and the repairs that are
required. It is important to remember that a problem
is not necessarily caused by a single part, but by
the relation of one part to a number of other parts.
This information cannot provide all the possible
problems and corrections. It is necessary for service
personnel to define the problem. Any repairs may
then be carried out.
i01526104
Visual Inspection
SMCS Code: 3000-035
Perform a visual inspection at the beginning
of troubleshooting a problem. Ensure that the
transmission control is in the NEUTRAL position.
Move the parking brake control to the ENGAGED
position and stop the engine.
44
Power Train
Testing and Adjusting Section
Note: The oil filter for the torque converter and
the transmission has a bypass valve which allows
oil to bypass the oil filter elements when the inlet
pressure to the oil filter rises due to a blockage
in the oil filter. Any oil that does not go through
the filter elements goes directly into the hydraulic
circuit. Dirty oil causes restrictions in valve orifices,
sticking valves, etc.
Inspect the oil filter for the transfer gear. Refer to
Operation and Maintenance Manual, SEBU7498,
Transfer Gear Oil Filter - Replace in order to
remove the oil filter. Refer to Operation and
Maintenance Manual, SEBU7498, Oil Filter Inspect in order to inspect the oil filter.
Note: The oil filter for the transfer gear has a
bypass valve which allows oil to bypass the oil filter
elements when the inlet pressure to the oil filter
rises due to a blockage in the oil filter. Any oil that
does not go through the filter elements goes directly
into the hydraulic circuit. Dirty oil causes restrictions
in valve orifices, sticking valves, etc. The oil filter
for the transfer gear incorporates a switch, which
illuminates an indicator in the cab. This indicator
alerts the operator of a restriction in the oil filter for
the transfer gear.
Inspect the magnetic screen for the torque
converter and the transmission. Refer to
Operation and Maintenance Manual, SEBU7498,
Torque Converter Scavange Screen - Clean.
The magnetic screen for the torque converter
and the transmission is located within the
suction screen for the torque converter and the
transmission.
Inspect the magnetic screen for the transfer gear.
Refer to Operation and Maintenance Manual,
SEBU7498, Transfer Gear Magnetic Screen Clean.
Magnets separate the ferrous particles from the
nonferrous particles.
This is a list of some of the particles that may be
found in the filter elements:
Operational Checks
SMCS Code: 3000-035
Operate the machine in each direction and in
all speeds. Operate the interaxle differential and
operate the axle differentials. Check that the power
train is operating correctly in all functions. If the
power train is not operating correctly refer to the
troubleshooting information that is contained in
this manual. Use the troubleshooting information in
order to investigate the problem.
The checks for troubleshooting that are included
in this manual are designed to guide service
personnel in a correct troubleshooting procedure.
The checks and procedures are set in sequence in
order to find problems and causes quickly.
The checks for troubleshooting should be carried
out in order. Do not proceed to the next check until
the current check has been carried out fully. If the
correct result for the check is found, go directly to
the next check.
Take note of all warnings and notices in these
checks. You must read all the warnings and the
notices before you start a check. Before carrying out
a procedure, it is important to read the procedure
thoroughly.
The checks that follow can be used to find many of
the problems that may occur during the operation
of the machine. The checks that follow can also
give an indication of the part of the system that has
the problem.
45
Power Train
Testing and Adjusting Section
i01545887
Torque Converter
Troubleshooting
SMCS Code: 3101-035
Note: The troubleshooting information is intended to
aid in diagnosing a given problem. The possible
causes are ordered from the most probable cause
to the least probable cause. The possible causes
should be examined in order until the problem is
resolved.
Refer to Systems Operation, Testing and Adjusting,
Machine Preparation for Troubleshooting
before you perform any testing and adjusting or
troubleshooting.
Prior to carrying out troubleshooting on the torque
converter, use Caterpillar ET in order to diagnose
any fault codes that may be present. Refer to
Systems Operation, Troubleshooting,Testing and
Adjusting , RENR3442, Power Train Electronic
Control System.
If fault codes are present, repair the cause of the
fault code.
46
Power Train
Testing and Adjusting Section
47
Power Train
Testing and Adjusting Section
5. The piston in the torque converter lockup clutch
may be sticking.
i01554329
Transmission Planetary
Troubleshooting
48
Power Train
Testing and Adjusting Section
9. There is debris and damaged components in
the power train.
damage.
49
Power Train
Testing and Adjusting Section
50
Power Train
Testing and Adjusting Section
5. There is debris and damaged components in
the power train.
51
Power Train
Testing and Adjusting Section
3. There is debris and damaged components in
the power train.
52
Power Train
Testing and Adjusting Section
Interaxle Differential
Troubleshooting
Possible Causes
53
Power Train
Testing and Adjusting Section
Possible Causes
1. The solenoid that controls the interaxle differential
in the solenoid and relief valve may be sticking.
Differential Troubleshooting
SMCS Code: 3258-035
Note: The troubleshooting information is intended to
aid in diagnosing a given problem. The possible
causes are ordered from the most probable cause
to the least probable cause. The possible causes
should be examined in order until the problem is
resolved.
Refer to Systems Operation, Testing and Adjusting,
Machine Preparation for Troubleshooting
before you perform any testing and adjusting or
troubleshooting.
Prior to carrying out troubleshooting on the axle
differential locks, use Caterpillar ET in order to
diagnose any fault codes that may be present. Refer
to Systems Operation, Troubleshooting, Testing
and Adjusting, RENR3442, Power Train Electronic
Control System.
54
Power Train
Testing and Adjusting Section
55
Power Train
Testing and Adjusting Section
Sudden movement of the machine can cause injury to persons on or near the machine.
Prevent possible injury by performing the procedure that follows before working on the machine.
NOTICE
Do not connect or disconnect hose fittings to or from
the quick disconnect nipples when there is pressure in
the system. This will prevent damage to the seals that
are in the fitting.
Illustration 37
g00805203
Note: Make sure that the filters and the screens are
clean before you test any pressures. Make sure
that the oil is at operating temperature before you
perform these tests.
Table 4
Required Tools
Part
Number
Description
Qty
1U-5481
1U-5482
8T-5200
Illustration 38
FT-2796
Connector Harness
g00804806
56
Power Train
Testing and Adjusting Section
7. Ensure that the transmission control is in the
NEUTRAL position and that the parking brake
is engaged. Press and hold the service brake
pedal.
8. Start the engine and run the engine at low idle.
9. Observe the pressure gauge. With the oil at
normal operating temperature, the pilot oil
pressure for the torque converter lockup clutch
must be within the values that are shown in Table
7.
10. Stop the engine and raise the cab. Remove
the fitting and the hose from test point (1) and
replace the plug.
11. Reconnect the wiring harness correctly to the
upshift solenoid, the downshift solenoid and the
torque converter lockup clutch solenoid.
Illustration 40
g00805199
Illustration 41
g00811590
Illustration 39
g00804801
Illustration 42
g00804800
57
Power Train
Testing and Adjusting Section
8. Install the correct hose assembly from the
1U-5482 Pressure Adapter Group to test point
(D). Use a suitable 90 fitting. Attach the opposite
end of the hose assembly to the 4000 kPa
(580 psi) pressure gauge in the 1U-5481
Pressure Gauge Group.
Illustration 44
g00805199
g00804806
Illustration 45
g00805199
58
Power Train
Testing and Adjusting Section
6. Disconnect the wiring harness from downshift
solenoid (2), upshift solenoid (2) and torque
converter lockup clutch solenoid (4).
7. Connect the wiring harness for the downshift
solenoid to the torque converter lockup clutch
solenoid.
8. Lower the cab. Take care to ensure that the
hose assembly is not trapped when the cab is
lowered.
Illustration 46
g00811590
10. Start the engine and run the engine at low idle.
4. Install the 6V-6064 Transmission Test Cover in
the place of the small cover. Use four bolts to
hold the test cover in position.
Illustration 47
g00804800
Illustration 49
g00811233
g00804806
59
Power Train
Testing and Adjusting Section
1. Ensure that the engine is stopped and that
the parking brake control is in the ENGAGED
position.
Illustration 51
g00804803
Illustration 50
g00811858
60
Power Train
Testing and Adjusting Section
Illustration 54
g00811590
g00811592
Illustration 53
g00805199
11. Start the engine and run the engine at low idle.
4. Remove the small cover from the transmission
cover.
61
Power Train
Testing and Adjusting Section
15. Remove the fitting and the hose from test point
(8) and replace the plug.
Illustration 57
Illustration 55
g00805199
g00805199
Illustration 58
g00811590
Illustration 56
g00805205
62
Power Train
Testing and Adjusting Section
16. Observe the pressure gauges for the
transmission clutches that are used in NEUTRAL.
Refer to Tables 5 and 6. With the oil at normal
operating temperature, the primary pressure
for the oil in the transmission clutches must be
within the values that are shown in Table 8.
17. Decrease the engine speed to low idle.
18. Move the transmission control to the DRIVE
position.
19. Increase the engine speed to high idle.
Illustration 59
g00804800
14. Start the engine and run the engine at low idle.
63
Power Train
Testing and Adjusting Section
32. Compare the actual initial pressures that were
recorded with the pressures that are provided
in Table 8.
33. After the pressures are recorded, remove the
test equipment and remove the transmission
cover from the top of the transmission.
34. Replace load piston plugs (9).
Illustration 62
g00811590
Illustration 60
g00805199
Illustration 63
g00804800
Illustration 61
g00805199
64
Power Train
Testing and Adjusting Section
16. Increase the engine speed to high idle.
17. Observe the gauges for the transmission
clutch that is used in FIRST gear. Refer to
Tables 5 and 6. With the oil at normal operating
temperature, the maximum pressure for the oil in
the transmission clutch must be within the values
that are shown in Table 9.
18. Decrease the engine speed to low idle.
19. Start the signal generator. Refer to Special
Instruction, SEHS8579, Use of 8T-5200 Signal
Generator / Counter Group.
Illustration 64
g00804806
65
Power Train
Testing and Adjusting Section
Illustration 65
g00805199
Illustration 67
g00804806
g00811379
66
Power Train
Testing and Adjusting Section
Illustration 68
g00811379
Illustration 70
g00811680
Pressure test point for the oil to the output transfer gear and the
differentials
Illustration 69
g00812105
67
Power Train
Testing and Adjusting Section
Note: The pressure for the differential locks can
also be measured at test point (13). Ensure
that the interaxle differential lock and the axle
differential locks are not selected. This may cause
damage to the gauge that is used to measure the
pressure of the oil.
Illustration 71
g00811250
g00811254
68
Power Train
Testing and Adjusting Section
Illustration 75
Illustration 73
g00811254
g00811261
Illustration 74
g00811260
Illustration 76
Line for the front axle differential lock
g00811254
69
Power Train
Testing and Adjusting Section
1. Disconnect line (15) from the elbow in the front
axle and insert 6V-9508 Face Seal Plug into the
line. Plug the fitting on the front axle in order to
prevent contamination of the oil.
SPEED SELECTION
Illustration 77
SPEED
ENGAGED CLUTCHES
REVERSE speed
3 & 7
NEUTRAL
FIRST speed
2 & 6
SECOND speed
1 & 6
THIRD speed
3 & 6
FOURTH speed
1 & 5
FIFTH speed
3 & 5
SIXTH speed
1 & 4
SEVENTH speed
3 & 4
g00811261
Table 6
Illustration 78
g00811260
Clutch
Station
70
Power Train
Testing and Adjusting Section
Table 7
Test Point
Description
Specified Value
12
12
13
13
14,15, 16,17
71
Power Train
Testing and Adjusting Section
Table 8
Clutch
No. 3
No. 1
No. 2
No. 5
No. 4
No. 6
No. 7
Speed
Position
Engaged
Clutches
Pressure
Pressure
Pressure
Pressure
Pressure
Pressure
Pressure
345 + 50 35 kPa
(50 + 7
- 5 psi)
3 and 7
Station(1)
(1)
2 and 6
1 and 6
345 + 50 35 kPa
(50 + 7
- 5 psi)
3 and 6
1 and 5
345 + 50 35 kPa
(50 + 7
- 5 psi)
3 and 5
1 and 4
345 + 50 35 kPa
(50 + 7
- 5 psi)
380 + 50
- 100 kPa
(55 7 psi)
3 and 4
380 + 50
- 100 kPa
(55 7 psi)
72
Power Train
Testing and Adjusting Section
Table 9
Clutch
No. 3
No. 1
No. 2
No. 5
No. 4
No. 6
No. 7
Engaged
Clutches
Pressure
Pressure
Pressure
Pressure
Pressure
Pressure
Pressure
2895 +
240 100 kPa
(420 + 35
- 15 psi)
3 and 7
1760 + 240
- 100 kPa
(255 + 35 15 psi)
2930
280 kPa
(425 40 psi)
1980 + 240
- 100 kPa
(287 + 35 15 psi)
1 and 6
2895 +
240 100 kPa
(420 + 35
- 15 psi)
3 and 6
1760 + 240
- 100 kPa
(255 + 35 15 psi)
1970 + 240
- 100 kPa
(286 + 35 15 psi)
1970 + 240
- 100 kPa
(286 + 35 15 psi)
1450 + 240
- 100 kPa
(210 + 35 15 psi)
1450 + 240
- 100 kPa
(210 + 35 15 psi)
Station(1)
Speed
Position
1 and 5
2895 +
240 100 kPa
(420 + 35
- 15 psi)
3 and 5
1760 + 240
- 100 kPa
(255 + 35 15 psi)
1 and 4
2895 +
240 100 kPa
(420 + 35
- 15 psi)
3 and 4
1760 + 240
- 100 kPa
(255 + 35 15 psi)
7
(1)
2 and 6
73
Power Train
Testing and Adjusting Section
i01545903
Transmission Hydraulic
Control - Test and Adjust
SMCS Code: 3073-025; 3073-081
g00804541
Illustration 79
(1)
Spacer
Thickness
Change in
Pressure
145-0105
Spacer
0.25 mm
(0.010 inch)
145-0106
Spacer
0.90 mm
(0.035 inch)
145 kPa
(21.0 psi)
145-0107
Spacer
1.60 mm
(0.063 inch)
261 kPa
(37.9 psi)
74
Power Train
Testing and Adjusting Section
Table 11
Thickness
Change in
Pressure
5M-3492 Spacer
0.25 mm
(0.010 inch)
7M-1397 Spacer
0.91 mm
(0.036 inch)
(1)
g00804588
Illustration 81
g00810209
75
Power Train
Testing and Adjusting Section
5. Use a 9S-1721 Extension (1/4 inch square
drive) and a 9U-6635 Reversible Ratchet to turn
the transmission rotary selector spool. When the
ratchet is fully turned in a clockwise direction,
the rotary selector spool is in the NEUTRAL
position. The order of the detent positions is
NEUTRAL, REVERSE, REVERSE 1, and FIRST
speed through SEVENTH speed.
Torque Converter
The Torque converter is supplied with oil on two
levels. The torque converter is supplied with oil in
order to allow the transfer of power through the
torque converter. A separate circuit exists for the
control of the lockup function of the torque converter
in order to provide direct drive from the engine to
the transmission.
Illustration 82
g00808310
76
Power Train
Testing and Adjusting Section
clutch
clutch
77
Power Train
Testing and Adjusting Section
If the initial pressure is too low, the load piston
spring or the setting of the modulating valve may
be incorrect.
Illustration 83
g00808385
g00811113
Illustration 84
Thickness
Change in Initial
Pressure
8J-4452 Shim
0.12 mm
(0.005 inch)
2S-0675 Spacer
0.40 mm
(0.016 inch)
9J-1330 Shim
0.79 mm
(0.031 inch)
piston (9).
(1)
78
Power Train
Testing and Adjusting Section
Illustration 85
g00810205
79
Power Train
Testing and Adjusting Section
If the gauge for the upshift solenoid does not
read the same value as the gauge for the
transmission oil pump pressure, there is a fault
with the upshift solenoid valve.
If the gauge for the downshift solenoid is reading
the same value as the gauge for the transmission
oil pump pressure, there is a fault with the
downshift solenoid valve.
Illustration 86
g00810977
80
Power Train
Testing and Adjusting Section
If the initial pressure is too high, it is probable that
there is an incorrect load piston spring, or that the
setting of the modulating valve is incorrect.
Remove the modulating valve and inspect load
piston springs (19). Measure the rate of the springs.
Refer to Specifications, RENR5133, Power Train.
If the rates of the springs are correct, shims (22)
must be added or removed from behind the load
piston spring. Refer to Table 13 for the correct
shims to use in order to adjust the initial pressure
setting of the modulating valve.
Illustration 87
g00808493
81
Power Train
Testing and Adjusting Section
Table 13
Engaged Clutch
Thickness of Shim
Pressure
change
Pressure
change
Pressure
change
Pressure
change
Pressure
change
Pressure
change
Pressure
change
17 kPa
(2.5 psi)
14 kPa
(2.0 psi)
17 kPa
(2.5 psi)
Station
(1)
5J-2721 Shim
0.13 mm (0.005 inch)
16 kPa
(2.3 psi)
14 kPa
(2.0 psi)
20 kPa
( 2.9 psi)
17 kPa
(2.5 psi)
6J-3993 Shim
0.25 mm (0.01 inch)
32 kPa
(4.6 psi)
28 kPa
(4.1 psi)
41 kPa
(5.9 psi)
35 kPa
(5.1 psi)
28 kPa
(4.1 psi)
33 kPa
(4.8 psi)
33 kPa
(4.8 psi)
56 kPa
(8.1 psi)
45 kPa
(6.5 psi)
53 kPa
(7.7 psi)
53 kPa
(7.7 psi)
109 kPa
(15.8 psi)
87 kPa
(12.6 psi)
103 kPa
(14.9 psi)
103 kPa
(14.9 psi)
4M-1751 Spacer
0.41 mm (0.016 inch)
50 kPa
(7.3 psi)
45 kPa
(6.5 psi)
65 kPa
(9.4 psi)
5J-1036 Shim
0.80 mm (0.031 inch)
(1)
98 kPa
(14.2 psi)
87 kPa
(12.6 psi)
125 kPa
(18.2 psi)
Table 14
Thickness Of The
Load Piston Orifice
4.58 mm
(0.180 inch)
2.54 mm
(0.100 inch)
4.58 mm
(0.180 inch)
4.58 mm
(0.180 inch)
2.54 mm
(0.100 inch)
4.58 mm
(0.180
inch)
4.58 mm
(0.180
inch)
Light blue
color
Light green
color
Yellow color
Light blue
color
Light blue
color
Light blue
color
Light blue
color
Light green
color
Light blue
color
Light blue
color
Yellow color
Orange
color
Light blue
color
Light blue
color
1.57 mm
(0.062 inch)
1.98 mm
(0.078 inch)
1.57 mm
(0.062 inch)
1.98 mm
(0.078 inch)
1.98 mm
(0.078 inch)
1.57 mm
(0.062
inch)
Green color
Red color
Green color
Red color
Red color
Green
color
(1)
The location of the load piston body is identical to the location for the valve.
82
Power Train
Testing and Adjusting Section
i01558815
Table 15
Tools Needed
8T-5200
FT-2796
Qty
Generator and
Counter Signal
Group
Connector
Harness
Illustration 90
Illustration 88
g00810044
g00764819
Illustration 89
g00810031
83
Power Train
Testing and Adjusting Section
Note: The engine will be turning against the torque
converter, so there may be some small movement
and vibration of the machine.
Table 16
Upshift
Signal Generator
Frequency
1C to 1L
218
1 to 2
404
2 to 3
553
3 to 4
750
4 to 5
1008
5 to 6
1367
6 to 7
1843
Downshift
Signal Generator
Frequency
7 to 6
1422
6 to 5
1056
5 to 4
779
4 to 3
580
3 to 2
427
2 to1
312
1L to 1T
218
Table 17
Signal Generator
Frequency
1C to 1L
218
1 to 2
315
2 to 3
430
3 to 4
583
4 to 5
784
5 to 6
1063
6 to 7
1329
Downshift
Signal Generator
Frequency
7 to 6
1317
6 to 5
978
5 to 4
721
4 to 3
537
3 to 2
396
2 to1
289
1L to 1T
194
84
Power Train
Testing and Adjusting Section
24. Once the test has been completed, remove the
connector harness from the transmission and
replace the wiring harness for the transmission
output speed sensors. Replace the wiring
harness for the torque converter lockup clutch
solenoid.
i01522493
Illustration 92
g00790937
Illustration 91
g00790900
85
Power Train
Testing and Adjusting Section
If the solenoid does not appear to function,
disconnect the connector for the solenoid valve.
Check the resistance of the windings of the coil in
the solenoid.
The resistance of the windings in the solenoid
should be 32.6
1.6
.
If the resistance of the windings is outside the
specifications replace the solenoid.
Differential - Test
SMCS Code: 3258-081
g00793260
g00793263
86
Power Train
Testing and Adjusting Section
1. Disconnect line (3) from the elbow in the front
axle and insert 6V-9508 Face Seal Plug into
the line.
Illustration 95
g00793264
Illustration 96
g00793289
87
Power Train
Testing and Adjusting Section
If the pressure in an individual axle differential lock
is observed to be within the specification, the piston
in the axle differential lock clutch may be sticking
or there may be damage to the plates and to the
disks in the axle differential lock. Inspect the oil in
the axle for debris that may indicate damage to the
axle differential lock. Refer to Systems Operation,
Testing and Adjusting, Visual Inspection. Debris in
the oil may indicate damage to the axle differential.
Remove the axle differential and inspect the axle
differential for damage. Refer to Disassembly and
Assembly, RENR5139, Differential - Disassemble
and Assemble.
88
Power Train
Index Section
Index
D
Differential - Test.................................................... 85
Testing The Oil Supply To The Axle
Differentials ...................................................... 85
Testing The Pressure In The Axle Differential
Locks................................................................ 86
Testing the Solenoid........................................... 85
Differential (Center Axle) ....................................... 15
Differential (Front and Rear Axle) .......................... 13
Differential Troubleshooting ................................... 53
All Three Axle Differentials Will Not Lock When
The Axle Differential Locks Are Engaged......... 53
The Axle Differential On One Or More Axles Will
Not Lock When The Differential Lock Switch Is
Engaged........................................................... 54
F
Final Drive ............................................................. 18
G
General Information...............................................
Tractor Arrangement ..........................................
Trailer Arrangement ...........................................
General Troubleshooting Information ....................
Graphic Color Codes .............................................
5
5
5
42
4
28
28
29
29
29
P
Power Train Electronic Control System ................. 24
Electronic Control Module.................................. 27
Power Train Electronic Control System .............. 26
Sensors In The Power Train ............................... 27
Power Train Hydraulic System ............................... 19
Output Transfer Gears and Differentials............. 22
Torque Converter and Transmission .................. 19
Power Train Pressures........................................... 55
Output Transfer Gears and Differential Lock
Pressures ......................................................... 66
Pressures For The Transmission Hydraulic Control
System ............................................................. 59
Specifications For The Oil Pressures In The Power
Train ................................................................. 69
Torque Converter Pressures .............................. 55
Pressure Control Valve (Transmission).................. 30
Transmission Pressure Control Valve ................ 30
R
Rotary Actuator (Transmission) ............................. 40
I
Important Safety Information .................................
Interaxle Differential...............................................
Interaxle Differential - Test .....................................
Pressure In The Interaxle Differential Lock ........
Testing The Oil Supply To the Interaxle
Differential ........................................................
Testing The Solenoid .........................................
Interaxle Differential Troubleshooting ....................
The Interaxle Differential Does Not Disengage..
The Interaxle Differential Does Not Engage ......
2
11
84
85
84
84
52
52
52
S
Selector and Pressure Control Valve
(Transmission) .....................................................
Neutralizer Valve ................................................
Priority Reduction Valve.....................................
Relief Valve ........................................................
Rotary Selector Spool........................................
Torque Converter Inlet Relief Valve....................
Systems Operation Section ...................................
Table of Contents...................................................
Testing and Adjusting ............................................
Testing and Adjusting Section ...............................
Torque Converter...................................................
O
Operational Checks ............................................... 44
Output Transfer Gears ........................................... 9
37
38
38
39
38
39
4
3
55
42
6
89
Power Train
Index Section
Torque Converter Troubleshooting ........................
The Torque Converter Lockup Clutch Does
Not Disengage and the Engine Dies at Low
Speed...............................................................
The Torque Converter Lockup Clutch Does Not
Engage.............................................................
The Torque Converter or the Transmission is
Overheating......................................................
Transmission Hydraulic Control .............................
Transmission Hydraulic Control - Test and Adjust..
Testing the Transmission Clutches.....................
Torque Converter ...............................................
Transmission Hydraulic Control System ............
Transmission Planetary .........................................
Transmission Planetary Troubleshooting ...............
Troubleshooting the Transmission......................
Transmission Shift Points - Test.............................
Troubleshooting .....................................................
45
46
45
45
23
73
78
75
73
8
47
47
82
42
V
Visual Inspection ................................................... 43
90
Power Train
Index Section
91
Power Train
Index Section
2001 Caterpillar
All Rights Reserved
Printed in U.S.A.