Power train

A power train is a group of components that provides a means to transfer, disconnect, and control
engine power that is used to perform work.

The basic functions of the power train are to:

Connect and disconnect power from the engine to the final drives(s)
Modify speed and torque
Provide a means for reverse
Equalize power distribution to the final drives (enables the vehicle to turn)

There are three primary types of power trains; mechanical, hydrostatic, and electric. Only
mechanical power trains (as shown here) will be discussed.

The lockup clutch torque converter allows flexibility in the machine application. When a machine
is under a high load, the lockup clutch torque converter operates like a conventional torque
converter providing torque multiplication. When the machine is traveling at a high speed, the
lockup clutch torque converter provides direct drive for higher speeds and improved fuel economy.

A torque divider provides the combined benefits of a torque converter and a planetary gear drive.
The torque divider consists of a conventional torque converter with an integrated planetary gear
set. This arrangement allows for a variable split of engine torque between the converter and
planetary gear set.

Torque dividers provide a more continuous application of power and increased torque output that
is suitable for high loads. Torque dividers absorb shock, which provides a longer life for the power
train. Torque dividers permit direct drive operation of the machine, which increases efficiency and
provides better fuel economy.

The variable capacity torque converter allows the operator to limit the amount of torque increase
in the torque converter, which reduces wheel spin during bucket loading operations and diverts
power to the hydraulic system. It reduces tire wear and also increases available engine power.
A torque converter with a freewheel stator allows for torque multiplication under heavy loads. The
stator freewheels during light loads, resulting in less heat buildup and reduced converter drag.

Direct drive transmissions use mechanical gear trains to control and modify speed, direction, and
power from the engine through the drive train.

Direct drive transmissions are used in work needing relatively few gear changes. The advantages
of this type are low initial and repair costs.

A synchromesh transmissions power is transferred through gears on shafts by sliding the gears so
they 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 collar, hydraulically activated clutches control the
flow of power. In a power shift transmission, the gears are constantly in mesh. There are two types
of power shift transmissions: countershaft and planetary.

Countershaft transmissions use clutches to transfer power through constant mesh spur gears. This
transmission does not have sliding collars. Speed and direction shifts are accomplished by
hydraulically engaging various clutch packs.

Advantages of the countershaft transmission include less weight and fewer parts. Fewer parts make
the countershaft transmission less costly to repair and easier to service.

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, reduction gear, or 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.

Drivelines transfer the power of the transmission to the differential and axle. The driveline can be
used to change rotational speed and direction. The following pages discuss the main types of
drivelines. A drop box is utilized when there is a need to change the driveline elevation.

A chain drive is a variation of a driveline. A chain drive is also used to transmit power from one
rotating shaft to another. The gears, usually called sprockets, are not in mesh but instead are
connected by a linked chain. The links of the chain mesh with the teeth of the sprockets so that the
driven sprocket maintains a constant speed ratio with the drive sprocket.

The benefits of chain drives are:

Little or no slippage.

Relatively inexpensive.

Can maintain fixed ratio between rotating shafts.

Resist heat, dirt, and bad weather.

More powerful than belt drives.

Power from the transmission and driveline is transmitted to the differential before it goes to the
wheels. The differential allows the machine to turn with the wheels on the inside of the turn rotating
at a different speed than the wheels on the outside of the turn.

NOTE: On track-type machines a bevel gear set accomplishes the same transfer of power from the
transmission and driveline to the final drives.
Listed in the following pages are the main types of differentials.

Standard differentials in a wheel-type machine divide power between each wheels final drives.
Its key functions are to balance power according to the demands of each wheel and to change the
direction of the driveline torque.

The locking differential can be locked or unlocked with the differential switch in the cab. The
operator should lock the differential anytime the machine is being operated in a straight line. This
transfers the available torque equally to the final drives. The differential can be unlocked for turns
in order to reduce the turning stresses and tire wear.

A limited slip differential is designed to provide equal power to both wheels until the ground
conditions cause a variance in traction between the left and right wheel.

The limited slip differential is effective at increasing traction effort, but maneuverability changes
as the machine moves from good to poor underfoot conditions. In good underfoot conditions, the
limited slip clutches slip when turning to allow differential speed from one axle to the other. In
slippery underfoot conditions, the limited slip clutches do not slip as easily, so differential action
is limited. This results in an increased turning radius.

In straight operation, the axles connected to a No-SPIN differential rotate at identical speeds. If
one wheel exceeds the driven speed or overruns, the No-SPIN differential disconnects the drive
from the faster wheel, causing it to freewheel. All torque and speed is then sent to the slower wheel.

The No-SPIN differential provides higher traction effort than a limited slip differential, but also
has limitations to mobility. In any type of underfoot conditions, a differential with No-SPIN has a
higher turning radius than one without No-Spin because the inside wheel turns at a different rate.

There is less maneuverability with two No-SPIN differentials and if a No-SPIN differential is used
in an application with turns, increased tire wear and decreased final drive life result.
An inter-axle differential separates the drive shafts on the trailer from the drive shaft on the tractor
in an articulated truck. Driveline stresses are reduced when the drive shafts are allowed to turn at
different speeds. The inter-axle differential can maintain an equal or different torque split between
the two axles, depending on design. In a truck with two axles, equal torque is sent to the tractor
and to the trailer. In a truck with three axles, less torque is sent to the tractor and more torque is
sent to the trailer. The inter-axle differential can be locked when the ground conditions are poor
and full torque is needed in the driveline.