KENR5815

March 2008

Systems Operation
993K Wheel Loader
Power Train
LWA1-Up (Machine) JXJ1-Up (Transmission) T8C1-Up (Torque Converter)
Z9K1-Up (Machine) MRX1-Up (Transmission) T9C1-Up (Torque Converter)

SAFETY.CAT.COM
 i01658146

Important Safety Information

Most accidents that involve product operation, maintenance and repair are caused by failure to observe
basic safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous
situations before an accident occurs. A person must be alert to potential hazards. This person should also
have the necessary training, skills and tools to perform these functions properly.
Improper operation, lubrication, maintenance or repair of this product can be dangerous and
could result in injury or death.
Do not operate or perform any lubrication, maintenance or repair on this product, until you have
read and understood the operation, lubrication, maintenance and repair information.
Safety precautions and warnings are provided in this manual and on the product. If these hazard warnings
are not heeded, bodily injury or death could occur to you or to other persons.
The hazards are identified by the Safety Alert Symbol and followed by a Signal Word such as
DANGER, WARNING or CAUTION. The Safety Alert WARNING label is shown below.

The meaning of this safety alert symbol is as follows:

Attention! Become Alert! Your Safety is Involved.
The message that appears under the warning explains the hazard and can be either written or pictorially
presented.
Operations that may cause product damage are identified by NOTICE labels on the product and in
this publication.
Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard.
The warnings in this publication and on the product are, therefore, not all inclusive. If a tool,
procedure, work method or operating technique that is not specifically recommended by Caterpillar
is used, you must satisfy yourself that it is safe for you and for others. You should also ensure that
the product will not be damaged or be made unsafe by the operation, lubrication, maintenance or
repair procedures that you choose.
The information, specifications, and illustrations in this publication are on the basis of information that
was available at the time that the publication was written. The specifications, torques, pressures,
measurements, adjustments, illustrations, and other items can change at any time. These changes can
affect the service that is given to the product. Obtain the complete and most current information before you
start any job. Caterpillar dealers have the most current information available.

When replacement parts are required for this

product Caterpillar recommends using Caterpil-
lar replacement parts or parts with equivalent
specifications including, but not limited to, phys-
ical dimensions, type, strength and material.

Failure to heed this warning can lead to prema-

ture failures, product damage, personal injury or
death.
KENR5815 3
Power Train
Table of Contents

Table of Contents
Systems Operation Section
General Information .............................................. 4
Features ................................................................ 5
Location of Electrical Components ....................... 9
Electrical Input Components ................................. 17
Electronic Control Module ..................................... 24
Electrical Output Components .............................. 26
Data Link .............................................................. 30
Transmission Hydraulic System ........................... 31
Torque Converter and Pump Drive Housing ........ 34
Torque Converter ................................................. 34
Torque Converter (Lockup) ................................... 39
Modulating Valve (Torque Converter Impeller
Clutch) ................................................................. 44
Modulating Valve (Torque Converter Lockup
Clutch) ................................................................. 45
Transmission Oil Pump ........................................ 46
Oil Filter (Power Train) .......................................... 47
Transmission Magnetic Screen ............................. 49
Transmission Lubrication ..................................... 49
Transmission Hydraulic Control ........................... 51
Selector and Pressure Control Valve
(Transmission) .................................................... 53
Transmission Hydraulic Control Operation ........... 53
Transmission Planetary ........................................ 61
Input Transfer Gears ............................................. 70
Output Transfer Gears ......................................... 71
Input Transfer Gear And Output Transfer Gear
Lubrication .......................................................... 72
Differential ............................................................ 74
Final Drive and Wheel .......................................... 76
Axle Oil Cooler ...................................................... 78
Oil Coolers and Cooling System Operation .......... 81

Index Section
Index ..................................................................... 88
4 KENR5815
Power Train
Systems Operation Section

Systems Operation Section

i02889303

General Information
SMCS Code: 3000; 4000; 4800

Illustration 1
Location of power train components
(1) Diesel engine
(2) Torque converter (impeller clutch)
(3) Upper drive shaft
(4) Input transfer gears
(5) Transmission
g01465747
(6) Drive shaft (11) Drive shaft
(7) Drive shaft (12) Output transfer gears
(8) Rear final drives (13) Bearing cage
(9) Planetary gears for final drives (14) Front drive pinion
(10) Rear drive pinion (15) Front final drives

Power from diesel engine (1) is sent from the flywheel
to torque converter (2). The torque converter (impeller
clutch) has a lockup clutch (if equipped). The lockup
clutch provides direct drive capability. Inside the
torque converter, an impeller is fastened to the hub
of a hydraulically activated clutch. The impeller
clutch allows a controlled reduction in the torque
transmitting capacity of the converter. This places a
limit on the amount of torque converter output.
Note: The lockup clutch is not standard on the 993K
Wheel Loader.
The Power train ECM and the switch for the reduced
rimpull control the impeller clutch. The left service
brake pedal is also used to vary the amount of torque
converter capacity in order to control the wheel slip.
The left service brake pedal also varies the amount
of torque converter capacity in order to increase the
hydraulic system response.
KENR5815
The lockup clutch is controlled by a switch on the
right side console on the 993K Wheel Loader. When
the lockup clutch is enabled by the switch, the Power
train ECM determines when the lockup clutch is
engaged.
Power from the output shaft of the torque converter
is sent through drive shaft (3) to input transfer gears
(4). The output gear of the transfer gears turns the
input shaft of the transmission (5).
Five clutches in the transmission, which are activated
hydraulically, provide three forward speeds and three
reverse speeds. Speed and direction are selected by
using the STIC Steering and Transmission Control.
The transmission output shaft sends power through
the idler gears in transfer gears (12) to the output
gear of the transfer gears. The output gear sends
power through drive shaft (11) to rear drive pinion
(10). The output gear also sends power to front drive
pinion (14) through drive shaft (6) and drive shaft (7)
and through bearing cage (13).
Each pinion, bevel gear, and differential gear has a
specific axle. Each gear turns a specific axle. The
axles are connected to final drives (8) and (15). The
final drives turn the wheels.
i02890378
Features
SMCS Code: 1400; 4800
Transmission Clutch
The machines transmission is controlled by
a computer through the use of five solenoids.
The five solenoids activate different speed and
direction clutches. The following table illustrates the
relationship between the desired speed, direction of
the transmission, and the energized solenoid valve
for each gear:
Table 1
Direction and speed Clutch engagement
Forward 1 2, 5
Forward 2 2, 4
Forward 3 2, 3
Reverse 1 1, 5
Reverse 2 1, 4
Reverse 3 1, 3
Neutral 1 3 to inform the operator that the downshift was not
Neutral 2 3 performed.
Neutral 3 3
5
Power Train
Systems Operation Section
The clutch solenoid valves are On/Off solenoids that
are driven by the outputs of the Power train ECM.
The Power Train ECM commands the signal to both
the direction and speed solenoid valves during a
shift. The hydraulic controls within the transmission
engage the speed clutch prior to the direction clutch.
Transmission Shift
Manual shift
The manual shift mode allows the operator to use the
inputs on the STIC steering control. The inputs select
the speed range and the direction of travel. The
selections are made regardless of the engine speed
and transmission speed. When the upshift or the
downshift switch is pressed, the Power Train ECM
will select the next speed range. The next speed is
selected when the switch is depressed. Holding a
switch in the depressed position will not disable the
other switch. The downshift switch is disabled when
the transmission is in the first gear. The upshift switch
is disabled when the transmission is in the third gear.
The top gear can be set by changing the parameter
for the top programmable gear.
Inhibit Downshifting
This feature protects the transmission from
hazardous downshifts. A downshift is not allowed
when the speed of the transmission is above the
allowable limit for downshifting into a gear. The
following table identifies the speed limits:
Table 2
Transmission Input Transmission Output
Speed Speed
3F - 2F (2486 rpm)
3F - 2F (2050 rpm) 2F - 1F (1406 rpm)
3R - 2R (2050 rpm) 2R - 1R (1554 rpm)
3R - 2R (2747 rpm)
This feature is used to identify transmission input or
transmission output speeds that are unacceptable in
order to allow a transmission downshift to occur. The
transmission input speed is not checked for shifts
from the second gear forward to the first gear forward.
Also, the transmission input speed is not checked
for shifts from the second gear reverse to the first
gear reverse. The feature also monitors the brake
accumulator pressure. The feature is disabled if the
brake accumulator pressure is low or lost. The status
of the feature is available over the Cat Data Link.
Note: The gear display flashes for five seconds after
a downshift is inhibited. The gear flashes in order
6 KENR5815
Power Train
Systems Operation Section

Quickshift
This feature aids the operator during a loading
operation. The feature is enabled by using the
switch that is located on the console. The feature
automatically shifts the transmission to the second
gear in the reverse direction when the operator
selects a shift from the first gear in the forward
direction to the reverse direction. The downshift
switch must be used to shift to first gear when the
machine enters the pile again.

Parking Brake Interlock

The interlock prevents the machine from accidental
movement. The feature also prevents the operator
from accidentally driving through the parking brake.
The transmission will not shift to first gear forward or
first gear reverse when the parking brake is engaged.
The ECM shifts the transmission to the Neutral
position when the transmission is in a gear and the
parking brake is set. The transmission will not shift
to a gear when the parking brake is released. The
transmission must first be shifted to Neutral in order
to shift to a gear.

Driving through the Parking Brake

This feature provides the capability to shift to first
gear when the parking brake is engaged. The parking
brake is engaged and the plunger that is in the cab
pops out if the pressure for releasing the parking
brake is not available. The operator can drive through
the parking brake for a short distance. Hold the
parking brake switch that is located in the cab in the
OFF position. The switch contains a spring in order to
resist this effort. This switch will automatically move
to the ON position when the switch is released. Move
the direction switch in the forward position or the
reverse position. Do not release the parking brake
switch. The transmission will shift to the respective
gear. See table 3 for more information.

Table 3
State STIC Parking Brake Parking Brake Transmission Display
control Switch Gear
Initial 1F OFF OFF 1F 1F
Brake ON failure 1F ON ON 1N 1N
Direction to Neutral 1N ON ON 1N 1N
Switch in OFF 1N OFF ON 1N 1N
Direction to Forward
1F or 1R OFF ON 1F or 1R 1F or 1R
or Reverse
KENR5815
Programmable Top Gear
This feature allows the service tool to set the
maximum transmission gear that is allowed for each
direction. The Cat ET or the Advisor can be used to
set the top gear.
Steering and Transmission Interlock
This feature neutralizes the transmission. This
lockout switch is located in the cab. The transmission
is neutralized and the STIC control is physically
locked when the switch is in the lock position. The
transmission is enabled when the switch is in the
unlocked position. Direction shifts out of Neutral are
inhibited when the switch is in the locked position.
The transmission shifts to Neutral when the switch is
placed in the locked position and the transmission is
in a forward or reverse gear. The transmission will
not shift to a gear when the switch is released. The
transmission must shift to Neutral and the switch
must be placed in the unlocked position before the
transmission is allowed to shift gears.
Ground Level Transmission Lockout
The feature neutralizes the transmission. This lockout
switch is located at the service center near the
bumper. The STIC control is not physically locked
when the switch is in the lock position. This allows the
machine to be steered. The transmission is enabled
when the switch is in the unlocked position. Direction
shifts out of Neutral are inhibited when the switch is in
the locked position. The transmission shifts to Neutral
when the switch is placed in the locked position and
the transmission is in a forward or reverse gear. The
transmission will not shift to a gear when the switch is
released. The transmission must shift to Neutral and
the switch must be placed in the unlocked position
before the transmission is allowed to shift gears. The
indicator for the transmission lockout is illuminated
when the switch is placed in the locked position. The
indicator turns off when the switch is placed in the
unlocked position. The engine shuts down when the
keyswitch that is located in the cab is turned off and
the lockout switch is in the locked position. The main
relay will remain energized. The machine can be
started once the engine speed has been below 400
rpm for more than three seconds.
Override Powerup In A Gear
This feature provides a condition in order to power
the transmission regardless of the position of the
direction switch when the transmission is in Neutral.
The direction switch must pass through neutral
before the machine will start. The direction switch
must pass through Neutral in order to shift to a gear.
7
Power Train
Systems Operation Section
Impeller Clutch
The impeller clutch is used in response to the
pedal position for the torque converter and various
operating conditions. The clutch is used to reduce
speed in any direction to an acceptable level during
directional shifts. The clutch is used to reduce the
preset level of rimpull that is available from the power
train. The clutch is used to increase clutch pressure
during high speed direction shifts. The clutch is used
to control the pressure under failure conditions.
Reducing Engine Speed
This feature reduces the loads on the drive train
during a direction shift. The desired engine speed
and the duration of the speed reduction is dependent
on the current and requested gear. The duration
begins at the start of a shift. The duration ends when
the direction clutch locks up. The Power Train ECM
sends a message to the Engine ECM in order to
reduce the engine speed.
Lockup clutch (Attachment)
This feature is used in order to bypass the torque
converter. Then, the feature directly couples the
engine to the transmission. The lockup clutch is
engaged during the following: enabled switch,
transmission in third gear forward, transmission in
third gear reverse, and transmission input speed of
1500 rpm. The lockup clutch is disengaged when the
input speed falls below 1350 rpm.
Ride control (Attachment)
This feature is used to make the ride of the machine
smooth by using the weight of the lift arms and
bucket. A three-position switch that is located in the
cab is used in order to control this function. The ride
control is disabled when the switch is in the OFF
position. The ride control solenoid is always ON
for purposes of service when the switch is in the
ON position. The ride control is activated when the
ground speed exceeds the programmed activation
speed and the switch is in the AUTO position.
Note: The indicator light on the Advisor is illuminated
when the switch is in the ON position or the AUTO
position.
Autolube (Attachment)
This feature provides a way of automatically
lubricating the machine during operation. The
autolube charges the lubrication system periodically.
Charging causes the injectors to fire. The injectors
lubricate the pins on the machine. The feature also
provides a means of manually lubricating the system
through Advisor, Cat ET, or the manual lubrication
switch.
8 KENR5815
Power Train
Systems Operation Section
Transmission Oil Level
This feature is used to warn the operator that
the transmission oil level is low while the engine
is running. See the Operation and Maintenance
Manual, SEBU8076 for more information.
Transmission Pump Pressure
This feature provides data for the pressures of the
transmission pump.
Powered Access (Attachment)
This feature is a powered lift platform that can raise
personnel from the ground to the bumper level. The
platform can also lower personnel from the level
of the bumper to the ground. The platform can be
raised from the ground level controls or from the
controls in the lift. The switch is an input to the Power
Train ECM. This feature drives a relay. The relay
disables the powered access when the parking brake
is disengaged or when the direction switch is not in
Neutral.
Heated Mirror (Attachment)
This feature provides heat to the mirrors for five
minutes. The switch will be turned on for five minutes
when the momentary switch for the heated mirror is
depressed. The time for heating the mirrors can not
be configured. The timer is deactivated when the
switch is pressed twice. The mirror will stop heating
when the timer expires. Pressing the switch after this
time will initiate the cycle for the heater and the timer.
Backup Alarm
The backup alarm sounds in order to alert all
personnel that are near the machine that the operator
intends to move the machine rearward. Two alarms
are located on the machine.
Calculation of Ground Speed
This feature is used in order to calculate the ground
speed of the machine. The ground speed is shown
in MPH or in km/h.
Protection for the Air Conditioning
Compressor
This feature provides protection to the compressor
by monitoring various switch inputs and the system
voltage. The operation of the compressor may be
limited during situations that could damage the
operating life of the compressor. The compressor
clutch turns on when the HVAC blower switch is
ON. The clutch is turned OFF if the system voltage
drops below 22 volts or if the system voltage rises
above 32 volts. The clutch will remain in a state for
fifteen seconds before changing states. The two
switch inputs are ignored during the fifteen second
interval. The clutch will immediately respond to the
switch inputs after the fifteen second interval has
expired. This minimum period protects the clutch
from damage that is caused by rapid cycling.
Synchronized System Clock
This feature provides a synchronized clock between
all of the electronic control modules. The time is sent
across the Cat Data Link. The system clock maintains
the service hour meter readings between all of the
electronic control modules. The system clock also
defines the standard accumulation for time of service.
Synchronized Real Time Clock
This feature provides a synchronized clock between
all of the electronic control modules. The date and
the time zone is sent across the Cat Data Link from
the VIMS. The Power Train ECM maintains a real
time clock. The ECM requests the current date, time,
and the time zone from the VIMS. The Power Train
ECM then updates the maintained real time clock
with the received information.
KENR5815 9
Power Train
Systems Operation Section

i02973599

Location of Electrical
Components
SMCS Code: 1400; 4800

g01502045
Illustration 2
10 KENR5815
Power Train
Systems Operation Section

Cab

g01503695
Illustration 5
g01503693
Illustration 3

g01503694
Illustration 4

g01503697
Illustration 6
KENR5815 11
Power Train
Systems Operation Section

g01505716 g01503274
Illustration 7 Illustration 9
The sensor is located inside of the right boom arm
Autolube Neef Pressure Sensor
Transmission Output Speed
Sensors

g01503273
Illustration 8

g01503333
Illustration 10
12 KENR5815
Power Train
Systems Operation Section

Engine Oil Low Switch

g01503154
Illustration 14

g01503334
Illustration 11
The speed sensors are located on the transmission. The first
speed sensor is pictured on the left. The second speed sensor
is pictured on the right.

Implement Clutch Pressure Sensor

g01503155
Illustration 15
The switch is located to the rear right side of the transmission

Illustration 12
g01502977 Air Conditioner

g01505719
g01502975 Illustration 16
Illustration 13
The sensor is located under the machine on the inside of the frame
KENR5815 13
Power Train
Systems Operation Section

g01505720 g01503654
Illustration 17 Illustration 20
The grease level sensor is on the top of the tank.

g01505721
Illustration 18
g01503656
Illustration 21
Autolube The pressure sensor is to the right of the pump.

g01503653
Illustration 19
14 KENR5815
Power Train
Systems Operation Section

Pump Shutoff Switches

g01505575
Illustration 22

g01505578
Illustration 24
The switch is located on the right pump.

Platform Position Switch

g01505577
Illustration 23
The switch is located on the center pump.
g01505717
Illustration 25
KENR5815 15
Power Train
Systems Operation Section

g01505718 g01502995
Illustration 26 Illustration 28
The sensor is located under the machine on the rear axle
Transmission Sump Temperature
Sensor Impeller and Lockup Clutch
Solenoids

g01502994
Illustration 27
g01503433
Illustration 29
16 KENR5815
Power Train
Systems Operation Section

g01503435 g01505574
Illustration 30 Illustration 32
The lockup clutch solenoid is pictured on the top. The impeller
clutch solenoid is pictured on the bottom.

Ride Control Solenoid

g01505573
Illustration 31
KENR5815 17
Power Train
Systems Operation Section

i02895444 Table 5

Electrical Input Components Switch Status

Position Normally Open Normally Closed
SMCS Code: 1400; 4800
Depressed Closed Open

Switches Released Open Closed

STIC Control Direction

The direction switch has three positions: forward,

neutral, and reverse. The operator selects the
direction of the transmission through the switch. The
ECM will log a diagnostic code of CID 0623 for the
switch.

Table 6
Switch Status
Position Reverse Neutral Forward
Reverse Closed Open Open
Neutral Open Closed Open
Forward Open Open Closed

Steering and Transmission Lock

g01444766
Illustration 33

Upshift

The upshift switch tells the ECM that the operator

wants the transmission to upshift one gear. The ECM
will log a diagnostic code of CID 0622 for the switch.

Table 4

Switch Status
Position Normally Open Normally Closed
g01444768
Illustration 34
Depressed Closed Open
Released Open Closed The switch tells the ECM when the operator has the
lock lever in the locked position. The ECM will log a
diagnostic code of CID 0626 for the switch.
Downshift
Table 7
The downshift switch tells the ECM that the operator
Switch Status
wants the transmission to downshift one gear. The
ECM will log a diagnostic code of CID 0621 for the Switch Position Normally Open Normally Closed
switch.
Locked Closed Open
Unlocked Open Closed
18 KENR5815
Power Train
Systems Operation Section

Parking Brake Table 9

Switch Status
Switch Position Normally Open Normally Closed
High Pressure Closed Open
Low Pressure Open Closed

Lockup Clutch (Attachment)

g01444770
Illustration 35

The operator uses the parking brake switch in order g01444776

Illustration 37
to set the brake. The ECM sets the brake if the
operating conditions of the machine are appropriate. The switch tells the ECM that the operator wants to
The ECM will log a diagnostic code of CID 0070 for enable the lockup clutch. The switch tells the ECM
the switch. that the operator wants to disable the lockup clutch.
Table 8 Table 10
Switch Status Switch Status
Switch Position Normally Open Normally Closed Switch Position Normally Open
Out Closed Open On Closed
In Open Closed Off Open

Parking Brake Pressure Ride Control (Attachment)

g01444773
Illustration 36

The parking brake pressure switch provides the

ECM with information about the hydraulic portion of
the parking brake assembly. The parking brake is
applied by a spring. The parking brake is released by
hydraulic pressure. The parking brake is ON when g01444777
the pressure switch is not actuated. The parking Illustration 38
brake is OFF when the pressure switch is actuated.
The ECM will log a diagnostic code of CID 0627 for The ride control switch tells the ECM that the operator
the switch. has selected a mode. The ECM will log a diagnostic
code of CID 0367 for the switch.
KENR5815 19
Power Train
Systems Operation Section

Table 11 Table 13
Switch Status Switch Status
Switch Position Switch 2 Switch 1 Switch #1 #2 #3 #4
Position
On Ground Open
Large Ground Open Open Open
Off Ground Ground Dot
Auto Open Ground Third Dot Open Ground Open Open
Second Open Open Ground Open
Quickshift Dot
Small Dot Open Open Open Ground

Manual Autolube (Attachment)

g01444778
Illustration 39

The switch tells the ECM when the operator selects

the quickshift function. The ECM will log a diagnostic
code of CID 0628 for the switch. Illustration 41
g01444782

Table 12
The switch manually activates the lubrication system.
Switch Status The autolube will perform the number of manual lube
Switch Position Normally Open Normally Closed cycles that is specified by the setting for the manual
lube cycle.
On Closed Open
Table 14
Off Open Closed
Switch Status

Reduced Rimpull Switch Position Normally Open

Momentarily On Closed
Off Open

g01444780
Illustration 40

The switch allows the operator to select one of the

four levels that are available for rimpull. The ECM will
log a diagnostic code of CID 0138 for the switch.
20 KENR5815
Power Train
Systems Operation Section

Transmission Lockout (Ground Level) Table 16

Switch Status
Switch Position Normally Open
Off Closed
On Open

Heated Mirror (Attachment)

g01444783
Illustration 42

The switch locks out the transmission with a padlock g01444785

Illustration 44
as a safety measure. The switch is located at the
service center on the bumper. The ECM will log a The switch activates the function for the heated
diagnostic code of CID 0348 for the switch. mirror for five minutes. During the five minutes, any
additional pressing of the switch will be ignored. The
Table 15 timer for the heated mirror cannot be stopped. The
Switch Status timer for the heated mirror cannot be restarted.
Switch Position Normally Open Normally Closed Table 17
On Closed Open Switch Status
Off Open Closed Switch Position Normally Open
Momentarily On Closed
Transmission Oil Level Off Open

HVAC Blower and Air Condition On/Off

g01444784
Illustration 43

The switch indicates that the oil is low while the

machine is running. g01444787
Illustration 45
On/Off switch
KENR5815 21
Power Train
Systems Operation Section

Limit for Powered Access (Attachment)

g01444791
Illustration 47

The switch indicates the position of the lift. The switch

will show that the lift is raised or that the lift is out of
the raised position. The ECM will log a diagnostic
Illustration 46
g01444789 code of CID 2678 for the switch.
Blower switches Table 19

The switches are connected in series. The switches Switch Status

are an input to the ECM. The switches activate the Switch Position Normally Open Normally Open
compressor. The switches deactivate the compressor. contact (J2-31) contact (J2-59)

Table 18 Lowered Closed Open

Switch Status Raised Open Closed
Switch Position Normally Open contact
(J2-31) Shutoff for the Right Implement Valve
On Closed
Off Open

g01445486
Illustration 48

The switch tells the ECM that the shutoff valve is in

the closed position. The ECM will prevent starting
when the valve is in the closed position. The ECM
will log a diagnostic code of CID 2681 for the switch.
22 KENR5815
Power Train
Systems Operation Section

Table 20 Transmission Output Speed

Switch Status
Switch Position Normally Open Normally Open
contact (J2-42) contact (J2-43)
Closed Valve Closed Open
Open Valve Open Closed

g01445492
Shutoff for the Center Implement Valve Illustration 51

The transmission output speed sensors detect the

speed in the output shafts in the drop box of the
transmission. Information about the transmission
output speed is broadcast on the Cat data link.
Two sensors are required for detecting directional
changes in order to ensure accurate clutch slippage
for engaging the impeller clutch. Diagnostic codes
that are associated with the output speed sensors will
remain active until a valid transmission output speed
is detected on the failed sensor. The ECM will log a
diagnostic code of CID 0585 for the first transmission
output speed sensor. The ECM will log a diagnostic
code of CID 0673 for the second transmission output
speed sensor.
g01445488
Illustration 49
Position of Torque Converter Pedal
The switch tells the ECM that the shutoff valve is in
the closed position. The ECM will prevent starting
when the valve is in the closed position. The ECM
will log a diagnostic code of CID 2680 for the switch.

Table 21

Switch Status
Switch Position Normally Open Normally Open g01445493
contact (J2-40) contact (J2-41) Illustration 52

Closed Valve Closed Open The pedal position sensor determines the position of
Open Valve Open Closed the torque converter pedal. The sensor sends a PWM
signal to the ECM. The ECM monitors the signal.
Then, the ECM calculates the position of the pedal
Sensors from the signal. Information about the transmission
output speed is broadcast on the Cat data link. The
Transmission Input Speed ECM will log a diagnostic code of CID 1712 for the
torque converter pedal position sensor.

g01445489
Illustration 50

The transmission input speed sensor tells the ECM

the speed of the input shaft of the transmission. The
ECM will log a diagnostic code of CID 0672 for the
transmission input speed sensor.
KENR5815 23
Power Train
Systems Operation Section

Impeller Clutch Pressure The sensor determines the pressure of the auto
lubrication system. The sensor sends a signal to the
ECM. The ECM monitors the signal. Then, the ECM
calculates the pressure from the signal. The ECM will
log a diagnostic code of CID 0379 for the autolube
pressure sensor.

Grease Level for Autolube

g01445500
Illustration 53

The sensor determines the pressure of the impeller

clutch. The sensor sends a PWM signal to the
ECM. The ECM monitors the signal. Then, the ECM
calculates the pressure from the signal. Information
about the impeller clutch pressure is broadcast on
the Cat data link. The ECM will log a diagnostic code
of CID 0603 for the torque converter pedal position
sensor.

Autolube Pressure
g01445503
Illustration 55

The sensor determines the level of grease in the

auto lubrication system. The sensor tells the ECM
the amount of grease that is available. The sensor is
an analog sensor. The sensor is composed of a rod
and ten resistors that are controlled by switches. A
float travels along the rod. As the float moves down
the rod, the float passes below a switch. The switch
opens and the associated resistor is added in series
to the total resistance. The grease level is full when
all of the switches are closed. The grease level is
low when all of the switches are open. The ECM will
log a diagnostic code of CID 1022 for the autolube
grease level sensor.

g01445502
Illustration 54
24 KENR5815
Power Train
Systems Operation Section

Transmission Oil Temperature i02889316

Electronic Control Module

SMCS Code: 7610-DTN

The Power train ECM is located to the right side of

the cab enclosure. The ECM is inside the fender
enclosure. The Power train ECM is positioned next
to the Implement ECM. Both modules are within the
enclosure assembly.

g01445505
Illustration 56

The sensor monitors the oil temperature at the inlet

of the transmission control. The temperature is
used in order to calibrate the impeller clutch. The
temperature must be above 40 C (104 F). The
ECM will log a diagnostic code of CID 0177 for the oil
temperature sensor.

Transmission Pressure Illustration 58

g00785019

Power train ECM

The Power train ECM shifts the transmission. The

g01445506
Illustration 57
The sensor monitors the transmission pump
pressure. The ECM will log a diagnostic code of CID
0862 for the pump pressure sensor.
Wire for Tachometer
The Engine ECM drives the frequency for this input.
The frequency is related to the actual engine rpm.
The ECM will log a diagnostic code of CID 0190 for
the engine speed sensor.
transmission direction control switch sends the
operator input to the Power train ECM. The operator
input indicates the desired speed for the transmission
and the desired direction for the transmission. The
Power train ECM makes decisions that are based on
the input information. The ECM also makes decisions
that are based on the information within the ECM
memory. After the Power train ECM receives the input
information and the information from memory, the
Power train ECM sends a corresponding response
via the outputs.
Input
The machine has several input devices. Input
devices inform the Power train ECM of the operating
conditions of the machine. The switch input and the
sensor input are used by the machine. The switch
input of the Power train 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 Power train ECM. Refer to
Table 22 and Table 23.
KENR5815 25
Power Train
Systems Operation Section

Outputs (Table 22, contd)

Contact Description for the Power Train ECM J1
The Power train ECM responds to decisions by
sending electrical signals through the outputs. The No.(1) Function
outputs can create an action or the outputs can 22 Autolube Grease Level Switch (N/C)
provide information to the Power train ECM. Table 22
and Table 23 list the outputs for the Power train ECM. 23 - Unswitched Battery
26 ID Code 2 (Open)
Input/Output 27 ID Code 1 (Ground)

The Cat Data Link is used to communicate with the 28 ID Code 3 (Open)
other electronic control modules on the machine. The 31 + Unswitched Battery
Cat Data Link is bidirectional. This allows the power
train ECM to receive information and this allows the 32 ID Code 4 (Ground)
power train ECM to send information. The Cat Data 33 Steering/XMSN Lock Sw (N/C)
Link allows the sharing of information with other
electronic controls. 34 Steering/XMSN Lock Sw (N/O)
35 Lockup Clutch Enable Sw
The Power train ECM receives the harness code
input from the Caterpillar Monitoring System. 38 + Unswitched Battery
39 + Unswitched Battery
The Power train ECM sends the following
information to the Caterpillar Monitoring System: 40 Upshift Sw (N/C)
engine speed, machine ground speed, parking 41 Upshift Sw (N/O)
brake switch status, transmission speed selection,
transmission direction selection, and service code 42 Downshift Sw (N/C)
of the transmission. 43 Downshift Sw (N/O)

The monitoring system displays this information for 44 8V Sensor Power Supply
the operator or for service personnel. 45 8V Sensor Return
A module identifier (MID) is assigned to all of the 46 + Unswitched Battery
electronic controls that use the Cat Data Link. The 47 + Unswitched Battery
MID for the Power train ECM is 081.
49 Clutch 4 Solenoid (second speed)
Table 22
50 PWM Return (1-4)
Contact Description for the Power Train ECM J1
51 Clutch 5 Solenoid (first speed)
No.(1) Function
52 Autolube Solenoid
1 Keyswitch On
54 PWM Return (11-12)
2 Transmission Output Speed Sensor (A) +
55 PWM Return (9-12)
3 Transmission Output Speed Sensor (A) -
56 10V Sensor Return
4 Transmission Output Speed Sensor (B) +
57 + Unswitched Battery
5 Transmission Output Speed Sensor (B) -
58 Lockup Clutch Solenoid
8 Engine Speed Tach Wire +
59 Impeller Clutch Solenoid
9 Engine Speed Tach Wire -
60 PWM Return (5-8)
10 CAT Data Link +
62 Clutch 2 Solenoid (forward)
12 Backup Alarm
63 Quickshift Sw (N/C)
13 - Unswitched Battery
64 Quickshift Sw (N/O)
14 HVAC Blower Speed Sw ON
65 Clutch 1 Solenoid (reverse)
15 Torque Converter Output Speed Sensor +
66 Clutch 3 Solenoid (third speed)
16 Torque Converter Output Speed Sensor -
69 10V Supply
18 Second Converter Output Speed
70 - Unswitched Battery
20 Cat Data Link - (1) The connector contacts that are not listed are not used. The
(continued) connector has 70 contacts.
26 KENR5815
Power Train
Systems Operation Section

Table 23 (Table 23, contd)

Contact Description for the Power Train ECM J2 Contact Description for the Power Train ECM J2
No.(1) Function No.(1) Function
1 Key Start Switch 49 Direction Sw (Forward)
2 XMSN Oil Level Add LED 52 Parking Brake Pressure Sw (N/C)
3 Autolube Lo Level LED 53 Parking Brake Pressure Sw (N/O)
4 On/Off Driver Return 1 54 Parking Brake Cab Sw (N/C)
5 Ride Control Solenoid 55 Parking Brake Cab Sw (N/O)
7 Start Relay 58 Transmission Oil Level Sw (Engine Run)
8 Load Return 2 59 N/C RS Position Sw (SWG)
9 Lower Relay 62 Manual Lube Sw
10 Heated Mirror Relay 64 Can Data Link +
11 Autolube Indicator LED 65 Can Data Link -
13 Bumper Transmission Lockout LED 67 J1939 High
14 Alternator R Terminal 68 J1939 Low
15 Autolube Pressure Sensor 69 J1939 Shield
(1) The connector contacts that are not listed are not used. The
16 Autolube Neef Pressure Sensor
connector has 70 contacts.
17 Impeller Clutch Pressure Sensor
19 HVAC Condenser/PEM Blower Relays i02896021

22 Digital Return
Electrical Output Components
23 Direction Sw (Neutral)
SMCS Code: 1400; 4800
24 Transmission Sump Temperature Sensor
25 Refrigerant System Status
Solenoids
26 Transmission Pump Pressure Sensor P1
28 Direction Sw (Reverse) Transmission Clutch Solenoids
29 Heated Mirror Sw
31 N/O RS Position Sw (SWG)
35 Torque Converter Pedal Position Sensor
36 Reduced Rimpull Select Sw Lo
37 Reduced Rimpull Select Sw Med
38 Reduced Rimpull Select Sw Hi
39 Reduced Rimpull Select Sw Max
40 Center Pump Shutoff Sw (N/O)
41 Center Pump Shutoff Sw (N/C)
42 Right Pump Shutoff Sw (N/O) Illustration 59
g01444279

43 Right Pump Shutoff Sw (N/C)

44 Bumper Transmission Lockout Sw (N/C)
45 Ride Control Sw (ON)
46 Ride Control Sw (AUTO)
47 Bumper Transmission Lockout Sw (N/O)
(continued)
KENR5815 27
Power Train
Systems Operation Section

The solenoids engage the speed clutches and Torque Converter Lockup Clutch
direction clutches in the transmission. The ECM will Solenoid (Attachment)
log a diagnostic code of CID 1401 for the first clutch
solenoid. The ECM will log a diagnostic code of CID
1402 for the second clutch solenoid. The ECM will
log a diagnostic code of CID 1403 for the third clutch
solenoid. The ECM will log a diagnostic code of CID
1404 for the fourth clutch solenoid. The ECM will
log a diagnostic code of CID 1405 for the fifth clutch
solenoid.

Note: Do not apply direct battery voltage to the

solenoids. The solenoids are not designed for
operating with 24 VDC.

Ride Control Solenoid

g01444286
Illustration 62

The solenoid functions as a proportional valve. The

solenoid modulates hydraulic pressure to the lockup
clutch. The ECM increases the current to the solenoid
valve and the hydraulic pressure at the lockup clutch
is increased. The ECM decreases the current to the
solenoid valve and the hydraulic pressure at the
lockup clutch is at a minimum. The ECM will log a
diagnostic code of CID 0679 for the lockup clutch
solenoid.

Autolube Solenoid (Attachment)

g01444280
Illustration 60

The solenoid deactivates the ride control function.

The solenoid activates the ride control function. The
ECM will log a diagnostic code of CID 0363 for the
ride control solenoid.

Torque Converter Impeller Clutch

Solenoid

g01444287
Illustration 63

The solenoid activates the autolube pump. The

Illustration 61
g01444281 solenoid deactivates the autolube pump. The ECM
will log a diagnostic code of CID 0378 for the autolube
The solenoid functions as a proportional valve. The solenoid.
solenoid modulates hydraulic pressure to the impeller
clutch. The ECM will log a diagnostic code of CID
0678 for the impeller clutch solenoid.
28 KENR5815
Power Train
Systems Operation Section

Relays Relay for the Compressor Clutch

Start Relay

g01444291
Illustration 66

Illustration 64
g01444289
The relay is used in order to energize two other
start relays. One of the relays energizes the start
solenoids. The other relay energizes the starting
motor. The ECM will log a diagnostic code of CID
0444 for the start relay.
Relay for Heated Mirror (Attachment)
The relay activates the cooling fan for the condenser.
The relay is driven directly by the Power Train ECM.
The ECM will log a diagnostic code of CID 2671 for
the relay.
Relay for Disabling the Powered Access
Platform

g01444291
Illustration 67

Illustration 65
g01444289 The relay is driven when the parking brake is
disengaged. The relay is driven when the direction
The relay is used in order to activate the function for switch is not in the neutral position. The relay does
the heated mirror for five minutes. This relay is driven not have a diagnostic.
by a sinking driver. The relay for the heated mirror
does not have a diagnostic.
KENR5815 29
Power Train
Systems Operation Section

Backup Alarm Relay Autolube (Attachment)

g01444292
Illustration 70

The LED is used to indicate that the grease level for

the autolube system is low. The LED is located in the
deluxe service center if the attachment is installed.

Illustration 68
g01444289 Additional Outputs
The backup alarm relay is driven by the ECM. The Backup Alarm
relay activates two backup alarms. The backup
alarm warns nearby personnel that the machines
transmission is in the reverse gear. The two backup
alarms sound whenever the direction switch is in the
reverse position. An open in the circuit for the relay
does not cause a diagnostic code. The ECM will log
a diagnostic code of CID 0144 for the backup alarm
relay.

Indicators
Ground Level Transmission Lockout

g01444293
Illustration 71

Two backup alarms are on the machine. The backup

alarm sounds when the direction switch is in the
reverse position. The machine may be backing when
the alarm sounds. The ECM will log a diagnostic
code of CID 0637 for the backup alarm.

g01458802
Illustration 69

The LED is used to indicate that the ground level

transmission lockout is active. The indicator emits an
amber colored light. The indicator requires 24 VDC
in order to function properly. The indicator is active
when the current is between 8 mA and 16 mA. The
indicator is not active when the current is between 0
mA and 8 mA. This is not a push to test LED.
30
Power Train
Systems Operation Section
i02939808
Data Link
SMCS Code: 7610-DTN
Illustration 72
Connections of the Cat Data Link
The Cat Data Link is a communication link that is
used for the movement of data between electronic
controls. The Cat Data Link allows communication
between the power train electronic control module
(ECM) and the Vital Information Management System
(VIMS). The Cat Data Link is bidirectional. The
Cat Data Link allows the power train ECM to input
information. The Cat Data Link allows the power train
ECM to output information. The Cat Data Link is not
a visible component. The Cat Data Link consists of
the following parts: internal circuits of the Power Train
ECM, the related harness wiring, and the service tool
connector. The Cat Data Link and the Power Train
ECM are connected at contact J1-10 and contact
J1-20.
The Power Train ECM and the VIMS main module
use data that is sent back and forth on the Cat
Data Link. The following information is some of the
information that is shared:
The Power Train ECM receives service commands
from the VIMS in order to change the operating
modes of the Power Train ECM. The service
commands can direct the Power Train ECM to read
service codes that are stored in the memory of the
Power Train ECM. The service commands can
direct the Power Train ECM to clear service codes
that are stored in the ECM memory.
KENR5815
g01453048
The Power Train ECM receives the harness
code input from the VIMS. The Power Train ECM
determines the sales model of the machine from
the harness code input.
The Power Train ECM sends signals to the
VIMS. The VIMS uses the signals to report on
the status of the Power Train ECM. The VIMS
alerts the operator of the status by illuminating the
corresponding alert indicator.
The Power Train ECM sends the information
that follows to the VIMS: parking brake status,
status of the transmission direction, and status of
the transmission speed. The VIMS displays the
transmission direction that is selected and the
transmission speed that is selected. The VIMS
uses this information in order to show the operator
if the parking brake is engaged or disengaged.
Note: All electronic control modules that use the Cat
Data Link have a module identifier (MID). The module
identifiers in table 24 are valid for the machines that
are the subject of this service manual module:
KENR5815 31
Power Train
Systems Operation Section

Table 24
Module Identifier (MID) Description
Identifier Description
36 Engine Control
49 VIMS Main Module
81 Power Train Control
82 Implement Control

i02982503

Transmission Hydraulic
System
SMCS Code: 3030; 3101
32 KENR5815
Power Train
Systems Operation Section

g01445309
Illustration 73
KENR5815 33
Power Train
Systems Operation Section

(1) Hose from the outlet of the filter to the
priority valve
(2) Priority valve
(3) Gear train of the pump drive
(4) Hose from the priority valve to the
hydraulic controls for the transmission
(5) Hose for the lubrication of the pump drive
gears
(6) Hose from manifold on the transmission
to the torque converter inlet
(7) Torque converter inlet ratio valve
(8) Lockup clutch solenoid
(9) Impeller clutch solenoid valve
(10) Torque converter
(11) Hydraulic controls for the transmission
(12) Hose from the outlet of the power train
oil filter to the inlet of the manifold on the
transmission
(13) Torque converter lockup clutch
(14) Torque converter impeller clutch
(15) Torque converter outlet
(16) Hose from outlet relief valve to the
power train oil coolers
(17) Power train oil filter
(18) Power train oil filter
(19) Hose from the transmission oil pump to
the power train oil filter
(20) Hose from transmission oil pump to the
power train oil filter
(21) Transmission oil cooler
(22) Transmission oil pump
(23) Suction hose for the transmission oil
pump
(24) Magnetic screens
(25) Reservoir
(26) Torque converter outlet relief valve
(27) Hose from the transmission oil cooler to
the transmission reservoir
(28) Manifold

The hydraulic system for the transmission contains a
common reservoir. The reservoir is at the bottom of
the output transfer gear case. The reservoir supplies
oil for the operation of the torque converter and for
the operation of the transmission. The reservoir also
provides lubrication oil for the different components
in the system.
The remaining oil from the priority valve flows to the
transmission hydraulic control (11). The transmission
hydraulic control regulates the oil pressure and the
oil flow for the engagement of the transmission
clutches. The transmission hydraulic control also
limits the maximum pressure of the inlet oil to the
torque converter.

The transmission oil pump is fastened to the output
side of the torque converter cover. Pump (22) pulls
oil from the reservoir through magnetic screens (24)
in order to supply oil to both sections of the pump.
The front section of pump (22) sends oil to power
train oil filter (18). From oil filter (18), oil flows to
manifold (28) that is located on the transmission
housing. Manifold (28) also receives oil from the
transmission controls. The manifold delivers the
combined flow to the torque converter through hose
(6). Torque converter inlet ratio valve (7) prevents
torque converter inlet pressure from exceeding a
maximum limit. A hose from the transmission control
valve provides the oil in order to lubricate the gear
train of pump drive (3).
The drive end section of oil pump (22) sends oil to
transmission oil filter (17). From filter (17), oil flows
to the inlet of priority valve (2) that is mounted on
the torque converter. The priority valve maintains oil
pressure to the clutch control for the torque converter
during the fill for the transmission clutch. If the
priority valve was not present, the engagement of the
impeller clutch would be delayed.
Inlet oil for the operation of the torque converter flows
through a hose to the torque converter. The inlet ratio
valve limits the oil pressure to the torque converter.
Oil leakage inside the torque converter lubricates
the inside components. After the components are
lubricated, the oil flows to the bottom of the torque
converter housing. The oil then flows from the bottom
of the torque converter housing to the reservoir in the
output transfer gear case.
Oil from the torque converter also flows from torque
converter outlet (15) to transmission oil cooler (21).
After flowing through the transmission oil cooler,
the oil is at a lower temperature. This oil is for
the lubrication of the inside components of the
transmission and for the lubrication of the input
transfer gears and the output transfer gears.

If there are any restrictions in the oil filters, a bypass

valve in the filter housings allows the oil to flow
around the filters.

The clutch control for the torque converter consists of

two solenoid valves. Lockup clutch solenoid valve (8)
controls the flow of oil to lockup clutch (13). Impeller
clutch solenoid valve (9) controls the flow of oil to
impeller clutch (14).
34 KENR5815
Power Train
Systems Operation Section

i02894931 Transmission oil pump (10), steering pump (4), and

hydraulic implement pump (4) are mounted on torque
Torque Converter and Pump converter housing (2). Torque converter housing (2)
Drive Housing is mounted on the engine flywheel housing.

SMCS Code: 3101; 3105; 3108 Gear (8) turns drive gear (9) for transmission oil pump
(10). Gear (7) turns idler gear (5). Idler gear (5) turns
drive gears (3) for steering pump (4) and implement
pump (4). Torque converter (1) turns output yoke (6).
Output yoke (6) sends power to the input transfer
gears of the transmission.

i02894746

Torque Converter
SMCS Code: 3101

g01441071
Illustration 74
Torque converter and pump drive housing
(1) Torque converter
(2) Torque converter housing
(3) Drive gears (steering and implement)
(4) Pumps (steering and implement)
(5) Idler gear
(6) Output yoke (transmission)
(7) Drive gear
(8) Drive gear
(9) Drive gear (transmission oil pump)
(10) Transmission oil pump
KENR5815 35
Power Train
Systems Operation Section

g01440845
Illustration 75
(1) Spline (8) Piston for impeller clutch (15) Output shaft
(2) Turbine hub assembly (9) Clutch housing (16) Stator
(3) Turbine (10) Oil passage for impeller clutch (17) Carrier
(4) Converter housing (11) Pump drive gear (18) Impeller hub
(5) Impeller (12) Oil passage for torque converter inlet (19) Impeller adapter
(6) Separator plate (13) Carrier (20) Oil passage for torque converter outlet
(7) Clutch disc (14) Output yoke

The torque converter has an impeller clutch. The
impeller clutch is designed to allow the operator
to limit the amount of torque increase in the torque
converter. This causes a decrease in wheel slippage
and tire wear. This also allows an increase of engine
power for the hydraulic implement system. The
impeller clutch enables the output torque of the
converter to vary.
Spline (1) is a part of converter housing (4). Spline (1)
is engaged with the splines on the engine flywheel.
These splines turn the converter housing at engine
speed. Clutch housing (9) is fastened to converter
housing (4). Pump drive gear (11) is fastened to the
clutch housing.
Stator (16) is connected to carrier (13). Carrier (13)
is fastened to the cover that is around the torque
converter. Carrier (13) and stator (16) do not turn. The
carrier helps to support the rotating components of
the converter. The carrier also contains the passages
that carry oil for the operation of the converter.
36
Power Train
Systems Operation Section
Converter housing (4), clutch housing (9) and pump
drive gear (11) turn as a unit at the speed of the
engine. Internal splines in clutch housing (9) turn
separator plates (6) and piston (8). Clutch discs (7)
are connected to impeller adapter (19) with splines.
Impeller adapter (19) is fastened to impeller (5) with
bolts.
Turbine hub assembly (2) is fastened to turbine (3).
Splines connect turbine hub assembly (2) to output
shaft (15). The output shaft is connected to output
yoke (14). The output yoke is fastened to a universal
joint and to the drive shaft. The drive shaft connects
to the input transfer gears of the transmission with
another universal joint.
Oil from the transmission oil pump flows to the
transmission oil filters. The oil from the transmission
charging section of the transmission oil pump then
flows to the priority valve. The oil from the priority
valve then flows to the solenoid valve of the torque
converter clutch and the remainder flows to the
transmission hydraulic control valve. The oil that is
pumped from the torque converter charging section
of the transmission oil pump flows to the torque
converter.
In the transmission hydraulic control valve, the
oil flows around the modulating relief valve to the
torque converter inlet ratio valve. Oil from the torque
converter inlet ratio valve flows through a hose to
inlet passage (12) in the carrier, and then into the
torque converter. The oil then flows through impeller
hub (18) into the impeller (5).
Torque Converter Operation
The oil that is inside of the torque converter flows
from impeller (5) to turbine (3), and then to stator
(16). The oil from stator (16) then flows to the impeller
and to outlet passage (20) in carrier (13).
The torque converter is operated with pressurized
oil. The maximum inlet pressure is controlled by
the torque converter inlet ratio valve. The outlet
pressure is controlled by the outlet relief valve and by
downstream restrictions.
Oil flows through inlet passage (12) in carrier (13) to
impeller hub (18) and impeller (5). The rotation of the
impeller gives force to the oil. The impeller sends the
oil toward turbine (3). The force of the oil that hits
the turbine blades causes the turbine to turn. Turbine
(3) turns output shaft (15).
KENR5815
The oil flow from turbine (3) reversed from the
direction that is required for impeller (5). Stator
(16) causes the oil to change flow direction into
the impeller. Because the stator is held stationary
by carrier (17), most of the oil is sent back to the
impeller. The remainder of the oil flows through outlet
passage (20) to the outlet relief valve.
The oil from the stator adds to the oil from the inlet
passage to the impeller.
Impeller Clutch
The impeller clutch is used to change the torque
output of the torque converter. The impeller clutch
allows the operator to use the left service brake pedal
to reduce wheel spin. The impeller clutch also allows
the operator to use the left service brake pedal to
provide more engine power for the hydraulic system
of the machine.
Controls of the Impeller Clutch
Illustration 76
g01444326
Rimpull select switch (21) is located beneath the advisor monitor
display.
Rimpull select switch (21) changes the torque output
of the torque converter. The power train electronic
control module (ECM) increases the amount of
current to the impeller clutch solenoid valve in order
to reduce rimpull. The position of the reduced rimpull
select switch regulates the amount of electrical
current that is sent to the impeller clutch solenoid
valve. Rimpull select switch (21) is located on the
right hand console below the advisor monitor display.
The operator controls the level of rimpull with rimpull
select switch. The rimpull select switch is a switch
with four positions. Each setting corresponds to a
maximum allowable percentage of maximum rimpull.
KENR5815
g01458010
Illustration 77
The table shows the settings of the rimpull select switch.
The four settings of the rimpull select switch are the
HIGH position and three reduced rimpull settings.
The three reduced rimpull settings have default
settings which are 90 percent, 80 percent and
70 percent. See Illustration 77. The three default
settings may be adjusted by using VIMS or Electronic
Technician (ET). The reduced rimpull settings may be
adjusted within a range of 35 per cent to 95 per cent.
The HIGH setting is 100 percent rimpull. The HIGH
setting cannot be adjusted.
Reference: For the procedure to change the default
settings of the rimpull selection switch, refer to Testing
and Adjusting, Reduced Rimpull Setting (Electronic
Technician) - Adjust and Testing and Adjusting,
Reduced Rimpull Setting (Operator Monitor) -
Adjust for the machine that is being serviced.
g01444385
Illustration 78
Instrument cluster
(22) Reduced rimpull indicator lamp.
Reduced rimpull indicator lamp (22) will illuminate
when the transmission is in FIRST SPEED
FORWARD and rimpull select switch (21) is in one of
the REDUCED positions. When the transmission is
shifted to SECOND SPEED, to THIRD SPEED, or to
REVERSE, the reduced rimpull indicator lamp will be
off. Reduced rimpull is now disabled.
37
Power Train
Systems Operation Section
The impeller clutch modulates at each instance of
a directional shift. The impeller clutch also absorbs
energy during the directional shift. This reduces the
amount of energy that is absorbed by the direction
clutch, which results in an easier shift.
The oil flow to the impeller clutch is controlled by the
impeller clutch solenoid valve. The impeller clutch
solenoid valve is positioned on the outer cover. The
impeller clutch solenoid valve is activated by the
power train ECM.
The following conditions affect the operation of the
impeller clutch:
The position of the left service brake pedal
Directional shifts and speed shifts
Transmission input speed and direction
Transmission output speed and direction
Position of the reduced rimpull select switch
Left Service Brake Pedal
The left service brake pedal controls the amount
of brake pressure that is used to apply the service
brakes. The left service brake pedal also controls the
amount of pressure that actuates the impeller clutch.
The impeller clutch is positioned between the engine
and the torque converter.
By using the left service brake pedal, the operator
may divert engine power to the implement hydraulic
circuit without putting the transmission in the
NEUTRAL position.
As the operator depresses the pedal, the impeller
clutch pressure drops quickly to a working pressure.
The pressure is then modulated to a reduced
pressure. This sequence occurs during the next ten
degrees of pedal travel. Depressing the left service
brake pedal past this point applies the service brakes.
38
Power Train
Systems Operation Section
Illustration 79
g00107064
Typical torque converter impeller clutch
(X) Approximate pedal position in degrees. (Y) Approximate
percent of impeller clutch pressure.
Range (A) indicates the released position. In this
range, the brake pedal does not apply the service
brakes.
Range (B) indicates the first two degrees of pedal
movement. In this range, the impeller clutch pressure
is reduced to the maximum working pressure level.
Range (B) is the approximate pressure range that is
required to keep the impeller clutch from slipping.
Range (C) indicates the next ten degrees of pedal
travel. The impeller clutch pressure is modulated
from the maximum working pressure to the minimum
impeller clutch pressure.
Range (D) indicates the percent of service brake
pressure. Range (E) indicates the impeller clutch
pressure.
Reverse Output Shaft Rotation
During high speed directional shifts, the torque
converter output shaft rotates in the opposite direction
until the machine changes direction. The power train
ECM overrides the setting of the left service brake
pedal. The power train ECM then increases the
impeller clutch pressure in order to prevent reversing
of the turbine. This condition could also occur if the
left brake pedal is used to allow the machine to roll
back on a grade with the transmission in a forward
gear. This function is used to prevent possible high
temperatures in the impeller clutch.
KENR5815
Shift Modulation of the Impeller Clutch
As the operator makes a directional shift of the
transmission, the power train ECM overrides the
setting of the left service brake pedal and the impeller
clutch pressure is reduced. These functions of the
power train ECM help to provide an easier directional
shift.
When the power train ECM detects a directional shift,
the circuit pressure of the impeller clutch is reduced to
a impeller clutch hold pressure. The circuit pressure
for the impeller clutch then increases to maximum
pressure after the following conditions exist:
The transmission clutches have fully engaged.
The left brake pedal is not depressed.
The transmission input speed sensor and the
transmission output speed sensor are used to
determine when the transmission clutches have
locked up.
Impeller Clutch Solenoid Valve
The impeller clutch solenoid valve is a three-way
control valve which modulates pressure
proportionally. When the power train ECM increases
the amount of current to the solenoid, the impeller
clutch pressure is reduced. When the amount of
current from the power train ECM is at zero, the
impeller clutch pressure is at the maximum.
Operation of the Impeller Clutch
When the impeller clutch solenoid valve is not
energized by the power train ECM, oil flows to
passage (10) from carrier (13). Oil in passage (10)
forces clutch piston (8) against separator plates (6)
and clutch discs (7).
Clutch piston (8) and separator plates (6) are
connected to clutch housing (9) with splines. Clutch
discs (7) are connected to impeller adapter (19) with
splines. Impeller adapter (19) is fastened to impeller
(5) with bolts. The friction between clutch discs (7)
and separator plates (6) causes the impeller to rotate
at the same speed as converter housing (4). This is
the maximum torque output in torque converter drive.
As the amount of current flow to the solenoid
is increased, oil pressure to clutch piston (8) is
decreased. The friction between the clutch plates and
the clutch discs decreases. This causes the impeller
to slip. When the impeller slips, less oil is forced to
the turbine. With less force on the turbine, there is
less torque at the output shaft.
KENR5815 39
Power Train
Systems Operation Section

When the amount of current flow to the solenoid is at

the maximum, there is minimum oil pressure against
clutch piston (8). The clutch plates and the clutch
discs now have only a small amount of friction and
the impeller forces only a small amount of oil to the
turbine. There is a minimum amount of torque at the
output shaft.

i02911581

Torque Converter (Lockup)

SMCS Code: 3101-L7

g01456045
Illustration 80
40
Power Train
Systems Operation Section
(1) Spline (10) Clutch disc
(2) Turbine hub assembly (11) Impeller clutch piston
(3) Lockup clutch piston (12) Clutch housing
(4) Clutch disc (13) Oil passage for the impeller clutch
(5) Separator plate (14) Pump drive gear
(6) Turbine (15) Oil passage for torque converter inlet
(7) Torque converter housing (16) Carrier
(8) Impeller (17) Output yoke
(9) Separator plate (18) Output shaft
Note: The standard torque converter for the 993K
Wheel Loader does not have a lockup clutch. The
optional torque converter for the 993K Wheel Loader
has a lockup clutch.
This torque converter contains a lockup clutch and
an impeller clutch. The lockup clutch provides a
choice of either torque converter drive or direct drive.
The impeller clutch enables the output torque of the
converter to vary.
Spline (1) is a part of converter housing (7). Spline (1)
is engaged with the splines on the engine flywheel.
These splines turn the converter housing at engine
speed. The converter housing contains the lockup
clutch for the turbine. Clutch housing (12) is fastened
to the converter housing. Pump drive gear (14) is
fastened to the clutch housing.
Stator (19) is connected to carrier (20) with splines.
Stator (19) and carrier (20) rotate together.
Carrier (16) is fastened to the cover that is around
the torque converter. Carrier (16) does not rotate.
The carrier helps to support the rotating components
of the converter. The carrier also contains the oil flow
passages for the operation of the converter.
Torque converter housing (7), clutch housing (12)
and pump drive gear (14) turn as a unit at the speed
of the engine. Internal splines in clutch housing (12)
turn separator plates (9) and impeller clutch piston
(11). Clutch discs (10) are connected to impeller
adapter (22) with splines. Impeller adapter (22) is
fastened to impeller (8) with bolts.
Internal splines in torque converter housing (7) turn
separator plates (5) and piston (3). The splines
on clutch discs (4) are meshed with turbine hub
assembly (2). Turbine hub assembly (2) is fastened
to turbine (6). Splines connect turbine hub assembly
(2) to output shaft (18). The output shaft is connected
to output yoke (17). The output yoke is fastened to a
universal joint and to the drive shaft that goes to the
transmission input gears.
KENR5815
(19) Stator
(20) Carrier
(21) Impeller hub
(22) Impeller adapter
(23) Oil passage for torque converter outlet
(24) Oil passage for lockup clutch
Oil from the transmission oil pump flows to the
transmission oil filters. The oil from the transmission
oil pump then flows to the priority valve. The oil from
the priority valve then flows to the solenoid valves of
the torque converter clutch and the remainder flows
to the transmission hydraulic control valve. The oil
from the torque converter charging section of the
transmission oil pump flows to the torque converter
lockup clutch.
In the transmission hydraulic control valve, the
oil flows around the modulating relief valve to the
torque converter inlet ratio valve. Oil from the torque
converter inlet ratio valve flows through a hose into
inlet passage (15) in the carrier, and then into the
torque converter. The oil then flows through impeller
hub (21) into impeller (8).
Torque Converter Operation
The oil that is inside of the torque converter flows
from impeller (8) to turbine (6), and then to stator
(19). The oil from stator (19) then flows to the impeller
and to outlet passage (23) in carrier (16).
The torque converter is operated with pressurized
oil. The maximum inlet pressure is controlled by
the torque converter inlet ratio valve. The outlet
pressure is controlled by the outlet relief valve and by
downstream restrictions.
Oil flows through inlet passage (15) in carrier (16) to
impeller hub (21) and impeller (8). The rotation of the
impeller gives force to the oil. The impeller sends the
oil toward turbine (6). The force of the oil that hits
the turbine blades causes the turbine to turn. Turbine
(6) turns output shaft (18).
The oil flow from turbine (6) reversed from the
direction that is required for impeller (8). Stator
(19) causes the oil to change flow direction into
the impeller. Because the stator is held stationary
by carrier (20), most of the oil is sent back to the
impeller. The remainder of the oil flows through outlet
passage (23) to the outlet relief valve.
The oil from the stator adds to the oil from the inlet
passage to the impeller.
KENR5815
Lockup Clutch
When the lockup clutch is engaged, the converter
is in direct drive. Direct drive provides the highest
efficiency of the drive train. The lockup clutch solenoid
valve controls the oil flow to the lockup clutch. The
lockup clutch solenoid valve is positioned on the
outer cover. The lockup clutch solenoid is activated
by the power train electronic control module (ECM).
g01458223
Illustration 81
Right side console
(25) Lockup clutch switch
g01458905
Illustration 82
Instrument cluster
(26) Indicator lamp for lockup clutch
Indicator lamp (26) for the lockup clutch is controlled
by the lockup clutch switch. The indicator lamp will
be illuminated when the lockup clutch switch is in the
ON position.
The following conditions must be present in order for
the power train ECM to activate the lockup clutch:
Lockup clutch switch (25) must be in the ON
(enabled) position.
The transmission input speed is greater than 1500
rpm.
The machine has been at the present speed and at
the present direction for at least 2 seconds.
41
Power Train
Systems Operation Section
The left brake pedal must not be depressed.
The lockup clutch solenoid valve has been
deactivated for at least four seconds.
Note: The lockup clutch will automatically
engage in THIRD SPEED FORWARD or THIRD
SPEED REVERSE when the transmission input
speed reaches 1500 rpm. The lockup clutch will
automatically disengage when the transmission input
speed drops below 1350 rpm.
The lockup clutch is disengaged during a shift, and
then engaged when the five conditions are met again
in the new selected gear. The lockup clutch is also
disengaged when the transmission input speed drops
below 1350 rpm.
The lockup clutch cannot be engaged when the
transmission input speed is greater than 2430 rpm.
This helps to prevent overspeed of the transmission
oil pump. If the lockup clutch has been automatically
disengaged, the lockup clutch will not engage again
until the transmission input speed drops below 2380
rpm.
Lockup Clutch Solenoid Valve
The lockup clutch solenoid valve is a three-way,
proportional pressure control valve. When the power
train ECM sends maximum current to the solenoid,
pressure in the lockup clutch is at the maximum.
When the current from the power train ECM is at zero,
the pressure in the lockup clutch is at the minimum.
Lockup Clutch Function
When the lockup clutch solenoid is energized by
the power train ECM, oil flows to oil passage (24) in
carrier (16). From the carrier, the oil flows through
the oil passage in output shaft (18) to lockup clutch
piston (3). The oil pressure on lockup clutch piston
(3) forces the piston against separator plate (5) and
against clutch discs (4).
Lockup clutch piston (3) and separator plate (5) are
connected to converter housing (7) with splines.
Clutch discs (4) are connected to turbine hub
assembly (2) with splines. Turbine hub assembly
(2) is fastened to turbine (6) with bolts. The friction
between clutch discs (4) and separator plate (5)
causes the turbine and the output shaft to rotate at
the same speed as the converter housing.
42
Power Train
Systems Operation Section
Impeller Clutch
The impeller clutch is used to change the torque
output of the torque converter. The impeller clutch
allows the operator to use the left service brake pedal
to reduce wheel spin. The impeller clutch also allows
the operator to use the left service brake pedal to
provide more engine power for the hydraulic system
of the machine.
Controls of the Impeller Clutch
g01458828
Illustration 83
Rimpull select switch (27) is located beneath the advisor monitor
display.
Rimpull select switch (27) changes the torque output
of the torque converter. The power train (ECM)
increases the amount of current to the impeller
clutch solenoid valve in order to reduce rimpull. The
position of the reduced rimpull select switch regulates
the amount of electrical current that is sent to the
impeller clutch solenoid valve. Rimpull select switch
(27) is located on the right hand console below the
advisor monitor display. The operator controls the
level of rimpull with rimpull select switch (27). The
rimpull select switch is a switch with four positions.
Each setting corresponds to a maximum allowable
percentage of maximum rimpull.
g01458010
Illustration 84
The table shows the default settings of the rimpull select switch.
KENR5815
The four settings of the rimpull select switch are the
HIGH position and three reduced rimpull settings.
The three reduced rimpull settings have default
settings which are 90 percent, 80 percent and
70 percent. See Illustration 84. The three default
settings may be adjusted by using VIMS or Electronic
Technician (ET). The reduced rimpull settings may be
adjusted within a range of 35 per cent to 95 per cent.
The HIGH setting is 100 percent rimpull. The HIGH
setting cannot be adjusted.
Reference: For the procedure to change the default
settings of the rimpull selection switch, refer to Testing
and Adjusting, Reduced Rimpull Setting (Electronic
Technician) - Adjust and Testing and Adjusting,
Reduced Rimpull Setting (Operator Monitor) -
Adjust for the machine that is being serviced.
g01458839
Illustration 85
Instrument cluster
(28) Reduced rimpull indicator lamp.
Reduced rimpull indicator lamp (28) will illuminate
when the transmission is in FIRST SPEED
FORWARD and rimpull select switch (27) is in one of
the REDUCED positions. When the transmission is
shifted to SECOND SPEED, to THIRD SPEED, or to
REVERSE, the reduced rimpull indicator lamp will be
off. Reduced rimpull is now disabled.
The impeller clutch modulates at each instance of
a directional shift. The impeller clutch also absorbs
energy during the directional shift. This reduces the
amount of energy that is absorbed by the direction
clutch, which results in an easier shift.
The oil flow to the impeller clutch is controlled by the
impeller clutch solenoid valve. The impeller clutch
solenoid valve is positioned on the outer cover. The
impeller clutch solenoid valve is activated by the
power train ECM.
The following conditions affect the operation of the
impeller clutch:
The position of the left service brake pedal
KENR5815
Directional shifts and speed shifts
Transmission input speed and direction
Transmission output speed and direction
Position of the reduced rimpull select switch
Left Service Brake Pedal
The left service brake pedal controls the amount
of brake pressure that is used to apply the service
brakes. The left service brake pedal also controls the
amount of pressure that actuates the impeller clutch.
The impeller clutch is positioned between the engine
and the torque converter.
By using the left brake pedal, the operator may divert
engine power to the implement hydraulic circuit
without putting the transmission in the NEUTRAL
position.
As the operator depresses the pedal, the impeller
clutch pressure drops quickly to a working pressure.
The pressure is then modulated to a reduced
pressure. This sequence occurs during the next ten
degrees of pedal travel. Depressing the left pedal
past this point applies the service brakes.
Illustration 86
g00107064
Typical torque converter impeller clutch
(X) Approximate pedal position in degrees. (Y) Approximate
percent of impeller clutch pressure.
Range (A) indicates the released position. In this
range, the brake pedal does not apply the service
brakes.
43
Power Train
Systems Operation Section
Range (B) indicates the first two degrees of pedal
movement. In this range, the impeller clutch pressure
is reduced to the maximum working pressure level.
Range (B) is the approximate pressure range that is
required to keep the impeller clutch from slipping.
Range (C) indicates the next ten degrees of pedal
travel. The impeller clutch pressure is modulated
from the maximum working pressure to the minimum
impeller clutch pressure.
Range (D) indicates the percent of service brake
pressure. Range (E) indicates the impeller clutch
pressure.
Reverse Output Shaft Rotation
During high speed directional shifts, the torque
converter output shaft rotates in the opposite direction
until the machine changes direction. The power train
ECM overrides the setting of the left service brake
pedal. The power train ECM then increases the
impeller clutch pressure in order to prevent reversing
of the turbine. This condition could also occur if the
left brake pedal is used to allow the machine to roll
back on a grade with the transmission in a forward
gear. This function is used to prevent possible high
temperatures in the impeller clutch.
Shift Modulation of the Impeller Clutch
As the operator makes a directional shift of the
transmission, the power train ECM overrides the
setting of the left service brake pedal and the impeller
clutch pressure is reduced. These functions of the
ECM help to provide an easier directional shift.
When the power train ECM detects a directional shift,
the circuit pressure of the impeller clutch is reduced to
a impeller clutch hold pressure. The circuit pressure
for the impeller clutch then increases to maximum
pressure after the following conditions exist:
The transmission clutches have fully engaged.
The left brake pedal is not depressed.
The transmission input speed sensor and the
transmission output speed sensor are used to
determine when the transmission clutches have
locked up.
Impeller Clutch Solenoid Valve
The impeller clutch solenoid valve is a three-way
control valve which modulates pressure
proportionally. When the power train ECM increases
the amount of current to the solenoid, the impeller
clutch pressure is reduced. When the amount of
current from the power train ECM is at zero, the
impeller clutch pressure is at the maximum.
44 KENR5815
Power Train
Systems Operation Section

Operation of the Impeller Clutch i02883765

When the impeller clutch solenoid valve is not Modulating Valve (Torque
energized by the power train ECM, oil flows to Converter Impeller Clutch)
passage (13) from carrier (16). Oil in passage (13)
forces impeller clutch piston (11) against separator SMCS Code: 3139-VC
plates (9) and clutch discs (10).

Impeller clutch piston (11) and separator plates (9)

are connected to clutch housing (12) with splines.
Clutch discs (10) are connected to impeller adapter
(22) with splines. Impeller adapter (22) is fastened to
impeller (8) with bolts. The friction between clutch
discs (10) and separator plates (9) causes the
impeller to rotate at the same speed as converter
housing (7). This is the maximum torque output in
torque converter drive.

As the amount of current flow to the solenoid is

increased, oil pressure to impeller clutch piston (11)
is decreased. The friction between the clutch plates
and the clutch discs decreases. This causes the
impeller to slip. When the impeller slips, less oil is
forced to the turbine. With less force on the turbine,
there is less torque at the output shaft.

When the amount of current flow to the solenoid is at

the maximum, there is minimum oil pressure against
impeller clutch piston (11). The clutch plates and the
clutch discs now have only a small amount of friction
and the impeller forces only a small amount of oil to
the turbine. There is a minimum amount of torque
at the output shaft.
g01456042
Illustration 87
Output side of the torque converter
(1) Modulating valve for the lockup clutch (If equipped). (2)
Modulating valve for the impeller clutch.

The modulating valve for the impeller clutch (2) is

located on the output side of the torque converter.
The valve is positioned just below the modulating
valve for the torque converter lockup clutch.

g00670987
Illustration 88
Modulating valve for the torque converter impeller clutch
KENR5815
The modulating valve for the impeller clutch
modulates the torque converter impeller clutch
pressure in response to the position of the torque
converter pedal and the various operating conditions.
The modulating valve for the impeller clutch solenoid
is an output of the power train electronic control
module (ECM). The modulating valve for the impeller
clutch solenoid is a proportional solenoid valve. The
valve is used by the power train ECM to directly
modulate the oil pressure that is sent to the impeller
clutch. The current to the clutch solenoid varies as
the operator changes the position of the left brake
pedal. The distance that is travelled by the solenoid
plunger (valve) is proportional to the electrical current
of the solenoid. The position of the solenoid plunger
(valve) controls the oil pressure of the impeller clutch.
The amount of current that is sent to the clutch
solenoid modulating valve regulates the amount of oil
pressure that is supplied to the impeller clutch. When
the power train ECM sends the maximum current to
the clutch solenoid modulating valve, the oil pressure
in the clutch is at the minimum. If current is not sent
to the modulating valve for the impeller clutch, the oil
pressure in the clutch is at the maximum.
The modulating valve for the impeller clutch is also
affected by the following items: the transmission
speed switch, the transmission direction switch,
the transmission input speed and direction, the
transmission output speed, reduced rimpull on/off
switch , and reduced rimpull select switch.
g00670988
Illustration 89
Relationship between the current and pressure
(X) Current to the impeller clutch solenoid (Y) pressure at the
impeller clutch.
The necessary amount of pressure that is required
to adjust the impeller clutch is determined. A valve
determines the proper amount of electrical current
that will be sent to the solenoid. During normal
operation, the control for the impeller clutch consists
of several strategies. Each strategy produces a
command for the desired pressure . The amount of
pressure in the solenoid valve is determined by a
procedure. This oil pressure will adjust the impeller
clutch.
45
Power Train
Systems Operation Section
Reference: For information on calibrating the left
brake pedal position sensor, refer to the service
manual module for Testing and Adjusting, Position
Sensor (Left Brake Pedal) (Electronic Technician) -
Calibrate or Testing and Adjusting, Position Sensor
(Left Brake Pedal) (Operator Monitor) - Calibrateof
the machine that is being serviced.
Reference: For information on calibrating the clutch
solenoid modulating valve, refer to the service
manual module for Testing and Adjusting, Fill
Pressure for the Impeller Clutch of the Torque
Converter (Operator Monitor) - Calibrate or Testing
and Adjusting, Fill Pressure for the Impeller Clutch
of the Torque Converter (Electronic Technician) -
Calibrate of the machine that is being serviced.
Reference: For more information on the power train
electronic control module (ECM), refer to the service
manual module for Systems Operation, Electronic
Control Module (Power Train) for the machine that is
being serviced.
i02883769
Modulating Valve (Torque
Converter Lockup Clutch)
SMCS Code: 3139-VC
g01456042
Illustration 90
Output side of the torque converter
(1) Modulating valve for the torque converter lockup clutch . (2)
Modulating valve for the impeller clutch.
46 KENR5815
Power Train
Systems Operation Section

The modulating valve for the torque converter lockup Reference: For more information on the power train
clutch is located on the output side of the torque electronic control module (ECM), refer to the service
converter. The valve is positioned just above the manual module Systems Operation, Electronic
modulating valve for the impeller clutch. Control Module of the machine that is being
serviced.
The modulating valve for the torque converter
lockup clutch basically controls the flow of oil to
i02894570
the torque converter lockup clutch. The modulating
valve engages the lockup clutch. The valve also
disengages the lockup clutch in response to a variety
Transmission Oil Pump
of operating conditions . The lockup clutch will SMCS Code: 3066
provide better machine performance during load and
carry applications. The lockup clutch also provides
better performance during light to medium dozing.

The modulating valve for the torque converter lockup

clutch is an output of the power train electronic
control module (ECM). The ECM will analyze the
proper control data. When the ECM determines that
the conditions are correct, the ECM will energize
the valve. Once the modulating valve has been
energized, the lockup clutch is engaged. This allows
the output shaft of the torque converter to turn at a
speed that is consistent with the engine output. The
engagement of the torque converter lockup clutch
basically provides a direct transfer of power from the
engine output to the torque converter output.

Operation of the lockup clutch can be affected by the

following items:

Lockup enable switch

Transmission speed switch
Transmission direction switch
Torque converter output speed
Engine speed Illustration 91
g01456043

Oil pump construction

The position of the left service brake pedal (1) Gear
(2) Gear assembly
The power train ECM has parameters that will enable (3) Body
the modulating valve. The modulating valve will then (4) Body
engage the lockup clutch. When the input speed (5) Manifold
of the transmission rises above 1500 RPM, the (6) Bearings (six)
(7) Cover
ECM will signal the modulating valve to engage the (8) Gear assembly
lockup clutch. The ECM also has parameters that
will disengage the lockup clutch. If the input speed The oil pump is a two-section gear pump. The oil
of the transmission falls below 1350 RPM, the ECM pump is positioned on the output end of the torque
will signal the modulating valve to disengage the converter.
lockup clutch. There are other input conditions that
may cause the ECM to signal the lockup clutch to The main components of the oil pump are cover (7),
disengage. manifold (5), gear assemblies (2) and (8), and bodies
(3) and (4).
Reference: For information on calibrating the clutch
solenoid modulating valves, refer to the service Drive gear (2) is connected to gear (1). Gear (1) is
manual module Testing and Adjusting, Calibration driven by the torque converter.
of the machine that is being serviced.
KENR5815 47
Power Train
Systems Operation Section

g01440716
Illustration 92
Left side of the torque converter cover
(9) Oil pump.

During operation, oil is pulled from the reservoir in the

output transfer gear case. This oil is pulled through
the magnetic screen to an opening in manifold (5). Illustration 94
g01445310
The oil flows to the lower part of bodies (3) and (4). The power train oil filters and pressure taps are accessible from
The oil fills the spaces between the teeth of gears (2) the machine platform.
and (8). Oil is pushed from bodies (3) and (4) as the (1) Oil filter for the transmission charging section of the pump
gears turn. The oil flows through two outlet passages (2) Oil filter for the torque converter charging section of the pump
in manifold (5) to an oil line. The oil then flows to the (3) Pressure tap
transmission oil filters. (4) Pressure tap

The power train oil filters are located above the right
i02899092 rear wheel. The filters are accessible by opening an
access plate on the platform.
Oil Filter (Power Train)
SMCS Code: 3004; 3067

g01443538
Illustration 93
The oil filters for the power train are located above the right rear
wheel.
(1) Oil filter for the transmission charging section of the pump
(2) Oil filter for the torque converter charging section of the pump
48 KENR5815
Power Train
Systems Operation Section

Correct maintenance must be used to ensure that

filter elements (10) do not become full of debris.
This would stop the flow of clean oil to the hydraulic
system.

Both of the filters for the power train have a filter

bypass switch. The filter bypass switches are wired in
parallel and the switches are monitored by the VIMS.
The Advisor display will display a message when the
VIMS detects restrictions in one of the filters. If one
of the two filters is plugged, the Advisor display will
display a message.

The Advisor display will display the following when

the power train oil filters are working properly:

Front Trans Oil Fltr St-----OK (oil filter for torque

converter charging )

Rear Trans Oil Fltr St-----OK (oil filter for

transmission charging)

The Advisor display will display the following when

the bypass valve of one of the power train oil filters
has opened:

Front Trans Oil Fltr St-----Plugged (oil filter for

torque converter charging)

or

Rear Trans Oil Fltr St-----Plugged (oil filter for

transmission charging)

Illustration 95
g01445412 The message will be either a warning category 2 or
a warning category 3. If the filters become plugged
Oil filter construction
for more than 30 seconds and the transmission oil
(5) Bypass valve spring temperature is above 65 C (149 F), the warning
(6) Bypass valve
(7) Plug
category will be a warning category 2. If the filters
(8) Retainer remain plugged for more than 120 seconds and
(9) Filter housing the transmission oil temperature is above 65 C
(10) Filter element (149 F), the warning category will change from a
(11) Passage warning category 2 to a warning category 3. The
(12) Oil outlet passage
(13) Passage Front Trans Oil Fltr St-----Plugged message or
(14) Oil inlet passage the Rear Trans Oil Fltr St-----Plugged message
will be displayed when one of the power train oil
The power train oil filters filter any debris that is in filters become plugged. Both of the messages will
the power train oil system. be shown on the Advisor display if both power train
oil filters are plugged. The first line of the Advisor
If the filter element becomes plugged, then the display will display the message. Instructions for the
restriction to the oil flow will cause an increase operator will be displayed on the second line of the
in pressure inside the filter. The pressure oil fills Advisor display.
passage (13). This causes bypass valve (6) to move
against the force of spring (5). The oil then flows past
the open bypass valve and through outlet passage
(12) to the hydraulic oil reservoir in the output transfer
gear case. When the oil does not flow through the
filter element, the debris in the oil will cause damage
to other components in the hydraulic system.
KENR5815 49
Power Train
Systems Operation Section

i02888620

Transmission Magnetic Screen

SMCS Code: 3030-MGS; 3159-MGS

g01438170
Illustration 96
Magnetic screen location
(1) Magnetic screen housing.

The magnetic screen is inside housing (1). The

magnetic screen is fastened to the case of the
output transfer gears. All of the oil flows through the
magnetic screen before flowing to the transmission
oil pump.

The magnetic screen has a metal screen and

magnetic screen tube assembly. Oil enters the
magnetic screen tube assembly at the bottom. The
oil flows through the center of the magnetic screen
tube assembly. The oil then flows through holes in the
tube which are between the magnets. The magnets
are installed on the tube with the same magnetic
ends next to each other. As the oil flows over the
magnets, metal particles are stopped. The metal
particles are held by the magnets. Other debris that
is in the oil is stopped by the metal screen as the oil
flows to the oil pump through the screen.

i02894932

Transmission Lubrication
SMCS Code: 3030
50 KENR5815
Power Train
Systems Operation Section

g01441072
Illustration 97
Transmission Lubrication
(1) Oil passage (10) Oil passage to input transfer gears (19) Spring pin
(2) Oil holes (11) Output shaft (20) Oil passage
(3) Oil holes (12) Oil passage to output transfer gears (21) Oil passage
(4) Oil passage (13) Oil passage (22) Oil passage
(5) Oil passage (14) Main oil passage (23) Number 2 and Number 3 planetary shaft
(6) Oil passage (15) Oil passage (24) Oil passage to reservoir
(7) Oil passage (16) Oil passage (25) Number 4 planetary shaft
(8) Oil passage (17) Oil passage (26) Oil holes
(9) Oil passage (18) Number 1 planetary shaft (27) Drain to reservoir

All of the outlet oil from the power train oil cooler Oil flows through passage (10) in order to lubricate
flows to a manifold on the input gear housing. Oil the splines on the transmission input shaft.
flows through the manifold to main oil passage (14)
in the transmission input shaft.

Lubrication oil flows to the input transfer gears and

to the output transfer gears. This oil flows through a
passage in the manifold on the input transfer gear
housing.
KENR5815 51
Power Train
Systems Operation Section

The oil from passage (8) flows to passage (15) in The oil that is sent for lubricating the clutches and
the Number 1 carrier. Some of the oil flows through for cooling the clutches drains to the bottom of the
passage (17) in order to lubricate the bearing on the transmission case. The return oil from the input
Number 1 carrier. The remainder of the oil flows to a transfer gears also drains to the bottom of the
passage in Number 1 planetary shaft (18). Number 1 transmission case. An elbow is connected to the
planetary shaft (18) has drilled passages that allow bottom of the transmission case. The oil in the bottom
some of the oil to flow to the bearings. of the transmission case flows through the elbow to
the main oil reservoir in the output transfer gear case.
From the passage in the Number 1 planetary shaft,
oil flows through a drilled passage in pin (19) to holes
i02911674
(2) in the Number 1 ring gear. Holes (2) allow oil to
flow to the Number 1 clutch discs and plates. Transmission Hydraulic
The oil from passage (1) flows to passage (4) in the Control
Number 1 sun gear. Some of the oil lubricates the
bearing on the Number 2 sun gear. Some of the oil SMCS Code: 3073
flows to passage (20). Passage (20) directs the oil
to a passage in Number 2 planetary shaft (23) and
Number 3 planetary shaft (23). Planetary shaft (23)
has drilled passages that allow the oil to flow to the
bearings.

The remainder of the oil from passage (20) flows to

the drilled passage (21) in the Number 2 carrier and
in the Number 3 carrier. The oil flows from passage
(21) to passage (22) in the coupling gear. Passage
(22) allows the oil to flow to holes (3) in the Number 2
ring gear. The holes in the ring gear allow the oil to
flow to the Number 2 clutch discs and plates.

The oil from passage (5) flows to the space between

the transmission input shaft and transmission output
shaft (11). The oil travels along the splines toward
the output end of the transmission.

Some of the oil flows through passage (6) to the

bearing on output shaft (11). The remainder of the
oil from passage (6) flows to passage (16) in the Illustration 98
g01449219
Number 4 carrier. The oil in passage (16) flows to a Transmission hydraulic control (side view)
passage in Number 4 planetary shaft (25). Planetary
(1) Solenoids
shaft (25) has drilled passages that allow the oil to (2) Control solenoid manifold
flow to the bearings. (3) Top manifold
(4) Selector and pressure control valve
Some of the oil that travels along the space on the (5) Plate
inside of output shaft (11) flows to passage (7). The (6) Selector valve body
(7) Cover
oil then flows through passage (9) to holes (26) in the
rotating hub. The holes in the rotating hub allow the
The transmission hydraulic control controls the oil
oil to flow to the Number 5 clutch discs and plates.
pressure to the torque converter, to the transmission
clutches, and to the lubrication circuits. The
The remainder of the oil that travels along the space
transmission hydraulic control also controls the flow
on the inside of output shaft (11) flows to passage
of oil to the clutches. The transmission hydraulic
(13). Passage (13) directs oil to passage (12).
control is installed on the top of the transmission
planetary group. The control consists of the following
The splines on the output shaft and on the shaft
components: solenoids (1), manifold (2), top manifold
for the parking brake receive lubrication oil through
(3), selector and pressure control valve (4), plate
passage (12).
(5), and selector valve body (6). The speed selector
spool for second speed is behind cover (7).
52 KENR5815
Power Train
Systems Operation Section

g01449241 g01449253
Illustration 99 Illustration 100
Transmission hydraulic control (top view) Transmission hydraulic control (bottom view)
(8) Number 3 clutch solenoid. (6) Selector valve body
(9) Number 4 clutch solenoid. (19) Passage to number 4 clutch
(10) Number 5 clutch solenoid. (20) Passage to number 2 clutch
(11) P1 pressure tap (21) Passage to number 1 clutch
(12) P3 pressure tap (22) Passage to number 3 clutch
(13) Oil tube for inlet from pump (23) Passage to number 5 clutch
(14) P2 pressure tap
(15) Oil tube for outlet to torque converter
Oil to the clutches is sent through openings (19),
(16) Number 2 clutch solenoid
(17) Number 1 clutch solenoid (20), (21), (22), and (23) in the selector valve body.
(18) Plug for load piston The selector valve body is attached to the top of the
planetary group.
Inlet oil for the operation of the hydraulic control flows
from the transmission oil filters. This oil flows through
tube (13) to the selector and pressure control valve.

Oil for the operation of the torque converter flows

through tube (15) and through an oil line to the torque
converter.

The clutch solenoids direct pump oil to the ends of

the selector spools. The selector spools move in
order to send oil to the clutch. This causes the clutch
to engage.
KENR5815 53
Power Train
Systems Operation Section

i02887627 The following items are inside the top cover of the
transmission: selector and pressure control valve
Selector and Pressure Control body (7) and selector valve body (4).
Valve (Transmission)
Selector spools (2), (3), and (6) are moved when oil
SMCS Code: 3073 pressure is applied to one end of the spool. Each
solenoid controls the oil pressure to the end of one
spool. If no pressure is going to the end of a spool,
then that end is opened to the drain. The machine
ECM activates the solenoids in order to control the
speed of the transmission and the direction of the
transmission.

Table 25
Valve
(1) Modulation relief valve.
(2) First speed and third
speed selection spool.
(3) Second speed selection
spool.
(5) Torque converter inlet
ratio valve.
g00661316
Illustration 101
(6) Direction selection
Transmission hydraulic control spool.
(8) Pressure differential
valve.
(9) Load piston.
Function
This valve controls the
maximum pressure in the
system.
This valve directs oil to the
Number 3 clutch or to the
Number 5 clutch.
This valve directs oil to the
Number 4 clutch.
This valve limits the
maximum pressure to the
torque converter.
This valve directs oil to a
direction clutch.
This valve keeps a
pressure differential
between the speed
clutches and the direction
clutches.
This valve controls the rate
of pressure increase in the
clutches.

i02890261

Transmission Hydraulic
Control Operation
SMCS Code: 3073

g01449213
Illustration 102
Selector and pressure control valve
(1) Modulation relief valve
(2) First speed and third speed selection spool
(3) Second speed selection spool
(4) Selector valve body
(5) Torque converter inlet ratio valve
(6) Direction selection spool
(7) Selector and pressure control valve body
(8) Pressure differential valve
(9) Load piston
54 KENR5815
Power Train
Systems Operation Section

g01452449
Illustration 103
KENR5815 55
Power Train
Systems Operation Section

Transmission hydraulic controls in the NEUTRAL position and with the engine stopped.
(1s) Number 1 clutch solenoid
(2s) Number 2 clutch solenoid
(3s) Number 3 clutch solenoid
(4s) Number 4 clutch solenoid
(5s) Number 5 clutch solenoid
(1) Priority valve
(2) Lockup clutch solenoid valve (if
equipped)
(3) Impeller clutch solenoid valve
(4) Flow control orifice
(5) Lockup clutch (if equipped)
(6) Impeller clutch
(7) Torque converter
(8) Slug chamber
(9) Torque converter inlet ratio valve
(10) Slug chamber
(11) Modulating relief valve
(12) Flow control orifice
(13) Direction selection spool
(14) Transmission oil filter
(15) Transmission oil filter
(16) Oil cooler
(17) Torque converter outlet relief valve
(18) Selector spool for first speed and for
third speed
(19) Pressure differential valve
(20) Load piston
(21) Flow control orifice
(22) Oil pump
(23) Hose from the transmission oil cooler to
the transmission reservoir
(24) Magnetic screen
(25) Reservoir
(26) Selector spool for second speed
(27) Manifold
(A) Pressure tap for the transmission
controls
(B) Pressure tap for the torque converter
controls
(C) Pressure tap for lockup clutch (if
equipped)
(D) Pressure tap for impeller clutch
(E) Torque converter inlet pressure tap P3
(F) Speed clutch pressure tap P1
(G) Torque converter outlet pressure tap
(H) Pump pressure tap
(J) Direction clutch pressure tap P2
(K) Transmission lubrication pressure tap

The torque converter charging section of oil pump

(22) pulls oil from reservoir (25) through magnetic
screen (24). The pump sends oil through oil filter
(15) to manifold (27). At manifold (27), the oil goes in
two directions:

The oil will flow to torque converter (7).

The oil will flow to torque converter inlet ratio valve
(9), which is a component of the transmission
hydraulic control.

Torque converter inlet ratio valve (9) controls the

volume of oil that flows to the torque converter.

Starting the Engine with the

Transmission in Neutral

g01461107
Illustration 104
Location of manifold (27)

When the engine is started, the transmission charging

section of oil pump (22) pulls oil from reservoir (25)
through magnetic screen (24). The pump sends the
oil through oil filter (14) to priority valve (1). Some of
the oil from the priority valve flows to lockup clutch
solenoid valve (2) (if equipped) and to impeller
clutch solenoid valve (3). The remainder of the oil
flows through manifold (27) before flowing to the
selector and pressure control valve. The selector
and pressure control valve is part of the transmission
hydraulic controls.
56 KENR5815
Power Train
Systems Operation Section

g01452599
Illustration 105
KENR5815 57
Power Train
Systems Operation Section

Transmission hydraulic controls with a running engine in the NEUTRAL position

(3s) Number 3 clutch solenoid
(1p) Number 1 clutch oil passage
(2p) Number 2 clutch oil passage
(3p) Number 3 clutch oil passage
(4p) Number 4 clutch oil passage
(5p) Number 5 clutch oil passage
(7) Flow control orifice
(8) Slug chamber
(9) Torque converter inlet ratio valve
(11) Modulating relief valve
(18) Selector spool for first speed and for
third speed
(19) Pressure differential valve
(20) Load piston
(AA) Speed clutch oil P1
(BB) Direction clutch oil P2
(CC) Torque converter inlet oil P3
(DD) Torque converter outlet oil
(EE) Lubrication oil
(FF) Return oil
(GG) Pilot oil
(HH) Torque converter clutch oil

When the STIC transmission direction control
switch is in the NEUTRAL position, solenoid (3s) is
activated. The solenoid moves a spool and oil is
directed to the end of spool (18). Spool (18) moves
down and pump oil flows around the spool to the port
for Number 3 clutch (3p).
The Number 3 clutch is now applied. All of the
remaining clutches are open to the reservoir.
The oil from pump (22) flows through flow control
orifice (4). The oil then flows to Number 3 clutch,
torque converter inlet ratio valve (9), and pressure
differential valve (19).
The oil to pressure differential valve (19) flows
through a small orifice in the valve spool. This oil
starts to fill the chamber at the top end of the spool.
The pressure in the chamber at the top of valve spool
(19) increases.
The increase in pressure moves the valve downward
against the force of the springs. The movement of the
valve spool closes a passage from the area behind
the bottom end of load piston (20) and behind the
reservoir. At this time, pressure differential valve (19)
is in the position that is shown in the schematic. This
allows the pressure in the system to increase.
While the pressure in the chamber at the top of
pressure differential valve (19) increases, the valve
moves downward. This opens the direction clutch
circuit to the flow of pump oil. The valve also closes
the bottom end of valve (19) to the reservoir. The
pressure in the direction clutch circuit increases. The
increase is felt in the spring chamber of valve (19).
When the pressure in the direction clutch circuit is
at the maximum, the combination of the pressure
in the spring chamber and the force of the springs
moves valve (19) upward. The valve moves upward
until the flow of pump oil to the direction clutch circuit
is stopped. At this time, the movement of the valve
spool stops. Now, the valve spool moves down and
the valve spool moves up. This keeps a constant
pressure in the direction clutch circuit.
Oil from the pump also flows to modulating relief valve
(11). This fills the chamber around the modulating
relief valve. The oil flows through an orifice in the
valve spool. This oil opens the poppet valve at the
top of the valve spool. This allows oil to fill the slug
chamber at the top of the valve spool.
When the Number 3 transmission clutch is full of
oil, the pressure in the speed clutch circuit begins
to increase. The increase is felt in the slug chamber
at the top of modulating relief valve (11). When the
pressure in the speed clutch circuit is at the initial
setting of the modulating relief valve, the modulating
relief valve moves down. This allows extra oil to go
to the torque converter. At the same time, pump
oil flows through an orifice. The oil goes through
the orifice to the area that is between the bottom of
load piston (20) and the cover on the selector and
pressure control valve body. This area is closed to
the reservoir by the position of differential valve (19).
The rate of flow to the area behind load piston (20) is
restricted by the orifice.
The pressure that is felt by the modulating relief
valve (11) is also felt behind load piston (20). This is
because of the pressure increase in the speed clutch
circuit. The orifice in the supply passage causes
the oil to flow to the area behind the load piston
at a specific rate. As the modulating relief valve
moves toward the bottom, the load piston moves
toward the top. This causes the pressure in Number
3 transmission clutch to increase gradually.
This gradual increase in pressure is modulation. The
load piston moves more toward the top against the
force of the springs. This occurs until the area behind
the load piston is open to a drain passage. At this
time, modulation stops. As the oil flows out of the
drain passage, oil continues to fill the area behind the
load piston. This keeps the load piston in a position
without any further movement.
The operation of the load piston and the operation
of the modulating relief valve keeps the system
pressure at a constant rate.
Pump oil also flows through flow control orifice (4)
to torque converter inlet ratio valve (9). The pump
oil flows through an orifice in the valve spool. The
oil then fills slug chamber (8). The pressure presses
against the diameter of the slug.
The oil pressure that is going to the torque converter
is felt against the top of valve spool (9). This pressure
presses against the whole diameter of the valve
spool.
The pressure on the top of the valve spool (9) that
is necessary to move the valve spool downward is
less than the pressure in the slug chamber that is
necessary to move the valve spool upward.
58 KENR5815
Power Train
Systems Operation Section

When the inlet pressure that is going to the torque

converter rises to the maximum, the valve spool (9)
moves downward. This allows the extra oil to flow
to the reservoir. When the pressures are balanced
again, the valve spool moves upward.

All of the oil that is not used by the clutches flows to

the ratio valve for the torque converter.

Shifting from the NEUTRAL

position to the First Speed Forward
position with a Running Engine
KENR5815 59
Power Train
Systems Operation Section

g01456054
Illustration 106
Transmission hydraulic controls in the FIRST SPEED FORWARD position
60 KENR5815
Power Train
Systems Operation Section

(2s) Number 2 clutch solenoid
(3s) Number 3 clutch solenoid
(5s) Number 5 clutch solenoid
(2p) Number 2 clutch oil passage
(5p) Number 5 clutch oil passage
(4) Flow control orifice
(8) Slug chamber
(9) Torque converter inlet ratio valve
(11) Modulating relief valve
(13) Direction selection spool
(18) Selector spool for first speed and for
third speed
(19) Pressure differential valve
(20) Load piston
(AA) Speed clutch oil P1
(BB) Direction clutch oil P2
(CC) Torque converter inlet oil P3
(DD) Torque converter outlet oil
(EE) Lubrication oil
(FF) Return oil
(GG) Pilot oil
(HH) Torque converter clutch oil

When the STIC transmission direction control switch
is moved to FORWARD and the speed control
switch for the STIC transmission is shifted to first
speed, solenoids (2s) and (5s) are activated and
solenoid (3s) is deactivated. Solenoid (1) moves a
spool. Solenoid (2s) also directs oil to the top end
of direction spool (13). Spool (13) moves downward
and pump oil flows around the spool. The pump oil
then flows to Number 2 clutch oil passage (2p).
Solenoid (5s) moves a spool. Solenoid (5s) also
directs oil to the bottom of speed selection spool
(18). Solenoid (3s) is deactivated. Solenoid (3s) also
directs oil from the top end of speed selection spool
(18) to the reservoir. Spool (18) moves upward and
pump oil flows around the spool to the Number 5
clutch oil passage (5p).
When the shift to first speed forward is made, the
Number 3 clutch oil passage (3p) is opened to the
reservoir. The pressure in the system decreases.
Springs move modulating relief valve (11) upward.
Springs also move pressure differential valve (19)
upward until the large orifice at the top end of valve
(19) is closed to pump oil by the valve body.
As the pressure differential valve (19) moves upward,
the chamber behind load piston (20) opens to the
reservoir. This allows the springs to move the load
piston downward. The speed clutch oil starts to fill the
Number 5 clutch oil passage (5p).
When the Number 5 clutch is full of oil, the pressure
in the speed clutch circuit starts to increase. The
increase is felt in the slug chamber of modulating
relief valve (11) and in the chamber at the top of
pressure differential valve (19).
The oil to pressure differential valve (19) starts to fill
the chamber at the top of the valve spool through
the small orifice.
When the Number 2 clutch is full of oil, the pressure
increases in the direction clutch circuit. The increase
is felt in the spring chamber of pressure differential
valve (19). The combination of the pressure in the
spring chamber and the force of the springs moves
the valve spool upward against the speed clutch
pressure at the top of the valve spool.
As the pressure increases in the speed clutch circuit,
the pressure increases in the chamber at the top of
pressure differential valve (19).
The increase in pressure moves the valve spool
downward against the force of the springs. This
opens the Number 2 clutch oil passage (2p) to the
flow of pump oil.
As the pressure increases in the Number 2 clutch,
the pressure increases in the spring chamber of
pressure differential valve (19). The combination of
the increased pressure in the spring chamber and the
force of the springs moves the valve spool upward.
This stops the flow of oil to the Number 2 clutch.
This function continues until the pressure in the
Number 2 clutch is at the maximum. At this time, the
combination of the pressure in the spring chamber
and the force of the springs moves the spool upward
until the flow of oil to the clutch is stopped. Now, the
valve spool moves down and the valve spool moves
up. This keeps a constant pressure in the Number 2
clutch. This pressure is less than the speed clutch
pressure by approximately 380 kPa (55 psi). This
difference is caused by the force of the springs of the
pressure differential valve.
Oil from the pump also flows to modulating relief
valve (11). This oil fills the chamber around the valve
spool. The oil flows through an orifice in the valve
spool. The oil then opens the poppet valve at the top
end of the valve spool. This allows the oil to fill the
slug chamber at the top of the valve spool.

When the pressure in the Number 5 clutch is The rate of the pressure increase in the speed clutch
approximately 380 kPa (55 psi) pressure differential circuit is controlled by modulating relief valve (11)
valve (19) starts to move down. The movement of the and by load piston (20).
valve spool opens the Number 2 clutch oil passage
(2p) to pump oil. The movement of the valve spool
also closes a passage from the chamber behind load
piston (20) to the reservoir.
KENR5815 61
Power Train
Systems Operation Section

As the pressure increases in the Number 5 clutch,

modulating relief valve (11) moves downward and
load piston (20) moves upward. The orifice in the
supply passage to the load piston causes the oil
to flow at a specific rate. The oil flows to the area
behind the load piston. As the modulating relief valve
moves downward and the load piston moves upward,
the pressure gradually increases in the Number 5
clutch. This gradual increase in pressure is known
as modulation.

Load piston (20) moves more toward the top against

the force of the springs. The load piston moves until
the area behind the load piston is open to a drain
passage. At this time, modulation stops. As the oil
flows out of the drain passage, oil continues to fill
the area behind the load piston. This keeps the load
piston in the same position. After the pressures in the
clutches are at the maximum, modulating relief valve
(11) allows the extra oil to flow to the torque converter.

The operation of the load piston (20) and of

modulating relief valve (9) keeps the system pressure
at a constant rate.

Pump oil also flows through flow control orifice (4) to

torque converter inlet ratio valve (9). The pump oil
flows through an orifice in the valve spool. This oil
then fills the slug chamber. This pressure presses
against the diameter of the slug.

The oil pressure to the torque converter is felt against

the top of valve spool (9). The pressure presses
against the entire diameter of the valve spool.

The pressure on the top of valve spool (9) that is

necessary to move the valve spool downward is
less than the pressure in the slug chamber that is
necessary to move the valve spool upward.

When the inlet pressure to the torque converter

increases to the maximum, valve spool (9) moves
down. This allows the extra oil to flow to the reservoir.
When the pressures are balanced again, the valve
moves upward.

All of the oil that is not used by the clutches flows to

the ratio valve for the torque converter .

i02890919

Transmission Planetary
SMCS Code: 3160
62 KENR5815
Power Train
Systems Operation Section

g01439566
Illustration 107
Transmission components
(1) Number 1 clutch. (9) Number 2 clutch ring gear. (17) Number 1 sun gear.
(2) Number 2 clutch. (10) Number 2 sun gear. (18) Input shaft
(3) Number 3 clutch. (11) Number 3 clutch ring gear (19) Number 1 planetary gears.
(4) Number 4 clutch. (12) Number 3 sun gear. (20) Number 1 clutch ring gear.
(5) Number 5 clutch. (13) Number 4 clutch ring gear. (21) Number 2 planetary gears.
(6) Number 1 carrier. (14) Number 4 sun gear. (22) Number 3 planetary gears.
(7) Coupling gear (15) Rotating hub (23) Number 4 planetary gears.
(8) Number 2 and Number 3 carrier. (16) Number 4 carrier (24) Output shaft

The transmission is fastened between the input
transfer gear case and the output transfer gear case.
Input power to the transmission comes from the input
transfer gears.
The transmission has five hydraulically activated
clutches that provide three forward speeds and three
reverse speeds. Speed and direction are selected by
moving switches on the STIC. The Number 1 clutch
and the Number 2 clutch are the closest clutches to
the input end of the transmission. These two clutches
are the direction clutches. The Number 1 clutch is the
Reverse direction clutch. The Number 2 clutch is the
Forward direction clutch.
KENR5815 63
Power Train
Systems Operation Section

The Number 3 clutch, the Number 4 clutch, and the

Number 5 clutch are the speed clutches. The Number
3 clutch provides the Third speed. The Number 4
clutch provides the Second speed. The Number 5
clutch provides the First speed.

The Number 5 clutch is the only clutch that rotates

when the clutch is engaged.

A speed clutch must be engaged first and a direction

clutch must then be engaged so that power may be
sent through the transmission. The table provides the
combination of the clutches for each forward speed
and for each reverse speed.

Table 26
Speed Range and Energized Engaged
Direction Solenoids Clutches
Third Speed Forward 3 and 2 3 and 2
Second Speed Forward 4 and 2 4 and 2
First Speed Forward 5 and 2 5 and 2
Neutral 3 3
First Speed Reverse 5 and 1 5 and 1
Second Speed Reverse 4 and 1 4 and 1
Third Speed Reverse 3 and 1 3 and 1
64 KENR5815
Power Train
Systems Operation Section

First Speed Forward

g01513838
Illustration 108
Power flow in first speed forward with the Number 2 clutch and the Number 5 clutch engaged.
(2) Number 2 clutch. (11) Number 3 clutch ring gear. (16) Number 4 carrier.
(5) Number 5 clutch. (12) Number 3 sun gear. (18) Input shaft
(8) Number 2 and Number 3 carrier. (13) Number 4 clutch ring gear. (21) Number 2 planetary gears.
(9) Number 2 clutch ring gear. (14) Number 4 sun gear. (22) Number 3 planetary gears.
(10) Number 2 sun gear. (15) Rotating hub (24) Output shaft

When the transmission is in first speed forward,
Number 5 clutch (5) and Number 2 clutch (2) are
engaged. The Number 2 clutch holds ring gear (9)
stationary. The Number 5 clutch connects rotating
hub (15) to Number 4 carrier (16).
Input shaft (18) turns Number 2 sun gear (10).
The Number 2 sun gear turns planetary gears
(21). Because ring gear (9) is held stationary by
the Number 2 clutch, planetary gears (21) move
around the inside of the ring gear. The movement
of planetary gears (21) causes Number 2 carrier (8)
and Number 3 carrier (8) to turn in the same direction
as input shaft (18).
KENR5815 65
Power Train
Systems Operation Section

As carrier (8) turns, planetary gears (22) turn ring

gear (11) and sun gear (12). Sun gear (12) turns
output shaft (24).

Ring gear (11) turns carrier (16). Carrier (16) is

connected to rotating hub (15) by the engagement of
Number 5 clutch (5). This allows power to travel from
carrier (16) to sun gear (14) and to ring gear (13).
The power then travels through Number 5 clutch to
rotating hub (15). Sun gear (14) and rotating hub (15)
are fastened to output shaft (24).

As a result, the torque to output shaft (24) is divided

between Number 3 sun gear (12), Number 4 sun
gear (14), and rotating hub (15). From the output
shaft, power travels through the output transfer gears
to the differentials.
66 KENR5815
Power Train
Systems Operation Section

Second Speed Forward

g01440244
Illustration 109
Power flow in second speed forward with the Number 2 clutch and the Number 4 clutch engaged.
(2) Number 2 clutch. (11) Number 3 clutch ring gear. (18) Input shaft
(4) Number 4 clutch. (12) Number 3 sun gear (21) Number 2 planetary gears.
(8) Number 2 and Number 3 carrier. (13) Number 4 clutch ring gear. (22) Number 3 planetary gears.
(9) Number 2 clutch ring gear. (14) Number 4 sun gear. (23) Number 4 planetary gears.
(10) Number 2 sun gear. (16) Number 4 carrier (24) Output shaft

When the transmission is in second speed forward,
Number 4 clutch (4) and Number 2 clutch (2) are
engaged. The Number 2 clutch holds ring gear (9)
for the Number 2 clutch stationary. The Number 4
clutch holds ring gear (13) for the Number 4 clutch
stationary. Input shaft (18) turns Number 2 sun gear
(10). Number 2 sun gear turns Number 2 planetary
gears (21).
Because ring gear (9) is held stationary by the
Number 2 clutch, planetary gears (21) move around
the inside of the ring gear. The movement of
planetary gears (21) causes Number 2 carrier (8)
and Number 3 carrier (8) to turn in the same direction
as input shaft (18). As the Number 2 carrier and the
Number 3 carrier turn, Number 3 planetary gears (22)
turn. The Number 2 planetary gears turn ring gear
(11) for the Number 3 clutch and Number 3 sun gear
(12). Number 3 sun gear (12) turns output shaft (24).
Ring gear (11) turns Number 4 carrier (16).
KENR5815 67
Power Train
Systems Operation Section

Because ring gear (13) is held stationary by the

Number 4 clutch, planetary gears (23) move around
the inside of the ring gear. The movement of planetary
gears (23) causes Number 4 sun gear (14) to turn.
The Number 4 sun gear turns output shaft (24).

As a result, the torque to output shaft (24) is divided

between Number 3 sun gear (12) and Number 4
sun gear (14). From the output shaft, power travels
through the output transfer gears to the differentials.

Third Speed Forward

Refer to Illustration 107 for the location of the
components, as described below. Refer to Illustration
109 for a typical description of power flow in the
forward direction.

When the transmission is in third speed forward,

Number 3 clutch (3) and Number 2 clutch (2) are
engaged. The Number 2 clutch holds ring gear (9)
for the Number 2 clutch stationary. The Number 3
clutch holds ring gear (11) for the Number 3 clutch
stationary. Input shaft (18) turns Number 2 sun gear
(10). Number 2 sun gear turns Number 2 planetary
gears (21).

Because ring gear (9) is held stationary by the

Number 2 clutch, planetary gears (21) move around
the inside of the ring gear. The movement of
planetary gears (21) causes Number 2 carrier (8)
and Number 3 carrier (8) to turn in the same direction
as input shaft (18).

The movement of Number 2 carrier (8) and Number

3 carrier (8) causes Number 3 planetary gears (22)
to move around the inside of ring gear (11) because
ring gear (11) is held stationary by the Number 3
clutch. The movement of planetary gears (22) causes
Number 3 sun gear (12) to turn. The Number 3 sun
gear turns output shaft (24). From the output shaft,
power travels through the output transfer gears to
the differentials.
68 KENR5815
Power Train
Systems Operation Section

Third Speed Reverse

g01440280
Illustration 110
Power flow in third speed reverse with the Number 1 clutch and the Number 3 clutch engaged.
(1) Number 1 clutch. (11) Number 3 clutch ring gear. (20) Number 1 clutch ring gear.
(3) Number 3 clutch. (12) Number 3 sun gear. (22) Number 3 planetary gears.
(6) Number 1 carrier. (17) Number 1 sun gear. (24) Output shaft
(7) Coupling gear (18) Input shaft
(8) Number 2 and Number 3 carrier (19) Number 1 planetary gears.

When the transmission is in third speed reverse,
Number 3 clutch (3) and Number 1 clutch (1) are
engaged. The Number 1 clutch holds coupling gear
(7) stationary. The Number 3 clutch holds ring gear
(11) stationary. Input shaft (18) turns Number 1
sun gear (17). Number 1 sun gear turns Number 1
planetary gears (19). Number 1 carrier (6) is a direct
mechanical connection with coupling gear (7).
Because coupling gear (7) is held stationary by the
Number 1 clutch, Number 1 carrier (6) is also held
stationary. The movement of Number 1 planetary
gear (19) causes ring gear (20) to turn in the opposite
direction as input shaft (18). Ring gear (20) is a direct
mechanical connection with Number 2 carrier (8) and
Number 3 carrier (8).
KENR5815 69
Power Train
Systems Operation Section

The movement of Number 2 carrier (8) and Number
3 carrier (8) causes Number 3 planetary gears (22)
to move around the inside of the ring gear. This
occurs because ring gear (11) is held stationary by
the Number 3 clutch. The movement of planetary
gears (22) causes Number 3 sun gear (12) to turn.
The Number 3 sun gear turns output shaft (24). From
the output shaft, power travels through the output
transfer gears to the differentials.
Second Speed Reverse
Refer to Illustration 107 for the location of the
components, as described below. Refer to Illustration
110 for a typical description of power flow in the
reverse direction.
When the transmission is in second speed reverse,
Number 4 clutch (4) and Number 1 clutch (1) are
engaged. The Number 1 clutch holds coupling
gear (7) stationary. The Number 4 clutch holds
ring gear (13) for the Number 4 clutch stationary.
Input shaft (18) turns Number 1 sun gear (17). The
Number 1 sun gear turns Number 1 planetary gears
(19). Number 1 carrier (6) is a direct mechanical
connection with coupling gear (7).
Because coupling gear (7) is held stationary by the
Number 1 clutch, Number 1 carrier (6) is also held
stationary. The movement of Number 1 planetary
gears (19) causes ring gear (20) to turn in the
opposite direction as input shaft (18). Ring gear (20)
is a direct mechanical connection with Number 2
carrier (8) and Number 3 carrier (8). As the Number
2 carrier and the Number 3 carrier turn, Number 3
planetary gears (22) turn. The Number 3 planetary
gears turn ring gear (11) for the Number 3 clutch and
Number 3 sun gear (12). Number 3 sun gear (12)
turns output shaft (24). Ring gear (11) turns Number
4 carrier (16).
When the transmission is in first speed reverse,
Number 5 clutch (5) and Number 1 clutch (1) are
engaged. The Number 1 clutch holds coupling gear
(7) stationary. The Number 5 clutch connects rotating
hub (15) and Number 4 carrier (16).
Input shaft (18) turns Number 1 sun gear (17).
The Number 1 sun gear turns planetary gears
(19). Number 1 carrier (6) is a direct mechanical
connection with coupling gear (7). Because coupling
gear (7) is held stationary by the Number 1 clutch,
Number 1 carrier (16) is also held stationary. The
movement of Number 1 planetary gears (19) causes
ring gear (20) to turn in the opposite direction as
input shaft (18). Ring gear (20) is a direct mechanical
connection with Number 2 carrier (8) and Number 3
carrier (8).
As carrier (8) turns, planetary gears (22) turn ring
gear (11) and sun gear (12). Sun gear (12) turns
output shaft (24).
Ring gear (11) turns carrier (16). Carrier (16) is
connected to rotating hub (15) by the engagement of
the Number 5 clutch. This allows power to travel from
carrier (16) to sun gear (12) and to ring gear (13).
The power then travels through the Number 5 clutch
to rotating hub (15). Sun gear (14) and rotating hub
(15) are fastened to output shaft (24).
As a result, the torque to output shaft (24) is divided
between Number 3 sun gear (12), Number 4 sun
gear (14), and rotating hub (15). From the output
shaft, power travels through the output transfer gears
to the differentials.

Because ring gear (13) is held stationary by the

Number 4 clutch, planetary gears (23) move around
the inside of the ring gear. The movement of planetary
gears (23) causes Number 4 sun gear (14) to turn.
The Number 4 sun gear turns output shaft (24).

As a result, the torque to output shaft (24) is divided

through Number 3 sun gear (12) and Number 4
sun gear (14). From the output shaft, power travels
through the output transfer gears to the differentials.

First Speed Reverse

Refer to Illustration 107 for the location of the
components, as described below. Refer to Illustration
110 for a typical description of power flow in the
reverse direction.
70 KENR5815
Power Train
Systems Operation Section

i02890123 Yoke assembly (3) is connected to drive gear (1) by

splines. Drive gear (1) is engaged with driven gear
Input Transfer Gears (6). Driven gear (6) is connected to the input shaft of
the transmission with splines.
SMCS Code: 3159-IV
The flow of power through the input transfer gears is
from yoke assembly (3) to drive gear (1). The power
then flows from drive gear (1) to driven gear (6).
From driven gear (6), power flows to the transmission
input shaft.

Shims (2) are used to adjust the end play of drive

gear (1).

Shims (4) are used to adjust the end play of driven

gear (6).

Reference: Refer to the Service Manual module for

Systems Operation, Input Transfer Gear and Output
Transfer Gear Lubrication for the theory of operation
for the lubrication of the input transfer gears.

g01439092
Illustration 111
Input transfer gears
(1) Drive gear.
(2) Shims
(3) Yoke assembly
(4) Shims
(5) Manifold
(6) Driven gear
(7) Case

The input transfer gears are at the input side of the

transmission. The upper drive shaft connects the
torque converter to yoke assembly (3).
KENR5815 71
Power Train
Systems Operation Section

i02889108 Drive gear (2) is engaged with idler gear (4). Idler
gear (4) is engaged with driven gear (5). Driven
Output Transfer Gears gear (5) is connected to shaft (6) by splines. Yoke
assemblies (7) and (8) are connected to shaft (6) by
SMCS Code: 3159-OJ splines. Yoke assembly (7) is connected to the short
drive shaft that goes to the rear differential. Yoke
assembly (8) is connected to the drive shaft that goes
to the bearing cage and to the front differential.

The flow of power in the output transfer gears goes

from the transmission output shaft to drive gear (2).
The power then flows from drive gear (2) to idler gear
(4). From idler gear (4), the power flows to driven
gear (5). The power then flows from the driven gear
to shaft (6).

At shaft (6), the flow of power divides. Some of the

power goes from yoke assembly (7) through a drive
shaft to the rear differential. Some of the power goes
from yoke assembly (8) through a drive shaft and
through the bearing cage to the front differential.

Shims (3) are used to adjust the end play of gear (2).

Reference: Refer to the Service Manual module for

Systems Operation, Input Transfer Gear and Output
Transfer Gear Lubrication for the theory of operation
for the lubrication of the input transfer gears.

g01438543
Illustration 112
Output transfer gears
(1) Case
(2) Drive gear
(3) Shims
(4) Idler gear
(5) Gear
(6) Shaft
(7) Yoke assembly
(8) Yoke assembly
(9) Oil reservoir

The output transfer gears are at the output side of

the transmission. The transmission output shaft is
connected to drive gear (2) by splines.
72 KENR5815
Power Train
Systems Operation Section

i02911579

Input Transfer Gear And Output

Transfer Gear Lubrication
SMCS Code: 3159-IV; 3159-OJ

g01449113
Illustration 114
Transfer gear lubrication (front view)
(3) Input transfer gear
(6) Tube
(7) Manifold
(8) Passage
(9) Tube
g01449112
Illustration 113
Transfer gear lubrication Oil from the transmission oil cooler enters manifold
(1) Output transfer gear (7) and flows into the input shaft of the transmission.
(2) Transmission The remainder of the oil flows through passage (8)
(3) Input transfer gear in the manifold to tube (6) and tube (9) in input gear
(4) Holes
(5) Tube
housing (3).
(6) Tube
(7) Manifold The oil that flows out of the manifold into tube (6) and
(8) Passage tube (9) goes in two directions. The oil flows through
(9) Tube tube (6) to tube (5) inside input gear housing (3). The
(10) Tube
(11) Tube oil also flows to tube (9) which provides oil to the
reservoir at the bottom of the input gear housing.

Tube (5) has two holes (4) that spray oil on the two
gears as the gears mesh. The oil cools the gears.
The oil also lubricates the gears.

The oil flows through tube (9) to the inlet at the base
of input gear housing (3). The oil flows through a
tube (10) in transmission housing (2) to a passage in
output transfer gear housing (1).
KENR5815 73
Power Train
Systems Operation Section

One reservoir is behind the idler gear. This reservoir
supplies oil to drilled holes in the fixed shaft to supply
oil to the idler gear bearings. The other reservoir is
behind the drive gear for the secondary steering
pump. This lubricates the bearings for the drive gear
and the splines for the secondary steering pump.
Transmission oil level switch (12) is located on the
reservoir of the output transfer gear case. The switch
will send a signal to the power train electronic control
module (ECM) when the oil level is low. The ECM will
send a signal to the Advisor. The Advisor will display
the following warning Trans Oil Level --- Low.

Output transfer gear housing (1) is the oil reservoir for

the transmission circuit. Tube (11) allows lubrication
oil from the output shaft bearings to drain to the
reservoir. A hose connects the torque converter
housing to the output transfer gear housing. All
of the drain oil from the input gears and from the
transmission flows through openings in the bottom of
the housings to the output transfer gear housing.

Transmission Oil Level Switch

g01449114
Illustration 115
Cutaway view of the reservoir that is located in the output transfer
gear housing
(12) Transmission oil level switch

g01459922
Illustration 116
74 KENR5815
Power Train
Systems Operation Section

i02883651

Differential
SMCS Code: 3258

g01435513
Illustration 117
Differential and bevel gear group
(1) Bevel gear group (8) Side gear (15) Thrust bearing
(2) Differential carrier (9) Pinions (16) Bearing cup and cone
(3) Bolt (10) Sleeve bearing (17) Adjustment ring
(4) Bearing cup and cone (11) Thrust washer (18) Side gear
(5) Adjustment ring (12) Spider (19) Case
(6) Differential group (13) Thrust washer (20) Bevel gear
(7) Thrust washer (14) Sleeve bearing

A differential divides the power that is sent to the
wheels. This essentially balances the power that is
sent to the wheels. During a turn, the inside wheel
turns at a slower rate than the outside wheel. The
differential allows the inside wheel to rotate at a
slower rate in relation to the outside wheel. The
differential still sends the same amount of torque to
each wheel.
Bevel pinion (21) is connected to a yoke assembly.
The yoke assembly is connected to a universal
joint from the output transfer gears. Pinion (21) is
connected to the yoke assembly by splines. Pinion
(21) is engaged with bevel gear (20). Bevel gear (20)
is fastened to differential group (6). Differential carrier
(2) is fastened to the axle housing.
KENR5815 75
Power Train
Systems Operation Section

Differential group (6) has a case (19). Bevel gear (20) Straight Forward or Straight
is fastened to case (19). The case is divided into two
parts, and the two parts are held together by bolts (3).
Reverse Operation
The following components are inside of the case: side
When the machine moves in a straight direction
gear (8), spider (12), four pinions (9), and side gear
with the same amount of traction under each drive
(18). Spider (12) is installed between the two parts of
wheel, the same amount of torque that is on each
the case. When the case is turned, the spider turns.
axle holds the pinions so that the pinions do not turn
on the spider.
Pinions (9) are installed on the spider. The pinions
are engaged with the teeth of side gears (8) and (18).
Pinion (21) turns bevel gear (20). Bevel gear (20)
The axle shafts are connected to the side gears by
turns case (19). Case (19) turns spider (12). Spider
splines.
(12) turns side gears (8) and (18) through pinions (9).
Pinions (9) do not turn on the spider. The side gears
Side gears (8) and (18) turn against thrust washers
turn the axle shafts. The same amount of torque is
(7) and (15). Pinions (9) turn on sleeve bearings (10)
sent to each wheel.
and (14). Pinions (9) turn against thrust washers (11)
and (13).
This provides the same effect as connecting both of
the drive wheels to one axle shaft.

Operation during a Forward Turn or

Operation during a Reverse Turn
When the machine is turning, the inside wheel is
more resistant than the outside wheel to the turn.
This resistance causes different torques on the
opposite sides of the differential. The outside wheel
turns more easily than the inside wheel. The outside
wheel starts to turn faster than the inside wheel.

Pinion (21) turns bevel gear (20). Bevel gear (20)

turns case (19). Case (19) turns spider (12). Spider
(12) turns side gears (8) and (18) through pinions
(9). Because one side gear requires more force than
the other side gear in order to turn, pinions (9) turn
around the spider. As the pinions turn, the pinions
move around the side gears. This allows the outside
wheel to turn faster than the inside wheel.
g01435587
Illustration 118
Bevel gear group The same amount of torque is sent to the inside
wheels and to the outside wheels. This torque is
(21) Pinion
(22) Nut only equal to the amount that is necessary to turn
(23) Bearing the outside wheel.
(24) Housing
(25) Bearing
(26) Shims Loss of Traction (Wheel Slippage)
Nut (22) is used to adjust the end play (bearing When one wheel has more traction than the other
preload) of bearings (23) and (25) for pinion (21). wheel, the differential operates in the same manner
as if the machine is turning. The same amount of
Shims (26) are used to adjust the tooth contact (wear torque is sent to both wheels. This torque is only
pattern) between pinion (21) and bevel gear (20). equal to the amount that is necessary to turn the
wheel with the least resistance.
Rings (5) and (17) are used to adjust the free
movement (backlash) between pinion (21) and bevel
gear (20). The rings are also used to adjust the
bearing preload of bearings (4) and (16).

The inside components of the differential receive

lubrication from the oil that is thrown around the
inside of the differential. Flat surfaces on spider
(12) allow oil to flow to the bearings. The supply for
lubrication oil is a reservoir in the axle housing.
76 KENR5815
Power Train
Systems Operation Section

i02894314

Final Drive and Wheel

SMCS Code: 4051

g01440558
Illustration 119
Cross section of a final drive
(1) Bearing cup and cone (5) Ring gear (9) Sun gear
(2) Bearing cup and cone (6) Planetary carrier (10) Spindle housing
(3) Hub (7) Planetary gears (11) Wheel
(4) Planetary gears (8) Planetary carrier (12) Sun gear

The final drives are located at the ends of each axle

housing. Each final drive has the same components.
A final drive provides the last speed reduction and
the torque increase in the power train. The final
drive is a double reduction unit that consists of two
planetary gear sets.
KENR5815 77
Power Train
Systems Operation Section

The components of the final drives are lubricated

from the oil that is inside of the final drives. The
oil in the final drives is the same oil that is in the
differentials.

g01440657
Illustration 120
Final drive

Ring gear (5) is splined to hub (3) which is connected

to spindle housing (10) by splines. Spindle Housing
(10) is fastened to the axle housing. Ring gear (5),
hub (3), and spindle housing (10) are held stationary.

The axle shaft is connected to the differential by

splines. Sun gear (12) is connected to the axle shaft
by splines. Sun gear (12) is engaged with planetary
gears (4). Planetary gears (4) are held in planetary
carrier (6). Planetary carrier (6) is fastened to sun
gear (9) by splines. Sun gear (9) is engaged with
planetary gears (7) which are held in planetary carrier
(8). Carrier (8) is connected to wheel (11).

Power from the differential turnsthe axle shaft.

The axle shaft turns sun gear (12). Sun gear (12)
turns planetary gears (4). Because ring gear (5)
is stationary, the planetary gears move around
the inside of ring gear (5). The movement of the
planetary gears cause planetary carrier (6) to turn.
The planetary carrier is turned in the same direction
as sun gear (12) but at a slower speed.

Carrier (6) turns sun gear (9). Sun gear (9) turns
planetary gears (7). Because ring gear (5) is held
stationary, the planetary gears move around the
inside of ring gear (5). The movement of the planetary
gears cause planetary carrier (8) to turn. Carrier (8)
is turned in the same direction as sun gear (9) but at
a slower speed. Carrier (8) turns wheel (11).

Each final drive has an oil reservoir. Oil is added to

the final drive through a filler plug on the outside
cover. Oil is removed from the final drive through a
drain plug.
78 KENR5815
Power Train
Systems Operation Section

i02911580

Axle Oil Cooler

SMCS Code: 1365

g01475333
Illustration 121
Hydraulic schematic for the axle oil cooler pumps
(1) Rear axle (7) Pressure switch (13) Implement pilot oil
(2) Rear axle oil cooler (8) Front axle oil cooler (14) Hydraulic pump (Implement pilot oil)
(3) Rear axle oil cooler pump and motor (9) Thermal bypass valve (15) Case drain
(4) Test port (10) Test port (16) Pressure switch
(5) Thermal bypass valve (11) Front axle oil cooler pump and motor (17) Filter
(6) Filter (12) Front axle

Each axle has a closed oil system for cooling the axle The axle oil cooler pump circulates sump oil from
oil. Each oil cooling system consists of the following the axle through an oil cooler before flowing back to
components: the axle. The axle oil cooler system helps keep the
axle housings and internal brake components cool.
Axle oil cooler The axle oil cooler pump and motors are fastened to
the left side of the frame near the front axle and the
Axle oil cooler pump and motor rear axle. The hydraulic motors that drive the axle oil
cooler pumps are driven by the flow from implement
Thermal bypass valve pilot pump (14) which is located on the output side
of the torque converter.
Pressure switch
KENR5815
Axle oil cooler pumps (3) and (11) send the axle oil
through filter (6) for the rear axle and filter (17) for
the front axle. The filtered oil will then flow to thermal
bypass valve (5) for the rear axle and thermal bypass
valve (9) for the front axle. The thermal bypass valve
will bypass the oil cooler when the temperature of
the oil is below 82 C (180 F). At temperatures
between 82 C (180 F) and 96 C (205 F), the outlet on the top of the bonnet. The pilot oil returns to
thermal bypass valve modulates flow to the cooler.
When the oil temperature is above 96 C (205 F) the
valve will be wide open and all oil will be sent to axle
oil cooler (2) for the rear axle and axle oil cooler (8)
for the front axle. When the oil is cooled, the oil will
be sent to the axle. When the oil pressure reaches
345 kPa (50 psi) the oil will bypass the cooler through
the thermal bypass internal relief valve.
Front Axle Oil Cooler
g01476103
Illustration 122
Front axle oil cooler (right side view)
(8) Front axle oil cooler
(11) Front axle oil cooler pump and motor
Illustration 123
g01476112
Front axle oil cooler cores (bottom view)
(18) Outlet for axle oil
(19) Inlet for axle oil
79
Power Train
Systems Operation Section
Front axle oil cooler (8) is mounted inside the loader
frame above the front axle. Pilot oil drives the motor
and pump (11) for the front axle oil cooler. The pilot
oil then flows into the top rear port of the cooler core
assembly. The pilot oil flows through long tubes
inside each core. When the oil reaches the bonnet at
the front of the assembly, the oil flows through the
the main hydraulic tank.
Axle oil cooler pump and motor (11) sends axle
oil from the front axle to inlet (19). The axle oil
flows through the cooler core on the left side of the
assembly. As the axle oil flows through the cores,
heat from the axle oil is transferred to the pilot oil that
is flowing through the tubes. When the oil reaches
the front of the core, the oil passes through a tube
into the cooler core on the right side of the assembly.
At the rear of the right cooler core, the cooled oil
passes through outlet (18) and flows to the front axle.
Rear Axle Oil Cooler
g01476102
Illustration 124
Left side of engine
(2) Rear axle oil cooler
(20) Transmission oil cooler
Rear axle oil cooler (2) is located on the left side of
the engine above transmission oil cooler (20). The
engine coolant from the water pump flows through
the long tubes that are inside of the oil cooler core.
80
Power Train
Systems Operation Section
Axle oil cooler pump and motor (3) sends axle oil
from the rear axle to axle oil cooler (2). The axle oil
flows through the cooler core. As the axle oil flows
through the core, heat from the axle oil is transferred
to the engine coolant that is flowing through the
tubes. The oil then returns to the rear axle.
Axle Oil Cooler Pump and Motor
g01476105
Illustration 125
Front axle oil cooler pump and motor
(10) Test port for bypass relief valve
(21) Pump discharge port
(22) Bypass relief valve
(23) Pump inlet port
(24) The pumps are mounted to the inner left side of the frame.
Bypass relief valve (22) is located in each pump. The
bypass relief valve limits the amount of oil pressure in
the cooling system. The bypass relief valve is rated
at 1044 kPa (150 psi).
Note: If this pump becomes worn or damaged,
replace the pump.
Reference: Refer to Testing and Adjusting , Gear
Pump (Axle Oil Cooler) Bypass Relief Pressure - Test
and Adjust for adjusting the bypass relief pressure
of the gear pump.
KENR5815
Pressure Switch
g01490994
Illustration 126
(25) Pressure switch
Pressure switch (25) is connected into each axle oil
cooler system. The pressure switch is located at the
pump outlet and before filters (6) and (17).
The pressure switch is normally open. The pressure
switch will close when the switch reads a pressure
that is below 93 20 kPa (13 3 psi). Then, the
switch will send an error message to the power
train electronic control module (ECM). When this
event occurs, the Advisor monitor display will issue
a warning.
The high pressure reading could be caused by the
following events:
Plugged oil filter
Plugged oil cooler
The thermal bypass valve is not operating properly.
The contact in the pressure switch will open again at
the pressure of 70 20 kPa (10 3 psi).
KENR5815 81
Power Train
Systems Operation Section

g01492913
Illustration 127

Illustration 127 shows the status screen of the

Advisor monitor display that includes the status of
the Front Brake Lube Oil Pressure Status and the
Rear Brake Lube Oil Pressure Status during normal
operation. The above screen can be accessed from
the Home Menu through the following steps:

1. Select Service.

2. Select Service Parameters.

3. On the Sort By ECM screen, select VIMS.

i02910865

Oil Coolers and Cooling

System Operation
SMCS Code: 1350; 1353; 1365; 1374; 1375; 1378
82 KENR5815
Power Train
Systems Operation Section

g01448575
Illustration 128
Cooling system
(1) Shunt tank for radiator (6) Turbocharger oil lines (11) Inlet tube (radiator)
(2) Bypass (7) Transmission oil cooler (AA) Unregulated coolant
(3) Water regulator housing (8) Rear axle oil cooler (BB) Regulated coolant
(4) Radiator cores (9) Engine oil cooler
(5) Turbocharger (10) Water pump

Water pump (10) draws coolant directly from radiator

(4). The coolant is pumped through engine oil cooler
(9). The oil then flows through rear axle oil cooler (8)
and transmission oil cooler (7). From the transmission
oil cooler, coolant flows through the engine block.
KENR5815 83
Power Train
Systems Operation Section

The coolant flows around the cylinder liners, through Radiator Assembly
the water directors, and into the cylinder heads. The
water directors send the flow of coolant around the
exhaust valves and the passages for exhaust gases
in the cylinder heads. The coolant then goes to the
front of the cylinder heads and into water regulator
housing (3). When the coolant is inside of housing
(3), two water temperature regulators control the
direction of coolant flow within housing (3).

When the coolant temperature is below 81 C

(178 F), water temperature regulator (3) will be
closed. The path for the coolant return to radiator
(4) is blocked. The coolant flows through regulator
housing (3). Then, the coolant is fed back to the inlet
of water pump (10).

As the coolant temperature reaches 82 1C

(180 2F), water temperature regulator (3) starts
to open. Coolant begins to flow to tube (11). When
the coolant temperature reaches 92 C (198 F), the
coolant is at normal operating temperature. Water
temperature regulator (3) is fully open and the flow
of coolant to bypass (2) is blocked. The path for the
coolant to radiator (4) through tube (11) is open. The
temperature of the returned coolant will be reduced
as the coolant flows through radiator (4).

Note: Water temperature regulator (3) is an important

part of the cooling system. Water temperature Illustration 129
g01449270
regulator (3) divides the coolant flow between radiator Radiator assembly (front view)
(4) and bypass (2) in order to maintain normal
(12) Aftercooler
operating temperature. If the water temperature (13) Hydraulic oil cooler for the steering system
regulator is not installed in the system, the flow of (14) Hydraulic oil cooler
coolant is not regulated. Most of the coolant will go (15) Refrigerant condenser
through the bypass (2) and bypass radiator assembly (16) Fuel cooler
(4). The engine, the transmission, and the hydraulic
oil may overheat during high ambient temperatures.

Coolant for the Turbocharger

Turbocharger (5) has one inlet and one outlet.
Turbocharger oil lines (6) are connected to the
turbocharger at these ports. Pressurized engine
oil flows from the crankcase of the engine into
turbocharger (5) through turbocharger oil lines (6).
This engine oil is used for lubrication of the bearings
in the turbocharger and for cooling the turbocharger.
The oil then drains through turbocharger oil lines (6)
into the oil pan on the bottom of the engine.
84 KENR5815
Power Train
Systems Operation Section

The radiator is made up of fourteen cores. Each core

contains three tubes in the rear and three tubes in
the front. The rear tubes and the front tubes are
connected by a crossover tank at the top of each
core. As the coolant flows into the rear section of the
bottom tank, the coolant is pushed up the rear tubes
of each core. As the coolant reaches the top of the
cores, the coolant flows through the crossover tank.
Then, the coolant flows through the front tubes into
the front section of the bottom tank.

As the coolant flows through the radiator cores in both

directions and the air is pulled around the radiator
cores, the temperature of the coolant is reduced.

Transmission Oil Cooler and Rear

Axle Oil Cooler

g01449322
Illustration 130
Radiator cores (front view)
(4) Radiator cores
(17) Radiator bottom tank

The radiator assembly is the source of coolant for the

cooling system. The radiator is made up of radiator
cores (4) and radiator bottom tank (17). Also, the
radiator assembly includes two air aftercoolers (12),
two hydraulic oil coolers (14), one hydraulic oil cooler
for the steering system (13), refrigerant condenser
(15), and fuel cooler (16).

Reference: For additional information about the

refrigerant condenser, refer to the Service Manual
module Systems Operation, SENR5664, Air
Conditioning and Heating R-134a for All Caterpillar
Products. g01449541
Illustration 131
Reference: For more information about cooling the Left side of engine
hydraulic system, refer to the Service Manual module (7) Transmission oil cooler
Systems Operation, Hydraulic Fan System for the (8) Rear axle oil cooler
machine that is being serviced. (9) Engine oil cooler
(10) Water pump
(18) Bonnet
Radiator bottom tank (17) is divided into two sections. (19) Inlet for axle oil cooler
Coolant flows from water temperature regulator (3) (20) Outlet for transmission oil cooler
into the rear section of the bottom tank. (21) Inlet for transmission oil cooler
(22) Outlet for axle oil cooler
(23) Bonnet
KENR5815 85
Power Train
Systems Operation Section

Engine coolant from water pump (10) flows through

engine oil cooler (9). Coolant flows from the engine
oil cooler (9) into bonnet (23). Bonnet (23) directs
the flow of coolant into rear axle oil cooler (8). The
coolant flows through long tubes inside the oil cooler
to bonnet (18). Coolant flows through bonnet (18)
and into transmission oil cooler (7). Coolant flows
through long tubes inside the transmission oil cooler
to bonnet (23). The coolant then flows through bonnet
(23) and into the engine cylinder block.

High temperature transmission oil flows from the

torque converter outlet to transmission oil cooler (7).
This oil flows through inlet (21) to the inside of the
oil cooler. As the oil flows through the inside of the
cooler, heat is transferred from the oil to the coolant
that is flowing through the tubes. The cooled oil flows
out of the cooler through outlet (20). The oil then
flows through a line in order to lubricate the planetary
group.
High temperature oil from the rear axle is pumped to
rear axle oil cooler (8). This oil flows through inlet
(19) to the inside of the oil cooler. As the oil flows
through the inside of the cooler, heat is transferred
from the oil to the coolant that is flowing through the
tubes. The cooled oil flows out of the cooler through
outlet (22). The oil then flows back to the rear axle.
Front Axle Oil Cooler
g01449765
Illustration 133
Front axle oil cooler cores (bottom view)
(26) Outlet for axle oil
(27) Inlet for axle oil
Front axle oil cooler (24) is mounted inside the loader
frame above the front axle. Pilot hydraulic oil drives a
hydraulic motor which turns pump (25) for the front
axle oil cooler. The pilot oil then flows into the top rear
port of the cooler core assembly. The pilot oil flows
through long tubes inside each core. When the oil
reaches the bonnet at the front of the assembly, the
oil flows through the outlet on the top of the bonnet.
The pilot oil returns to the main hydraulic tank.
Pump (25) sends axle oil from the front axle to inlet
(27). The axle oil flows through the cooler core on the
left side of the assembly. As the axle oil flows through
the cores, heat from the axle oil is transferred to
the pilot oil that is flowing through the tubes. When
the oil reaches the front of the core, the oil passes
through a tube into the cooler core on the right side
of the assembly. At the rear of the right cooler core,
the cooled oil passes through outlet (26) and flows to
the front axle.

g01449758
Illustration 132
Front axle oil cooler (right side view)
(24) Front axle oil cooler
(25) Pump and motor
86 KENR5815
Power Train
Systems Operation Section

Air-to-Air Aftercooler

g01449371
Illustration 134
Air-to-air aftercooler (left side view)
(5) Turbocharger (29) Muffler (DD) Exhaust gases
(12) Aftercooler core (30) Air intake manifold
(28) Air cleaner (CC) Inlet air

Note: The left side muffler has been removed for

clarity in Illustration 134.
KENR5815 87
Power Train
Systems Operation Section

The air-to-air aftercooler system provides cooled

air to air intake manifold (30) on top of the engine.
Air is drawn in through air cleaners (28) and into
the compressor side of turbocharger (5). The air is
compressed by the turbocharger. This causes a rise
in the temperature of the air. The air is sent through
the tube into aftercooler core (12). The air is cooled
in the aftercooler core. From core (12), the air flows
into air intake manifold (30) on the top of the engine.
The air flow from the inlet port into the cylinders is
controlled by inlet valves. Each cylinder has inlet
valves and exhaust valves in the cylinder head. The
inlet valves open when the piston moves downward
on the inlet stroke. When the inlet valves open,
cooled compressed air from the inlet port within the
inlet manifold is pulled into the cylinder. The inlet
valves close when the piston begins to move up on
the compression stroke. The air in the cylinder is
compressed and the fuel is injected into the cylinder
when the piston is near the top of the compression
stroke. Combustion begins when the fuel mixes with
the air. The force of combustion pushes the piston
downward on the power stroke. The exhaust valves
open and the exhaust gases are pushed through the
exhaust port.

Exhaust gases from the exhaust manifold flow into

the turbine side of the turbocharger (5). The high
pressure exhaust gases cause the turbocharger
turbine wheel to rotate. The turbine wheel is
connected to the shaft that drives the compressor
wheel. Exhaust gases from turbocharger (5) pass
through the exhaust outlet, through a muffler (29),
and through an exhaust stack.

The efficiency of the engine will increase due to the

cooler inlet air. This helps to provide lowered fuel
consumption, increased horsepower output, and
improved emissions.

Reference: For additional information about the

turbocharger, refer to the Service Manual module
Systems Operation/Testing and Adjusting, Air Inlet
and Exhaust System for the engine that is being
serviced.
88 KENR5815
Power Train
Index Section

Index
A G

Axle Oil Cooler....................................................... 78 General Information............................................... 4

Axle Oil Cooler Pump and Motor ....................... 80
Front Axle Oil Cooler.......................................... 79
Rear Axle Oil Cooler .......................................... 79 I

Important Safety Information ................................. 2

D Input Transfer Gear And Output Transfer Gear
Lubrication ........................................................... 72
Data Link ............................................................... 30 Transmission Oil Level Switch ........................... 73
Differential ............................................................. 74 Input Transfer Gears ............................................. 70
Loss of Traction (Wheel Slippage) ..................... 75
Operation during a Forward Turn or Operation
during a Reverse Turn ..................................... 75 L
Straight Forward or Straight Reverse
Operation ......................................................... 75 Location of Electrical Components ........................ 9
Air Conditioner ................................................... 12
Autolube............................................................. 13
E Autolube Neef Pressure Sensor ........................ 11
Cab .................................................................... 10
Electrical Input Components.................................. 17 Engine Oil Low Switch ....................................... 12
Sensors.............................................................. 22 Impeller and Lockup Clutch Solenoids............... 15
Switches............................................................. 17 Implement Clutch Pressure Sensor ................... 12
Electrical Output Components............................... 26 Platform Position Switch .................................... 14
Additional Outputs.............................................. 29 Pump Shutoff Switches...................................... 14
Indicators ........................................................... 29 Ride Control Solenoid ........................................ 16
Relays ................................................................ 28 Transmission Output Speed Sensors ................ 11
Solenoids ........................................................... 26 Transmission Sump Temperature Sensor.......... 15
Electronic Control Module ..................................... 24
Input ................................................................... 24
Input/Output ....................................................... 25 M
Outputs .............................................................. 25
Modulating Valve (Torque Converter Impeller
Clutch) ................................................................. 44
F Modulating Valve (Torque Converter Lockup
Clutch) ................................................................. 45
Features ................................................................ 5
Autolube (Attachment) ....................................... 7
Backup Alarm..................................................... 8 O
Calculation of Ground Speed............................. 8
Heated Mirror (Attachment) ............................... 8 Oil Coolers and Cooling System Operation........... 81
Impeller Clutch ................................................... 7 Air-to-Air Aftercooler .......................................... 86
Lockup clutch (Attachment) ............................... 7 Coolant for the Turbocharger ............................. 83
Powered Access (Attachment)........................... 8 Front Axle Oil Cooler.......................................... 85
Protection for the Air Conditioning Compressor.. 8 Radiator Assembly............................................. 83
Reducing Engine Speed .................................... 7 Transmission Oil Cooler and Rear Axle Oil
Ride control (Attachment) .................................. 7 Cooler............................................................... 84
Synchronized Real Time Clock .......................... 8 Oil Filter (Power Train) .......................................... 47
Synchronized System Clock .............................. 8 Output Transfer Gears........................................... 71
Transmission Clutch .......................................... 5
Transmission Oil Level....................................... 8
Transmission Pump Pressure ............................ 8 S
Transmission Shift ............................................. 5
Final Drive and Wheel ........................................... 76 Selector and Pressure Control Valve
(Transmission) ..................................................... 53
Systems Operation Section ................................... 4
KENR5815 89
Power Train
Index Section

Table of Contents................................................... 3
Torque Converter................................................... 34
Impeller Clutch ................................................... 36
Torque Converter Operation .............................. 36
Torque Converter (Lockup).................................... 39
Impeller Clutch ................................................... 42
Lockup Clutch .................................................... 41
Torque Converter Operation .............................. 40
Torque Converter and Pump Drive Housing.......... 34
Transmission Hydraulic Control............................. 51
Transmission Hydraulic Control Operation ............ 53
Shifting from the NEUTRAL position to the
First Speed Forward position with a Running
Engine .............................................................. 58
Starting the Engine with the Transmission in
Neutral.............................................................. 55
Transmission Hydraulic System ............................ 31
Transmission Lubrication....................................... 49
Transmission Magnetic Screen ............................. 49
Transmission Oil Pump ......................................... 46
Transmission Planetary ......................................... 61
First Speed Forward .......................................... 64
First Speed Reverse .......................................... 69
Second Speed Forward ..................................... 66
Second Speed Reverse ..................................... 69
Third Speed Forward ......................................... 67
Third Speed Reverse ......................................... 68
90 KENR5815
Power Train
Index Section
KENR5815 91
Power Train
Index Section
2008 Caterpillar
All Rights Reserved Printed in U.S.A.