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Engine Transmission
Front axle Front drive shaft Rear drive shaft Rear axle
H940C3PT01
3-1
2. HYDRAULIC CIRCUIT (2 WHEEL DRIVE)
Alarm relay KV 53
57 60
B
K2 K4
56 Y3
B
Relay K1
KR
D1 55
Gear selector D2
K2 relay Y5
K4 relay
Y2
Neutral/Start
Relay
Y4
To the starter
Battery(B+) Y1
69 B
Solenoid
Differential lock valve
Converter 51
(rear axle) Main pressure
valve(18+3 bar)
YDL
Converter Filter
63 safety
68 valve
(11+2 bar)
Oil cooler
15
Lubrication T/M pump
Parking brake Lubrication of
(rear axle) KR clutch
Oil sump
YPB
16
14 Main oil circuit
H940C3PT02
B Orifice K2 Clutch
KV Forward clutch K4 Clutch
KR Reverse clutch Y1~Y5 Solenoid valves to the control valves
K1 Clutch
3-2
HYDRAULIC CIRCUIT (4 WHEEL DRIVE)
B
Alarm relay KV 53
K3 58
57 60
B
K2 K4
Y6
56 Y3
B
K3 relay K1
KR
D1 55
Gear selector D2
K2 relay Y5
K4 relay
Y2
Neutral/Start
Relay
Y4
To the starter
Battery(B+) Y1
69 B
Solenoid
Differential lock valve
Converter 51
(rear axle) Main pressure
70 valve(18+3 bar)
YDL
HB100PT02
B Orifice K2 Clutch
KV Forward clutch K3 Clutch
KR Reverse clutch K4 Clutch
K1 Clutch Y1~Y6 Solenoid valves to the control valves
Current No.
Forward Reverse Neutral
Engaged of the
Speed
clutch measuring
1 2 3 4 1 2 3 N points
Y1 X X X X K4 60
Y2 X X X KR 55
Y5 X X X K1 56
Y4 X X X X K3 58
Y6 X KV 53
Y3 X X X X K2 57
Engaged
KV,K1 KV,K2 K4,K1 K4,K2 KR,K1 KR,K2 KR, K3 - -
clutches
X : Pressure regulator under voltage
※ Refer to page 3-25 for measuring points.
3-3
3. TORQUE CONVERTER
1 2 3
HB100PT03
The converter is working according to the Trilok-system, i.e. it assumes at high turbine speed the
characteristics, and with it the favorable efficiency of a fluid clutch.
The converter is designed according to the engine power so that the most favorable operating
conditions are obtained for each installation case.
The Torque converter is composed of 3 main components :
Pump wheel - turbine wheel - stator (reaction member)
These 3 impeller wheels are arranged in such a ring-shape system that the fluid is streaming through
the circuit components in the indicated order.
Pressure oil from the transmission pump is constantly streaming through the converter. In this way, the
converter can fulfill its task to multiply the torque of the engine and at the same time, the heat created in
the converter is dissipated via the escaping oil.
The oil which is streaming out of the pump wheel, enters the turbine wheel and is there inversed in the
direction of flow.
According to the rate of reversion, the turbine wheel and with it also the output shaft is receiving a more
or less high reaction torque. The stator (reaction member), following the turbine, has the task to reverse
the oil streaming out of the turbine once more and to deliver it under the suitable discharge direction to
the pump wheel.
Due to the reversion, the stator receiving a reaction torque.
The relation turbine torque/pump torque is called torque multiplication. This is the higher, the greater
the speed difference of pump wheel and turbine wheel will be.
Therefore, the maximum torque multiplication is created at stationary turbine wheel.
With increasing output speed, the torque multiplication is decreasing. The adaption of the output speed
to a certain required output torque will be infinitely variable and automatically achieved by the torque
converter.
3-4
when the turbine speed is reaching about 80% of the pump speed, the torque multiplication becomes
1.0 i.e. the turbine torque becomes equal to that of the pump torque.
From this point on, the converter is working similar to a fluid clutch.
A stator freewheel serves to improve the efficiency in the upper driving range, in the torque
multiplication range it is backing-up the torque upon the housing, and is released in the clutch range.
In this way, the stator can rotate freely.
Turbine wheel
From the engine
TT
TP
To the gearbox
Starting nT = 0
condition 1 1.5 Reaction member 2.5
(stator) Machine standing
still
Intermediate
condition 1 <1.5 <2.5 nT < n engine
Condition in the
coupling point 1 0 1 nT = 0.8n engine
7577APT100
3-5
4. TRANSMISSION
1) LAYOUT (2 WHEEL DRIVE)
15
1
14
2
13
12
4 11
10
5
7
8
H940C3PT03
3-6
LAYOUT (4 WHEEL DRIVE)
17
1
16
2
15
14
4 13
12
5
11
7 10
8
9
HB100PT04
3-7
2) INSTALLATION VIEW
18
1 2 3 5 4 8 9
KV
KR
10
16
11
15
6
12
14
7 13 HB100PT05
3-8
3) OPERATION OF TRANSMISSION
(1) Gearbox diagram
① The multi-speed reversing transmission in countershaft design is powershiftable by hydraulically
actuated multi-disk clutches.
All gears are in constant mesh and carried on anti-friction bearings.
The gears, bearings and clutches are cooled and lubricated with oil.
The 4 speed transmission is equipped with 6 multi-disk clutches.
In shifting operation, the respective disk package is compressed by a piston which is movable in
axial direction and pressurized by pressure oil.
A compression spring pushes the piston of clutches KV, KR, K1, K3 and K4 back and thus
releases the disk package.
A cup spring package pushes the piston of clutch K2 back.
KV = Clutch forward
KR = Clutch reverse/input
K1 = Clutch 1st speed
K2 = Clutch 2nd speed/output
KV
K3 = Clutch 3rd speed
K4 = Clutch 4th speed
KR
K4
Driving direction Speed Clutch Input
1 KV/K1 Output
K2
2 KV/K2
Forward K1
3 K4/K1
4 K4/K2
K3
1 KR/K1 (4WD only)
Reverse 2 KR/K2
Output
3 KR/K3
KV
Input
PTO KV
K4 Input K4
KR
K1
K1
Output
K2
K2 Output for
rear axle
K3
(4WD only)
Output for
(4WD only) K3 front axle
(4WD only)
3-9
② Forward
In forward, forward clutch and K1, K2, K3, K4 clutch are engaged.
Forward clutch and K1, K2, K3, K4 clutch are actuated by the hydraulic pressure applied to the
clutch piston.
KV KV
K4 K4
AN/KR AN/KR
K1 K1
K2/AB K2/AB
K3 K3
VA VA
KV KV
K4 K4
AN/KR AN/KR
K1 K1
K2/AB K2/AB
K3 K3
VA VA
KR/AN = Clutch reverse/input K2/AB = Clutch 2nd speed/output K4 = Clutch 4th speed
KV = Clutch forward K3 = Clutch 3rd speed VA = Front wheel drive
K1 = Clutch 1st speed (4 wheel drive only) (4 wheel drive only)
3-10
③ Reverse
In reserve, reserve clutch KR and K1, K2, K3 clutch are engaged.
Reverse clutch and K1, K2, K3 are actuated by the hydraulic pressure applied to the clutch
piston.
KV KV
K4 K4
AN/KR AN/KR
K1 K1
K2/AB K2/AB
K3 K3
VA VA
K1
K2/AB
K3
VA
HB100PT12
3-11
4) GEAR SELECTOR
The gear selector is designed for the mounting on the steering column left side. The gear positions
(speeds) 1 to 4 are selected by a rotative motion and the driving direction (Forward (F) - Neutral (N)
- Reverse (R) by tilting the lever.
N 1
2
Gear position
CN-158
ED1(fuse box) 1 7(AD1) S7
AD3 2 S5
3(AD2)
AD2 3
AD6,N 4 2(AD3) S4
AD4,F 5 S6
8(AD7)
AD5,R 6
AD1 7 9
AD7 8 1 S1
ED2(delay relay) 9
10
4(AD6)
NEUTRAL
11
12 S2
5(AD4)
FORWARD
S3
6(AD5)
REVERSE
HB100PT26
3-12
Gear selector
3
4
6 7
5 8
4 9
A
3 10
2 11
1 12
VIEW A
HB100PT27
3-13
5. AXLE
1) STRUCTURE
3
2
3
5
4
4 1
1 6 Rear axle
7
Front axle
HB100PT10
3-14
2) DIFFERENTIAL
(1) Description 3
When the machine makes a turn, the
2 4
outside wheel must rotate faster than the
inside wheel. A differential is a device
which continuously transmits power to the
right and left wheels while allowing them
to turn a different speeds, during a turn.
The power from the drive shaft passes
through bevel pinion (1) and is transmitted
to the bevel gear (2). The bevel gear
changes the direction of the motive force
by 90 degree, and at the same time
reduces the speed. 1
It then transmits the motive force through
the differential (3) to the axle gear shaft 770-3 [3-26(1)]
(4).
770-3 [3-26(2)]
770-3 [3-26(3)]
3-15
6. TIRE AND WHEEL
7407APT10
1) The tire acts to absorb the shock from the ground surface to the machine, and at the same time
they must rotate in contact with the ground to gain the power which drives the machine.
2) Various types of tires are available to suit the purpose. Therefore it is very important to select the
correct tires for the type of work and bucket capacity.
3-16