Operacin de Sistemas

D8R Series II Track-Type Tractor Power Train

General Information References

Reference: Specifications, RENR3674, "D8R Series II Track-Type Tractor Power Train" Reference: Testing and Adjusting, RENR3676, "D8R Series II Track-Type Tractor Power Train" Reference: Disassembly and Assembly, RENR3677, "D8R Series II Track-Type Tractor Power Train" Note: If the information in the above service modules does not match the information in this service module, then compare the printing date on each service module. Use the information that is printed in the service module with the latest date.

Primary Power Train Components

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Power Train Components (1) Final drive (2) Steering differential and brake on the left side of the machine (3) Engine (4) Torque divider (5) Tracks (6) Main drive shaft (7) Planetary gears and brake on the right side of the machine (8 and 11) Axles (9) Planetary transmission (Power shift) (10) Bevel and transfer gear

Transfer of Mechanical Power

Engine (3) is the source of the mechanical power. Power flows from engine (3) to tracks (5) through the power train: torque divider (4), main drive shaft (6), power shift transmission (9), bevel and transfer gears (10), inner axles (8), steering differential and brake (2), planetary gears and brake (7), outer axles (11) and final drives (1). Engine (3) transfers power from the engine flywheel to torque divider (4). Torque divider (4) transfers power through the planetary gears and through the torque converter turbine to drive shaft (6). Torque divider (4) includes a planetary gear set and a torque converter turbine. The planetary gears are a mechanical connection and the torque converter turbine is a hydraulic connection. Main drive shaft (6) transfers power to planetary transmission (9). Planetary transmission (9) has three gears in the FORWARD position and three gears in the REVERSE position.

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The speed clutches and the direction clutches are electronically controlled. The clutches engage in order to transfer power. The power output from planetary transmission (9) turns bevel and transfer gears (10). Bevel and transfer gears (10) turn inner axle shaft (8). Inner axle shaft (8) transfers power to the steering differential and brake (2). Inner axle shaft (8) also transfers power to the planetary gears and brake (7). The steering differential is used to steer the machine. The brakes are used to stop the machine. The steering differential and brake (2) works with the planetary gears and brake (7) in order to send power through the two outer axle shafts (11) to final drives (1). Final drives (1) use two planetary gear sets for double speed reduction. The planetary gears increase the torque in each stage. The sprockets on the final drives transfer mechanical power to tracks (5) that move the machine.

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Power Train Hydraulic System

Schematic of power train hydraulic system (1) Priority valve (2) Wire harness for the electronic control module (3) Torque converter inlet relief valve (4) Oil filter for brakes and for transmission controls (5) Modulating valves and the main relief valve (transmission) (6) Brake control valve (7D) Steering differential and brake on the left side of the machine (7E) Planetary gears and brake on the right side of the machine (8) Passage for the lubrication of the transmission and the bevel gear (9) Oil cooler (10) Torque converter outlet relief valve

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(11) Torque converter (12) Power train oil pump (13) Pump drive (14) Passages to the steering differential, planetary gears and brake lubrication (15) Oil filter for the torque converter (16) Check valve (A) Transmission and controls section (B) Torque converter and lubrication section (C) Transmission and torque converter scavenge section

The power train hydraulic system uses pump (12). The pump consists of three sections. Oil pump (12) is mounted on the implement hydraulic pump. The shafts of the two pumps are connected by splines. The pump is driven from the engine by gears in the flywheel housing. The bevel gear case is the sump for the power train hydraulic system.

Transmission and Controls Section

Section (A) of pump (12) draws oil from the bevel gear case. This pump section supplies the high pressure circuit. The oil flows through oil filter (4). Next, the oil flows to the modulating valves, main relief valve (5), and brake control valve (6). The main relief valve is located in the manifold on the top of the transmission. The main relief valve controls the pressure in the circuit. The oil that flows past the main relief valve provides part of the lubrication and cooling for the transmission and bevel gear. The primary use of oil from section (A) is for control of the transmission clutches and of the brakes.

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Torque Converter and Lubrication Section

Section (B) sends oil from the bevel gear case through oil filter (15) to priority valve (1). This pump section supplies the low pressure circuit. The priority valve sends a portion of the oil to torque converter (11). The rest of the oil is used to lubricate the brakes and the transmission. The oil from torque converter (11) exits through outlet relief valve (10). Next, the oil is routed to oil cooler (9). Then, the oil flows back to priority valve (1). At the priority valve, the oil combines with the oil that bypassed torque converter (11) . The combined oil flows from priority valve (1) in order to lubricate the transmission and brakes. Then, the oil drains to the bevel gear case. A small portion of the oil is diverted from the torque converter inlet in order to lubricate the drive gears and bearings. Priority valve (1) routes oil from section (B) of pump (12) to torque converter (11). Signals from the electronic control module (ECM) to the priority valve can divert oil from section (B) through check valve (16). The oil flow from section (B) adds to the flow from section (A). Oil pressure increases until a minimum pressure is achieved for controlling the transmission and brakes (7). Torque converter inlet relief valve (3) is located in priority valve (1). Torque converter inlet relief valve (3) limits the maximum oil pressure to torque converter (11).

Scavenge Section
Section (C) removes oil from torque converter (11) and from the transmission. The oil is returned to the bevel gear case. The oil is drawn through screens at torque converter (11) and at the transmission.

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Electronic Control System Components

Schematic for the power train electronic control (1) Parking brake switch (2) Tiller for the differential steering (3) Cat data link (4) Electronic control module (ECM) (5) CMS (monitoring system) (6) Connector (7) Connector (8) Service tool (9) Steering differential and brake on the left side of the machine (10) Planetary gears and brake on the right side of the machine

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(11) Brake control valve (12) Transmission modulating valves and the main relief valve (13) Priority valve (14) Brake pedal (A) Output speed of the torque converter (B) Intermediate speed of the transmission (C) Output speed of the transmission (D) Engine speed (E) Oil temperature

Reference: Refer to Service Manual, SENR8367, "Power Train Electronic Control System" for system operation, testing and adjusting procedures. The electronic control system for the power train performs two main functions:

Shifting of the transmission Braking

The electronic control system for the power train also performs the following functions:

Parking brake function Neutral start Warning function Backup alarm

Shifting of the Transmission

The electronic control system for the power train performs the shifting of the transmission. Electronic control module (4) responds to the request for shifting. ECM (4) controls the electrical current of the modulating valves for the transmission. The current to the valve solenoids controls the oil pressure that engages the transmission clutches.

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The electronic control system for the clutch pressure controls the transmission clutch engagement.

Electronic Clutch Pressure Control (ECPC)

The ECPC is used with the power train electronic control system. Electronic control module (4) selects the transmission clutches that will be engaged. The clutch pressure is modulated electronically. Solenoid valves control the modulation of the clutch pressure. Electronic control module (4) uses signals from the transmission speed, the engine speed and the power train oil temperature. These signals are used to control the smooth engagement of the clutches. Each transmission clutch has a corresponding solenoid valve. Electronic control module (4) uses the transmission valves to modulate the oil pressure to each transmission clutch. The solenoid valves operate in a proportional manner. Electronic control module (4) modulates the current of the solenoids. Modulating the solenoid valves controls the power train oil flow to the transmission clutches. First, the operator requests a transmission shift. Electronic control module (4) selects the appropriate transmission clutches for engaging. The ECM also controls the rate of the modulation of the clutch pressure.

Braking
Braking is controlled by the electronic control system for the power train. The brakes are applied with springs. The brakes are released hydraulically. Service brake pedal (14) and parking brake switch (2) inform ECM (4) of the requests for braking. The ECM removes the current from the solenoid valve on brake control valve (11). When braking is not requested, the solenoid valve receives current. The valve opens and the brakes are hydraulically released.

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Torque Divider
SMCS - 3113; 3114

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Illustration 1 (1) Flywheel (2) Turbine (3) Torque converter housing (4) Impeller (5) Case (6) Yoke (7) Freewheel stator (8) Output shaft (9) Ring gear (10) Planetary carrier (11) Planetary gears (12) Sun gear

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The torque divider connects the engine to the planetary transmission. The connection is both a hydraulic connection and a mechanical connection. The hydraulic connection is through a torque converter. The mechanical connection is through a planetary gear set.

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The torque converter uses oil from the torque converter charging pump section to multiply the torque to the transmission. When the machine works against a low load, the torque multiplication is low. When the machine works against a high load, the torque multiplication is higher. A higher torque can then be sent to the transmission during high load conditions. The planetary gear set also multiplies the torque from the engine by making an increase in the mechanical advantage. The torque multiplication also makes an increase as the load on the machine becomes higher. During no-load conditions, neither the torque converter nor the planetary gear set can multiply the torque from the engine. The torque converter housing (3) and sun gear (12) are installed onto engine flywheel (1). The torque divider case is installed on the engine flywheel housing. Output shaft (8) is connected to yoke (6). Yoke (6) is connected to the planetary transmission through a drive shaft. The planetary gear set is composed of the following parts: sun gear (12), planetary carrier (10), planetary gears (11), and ring gear (9). Sun gear (12) is connected to the flywheel by splines. Planetary carrier (10) is connected to output shaft (8) by splines. Planetary gears (11) are held by planetary carrier (10). Planetary gears (11) are engaged by sun gear (12) and by ring gear (9) . The torque converter is composed of the following parts: housing (3), impeller (4), turbine (2), and stator (7). Housing (3) is connected to flywheel (1) by splines. Impeller (4) is connected to housing (3). Turbine (2) is connected to ring gear (9) by splines. Stator (7) is connected to carrier (14) .

Torque Converter Operation

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Illustration 2 (2) Turbine (3) Torque converter housing (4) Impeller

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(7) Freewheel stator (11) Planetary gears (13) Outlet passage (14) Carrier (15) Inlet passage (A-A) End view of freewheel stator (7)

Oil for the operation of the torque converter flows through inlet passage (15) in carrier (14) to impeller (4). The rotation of the impeller drives the oil. The impeller sends the oil around the inside of housing (3) to turbine (2) . The force of the oil on the blades of the turbine turns the turbine. The turbine drives the planetary gears (11) around ring gear (9). The torque that is given to the turbine by the force of the oil cannot be a greater force than the torque output of the engine to the impeller. As the oil flows from the turbine, the oil moves in a direction that is opposite from the rotation of impeller (4). Stator (7) changes the direction of the oil. As the stator is connected to carrier (14), most of the oil flows from the stator through outlet passage (13) to the oil cooler. The force of the oil from the stator can now add to the torque output from the engine to the impeller. The extra force can give an increase to the torque output of the engine to the turbine. A larger difference between the speeds of the impeller and of the turbine translates to a larger amount of force of the oil from the stator. The load on the machine changes the speed of the turbine. A greater load translates to a larger difference in the speeds between the impeller and the turbine. The different loads on the machine control the amount of torque multiplication that is added by the force of the oil from the stator.

Freewheel Stator
Freewheel stator (7) reduces the load from the torque converter on the engine during some low load conditions. These conditions are roading, reverse cycles, and downhill runs, when the engine is operating at speed. The freewheel stator releases the torque converter from carrier (14), and the engine speed matches the machine speed without driving the torque converter. Increases in the load cause the freewheel clutch to engage, and the torque converter resumes normal operation.

Torque Divider Operation

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Illustration 3 (2) Turbine (3) Torque converter housing (8) Output shaft (9) Ring gear (10) Planetary carrier (11) Planetary gears (12) Sun gear

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The torque converter is driven by the engine through housing (3). The planetary gear set is driven by the engine through sun gear (12). These connections allow the torque output of the engine to go in two separate directions. Because of the larger radius of ring gear (9), most of the torque is sent by the torque converter through the ring gear to planetary gears (11). The remainder of the torque is sent by sun gear (12) to planetary gears (11). If planetary carrier (10) has no resistance to rotation, then the following components turn at the same speed: sun gear (12), planetary gears (11), planetary carrier (10) and ring gear (9) . The torque from the converter and from the planetary gear set is now through the planetary carrier to output shaft (8) and the planetary transmission. Neither the torque converter nor the planetary gear set can multiply the torque from the engine when both these components turn at the same speed. When the machine has a load, planetary carrier (10) has a resistance to rotation. Since sun gear (12) is turning at the rpm of the engine, the resistance to rotation turns planetary gears (11). This rotation is the reverse of the rotation of ring gear (9). The speed of the ring gear decreases. Since turbine (2) is connected to the ring gear, a decrease in speed will cause the torque converter to multiply the torque from housing (3). The torque multiplication is sent to planetary carrier (10) and the output shaft. If the resistance to rotation of planetary carrier (10) increases, the speed of the ring gear will decrease more. The slower speed will allow the torque multiplication through both the torque converter and the sun gear to become higher. If the resistance to rotation of the planetary carrier increases enough, the ring gear stops. During some very high load conditions, the rotation of the planetary carrier and the output shaft also stop. The stopped output shaft turns the ring gear slowly in the opposite direction. The torque multiplication of the torque converter and the sun gear is at the maximum.

Torque Divider Lubrication

Oil for the lubrication of the torque divider bearings and for the planetary gear set comes from the supply that is used for the operation of the torque converter. The bearings constantly run in oil. Bearings and gears in the planetary gear set and the pilot bearing get lubrication through passages in the output shaft.

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