Systems Operation

Introduction
Reference: For Specifications with illustrations, make reference to SPECIFICATIONS FOR D9N
TRACTOR POWER TRAIN, Form No. SENR3453. If the Specifications in Form SENR3453 are not the
same as in the Systems Operation and the Testing and Adjusting, look at the printing date on the back cover
of each book. Use the Specifications given in the book with the latest date.

Power Train

Power Train Components

(1) Steering clutches and brakes. (2) Final drives. (3) Diesel engine. (4) Tracks. (5) Torque divider. (6) Main drive shaft. (7)
Transfer and bevel gears. (8) Transmission (power shift).

General Information
Power from diesel engine (3) is sent through torque divider (5), main drive shaft (6), transmission (8),
transfer and bevel gears (7), steering clutches and brakes (1), final drives (2) and then to tracks (4).

Diesel engine (3) sends power from the flywheel to the torque divider.

Torque divider (5) sends the power to main drive shaft (6) through a planetary gear system and torque
converter.

Power through main drive shaft (6) flows to transmission (8). Transmission (8) has three speeds in Forward
and three speeds in Reverse. Speed and direction of the transmission is controlled manually by the operator.
When the control lever for the transmission is moved to a speed and direction position, power through the
transmission is sent to transfer and bevel gears (7).

Transfer and bevel gears (7) turn two inner axle shafts that send the power to steering clutches and brakes
(1).

Steering clutches are used to turn the machine and the brakes stop the machine as well as give assistance to
the steering action of the steering clutches. Power through steering clutches and brakes (1) is used to turn the
two outer axle shafts that turn final drives (2).

Final drives (2) give a double reduction through the use of planetary gears and send the power to tracks (4)
that move the machine.
Torque Divider

Torque Divider
(1) Flywheel. (2) Ring gear. (3) Housing. (4) Impeller. (5) Inlet passage. (6) Carrier. (7) Yoke. (8) Sun gear. (9) Planet gears. (10)
Planet carrier. (11) Turbine. (12) Stator. (13) Outlet passage. (14) Output shaft.

The torque divider connects the engine to the planetary transmission. This 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.

The torque converter uses oil from the converter charging pump 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 through its gears. This torque multiplication also makes an increase as
the load on the machine becomes higher. During no load conditions, neither the torque converter or the
planetary gear set can multiply the torque from the engine.

The torque divider is installed into the engine flywheel (1). The torque divider housing is installed on the
engine flywheel housing. Output shaft (14) is connected to yoke (7). Yoke (7) is connected to the planetary
transmission through a drive shaft.

The components of the planetary gear set are: sun gear (8), planet carrier (10), planet gears (9) and ring gear
(2). Sun gear (8) is connected to the flywheel by splines. Planet carrier (10) is connected to output shaft (14)
by splines. Planet gears (9) are held by planet carrier (10) and are engaged with the sun gear (8) and ring
gear (2).

The components of the torque converter are: housing (3), impeller (4), turbine (11) and stator (12). Housing
(3) is connected to flywheel (1) by splines. Impeller (4) is connected to housing (3). Turbine (11) is
connected to ring gear (2) by splines. Stator (12) is connected to carrier (6) and can not turn.
Torque Converter Operation

Torque Converter
(1) Flywheel. (2) Ring gear. (3) Housing. (4) Impeller. (5) Inlet passage. (6) Carrier. (7) Yoke. (8) Sun gear. (9) Planet gears. (10)
Planet carrier. (11) Turbine. (12) Stator. (13) Outlet passage. (14) Output shaft.

Oil for the operation of the torque converter flows through inlet passage (5) in carrier (6) to impeller (4). The
rotation of the impeller gives force to the oil. The impeller sends the oil toward the outside of the impeller,
around the inside of housing (3) to turbine (11). The force of the oil hitting the blades of the turbine causes
the turbine to turn. Since the turbine is connected to ring gear (2), torque is sent to planet gears (9). At this
point in time, the torque given to the turbine by the force of the oil from the impeller can not be more than
the torque output of the engine to the impeller.

As the oil flows from the turbine, it moves in a direction opposite to the direction of impeller (4) rotation.
Stator (12) causes the oil to change direction. Since the stator is connected to carrier (6) and can not turn,
most of the oil is sent back to impeller (4). The remainder 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. This
extra force can give an increase to the torque output of the engine to the turbine. The larger the difference
between the speeds of the impeller and the turbine, the larger the amount of force of the oil from the stator.
Since it is the load on the machine that changes the speed of the turbine, the higher the load, the larger the
difference in the speeds of the impeller and the turbine. It is the different loads on the machine that control
the amount of torque multiplication that the force of the oil from the stator can add.

Torque Divider Operation

The torque converter is driven by the engine through housing (3). The planetary gear set is driven by the
engine through sun gear (8). These connections let the torque output of the engine go in two separate
directions. Because of the larger radius of ring gear (2), most of this torque is sent by the torque converter
through the ring gear to planet gears (9). The remainder of the torque is sent by sun gear (8) to planet gears
(9). If planet carrier (10) has no resistance to rotation (no load), sun gear (8), planet gears (9), planet carrier
(10) and ring gear (2) will turn at the same speed. The torque from the converter and from the planetary gear
set is now through the planet carrier to output shaft (14) and the planetary transmission. Neither the torque
converter or the planetary gear set can multiply the torque from the engine when they turn at the same speed.
When the machine has a load, planet carrier (10) has a resistance to rotation. Since sun gear (8) is turning at
the rpm of the engine, this resistance to rotation causes planet gears (9) to turn on their shafts. Their rotation
is opposite the rotation of ring gear (2). This causes a decrease in the speed of the ring gear. Since turbine
(11) is connected to the ring gear, a decrease in speed causes the torque converter to multiply the torque of
the engine from housing (3). The torque multiplication is sent to planet carrier (10) and the output shaft
through the ring gear.

With the decrease in the speed of the ring gear, the torque of the engine through sun gear (8) and the
planetary gear set also multiplies. This torque multiplication is also sent to planet carrier (10) and the output
shaft.

If the resistance to rotation of planet carrier (10) becomes higher (more load on the machine), the speed of
the ring gear decreases. The slower speed allows the torque multiplication through both the torque converter
and the sun gear become higher. If the resistance to rotation of the planet carrier becomes high enough, the
ring gear stops. During some very high load conditions, the rotation of the planet carrier and the output shaft
also stops. This causes the ring gear to turn slowly in the opposite direction. At this time the torque
multiplication of the torque converter and the sun gear is at its maximum.

Torque Divider Lubrication

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

Torque Converter Hydraulic System

Two control valves make up the hydraulic system for the torque converter. These valves are the inlet
pressure valve for the torque converter and the relief valve for converter outlet.

Ratio Valve For The Torque Converter

Location Of Ratio Valve For The Torque Converter

(1) Transmission selector and pressure control valve. (2) Modulation relief valve. (3) Ratio valve for the torque converter. (4)
Slug.

The ratio valve for the torque converter controls the maximum pressure to the converter. The main purpose
of the ratio valve is to prevent damage to converter components when the engine is started and the oil is
cold. It limits the maximum pressure to the converter to approximately 930 kPa (135 psi). This pressure is
not adjustable.
Outlet Relief Valve For The Torque Converter
The outlet relief valve for the torque converter is fastened to the right hand side of the torque converter case.
The outlet relief valve body also contains oil temperature bypass valve (9).

The outlet relief valve controls the minimum, pressure in the torque converter. The setting of the outlet relief
valve is about 550 kPa (80 psi).

Oil flows into body (1) through inlet passage (5). The oil flows through a hole in valve spool (6) into the
chamber between poppet valve (2) and valve spool (6). The oil moves valve spool (6) against the force of
spring (8) when the pressure of the oil becomes greater than the force of the spring. The movement of valve
spool (6) permits the oil to flow into chamber (3) and then either through outlet (4) to the oil cooler, or
through oil temperature bypass valve (9). Shims (7) are used to make an adjustment to the opening pressure
of the relief valve.

Components Of The Relief Valve

(1) Body. (2) Poppet Valve. (3) Chamber. (4) Outlet to oil cooler. (5) Inlet from torque converter. (6) Valve spool. (7) Shims. (8)
Spring. (9) Oil temperature bypass valve.

Earlier machine shown. Location Of Outlet Relief Valve

(9) Oil temperature bypass valve

Oil Temperature Bypass Valve

The oil temperature bypass valve controls the amount of oil that can flow through the oil cooler.
When the temperature of the oil is less than 57° C (135° F), the valve is open and lets most of the oil flow
through the valve instead of the oil cooler. When the temperature of the oil reaches 57° C (135° F), the valve
starts to close. As the valve closes, more oil is allowed to flow through the oil cooler. As the temperature of
the oil increases the valve continues to close. When the temperature of the oil reaches 77° C (170° F), the
valve is completely closed, and all of the oil flows through the cooler.

Power Train Hydraulic System

Power Train Hydraulic System

(1) Priority Valve. (2) Transmission oil filter. (3) Power train oil pump group. (4) Case of case and frame. (5) Steering and brake
control valve. (6) Sump in Transmission case. (7) Selector and pressure control valve. (8) Torque converter. (9) Converter outlet
relief valve. (10) Sump in torque converter housing. (11) Manifold. (12) Torque converter oil filter. (13) Oil temperature bypass
valve. (14) Oil cooler. (A). Transmission scavenge. (B) Torque converter scavenge. (C) Transmission charging. (D) Torque
converter charging.

The hydraulic system for the power train uses a four section oil pump (3). The pump operates only when the
engine is running. The pump is fastened to the case in the case and frame group. Transmission scavenge
section (A) takes oil from the sump in transmission case (6) and sends it to the reservoir in the case of the
case and frame (4). Torque converter scavenge pump section (B) takes oil from the sump in torque converter
housing (10) and sends it to the reservoir in the case of the case and frame (4).

Transmission charging section (C) and torque converter charging section (D) take oil from the reservoir in
the case of case and frame (4) through a screen. Oil from section (C) is sent to the transmission oil filter (2).
Oil from section (D) is sent to torque converter oil filter (12).

The oil from transmission filter (2) is then sent to steering clutch and brake control valve (5) and also to
priority valve (1). The priority valve makes sure that oil is available for steering and braking and then for
transmission operation. The priority valve is set to open to the transmission controls at 2200 kPa (320 psi).
From priority valve (1) the oil flow is sent to selector and pressure control valve (7) mounted on the
planetary transmission.
The transmission selector and pressure control valve (7) controls the pressure and flow of the oil to the
transmission clutches for engagement. The ratio valve (inside of selector and pressure control valve)
controls inlet pressure to torque converter (8). The ratio valve is set at approximately 930 kPa (135 psi).
From the output side of the transmission control valve, the oil is sent to a chamber in manifold (11) where it
combines with oil from torque converter charging section (D) of the power train oil pump.

The combined oil charges the torque converter and then flows to converter outlet relief valve (9).

From converter outlet relief valve (9) the oil flows through oil cooler (14) and oil temperature bypass valve
(13) to a separate chamber in manifold (11). The chamber divides the flow of oil between the lubrication
circuits for the right and left steering clutches and brakes and the transmission. From these lubrication
circuits, the oil returns to the sump in the case.

Transmission And Torque Converter Oil Filters

NOTE: Both oil filters are the same and operate the same.

Location Of Oil Filters

(1) Transmission oil filter. (2) Torque converter oil filter.

Oil Filter Components

(3) Inlet passage (from pump). (4) Spring. (5) Bypass valve. (6) Outlet passage. (7) Filter element. (8) Housing assembly.

Oil from the pump flows in the filter housing through inlet passage (3) and fills the space between the inside
of housing assembly (8) and filter element (7). During normal operation, the oil flows through the element
and out through outlet passage (6) to the remainder of the hydraulic system. Filter element (7) stops any
debris that is in the oil.
If the filter element becomes full of debris, the restriction to the flow of oil causes a pressure increase inside
the filter. The pressure oil fills passage (3) and causes bypass valve (5) to move against the force of spring
(4). The oil then flows past the open bypass valve and to the remainder of the hydraulic system. When the
oil does not flow through the filter element, the debris in the oil may cause damage to other components in
the hydraulic system.

Correct maintenance must be used to make sure that filter element (7) does not become full of debris and
stop the flow of clean oil to the hydraulic system.

Priority Valve
The priority valve is fastened to the rear of the transmission selector and pressure control valve group. Body
(2) supports the bellcranks for the speed and direction spools and is also a manifold for oil flowing in and
out of the pressure control valve.

The priority valve makes sure the oil pressure is first available for steering and braking and then for
transmission operation. The priority valve is set to open to the transmission controls at 2200 kPa (320 psi).

Location Of Priority Valve

Components Of The Priority Valve

(1) Inlet passage. (2) Body. (3) Slug. (4) Spacers. (5) Poppet. (6) Spool assembly. (7) Outlet passage.

Oil from the transmission charging section of the power train oil pump flows through the transmission oil
filter to inlet passage (1). From inlet passage (1) the oil flows through a hole in spool assembly (6) into the
chamber between poppet (5) and slug (3). The pressure oil can now move spool assembly (6) to the right
against the force of the spring. When the pressure of the oil in the chamber becomes higher than the force of
the spring, spool assembly (6) moves. The movement of the spool allows oil flow to outlet passage (7).
From outlet passage (7) the pressure oil flows to the transmission selector and pressure control valve.
Power Train Oil Cooler

Location Of Oil Cooler (View from under machine)

Coolant from the engine enters the power train oil cooler at the end. The coolant flows through the many
long tubes that are in the cooler. After the coolant flows through the tubes, it flows out through the other end
of the cooler and returns to the engine cylinder block.

Transmission Oil Cooler (Schematic)

Hydraulic system oil with a high temperature comes from the torque converter outlet. The oil from the
torque converter outlet enters the cooler at the end as shown in the illustration above. The flow of oil is
around and along the many tubes inside the cooler. In this process, heat is removed from the oil and is
transferred to the coolant of the engine. The engine coolant flows through the tubes inside the cooler and
removes the heat from the oil. The coolant is then cooled by the cooling system of the engine.

After the oil flows along the tubes in the cooler, it flows out through another passage at the side and has a
lower temperature. The colder oil then flows to a manifold where it is sent to the transmission for lubrication
and cooling.

Lubrication and Torque Converter Charging Manifold

Transmission Hydraulic Controls
Introduction
The transmission hydraulic controls are fastened to the planetary transmission inside the transmission case.

Transmission Hydraulic Controls

(1) Oil tube (inlet from filter). (2) Oil tube (outlet to torque converter). (3) Priority valve. (4) Top manifold. (5) Selector and
pressure control valve. (6) Directional spool. (7) Speed spool. (8) Plate. (9) Bellcrank for directional spool. (10) Bellcrank for
speed spool. (11) Bottom plate and manifold.

Inlet oil from the transmission charging pump flows through the transmission oil filter then through oil tube
(1) to priority valve (3). From priority valve (3) the oil flows to selector and pressure control valve (5).

Oil for the operation of the torque converter flows through tube (2) and an oil line to the torque converter.

Transmission control linkage is connected to bellcranks (9 and 10). The bellcranks are connected to
directional spool (6) and speed spool (7). The movement of directional spool (6) sends pressure oil to either
of the direction clutches (No. 1 or No. 2) in the planetary transmission. The movement of speed spool (7)
sends pressure oil to one of the speed clutches (No. 3, No. 4, and No. 5).

Bottom View Of Bottom Plate And Manifold

(11) Bottom plate and manifold. (12) Opening to No. 1 clutch. (13) Opening to No. 2 clutch. (14) Opening to No. 3 clutch. (15)
Opening to No. 4 clutch. (16) Opening to No. 5 clutch.
Oil flows from the selector pressure control valve, through plate (8) and bottom plate and manifold (11). The
oil is then sent to the speed clutch and directional clutch through the respective opening (12), (13), (14),
(15), or (16).

Selector And Pressure Control Valve

Selector And Pressure Control Valve

(1) Speed selector spool. (2) Modulation relief valve. (3) Load piston. (4) Inlet passage from transmission oil pump. (5) Outlet
passage to torque converter. (6) Ratio Valve. (7) Pressure differential valve. (8) Direction selector spool.

The selector and pressure control valve is connected to the planetary transmission. The valve is completely
enclosed by the transmission case.
Operation of Transmission Hydraulic Controls
Engine Running (Transmission in Neutral)

Transmission Hydraulic Controls (Engine Running, Transmission in Neutral)

(1) Priority valve. (2) Speed selection spool. (3) Valve body. (4) Load piston. (5) Screened orifice. (6) Orifice. (7) Pressure
differential valve. (8) Orifices. (9) Flow control orifice. (10) Direction selection spool. (11) Ratio valve. (12) Orifice. (13) Orifice.
(14) Modulation relief valve.

When the engine is started, the transmission charging pump pulls oil from the reservoir. The pump sends the
oil through a filter to priority valve (1) and then to the pressure control valve for the transmission.

When the transmission control lever is in NEUTRAL, speed selection spool (2) is in the position shown in
the schematic. Direction selection spool (10) can be in either the FORWARD or REVERSE position.

The position of speed selection spool (2) opens the No. 3 clutch to pump oil. Speed clutches No. 4 and No. 5
are opened to the reservoir. The position of direction selection spool (10) opens the right end of pressure
differential valve (7) to the reservoir.

Oil from the pump flows to modulation relief valve (14). It fills the chamber around the modulation relief
valve. The oil flows through an orifice in the valve spool and opens the poppet valve. The oil fills the slug
chamber at the left end of the valve spool.

Pump oil also flows through the flow control orifice (9) to direction selection spool (10). The flow control
orifice (9) controls the rate of fill of the speed clutches to ensure that all control functions are correctly
sequenced. The oil can then flow to ratio valve (11) and pressure differential valve (7).

The oil also flows from the direction selection spool (10) to speed selection spool (2). From the left end of
the speed selection spool, the oil flows to No. 3 clutch.

The oil to the pressure differential valve flows through orifice (6) in the valve spool. Oil starts to fill the
chamber at the left end of the valve spool. When the transmission selector lever is in NEUTRAL, orifices (8)
can not send oil to the reservoir because the passage around the orifices is filled with pump oil. With orifices
(8) surrounded with pump oil, the pressure differential valve (7) moves a small amount to the right (to the
SET position). In the SET position, orifices (8) are closed by the valve body. The pressure differential valve
(7) can move no farther to the right because of the drain passage at the left end of the valve. In this position,
no oil is sent to the directional clutches.
Operation of Modulation Relief Valve

Pump oil that flows to the pressure differential valve, also flows through a screened orifice (5) to the right
end of load piston (4). The right end of the load piston is closed to the reservoir by the position of pressure
differential valve (7). The flow of oil to load piston (4) is restricted by screened orifice (5). The screened
orifice (5) controls the rate of flow to the load piston (4) for the purpose of controlling speed clutch
engagement time. If the screened orifice (5) should become blocked due to foreign material in the oil,
sluggish shifting may occur.

When No. 3 clutch is full of oil, the pressure in the speed clutch circuit starts to increase. The increase is felt
in the slug chamber at the left end of modulation relief valve (14). When the pressure in the speed clutch
circuit is at the initial setting of the modulation relief valve, the modulation relief valve moves to the right.
This allows extra oil to flow to the torque converter.

The pressure felt by the modulation relief valve is also felt on the right end of load piston (4). The orifice in
the supply passage to the load piston causes a short delay in the pressure increase at the right end of the load
piston. This pressure increase at the end of the load piston moves the piston to the left. The movement to the
left increases the force of the springs and moves modulation relief valve (14) to the left also. This causes a
pressure increase in the slug chamber and moves the modulation relief valve back to the right.

This left and right movement of the modulation relief valve, along with the movement to the left of the load
piston causes the clutch pressure to increase gradually. This gradual increase in pressure is known as
modulation.

The load piston (4) movement to the left stops when the load piston moves to the drain passage. With the
load piston in this position, modulation stops. As oil flows out the drain passage, oil comes through the
supply passage to the load piston chamber. This keeps the load piston in position without any further
movement. Pressure in the system is limited by the spring force on the modulation relief valve. At this time,
the valve is opened allowing oil to flow to the torque converter.

Operation of Ratio Valve

Ratio valve (11) for the torque converter controls the maximum pressure to the converter. Its primary
purpose is to prevent damage to the converter components when the engine is started with cold oil. The ratio
valve also drains torque convertor pressure during each shift cycle to ensure that clutch modulation starts at
initial pressure.

The pressure to the torque converter, caused by restrictions to flow, is felt against the left end of the valve
spool. This pressure pushes against the whole diameter of the valve spool.

Pressure from the speed clutch circuit is felt in the slug chamber of the valve spool. This pressure pushes
against only the diameter of the slug.

The pressure (on the left end of valve) needed to move the valve to the right is less than the pressure (in slug
chamber) needed to move the valve to the left.

When the inlet pressure to the torque converter rises to its maximum, the valve spool moves to the right.
This allows the extra oil to flow to the reservoir. When the pressures are again in balance, spring force
moves the valve back to the left.

All oil not used by the clutches, flows to the ratio valve for the torque converter.
Engine Running (Neutral To First Speed Forward)

Transmission Hydraulic Controls (Engine Running, Neutral to First Speed Forward)

(1) Priority valve. (2) Speed selection spool. (3) Valve body. (4) Load piston. (5) Screened orifice. (6) Orifice. (7) Pressure
differential valve. (8) Orifices. (9) Flow control orifice. (10) Direction selection spool. (11) Ratio valve. (12) Orifice. (13) Orifice.
(14) Modulation relief valve.

When the transmission control lever is moved to FIRST SPEED FORWARD, speed selector spool (2) and
direction selector spool (10) move to the positions shown in the schematic.

The position of direction selector spool (10) opens a passage to No. 2 clutch. It also opens a passage from
No. 1 clutch to the reservoir.

The position of speed selector spool (2) opens a passage to No. 5 clutch to pump oil. It also opens No. 3
clutch and No. 4 clutch to the reservoir.

When the shift from NEUTRAL to FIRST SPEED FORWARD is made, the No. 3 clutch is opened to the
reservoir and the pressure in the system decreases. Springs move modulation relief valve (14) toward the
left. Pressure differential valve (7) moves until the oil from the right end of load piston (4) can flow to the
reservoir. This allows the load piston (4) to move to the right. Pressure differential valve (7) also acts as a
check valve to allow for a rapid pressure drop in the load piston chamber. Supply oil flows through orifice
(13) preventing the pressure differential valve (7) from moving too far to the left.

No. 5 speed clutch starts to fill. When it is full of oil, the pressure increases in the system. This pressure
increase is felt through orifice (6) and against the left end of the pressure differential valve (7). This moves
the pressure differential valve until the right end of load piston (4) is closed to the reservoir. The differential
valve also allows oil to flow to No. 2 clutch and it starts to fill. The pressure differential valve keeps a 380
kPa (55 psi) pressure difference between the oil to the speed clutch and direction clutch. This allows the
speed clutch to engage before the direction clutch.

When the end of the load piston is closed to the reservoir, the pressure oil starts to fill the load piston
chamber again. The load piston starts to move to the left and modulation starts.

This movement of the load piston compresses the springs and moves the modulation relief valve to the left.
This causes the pressure of the pump oil in the slug chamber to increase and moves the modulation relief
valve back to the right.
This modulation continues until the clutches reach full pressure. At this time the load piston is completely to
the left and the modulation relief valve lets oil flow to the torque converter.

Pressure Differential Valve Operation

Transmission Hydraulic Controls (Pressure Differential Valve Operation)

(1) Priority valve. (2) Speed selection spool. (3) Valve body. (4) Load piston. (5) Screened orifice. (6) Orifice. (7) Pressure
differential valve. (8) Orifices. (9) Flow control orifice. (10) Direction selection spool. (11) Ratio valve. (12) Orifice. (13) Orifice.
(14) Modulation relief valve.

When the engine is started with the control lever in a forward or reverse speed, the operation of pressure
differential valve (7) prevents transmission engagement.

When the engine is started, the transmission charging pump sends oil to modulation relief valve (14) and
also across flow control orifice (9) to direction selection spool (10). During cold starts, orifice (12) provides
for quick pump priming by allowing a low pressure path to purge air from the lines. Orifice (12) also
provides a path for pressure oil from the pump to drain when the engine is shut down. If pressure oil from
the pump did not drain at machine shut down, the vehicle could move if the operator had improperly shut the
machine down in gear and immediately restarted the machine. From the direction selection spool the oil can
flow to ratio valve (11) and pressure differential valve (7). The oil also flows to speed selection spool (2)
and starts to fill the No. 5 clutch.

Oil that flows to pressure differential valve (7) flows through orifice (6) and fills the chamber on the left end
of the spool. Small orifices (8) are open to reservoir because of the position of the speed selection spool. The
pressure on the left end of the differential valve can not increase enough to move the valve to the right.
Because of this, oil can not flow to the direction clutch and the machine does not move.

Before the transmission engages, the transmission control lever must be shifted to NEUTRAL to reset the
differential valve. The reset position of pressure differential valve (7), closes the passage around orifices (8)
so that oil can not flow to the reservoir. With orifices (8) closed to the reservoir, the pressure increases
inside the chamber on the left side of the differential valve (7), moving it to the right to the SET position
(see TRANSMISSION IN NEUTRAL). The operation of the hydraulic controls is then normal when a shift
is made to a forward or reverse speed.

The pressure differential valve (7) controls clutch sequencing by maintaining a specified pressure between
the speed clutch and the directional clutch. The pressure differential valve makes sure the speed clutch fills
before the directional clutches. Most of the shock load of a shift is then absorbed by the directional clutches.
NOTE: All machines are equipped with a neutral start switch. The transmission control lever must be in
NEUTRAL before the engine starter can be engaged to start the engine. If the neutral start switch does not
function properly and the engine starts while the transmission control lever is in any position besides
NEUTRAL, the pressure differential valve prevents the machine from moving.

Transmission
Introduction
The transmission has five hydraulically activated clutches that give three speeds FORWARD and three
speeds REVERSE. Speed and direction are both manually selected.

Clutch Operation (Typical Example)

(1) Piston. (2) Spring. (3) Plates. (4) Ring gear. (5) Discs. (6) Clutch housing.

The five transmission clutches are the disc-type and in separate housings. Each clutch has discs (5) and
plates (3). The inside teeth of discs (5) are engaged with the outside teeth of ring gear (4). Notches on the
outside diameter of plates (3) are engaged with pins in the clutch housing. The pins keep the plates from
rotating.

In the example above, springs (2) are between clutch housing (6) and piston (1). The springs keep the
clutches disengaged (not engaged). The clutches are engaged when oil is sent into the area behind piston (1).
When the pressure of the oil in the area behind the piston increases, the piston moves to the right. The piston
moves against the force of spring (2) and pushes the discs and plates together. The clutch is now engaged.
The discs keep ring gear (4) from rotating. When the clutch is released, the pressure in the area behind
piston (1) decreases and the force of spring (2) moves the piston to the left. The discs and plates are now
apart. The clutch is not engaged.
A speed clutch and a direction clutch must both be engaged to send power through the transmission. The
chart gives the combination of the clutches engaged for each FORWARD and REVERSE speed.

Transmission Components
(1) Coupling gear for No. 1 clutch. (2) No. 1 clutch (REVERSE). (3) No. 2 and No. 3 carrier. (4) No. 2 clutch (FORWARD). (5)
Ring gear for No. 2 clutch. (6) No. 3 clutch (Third Speed). (7) Ring gear for No. 3 clutch. (8) No. 4 clutch (Second Speed). (9)
Ring gear for No. 4 clutch. (10) No. 5 clutch (First Speed). (11) Hub. (12) No. 1 carrier. (13) No. 4 carrier. (14) No. 4 sun gear.
(15) No. 1 sun gear. (16) No. 1 planetary gears. (17) Input shaft. (18) Ring gear. (19) No. 2 sun gear. (20) No. 2 planetary gears.
(21) No. 3 planetary gears. (22) No. 3 sun gear. (23) No. 4 planetary gears. (24) Output shaft.

The transmission is fastened to the case at the rear of the machine. Power from the torque divider is sent to
input shaft (17) by a drive shaft. Power flows from the transmission, through output shaft (24), and then to
the transfer gears.

The transmission has five hydraulically activated clutches that give three speeds FORWARD and three
speeds REVERSE. Speed and direction are both manually selected.

The No. 1 and No. 2 clutch, at the rear of the transmission, are the direction clutches. The No. 1 clutch is the
REVERSE direction clutch. The No. 2 clutch is the FORWARD direction clutch.

The No. 3, No. 4 and No. 5 clutches are the speed clutches. The No. 3 clutch gives THIRD speed. The No. 4
clutch gives SECOND speed and the No. 5 clutch gives FIRST speed.

The only clutch that turns (rotates) is No. 5 clutch.

Neutral
When the transmission is in NEUTRAL, No. 3 clutch (6) is engaged. The No. 3 clutch holds ring gear (7)
stationary. Ring gear (7) is connected to No. 2 and No. 3 carrier (3).

Since only one clutch, No. 3 clutch (6), is engaged, input shaft (17) turns but output shaft (24) stays
stationary.

First Speed Forward

Power Flow In First Speed Forward (No. 2 and No. 5 Clutches Engaged)
(3) No. 2 and No. 3 carrier. (4) No. 2 clutch (Forward). (5) Ring gear for No. 2 clutch. (7) Ring gear for No. 3 clutch. (10) No. 5
clutch (First Speed). (11) Hub. (13) No. 4 carrier. (14) No. 4 sun gear. (17) Input shaft. (19) No. 2 sun gear. (20) No. 2 planetary
gears. (21) No. 3 planetary gears. (22) No. 3 sun gear. (24) Output shaft.

When the transmission is in FIRST SPEED FORWARD, No. 5 clutch (10) and No. 2 clutch (4) are engaged.
The No. 2 clutch holds ring gear (5) for the No. 2 clutch stationary. The No. 5 clutch locks (connects) hub
(11) to No. 4 carrier (13) and No. 3 ring gear (7).

Input shaft (17) turns No. 2 sun gear (19). No. 2 sun gear turns No. 2 planetary gears (20). Since ring gear
(5) is held stationary by the No. 2 clutch, planetary gears (20) move around the inside of the ring gear. The
movement of planetary gears causes No. 2 and No. 3 carrier (3) to turn in the same direction as input shaft
(17). As the No. 2 and No. 3 carrier turns, No. 3 planetary gears (21) turn. The No. 3 planetary gears turn
ring gear (7) for the No. 3 clutch and No. 3 sun gear (22). The No. 3 sun gear turns output shaft (24).

Ring gear (7) turns No. 4 carrier (13). The No. 4 carrier (13) is connected to hub (11) (through the engaged
No. 5 clutch). This lets power go from carrier (13) to the No. 5 clutch, and then through hub (11) to the
output shaft.
As a result, the torque to output shaft (24) is divided through No. 3 sun gear (22), hub (11) and No. 4 sun
gear (14). From the output shaft, power goes through the transfer and bevel gears to the steering clutches and
brakes.

Second Speed Forward

When the transmission is in SECOND SPEED FORWARD, No. 4 clutch (8) and No. 2 clutch (4) are
engaged. The No. 2 clutch holds ring gear (5) for the No. 2 clutch stationary. The No. 4 clutch holds ring
gear (9) for the No. 4 clutch stationary. Input shaft (17) turns No. 2 sun gear (19). No. 2 sun gear turns No. 2
planetary gears (20).

Since ring gear (5) is held stationary by the No. 2 clutch, planetary gears (20) move around the inside of the
ring gear. The movement of planetary gears (20) causes No. 2 and No. 3 carrier (3) to turn in the same
direction as input shaft (17). As the No. 2 and No. 3 carrier turns, No. 3 planetary gears (21) turn. The No. 3
planetary gears turn ring gear (7) for the No. 3 clutch and No. 3 sun gear (22). No. 3 sun gear (22) turns
output shaft (24). Ring gear (7) turns No. 4 carrier (13).

Since ring gear (9) is held stationary by the No. 4 clutch, planetary gears (23) move around the inside of the
ring gear. The movement of planetary gears (23) causes No. 4 sun gear (14) to turn. The No. 4 sun gear turns
output shaft (24).

As a result, torque to output shaft (24) is divided through No. 3 sun gear (22) and No. 4 sun gear (14). From
the output shaft, power goes through the transfer and bevel gears to the steering clutches and brakes.

Third Speed Forward

When the transmission is in THIRD SPEED FORWARD, No. 3 clutch (6) and No. 2 clutch (4) are engaged.
The No. 2 clutch holds ring gear (5) for the No. 2 clutch stationary. The No. 3 clutch holds ring gear (7) for
the No. 3 clutch stationary. Input shaft (17) turns No. 2 sun gear (19). No. 2 sun gear turns No. 2 planetary
gears (20).

Since ring gear (5) is held stationary by the No. 2 clutch, planetary gears (20) move around the inside of the
ring gear. The movement of planetary gears (20) causes No. 2 and No. 3 carrier (3) to turn in the same
direction as input shaft (17).

Since ring gear (7) is held stationary by the No. 3 clutch, the movement of No. 2 and No. 3 carrier (3) causes
No. 3 planetary gears (21) to move around the inside of the ring gear. The movement of planetary gears (21)
causes No. 3 sun gear (22) to turn. No. 3 sun gear turns output shaft (24). From the output shaft, power goes
through the transfer and bevel gears to the steering clutches and brakes.
First Speed Reverse

Power Flow In First Speed Reverse (No. 1 and No. 5 Clutches Engaged)
(1) Coupling gear for No. 1 clutch. (2) No. 1 clutch (REVERSE). (3) No. 2 and No. 3 carrier. (7) Ring gear for No. 3 clutch. (10)
No. 5 clutch (FIRST SPEED). (11) Hub. (12) No. 1 carrier. (13) No. 4 carrier. (14) No. 4 sun gear. (15) No. 1 sun gear. (16) No. 1
planetary gears. (17) Input shaft. (18) Ring gear. (21) No. 3 planetary gears. (22) No. 3 sun gear. (24) Output shaft.

When the transmission is in FIRST SPEED REVERSE, No. 5 clutch (10) and No. 1 clutch (2) are engaged.
The No. 1 clutch holds coupling gear (1) for the No. 1 clutch stationary. The No. 5 clutch locks (connects)
hub (11) to No. 4 carrier (13) and No. 3 ring gear (7). Input shaft (17) turns No. 1 sun gear (15). No. 1 sun
gear turns No. 1 planetary gears (16). No. 1 carrier (12) is a direct mechanical connection with coupling gear
(1).

Since coupling gear (1) is held stationary by the No. 1 clutch, so is No. 1 carrier (12). The rotation of No. 1
planetary gears (16) on their shafts causes ring gear (18) to turn in the opposite direction as input shaft (17).
Ring gear (18) is a direct mechanical connection with No. 2 and No. 3 carrier (3). As the No. 2 and No. 3
carrier turns, No. 3 planetary gears (21) turn. The No. 3 planetary gears turn ring gear (7) for the No. 3
clutch and No. 3 sun gear (22). No. 3 sun gear (22) turns output shaft (24).

Ring gear (7) turns No. 4 carrier (13). The No. 4 carrier is connected to hub (11) (through the engaged No. 5
clutch). This lets power go from carrier (13) to the No. 5 clutch, and then through hub (11) to output shaft
(24).

As a result, torque to output shaft (24) is divided through No. 3 sun gear (22), hub (11) and No. 4 sun gear
(14). From the output shaft, power goes through the transfer and bevel gears to the steering clutches and
brakes.

Second Speed Reverse

When the transmission is in SECOND SPEED REVERSE, No. 4 clutch (8) and No. 1 clutch (2) are
engaged. The No. 1 clutch holds coupling gear (1) for the No. 1 clutch stationary. The No. 4 clutch holds
ring gear (9) for the No. 4 clutch stationary. Input shaft (17) turns No. 1 sun gear (15). No. 1 sun gear turns
No. 1 planetary gears (16). No. 1 carrier (12) is a direct mechanical connection with coupling gear (1).
Since coupling gear (1) is held stationary by the No. 1 clutch, so is No. 1 carrier (12). The rotation of the No.
1 planetary gears (16) on their shafts causes ring gear (18) to turn in the opposite direction as input shaft
(17). Ring gear (18) is a direct mechanical connection with No. 2 and No. 3 carrier. As the No. 2 and No. 3
carrier turns, No. 3 planetary gears (21) turn. The No. 3 planetary gears turn ring gear (7) for the No. 3
clutch and No. 3 sun gear (22). No. 3 sun gear (22) turns output shaft (24). Ring gear (7) turns No. 4 carrier
(13).

Since ring gear (9) is held stationary by the No. 4 clutch, planetary gears (23) move around the inside of the
ring gear. The movement of planetary gears (23) causes No. 4 sun gear (14) to turn. The No. 4 sun gear turns
output shaft (24). As a result, torque to output shaft (24) is divided through No. 3 sun gear (22) and No. 4
sun gear (14). From the output shaft, power goes through the transfer and bevel gears to the steering clutches
and brakes.

Third Speed Reverse

When the transmission is in THIRD SPEED REVERSE, No. 3 clutch (6) and No. 1 clutch (2) are engaged.
The No. 1 clutch holds coupling gear (1) for the No. 1 clutch stationary. The No. 3 clutch holds ring gear (7)
for the No. 3 clutch stationary. Input shaft (17) turns No. 1 sun gear (15). No. 1 sun gear turns No. 1
planetary gears (16). No. 1 carrier (12) is a direct mechanical connection with coupling gear (1).

Since coupling gear (1) is held stationary by the No. 1 clutch, so is No. 1 carrier (12). The rotation of No. 1
planetary gears (16) on their shafts causes ring gear (18) to turn in the opposite direction as input shaft (17).
Ring gear (18) is a direct mechanical connection with No. 2 and No. 3 carrier (3).

Since ring gear (7) is held stationary by the No. 3 clutch, the movement of No. 2 and No. 3 carrier (3) causes
No. 3 planetary gears (21) to move around the inside of the ring gear. The movement of planetary gears (21)
causes No. 3 sun gear (22) to turn. No. 3 sun gear turns output shaft (24). From the output shaft, power goes
through the transfer and bevel gears to the steering clutches and brakes.

Transfer and Bevel Gears

Transfer And Bevel Gears

(1) Bevel gear shaft. (2) Inner axle shaft (left hand side). (3) Transmission output shaft. (4) Transfer gear. (5) Transmission input
shaft. (6) Inner axle shaft (right hand side). (7) Bevel gear. (8) Pinion. (9) Transfer gear. (10) Yoke assembly.
A drive shaft assembly connects the yoke on the torque divider to yoke assembly (10). Yoke assembly (10)
is connected to transmission input shaft (5) by splines. When a speed and direction clutch are engaged,
power is sent from the planetary transmission to transmission output shaft (3) then to transfer gear (4).
Transfer gear (4) turns transfer gear (9). Transfer gear (9) is connected to pinion (8) by splines. Pinion (8)
turns bevel gear (7). Bevel gear (7) is fastened to bevel gear shaft (1) by bolts. Inner axle shafts (2 and 6)
send the power to the steering clutches and brakes.

The bevel gear, pinion, and transfer gears obtain lubrication oil from the lubrication system. This oil flows
through passages in the transfer case, and then into a tube in the bevel gear case. The oil flows from this tube
for lubrication of the gears (spray lubrication).

Steering Clutches and Brakes

Steering Clutch and Brake

(1) Clutch retainer. (2) Clutch plates and discs. (3) Clutch hub. (4) Clutch piston. (5) Brake retainer. (6) Brake plates and discs. (7)
Brake piston. (8) Belleville spring. (9) Brake housing. (10) Chamber (brake pressure). (11) Shaft (output). (12) Chamber (clutch
pressure). (13) Hub (input). (14) Passage. (15) Inner axle shaft. (16) Shuttle valve. (17) Passage. (18) Passage. (19) Outer axle
shaft.

The steering clutches and brakes are modules that transfer power from the bevel gear to the final drives. The
main components of the steering clutches are clutch retainer (1), clutch plates and discs (2), clutch piston (4)
and clutch hub (3). The brake components are brake retainer (5), brake plates and discs (6), brake piston (7),
Belleville spring (8) and brake housing (9).

The steering clutches are oil pressure engaged by pressure oil sent from the steering and brake valve. The
brakes are engaged by Belleville spring (8) and released by pressure oil sent from the steering and brake
valve.

NOTE: Only one passage (14) is shown in the illustration. There are three passages (14) in the brake
housing that send oil to the clutches and brakes. One passage sends pressure oil through shaft (11) to
chamber (12). One sends pressure oil to chamber (10) and the other sends lubrication oil to the clutch and
brake.

Power from the bevel gear is sent through inner axle shaft (15) to hub (13). Hub (13) is connected to clutch
hub (3) by clutch plates and discs (2). Clutch hub (3) is connected to shaft (11) and brake plates and discs (6)
by splines. Shaft (11) is connected to outer axle shaft (19) and the outer axle shaft connects to the final
drives.

During straight movement of the machine, pressure oil is sent to chambers (10) and (12) through internal
passages. This pressure oil holds the brakes in the released position and holds the steering clutches in the
engaged position. Now when power from the bevel gear is sent through inner axle shaft (15) to hub (13),
clutch hub (3) turns shaft (11) and outer axle shaft (19) sends power to the final drives.

When one of the steering control levers is moved until a resistance is felt, the pressure of oil sent to chamber
(12) decreases to zero kPa (psi). When the pressure drops to zero kPa (psi) the steering clutch releases, and
although hub (13) still turns, no power is sent through the clutch to shaft (11) that turns the outer axle shaft.
The result is a gradual turn of the machine.

When the one steering control lever is pulled all the way back, the steering clutch is released and the
pressure in chamber (10) decreases to approximately 260 kPa (38 psi) on earlier machines, and 344 kPa (50
psi) on later machines. The drop in pressure allows Belleville spring (8) to push brake piston (7) to engage
the brake. Clutch hub (3) then holds shaft (11) and the outer axle shaft stationary. A sharp (fast) turn is the
result.

When the foot brake is pushed, pressure in chamber (10) to both brakes decreases to zero kPa (psi). The
result is maximum brake capacity and all components are stopped and cannot turn. The machine is
completely stopped in the converter stall condition.

Oil for lubrication of the steering clutches and brakes comes from the lubrication manifold and flows
through passage (17) in the brake housing. The oil then flows through internal passages to the disc and
plates.

Shuttle valve (16) is used to control the amount of lube oil sent to the brake discs and plates. When the
brakes are disengaged (as shown), brake piston (7) pushes shuttle valve (16) into the brake housing and
limits the flow of oil into passage (18) and to the brake discs and plates. When the brakes are engaged, brake
piston (7) moves away from the brake housing and allows shuttle valve (16) to move away from the housing
as well. The movement allows the flow of oil into passage (18) to increase and the brake discs and plates
obtain more oil for lubrication and cooling.

Final Drives
Final Drives
(1) Outer axle shaft. (2) Sprocket segments. (3) Inner planetary gears. (4) Outer planetary gears. (5) Inner sun gear. (6) Outer sun
gear. (7) Outer carrier. (8) Duo-cone seals. (9) Hub. (10) Inner carrier. (11) Ring gear.

The final drives take power from the steering clutches and sends it to the tracks. The final drives give a
double reduction through the use of planetary gears.

The power from the steering clutches is sent to the final drive by outer axle shaft (1). Inner sun gear (5) is
fastened by splines to the outer axle shaft. The rotation of the axle shaft and the inner sun gear causes inner
planetary gears (3) to turn. Ring gear (11) is a stationery component. As the planetary gears turn they move
around the inside of the ring gear.

The movement of the planetary gears around the ring gear causes inner carrier (10) to turn. The inner carrier
is connected to outer sun gear (6) by splines. The rotation of the inner carrier and outer sun gear causes outer
planetary gears (4) to turn.

The outer planetary gears move around the inside of ring gear (11). This movement causes outer carrier (7)
and hub (9) to turn. This sends the power to sprocket segments (2) and the track.

The final drives have their own oil supply. All components get lubrication oil as the gears move and oil is
thrown about (splash lubrication).

Steering And Brake Control Valve - Later Shown (Engine Stopped)

(1) Check valve. (2) Passage. (3) Shaft for right turn. (4) Shaft for brake pedal. (5) Passage. (6) Spool for right steering clutch. (7)
Chamber. (8) Passage. (9) Passage. (10) Chamber. (11) Passage. (12) Chamber. (13) Passage. (14) Plunger for right steering
clutch. (15) Lever for right steering clutch and brake. (16) Passage. (17) Plunger for right brake. (18) Spool for right brake. (19)
Lever for both brakes. (20) Plunger for right brake. (21) Chamber. (22) Spool for left brake. (23) Lever for left steering clutch and
brake. (24) Passage. (25) Spool for left steering clutch. (26) Chamber. (27) Chamber. (28) Chamber. (29) Chamber. (30) Passage.
(31) Chamber. (32) Passage. (33) Passage. (34) Passage. (35) Shaft for left turn. (36) Plunger for left steering clutch. (A)
Adjusting nut for clutch pressure. (B) Shims to adjust clutch pressure to 0 kPa (0 psi). (C) Adjusting nut for brake pressure. (D)
Shims for brake residual pressure.

Steering and Brake Control Valve

Steering And Brake Control Valve - Earlier Shown

(E) Shims for clutch pressure. (F) Shims for brake pressure.

The steering and brake control valve is installed on the top of the case under the operator's seat. The control
valve is operated by linkage that connects the steering levers, the foot brake pedal and parking brake lever to
the valve.

The first movement of a steering lever causes the steering clutch to disengage and the machine makes a
gradual turn. Further movement of the steering lever engages the brake and the machine makes a sharp turn.

The foot brake pedal engages both brakes and stops the machine. The parking brake lever engages both
brakes and prevents the machine from moving.

Oil flow to the steering and brake control valve comes from the transmission charging section of the oil
pump. The pump first sends oil to the oil filter and from the oil filter the oil flow divides. Part of the oil
flows to the priority valve and then to the transmission controls and part flows to the steering and brake
control valve. Oil to the steering and brake control valve flows in the supply port and then to passages (2),
(8) and (30).

Oil to passages (8) and (30) flows through chambers (10) and (31) to the steering clutches. When the
clutches, passages and chambers are full of oil, pressure in chambers (10) and (31) starts to increase. This oil
pressure is sent through passages (11) and (33) to chambers (7) and (28). The oil pressure starts to move
spools (6) and (25) to the left against the spring force. When the oil pressure against the spools is the same
as the spring force, the spools are in a position to allow only enough oil to enter into chambers (10) and (31)
to make up for leakage, and to keep the pressure on the clutches constant. The pressure on the clutches for
earlier machines (1JD1-2210) is approximately 2760 kPa (400 psi) and can be adjusted by the addition or
subtraction of shims (E). The pressure on the clutches for later machines (1JD2211-Up, 6XJ1-Up) is
approximately 2310 kPa (336 psi). Later models have adjustable spools and can be adjusted by loosening the
nut on the spool and turning screw (A). When the clutch pressure is decreased to zero, the clutches are
released by the pressure of lubrication oil around the clutches. Shims (B) are used to adjust clutch pressure
to 0 kPa (0 psi) before brake pressure begins to reduce.
Oil to passage (2) flows through check valve (1) to passage (5). Passage (5) moves oil to chamber (27) and
then to chambers (12) and (29). Oil through these chambers goes to the brakes. When the brakes, passages
and chambers are full of oil, pressure in chambers (12) and (29) starts to increase. This oil pressure is sent
through passages (13) and (34) to chambers (21) and (26). The oil pressure starts to move spools (18) and
(22) to the left against the spring force. When the oil pressure against the spools is the same as the spring
force, the spools are in a position to let only enough oil enter into chambers (12) and (29) to make up for
leakage and to keep the pressure on the brakes constant. The pressure on the brakes for all models is
approximately 2480 kPa (360 psi). The brake pressure for earlier models can be adjusted by the addition or
subtraction of shims (F). Later models have adjustable spools and can be adjusted by loosening the nut on
the spool and turning screw (C). When the brake pressure is decreased to zero, the brakes are engaged by
spring force.

NOTE: The illustrations of the Steering and Brake Control Valve reflect later models except where noted.
Earlier versions of the Steering and Brake Control Valve contain different spring configurations around the
clutch and brake plungers and spools.

Gradual Right Turn (Steering Clutch and Brake Not Engaged)

Steering and Brake Control Valve - Later Shown. (Gradual Right Turn)
(3) Shaft for right turn. (6) Spool for right steering clutch. (10) Chamber. (14) Plunger for right steering clutch. (15) Lever for
right steering clutch and brake. (B) Shims.

When the operator starts to pull the right steering control lever, linkage turns shaft (3). Lever (15) is
connected to shaft (3) and is in contact with plunger (14). During the first movement of the steering control
lever, plunger (14) moves to the left until it contacts the spring retainer on spool (6). Further movement of
plunger (14) compresses the springs on spool (6) and starts a modulated reduction in the clutch pressure. As
plunger (14) continues to move, the clutch pressure gradually decreases to zero kPa (psi) and the clutch is
released. When the clutch is released, the machine makes a gradual turn to the right. Clutch pressure must be
0 to 70 kPa (0 to 10 psi) before brake pressure begins to reduce. Shims (B) can be added to adjust clutch
pressure to 0 kPa (0 psi).
Once the clutch pressure reaches zero kPa (psi) and plunger (14) comes in contact with spool (6), any further
movement of the plunger moves the spool to the left. The additional movement of the plunger to the left
stops the flow of oil to chamber (10), and allows all clutch pressure oil to flow to drain.

Sharp Right Turn (Steering Clutch Not Engaged; Brake Engaged)

Steering and Brake Control Valve - Later Shown. (Sharp Right Turn)
(15) Lever for right steering clutch and brake. (17) Plunger for right brake. (18) Spool for right brake. (D) Shims.

To make a sharp right turn, the operator pulls the steering control lever all the way back. During the first
movement of the control lever, the clutch pressure is modulated to zero kPa (psi) the same way it is when a
gradual right turn is made. As the operator continues to pull the control lever, lever (15) comes in contact
with plunger (17). Plunger (17) then moves to the left until it contacts the spring retainer on spool (18).
Further movement of plunger (17) compresses the springs on spool (18) and starts a modulated reduction in
the brake pressure. As plunger (17) continues to move, the brake pressure gradually decreases to
approximately 260 kPa (38 psi) on earlier machines and the brake engages but not at maximum capacity due
to the residual pressure. On later model machines the pressure is approximately 344 kPa (50 psi). The result
is a sharp right turn of the machine. The residual pressure is maintained on the brake to avoid harsh brake
application during steering. Shims (D) are used to adjust the residual pressure.

Brake Pedal Operation

Steering and Brake Control Valve - Later Shown. (Brake Pedal Pushed)
(4) Shaft for brake pedal. (5) Passage. (12) Chamber. (17) Plunger for right brake. (18) Spool for right brake. (19) Lever for both
brakes. (20) Plunger for left brake. (22) Spool for left brake. (27) Chamber. (29) Chamber.

When the operator pushes the foot brake pedal, linkage turns shaft (4). Lever (19) is connected to shaft (4)
and is in contact with plungers (17) and (20). Lever (19) moves plungers (17) and (20) to the left until they
contact the spring retainers on spools (18) and (22). Further movement of the plungers compresses the
springs on the spools and starts a modulated reduction in the brake pressure. As plungers (17) and (20)
continue to move, the brake pressure gradually decreases to zero kPa (psi) and the brakes are engaged. The
engaged brakes bring the machine to a stop and puts the torque converter in a stall condition. Near the end of
the brake pedal movement, plungers (17) and (20) come in contact with spools (18) and (22). When the
spools move to the left, the flow of oil to chambers (12) and (29) stops, allowing all brake pressure oil to
flow to drain. The result is maximum brake capacity.

Parking Brake Operation (No Illustration)

When the operator engages the parking brake lever, linkage turns shaft (4) the same way the brake pedal
linkage turns it. Shaft (4) then moves plungers (17) and (20), and spools (18) and (22) to the left and opens
chambers (12) and (29), allowing all brake pressure oil to flow to drain. With no oil pressure to the brakes,
the brakes engage to prevent movement of the machine.

Undercarriage
(1) Rear idler. (2) Rear roller frame. (3) Front roller frame. (4) Front idler. (5) Track. (6) Major bogie. (7) Minor bogie. (8) Major
bogie. (9) Track rollers. (10) Major bogie. (11) Major bogie.

Undercarriage
Because of the location of the final drives, steering and brake groups, and bevel gear on a common center
line, removal and installation of the power train modules is much easier than for earlier tracktype machines.
Another advantage is that the final drives are raised above much of the abrasive wear and packing conditions
during operation. Also, there is a reduction of shock loads through many of the power train components.
(Shock loads are forces caused by ground impact during operation, or when implements are suddenly
engaged). In this elevated (raised) location, the final drives do not support any of the weight of the machine.
The elevated final drive permits the under carriage and suspension to be made resilent (flexible).

Four major bogies (6), (8), (10) and (11) pivot (turn) on sealed and lubricated cartridge pins. The front and
rear major bogies (6 and 11) each support an idler and a minor bogie. Each of the two major bogies (8 and
10) in the middle of the roller frame supports a minor bogie. Each minor bogie supports two track rollers.
The minor bogies also pivot on sealed and lubricated cartridge pins. The idlers turn on sealed and lubricated
shafts.

Eight rubber pads are used in pairs on each roller frame. A rubber pad is installed on top of each major
bogie. The other four rubber pads are installed on the bottom of the roller frame in alignment with the pads
on the major bogies. The pads control the amount of movement of the major bogies. Because the rubber
pads are flexible, mud and debris is removed from them during operation. The resilient (flexible)
undercarriage arrangement keeps more track on the ground at all times, decreases undercarriage wear, and
increases operator comfort. Sealed and Lubricated Track is standard equipment.

Pivot Shaft

Pivot Shaft (Section Taken Through Track Roller Frame)

(1) Bushing. (2) Track roller frame. (3) Bushing. (4) Pivot shaft.

Roller frames (2) are connected at the rear by pivot shaft (4). The pivot shaft is also connected to the
machine main frame. Each roller frame can oscillate (turn) at the pivot shaft. The frames oscillate on large
bronze bushings (1) and (3) in a sealed oil compartment in each roller frame.

Equalizer Bar
Equalizer Bar
(1) Equalizer bar saddle. (2) Rubber pads. (3) Roller frames. (4) Equalizer bar.

The roller frames (3) are connected together at the front by equalizer bar (4). Sealed and lubricated pins are
installed in each end of the equalizer bar. A special bearing that does not need lubrication is installed in the
center of the equalizer bar. On top of the equalizer bar are rubber pads (2). These pads control the amount of
oscillation of the equalizer bar.

Track Roller Frame

Track Roller Frame

(1) Rear roller frame. (2) Access port (for track adjustment cylinder). (3) Recoil oscillation guide (under cover) (4) Front roller
frame.

Recoil Assembly
(5) Valves. (6) Cylinder assembly. (7) Piston. (8) Tube assembly. (9) Retainer. (10) Spring.

The track roller frame can be separated into two sections. Front section (4) has a large tube assembly (8)
which telescopes (slides) into rear roller frame (1). Inside the tube are recoil spring (10) and track adjuster.
A groove is machined in the outer diameter of the tube. A recoil oscillation guide (3) is installed in rear
roller frame (1). After installation, the oscillation guide is in alignment with the groove in the tube. The
oscillation guide prevents any rotation of the tube inside the rear section of the roller frame, but allows the
tube to slide in and out during recoil.

Valves (5) are used for moving the front roller frame to adjust the track. Grease is pumped in the fill valve
and causes piston (7) to move to the right. This movement causes the front roller frame to move out of the
rear roller frame. The movement of the recoil rod and front idler tightens the track. The tension on the track
is released by a relief valve.
Cartridge Pin Assembly

Cartridge Pin
(11) Inner collar. (12) Outer collar. (13) Pin. (14) Bushing. (15) Duo-Cone seals. (16) Thrust rings.

The major and minor bogies pivot (turn) on sealed and lubricated cartridge pins. The main components of
the cartridge pins are pin (13), collars (11) and (12), bushing (14), two thrust rings (16), and two Duo-Cone
seals (15).

Hollow pin (13) is used as an oil reservoir. Oil flows through the drilled holes in the pin for lubrication of
bushing (14) and to keep the seal surfaces wet. Seals (15) are used to keep oil in and dirt out. Collars (11)
and (12) are installed on the pin with a press fit. The collars are also installed in the roller frame supports
with a press fit (on the outside diameter of the collars). Because of this, the pin and collars cannot turn. The
bushing is free to turn around the pin. The outside diameter of the bushing is installed in the bogie with a
press fit. This permits the bogie to pivot (turn) around the pin.

Outer collar (12) has a larger outside diameter than the bushing. The outside diameter of the bushing is
larger than that of inner collar (11). The large end of the pin assembly is marked with the letter X.

The thrust rings are used to keep the correct distance between the collars and the bushing.

Track Rollers
The track rollers are fastened to the minor bogies. The track rollers are in contact with the inside surfaces of
the track links. Flanges on the track rollers prevent the movement of the track from side to side. The inside
surfaces of the track links give equal distribution of the weight of the machine along the track.

Each track roller frame has eight track rollers, four single flange and four double flange. The installation of
the track rollers is as follows: 1. Start at the front of the machine and install one single flange roller. 2. Then
install one single flange roller. 3. Then install one double. 4. Then install one double. 5. Then install one
double. 6. Then install one double. 7. Then install one single. 8. Then install one single flange roller next to
the rear idler.
Track Roller (Double Flange Shown)
(1) Pin. (2) Retainer. (3) Shaft. (4) Track roller. (5) Washer. (6) Duo-Cone seals.

Washers (5) get the side load on the roller. The amount of side movement or end clearance of the shaft
cannot be adjusted.

The track rollers have Duo-Cone seals (6) at both ends of shaft (3).

The center of shaft (3) is an oil reservoir. The oil is used for lubrication of the bearing surfaces.

Idlers
The D9N has a front and rear idler for each roller frame. The idler components are similar to the track
rollers.

Washers (5) get the side load on the idler. The amount of side movement or end clearance of the shaft can
not be adjusted.

Idler (4) has Duo-Cone seals (6) at both ends of shaft (3).

The center of shaft (3) is an oil reservoir. The oil is used for lubrication of the bearing surfaces.
Idlers
(1) Pin. (2) Retainer. (3) Shaft. (4) Idler. (5) Washer. (6) Duo-Cone seal.

Track
The machine has Sealed and Lubricated track. Each track assembly has links, pins, bushings, thrust rings,
polyurethane seal assemblies, rubber stoppers and polyurethane plugs.

Each of the track links (1 and 5) make a fit over the track links in front of them. Link (1) makes a fit over
link (11). Link (5) makes a fit over link (12). The connection of the track links make the track assembly.

Each link has a counterbore in the end which makes a fit with the link in front of it. Seal assemblies (6) are
installed in the counterbores of the links. Each seal assembly has a load ring and a seal ring. The load ring
pushes the seal ring against the end of bushing (2) and the link counterbore. The seal ring gives a positive
seal between the bushing and the link counterbore. The edge of the seal ring is against the end of the
bushing. The thrust rings (10) are installed on the pin (9). The thrust rings give a specific amount of
compression to the seal assemblies and control the end play (free movement) of the joint. The arrangement
of the seal assemblies and thrust rings keeps foreign materials out of the joint and oil in the joint.
Track Assembly
(1) Link. (2) Bushing. (3) Hole. (4) Hole. (5) Link. (6) Seal assembly. (7) Rubber stopper. (8) Polyurethane plug. (9) Pin. (10)
Thrust ring. (11) Link. (12) Link.

Pin (9) has a hole (4) almost the full length of the pin. Hole (3) is drilled radially in the pin near the center of
the pin. Radial hole (3) lets oil go to the surface between pin (9) and bushing (2) and to the lip of the seal
rings. The oil gives lubrication to the pin and bushing and also makes the lip of the seal ring wet. The lip of
the seal ring must be kept wet to prevent wear. Oil is kept in the pin by stopper (7) and plug (8). The oil is
installed in the pin through a hole in the center of stopper (7). When the chambers in the pin are filled, plug
(8) is installed in stopper (7).

Two piece master links (15) and master shoe (13) are held together with bolts (14).

Each pin and bushing assembly is sealed and has its own lubrication. The result is no internal wear on the
joint. The interval for the turning of the track pins and bushings is much longer because the only wear is on
the outside of the bushings and the links.

Master Link And Master Shoe

(13) Master shoe. (14) Bolts. (15) Master link.