Operación de Sistemas

980C WHEEL LOADER POWER TRAIN

Número de medio -SENR7755-01 Fecha de publicación -01/04/1983 Fecha de actualización -12/10/2001

Systems Operation
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Introduction
NOTE: For Specifications with illustrations, make reference to SPECIFICATIONS FOR
980C WHEEL LOADER POWER TRAIN, Form No. SENR-7754. If the Specifications in
Form SENR7754 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.

General Information

LOCATION OF POWER TRAIN COMPONENTS

1. Diesel engine.

2. Output transfer gears.

3. Front final drives.

4. Rear final drives.

5. Rear drive shaft.

6. Torque converter.

7. Transmission.

8. Front drive shaft.

Power from diesel engine (1) is sent from the flywheel to torque converter (6). The torque
converter output shaft is connected to the transmission input shaft by splines.

Six hydraulically activated clutches in the transmission, give four forward speeds and four
reverse speeds. Speed and direction selections are made manually.

The transmission output shaft is connected to a gear in the output transfer gear case by
splines. Power is sent through the idler gears to the output gear. The output gear sends
power through drive shaft (5) to the rear drive pinion. The output gear also sends power to
the front drive pinion through drive shaft (8).

The pinions, bevel gears and gears of each differential turn their respective axles. The axles
are connected to final drives (3) and (4). The final drives turn the wheels.
Torque Converter

TORQUE CONVERTER COMPONENTS

1. Rotating housing.

2. Flange assembly.

3. Impeller.

4. Gear.

5. Turbine.

6. Inlet port.
7. Carrier.

8. Cover assembly.

9. Output shaft.

10. Hub.

11. Outlet port.

12. Hub.

13. Stator.

14. Carrier assembly.

The torque converter is located at the input end of the transmission. The converter housing
is bolted to the flywheel housing. Output torque from the converter enters the planetary
transmission through either the No. 1 or No. 2 sun gear. The gear that receives the output, is
dependent upon the directional clutch engaged.

Oil for the operation of the converter is supplied by the transmission oil pump. The
converter inlet oil pressure is controlled by the inlet pressure valve for the torque converter.
This valve limits the pressure to the converter to 140 psi (965 kPa) maximum when the oil
is cold. It is part of the selector and pressure control valve group in the transmission
hydraulic controls.

The outlet oil pressure is controlled by the relief valve for torque converter outlet. This
valve is mounted on the right side of the converter cover and does not allow converter
outlet pressure to go above 60 psi (415 kPa).

Rotating housing (1), flange assembly (2), hub (12), impeller (3), and oil pump drive gear
(4) are driven by the flywheel and rotate as a unit at engine speed.
FLOW OF POWER IN TORQUE CONVERTER
1. Rotating housing. 2. Flange assembly. 3. Impeller. 4. Gear. 5. Turbine. 6. Inlet port. 7. Carrier. 9. Output
shaft. 10. Hub. 11. Outlet port. 12. Hub. 13. Stator. 14. Carrier assembly.

Oil from the transmission hydraulic controls enters the torque converter through inlet port
(6) in carrier (7). Oil is directed to the inlet port by a passage in the converter housing.
From inlet port (6), the oil goes through a passage in hub (12). As impeller (3) rotates, it
acts as a pump to direct oil to turbine (5). The turbine is bolted to hub (10), which is
connected to output shaft (9) by splines. The turbine directs oil to stator (13), which is held
stationary. The stator is connected to carrier assembly (14) by splines. Carrier assembly
(14) is connected to carrier (7) by splines. Carrier (7) is bolted to the torque converter cover
assembly.

Oil is directed from the converter through a passage in hub (12). From the passage in hub
(12), the oil goes through a passage in carrier (7) to outlet port (11). From outlet port (11),
oil is directed to the converter outlet relief valve. All the oil from the outlet relief valve
goes to the oil cooler, where the temperature of the oil is lowered. From the oil cooler, the
oil is then sent to the transmission where it is used to cool and lubricate the internal
components.
Torque Converter Hydraulic System

TORQUE CONVERTER HYDRAULIC CONTROLS

1. Oil filter.

2. Transmission hydraulic controls.

3. Torque converter.

4. Oil pump.

5. Relief valve for converter outlet.

6. Body of relief valve for converter outlet.

7. Screen.

8. Oil reservoir.

9. Oil cooler.

A. Pressure tap for oil pump (on filter).

B. Pressure tap for relief valve.

C. Pressure tap for converter inlet.

D. Pressure tap for converter outlet.

E. Pressure tap for lubrication.

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.

Inlet Pressure Valve For The Torque Converter

LOCATION OF INLET PRESSURE VALVE FOR THE TORQUE CONVERTER

1. Transmission selector and pressure control valve. 2. Modulation relief valve. 3. Inlet pressure valve for the
torque converter. 4. Spring. 5. Slug.

The inlet pressure valve for the torque converter controls the maximum pressure to the
converter. The main purpose of the pressure control 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 140 psi (965 kPa).
Relief Valve For Converter Outlet

RELIEF VALVE FOR CONVERTER OUTLET

1. Spring. 2. Valve spool. 3. Spacers. 4. Poppet. 5. Valve body. 6. Spring.

The relief valve for converter outlet controls the maximum pressure in the torque converter.
When the pressure in the converter is approximately 60 psi (415 kPa), spool (2) moves
against the force of spring (1) to let the extra oil go to the oil cooler.

The outlet relief valve is mounted to the right side of the converter cover.

Spacers (3) are used to make an adjustment to the opening pressure of the valve.
Transmission Hydraulic System

SCHEMATIC OF HYDRAULIC SYSTEM

1. Oil pump bleed line.

2. Oil pump.

3. Oil filter.

4. Transmission hydraulic controls.

5. Transmission case.

6. Outlet line from torque converter.

7. Flywheel housing.

8. Torque converter.

9. Case for torque converter.

10. Inlet line to torque converter.

11. Case for output transfer gears.

12. Oil cooler.

13. Relief valve for converter outlet.

14. Outlet line from oil cooler.

15. Return line from flywheel housing.

16. Supply line to oil pump.

17. Magnetic screen.

The hydraulic system has a common reservoir. The reservoir is at the bottom of case (11)
for the output transfer gears. It supplies oil for the operation of the torque converter and
transmission. It also gives lubrication oil for the different components in the system.

Oil is pulled from the reservoir through screen (17) by oil pump (2). Bleed line (1) goes
from pump (2) to relief valve for converter outlet (13). When the engine is first started, line
(1) lets any air in the suction section of the pump go out of the pump. The operation of the
pump starts faster. After the engine is running, line (1) lets a specific amount of oil go to
relief valve (13).

Pump (2) sends pressure oil to oil filter (3). The oil goes through the filter. If restrictions
are present in the oil filter, a bypass valve in the filter housing lets the oil go around the
filter.

From filter (3), the oil goes to transmission hydraulic controls (4). The transmission
selector and pressure control valve, which is part of the transmission hydraulic controls,
controls the pressure and flow of the oil to the transmission clutches for engagement. It also
controls the inlet oil to the torque converter.

Inlet oil, for the operation of the torque converter, goes through line (10). The inlet pressure
valve for the torque converter (part of the selector and pressure control valve) controls the
oil pressure to the converter. Leakage oil inside the torque converter is for lubrication of the
internal components. After lubrication of the components, oil goes to the bottom of torque
converter case (9). A passage at the bottom of converter case (9) lets the oil go to the
bottom of transmission case (5). Case (5) also has a passage at the bottom that lets all the
oil go to the main reservoir in case (11).

Outlet oil from the converter goes to relief valve for converter outlet (13). Relief valve (13)
keeps the pressure inside the converter at a specific rate. From the outlet relief valve, the oil
goes through line (6) to oil cooler (12).

After going through the cooler, the oil at a lower temperature, goes through line (14) to the
transmission planetary. This oil is for lubrication of the transmission.
The oil from flywheel housing (7) goes through line (15) to the main reservoir at the bottom
of case (11).

Planetary Lubrication
All outlet oil from the torque converter oil cooler goes through an external line to an oil
inlet port on manifold (6). The oil goes through an internal passage in manifold (6) to oil
chamber (7). The flow of the oil divides. Part of the oil goes through passage (9) in the
manifold to lubricate and cool the components of the No.6 clutch. The remainder of the oil
goes through passage (2). Passage (2) is a series of passages, in the different clutch
housings, that are in alignment.

The oil from passage (9) goes through the holes in ring gear (8) to cool and lubricate the
discs and plates of the No.6 clutch. The oil also flows to passages in No.6 planetary shafts
(17). Planetary shafts (17) have drilled passages to allow the oil to go to the bearings. The
remainder of the oil from passages (9) goes to bearing (12).

The oil that flows through passage (2) goes to chamber (10) at the front of the transmission.

Most of the oil from chamber (10) goes to No.1 planetary shafts (16). Some of the oil from
chamber (10) goes to bearing (11), while the remainder of oil goes to lubricate and cool the
discs and plates of the No.1 clutch.

No.1 planetary shafts (16) have drilled passages to allow the oil to go to the bearings. The
oil goes around the planetary shaft bearings, and then goes to bearings (13) and (14). Oil
goes out the holes in the ends of shafts (16). Most of the oil goes to No.2 and 3 planetary
shafts (20), while the remainder of the oil goes to lubricate and cool the discs and plates of
the No.2 clutch.

No.2 and 3 planetary shafts (20) have drilled passages to allow the oil to go to the bearings.
The oil goes around the planetary shaft bearings and then goes to bearing (21) and also to
cool and lubricate the discs and plates of the No.3 clutch.

Oil goes out the holes in the ends of shafts (20) to No.4 planetary shafts (22).

No.4 planetary shafts (22) have drilled passages to allow the oil to go to the bearings. The
oil goes around the planetary shaft bearings to passage (23). Passage (23) supplies oil to
lubricate and cool the discs and plates of the No.3 and No.4 clutches.

The oil goes out shafts (22) to passage (24) in the No.4 carrier (3). Some of the oil goes to
bearing (4), while the remainder of the oil goes through a hole in rotating hub (5) to
lubricate and cool the discs and plates of the No.5 clutch. The oil then goes to passage (23)
to help lubricate and cool the discs and plates of the No.3 and No.4 clutches.

Bearing (15), on the end of the input shaft, gets oil from a passage between the input and
output shafts.
All clutch leakage oil and return oil goes to the bottom of transmission case (19). This oil
then goes through passage (25), to the main oil reservoir in the output transfer gear case.

The restrictions to the flow of oil inside the planetary, keep the lubrication pressure at
approximately 20 psi (140 kPa).

PLANETARY LUBRICATION

1. Housing assembly.

2. Oil passage.

3. No.4 carrier.

4. Bearing.

5. Rotating hub.
6. Oil manifold.

7. Oil chamber.

8. Ring gear for the No.6 clutch.

9. Passage.

10. Oil chamber.

11. Bearing.

12. Bearing.

13. Bearing.

14. Bearing.

15. Bearing.

16. No.1 planetary shafts.

17. No.6 planetary shafts.

18. Ring gear for the No.2 clutch.

19. Transmission case.

20. No.2 and No.3 planetary shafts.

21. Bearing.

22. No.4 planetary shafts.

23. Passage.

24. Passage.

25. Passage.

Output Transfer Gear Lubrication

Oil enters the output transfer case through a passage between the No.6 carrier and the
transmission output shaft. Since the transfer gear case is also the reservoir for the
transmission circuit, all return oil goes to the bottom of the case. The movement of the
gears in the oil causes oil to be thrown on all the components.
Oil Pump

OIL PUMP CONSTRUCTION

1. Bolts. 2. Body assembly. 3. Cover assembly. 4. Manifold assembly. 5. Gear assembly. 6. Seal. 7. Seal. 8.
Bolts. 9. Gear assembly. 10. Seals (two). 11. Bearings (four).

The oil pump is a single-section gear-type mounted on the back of the hydraulic implement
pump.

The main components of the oil pump are: body assembly (2), cover assembly (3),
manifold assembly (4), gear assembly (5) and gear assembly (9).

Drive gear (5) is connected by splines to the hydraulic implement pump, which is driven by
the pump drive.

In operation, oil comes from the reservoir in the output transfer gear case, through the
magnetic screen to an opening in manifold assembly (4). The oil goes to the lower part of
the body (2). The oil fills the spaces between the teeth of gears (5) and (9). As the gears
turn, oil is pushed from body (2). The oil goes through another passage in manifold
assembly (4) to an oil line. The oil then goes to the filter.

When the engine is not running, air is present in the pump. When the engine is started, a
line on the outlet side of the pump lets the air go from the pump. This prevents air from
getting into the system. After all air is out of the pump, an orifice in the line lets a specific
amount of oil go to the relief valve for converter outlet.

Oil Filter
Pressure oil, from the oil pump, goes in filter base (5) through inlet passage (8). The oil
goes through the filter base to housing (7). Oil fills the space between the inside of housing
(7) and filter element (9). Normally, oil goes through the filter element and then to the
outlet passage. The oil then goes to the remainder of the hydraulic system. The filter
element 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 increase in pressure causes bypass valve (3) to open.
The oil then goes to the hydraulic system. When the oil does not go through the filter
element, it is dirty and the debris in the oil can cause damage to other components in the
hydraulic system.

LOCATION OF OIL FILTER

1. Oil filter.

Correct maintenance must be used to make certain that filter element (9) does not become
full of debris and stop the flow of clean oil to the hydraulic system.
Normally, the end of bypass valve (3) is in contact with switch (2). This keeps the indicator
light on the dash "OFF". When the bypass opens, it moves to the right. The contact between
the bypass valve and the switch is broken. At this time, the indicator light comes "ON". The
indicator light tells the operator that the filter element is plugged and the bypass valve is
open.
OIL FILTER CONSTRUCTION
2. Switch. 3. Bypass valve. 4. Spring. 5. Oil filter base. 6. Seal. 7. Housing. 8. Oil inlet passage. 9. Filter
element. 10. Ring. 11. Retainer. 12. Spring. 13. Plug.

Transmission
6P3761 Transmission (Serial No. 2SA1-Up)

TRANSMISSION COMPONENTS

1. Ring gear for No.1 clutch.

2. Coupling gear.

3. No. 1 clutch.

4. No.2 clutch.

5. Ring gear for No.2 clutch.

6. No.2 sun gear.

7. No.2 and No.3 carrier.

8. Ring gear for No.3 clutch.

9. No.3 clutch.

10. No.4 carrier.

11. Ring gear for No.4 clutch.

12. No.4 clutch.

13. No.4 sun gear.

14. No.5 clutch.

15. Rotating hub.

16. No.6 clutch.

17. Ring gear for No.6 clutch.

18. No.6 carrier.

19. No.6 sun gear.

20. No.1 carrier.

21. No.1 sun gear.

22. Input shaft.

23. Output shaft.

24. No.1 planetary gears.

25. No.2 planetary gears.

26. No.3 planetary gears.

27. No.4 planetary gears.

28. Housing assembly.

29. No.6 planetary gears.

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

The transmission is fastened between the torque converter cover and the case for the output
transfer gears. Input power to the transmission comes from the torque converter.

The two clutches, No.1 and No.2, nearest the input end 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, No.5 and No.6 clutches are the speed clutches. The No.3 clutch gives
FOURTH speed. The No.4 clutch gives THIRD speed. The No.5 clutch gives SECOND
speed. The No.6 clutch gives FIRST speed.

A speed clutch and a direction clutch must both be engaged, in that order, to send power
through the transmission. The chart gives the combination of the clutches engaged for each
FORWARD and REVERSE speeds.