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CAMPUS ITM: Av. Ramón Castilla 1110

Carretera Trujillo – Huanchaco

E-mail: [email protected]

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SYSTEMS OPERATION

966G Series II Wheel Loader and 972G Series II

Wheel Loader Power Train

GENERAL INFORMATION

Illustration 1: Location of Power Train Components

(1) Diesel engine

(2) Torque converter

(3) Transmission

(4) Output transfer gears

(5) Rear final drives

(6) Rear drive shaft

(7) Front drive shaft

(8) Front final drive

Power from the diesel engine (1) is sent from the flywheel to torque converter (2). The

torque converter is splined to the engine flywheel. The torque converter is fastened to

transmission (3) by bolts. Power flows directly from the torque converter to the

transmission input shaft. The torque converter output gear is meshed to the transmission

input gear.

The transmission output shaft is connected to the input gear in output transfer gear case

(4) by splines. Power is sent through the input gear to the output gear. The output gear

sends power through rear drive shaft (6) to the rear differential. The output gear also

sends power to the front differential through front drive shaft (7). The bevel gear and

pinion of each differential sends the power to the final drives through the differentials

and through the sun gear shafts. Axle shafts transfer the power from final drives (5) and

(8) to the wheels. An integral parking brake is mounted on the front of the transmission.




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Illustration 2: Block Diagram of the Power Train Electronic Control System

(9) Position sensor (left pedal)

(10) Transmission direction and speed

control

(11) ET service connector

(12) CAT Data Link

(13) Caterpillar Monitoring System

(14) Caterpillar Monitoring System

service connector

(15) Power train electronic control

module (ECM)

(16) Auto/manual switch for the

Autoshift control

(17) Transmission neutralizer override

switch

(18) Variable shift control switch

(19) Minimum engine speed setting

(20) Engine

(21) Engine speed sensor

(22) Torque Converter

(23) Torque Converter output speed

sensor

(24) Modulating valves (transmission

clutch) (six)

(25) Transmission oil temperature

sensor

(26) Transmission output speed sensors

(two)

(27) Differential

(28) Transmission

Six hydraulically activated clutches in transmission (28) provide four forward speeds

and four reverse speeds. Speed selections and direction selections are made manually

with transmission direction and speed control (10). The autoshift control will make

speed selections if the machine is in automatic mode. The variable shift control uses the

position of the variable shift control switch and the engine speed in order to provide

alternate auto shift points.




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The power train electronic control system electronically controls transmission shifts.

The power train electronic control system shifts the transmission. In order for the

transmission to be shifted to the desired speed and the desired direction, power train

ECM (15) receives the operator input from transmission direction and speed control

(10) and the left brake pedal position sensor. The power train ECM signals the

modulating valve (transmission clutch) of the speed clutch that is selected. The power

train ECM signals the modulating valve (transmission clutch) of the direction clutch

that is selected. The output signal energizes the solenoids of modulating valves

(transmission clutch) (24) that are selected. The energized modulating valves

(transmission clutch) electronically modulate the oil pressure of the clutches that are

selected. The power train ECM can request automatic shifts. The power train ECM uses

the following input signals to ensure steady engagement of the clutches: engine speed

sensor (21), torque converter output speed sensor (23), transmission speed sensors (26)

and transmission oil temperature sensor (25).

The power train ECM also controls the following functions: neutral start, ride control,

backup alarm, auto shift control, variable shift control, secondary steering, speed

limiter, parking brake interlock and transmission neutralizer.




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TORQUE CONVERTER AND PUMP DRIVE HOUSING

Illustration 3: Torque Converter and Pump Drive Housing

(1) Torque converter housing. (2) Transmission and hydraulic implement pump drive

gear. (3) Pump drive flange. (4) Transmission oil pump. (5) Torque converter. (6)

Transmission housing. (7) Torque converter output gear. (8) Drive gear. (9) Input gear

for planetary transmission.

Transmission oil pump (4) and the hydraulic implement pump are mounted on torque

converter housing (1). Torque converter housing (1) is between the engine flywheel

housing and transmission housing (6).

Gear (8) turns drive gear (2) for the transmission oil pump and for the hydraulic

implement pump. Pump drive flange (3) is connected to transmission oil pump (4) by

splines. The hydraulic implement pump is fastened to transmission oil pump (4). Torque

converter output gear (7) sends power to input gear (9) for the planetary transmission.




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TORQUE CONVERTER




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TORQUE CONVERTER

The torque converter is located at the input end of the transmission. The torque

converter housing is bolted to the flywheel housing. Output torque from the torque

converter enters the planetary transmission through either the Number 1 sun gear or the

Number 2 sun gear. The gear that receives the output is dependent upon the direction

clutch that is engaged.

Oil for the operation of the torque converter is supplied by the transmission oil pump.

Oil from the transmission oil pump flows to the torque converter housing. The oil flow

is divided in the torque converter housing. The transmission hydraulic control relief

valve and the clutch solenoid modulating valves receive the oil flow that is divided. The

transmission hydraulic control relief valve regulates P3 converter inlet oil to flow to the

torque converter at a nominal pressure of 550 kPa (80 psi). The torque converter inlet

relief valve limits the oil flow to the torque converter to a maximum pressure of 900 ±

70 kPa (130 ± 10 psi). The torque converter inlet relief valve is located in the torque

converter housing. The transmission hydraulic control relief valve is located above the

torque converter inlet relief valve.

The torque converter outlet pressure is 415 kPa (60 psi).

TORQUE CONVERTER

Illustration 4: Torque Converter

(1) Rotating housing

(2) Impeller

(3) Gear

(4) Inlet port

(5) Output shaft

(6) Turbine

(7) Stator

(8) Adapter

(9) Carrier assembly

(10) Outlet port




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Rotating housing (1), impeller (2), and oil pump drive gear (3) are driven by the

flywheel. These components rotate as a unit at the engine speed.

P3 converter inlet oil enters the torque converter through inlet port (4) in carrier

assembly (9). The oil is directed to the inlet port by a passage in the torque converter

housing. From inlet port (4), the oil flows through carrier assembly (9) and through a

passage in impeller (2).

As impeller (2) rotates, the impeller acts as a pump in order to direct the oil to turbine

(6). The turbine is fastened to the hub assembly with bolts. The hub assembly is

connected to output shaft (5) by splines. The turbine directs oil to stator (7) that is held

stationary. The stator is connected to adapter (8) with splines. Adapter (8) is connected

to carrier assembly (9) with splines. Carrier assembly (9) is bolted to the torque

converter housing.

The oil flows through a passage in carrier assembly (9) to outlet port (10). From outlet

port (10), oil is directed to the torque converter oil cooler. The temperature of the oil is

lowered in the torque converter oil cooler. From the torque converter oil cooler, the oil

flows to the transmission. The oil cools the internal components of the transmission.

The oil lubricates the internal components of the transmission.

TORQUE CONVERTER (FREEWHEEL STATOR)

Illustration 5

(1) Rotating housing

(2) Impeller

(3) Gear

(4) Inlet port

(5) Output shaft

(6) Turbine

(7) Plate

(8) Stator

(9) Race

(10) Carrier

assembly

(11) Outlet port




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Illustration 6

(9) Race

(12) Cam

(13) Spring

(14) Slot

(15) Cam surface

(16) Roller

Rotating housing (1), impeller (2), and oil pump drive gear (3) are driven by the

flywheel. These components rotate as a unit at the engine speed.

P3 converter inlet oil enters the torque converter through inlet port (4) in carrier

assembly (10). The oil is directed to the inlet port by a passage in the torque converter

housing. From inlet port (4), the oil flows through carrier assembly (10) and through a

passage in impeller (2).

As impeller (2) rotates, the impeller acts as a pump in order to direct the oil to turbine

(6). The turbine is fastened to the hub assembly with bolts. The hub assembly is

connected to output shaft (5) with splines. The turbine directs oil to stator (8) that is

held stationary.

Stator (8) is connected to freewheel cam (12) with splines. Stator (8) and freewheel cam

(12) rotate together. Freewheel race (9) is held stationary. Springs (13) are inserted

between cam (12) and rollers (16). Race (9) is connected to carrier (10) with splines.

Carrier (10) is fastened to the cover that is around the torque converter. Carrier (10) and

race (9) do not rotate. The carrier helps to support the rotating components of the

converter. The carrier also contains the oil flow passages for the operation of the

converter.

The oil flows through a passage in carrier assembly (10) to outlet port (11). From outlet

port (11), oil is directed to the torque converter oil cooler. The temperature of the oil is

lowered in the torque converter oil cooler. From the torque converter oil cooler, the oil

flows to the transmission. The oil cools the internal components of the transmission.

The oil lubricates the internal components of the transmission.




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TRANSMISSION HYDRAULIC SYSTEM

Illustration 7: Schematic for the Transmission Hydraulic System

(1) Transmission hydraulic control relief valve


(3) Torque converter outlet relief valve (if equipped)

(4) Transmission oil filter

(5) Modulating valve (transmission clutch) for the Number 1 clutch






(11) Transmission oil pump

(12) Torque converter inlet relief valve

(13) Suction screen and magnet

(14) Oil sump

(15) Transmission lubrication




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(16) Oil cooler

(A) Pump pressure tap

(B) P3 Torque converter inlet pressure tap

(C) Torque converter outlet pressure tap

(D) Sampling valve for the transmission oil

(G) Number 1 clutch pressure tap

(H) Number 4 clutch pressure tap

(J) Number 2 clutch pressure tap

(K) Number 5 clutch pressure tap

(L) Number 3 clutch pressure tap

(M) Number 6 clutch pressure tap

(N) Transmission lubrication pressure tap

The transmission hydraulic system consists of the following components: suction screen

and magnet (13), transmission oil pump (11), transmission oil filter (4), transmission

hydraulic control relief valve (1), modulating valves (transmission clutch) (5-10), torque

converter (2), torque converter inlet relief valve (12), torque converter outlet relief valve

(3) and oil cooler (16).

The bottom of the output transfer gear case contains oil sump (14). Transmission oil

pump (11) is a one-section gear type pump. Transmission oil pump (11) is a positive

displacement pump. Transmission oil pump (11) supplies oil to the transmission

hydraulic system. Transmission oil pump (11) pulls oil from oil sump (14). The oil

flows through the suction screen and magnet (13). Oil is supplied to the pump inlet

through a tube that is mounted to the pump inlet and the output transfer gear case.

Pressurized oil exits the pump outlet and flows to externally mounted transmission oil

filter (4). Pressurized oil flows from transmission oil filter (4) through an external hose

to the torque converter housing. Pressurized oil then flows through internal passages in

the torque converter housing. Transmission hydraulic control relief valve (1) receives

some of the pressurized oil flow. Modulating valves (5-10) receive some of the

pressurized oil flow.

Modulating valves (5-10) are mounted on the top of the transmission under the cab. The

six transmission clutches have an individual modulating valve (5-10). In order to move

the machine, a direction clutch solenoid and a speed clutch solenoid must be energized.

The modulating valves (5-10) are used to directly modulate the oil pressure that is sent

to each individual clutch. The leakage oil from the clutches and the return oil flows to

the bottom of the transmission. The nonenergized modulating valves (5-10) return the

oil flow to the bottom of the transmission. The oil then flows to oil sump (14) in the

bottom of the output transfer gear case.

Transmission hydraulic control relief valve (1) controls the pressure of the oil that flows

to modulating valves (5-10). Oil flows into transmission hydraulic control relief valve

(1) at a maximum pressure of 2930 kPa (425 psi). The oil pressure overcomes the spring

force of transmission hydraulic control relief valve (1). Torque converter inlet oil then

flows to torque converter (2) at 550 kPa (80 psi).

Torque converter inlet relief valve (12) limits P3 torque converter inlet oil to a

maximum pressure of 900 ± 70 kPa (130 ± 10 psi). Torque converter inlet relief valve

(12) is located in the torque converter housing. Transmission hydraulic control relief




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valve (1) is located above the torque converter inlet relief valve. Transmission hydraulic

control relief valve (1) must be removed in order to attain access to the torque converter

inlet relief valve.

The outlet oil from torque converter (2) flows to torque converter outlet relief valve (3).

Torque converter outlet relief valve (3) (if equipped) maintains the oil pressure inside

the torque converter at a specific rate. Torque converter outlet relief valve (3) (if

equipped) maintains the oil pressure inside the torque converter at 415 ± 140 kPa (60 ±

20 psi). The oil flows from the torque converter outlet relief valve to oil cooler (16).

Oil cooler (16) is located on the right side of the engine. After the oil has been cooled,

the oil flows to the transmission. The oil provides lubrication to the transmission and

cooling to the transmission. The oil flows through internal passages in the transmission

to the bearings, the gears and the clutches. The oil then flows to the bottom of the

transmission. The oil then flows to oil sump (14) in the bottom of the output transfer

gear case.

TRANSMISSION OIL PUMP

Illustration 8: Torque Converter and Pump Drive Housing


housing.

(2) Transmission

and hydraulic pump

drive gear.

(3) Pump drive

flange.

(4) Transmission oil

pump.




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Illustration 9: Location of the transmission oil pump

Transmission oil pump (4) is mounted on the left side of torque converter housing (1)

under the cab.

Transmission oil pump (4) is a positive displacement type pump. The one-section gear

pump is bolted to the torque converter housing (1). The following pumps are mounted

on the transmission oil pump (4) and driven by the transmission oil pump: steering

pump, implement pump and pilot/brake pump.

The pump drive gear is fastened to the torque converter impeller. The pump drive gear

drives transmission and hydraulic pump drive gear (2). Transmission and hydraulic

pump drive gear (2) is fastened to pump drive flange (3). Pump drive flange (3) is

connected to transmission oil pump (4) by splines. The splined shaft of the transmission

oil pump drives the transmission oil pump.

Illustration 10: Transmission oil pump

The main components of the transmission oil pump are (5) cover assembly, (6) body

assembly, (7) manifold assembly, (8) drive gear, and (9) gear.

(4) Transmission oil

pump.

(5) Cover assembly.

(6) Body assembly.

(7) Manifold

assembly.

(8) Drive gear.

(9) Gear.




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OIL FILTER (POWER TRAIN)

Illustration 11: Location of the power train oil filter

The power train oil filter (1) is mounted on the left side of the machine frame under the

cab.

The externally mounted oil filter has a bypass valve. If there is a restriction in the oil

filter or if the oil viscosity is high, the bypass valve in the filter housing will open.

If the inlet pressure to the oil filter is 248 ± 21 kPa (36 ± 3 psi) greater than the outlet

pressure, the bypass valve will open. When the oil does not flow through the filter

element, the debris in the oil could cause damage to other components in the hydraulic

system.

Correct maintenance recommendations must be followed in order to ensure that the

element does not fill with debris. If the element is full of debris, the flow of clean oil to

the hydraulic system stops.

TRANSMISSION OIL COOLER

Illustration 12: Location of Transmission Oil Cooler

(1) Power train oil filter.

Coolant from the engine

enters the end of the oil

cooler. The coolant

flows through the many

long tubes that are in the

oil cooler. The coolant

then exits the opposite

end of the oil cooler and

the coolant returns to the

engine cylinder block.

The coolant is then

cooled by the cooling

system of the engine.




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Illustration 13: Schematic of Transmission Oil Cooler

Transmission system oil with a high temperature comes from the relief valve for the

torque converter outlet. Transmission system oil enters the oil cooler inlet. The flow of

oil is around the tubes and along the tubes inside the oil cooler. In this process, heat that

is removed from the oil is given to the engine coolant. After the oil flows through the oil

cooler tubes the oil flows through the bottom outlet with a lower temperature. The

components in the transmission are then cooled and lubricated by the oil.

TRANSMISSION HYDRAULIC CONTROL

Illustration 14: Transmission Hydraulic Control




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(1) Number 1 clutch modulating valve (Reverse)

(2) Number 2 clutch modulating valve (Forward)

(3) Number 3 clutch modulating valve (Fourth Speed)

(4) Number 4 clutch modulating valve (Third Speed)

(5) Number 5 clutch modulating valve (Second Speed)

(6) Number 6 clutch modulating valve (First Speed)

(A) Transmission hydraulic control relief valve

(B) Modulating valves (transmission clutch)

(C) Torque converter inlet relief valve

(D) Torque converter outlet relief valve (if equipped)

The transmission hydraulic control controls the oil pressure to the torque converter, to

the transmission clutches, and to the lubrication circuits. The transmission hydraulic

control also controls the flow of oil to the clutches. The transmission hydraulic control

is installed on the top of the transmission planetary group and on the side of the torque

converter housing. The transmission hydraulic control consists of the following

components: transmission hydraulic control relief valve (A), six modulating valves (B),

torque converter inlet relief valve (C) and torque converter outlet relief valve (D).

Pressurized oil for the operation of the transmission hydraulic control flows from the

transmission oil pump to the transmission oil filter. The oil flows through a hose to the

oil inlet in the torque converter housing. The oil flows through internal passages in the

torque converter housing in order to supply transmission hydraulic control relief valve

(A) with oil. The oil also flows through internal passages in the transmission housing in

order to supply the six modulating valves (B) with oil.

The six modulating valves (B) are mounted on the top of the transmission under the cab.

The six transmission clutches have an individual modulating valve (B). In order to

move the machine, a direction clutch solenoid and a speed clutch solenoid must be

energized. The modulating valves (B) are used to directly modulate the oil pressure that

is sent to each individual clutch.

The following table provides the combination of the energized solenoids and engaged

clutches for each forward speed and for each reverse speed.

TABLE 1

Speed Range and Direction Clutches and Solenoids that are Engaged

Fourth Speed Forward 3 and 2

Third Speed Forward 4 and 2

Second Speed Forward 5 and 2

First Speed Forward 6 and 2

Neutral 3

First Speed Reverse 6 and 1




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Second Speed Reverse 5 and 1

Third Speed Reverse 4 and 1

Fourth Speed Reverse 3 and 1

Transmission hydraulic control relief valve (A) controls the pressure of the oil that is

supplied to modulating valves (B). The oil pressure overcomes the spring force of the

transmission hydraulic control relief valve. Torque converter inlet P3 oil then flows to

the torque converter.

Torque converter inlet relief valve (C) limits P3 torque converter inlet oil pressure to a

maximum of 900 ± 70 kPa (130 ± 10 psi). Torque converter inlet relief valve (C) is

located in the torque converter housing. Transmission hydraulic control relief valve (A)

is located above torque converter inlet relief valve (C). Transmission hydraulic control

relief valve (A) must be removed in order to attain access to the torque converter inlet

relief valve (C).

TRANSMISSION HYDRAULIC CONTROL OPERATION

Illustration 15: Transmission Hydraulic Control




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Starting the Engine with the Transmission in the NEUTRAL position:

When the engine is started, the transmission oil pump (11) pulls oil from oil sump (14).

The oil flows through the suction screen and magnet (13). Transmission oil pump (11)

sends pressurized oil through transmission oil filter (4). Pressurized transmission oil

flows from the transmission oil filter to the oil inlet in the torque converter housing. The

pressurized oil flows through internal passages in the torque converter housing in order

to supply transmission hydraulic control relief valve (1) with oil. The pressurized oil

also flows through internal passages in the transmission housing. The pressurized oil

flows out of the internal passages in the transmission housing into modulating valves (5-

10). Number 3 clutch solenoid (9) is energized because the transmission is in neutral.

None of the remaining modulating valves (5), (6), (7), (8) and (10) provide oil to the

transmission clutches. The pressurized oil leakage drains to oil sump (14).

The transmission hydraulic control relief valve (1) sends P3 converter inlet oil to torque

converter (2). Torque converter outlet oil flows to oil cooler (16). After the oil cools, the

oil flows to the transmission for transmission lubrication (15). After the transmission is

lubricated and cooled the oil drains to the oil sump (14).

Torque converter inlet relief valve (12) limits P3 torque converter inlet oil pressure to a

maximum of 900 ± 70 kPa (130 ± 10 psi). Torque converter inlet relief valve (12) is

located in the torque converter housing. Transmission hydraulic control relief valve (1)

must be removed in order to attain access to torque converter inlet relief valve (12).

Shifting the Transmission to the FIRST SPEED FORWARD position:

The power train electronic control module (ECM) modulates the electrical current that

is sent to the selected modulating valves. Modulating the current to the modulating

valve controls the transmission clutch pressure.

When the transmission direction and speed control lever (if equipped) is moved to the

FIRST SPEED FORWARD position, both Number 2 clutch solenoid (7) and Number 6

clutch solenoid (10) are energized. When the transmission direction control switch (if

equipped) and the transmission upshift switch are shifted to the FIRST SPEED

FORWARD position, both Number 2 clutch solenoid (7) and Number 6 clutch solenoid

(10) are energized.

Number 2 clutch solenoid (7) is electronically modulated when the Number 2 clutch is

filled. Number 6 clutch solenoid (10) is electronically modulated when the Number 6

clutch is filled. When the electrical current is modulated to the full current, the Number

6 clutch and the Number 2 clutch are at full oil pressure.

Modulating valves (5), (6), (8), and (9) are not energized. The leakage oil drains to oil

sump (14).

(AA) Pressure oil (BB) P3 Torque Converter inlet pressure

(CC) Torque converter outlet pressure (DD) Lubrication pressure

(EE) Return oil




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Transmission in the FOURTH SPEED REVERSE position:

The power train electronic control module (ECM) modulates the electrical current that

is sent to the selected modulating valves. Modulating the current to the modulating

valve controls the transmission clutch pressure.

When the transmission direction and speed control lever (if equipped) is moved to the

FOURTH SPEED REVERSE position, both Number 1 clutch solenoid (5) and Number

3 clutch solenoid (9) are energized. When the transmission direction control switch (if

equipped) and the transmission upshift switch is shifted to the FOURTH SPEED

REVERSE position, both Number 1 clutch solenoid (5) and Number 3 clutch solenoid

(9) are energized.

Number 1 clutch solenoid (5) is electronically modulated when the Number 1 clutch is

filled. Number 3 clutch solenoid (9) is electronically modulated when the Number 3

clutch is filled. When the electrical current is modulated to the full current, the Number

3 clutch and the Number 1 clutch are at full oil pressure.

Modulating valves (6), (7), (8), and (10) are not energized. The leakage oil drains to oil

sump (14).

OUTPUT TRANSFER GEARS

Illustration 16: Output Transfer Gears

(1) Case.

(2) Drive gear.

(3) Shims.

(4) Driven gear.

(5) Shaft.

(6) Yoke assembly.

(7) Yoke assembly.




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The output transfer gears are at the output side of the transmission. The transmission

output shaft is connected to drive gear (2) by splines.

Drive gear (2) is engaged with driven gear (4). Driven gear (4) is connected to shaft (5)

by splines. Yoke assemblies (6) and (7) are connected to shaft (5) by splines. Yoke

assembly (6) is connected to the short drive shaft that is connected to the rear

differential. Yoke assembly (7) is connected to the drive shaft. The drive shaft is

connected to the pillow block bearing and to the front differential.

The flow of power in the output transfer gears goes from the transmission output shaft

to drive gear (2). The power then flows from drive gear (2) to driven gear (4). The

power then flows from the driven gear to shaft (5).

At shaft (5), the flow of power divides. Some of the power goes from yoke assembly (6)

through a drive shaft to the rear differential. Some of the power goes from yoke

assembly (7) through a drive shaft and through the bearing cage to the front differential.

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

MAGNETIC SCREEN

Illustration 17: Magnetic Screen Assembly

The magnetic screen assembly is located on the bottom right side of the rear of the

transfer gear case. Oil from the bottom of the transfer gear case flows through an inlet

passage. As the oil flows through the screen, foreign particles that are in the oil are

stopped by the screen. This keeps the foreign particles from going into the transmission

hydraulic system.

After the oil flows through the screen, the oil flows through the magnets. The magnets

are installed on the tube assembly so that the same magnetic ends are next to each other.

Smaller metal particles that go through the screen are captured by the magnets. The

magnets will not allow the metal particles to go with the oil through the transmission

hydraulic system.

Then, the oil flows through the tube assembly to the transmission pump.

(1) Magnetic tube.

(2) Screen.

(3) Seal.




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DIFFERENTIAL

Illustration 18: Typical Illustration

A differential divides the power that is sent to the wheels or a differential causes a

balance of the power that is sent to the wheels. A differential allows one wheel to turn at

a slower rate than the other wheel on an axle. For example, this occurs during a turn.

During a turn, the differential allows the inside wheel to rotate at a slower rate in

relation to the outside wheel. The differential still sends the same amount of torque to

each wheel.

(1) Bevel pinion.

(2) Bevel gear.

(3) Ring gear.

(4) Planetary gear.

(5) Carrier.

(6) Axle shaft.

(7) Spider.

(8) Differential case.

(9) Pinion.

(10) Side gear.

(11) Brake piston.

(12) Brake disc.

(13) Reaction plate.

(14) Sun gear.

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