COURSE OVERVIEW

Overview
This course will discuss the methods for transferring power. The
course will begin with machines that are driven with hydraulic
components. This subject is covered in detail in the Hydraulics
courses, so only brief mention is made of them in this course.
This rest of the course will concentrate on the mechanical power
train components that were not covered in Power Train I. These
components include differentials, brakes, final drives and
undercarriage.
Torque converters and transmissions are not part of this course.
Class time is divided between classroom and hands on activities,
such as disassembly, assembly, troubleshooting, testing and
adjusting.
The content of this course should be treated as general information
for power train components in all Caterpillar machines.
The following course curriculum has been developed using the
reference materials and tooling listed on the following pages.
Substitute materials and tooling may be used at the discretion of the
instructor.
Course exercises and lab assignments may require modification(s) if
substitute materials and tooling are used.

2000 Caterpillar Inc.

Revision August 1, 2000

Property of Caterpillar Inc.

Power Train II: Course Overview

Power Train II

Unit 1: Hydraulically Driven Machines

Lesson 1: Drive Systems
Unit 2: Differentials
Lesson 1: Basic Components and Theory
Lesson 2: Locking Differentials
Lesson 3: Planetary Differential
Lesson 4: Adjustments
Lesson 5: Differential Steering
Lesson 6: Steering Clutch and Brake
Unit 3: Brakes
Lesson 1: Brake Mechanisms
Lesson 2: Brake Actuation Components
Lesson 3: Brake Systems
Lesson 4: Retarding and Traction Control
Unit 4: Tracks and Undercarriage Components
Lesson 1: Undercarriage Components
Lesson 2: Undercarriage Wear and Operation
Lesson 3: Track Options and Shoe Options
Unit 5: Final Drives and Tire Discussion
Lesson 1: Final Drives
Lesson 2: Miscellaneous Components

Table of Contents

Table Of Contents

COURSE DESCRIPTION

Description
1. Power Train II
2. Course Number __________
3. Prerequisite: Hydraulics, Power Train I
4. Four lecture and six laboratory hours per week (8 week class)
5. Credit: Three semester hours
Methods of Presentation
1. Lecture and discussion
2. Demonstrations
3. Supporting laboratory exercises and lab worksheets
Suggested Evaluation of Student Achievement
1. Unit tests -- _______%
2. Laboratory worksheets -- _______%
3. Quizzes and exercises -- ________%
4. Class and laboratory participation -- ______%

Course Description

Power Train II

OBJECTIVES

At the completion of this course, the student will have working

knowledge of the power train components that are included in this
course. Using reference materials, the student will be able to
disassemble, assemble and adjust various power train components.

Course Objectives

Power Train II

Course Reference Materials

Power Train II
REFERENCE MATERIALS

The reference material below should be ordered before conducting

the course. Other reference materials may be used at the discretion
of the instructor.
The Service Publications will not be needed if SIS is used during the
laboratory exercise.
Service Publications:
311B, 312B & 312B L Excavators Machine
Systems Disassembly and Assembly Module.

SENR9235

416C, 426C, 428C 436C, and 438C Backhoe Loaders

Power Train Disassembly and Assembly Module.

SENR1206

950G Wheel Loader, 962G Wheel Loader and

IT62G Integrated Toolcarrier Power Train
Disassembly and Assembly Module.

SENR1381

950G Wheel Loader, 962G Wheel Loader and

IT62G Integrated Toolcarrier Power Train
Testing and Adjusting Module.

SENR1380

D7R Track-Type Tractor Differential Steering Power Train

Disassembly and Assembly Module.
SENR1706
950G Wheel Loader, 962G Wheel Loader and
IT62G Integrated Toolcarrier Braking System
Testing and Adjusting Module.

SENR1387

Power Train II
REFERENCE MATERIALS (continued)

Miscellaneous:
950G Wheel Loader, 962G Wheel Loader and
IT62G Integrated Toolcarrier Braking System
Specifications Module.

SENR1385

Undercarriage Application Guide for Medium Size Track-type

Tractors.
PEGP2009
Data Sheet: Sealed and Lubricated Track.
PEDP0036
Data Sheet: Extended Life Undercarriage.
PEDP7107
Data Sheet: Heavy Duty Track.
PEHP5031
Data Sheet: Quad and Tri Link Track.
PEHP6031
Data Sheet: Positive Pin Retention Track.
PEHP7025
Data Sheet: Rotating Bushing Track.
PEHP5030
Data Sheet: Mobil-trac System.
PEHP7026
Data Sheet: Mobil-trac System Options.
PEHP8039
Data Sheet: Chopper Shoe.
PEDP1147

TOOLING REQUIREMENTS
Labs and exercises for this course require the following tools.
Substitute tooling may be used at the discretion of the instructor
FT0834
FT0957
FT0996
FT2214
FT2615
FT2616
1B-9575
1D-4716
1D-4717
1P-1863
1P-2420
1P-3532
1U-6434
1U-6689
3B-1915
3K-4897
4B-5270
4B-5271
4C-8345
4C-8346
5M-2894
6V-4072
6V-7820
7X-0851
8B-7548
8S-5132
8T-0664
8T-5096
9S-7354
9U-7346
120-9877

Clutch Test Nozzle

Adapter Group
Positioning Group
Adapter
Bar (Rolling Torque)
Gauge Block
Bolt
Nut
Nut
Pliers
Transmission Test Stand
Track Block Assembly
Duo-Cone Seal Installer
Socket
Bolt
Spring Pin
Washer
Washer
Spanner Wrench
Spanner Wrench
Washer
Spanner Wrench
Torque Multiplier
Nut
Bearing Puller Assembly
Plate
Bolt
Dial Indicator
Torque Wrench
Spanner Wrench
Spanner Wrench

1
4
4
1
1
1
1
1
3
1
1
1
1
1
3
8
2
2
1
1
6
1
1
1
1
1
1
1
1
1
1

Course Tooling Requirements

Power Train II

Power Train II
TOOLING REQUIREMENTS (continued)

138-7573
Link Bracket
138-7374
Link Bracket
1/4 to 3/4 inch socket adapter
Depth micrometer
Feeler gauge
Guide bolt
Hose clamp and flexible strip of metal
Press
Prussian blue
Torque Wrench
Tube and container for oil collection

4
4
1
1
1
1
1
1
1
1
1

Electronic Technician
With DataView:
6V-2198
Extension Cable
6V-4144
Coupler Assembly
143-4066
Pressure Sensor

2
2
2

Without DataView:
1U-5481
Pressure Gauge Group
1U-5482
Pressure Adapter Group

1
1

Hydraulically Driven Machines

Introduction
This unit provides instruction on machines that are driven with
hydraulic components. This unit describes the components and drive
systems of several machines that are driven with hydraulic power.
Unit Objectives
At the completion of this unit, the student will be able to demonstrate
an understnading of drive systems used on various machines and the
similarities between them.
Unit References:
Student Worktext
Tooling:
None Required

Unit 1: Hydraulically Driven Machines

UNIT 1

Lesson 1: Drive Systems

Lesson 1: Drive Systems

HYDROSTATIC DRIVE
SYSTEM

BRAKE
MASTER
CYLINDER

CREEPER
VALVE

TO IMPLEMENT
PILOT SYSTEM
PS1

T2

MH

TO BRAKE
CALIPER

MOTOR

PUMP

TO HYDRAULIC
TANK
OIL SAMPLING

M1

FILTER
GROUP

Fig. 1.1.1 Drive System

Introduction
This lesson will discuss some specific drive systems. The systems
have been chosen to demonstrate a unique feature. All possible
combinations of drive systems are too varied to cover in this course.
Objectives
1. Understand the drive systems of a various machines.
2. Understand the similarities between these different systems.

Unit 1
Lesson 1

1-1-2

Power Train II

FUNCTIONAL AREAS
Swashplate angle
High pressure side
Low pressure side
Fig. 1.1.2

Introduction
In a bi-directional variable displacement pump, a circuit controls the
swashplate angle:
A valve controls the amount of signal oil that flows to the
piston that shifts the swashplate. The amount of signal oil is
usually proportional to the amount of lever movement, but not
always.
A valve controls the direction that the output oil should flow
to the motor.
A valve that senses the pressure in the drive loop will cause
the pumps to destroke when the drive loop pressure gradually
rises too high, usually by draining signal pressure.
A valve tied to the brake system will cause the pumps to
destroke when the brakes are applied, usually by draining
signal pressure.
In some systems, a valve that is dependent on engine speed
will cause the pumps to destroke when the engine speed is
lugging. This gives priority to the implement system. The
pump is usually destroked by draining signal oil.
Some of these functions are combined and done by one valve.

Unit 1
Lesson 1

1-1-3

Power Train II

A line connects the high pressure output from the pump to the inlet of
the motor.
A valve that senses the pressure in the drive loop will cause
the pumps to destroke when the drive loop pressure gradually
rises too high, usually by draining signal pressure.
A valve that senses the pressure in the drive loop will dump
the excess oil into the charge circuit (or the tank, etc.) if a
pressure spike occurs.
In some systems, a synchronization valve connects the two
drive loops from each side of the machine. This helps with
straight travel.
A line connects the low pressure output from the motor to the inlet of
the pump.
A valve drains some of this oil to an oil cooler or another
system. This flushes out contaminants and keeps the oil from
getting too hot. Sometimes this function is performed by two
valves, one valve routes the correct drive loop to the valve
that dumps the oil.
Charging oil comes in from another source to compensate for
the losses from the pumps themselves and from the valve
mentioned above.
A valve limits the maximum pressure of the oil from the
external charging source. When the pump swashplates are in
the neutral position, this valve controls the drive loop pressure
as well.
A check valve separates the charging system from the drive
loop. There is a check valve for each half of the drive loop.
When the drive loop is at high pressure, the check valve will
separate the charging system from the drive loop. When the
drive loop is at low pressure, the check valve will allow oil
from the charging system to replenish the drive loop as
needed.
A valve allows for towing. When the machine is pulled, the
motors will be driven like pumps. The motors will generate
oil flow. The towing valves route the oil back into the inlet
for the motor. If this is not done, the oil will try to drive the
pump like a motor. In some designs, the check valves
mentioned above can be turned and used as towing valves.

Unit 1
Lesson 1

1-1-4

Power Train II

Fig. 1.1.3 Early Vibratory Compactors

Paving Compactors
The drive system of the earlier models of vibratory compactors
allows the operator to choose high speed or low speed operation.
Both of the hydraulic motors are two-speed motors.
The two-speed bent axis piston motor for the rear wheels sends power
through a gear reducer and a NO-SPIN differential. The axle shafts
then drive the rear wheels.
The drum is driven by a two-speed radial piston motor. The parking
brake is also located at the drum.
Each bi-directional variable displacement piston pump has a servo
piston that is connected to the swashplate through a lever arm. When
the displacement control lever in the cab is moved, oil flows to one
end of the servo piston. The servo piston is shifted by an amount that
is proportional to lever movement.

Unit 1
Lesson 1

1-1-5

Power Train II

CHARGE
RELIEF
VALVE

SERVO
PISTON

DISPLACEMENT
CONTROL SPOOL

SERVO
PISTON

DISPLACEMENT
CONTROL SPOOL

CHARGE
RELIEF
VALVE
TANDEM
PROPEL PUMP

SOLENOID
VALVE
(SEC BRK)

FROM STEER &

BLADE CIRCUIT

SOLENOID
VALVE
(SEC BRK)

FROM CHARGE
FILTER
PROPEL
COOLING
VALVE
TO VIBRATORY
COOLING VALVE

SECONDARY
BRAKE AND
HIGH/LOW
SHIFT VALVE
FRONT
PROPEL
MOTOR

FROM VIBRATORY
COOLING VALVE

CS/CP-563 PROPEL SYSTEM

REAR PROPEL MOTOR

FORWARD

Fig. 1.1.4 LOW FORWARD

Early Vibratory Compactors

The two bi-directional variable displacement piston pumps have
identical components. One pump controls the front motor for the
drum. The other pump controls the rear motor for the wheels. The
input shafts of the pumps are mechanically connected.
The charge relief valve limits the maximum pressure in the charge
circuit. When the piston pump is in the neutral position, the
maximum pressure in both drive loops is also controlled by the
charge relief valve. The charge oil is supplied by the steering system.
The displacement control spools determine whether the machine will
be in forward, reverse or neutral. The displacement control spools
are mechanically connected to the propel lever. The displacement
control spools are also mechanically connected to each other. This
provides simultaneous operation of both pumps. Steering is done in a
separate system. When the propel lever is moved, both of the
displacement control spools move by a proportionate amount. More
lever movement causes more oil to flow through the displacement
control spools. Oil flows through the displacement control spools to
the appropriate end of the servo pistons.
Oil at the end of the servo piston causes swashplate angle to change.
The angle of the swashplate will be determined by the amount of oil
to the servo piston. The swashplate angle determines the amount of
flow and the direction of flow from the piston pump. Pump output
flow drives the motor.

Unit 1
Lesson 1

1-1-6

Power Train II

CHARGE
RELIEF
VALVE

SERVO
PISTON

DISPLACEMENT
CONTROL SPOOL

SERVO
PISTON

DISPLACEMENT
CONTROL SPOOL

CHARGE
RELIEF
VALVE
TANDEM
PROPEL PUMP

SOLENOID
VALVE
(SEC BRK)

FROM STEER &

BLADE CIRCUIT

SOLENOID
VALVE
(SEC BRK)

FROM CHARGE
FILTER
PROPEL
COOLING
VALVE
TO VIBRATORY
COOLING VALVE

SECONDARY
BRAKE AND
HIGH/LOW
SHIFT VALVE
FRONT
PROPEL
MOTOR

FROM VIBRATORY
COOLING VALVE

CS/CP-563 PROPEL SYSTEM

REAR PROPEL MOTOR

REVERSE

Fig. 1.1.5 HIGH REVERSE

The difference between forward speeds and reverse speeds is the side
of the servo piston that is supplied with oil. This changes the
swashplate angle and the direction of flow from the pump.
The high/low shift valve is a solenoid valve. Both of the motors are
2-speed motors. The operator chooses a high speed or low speed.
In low speed (high torque) operation, no oil flows through the
high/low shift valve to the motors. The actuator piston in the rear
motor holds the swashplate at maximum angle. The displacement
controls spool in the rear motor keeps eight pistons pressurized.
When the operator chooses high speed, the high/low solenoid is
energized. Oil flows through the high/low shift valve. Oil that flows
to the rear motor is directed to the other side of the actuator piston.
Due to a higher effective area, the actuator piston will shift and the
swashplate will move to minimum angle. Oil that flows to the front
motor shifts the displacement selector spool. The front motor will be
driven by four pistons.
The secondary brake requires three solenoid valves. When the
secondary brake is released, the solenoid valve on the left allows oil
to release the spring applied secondary brake near the drum motor.
When the secondary brake is applied, the two solenoid valves in the
pumps connect the two ends of each servo piston to each other so the
pump cannot upstroke.
The propel cooling valve routes some of the return oil to the vibratory
system and the oil cooler when a direction has been chosen.

Unit 1
Lesson 1

1-1-7

Power Train II

Fig. 1.1.6 Multi-function Valves

Each pump has two sets of multi-function valves. Each set contains a
variable relief valve, a fixed relief valve and 2 check valves.
The variable relief valve on the drive side will destroke the pump
when the drive side pressure gets too high. When high pressure shifts
the valve, oil flows to the opposite side of the servo piston.
The fixed relief valve on the drive side will dump pressure when
pressure spikes raise the pressure too quickly for destroking to be
effective. The oil will be dumped into the charge circuit.
A check valve on the low pressure side allows makeup oil into the
motor return line. This supplements the supply oil to the pump to
make up for normal leakage.
When towing is necessary, these valves can be converted into bypass
valves to prevent the pressure increase from the operation of the
motors as the wheels and the drum turn.

Unit 1
Lesson 1

1-1-8

Power Train II

Fig. 1.1.7 Compact Wheel Loader

Compact Wheel Loaders

The drive system of the compact Wheel Loaders has a variable
displacement drive motor is mounted to a gear box. Power from the
motor flows into the gear box. The gear box transfers power to the
pinion for the differential in the rear axle. The gear box also transfers
power through a drive shaft to the pinion for the differential in the
front axle. The brake is fastened to the input shaft of the front axle.
The bi-directional variable displacement axial piston pump is
controlled with a servo piston. A valve with two solenoids controls
the direction of flow to the servo piston. The speed sensing valve
controls the amount of flow into the servo piston.

Unit 1
Lesson 1

1-1-9

Power Train II

HYDROSTATIC DRIVE SYSTEM

PUMP AND FILTER GROUPS
TO IMPLEMENT
PILOT SYSTEM

PS1

T2

MH

TO BRAKE
MASTER CYLINDER
AND CREEPER VALVE

PUMP
X1
ORIFICE

CHARGE
PUMP

TO
MOTOR

CROSSOVER
RELIEF AND
MAKEUP VALVES

MA

CHARGE
RELIEF VALVE
PRESSURE
OVERRIDE
VALVE

X2
SPEED
SENSING
VALVE

MB
TO
MOTOR

FWD

F-N-R
VALVE

TO HYDRAULIC
TANK
OIL SAMPLING VALVE
DIAGNOSTIC VALVE
OIL FILTER AND
BYPASS SWITCH

Fig. 1.1.8 Pump

Compact Wheel Loaders

The charge pump supplies the signal pressure for the pump and motor
and supplements the oil at the inlet of the bi-directional variable
displacement piston pump. The filtered charge oil flows to the speed
sensing valve, the crossover relief and makeup valves and the charge
relief valve.
The charge relief valve limits the maximum pressure in the charge
circuit. When the piston pump is in the neutral position, the
maximum pressure in both drive loops is also controlled by the
charge relief valve.
The crossover relief and makeup valves allow charge oil into the inlet
side of the pump. The relief portion of the crossover relief and
makeup valve will open when pressure spikes raise the pressure in the
drive loop. The high pressure oil will be dumped into the charge
circuit.
The pressure override valve limits the maximum drive loop pressure.
When the highest drive loop pressure reaches the pressure setting,
some of the signal oil will be drained from the pump control and
from the motor control.
The speed sensing valve determines the amount of the charge flow
that will become signal pressure to control the pump and the motor.
The signal pressure will vary proportionally to engine speed. The
higher the engine speed, the higher the signal pressure.
The F-N-R valve consists of a spool and two solenoids. When one of
the solenoids is energized, the spool will route the oil from the speed
sensing valve to the correct end of the servo piston that controls the
swashplate angle.

Unit 1
Lesson 1

1-1-10

Power Train II

HYDROSTATIC DRIVE SYSTEM

CREEPER
VALVE

INCHING
VALVE

MOTOR
FROM SPEED
SENSING VALVE
FROM PUMP
SPEED
SELECTOR
SOLENOID
VALVE
TO BRAKE
MASTER
CYLINDER
FLUSHING
VALVE

MOTOR DISPL
CONTROL
VALVE

MIN

MOTOR

REVERSE
THROTTLE SOLENOID
PIN
VALVE
FROM PUMP
M1

Fig. 1.1.9 Motor

The signal oil also flows to the speed selector solenoid valve and the
brake master cylinder (or inching valve if equipped). If the brake
pedal is depressed, some of the signal oil will be drained to the tank.
This will cause the pump to destroke as the brake is being applied.
The engine speed will not reduce when the brake is applied, so the
implements can be used at full power.
A high/low switch in the cab allows the operator to indicate that the
drive motor should stay in the low speed, high torque position. In
this case, the speed selector valve will block signal oil flow to the
motor controls.
If the speed selector valve is not energized, signal oil flows past the
speed selector valve to the end of the motor displacement control
valve. The other end of the motor displacement control valve is open
to the oil in the high pressure side of the drive loop. The reverse
solenoid valve is used to determine which side of the drive loop is
open to the motor displacement control valve. The position of the
reverse solenoid valve is determined by the direction chosen by the
operator.
The motor displacement control valve compares signal pressure to
drive loop pressure to determine the swashplate angle of the motor.
As signal pressure increases, the motor displacement control spool
will send oil to the motor actuator. The swashplate will move toward
minimum angle. The motor will turn faster.
Resistance to motor rotation will increase the drive loop pressure.
When the drive loop pressure increases above the signal pressure, the
motor displacement control valve shifts. Oil will be drained from the
motor actuator. The swashplate will move toward maximum angle.

Unit 1
Lesson 1

1-1-11

Power Train II

The throttle pin slows down rate that the actuator drains when the
motor swashplate is being moved from minimum angle toward
maximum angle.
The flushing valve continuously drains some oil from the low
pressure side of the drive loop through the motor bearings to case
drain.
HYDROSTATIC DRIVE SYSTEM

BRAKE
MASTER
CYLINDER

CREEPER
VALVE

FORWARD / LOW
TO IMPLEMENT
PILOT SYSTEM

PUMP
GROUP

PS1

MH

T2

TO BRAKE
CALIPER

PRESSURE
OVERRIDE
VALVE

SPEED
SENSING
VALVE

MA
FLUSHING
VALVE

MOTOR DISPL.
CONTROL
VALVE

CHARGE RELIEF
VALVE

X2

SPEED
SELECTOR
SOLENOID
VALVE

MIN

CROSSOVER
RELIEF AND
MAKEUPVALVE

MB
THROTTLE
PIN

REVERSE
SOLENOID
VALVE

FWD
TO HYDRAULIC
TANK
F-N-R
VALVE

OIL SAMPLING VALVE

DIAGNOSTIC VALVE

M1

MOTOR
GROUP

OIL FILTER AND

BYPASS SWITCH

Fig. 1.1.10 FORWARD/LOW

Operation - FORWARD/LOW
When the operator moves the directional control switch to
FORWARD, the F-N-R valve in the pump will shift to the forward
position and the reverse solenoid valve in the motor will remain open
to the forward side of the drive loop. The signal pressure will not be
high enough to move the machine until the accelerator pedal is
depressed.
When the accelerator pedal is pressed, the speed sensing valve will
control the amount of signal oil that flows through the F-N-R valve to
the control piston in the pump. The swashplate angle will shift by a
proportionate amount. The swashplate angle determines the amount
of pump flow. The pump flow drives the motor.
Several valves in the pump can override the speed sensing valve to
change the signal pressure or the drive loop pressure if necessary.
In Figure 1.1.10, the speed selector valve is energized because the
switch in the cab is in the low position. Signal oil cannot flow to the
end of the motor displacement control valve. The motor actuator will
keep the swashplate at maximum angle. The motor will be in the low
speed, high torque position.
Low speed may be chosen for applications such as truck loading.
More of the available engine power is used for the implement pump
instead of the travel system.

Unit 1
Lesson 1

1-1-12

Power Train II

CREEPER
VALVE

BRAKE
MASTER
CYLINDER

HYDROSTATIC DRIVE SYSTEM

PUMP
GROUP

REVERSE / HIGH

TO IMPLEMENT
PILOT SYSTEM
PS1
G

T2

MH

TO BRAKE
CALIPER
X1
MA
FLUSHING
VALVE

X2

CROSSOVER
RELIEF
AND
MAKEUP
VALVES

MIN
CHARGE RELIEF
VALVE

MB

TO HYDRAULIC
TANK

FWD

F-N-R
VALVE

MOTOR DISPL
CONTROL
VALVE

PRESSURE
OVERRIDE
VALVE

SPEED
SENSING
VALVE

SPEED
SELECTOR
SOLENOID
VALVE

THROTTLE
PIN

M1

REVERSE
SOLENOID
VALVE

MOTOR
GROUP

OIL SAMPLING VALVE

DIAGNOSTIC VALVE
OIL FILTER AND
BYPASS SWITCH

Fig. 1.1.11 REVERSE/HIGH

Operation - REVERSE/HIGH
When the operator moves the directional control switch to
REVERSE, the F-N-R valve in the pump will shift to the reverse
position and the reverse solenoid valve in the motor will shift. The
reverse solenoid valve in the motor will be open to the reverse side of
the drive loop.
In Figure 1.1.11, the speed selector valve is not energized because the
switch in the cab is in the HIGH position. Signal oil flows to the
motor displacement control valve. Because of the reverse solenoid
valve, the high pressure side of the drive loop is open to the other end
of the motor displacement control valve.
When the signal pressure and the pump output are low, the motor
displacement valve will be in the LOW position. The motor actuator
will keep the motor swashplate at maximum angle. The motor will
be in the low speed, high torque position.
As the pump output increases, the speed of the motor increases. As
the speed of the motor increases, the machine speed increases.
As the accelerator pedal continues to be depressed, the engine speed
and the signal pressure continue to increase. Eventually, the signal
pressure will be high enough to move the motor displacement control
valve. Drive loop oil will flow to the motor actuator and move the
swashplate toward minimum angle. The motor speed will increase.
When the engine speed is at the maximum, the pump swashplate is at
maximum angle and the motor swashplate is at minimum angle, the
machine will move at maximum speed.

Unit 1
Lesson 1

1-1-13

Power Train II

Resistance to rotation of the motor will increase drive pressure.

When the drive pressure increases and shifts the motor displacement
control valve, oil will be drained from the motor actuator through the
throttle pin. The swashplate will move toward maximum angle.
The motor displacement control valve continuously balances the
signal pressure with the drive pressure. This prevents excessive
engine lug, improves driving response and maximizes system stability
during hydrostatic braking.

Fig. 1.1.12 C Series Track Loader

C Series Track Loaders

The drive system of the C series Track Loaders has variable speed
link-type piston motors splined to the final drive at the track. The
parking brakes are located at the track motors.
Each bi-directional variable displacement axial piston pump has a
forward servo piston and a reverse servo piston. These servo pistons
are shifted with hydraulic oil by an amount that is determined by the
Electronic Control Module (ECM).

Unit 1
Lesson 1

1-1-14

Power Train II

POWER TRAIN ELECTRONIC CONTROL SYSTEM

LEFT STEERING PEDAL SENSOR

LEFT
FORWARD
STEER
SOLENOID

TRANSMISSION
ECM

LEFT PUMP

CENTER PEDAL SENSOR

CHARGE
PUMP

RIGHT STEERING PEDAL SENSOR

SPEED AND DIRECTIONAL
LEVER SENSOR
ENGINE SPEED SENSOR

OVERRIDE
SOLENOID

LEFT
REVERSE
STEER
SOLENOID

CHARGE
PRESSURE
SENSOR

SYNCHRONIZATION
VALVE

RIGHT
FORWARD
STEER
SOLENOID

GOVERNOR LEVER SWITCH

LEFT
MOTOR

RIGHT PUMP

TILT LEVER SWITCH

PARKING BRAKE SWITCH

COOLANT
TEMPERATURE SENSOR

RIGHT
REVERSE
STEER
SOLENOID
PARKING BRAKE
SOLENOID

IMPLEMENT DUAL PRESSURE

RELIEF SOLENOID

LEFT TRACK SPEED SENSOR

RIGHT TRACK SPEED SENSOR
SERVICE MODE
DISPLAY /
CALIBRATE
SWITCHES

CLEAR MODE
CALIBRATION

AIR INLET HEATER SWITCH

SERVICE TOOL
CONNECTOR

RIGHT
MOTOR

CATERPILLAR
MONITORING
SYSTEM

BACK-UP ALARM

AIR INLET
HEATER RELAY

Fig. 1.1.13 ECM Control

C Series Track Loaders

The ECM will energize the synchronization valve when the steering
pedals are not being used. The synchronization valve connects the
two drive loops when the machine is traveling in a straight line or
when the parking brake is engaged. If either of the steering pedal
sensors registers pedal movement, the synchronization valve will
separate the two drive loops.
The four steering solenoid valves are used to control the speed and
the direction of the machine. The steering solenoids are proportional
solenoids.
The ECM monitors the engine speed sensor. When the load begins to
reduce engine speed, the ECM will signal the appropriate steering
solenoids to destroke the pumps. The ECM also monitors the
governor lever switch. If the governor lever is not in high idle, the
ECM will destroke the pumps at a lower engine speed.
The center pedal will cause the steering solenoids to destroke the
pumps proportionately. When the center pedal is completely
engaged, the parking brakes are engaged.
The parking brakes are spring engaged and hydraulically released.
When the speed and direction lever is in the PARK position, the
brake control solenoid is de-energized.
The ECM sends current to the transmission override solenoid. If a
fault occurs, the transmission override solenoid will destroke the
pumps and put the machine in a PARK position.

Unit 1
Lesson 1

1-1-15

Power Train II

POWER TRAIN HYDRAULIC SYSTEM

PARKING BRAKES ENGAGED
SYNCHRONIZATION CHARGE PRESSURE ECM
SENSOR
MANIFOLD
MANIFOLD
LEFT
DRIVE MOTOR

LEFT
DRIVE PUMP

CHARGE
RELIEF VALVE
OVERRIDE
SOLENOID

BRAKE
CONTROL
SOLENOID

CASE DRAIN
FILTER
RIGHT DRIVE
MOTOR

RIGHT
MAKEUP AND
LINE RELIEF DRIVE PUMP
VALVE

Fig. 1.1.14 Parking Brakes Engaged

C Series Track Loaders

The charge pump supplies the signal pressure for the pump and motor
and supplements the oil at the inlet of the bi-directional variable
displacement piston pump. The filtered charge oil flows to the charge
pressure sensor, the charge relief valve, the brake control solenoid,
the override solenoid, the makeup and line relief valves and the servo
valves for the pumps and motors.
The charge relief valve limits the maximum pressure in the charge
circuit. When the piston pump is in the neutral position, the
maximum pressure in both drive loops is also controlled by the
charge relief valve.
When the speed and direction lever is in the PARK position, charge
oil will be blocked by the brake control solenoid. Charge oil will not
be sent to release the parking brakes until the speed and direction
lever is moved.
The ECM sends current to the transmission override solenoid. If a
fault occurs, the transmission override solenoid will block charging
system oil flow to the steering solenoids. This causes the pumps to
destroke. The override solenoid will also block charge oil flow to the
steering solenoid valves if a direction has not been chosen.
The makeup and line relief valves allow charge oil into the inlet side
of the pump. The relief portion of the makeup and line relief valve
will open when pressure spikes raise the pressure in the drive loop.
The high pressure oil will be dumped into the charge circuit.

Unit 1
Lesson 1

1-1-16

Power Train II

POWER TRAIN HYDRAULIC SYSTEM

MAXIMUM FORWARD
SYNCHRONIZATION VALVE
AND TOWING VALVES

LEFT SIDE

CHARGE PRESSURE
SENSOR

CHARGE
RELIEF VALVE

BRAKES
SERVO
VALVE

ACTUATOR
PISTON

MAKEUP AND
LINE RELIEF VALVE
SERVO
VALVE

LEFT
REVERSE
STEERING
SOLENOID

LEFT
FORWARD
STEERING
SOLENOID

PILOT
SPOOL
PURGE
RELIEF VALVE

OVERRIDE
SOLENOID

PURGE
SHUTTLE VALVE

RIGHT REVERSE
STEERING
SOLENOID

CONTROL PISTON
SERVO
VALVE

RIGHT SIDE

ACTUATOR
PISTON

MAKEUP AND
LINE RELIEF VALVE

BRAKE
CONTROL
SOLENOID

RIGHT FORWARD
STEERING SOLENOID

SERVO
VALVE

BRAKES

Fig. 1.1.15 MAXIMUM FORWARD

Operation - MAXIMUM FORWARD

When a direction has been chosen, the override solenoid will allow
charge oil to flow to the steering solenoids. When the ECM
determines that the swashplate angle(s) of the pump(s) needs to
change, the ECM will energize the steering solenoid(s) that cause the
desired change.
When a steering solenoid is energized, oil flows to one end of the
pilot spool. The oil shifts the pilot spool. The pilot spool shifts the
servo valve. The servo valve controls the oil flow to the control
pistons. The control pistons control the swashplate angle. The
swashplate angle determines the amount of flow and the direction of
flow from the piston pump. Pump output flow drives the motor.
When a steering solenoid is energized, oil also flows beneath the
servo valve for the motor. The pressure of the oil will not be high
enough to shift the servo valve for the motor until the pump has
reached maximum angle. When the pressure below the servo valve
for the motor increases to a certain point, the servo piston will shift
and charge pressure will be rerouted from below the actuator piston
to the top of the actuator piston. When the actuator piston shifts, the
barrel will shift and the swashplate angle will decrease. The motor
will require less pump flow to turn for one revolution.
The purge shuttle valve is shifted by the drive loop pressure. The
purge shuttle valve routes the low pressure side to the drive loop to
the purge relief valve. The purge relief valve continuously drains
some oil from the low pressure side of the drive loop to the case
drain.

Unit 1
Lesson 1

1-1-17

Power Train II

POWER TRAIN HYDRAULIC SYSTEM

RIGHT TURN

FORWARD

REVERSE

Fig. 1.1.16 RIGHT TURN

Operation - RIGHT TURN

When the machine is travelling in the FORWARD direction and the
right steering pedal is partially depressed, the right track will slow
and the left track will maintain the original speed.
The right track slows because the ECM sends a reduced signal to the
right forward steering solenoid valve. This causes the right side
pump to destroke. The pump drives the motor, so the motor on the
right side slows down.
If the machine is travelling at the maximum speed and the steering
pedal is partially depressed, the motor swashplate angle will begin to
increase. This also causes the motor to slow down.
If the operator depresses the right steer pedal completely to perform a
spot turn, the ECM will stop the signal to the right forward steering
solenoid valve and direct an output signal to the right reverse steering
solenoid valve. In this situation, the tracks will move in opposite
directions.
During any type of turn, the synchronization valve will separate the
drive loops and the machine will act as though the synchronization
valve is not part of the system.
The synchronization valve is energized during straight travel. The
right forward drive loop is connected to the left forward drive loop
and the right reverse drive loop is connected to the left reverse drive
loop. This allows for differences between the pump output on the left
and right sides.

Unit 1
Lesson 1

1-1-18

Power Train II

Additional Information for 953C

The position sensor for the steering pedal is used to determine when
to de-energize the synchronization valve. If the operator notices that
the machine begins to turn right at a different steering pedal position
than to turn left (or vice versa), calibration of the ECM must be
performed.
If the center pedal is partially depressed, the signal pressure will be
reduced. If the center pedal is fully depressed, the motors will move
to maximum displacement and the pumps will move to minimum
displacement. The machine will stop abruptly and the parking brakes
will engaged.
When the machine load begins to reduce the engine speed, the ECM
will ensure that the implement system has first priority. The ECM
will reduce the signal to the steering solenoids. The pump or motor
will change swashplate angle to slow the machine down. This
underspeed function overrides the operator speed signal as necessary.
The ECM will decrease the machine speed to maintain the engine
speed at a designated set point. The set point is not adjustable.
During high or extreme engine loading, the synchronization valve
automatically de-energizes and the drive loops are separated until the
ECM reduces the load on the engine.
The two towing valves can be mechanically changed into bypass
valves. The flow generated by the motors will be bypassed back to
the input for the drive motors.

Unit 1
Lesson 1

1-1-19

Power Train II

Too Slow in
Both Directions
Measure
Charge Pump
Pressures
Cannot Adjust The
Charge Pressure
Relief Valve
NO
Is It within
Specifications

Repair The
Charge Pressure
Relief Valve

Adjust
Charge Pressure
Relief Valve

YES

Can Adjust The

Charge Pressure
Relief Valve

Is The Problem
Corrected
YES
NO

Check
Engine Speed
Job Complete

Fig. 1.1.17 Troubleshooting

Functional Areas and Troubleshooting

When troubleshooting, if the machine cannot reach the desired speed,
one possible cause is that the pump swashplate angles are not
reaching the maximum angle or the motor angles are not reaching the
minimum angle.
In this case, look at the valve that controls the amount of signal oil
that flows to the piston that shifts the swashplate. Also look at the
valves that can drain some of the signal oil.
If a problem occurs in both speeds, the valves that are only open to
one drive loop probably are not at fault.
In an ECM controlled system, compare inputs between the two loops.
For example, in the C Series Track Loader, the ECM can cause the
pumps to destroke due to engine speed.

Unit 1
Lesson 1

1-1-20

Power Train II

OPEN LOOP CIRCUIT

Fig. 1.1.18

Open Loop Circuit

In the Caterpillar product line, Hydraulic Excavators are the most
common example of an open loop circuit. In an open loop circuit, the
pump is not dedicated to one motor. In Hydraulic Excavators, each
pump supplies many cylinders and motors.

Fig. 1.1.19 Mini Hydraulic Excavator

Mini Hydraulic Excavators

In the mini hydraulic excavator the operator can choose high speed or
low speed operation. Located at the tracks are two-speed orbital
motors that are low speed and high torque.
There is no need for gear reduction final drives.
Two gear pumps supply the swing circuit, all the implements and the
travel system.
If the operator is moving the machine and operating an implement or
swing, a valve will shift causing, the two separate pump flows to
combine and supply the entire system.

Unit 1
Lesson 1

1-1-21

Power Train II

MAIN CONTROL VALVE

NEUTRAL
TO/FROM LEFT
TRAVEL MOTOR
BUCKET

BOOM

LEFT
TRAVEL

STRAIGHT
TRAVEL

TO/FROM RIGHT
TRAVEL MOTOR
RIGHT
TRAVEL

FROM PILOT
MANIFOLD
STICK

FROM
PILOT
PUMP

ATTACHMENT

UNLOAD
VALVE

PILOT
LOGIC
NETWORK

FROM
REAR PUMP
PILOT
PUMP

FROM
FRONT PUMP

PILOT MANIFOLD

FROM
PILOT
MANIFOLD

Fig. 1.1.20 Portion of the Main Control Valve in Neutral

Mini Hydraulic Excavators

Three gear pumps supply all of the oil to the systems on the 301.5
mini Excavator. The rear pump supplies the left travel, boom and
bucket circuits. The front pump supplies the right travel, stick and
attachment circuits. The pilot pump supplies the swing, blade and
boom swing circuits. The unloading valve is set so that the pilot oil
combines with the front pump oil and flows to the attachment valve.
The straight travel valve is shifted by pilot pressure. When the left
armrest in the cab is not lowered, pilot oil is blocked to the straight
travel valve. When there is no pilot oil at the straight travel valve,
pump flow is combined and sent to tank.
When the armrest is lowered, pilot pressure will be sent to the
straight travel valve. The straight travel valve shifts to the center and
the passage to tank is blocked. The two pump flows are separated
and supply the travel motor first. If the travel valve is in the neutral
position, pump oil flows through the travel valve and supplies the
implement valves.

Unit 1
Lesson 1

1-1-22

Power Train II

MAIN CONTROL VALVE

STRAIGHT TRAVEL
TO/FROM LEFT
TRAVEL MOTOR
BUCKET

BOOM

TO/FROM RIGHT
TRAVEL MOTOR
RIGHT
TRAVEL

LEFT
TRAVEL

FROM PILOT
CONTROL
STICK

STRAIGHT
TRAVEL

FROM
PILOT
PUMP

ATTACHMENT

UNLOAD
VALVE

PILOT
LOGIC
NETWORK

FROM
REAR PUMP

FROM
FRONT PUMP
PILOT PUMP

FROM
PILOT
MANIFOLD

Fig. 1.1.21 Portion of Main Control Valve - Straight Travel

If either travel valve is shifted, pump oil flows to the motor. One line
to the motor drives the machine forward, the other reverse.
Normally, the left side motor is supplied by one pump and the right
side by the other pump. If an implement or swing is used at the same
time, the straight travel valve will shift. Both travel valves and all
implements will be supplied with combined oil flow from the two
gear pumps. The travel motors receive less flow when an implement
or swing is operated at the same time.
The straight travel valve shifts because of the pilot logic network.
Some of the pilot oil that flows to the right side of the straight travel
valve also flows through the pilot logic network. When the travel
valves are in the neutral position, some oil is directed to the
implement valves and some to the tank. When the travel spool shifts,
the passage to the tank is blocked.
The implement valves only allow oil to flow through if the implement
valve is in the neutral position. If the implement valve is shifted, the
implement valve blocks the pilot oil. Pressure builds in passage open
to the straight travel valve. The straight travel valve shifts.

Unit 1
Lesson 1

1-1-23

Power Train II

PILOT MANIFOLD
ENGINE ON
TO SWING, BOOM
SWING AND BLADE
CIRCUITS

PILOT
ACCUMULATOR
FROM TRAVEL
MOTORS

TO PILOT
CONTROL
VALVES

PILOT
MANIFOLD
TWO SPEED
VALVE

PRESSURE
REGULATING
VALVE
PILOT
PUMP

HYDRAULIC
DISABLE
VALVE

PILOT
REDUCING
VALVE

Fig. 1.1.22 Pilot Manifold

The pilot system has an accumulator to prevent erratic movement of

controls during multiple implement operation.
The pilot manifold contains four valves. The pressure reducing valve
sets the pressure of the pilot oil to the pilot valves for the joystick,
swing park brake, straight travel valve and unloading valve.
The two-speed travel solenoid valve sends a signal to the motor to
cause the motor to be at high or low speed.
The pressure regulating valve is set at a higher pressure than the
pressure reducing valve. The pressure regulating valve supplies oil to
the swing valve, blade valve, boom swing valve and unloading valve.

Unit 1
Lesson 1

1-1-24

Power Train II

Fig. 1.1.23 300 Series Hydraulic Excavators

300 Series Hydraulic Excavators

In the 300 series Hydraulic Excavators the operator can choose high
or low speed operation. Both hydraulic motors are two-speed. The
hydraulic motors are located at the tracks.
The two-speed axial piston travel motors are splined to the final
drives at the tracks. The parking brakes are located in the travel
motor housings.
Two piston pumps supply the swing circuit, implements and travel
system.
When the operator is moving the machine and operating an
implement or swing, a valve shifts. One pump supplies the travel
valves and the other pump supplies the implement valves and swing
valve. This ensures the machine will continue to travel straight.

Unit 1
Lesson 1

1-1-25

Power Train II

Left Travel

Right Travel
Bkt Cyl

Swing

Stick Cyl

Boom Cyl

L. Travel
Stick 1

Boom 2

Swing

R. Travel St. Travel

Swing
Brake AESC

Aux.
NFC
(Bottom
Pump)

Bkt

Boom
1

Stick 2

Main
Relief

NFC
Back
Pressure

P.T.L.

(Bottom
Pump)

Selector

Shockless
Valves

Swing

Stick

Level

Crow
d

S.P.
Brake

2-Spd
Travel

Hyd Lock
PRV

Valve

Bkt

Boom

Pilot
Relief

NFC

L. Travel

R. Travel

E
PS TO
PUMPS

Back
Pressure
(Top
Pump)
NFC
(Top
Pump)

Fig. 1.1.24 Hydraulic System

300 Series Hydraulic Excavators

Negative flow control valves on the ends of the main control valve
maintain backpressure. The negative flow control valves send signal
oil to the pump controls. The signal pressure is reduced when a spool
shifts and the required backpressure is not present.
The pilot system is equipped with a gear pump, filter and an
accumulator to prevent erratic movement of controls during multiple
implement operation.
The pilot manifold contains. The proportional reducing valve that
modulates pilot pressure. The proportional reducing valve also sends
signal oil to the piston pump controls. The amount of signal oil is
determined by the Electronic Control Unit (ECU).

Unit 1
Lesson 1

1-1-26

POWER
lll
ll
l

Power Train II

ELECTRONIC
CONTROL CIRCUITS

POWER
MODE
SWITCH

SPEED DIAL LIMITS

III
II
I
1
2

SPEED SENSOR
1
2

PUMP

MONITOR

ENGINE

ECU

(CONTROLLER)

ENGINE
SPEED DIAL

FEEDBACK
SENSOR
GOVERNOR
ACTUATOR
PROPORTIONAL
REDUCING VALVE

Fig. 1.1.25 ECU Pump Controls

When more pressure is sent by the proportional reducing valve, less

signal oil from the negative flow control valves is required to
destroke the pump.
The ECU monitors the travel pressure switch, implement/swing
pressure switch, engine speed sensor, power mode switch and engine
speed dial.
The travel pressure switch and/or the implement/swing pressure
switch closes when the appropriate valve is shifted and pump oil is
sent to the motor or cylinders.
The power mode switch allows the operator to match the machine
power to the task. Different limits of hydraulic horsepower can be
assigned to implement, swing or travel. Each power mode setting
also corresponds to a maximum engine speed dial position.
In Mode 1, the machine uses up to 60% or 65% of the available
horsepower, depending on the machine model. The engine
speed is limited to dial position 7, even if the dial is set higher.
In Mode 1, the powershift pressure will be constant and high.
In Mode 2, the machine uses up to 85% of the available
horsepower. The engine speed is limited to dial position 9. In
Mode 2, the powershift pressure will be constant, but lower
than Mode 1.
In Mode 3, no horsepower limit is set and no dial position limit
exists. In Mode 3, the powershift pressure will be constant, but
lower than Mode 2.
When Mode 3 is chosen and the engine speed dial is at the highest
setting, the proportional reducing valve will act as an underspeed
valve. As engine speed decreases near full load, more pressure will
be sent to the pump control group to destroke the pump.

Unit 1
Lesson 1

1-1-27

Power Train II

Left Travel

Right Travel
Bkt Cyl

Swing

Stick Cyl

Boom Cyl

L. Travel
Stick 1

Boom 2

Swing

R. Travel St. Travel

Swing
Brake AESC

Aux.
NFC
(Bottom
Pump)

Bkt

Boom
1

Stick 2

Main
Relief

NFC
Back
Pressure

P.T.L.

(Bottom
Pump)

Selector

Shockless
Valves

Swing

Stick

Level

Crow
d

S.P.
Brake

2-Spd
Travel

Hyd Lock
PRV

Valve

Bkt

Boom

Pilot
Relief

NFC

L. Travel

R. Travel

E
PS TO
PUMPS

Back
Pressure
(Top
Pump)
NFC
(Top
Pump)

Fig. 1.1.26 Hydraulic System

The pilot manifold includes the two-speed travel solenoid valve

which determines the swashplate angle of the two-speed travel
motors.
Pilot oil also supplies the pilot valves for the operator controls. If the
operator moves the lever, pilot oil will be sent to the ends of the
appropriate control spool(s) in the main control valve. This shifts the
control spool to allow pump oil to flow to the cylinder or to the
motor.
The pilot logic network activates pressure switches to control the
straight travel control valve, change main relief valve pressure and
release the swing park brake. When control spools are in the neutral
position, pilot oil will flow through the pilot logic network to tank.
When the control spools shift, pilot passages are blocked and pressure
builds in the pilot logic network.

Unit 1
Lesson 1

1-1-28

Power Train II

STRAIGHT TRAVEL

LT

RT

SPB
STR
TRAVEL

TO
STICK 1

AEC
LEFT
TRAV

ATCH

BUCKET

BOOM 1

BOOM
2
STICK
2

PTL
RT

LT

ATCH
BY-PASS

STICK
1

SWING

RT
TRAV
SELECTOR

SHOCKLESS
VALVE

SW

STK

PS TO
PUMPS

BM
BKT

Fig. 1.1.27 Straight Travel Operation

Normally, the left side travel motor is supplied by one pump and the
right side by the other and, half of the implements are supplied by
one pump and half by the other.
If an implement or swing is used at the same time as both of the
travel valves, the pilot logic network causes the straight travel valve
to shift. Both of the travel control valves will be supplied by the
same pump. The implements and swing will be supplied by the other
pump.
The pilot logic network pressure that causes the straight travel valve
to shift also causes the relief pressure to increase. The travel motors
will still receive less flow when an implement or swing is operated at
the same time.

Unit 1
Lab 1.1.1

-1-

Power Train II

TRAVEL POSITION

LEFT
TRAVEL
CONTROL
VALVE

RIGHT
TRAVEL
CONTROL
VALVE

STRAIGHT
TRAVEL VALVE

FROM
PILOT
PUMP

FROM
PILOT
PUMP
CHECK
VALVES

TRAVEL
SHUTTLE
VALVE

TO TRAVEL
PRESSURE SWITCH

FROM
REAR PUMP

MAIN
RELIEF
VALVE

FROM
FRONT PUMP

Fig. L1.1.1 Main Control Valve (center portion)

LAB 1.1.1: TRAVEL MOTOR AND FINAL DRIVE

The travel motor for this lab is for a 311B Hydraulic Excavator. The 311B Hydraulic Excavator has an
open circuit system. The same two pump sections supply the oil for the entire machine. The travel
motors are not the only output.
Pump oil from a front section pump and from a rear section pump flow into the main control valve.
When the machine is only traveling, the front section of the pump will supply the right travel control
valve and the rear section of the pump will supply the left travel control valve. Both pump sections
will also supply implement spools and the swing spool. When an implement or the swing is used at the
same time that the machine is traveling, the straight travel valve will shift. The rear pump section will
only supply the travel spools and the front pump section will supply all of the implement spools. This
enables both of the travel spools to continue to have equal pump supply. If one of the pump sections
was also supplying an implement, the pressure through the travel spools would be uneven and the
machine would not travel straight.
The travel spools in the main control valve route pump oil through the swivel to the travel and final
drive groups at the tracks. The travel brake valve has two supply lines. These lines supply different
sides of the motor to enable forward and reverse motor rotation.

Lab 1.1.1 Track Motor

MAIN RELIEF VALVE CIRCUIT

Unit 1
Lab 1.1.1

-2-

Power Train II

Fig. L1.1.2 Travel Brake Valve

TRAVEL MOTOR BRAKE VALVE
TRAVEL POSITION
LINE RELIEF VALVE

LINE RELIEF VALVE

COUNTERBALANCE
VALVE
BRAKE
RELEASE
PORT

TO CONTROL
VALVE

FROM PUMP

Fig. L1.1.3 Travel Brake Valve

LAB 1.1.1: TRAVEL MOTOR AND FINAL DRIVE (continued)

The pump oil enters the travel brake valve. The travel brake valve causes oil to flow to the pistons in
the motor. The travel brake valve also routes oil to the parking brake release port.
The line relief valve limits the pressure of the oil into the motor.
The counterbalance valve limits the amount of oil that can leave the motor. The counterbalance valve
makes sure that the amount of oil leaving the motor is not greater than the amount of oil entering the
motor. The counterbalance valve is necessary when the machine travels downhill. The counterbalance
valve makes sure that the motor speed remains at the level that the pump commands.

Unit 1
Lab 1.1.1

-3-

Power Train II

PARK BRAKE
PARK BRAKE PISTON

TRAVEL
MOTOR

BRAKE VALVE
Fig. L1.1.4 Travel Motor and Final Drive

LAB 1.1.1: TRAVEL MOTOR AND FINAL DRIVE (continued)

Pump oil comes into the travel brake valve and flows to the parking brake release chamber and into the
port plate to the pistons. The oil to the pistons drives the travel motor. The output shaft of the travel
motor drives the final drive of this machine.
The disc for the parking brake has teeth that fit with teeth around the barrel. When oil pushes the
parking brake piston back, the parking brake will be released. The barrel will rotate freely. When oil
is not present, the springs will push the parking brake piston into the parking brake disc. The barrel
will be held by friction and will not rotate.

Unit 1
Lab 1.1.1

-4-

Power Train II

311 TRAVEL MOTORS

LOW SPEED

FROM TWO
SPEED SOLENOID
TO/FROM TRAVEL
CONTROL VALVE

TO/FROM TRAVEL
CONTROL VALVE

Fig. L1.1.5 Travel Motor and Final Drive

311 TRAVEL MOTORS
HIGH SPEED

FROM TWO
SPEED SOLENOID
TO/FROM TRAVEL
CONTROL VALVE

TO/FROM TRAVEL
CONTROL VALVE

Fig. L1.1.6 Travel Motor and Final Drive

LAB 1.1.1: TRAVEL MOTOR AND FINAL DRIVE (continued)

This is a two-speed motor. The default for the swashplate angle is the maximum angle. If the switch
in the cab is in the HIGH speed position, it is possible for the swashplate angle to move to the
minimum angle. When high speed is needed, oil will be supplied beneath a valve under the
swashplate. This valve will push the swashplate into a flatter position. The motor will rotate faster
with the same amount of supply oil.

-1-

Power Train II

LAB 1.1.1: TRAVEL MOTOR AND FINAL DRIVE

Reference:
311B Excavator Disassembly & Assembly Hydraulic System
Disassemble and Assemble Travel Motors and Final Drives

SENR9235

Perform the following lab:

1. Mount the travel motor on the transmission stand.
2. Skip the disassembly of the travel brake valve. (Step 5 - 11)
3. In Step 13a, what was the visible difference between the brake release port and the other
ports?
The orifice
4. What do you think the other ports are for?
Oil to the valves that move the swashplate (one is not used).
5. What is the purpose of the disc that is removed in Step 15?
Parking brake
6. Describe how the pistons in the barrel (that you see in Step 17) pump oil.
Oil comes in through one half of the port plate and fills the pistons.
As the pistons move around the swashplate, oil is pushed out through the other half of
the port plate.
7. What is the shaft in Step 23 connected to?
The sun gear in the outer planetary.
8. Is this shaft driving the motor or is this shaft driven by the motor?
This shaft is driven by the motor.
9. What is the purpose of the two steel balls in Step 24?
Pivot point for the swashplate.
10. What is the purpose of the 2 piston assemblies and springs in Step 25?
They push the swashplate to whatever angle is needed (2 speed motor).

Instructor Copy: Lab 1.1.1

Unit 1
Instructor Copy Lab 1.1.1

Unit 1
Instructor Copy Lab 1.1.1

-2-

Power Train II

LAB 1.1.1: TRAVEL MOTOR AND FINAL DRIVE (continued)

Reference:
311B Excavator Disassembly & Assembly Hydraulic System
Disassemble and Assemble Travel Motors and Final Drives

SENR9235

Perform the following lab:

1. Mount the final drive on the transmission stand
2. Are the shafts in the planetary gears pressed on?
No
3. Which component was connected to the shaft from the travel motor?
The shaft with the outer sun gear on it.
4. How is the first planetary set connected to the second planetary set?
The sun gear on the inner planetary is connected to the carrier on the outer planetary.
5. Which component of the Duo-Cone seal in Step 41 is doing the sealing?
The metal rings.
Assembly
1. What procedure is necessary in Step 45 and Step 47?
Do not twist, push in evenly on all sides.
2. When the ring gear is torqued in Step 51, does it continue to rotate?
Yes
3. Why is this adjustment important?
The ring gear moves with the sprocket which drives the tracks.
4. In Step 66, why is it important to push on the swashplate?
It has to be able to tilt. It has to be seated.
5. In Step 67-69, what is the purpose of the spring and the three pins?
Prevent leakage between the barrel and the port plate and to hold barrel to retraction
plate pins push on the bushing by the retraction plate.
6. In Step 74, why are the seals important?
They are on the brake piston the chamber that pushes the brake piston must be sealed.

-3-

Power Train II

LAB 1.1.1: TRAVEL MOTOR AND FINAL DRIVE

Reference:
311B Excavator Disassembly & Assembly Hydraulic System
Disassemble and Assemble Travel Motors and Final Drives

SENR9235

Perform the following lab:

1. Mount the travel motor on the transmission stand.
2. Skip the disassembly of the travel brake valve. (Step 5 - 11)
3. In Step 13a, what was the visible difference between the brake release port and the other
ports?

4. What do you think the other ports are for?

5. What is the purpose of the disc that is removed in Step 15?

6. Describe how the pistons in the barrel (that you see in Step 17) pump oil.

7. What is the shaft in Step 23 connected to?

8. Is this shaft driving the motor or is this shaft driven by the motor?

9. What is the purpose of the two steel balls in Step 24?

10. What is the purpose of the 2 piston assemblies and springs in Step 25?

Student Copy: Lab 1.1.1

Unit 1
Student Copy Lab 1.1.1

Unit 1
Student Copy Lab 1.1.1

-4-

Power Train II

LAB 1.1.1: TRAVEL MOTOR AND FINAL DRIVE (continued))

Reference:
311B Excavator Disassembly & Assembly Hydraulic System
Disassemble and Assemble Travel Motors and Final Drives
Perform the following lab:
1. Mount the final drive on the transmission stand
2. Are the shafts in the planetary gears pressed on?

3. Which component was connected to the shaft from the travel motor?

4. How is the first planetary set connected to the second planetary set?

5. Which component of the Duo-Cone seal in Step 41 is doing the sealing?

Assembly
1. What procedure is necessary in Step 45 and Step 47?

2. When the ring gear is torqued in Step 51, does it continue to rotate?

3. Why is this adjustment important?

4. In Step 66, why is it important to push on the swashplate?

5. In Step 67-69, what is the purpose of the spring and the three pins?

6. In Step 74, why are the seals important?

SENR9235

-1-

CREEPER
VALVE

HYDROSTATIC DRIVE SYSTEM

BRAKE
MASTER
CYLINDER

COMPACT WHEEL LOADER

TO IMPLEMENT
PILOT

TO FAN MOTOR
TO PRIORITY VALVE

E
T2

PS1

TO BRAKE
CALIPER

MH

PUMP

TO TANK

X1

MA

I
K

MIN

H
TO TANK

X2
MB
THROTTLE
PIN

MOTOR

E
OIL SAMPLING VALVE
DIAGNOSTIC VALVE

M1

FROM
FAN MOTOR

OIL FILTER AND

BYPASS SWITCH

Fig. 1.1.1 Hydrostatic Drive System - Compact Wheel Loader

COMPACT WHEEL LOADER HYDROSTATIC DRIVE SYSTEM COMPONENT LOCATION

Directions: Fill in the blanks next to the terms with the correct letters.
Identify Components:

Reverse solenoid valve

Charge pump

POR valve

Speed sensing valve

Motor displacement control valve

Charge relief valve

F-N-R valve

Hydrostatic motor

Flushing valve

Hydrostatic drive pump

Crossover relief and makeup valves

Speed selector valve

Instructor Copy: Unit 1 Test

Unit 1
Instructor Copy Test.

Unit 1
Instructor Copy Test.

-2-

Compact Wheel Loader Hydrostatic Drive System Components and Functions

Directions: Match each component to the correct function.
Function

Component

Function Definition

Speed sensing valve

A. Provides lubrication and cooling to the internal

components of the motor

POR valve

B. Drains signal oil from the speed sensing valve to

the tank

Motor displacement control valve

C. A quick disconnect tap where drive loop pressure

can be checked

Crossover relief valve

D. Compares the speed sensing valve signal with the

drive loop pressure to control the motor actuator
piston

Flushing valve
E. Limits the maximum drive loop pressure

F-N-R valve

F. Controls the direction of oil flow to the

hydrostatic drive pump actuator piston

PS1 pressure tap

G. Functions as a makeup valve and a relief valve

MH pressure tap

H. Converts charge oil pressure to hydrostatic drive

pump signal oil
I. A quick disconnect tap where speed sensing
signal pressure can be measured

-3-

CREEPER
VALVE

HYDROSTATIC DRIVE SYSTEM

BRAKE
MASTER
CYLINDER

COMPACT WHEEL LOADER

TO IMPLEMENT
PILOT

TO FAN MOTOR
TO PRIORITY VALVE

E
T2

PS1

TO BRAKE
CALIPER

MH

PUMP

TO TANK

X1

MA

I
K

MIN

H
TO TANK

X2
MB
THROTTLE
PIN

MOTOR

E
OIL SAMPLING VALVE
DIAGNOSTIC VALVE

M1

FROM
FAN MOTOR

OIL FILTER AND

BYPASS SWITCH

Fig. 1.1.1 Hydrostatic Drive System - Compact Wheel Loader

COMPACT WHEEL LOADER HYDROSTATIC DRIVE SYSTEM COMPONENT LOCATION

Directions: Fill in the blanks next to the terms with the correct letters.
Identify Components:

Reverse solenoid valve

Charge pump
POR valve
Speed sensing valve
Motor displacement control valve
Charge relief valve
F-N-R valve
Hydrostatic motor
Flushing valve
Hydrostatic drive pump
Crossover relief and makeup valves
Speed selector valve

Student Copy : Unit Test

Unit 1
Student Copy Test.

Unit 1
Student Copy Test.

-4-

Compact Wheel Loader Hydrostatic Drive System Components and Functions

Directions: Match each component to the correct function.
Function

Component

Function Definition

Speed sensing valve

A. Provides lubrication and cooling to the internal

components of the motor

POR valve

B. Drains signal oil from the speed sensing valve to

the tank

Motor displacement control valve

C. A quick disconnect tap where drive loop pressure

can be checked

Crossover relief valve

D. Compares the speed sensing valve signal with the

drive loop pressure to control the motor actuator
piston

Flushing valve
E. Limits the maximum drive loop pressure
F-N-R valve

F. Controls the direction of oil flow to the

hydrostatic drive pump actuator piston

PS1 pressure tap

G. Functions as a makeup valve and a relief valve

MH pressure tap

H. Converts charge oil pressure to hydrostatic drive

pump signal oil
I. A quick disconnect tap where speed sensing
signal pressure can be measured