Introduction
The transmission has five hydraulically activated clutches. The transmission has three speeds in FORWARD and three speeds in REVERSE. Speed and direction are electronically controlled.
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| Illustration 1 | g01080375 |
Clutch Operation (Typical Example) (1) Piston (2) Spring (3) Plates (4) Clutch Housing (5) Discs (6) Ring Gear | |
Each clutch has discs (5) and plates (3). The inside teeth of discs (5) are engaged with the outside teeth of ring gear (6). Notches on the outside diameter of plates (3) are engaged with pins in clutch housing (4). The pins prevent the plates from rotating.
Springs (2) are located between clutch housing (4) and piston (1), as shown above. The springs keep the clutches disengaged. The clutches are engaged when oil is sent into the area behind piston (1) .
When the pressure of the oil in the area behind the piston increases, piston (1) moves to the right. The piston moves against the force of spring (2) in order to push the discs and plates together. The clutch is now engaged.
The discs prevent ring gear (6) from rotating. When the clutch is released, the pressure in the area behind piston (1) decreases and the force of spring (2) moves the piston to the left. The discs and plates are now spread apart. The clutch is not engaged.
| Transmission Speed | Clutches That are Engaged In The Transmission |
| First Speed Forward | 2 and 5 |
| Second Speed Forward | 2 and 4 |
| Third Speed Forward | 2 and 3 |
| Neutral | 3 (1) |
| First Speed Reverse | 1 and 5 |
| Second Speed Reverse | 1 and 4 |
| Third Speed Reverse | 1 and 3 |
| ( 1 ) | The No. 3 clutch may not be engaged in the transmission in neutral if the neutral default strategy is active in the transmission ECM. Refer to "Neutral Default Strategy" in this document for more information on neutral default strategy. |
Both a speed clutch and a direction clutch must be engaged in order to send power through the transmission. The chart gives the combination of the clutches that are engaged for each FORWARD and REVERSE speed.
Transmission Components
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| Illustration 2 | g01115683 |
Transmission Components (7) No. 1 Sun Gear (8) No. 1 Carrier (9) Coupling Gear for No. 1 Clutch (10) No. 1 Clutch (REVERSE) (11) No. 2 and No. 3 Carrier (12) No. 2 Clutch (FORWARD) (13) Ring Gear for No. 2 Clutch (14) No. 3 Clutch (THIRD SPEED) (15) Ring Gear for No. 3 Clutch (16) No. 4 Clutch (SECOND SPEED) (17) Ring Gear for No. 4 Clutch (18) No. 5 Clutch (FIRST SPEED) (19) Hub (20) No. 4 Carrier (21) No. 4 Sun Gear (22) Input Shaft (23) Output Shaft (24) Rotor (25) No. 4 Planetary Gears (26) No. 3 Sun Gear (27) No. 3 Planetary Gears (28) No. 2 Planetary Gears (29) No. 2 Sun Gear (30) Ring Gear (31) No. 1 Planetary Gears (not shown) | |
The transmission is fastened to the case at the rear of the machine. Power from the torque converter is sent to input shaft (22) by a drive shaft. Power flows from the transmission, through output shaft (23), and then to the transfer gears.
No. 1 clutch (10) and No. 2 clutch (12) are located at the rear of the transmission. No. 1 clutch (10) is the REVERSE direction clutch. No. 2 clutch (12) is the FORWARD direction clutch.
No. 3 clutch (14), No. 4 clutch (16), and No. 5 clutch (18) are the speed clutches. No. 3 clutch (14) gives THIRD speed. No. 4 clutch (16) gives SECOND speed. No. 5 clutch (18) gives FIRST speed.
The only clutch that rotates is No. 5 clutch (18) .
When the transmission is in NEUTRAL, No. 3 clutch (14) is engaged. No. 3 clutch (14) holds ring gear (15) stationary. Ring gear (15) is connected to No. 4 carrier (20) .
Since only No. 3 clutch (14) is engaged, input shaft (22) turns and no rotary power is distributed to output shaft (23) .
Power Flow
First Speed Forward
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| Illustration 3 | g01115734 |
FIRST SPEED FORWARD (7) No. 1 Sun Gear (8) No. 1 Carrier (9) Coupling Gear for No. 1 Clutch (10) No. 1 Clutch (REVERSE) (11) No. 2 and No. 3 Carrier (12) No. 2 Clutch (FORWARD) (13) Ring Gear for No. 2 Clutch (14) No. 3 Clutch (THIRD SPEED) (15) Ring Gear for No. 3 Clutch (16) No. 4 Clutch (SECOND SPEED) (17) Ring Gear for No. 4 Clutch (18) No. 5 Clutch (FIRST SPEED) (19) Hub (20) No. 4 Carrier (21) No. 4 Sun Gear (22) Input Shaft (23) Output Shaft (24) Rotor (25) No. 4 Planetary Gears (26) No. 3 Sun Gear (27) No. 3 Planetary Gears (28) No. 2 Planetary Gears (29) No. 2 Sun Gear (30) Ring Gear | |
When the transmission is in FIRST SPEED FORWARD, No. 5 clutch (18) and No. 2 clutch (12) are engaged.
The No. 2 clutch holds ring gear (13) stationary. The No. 5 clutch locks ring gear (17) to output shaft (23) .
Input shaft (22) turns No. 2 sun gear (29). No. 2 sun gear (29) turns No. 2 planetary gears (28) .
Since ring gear (13) is held stationary by No. 2 clutch (12), No. 2 planetary gears (28) move around the inside of the ring gear.
The movement of the planetary gears causes No. 2 and No. 3 carrier (11) to turn in the same direction as input shaft (22) .
As No. 2 and No. 3 carrier (11) turns, No. 3 planetary gears (27) turn. The No. 3 planetary gears turn ring gear (15) for the No. 3 clutch and No. 3 sun gear (26). The No. 3 sun gear turns output shaft (23) .
Ring gear (15) for No. 3 clutch turns No. 4 carrier (20). No. 4 carrier (20) is connected to hub (19). The power is directed from No. 4 carrier (20) to the No. 5 clutch, and then through hub (19) to output shaft (23) .
As a result, the torque to output shaft (23) is divided through No. 3 sun gear (26), hub (19), and No. 4 sun gear (21). From output shaft (23), power goes to the transfer and bevel gears.
Second Speed Forward
When the transmission is in SECOND SPEED FORWARD, No. 4 clutch (16) and No. 2 clutch (12) are engaged. The No. 2 clutch holds ring gear (13) stationary.
No. 4 clutch (16) holds ring gear (17) for No. 4 clutch stationary. Input shaft (22) turns No. 2 sun gear (29). No. 2 sun gear turns No. 2 planetary gears (28) .
Since ring gear (13) for No. 2 clutch is held stationary by the No. 2 clutch (12), No. 2 planetary gears (28) move around the inside of the ring gear. The movement of No. 2 planetary gears (28) causes No. 2 and No. 3 carrier (11) to turn in the same direction as input shaft (22) .
As the No. 2 and No. 3 carrier (11) turns, No. 3 planetary gears (27) turn. The No. 3 planetary gears turn ring gear (15) for the No. 3 clutch and No. 3 sun gear (26) .
No. 3 sun gear (26) turns output shaft (23). Ring gear (15) for No. 3 clutch turns No. 4 carrier (20) .
Since ring gear (17) for No. 4 clutch is held stationary by No. 4 clutch (16), No. 4 planetary gears (25) move around the inside of the ring gear.
The movement of No. 4 planetary gears (25) causes No. 4 sun gear (21) to turn. The No. 4 sun gear turns output shaft (23) .
As a result, torque to output shaft (23) is divided through No. 3 sun gear (26) and No. 4 sun gear (21). From the output shaft, power goes to the transfer and bevel gears.
Third Speed Forward
When the transmission is in THIRD SPEED FORWARD, No. 3 clutch (14) and No. 2 clutch (12) are engaged. The No. 2 clutch holds ring gear (13) for No. 2 clutch stationary.
No. 3 clutch (14) holds ring gear (15) for No. 3 clutch stationary. Input shaft (22) turns No. 2 sun gear (29). No. 2 sun gear turns No. 2 planetary gears (28) .
Since ring gear (13) for No. 2 clutch is held stationary by the No. 2 clutch (12), No. 2 planetary gears (28) move around the inside of the ring gear. The movement of No. 2 planetary gears (28) causes No. 2 and No. 3 carrier (11) to turn in the same direction as input shaft (22) .
Since ring gear (15) for No. 3 clutch is held stationary by No. 3 clutch (14), No. 3 planetary gears (27) move around the inside of the ring gear.
The movement of No. 3 planetary gears (27) causes No. 3 sun gear (26) to turn. No. 3 sun gear turns output shaft (23) .
From the output shaft, power goes to the transfer and bevel gears.
First Speed Reverse
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| Illustration 4 | g01115747 |
FIRST SPEED REVERSE (7) No. 1 Sun Gear (8) No. 1 Carrier (9) Coupling Gear for No. 1 Clutch (10) No. 1 Clutch (REVERSE) (11) No. 2 and No. 3 Carrier (12) No. 2 Clutch (FORWARD) (13) Ring Gear for No. 2 Clutch (14) No. 3 Clutch (THIRD SPEED) (15) Ring Gear for No. 3 Clutch (16) No. 4 Clutch (SECOND SPEED) (17) Ring Gear for No. 4 Clutch (18) No. 5 Clutch (FIRST SPEED) (19) Hub (20) No. 4 Carrier (21) No. 4 Sun Gear (22) Input Shaft (23) Output Shaft (24) Rotor (25) No. 4 Planetary Gears (26) No. 3 Sun Gear (27) No. 3 Planetary Gears (28) No. 2 Planetary Gears (29) No. 2 Sun Gear (30) Ring Gear | |
When the transmission is in FIRST SPEED REVERSE, No. 5 clutch (18) and No. 1 clutch (10) are engaged. The No. 1 clutch holds coupling gear (9) for No. 1 clutch stationary.
No. 5 clutch (18) locks hub (19) to No. 4 carrier (20) and No. 3 ring gear (15) for No. 3 clutch.
Input shaft (22) turns No. 1 sun gear (7). No. 1 sun gear turns No. 1 planetary gears (31). No. 1 carrier (8) is a direct mechanical connection with coupling gear (9) .
Since coupling gear (9) is held stationary by the No. 1 clutch, No. 1 carrier (8) is held.
The rotation of No. 1 planetary gears (31) on the shafts causes ring gear (30) to turn in the opposite direction as input shaft (22). Ring gear (30) is a direct mechanical connection with No. 2 and No. 3 carrier (11) .
As No. 2 and No. 3 carrier (11) turns, No. 3 planetary gears (27) turn. The No. 3 planetary gears turn ring gear (15) for No. 3 clutch (14) and No. 3 sun gear (26). No. 3 sun gear (26) turns output shaft (23) .
Ring gear (15) for No. 3 clutch turns No. 4 carrier (20). The No. 4 carrier is connected to hub (19) .
The power is directed from No. 4 carrier (20) to the No. 5 clutch, and then through hub (19) to output shaft (23) .
As a result, torque to output shaft (23) is divided through No. 3 sun gear (26), hub (19), and No. 4 sun gear (21) .
From the output shaft, the power goes to the transfer and bevel gears.
Second Speed Reverse
When the transmission is in SECOND SPEED REVERSE, No. 4 clutch (16) and No. 1 clutch (10) are engaged. The No. 1 clutch holds coupling gear (9) stationary.
The No. 4 clutch holds ring gear (17) for No. 4 clutch stationary. Input shaft (22) turns No. 1 sun gear (7). No. 1 sun gear turns No. 1 planetary gears (31). No. 1 carrier (8) is a direct mechanical connection with coupling gear (9) for No. 1 clutch.
Since coupling gear (9) for No. 1 clutch is held stationary by the No. 1 clutch, No. 1 carrier (8) is held. The rotation of No. 1 planetary gears (31) on the shafts causes ring gear (30) to turn in the opposite direction as input shaft (22) .
Ring gear (30) is a direct mechanical connection with No. 2 and No. 3 carrier (11). As the No. 2 and No. 3 carrier turns, No. 3 planetary gears (27) turn.
No. 3 planetary gears (27) turn ring gear (15) for No. 3 clutch and No. 3 sun gear (26). No. 3 sun gear (26) turns output shaft (23). Ring gear (15) for No. 3 clutch turns No. 4 carrier (20) .
Since ring gear (17) for No. 4 clutch is held stationary by the No. 4 clutch, No. 4 planetary gears (25) move around the inside of the ring gear. The movement of No. 4 planetary gears (25) causes No. 4 sun gear (21) to turn. The No. 4 sun gear turns output shaft (23) .
As a result, torque to output shaft (23) is divided through No. 3 sun gear (26) and No. 4 sun gear (21). From the output shaft, power goes through the transfer and bevel gear and through the service brakes to the final drives.
Third Speed Reverse
When the transmission is in THIRD SPEED REVERSE, No. 3 clutch (14) and No. 1 clutch (10) are engaged.
The No. 1 clutch holds coupling gear (9) for No. 1 clutch stationary. The No. 3 clutch holds ring gear (15) for No. 3 clutch stationary.
Input shaft (22) turns No. 1 sun gear (7). No. 1 sun gear turns No. 1 planetary gears (31). No. 1 carrier (8) is a direct mechanical connection with coupling gear (9) .
Since coupling gear (9) for No. 1 clutch is held stationary by the No. 1 clutch, No. 1 carrier (8) is held. The rotation of No. 1 planetary gears (31) on the shafts causes ring gear (30) to turn in the opposite direction as input shaft (22) .
Ring gear (30) is a direct mechanical connection with No. 2 and No. 3 carrier (11) .
Since ring gear (15) for No. 3 clutch is held stationary by the No. 3 clutch, the No. 3 planetary gears (27) move around the inside of the ring gear.
The movement of No. 3 planetary gears (27) causes No. 3 sun gear (26) to turn. No. 3 sun gear turns output shaft (23) .
From output shaft (23), power goes through the transfer and bevel gears.
Neutral Default Strategy
Neutral default strategy is a feature that is programmed into the machine's transmission control module. Neutral default strategy will prevent movement of the machine or damage to the transmission when the transmission is in neutral and the transmission ECM expects that one or more components in the transmission control are failed. The transmission ECM checks for unnecessary load on the drive train by constantly comparing the data from the torque converter output speed sensor to the data from the engine speed sensor.
The neutral default strategy in the transmission ECM will disengage the No. 3 clutch if the transmission ECM detects a machine component that has failed. If the power train oil is below 40 °C (104 °F) and the neutral default strategy is also active, the service brake will automatically be applied.
Note: Neutral default strategy is only active when the machine is in the neutral position. Neutral default strategy is disengaged when a speed or a direction clutch is commanded by the operator.
The neutral default strategy requires a stabilized speed of the torque converter and a temperature of the power train oil in order to function properly. During start-up of the machine, the service brakes will automatically be applied for 10 seconds in order for the power train to stabilize. During this 10 second period, if the machine is shifted into gear or if a command for steering is given on a machine with differential steering, the transmission ECM will release the service brakes. If the parking brake is released within the first 10 seconds, and the tractor is not shifted into gear, the service brakes will remain applied until the parking brake switch is cycled after the 10 second period.
The neutral default strategy will become active on machines that are equipped with attachments that are driven by the PTO in neutral. If the machine is in the neutral position and brake engagement is undesirable, warm the power train oil above 40 °C (104 °F).