Operação Dos Sistemas 12G, 120G, 130G & 140G MOTOR GRADERS POWER TRAIN

120G MOTOR GRADER 11W01019-01250 (MACHINE) POWERED BY 3304 E...
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produtos: MOTOR GRADER

Modelo: 120G MOTOR GRADER 11W
Configuração: 120G MOTOR GRADER 11W01019-01250 (MACHINE)
POWERED BY 3304 ENGINE
Operação dos Sistemas

12G, 120G, 130G & 140G MOTOR GRADERS POWER TRAIN
Número de Mídia -REG01580-03 Data de Publicação -01/02/1983 Data de Atualização -18/07/2003
REG015800001
Systems Operation
Specifications
NOTE: For Specifications with illustrations, make reference to SPECIFICATIONS FOR 12G, 120G,
130G, and 140G, MOTOR GRADERS POWER TRAIN, Form No. REG01582. If the Specifications
in Form REG01582 are not the same as in the Systems Operation and the Testing and Adjusting, look
at the printing date on the back cover of each book. Use the Specifications given in the book with the
latest date.
NOTE: The "C" is an indication of a change from the former issue.
Power Flow
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120G MOTOR GRADER 11W01019-01250 (MACHINE) POWERED BY 3304 E... Página 2 de 37
POWER FLOW
1. Upper section of the transmission. 2. Engine. 3. Lower section of the transmission. 4. Differential or bevel gear carrier.
5. Case for the bevel gear. 6. Final drive.
The basic components of the power train are: the engine, transfer gears, power shift transmission,
bevel gear and pinion, final drives and axles, and the tandems and wheels. There is no flywheel,
clutch or torque converter used in this machine.
Power from the engine goes directly to the upper section of the power shift transmission which has
the forward and reverse direction clutches. The lower section has the speed clutches. Four of the five
speed clutches are stationary, while one clutch is a turning clutch. Three clutches must be engaged at
the same time to have power flow through the transmission.
Power goes from the output flange of the transmission planetary to the pinion gear of the differential
or bevel gear. The differential or bevel gear turns the axles that turn planetary gears of the final drive.
The sprockets of the final drive are connected to the wheel spindles with chain.
Transfer Gears And Transmission
TRANSFER GEARS
1. Input gear. 2. FORWARD input gear. 3. REVERSE input gear. 4. Output gear. 5. Output gear. 6. Idler gear. 7.
Planetary input gear.
The planetary transmission has six forward and six reverse speeds. The selection of speed and
direction is done manually. Control of the transmission is done hydraulically. The transmission is
driven by transfer gears which are turned directly by an adapter on the engine flywheel. The transfer
gears have two turning clutches; a forward clutch and a reverse clutch.
The adapter on the engine flywheel turns input gear (1). Input gear (1) turns against the FORWARD
input gear (2) which turns REVERSE input gear (3). There is no flow of power when the direction
clutches, in front of input gear (2) and input gear (3), are not engaged. When the FORWARD clutch
(No.1 clutch) is engaged, output gear (4) turns against idler gear (6) which turns planetary input gear
(7). Since the REVERSE clutch is not engaged, output gear (5) is free to turn with idler gear (6).
When the REVERSE clutch (No.2 clutch) is engaged, the FORWARD clutch is not engaged, and the
output gear (5) turns idler gear (6) which drives planetary input gear (7) in the opposite direction.
Planetary Transmission
PLANETARY TRANSMISSION
1. No. 3 and No. 4 Carrier.
2. Ring gear for No. 3 clutch.
3. No. 3 clutch.
4. Planet gear.
5. No. 4 clutch.
7. No. 5 carrier.
9. No. 5 clutch.
11. No. 6 clutch.
12. Sun gear.
13. No. 6 carrier.
14. Parking brake clutch.
15. Ring gear for the parking brake.
16. Hub for the No. 7 clutch.
17. Flange.
18. No. 7 clutch.
19. Cage.
20. Shaft.
21. Planet gear.
22. Housing for the No. 3 clutch.
23. Sun gear.
24. Sun gear.
25. Planet gear.
26. Housing for the No. 4 and No. 5 clutches.
27. Planet gear.
28. Housing for the No. 6 clutch.
29. Housing.
The planetary transmission has four stationary clutches: No. 3, No. 4, No. 5, and No. 6, one turning
clutch: No. 7, and a stationary clutch for the parking brake. Two of the five planetary clutches and one
direction clutch (No. 1 or No. 2 clutch) must be engaged for each speed.
Most all the components inside the planetary transmission turn when the controls are in each
FORWARD or REVERSE speed. Only those components that have been made dark in the
illustrations that follow are used in the flow of power through the transmission.
POWER FLOW IN FIRST SPEED; NO. 5 AND NO. 6 CLUTCHES ENGAGED

1. No. 3 and No. 4 carrier. 4. Planet gear. 5. No. 4 clutch. 6. Ring gear for the No. 4 clutch. 7. No. 5 carrier. 8. Ring gear
for the No. 5 clutch. 9. No. 5 clutch. 10. Ring gear for the No. 6 clutch. 11. No. 6 clutch. 12. Sun gear. 13. No. 6 carrier.
15. Ring gear for the parking brake. 17. Flange. 20. Shaft. 23. Sun gear. 24. Sun gear. 25. Planet gear. 27. Planet gear.
Power goes through the No. 1 clutch (FORWARD) or the No. 2 clutch (REVERSE) to the No. 3 and
No. 4 carrier (1). The planet gears (4) are turned by the No. 3 and No. 4 carrier (1). The planet gears
(4) are engaged with the ring gear (6) for the No. 4 clutch and make it turn. The No. 4 clutch (5) is not
engaged but the ring gear (6) for the No. 4 clutch is connected to the No. 5 carrier (7) with a spline.
Because the No. 5 clutch (9) is engaged and holding the ring gear (8) for the No. 5 clutch, the planet
gears (25) (turned by the No. 5 carrier) make the sun gear (24) turn shaft (20).
As the sun gear (24) turns shaft (20), it gives resistance to the planet gears (25) and to the No. 5
carrier (7). The ring gear (6) for the No. 4 clutch is connected to and has resistance to turning by the
No. 5 carrier (7). Because the ring gear (6) for the No. 4 clutch has a resistance to turning, the planet
gears (4) (turned by the No. 3 and No. 4 carrier) make the sun gear (23) turn the shaft (20). Power is
divided between the sun gear (23) and the ring gear (6) for the No. 4 clutch.
Sun gear (12) turns with shaft (20) and makes planet gears (27) turn. Because the No. 6 clutch (11) is
engaged and holding the ring gear (10) for the No. 6 clutch, the planet gears (27) (turned by the shaft
and the sun gear) make the No. 6 carrier (13) turn. The No. 6 carrier is connected to the ring gear (15)
for the parking brake which is connected to the output flange (17) and power is sent to the differential
or bevel gear.
POWER FLOW IN SECOND SPEED; NO. 4 AND NO. 6 CLUTCHES ENGAGED

1. No. 3 and No. 4 carrier. 4. Planet gear. 5. No. 4 clutch. 6. Ring gear for the No. 4 clutch. 10. Ring gear for the No. 6
clutch. 11. No. 6 clutch. 12. Sun gear. 13. No. 6 carrier. 15. Ring gear for the parking brake. 17. Flange. 20. Shaft. 23. Sun
gear. 27. Planet gear.
No. 4 carrier (1). Because the No. 4 clutch (5) is engaged and holding the ring gear (6) for the No. 4
clutch, the planet gears (4) (turned by the No. 3 and No. 4 carrier) make sun gear (23) turn shaft (20).
or bevel gear.
POWER FLOW IN THIRD SPEED: NO. 3 AND NO. 6 CLUTCHES ENGAGED

1. No. 3 and No. 4 carrier. 2. Ring gear for the No. 3 clutch. 3. No. 3 clutch. 10. Ring gear for the No. 6 clutch. 11. No. 6
clutch. 12. Sun gear. 13. No. 6 carrier. 15. Ring gear for the parking brake. 17. Flange. 20. Shaft. 27. Planet gear.
clutch, the planet gears (turned by the No. 3 and No. 4 carrier) make the shaft (20) turn.
or bevel gear.
POWER FLOW IN FOURTH SPEED: NO. 5 AND NO. 7 CLUTCHES ENGAGED

1. No. 3 and No. 4 carrier. 4. Planet gear. 5. No. 4 clutch. 6. Ring gear for No. 4 clutch. 7. No. 5 carrier. 8. Ring gear for
No. 5 clutch. 9. No. 5 clutch. 15. Ring gear for the parking brake. 16. Hub for the No. 7 clutch. 17. Flange. 18. No. 7
clutch. 20. Shaft. 23. Sun gear. 24. Sun gear. 25. Planet gear.
No. 4 carrier (1). The planet gears (4) are turned by the No. 3 and No. 4 carrier (1). The planet gears
(4) are engaged with the ring gear (6) for the No. 4 clutch and make it turn. The No. 4 clutch (5) is not
engaged but the ring gear (6) for the No. 4 clutch is connected to the No. 5 carrier (7) with a spline.
Because the No. 5 clutch (9) is engaged and holding the ring gear (8) for the No. 5 clutch, the planet
gears (25) (turned by the No. 5 carrier) make the sun gear (24) turn shaft (20).
As the sun gear (24) turns shaft (20), it gives resistance to the planet gears (25) and to the No. 5
carrier (7). The ring gear (6) for the No. 4 clutch is connected to and has resistance to turning by the
No. 5 carrier (7). Because the ring gear (6) for the No. 4 clutch has a resistance to turning, the planet
gears (4) (turned by the No. 3 and No. 4 carrier) make the sun gear (23) turn the shaft (20). Power is
divided between the sun gear (23) and the ring gear (6) for the No. 4 clutch.
Shaft (20) turns hub (16) for the No. 7 clutch. The No. 7 clutch (18) is engaged and makes the ring
gear (15) for the parking brake turn with hub (16). The ring gear (15) for the parking brake is
connected to the output flange (17) and power is sent to the differential or bevel gear.
120G MOTOR GRADER 11W01019-01250 (MACHINE) POWERED BY 3304... Página 10 de 37
POWER FLOW IN FIFTH SPEED: NO. 4 AND NO. 7 CLUTCHES ENGAGED

1. No. 3 and No. 4 carrier. 4. Planet gear. 5. No. 4 clutch. 6. Ring gear for No. 4 clutch. 15. Ring gear for the parking
brake. 16. Hub for the No. 7 clutch. 17. Flange. 18. No. 7 clutch. 20. Shaft. 23. Sun gear.
clutch, the planet gears (4) (turned by the No. 3 and No. 4 carrier) make sun gear (23) turn shaft (20).
POWER FLOW IN SIXTH SPEED: NO. 3 AND NO. 7 CLUTCHES ENGAGED

1. No. 3 and No. 4 carrier. 2. Ring gear for the No. 3 clutch. 3. No. 3 clutch. 15. Ring gear for the parking brake. 16. Hub
for the No. 7 clutch. 17. Flange. 18. No. 7 clutch. 20. Shaft. 21. Planet gear.
clutch, the planet gears (21) (turned by the No. 3 and No. 4 carrier) make the shaft (20) turn.
Transmission Lubrication System
TRANSMISSION LUBRICATION (Typical Illustration)

1. Oil filter. 2. Main relief valve. 3. Oil cooler. 4. Transfer gear housing. 5. Direction clutches. 6. Two section pump. 7.
Planetary transmission. 8. Selector valve group. 9. Transmission reservoir. 10. Main reservoir in intermediate housing. 11.
Bevel gear reservoir. 12. Magnetic screen filter. 13. Magnetic screen filter.
The oil that is necessary for the operation and lubrication of the transmission is made available by a
gear type pump that has two sections. The shaft that turns the input gear for the transfer gears also
turns the shaft for the pump. The pump turns at engine speed.
There are three oil reservoirs for the transmission; transmission reservoir (9), main reservoir (10), and
bevel gear reservoir (11). (The 120G has only two reservoirs; the transmission reservoir and the bevel
gear reservoir. The main reservoir is the bevel gear reservoir.) The oil is pulled from the main
reservoir (10) by the small section of the pump (6). The flow of oil from the small section of the pump
goes through filter (1) to main relief valve (2). The flow of oil then goes to the selector valve (8), oil
cooler (3) and to the clutches and gears for lubrication.
The large section of the pump pulls oil from transmission reservoir (9) and bevel gear reservoir (11)
through the magnetic screen filters (12) and (13). (On the 120G, oil is pulled from the transmission
reservoir only.) The flow of oil from the large section of the pump goes to main reservoir (10). An
opening in the wall between main reservoir (10) and bevel gear reservoir (11) lets extra oil go from
main reservoir (10) to bevel gear reservoir (11). (On the 120G, the main reservoir is the bevel gear
reservoir.)
Direction Clutch Lubrication

The direction clutches get lubrication oil from the main relief valve. The flow of oil goes through the
center of the forward and reverse clutch shafts. The lubrication of both clutches is the same. For the
purpose of illustration, the lubrication for the FORWARD clutch is shown.
FORWARD CLUTCH LUBRICATION (Clutch not engaged)

1. Hole. 2. Passage. 3. Passage. 4. Passage.
There are three passages connected to the center passage of the direction clutch shaft. Passage (4) is
used to send oil to the clutch plates for cooling and lubrication. Passage (3) is used for lubrication of
the taper bearings of the output gear. Passage (2) is used only when the direction clutch is engaged.
When the FORWARD direction clutch is engaged, the flow of oil through passages (2) and (4) gives
extra lubrication to the direction clutch. When the direction clutch is not engaged, passage (2) is not in
alignment with hole (1) in the piston and passage (4) is the only passage that gives lubrication to the
direction clutch.
Lubrication For Transfer Gears

The splines on the input shaft and the flywheel adapter get lubrication from a passage in the center of
the pump drive shaft. The passage in the drive shaft is connected to an opening in the large section of
the pump.
LUBRICATION FOR TRANSFER GEARS

1. Hole. 2. Passage. 3. Passage. 4. Passage. 5. Hole. 6. Passage. 7. Passage. 8. Drilled holes.
The taper bearings on the input shaft get lubrication from oil that is thrown by the direction clutches.
The taper bearings on the shaft for the idler gear get lubrication through passage (6). Some of the oil
from the direction clutches goes into hole (5) and through passage (6) to the taper bearings.
The lubrication oil to the planetary transmission goes through passage (7) to the outside of the main
transmission shaft and through four drilled holes (8) to a small passage around the center passage in
the main shaft.
Planetary Lubrication
The main shaft has a tube installed inside it to make a center passage. This center passage lets P1
pressure oil go to the No. 7 clutch.
The lubrication oil flows through a small passage around the center passage in the main shaft. Drilled
holes in the main shaft let lubrication oil (from the small passage around the center passage) go to the
bearings of the planet gears.
All other gears and clutches get lubrication from oil thrown by the turning components or from
leakage from the shafts with pressure oil. The leakage then goes to the transmission reservoir.
PLANETARY LUBRICATION
Transmission Hydraulic Controls
TRANSMISSION OIL SYSTEM

1. Oil filter. 2. No. 1 clutch lubrication passage. 3. No. 2 clutch lubrication passage. 4. Main relief valve. 5. Oil cooler. 6.
Housing for transfer gears. 7. Oil pump. 8. Planetary transmission. 9. Differential lock valve (on machines with a
differential). 10. Selector valve group. 11. Transmission reservoir. 12. Main reservoir in the intermediate housing. 13.
Bevel gear reservoir.
The basic components of the transmission oil system are oil reservoirs (11), (12), and (13), oil pump
(7), oil filter (1), main relief valve (4), selector valve group (10) and the differential lock valve (on
machines with a differential) (9).
The hydraulic controls are: Main relief valve (4), selector valve group (10) and differential lock valve
(9). The location of the selector valve group is inside the transmission housing. Selector valve group
(10) sends pressure oil to the proper clutches for the selection of a speed (six forward and six reverse).
The location of the main relief valve (4) and the differential lock valve (9) is on the outside of the
transmission housing. The main relief valve (4) controls the pressure in the hydraulic system. The
differential lock valve (9) controls the lock-up clutch in the differential (on machines with a
differential).
Transmission Valves
Neutral With Engine Off
HYDRAULIC CONTROLS WITH ENGINE OFF AND SELECTOR LEVER IN NEUTRAL
1. Oil filter.
4. Main relief valve.
5. Oil cooler.
7. Oil pump.
9. Differential lock valve (later machines with a differential use an electric solenoid lock valve shown on page 29 of this
module).
14. Manual modulation valve.
15. Differential, check, and safety spool.
16. Pilot selector spool.
17. Speed selector spool (clutch No. 4).
19. Passage from load piston.
20. Relief valve.
21. Passage to differential, check, and safety valve.
22. Passage to No. 4 clutch.
24. Cooler bypass valve.
25. Lubrication relief valve.
26. Passage to differential lock clutch (on machines with a differential).
28. Direction selector valve.
29. Priority reducing valve.
31. Modulating reducing valve.
32. Load piston.
33. Passage to No. 1 clutch (FORWARD).
34. Passage to No. 2 clutch (REVERSE).
35. Speed selector spool (clutches No. 6 and No. 7).
A. Passage for signal pressure.
B. Passage for signal pressure.
E. Passage for signal pressure.
F. Passage for signal pressure.
G. Passage for signal pressure.
Neutral With Engine Off

With the engine off, the pump is not being turned and there is no pressure oil in the system. With no
pressure oil, the two position selector spools (17), (18), and (36) and the load piston (32) are held by
spring force against their respective stops. The three position selector spool (35) is held in its center
position by spring force.
The selector valve group has three manually operated spools: pilot selector spool (16), direction
selector spool (28), and manual modulation spool (14). All of the other spools are operated by pilot
pressure. The pilot selector spool (16) sends pilot pressure oil to the speed selector spools which in
turn send pressure oil to the speed clutches. The direction selector spool (28) sends oil to the direction
clutches. The manual modulation spool (14) gives a control for the P2 pressure to the direction
clutches. Make reference to MANUAL MODULATION VALVE.
The main relief valve (4) has a relief valve (20) for maximum system pressure, an oil cooler bypass
valve (24) for the oil cooler, and a lubrication relief valve (25) for maximum pressure of the clutch
and planetary lubrication oil. Relief valve (20) keeps the system pressure from getting too high.
Bypass valve (24) prevents the pressure in the oil cooler from getting too high. Relief valve (25)
keeps the lubrication oil for the speed clutches and the planetary gears from getting too high.
Neutral With Engine Running
HYDRAULIC CONTROLS WITH ENGINE RUNNING AND SELECTOR LEVER IN NEUTRAL
1. Oil filter.
5. Oil cooler.
7. Oil pump.
module).
20. Relief valve.
32. Load piston.
Neutral With Engine Running

When the engine is started and the selector valve is in NEUTRAL, oil from the pump goes to main
relief valve (4), around relief valve (20), to the selector valve group. Relief valve (20) lets some oil go
to cooler (5). Oil from the cooler goes behind the cooler bypass valve (24) and into a cavity for clutch
and planetary gear lubrication.
At the selector valve group, the flow of oil divides into two separate circuits: signal pressure circuit
and system pressure circuit.
Signal Pressure Circuit
As the engine is started, spring force holds the priority reducing valve (29) so the signal pressure
passage to the pilot selector valve (16) is the first circuit to get pressure. As the pressure becomes
higher than the spring force, the valve moves to the right and opens the system pressure passage. The
valve begins to move when the signal pressure becomes 83 psi (570 kPa). When the signal pressure
becomes 96 psi (660 kPa), the valve has moved to the right far enough to not let any more pressure
into the signal pressure passage to the pilot selector valve.
The pilot selector valve (16) has seven positions. When the control lever is in the NEUTRAL
position, the valve sends signal pressure to passages (A) and (F).
The function of the signal pressure circuit is to control the movement of the speed selector spools.
The signal pressure in passages (A) and (F) moves speed selector spool (35) to the left and speed
selector spool (36) to the right.
System Pressure Circuit

After the pressure becomes 83 psi (570 kPa) in the signal pressure circuit, priority reducing valve (29)
opens the passage to the modulating reducing valve (31). The system pressure moves the modulating
reducing valve (31) to the left until speed clutch pressure (P1) is 90 psi (620 kPa). Since pilot pressure
is holding spool (35) and (36) in the positions shown, system pressure goes to the passage for the No.
7 clutch (37) and to the passage for the No. 3 clutch (38).
With the speed selector spool (35) held in the position shown by the signal pressure in passage (A), a
passage (27) is opened by the speed selector spool (35). This open passage lets pressure oil on the left
end of the differential, check, and safety spool (15) go to the reservoir and prevents the spool (15)
from moving to the right. Because the differential, check, and safety spool (15) can not move to the
right, the direction clutches have no pressure oil and will not engage.
If the engine is started in any speed except NEUTRAL, system pressure is sent from the speed
selector valve (35) through the orifices in the differential, check, and safety valve (15) to the spring
side of the valve (15) holding the valve against its stop. In this position, the direction clutches can not
get pressure oil. When the selector lever is moved to the NEUTRAL position, the oil in the spring
side of the valve is free to go to the transmission reservoir. The oil pressure on the left side of the
valve then works against the spring force and the differential, check, and safety valve (15) moves to
the NEUTRAL position. In this position, the direction clutches have no pressure and will not engage.
First Speed Forward
HYDRAULIC CONTROLS WITH ENGINE RUNNING AND SELECTOR LEVER IN FIRST SPEED FORWARD
1. Oil filter.
5. Oil cooler.
7. Oil pump.
module).
20. Relief valve.
32. Load piston.
First Speed Forward

When the selector lever is moved from NEUTRAL to FIRST FORWARD, the pilot selector valve
(16) lets the signal pressure in passages (A) and (F) go to the reservoir and sends signal pressure to
passages (B) and (G).
When the signal pressure in passage (F) goes to the reservoir, the spring force on the speed selector
spool (36) moves the spool to the left and lets the pressure oil in the passage for the No. 3 clutch (38)
go to the reservoir. The signal pressure in passage (B) moves the speed selector spool (35) to the right
and lets the pressure oil in the passage for the No. 7 clutch (37) go to the reservoir. The No. 3 and No.
7 clutches are now not engaged.
When the speed selector spools (18) and (35) are moved to the positions shown by the signal pressure
in passages (G) and (B), the passages to clutch No. 5 (23) and No. 6 (30) are open to system pressure.
With the speed selector spool (35) in the position shown, the passage (27) from the left end of the
differential, check, and safety spool (15) (open to the reservoir in NEUTRAL) has pressure oil. This
pressure oil moves the differential, check, and safety valve (15) to the right and lets pressure oil go to
the direction clutches. Since the direction selector valve (28) is in the position shown, pressure oil will
go to the passage (33) for the No. 1 clutch.
When the shift is made from NEUTRAL to FIRST FORWARD and the No. 5 and No. 6 clutches are
being filled, the spring pressure moves the modulating reducing valve (31) to the right. As the
clutches fill, the system pressure has an increase. The increase in pressure works against the slug in
the modulating reducing valve (31) and the valve moves to the left to stop the increase in pressure.
With this higher pressure, the load piston (32) moves to the right and the spring force between the
modulating reducing valve and the load piston has an increase. The increase in spring force moves the
modulating reducing valve (31) to the right and this lets the system pressure have an increase. This
cycle takes place again and again until the system pressure is at a maximum. This gradual increase in
pressure is modulation. The modulating reducing valve (31) gives modulation for all the clutches
(speed and direction).
The differential, check and safety valve (15) causes a pressure difference of 60 psi (415 kPa) between
the P1 pressure and the P2 pressure. The P2 pressure to the direction clutches is always 60 psi (415
kPa) less than the P1 pressure to the speed clutches. This pressure difference lets the speed clutches
engage first. The direction clutches engage last and take the load. When P1 pressure is at a maximum
of approximately 340 psi (2350 kPa) (controlled by the main relief valve), the P2 pressure is at
approximately 280 psi (1950 kPa) with the engine at HIGH IDLE. When the engine is at LOW IDLE,
P1 pressure is approximately 310 psi (2120 kPa) and P2 pressure is approximately 250 psi (1720
kPa). The shift is now complete.
Fifth Speed Reverse
HYDRAULIC CONTROLS WITH ENGINE RUNNING AND SELECTOR LEVER IN FIFTH SPEED REVERSE
1. Oil filter.
5. Oil cooler.
7. Oil pumps.
module).
20. Relief valve.
32. Load piston.
Fifth Speed Reverse

When the selector lever is moved from FOURTH REVERSE to FIFTH REVERSE, the pilot selector
valve (16) lets the signal pressure in passage (G) go to the reservoir and sends signal pressure to
passage (E).
When the signal pressure in passage (G) goes to the reservoir, the spring force on the speed selector
spool (18) moves the spool to the left and lets the pressure oil in the passage for the No. 5 clutch (23)
go to the reservoir. The signal pressure in passage (E) moves the speed selector spool (17) to the left
and opens the passage to the No. 4 clutch (22) to system pressure.
When the passage to the No. 4 clutch (22) is opened, system pressure has a decrease as the pressure
oils fills the passage for the No. 4 clutch (22). As the No. 4 clutch fills, a decrease in pressure in
passage (21) causes a decrease in pressure on the left end of the differential, check, and safety valve
(15) and lets the valve move to the left.
When the differential, check, and safety valve (15) moves to the left, pressure oil in the No. 2
direction clutch goes to the reservoir. The pressure oil in passage (19) also goes to the reservoir
through the differential, check, and safety valve (15). A decrease in pressure in line (19) causes the
load piston (32) to move to the left and the modulating reducing valve (31) to move to the right. Also,
a decrease in pressure in passage (19) causes a decrease in pressure in the passage for the No. 7 clutch
(37) and the clutch is now not engaged.
As the passage to the No. 4 clutch (22) is filled, an increase in pressure to passage (21) moves the
differential, check, and safety valve (15) to the right and closes the passage from passage (19) to the
reservoir. Now the system pressure has an increase.
The modulating reducing valve (31) gives the modulation to the pressure oil until the P1 pressure in
the No. 4 and No. 7 clutches is at approximately 340 psi (2350 kPa) and the P2 pressure in the No. 2
clutch is at approximately 280 psi (1950 kPa) with the engine at HIGH IDLE. When the engine is at
LOW IDLE, P1 pressure is approximately 310 psi (2120 kPa) and P2 pressure is approximately 250
psi (1720 kPa). The shift is now complete.
Pilot Selector Valve

The function of the pilot selector valve is to control the movement of the speed selector spools. This
control is done either by sending signal pressure to the speed selector spool or by letting the signal
pressure in the speed selector spool go to the reservoir.
PILOT SELECTOR SPOOL IN THE FIRST SPEED DETENT

1. Chamber connected to transmission reservoir. 2. Chamber connected to signal pressure from the priority reducing valve.
A, B, E, F, and G. Signal pressure passages to the speed selector spools.
The pilot selector valve has two chambers in its center. Chamber (1) is connected to a passage that
goes to the transmission reservoir. Chamber (2) is connected to a passage from the priority reducing
valve for signal pressure.
Five more passages connect the speed selector spools to one of the two chambers in the pilot selector
spool. When the selector spool is in NEUTRAL, FIRST, SECOND, or THIRD, two of the passages
have signal pressure because they connect to chamber (2) in these positions. The other three passages
are connected to the transmission reservoir through chamber (1). When the selector spool is in
FOURTH, FIFTH, or SIXTH, only one of the passages is connected to chamber (2) while the other
four are connected to chamber (1).
Manual Modulation Valve

The manual modulation valve lets the operator control the P2 pressure to the directional clutches and
move the machine a little distance at a time. The left foot pedal in the operator's compartment is
connected to the manual modulation valve with a cable.
HYDRAULIC CONTROLS IN THIRD SPEED WITH MANUAL MODULATION VALVE CLOSED

1. Passage. 2. Chamber. 3. Orifice. 4. Piston. 5. Slug. 6. Spool. 7. Passage from load piston. 8. Load piston. 9. Modulating
reducing valve.
When the left foot pedal is up and the manual modulation valve is not being used, spool (6) is in the
position shown. P1 pressure from the load piston (8) goes through passage (7) and is stopped by the
spool (6). P2 pressure goes around piston (4) and to the direction clutches. P2 pressure also goes
through orifice (3) and into chamber (2) where the pressure is stopped. P1 and P2 are at their
maximum pressures.
When the left foot pedal is pushed down, spool (6) is moved out as shown. Passage (7) from the load
piston is connected to passage (1) which lets P1 pressure oil from the load piston (8) go to the
reservoir. The location of the orifice for passage (7) at the load piston (8) prevents P1 pressure from
going lower than 90 psi (620 kPa). The clutches are now operating at a lower pressure.
At the same time that passage (7) is connected to passage (1), chamber (2) is also connected to
passage (1) which lets P2 pressure oil in the chamber go to the reservoir. P2 pressure on the slug (5)
moves the piston (4) to the left and causes a restriction to the P2 oil flow around the piston (4). This
restriction causes a decrease in pressure of the P2 oil to the direction clutches.
P2 pressure can be controlled from approximately 9 to 150 psi (60 to 1030 kPa) by the manual
modulation valve. Because the direction clutches are not fully engaged, the operator can slip the
clutch (make the discs slide in relation to the plates) and move the machine a little distance at a time.
When the operator lets the pedal come back up, spool (6) moves back in and the P1 and P2 pressures
increase to their maximum pressures. The modulating reducing valve (9) gives modulation to the
pressure oil and lets the clutches engage smoothly.
HYDRAULIC CONTROLS IN THIRD SPEED WITH MANUAL MODULATION VALVE OPENED

1. Passage. 2. Chamber. 3. Orifice. 4. Piston. 5. Slug. 6. Spool. 7. Passage from load piston. 8. Load piston. 9. Modulating
reducing valve.
Differential And Bevel Gear

Differential (On Machines With a Differential)
The differential is used to send power from the transmission, through the final drives, to the wheels.
When the rear wheels on one side are turning slower than the rear wheels on the other side (as in a
turn) the differential lets the inside wheels stop or turn slower in relation to the outside wheels.
The output flange of the transmission turns the shaft for the bevel gear pinion (6). The bevel pinion
(6) turns the bevel gear (4) which is fastened to the differential housing. The differential has four
pinions (7), a spider (5) for the pinions, and two side gears (8) and (9). The connection between the
four pinions (7) and the two side gears is at right angles through a gear mesh. Splines make the
connection between the side gears and the shafts to the final drives.
DIFFERENTIAL (Typical Illustration)

1. Piston. 2. Cavity. 3. Clutch plates. 4. Bevel gear. 5. Spider shaft for pinions. 6. Bevel pinion. 7. Pinions (four). 8. Side
gear. 9. Side gear.
When the machine is moving straight in a forward direction and the differential is in the UNLOCK
position, the same amount of traction is under the wheels on each side. The same amount of torque
that is sent to each shaft for the final drive stops pinions (7) so they can not turn on spider (5). This
gives the same effect as if both tandem drives were driven by the same shaft. When the force that is
sent to the shaft is not the same (as in a turn) forces that are not the same are put on opposite sides of
the differential. This action makes pinions (7) turn. The rotation of pinions (7) lets the inside two
wheels go slower or stop in relation to the two outside wheels. This moves the machine through the
turn under full power.
The housing for the differential runs on tapered roller bearings. Pinions (7) turn on hardened steel
bearings. Pinions (7) and side gears (8) and (9) turn against thrust washers which take the end thrust
against the differential housing.
The differential gets lubrication from oil thrown about inside the bevel gear housing. A flat surface on
each shaft of the spider (5) lets lubrication go to pinions (7) and to the thrust washers.
Differential Lock Valve (On Earlier Machines With a

Differential)
The differential control pedal is connected to an air control valve which controls the differential lock
valve on the transmission. When the pedal is up (in the LOCK position), valve spool (10) is held by
spring force against its stop. P1 pressure oil from the No. 6 clutch cavity goes through an orifice to the
differential lock valve.
DIFFERENTIAL LOCK VALVE

10. Valve spool. 11. Opening to reservoir. 12. Clutch opening. 13. Inlet opening.
P1 oil goes into opening (13) and out opening (12) to the differential lock clutch. The oil goes into the
differential through the differential cage assembly to cavity (2) in the differential housing. The P1 oil
pushes piston (1) against clutch plates (3) which cause side gear (9) to turn with bevel gear (4).
Pinions (7) do not turn on spider (5) but turn with side gears (8) and (9).
The speed of the wheels will be equal, even if the traction under each tandem becomes different.
When the differential control pedal is pushed down (to the UNLOCK position), the air valve sends air
pressure to the differential lock valve. The air pressure moves valve spool (10) against its spring
force. The pressure oil in cavity (2) goes through opening (11) to the reservoir. Pinions (7) and side
gears (8) and (9) are now free to turn when the traction under each tandem is different.
The differential is normally in the LOCK position in FIRST, SECOND, and THIRD speed
FORWARD or REVERSE. The differential is always in the UNLOCK position in FOURTH, FIFTH,
and SIXTH speed FORWARD or REVERSE because the No. 6 clutch does not have pressure oil in
these speeds.
Differential Lock Valve (On Later Machines With A

Differential)
The electric differential control switch (18) controls a solenoid activated hydraulic valve located on
the differential carrier. When switch (18) is in the off (LOCK) position, the indicator light (17) is off.
No current flows to the solenoid coil connector (16) and the valve is held open by spring force. P1
pressure oil from the transmission relief valve group flows through a hose to opening (15). The
internal passages of the solenoid valve act as an orifice.
ELECTRIC SOLENOID VALVE

11. Opening to reservoir. 12. Opening to clutch. 14. Pressure check test port. 15. Inlet opening. 16. Solenoid coil
connector.
P1 oil goes into opening (15) and out opening (12) to the differential lock clutch. The oil goes into the
differential through the differential cage assembly to cavity (2) in the differential housing. The P1 oil
pushes piston (1) against clutch plates (3) which cause side gear (9) to turn with bevel gear (4).
Pinions (7) do not turn on spider (5) but turn with side gears (8) and (9).
The speed of the wheels will be equal, even if the traction under each tandem becomes different.
When the differential control switch (18) is in the on (UNLOCKED) position, the indicator light (17)
is on and current flows to the solenoid coil connector (16). The solenoid force then moves the valve
spool against its spring force. The pressure oil in cavity (2) goes through opening (11) to the reservoir.
Pinions (7) and side gears (8) and (9) are now free to turn when traction under each tandem is
different.
The differential with the electric control can be locked in any speed since the P1 pressure source is
taken direct from the transmission relief valve.
On some machines with the electric control, an adapter plate is used between the solenoid valve and
the differential carrier. This plate blocks the flow of oil from the No. 6 transmission clutch on
machines that used the air control. On other machines with electric control, the plate is not used and
the hole to the No. 6 clutch is tapped and blocked with a plug.
WIRING DIAGRAM
17. Differential unlock indicator light. 18. Toggle switch mounted on operators console. 19. Electric solenoid valve
located on differential and bevel gear housing.
Bevel Gear Group (On Machines Not Equipped With a

Differential)
The bevel gear group is used to send power from the transmission to the final drives. The output
flange of the transmission turns the shaft for the bevel gear pinion (1). The bevel pinion (1) turns the
bevel gear (3) which is fastened to hubs (2) and (4). The hubs are connected to the final drives with
shafts. These shafts have splines at both ends.
The bevel gear (3) is connected directly (through the hubs and shafts) to the final drives. The same
amount of torque is always sent to each tandem. This makes both tandems always run at the same
speed.
The bevel gear group gets lubrication from oil thrown about inside the bevel gear housing.
BEVEL GEAR GROUP (120G Illustrated)

1. Pinion. 2. Hub. 3. Bevel gear. 4. Hub.
Final And Tandem Drives
Direitos Autorais 1993 - 2012 Caterpillar Inc. Tue Nov 13 10:27:01 UTC-0200 2012
Todos os Direitos Reservados.
Rede Particular Para Licenciados SIS.

Operação Dos Sistemas 12G, 120G, 130G & 140G MOTOR GRADERS POWER TRAIN

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Operação Dos Sistemas 12G, 120G, 130G & 140G MOTOR GRADERS POWER TRAIN

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120G MOTOR GRADER 11W01019-01250 (MACHINE) POWERED BY 3304 E...

produtos: MOTOR GRADER

Operação dos Sistemas

NOTE: The "C" is an indication of a change from the former issue.

Transfer Gears And Transmission

1. No. 3 and No. 4 Carrier.

2. Ring gear for No. 3 clutch.

6. Ring gear for No. 4 clutch.

8. Ring gear for No. 5 clutch.

10. Ring gear for No. 6 clutch.

11. No. 6 clutch.

12. Sun gear.

13. No. 6 carrier.

14. Parking brake clutch.

15. Ring gear for the parking brake.

16. Hub for the No. 7 clutch.

18. No. 7 clutch.

21. Planet gear.

22. Housing for the No. 3 clutch.

23. Sun gear.

24. Sun gear.

25. Planet gear.

26. Housing for the No. 4 and No. 5 clutches.

27. Planet gear.

28. Housing for the No. 6 clutch.

POWER FLOW IN FIRST SPEED; NO. 5 AND NO. 6 CLUTCHES ENGAGED

POWER FLOW IN SECOND SPEED; NO. 4 AND NO. 6 CLUTCHES ENGAGED

POWER FLOW IN THIRD SPEED: NO. 3 AND NO. 6 CLUTCHES ENGAGED

POWER FLOW IN FOURTH SPEED: NO. 5 AND NO. 7 CLUTCHES ENGAGED

POWER FLOW IN FIFTH SPEED: NO. 4 AND NO. 7 CLUTCHES ENGAGED

POWER FLOW IN SIXTH SPEED: NO. 3 AND NO. 7 CLUTCHES ENGAGED

Transmission Lubrication System

TRANSMISSION LUBRICATION (Typical Illustration)

Direction Clutch Lubrication

FORWARD CLUTCH LUBRICATION (Clutch not engaged)

Lubrication For Transfer Gears

LUBRICATION FOR TRANSFER GEARS

Transmission Hydraulic Controls

TRANSMISSION OIL SYSTEM

Neutral With Engine Off

HYDRAULIC CONTROLS WITH ENGINE OFF AND SELECTOR LEVER IN NEUTRAL

4. Main relief valve.

14. Manual modulation valve.

15. Differential, check, and safety spool.

16. Pilot selector spool.

17. Speed selector spool (clutch No. 4).

18. Speed selector spool (clutch No. 5).

19. Passage from load piston.

20. Relief valve.

21. Passage to differential, check, and safety valve.

22. Passage to No. 4 clutch.

23. Passage to No. 5 clutch.

24. Cooler bypass valve.

25. Lubrication relief valve.

26. Passage to differential lock clutch (on machines with a differential).

27. Passage to differential, check, and safety valve.

28. Direction selector valve.

29. Priority reducing valve.

30. Passage to No. 6 clutch.

31. Modulating reducing valve.

32. Load piston.

33. Passage to No. 1 clutch (FORWARD).