357-05 Kessler Drive Axle Assembly

Linde Heavy Trucks
Division
Service Training 357-05
Linde Material Handling
Kessler Drive Axle Assembly
357-05 Kessler Drive Axle Assembly
35705
SERVICE TRAINING
KESSLER DRIVE AXLES
357-05
KESSLER AXLES ARE MANUFACTURED TO THE

HIGHEST STANDARDS IN THE TOWN OF AARLEN
IN GERMANY. THEIR QUALITY AND RELIABILITY
HAVE BEEN PROVEN OVER MANY YEARS USE IN
THE LINDE PRODUCT.
THE FOLLOWING SLIDES DETAIL THE REBUILD

PROCEDURE TO ADOPT SHOULD REPAIR WORK
BE REQUIRED ON D101 & D102 DRIVE AXLES.
357-05 Assembling the Differential
Assemble the spider with the differential gears with their bearings, place the bearing
washers
on the half shaft gears. The bearings must be lubricated with oil during assembly.
Notice the holes in the bearing washers and the tabs on the differential gear bearings, these
are to prevent rotation.
Assemble the crown wheel to the differential half aligning the fixing holes, have the matching
differential half and bearings ready.
Assemble the differential gears into the cage half, note the lock tabs.
Join the two differential cage halves together, there is a stamped mark in each cage for alignment
shown here as a chalk mark. Fit and tighten the differential cage and crown wheel fixing bolts.
Fit the bearing halves, these may need heating to 100C to facilitate fitting.
Assembly of the bearing shell into the differential housing requires the measuring and placement of
a shim behind the shell to control the depth of pinion mesh.
A theoretical dimension exists for all

components.
S = 3.1mm
B = 40 mm
A = Stamped on the crown wheel as + or -.
To ascertain the shim thickness the bearing
must be measured, assume this to be 39.95
The difference is therefore +.05.
Look at the dimension stamped on the
end of the pinion at A. Assume this is -.1
The difference between these is -0.05.
This must be deducted from the
theoretical S dimension, IE 3.1mm
-0.05 = 3.095. This is the thickness of
the shim that must be fitted at S.
Measure the thickness of the bearing using 40mm as the datum.
Note the correction dimension stamped on the cone face of the pinion.
Fit the shim and the bearing shell.
The shim thickness C to be fitted

between the pinion bearings must be
measured.
Again this is calculated from a number of
dimensions.
The dimension A is the distance between
the front face of both bearings.
The dimension B is the length of the pinion
from the back of the gear cone to the front face
where the shim fits.
C=A-B
It is important that the flange and nut are fitted without the oil seal as this may interfere with
the torque required to rotate the pinion.
Tighten the nut to 850Nm before testing.
Test the torque to rotate the assembly without the seal fitted, if this is correct, 0.8 to 1.2 Nm
mark the position of the nut as this will make assembly easier.
Remove the nut and flange, fit the seal and the flange and retighten the nut to the correct torque.
Observe the mark on the nut.
357-05 Assembling the differential
When the torque to rotate is correct remove the nut and flange, fit the oil seal in its housing
and fit and secure the housing in position. Fit the flange and nut and tighten to the correct
torque. Ensure that the marks on nut and pinion align.
357-05 Assembling the differential

The differential crown wheel and
cage can now be fitted into the the
housing, the vernier adjusting
nuts must be fitted with care to
avoid cross threading.
There are now three settings to
consider, these are.
1 Backlash in the crown wheel.
2 Torque to rotate the differential
3 Tooth contact.
Fit and tighten the vernier nut

caps.Tighten the vernier nuts so
there is a resistance to rotation in
the differential cage.
Place a dial indicator on a gear
of the crown wheel and test the
backlash at every 3 -4 teeth around
the gear. At the tightest point the
backlash must not be less than
0.15 mm and the maximum must
not be more that 0.3 mm.
When the backlash is correct test
the torque to rotate the differential
cage again, this should be 2 - 3
Nm.
This shows the perfect tooth marking

That can be achieved with care.
The mark is central in the tooth in all
planes.
Errors in setting become obvious with
this test and should be corrected as
described on the next slides.
This shows the correct tooth marking, the mark is in the centre
of the tooth and is oval in shape.
This shows incorrect tooth marking where the crown wheel and
pinion are too far into mesh and must be moved away.
This shows incorrect tooth marking where the crown wheel and
pinion are too far out of mesh and must be moved together.
When all the settings are correct fit the locking tabs to secure the vernier nuts and
lock them with the bolts.
In order to assemble the parking brake the input flange must be removed. Fit the parking brake
housing and secure it, also fit the anti vibration O rings in the brake housing holes.
After fitting the brake housing re-fit the flange and re-torque the bolts to the correct setting, note
the marks made earlier. Upset a small area of the nut lip into the keyway of the pinion shaft to
lock the nut in position.
The parking brake disc and caliper assembly can be fitted, secure the caliper with bolts,
castellated nuts and split pins.
Fit the propshaft securing bolts. The differential assembly can now be installed and secured into
the axle casing.
This cross sectional view of the differential

shows all the major components.
357-05 Assembling the Service Brake

Assembly
The brake piston housing must be clean and without burrs and damage prior to assembly.
The holes for brake cooling oil inlet and outlet as well as the brake pressure operating inlet
can be seen.

Assembly
The brake piston housing must be clean and without burrs and damage prior to assembly.
The holes for brake cooling oil inlet and outlet as well as the brake pressure operating inlet
can be seen.

Assembly
Fit the seals and anti extrusion rings to
the piston.
It is important that the pressure seals both
face inwards to seal the pressure area
between them.
This shows better how the seals must be fitted.

The pressure area is between the seals.
It is possible that other types of seal may be fitted
not just O rings

Assembly
Prepare the components to fit the piston to the piston housing.

Two alignment sleeves and their screws.
Eight pairs of push of springs and their screws.
Four long screws for alignment during assembly.
The large cap screws are for fastening the piston housing to the brake assembly.

Assembly
Prepare the brake housing for assembly, ensure it is clean and free of burrs or damage.
Place the correct number of pairs of discs into the housing always beginning with the friction disc.
The last disc in will always be a plain steel pressure disc.

Assembly
Insert the alignment bushes and fix them in place with the screws.

Assembly
Fit the piston into its housing over the alignment bushes, use two long screws to assist in
the alignment.
Use care when fitting to avoid damaging the seals.

Assembly
Fit the push off springs and screws.

Assembly
Ensure the piston is fully pressed home and measure the stand off dimension from the piston to the
housing.
Call this dimension B.

Assembly
Measure the dimension from the brake housing face to the last brake disc.
Call this dimension A.

Assembly
The dimensions were taken to calculate the brake
air gap dimension.
The dimension measured in the brake piston B is
deducted from the dimension measured in the brake
housing A.
The resulting dimension is the air gap dimension.
A - B = Air gap.
The air gap must be within the acceptable
tolerance for a new brake IE.
On a 7 disc brake it must be 3.0mm =0.5 / -0.1
On a 8 disc brake it must be 3.3mm =0.5 / -0.1

Assembly
Apply a small amount of grease to all the O ring groves.

Assembly
Fit all the O rings in position.

Assembly
Fit the piston and housing assembly into the brake housing ensuring the bolt holes align.

Assembly
Insert and tighten the cap screws.

Assembly
Insert an air supply into the brake piston supply

port with a gauge and valve in circuit.
Pressurise the brake chamber to 120bar and turn
the valve to lock the air in the brake chamber.
Observe the gauge for a period of 15 minutes.
An air loss of 2% to 117.5 bar is the maximum
permitted.

Assembly
With the air pressure still applied the

brake check dimension should be
measured.

Assembly
Stamp the check dimension measured onto the housing adjacent to the measuring hole.
The check dimension is when the brake is new, as the brake wears this dimension will
increase.
If the dimension on a 7 disc brake has increased by 2.8 mm the brake is nearly worn out.
If the dimension on a 8 disc brake has increased by 3.2 mm the brake is nearly worn out.
This
dimension
is always
measured47.4mm
with thestamped
brake under
pressure.
Example
of a check
dimension.
on brake
housing of an 8 disc brake.
Add 3.2 mm = 50.6mm. If this dimension is measured the brake discs are worn.

Assembly
The brake assembly is now completed and ready for assembly to the drive axle.

Assembly
This cross sectional view of the Brake
assembly shows all the major components.
357-05 Assembling the Final Reduction Hub

Assembly
The inner hub reduction assembly must be completed first. This unit has three planetary gears with
needle roller bearings secured by planetary pins and roll pins.
Use caution during disassembly and assembly of the planetary pins as they will only enter from one
end of the housing due to a slight difference in diameter.

Assembly
This is the planetary bearing as it is
supplied new with an outer and
inner needle support to aid
assembly.
Push the needle race into the gear
from inside the cardboard outer
guide leaving the inner bearing
support in place.

Assembly
With the needle bearing inserted in the planetary gear insert the gear into position in the housing.

Assembly
Push the planetary pin through the housing from the inside, this will push the needle bearing inner race
support through, this can then be pulled out.

Assembly
Ensure the roll pin holes in the planetary pin and its housing align and tap the pin through the
housing.

Assembly
When the planetary pins have all been fitted and the gears rotate freely lock the roll pins with silicon.

Assembly
Assemble the thrust bushes into the secondary sun gear.

Assembly
Insert the sun gear into the inner hub reduction assembly and secure it with the circlip.

Assembly
The seal wear ring should be heated to 100C to facilitate fitting to the axle tube.
Sealant should be applied to the clean tube prior to assembly.

Assembly
The hub assembly can be
assembled with the inner and
outer bearings and the outer
(blue) seal.
The brake spline can be used as
an assembly tool for aligning the
brake discs prior to assembly to
the hub.

Assembly
This shows the brake spline inserted into the brake prior to assembly and being used to set the
brake discs centrally within their housing. Lock the discs with air pressure when correct.

Assembly
The brake assembly can be lifted into position and bolted in place, use sealant on the mating faces
and keep the discs locked with air pressure throughout assembly.

Assembly
The special seal must be fitted to both
the brake assembly and the hub. The
special tool shown is use to fit the seal.

Assembly
Dip the seal in Isopropanol prior to assembly into the hub and brake.

Assembly
Using the special tool push the seal

assembly into the brake assembly.
Carefully remove the special tool
without moving the seal.

Assembly
Inspect the seal to ensure it is correctly seated, inserted the same amount all the way round and
not twisted in any way.
The metal sealing face must be perfectly clean, do not touch the face with bare hands.

Assembly
Repeat this procedure with the other half of the seal into the hub, inspect after insertion to ensure
it is correctly seated and clean.

Assembly
The hub can now be lifted into position. Note that there are two lifting holes in the hub, one is in
balance when the brake spline is fitted, the other is in balance when it is not.
With the brake still locked with air the hub should require only slight rotation to fit into position.

Assembly
With the hub fitted and supported in

position fit the bush in the end of
the axle tube. The annulus gear can
now be fitted with the cone of the
hub outer bearing.

Assembly
The annulus gear can be fitted to
the annulus and secured with
keep plates and bolts. The hub
inner bearing is fitted to the
annulus.

Assembly
Insert the annulus assembly.

Assembly
When the annulus is fitted one of the three holes must be at the bottom to allow the oil to flow
freely through the axle. The hub nut can be fitted and tightened. Note the holes for the lock
screws.

Assembly
Use the special tool to tighten the hub nut to 1000 Nm while rotating the hub and hitting it with
a soft headed hammer to settle the bearings. Loosen the nut by half a turn and tighten again to
the correct torque of 500 Nm also turning the wheel. The axle tube thread must be greased with
Molykote prior to tightening.

Assembly
When the correct torque is achieved insert the lock screw using loctite 270 and tighten, if
a lock screw hole does not fully appear in any of the slots the hub nut may be loosened or
tightened very slightly.

Assembly
Insert the half shaft ensuring that it is fully entered into the the differential.

Assembly
Fit the sun gear over the half shaft and secure it with its circlip.

Assembly
Insert the inner hub reduction assembly using a small lever to lift it into position.

Assembly
A measurement must be taken
from the end face of the hub outer
to the end of the inner reduction
gear.
Make a note of this dimension X.

Assembly
A dimension must be taken from
the outer face of the planetary
housing to the inner half shaft
stop plug area.
This is dimension Y.

Assembly
A bronze thrust disc of the

correct size must be fitted into
the centre of the housing using
loctite 270.
To calculate the dimension of the
thrust disc.
X - Y - Clearance 0.6 - 0.9 mm.
Example.
X = 12 mm
Y = 6 mm
Clearance required = 0.6-0.9mm
12 - 6 - 0.6 = 5.4mm
A thrust disc 5.4mm thick must
be fitted.

Assembly
Fit the outer planetary carrier hub end plate assembly and secure with screws.
Fill the axle with the correct oil to the proper level.

Assembly
This cross sectional view of the hub assembly shows all the major components.

Assembly
UTILISATION OF LIQUID GLUES

It is important that the appropriate liquid glue, engineering adhesive, sealant or lubricant are
correctly applied throughout assembly and that the correct torque is applied to all nuts and
fasteners.
The following slides provide tables of information on the application of the above.
Refer to the relevant Linde training manual for definitive information.

Assembly
PART TYPE
JOINT TYPE
LOCTITE
Differential housing
and straps, ring
gears , track rods,
spindles, supports
Screws
262
Axle spindles,
grommets, adjusting
screws with nuts,
ring gear retainers,
radial seal rings in
steel casings, ring
gears, Brass thrust
discs.
Contact surface
270
Spacer ring, Wheel

hub cover, radial seal
Contact surface
rings in rubber
casings.
572
ADHESIVE/SEALANT
Differential carrier,
Ring gear support.
Contact surface
Epple 33, grey
Drive flange.
Nut contact face
Epple 33, grey

Assembly

Assembly
35705

357-05 Kessler Drive Axle Assembly

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Linde Heavy Trucks

Linde Material Handling

Kessler Drive Axle Assembly

Linde Material Handling