966C WHEEL LOADER 25U00001-01185 (MACHINE) POWERED BY 3306 ENG...

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Product: WHEEL LOADER

Model: 966C WHEEL LOADER 25U
Configuration: 966C WHEEL LOADER 25U00001-01185 (MACHINE)
POWERED BY 3306 ENGINE

Systems Operation
966 WHEEL LOADER POWER TRAIN
Media Number -REG01112-01 Publication Date -01/08/1973 Date Updated -10/10/2001

Systems Operation

General Information
Introduction
NOTE: For Specifications with illustrations, make reference to POWER TRAIN
SPECIFICATIONS FOR 966 WHEEL LOADER, Form No. REG01437. If the Specifications in
Form REG01437 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 in the book with the latest
date.

POWER FLOW
1. Diesel engine. 2. Torque converter. 3. Range transmission. 4. Ring gear. 5. Carrier. 6. Rear universal joint. 7. Front
drive shaft and universal joint. 8. Bevel gear and bevel pinion. 9. Planet gear. 10. Sun gear.

Power from the diesel engine (1) is transmitted directly from the engine flywheel to the torque
converter (2). The converter output shaft gear transmits the power to the range transmission input
shaft gear. Six hydraulically actuated clutches, five stationary, and one rotating and four planetary

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systems are combined in the range transmission (3) to provide four forward and four reverse ranges
which are manually selected.

CLUTCH NUMBER DESIGNATION

2. Torque converter. 3. Range transmission. 11. Transfer drive.

The range transmission output shaft gear transmits power to the transfer drive (11) output gear. A
universal joint (6) and drive shaft (7) connects the transfer drive output flanges to the front and rear
differentials. The bevel gear and bevel pinion (8) of each differential transmits power through the
differential to the free floating axles. The planetary final drive sun gears (10) are splined to the axles.

As the axles rotate, planet gears (9), mounted in the carrier (5), are forced to walk around the
stationary ring gear (4), imparting rotation to the differential carrier (5) and the wheel to which it is
fastened.

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A gear-type oil pump provides oil for charging the torque converter (2), controlling the range
transmission (3), and lubricating the transmission and converter. The pump is driven by a splined
shaft which is driven by a gear bolted to the torque converter impeller.

The transmission oil sump is located in the bottom of the transmission case. Oil, picked up by the
transmission oil pump, flows through an external line to the magnetic strainer. The magnetic strainer
separates foreign material from the pump inlet oil. The oil flows to the pump through internal
passages in the transmission case and torque converter housing. From the pump, the oil goes through
a full flow filter into the transmission hydraulic control package. Should the filter element become
restricted or the oil extremely viscous, a bypass valve in the filter opens. This allows the oil to
bypass the filter element.

Valves in the hydraulic control package direct the oil flow to the transmission speed and directional
clutches and to the torque converter. Oil not required to fill the clutches is routed to the torque
converter. From the converter the oil flows through the water to oil cooler to the lubrication relief
valve. The relief valve limits the lubricating oil pressure in the planetary transmission.

Torque Converter and Transmission

The transmission consists of a torque converter and a 4 speed forward, 4 speed reverse planetary
gear transmission. The six clutches in the planetary group are hydraulically controlled with the No.6
clutch being a rotating clutch. Each speed is manually selected.

The single stage torque converter is located at the input end of the transmission. The converter
housing is bolted directly to the flywheel housing. Output torque from the converter enters the
planetary transmission through either the No.1 or No.2 sun gear. Which gear receives the output is
dependent upon the directional clutch engaged.

The clutches of the planetary group are divided into two sections and are identified according to their
function. No.1 and No.2 clutches comprise the directional clutch section. The No.3, No.4, No.5, and
No.6 clutches comprise the speed clutch section. It is necessary for one clutch in each section to be
engaged for each speed. The No.6 clutch coupling in the planetary group serves as the output
member and is bolted directly to the transmission output gear.

Clutch designation:

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The transmission output gear is splined to the transfer gear. The transfer gear is splined to the
transfer output shaft which connects through universal joints to the drive shafts.

Torque Converter
Oil for the operation of the converter is supplied by the transmission oil pump. The converter inlet
oil pressure is controlled by the inlet relief valve. The valve is located in the selector valve group in
the transmission hydraulic controls.

The outlet oil pressure is determined by an orifice located in the converter outlet oil passage at the
entrance to the torque converter oil cooler.

The input flange, rotating housing, impeller, impeller hub, and the oil pump drive gear rotate as a
unit at engine speed.

Oil from the transmission hydraulic controls enters the torque converter through an inlet port in the
stator carrier. Oil is directed to the carrier by a passage in the converter housing.

TORQUE CONVERTER
1. Turbine. 2. Oil pump drive gear. 3. Stator. 4. Outlet port. 5. Stator carrier. 6. Output shaft. 7. Inlet port. 8. Rotating
housing. 9. Impeller.

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The impeller acts as a pump. As the impeller rotates, it directs oil to the rotating turbine. The turbine
is splined to the output shaft. The turbine directs the oil to the stator which is bolted to the converter
housing.

Oil leaves the converter through an outlet port in the carrier. The oil flows through an oil cooler and
then to the transmission lubrication system.

The energy imparted to the oil by the impeller transmits torque to the turbine and the output shaft.
Under normal operating conditions, the oil passes through the converter easily and quickly striking
each blade at a very slight angle. When a load is encountered, the speed of the turbine is reduced,
and the oil strikes the turbine blades at a sharper angle. This multiplies the torque delivered to the
output shaft of the torque converter.

The output shaft gear of the torque converter meshes with the input shaft gear of the transmission
which in turn transmits power into the transmission.

Planetary Transmission
The directional clutch section consists of the No.1 and No.2 clutches and the No.1 and No.2
planetary carrier. The No.1 clutch is the reverse directional clutch. The No.2 clutch is the forward
directional clutch. The No.1 clutch ring gear and No.1 carrier are splined together and rotate as a
unit. The No.1 and No.2 carrier ring gear, No.2 and No.3 carrier, and No.4 carrier are splined
together and rotate as a unit. The No.1 and No.2 sun gears are integral and turn as a unit. The speed
clutch section consists of the No.3 (4th speed), No.4 (3rd speed), No.5 (2nd speed), and No.6 (1st
speed) clutches and No.3, No.4, and No.5 planetary carriers. The No.4 clutch ring gear is splined to
the No.5 carrier. The No.3 sun gear is integral with the output shaft and the No.4 and No.5 sun gears
are splined to the output shaft. The No.6 clutch is a rotating clutch. The No.6 clutch is internally
splined to the No.5 carrier and rotates as a unit.

TRANSMISSION

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1. No.1 clutch.

2. No.1 clutch ring gear.

3. No.1 and No.2 carrier ring gear.

4. No.2 clutch.

5. No.3 clutch.

6. No.3 clutch ring gear.

7. No.4 planet gear.

8. No.4 clutch.

9. No.4 carrier.

10. No.5 clutch.

11. No.5 planet gear.

12. No.5 carrier.

13. No.6 clutch.

14. No.6 clutch and output gear coupling.

15. Output gear.

16. No.1 carrier.

17. No.1 and No.2 sun gears.

18. Input shaft.

19. No.1 planet gear.

20. No.6 clutch hub.

21. No.2 clutch ring gear.

22. No.2 planet gear.

23. No.2 and No.3 carrier.

24. No.3 planet gear.

25. No.3 sun gear and output shaft.

26. No.4 clutch ring gear.

27. No.4 sun gear.

28. No.5 clutch ring gear.

29. No.5 sun gear.

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In the following illustrations, circle denotes engaged clutches. Components which are involved with
the transmitting of power have been shaded.

First Speed Forward

The No.2 clutch ring gear is held stationary causing the No.2 and No.3 carrier and No.4 carrier to
rotate. A torque split occurs at this point between the No.4 sun gear and No.4 ring gear. Torque from
the No.4 ring gear transfers through a spline to the No.5 carrier and through another spline to the
No.6 clutch hub and No.6 clutch coupling. The output gear receives torque from the No.4 sun gear
and the No.6 clutch coupling. The No.6 clutch coupling is bolted directly to the output gear.

POWER FLOW-FIRST SPEED FORWARD (No.2 and No.6 clutches engaged)

Second Speed Forward

POWER FLOW-SECOND SPEED FORWARD (No.2 and No.5 clutches engaged)

The No.2 clutch ring gear is held stationary. This causes the No.2 and No.3 carrier and No.4 carrier
to rotate. The No.4 clutch ring gear is splined to the No.5 carrier. The No.5 clutch ring gear is held
stationary by the No.5 clutch. No.5 planet gears walk around the inside of the No.5 clutch ring gear
and output shaft. The interlocking of No.4 clutch ring gear and No.5 carrier also transmits torque to
the output shaft through the No.4 sun gear.

Third Speed Forward

The No.2 clutch ring gear is held stationary causing the No.2 and No.3 carrier and No.4 carrier to
rotate. The No.4 clutch ring gear is held stationary by the No.4 clutch. The No.4 planet gears walk
around the inside of the No.4 clutch ring gear driving the No.4 sun gear and output shaft.

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POWER FLOW-THIRD SPEED FORWARD (No.2 and No.4 clutches engaged)

Fourth Speed Forward

POWER FLOW-FOURTH SPEED FORWARD (No.2 and No.3 clutches engaged)

The No.2 clutch ring gear is held stationary by the No.2 clutch. The No.3 clutch ring gear is held
stationary by the No.3 clutch. The No.2 sun gear drives the No.2 planet gears which walk around the
inside of the No.2 clutch ring gear to rotate the carrier. The No.3 planet gears are driven around the
inside of the stationary No.3 clutch ring gear and drive the No.3 sun gear and output shaft.

First Speed Reverse

POWER FLOW-FIRST SPEED REVERSE (No.1 and No.6 clutches engaged)

The No.1 ring gear and No.1 carrier are held stationary by the No.1 clutch. The No.1 sun gear drives
the No.1 and No.2 carrier ring gear through the No.1 planet gears. This causes the No.2 and No.3
carrier and No.4 carrier to rotate in the opposite direction. The torque divides in the No.4 carrier. The
No.4 clutch ring gear is splined to the No.5 carrier which is in turn splined to the No.6 clutch hub
and No.6 clutch coupling. The output gear receives torque from the No.4 sun gear and the No.6
clutch coupling. The No.6 clutch coupling is bolted directly to the output gear.

In second speed reverse, the No.1 and No.5 clutches are engaged. The power flow through the

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directional clutch section of the transmission is identical to first speed reverse. The power flow
through the speed clutch section of the transmission is the same as for second speed forward.

In third speed reverse the No.1 and No.4 clutches are engaged. The power flow through the
directional clutch section of the transmission is the same as first speed reverse. Power flow through
the speed clutch section is the same as for third speed forward.

In fourth speed reverse the No.1 and No.3 clutches are engaged. Power flow through the directional
clutch section is the same as for first speed reverse. Power flow through the speed clutch section is
the same as for fourth speed forward.

Transmission Hydraulic Controls

TRANSMISSION HYDRAULIC CONTROL Transmission in First Speed Neutral - Schematic

1. Selector valve body. 2. Speed selector valve spool. 3. Pressure control valve body. 4. Modulating relief valve spool. 5.
Load piston. 6. Transmission oil filter. 7. Directional selector valve spool. 8. Converter ratio spool. 9. Differential and
safety valve spool. 10. Torque converter. 11. Transmission lubrication relief valve. 12. Oil cooler. 13. Oil pump. 14.
Magnetic strainer. 15. Oil sump. 16. Neutralizer valve spool. 17. Neutralizer air line from brake system. 18. Lubrication
oil line to transmission. A. Torque converter inlet oil pressure tap (P3). B. Speed clutch oil pressure tap (P1). C. Torque
converter outlet oil pressure tap. D. Transmission oil pump pressure tap. E. Transmission lubrication oil pressure tap. F.
Transmission oil pump pressure tap. G. Directional clutch oil pressure tap (P2).

The basic components of the transmission hydraulic control oil system are: oil sump (15), magnetic
strainer (14), oil filter (6), oil pump (13), transmission hydraulic control, torque converter (10), and
oil cooler (12). The only external lines are those to and from the transmission oil cooler (12), and the
oil pump suction tube from the transmission oil sump (15) to the magnetic strainer (14).

The hydraulic controls, consisting of a selector valve group (1), pressure control group (3), and a
manifold, are mounted on the center clutch housing. The controls are completely enclosed by the
transmission case. Four forward and four reverse speeds are provided by the transmission and the
hydraulic controls. The valve spools in the selector valve direct oil to pressurize the proper clutches
for the speed and direction selected. Pressures in the hydraulic system are regulated by the pressure
control valve.

When the machine is started and the selector is in NEUTRAL, oil from the pump enters the controls
and is directed to the modulating relief valve (4). The oil flows around the small diameter portion of
the valve spool and enters the slug cavity end of the spool behind the poppet valve. Since the load
piston (5) cavity is open to drain by the position of the differential and safety valve spool (9), system
pressure is held to initial pressure or approximately 75 psi (5.3 kg/cm2).

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When a shift is made and a transmission clutch is open for fill, the system pressure drops and spring
pressure moves the modulating relief valve (4) to the left, closing off the oil supply to the torque
converter (10). As the clutches fill, the system pressure increases to overcome the spring force and
reopens oil flow to the torque converter (10). Further increase in system pressure causes the load
piston (5) to move to the left and increases the spring force against the modulating relief valve (4).
This gradual increase of clutch pressure, time versus psi, is called modulation. When full clutch
pressure is reached, the speed clutch pressure is approximately 365 psi (25.7 kg/cm2) and directional
clutch pressure is approximately 50 psi (3.5 kg/cm2) less than speed clutch pressure. The pressure
difference is maintained by the differential and safety valve spool (9). Since the pressure is always
higher in the speed clutches, they engage first and the load is picked up by the directional clutches
which have the lower pressure and therefore engage last.

If the engine is started when the selector lever is in any position but NEUTRAL, oil flows to both
ends of the differential and safety valve spool (9). The spring force holds the valve spool to the left.
In this position, the oil flow to the directional clutches is blocked and the machine will not move.
When the selector lever is moved to the NEUTRAL position, the oil at the end of the differential and
safety valve (9) is opened to drain. The oil pressure then overcomes the spring force, the spool
moves to the right and the controls are ready for a clutch fill and modulation cycle as soon as the
selector lever is moved to a SPEED position.

The torque converter inlet relief valve (8) limits the maximum pressure to the torque converter (10)
to approximately 119 psi (8.4 kg/cm2).

Torque converter outlet oil pressure is controlled by an orifice at the entrance to the oil cooler.

Transmission lubrication oil pressure is limited to approximately 10 psi (0.7 kg/cm2) by the
transmission lubrication relief valve.

TRANSMISSION HYDRAULIC CONTROL Transmission in First Speed Forward - Schematic

1. Selector valve body. 2. Speed selector valve spool. 3. Pressure control valve body. 4. Modulating relief valve spool. 5.
Load piston. 6. Transmission oil filter. 7. Directional selector valve spool. 8. Converter ratio spool. 9. Differential and
safety valve spool. 10. Torque converter. 11. Transmission lubrication relief valve. 12. Oil cooler. 13. Oil pump. 14.
Magnetic strainer. 15. Oil sump. 16. Neutralizer valve spool. 17. Neutralizer air line from brake system. 18. Lubrication
oil line to transmission. A. Torque converter inlet oil pressure tap (P3). B. Speed clutch oil pressure tap (P1). C. Torque
converter outlet oil pressure tap. D. Transmission oil pump pressure tap. E. Transmission lubrication oil pressure tap. F.
Transmission oil pump pressure tap. G. Directional clutch oil pressure tap (P2).

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Transmission Lubrication System

COMPONENT LOCATION OF THE TRANSMISSION LUBRICATION SYSTEM

1. Oil cooler. 2. Torque converter. 3. Oil filter. 4. Magnetic strainer. 5. Oil pump. 6. Hydraulic control group. 7.
Lubrication relief valve. 8. Oil sump. 9. Planetary range transmission.

A gear-type oil pump (5) provides oil for controlling the range transmission (9), charging the torque
converter (2) and lubricating the transmission and converter. The pump is driven by a gear meshed
with a drive gear bolted to the torque converter impeller.

TRANSMISSION LUBRICATION SYSTEM SCHEMATIC

1. Oil cooler. 2. Torque converter. 3. Oil filter. 4. Magnetic strainer. 5. Oil pump. 7. Lubrication relief valve. 8. Oil sump.
10. Directional clutch valve. 11. Torque converter inlet relief valve. 12. Neutralizer valve. 13. Speed clutch valve. 14.
Orifice. 15. Modulating relief valve. 16. Differential and safety valve. A. Torque converter inlet oil pressure tap (P3). B.
Speed clutch oil pressure tap (P1). C. Torque converter outlet oil pressure tap. D. Transmission oil pump pressure tap. E.
Transmission lubrication oil pressure tap. F. Transmission oil pump pressure tap. G. Directional clutch oil pressure tap.

The transmission oil sump (8) is located in the bottom of the transmission case. Oil, picked up by the
transmission oil pump (5), flows to the magnetic strainer (4) through an external tube. The magnetic

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strainer (4) separates foreign material from the pump inlet oil. The oil flows to the pump through
internal passages in the transmission case and torque converter housing. From the pump, the oil
flows through the filter (3) and into the transmission hydraulic controls (6). Should the filter element
become restricted or the oil extremely viscous, a bypass valve in the filter opens. This allows the oil
to bypass the filter element.

Valves in the hydraulic controls (6) direct oil flow to the transmission clutches and torque converter
(2). Oil not required to fill the clutches is routed into the converter. From the converter, the oil flows
through a water-to-oil cooler (1) to the lubrication relief valve (7). The relief valve limits the
lubricating oil pressure in the planetary transmission.

A passage, common to the No.1, No.2, No.3, No.4, and No.5 clutch housings, directs lubricating oil
on all five stationary clutches, and provides pressure oil for the lubrication of the planet gears, clutch
discs and plates, and bearings in the No.1, No.2, No.3, No.4, and No.5 carriers. Oil for No.6 clutch
lubrication is supplied through passages in the No.6 clutch housing and the No.6 clutch hub.

TRANSMISSION LUBRICATION

Differential And Final Drive

Differential

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DIFFERENTIAL
1. Side gear. 2. Pinions (four). 3. Bevel ring gear. 4. Spider. 5. Bevel pinion.

The differential equalizes the driving torque delivered to both wheels. When one wheel is turning
slower than the other, as in a turn, the differential allows the inside wheel to stop or slow in relation
to the outside wheel.

The transmission output shaft gear meshes with the transfer output shaft gear which transmits power
through universal joints to the drive shafts. The drive shafts are splined to the bevel pinion (4) in
each differential. The bevel pinion drives ring gear (3) which is bolted to the differential carrier. The
carrier contains four pinions (2), mounted on a spider (4), and two side gears (1). The four pinions
mesh at right angles with the two side gears. The side gears are splined to the inner ends of the axles.

When the machine is moving straight ahead with equal traction under each drive wheel, equal torque
on each axle locks the pinions (2) so they will not rotate on the spider (4). This gives the same effect
as both drive wheels locked on the same driving axle. When unequal loads are put on the drive
wheels, as in a turn, unequal forces are placed on the opposite sides of the differential causing the
pinions (2) to rotate. This rotation of the pinions slows or stops the inside wheel and speeds up the
rotation of the outside wheel, thereby driving the machine with full power in a turn.

The differential carrier hubs are mounted on tapered roller bearings. The pinions rotate on hardened
steel bearings. Both the pinions and side gears rotate against thrust washers which take the end thrust
against the differential carrier.

The differential is splash lubricated. Milled flats on the spider allow passage of lubricant to the
pinion bearings and thrust washers.

Final Drive

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FINAL DRIVE - CONSTRUCTION

1. Brake drum. 2. Ring gear. 3. Sun gear. 4. Planet carrier. 5. Axle shaft. 6. Axle housing. 7. Final drive hub. 8. Planet
gear.

The final drive consists of a planetary gear system. The ring gear (2) is mounted on the final drive
hub (7) which is splined to the axle housing (6). The ring gear remains in a fixed position. Planet
gears (8) are held by a planet carrier (4) which is bolted to the wheel. The sun gear (3) is splined to
the axle shaft (5) which is driven by the differentials. As the sun gear rotates it causes the planet
gears and carrier to walk around the sun gear in the same direction, but at a reduced speed. The
planet carrier drives the wheel assembly.

Torque Proportioning Differential

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TORQUE PROPORTIONING DIFFERENTIAL

1. Ring gear. 2. Carrier. 3. Axles (two). 4. Bevel pinion. 5. Pinion gears (twelve). 6. Side gears (two).

The torque proportioning differential divides torque to the wheels according to conditions at the
wheels. When one wheel is turning slower than the other, as in a turn, the differential allows the
inside wheel to stop or slow in relation to the outside wheel.

The transmission output shaft gear meshes with the transfer output shaft gear which transmits power
through universal joints to the differentials.

The differential pinion (4) drives the differential ring gear (1) which is bolted to the differential
carrier (2). The carrier contains twelve helical cut pinions (5) and two side gears (6). The pinions are
arranged in four groups of three pinions, one group in each quadrant. Two of the pinion gears (5) in
each group mesh with the side gears (6) while the remaining pinion in each group serves as an idler
gear. The side gears (6) are splined to the inner ends of the axles (3).

When the machine is moving in a straight line and when both wheels encounter the same tractive
conditions, the torque from the bevel gear (1), drives the carrier (2), and the four sets of pinion gears
(5). The pinion gears (5) cause both side gears (6) to rotate in the same direction at bevel gear speed.

When traction decreases at one wheel the axle shaft torque required to turn that wheel decreases. In
order for a wheel to spin, one side gear (6) must rotate faster than the other side gear. When this
occurs the pinions must have relative rotation and walk around the other side gear.

The torque proportioning differential restricts this rotation. A frictional resistance must be overcome
to allow the pinion to rotate. The frictional resistance results from the contact between the helically
cut pinions (5) and side gears (6) and the preload spring force on the side gears. To allow one side
gear to speed up, an input torque to the carrier is required to overcome the frictional resistance. This
causes the pinions to rotate about the slower moving side gear. A reaction torque is created at the
slower moving side gear and in turn, torque is transmitted to the wheel with the best traction.

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The differential carrier hubs are mounted on tapered roller bearings. The pinion gears rotate on shafts
which are fixed in the carrier housing.

Copyright 1993 - 2009 Caterpillar Inc. Mon Aug 31 19:09:08 UTC-0300 2009
All Rights Reserved.
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