HYDRAULIC CONTROL AND LUBRICATING

SYSTEM OF POWER TRAIN

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DISTRIBUTING MECHANISMS
The distributing mechanisms are the hydraulic part of the control, linkages and are intended for varying the oil
pressure and directing its flows to the respective boosters of the final gear box friction clutches depending on
the preset positions of the range selector control linkage, steering control linkages and friction clutch control
linkages.
Installed in the tank are two distributing mechanisms: right one and left one (Figs. 150 and 151). Each of the
mechanisms is installed on the respective final gear box and attached to it with four bolts.
The left and the right distributing mechanisms are similar in construction and operating principle. As to the
external appearance, the right distributing mechanism differs from the left one in presence of range lever 2 (Fig.
151).
The distributing mechanism consists of the following main units and parts:
a. case 4 (Fig. 152) with covers 3 and bushings 34 (Fig. 156) and 37;
b. steering sleeve 6 (Fig. 152);
c. plug 7;
d. range cam 17 with gear 19 and dial l;
e. steering cam 16 with steering lever 5;
f. carrier 20;
g. shaft 15 with toothed arc 18, forked lever 9, pressure increase lever 8 and friction clutch sleeve 10;
h. slide valve 33 (Fig. 156) of the pressure regulator with spring 32;
i. adjusting sleeve 29 with retainer 31 and retracting springs 30;
j. interlocking slide valve 27 with spring 28 (Fig. 155);
k. pressure increase slide valves 35 (Fig. 156) and 36.

Distributing mechanism case 4 (Fig. 155) is an iron casting the mating surface of which is intended for
mounting the final gear box on the drum. The clearance between the distributing mechanism case and the gear
case of the final gear box is packed with rubber gasket 22 (Fig. 152). Six holes "c" (Fig. 153) for delivery of oil
to the boosters of the final gear box friction clutches are made on the mating surface of the housing.
Provided on the front wall of the housing are threaded holes "a" and "b" (Pigs 150 and 151). Oil is delivered
through hole "a" to the distributing mechanism from the hydraulic control and lubrication system; the hose from
the device for measuring the pressure in the hydraulic control system is connected to hole "b".
Arranged on the rear wall of the housing are holes "d" and “e” (Fig. 153) intended for the pipelines connecting
the left and the right distributing mechanisms.
The side surfaces of the cases are closed with aluminium covers 3 (Fig. 150). Provided in the covers are holes
for installation of the supports of shaft 15 (Fig. 152), and supports of cams 16 and 17. The case is provided with
a hole in which sleeve 6 with plug 7 is arranged. Made in the case and on its mating surface are ducts for
delivery of oil to the boosters of the final gear box friction clutches and to the slide valves.
Installed in the upper inner space of the case on ball bearings is shaft 15 with which toothed are 18 is connected
rigidly. Installed on the shaft on needle bearings are forked lever 9 and pressure increase lever 8.
Rigidly secured on the shaft end of the right distributing mechanism is range lever 2 connected through the rod-
and-lever system with the range selector lever.
Shafts 15 of the left and right distributing mechanisms are rigidly interconnected with a countershaft.
Plug 7 (Fig. 154) performs the function of a distributing slide valve ensuring delivery of oil to the
corresponding boosters of the final gear box friction clutches and return of oil from the rest of the boosters
depending on the position of the speed range selector lever.
The plug is hollow inside. The inner space of the plug communicates with the outer surface by means of
through holes "m" through which oil is delivered, and through slots "j", which ensure delivery of oil through the
respective holes in steering sleeve 6 to the ducts of the friction clutch boosters.
Made on the outer surface of the plug are blind slots "k" reaching the plug end faces. Oil is returned through
these slots from the boosters of the released friction clutches.
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Made on the end face of the plug is slot "1" intended for driving the plug from the range cam. Range cam 17
(Fig. 152) is engaged with its lug "q" with slot “l” of plug “7”, and with the aid of gear 19 secured thereon and
toothed arc 18 forces the plug to turn during range shifting. Installed on the end of range cam 17 is dial 1, which
is provided with notches corresponding to the speed ranges to be engaged.
Two recesses in the cam are intended to receive interlocking slide valve 27 (Fig. 155) during engagement of the
1st speed range and the reverse speed range.
Steering sleeve 6 (Fig. 154) is intended for engaging the lower speed range in the final gear box during the
depression of the respective range lever. Provided on the outer surface of the bushing are through duct "g" (Fig.
156) intended for delivery of oil to plug 7, blind slot "w" through which hole "e" in the case communicates with
the return line or with the pressure line of the hydraulic control system depending on the position of the
corresponding control lever; slots "i" delivering oil from plug 7 to the ducts of the final gear box friction
clutches and also circular groove "x" provided with three through holes intended for return of oil from the
booster of friction clutch F3 during depression of the control levers to the final position when the speed range
selector lever is set in the neutral position.
When steering sleeve 6 is turned, the ducts of the boosters engaged in the given speed range communicate with
the return system, while oil is delivered to the boosters of the friction clutches engaging the speed range which
is lower by one range as compared with the previous one.
Made on the end face of the sleeve is lug "h" (Fig. 154) by which the sleeve is connected with steering cam 16
by means of carrier 20 (Fig. 152) through slot "s".
Pressure regulator slide valve 33 (Fig. 156) ensures variation of pressure at the inlet to the friction clutch
boosters depending on the position of the controls.
The slide valve is arranged in bushing 34, which is provided with three inner spaces separated by partitions.
Delivered to lower inner space "v" of bushing 34 is the oil from the system under a pressure of 17 - 18.5
kgf/cm2. Middle space "u" is connected with the space of plug 7, while upper space "t" is connected with the
crankcase through the drain hole.
Cylindrically-shaped slide valve 33 is provided with a shoulder in the upper part and a circular groove in the
middle part. Made in the upper part of the slide valve is a blind hole in which spring 32 is arranged, and drilled
in the lower part of the slide valve is an axial hole communicating with the circular groove through cross holes.
The upper end face of spring 32 (Fig. 158) thrusts against screw stopper 41 rigidly connected with retainer 31.
The tail of retainer 31 enters the hole of adjusting sleeve 29. Retracting springs 30 are installed between the
retainer and the adjusting sleeve. The setting force of the retracting springs is greater than the force of spring 32
of slide valve 33. Therefore, retainer 31 is pressed bу them fully to the lower position.
Arranged under the lower end face of retainer 31 are slide blocks 12 (Fig. 156) of forked lever 9 (Fig. 157).
When the forked lever is turned, the blocks raise the retainer thus compressing springs 30. In this case, spring
32 gets extended and the force with which it acts on slide valve 33 is gradually decreased to zero.
When there is no pressure in space "v" (Fig. 156) of bushing 34 slide valve 33 actuated by spring 32 occupies
the extreme lower position (until the slide valve shoulder thrusts against the end face of the bushing). In this
case, middle (“u”) and lower (“v”) spaces of the bushing are interconnected and separated from the upper
(return) space “t".
When oil is delivered under pressure to space “v”, oil also flows to space “u” and the friction clutch boosters
and also to the space under the slide valve through the holes in slide valve 33. As this takes place, a force arises,
which makes the slide valve rise and compress spring 32 (Fig. 158). The passage cross section of the slit
connecting the lower and the middle spaces of the bushing is decreased, the pressure in the middle space is
decreased and, hence, a pressure is built up in the boosters of the friction clutches, which is determined by the
force of spring 32. This force may be varied by screwing sleeve 29 into the case. The position of the sleeve is
selected during the adjustment so that the pressure in middle space "u" of bushing 34 (Fig. 157) and,
consequently, the pressure in the boosters of the final gear box is from 10 to 11.5 kgf/cm2 when the control
levers and the clutch pedal are in the initial position. In this case, the speed range selector lever should be in the
neutral position or in the 2nd through 7th speed ranges.
Forked lever 9 (Fig. 159) is installed on shaft 15 (Fig. 152) on needle bearings. Bearing 11 secured on the lever
is arranged in the depression of steering cam 16 at the start of its shaped profile "r", while blocks 12 secured on
the fork are arranged somewhat lower than retainer 31 (Fig. 156). Provided at the end face of the forked lever is
lug "n" (Fig. 152), which is engaged (with a small clearance) with the lug of the clutch bushing. When the
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forked lever is being turned, blocks 12 raise retainer 31 (Fig. 156) thus compressing springs 30. In this case,
spring 32 releases and forces slide valve 33 to rise thus shutting off the flow of oil from space "v" of bushing 34
and connecting middle space "u" with return space "t". The oil forced from the boosters of the final gear box
friction clutches by the pressure release springs is returned through the ducts in the case, the slots of the steering
sleeve and the plug, through spaces "u" and “t” of bushing 34 into the case.
The position of the distributing mechanism parts is shown in Fig. 157.
Pressure increase lever 8 (Fig. 156) is installed on shaft 15 on needle bearings. Rod 13 and spring 14 are
installed in the lever.
The lever is intended for increasing the pressure in the boosters of the final gear box friction clutches when the
1st and the reverse speed ranges are engaged, as well as the pressure on the side of the leading-in track when
the tank makes a turn.
When in the initial position, the lever is pulled back by the spring until it thrust against pressure increase upper
slide valve 36. When the oil is delivered to the space under one of the slide valves, the slide valves rise and turn
lever 8 pressing it to adjusting screw 38.
In this case, rod 13 thrusts against stop "p" of the forked lever, slide blocks 12 thrust against the shoulder of
slide valve 33, and the force of spring 14 is added to the force of spring 32 (position of the parts in this case is
shown by dotted lines in Fig. 156).
The pressure in space "u" of bushing 34 and in the boosters of the gear box friction clutches is increased up to
16.5 - 18 kgf/cm2. The pressure value in this case is determined by the angle of turn of lever 8 and is adjusted
by screw 38. As the screw is being turned in, the travel of the lever is decreased and the pressure is also
decreased. As the screw is being turned out, the pressure is increased.
In engaging the 1st and the reverse speed ranges, the oil under pressure is delivered to slide valve 35 through
interlocking slide valve 27.
As the tank makes a turn, the oil under pressure is delivered to slide valve 36 through hole “d” from slot "w" on
the bushing of the distributing mechanism from the side of the slowed-down track. With this in view, holes “d”
and "e" of the left and the right distributing mechanisms are interconnected with pipelines.
Steering cam 16 (Fig. 152) is intended to turn sleeve 6 and forked lever 9 when the steering levers are being
depressed. The steering cam is installed in covers 3 on ball bearings.
Secured on the splines of the steering cam end is lever 5 connected with the steering lever through the control
linkage.
Shaped profile “r” of the steering cam ensures rapid rising of forked lever 9 during the turning of the steering
cam and then gradual lowering of it to the initial position.
This ensures quick drop of pressure in the boosters at the beginning of depression of the steering lever and then
gradual increase of pressure to the initial value.
The profile of shaped slot "s" of the steering cam is selected so as to ensure turning of carrier 20 and steering
sleeve 6 connected with it at an inconsiderable angle of the cam turning, which is required for engaging of the
lower speed range.
In further turning of the steering cam, the carrier lug freely slides along slot "s" of the cam, which is made as an
arc on this section.
Interlocking slide valve 27 (Fig. 156) is intended for precluding the engagement of friction clutch F5 when the
final gear box is in the neutral position and when the 2nd through 7th speed ranges are engaged. The
interlocking slide valve opens the filling duct of friction clutch F5 only in the reverse and the 1st speed ranges.
The slide valve is installed in the hole of the case and is pressed to range cam 17 (Fig. 155) by spring 28. In the
1st and the reverse speed ranges the head of the slide valve is aligned with one of the two recesses provided on
cam 17 (position "a") and the slide valve is being displaced towards the cam thus opening the oil delivery duct
to the booster of friction clutch F5. When the other speed ranges and the neutral position are engaged, the oil
delivery duct to the booster of friction clutch F5 is shut off and the oil return from the booster is accomplished
through an additional duct provided in the case.
When slide valve 27 is set in this position, the duct for delivery of oil under slide valve 35 (Fig. 156) is opened
simultaneously due to which increase of pressure in the boosters is ensured when the 1st and the reverse speed
ranges are engaged.
In the other speed ranges, the space under slide valve 35 is connected with the return line.
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Friction clutch sleeve 10 (Fig. 159) is freely fitted on the shaft. When the friction clutch pedal is being
depressed, the friction clutch sleeves of the left and the right distributing mechanisms turn synchronously and
make forked levers 9 turn by lugs "o" of the said sleeves.
The parts of the distributing mechanism are in the position shown in Fig. 157 and the pressure in the friction
clutch boosters is decreased to zero.

OPERATION OF DISTRIBUTING MECHANISMS

Operation During Range Shifting
Before engaging a speed range, depress the clutch pedal. In this case, the force is transmitted to hollow shaft 4
(Fig. 140) through the system of rods and levers; the hollow shaft presses with the end faces of adjusting bolts 1
against the lugs of the clutch sleeves.
Clutch sleeves 10 (Figs 152 and 159) turn forked levers 9 through lugs "n" and “o”. Simultaneously, blocks 12
of levers 9, acting on retainers 31 (Fig. 157) raise them compressing springs 30 and releasing springs 32 of slide
valves 33. Slide valves 33 connect spaces "u" and “t” of bushing 34 and the pressure in the boosters of the
previously engaged friction clutches drops to zero. All the friction clutches of the final gear boxes get
disengaged.
After the clutch pedal has been depressed, the required speed range is engaged by the speed range selector
lever. Synchronous turning of shafts 15 (Fig. 152) of both the distributing mechanisms is ensured through the
system of rods and levers. Toothed sectors 18 fixed on the shaft ensure synchronous turning of range cams 17
and plugs 7 through gears 19 to the position corresponding to the selected speed range. After the clutch pedal is
being gradually released, springs 30 (Fig. 158) return retainers 31, forked levers and sleeves to the initial
position.
The pressure in the boosters gradually rises and smooth engagement of the corresponding friction clutches takes
place.
During engagement of the 1st speed range and the reverse speed range, interlocking slide valve 27 (Fig. 155),
while entering the recesses in range cam 17, opens the duct delivering oil to the booster of friction clutch F5, as
well as to pressure increase slide valve 35 (Fig. 156). In this case, an additional pressure from spring 14 is
exerted upon slide valve 33 and the pressure in the engaged friction clutch boosters rises up to 16.5 - 18
kgf/cm2, which ensures transmission of the torque by the friction clutches.
Operation During Turns
In order to turn the tank, it is necessary to depress one of the steering levers. As this takes place, lever 5 (Fig.
152) turns and steering cam 16 rigidly connected with the lever turns too. With outer profile “r”, the steering
cam raises the roller оf forked lever 9. The fork of lever 9 compresses springs 30 (Fig. 156) and releases spring
32. Slide valve 33 rises, spaces “u” and ”t” start communicating; as a result, the pressure in middle cavity “u”
of bushing 34 and of the boosters of the gear box friction clutches drops to a zero.
Simultaneously, steering cam turns sleeve 6 through the carrier by an angle required for engaging a lower speed
range.
As steering cam 16 makes its turn further, the forked lever gradually returns to the initial position. Spring 32
acts on slide valve 33 with an increasing force, which ensures gradual increase of oil pressure in the boosters
engaging the lower speed range. Gradual turning of the tank takes place with the slippage of the friction clut-
ches.
When the steering lever is fully depressed, the roller of lever 9 gets in the recess of cam 16 (Fig. 156) at the end
of profile “r” (Fig. 152). In this case, the pressure in the boosters reaches 10 - 11.5 kgf/cm2, the slippage in the
friction clutches ceases and the vehicle turns with a constant radius.
When sleeve 6 turns, hole “e” of the distributing mechanism from the side of the slowed-down track is
connected through slot “w” of the steering sleeve with space "v" of bushing 34 to which the oil pressure from
the system is delivered. Since hole "e" of the distributing mechanism from the side of the slowed-down track is
connected by the pipeline with hole "d" of the distributing mechanism from the side of the leading-in track,
slide valve 36 of the leading-in mechanism rises, and presses lever 8 to screw 38. As this takes place, additional
force of spring 14 is exerted upon slide valve 33 and the pressure in the final gear box boosters from the side of
the leading-in track rises up to 16.5 - 18 kgf/cm2 ensuring the transmission of the increased torque by the gear
box friction clutches.

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HYDRAULIC CONTROL AND LUBRICATING SYSTEM OF POWER TRAIN
General

The hydraulic control and lubricating system of the power train provides for:
a. cleaning of oil;
b. delivery of oil under pressure to the hydraulic control system of the final gear boxes and for lubrication of
all the power train units;
c. cooling of the power train parts;
d. pumping out of oil from the gear cases and from the transmission gear unit during operation and before a
long halt of the tank;
e. feeding of the fluid drive of the starter-generator with oil under pressure;
f. starting of the engine with the electric starter and by towing.

The hydraulic control and lubricating system consists of the following main units (Fig. 160):
a. oil tank 9 and cooler 5;
b. valve device with slide valves 10, 34 and 35;
c. oil filter 8 of the suction line;
d. delivery pump 40;
e. suction pumps 27 and 39 of the final gear boxes;
f. transmission gear unit suction pump 20;
g. hydrocyclone 43;
h. oil priming pump 33;
i. distributing cock 30;
j. sending unit 22 of the remote electric oil pressure gauge in the power train lubricating system;
k. connecting pipelines.

All the units of the system with the exception of the pressure gauge indicator are arranged in the engine
compartment.
The pressure gauge indicator OIL PRESSURE IN GB (ДАВЛЕН. СМАЗКИ КП) is installed on the driver's
instrument panel.
When the tank is in service, the oil pressure in the hydraulic control system is not checked. If the necessity
arises to check the pressure in the hydraulic control system, the device for measuring the pressure is connected
to the left- and right-hand distributing mechanisms, for which purpose, provision is made in the distributing me-
chanisms of threaded holes “b” (Figs 150, 151, 156), which should be stopped with the plugs in service. The oil
pressure gauge is always connected to the system and, when the engine is operating, it reads the pressure of oil
delivered for lubrication of the units of the power train and feeding of the starter-generator fluid drive.

CONSTRUCTION OF SYSTEM ELEMENTS

The oil tank (Figs 162 and 163) is intended for keeping the amount of oil required for operation of the hydraulic
system. It also provides foam-elimination and oil settling in the course of operation and warming of oil before
starting the engine in winter. The filling capacity of the tank is 42 ltr.
The tank is welded of steel stamped sheets. Welded to the upper surface of the tank is branch pipe 11 (Fig. 162)
of the filler neck and boss 8 provided with a hole for connecting vent pipeline 12 (Fig. 160).
Arranged inside the tank is a coiled pipe along which the fluid from the cooling system, and engine preheating
system circulates and also intake gauze filter 15 (Fig. 163) through which the oil is taken by GB delivery pump
and oil priming pump M3H-2.
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Installed on the bottom of the tank is a drain valve (Fig. I64) consisting of valve 3, ring 4, spring 2 and plug 5.
The plug is sealed with fiber gasket 6.
Secured on the outside of the tank is valve device 4 (Fig. 162) and filter body 5 of the suction line and filtering
element 9.
Tank branch pipe 13 is connected with the intake flange of the delivery pump by a pipeline.
Delivery pump 40 (Fig. 160) is intended for delivery of oil under pressure to the hydraulic control and
lubricating system. The gear-type pump is installed on the front flange of the left final gear box. The pump is
driven from the primary shaft of the left final gear box through the system of gears. Provided in the pump is a
ball-type safety valve 37. The return branch of the delivery pump is connected with hydrocyclone 43 through a
duct in the gear box front flange.
The hydrocyclone (Fig. 165) is intended for cleaning the oil of mechanical admixtures. The main part s of the
hydrocyclone is vortex tube (cyclon) 1, guide branch pipe 2, settler 3, T-piece 4.
The oil is introduced into the cyclon through a slit hole “c” and is swirled at a great speed around branch pipe 2
and makes a sharp turn at the input to the hole. Under the action of a centrifugal force, the mechanical
admixtures having a greater specific weight than that of the oil are thrown towards the wall of the vortex tube
and settle down in the settler. The cleaned oil flows along the pipelines to the left and the right distributing
mechanisms and further on to the valve device through T-piece 4.
The valve device (Fig. 166) is intended for maintaining constant pressure of 17 - 18.5 kgf/cm2 in the hydraulic
control system, a pressure of 2 - 2.5 kgf/cm2 in the lubricating system, and also for adjusting these pressures.
The valve device is installed with the help of studs and nuts on the oil tank of the power train.
The valve device consists of body 1 (Fig. 167), high-pressure slide valve 5, lubrication slide valve 2, oil return
slide valve 4 and the parts ensuring the operation of the slide valves.
The high-pressure slide valve maintains constant pressure in the line delivering oil to the distributing
mechanism. This pressure is adjusted by screw stopper 6.
The oil delivered from the delivery pump through hole "b" into space "c" presses off slide valve 5 and then,
through the ports available in the slide valve, flows to space "e", wherefrom, through hole "d", it flows to the
lubrication gallery. The constant pressure in the lubrication system is maintained by slide valve 2. When the
pressure rises, slide valve 2 gets lowered and oil is returned through the ports in the slide valve into the tank.
The pressure is adjusted by screw 3 acting on the spring of slide valve 2.
Oil return slide valve 4 is intended for stopping the delivery of oil for lubrication and control during suction of
oil from the cases of the power train units.
As soon as electromagnet 7 is cut in, slide valve 4 is displaced thus connecting space "c" with the tank through
ports “a”. The oil delivered by the delivery pump returns from space "c" through the ports in slide valve 4 and
return ports “a” into the tank. As a result, the pressure in space "c" drops, slide valve 5 shuts off oil passage
from space "с" to space "e" and the oil stops to be delivered for lubrication of the power train units.
When electromagnet 7 is cut out, slide valve 4 is returned to the initial position by the spring.
Under a pressure of 2 - 2.5 kgf/cm2 the oil is delivered through hole "d" via pipelines for lubrication of the final
gear boxes, transmission gear unit, compressor, fan drive step-up gear, as well as for feeding the fluid drive of
the starter-generator. Oil is delivered to the gears and the bearings via the ducts made in the parts of the final
gear boxes and of the transmission gear unit, then it drips into the lower part of the cases, and further on, it
flows through the intake gauze filters to suction pumps 20 (Fig. 160), 27 and 39. The intake filter of the final
gear box suction pump is shown in Fig. 168.
The suction oil pumps are intended for suction of oil from the final gear box and the transmission gear unit
cases. They are secured on the transmission gear unit and on the front flanges of the final gear boxes.
The pumps are driven through the system of gears from the rotating parts of the units.
From the suction pumps oil is delivered via the pipelines to filter 8 (Fig. 160) of the suction line.
The suction line filter is installed on the oil tank of the power train. The filter is intended for cleaning the oil
sucked by the pumps from the final gear box and the transmission gear unit. It consists of body 5 (Fig. 162)
secured on the tank and removable filtering element 9.
Oil is delivered to the filter through the hole in screw stopper 12 and then to the filtering element via the
channels provided in body 5.

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The filtering element (Fig. 169) consists of cover 6 with rod 7 end a set of filtering sections 3. The filtering
section is a frame to which a brass gauze with fine meshes is attached.
The sections are mounted on rod 7 end secured thereon with nut 2. The nut is locked with ring 1. Oil is
delivered to the outer surface of the filtering sections, passes through them and the holes in rod 7 and then gets
into the inner space of cover 6 and further on, through ports "a" and the ducts in the filter body, is delivered to
the output pipe union of the filter. The mechanical particles which got in the oil are trapped by the gauze of the
filtering sections. The joint between the filtering element the body, as well as the bridges separating the input
and the output spaces of the filter, are sealed with rubber rings 5. To ensure convenience in removal of the
filtering element, provision is made for handle 8.
To by-pass the oil in case the filter got clogged, ball-type by-pass valve 7 (Fig. 162) is provided. Connected to
branch pipe 6 is a pipeline via which the oil, which passed through the filter, is delivered to the oil cooler.
The oil cooler serves for cooling the oil sucked from the final gear boxes and the transmission gear unit. It is
installed under the roof plate of the engine compartment in the common rack of the radiators and coolers and its
construction is the same as that of the engine lubricating system cooler differing only in sizes and configuration
of the connecting branch pipes. The oil that passed through the oil cooler is returned into the tank.
After the engine has been started, the oil, which has a low temperature and a high viscosity, passes to the tank
through the by-pass valve by-passing the oil cooler. The by-pass valve is arranged in the body of branch pipe 6
(Fig. 162) inside the tank.
Oil priming pump 33 (M3H-2) (Fig. 160) of the power train is intended for starting the engine with the electric
starter and also by towing. The pump takes oil from the tank and delivers it via the pipeline to the distributing
cock.
The power train oil priming pump has the same construction as that of the engine lubricating system and is
installed under the bracket of the bevel gear of the fan drive.
Distributing cock 30 is intended for delivery of oil from oil priming pump 33 to the booster of the starter-
generator drive during starting of the engine with the electric starter, or to the boosters of the final gear boxes
through the distributing mechanisms during starting of the engine by towing. It is installed on the housing of the
starter-generator drive and is secured thereon with bolts.
The distributing cock consists of body 1 (Fig. 171), slide valve 4 with handle 5, by-pass valve 3 and non-return
valve 2. Slide valve handle 5 is provided with a retainer and can set slide valve 4 in one of the two positions
marked with letters SG (СГ) (starter-generator) and SBT (ЗБ) (starting by towing). When the handle is set in
position SG, the oil from the oil priming pump is delivered to the booster of the starter-generator drive, and
when it is set in position SBT, oil is delivered through the non-return valve and the pipeline to the distributing
mechanisms.
The vent system is intended for equalizing the pressure in the gear cases, the transmission gear unit case and in
the oil tank, as well as for connecting the system with the atmosphere. The cases of the right final gear box and
of the transmission gear unit communicate through the clearances of the coupling and with the case of the left
final gear box through the clearance between the countershaft and its casing. The upper space of the oil tank
communicates with the casing of the countershaft through pipeline 12 (Fig. 160), which is secured to the tank
boss.
The transmission gear unit case communicates with the atmosphere through breather 29.

OPERATION OF HYDRAULIC CONTROL AND LUBRICATING SYSTEM OF POWER TRAIN

General
When the engine is operating, oil from tank 9 (Fig. 160) is delivered by delivery pump 40 to hydrocyclone 43.
The oil cleaned in the hydrocyclone is delivered to left distributing mechanism 2 and right distributing
mechanism 25, as well as to space “c” (Fig. 167) of the valve device. Under the pressure of oil slide valve 5 is
displaced in the axial direction compressing the spring and opens the passage for oil into space "e". The
opening pressure of this slide valve and, hence, the pressure maintained by this valve at the input to the
distributing mechanisms is determined by the force of its spring and is adjusted by screw stopper 6 within the
range of 17 - 18.5 kgf/cm2.
From space "e" oil flows through hole “d” for lubrication of all the units of the power train and for feeding up
the fluid drive of the starter-generator.

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Slide valve 2 maintains a pressure within the range of 2 - 2.5 kgf/cm2 in space "e".
If the pressure is rising, the slide valve gets lowered compressing the spring and part of oil is returned from
space “e” into the tank.
The pressure in the lubricating system is adjusted with the aid of screw 3.
After the units of the power train have been lubricated, the oil is accumulated in the lower parts of the final gear
box and the transmission gear unit cases, wherefrom it is delivered with the help of suction pumps 20, 27 and
39 (Fig. 160) to oil filter 8 of the return line.
The oil cleaned in the filter, while passing through the oil cooler, gets cooled down and is returned into the
tank.
By-pass valves 4 protect the pipelines of the suction line from destruction in case the filter is clogged or cold oil
is pumped through the filter and the oil cooler. In this case, the pressure in the suction line is increased and the
valve passes the oil directly into the tank by-passing the oil filter and the oil cooler.
Operation of System during Engine Starting by Starter-Generator and by Towing
When the engine is being started by the starter, handle 5 (Fig. 171 and 172) of the distributing cock should be in
position SG.
When button STARTER is depressed, the oil priming pump is cut into operation and oil is delivered from the
tank to the booster of the starter-generator drive through the distributing cock, thus ensuring operation of the
booster. When the booster returns to the initial position after the engine starting, the oil forced from the booster
space opens by-pass valve 3 of the distributing cock and returns into the space of the starter-generator drive,
and further on, into the transmission gear unit case.
To start the engine by towing, reset handle 5 of the distributing cock in position SBT and engage the required
speed range.
During towing of the tank, the driver depresses button SBT OPP (МЗН БУКСИРА) on the driver’s instrument
panel. As this takes place, oil priming pump 33 (Fig. 160) is cut in and oil starts flowing under pressure to the
distributing mechanisms through distributing cock 30, and then through the distributing mechanisms to the
boosters of the final gear boxes corresponding to the speed range engaged. The boosters ensure engagement of
the friction clutches of the final gear boxes and the torque is transmitted from the drive sprockets through the
final drives, final gear boxes and the transmission gear unit to the engine thus ensuring its cranking and starting.
After the engine has started, it is necessary to cut out the oil priming pump by releasing button SBT OPP. After
the engine has been started by towing, it is allowed to operate the engine and to drive the tank without resetting
the distributing cock in position SG, since transferring of oil from the hydraulic system through the oil priming
pump is shut off by return valve 2 (Fig. 171).
At the first opportunity presented, it is necessary to reset the distributing cock in position SG.
Operation of System when Oil Is Being Sucked Out of Final Gear Box and Transmission Gear Unit
As soon as the engine stops operating, circulation of oil in the hydraulic system is ceased. In this case, about 20
ltr of oil are left in the final gear box and the transmission gear unit cases. During the subsequent starting cycles
of the engine, this oil causes additional resistance in cranking of the engine. This resistance is especially
increasing in winter. In order to facilitate starting of the engine and decrease the load exerted upon the starter, it
is required to transfer the oil from the final gear box and the transmission gear unit cases to the oil tank of the
hydraulic control and lubricating system before prolonged halts in winter.
When switch OIL SUCTION FROM GB (ОТКАЧКА MACJIA ИЗ КП) is set in the GS position,
electromagnet 7 of the valve device (Fig. 167) operates. The electromagnet forces slide valve 4 to displace and
the latter connects space “c” of the valve device body with the tank. When the engine is operative, the oil
delivered by the delivery pump is returned directly into the tank by-passing the lubrication line. The suction
pumps of the final gear box and of the transmission gear unit suck the oil remaining in the cases through the
filter of the suction line and the oil cooler into the tank.
Procedure of Suction of Oil from Final Gear Box and Transmission Gear Unit
The oil is primed out in case of checking for complete filling, when topping-up and changing the oil in the
power train lubricating and hydraulic control system and also before placing the tank on storage. In cold season
prime out the oil during daily maintenance and if long halt (exceeding 2 h) is expected.
Prime out the oil only with storage batteries installed, battery switch switched on and outlet shutters opened.

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To prime out the oil, proceed as follows:
a. start the engine and set the crankshaft speed of 1500 - 1600 r/min;
b. check the pressure by pressure gauge OIL PRESSURE IN GB;
c. in 2 - 3 min cut in switch OIL SUCTION FROM GB and keep it in the ON position for 1 min; in this case
no pressure should be read against pressure gauge OIL PRESSURE IN GB;
d. without releasing switch OIL SUCTION FROM GB shut down the engine;
e. after complete stop of the engine release the switch;
f. make a five-minute interval to let the oil drain from the walls of casings and parts;
g. cut in switch OIL SUCTION FROM GB;
h. without releasing the switch, start the engine and set the cranksahft speed of 1500 - 1600 r/min and operate
the engine for 1 min; in this case no pressure should be read against pressure gauge OIL PRESSURE IN
GB;
i. shut down the engine;
j. in 10 - 15 s after engine shutting-down, release switch OIL SUCTION FROM GB.
Check for complete suction of oil by measuring the oil level in the system oil tank (40-42 ltr of oil should be
available in the tank after oil suction).

CHECKING AND ADJUSTING OIL PRESSURE IN POWER TRAIN HYDRAULIC CONTROL AND
LUBRICATING SYSTEM
Checking and adjustment of oil pressure in the hydraulic system is accomplished during replacement of the
final gear boxes, distributing mechanisms, valve device, in case of the tank side pull in movement or in placing
in motion, as well as in case the pressure in the lubricating system is less than 1.5 kgf/cm2 at a service speed of
the engine.
Checking and adjustment of the oil pressure are performed when the tank units are warmed up.
In order to adjust the lubrication pressure in the power train, proceed as follows:
a. make sure that the speed range selector lever is in the neutral position and the stopping brake is applied;
b. start the engine and adjust its rotational speed so that it equals 1600 - 1900 r/min;
c. check that the lubrication pressure in the final gear box read by the oil pressure gauge on the driver's
instrument panel (OIL PRESSURE IN GB) is equal to 2 - 2.5 kgf/cm2;
d. if the pressure does not correspond to the above value, adjust it; the adjustment is made with screw 3 (Fig.
166) of the valve device, with the engine stopped and the roof plate above the power train raised. Lock
screw 3 after the adjustment is over.

Note. When the tank is in service, the lubrication pressure is allowed to decrease to 1.5 kgf/cm2, while when
operating the tank in the 6th and 7th speed ranges, the pressure is allowed to increase up to 3 kgf/cm2.

To Check and Adjust the Oil Pressure in the Hydraulic Control System, proceed as follows:
a. shut down the engine;
b. release the stopping brake pedal from the latch;
c. disconnect the tracks and remove them from the drive sprockets;
d. raise the power train roof plate;
e. install appliance 1 (Fig. 161) intended to measure the oil pressure in the hydraulic control system (the
appliance is included in the fleet service SPTA set) on the grill of the outlet shutters;
f. secure hoses 2 with brackets 3 on the beam of the outlet shutters;
g. unscrew the plugs from threaded holes "b" of the distributing mechanisms (Figs 150, 151) and connect
hoses 2 (Fig. 161) with the help of pipe connections 5, install sealing gaskets 6;
h. lower the power train roof plate;
i. start the engine;
j. when either the first speed or the reverse speed is engaged, as well as when one of the control levers is
depressed on the leading side (with any of the speed ranges engaged) the pressure should be from 16.5 to 18
kgf/cm2, the pressure difference read by the pressure gauges should not exceed 1 kgf/cm2;
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k. with the neutral or any of the speed ranges from 2nd to 7th engaged, the pressure should be from 10 to 11.5
kgf/cm2;
l. the pressure difference as read by the
m. pressure gauges, should not exceed 1 kgf/cm2;
n. with the pedal set in any intermediate position, the pressure difference read by pressure gauges of the left-
and right-hand gear boxes, should not exceed 1 kgf/cm2.
The above lubrication pressures should be checked with the engine rotational speed equal to 1600 - 1900 r/min.
If the pressure does not correspond to the above values, proceed as follows:
a. check the pressure in the oil-to-distributing mechanisms delivery lines. For this purpose, remove cover 40
(Fig. 157) of the inspection hole of one of the distributing mechanisms and with the engine operating, sink
slide valve 33 with the help of the screwdriver, in this case the corresponding pressure gauge should read
the pressure from 17 to 18.5 kgf/cm2. Adjust the pressure with the help of screw stopper 6 (Fig. 166) of the
valve device. After the adjustment is completed reinstall the cover of the distributing mechanism inspection
hole, having replaced the gasket under the above cover. Prior to installation, coat the gasket with sealing
compound on both the sides. Cotter screw stopper 6 with wire;
b. adjust the pressure of 16.5 to 18 kgf/cm2 with the help of screw 38 (Fig. 157) of the corresponding
distributing mechanism, for which purpose unscrew cap 39 and slacken the nut on the screw. After the
adjustment, tighten the nut, install the cap back home and then lock it;
c. adjust the pressure of 10 to 11.5 kgf/cm2 by rotating sleeve 29 (Fig. 158), in so doing preliminarily unscrew
cap 39 and remove the lock washer. After the adjustment is completed, coat the lock washer with sealing
compound and then reinstall it;
The equality of the pressures read by the pressure gauges with the clutch pedal set to any intermediate position
is adjusted with the help of bolts 1 (Fig. 140) available on left- and right-hand bushings 7 (Fig. 141) on clutch
shaft 4. For the sake of safety, adjust the pressure with the engine shut down. After termination of the
operations, disconnect and remove the appliance. Install the plugs with sealing rings in the threaded holes of the
distributing mechanisms, and then reliably cotter the plugs with wire.

MAINTENANСЕ OF POWER TRAIN

General
During the routine inspection at halts, make sure that there is no oil leakage from the hydraulic control and
lubricating system of the power train by the condition of the screens of the outlet shutters. If no leakage is
detected, the screens of the outlet shutters must be dry and clean.
During the daily maintenance:
a. make sure that there is no oil leakage from the hydraulic control and lubricating system of the power train;
inconsiderable leakage of oil along the packings of the distributing mechanisms shafts, packings of bevel
gear and transmission gear unit shafts, and along packings of stopping brake;
b. prime out the oil from the units during operation under cold conditions.

During preventive maintenance No. 1 carry out the operations prescribed by the daily maintenance, and in
addition:
a. check the power train hydraulic control and lubricating system for filling to capacity (see Subsection
Checking, Adding and Changing Oil in Power Train Hydraulic Control and Lubricating System);
b. wash the filter of the suction line installed on the tank of the hydraulic control and lubricating system of the
power train (see Subsection Washing the Filters of Power Train Hydraulic Control and Lubricating
System).

During preventive maintenance No. 2 carry out the operations prescribed by preventive maintenance No. 1 and,
in addition proceed as follows:
a. check the fan clutch slipping moment (see Subsection Checking the Fan Friction Clutch Slipping Moment)
but at least after 350-h engine operation;

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b. change oil in the hydraulic control and lubricating system;
c. wash the intake filters of the final gear boxes;
d. refill the bearings of the fan friction clutch with 75 - 100 g of grease (refill at least after 350-h engine
operation).
After 6500 - 7000 km of run, wash the filter at the inlet of the bevel gear and the compressor filter as indicated
below (see Subsection Washing the Filters of Power Train Hydraulic Control and Lubricating System).

Checking, Adding and Changing Oil in Power Train Hydraulic Control and Lubricating System

Checking the System for Filling to Capacity

To check the system, proceed as follows:
a. prime out the oil from the power train units;
b. raise the engine compartment roof plate;
c. clean the filter plug of the power train oil tank of dust and dirt and unscrew the plug;
d. check the oil level using the oil dipstick, the oil level should be between notches “40” and "42".
If the oil level is insufficient top up the system with oil.
In operation, in case of leakage detection, check the oil level in the system sufficient for movement by its level
in the tank after engine operation for at least 1 min; the oil level should not be below notch "22" on the dipstick.
If the oil level is below notch "22", stop the movement.

Oil Adding in the System

To avoid overfilling of the system, add oil only after priming the oil from the units.
Fill the oil from clean vessel through the funnel with gauze.
In exceptional cases in summer it is allowed to top up the power train hydraulic control and lubricating system
with the oil used for the engine lubrication and available in the external oil tank. In this case drain the oil at the
first opportunity, wash the system and fill it with the authorized grade of oil.
To wash the hydraulic control and lubricating system, proceed as follows:
a. drain the previously filled oil from the oil tank of the gear case and transmission gear casing and wash the
filters of the suction line and gear box;
b. fill the oil tank with 42 ltr of clean oil;
c. start the engine and let it run at a speed of 1600 to 1900 r/min for 10 min;
d. prime the oil from the units;
e. drain the oil and fill the system with clean oil.

Changing the Oil System

It is recommended to change the oil in the power train hydraulic control and lubricating system when it is still
hot as soon as the tank stops.
To change the oil, proceed as follows:
a. place the tank so that the teeth space of the drive sprocket rims is against the intake filters of the final gear
boxes;
b. prime the oil out of the units;
c. prepare the necessary tools and appliances;
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d. clean the oil tank filler plug of dust and dirt and unscrew it;
e. unscrew the plugs in the bottom under the drain valve of the oil tank and under the drain plug of the
transmission gear unite case;
f. clean of dirt and unscrew the plug of the oil tank drain valve;
g. screw the drain tip for fuel, oil and coolant in the oil tank drain valve connecting it with the hose of filling
unit M3A and drain the oil;
h. unscrew the drain plug of the transmission gear unit case and the intake filters of the final gear boxes and
drain the oil;
i. remove the filter of the suction line from the oil tank;
j. use the gun to remove the remaining oil from the filter body and wipe the cavity with cloth;
k. wash the intake filters of final gear boxes and the filter of suction line with diesel fuel;
l. reinstall the filters and screw in the drain plugs;
m. fill the oil tank with 42 ltr of oil. Fill hot oil in cold season;
n. after filling the oil tank up to notch “42” of the dipstick, start the engine and let it run for 2 or 3 min, after
that, pump the oil out of the units;
o. measure the oil level in the oil tank and top it up to notch “42”of the dipstick.
Approximately 50 - 57 ltr of oil are required for filling during its changing.

Washing the Filters of Power Train Hydraulic Control and Lubricating System
Washing the Suction Line Filter
Before washing the filter of the suction line, it is recommended to pump the oil from the units.
To wash the filter, proceed as follows:
a. unscrew the nuts securing the filtering element to body 5 (Fig. 162) of the filter installed on the oil tank and
remove the filtering element;
b. unlock and unscrew nut 2 (Fig. 169) and remove filtering sections 3;
c. wash all parts of the filter with clean diesel fuel;
d. examine the filtering sections, replace the defective sections;
e. check the condition of rubber sealing rings 5 on cover 6; if tears, separation, deformation of rings are
detected, replace the rings;
f. assemble the filtering sections; after the filtering section have been tightened up with a nut, see that they do
not freely move; if it is impossible to snugly tighten the filtering sections, add one or two sections to the
stack;
g. blow through the filter with compressed air or let the excessive fuel drip off;
h. use the gun to remove sediment from the space of the filter body on the oil tank and wipe the cavity with
cloth;
i. coat the rubber sealing rings with oil;
j. reinstall the filtering element.

Washing the Intake Filters of the Final Gear Boxes

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Before removing the filters place the tank so that the tooth spaces of the drive sprocket rims are against the
filters.
To wash the intake filters, proceed as follows:
a. screw the intake filter out of each final gear box case;
b. wash the filters in clean diesel fuel;
c. blow through the filters with compressed air or let the excess of fuel drip off;
d. check the condition of aluminium gasket and rubber sealing ring; if necessary, replace them;
e. check the condition of the filter screen; if the screen is found damaged, solder it up or replace the filter;
f. before installing the filter, coat the rubber rings with oil;
g. reinstall the filters.

Washing the Lubrication Filters of the Compressor and Fan Drive Gear
To wash the filter, proceed as follows:
a. unscrew the body of compressor filter 5 (Fig. 121) installed on the compressor drive housing and then screw
out protective filter 6 (Fig. 123);
b. screw oil delivery pipe union 12 (Fig. 127) with the filter out of the fan drive gear case and screw out
protective filter 11;
c. wash the filters in clean diesel fuel;
d. replace the copper-asbestos packing rings and reinstall the filters.
In all the cases after the washing of the filters, start the engine and check for oil leakage in the places of filters
installation.

Checking the Fan Friction Clutch Slipping Moment

The fan clutch slipping moment should be 20 to 50 kgf*m in the course of operation.
Measure the moment with the help of vane device and dynamometer available in the fleet service set. The lever
installed on the fan rim ensures application of force of dynamometer at an arm of 1 m. That is why the moment
to be measured is numerically equal to the force expressed in kg on the dynamometer.
To measure the slipping moment, proceed as follows:
a. unscrew nuts 5 (Fig. 274) securing inlet vane device 3 and dismount it;
b. place nuts 5 on each stud of the inlet vane device attachment for preserving the set completeness of bushing
4 and adjusting washers 2. Never break a set;
c. make sure that rubber gaskets are available on the device lever;
d. install the cylindrical end of the pin intended for easier coupling of caterpillar track into the processing hole
of 24 mm in dia. of the intermediate yoke of the driving universal joint shaft and, rotating the fan by its rim
using the lever, move the pin until it thrusts against the outlet shutters strip;
e. install the dynamometer into the lever recess and measure the fan clutch slipping moment by smoothly
pulling the dynamometer handle (at steady motion of the lever).The slipping moment value is the arithmetic
mean of two or three measurements. Remove the lever and pin after taking measurements.
f. reinstall the inlet vane device.

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If in the course of operation the clutch slipping moment is beyond the tolerable limits, remove the wear
products from friction elements and check the elements for condition. For this purpose, remove the inlet vane
device and, without removing the fan with the clutch from the tank, uncotter and turn out the nuts of the driven
hub pins, take out washers and springs and, having shifted the pressure plate, wipe the friction surfaces with dry
cloth (never wash the surfaces of discs and plates with kerosine, gasoline and diesel fuel). After that reinstall
the pressure plate and inlet vane device.
It is forbidden to perform the adjustment of the clutch slipping moment by decreasing the spring tightening or
by adding the washers under springs. The assembly is over, check the slipping moment and then, start the
engine, let it run for 5 to 10 min abruptly varying the crankshaft speed. If the slipping moment value is small
and after two or three times of cranking for 5 to 10 min of engine operation remains constant, eliminate this
trouble. The reasons of decreasing the slipping moment may be the friction discs oiling and significant wear of
driving disc linings.
If the discs are oiled, remove the oil from friction surfaces carrying out this operation similarly to removing the
wear products from these surfaces. If the wear of driving disc linings is considerable, replace the disc.

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