994 Wheel Loader 9YF00001-UP (MACHINE) POWERED BY 3516 Engine(SEBP..

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Product: WHEEL LOADER Model: 994 WHEEL LOADER 9YF Configuration: 994 Wheel Loader 9YF00001-UP (MACHINE) POWERED BY 3516 Engine

Systems Operation
994 Wheel Loader Power Train
Media Number -SENR4744-02 Publication Date -01/01/1998 Date Updated -21/03/2002 i00698663

Torque Converter
SMCS - 3101 Part Number - 111-3191 S/N - 9YF135-UP

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Illustration 1 Torque Converter with an Impeller Clutch and Freewheel Clutch (1) Torque Converter Pilot Hub. (2) Hub. (3) Housing. (4) Piston. (5) Disc. (6) Plate. (7) Turbine. (8) Housing. (9) Imp Plate. (11) Adapter. (12) Plate. (13) Disc. (14) Piston. (15) Housing. (16) Drive Gear for the Oil Pump. (17) Outlet Pass Torque Converter Oil. (18) Carrier. (19) Oil Passage for the Lockup Clutch. (20) Yoke. (21) Oil Passage. (22) Output S Oil Passage. (24) One-Way Clutch. (25) Stator. (26) Hub. (27) Oil Passage for the Impeller Clutch. (28) Inlet Passage f Torque Converter Oil.

The torque converter increases the engine torque before sending the torque to the transmission. The torque increase is dependent on the wheel speed of the machine. The torque converter uses oil from the impeller in order to turn the turbine and the output shaft. The engine flywheel turns a flexible coupling which is fastened to the input shaft for the rear pump drive. The input shaft drives the rear pump drive and the torque converter. Oil passages (21) and (23) provide lubrication oil for the splines on the input shaft for the rear pump drive and for the flexible coupling. The transmission and torque converter pump is a two-section gear pump which is mounted on the rear of the torque converter cover. The oil pump is driven by drive gear (16) . The drive end section is the supply for the transmission and the cover end is the supply for the torque converter. Oil from the torque converter section of the pump flows through a filter to the inlet for the torque converter. Oil from the transmission section of the pump flows through a filter to a priority valve. From the priority valve, part of the oil flows to the control valves for the clutch for the torque converter. The remainder of the oil flows to the hydraulic control valve for the transmission. In the hydraulic control valve for the transmission, the oil flows around the modulating relief valve. The oil then flows through a hose to the inlet for the torque converter. Oil from the inlet to the torque converter flows through inlet passage (28) in the carrier. The oil then flows through hub (26) into the impeller. Oil flows from the impeller to the turbine, and then to the stator. Part of the oil flows back to the impeller, and the remainder of the oil flows through the outlet passage (17) . Oil then flows through a bypass passage and the outlet relief valve. The outlet relief valve maintains torque converter outlet pressure at approximately 345 kPa (50 psi). Oil then flows through a line to the oil coolers before continuing through the system as lubrication oil. The torque converter cover is fastened directly to the rear pump drive. The torque converter cover provides the rear support for the torque converter. The cover provides a place for fastening the output relief valve and the priority valve. The cover also provides a place for fastening the control valve assemblies for the clutch of the torque converter, and the transmission and torque converter pump. Output power from the torque converter flows through a drive shaft to an input transfer gear which drives the transmission. The torque converter has a lockup clutch and an impeller clutch. The lockup clutch provides a choice of either converter drive or direct drive. The impeller clutch provides a smoother shift

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when the machine is changing directions. The housing (3) for the lockup clutch has teeth that mesh with the input gear of the rear pump drive. Housing (8) for the torque converter is fastened to housing (3) and turns at engine speed. Housing (3) contains the lockup clutch for the turbine. The housing (15) for the impeller clutch is fastened to the housing (8) and turns at engine speed. Oil pump drive gear (16) is fastened to the housing for the impeller clutch. Stator (25) is connected to carrier (18) through freewheel clutch (24) . Carrier (18) is fastened to the cover around the torque converter. The freewheel clutch rides on the carrier. The freewheel clutch allows the stator to turn when the ratio of the speeds of the impeller and turbine is above .85. Because the impeller turns with the engine rpm and the turbine is connected to the output shaft, the ratio is directly related to the engine rpm and the ground speed. The ability of the stator to freewheel increases the efficiency of the torque converter. If the ratio is below .85, the stator is stationary. The carrier helps support the rotating torque converter components. The carrier also contains the passages that carry the oil for the operation of the torque converter. The following items turn as a unit at the speed of the engine: Housing (3) for the lockup clutch Housing (8) for the torque converter Housing (15) for the impeller clutch Oil pump drive gear (16) Internal splines in housing (15) for the impeller clutch turn plates (10) and (12) , and piston (14) . Clutch discs (13) are connected to adapter (11) with splines. Adapter (11) is fastened to impeller (9) and hub (26) with bolts. Internal splines in housing (3) for the lockup clutch turn plates (6) and piston (4) . The splines on clutch discs (5) mesh with hub (2) . Hub (2) is fastened to turbine (6) . Splines connect hub (2) to output shaft (22) . The output shaft is connected to output yoke (20) . The output yoke is fastened to a universal joint and a drive shaft that goes to the input transfer gears for the transmission.

Torque Converter Operation

The oil flow inside the torque converter is from impeller (9) to turbine (7) . The oil then flows to stator (25) . From stator (25) , part of the oil flows back to the impeller and the remainder flows to outlet passage (17) in carrier (18) . The torque converter is operated with pressurized oil. The maximum inlet pressure is controlled by the torque converter inlet relief valve. The outlet pressure is controlled by the outlet relief valve and by restrictions which are downstream. Oil flows through inlet passage (28) in carrier (18) to hub (26) and impeller (9) . The rotation of the impeller gives force to the oil. The impeller sends the oil toward turbine (7) . The force of the oil that is hitting the turbine blades causes the turbine to turn. The turbine turns the output shaft (22) through hub (2) . The oil flows from the turbine in a direction which is opposite to the direction which is required for the impeller. Stator (25) causes the oil to change direction into the impeller. Because the stator

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is held stationary by carrier (18) , most of the oil is sent back to the impeller. The remainder of the oil flows through outlet passage (17) to the outlet relief valve. The oil from the stator adds to the oil from the inlet passage to the impeller.

Lockup Clutch
When the lockup clutch is engaged, the torque converter is in direct drive. Direct drive provides the highest efficiency for the drive train. The oil flow to the lockup clutch is controlled by the lockup clutch solenoid valve which is located on the outer cover. The lockup clutch solenoid is activated by the electronic control module (ECM) for the transmission. Four conditions must be present for the activation of the lockup clutch by the ECM: The switch for the lockup clutch on the right side of the console must be in the ON position. The output speed for the torque converter is between 1125 rpm and 1750 rpm. The limit for the engine overspeed is 1750 rpm. The direction clutch pressure (P2 ) of the transmission has been above 1725 kPa (250 psi) for at least 0.5 seconds. At least 3.5 seconds have passed since the last deactivation of the lockup clutch solenoid. The lockup clutch is disengaged during a shift. The lockup clutch is engaged when the four conditions are met in the new gear. The lockup clutch is also disengaged when the torque converter output speed drops below 975 rpm. In order to help prevent engine overspeed, the lockup clutch cannot be engaged when the torque converter output speed is greater than 1750 rpm.

Lockup Clutch Solenoid Valve

The lockup clutch solenoid valve is a three-way proportional pressure control valve. When the ECM sends current to the solenoid, The pressure for the lockup clutch is at the maximum. When the current from the ECM is at zero, the pressure for the lockup clutch is at the minimum.

Operation of the Lockup Clutch

When the lockup clutch solenoid is energized by the ECM, oil flows through passage (19) in output shaft (22) . Then, oil flows to torque converter pilot hub (1) . A passage in the torque converter pilot hub allows oil flow to lockup clutch piston (4) . The oil pressure on lockup clutch piston (4) forces the piston against plates (6) and discs (5) . Piston (4) and plates (6) are connected by splines to housing (3) of lockup clutch. Discs (5) are connected to hub (2) with splines. Hub (2) is fastened to turbine (7) with bolts. Hub (2) is fastened to output shaft (22) with splines. The friction between discs (5) and plates (6) causes the turbine and the output shaft to rotate at the same speed as the torque converter housing. The torque converter is now in direct drive.

Impeller Clutch
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When the impeller clutch is completely engaged, the impeller rotates at the same speed as housing (8) of the torque converter. This provides the best efficiency for the torque converter. The impeller clutch disengages when a directional shift is made. After the direction clutch for the transmission engages, the impeller clutch engages. The impeller clutch absorbs part of the energy during the directional shift. The energy that is absorbed by the directional clutch is reduced, and the result is a smoother shift. The oil flow to the impeller clutch is controlled by the impeller clutch solenoid valve which is located on the rear of the outer cover of the torque converter. The impeller clutch solenoid is activated by the electronic control module (ECM) for the transmission. The following conditions affect the operation of the impeller clutch: The position of the neutralizer pedal A directional shift Transmission output speed Torque converter output speed Engagement of the lockup clutch Direction clutch pressure (P2 ) for the transmission

Neutralizer Pedal
When the neutralizer pedal is depressed, the pressure for the direction clutch is sent to the drain. Also, the pressure to the impeller clutch is reduced to approximately 430 kPa (62 psi). When this pressure is applied to the impeller clutch, only a small amount of torque is available through the torque converter. When the neutralizer pedal is released, the pressure for the direction clutch (P2 ) in the transmission returns to the normal level. When the direction clutch pressure increases to approximately 1725 kPa (250 psi), the impeller clutch pressure increases to the maximum pressure. Full torque is now available through the torque converter.

Transmission Output Speed and Torque Converter Output Speed

Measurements of the transmission output speed and the torque converter output speed are used to determine when the engagement of the directional clutch for the transmission will occur.

Shift Modulation
When a directional shift is detected, the ECM will reduce the circuit pressure for the impeller clutch to a pressure for holding. When the transmission clutches lock up, the circuit pressure for the impeller clutch increases to an intermediate pressure. The pressure in the circuit then increases to the maximum pressure. The output shaft speed for the torque converter and the transmission output shaft speed sensors

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are used in order to determine when the clutches in the transmission have locked up.

Engagement of the Lockup Clutch

When the lockup clutch is engaged, the impeller clutch pressure is maintained at the minimum pressure which is approximately 117 kPa (17 psi) .

Impeller Clutch Solenoid Valve

The impeller clutch solenoid valve is a three-way proportional pressure control valve. When the ECM increases the current to the solenoid, the impeller clutch pressure is reduced. When the current from the ECM is at zero, the impeller clutch pressure is at the maximum.

Operation
When the impeller clutch solenoid valve is not energized by the ECM, oil flows to passage (28) from carrier (18) . Oil in passage (27) forces piston (14) against plates (10) and (12) , and discs (13) . Piston (14) and plates (12) are connected to housing (15) of the impeller clutch with splines. Plate (10) is fastened between housing (8) and housing (15) for the impeller clutch. Discs (13) are connected to adapter (11) with splines. Adapter (11) is fastened to impeller (9) with bolts. The friction between discs (13) and plates (10) and (12) causes the impeller to rotate. The impeller rotates at the same speed as housing (8) of the torque converter. This is the maximum torque output in torque converter drive. As the current flow to the solenoid is increased, pressure of the oil to piston (15) is decreased. The friction between the plates and discs decreases and the impeller slips. When the impeller slips, less oil is forced to the turbine. Less force on the turbine directly results in less torque to the output shaft. When the current flow to the solenoid is at the maximum, there is minimum pressure of the oil against piston (15) . The plates and discs now have only a small amount of friction and the impeller forces only a small amount of oil to the turbine. There is a minimum amount of torque at the output shaft.

Copyright 1993, 2004 Caterpillar Inc. All Rights Reserved. Private Network For SIS Licensees.

Thu Jul 15 12:58:33 UTC-0400 2004

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