BAIC Power Train System Service Manual PDF | Technical Guide (EN)

SECTION 3 POWER TRAIN SYSTEM SECTION 3 POWER TRAIN SYSTEM Group 1 Structure and Function (fault code) - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-1 Group 2 Operational Checks and Troubleshooting - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-75 Group 3 Test and Adjustments - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-86 Group 4 Disassembly and Assembly - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-88

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SECTION 3 POWER TRAIN SYSTEM GROUP 1 STRUCTURE AND FUNCTION GROUP 1 STRUCTURE AND FUNCTION 1. POWER TRAIN COMPONENT OVERVIEW 1. POWER TRAIN COMPONENT OVERVIEW Front axle Transmission Engine Front drive shaft Center drive shaft Rear drive shaft Rear axle 740F3PT01 The power train consists of the following components: В Transmission В Front, center and rear drive shafts В Front and rear axles Engine power is transmitted to the transmission through the torque converter. The transmission is a hydraulically engaged four speed forward, three speed reverse countershaft type power shift transmission. A calliper-disc type parking brake is located on the transmission.

The transmission outputs through universal joints to three drive shaft assemblies. The front drive shaft is a telescoping shaft which drives the front axle. The front axle is mounted directly to the loader frame. The front axle is equipped with conventional differential as standard (option : Limited slip differential). The rear axle is equipped with conventional differential as standard (option : Limited slip differential). The rear axle is mounted on an oscillating pivot. The power transmitted to front axle and rear axle is reduced by the pinion gear and ring gear of differential. It then passes from the differential to the sun gear shaft (axle shaft) of final drive.

The power of the sun gear is reduced by a planetary mechanism and is transmitted through the planetary hub to the wheel. 3-1

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HYDRAULIC CIRCUIT HYDRAULIC CIRCUIT P1 16+2 bar 7607APT18 NFS Follow-on slide D Vibration damper B Orifice P1 Proportional valve clutch K4 P2 Proportional valve clutch KR P3 Proportional valve clutch K1 P4 Proportional valve clutch K3 P5 Proportional valve clutch KV P6 Proportional valve clutch K2 Y1~Y6 Pressure regulator X :

Pressure regulator under voltage 3-2 K4 KR K1 K3 KV K2 F 60 P2 E B D NFS Y2 55 P3 D B D NFS Y3 56 P4 C B D NFS Y4 58 P5 B D NFS Y5 B 53 P6 A B D NFS Y6 Pressure reducing valve B D NFS B D B D D NFS B D Y1 Y2 Y3 4 Y5 Y6 Pressure reducing valve Temp sensor 9+0.5 bar Filter pressure differential valve Converter Relief Filter valve 11+2 bar Oil cooler Bcak pressure Bypass valve Pump valve 4.3+3 bar 16+2 bar 3 bar Oil sump Lubrication Main oil circuit Filter pressure differential valve Converter Relief Filter valve 11+2 bar Oil cooler Bcak pressure Bypass valve Pump valve 4.3+3 bar 16+2 bar 3 bar Oil sump Lubrication Main oil circuit Filter pressure differential valve peed Forward Reverse Eng Neutral clu Position aged on the tch valve blo Current s No.

of the measuring ck points 1 2 3 4 1 2 3 Y1 X K 4 F 60 Y2 X X X K R E 55 Y3 X X K 1 D 56 Y4 X X X K 3 C 58 Y5 X X X K V B 53 Y6 X X K 2 A 57 gaged lutch K1,KV KV,K2 K 3,KV K4,K3 KR,K 1 KR,K2 KR, K3 - - -

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2. TORQUE CONVERTER 2. TORQUE CONVERTER FUNCTION FUNCTION 1) 1 2 3 4 5 73033TM00 1 Turbine 2 Stator 3 Pump 4 Transmission pump 5 Input flange The converter is working according to the Trilok-system, i.e. it assumes at high turbine speed the characteristics, and with it the favorable efficiency of a fluid clutch. The converter is designed according to the engine power so that the most favorable operating conditions are obtained for each installation case. The Torque converter is composed of 3 main components :

Pump wheel - turbine wheel - stator (reaction member) These 3 impeller wheels are arranged in such a ring-shape system that the fluid is streaming through the circuit components in the indicated order. Pressure oil from the transmission pump is constantly streaming through the converter. In this way, the converter can fulfill its task to multiply the torque of the engine and at the same time, the heat created in the converter is dissipated via the escaping oil. The oil which is streaming out of the pump wheel, enters the turbine wheel and is there inversed in the direction of flow.

According to the rate of reversion, the turbine wheel and with it also the output shaft is receiving a more or less high reaction torque. The stator (reaction member), following the turbine, has the task to reverse the oil streaming out of the turbine once more and to deliver it under the suitable discharge direction to the pump wheel. Due to the reversion, the stator receiving a reaction torque. The relation turbine torque/pump torque is called torque multiplication. This is the higher, the greater the speed difference of pump wheel and turbine wheel will be. Therefore, the maximum torque multiplication is created at stationary turbine wheel.

With increasing output speed, the torque multiplication is decreasing. The adaption of the output speed to a certain required output torque will be infinitely variable and automatically achieved by the torque converter. 3-3

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