130033, OPR, HYSTER, Hyster2, SRM

//-->.pos {position:absolute; z-index: 0; left: 0px; top: 0px;}FORWARD–REVERSE SECTIONTORQUECONVERTERHOUSINGCENTERSHAFTRANGE SELECTIONEND COVEROUTPUTSHAFTSUMPOUTPUT PLANETASSEMBLYFIGURE 1. TRANSMISSION CUTAWAY1INTRODUCTIONThe three speed powershift transmission is the largest ofthe Hyster manufactured powershift units. With the ex-ception of some minor improvements, it is the sametransmission that was first manufactured in 1965, a realtribute to its rugged dependability.The transmission features three forward and three re-verse speeds and is available on 15,000 to 35,000 lb. lifttrucks. It was designed and built to handle the diverseoperating cycles and heavy loads typically encounteredin applications using these units. It is a constant meshhydraulically actuated transmission with a torque con-verter, five multiple disc clutch packs, and three com-pound planetary gear arrangements. The transmissionhas its own oil supply, pump, filter and coolers. Forwardand Reverse operation is controlled through a Monotrolsystem while the speed range (and neutral) is hand oper-ated.The transmission is comprised of four basic elements:••Torque converterForward–Reverse section••Low–Medium–High Range sectionControl valveThe sump, screen and pump are also removable forcleaning and servicing. Each element of the transmis-sion may be serviced as an individual unit but the torqueconverter section must be removed from the transmis-sion housing for disassembly of the torque converterand for access to the forward–reverse section. Access tothe range section is obtained by removing the end cover.This book will describe each element in detail – – how itoperates and what it looks like. The section on the torqueconverter will deal only with the fixed stator, repairabletype torque converter and how it is different from thenon–serviceable type.The material contained in this book is designed to helpyou apply the first important principle of SystematicTroubleshooting – Know the System. Only then can youcomplete the job and Determine the Symptom, List theCauses, and Take the Proper Corrective Action.2MECHANICAL SECTIONFIXED STATORFLEXIBLEDRIVEPLATESTURBINEIMPELLERTURBINEFIXED STATORIMPELLEROUTPUT SHAFTPUMP DRIVEFIGURE 2. TORQUE CONVERTER3TORQUE CONVERTERSEPARATORPLATETorque ConverterThe torque converter is a three element, single stage unitthat is manufactured to Hyster specifications by TwinDisc Clutch Company. This heavy duty 11 inch convert-er features an output shaft that is bearing supported frontand rear, a cast aluminum impeller and turbine and a fab-ricated steel stator. The converter differs from thoseused with other Hyster powershift transmissions in twoaspects: First, the stator is fixed to the transmission caseand does not turn with the impeller or turbine. Second,because of the fixed position of the stator there is noone–way clutch assembly.The basic torque converter operation is very similar toother converters. The impeller is mechanically linked tothe engine flywheel by flexible drive plates. Transmis-sion fluid is supplied to the torque converter by thetransmission charge pump, through the control valve.The driven impeller forces the oil around the housingand against the turbine blades. This oil flow turns theturbine. The turbine is mechanically linked to the outputshaft which provides the power input to the forward–re-verse section of the transmission. As the oil leaves theturbine it is redirected to the impeller by the stator.The torque converter on the three–speed powershifttransmission does not require “dialing–in” as other con-verters do, but it does require accurate measurement andshimming for correct drive plate–to–flywheel match-up. The correct procedures and tools for this operationmust be used. Refer to the service manual.FRICTIONDISCFIGURE 3. FRICTION DISC ANDSEPARATOR PLATEThe separators are smooth, slightly dished plates. Theyhave external tabs that fit into slots in the ring or hous-ing. The other set of plates has internal teeth that meshwith splines on a clutch hub or carrier. See FIGURE 3.They are surfaced with a friction material and are calledfriction discs. Friction discs and separator plates arestacked alternately to make up a clutch pack, usually onemore separator plate than friction disc to keep a non–ro-tating member on both sides of a rotating friction disc asa wear surface.Return springs keep the piston retracted so the frictiondiscs and separator plates are apart. The space is suffi-cient for the friction discs to rotate freely between theseparator plates. Hydraulic pressure forces the clutchpack piston, against the tension of the return springs, to-ward the separator plate. The rotating friction discs aresqueezed between the separator plates. This is calledclutch lockup.If the clutch ring that the separator plates are tabbed intois fixed, the lockup will stop rotation of the clutch pack.When the housing (or clutch ring) that engages the sepa-rator plates is not fixed the lockup will let the frictiondiscs “pick up” the separator plates and the entire packwill rotate as one unit. This gives us rotating and non–rotating clutch packs.FORWARD–REVERSE SECTIONThe forward–reverse gears and clutches are located in-side the transmission. To service the section you mustremove the torque converter. The assembly consists oftwo multiple clutch packs and a set of planetary gears.See FIGURE 4. The clutch packs are vital links in thepower train. They are like switches that connect and dis-connect the flow of power. The packs are made up of aring or housing, a clutch hub or carrier, a piston, returnsprings, friction discs and separator plates.4REVERSE CLUTCHSEPARATORPLATESFRICTIONDISCSFORWARD CLUTCHFORWARD CLUTCHHOUSINGFORWARD PISTONQUICK EXHAUSTVALVEFORWARDPISTONRETURNSPRINGRETURNSPRINGREVERSEPISTONINPUTRING GEARINPUT SHAFTCENTERSHAFTLONG PINIONSHORT PINIONCLUTCHRINGPINION CARRIERFIGURE 4. FORWARD–REVERSE SECTION5

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