Deutsche GROVE

GMK 3050

Power Train
Kessler power train ......................................................................................................1
General description of 6 X 6 drive...........................................................................1
1. Transfer case.......................................................................................................1
2. Differentials: .......................................................................................................1
2.1 Standard differential:..................................................................................1
2.2 Additional drive differential:......................................................................1
3. Power train layout.............................................................................................2
4. Range selection: ..................................................................................................2
4.1 Detail transfer case cross section drawing ................................................3
5. Standard differential cross section drawing ....................................................4
RC 21.12.98

GMK 3050. Training Information. Kessler Power Train. December 98.

 Deutsche GROVE

Kessler power train

General description of 6 X 6 drive

1. Transfer case
Output drive from the Allison transmission is connected via a drive shaft to a
combined transfer case and differential. The integrated differential is selectable to
drive the second axle if required.
The transfer case consists of drop gears, which give two selectable drive ratios and a
neutral position. Selection is via an integral air cylinder, with one fixed and one
floating piston; both being attached to the selector shaft. This arrangement gives three
positions via sequential air delivery from three external air solenoid valves, which are
energised by cab mounted push button control switches to give the desired ratio or
neutral position (see figure 1).
The selector shaft is held in the selected position by a detent ball & spring, allowing
only momentary actuation of the control solenoids while the control buttons are
pressed. Highway & low range are both indicated by warning lights (H8 highway &
H6 low range) in the driver’s cab. The warning lights are controlled by two switches,
which are actuated by the selector shaft (S70 highway & S7 low range). Neutral
position does not have any warning light. An integral inter-axle power divider with a
power split of 1:1 gives the necessary proportional power division to the drive axles,
50% being to the front and 50% to the rear.
The internal inter-axle differential lock can be engaged in case of traction being lost.
Operation of the inter-axle differential lock is via an integrated air cylinder, which is
actuated by an external solenoid valve, when selected by the driver’s cab switch.
Drive for the integrated (wheel drive) differential is by an additional set of drop gears,
which can be connected to the transfer case output shaft by a sliding dog coupling.
The inter-axle locking is common to the transfer case inter-axle differential lock and
the second axle additional drive selection. Switches are installed (S62/S54
respectively) to indicate additional drive/inter-axle lock status via warning lights
(H4/H3 respectively) in the driver’s cab

2. Differentials

2.1 Standard differential

This is fitted to the first and second axle lines and incorporates a transverse/cross
differential lock. Operated by an integrated air cylinder, this engages a sliding dog
coupling to inhibit the differential function when selected via the driver’s cab switch.
Both are monitored by switches S1 & S3 respectively, controlling warning light H7.

2.2 Additional drive differential

This is fitted to the second axle line and in normal highway operation the drive passes
through the differential to the third axle. When the longitudinal/inter-axle locks are
engaged an integrated air cylinder engages a sliding dog coupling to connect the
second axle to the drive train. The differential also incorporates a transverse/cross
differential lock, which is monitored by switch S2, controlling warning light H7.

GMK 3050. Training Information. Kessler Power Train. December 98. Page. 1
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3. Power train layout

Transfer case
Drive input from
with integrated
transmission
differential for
second axle
Standard
Standard differential – rear
differential – front axle
axle

50% 50%

The view above shows power distribution in highway travel; the second axle is not
connected to the drive power. Engagement of the inter-axle/long lock automatically
engages the second axle drive. To enable operation of the inter-axle/long or
transverse/cross locks it is conditional that the transfer case is in low range.
Note: Axle & transfer case differential locks should only be used when traction is
lost. While in use, the vehicle should be steered in a straight line with the minimum
of power. Use of differential locks above standard axle weights, on non-skid ground
or while turning may cause component failure.

4. Range selection
Table 1
Solenoid function 41-Y1 41-Y2 41-Y3
Highway range X X O
Neutral X O X S7 low S70 highway
Low range O O X range range
X = Air pressure
O = No air pressure

Solenoids
Y1 Y2 Y3

1. Shift cylinder
2. Fixed piston
3. Floating piston
4. Detent pin

Figure 1: Cross section of range selector & solenoid pneumatic input configuration

GMK 3050. Training Information. Kessler Power Train. December 98. Page. 2
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4.1 Detail transfer case cross section drawing

S7 low range S70 highway

*Mechanical
engagement

S62 additional drive S54 inter-axle lock

– axle 2

* For 6 x 4 drive the switches S54 & S62

will both be replaced by a locking bolt (see
mechanical engagement detail above).

S2 differential cross lock

GMK 3050. Training Information. Kessler Power Train. December 98. Page. 3
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5. Standard differential cross section drawing

The standard differential is fitted to axles 1 & 3

S1/S3 differential cross

lock

GMK 3050. Training Information. Kessler Power Train. December 98. Page. 4