Twin Disc Service Manual
Twin Disc Service Manual
Twin Disc Service Manual
INCORPORATED
INCORPORATED
Ser vice
Manual Power Shift
Transmission
Components:
TD-61-1180 Transmission
8-MLW-1755-1 Torque Converter
ETA28L Electronic Control
April, 2000
A. Twin Disc, Incorporated warrants all assembled products and parts, (except component products or parts on which written warranties
issued by the respective manufacturers thereof are furnished to the original customer, as to which Twin Disc, Incorporated makes no
warranty and assumes no liability) against defective materials or workmanship for a period of thirty (30) months from the date of original
shipment by Twin Disc, Incorporated to the original customer, but not to exceed twenty-four (24) months of service, whichever occurs first. This
is the only warranty made by Twin Disc, Incorporated and is in lieu of any and all other warranties, express or
implied, including the warranties of merchantability or fitness for a particular purpose and no other warranties
are implied or intended to be given by Twin Disc, Incorporated.
The original customer does not rely upon any tests or inspections by Twin Disc, Incorporated or on Twin Disc, Incorporated's
application engineering.
B. The exclusive remedy provided by Twin Disc, Incorporated whether arising out of warranty within the applicable
warranty period as specified, or otherwise (including tort liability), shall at the sole option of Twin Disc,
Incorporated be either the repair or replacement of any Twin Disc, Incorporated part or product found by Twin
Disc, Incorporated to be defective and the labor to perform that work and to remove and reinstall (or equivalent
credit). In this context, labor is defined as the flat rate labor hours established by Twin Disc, Incorporated in the
published Twin Disc Flat Rate Schedule, required to remove, disassemble, inspect, repair, reassemble, reinstall
and test the Twin Disc, Incorporated product only. Under no circumstances, including a failure of the exclusive
remedy, shall Twin Disc, Incorporated be liable for economic loss, consequential, Incidental or punitive damages.
The above warranty and remedy are subject to the following terms and conditions:
1. Complete parts or products upon request must be returned transportation prepaid and also the claims submitted to Twin Disc,
Incorporated within sixty (60) days after completion of the in warranty repair.
2. The warranty is void if, in the opinion of Twin Disc, Incorporated, the failure of the part or product resulted from abuse, neglect,
improper maintenance or accident.
3. The warranty is void if any modifications are made to any product or part without the prior written consent of Twin Disc,
Incorporated.
4. The warranty is void unless the product or part is properly transported, stored and cared for from the date of shipment to the
date placed in service.
5. The warranty is void unless the product or part is properly installed and maintained within the rated capacity of the product or
part with installations properly engineered and in accordance with the practices, methods and instructions approved or provided
by Twin Disc, Incorporated.
6. The warranty is void unless all required replacement parts or products are of Twin Disc origin or equal, and otherwise identical
with components of the original equipment. Replacement parts or products not of Twin Disc origin are not warranted by Twin
Disc, Incorporated.
C. As consideration for this warranty, the original customer and subsequent purchaser agree to indemnify and hold Twin Disc,
Incorporated harmless from and against all and any loss, liability, damages or expenses for injury to persons or property, including
without limitation, the original customer's and subsequent purchaser's employees and property, due to their acts or omissions or the
acts or omissions of their agents, and employees in the installation, transportation, maintenance, use and operation of said equipment.
D. Only a Twin Disc, Incorporated authorized factory representative shall have authority to assume any cost or expense in the service,
repair or replacement of any part or product within the warranty period, except when such cost or expense is authorized in advance
in writing by Twin Disc, Incorporated.
E. Twin Disc, Incorporated reserves the right to improve the product through changes in design or materials without being obligated to
incorporate such changes in products of prior manufacture. The original customer and subsequent purchasers will not use any such
changes as evidence of insufficiency or inadequacy of prior designs or materials.
F. If failure occurs within the warranty period, and constitutes a breach of warranty, repair or replacement parts will be furnished on a
no-charge basis and these parts will be covered by the remainder of the unexpired warranty which remains in effect on the complete
unit.
Includes R&R of both units or either unit, all necessary parts and equipment.
Drain and refill, clean and flush hoses and coolers, disconnect and connect
hydraulic lines, linkages, and drivelines and test.
2. External Assemblies
Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Modulating Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.5
Regulator Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Magnetic Pickup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.5
Electronic Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.5
Wiring Harness (checking) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
PTO Clutch Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Lip Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1. Unit Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
(Includes pre-clean, disassemble, clean, inspect, assemble and test.)
2. Valve Assembly
(Disassemble, clean, inspect, assemble and test)
TORQUE CONVERTER
1. Unit Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
(Includes pre-clean, disassemble, clean, inspect, assemble and test.)
2. Valve Assembly
Table of Contents
Introduction ............................................................9
General Information ............................................................................. 9
Replacement Parts ............................................................................... 9
Preventative Maintenance/Troubleshooting .................................... 10
Safety ................................................................................................... 11
Sources of Service Information ........................................................ 12
Warranty .............................................................................................. 12
Operation ..............................................................19
Basic System Description ................................................................. 19
Component Operation Summary ...................................................... 25
ETA 28-L Electronic Control Functions ............................................ 29
D.C. Power Supply .............................................................................. 32
ETA 28-L Electronic Control System Components ......................... 33
Hydraulic System ............................................................................... 38
Power Flow .......................................................................................... 40
Action of the Differential .................................................................... 42
System Operation ............................................................................... 43
Vehicle Operating Modes ................................................................... 43
Operational Problems ........................................................................ 48
Power Shift Transmission System Service Manual 7
Table of Contents Twin Disc, Incorporated
Troubleshooting ...................................................55
General ................................................................................................ 55
Pressure and Flow Test Kit ............................................................... 55
Troubleshooting Discussion ............................................................. 56
Diagnostic Test ................................................................................... 99
Introduction
General Information
This publication provides the information necessary for the operation and
maintenance of the Twin Disc, Incorporated equipment specified on the cover
of this manual. Specific engineering details and performance characteristics
can be obtained from the Product Service Department of Twin Disc,
Incorporated, Racine, Wisconsin, USA.
Special Tools
Engineering drawings are included for the fabrication of special tools that
should be used during disassembly and assembly of a unit. Repair of this
equipment should not be attempted without special tools. Twin Disc does
not manufacture these tools for general use.
Replacement Parts
Parts Lists
Ordering Parts
Renewal parts and service parts kits may be obtained from any authorized
Twin Disc distributor or service dealer.
Parts Shipment
Furnish the complete shipping information and postal address. All parts
shipments made from the factory will be FOB factory location, USA. State
specifically whether the parts are to be shipped by freight, express, etc. If
shipping instructions are not specified, the equipment will be shipped the
best way, considering time and expense. Twin Disc, Incorporated will not
be responsible for any charges incurred by this procedure.
Twin Disc, Incorporated having stipulated the bill of material number on the
unit’s nameplate absolves itself of any responsibility resulting from any
external, internal or installation changes made in the field without the express
written approval of Twin Disc. All returned parts, new or old, emanating
from any of the above-stated changes will not be accepted for credit.
Furthermore, any equipment which has been subjected to such changes will
not be covered by a Twin Disc warranty.
Preventative Maintenance/Troubleshooting
Most Twin Disc products have provisions for attaching lifting bolts. The
holes provided are always of adequate size and number to safely lift the
Twin Disc product.
These lifting points must not be used to lift the complete power unit.
Lifting excessive loads at these points could cause failure at the lift
point (or points) and result in damage or personal injury.
Safety
General
Individual product service bulletins are issued to provide the field with
immediate notice of new service information.
For the latest service information on Twin Disc products, contact any Twin
Disc distributor, or contact the Product Service Department, Twin Disc,
Incorporated, Racine, Wisconsin 53405-3698, USA by e-mail at
service@twindisc.com.
Warranty
Equipment for which this manual was written has a limited warranty. For
details of the warranty, refer to the warranty statement at the front of this
manual.
General
Description
Sump
The bottom of the transmission housing serves as the sump for all oil used
in the transmission/ torque converter system. A suction strainer is installed
in the sump to prevent debris from being drawn into the pump inlet.
Pump
The system pump located on the rear of the torque converter is a positive
displacement gear-type and is driven directly by the engine. The pump inlet
draws oil through a suction strainer. Outlet from the pump is directed through
a filter and regulator valve and supplies pressure for clutch apply, torque
converter and lube. The pump runs at 1.28 times faster than engine speed.
A scavenge pump is attached to the back of the main system pump on the
converter. The scavenge pump draws oil from the bottom of the engine
flywheel and converter housings and returns the oil to the transmission sump.
Pressure regulating valves for controlling main and lube oil pressures are
contained in the regulator valve assembly on the transmission. Converter
pressure is controlled by a pressure regulator at the converter outlet and the
transmission lube regulator. The regulator valve on the transmission also
includes a cold oil relief for protection of the converter.
The lockup and modulated input clutches in the torque converter are controlled
by proportional valves that are mounted on the torque converter, and are
actuated by proportional electrical signals. A solenoid of a different type is
used to control the torque converter mounted PTO.
Special Features
Clutches
Hardened steel plates and organic fiber friction plates are used on all clutches.
The 7-inch clutches are of the orifice type clutch. The rear 9-inch clutch is of
the S dump valve configuration. The front 9-inch clutch is of the LD dump
valve configuration. The clutches are hydraulically actuated, spring-released,
and oil cooled.
Bearings
The 7-inch clutch shafts are supported with tapered roller bearings. The end
play of the 9-inch clutch shaft is controlled by a double tapered roller bearing
set, and the other end of the shaft is supported by a straight roller bearing.
The output shafts and differential are supported with tapered roller bearings
and ball bearings. The output end gear and ring assemblies on the clutches
are supported with caged needle bearings, and located with needle thrust
bearings. The input end gear and ring assemblies are supported and located
by, and include, a matched set of double tapered roller bearing assemblies.
Specifications
ETA-28L CONTROL
Furnished with the transmission is the ETA-28L electronic control. The control
provides automatic shifting for the transmission/converter system and is
necessary to coordinate the function of the vehicle, torque converter and
transmission in a truck application. The control operates on 12 volts dc
provided by the vehicle battery.
Operation
This section covers operation of the transmission, torque converter, and the
associated hydraulic and electronic control system and their relationship to
the engine and vehicle. The following paragraph (prior to start-up) provides
information the vehicle operator needs to know to inspect the transmission
and start the engine.
1. Visually inspect the transmission, converter and drive line for security
of mounting. Inspect plumbing and electrical components for security
of attachment and/or leaks. Leakage must be corrected.
2. Oil level procedure: It is best to check the oil level after the truck has
been setting with the engine not running for at least 4 hours. The
truck should be parked on a level surface.
a. With the engine not running, both oil level sight glasses should
show full. Add oil if both glasses do not show full.
b. Set the vehicle brakes and start the engine. With the engine
at low idle, the transmission in neutral, and with cold oil (10 to
35 deg C) the oil level should be at the middle of the lower
sight glass.
c. Apply the foot brakes, shift to D6 and run the engine at 1500
RPM until the transmission oil reaches 100 deg C. Lower the
engine to low idle and shift to N. The oil level should show full
in the bottom sight glass and 1/2 to full in the upper sight glass.
This section describes the function and relationship of the following major
components in your power transmission system.
SPEEDOMETER
LIQUID CRYSTAL
50
MISCELANIOUS DISPLAY 40 60 RANGE
70
SWITCH INPUTS 30 SELECTOR
20 80
10 90
POWER
SOURCE
MODE CHANGING
DIFFERENTIAL LOCK
ENGINE BR AKE
PTO
ACCELERATOR
PEDAL POSITION
POTENTIOMETER
HYDRAULIC
SYSTEM FILTER
DIFF. PRESS.
SWITCH
CONVERTER LOCKUP
ENGINE AND MODULATED TEMPERATURE
LOAD ENGINE CLUTCH VALVE COILS SENSOR
Power Shift Transmission System Service Manual
SIGNAL CONTROLLER
TRANSMISSION
PTO
RANGE CLUTCH
SOLENOID
TRANSMISSION VALVE COILS
INPUT AND
OUTPUT SPEED
SENSORS
ENGINE
TORQUE CONVERTER
WITH PTO, LOCK UP CLUTCH
AND MODULATING CLUTCH
PORT 1
PORT 2
G
G
MAGNETIC PICK-UP
(40 TEETH)
PORT 3
36T PER INPUT
REVOLUTION
X
X
MAIN PRESSURE CHECK
(3) PORTS MARKED "X"
PORT 4
PORT 6
X
DIFFERENTIAL
CONTROL VALVE
MAGNETIC PICK-UP
OUTPUT SPEED 53 TEETH
(OPTIONAL LOCATION)
MAGNETIC PICK-UP
PORT 5
OUTPUT SPEED 60 TEETH
G
LUBE PRESSURE CHECK
3 PORTS MARKED "G"
Torque Converter
The torque converter is direct mounted to the engine flywheel housing, and
its input member rotates with the flywheel. The transmission system oil
pumps are geared to the input member, providing oil flow for transmission
system operation. Two pumps are mounted in tandem. One provides oil
flow for the operation of the transmission system, and the other one pumps
normal torque converter drainage back to the transmission oil sump
(scavenge pump).
There are two internal clutches in the torque converter. One is a modulated
input clutch that connects the flywheel driven member to the fluid circuit
impeller. The other is the lockup clutch that connects the fluid circuit impeller
to the fluid turbine or converter output shaft. Both of these clutches are
controlled by the electronic controller, based on conditions. There are
pressure testing ports located on the torque converter that can be used in
trouble shooting certain problems. See Figure 2 in Operation.
The power take off is mounted on the torque converter, and is used to connect
the engine flywheel power to operate a remotely mounted pump for the
vehicle.
The remote mounted transmission contains several clutches that are engaged
in combinations that determine the gear ratio that is used to drive the vehicle.
The input shaft is directly connected to the torque converter output shaft.
The transmission output shaft is directly connected to the axles of the vehicle.
Electric valves are mounted on the transmission that are energized in the
proper combination to engage the appropriate clutches. The transmission
housing is the oil sump for the transmission system. There are several oil
pressure test ports located on the transmission for use in troubleshooting
certain problems. See Figure 3, 4, and 5 in Operation.
Cables
The cables connect the components of the electronic control system to each
other, and also to the sensors, valves, and switches that are located on the
various components in the power transmission system.
Never actuate the manual override, except when in neutral with the
vehicle stopped, and the engine speed at idle. The use of this switch
allows vehicle power in 3rd range, neutral, or reverse.
Rotary Switch
The rotary switch (three position) allows selection of the drive mode, pump
and roll mode, or stationary mode. The stationary mode position is used to
engage the PTO, if needed, during the emergency or come home operation
and is used in conjunction with the manual override switch.
Display Unit
The display unit provides information to the operator about what range the
transmission is in, and is also used while troubleshooting system problems.
This also displays status codes that may be generated by the control box
sensing abnormal conditions in the transmission system.
Control Box
The control box contains the computer and eprom that has been programmed
with the desired vehicle function parameters. The control box relies on
information provided by several input devices, and provides signals to several
outputs that result in the vehicle performing in the desired manner. The
inputs are:
! Range selector
Based on the signals obtained from these inputs, the control box sends
signals out to various devices that cause the vehicle operation. The outputs
are:
R--REVERSE Selected
N--NEUTRAL Selected
D6
Automatic range shifts from 2nd to 6th are permitted based on output shaft
speed and throttle position. Torque converter lockup clutch is automatically
applied in ranges 2nd through 6th based on turbine speed. When the
differential lock is selected, automatic shifts and torque converter lockup
include 1st range. The differential lock is available in range 1, 2, 3, and 4. D6
is used to select 3rd range when operating in manual override mode.
D5
Automatic range shifts and torque converter lockup clutch application are
allowed in 2nd through 5th ranges based on same criteria as in D6.
Differential lock is available in 1st through 4th ranges. When the differential
lock is selected, automatic shifts and torque converter lockup includes 1st
range.
D4
D3
D2
D1
First range only is allowed. Lockup is available with engine brake selected.
Differential lock is available.
The differential lock switch is a normally open switch that when closed signals
the control to engage the inter-axle differential clutch. The differential clutch
is controlled by an on/off solenoid and will not be engaged if the differential
lock switch is open (not selected).
Differential Clutch
The function of the differential clutch is to lock the front and rear transmission
output shafts together to assure equal delivery of power to front and rear
axles of the vehicle. The differential clutch may be engaged in all ranges
except 5th and 6th. In neutral, reverse, 1st, 2nd or 3rd, the differential clutch
will be engaged when the differential lock switch is turned on.
In 4th range with the differential lock switch selected, operation of the
differential clutch is automatic. In this situation the differential clutch will be
engaged if slip exceeding 12% is detected. Slip is monitored continuously
when the clutch is off, and the clutch will remain off until slip exceeding 12%
is detected.
When slip conditions remain above 12% for a period of time, the clutch will
cycle 20 seconds engaged followed by 2 seconds or less disengaged. The
disengaged interval allows the release of any wind-up in the drive train before
speeds are checked for slip. If either the turbine or the transmission speed
sensors should fail, the differential clutch will respond directly to movement
of the differential lock switch, but will be restricted to 3rd range or below.
This is used to select the vehicle pump and roll mode, and is available in all
transmission ranges and can be selected at any time by rotating the switch.
This should only be engaged when the vehicle is stationary, the range selector
is in N, and the accelerator pedal is at idle.
The stationary PTO switch is used to engage and disengage the PTO in the
stationary and manual override modes.
Interruption Of Power
Electronic Control
Monitors and controls system through four wiring harnesses. The control
has no preferred mounting orientation.
Power Relay
Range Selector
Six forward positions, neutral, and reverse are available on the range selector.
Range selector switches are shown in drawing number 1018316 in
Engineering Drawings. The selector position communicates to the control
the operator’s request for a desired operation. The control will respond when
conditions are correct for a change. For example, the vehicle may be moving
forward and the operator may move the selector to request R, but the control
will not engage reverse until the transmission output speed (forward direction)
is low enough so the power train will not be damaged.
The selector must be in N when the starter is engaged (so vehicle does not
lunge forward or reverse unexpectedly when the engine starts). The #7
switch in the selector closes in neutral to supply power to the start switch. If
the selector is not in N, no power is supplied to the start switch, and the
starter will not engage even if the operator turns or presses the start switch.
Note that electrical power is supplied directly to the switch in the selector,
and power goes from the neutral start switch to the start switch. The electrical
power for the start switch only passes through the switch in the selector.
The electronic control is not involved in the neutral start feature.
The reverse alarm is activated when the selector is placed in the R position.
Power is supplied to the reverse alarm #6 switch in the selector. When the
selector is in the R position, the switch closes and passes the power on to
activate the reverse alarm. Note that the electronic control is not involved in
operation of the reverse alarm, only the switch in the selector and the wires
connected to it. This switch is also used in manual override operation to
activate reverse range.
When the differential lock switch is closed it signals the control of the operators
request to turn on the differential lock clutch in the transmission (locks the
front and rear output shafts of the transmission together). The control will
turn the differential clutch solenoid on when conditions are appropriate. If
the control has reverse, 1st, 2nd, or 3rd range engaged, it turns on the
differential clutch solenoid. If the control has 4th range engaged, the
differential will be turned on only if a significant difference exists between
the expected and actual output speed (control knows transmission input
speed and gear ratio) indicating that the front or rear wheels are “spinning”.
The control will not turn the differential solenoid on if it has 5th or 6th range
engaged.
When the work mode switch is selected and other vehicle conditions are
met, the electronic control converts vehicle operation to the work mode.
Normally closed push button switch used during diagnostic tests and an
integral plug that is used to enter diagnostics test mode.
Speed Sensors
Voltage signal is generated as each tooth of a gear moves past the sensor.
This results in an ac voltage signal with a frequency determined by the
frequency of a tooth passing the sensor. The control knows how many teeth
are on the gear under the sensor and converts the frequency of pulses to
determine gear/shaft RPM. Turbine speed sensor measures torque converter
output speed (equals transmission input speed). The sensor is mounted on
the upper part of the transmission. The output speed sensor measures
output speed of one of the output shafts on the transmission. The control
uses the input and output speed information when determining appropriate
transmission range, engagement of the lockup clutch, etc. Resistance of
the sensors is approximately 1100 ohms. The control does not measure the
voltage of the speed sensor signals, it only uses the frequency of the pulses.
The amplitude (voltage) of the signal is determined by the velocity of the
gear tooth as it passes the sensor and the gap between the gear tooth and
the end of the sensor. The sensor must be close to the gear to generate a
signal that is large enough to reach the control where the frequency is
measured. Measuring the voltage of the speed sensor signal would only be
useful for verifying that the sensor is generating a signal.
Accelerator Potentiometer
Display
The liquid crystal display (LCD) is usually installed on the vehicle dash. It
indicates the transmission range that the control has engaged. It is also
used to inform the operator if the control has detected a fault in one of the
external circuits, and is used during the diagnostics test to communicate
with the operator.
Solenoids (S1, S2, S3, S4, and SD), and electric modulating valves (M5,
M6, ML, MI) are used for controlling high pressure oil being directed to engage
clutches. They are all identical cartridge valves that are capable of being
used as proportional modulating valves. S1, S2, S3, S4, and SD are
controlled with an on/off signal. These pressures are either full on or full off.
M5, M6, ML, MI are controlled with a signal type that can control pressure
full off, full on, or at intermediate levels as needed for proper vehicle shifting
and control.
The electric modulating valves (M5, M6, ML, MI) are used to control the
engagement of a particular clutch. The control is able to turn these valves
on from 0 to 100 percent. The oil flow/pressure supplied to the clutch pack
can be more precisely controlled with these valves. This is especially
important when the control changes transmission ranges - turning some
clutches off and others on.
The control knows the appropriate resistance of each of the valves and the
wires to/from the valve and checks the external circuits continuously. If it
detects a value that is out of range, it shows a status code on the display to
alert the operator to check the circuit and the valve. This will alert the operator
if a wire is cut or plug comes unplugged, etc.
Filter Sensor
Detects pressure across the oil filter (inlet pressure vs. outlet pressure).
When pressure reaches a high level (filter starting to plug) the control will
alert operator with a status code.
This sensor is located in the transmission clutch oil supply circuit. It is used
to modify shift profiles to compensate for the affects of temperature. The
sensor is a variable resistance element that provides an analog signal to the
control. The sensor excitation is 8.6 volts via a 3K resistor.
A set of normally open relay contacts close when the controller is in pump or
stationary mode. The customer supplied engine speed control sets the engine
speed for PTO operation when these contacts are closed. The contacts are
rated for a nominal one amp noninductive load and are isolated from other
controller circuitry.
Hydraulic System
See hydraulic system schematic and piping diagram in the drawing section
of this manual.
The hydraulic system provides oil at correct pressures and flows for operation
and lubrication of the transmission and torque converter. A cascading-type
system is used, wherein the demand for pressure and flow for transmission
functions are supplied in sequence from a single pump. Regulator valves
control and maintain the necessary pressures for each function. As the
demand for pressure and flow are met for one area of the system, oil is
cascaded to meet the demands of the next area. Hydraulic system
components and their functions are as follows:
Transmission Sump
The sump is located in the bottom of the transmission housing and serves
as a reservoir for all oil used in the system. Oil level is checked with two sight
glasses on the side of the transmission. Please refer to Preventative
Maintenance for oil level check and filling procedures. A suction screen
installed in the reservoir prevents debris from being drawn into the pump
inlet. This screen is not serviceable from the outside.
Pump
The main pressure regulator valve maintains main system pressures for
application of clutches. Please refer to Description and Specifications for
designed pressure limits. Main system pressure, opposed by preset spring
tension on the back side of the regulator piston, causes the valve to open
and cascade excess oil into the torque converter circuit, thereby maintaining
system pressure at the desired value. As main pressure is building up, oil
passes through an orifice into lube to provide for lubrication during start-up.
A spring and ball located in the main regulator valve sense pressure at the
outlet port. Excessive pressure causes the ball to open and bypass oil to the
lube circuit which protects the converter.
The torque converter circuit oil pressure is regulated by the converter regulator
valve that is located in the converter housing of the torque converter. This
regulates the converter circuit outlet pressure to the desired level, and the
oil is then discharged through the oil cooler and into the lube oil circuit of the
transmission.
The lube regulator valve maintains lube system pressure at the desired level.
Please refer to Description and Specifications for pressure limits. Lube is
provided for lubrication of bearings and splines, and for lubricating and cooling
clutches. The maximum lube pressure is limited by cascading the excess oil
to the transmission sump.
Two proportional cartridge valves are housed in each of three valve bodies
that are also the clutch shaft end caps or collectors. When a range is selected,
the valve solenoids for that range are energized, permitting regulated main
pressure to apply the desired clutch packs. When another range is selected,
the solenoids for the new range are energized, and the solenoids for the
previous range are de-energized, allowing the passage of clutch apply oil to
the sump, thus releasing the clutch. Two of these valves are supplied with
signals that are capable of controlling the pressures at intermediate levels to
aid in shift profiles, and four are used as on/off solenoids.
An on/off solenoid is located on the PTO clutch rate of rise valve located on
the PTO at the right rear of the torque converter. This solenoid supplies oil
to the pilot spool and rate of rise portion of the valve, resulting in a controlled
pressure rise to the clutch. The PTO solenoid is energized by the control
system or the operator, depending on the conditions that exist.
Power Flow
The torque converter driving ring bolts directly onto the engine flywheel.
The internal teeth of the driving ring mesh with the gear teeth on the rotating
housing. The rotating housing provides input power to the input clutch. The
output of this clutch is connected to the impeller wheel of the torque converter.
Power flow system components and their functions are as follows:
Converter Drive
When in converter drive, with the input clutch engaged, converter fluid is
moved by the impeller blades and directed against the turbine wheel blades,
driving the turbine wheel assembly. Since the turbine wheel assembly is
spline connected to the output shaft, the output shaft is driven.
After the fluid passes through the turbine wheel blades, it is redirected to the
impeller wheel blades by the stator blades. When output torque requirements
exceed input torque, the freewheel unit on the stator is locked up. However,
when output torque requirements are equal to, or less than, input torque, the
stator freewheels.
Disengaging the input clutch disconnects the impeller from the engine. The
pumps and power take off will still run at engine speed.
When the lockup clutch is engaged, power is transmitted from the rotating
housing, through the steel driving plates which are spline connected to the
rotating housing, and to the friction clutch plates by clamping action of the
engaged clutch. The friction clutch plates are spline connected to the turbine
hub. The turbine hub is spline connected to the output shaft. Thus, the
lockup clutch provides direct mechanical drive.
Freewheel Function
When the lockup clutch is engaged, the freewheel assembly allows the stator
to freewheel. This improves the unit efficiency. The freewheel assembly
locks the stator to the stator carrier during converter operation. This allows
the torque converter to multiply engine torque.
Transmission
Power flow is from the engine through the torque converter output shaft to
the input yoke on the front of the transmission input shaft. The three driver
gears, one on the rear of each of the two 7-inch clutch shafts and one on the
rear of the 9-inch clutch shaft, are connected to their shafts. The gears on
the two 7-inch clutch shafts are connected by a tapered interference fit, and
the gear on the 9-inch clutch shaft is connected by a spline. Whenever the
engine is running the input (7-inch clutch) shaft and its driver gear will turn
engine direction. The driven 7-inch clutch shaft is rotated by its interference
fit driven gear, which meshes with the input shaft driver gear, causing the
gear and shaft to rotate in anti-engine direction. If the transmission is in
neutral, the power flow stops at this point. In order to have power to the
wheels, one 7-inch clutch and one 9-inch clutch must be engaged.
In all ranges, input to the differential is through the driving gear on the 9-inch
clutch shaft to the driven gear bolted to the outside diameter of the differential
housing. The differential housing is bolted to the planet carrier. All output
torque from the range clutches passes through these driven gears turning
the differential housing and planet carrier. Within the differential are one
sun gear, one ring gear, a planet carrier, and a set of planet gears. There
are two output shafts. The sun gear is spline-connected to the rear output
shaft. The ring gear is spline-connected via the clutch spider and the
differential housing to the front output shaft.
Operation
When the planet carrier rotates, the front and rear output shafts are rotated
by the planet gear driving the sun and ring gears. If the rear output shaft
meets some resistance, the planet gears will rotate inside of the ring gear.
The sun gear, planet gears, and front output shaft will continue to rotate. If
the front shaft is stopped and the rear shaft is free, the planet gears walk
around the sun gear. The ring gear, planet gears and output shaft continue
to rotate. This principle can be applied when either shaft must rotate slower
than the other. When the differential clutch is applied, the differential is
locked and turns en masse with both output shafts turning at the same speed
as the differential housing. This clutch is applied when the proportional
cartridge valve is energized by the control system when the differential lock
switch is closed and specific conditions are met. See drawing number
1018205 in Engineering Drawings.
System Operation
Start Up
2. Activate the start switch to supply electrical power to the starter circuit.
A relay is normally used to remove electrical power from the control
during starter engagement.
3. When the operator releases the start switch, the switch returns to the
on or run position. The power relay will energize and again supply
electrical power to the ETA-28L electronic control.
The are five modes of operation: Drive mode, pump and roll mode, stationary
mode, manual override mode, and diagnostic mode.
Power is supplied to the control box when the vehicle switch is turned on.
The control box does a self test sequence, and upon passing this, looks at
the various input signals. If the range selector is in N, the operator is allowed
to start the engine. The control box continuously monitors the various inputs,
and outputs to prevent improper operation of the transmission system.
When the operator selects a maximum forward drive range (D1 through D6),
the control box monitors the transmission output speed to select the
appropriate transmission clutches to engage. If the vehicle is stopped, and
the transmission input speed is below a preset speed condition, the
transmission will go into 2nd range. Note that if the differential lock switch
has been selected, the transmission will go into 1st range. The transmission
will then upshift and downshift automatically, between the maximum gear
selected and 2nd based on the transmission input and output speeds, throttle
position, and engine torque signal level, and the converter lockup clutch will
be applied to obtain direct drive through the torque converter. If the differential
lock switch has been selected, the transmission will upshift and downshift
automatically between the maximum gear selected and 1st. The control box
monitors the throttle pedal position, and will not allow automatic upshifts if
the pedal is not applied. The display shows the letter D and the corresponding
range that the transmission is in while in forward, and the letter R1 when in
reverse.
Movement of the range selector lever from a forward range to N and back to
a forward range (i.e. D6 to N to D6) while the vehicle remains in motion will
cause the transmission to be engaged in a range corresponding with output
shaft speed. Subsequent automatic upshifts or downshifts will be made based
on selector lever position, output shaft speed and throttle position.
If the operator moves the transmission range selector into N while the vehicle
is moving forward, the transmission will shift into neutral, and the control box
will monitor the transmission output speed. If the selector is moved back
into a forward range, the control box will calculate the appropriate gear range,
and shift to it regardless of the maximum forward range selected. If the
operator moves the selector to the reverse direction while still moving forward,
the transmission will remain in neutral until the transmission output speed
slows to a predetermined speed to prevent damage to the transmission.
The differential lock may be applied in all ranges except 5th and 6th. In 1st,
2nd, 3rd, neutral, and reverse, the differential lock clutch will engage
immediately upon closure of the differential lock switch. Clutch operation in
4th range is automatic. When 4th range is engaged and the differential lock
switch is closed, the clutch will engage when 12% slip is detected.
The power take off (PTO) is never allowed to engage in the drive mode.
Examples of Operation
Basic: Vehicle is on a paved road. Differential lock is not selected. Operator
starts truck. Selector is placed in reverse. Control looks at all of the inputs
and decides it is appropriate to engage reverse range in the transmission.
Control energizes one solenoid valve and one modulating valve to engage
two clutch packs in the transmission. See drawing number 1018316 in
Engineering Drawings. Appropriate valves for reverse are #4 and #5. Two
clutch packs must be engaged in the transmission to transmit power to the
wheels. Operator releases vehicle brakes. Operator depresses accelerator,
engine provides power to the torque converter, output of torque converter
provides power to the transmission, output shaft provides power to the
driveshafts to move the vehicle in reverse direction. The vehicle speed will
respond to the operator moving the accelerator pedal or activating the brakes.
If operator stops pressing the accelerator and presses the brakes, the control
will select appropriate transmission range as the output speed decreases,
all the way down to 2nd range if the vehicle slows that much. If operator
presses the accelerator, the control will continue to select the appropriate
transmission range as the speed changes. If the vehicle is rolling when the
operator depresses the accelerator, the control sees that the operator is
trying to accelerate (pedal depressed), and it may decide it is appropriate to
select a lower range to provide quicker acceleration.
The pump and roll mode is available in all transmission ranges, and can be
selected at any time. In this mode, the PTO clutch is engaged, and vehicle’s
engine speed is controlled independent of the throttle pedal. The vehicle
speed and tractive effort is controlled by the throttle pedal that is now
controlling the converter input modulated clutch, which is allowed to slip as
necessary to control the vehicle speed. The vehicle speed is controllable
from a stopped condition, up through a considerable speed, depending on
the transmission range selected and throttle pedal position.
The converter lockup clutch is not applied in the pump and roll mode.
The display shows the letter P and the corresponding range that the
transmission is in. Drive mode is available at any time while operating in the
pump and roll mode.
When the drive mode is selected, the control box monitors the vehicle output
speed, and if it is above a predetermined level, engine speed control is
immediately given back to the throttle pedal, and the transmission shifted
into the appropriate range for the vehicle speed. If the vehicle output speed
is below this level, engine control is immediately given back to the throttle
pedal, the display shows blank, and the transmission held in neutral for a
short period of time before shifting into the appropriate gear range based on
the output speed. As soon as the transmission is shifted into a gear, the
display will again show D and the corresponding range.
Stationary mode should only be selected when the vehicle is stopped, and
the engine idling with the transmission in neutral. Electrical power is removed
from the transmission, except power will be supplied to the stationary PTO
switch. The power take off will then be controlled on or off by this switch.
The throttle pedal will not control anything in this mode, and the engine
speed will be controlled by external means.
To engage manual override: stop the vehicle, place the selector in N, and
rotate the override switch to the manual override position. To move the
vehicle forward, wait until the engine speed is at idle, then move the range
selector to D6. To move the vehicle backward, wait until the engine speed is
at idle, then move the range selector to R. To limit vehicle speed, apply
vehicle brakes. To increase vehicle speed, depress the accelerator pedal.
Moving the range selector to N, disengages the transmission clutches.
To engage the PTO, move the mode selector switch to the pump position.
Both vehicle speed and PTO speed are controlled by the vehicle accelerator
pedal position.
Operating the engine at high speed with the vehicle brakes applied,
stalls the torque converter and generates considerable heat in the
transmission hydraulic circuit.
If greater PTO (pump) speed is needed, place the selector in N while applying
vehicle brakes and use the vehicle accelerator pedal to increase engine
speed and pump flow.
Selector changes should only be performed with the engine at idle and
the vehicle stopped. Failure to do so could cause harsh transmission
engagement or engagement in a direction opposite of vehicle travel,
either of which could cause injury to personnel or damage to equipment.
Diagnostics Mode
Diagnostics mode is available for controller system tests, and for ease in
certain troubleshooting procedures. These tests verify operation of the
controller, integrity and function of the external circuits, and provide a means
to energize clutches individually. Nine separate tests can be individually
selected and performed with the switch assembly and two character display.
Please refer to Troubleshooting for the correct troubleshooting procedures.
This mode is entered by separating the two sections of the flat connector
located in cable J1 and reconnecting them such that an electrical path is
completed through the connector. Electrical power must be removed from,
and re-applied to the control to enter this mode.
Operational Problems
Preventative Maintenance
General
Lubrication
Hydraulic System
The oil level in the transmission must be checked after each use. Procedure
for checking oil is as follows:
1. Visually inspect the transmission, converter and drive line for security
of mounting. Inspect plumbing and electrical components for security
of attachment and/or leaks. Leakage must be corrected.
2. Oil level procedure: It is best to check the oil level after the truck has
been setting with the engine not running for at least 4 hours. The
truck should be parked on a level surface.
a. With the engine not running, both oil level sight glasses should
show full. Add oil if both glasses do not show full.
b. Set the vehicle brakes and start the engine. With the engine
at low idle, the transmission in neutral, and with cold oil (10 to
35 deg C) the oil level should be at the middle of the lower
sight glass.
c. Apply the foot brakes, shift to D6 and run the engine at 1500
RPM until the transmission oil reaches 100 deg C. Lower the
engine to low idle and shift to N. The oil level should show full
in the bottom sight glass and 1/2 to full in the upper sight glass.
Adding Oil
The oil fill plug is located on the rear face of the transmission. Refer to
Figure 3 in Operation. Add or remove oil as needed to set proper level.
Do not operate the transmission with oil levels above or below the
recommended settings. Either condition can result in overheating or
loss of power and damage to the equipment. When following this oil
check procedure be sure the vehicle parking brakes are on. The vehicle
wheels should also be blocked or the truck parked up against an
immovable object.
Change the transmission oil after every 1200 hours of operation. Change
the oil filter after each 300 hours of operation or sooner if the filter pressure
indicator shows FP in the display.
When changing the oil in the transmission system drain the transmission
sump and the engine flywheel housing. Change the oil filter.
When installing new units or newly rebuilt units it may be necessary to replace
the oil filter after a few hours of operation. Monitor the filter pressure indicator
for the FP code.
Recommended Oil
Oil Classification
Use specified engine oil viscosity grade that meets one of the API service
classification: CF, CF-2, CG-4, or CH-4 per SAE J138a and the requirements
of Caterpillar TO-2 and Allison C4 specifications or the requirements of MIL-
L-2104E.
Oil Viscosity
The approved viscosity for this application is SAE 10W. Some multi-viscosity
oils (SAE 15W40) have also been approved in this transmission. Contact
Twin Disc for approval.
Filter Requirement
A filter is to be installed between the main pump outlet and pressure regulating
valve. Provision is made for the filter and it is shown on the hydraulic
schematic. The Twin Disc part number for replacement filter elements is
1016502.
2. Keep cable or harness away from hot surfaces, moving parts and
oil locations.
7. When mating connectors, make sure they will mate properly. Coat
pins and sockets only with dielectric compound to seal out moisture
and corrosive substances (Twin Disc part number MA890 or Dow 4
Compound.) Locate and use the connector orientation key.
9. Cable or harness bend radius must not be less than twenty times the
cable diameter.
10. Avoid twisting or winding cable along its axis during installation or
removal.
13. Check the cable or harness tie downs. Keep cable securely fastened
to machine frame.
14. Check the condition of the cable or harness at any rub point and
wherever the cable passes through a sheet metal hole.
Inspect all hydraulic lines, hoses, etc. for damage, sponginess, loose
connections, chafing, etc. Correct leaks and replace damaged parts. Lines,
hoses, etc. which show evidence of chafing should be replaced, rerouted,
and/or otherwise protected to prevent further damage.
Periodically inspect split lines between housing halves and between externally
mounted components such as valves and covers for leakage or damage.
Repair leaks and/or replace damaged parts as required.
At the time of each transmission oil change the main and lube pressure of
the transmission should be checked. See Figures 2, 3, 4, and 5 in Operation
for pressure test point locations.
Prior to making pressure checks, ensure that the transmission is filled with
oil of the correct type.
1. Select desired check point and install 0-300 psi (0-2000 kPa) pressure
gauge to check main and clutch apply pressures, and 0-100 psi (0-
800 kPa) pressure gauge for lube system.
2. Apply the vehicle parking brakes and start the engine. Shift to D6
and bring the engine up to 1500 rpm. Allow the transmission oil to
heat to 80 to 100 deg C.
Troubleshooting
General
A portable pressure and flow test kit NU 2451 is available and contains the
necessary equipment to accurately test and troubleshoot the hydraulic system
of this Twin Disc unit. The kit contains pressure gauges, hoses, adapters,
and flow meters. Contact the Twin Disc Service Department, Racine
Wisconsin for specific information concerning this test kit.
One principle of troubleshooting is to start with the simple and move to the
more difficult. Check the simple items first. Run the simple test first. Then
move to the more difficult.
Troubleshooting Discussion
Possible causes:
No dc Power to Control
Verify that the proper dc voltage (12 volts) is supplied to the
transmission control. Check the circuit breaker, relay or fuse in the
electrical power supply to the transmission control box.
Loose Cables
If proper voltage is being supplied to the control but the display is
blank, check the cable connections between the display and the
transmission control unit.
Failed Control
If the cable connections are tight but the display is still blank, either
the display or the control box are defective. If the vehicle will still drive
as it should, then the control unit is functioning properly.
If the display is blank and the vehicle will not move, replace the control
unit.
Possible causes
If the oil level is low, add oil to bring to proper operating level. If
vehicle now drives properly, low oil level was the cause of malfunction.
If oil level is high and does not drop when the engine is running,
either the oil level was set over full or the main pump is not supplying
oil.
If the oil level is correct but the vehicle will not move, start the
engine and while at low idle and with all vehicle brakes on, shift
out of N into D6, and then R. With the vehicle operator still in
the cab, an assistant should stand off to the side of the vehicle
in a position where the drive shaft between the converter and
transmission can be seen. Use a mirror under the vehicle if
necessary.
When the range selector is in the N position the drive shaft between
the converter and the transmission should be rotating. If the drive
shaft is not rotating when in the N position, the transmission is locked-
up internally or the torque converter is not transmitting power. When
the range selector is shifted out of N the drive shaft should come to a
stop quickly. If the drive shaft stops but the vehicle does not move,
the transmission may be locked-up internally. If the drive shaft does
not come to a stop when shifted out of N, one or more of the
transmission clutches are not engaged properly. Further testing is
required to identify the problem.
Install pressure test fittings at each clutch pressure test port. See the
test port locations in Operation. Go into the test modes T7 and T8.
With the engine running, verify that the pressure at each clutch is at
full pressure when selected and at zero pressure when not selected.
On the transmission the solenoid valves 1,2,3, and 4 (S1,S2,S3,S4),
are used as on/off valves and T7 is used to test these. Proportional
valves 5 and 6 (M5,M6) on the transmission and the proportional
valves on the torque converter (MI,ML) are tested with T8 for a check
of pressure versus percent of full current.
Possible causes:
If reverse clutch pressure is good when engaged and the drive shaft
into the transmission does stop when R is selected, but the vehicle
does not move, it is possible that the opposite clutch on the same
shaft is seized causing the transmission to stall. Remove the
transmission to repair.
Possible causes:
If the 2nd/5th clutch pressure is good when engaged and the drive
shaft into the transmission does stop when D6 is selected, but the
vehicle does not move, it is possible that the opposite clutch on the
same shaft is seized causing the transmission to stall. Remove the
transmission to repair.
Do not drive the vehicle more than a few feet in test mode T8.
Possible Causes:
With the transmission in test mode and T9 selected, apply the vehicle
parking brakes and the foot brakes. Shift the selector to D6
(transmission will be in 5th range) and fully depress the throttle pedal.
The loaded engine speed (loaded against the torque converter) should
agree with engine application specifications.
Inspect and clean the strainer screen at the inlet side of the scavenge
pump.
Disconnect the hose at the outlet side of the scavenge pump and
direct it to a bucket. Start the engine and observe if oil is coming from
the pump. Initially the hose should run full until the oil from the flywheel
housing is evacuated. While the hose is running full, catch the oil in
a 2 liter or ½ gallon container and measure the time to fill the container.
At 700 RPM, the pump should deliver 19.9 liter/minute (5.25Gal/
minute) or fill the container in about 6 seconds. When the flywheel
housing is evacuated, the hose should flow a mixture of air and oil. If
the pump outlet is below the expected value, check for damaged or
loose hose or fittings in the suction side of the scavenge pump. Also,
check the drain port at the bottom of the engine flywheel housing for
obstructions. Replace the scavenge pump if necessary.
Failed Converter
If the pump continues to deliver a solid stream of oil and the pump is
delivering as expected , it is likely that the leakage from the torque
converter is greater than normal and the scavenge pump can not
keep up. The torque converter must be removed for repair. Raise
engine rpm to approximately 1000 rpm and run for several minutes.
Repeat the oil flow measurement at this engine rpm. A solid oil stream
at this rpm supports the decision to remove the torque converter
because of excessive leakage.
Lockup Clutch
If lockup pressure is low and main pressure drops significantly as
lockup is applied, then an internal leak in the lockup clutch apply
section is likely. The converter must be removed for repair.
Possible causes:
Possible causes:
Possible causes:
Possible causes:
Possible causes:
Differential Seized
Remove the output shaft driveline from either end of the transmission
with the engine off. The transmission output yoke should be free to
turn when a torque of 50 lb. ft. is applied. If it will not turn, the differential
has internal damage such as the clutch. Remove the transmission to
repair. If the differential is free to turn, but does not turn when the
engine is running, clutch may be applied due to a faulty solenoid
valve.
Possible causes:
Possible causes:
Possible causes:
With the selector in the N position, run the engine speed up slowly. If
there is vibration present in the speed range, the source is likely the
drive shaft between the torque converter and transmission. Repair or
replace the drive line.
Tire Damage
IS FUSE OR CIRCUIT No
REPLACE FUSE OR
BREAKER CLOSED? RESET BREAKER
Yes
12 VOLTS PIN F TO G ON
CHECK POWER
CABLE P3 AT CONTROL No
RELAY
BOX?
Yes
Yes
Yes
Possible causes: low oil level, failed main pump, pump suction leak, failed clutch solenoid, failed clutch pack, locked axle or brakes
No
Yes
Yes
Yes
No
RUN PRESSURE
No Yes TEST TO
DIAGNOSE TRANSMISSION IS
TRANSMISSION IS DAMAGED HYDRAULICLY LOCKED
INTERNALLY AND MUST BE UP, RUN PRESSURE
REMOVED TEST TO DIAGNOSE
Yes
No
MAIN - NORMAL
REVERSE - LOW
MAIN - NORMAL
REVERSE - NORMAL
SWAP REVERSE
IF ALL PRESSURES ARE
SOLENOID WITH # 2
NORMAL, REVERSE CLUTCH
SOLENOID
IS SLIPPING - REMOVE
TRANSMISSION
NO CHANGE
Yes
No
RUN TEST T7 AND CHECK MAIN MAIN - NORMAL REPAIR OR REPLACE # 2-5
AND 2-5 CLUTCH PRESSURE REVERSE - ZERO CLUTCH SOLENOID VALVE
MAIN - NORMAL
MAIN - NORMAL REVERSE - LOW
REVERSE - NORMAL
Yes
No
Yes
SERVICE Pass
ENGINE Test Mode T8, 95%,
move selector N to D6,
Lock-up pressure low MEASURE LOCKUP AND MAIN Both pressures normal
Main pressure normal PRESSURE IN TEST MODE T8 no evidence of slight engine
lug down when lock-up
is applied
Possible causes: Worn clutch pack, slow solenoid valve, improper pressure, improper speed signal, throttle
position sensor out of adjustment, defective temperature sensor
PERFORM PRESSURE
TEST
Possible causes: Too much oil in transmission, poor scavenge from engine flywheel, low oil flow thru
converter and cooler, cooler not working properly
PERFORM TORQUE
ADJUST TRANSMISSION CONVERTER SCAVENGE
OIL TO PROPER LEVEL TEST
Possible causes: Excessive Torque Converter leakage, obstructed pump inlet, suction leak
REPLACE PUMP
General
The control system is designed to maintain safe operation in all modes of
operation. The system also runs special software routines in conjunction
with the main program to check system integrity. For example, if a range is
engaged, a test routine checks that the correct solenoids are turned on and
that all others are off. If not, the system reacts by going to neutral. At the
instant such faults are detected the operator is notified by a status code on
the display. Only status codes that are listed on the following page should
be displayed. If unusual codes are displayed, use diagnostics Test 1 in
Troubleshooting to check the operation of the display.
Code Definition
S1 Transmission solenoid 1
S2 Transmission solenoid 2
S3 Transmission solenoid 3
S4 Transmission solenoid 4
M5 Transmission solenoid 5
M6 Transmission solenoid 6
Display Faults
Possible display faults include segments that don’t come on, stay on
when they should not, or a blank display. Common causes of these
faults include control not seeing any power, display not receiving signal
from control, or a faulty display. It should be noted that display
problems are usually caused by wiring faults rather than a faulty display
or control.
Possible solutions:
B. With the input power on, measure the voltage across positive
socket F and negative socket G at the P3 wiring harness.
The meter should read 9-14 volts dc. If it doesn’t, check the
following:
PP Status Code
This status code indicates that the supply voltage for the control has
dropped and stayed below 9 volts dc for more than 0.1 second. The
9 volts dc is necessary to sustain the outputs. The electronic control
will go to computer neutral. Manual override is not allowed. The voltage
levels are not sufficient to sustain the outputs.
Possible causes:
E. Run relay contacts are not disconnecting during the start cycle.
2. T4 status code
Accelerator Pedal
An out of range accelerator pedal signal results in the following:
Drive Mode: Range changes are made from a fixed load zone (P5).
This section deals with status codes associated with turbine and output
speed sensor circuits.
Possible causes:
C. Align the gear seen through the turbine speed sensor hole so
the gear tooth is in the middle of the hole.
D. Screw the turbine speed sensor into the hole until it just contacts
the gear tooth.
F. Use jam nut to lock the turbine speed sensor in place (50 in-
lbs, 5.7 Nm).
Possible causes:
f. Use jam nut to lock the sensor in place (50 in-lbs, 5.7
Nm).
Possible solutions:
Possible solutions:
This section deals with status codes associated with input switching
devices.
Range Selector
Perform diagnostics Test 2 to verify selector lever position as seen
by the control.
Individual Switches
These switches are: differential lock switch, pump and roll mode
switch, and the transmission oil filter differential pressure switch. The
switches can be tested by placing an ohmmeter across the connections
and opening and closing the switch.
After the fault is fixed, the control must be repowered to clear the
status code.
After the fault is fixed, the control must be repowered to clear the
status code.
Diagnostic Approximate
Solenoid Integrity
Display Connector Contacts Resistance
Energized Code
Code Ohms
S1 1 S1 P4 X and E 5 to 11
S2 2 S2 P4 W and E 5 to 11
S3 3 S3 P4 Y and E 5 to 11
S4 4 S4 P4 U and E 5 to 11
SP PTO SP P4 K and E 10
M5 5, HIGH M5 P4 D and J 5 to 11
M6 6, LOW M6 P4 P and Q 5 to 11
Differential
SD SD P4 R and E 5 to 11
Lock
Modulated
ML ML P4 B and Z 5 to 11
Lockup CL
Modulated
MI MI P4 C and V 5 to 11
Input CL
If several solenoid status codes occur at the same time, verify that
the #2 switch in the range selector is closing properly. The switch
must close to indicate the operator has moved the selector out of N
before the solenoids may be engaged. For safety reasons, the control
cannot energize any solenoids if the selector is in N. If the #2 switch
or the cables to it have high resistance, the solenoid circuits will all be
affected, and several status codes may occur.
Unplug the pigtail of the indicated valve and measure the resistance
of the solenoid valve itself. Expected resistance values are listed in
the chart. Place ohmmeter leads on the two sockets corresponding
to the solenoid in question. See Table 2 in Troubleshooting. A proper
ohmmeter reading for the solenoid is shown in the chart. Also verify
that the solenoid leads are not shorted to the chassis by measuring
resistance between the connector and the transmission housing, there
should be no connection.
This section deals with status codes associated with internal circuitry
in the control box.
I2 or I3 Status Code
These status codes are caused by an internal problem in the control.
They indicate an internal defect in the control circuitry. The status
code will be displayed and the control will maintain computer neutral.
No further computer controlled shifts are allowed. The control should
be replaced. Manual override mode is possible.
PP CAN LN I2 I3 FP
CAUSE
BT T2 T4 TA
MUST
SELF SELF REPOWER SELF
CLEARING CLEARING TO CLEAR CLEARING
TX 1A 1X S1 S2 M5 M6
S3 S4 MI ML
TURBINE SPEED SENSOR OUTPUT SPEED SENSOR
- OUTPUT SPEED SIGNAL
CIRCUIT SHORTED OR
MISSING
CIRCUIT SHORTED OR SD SP
O P E N - LOCK-UP O P E N - LOCK-UP
- LOCK-UP ALLOWED
ALLOWED -DIFFERENTIAL ALLOWED -DIFFERENTIAL
- DIFFERENTIAL LOCK DESIGNATED SOLENOID
LOCK RESTRICTED TO LOCK RESTRICTED TO
RESTRICTED TO BELOW SHORTED OR OPEN
BELOW 4TH RANGE BELOW 4TH RANGE
4TH RANGE COMPUTER NEUTRAL
>>PERFORM T5 TEST<< >>PERFORM T5 TEST<<
NO SHIFTS ALLOWED
- OPEN WIRE - OPEN WIRE PERFORM T6 TEST
- SENSOR GAP TOO
- SHORTED WIRE LARGE (> 1/4 turn) - SHORTED WIRE
- BAD SENSOR -- - SENSOR DEFECTIVE - BAD SENSOR -- OPEN SOLENOID SHORTED
-- R = 1000 TO 1300 OHMS - INTERNAL PROBLEM -- R = 1000 TO 1300 OHMS SOLENOID OPEN WIRE
--SAME FOR J4 PIN L TO T >>PERFORM T5 TEST<< -SAME FOR J4 PIN M TO S. SHORTED WIRE SEE
AT CONTROL -- J4 PIN T AT CONTROL -- J4 PIN S TO TROUBLESHOOTING
TO J3 PIN G = 0. IF OPEN, J3 PIN G = 0. IF OPEN, TABLE # 2 FOR CABLE PINS
INTERNAL FUSE BAD INTERNAL FUSE BAD TO TEST
MUST
REPOWER
MUST TO CLEAR MUST MUST
REPOWER REPOWER REPOWER
TO CLEAR TO CLEAR TO CLEAR
Diagnostic Test
General
Electrical power must be removed from the control (turn off power switch)
before entering the diagnostics test mode. The diagnostics test mode is
entered by connecting two wires in the test mode cable by means of a
connector. The diagnostics test connector is located in the Twin Disc J1
cable. Consult the manufacturer’s vehicle manual for the specific locations.
2. Place the test connector plug in test mode position. The plug is in
the J1 harness of the control, one wire comes into each half of the
plug. Unplug the connector, and realign the pin and socket so the
two wires will be connected when the halves are plugged together
(this completes the circuit). This can be done by only connecting one
pin and one socket of the two plug halves.
4. Turn the system power “On”. A check of the EPROM will be performed
at power up and a code will be displayed that indicates the software
program that is loaded in the chip. The software identification code is
four characters long. Two characters are displayed at a time on the
two character display. If there is an internal fault, the status code I2
or I3 is displayed. If there are no internal faults, Test 1 will be
entered to test the display.
(pause) Display will show T1, indicating the first test is being
started.
On power-up into the diagnostics test, the display test will be entered
automatically. The purpose of this test is to verify the function of the display,
as it is used as a readout device in all of the following tests. T1 for test 1 is
first displayed. After 2 seconds, the display will indicate the following
sequence at 0.5 second intervals: “XX”, “++”, “0.0”, “**”. This sequence will
continue repeating until the test is exited.
To exit test 1, momentarily depress the diagnostics test push button. The
control will return to the main menu, described below.
Main Menu
The main menu is a list of all the diagnostics tests in symbolic form. To enter
the main menu from the display test (Test 1) depress the diagnostics test
push button. The display will begin to cycle from T2 through T9 and then
start again at T2. To select the desired test, wait until the symbol for the
desired test appears in the display and then momentarily depress the
diagnostics test push button. The desired test will now be entered. Refer to
the section covering the selected diagnostics test for information on how to
exit to the main menu. Once in the main menu, a new diagnostics test can
be entered.
To enter the range selector test, momentarily depress the diagnostics test
push button when T2 is indicated in the display.
During this test, the display will indicate the position of the range selector
lever as seen by the control.
! R
! N
! 6
! 5
! 4
! 3
! 2
! 1
To exit Test 2, momentarily depress the diagnostics test push button. The
electronic control will return to the main menu.
To enter the input switch test, momentarily depress the diagnostics test push
button when T3 is indicated in the display.
During this test, the status of the pump and roll mode, differential lock, filter
pressure, and stationary PTO switches will be indicated on the display,
followed by XX to allow exiting of the test loop. The test will start out by
cycling through the selections within T3.
The control will continue to display the status of the switch until the diagnostics
test push button is momentarily depressed which will cause the control to go
back to the sub menu listing the four selections. A new switch may be selected
by momentarily depressing the diagnostics test push button when the choice
is displayed.
To exit test 3, momentarily depress the diagnostics test push button when
the XX appears in the sub menu display. The electronic control will return to
the main menu.
To enter this test, momentarily depress the diagnostics test push button
when T4 is displayed. During this test, the display indicates a value, relative
to the voltage received by the controller, from the accelerator pedal position
potentiometer, and temperature sensors.
The test will start out by cycling through the selections within T4.
The T4 Sub Menu Selections are as follows.
! S = Temperature sensor
The display range is 0.0 to 4.0 volts. Normal accelerator pedal and values
are 1.0 to 3.5 volts. When the accelerator pedal is at the idle position, the
display must read 1.0 ± 0.5. When the accelerator is fully depressed (full
throttle position), the display must read 3.5 ± 0.1 volts.
The temperature sensor should read about 2.1 at 70 deg F and will read
<0.8 or >3.7 if out of range (<-40 deg F or >320 deg F).
To exit test 4 and return to the main menu, momentarily depress the
diagnostics test push button when the XX appears in the sub menu display.
To enter the speed sensor integrity test, momentarily depress the diagnostics
test push button when T5 is indicated in the display.
The control will cycle through the selections available in T5. To choose which
speed sensor is to be checked, momentarily depress the diagnostics test
push button when the correct speed sensor symbol is displayed.
Once a speed sensor is chosen, the condition of the speed sensor will be
displayed. Both segments of the display will be used. The left segment will
indicate the condition of the speed sensor. The right segment will indicate
which speed sensor is being tested. The possible conditions of the speed
sensors are as follows.
The electronic control will continue to display the status of the speed sensor
until the diagnostics test push button is momentarily depressed which will
cause the electronic control to go back to the sub menu listing the three
selections. A new speed sensor may be selected by momentarily depressing
the diagnostics test push button when the correct symbol is displayed.
To exit the sub menu and return to the main menu, momentarily depress the
diagnostic test push button when XX appears in the display. The electronic
control will return to the main menu.
When all solenoids have the proper impedance, the display will show oK.
To return to the main menu, move the selector lever to N and momentarily
depress the diagnostics test push button. The electronic control will return
to the main menu.
Pressure gauges will be required to verify that each clutch is engaging to its
proper value. Connect the pressure gauges to the pressure ports indicated.
The correct pressures are given in Description and Specifications. The display
shows the identifier of the solenoid or electric modulating valve currently
energized.
! S1 = Transmission solenoid 1
! S2 = Transmission solenoid 2
! S3 = Transmission solenoid 3
! S4 = Transmission solenoid 4
! SP = PTO solenoid
To select any solenoid, momentarily depress the diagnostics test push button
when the desired solenoid symbol is in the display. Once selected, the
desired solenoid will be energized. The electronic control will continue to
display the symbol for the energized solenoid until the diagnostics test push
button is momentarily depressed which will cause the electronic control to
go back to the sub menu listing the choices. A new solenoid may be selected
by momentarily depressing the diagnostics test push button when the desired
symbol is in the display.
To exit the sub menu and return to the main menu, move the selector lever
to N and momentarily depress the diagnostics test push button when the XX
appears in the display.
To exit the sub menu and return to the main menu, move the selector lever
to N and depress the diagnostics test push button when the XX appears in
the display. The electronic control will return to the main menu.
Current Pressure Valve M coil end down Pressure Valve 5 (c oil end up)
and L and 6
% of full min max min max
0 0 0 0 0
5 0 0 0 0
10 0 0 0 0
15 0 0 0 0
20 0 0 0 0
25 0 0 0 0
30 0 0 0 15
35 3 12 8 29
40 10 31 25 46
45 30 50 46 70
50 52 71 69 90
55 74 92 90 110
60 93 112 109 129
65 112 132 130 148
70 135 152 150 170
75 155 172 172 189
80 177 192 192 210
85 195 210 212 226
90 215 225 227 230
95 223 230 227 230
Test 9 may be used to verify proper operation of the torque converter. The
engine must be running to perform the stall check. If the output shafts were
disconnected to perform other tests, they must be reconnected. If the engine
was not running before entering the test mode, the control will have to be
repowered into the diagnostics test mode (Turn power off, start engine, turn
power on with the J1 plug in test mode). Test 9 should be entered with the
selector lever in N. The vehicle brakes must be applied in this test.
! Selecting N
To enter the stall test, momentarily depress the diagnostic test push button
when T9 is indicated in the display. Depress the selection button when the
desired sub menu selection is displayed.
To exit test 9, move the selector lever to N and momentarily depress the
diagnostics test push button. The electronic control will return to the main
menu.
XX XX XX
T1 T3 T4
T2 T5 T6
DISPLAY INPUT SWITCH ACCELERATOR T7 T8 T9
RANGE SPEED SENSOR SOLENOID
SELECTOR P, D, F, W, XX TEMPERATURE T, 1, XX INTEGRITY TEST SOLENOID MODULATED CONVERTER
(EPROM PRESS TEST TO
CHECKSUM WILL PRESS TEST TO T, S, XX PRESS PRESS TEST TO SELECT NEUTRAL POWER VALVE STALL TEST
SELECT DESIRED
ENTER AND EXIT TEST TO ENTER ENTER OR EXIT PRESS TEST TO EXIT
DISPLAY ONCE ) SWITCH
1 T
APPLY
WORK MODE (PTO) TURBINE MOVE BRAKES, APPLY
SENSOR XX BRAKES,
XX, ++, . , PX - N O T S E L E C T E D P SELECTOR OUT ENGINE IDLE,
** PS - S E L E C T E D TT : GOOD OF NEUTRAL APPLY SHIFT FROM ENGINE
+T : OPEN BRAKES, NEUTRAL IDLE,
-T : S H O R T E D ENGINE SHIFT FROM
CONTROL AND PRESS TEST TO XX NEUTRAL
IDLE,
DISPLAY GOOD DIFFERENTIAL LOCK EXIT 5, XX
D SHIFT FROM PRESS TEST TO
PRESS TEST DX - N O T S E L E C T E D "-" A N D S O L NEUTRAL ENERGIZE WHEN
TO EXIT DS - S E L E C T E D 1,2,3,4,5,6,P, L,
OUTPUT DISPLAYED
SENSOR M, O R D
M5, M6, ML, MI,
11 : G O O D INDICATES XX 5
FILTER DELTA XX
+1 : O P E N OPEN SOLENOID
PRESSURE
F -1: S H O R T E D
DISPLAY WILL FX - OPEN SHIFT TO
FS - C L O S E D PRESS TEST TO PRESS PRESS
CONTINUALLY NEUTRAL
EXIT TEST T O XX TEST
CYCLE T2 T H R U ANY TIME
Power Shift Transmission System Service Manual
ENERGIZE
T9. PRESS T E S T STATIONARY PTO TO EXIT CAUTION!
WHEN
TO ENTER WX - NOT SELECTED W TRANSMISSION
"+" A N D S O L DISPLAYED
DISPLAYED WS - S E L E C T E D SHIFTS INTO
1,2,3,4,5,6,P, L, S1, S2, S3, PRESS TEST TO
TEST NUMBER 5TH RANGE
M, O R D S4, SP, SD, STEP - %
MOVE VEHICLE MAY
INDICATES R1, XX C U R R E N T - 00,
SELECTOR TO ADJUST MOVE
THROTTLE SHORTED 05, 10, 15.....90,
ALL LOCATIONS T 95, XX
IDLE: 1.0+0.5 SOLENOID
I2 O R I3
FULL: 3.5+0.1
PRESSURE SHIFT TO
RECORD TEST OPTIONAL NEUTRAL
"--" IN "R,N,6,5
MAIN AND
DETENT ,4,3,2,1"
CLUTCH
CONTROL TEMP SENSOR PRESSURE RECORD
DEFECTIVE oK INDICATES NEUTRAL
70 F (21C) = 2.1 PRESS CLUTCH
Install quick connect fittings on the following ports. Refer to Figures 2 through
5 in Operation.
! Main pressure
! Converter outlet
! Lube
! Lockup clutch
! Clutch 1
! Clutch 2
! Clutch 3
! Clutch 4
! Clutch 5
! Clutch 6
! Differential clutch
! Pto clutch
Engine speed should be held at approximately 715 rpm during test if possible.
If not possible, run complete test at consistent engine rpm.
Use Test 8 to select solenoids for clutches 5, 6, lockup, and modulated input
clutch. Use the value at 95% of full current when recording pressures in
Table 5 in Troubleshooting. Troubleshooting the proportional effects of the
shift profiles requires that pressure versus current be measured and recorded
in Table 6 in Troubleshooting. The charts that follow will aid in determining if
a possible problem may exist
Solenoid energized
Record none 1 2 3 4 5 6 Lock up Mod In Diff Pto
Pressure
Main
Converter
Lube
Lock-up -- -- -- -- -- -- -- -- -- --
Mod. Cl -- -- -- -- -- -- -- -- -- --
Diff. Cl -- -- -- -- -- -- -- -- -- --
Pto Cl -- -- -- -- -- -- -- -- -- --
Clutch 1 -- V E NT -- -- -- -- -- -- -- --
Clutch 2 -- V ENT -- -- -- -- -- -- -- --
Clutch 3 -- -- -- V EN T -- -- -- -- -- --
Clutch 4 -- -- -- V ENT -- -- -- -- -- --
Clutch 5 -- -- -- -- -- V ENT -- -- -- --
Clutch 6 -- -- -- -- -- V ENT -- -- -- --
Flow -- -- -- --
from --
vented
port
Pressure, PSI
Coils up Coils down
Current min Clutch Clutch max min Lock Mod. max
% of full 5 6 up Conv
0 0 0 0 0
5 0 0 0 0
10 0 0 0 0
15 0 0 0 0
20 0 0 0 0
25 0 0 0 0
30 0 15 0 0
35 8 29 3 12
40 25 46 10 31
45 46 70 30 50
50 69 90 52 71
55 90 110 74 92
60 109 129 93 112
65 130 148 112 132
70 150 170 135 152
75 172 189 155 172
80 192 210 177 192
85 212 226 195 210
90 227 230 215 225
95 227 230 223 230
100 227 230 223 230
Main -- -- -- --
Pressure
Lub e -- -- -- --
P ressure
This vehicle is equipped with an oil filtering system with a bypass warning
indicator. During the following engine running tests, monitor the bypass
warning that will be displayed in the transmission system display unit. If the
filter bypass (FP code) is indicated, and the engine is at idle, it is important
to change oil filter elements. Repeat this as necessary to clean up the oil of
contaminants that may have been trapped in various locations in the
transmission hydraulic system.
Pressure, PSI
Coils up Coils dow n
200
160
120
80
40
0
0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8
Current, Amps
200
160
120
80
40
0
0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8
Current, Amps
Engineering Drawings
The following pages include the engineering drawings that are specific to
this model. The engineering drawings included are listed below.
TWIN DISC, INCORPORATED RACINE, WISCONSIN 53403, U.S.A. 262-638-4000/262-638-4482 (FAX) WWW.TWINDISC.COM