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Lock-up clutch components include: A. The backing plate - located directly in front of the turbine and bolted to the converter front cover. 1. The backing plate always rotates at engine speed. B. A lock-up clutch plate assembly - located next to the backing plate. 1. It's splined directly to the turbine shaft. C. The lock-up clutch piston - located inside the converter front cover. 1. It's splined to the converter front cover and always rotates at engine speed. Hydraulic fluid forced between the front cover and lock-up clutch piston causes the piston to move. A. This "sandwiches" the clutch plate between the piston and backing plate, forcing the clutch plate to rotate at engine speed. 1. Since the clutch plate is splined to the turbine shaft, the transmission's input equals engine RPM.

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tches tches pro

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e typical foThey are l

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n Configu

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re planeta

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etary carr

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verse

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r

HYDRAULIC SYSTEM Hydraulics The hydraulic system generates, directs and controls the pressure and flow of hydraulic fluid in the transmission. A. Oil is directed through valves, circuits and orifices. B. Pressurized oil controls clutch application, lubrication and cooling. C. On-highway and off-highway systems are configured differently, but operate on the same principles. The hydraulic system is a "closed loop." A. Fluid travel begins in the sump, travels throughout the system to perform various tasks, then returns to the sump to cycle through again. On-Highway Hydraulics Overview On-highway control valves are located in the valve body and front support.

HydA. Hcon1. ItB. P1. P2. M3. EC. Svalv1. WpresD. G1. Ga. A2. Ma. MthroE. Aup a1. MF. o 1. Tpres

draulic conHydraulic nverter put always rPressure fPressure fMain pressExhaustedShifting isves. When the ssure signGovernor Governor As output Modulator Modulator ottle is opeAs the vehagainst sp

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ntrol overflow is inimp.

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shift signa

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ssure. e acts as aal valve mo

ay valve doming clut

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On-Highway Hydraulics Overview Trimmer valves located in the clutch apply circuit regulate oncoming clutch application. A. Full throttle shifts result in firm clutch apply. B. Partial throttle shifts result in smooth clutch apply. C. Trimmer valves consist of an orificed trimmer at the top, a plug in the middle and a spring and stop at the bottom.

1. As the clutch apply circuit fills, pressure is fed to the top of the trimmer valve. 2. Initially, this forces the trimmer and plug down against spring and fluid pressures. a. This allows clutch apply pressure to exhaust slightly, regulating oncoming clutch application. b. Main pressure flows through the orifice in the trimmer and begins forcing the plug down. c. Once the plug bottoms, pressure forces the trimmer up, blocking the clutch apply circuit's exhaust passage and fully applying the clutch. The amount of fluid pressure under the trimmer plug is controlled by the trimmer regulator. A. Trimmer regulator relies on modulator pressure for positioning. 1. During closed or partial throttle operation, modulator pressure is high and lifts trimmer regulator off its seat. a. This blocks the main pressure feed passage, exhausting the pressure at the bottom of the trimmer valves, resulting in soft, easy shifts. 2. During full or nearly full throttle, the trimmer regulator stays down on its seat. a. This opens the pressure feed to the bottom of the trimmers and results in quick, firm clutch application.

Module Review Questions l. What is the torque converter's purpose in a typical Allison transmission? (Check the correct answer: - A. To provide engine oil cooling when the vehicle is at idle. _ B. Transmitting engine rotational power to the transmission gearing. _ C. Providing a mechanical over-speed protection device for both the transmission and the engine. _ D. Restricting the flow of transmission oil to clutches and valves during downshifting or when in neutral. 2.The three primary components of a torque converter are (check the correct answer): - A. The turbine, rotor and Pump. - B. The stator, turbine shaft and input shaft. - C. The pump, stator and turbine. - D. The front support, sun gear shaft and rear bushing' 3. Which of the following best describes the torque converter's operation? (Check the correct answer.): _ A. As the engine spins, the torque converter provides resistance - this resistance builds hydraulic pressure which is directed to the transmission gearing and clutches. _ B. The engine provides input to the torque converter stator which directs fluid to the turbine shaft - once fluid reaches the turbine shaft, it's re-directed to the front pump. _ C. The engine spins, driving the torque converter pump - the pump throws oil against the turbine vanes, which rotates the turbine (which is splined to the turbine shaft). 4. When torque converter turbine speed approaches pump speed (check the correct answer): _ A. Oil flowing to the stator begins striking the opposite sides of the stator vanes, and torque multiplication is stopped and a fluid coupling develops. _ B. The torque converter senses an over-speed condition and immediately sets a trouble code in the Electronic Control's ECU. _ C. Oil flowing to the stator is now allowed to flow to the turbine shaft, itself, and the turbine shaft spins as fluid hits the shaft's splines. 5. The torque converter's lockup clutch (check the correct answer): _ A. Allows the torque converter to attain a one-to-one coupling. _ B. Consists of a piston, clutch plate and cylinder. _ C. Is controlled by a solenoid on the vehicle's engine. _ D. Prevents high stall torque situations from damaging the engine or transmission.

6. Which of the following best describes lockup clutch operation? (Check the correct answer.): - A. As the engine reaches maximum RPM, the lockup clutch is applied, creating a drag to reduce engine RPM and prevent engine damage. - B. Clutch apply pressure compresses the lockup clutch plate between the piston and back plate, locking all three components together. - C. Main pressure fills the lockup clutch apply cylinder - the vanes on the lockup clutch disc spin the disc and lock it to the back plate to create a mechanical connection. 7. The three components of a typical planetary gear set are (check the correct answer): _ A. The front gear, side gears and ring gear. _ B. The input gear, the pinion gears and the planetary gear. _ C. The pinion gear, the carrier gear and the ring gear. - D. The ring gear, pinions held by a carrier, and a sun gear. 8. Which statement best summarizes the Basic Laws of Planetary Gear Sets? (Check the correct answer.): - A. When two components are held, the third component becomes an output unit. - B. Holding one component and providing rotational input to the third unit allows the held unit to begin spinning. - C. When one component is held and another acts as input, the third becomes the output mechanism. - D. Holding two components and providing input to the third allows one of the two held component to act as an output mechanism. 9. Clutches in the typical Allison transmission (check the correct answer): _ A- Are not used because they tend to wear out. _ B. Act to hold components or supply rotational input when required. - C. Can be manually applied by the vehicle operator. - D. Should be replaced every 50,000 miles or within three years, whichever come first. 10. Which of the following best describes power flow through a typical 4 speed transmission when Forward and 1st clutches are applied? (Check the correct answer): _ A. Rotational power is supplied from the turbine shaft, through the Forward clutch and to the sun gear shaft. The sun gear shaft rotates the Centre sun gear clockwise, which turns the Centre ring gear counter-clockwise. This causes the Centre carrier to turn clockwise, transmitting power through the connecting drum to the output shaft. _ B. The turbine shaft spins the main shaft and the sun gear shaft. The front sun gear turns counter-clockwise, causing the front ring gear to turn the connecting drum clockwise. This turns the rear carrier and the output shaft clockwise.

_ C. Rotational power from the turbine shaft rotates the main shaft clockwise. This turns the rear sun gear clockwise. The rear ring gear is held by 1st clutch, and the rear carrier becomes output. This clockwise rotation is transmitted to the output shaft. 11. Which of the following best describes power flow through a typical 4 speed when Forward and 3rd clutches are applied? (Check the correct answer): _ A. Rotational power is transmitted from the turbine shaft to the main shaft through the forward clutch. The sun gear shaft is held stationary by the third clutch. The Centre ring gear is spinning clockwise, and the Centre sun gear is held stationary. The Centre carrier provides clockwise rotation to the output shaft through the rear carrier. _ B. The 3rd clutch holds the sun gear shaft stationary, holding the front sun gear stationary. The main shaft receives rotational power from the turbine shaft through the Forward clutch. This spins the rear ring gear clockwise, which forces the front carrier clockwise. The front ring gear provides power to the output shaft through the rear carrier. _ C. The main shaft receives clockwise rotation from the turbine shaft through the Forward clutch. This spins the rear sun gear clockwise. Since the sun gear shaft is held in place by 3rd clutch, the rear ring gear is held stationary. This allows the rear carrier to supply output to the output shaft. 12. What supplies the transmission with oil necessary for operation? (Check the correct answer.): _ A. The torque converter, driven by the engine. - B. The main oil pump assembly, driven by the torque converter. _ C. The front support assembly, which is rotated by the main oil pump drive assembly. _ D. The converter pressure regulator and lockup clutch valves. 13. Governor pressure (check the correct answer): _ A. Is created from main pressure, is based on engine output speed and signals the torque converter when to apply the lockup clutch. - B. Varies with output shaft speed and helps signal the appropriate valves regarding upshifts, downshifts and converter lockup points. _ C. Is based on engine RPM and does not vary much from actual main pressure. 14. Modulator pressure (check the correct answer): - A. Is created by the modulator valve in the engine and controls the movement of mechanical linkages that are usually connected to components in the vehicle's cab. - B. Does not vary once the vehicle is moving and is used to signal valve body components when the vehicle is coming to a stop. - C. Is based on throttle movement and helps the transmission select shift points that are applicable to the driving situation.

15. Which of the following statements about main, governor and modulator pressures is true? (Check the correct answer.): - A. Modulator pressure is high when the throttle is closed (at idle), governor pressure increases as output shaft speed increases, and both pressures are main pressure that has been changed. - B. Modulator pressure is low when the throttle is wide open, governor pressure decreases as output shaft speed increases, and main pressure varies based on modulator and governor pressures. - C. Modulator pressure is high when the throttle is open, governor pressure increases as output shaft speed increases, and main pressure varies based on modulator pressure, but isn't affected by governor pressure. 16. The shift valves in a non-electronically controlled transmission (check the correct answer): - A. Direct governor and modulator pressures to various valves and clutches in the transmission to enable specific gear ranges. - B. Move based on modulator and governor pressures and direct main pressure to the appropriate relay valve. - C. Rely only on main pressure for movement, direct governor pressure to the governor pressure relief valve and feed the modulator valve. 17. Which of the following statements is not true? (Check the false statement.): - A. Full throttle shifts occur later because modulator pressure is low and doesn't help overcome the shift valve's spring pressure. _ B. Downshifts occur more quickly as governor pressure decreases. _ C. High modulator pressure allows earlier shifts. - D. At full throttle, high modulator pressure and governor pressure both act to overcome shift signal spring pressure. 18. Shift relay valves (check the correct answer): - A. Are positioned by main pressure from the shift signal valves and direct main pressure into clutch apply circuits. - B. Act as shock absorbers for the transmission, reducing pressure to the clutch apply circuits during initial application. - C. Direct main pressure to the shift signal valves when the transmission is ready to apply or release a clutch. 19. Trimmer valves (check the correct answer): - A. Direct main pressure to the clutch apply circuits when the transmission is ready for a shift. - B. Prevent harsh shifts by reducing pressure to the clutch apply circuits during initial clutch application. _ C. Move based on modulator and governor pressures, and direct main pressure to the appropriate shift relay valves.

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Electronic Control Applications Several Allison transmissions are Electronically Controlled. The following on-highway models are equipped with Electronic Control: . MT(B) 648 . HT(B) 741 . HT(B) 748 . HTG) 755CR . HT(B) 755DR . V73l and VR731 The following off-highway models are equipped with Electronic Control: . CLBT 5962and6062 . DP 8963 . CL(B)T 9681 . CLT 755 and CL(B)T 755 ON HIGHWAY APPLICATIONS CITY DELIVERY RUBBISH REMOVAL OIL DELIVERY SCHOOL BUS TRANSIT MIXER AIRPORT REFUELER TRANSIT BUS OVER THE ROAD TRACTORS INNER-CIW BUS DUMP TBUCK TANK TRANSPORT FIRE AND RESCUE

Electronic Control Unit The ECU is an onboard microcomputer. A. The ECU receives information through a wiring harness from a variety of sources. l. The ECU uses this information to determine how and when shifts should occur, B. There are three ECU types: 1. Splash Proof - earliest model, no longer in production. 2. Sealed Standard - replaced the Splash Proof. 3. sealed Plus II - has secondary mode capabilities and includes an additional connector to accommodate a secondary shift selector and additional features. ECU Mounting and Operation Concerns The ECU should be mounted in an area protected from direct exposure to weather, cleaning sprays, high concentrations of dust and sunlight. A. Although the connectors and ECU body are "sealed," mount the unit in an area free from road splash - don't allow the ECU to be immersed in water. B. Mount the ECU in the coolest practical location with good ventilation. C. Bolt the ECU to a metal structure to help dissipate the unit's heat. D. Bolt the ECU securely to the vehicle's cab or chassis - position the connectors "down" whenever possible to avoid direct moisture contact on the connectors. E. Mount the ECU in a position that minimizes operator and technician/service personnel contact - leave clearance to allow ECU connectors to be removed without dismounting the unit. F. Mount as close as possible to the battery power. 1. Long power leads result in voltage drops - keep the power leads short to help the ECU meet voltage requirements.

The ECU's main power and ground inputs should be "dedicated" - no other electrical component should share the ECU's power and ground inputs. 3. Voltage requirements vary with transmission temperature – a minimum of 10 volts is required; 16 volts is maximum continuous voltage the system handles; 19 volts is the maximum intermittent voltage the system allows. G. In some situations, ECU power must be supplied by a dual power source (off-highway and emergency vehicle applications, and vehicles equipped with Jacobs engine brakes). 1. An engine or transmission oil pressure switch and the master ignition switch should both supply ECU power. This assures that power is supplied to the ECU under all operating conditions. H. The ECU requires continuous power for storing diagnostic codes and throttle sensor calibration values. l. This memory must be powered with 12 volts even when the engine is shut down and the ignition switch is "off." 2. Without continuous power memory, all diagnostic and throttle sensor information is lost. But all necessary information for system operation is regenerated automatically by the ECU. I. The ECU is a sealed component and is not serviceable in the field. l. PROM removal and replacement is the only field service performed on ECU's. Programmable Read Only Memory (PROM) The Programmable Read Only Memory (PROM) chip is the ECU's data bank. A. It is programmable for a wide variety of vehicle and equipment applications. 1 . It's the heart of the Electronic Control's flexibility and programmability. B. The PROM is programmed for specific applications, options and characteristics. l. Installing the wrong PROM can alter the Electronic Control's performance. c. The PROM is located inside the ECU and is accessed through a cover in the ECU case. To determine which options are programmed on a specific PROM, access the Electronic Control Inquiry System (ECIS). A. ECIS is a computer program that offers on-line access to ECU and PROM information.

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B. If the sensor reads break-over movement, it will read the additional movement as fuel shaft movement and self-adjust incorrectly. Shift Selectors The Electronic Control uses two general types of shifters - push button and lever. A. V-731 applications use a three speed touch pad selector. B. MT and some HT transmissions use the four and five speed push button selectors. 1. The HT also uses the four and five speed lever selectors. C. Off-highway transmissions use lever selectors.

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Temperature Sensor The temperature sensor monitors sump oil temperature for the ECU. A. Sensor is located in the valve body wiring harness. l. On-highway is mounted on the solenoid control circuit. 2. Off-highway is mounted in the lock-up valve body. When the oil temperature is too hot or cold, shifting is affected. A. All shifts are blocked when the transmission is below -25 degrees (F). B. Transmission has limited shifting (neutral, 1st, reverse) when it's -25 to +25 degrees F. C. Transmission operation is normal when 25 to 27O degrees (F). D. Above 27O degrees (F), the hot light comes on (if equipped), a trouble code is stored in memory, and top gear is inhibited. 1. Top 2 gears inhibited for off-highway transmissions. 2. Exception to the inhibit rule is special applications (emergency vehicles).

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Hydraulic Components A. Latching solenoids replace conventional shift signal valves. 1. They control the position of shift valves. B. Shift valves control the flow of pressure into clutch apply circuits. 1. They can direct pressure into clutch apply circuits and they can exhaust clutch apply circuits. C. The neutral-range valve is controlled by one latching and one non-latching solenoid. 1. This valve controls the transmission's shifts from neutral to range, and from range back to neutral. D. The forward-reverse valve is controlled by a latching solenoid. 1. This valve controls whether the transmission shifts into a forward range or reverse. E. Trimmer valves regulate oncoming clutch application. F. The trimmer regulator valve is controlled by a non-latching solenoid. 1. The trimmer regulator valve controls the pressure under the trimmer valve plug, which regulates trimmer valve operation. G. The lock-up relay valve is controlled by a non-latching solenoid. 1. Depending on solenoid position, this valve exhausts or applies the lock-up clutch apply circuit. H. The solenoid priority valve and direction priority valve ensure steady flow of main pressure regardless of transmission range or activity. Solenoid Designations Each solenoid has a letter designation and receives a constant flow of main pressure. A. In four speed transmissions, solenoids B, C and D are latching and take the place of conventional shift signal valves. 1. Solenoid B controls the 1-2 shift valve. 2. Solenoid C controls the2-3 shift valve. 3. Solenoid D controls the3-4 shift valve. B. In five speed transmissions, solenoids A, B C and D are used. 1. Solenoid A controls the low-l shift valve. 2. Solenoid B controls the 1-2 shift valve. 3. Solenoid C controls the 2-3 shift valve. 4. Solenoid D controls the 3-4 shift valve. C. In three speed models, solenoids C and D are used. 1. Solenoid C controls the l-2 shift valve. 2. Solenoid D controls the2-3 shift valve. D. Solenoid F is latching and provides main pressure feed to the bottom of the forward-reverse valve. E. Solenoid H is non-latching and directs main pressure to the bottom of the neutral-range valve when energized. F. Solenoid J is latching and directs main pressure to the top of the neutral-range valve. G. Solenoid G is non-latching and directs main pressure to the lock-up relay valve when the ECU senses the transmission is ready for lock-up.

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Basic electronic control Controlling Circuits Switches provide a method to start and stop the current flow and control the circuit's operation. A. When "off," current flow cannot continue to the other side of the battery - the circuit has an "open" portion between the positive and negative battery terminals. B. When "on," a "closed" circuit is created - current can flow completely through the circuit from the positive side of the battery, through the switch's conductor, through the other components in the circuit, and back to the negative side of the battery. Switches operate like valves in a hydraulic system. A. If the valve is "on," it directs fluid through the rest of the circuit. B. If the valve is turned "off," it stops the flow of fluid through the system or directs it somewhere else. When an electrical switch creates an open in the circuit, the current flow stops at the switch. A. When the circuit is properly designed, the voltage pressure cannot overcome the open and the pressure stops there. When an electrical switch is closed and completes the circuit, current flows through the entire circuit and provides energy for the circuit's components to use. There are different types of switches. A. Manually operated switches require an operator to physically open or close a circuit. B. Switches controlled by mechanical devices can open or close the circuit. 1. For instance, a mechanical switch can be placed in a hydraulic passage, and when hydraulic pressure is present, the switch can open or close the circuit - this is a hydro-mechanical switch. C. Switches controlled by other electrical circuits (electro-mechanical switches) are called relays. D. Electronic switches without mechanical function (such as Hall Effect switches) are also utilized. Electro-mechanical switches (relays and solenoids) operate using electromagnets.

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Push button shift selector is mounted in an area protected from moisture and high concentrations of sunlight. Push button shift selector is mounted at least 20 degrees from horizontal to allow moisture to drain. Selector is mounted where it will not be immersed in water. "Check transmission" light is mounted so that it is clearly visible in all conditions (sunlight, night, etc.). Throttle position sensor cable and linkage is routed so that no binding occurs during accelerator/sensor operation. Throttle position sensor cable end does not exceed a 10 degree maximum installed angle. Throttle position sensor is reading actual throttle shaft movement, not break over lever movement. Throttle position sensor is mounted flat (within .030") on a solid chassis member near the engine fuel control. Throttle position sensor is protected from excessive heat, moisture and potential operator/technician damage. Throttle position sensor is mounted so that moisture can drain from the sensor's body (body should be mounted above the cable). The DDL connector is mounted in a protected area, preferably in the cab. Wiring harnesses are securely mounted to prevent rubbing, bending, chafing and other harmful movement. The speed sensor pickup is not connected to any devices except the Electronic Control wiring harness.

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Retrieving trouble codes using the Pro-link

To retrieve trouble codes using the Pro-link: A. Connect the diagnostic tool to the Electronic Control's DDL. B. Select the transmission type. C. Press "Function" to enter the Function Selections Menu. D. Scroll until "Diagnostic Codes" appears, then press "Enter." To clear trouble codes using the Pro-link: A. Leave the Pro-link Plugged into the DDL. B. Cycle the ignition switch "off" then back "on." C. Move the shift selector from neutral to reverse, then back to neutral.

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