ICM OPERATION:

The operation of the power train begins at the Power Train Electronic Control Module (Power
Train ECM). The Power Train ECM receives information from the selected speed of operation
through the shift lever switch in the electrical system. The Power Train ECM uses the
information from several switches and sensors in the electrical system to control the torque
converter and the transmission hydraulic system. This is done by energizing the appropriate
solenoids.

POWERTRAIN ECM ----

Difference:

ICM

1 reverse 7 speed

Mechanically actuated

ECPC

2 reverse 7 speed

Electronically controlled hydraulic actuation

Control of power is maintained by ECM

Transmission planetary

The planetary transmission has seven forward speeds and two reverse speeds.

At lower ground speeds, FIRST speed uses torque converter drive. At higher ground
speeds, FIRST speed uses direct drive. When ground speed increases, the torque
converter lock up clutch engages. This situation provides FIRST speed with direct drive.
The torque converter is always in direct drive for speeds SECOND through SEVENTH.
Torque converter drive is used when REVERSE speed is selected. The following tables
show the clutches that are engaged for each speed for each machine.
• The operation of the power train begins at the Power Train Electronic Control
Module (Power Train ECM). The Power Train ECM receives information from the
selected speed of operation through the shift lever switch in the electrical system.
The Power Train ECM uses the information from several switches and sensors in
the electrical system to control the torque converter and the transmission
hydraulic system. This is done by energizing the appropriate solenoids.
• The Power Train ECM will activate the upshift solenoid or the downshift solenoid
when shifts are needed. The upshift solenoid and the downshift solenoid
hydraulically activate the rotary actuator of the transmission. Movement of the
rotary actuator mechanically selects the position of the rotary selector spool. The
flow through the rotary selector spool hydraulically activates the correct valves in
the pressure control valve. These valves engage the correct transmission
clutches. The transmission clutches mechanically connect the transmission input
shaft to the output shaft and to the differential.

• The transmission has seven forward speeds and one reverse speed. The
selection of reverse, The transmission has a separate hydraulic system. The
transmission will use oil from the transmission section of the hydraulic tank.
Other components in this system include a transmission hydraulic control, a
transmission gear pump, a transmission hydraulic filter, a transmission magnetic
screen, and a transmission oil cooler.
• The transmission charging section of the transmission gear pump sends oil
through the transmission hydraulic filter. The oil from the transmission charging
pump section then goes to the transmission hydraulic control. The basic
components of the transmission hydraulic control are the rotary actuator, the
selector and pressure control valve, and the pressure control valve. This oil also
supplies the lockup clutch solenoid, the upshift solenoid, and the downshift
solenoid.
•
• neutral, or first speed is done manually. The selection of second speed through
seventh speed is done automatically.
• When the transmission is in reverse gear, the torque converter will stay in torque
converter drive. When the transmission is in first gear, the torque converter will
be in either torque converter drive or direct drive. This is dependent on ground
speed. When the transmission is in any of the gears between the second gear
and the seventh gear, the torque converter will be in direct drive. The torque
converter will be in torque converter drive for a short time during transmission
shifts. This provides smoother engagement of the transmission clutches.
• The transmission has a separate hydraulic system. The transmission will use oil
from the transmission section of the hydraulic tank. Other components in this
system include a transmission hydraulic control, a transmission gear pump, a
transmission hydraulic filter, a transmission magnetic screen, and a transmission
oil cooler.
 • The transmission charging section of the transmission gear pump sends oil
through the transmission hydraulic filter. The oil from the transmission charging
pump section then goes to the transmission hydraulic control. The basic
components of the transmission hydraulic control are the rotary actuator, the
selector and pressure control valve, and the pressure control valve. This oil also
supplies the lockup clutch solenoid, the upshift solenoid, and the downshift
solenoid.

• The solenoids connect the electrical systems and the hydraulic systems. When
the lockup clutch solenoid is activated, signal oil is sent to the relay valve in the
torque converter lockup clutch and synchronizing valve and Station D in the
pressure control valve. Signal oil that is sent to the relay valve in the lockup
clutch and synchronizing valve causes the torque converter lockup clutch to
engage. Oil that is going to Station D in the pressure control valve is sent to the
dual stage relief valve in the selector and pressure control valve. This lowers the
setting of the dual stage relief valve. The dual stage relief valve controls the
system pressure in the transmission hydraulic control.

• When the upshift solenoid or the downshift solenoid is activated, oil is sent to the
rotary actuator. The rotary actuator turns the rotary selector spool in the selector
and pressure control valve. This sends oil to the pressure control valve. The
pressure control valve sends oil at the correct rate so that the correct clutches in
the transmission are engaged smoothly.

Except for the different pin numbers at the switch, the transmission gear switch and the
shift lever switch operate similarly. Each switch is mechanically positioned with diodes
that determine the current flow.

• The shift lever switch provides the Power Train Electronic Control Module with
information about the transmission control position. The shift lever switch is
mechanically connected to the transmission control inside the shift console.
• The transmission gear switch sends a signal to the Power Train Electronic
Control Module. The signal will indicate the gear that is currently engaged. The
transmission gear switch is mechanically connected to the rotary actuator of the
transmission hydraulic control.
Powertrain Electronic Control:

The machine has two transmission output speed sensors, one torque converter output
speed sensor, one transmission intermediate speed sensor, and one engine output
speed sensor. The speed sensors are inputs of the ECM. These speed sensors are
frequency sensors. Frequency sensors produce a signal (Hz) which varies as the
condition changes. The sensor generates a sine wave signal from the gear teeth as the
gear teeth pass the sensor. The sensor produces a signal that equals one pulse per
gear tooth. This signal is sent to the ECM. The ECM measures the frequency of the
signal in order to determine the speed of the condition. The ECM receives signals from
the speed sensors. The ECM uses the input from the speed sensors in order to
determine the speed of the system. The ECM uses the input from the speed sensors in
order to regulate transmission shifts. Each speed sensor has two connections to the
ECM (+ and −).

For all of the speed sensors, connector contact 2 is the signal line and connector
contact 1 is the return line. In order to provide protection against failure, two
transmission speed sensors measure the transmission output speed .

The speed sensor for the Torque Convertor Output is an active sensor and requires a
direct power supply.

The speed sensors for the Engine Output, Transmission Output, and Transmission
Intermediate are passive sensors that do not require a direct power supply.

Note: The speed sensors are used to diagnose each other during normal operation.
The ECM periodically checks the value from the speed sensor. If an incorrect value is
found, the ECM will log a service code that indicates a fault for a speed sensor circuit.