Fuller

Automated
Transmissions

© 2005 Eaton Corporation. All rights reserved.

Product Overview
Transmission Overview

Automated Design Computer Managed

• Based on RT Series Gear Box • Optimum Shift Strategy
• Modified Air System • Comprehensive Fault Diagnostics
• Added Electronic Components
Transmission Overview
Features and Benefits
• Shift-by-Wire Technology
• Computer Controlled Shifts Performed
at Ideal Engine Speeds
• Reduced Driver Skill Requirements
• Modular Design Allows for Ease of Service
Base Model Changes

Air System
• Slave Valve and External Hoses
Eliminated
• This Eliminated Possible System Failure
Due to Failed Slave Valves, Air Hoses, Range & Splitter Cylinder Covers
and Leaks. • Modified to Accommodate Electric-
Over-Air Control Solenoids (Valves).
Base Model Changes

Main Case
• Added Mounting Provision for Shift Bar Housing
Transmission ECU • On Heavy-Duty Models, Added
Openings for Input Speed Sensor
and Mainshaft Speed Sensor.
Base Model Changes

XY Shifter Footprint Shift Yokes

• Designed to Match Medium-Duty • On Heavy-Duty Models, Flame-Sprayed.
Shift Tower Opening. • Medium-Duty Shift Yokes Did Not Change.

Sliding Clutch Tooth Spacing

• Increased for Easier Gear Engagement.
• Back-Tapered Tooth Design Used in
10 and 18-Speed Top Gear Positions.

Sliding Clutches Introduced in Medium-Duty

Transmissions in Place of Synchronizers.
UltraShift PLUS
Input Shaft
• 14-tooth design
• Longer shaft (for lengthened clutch housing)
• Splines near front bearing cover (for LCIB)
• Removed grooves on input shaft

Low Capacity Inertia Brake (LCIB)

• Standard on heavy-duty UltraShift PLUS models
• Serves same purpose as HCIB on UltraShift models
• LCIB made up of:
• Front and rear plates (with straps)
• Inner drive disc
• Center hub
• Used to slow the input shaft to allow initial start gear
engagement
• Also used in some instances to facilitate quick upshifts
UltraShift PLUS
Clutch Housing
• Housing length increased by 1.75”
• Lower right contains grease zerks for upper cross-shaft and
release bearing
• Bottom of housing contains a drain hole

Grease Lines
• Two separate grease hoses
• The housings are marked “RB” for release bearing and
“CS” for cross-shaft
UltraShift PLUS
Cross-Shaft Assembly
• 2 cross-shafts in the clutch housing, only upper requires grease
• Upper cross-shaft: located at 10 o’clock position
• Lower cross-shaft: attached to ECA

Hand Hole Cover

• Plastic hinged style design opened by loosening single
fastener on one end
• Cover rotates 180 degrees to allow for full access
UltraShift PLUS
ECA Shield
• Shield mounts to transmission clutch housing to protect ECA

Low Force Gearing

• Low / Reverse Gears were modified to accept the larger
sliding clutch assembly
• New sliding clutch slides on a sleeve that is mounted on mainshaft

Shift Bar Housing

• 1st / Reverse yoke is shorter and has a wider face to accommodate
the new low force gearing changes
UltraShift PLUS
Output Shaft and Fasteners
• Output shaft modified to use a dual capscrew with retainer plate
• Retainer plate mounts to rear of the output shaft
• 2 special capscrews are used to torque and retain proper load
on the output shaft bearing and yoke assembly

Output Shaft Bearing

• Upgraded with a thicker flange, smaller diameter than standard
bearing
• Aux case was modified to ensure bearing would fit into the case

Auxiliary Bearing
• Updated with a thicker flange and smaller diameter than the standard
bearing
• Higher thrust capacity with new design
• Main case was modified to accept new bearing design
UltraShift PLUS
Combination Cylinder
• Used in VCS and VMS models
• Modified to allow for placement of the solenoid valves and
upgrades to the gasket to improve sealing
• Housing also contains 4 test ports to measure air pressure
in both cylinders on either side of the piston

Main Case Changes

• Oil sight glass is next to the fill plug and is made of plastic
composite material
• New PTO Boss and Bracket to allow for OEM PTO installation
• Bracket is optional on LAS models

Rear Bearing Cover

• Updated to accommodate the new output speed sensor
Generations
Generation 2
• Began Production in 1999.
• Combined Shift Lever and System
Manager ECU’s into a single
Pushbutton Shift Controller.
• ECU Count Reduced to Two.
• Inertia Brake Redesigned.
Generation 3
• Began Production in 2006.
• ECU Count Reduced to One.
• Transmission Controller and Shift
Controller Combined.
• XY Shifter Rail Select Motor Re-Oriented.
• Transmission Harness Redesigned.
• Advanced Diagnostic Capability.
Clutch Types
DM Clutch
• Automatically Actuated
• Two-Pedal System
• Engaged Centrifugally by
Increasing Engine RPM

Solo Clutch
• Manually Actuated
• Three-Pedal System Electronic Clutch Actuation (ECA)
• Used to Open Clutch During Shifting
• Uses an Electronic Module with an
Integrated Electric Motor to Open
Clutch During Shifting
• Two-Pedal System
Current Models
AutoShift Models
• Require Use of Self-Adjusting Clutch, Electronic Engine w/J1939, and
an Engine Brake
• Three-Pedal System
• Medium-Duty
• AutoShift 6-Speed
• Heavy-Duty
• AutoShift 10-Speed
• AutoShift 18-Speed

UltraShift Models
• Fully Automatic
• Utilize a Centrifugal Master Clutch (Eliminates Need for Clutch Pedal)
• Medium-Duty
• UltraShift HV (available in 5 and 6-speed models)
• UltraShift HP (6-speed only)
• Heavy-Duty
• UltraShift LST (10-Speed)
• UltraShift LHP (13-Speed)
• UltraShift LEP (13-Speed)
Current Models (continued)
UltraShift PLUS Models
• Fully Automatic
• Utilize an electronic clutch actuator (eliminates clutch pedal)
• Clutch control is electronically managed and electronic engine shifts are
controlled via J-1939 data link

• UltraShift VCS (8-Speed) – Dump application

• UltraShift VMS (9-Speed) – Cement mixer application
• UltraShift LAS (10-Speed) – Linehaul
• UltraShift MHP (13-Speed) – On-highway performance model
• UltraShift MXP (18-Speed) – On-highway heavy-haul model
• UltraShift VXP (18-Speed) – Off-road application
Vocations
Vocation
• Specific Application or Type of Work Where the Truck Will be Used.
• Examples:
• Line Haul
• Construction
• Heavy Haul

Considerations When Spec’ing a Truck

• Truck Driven By Experienced Driver?
• Truck Will Log 60,000 Miles or More / Year?
• Type of Terrain Truck Will Be Driven On?

NOTE: Warranty Coverage Varies Based on Vocation.

Serial Tag
Medium-Duty Serial Tag
• Upper Right-Hand Side of
Transmission Case

Heavy-Duty Serial Tag

• Lower Right-Hand Side
Towards Rear of
Transmission Case.

Serial Tag Information

• Model Number
• Serial Number
• TA Number
• Customer Part Number
Nomenclature
Original Nomenclature
Nomenclature
New Nomenclature

8-Speed

10-Speed
Basic Computer Control System
Overview
Four Functions of a Basic Computer Control System
• Input
• Processing
• Storage
• Output

All Four Functions are Managed by the

Transmission Electronic Control Unit (ECU)
Input Function
Transmission-Mounted Components
• (1a) Input Shaft Speed Sensor
• (1b) Mainshaft Speed Sensor
• (1c) Output Shaft Speed Sensor
• (2a) Gear Position Sensor
• (2b) Rail Position Sensor
• (3) Grade Sensor (in ECU)
• (4) Clutch Position Sensor (in ECA)

Vehicle-Mounted Components
• (5) ECA Speed Sensor
• (6) Driver Interface Devices
• (7a) Brake Pedal
• (7b) Engine ECM
• (7c) Park Brake Switch
Speed Sensors
Speed Sensors
• Devices that Supply Information to the
Computer in the Form of a Voltage Signal
• Three Speed Sensors on AutoShift / UltraShift
Transmissions
• Confirmation of True Gear Engagement.
• Transmission ECU Can Determine If the
Transmission Range Section is in HI or LO
Based on Mainshaft Speed Compared to
Output Shaft Speed
• Transmission ECU Can Verify a Shift By
Reading the Change in Speeds Before and
After the Shift Event
Speed Sensors

Input Shaft Speed Sensor Mainshaft Speed Sensor

• On Heavy-Duty Models, Located • On Heavy-Duty Models, Located On
On Right Front Corner of Shift Bar Housing Back Left Corner of Shift Bar Housing.
• On Medium-Duty Models, Located • On Medium-Duty Models, Mainshaft
On Inertia Brake Speed Sensor Is Not Used

Output Shaft Speed Sensor

• Located On Rear Bearing Cover
• Should be dedicated to Transmission ECU and not shared with
Vehicle Speed Sensor
• On UltraShift PLUS models, also senses vehicle direction
XY Position Sensors
Rail Position Sensor
• Provides Transmission ECU with Location
of Shift Finger Based on the Current Rail
Selected.
• Trans ECU Uses This Input To “See”
Shift Finger Position From Side-To-Side.

Gear Position Sensor

• Provides Transmission ECU with Location
of Shift Finger Based on the Current Gear
Selected.
• Trans ECU Uses This Input To “See”
Shift Finger Position from Fore-And-Aft.
Grade Sensor
Grade Sensor
• Used in UltraShift PLUS transmission models
• Mounted inside the Transmission ECU
• Essential for Hill-Start-Aid
• Detects changes in gravitational forces as the slope of
the vehicle increases / decreases
• Grade Sensor reports this information to the Trans ECU
• If grade is 3% or greater, signals the ABS ECU to hold brake pressure
for 3 seconds
Clutch Position Sensor
Clutch Position Sensor
• Used in UltraShift PLUS transmission models
• Internal to the CA
• ECA broadcasts the exact clutch position to the ECU over the CAN data
link
• ECU uses this information to adjust for proper engagement, detect faults,
and monitor clutch operation
ECA Speed Sensor
ECA Speed Sensor
• Push-in Speed Sensor mounted in the clutch housing
• Used on UltraShift PLUS models
• Provides backup engine speed to the ECU via 4 speed sensor lugs on
the ECA clutch cover
• The sensor is identical to the transmission input shaft and mainshaft
speed sensors
• As a speed sensor lug passes the sensor, an AC pulse is created – the
ECA send this information to the Trans ECU
• These pulses are translated into engine speed
Park Brake Switch
Park Brake Switch
• Normally closed switch, and its wiring, is installed by the OEM
• Only used on UltraShift PLUS models
• Reports Park Brake engagement to the ECU
• ECU only allows Auto Neutral and Remote Throttle functions to operate
when the Park Brake is set
Driver Interface Devices

Eaton Pushbutton Controller
• Communicates Operator Requested
Mode to Transmission ECU.
• Gen 3 – No Longer Programmable
ECU.
OEM Devices
• Two Types of OEM Devices:
• Resistive-Ladder Controllers
• J1939 Controllers
• Example: Freightliner SmartShift
• OEM Shift Devices are Not Covered
Under Eaton Warranty.

Cobra Lever
• Available as Optional Driver
Interface Device.
• Wired Directly to the ECU.
• Analog, Resistive Ladder Input Device.
Other Inputs
Other Inputs That Influence System Operation
• Engine Electronic Control Module (ECM)
• Throttle Pedal Position
• Brake Switch Input
• Engine Torque Report
• Other External System ECU’s
• ABS
• VORAD
• Cab Controllers

While the Transmission ECU Does Not Receive Direct

Input From These Systems, System Performance May
Be Affected If There Is A Problem With An External ECU.
Processing Function
Processing Function
• Transmission ECU Receives
Information From Input Devices
And Switches Them Into Output
Voltage or Commands.

Transmission ECU Gathers

Input(s) and Processes That
Information To Determine When
To:
• Initiate a Shift.
• Interrupt Torque.
• Synchronize the Transmission
• Select a Gear or Range.
Transmission ECU
Transmission ECU Mounting
• Mounted In Same Location On Gen 2
and Gen 3 Transmission
• Mounting Arrangement Between Gen 2
and Gen 3 Is Slightly Different

Transmission ECU Connectors

• Secured via 2 Bolt-In Style Connectors.
• First Connects Transmission Harness to ECU
(Left Side)
• Second Connects Vehicle Interface Harness to
ECU (Right Side)

3 Vibration Isolators to Reduce Vibration Being

Transmitted From Main Case to ECU

UltraShift PLUS ECU Updates

• Gen 3.7 ECU has increased memory and
includes a grade sensor
• Gen 3.7 ECU includes a water impermeable
membrane (vent) on the back side of the module
Output Function
Output Function Components
• (1) XY Shifter Motors
• (2) Harnesses
• (3) Inertia Brake
• (4) Valves
• (5) Gear Displays
• (6) Relays
• (7) Engine ECM
• (8) Hill Start Aid (HSA)
• (9) Electronic Clutch Actuator (ECA)
XY Shifter Motors
XY Shifter Motors
• Replaces Function of Mechanical Shift Lever.
• Contains the Rail and Gear Motors.

Rail Motor
• Reversible DC Motor With a Worm Gear
Mounted On Motor Shaft.
• Moves Shift Finger From Side-To-Side To Select
Proper Shift Rail.

Gear Motor
• Reversible DC Motor With a Worm Gear
Mounted On Motor Shaft.
• Moves Shift Finger Front-And-Back To Engage
Front Box Gear.
Valves
Range Solenoid
• Replaces the Function of the Mechanical
Roadranger Valve and External Air System of
RT Gear Box.
• Mounted in the Range Cylinder Cover.
• Controls Air for Range Shifts.
• Responsible for Selecting HI or LO Range.

Splitter Solenoid
• Replaces the Function of the Mechanical
Roadranger Splitter Valve and External Air
System of RT Gear Box.
• Mounted in the Splitter Cylinder Cover.
• Controls Air for Splitter Shifts.
• Responsible for Selecting HI or LO Split.

Solenoids
• Both Solenoids Perform the Same Functions: All
Off, LO Range or Split, and HI Range or Split.
• Both are Identical. Contain the Same
Components. Operate the Same Way.
Inertia Brake
Inertia Brake
• Electrically Actuated Brake
• Slows Input Shaft Speed for Initial Gear
Engagement from Neutral
• Assists With Achieving Synchronous on
Upshifts
• Components:
• Ball Ramp
• Clutch Pack
• Coil

Inertia Brake Is Used On All Medium-Duty

AutoShift and UltraShift Transmissions As
Well As All Heavy-Duty UltraShift and UltraShift
PLUS transmission models
Gear Displays
Gear Displays
• Provide Gear and Shifting Information to the
Operator.

Eaton Gear Display

• Used on Generation 1 and 2 Systems Only.
• Not Available With Generation 3.
• Was Hard-Wired to the Eaton System Controller.
• Received Proprietary Data from the Eaton
System.

OEM Gear Displays / Types

• On Generation 3 Systems, OEM Chooses Type
of Gear Display.
• Range From Stand-Alone Gauge-Type Displays
to Displays That Are Integrated Into
Instrumentation Control Unit (ICU).
• Not Hard-Wired to Transmission ECU
• Receive Their Data from J1587 or J1939
Relays
Relays
• Electrical Switch That Opens and Closes Under
Control of Another Electrical Circuit.

Start Enable Relay

• Usually Placed in the Dash By the OEM.
• Controlled by Transmission System.
• Function of Start Enable Relay:
• Prevents Engine From Starting When
Transmission Is Not In Neutral.
• When the Transmission Is In Gear.
• When the Transmission ECU Does Not
Receive Input From the Driver Interface
Device.
• Allows Engine to Start When All The Above
Conditions Are Met And When the Trans ECU
Turns on Start Enable Relay Output.
Relays (continued)
MEIIR Relay Remote Throttle Relay
• Used to Stop Vehicle Given An • Used in UltraShift PLUS models
Uncontrollable Clutch Failure in • Installed by the OEM, usually in the dash
UltraShift DM Transmissions. • Controlled by the transmission system
• Activated When: • Allows the remote throttle to operate when
• Driver Selects Neutral. the transmission is in neutral and the
• Neutral Is Not Achieved. parking brake is set
• 2.5 Seconds Pass Since Neutral
Was Selected.
• Engine Speed is Greater Than
850 RPM or Engine Torque is
Greater Than 200 ft. lbs.
• Vehicle Has Active J1939 Fault.
Hill Start Aid (HSA)
Hill Start Aid
• Used on UltraShift PLUS transmission models
• ECU monitors the current grade via the internal Grade Sensor
• When HAS is enabled, the ECU interacts with ABS
• When a grade greater than 3% is detected, service brake pressure holds for 3 seconds
after the brakes are released
Electric Clutch Actuator (ECA)
ECA
• Used on UltraShift PLUS transmission models
• Electric motor that mechanically connects to the lower cross-shaft
• Controlled by the Transmission ECU (TECU)
• Mounted to the clutch housing using 4 fasteners
• Contains 2 electric connectors:
• 8-way connector: contains wires for the ECA speed sensor, vehicle ignition, and
HIL high and low
• 3-way connector: provides power and ground to run the motor
• Includes an alignment pin that must be aligned with a slot in the clutch housing during
removal and assembly
Harnesses
Transmission Harness
• Eaton Supplied Harness
• Connects All Components On Transmission to Transmission ECU
• Generation 2 – 1 30-Pin Connector at Transmission Controller
• Generation 3 – 1 38-Pin Connector On Right Side of Transmission ECU
• UltraShift PLUS:
• New harness to accommodate ECA and ECA Speed Sensor
• LL, 13/18-Speed, and 10-Speed have unique harnesses

Vehicle Interface / Dash Harness

• OEM Supplied Harness
• Generation 3 – Vehicle Interface Harness and Dash Harness Combined
• Provides Connection to Transmission ECU, Batteries, HIL, J1587, and J1939
Storage Function
Storage Function
• Responsibility of Transmission ECU.
• Transmission ECU Stores Software Programming Information and Other Vital
Information Necessary for System to Operate.
• Examples Include:
• Application Software – Tells Product: “What It Is.”
• Configuration Settings – Tells Product: “How To Do Its Job.”
• Fault Data
• Calibration Settings – Wearable Measurements Collected During Power Down.
Computer System Basic Operation
Example of Computer System Basic Operation
• XY Shifter Operation (Basic Shift From 2nd to 3rd Gear)
• Transmission ECU Controls XY Shifter Turning on Gear Select Motor to Move
Shift Finger from 2nd to 3rd Gear.
• Transmission ECU Monitors Shift Finger Movement (Using Gear Select Sensor).
• Receives Input From Gear Select Sensor Confirming Movement and Location of
Shift Finger.
System Theory
Power Up
Key-On and System Initialization
(1) Only Vehicle Battery
Voltage Present at
Trans ECU.
(2) Trans ECU Receives
12-Volt Input From
Ignition Circuit.
(3) Trans ECU Wakes Up
To Begin System Self-
Checks.
Power Up
Perform Component Check and Monitor J1939

(1) Trans ECU Places “-” in

Gear Display
(2) Trans ECU Performs
Resistance Check on all
Component Circuits
(3) Trans ECU Monitors
J1939 for Engine
Communication
Power Up
Check Driver Request, Check Output Speed, and Verify Neutral
(1) Trans ECU Monitors the
Pushbutton Controller for
Mode Selected
(2) Trans ECU Monitors
Output Shaft Speed
Sensor for Vehicle Speed
(3) Trans ECU Controls the
XY Shifter to Perform
Neutral Sweep
Power Up
Place Solid “N” on Gear Display and Provide Ground to Start-Enable Relay

(1) Trans ECU Places a Solid

“N” in Gear Display
(2) Trans ECU Provides a
Ground to the Start
Enable Relay
(3) Engine is now Allowed to
Crank
Initial Gear
Engagement from Neutral
Driver Selects Mode and the System Checks for Mode Allowed

(1) Driver Selects Operating

Mode
(2) If Operating an UltraShift
Model, the Trans ECU
Requires a Brake Signal
Input
* UltraShift PLUS models override
service brake requirement if they
detect vehicle movement.
(3) Trans ECU Monitors the
Input Shaft Speed Sensor
for Engine Speed
Initial Gear
Engagement from Neutral
Driver Selects Mode and the System Checks for Mode Allowed (continued)

(4) With AutoShift: Driver

Manipulates the Clutch
Pedal to Register Input
Speed
With UltraShift: The Trans
ECU Communicates with
Engine to Register Input
Speed
With UltraShift PLUS: The
input shaft speed is
detected without any
interaction from the driver
(4) Trans ECU Monitors the
Output Shaft Speed
Sensor for Vehicle Speed
Initial Gear
Engagement from Neutral
Acknowledge Request and Update Gear Display with Flashing Target Gear

(1) Trans ECU Acknowledges

the Driver’s Request with
an Indicator Lamp
(2) Trans ECU Places a
Flashing “Target” Gear in
Display
Initial Gear
Engagement from Neutral
Shift to Target Range and Transmission ECU Begins Gear Engagement

(1) Trans ECU Controls

Range Valve to Select
Proper Range
(2) Trans ECU Begins to
Engage Front-Box Gear
(3) Trans ECU Controls XY
Shifter to Select Proper
Shift Rail
Initial Gear
Engagement from Neutral
Add Solid Down Arrows to Gear Display and Watch for Front Box Synchronous

(1) Trans ECU Places Solid

“Down” Arrows in Display
(2) Trans ECU Continues to
Monitor Input Speed
(3) With AutoShift Models,
Driver Manipulates the
Clutch to stop Input Shaft
With UltraShift PLUS
Models, use LCIB to slow
input shaft
Initial Gear
Engagement from Neutral
Remove Solid Down Arrows from Gear Display, Engage Front Box Gear,
Update Gear Display to Solid Target Gear, and Steady State – Engaged in Gear

(1) Once Input Speed is slow

Enough, Trans ECU
Removes Arrows from
Display
(2) Trans ECU Controls XY
Shifter to Engage Front-
Box Gear
(3) Trans ECU Places a Solid
Gear Number in Display

System is now at a
Steady State Engaged in
a Gear
Drive Mode
Driver Launches Vehicle and System Initiates Shift
(1) Driver Releases Clutch
(AutoShift)
(2) Use Fuel Pedal to
Engage DM Clutch
(UltraShift)
(3) ECA engages the clutch
(UltraShift PLUS)
(4) Trans ECU
Communicates with
Engine ECM Over J1939
(5) Trans ECU Monitors Input
Shaft Speed to Determine
Shift Points
Drive Mode
Driver Launches Vehicle and System Initiates Shift (continued)

6) System Uses Default

Strategy to Predict
Engine and Vehicle
Deceleration Rate
UltraShift PLUS –
use vehicle grade to
calculate engine and
vehicle rates for
future shifts
7) System Uses
Current Engine Load
and Output Shaft
Speed to Predict
Deceleration Rate for
Shift.
Drive Mode
Driver Launches Vehicle and System Initiates Shift (continued)

8) Trans ECU Turns

Off LO Range Coil
and Turns On HI
Range Coil
9) System Pre-
Loads Front Box
to Make a Gear
Shift.
Drive Mode
Torque Interrupt

(1) Trans ECU

Communicates
with Engine ECM
over J1939.
(2) XY Shifter Pulls to
Neutral. Also
Allows Aux
Section to Shift.
(3) Gear Display
Updated with
Flashing Target
Gear.
Drive Mode
Torque Interrupt (continued)
(4) Trans ECU Controls Rail
Select Motor to Move
Shift Finger From One
Rail to Another.
Drive Mode
Control Engine for Synchronous, Gear Engagement,
and Steady State – Engaged in Gear
(1) Trans ECU Requests the
Engine ECM to Target
Synchronous Speed for
Target Gear and Current
Vehicle Speed.
(2) Trans ECU Continues to
Watch for Front Box
Synchronous by
Monitoring Input Shaft
Speed.
Drive Mode
Control Engine for Synchronous, Gear Engagement, (3) Trans ECU Controls Gear
and Steady State – Engaged in Gear (continued) Select Motor to Re-
Engage Front Box Gear.
Also Continues to Monitor
Shift Finger Position.
(4) Gear Display is Updated
with Solid Gear Number.
Drive Mode
Control Engine for Synchronous, Gear Engagement,
and Steady State – Engaged in Gear (continued)

(5) Trans ECU Compares

Mainshaft Speed to
Output Shaft Speed to
Verify Range Change.
Drive Mode
Control Engine for Synchronous, Gear Engagement,
and Steady State – Engaged in Gear (continued)
(6) Rail Select and Gear
Select Position Sensors
are Compared to Output
Speed to Verify a Gear
Change was Successful
with Vehicle Moving.
Drive Mode
Control Engine for Synchronous, Gear Engagement,
and Steady State – Engaged in Gear (continued)

(7) System Returns Fuel

Control to Driver and
Transmission Operates in
Steady State – Engaged
in Gear.
Optional Modes of Operation
Manual Mode
(1) System Holds Current
Gear and Performs Shifts
When Requested.
(2) Operator Requests
Upshifts and Downshifts
Using Arrows on
Pushbutton Controller.
Optional Modes of Operation
Manual Mode (continued)

Driver Initiated Shifts:

Example of Invalid Downshift Request
Current Engine Speed

Engine
Governed
Speed

Calculated
Synchronous
Speed (Based
On Shift Request)

Tone Sounds to
(3) When Manual Shift is Requested, Trans ECU Validates Signal Invalid
Request By Verifying Engine isn’t Over-Revved or Request
Over-Lugged
(4) Tone Sounds Signaling System Cannot Complete Request
if Completing Shift Would Result in Engine Over-Revving
or Over-Lugging.
Optional Modes of Operation
Manual Mode (continued)

Forced Upshift in Manual Mode

Cruise Speed
Engine
Engine
Governed
Governed
Speed
Speed

+300 RPM
Limit

If rolling down a grade, engine If engine governed speed is

RPM increases as vehicle gains exceeded by 300 RPM, transmission
road speed. forces upshift.
Optional Modes of Operation
Manual Mode (continued)

Forced Downshift

Cruise Speed Cruise Speed

Engine Engine
Idle Idle
Speed Speed

If rolling to a stop, engine If engine speed drops below

RPM decreases as vehicle loses idle, transmission forces an upshift
road speed. to increase engine RPM.
Optional Modes of Operation
Low Mode

Idle Speed

No upshifts will occur

if Low is selected.
• If Low Mode is Selected from a Stop, the Transmission
Engages 1st Gear.
• Upshifts are Prevented as Long as Low is Selected.
Optional Modes of Operation
Low Mode (continued)

Low Selected While Moving

Normal
Temporary Downshift
Downshift
Point (While Low is
Point
Selected)

Cruise
Speed
Optional Modes of Operation
Low Mode (continued)

Forced Upshift in Low Mode

Engine Engine
Governed Governed
Speed Speed

+300 RPM
Limit

If rolling down a grade, engine If engine governed speed is

RPM increases as vehicle gains exceeded by 300 RPM, transmission
road speed. forces upshift.
System Power Down
(1) Driver Selects Neutral
on Pushbutton
Controller.
(2) Trans ECU Controls
Gear Select and rail
Select Motors to
Position the Shift Finger
in Neutral While
Monitoring Shift Finger
Position Using Gear
and Rail Position
Sensors.
System Power Down
(3) Key is Turned Off,
Engine Shuts Down.
(4) Trans ECU Checks for
Vehicle Movement by
Monitoring Output
Shaft Speed Sensor.
(5) Trans ECU Checks the
Driver’s Request by
Monitoring Mode
Selected on
Pushbutton Controller.
System Power Down
System Power Down
7) Once all Vehicle
Interfaces are Turned
off, Trans ECU Controls
XY Shifter to Begin
Calibration

Occurs Every Time the

System is Shut Down
System Power Down

(A) Measure Full Rail Travel.

(B & C) Shift Finger is Positioned
Between Left and Center Rails and
Touches Both Shift Blocks Front
and Back.
(D & E) Shift Finger is Moved Between
Center and Right Rails and
Touches Both Shift Blocks Front
and Back
System Power Down
8) UltraShift PLUS models,
perform additional calibration
process – ECA performs
clutch calibration when
vehicle is powered down
9) Once Calibration is
Complete, Trans ECU Stores
Information.
10) Trans ECU Stores Fault
Data (If Any Faults
Occurred).
11) System Shuts Down.
Troubleshooting and Diagnostics
Precautions

Precautions to be Aware of Prior to Servicing an Eaton Automated Transmission

• First, Before Starting a Vehicle, Sit in the Driver’s Seat.
• Next, Verify that the Parking Brakes are Set.
• Verity Neutral is Selected on the Driver Interface Device.

Before Working on a Vehicle or Exiting the Cab with the Engine Running
• Verify the Parking Brakes are Set.
• Verify Neutral is Selected on the Driver Interface Device.
• Verify the Wheels are Blocked.

When Parking a Vehicle

• Verify the Parking Brakes are Set.
• Verify Neutral is Selected on the Driver Interface Device.
Troubleshooting Process
Troubleshooting Process
• Collect Information
• Validate Information / Isolate Symptoms
• Document Findings
• Make Repair / Validate Repair
Using the Troubleshooting Guide
Sections of the Troubleshooting Guide
• Table of Contents
• Industry Standard Recommended Tools
• Fault Code Table
• Appendix
• Driving Techniques
• Component Driven Isolation
• Symptom Driven Isolation
Fault Code Structure –
Building Blocks of Automation

System Codes
• Indicate a System Has
Failed to Respond as
Expected.
• Gen 3 Transmissions –
Service Light Flashes for
an Active System Code.
• Gen 1 and 2
Transmissions – Do Not
Flash Any Active
System Codes.
Fault Code Structure –
Building Blocks of Automation
Component Codes
• Indicate the Trans ECU
has Detected Electrical
Feedback Out-of-Range on
a Given Circuit.
• Caused by Vehicle or
Transmission Equipment.
• All Component Codes
Flash the Service Light on
All Automated Platforms.
Fault Isolation Techniques
Three Causes for All Component Codes
• Transmission ECU
• Transmission or Vehicle Harness
• Component for which the Code was Set

The Troubleshooting Guide is Structured to Isolate Faults Based on this Methodology.

Examples of Other Systems that Can Cause Transmission Symptoms

• ABS
• Engine Control
• Air System
• J1939
Code Status
Fault Code States
• Active – Code is Active at This Moment.
• Inactive – Code Was Set at Some Point in the Past.

When Using the Troubleshooting Guide to Diagnose a Given Fault, It Is

Important to Recognize If the Code is Active or Inactive. Eaton’s Fault
Isolation Procedures are Written Assuming the Code is Active at that
Moment.
• If the Code is Active, the Isolation Procedure Will Lead you Directly to the
Problem.
• If the Code is Inactive, the Isolation Procedure Will Only Verify if the Circuit
or System is Sound.
Fault Code Retrieving and Clearing
Retrieving Active Codes
• Begin in the On Position
• Switch the Ignition Key Off and On Two Times
• The Key Clicks Must be Completed Within 5 Seconds

Retrieving Inactive Codes

• Begin in the On Position
• Switch the Ignition Key Off and On Four Times
• The Key Clicks Must be Completed Within 5 Seconds

Clearing Codes
• Begin in the On Position
• Switch the Ignition Key Off and On Six Times
• The Key Clicks Must be Completed Within 5 Seconds
• Active Codes Cannot be Cleared
Key On Detection

Key On Detection - Trans

ECU Has Detected a
Failure During Power Up
Sequence.
Driving Detection

Driving Detection –
System Needs to Function
Under Operating
Conditions to Detect a
Failure.
Specialty Tools
ServiceRanger Tool Bar
• Monitor Data
• Retrieve Fault Codes
• Advanced Product Functions
• Product Downloads
• Internet Downloads
• Information Main Menu
Specialty Tools
ServiceRanger Utilities Menu
• Check for Roadranger Products
• Reset Communications
• View / Change Communication
Settings
• View Current Downloads
• View Service Activity Reports
Specialty Tools
ServiceRanger Help Menu
• About
• Diagnostic Help
• Information Help
• Download Help

Provides Information for

ServiceRanger Usage – Similar to a
User’s Guide.
Specialty Tools
Data Link Tester
• Continuity Test – Used to Diagnose All Available Data Links on a Truck.
• Communication Test – Used to Test for all ECU Communications on a Truck.
• These Communications Include: J1922, J1587, and J1939 Protocols.
Improved Diagnostic
Capabilities for Generation 3
Product Diagnostic Mode (PDM)
• Used to Diagnose Inactive Codes that May Have Been Set During Normal Driving.
• Increases Sensitivity of Fault-Sensing Capability of Transmission ECU.
• Tests for Loose, Degraded, and Intermittent Connectivity Problems.
• Only Works With Select Inactive Codes.

Snap-Shot
• Advanced Diagnostic Feature That Captures 31 Transmission and Engine Parameters
as Active Codes Occur.
• Parameters Include: Battery Voltage, Ignition Voltage, Input Shaft RMP, and Engine Load.
• Triggered When a Fault Becomes Active. Driver Can Also Manually Trigger a Snap-Shot.

Abeyance
• Managed by the Transmission ECU.
• Determines Exactly When to Log an Active Fault Code.
Electrical System Maintenance
Batteries and Cables
• Electrical pre-test
• Inspect cables for tightness and corrosion

Wiring Harnesses
• Check for proper routing
• Check for proper strain relief (flexibility or slack)
Data Link Construction and
Diagnostics
Data Links
• J-1587: low speed
• J-1939: high speed
• EPL: similar to J-1939, but no terminating resistors

Data Link Construction

• Follow SAE standards
• Twisted wire pairs are built with a minimum of one twist per inch
• On high-speed links, the twisted wire pair may be encased by a shield
Data Link Construction and
Diagnostics (continued)
Data Links
• Ground the shield to a good chassis ground to
protect the link
• Next, wrap the shield / twisted pair in insulation
• When a high-speed data link is incorporated into
the chassis it has terminating resistors installed
at each end of the data link
Data Link Construction and
Diagnostics (continued)
Data Links
• These 2 120 Ohm terminating resistors are installed in parallel circuits
• They are used to keep reflective wave to a minimum
Troubleshooting J-1939 Data Link
Troubleshooting J-1939
• Check the line for damaged cabling, connectors, seals, and terminals
• Pay attention to routing
• Check connector bodies for broken locks, missing cavity seals, perimeter
seals, and cracked housings
• Check wire terminals for corrosion, straightness, and fit (Female Pin Drag Test)
Troubleshooting J-1939 Data Link
Troubleshooting J-1939
• Use the 10 Pound Wire Pull Test to check the wire
terminal crimp and cavity lock
• If the wire pulls out from the connector, the terminal
has a bad wire crimp
• If the complete terminal pulls out, the terminal has a
bad lock tang or connector body
Troubleshooting J-1939 Data Link
Troubleshooting J-1939
• Second method for troubleshooting J-1939 is to check the terminating resistors
• Readings should be between 50 – 70 Ohms
• Take the readings from Pin A (+) and Pin B (-) on a data link connector. Pin C (shield) – if
applicable.
• If reading is 120 Ohms, one resistor must be missing or bad
• 30 – 40 Ohm reading: there are 3 resistors on the data link and one must be removed
Troubleshooting J-1939 Data Link
Troubleshooting J-1939
• Last two methods for troubleshooting the J-1939:
• Check for continuity
• Check for polarity
• Use the Eaton data link tester for both of these tests