61908 Manual transmision Twin Disc

OperOperOperOperOperaaaaator’tor’tor’tor’tor’sssssManualManualManualManualManual PPPPPooooowwwwwer Shifter Shifter Shifter Shifter Shift

TTTTTrrrrransmissionansmissionansmissionansmissionansmission

Components:TA-90-8501 Transmission8-FLW-2302-0 Torque ConverterTDEC-400 Electronic Control

Document Number: 1020510

TWIN DISCTWIN DISCTWIN DISCTWIN DISCTWIN DISCINCORPORAINCORPORAINCORPORAINCORPORAINCORPORATEDTEDTEDTEDTED

http://www.twindisc.com/

NOTICE

Twin Disc, Incorporated makes no warranty or guaranty of anykind, expressed, implied or otherwise, with regard to theinformation contained within this manual. Twin Disc,Incorporated has developed this manual through research andtesting of the information contained therein. Twin Disc,Incorporated assumes no responsibility for any errors that mayappear in this manual and shall not be liable under anycircumstances for incidental, consequential or punitive damagesin connection with, or arising out of, the use of this manual. Theinformation contained within this manual is subject to changewithout notice.

Document Number1020510

Revison 1May, 2002

Power Shift TransmissionSystem Operator’s Manual

TWIN DISC, INCORPORATEDEXCLUSIVE LIMITED WARRANTY

GENERAL UNITS

A. Twin Disc, Incorporated warrants all assembled products and parts, (except component products or parts on which written warrantiesissued by the respective manufacturers thereof are furnished to the original customer, as to which Twin Disc, Incorporated makes nowarranty and assumes no liability) against defective materials or workmanship for a period of twenty-four (24) months from the date of originalshipment by Twin Disc, Incorporated to the original customer, but not to exceed twelve (12) months of service, whichever occurs first. This is theonly warranty made by Twin Disc, Incorporated and is in lieu of any and all other warranties, express or implied, including the warrantiesof 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*sapplication engineering.

B. The exclusive remedy provided by Twin Disc, Incorporated whether arising out of warranty within the applicable warranty period asspecified, or otherwise (including tort liability), shall at the sole option of Twin Disc, Incorporated be either the repair or replacementof any Twin Disc, Incorporated part or product found by Twin Disc, Incorporated to be defective and the labor to perform that workand 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 andtest 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 subjectto 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 tothe 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 productor part with installations properly engineered and in accordance with the practices, methods and instructions approved orprovided 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 identicalwith components of the original equipment. Replacement parts or products not of Twin Disc origin are not warranted by TwinDisc, Incorporated.

C. As consideration for this warranty, the original customer and subsequent purchaser agree to indemnify and hold Twin Disc, Incorporatedharmless from and against all and any loss, liability, damages or expenses for injury to persons or properly, 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 oftheir 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, repairor replacement of any part or product within the warranty period, except when such cost or expense is authorized in advance in writingby Twin Disc, Incorporated.

E. Twin Disc, Incorporated reserves the right to improve the product through changes in design or materials without being obligated toincorporate such changes in products of prior manufacture. The original customer and subsequent purchasers will not use any suchchanges 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 ano-charge basis and these parts will be covered by the remainder of the unexpired warranty which remains in effect on the completeunit.

December 14, 2001 TDWP0002

TWIN DISC, INCORPORATEDFlat Rate Hours Allowance

(Hourly Labor Rate Must Be Acceptable to Twin Disc, Incorporated) * Travel and related expenses are not included as a part of Twin Disc General Unit Warranty.

GENERAL UNITS

Model Series R&R Repair & TestPowershift Transmissions

1000, 1100, 1300, 1400 14.0 24.01600, 2000, 2600, 3100 14.0 30.02800 14.0 18.03600 14.0 36.08500 14.0 72.0

Matching Torque Converters6-1300, 6-1500 6.0 6.08-1400, 8-1450, 8-1600 6.0 8.08-1700, 8-1800, 8-1750, 8-1850 8.0 12.04-2000 6.0 12.08-2300 8.0 20.0

Industrial Torque Converters6-1300 & 6-1500 6.0 8.04-1600 & 4-2000 6.0 12.04-2200 w/cooler 12.0 30.04-2600 & 4-3400 w/cooler 20.0 40.010,000 & 11,500 6.0 12.011,500 HD & 13,800

w/Radiator 10.0 24.0w/o Radiator 10.0 20.0

16,000 w/Radiator 14.0 32.0w/o Radiator 14.0 28.0

Fluid Couplings14.5 HC, HM, HU & HUC 2.0 4.017.5 HC, HM, HU & HUC 2.0 4.021 HC, HM, HU & HUC 2.0 6.027 HC & HM 4.0 8.027 HUD

w/Radiator 8.0 32.0w/o Radiator 8.0 28.0

Power Take Off's Clutches OnlyC106 6" 1.0 2.0 1.0C107 7" 1.0 2.0 1.0C108 8" 1.0 2.5 1.0C110 10" 1.0 3.0 1.5SP-X11 11" 2.0 4.0 2.0SL-X11 11" 2.0 5.5 2.0TC-X13 13" 2.0 2.0 1.0SP-X14 14" 3.0 6.0 3.0SL-X14 14" 3.0 6.0 3.0IBF-X14 14" 3.0 8.0 3.0B-X18 18" 4.0 10.0 4.0SP-X18 18" 4.0 10.0 4.0IBF-X 18 18" 4.0 10.0 4.0SP-X21 21" 6.0 14.0 6.0

December 14, 2001 TDWP0002A

7

Twin Disc, Incorporated Table of Contents

Power Shift Transmission System Operator’s Manual #1020510

Table of Contents

Introduction ...........................................................9General Information ............................................................................ 9Replacement Parts ............................................................................ 10Preventative Maintenance/Troubleshooting ................................. 11Safety .................................................................................................. 12Sources of Service Information ...................................................... 13Warranty .............................................................................................. 14

Description and Specifications .........................15General................................................................................................ 15Description ......................................................................................... 16Sump ................................................................................................... 16Pump ................................................................................................... 16Regulator Valve Assembly ............................................................... 17Range Selector Valve ........................................................................ 17Special Features ................................................................................ 18Specifications .................................................................................... 19

Operation..............................................................21Checking Oil Level ............................................................................ 22Basic System Description ................................................................ 23Transmission Component Summary ............................................ 29Transmission Hydraulic System ..................................................... 30Power Flow Through Transmission System................................. 33D.C. Power Supply............................................................................. 35Electronic Control System Overview ............................................. 36TDEC-400 Electronic Control System Components..................... 40System Operation .............................................................................. 45Fracturing rig Operating Modes ..................................................... 46Operational Problems ....................................................................... 50

8

Twin Disc, IncorporatedTable of Contents


Preventative Maintenance ..................................51General ................................................................................................ 51Hydraulic System .............................................................................. 52Periodic Visual Inspection ............................................................... 56Hydraulic System Pressure Checks ............................................... 59

Troubleshooting..................................................61General ................................................................................................ 61Pressure and Flow Test Kit .............................................................. 62Troubleshooting Discussion ........................................................... 63Problems that Show No Fault Messages in the Display .............. 64Problems that Show Fault Messages in the Display .................... 85Display Faults..................................................................................... 87Diagnostic Test ................................................................................ 101

Engineering Drawings ......................................131List of Engineering Drawings ........................................................ 1311019142 (System, Elect. Control) ................................................. 133238008A (Schematic, Hydraulic) ................................................... 134229578E (Diagram, Piping) ............................................................ 1351019876 (page 1 of 6) (Transmission Parts) ............................... 1361019876 (page 2 of 6) (Transmission Parts) ............................... 1371019876 (page 3 of 6) (Transmission Parts) ............................... 1381019876 (page 4 of 6) (Transmission Parts) ............................... 1391019876 (page 5 of 6) (Transmission Installation) ..................... 1401019876 (page 6 of 6) (Transmission Installation) ..................... 141X237074A (Clutch Assembly, 1, 4, 7) ............................................ 142X237073A (Clutch Assembly, 3, 6, 9) ............................................ 143X229489F (Clutch Assembly, 2, 5, 8) ............................................ 1441018460 (Range Selector Valve Assembly) ................................. 145X229460P (Valve Assembly, Main Regulator) ............................. 146X229823B (page 1 of 3) (Torque Converter Installation) ........... 147X229823B (page 2 of 3) (Torque Converter Parts) ..................... 148X229823B (page 3 of 3) (Torque Converter Parts) ..................... 1491018360 (partial) (Valve Assembly, solenoid) ............................. 150

9

Twin Disc, Incorporated


Introduction

Introduction

General Information

This publication provides the information necessary for the operation andmaintenance of the Twin Disc, Incorporated equipment specified on the coverof this manual. Specific engineering details and performance characteristicscan be obtained from the Product Service Department of Twin Disc,Incorporated, Racine, Wisconsin, USA.

Operation and maintenance personnel responsible for this equipment shouldhave this manual at their disposal and be familiar with its contents. Applyingthe information in the manual will result in consistent performance from theunit and help reduce downtime.

Special Tools

Engineering drawings are available for the fabrication of special tools thatshould be used during disassembly and assembly of a unit. Repair of thisequipment should not be attempted without special tools. Twin Disc doesnot manufacture these tools for general use.

10



Introduction

Replacement Parts

Parts Lists

Engineering assembly drawings are provided in appropriate sections of thismanual to facilitate ordering spare or replacement parts. Current bill ofmaterials are available from Twin Disc or the nearest Authorized Twin DiscDistributor.

Ordering Parts

All replacement parts or products (including hoses and fittings) mustbe of Twin Disc origin or equal, and otherwise identical with componentsof the original equipment. Use of any other parts or products will voidthe warranty and may result in malfunction or accident, causing injuryto personnel and /or serious damage to the equipment.

Renewal parts and service parts kits may be obtained from any authorizedTwin Disc distributor or service dealer.

Parts Shipment

Furnish the complete shipping information and postal address. All partsshipments made from the factory will be FOB factory location, USA. Statespecifically whether the parts are to be shipped by freight, express, etc. Ifshipping instructions are not specified, the equipment will be shipped thebest way, considering time and expense. Twin Disc, Incorporated will notbe responsible for any charges incurred by this procedure.

Twin Disc, Incorporated having stipulated the bill of material number on theunit’s nameplate absolves itself of any responsibility resulting from anyexternal, internal or installation changes made in the field without the expresswritten approval of Twin Disc. All returned parts, new or old, emanatingfrom any of the above-stated changes will not be accepted for credit.Furthermore, any equipment which has been subjected to such changes willnot be covered by a Twin Disc warranty.

11



Introduction

Preventative Maintenance/Troubleshooting

Frequent reference to the information provided in this manual regarding dailyoperation and limitations of this equipment will assist in obtaining trouble-free operation. Schedules are provided for the recommended maintenanceof the equipment and, if observed, minimum repairs (aside from normal wear)will result.

In the event a malfunction does occur, a troubleshooting table is provided tohelp identify the problem area and lists information that will help determinethe extent of the repairs necessary to get a unit back into operation.

Lifting Bolt Holes

Most Twin Disc products have provisions for attaching lifting bolts. Theholes provided are always of adequate size and number to safely lift theTwin 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 liftpoint (or points) and result in damage or personal injury.

Select lifting eyebolts to obtain maximum thread engagement with boltshoulder tight against housing. Bolts should be near but should notcontact bottom of bolt hole.

12



Introduction

Safety

General

Safe practices must be employed by all personnel operating and servicingthis unit. Twin Disc, Incorporated will not be responsible for personal injuryresulting from careless use of hand tools, lifting equipment, power tools, orunaccepted maintenance/operating practices.

Important Safety Notice

Because of the possible danger to person(s) or property from accidents whichmay result from the use of manufactured products, it is important that correctprocedures be followed. Products must be used in accordance with theengineering information specified. Proper installation, maintenance, andoperation procedures must be observed. Inspection should be made asnecessary to assure safe operations under prevailing conditions. Properguards and other suitable safety codes should be provided. These devicesare neither provided by Twin Disc, Incorporated nor are they the responsibilityof Twin Disc, Incorporated.

13



Introduction

Sources of Service Information

Each series of manuals issued by Twin Disc, Incorporated is current at thetime of printing. When required, changes are made to reflect advancingtechnology and improvements in state-of-the-art.

Individual product service bulletins are issued to provide the field withimmediate notice of new service information.

For the latest service information on Twin Disc products, contact any TwinDisc distributor, or contact the Product Service Department, Twin Disc,Incorporated, Racine, Wisconsin 53405-3698, USA, or by e-mail [email protected].

mailto:[email protected]

14



Introduction

Warranty

Equipment for which this manual was written has a limited warranty. Fordetails of the warranty, refer to the warranty statement at the front of thismanual.

15

Twin Disc, Incorporated Description and Specifications


Description and Specifications

General

(Reference - Twin Disc Application # AN4019)

The Twin Disc TA-90-8501 transmission is a hydraulically actuated power shifttransmission, providing nine speeds forward. Used with this transmission is aTwin Disc torque converter model 8-FLW-2302-0. The transmission and torqueconverter are electronically controlled by a Twin Disc model TDEC-400 control.

Model Identity Numbers and Letters

TA--90-8501, BOM 67425T = TransmissionA = No drop box, output and input are axially in line9 = Nine speeds forward0 = No reverse85 = Transmission model series01 = Basic model number (Assigned in consecutive sequence to identify specificmodifications or gear ratios)

8-FLW-2302-0, BOM 672888 = type 8 Twin Disc torque converterF = Flywheel mounted unitL = with lockup clutchW = with stator freewheel230 = 23.0-inch converter circuit size2 = specific model for application0 = housing size to match SAE flywheel

TDEC-400 electronic control, BOM 41488

16

Twin Disc, IncorporatedDescription and Specifications


Description

There are two main sections of the transmission, a countershaft input section,and a planetary output section. The input section consists of three geared-together clutch shafts and a driven front output shaft. A 9-inch ball dump clutchis directly connected to, and driven by the input shaft, and when engaged, isdirectly connected to the front output shaft. The outer member of this clutchpack (gear driver) meshes with the input members of two shaft mounted clutches.These clutches are 10.5 inch and are the S type. When one of the input sectionclutches is engaged, power is transmitted to the front output shaft either directlyor through the driven gears, and to the input members of the planetary outputsection. There are three clutch pack assemblies in the planetary output section.The high range clutch is a 12.5-inch and is of the LD type. When engaged, theoutput shaft rotates at the same speed as the front output shaft in the inputsection of the transmission. There are two 23-inch planetary clutch assemblies(non dump valve) that connect to the output flange through planetary reductiongearsets. These are referred to as the low range and intermediate range clutchpack assemblies

The hydraulic torque converter is a single stage Type 8 design with an integrallockup clutch, and stator freewheel. The lockup clutch is hydraulically controlledin conjunction with the electronic control.

Sump

The bottom of the transmission housing serves as the sump for all oil used inthe transmission/ torque converter system. A suction strainer is installed in thesump to prevent debris from being drawn into the pump inlet.

Pump

The hydraulic system dual pump assembly is located on the rear of the torqueconverter on a pump mount to the right of center as viewed from the rear. Thetwo pumps are of the positive displacement gear-type and are driven directlyby the engine. The pump inlets draw oil through a suction strainer. The oil fromthe pumps is directed through filters and regulator valves and supplies pressurefor clutch apply, torque converter and lube. The pumps run at engine speed.

A scavenge pump is on the rear of the torque converter on a pump mount to theleft of center as viewed from the rear. The scavenge pump draws oil from thebottom of the engine flywheel and converter housings and returns the oil to thetransmission sump.

17



Regulator Valve Assembly

Pressure regulating valves for controlling main pressure, converter circuitpressure, and lube oil pressures are contained in the regulator valve assemblyon the torque converter. The regulator valve on the torque converter also includesa cold oil relief for protection of the converter.

Range Selector Valve

Six proportional valves, mounted on the left of the transmission housing, (viewedfrom the rear) control the application of the transmission clutches. The valvesare controlled by electronically modulated signals. These valves are identical,and are identified as 1, 2, 3, 4, 5, and 6. These solenoid numbers are referencedin the electronic control system drawing to aid technicians in troubleshootingthe system.

The lockup clutch in the torque converter is controlled by a proportional valve,identical to the six in the transmission, located in the regulator valve assemblyon the torque converter, and is actuated by an electronically modulated signal.

The control system is powered by 24 volts dc.

18



Special Features

Clutches

Hardened steel plates and organic fiber friction plates are used on all clutches.The 9-inch (input section) clutch is a ball-dump type clutch. The two 10.5-inchclutches (input section) are of the S dump valve configuration. The high range(output section) 12.5-inch clutch is of the LD dump valve configuration. The two23-inch (output section) are modulatable non dump valve clutches. All of theclutches are hydraulically actuated, spring-released, and oil cooled.

Bearings

The input section clutch shafts and the front output shaft are supported withtapered roller bearings. These bearings (in conjunction with shims) are usedto control the end play of the shafts. The planetary shafts are supported withcaged needle bearings, and end float is controlled by thrust washers. The ringgear float is controlled with lube ring assemblies on each side. The high rangeclutch is supported on the front output shaft with a ball bearing, and the endthrust is controlled by this bearing and a ball bearing in the sun gear on theopposite end. The allowable float is controlled with shims between the sungear and the clutch hub. The output shaft and planetary carrier is supported bya double tapered roller bearing set.

19



Specifications

Normal Temperature Range:180°-220° F (82°-104° C)

Low Speed Pressures:Run at 715 rpm

Main Pressure (X):185 psi (1276 kPa) minimum at regulator.Clutch Apply Pressure (CL):180 psi (1241 kPa) minimum at end caps and within 5 psi (34 kPa) of eachother.

Transmission Lube Pressure:15 psi minimum (103 kPa) at lube regulator (G).2 psi (14 kPa) minimum at clutch lube ports.

Converter outlet pressure (W):30 psi minimum (207 kPa)

High Speed Pressures:Run at 1950 rpm

Main Pressure (X):235-255 psi (1620-1758 kPa) at main regulator.

Clutch Apply Pressure (CL):Within 12 psi (83 kPa) of main at end caps.

Transmission Lube Pressures:35-60 psi (241-417 kPa) at lube regulator (G).5-20 psi (34-138 kPa) at clutch lube test ports.

Converter outlet pressure (W):45 to 55 psi (310-379 kPa)

20



Engine speeds (approximate)(B J Services oil well fracturing rig with MTU/DDC 16V4000 engine, 3000 hp@ 1950 rpm)

Full load 1950 rpmNo load 1960 rpmConverter stall speed 1953 rpm

TDEC-400 CONTROL

Furnished with the transmission is the TDEC-400 electronic control. The controlprovides shifting for the transmission/converter system and is necessary tocoordinate the function of the fracturing rig, torque converter and transmissionin the oil well servicing application. The control operates on 24 volts dc providedby the fracturing rig’s battery.

21

Twin Disc, Incorporated Operation


OperationThis section covers operation of the transmission, torque converter, and theassociated hydraulic and electronic control system and their relationship to theengine and fracturing rig. The following paragraph (prior to start-up) providesinformation the fracturing rig operator needs to know to inspect the transmissionand start the engine.

22

Twin Disc, IncorporatedOperation


Checking Oil Level

The oil level in the transmission must be checked before each use. Procedurefor checking oil is as follows:

1. Visually inspect the transmission, converter and drive line for security ofmounting. Inspect plumbing and electrical components for security ofattachment and/or leaks. Leakage must be corrected.

2. Oil level check: It is best to check the oil level after the oil well fracturingrig has been parked with the engine not running for at least 8 hours (orovernight). The fracturing rig should be parked on a level surface.

a. With the engine not running, the low level sight gauge should showfull, and the hot oil level sight gauge may be full. Add oil if the lowlevel sight gauge does not show full.

b. Start the engine. With the engine at low idle for 1 minute, thetransmission in neutral, and with cold oil (10~35 oC) the oil levelshould be visible in the low level (lower) sight gauge. Add oil asnecessary until it is seen in the low level sight gauge beforeoperating the oil well fracturing rig. Note that there is a low oillevel sight gauge on the front of the transmission by the hot oillevel sight gauge, and one on the rear of the transmission.

c. If the oil temperature is at operating temperature (80~100 oC),the oil level can be checked. With the engine at low idle for 5minutes, the transmission in neutral, the low level sight gaugeshould be completely full and the hot oil level sight gauge shouldshow 1/4 to 1/2 full. The oil level should never be above themiddle of the hot oil level sight gauge. Any oil leveladjustments must be confirmed with a cold oil level check aspreviously described.

d. If a sump heater is used when the fracturing rig is parked, the oiltemperature after the engine is idling for one minute will determinewhich of the above procedures should be followed.

Do not operate the transmission with oil levels above or below therecommended settings. Either condition can result in overheating orloss of power and damage to the equipment. When following this oilcheck procedure be sure the fracturing rig is secured from moving.

23



Basic System Description

This section describes the function and relationship of the following majorcomponents in your power transmission system.

� Remote mounted transmission (TD90-8501)

� Engine mounted torque converter (8FLW-2302-0)

� Electronic control system (TDEC-400)

24

Twin D

isc, IncorporatedO

peration

Power Shift Transm

ission System O

perator’s Manual #1020510

TORQUE CONVERTERWITH LOCK UP CLUTCH

ENGINECONTROLLER TRANSMISSION

INPUT ANDOUTPUT SPEEDSENSORS TEMPERATURE

SENSORCONVERTER LOCKUPCLUTCH VALVE COIL

TRANSMISSIONRANGE CLUTCHVALVE COILS

TRANSMISSIONOIL FILTERDIFF. PRESS.SWITCH

SWITCH INPUTS

LIQUID CRYSTALDISPLAY (VIA J1939)

POWERSOURCE

TRANSMISSION

ENGINE

MISCELLANEOUS

TDEC 400

24VDC

NEUTRAL DISCONNECTOIL LEVEL

KEY SWITCH

SYSTEM OIL

J1939 BUS OUTPUTS

J1939 BUS INPUTS

WORK MODE SWITCHRANGE SELECTORWORK MODE POTLOCKUP OFF SWITCH

TRAN INPUT SPEED

SYSTEM OIL TEMPTRAN OUTPUT SPEED

TRANS FILTER DIFF PRESS SWITCH STATUSOIL LEVEL SWITCH STATUS

CURRENT GEARTRANSMISSION CONFIGURATION

Figure 1. Control System

Com

ponents

25

Twin D

isc, IncorporatedO

peration

Power Shift Transm

ission System O


Figure 2. Hydraulic Torque C

onverter

26

Twin D

isc, IncorporatedO

peration

Power Shift Transm

ission System O


Figure 3. Power Shift Transm

ission Engine Side - Side B

27



Figure 4. Power Shift Transmission Side and Top View

28



Figure 5. Power Shift Transmission - Opposite Input - Side A

29



Transmission Component Summary

Torque Converter

The torque converter is direct mounted to the engine flywheel housing, and itsinput member rotates with the flywheel. The transmission system oil pumpsare geared to the input member, providing oil flow for transmission systemoperation. Two pumps are mounted in tandem on the right of the torque converterwhen viewed from the rear. They both provide oil flow for the operation of thetransmission system, and the other pump on the left side of the torque converteras viewed from the rear, pumps normal torque converter drainage back to thetransmission oil sump (scavenge pump). A pump drive pad is located near thebottom on the centerline for customer use.

There is one internal clutch in the torque converter. It is the lockup clutch thatconnects the engine flywheel to the fluid turbine or converter output shaft. Thisclutch is controlled by the electronic controller, based on conditions. There arepressure testing ports located on the torque converter that can be used in troubleshooting certain problems. See Figure 2 in Operation.

Remote Mounted Transmission

The remote mounted transmission contains several clutches that are engagedin combinations that determine the gear ratio that is used to drive the oil wellfracturing pump. The input shaft is directly connected to the torque converteroutput shaft. The transmission output shaft is directly connected to the oil wellfracturing pump. Electric valves are mounted on the transmission that areenergized in the proper combination to engage the appropriate clutches. Thetransmission housing is the oil sump for the transmission system. There areseveral oil pressure test ports located on the transmission for use introubleshooting certain problems. See Figure 3, 4, and 5 in Operation.

30



Transmission Hydraulic System

See the hydraulic system schematic and piping diagram in the drawing sectionof this manual.

The hydraulic system provides oil at correct pressures and flows for operationand lubrication of the transmission and torque converter. A cascading-typesystem is used, wherein the demand for pressure and flow for transmissionfunctions are supplied in sequence from a single source (two pumps in tandem).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 iscascaded to meet the demands of the next area. Hydraulic system componentsand their functions are as follows:

Transmission Sump

The sump is located in the bottom of the transmission housing and serves as areservoir for all oil used in the system. Oil level is checked with the sight glasson the right rear of the transmission. Please refer to Preventative Maintenancefor oil level check and filling procedures. A suction screen installed in the reservoirprevents debris from being drawn into the pump inlet. This screen is notserviceable from the outside.

Pumps

The system oil pumps are assembled together in tandem. They are positivedisplacement gear-type pumps, rated at 68 gpm (257 L/min) for the frontelement and 52 gpm (197 L/min) for the rear element at 1900 rpm enginespeed. The converter and flywheel housing scavenge pump is rated at 15.3gpm (57.9 L/min) at 1900 rpm engine speed.

31



Main Pressure Regulator Valve

The 52 gpm (197 L/min) pump flow is supplied to the main pressure regulatorvalve. This valve (located in the torque converter regulator valve assembly)maintains main system pressures for the application of the transmissionclutches. Please refer to Description and Specifications for designed pressurelimits. Main system pressure, opposed by preset spring tension on the backside of the regulator piston, causes the valve to open and cascade excess oilinto the torque converter circuit supply cavity, thereby maintaining systempressure at the desired value. The 68 gpm (257 L/min) pump flow is suppliedto the torque converter regulator valve assembly to the flow divider valve. Lubeoil is supplied through a 0.438 inch diameter orifice from this supply. The flowdivider regulator valve maintains the appropriate lube pressure, and when thisis met, opens and cascades the remaining flow into the torque converter circuitsupply cavity.

Cold Oil Relief

A cold oil relief valve is located in the regulator valve body that senses pressureat the torque converter pressure supply cavity. Excessive pressure causes thevalve to open and bypass oil back to the oil pump suction cavity which protectsthe torque converter circuit from excessive pressure.

Converter Regulator Valve

The torque converter circuit oil pressure is regulated by the converter regulatorvalve (located in the torque converter regulator valve assembly). This regulatesthe converter circuit outlet pressure to the desired level, and the oil is thendischarged through the oil cooler and into the oil pump suction cavity at thetransmission.

Lube Regulator Valve

The lube regulator valve (also called the flow divider valve) maintains lube systempressure at the desired level. See the discussion above under Main PressureRegulator. Please refer to Description and Specifications for pressure limits.Lube is provided for lubrication of bearings and splines, and for lubricating andcooling clutches. The maximum lube pressure is limited by cascading theexcess oil to torque converter supply circuit cavity.

32



Transmission Range Clutch Valves

Four proportional cartridge valves are housed in three valve bodies that arelocated on the side of the input section of the transmission. Two proportionalcartridge valves are housed in a valve body that is located on the planetary(rear) section of the transmission. When a range is selected, the valve coils forthat range are energized, permitting regulated main pressure to apply thedesired clutch packs. When another range is selected, the valve coils for thenew range are energized, and the valve coils for the previous range arede-energized, allowing the passage of clutch apply oil to the sump, thusreleasing the clutch. These valves are powered with signals that are capableof controlling the pressures at intermediate levels for improved shift quality.

Converter Lockup Clutch Valve

A proportional cartridge valve is mounted in the regulator valve assembly thatis located on the torque converter to supply pressure to the lockup clutch. Mainpressure is supplied to this valve from the main pressure regulator through aninternal passage in the valve body.

33



Power Flow Through Transmission System

The torque converter driving ring bolts directly onto the engine flywheel. Theinternal teeth of the driving ring mesh with the gear teeth on the rotating housing.The rotating housing provides input power to the impeller wheel of the torqueconverter. Power flow system components and their functions are as follows:

Converter Drive

When in converter drive, converter fluid is moved by the impeller blades anddirected against the turbine wheel blades, driving the turbine wheel assembly.Since the turbine wheel assembly is spline connected to the output shaft, theoutput shaft is driven.

After the fluid passes through the turbine wheel blades, it is redirected to theimpeller wheel blades by the stator blades. When output torque requirementsexceed input torque, the freewheel unit on the stator is locked up. However,when output torque requirements are equal to, or less than, input torque, thestator freewheels.

The pumps run at engine speed.

Lockup Clutch Drive

The lockup clutch is controlled automatically through the electronic controlsystem.

When the lockup clutch is engaged, power is transmitted from the rotatinghousing, through the steel driving plates which are spline connected to therotating housing, and to the friction clutch plates by clamping action of theengaged clutch. The friction clutch plates are spline connected to the turbinehub. The turbine hub is spline connected to the output shaft. Thus, the lockupclutch provides direct mechanical drive.

34



Freewheel Function

When the lockup clutch is engaged, the freewheel assembly allows the statorto freewheel. This improves the unit efficiency. The freewheel assembly locksthe stator to the stator carrier during converter operation. This allows the torqueconverter to multiply engine torque.

Transmission

Power flow is from the engine through the torque converter output shaft to theinput yoke on the front of the transmission input shaft. The 2-5-8 clutch inputgear drives the 1-4-7 and the 3-6-9 input gears that are solidly connected totheir shafts by an interference tapered fit. If one of these three clutches areengaged, they cause the front section output shaft to rotate. The 2-5-8 clutchoutput is directly connected to this shaft, and the other two clutches are connectedthrough gears. The front section output shaft is spline connected to the sungear for the low range (1-2-3) planetary assembly, the sun gear for theintermediate range (4-5-6) planetary assembly, and to the clutch hub for thehigh range (7-8-9) clutch. When the low (1-2-3) range clutch is engaged, thelow range ring gear becomes anchored to the housing and cannot rotate. Thelow range sun gear causes the low range planet gears to rotate inside of thestalled ring gear, causing the planetary carrier to rotate. The transmission outputshaft is an integral part of this planetary carrier and therefore rotates at thesame speed. When the intermediate range (4-5-6) clutch is engaged, theintermediate range ring gear becomes anchored to the housing and cannotrotate. The intermediate range sun gear causes the intermediate range planetgears to rotate inside of the stalled ring gear, causing the planetary carrier torotate. The intermediate range planetary carrier is directly connected to thelow range ring gear. The low range sun gear and the intermediate range sungear are connected and rotating together, resulting in the low range planetarycarrier being driven at a faster speed than when the low range ring gear wasgrounded. When the high range (7-8-9) clutch is engaged, the intermediaterange carrier, the low range ring gear, and the low range sun gear are rotatingat the same speed as the front input section output shaft, thus the low rangecarrier also must rotate at this speed. In order to have power to the oil wellfracturing pump, one input section clutch and one output (planetary section)clutch must be engaged.

35



D.C. Power Supply

Input power to the electronic control is supplied by the customer. Refer to drawing#1019142 in Engineering Drawings. The positive lead should be connecteddirectly to the positive terminal of the 24 volts DC battery post with no otherloads. The circuit protection device must not exceed time/current characteristicsof an ATO type fuse. The neutral disconnect switch is actuated by a customersupplied relay, and is used to turn the disconnectable solenoid power off whenin neutral. The system ground is through a single wire connected directly to thebattery negative. The electronic control is active when applied voltage isbetween 10 and 28 volts dc.

Note: The 10 amp input power circuit protection device mustnot exceed the time/current characteristics of an ATO typefuse. If the installed device is larger or slower respondingthan specified, the wiring could be damaged and thesystem made inoperable.

Interruption of Power

1. Interruption of power to the electronic control for 100 milliseconds ormore will require resetting the input power to the electronic control bycycling the key switch once the input voltage has been restored abovethe 11 volt dc level.

2. The control system will be in neutral (N) on power up. This means thatafter regaining power from some power fault, the electronic control willplace the transmission in N even if the transmission output shaft isrotating.

36



Electronic Control System Overview

The electronic control system monitors and coordinates functions of the torqueconverter and transmission system. Various external components are used toprovide inputs for the control as well as outputs for operation of the transmission/converter system. Different operating characteristics are obtained through thepositioning of various input switches to the control system.

See Figure 1 in Operation.

The electronic control system consists of the following components:

Cables

Two cables connect the components of the electronic control system to eachother, and also to the sensors, valves, and switches that are located on thevarious components in the power transmission system.

Transmission Range Selector

The transmission range selector is customer supplied, and is used to selectupshifts or downshifts into the desired transmission range. The range selectorcommunicates with the electronic control via the oil well fracturing rig’s J1939data bus. An “instant neutral” switch is associated with the range selector, andremoves power from the Neutral Disconnect relay, which disconnects all clutches.

37



Display Unit

The display unit provides information to the operator about what range thetransmission is in, and is also used while troubleshooting system problems. Italso displays messages that may be generated by the electronic control sensingabnormal conditions in the transmission system. The display unit contains theswitches that enable the diagnostic testing of the transmission system.

Electronic Control

The electronic control contains the computer memory that has beenprogrammed with the desired fracturing rig function parameters. The electroniccontrol relies on information provided by several discreet input devices, andprovides signals to several outputs that result in the fracturing rig performing inthe desired manner. The electronic control also monitors and responds to somesignals from the fracturing rig’s J1939 data bus.

The J1939 Data Bus is a communication link designed into the fracturing rig.Refer to the Society of Automotive Engineers (S.A.E.) Recommended PracticeJ1939 for detailed information. Electronic signals are communicated to theJ1939 Data Bus by various controllers on the fracturing rig. The transmissioncontrol system uses this data bus to receive information from other fracturingrig controls, and to send information to other fracturing rig controls. The displaydata is communicated from the control via the data bus.

38



The Discreet Inputs Are:

� Transmission input speed sensor

� Transmission output speed sensor

� Transmission system oil temperature sensor

� Transmission filter differential pressure switch

� Transmission oil level switch

� Relay (customer supplied) to remove power from disconnectable clutch valve coils when in neutral

� Dedicated ground connection to the battery negative

� Dedicated fused (10 Amp) +24 volt battery power

� Fracturing rig key switch

The S.A.E. J1939 Data Bus Inputs Are:

� Transmission range selector signal

� Work mode or Hydraulic Test mode command (if applicable)

� Potentiometer position if equipped for work mode for testing

� Torque converter lockup disable request

39



Based on all discreet input signals and J1939 Data Bus input signals, theelectronic control sends signals out to various devices that cause the fracturingrig operation. The outputs are sent discreetly and also via the J1939 DataBus.

The Discreet Output Signals Are:

� Electrical current to the transmission range valve clutch coils usedto engage the proper clutches to provide the transmission rangedesired

� Electrical current to the lockup clutch valve coil used to apply theconverter lockup clutch as needed

The S.A.E. J1939 Data Bus Output Signals Are:

� Signals to the display unit, indicating the transmission range anddirection

� Transmission input and output speed

� Transmission system oil temperature

� Status of transmission filter differential pressure switch

� Status of transmission oil level switch

� Transmission configuration and # of gears, and ratios

� Current gear status

40



TDEC-400 Electronic Control System Components

Electronic Control

Monitors and controls the system through two wiring harnesses that attach tothe control through three connectors. The control has no preferred mountingorientation.

Transmission Range Selector

The transmission range selector is customer supplied. Contact closurescommunicate with the electronic control the operators demand for upshifts ordownshifts from the current range. An “instant neutral” switch is available toinstantly disconnect the pump from the engine if needed.

R-1 (Warm-Up)This range is selected by downshifting from neutral. Solenoids are energizedto select the 2-5-8 input section clutch, and the 1-2-3, and 4-5-6 planetaryclutches in the output section. This results in the transmission shafts beinglocked up, stalling the torque converter output shaft. The lockup clutch is notallowed in the Warm-up mode.

N--NEUTRALTorque converter lockup clutch and transmission range clutches are disengaged.Neutral (N) will always be selected while starting the engine and during powerup of the electronic control system. A customer supplied neutral disconnectrelay will be de-energized and the neutral disconnect switch contacts opened.Neutral will be achieved if the “instant neutral” switch is used to disconnect thepump from the engine.

D-1First range is engaged. This range is achieved by upshifting from neutral ordownshifting from D-2. The transmission input shaft will turn at 4.47 times thetransmission output shaft. Torque converter lockup clutch is automaticallyapplied based on turbine speed.

41



D-2Second range is engaged. This range is achieved by upshifting from D-1 ordownshifting from D-3. The transmission input shaft will turn at 3.57 times thetransmission output shaft. Torque converter lockup clutch is automaticallyapplied based on turbine speed.

D-3Third range is engaged. This range is achieved by upshifting from D-2 ordownshifting from D-4. The transmission input shaft will turn at 2.85 times thetransmission output shaft. Torque converter lockup clutch is automaticallyapplied based on turbine speed.

D-4Fourth range is engaged. This range is achieved by upshifting from D-3 ordownshifting from D-5. The transmission input shaft will turn at 2.41 times thetransmission output shaft. Torque converter lockup clutch is automaticallyapplied based on turbine speed.

D-5Fifth range is engaged. This range is achieved by upshifting from D-4 ordownshifting from D-6. The transmission input shaft will turn at 1.92 times thetransmission output shaft. Torque converter lockup clutch is automaticallyapplied based on turbine speed.

D-6Sixth range is engaged. This range is achieved by upshifting from D-5 ordownshifting from D-7. The transmission input shaft will turn at 1.54 times thetransmission output shaft. Torque converter lockup clutch is automaticallyapplied based on turbine speed.

D-7Seventh range is engaged. This range is achieved by upshifting from D-6 ordownshifting from D-8. The transmission input shaft will turn at 1.25 times thetransmission output shaft. Torque converter lockup clutch is automaticallyapplied based on turbine speed.

42



D-8Eighth range is engaged. This range is achieved by upshifting from D-7. Thisis the maximum range allowed in this application, even though one additionalrange is available in the transmission. The transmission input shaft will turn at1.00 times the transmission output shaft. Torque converter lockup clutch isautomatically applied based on turbine speed.

D-9Ninth range is engaged. The transmission input shaft will turn at 0.798 timesthe transmission output shaft. Torque converter lockup clutch is automaticallyapplied based on turbine speed. This range is not allowed in this transmissionapplication via a customer inhibit.

Signals are provided by the customer supplied range selector.N (neutral) must be selected before the starter is engaged (so that clutches arenot being unexpectedly engaged when the engine starts).

A customer supplied neutral disconnect relay is de-energized by the rangeselector, so the electronic control is not able to energize most of the solenoidswhen the selector is in N. This provides a redundant neutral for safety - thecontrol cannot engage transmission clutches when the selector is in N.

43



Speed Sensors

A 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 frequencyof a tooth passing the sensor. The control is programmed with the number ofteeth on the gear under the sensor and converts the frequency of pulses todetermine gear/shaft RPM. The input speed sensor is calibrated to measuretorque converter output speed (equals transmission input speed). The sensoris mounted on the left front side of the transmission (when viewed from therear). The output speed sensor measures output speed of the transmission.The control uses the input and output speed information when determiningtransmission range, engagement of the lockup clutch, and work mode functions.Resistance of the sensors is approximately 1100 ohms. The control does notmeasure the voltage of the speed sensor signals; it only uses the frequency ofthe pulses. The amplitude (voltage) of the signal is determined by the velocityof the gear tooth as it passes the sensor and the gap between the gear toothand the end of the sensor. The sensor must be close to the gear to generate asignal 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 forverifying that the sensor is generating a signal.

The control checks resistance of speed sensor circuits frequently. If the valueis found to be out of range, a display message is shown on the display to alertthe operator. This could indicate a fault in a wire to the sensor or in the sensoritself. The control also calculates what range is engaged based on whatsolenoids are energized and the transmission ratio. It alerts the operator if itdoes not receive a frequency signal from one of the sensors when it expects tosee a signal. For example, the control will show a display message if it sees asignal indicating output speed, a range is engaged, and it sees no signal fromthe turbine/transmission input speed sensor.

Display

The dot matrix liquid crystal display (LCD) is usually installed on the controlpanel for the oil fracturing rig. It indicates the transmission range that the controlhas engaged. It is also used to inform the operator if the control has detected afault in one of the external circuits, and is used during the diagnostics test tocommunicate with the operator. Two membrane switches are housed in thedisplay for diagnostic purposes. The diagnostic test mode is entered bysimultaneously depressing these up and down arrow buttons while cyclingpower to the control via the key switch.

44



Clutch Valve Coils

Identical cartridge valves are used throughout the transmission system. Thecartridge valves are identified as transmission range clutch valve coils, #1through #6, and converter lockup clutch valve coil. They are used for controllinghigh pressure oil being directed to engage clutches. They are controlled with asignal type that can control pressure full off, full on, or at intermediate levels asneeded for proper fracturing rig shifting and control. The oil flow/pressuresupplied to the clutch pack can be precisely controlled with these valves. Thisis especially important when the control changes transmission ranges - turningsome clutches off and others on.

The resistance of these solenoid coils ranges approximately between 5 and11 ohms depending on temperature.

The control is programmed with the appropriate resistance of each of the valvesand the wires to/from the valve and checks the external circuits continuously. Ifit detects a value that is out of range, it shows a display message on the displayto alert the operator to check the circuit and the valve. This will alert the operatorif a wire is cut or shorted, or if the connector plug becomes disconnected, etc.

Filter Differential Pressure Switch

This sensor reacts to the pressure drop across the oil filter (inlet pressure vs.outlet pressure). When the pressure drop reaches a high level (filter starting toplug) the control will alert operator with a display message.

Transmission Oil Level Sensor

This customer supplied sensor will indicate EMPTY or FULL level of oil in thetransmission sump..

Transmission System Oil Temperature Sensor

This sensor is located in the torque converter outlet oil circuit. The sensor is avariable resistance element that provides an analog signal to the control.

45



System Operation

Start Up

1. Select N on the range selector. This de-energizes the neutral disconnectrelay which opens the contacts disconnecting all power from thetransmission solenoids.

2. Activate the start switch to supply electrical power to the starter circuit.

46



Fracturing Rig Operating Modes

The control system is capable of three modes of operation: Drive mode , Workmode, and Diagnostic mode. The application is not using the Work mode(also known as hydraulic test mode) at the present time. The control could becommanded to the Work mode by an appropriate signal from the J1939 DataBus, so will be discussed here.

Operation in Drive Mode

Electrical power is supplied to some electronic control circuits at all times.Power is supplied to the disconnectable valve coil circuit when a gear rangehas been selected with the range selector. The electronic control does a selftest sequence, and upon passing this, looks at the various input signals. If Nhas been selected with the range selector, the operator is allowed to start theengine. The electronic control continuously monitors the various inputs, andoutputs to prevent improper operation of the transmission system.

When the operator selects an upshift or a downshift, the electronic control selectsthe appropriate transmission clutches to engage. If an upshift is selected, thetransmission will be shifted into D-1. If a downshift is selected, three clutcheswill be engaged, R1 will be displayed, and the transmission will be lockedtogether internally so that the torque converter output shaft is stalled to warmthe oil.

47



Examples of OperationBasic: The oil well fracturing rig has been positioned and plumbed for pumpinginto an oil well. The operator starts the engine . A downshift is selected to lockthe transmission shafts to allow for heating of the transmission system oil priorto begin pumping mud into the oil well. The control looks at all of the inputs anddecides it is appropriate to engage the clutches necessary for R-1 or warm-up.The oil temperature is monitored, and when appropriate, an upshift to Neutralis selected, or the instant neutral switch is actuated, placing the transmissioninto neutral. When it is time to begin pumping mud, the upshift button is actuateduntil the desired transmission range is reached. This could be done at anyengine speed desired. If the transmission input speed is high enough, thetorque converter lockup clutch may be automatically engaged by the control.Upshifts or downshifts can be made based on the needs for more or less flowinto the well. The control energizes two transmission range clutch valves toengage two clutch packs in the transmission. See drawing number 1019142 inEngineering Drawings. Two clutch packs must be engaged in the transmissionto transmit power to the oil well fracturing rig pump. There is no automaticshifting of the transmission in this application. The torque converter lockupclutch can be disabled by the disable request switch. The oil well fracturing rigmud pump can be disconnected from the engine at any time by use of theinstant neutral switch on the selector.

48



Normal Operation in Work Mode (also known as hydraulic test mode)

Note: That this function may not be allowed in this application,however the transmission system is capable, and onlyrequires the appropriate signals over the J1939 data busto activate.

The work mode is available in N, D-1, D-2, and D-3. Entry into this moderequires a signal over the J1939 data bus signaling the desired entry into thework mode, and a potentiometer signal of the appropriate value over the J1939data bus. A request for an upshift while in D-3 in the work mode will be ignored,and a request for a downshift to warm-up while in Neutral and in work mode willbe ignored. If the transmission is in the warm-up range, a request for the workmode will be ignored. Operation in the work mode requires that the input speedremain below a predetermined level. Speed increases beyond that level willresult in the transmission being automatically be placed in Neutral. Upon enteringthe work mode, and a range selected, the appropriate input section clutch willbe engaged, and the low range output section clutch (Solenoid # 4) will beengaged at a low level, and the pressure level will be controlled with thepotentiometer signal. The converter lockup clutch is not applied in the workmode.

The display shows the letter W and the corresponding range that the transmissionis in. Drive mode is available at any time while operating in the work mode.

When the drive mode is selected, the electronic control monitors thetransmission input and output speed, and if acceptable based on predeterminedlevels, the planetary output clutch will be fully engaged. As soon as the planetaryoutput clutch is fully engaged, the display will again show D and thecorresponding range.

49



Diagnostics Test Mode

Diagnostics mode is available for controller system tests, and for ease in certaintroubleshooting procedures. These tests verify operation of the controller,integrity and function of the external circuits, and provide a means to energizeclutches individually. Fifteen separate tests can be individually selected andperformed via the display unit. Please refer to Troubleshooting for the correcttroubleshooting procedures. This mode is entered by simultaneously depressingthe up and down arrow switches on the display unit while powering the controlby cycling the key switch off and back on.

50



Operational Problems

If the normal operation of the fracturing rig is not occurring. Please refer toTroubleshooting for the correct troubleshooting procedures. A clearunderstanding of the normal operation of the fracturing rig systems is essentialto understand and troubleshoot any problems.

51



Preventative Maintenance


General

Lubrication

Lubrication for the TA-90-8501 transmission and the 8-FLW-2302-0 torqueconverter is accomplished by a full pressure system utilizing oil in thetransmission sump. The transmission sump is the reservoir for all oil used inthe hydraulic and lubrication systems. No lubrication is required beyond a dailycheck of the transmission oil level with the sight gauges.

Transmission/Converter Overhaul Interval

A complete overhaul of the transmission and converter should be accomplishedat the same time as a scheduled engine overhaul. This is to minimize downtime. Parts indicating wear, or damage should be replaced at this time.

52




Hydraulic System

Checking Oil Level

The oil level in the transmission must be checked before each use. Procedurefor checking oil is as follows:

1. Visually inspect the transmission, converter and drive line for security ofmounting. Inspect plumbing and electrical components for security ofattachment and/or leaks. Leakage must be corrected.

53




2. Oil level check: It is best to check the oil level after the oil well fracturingrig has been parked with the engine not running for at least 8 hours (orovernight). The fracturing rig should be parked on a level surface.

a. With the engine not running, the low level sight gauge should showfull, and the hot oil level sight gauge may be full. Add oil if the lowlevel sight gauge does not show full.

b. Start the engine. With the engine at low idle for 1 minute, thetransmission in neutral, and with cold oil (10~35 oC) the oil levelshould be visible in the low level (lower) sight gauge. Add oil asnecessary until it is seen in the low level sight gauge beforeoperating the oil well fracturing rig. Note that there is a low oillevel sight gauge on the front of the transmission by the hot oillevel sight gauge, and one on the rear of the transmission.

c. If the oil temperature is at operating temperature (80~100 oC),the oil level can be checked. With the engine at low idle for 5minutes, the transmission in neutral, the low level sight gaugeshould be completely full and the hot oil level sight gauge shouldshow 1/4 to 1/2 full. The oil level should never be above themiddle of the hot oil level sight gauge. Any oil leveladjustments must be confirmed with a cold oil level check aspreviously described.

d. If a sump heater is used when the fracturing rig is parked, the oiltemperature after the engine is idling for one minute will determinewhich of the above procedures should be followed.

Do not operate the transmission with oil levels above or below therecommended settings. Either condition can result in overheating orloss of power and damage to the equipment. When following this oilcheck procedure be sure the fracturing rig is secured from moving.

54




Adding Oil

The oil fill plug is located on the front face of the transmission on the left side asviewed from the rear. Refer to Figure 5 in Operation. Add or remove oil asneeded to set proper level. Note that an optional oil fill plug is located on theleft side of the planetary section below the valves.

Do not operate the transmission with oil levels above or below therecommended settings. Either condition can result in overheating orloss of power and damage to the equipment. When following this oilcheck procedure be sure the fracturing rig parking brakes are on. Thefracturing rig wheels should also be blocked or the fracturing rig parkedup against an immovable object.

Oil/Filter Change Interval

Change the transmission oil after every 1200 hours of operation. Change theoil filter after each 300 hours of operation or sooner if the filter pressure indicatorshows TRAN OIL FILTER in the display.

Note: The TRAN OIL FILTER message is triggered by a switchthat senses pressure drop across the filter. As the filterfills with contamination the pressure drop increases. Afilter may show an TRAN OIL FILTER message undercold oil conditions at high engine speeds even though thefilter is still usable. With oil temperature between 0° and35° C at low idle engine speed and with oil at 80° to 100°C at any engine speed the TRAN OIL FILTER messageshould not appear. If it does come on under theseconditions, the oil filter must be changed as soon aspossible.

When changing the oil in the transmission system drain the transmission sumpand the engine flywheel housing. Change the oil filter.

When installing new units or newly rebuilt units it may be necessary to replacethe oil filter after a few hours of operation. Monitor the filter pressure indicatorfor the TRAN OIL FILTER message.

55




Recommended Oil

Oil ClassificationUse specified engine oil viscosity grade that meets one of the API serviceclassification: CF, CF-2, CG-4, or CH-4 per SAE J138a and the requirementsof Caterpillar TO-2 and Allison C4 specifications or the requirements of MIL-L-2104E.

Oil ViscosityThe approved viscosity for this application is SAE 10W. Some multi-viscosityoils (SAE 15W40) have also been approved in this transmission. Contact TwinDisc for approval.

Filter Requirement

A filter is to be installed between the main pump outlet and pressure regulatingvalve. 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.

The Twin Disc filter or equivalent must be used to assure transmissionwarranty consideration.

56




Periodic Visual Inspection

Periodically, inspect all transmission and converter mounting points for securityand/or damage. Re-torque any loose mounting bolts and replace any damagedparts. Check the drive line fasteners at the converter and transmission yokes.

Check all electrical wiring components (switches, magnetic pickups, etc.) andconnections for security, chafing and/or other damage. Tighten looseconnections and replace any damaged parts. Reroute or otherwise securewiring to prevent chafing damage.

Control Cables and Wiring

Inspect and care for control cables and harnesses as follows:

1. The connector end of the control cable or harness must be secured toits own support six inches back from each connector. The cable orharness must be secured at 18-inch intervals to its own frame supportsbetween the cable or harness ends.

2. Keep cable or harness away from hot surfaces, moving parts and oillocations.

3. Attach cable or harness to machine, making the connector the highestpoint of the cable. If not possible, install cable or harness with drip loop.

4. Protect cable or harness with grommet, loom or flex guard at any rubpoint, particularly when passing through a sheet metal hole.

5. Locate cable or harness away from potential hazards. For example, ascrew cutting through the jacket and shorting a conductor to the chassis,welding, drilling, etc.

6. Prevent the cable from becoming a step or hand rail.

7. When mating connectors, make sure they will mate properly. Coat pinsand sockets only with dielectric compound to seal out moisture andcorrosive substances (Twin Disc part number MA890 or Dow 4Compound.) Locate and use the connector orientation key.

57




8. Circular connectors must be hand tightened.

9. Cable or harness bend radius must not be less than twenty times thecable diameter.

10. Avoid twisting or winding cable along its axis during installation orremoval.

11. Whenever mating connectors, always inspect each for damage ordefects. For example: bent pins, pushed-back sockets, broken keys,etc.

12. Check that sure-seal connectors have clip/clamps in place.

13. Check the cable or harness tie downs. Keep cable securely fastened tomachine frame.

14. Check the condition of the cable or harness at any rub point and whereverthe cable passes through a sheet metal hole.

15. Check cable or harness for cracks, effects of vibration, abrasion,brittleness or abuse.

58




Hydraulic Lines, Flexible Hoses and Connectors

Inspect all hydraulic lines, hoses, etc. for damage, sponginess, looseconnections, 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.

Externally Mounted Components

Periodically inspect split lines between housing halves and between externallymounted components such as valves and covers for leakage or damage. Repairleaks and/or replace damaged parts as required.

59




Hydraulic System Pressure Checks

At the time of each transmission oil change the main and lube pressure of thetransmission should be checked. See Figures 3, 4, 5, and 6 in Operation forpressure test point locations.

Prior to making pressure checks, ensure that the transmission is filled with oilof the correct type.

Pressures should be measured with gages or instrumentation thatallows the technician to be at a safe distance from the fracturing rigtires. Gages must be installed while the engine is not running. Pressurechecks are made with the engine running, the transmission in neutral,and the fracturing rig parking brakes on. No one must be allowed infront of, nor behind the fracturing rig nor near the fracturing rig tires.

Check main and lube system pressures as follows:

1. Select desired check point and install 0-300 psi (0-2000 kPa) pressuregauge to check main and clutch apply pressures, and 0-100 psi (0-800kPa) pressure gauge for lube system.

2. Start the engine, and shift to Warm-Up and bring the engine up to 1500rpm. Allow the transmission oil to heat to 80° to 100° C.

3. Refer to pressure requirements in Description and Specifications.

60




61

Twin Disc, Incorporated Troubleshooting

Power Transmission System Operator’s Manual #1020510

Troubleshooting

General

This section of the maintenance manual has been prepared to assistmaintenance personnel in troubleshooting the power shift transmission andcontrol. When troubleshooting the equipment, always remember to considerthe entire power package of the oil well fracturing rig. Interaction between thetransmission, the engine, and the oil well fracturing rig functions are all part ofthe troubleshooting process. It is suggested that you take some time tounderstand the operational characteristics of the transmission power systemto more accurately diagnose the problem at hand. See Figures 1, 2, 3, 4, and5 in Operation.

62

Twin Disc, IncorporatedTroubleshooting


Pressure and Flow Test Kit

A portable pressure and flow test kit NU 2451 is available and contains thenecessary equipment to accurately test and troubleshoot the hydraulic systemof this Twin Disc unit. The kit contains pressure gauges, hoses, adapters, andflow meters. Contact the Twin Disc Service Department, Racine Wisconsin forspecific information concerning this test kit.

One principle of troubleshooting is to start with the simple and move to themore difficult. Check the simple items first. Run the simple test first. Thenmove to the more difficult.

63



Troubleshooting Discussion

The troubleshooting discussion includes the following topics:

� Problems that do not produce a fault message in the display

� Problems that do produce a fault message in the display

� Pressure testing for troubleshooting

� Recommended testing following field service repairs

This should be performed after the installation of any major componentssuch as transmission or torque converter.

64



Problems that Show No Fault Messages in the Display

See the troubleshooting flow charts, Figures 6 through 13, in Troubleshooting.

1. Display is blank with the ignition in the on position

Possible causes:

No dc Power to the DisplayVerify that the proper dc voltage (24 volts) is supplied to the transmissiondisplay connector.

Failed DisplayIf the cable connections are tight but the display is still blank, the displayis defective. The oil well fracturing rig will still operate if the control unit isfunctioning properly.

Replace the display unit.

65



2. Output driveshaft does not rotate when a forward range isselected.

Note: If the display is blank, follow the procedures in Step 1.

Note: If the display shows N when N is selected and showseither R when a downshift from neutral is selected, or D1when an upshift from neutral is selected, then the displayand control unit are functioning properly.

Possible causes

Low Transmission Oil LevelWith the engine not running the oil level may be above the top sight levelgauge. Start the engine and with the transmission in neutral, the engineat low idle, watch the transmission oil level. The oil level should drop tothe normal operating range within 10 to 15 seconds.

If the oil level is low, add oil to bring to proper operating level. If theoutput driveshaft now rotates properly, low oil level was the cause ofmalfunction.

If oil level is high and does not drop when the engine is running, eitherthe oil level was set over full or the main pump is not supplying oil.

Failed Main PumpSince the output driveline will not rotate, it is possible that the pump isnot supplying oil. Check main pressure with a pressure gage at thetransmission main pressure test port “X”. At low idle, while in neutral,main pressure should be a minimum of 185 psi. If main pressure is at ornear 0 psi, the pump is not supplying oil to the transmission.

Pump Suction LeakCheck for leaks in the suction hose between the pump inlet and thetransmission. Suction leaks can be difficult to find. They may not leakoil out but they may allow air into the pump causing the pump to loosethe ability to pump oil. Look for loose hose clamps, loose hydraulicfittings, or worn spots in the suction hose. If no pump suction leaks arefound, remove and replace the main transmission pump mounted onthe torque converter.

66



Failed Clutch SolenoidIf there is partial or full pressure on a clutch that is not selected, thenremove and inspect the selector valve assembly. Replace the selectorvalve if necessary.

Failed Clutch Pack

DO NOT GET NEAR THE DRIVESHAFTS FOR THIS TEST!

If the oil level is correct but the oil well fracturing rig outputdriveshaft will not rotate, start the engine and while at low idle,shift out of N into D, and then R. With the help of an assistant ifnecessary, observe the drive shaft between the converter andtransmission. Use a mirror under the oil well fracturing rig ifnecessary.

When the range selector is in the N position the drive shaft between theconverter and the transmission should be rotating. If the input drive shaftis not rotating when in the N position, the transmission is locked-upinternally or the torque converter is not transmitting power. When N isdeselected, the input drive shaft should come to a stop quickly. If R isselected, three clutches are deliberately engaged, thus stalling the torqueconverter. If the input drive shaft stops and the output driveshaft doesnot move when D1 is selected, the transmission may be locked-upinternally, or the oil fracturing pump may be locked up. If the drive shaftdoes not come to a stop when shifted out of N, and the output driveshaftdoes not rotate, one or more of the transmission clutches are not engagedproperly. Further testing is required to identify the problem.

Install pressure test fittings at each clutch pressure test port. See thetest port locations in Operation. Go to Test 8 of the control system tests.With the engine running, verify that the pressure at each clutch is at fullpressure when selected and at zero pressure when not selected.

If no problems are found during the clutch pressure test, it is likely that aclutch pack has failed. Dark or burnt smelling oil is an indication of afailed clutch. A clutch pack may be seized, causing the clutch to belocked up, or the clutch pack may be worn out causing it to slip. Thetransmission must be removed to repair either condition.

67



Locked Up Oil Fracturing PumpIf no problems are detected during the clutch pressure tests, and thetransmission input driveline comes to a stop when N is deselected,remove the output drive shaft from the transmission to verify that thetransmission is not the cause of the problem. With the transmissionoutput drive shaft removed, the transmission input shaft should rotate inN and any Drive range . The transmission output flange should rotatewhen any Drive range is selected by using the upshift button on therange selector.

68



3. Output Driveshaft rotates in Warm-Up Mode (R)Possible causes:

Failed Transmission Range Clutch Valve # 2, 4, or 5.If the display indicates R but the oil well fracturing rig input driveline and/or the output driveline rotates, run Test 8 and check pressure to theapplied clutch packs.

These can be checked by upshifting to D2 and D4. Valves # 2 and 4are energized in D2, and valves # 2 and 5 are energized in D4. Thesetests should only be done with the engine at idle speed.

If the clutch pressures are good when engaged and the drive shaft intothe transmission doesn’t stop when R is selected, run Test 8 and monitorpressures. Remove the transmission to repair if necessary.

69



4. Oil well fracturing rig output driveshaft only moves in some ranges

Possible causes:

Failed Transmission Range Clutch ValveIf the display indicates a D range, and the input driveline rotates, but theoil well fracturing rig output driveline does not rotate, run Test 8 andcheck pressure to the range clutch packs.

If no pressure or abnormally low pressure exists when a clutch isengaged, then inspect, repair or replace the clutch valve.

Failed Range ClutchIf the range clutch pressures are acceptable when the clutches areengaged but the drive shaft into the transmission does not stop when Dis selected, and the output drive line does not rotate, then the rangeclutch pack is slipping internally. Dark or burnt oil is confirmation ofclutch damage. Remove the transmission for repair.

If the range clutch pressure is acceptable when engaged, and the driveshaft into the transmission does stop when D is selected, and the outputdriveline flange does not rotate when disconnected from the oil wellfracturing rig pump, it is possible that a different clutch that should notbe engaged for the selected range is seized causing the transmissionto stall. Remove the transmission to repair.

As additional troubleshooting methods, try other forward ranges byupshifting with the range selector. This process of elimination will helpto identify a failed clutch pack. Only run these tests with the engine atidle speed.

70



5. Oil well fracturing rig will not properly drive the pump in the uppertransmission ranges when the pumping load should allowoperation in these ranges.

Possible Causes:

Too much oil in transmissionAdjust transmission oil level.

Low Converter Outlet PressureMeasure converter outlet pressure. With the transmission in neutral,measure converter outlet pressure at low engine idle speed and at 1950RPM. Converter outlet pressure should be 30 psi minimum (207 kPa)at low idle and 45 to 55 psi (310 to 379 kPa) at 1950 RPM. Values willvary somewhat with oil temperature. Pressure well below specificationwill produce poor converter performance. Check the converter pressureregulator for a broken spring or stuck spool.

Check the transmission lube pressure as well. Low lube pressure is anindication of low transmission main pump flow. Replace the main pump.

Low Engine PowerWith N selected, fully advance the engine throttle. Maximum engine speedshould agree with the manufacturers no-load engine specification.

With the transmission in the warm-up mode, fully advance the enginethrottle. The loaded engine speed (loaded against the torque converter)should agree with engine application specifications.

If the engine speeds do not agree with engine specifications it is possiblethat the engine is not performing as expected.

71



Poor Engine Flywheel ScavengeAnother possibility is that the engine flywheel housing is running with toomuch residual oil. The lube oil and normal leakage from the torqueconverter must be removed (scavenged) from the flywheel housing andreturned to the transmission sump. This is done with the scavenge pumpmounted on the torque converter. If the oil is not completely scavengedfrom the flywheel housing, the excess oil will cause drag on the engine.This will create both heat and loss of power.

Poor flywheel housing scavenging can be detected by looking for heatdiscolored paint on the torque converter housing or on the transmissionat the scavenge oil return port area. Or, after running the engine at lowidle for a few minutes, shut the engine off and feel the transmissionhousing in the area of the scavenge oil return port. If this area is muchhotter than the other areas of the transmission, the scavenge returnsystem is not working properly.

Inspect and clean the strainer screen at the inlet side of the scavengepump.

Disconnect the hose at the outlet side of the scavenge pump and directit to a bucket. Start the engine and observe if oil is coming from thepump. Initially the hose should run full until the oil from the flywheel housingis evacuated. While the hose is running full, catch the oil in a 2 liter or ½gallon container and measure the time to fill the container. At 700 RPM,the pump should deliver 21.3 liter/minute (5.6Gal/minute) or fill thecontainer in about 5 to 6 seconds. When the flywheel housing isevacuated, the hose should flow a mixture of air and oil. If the pumpoutlet is below the expected value, check for damaged or loose hose orfittings in the suction side of the scavenge pump. Also, check the drainport at the bottom of the engine flywheel housing for obstructions.Replace the scavenge pump if necessary.

Failed ConverterIf the pump continues to deliver a solid stream of oil and the pump isdelivering as expected , it is likely that the leakage from the torqueconverter is greater than normal and the scavenge pump can not keepup. The torque converter must be removed for repair. Raise engine rpmto approximately 1000 rpm and run for several minutes. Repeat the oilflow measurement at this engine rpm. A solid oil stream at this rpmsupports the decision to remove the torque converter because ofexcessive leakage.

72



6. Converter/transmission does not go into converter lockup

Repeat the engine performance and flywheel housing scavenge checksas in step 5.

Other possible causes:

Lockup Clutch Disable Switch activatedBe sure that the switch to disable the torque converter lockup clutch is inthe proper position.

Lockup Clutch SolenoidWith the engine running at low idle go into Test 8, and select LOCKUPto verify that the converter lockup clutch pressure is following the pressureversus current %. Observe main pressure at the same time. Follow theinstructions as outlined in the electronic test mode section.

If lockup clutch pressure is low but main pressure remains normal, replacethe proportional valve on the converter.

Lockup ClutchIf lockup clutch pressure is low and main pressure drops significantly aslockup is applied, then an internal leak in the lockup clutch apply sectionis likely. The converter must be removed for repair.

73



7. Transmission and/or torque converter oil runs hot

Possible causes:

Too Much Oil in TransmissionAdjust the transmission oil to the proper fill level.

Poor Scavenge from Engine FlywheelFollow engine flywheel scavenge checks as outlined in step 5.

Low Oil Flow Through the Converter and CoolerMeasure transmission main and lube pressures and converter outletpressure. Low pressure, especially low lube pressure is an indicationof low oil flow through the torque converter. Replace the transmissionmain pump on the torque converter.

Cooler Not Working ProperlyCheck the oil well fracturing rig cooling system.

74



8. Transmission system loses oil

Possible causes:

Leaks in Hoses and FittingsCheck all hoses and fittings for leaks. Repair as needed.

Seal Leak Between Engine and Torque ConverterCheck the engine oil. If the transmission continues to lose oil and theengine gains oil, it is likely that the engine crankshaft oil seal at the rearof the engine is leaking. The converter must be removed from the truckand the engine crankshaft oil seal replaced.

75



9. Engine Cranking Problems

Engine Won’t Crank (N Selected)

Engine Cranks with Selector In Gear

The oil well fracturing rig engine cranking system and power supply isdiscussed here, as the transmission control system criteria calls for theengine cranking to only occur when the transmission is in neutral. Thecustomer supplied neutral disconnect relay circuit is between the rangeselector and the oil well fracturing rig starting circuit. A comprehensivetesting of this circuit is necessary when troubleshooting engine crankingproblems.

76



10. Vibrations in oil well fracturing rig

Possible causes:

Unbalanced or Bent Drive ShaftInspect the input drive shaft between the torque converter and thetransmission, and between the transmission output flange and the oilwell fracturing rig pump. Look for bad universal joint assemblies. Verifythat the universal joints are phased properly (universal joint yokes ateach end of the center section must be parallel with each other).

Inspect cross and bearing journals for brinelling or other damage.

With the range selector in the N position, run the engine speed up slowly.If there is vibration present in the speed range, the drive shaft betweenthe torque converter and transmission may be bent or out of balance.Repair or replace the drive line.

77



IS FUSE OR CIRCUITBREAKER CLOSED?

IGNITION SWITCH ON, DISPLAY IS BLANK

REPLACE FUSE ORRESET BREAKER

ARE ALL SYSTEM CABLESCONNECTED AND TIGHT

CONNECT AND TIGHTEN

DOES OUTPUT DRIVE SEE NEXT CHARTTITLED DRIVESHAFT

WON'T TURN, DISPLAYSHOWS D

IF AFTER 30 SECONDS,DISPLAY REMAINS BLANK,REPLACE DISPLAY UNIT

No

Yes

Yes

Yes

No

No

24 VOLTS PIN 1 TO 2 ON 6PIN CONNECTOR AT

DISPLAY?

Yes

CHECK FOR BROKEN WIRESNo

Possible causes: No D.C. power to display, loose cables, failed display

Figure 6. Troubleshooting Flowchart

78



ENGINE RUNNING, DRIVESHAFT WILL NOT ROTATE IN FWDDISPLAY SHOWS D

REPAIR PUMP

WITH ENGINE OFF, IS OIL LEVELABOVE TOP SIGHT GAUGE?

ADD OIL FOLLOWINGFILL PROCEDURE

Yes

No

IS PUMP LOCKED UP?

No

ADD OIL FOLLOWINGFILL PROCEDURE

No

Yes

ENGINE AT IDLE, IS OIL LEVELABOVE BOTTOM OF LOWER

SIGHT GAUGE?

ENGINE AT IDLE, IS OIL LEVELABOVE TOP OF UPPER SIGHT

GAUGE?

Yes

CHECK MAIN PRESSURE PORT X.

REMOVE OIL TO PROPERLEVEL

185 minimum

CHECK FOR OIL PUMPSUCTION LEAKS (See

Trouble Shooting Discussion)

BELOW 185 PSI

REPAIRSUCTION

LEAKS

REPLACEOIL PUMP

Yes

No

TRANSMISSION IN NEUTRAL, ISDRIVESHAFT TURNING

PUT SELECTOR IN RANGE, ISDRIVESHAFT TURNING

No

Yes

RUN PRESSURETEST TO

DIAGNOSE TRANSMISSION ISHYDRAULICLY LOCKED

UP, RUN PRESSURETEST TO DIAGNOSE

No

Yes

ENGINE OFF, DOESTRANSMISSION INPUT

DRIVESHAFT TURN EASILY

TRANSMISSION IS DAMAGEDINTERNALLY AND MUST BE

REMOVED

YesNo

Possible causes: low oil level, failed main pump, pump suction leak, failed clutch solenoid, failed clutch pack, locked axle or brakes


79



OUTPUT SHAFT ROTATES IN WARM-UP (R)

DOES DISPLAY INDICATE R?R selected DIAGNOSE SELECTORNo

RUN TEST 8 AND CHECK MAINAND # 2, 4, AND 5

RANGE VALVE PRESSURES

REPAIR OR REPLACEFAULTY RANGE VALVE

IF ALL PRESSURES ARENORMAL, ONE OR MORE

CLUTCH IS SLIPPING -REMOVE TRANSMISSION

MAIN - NORMALOTHER - ZERO

SWAP LOW PRESSURERANGE VALVE WITH

ANOTHER RANGEVALVE

MAIN - NORMALOTHERS - NORMAL

MAIN - NORMALOTHERS - LOW

ENGINE AT IDLE, DOESTRANSMISSION DRIVESHAFT STOP

IN REVERSE?

THIS IS NORMAL IN WARM-UP

Yes

No

REMOVE AND REPAIRTRANSMISSION

NO CHANGE

Yes

Possible Causes: Failed range clutch, failed range clutch valve


80



OUTPUT DRIVESHAFT ROTATES ONLY IN SOME RANGES

DOES DISPLAY INDICATE A DRIVERANGE DIAGNOSE SELECTORNo

RUN TEST 8 AND CHECK MAIN ANDRANGE CLUTCH PRESSURES

REPAIR OR REPLACEAPPROPRIATE RANGE

CLUTCH VALVE

IF ALL PRESSURES ARENORMAL, ENGAGED CLUTCH

IS SLIPPING - REMOVETRANSMISSION

MAIN - NORMALCLUTCH- ZERO

SWAP AFFECTEDRANGE CLUTCH VALVEWITH A KNOWN GOODRANGE CLUTCH VALVE

MAIN - NORMAL CLUTCH- NORMAL

MAIN - NORMAL CLUTCH - LOW

ENGINE AT IDLE, DOESTRANSMISSION INPUT DRIVESHAFT

STOP IN A DRIVE RANGE

RUN PRESSURE TEST 8EXTRA CLUTCH MAY BE

APPLIEDYes

REMOVE AND REPAIRTRANSMISSION

NO CHANGE

SELECT A DIFFERENT DRIVERANGE AND NOTE IF

TRANSMISSION DRIVESHAFTSTOPS

No

Yes


81



FRAC RIG WILL NOT OPERATE PUMP PROPERLY INUPPER RANGES, CONVERTER DOES NOT GO INTO

LOCK-UP POOR VEHICLE PERFORMANCE, LACKS POWER

Possible causes: Low engine power, poor engine flywheel scavenge, Improper oil level, Converter Lock-up clutch or lockup clutchrange valve, improper pressures

NEUTRAL SELECTED, OPENTHROTTLE FULLY. ENGINE RPM

MATCHES NO LOAD SPECIFICATION(APPROXIMATELY 2350 RPM)

INVESTIGATE CAUSE OFENGINE MALFUNCTION

SELECT R (WARM-UP), FULLY OPENTHROTTLE. ENGINE RPM SHOULD

AGREE WITH ENGINE STALLTORQUE SPECIFICATION

(EXPECT 2000 to 2050 RPM)

RUN TEST 8 ON LOCK-UPCLUTCH AND RANGE

CLUTCH VALVES

PERFORM CONVERTER SCAVENGEPUMP TEST (See Fig. 14)

IDENTIFY AND CORRECTPROBLEM WITH TORQUE

CONVERTER

No

Yes

Yes

SERVICEENGINE

Pass

Fail

MEASURE LOCKUP AND MAINPRESSURE IN TEST 8

REPLACE CLUTCH RANGEVALVE ON CONVERTER

INTERNAL LEAKAGE, REMOVE ANDREPAIR CONVERTER

LOCK-UP CLUTCH IS FAILED,REMOVE AND REPAIR

CONVERTER

Lock-up pressure lowMain pressure normal

Test 8, SelectLOCKUP,followed by

FULL ON. Both pressures normal no evidence of

slight engine lug down when lock-up

is applied

Lock-up pressure lowMain pressure dropswhen lock-up clutch

is applied

No

CHECK OIL LEVEL

PRESSURE TEST CONVERTER AND LUBE TEST 8


82



HARSH SHIFTING INTO SOME RANGES

Possible causes: Worn clutch pack, slow range clutch valve, improper pressure, improper speed signal, defective temperature sensor

CHECK FOR DARK ORBURNED SMELLING OIL

RUN TEST 5, TEST 6, and TEST 7AND VERIFY INTEGRITY AND

ACCURACY OF TRANSMISSIONTEMPERATURE SENSOR

PERFORM PRESSURETEST


83



TRANSMISSION / TORQUE CONVERTER RUNS HOT

Possible causes: Too much oil in transmission, poor scavenge from engine flywheel, low oil flow thru converterand cooler, cooler not working properly

ADJUST TRANSMISSIONOIL TO PROPER LEVEL

PERFORM TORQUECONVERTER SCAVENGE

TEST

PERFORM PRESSURETEST

INSPECT AND REPAIRCOOLING SYSTEM


84



TORQUE CONVERTER SCAVENGE PUMP TEST

Possible causes: Excessive Torque Converter leakage, obstructed pump inlet, suction leak

ENGINE OFF, DISCONNECT SCAVENGEPUMP HOSE FROM TRANSMISSION.

DIRECT TOWARD BUCKET

IDLE ENGINE AT 700 RPMAND MEASURE OIL FLOW

RATE BY MEASURMENT ANDTIME. NOTE FLOW RATE.

OIL FLOW REMAINS STEADY AT PUMPRATED CAPACITY (APPROXIMATELY

5.6GPM @ 700 RPM)

AFTER A SHORT TIME, OILFLOW SHOULD INCLUDE

SOME AIR, AND MEASUREDFLOW RATE SHOULD SLOW

CONVERTER LEAKAGE EXCESSIVE,REMOVE AND REPAIR CONVERTER

CLEAN PUMP INLET SCREENAND EXAMINE DEBRIS FOR

POSSIBLE ORIGIN

Low Flow but converter gettinghot

CHECK FOR PUMP SUCTIONLEAKS

REPLACE PUMP


85



Problems that Show Fault Messages in the Display

The purpose of this section is to help troubleshoot the TDEC-400 control system.This section is divided into component groups and/or specific fault messages.See the following pages for specific display fault information. The diagnosticstest in Troubleshooting may be used to perform the initial tests. A volt-ohmmultimeter will be required to complete the troubleshooting.

Note: Problems are usually caused by wiring faults or other partsof the system rather than the control itself. Voltage andresistance measurements will be required throughout thetroubleshooting section. When making resistancemeasurements, the power to the control must be off. DONOT use a test light to check for voltage. Control damagecan result.

Fault Message Definitions

GeneralThe control system is designed to maintain safe operation in all modes ofoperation. The system also runs special software routines in conjunction withthe main program to check system integrity. For example, if a range is engaged,a test routine checks that the correct range clutch valves are turned on and thatall others are off. If not, the system reacts by going to neutral. At the instantsuch faults are detected the operator is notified by a fault message on thedisplay. Only fault messages that are listed on the following pages should bedisplayed. If unusual codes are displayed, use diagnostics Test 1 inTroubleshooting to check the operation of the display.

In most instances, additional information regarding the fault can be obtainedby simultaneously depressing the two (up and down arrow button) switches onthe display while the fault message is displayed. The additional informationwill contain a fault log message and in some instances, a status code. Thisfault information is also logged in memory along with the date and time that thefault occurred.

86



Table 1. Fault Codes

Display Message NVM Log Code Status Code TESTCONTROL ERROR I1 thru I24 N/A Internal Control problem

PWR PROB I15 HIGH Power Test: VFILT Voltage

PWR PROB I16 LOW Power Test: VFILT Voltage

SELECT NEUTRAL Looking For Neutral Test

TRAN OIL FILTER OIL FILT PLUGGED N/A Hydraulic System Filter Differential Pressure

TRAN SYS FAULT ACC PEDL HIGH Accelerator Pedal/Throttle Position Sensor

TRAN SYS FAULT ACC PEDL LOW Accelerator Pedal/Throttle Position Sensor

TRAN SYS FAULT INPT SPD OPEN Transmission Input Speed Sensor

TRAN SYS FAULT INPT SPD SHORT Transmission Input Speed Sensor

TRAN SYS FAULT INPT SPD FREQ N/A Transmission Input Speed Sensor

TRAN SYS FAULT LOCKUP CIRCUIT Converter Lockup Clutch Valve Coil

TRAN SYS FAULT NEUTRAL FAULT N/A Neutral Disconnect Switch Test

TRAN SYS FAULT OUT1 SPD FREQ N/A Transmission Output Speed Sensor #1

TRAN SYS FAULT OUT1 SPD OPEN Transmission Output Speed Sensor #1TRAN SYS FAULT OUT1 SPD SHORT Transmission Output Speed Sensor #1TRAN SYS FAULT SELECTOR FAULT N/A Test via J1939 busTRAN SYS FAULT TranSol1 BD COMBO Transmission Range Clutch valve coil #1TRAN SYS FAULT TranSol1 CIRCUIT Transmission Range Clutch valve coil #1TRAN SYS FAULT TranSol2 BD COMBO Transmission Range Clutch valve coil #2TRAN SYS FAULT TranSol2 CIRCUIT Transmission Range Clutch valve coil #2TRAN SYS FAULT TranSol3 BD COMBO Transmission Range Clutch valve coil #3TRAN SYS FAULT TranSol3 CIRCUIT Transmission Range Clutch valve coil #3TRAN SYS FAULT TranSol4 BD COMBO Transmission Range Clutch valve coil #4TRAN SYS FAULT TranSol4 CIRCUIT Transmission Range Clutch valve coil #4TRAN SYS FAULT TranSol5 BD COMBO Transmission Range Clutch valve coil #5TRAN SYS FAULT TranSol5 CIRCUIT Transmission Range Clutch valve coil #5TRAN SYS FAULT TranSol6 BD COMBO Transmission Range Clutch valve coil #6TRAN SYS FAULT TranSol6 CIRCUIT Transmission Range Clutch valve coil #6TRAN SYS OVR HEAT SYST TMP CIRCUIT Transmission oil temperature sensorTRAN SYS OVR HEAT SYST TMP HIGH Transmission oil temperature sensorTRAN SYS OVR HEAT SYST TMP LOW Transmission oil temperature sensor

DISPLAY FAULT Display TestCOM FAILURE SAE J1939 Message Loss

If a malfunction occurs that puts the transmission into neutral, a statuscode appears and the operator must reduce the engine throttle.

87



Display Faults

Note: The following Fault Messages, Log Codes, and StatusCodes are arranged and listed in alphabetical order.

The TDEC-400 Display unit is a sealed non field serviceable device with twocable connectors and a backlit dot matrix LCD screen.

Possible display faults include segments that don’t come on, stay on when theyshould not, blank display, and no backlight.

One of the cable connectors is used to supply 24 volts DC and a signal fromthe oil well fracturing rig light switch. The other connector attaches to the oilwell fracturing rig J1939 Data Bus. If the wiring that supplies the power isdamaged, there will not be any information displayed on the display screen.

If the connection to the oil well fracturing rig J1939 Data Bus is damaged ormissing, the display will show COM FAILURE.

Controller Test 1 is used to check the display pixels.

Controller Test 13 is used to adjust the blacklight brightness and contrast of thedisplay.

Note: Refer to the System Control Drawing 1019142 inEngineering Drawings for cable and pin locations that areidentified in the Troubleshooting instructions. Note thatpin connections are identified by cable number and pinmatrix number. For example, J2C2 refers to the cable atJunction block 2, column C, row 2.

CONTROL ERROR Fault Message - Log Code I1 through I24The control continuously tests its internal functions, and if a problem is detected,a Log Code will be recorded and displayed that identifies the type of problem.Oil well fracturing rig operation may continue for a limited time, depending onthe type of internal problem. The control must be replaced except for powerproblems identified as I15 and I16.

88



PWR PROB Fault Message

Log Code: I15, Status Code: HighThis fault message indicates that the supply voltage is too high as aresult of a oil well fracturing rig power supply problem. If this conditionexists for more than 5 seconds, the control will display the message,and after 2 minutes, will shut down. Check the oil well fracturing rigcharging system.

Log Code: I16, Status Code: LowThis fault message indicates that the supply voltage for the control hasdropped and stayed below 10 volts dc for more than 0.1 second. The10 volts dc is necessary to sustain the outputs. The electronic controlwill go to computer neutral.

Note: Voltage dropping below 10 volts dc for longer than 0.1seconds followed by restoration of voltage above 10 voltsdc will cause the electronic control to repower (act as ifthe power was turned off, then on). If a position other thanN has been selected, a SELECT NEUTRAL faultmessage will appear.

Possible causes:

A. The code may appear briefly when electrical power is removedfrom the control during activation of the starter or when the runswitch is turned off. This is a normal response to input powerdropping off.

B. Battery voltage low. Power is supplied to the control from thebattery via J4X2 and J4Y2. The power is then routed from J2C1to the neutral disconnect switch in the neutral disconnect relay,and then to J2C2 of the control. The battery ground is connectedto J4X3 and J4Y3 of the control.

C. Loose or poor connection between the control and the powersource or ground. Poor connection may briefly remove power orlimit the amount of current being supplied to the electronic control.

D. Charging system of the oil well fracturing rig not functioningproperly, resulting in low supply voltage during operation.

E. Key switch contacts are not disconnecting during the start cycle.

89



SELECT NEUTRAL Fault MessageThis fault message will be displayed at any time that the Neutral position of theselector must be verified for continued operation of the oil well fracturing rig.The message will be cleared when the switches indicate that Neutral has beenselected.

TRAN OIL FILTER Fault Message -OIL FILT PLUGGED Log CodeThis fault message will be displayed if the hydraulic system filter differentialpressure switch indicates a high pressure drop across the filter for more than30 seconds. The message will be cleared when the switch indicates a normalpressure drop for at least five seconds. This message will not affect the operationof the transmission system.

TRAN SYS FAULT Message -- INPT SPD Log CodeThis fault message will be displayed if the control recognizes an open or shortin the transmission input speed sensor circuit. The transmission output speedsensor signal will be used to determine the engagement of the torque converterlockup clutch, based on the range that the transmission is in. The displaymessage will not be cleared until the fault is corrected and the controller isrepowered by cycling the key switch. The proper impedance of the sensor whenchecked by using an ohmmeter should be 1000 to 1300 ohms. This can bechecked across terminals J3E1 and J3E2 at the plug when it is removed fromthe control. There should be no circuit between either of these terminals andthe chassis ground which is J4X3. If the measured impedance is not proper atthese points, the cable must be disconnected at the sensor, and at thetransmission junction to determine the location of the fault.

90



TRAN SYS FAULT Message -- INPUT SPD FREQ Log CodeThis fault message will be displayed if the control recognizes a speed signalfrom the transmission input speed sensor that is zero when there is an outputspeed signal. The torque converter lockup clutch will be engaged based onthe transmission output speed and the range that the transmission is in. Thedisplay message will not be cleared until the fault is corrected and the controlleris repowered by cycling the key switch.

The likely cause of this problem is a transmission input speed sensor that isout of adjustment or damaged. The sensor is located on the upper left side ofthe transmission. The sensor can be adjusted as follows.

A. Remove the transmission input speed sensor.

B. Thoroughly clean the transmission input speed sensor or replace ifdamaged.

C. Align the gear seen through the transmission input speed sensor holeso the gear tooth is in the middle of the hole.

D. Screw the transmission input speed sensor into the hole until it justcontacts the gear tooth.

E. Back out the transmission input speed sensor 1 to 1 1/2 turn. *

F. Use jam nut to lock the transmission input speed sensor in place (50 in-lbs, 5.7 Nm).

* Transmission input Speed Sensor.1 to 1 1/2 turn gap corresponds to approximately .0.060 to 0.090in. air gap between the speed pickup tip and the top of the geartooth.

91



TRAN SYS FAULT Message -- LOCKUP Log Code -- CIRCUITStatus CodeThis fault message will be displayed if the control detects a short or open circuitto the torque converter range clutch valve. The valve will be turned off, and themessage displayed. Operation of the oil well fracturing rig will continue, howeverthe torque converter lockup clutch will not be available. The message will bedisplayed until the problem is addressed, and the control power cycled by thekey switch. The circuit can be checked by removing the J4 cable and checkingterminals J3J1 and J3J2, If the measured impedance is not proper at thesepoints, the cable must be disconnected at the sensor, to determine the locationof the fault. The proper coil impedance is 5 to 11 ohms.

TRAN SYS FAULT Message -- NEUTRAL FAULT Log CodeThis fault message will be displayed if the neutral disconnect relay switch andthe current gear status are not in agreement. The control will put the systeminto computer neutral until the neutral disconnect switch and the current gearstatus are in agreement. The fault message will clear from the display, howeverwill be logged into the control memory.

92



TRAN SYS FAULT Message -- OUT1 SPD Log CodeThis fault message will be displayed if the control recognizes an open or shortin the transmission output speed sensor circuit. The display message will notbe cleared until the fault is corrected and the controller is repowered by cyclingthe key switch. The proper impedance of the sensor when checked by using anohmmeter should be 1000 to 1300 ohms. This can be checked across terminalsJ3A1 and J3B1 at the plug when it is removed from the control. There shouldbe no circuit between either of these terminals and the chassis ground which isJ4X3. If the measured impedance is not proper at these points, the cable mustbe disconnected at the sensor, and at the transmission junction to determinethe location of the fault.

Note: If both the transmission input speed sensor and thetransmission output speed sensor fail simultaneouslywhile the oil well fracturing rig is pumping, the followingwill happen:

A. The torque converter lockup clutch range valve will be de-energized.

B. The present transmission range will be held until the operator selectsneutral.

C. Warm-up will not be allowed.

The above actions will be maintained until the fault is corrected and the controlis repowered by cycling the key switch.

93



TRAN SYS FAULT Message -- OUT1 SPD FREQThis fault message will be displayed if the control recognizes a speed signalfrom the transmission output speed sensor that is zero when the transmissionis in gear, and there is an input speed signal. Shifts from neutral to forward willbe inhibited based on the transmission input speed. The display message willnot be cleared until the fault is corrected and the controller is repowered bycycling the key switch.

The likely cause of this problem is a transmission output speed sensor that isout of adjustment or damaged. The sensor is located near the output shaft ofthe transmission. The sensor can be adjusted as follows.

A. Remove the output speed sensor.

B. Thoroughly clean the output speed sensor or replace if damaged.

C. Align the gear seen through the output speed sensor hole so the geartooth is in the middle of the hole.

D. Screw the output speed sensor into the hole until it just contacts thegear tooth.

E. Back out the output speed sensor 1/4 to 1/2 turn. *

F. Use jam nut to lock the output speed sensor in place (50 in-lbs, 5.7Nm).

* Transmission Input Speed and Output Speed Sensor.1/4 to 1/2 turn gap corresponds to approximately .016 to .032 in.air gap between the speed pickup tip and the top of the geartooth.

94



TRAN SYS FAULT Message -- SELECTOR FAULT Log CodeThis fault message will be displayed if the control detects an invalid signal inthe selector circuit via the J1939 data bus. The transmission will be placed incomputer neutral until the fault is corrected. The fault message will clear fromthe display, however will be logged into the control memory. If the NeutralDisconnect relay contacts and the Selector data that indicates neutral do notagree, the transmission will be placed in Computer Neutral by the controlleruntil the data agrees.

Troubleshooting Test 3 and Test 4 can be used to test the opening and closingof individual relay contacts and the J1939 data from the selector.

A closed switch has approximately 0 OHMS of resistance.

An open switch has resistance too large to be measured.

TRAN SYS FAULT Message -- TranSol# (1 through 6) Log Code BDCOMBO Status CodeThis fault message will be displayed if the control detects current to a solenoidthat is not required for the transmission range that the control has selected.Computer Neutral will be selected and the message displayed until the problemis addressed, and the control power cycled by the key switch. The circuit canbe checked by removing the J4 cable and checking the appropriate terminalsas identified in the chart that follows. The proper impedance for each coil is 5to 11 ohms.

95



TRAN SYS FAULT Message -- TranSol# (1 through 6) Log CodeCIRCUIT Status CodeThis fault message will be displayed if the control detects an open circuit to theappropriate transmission range clutch valve. Computer neutral will be selected,and the message displayed until the fault is corrected and the control powercycled by the key switch. The circuit can be checked by removing the J4 cableand checking the appropriate terminals as identified in the chart that follows.The proper impedance for each coil is 5 to 11 ohms.

Table 2. Transmission Solenoid Listing

LogCode

SolenoidEnergized

Connector Contacts ApproximateResistance

Ohms

TranSol1 1 J4 J4S1 and J4S2 5 to 11

TranSol2 2 J4 J4N2 and J4 N3 5 to 11

TranSol3 3 J4 J4M2 and J4M3 5 to 11

TranSol4 4 J4 J4L1 and J4L2 5 to 11

TranSol5 5 J4 J4P1 and J4T1 5 to 11

TranSol6 6 J3 J3K1 and J3 J3 5 to 11

An intermittent status code may be caused by an intermittent or atemperature sensitive fault in the valve or the wires between the controland the valve. Look for any trends in occurrence of the status code,such as only when transmission oil is cold or hot. Try to check valve andharnesses immediately after an intermittent code occurs.

96



Unplug the pigtail of the indicated valve and measure the resistance ofthe solenoid valve itself. Expected resistance values are listed in Table2. Place ohmmeter leads on the two sockets corresponding to thesolenoid in question. See Table 2. A proper ohmmeter reading for thesolenoid is shown in the chart. Also verify that the solenoid leads are notshorted to the chassis by measuring resistance between the connectorand the transmission housing, there should be no connection.

A. If an incorrect resistance is measured at the valve pigtail, thefault is in the pigtail wires or in the internal coil of the valve. Valvemay need to be replaced.

B. If correct resistance is measured into the valve and there is noconnection to the chassis, reconnect the harness to the valve.

a. Unplug the J4 cable from the electronic control.

b. Measure the resistance between the contacts shown.Resistance value should be the same as measured atthe valve itself. If the resistance is very high, there is afault in one of the harnesses from the control to the valveor there is a poor connection in one of the cableconnections.

c. If the resistance measured is very low, the two wires goingto the valve are shorted together in the harnesses betweenthe control and the valve.

d. If the correct resistance is measured between theconnections shown, check for connections between thesolenoid wires and other wires in the harness orconnections to the chassis. Place the ohmmeter on thefirst contact shown in the chart for the valve indicated.Measure the resistance to each of the other contacts inthe P4 harness and also to the chassis.

97



TRAN SYS OVR HEAT Message -- SYST TMP Log Code CIRCUITStatus CodeThis fault message will be displayed if the transmission temperature signal iswell outside of the range that would indicate a possible oil temperature condition.Operation of the oil well fracturing rig will continue. The display message willnot be cleared until the fault is corrected and the controller is repowered bycycling the key switch.

TRAN SYS OVR HEAT Message -- SYST TMP Log Code HIGHStatus CodeThis fault message will be displayed if the transmission temperature signal isabove the normal transmission operating level. Normal operation of the oil wellfracturing rig will continue. The fault message will clear from the display whenthe transmission temperature returns to normal, however a code will be loggedinto the control memory.

TRAN SYS OVR HEAT Message -- SYST TMP Log Code LOWStatus CodeThis fault message will be displayed if the transmission temperature signal isbelow the normal transmission operating level. Normal operation of the oil wellfracturing rig will continue. The fault message will clear from the display whenthe transmission temperature returns to normal, however a code will be loggedinto the control memory.

98



CONTROL SYSTEM FAULT MESSAGES 1

CONTROLERROR

STATUSCODE

DISPLAYMESSAGE

TRAN SYSFAULT

TRAN OILFILTER

SELECTNEUTRAL

PWR PROB

LOW

HIGH

HIGH

LOW

REPLACECONTROL

CAUSE ACTION

PWR PROB

CHECKVOLTAGESUPPLY

RUN TEST 2

CHECKCHARGING

SYSTEMRUN TEST 2

SELECTNEUTRAL

FILTERDIFFERENTIAL

PRESSUREHIGH

WARM OIL ORCHANGE FILTER

CHECK J1939BUS

OIL FILTPLUGGED

LOG CODE

I1 - I24

I15

ACC PEDL

I16

INTERNALCONTROLPROBLEM

J1939 DATASIGNALMISSING

NEUTRAL NOTSELECTED

VOLTAGE TOOLOW

VOLTAGE TOOHIGH


99



CONTROL SYSTEM FAULT MESSAGES 2

STATUSCODE

DISPLAYMESSAGE CAUSE ACTIONLOG CODE

TRAN SYSFAULT

RESISTANCE1000 TO 1300

OHMSRUN TEST 5

INPT SPDTRANSMISSIONINPUT SPEED

SENSOR

TRAN SYSFAULT

ADJUST ORREPLACESENSOR

INPT SPDFREQ

TRANSMISSIONINPUT SPEED

SENSOR

TRAN SYSFAULT

OPEN CIRCUIT-RESISTANCESHOULD BE 5TO 11 OHMSRUN TEST 5

LOCKUPLOCKUP

VALVE COILIMPEDANCE

TRAN SYSFAULT RUN TEST 4NEUTRAL

FAULT

NEUTRALDISCONNECT

SWITCH

TRAN SYSFAULT

RESISTANCE1000 TO 1300

OHMSRUN TEST 5

OUT1 SPDTRANSMISSIONOUTPUT SPEED

SENSOR

TRAN SYSFAULT

ADJUST ORREPLACESENSOR

OUT1 SPDFREQ

TRANSMISSIONOUTPUT SPEED

SENSOR

TRAN SYSFAULT RUN TEST 3SELECTOR

FAULT

RANGE/DIRECTIONSELECTORSWITCHES

OPEN

SHORT

CIRCUIT

OPEN

SHORT

TRAN SYSFAULT TranSol#

TRANSMISSIONRANGE CLUTCH

VALVE COIL #

WRONG COILSENERGIZED

TRANSMISSIONRANGE CLUTCH

VALVE COIL #

CIRCUIT

BDCOMBO

OPEN CIRCUIT-RESISTANCESHOULD BE 5TO 11 OHMSRUN TEST 5


100



CONTROL SYSTEM FAULT MESSAGES 3STATUSCODE

DISPLAYMESSAGE CAUSE ACTIONLOG CODE

REPAIR ORREPLACE

RUN TEST 5

SYSTEMTEMPERATURE

CIRCUIT BAD

TRAN SYSOVR HEAT

INVESTIGATEHOT OIL OR

SENSORRUN TEST 7

SYST TMPSYSTEM

TEMPERATUREHIGH SIGNAL

INVESTIGATECOLD OIL OR

SENSORRUN TEST 7

SYSTEMTEMPERATURE

LOW SIGNAL

CIRCUIT

HIGH

LOW

DISPLAYFAULT

DISPLAYFAULT

J1939MESSAGE

LOSS

DISPLAY TEST

CHECK J1939BUS

CHECK CABLE -IF GOOD,REPLACEDISPLAY

COMFAILURE


101



Diagnostic Test

General

See Figure 14 in Troubleshooting.

A test routine is included within the control to aid in troubleshooting the externalcomponents of the control system. It is also helpful in troubleshooting thetransmission and torque converter.

The troubleshooting mode is entered by simultaneously depressing the up anddown arrow buttons on the display unit face while applying power to the controlby turning the key switch off and back on.

The following chart shows the required engine running status for the availabletests.

Oil well fracturing rig brakes should be applied during all testing.

102



Table 3. Engine Status for Diagnostic Testing

Test RunningEngine

Required

StoppedEngine

Required

Test 1: Display Test NO NO

Test 2: Power Supply Test NO NO

Test 3: Range/Direction Selector Test NO YES

Test 4: Discrete Switch Test NO YES

Test 5: GP4 Controller Boundary Scan Test NO YES

Test 6: Speed Sensor & Engine Load Readout Test YES NO

Test 7: Miscellaneous Sensor Readout Test NO NO

Test 8: Powered Coil Test YES NO

Test 9: Converter Stall Torque Speed and Transmission Clutch Check YES NO

Test 10: Communication Link Tests NO NO

Test 11: Speed Out Test NO NO

Test 12: Warranty Date and Software/Hardware Version NO NO

Test 13: Adjust Display NO NO

Test 14: Sensor Calibration NO NO

Test 15: Fault Log NO NO

Test RunningEngine

Required

StoppedEngine

Required

Test 1: Display Test NO NO

Test 2: Power Supply Test NO NO

Test 3: Range/Direction Selector Test NO YES

Test 4: Discrete Switch Test NO YES

Test 5: GP4 Controller Boundary Scan Test NO YES

Test 6: Speed Sensor & Engine Load Readout Test YES NO

Test 7: Miscellaneous Sensor Readout Test NO NO

Test 8: Powered Coil Test YES NO

Test 9: Converter Stall Torque Speed and Transmission Clutch Check YES NO

Test 10: Communication Link Tests NO NO

Test 11: Speed Out Test NO NO

Test 12: Warranty Date and Software/Hardware Version NO NO

Test 13: Adjust Display NO NO

Test 14: Sensor Calibration NO NO

Test 15: Fault Log NO NO

103



Test 1. Display Test

Upon entering the Troubleshooting Mode, the display test will be enteredautomatically. DISPLAY TEST will appear. After two seconds, all displaysegments/pixels will be displayed. After five seconds, the display will beginalternating between DISPLAY TEST (for one second), all segments/pixels (forone second), and the firmware checksum, CHECKSUM XXXX. Test 1 maybe exited by depressing either the up or down arrow button. If the down arrowbutton is pushed, the next display will be 2 POWER TEST. If the up arrowbutton is pushed, the next display will be 15 FAULT LOG. Subsequently pushingthe up or down arrow button will scroll through the list of possible tests, numbered1 through 15 (in either direction). When the desired test identifier is displayed,the test can be entered by simultaneously depressing the up and down arrowbutton.

Test 2. Power Supply Test

The following sub-menu items will be displayed: SUPPLY POWER, INTERNALPOWER, EXIT TEST. These are scrolled through by depressing the up ordown arrow button. To enter one of the tests, simultaneously depress both theup and down arrow button. Once entered, the sub menu test may be exited bypushing the up arrow button.

SUPPLY POWER will display the oil well fracturing rig voltage level that issupplied to the control with a resolution of 50 mv (.05 volts). Below 8 volts willindicate a blank display, and above 50 volts, the display will flash 50.00 V.

INTERNAL POWER will test five internal controller voltages. If they are allwithin the allowable range, the display will show TEST PASSED. If any are outof range, the display will indicate the voltage name and the word FAILED. Theinternal voltage names are: ANAREF, VSUST, SREFV, VCLAMP, andSNSAMPV. The control must be replaced if one of these voltages are failed.

EXIT TEST will return the control to the main menu at the same point that it waswhen the test was entered.

104



Test 3. Range/Direction Selector Test

During this test, the display will communicate with the push-button range selectorvia the J1939 data bus, and indicate the selection as seen by the control. Ifimproper data is detected in any position, INVALID POSITION will be displayed(including between positions). Verify that the display matches the position ofthe selector.

The following positions can be tested:

� Upshift

� Downshift

To exit Test 3, momentarily depress the up arrow button. The control will returnto the main menu at the same point that it was when the test was entered.

Test 4. Discrete Switch Test

The following sub-menu switches will be listed by depressing the up arrow button:OIL FILT, OIL LEVEL, LOCKUP OFF, MODE SEL, NEUT DIS, and EXITTEST. Select the desired option by simultaneously depressing the up anddown arrow button on the display. The switch relay contact status will be shownon the lower line of the display.

105



Test 5. GP4 Controller Boundary Scan Test

Two options will be displayed on the sub-menu: RUN TEST and EXIT TEST.Note that the engine should not be running to enter this test. Upon selectingRUN TEST, the control will automatically check all speed sensor and coil circuitsfor continuity and miscellaneous sensors to verify that the signal is in the properrange. The selector must be removed from neutral to run this test. DESELECTNEUTRAL will be displayed if the selector is left in neutral. The display willshow TESTING, followed by TEST PASSED if all functions are normal.Depressing the up arrow button or moving the selector to neutral will terminatethe test and display EXIT TEST. If a fault is detected in a speed sensor circuit,the top half of the display will indicate which sensor is being tested, (OUT1SPD, OR INPT SPD) and the bottom half of the display will indicate OPEN orSHORT.

OPEN means that the circuit is open or connected to a positive powersource.

SHORT indicates that the circuit is internally shorted or connected tothe chassis.

106



If a fault is detected in a valve coil circuit during the testing, the top half of thedisplay will indicate which coil is being tested, (LOCKUP, TranSol1, TranSol2,TranSol3, TranSol4, TranSol5, or TranSol6) and the bottom half of the displaywill indicate one of the following: FAULT 1, or FAULT 2. Refer to the sketchbelow as a guide.

FAULT 1 - Lead A or lead B open; or Lead B connected to ground.

FAULT 2 - Lead A connected to ground; Lead A or lead B connected topositive voltage; or Leads A and B connected together (low coilresistance)

Control

Figure 17. Valve Coil Fault Schematic

If a miscellaneous sensor circuit voltage is found to be out of range during thetesting, the out of range sensor circuit will be indicated on the display (ACCPEDL or SYST TMP). If one of these sensors is found to be out of range, Test7 should be run to further identify the problem. If a sensor or coil fault is displayed,it will remain until the up arrow button is depressed to continue. TESTING willbe displayed until all sensors have been tested, followed by EXIT TEST.Selector must be in neutral to exit this test and return to the main menu.

107



Test 6. Speed Sensor Readout Test

The transmission input speed (INPT SPD), transmission output speed (OUT1SPD), and EXIT TEST can be displayed during this test. The choices aredisplayed on the first line of the display, and when selected, the appropriatedata is selected on the second line. The speed data will be displayed as XXXXRPM.

Test 7. Miscellaneous Sensor Readout Test

The accelerator pedal position (ACC PEDL),and transmission inputtemperature (SYST TMP) can be displayed during this test. The acceleratorpedal position will be displayed with a percent of full travel such as 25% that isobtained from the oil well fracturing rig’s J1939 Data Bus. Note that if the oilwell fracturing rig is not equipped with a work mode switch, it may not have anaccelerator pedal potentiometer. The oil temperatures will displayed as xxx°C. The data value will be displayed until the up or down arrow button is pressed,and when EXIT TEST is selected, the control is returned to the main menu.

Note: The resistance of the temperature sensor should bebetween 800 and 1800 ohms, and should measureapproximately 968 ohms at 77° F.

108



Test 8. Powered Coil Test

Note: Tests 8 and 9 may be used to verify torque converterand transmission clutch engagement. The engine mustbe running to perform these hydraulic tests. The oil wellfracturing rig parking brakes must be applied, by theoperator, during these tests to prevent oil well fracturingrig movement. Pressure gauges will be required to verifythat each clutch is engaging to its proper value. Thedisplay shall show the identifier of the coil commandedon.

This test will allow individual transmission or converter clutch valve coils to beenergized at any level for pressure testing. The following list identifies theselectable menu. The display will flash DESELECT NEUTRAL if the selectoris not moved out of the Neutral position when the test is entered.

LOCKUP = Converter Lockup Clutch Valve Coil

TranSol1 = Transmission Range Clutch Valve Coil #1






EXIT TEST = Exit to Main Menu

109



After selection of an individual coil, a sub menu will be displayed, showing thefollowing options: FULL ON, MODULATE, PRESET, and EXIT SUB MENU.

If FULL ON is selected, the selected coil will be powered with full on current.The display will show the coil selected and display FULL ON. Depressing theup arrow button will turn the coil off and go back to the sub menu.

If MODULATE is selected, the selected coil can be toggled on in increments of5% of full current with the use of the up arrow button. It can be reduced inincrements of 5% of full current with the use of the down arrow button. Thedisplay will identify the coil selected, the percentage of full current, and thecurrent value. (Example: TranSol2 55% .13A) The test can be terminated byreaching 100% with the use of the up arrow button, or by simultaneouslydepressing both the up and down arrow buttons at any time. These actions willboth result in EXIT SUB MENU being displayed.

If PRESET is selected, current to the selected coil will be ramped linearly fromzero to full current in 15 seconds, and then from full current to zero current overthe next 15 seconds. This cycle will be continuously repeated until the up arrowbutton is pushed. This will turn the current to zero, and return the control to thesub menu listing the choices. While the cycling is continuing, the display willidentify the coil, the percentage of full current, and the current level.

If the range selector is moved into the neutral position after FULL ON,MODULATE, or PRESET has been selected, the test will be terminated, currentturned off, and DESELECT NEUTRAL will be displayed.

110



Table 4 shows expected pressure values for the electric modulating valves testedin troubleshooting Test 8. The oil temperature range is between 100° F and180° F, and the system main pressure is 250 psi or less, and SAE 10W oil isused. The pressure at an intermediate setting is not affected by the main supplypressure, but will level off when main pressure is reached. The important thingsto consider when testing a valve are that there should not be any pressure atzero current, and full pressure when 100 is displayed. The orientation of theaxis of the valve coil with respect to the horizontal plane affects theresulting pressure. The maximum pressure results when the coil axis isvertical with the coil end up. Conversely, the minimum pressure resultswhen the coil axis is vertical with the coil end down. A plot of pressure vs.current should result in a reasonably smooth line from minimum current tomaximum current.

Table 4. Proportional Valve Pressure Chart

Current Pressure Pressure% of full minimum maximum

0 0 05 0 010 0 015 0 020 0 025 0 030 0 1535 3 2940 10 4645 30 7050 52 9055 74 11060 93 12965 112 14870 135 17075 155 18980 177 21085 195 23090 218 24695 230 255

100 241 255

111



Test 9. Converter Stall Torque Speed and Transmission Clutch Check

Test 9 may be used to verify proper operation of the transmission, torqueconverter, and engine. Note that the oil well fracturing rig pump will be drivenduring this test. If sufficient hydraulic resistance exists on the well, the pumpmay not turn, thus stalling the converter. The engine must be running to performthis test. The test must be entered with the selector in neutral. Once 8th isselected, DESELECT NEUTRAL will be displayed until the upshift button ispushed. The transmission will be shifted into 8th range, and the display willindicate 8th ENGAGED. The transmission will remain engaged until the uparrow button is pushed or the selector is moved to the neutral position. Thistest should only be performed for short periods of time to allow the transmissionsystem oil temperature to cool sufficiently.

During the operation of test 9, it is necessary to have all personnel andany obstacles clear of the oil well fracturing rig. If the oil well fracturingrig pump is not sufficiently loaded, the transmission output speed willaccelerate in 8th range. Operation can be stopped by any of thefollowing.

� Selecting N

� Turning the oil well fracturing rig power off

� Depressing the up arrow button on the Display

Test 10. Communication Link Tests

This test may be used to confirm the functionality of an externally installed RS232communication link. This test requires special test harnesses, and is only usedby qualified electronic technicians. Listed selections are RS232 and EXITTEST. If the test is entered, and proper connections are made, the messagewill be BAD LINK CONNECT Rx TO Tx or WORKING.

112



Test 11. Speed Out Test

There are no speed outs in this application. The only option available if thistest is entered is EXIT TEST.

Test 12. Warranty Date and Software/Hardware Version

Four submenu items are available during this test: SOFTWARE VERSION,HARDWARE VERSION, WARRANTY DATE, and EXIT TEST. IfSOFTWARE VERSION or HARDWARE VERSION are selected, the partnumber and the version will be displayed. Depressing the up arrow button willresult in the sub menu again being displayed. If WARRANTY DATE is selected,the date shall be taken from memory and displayed as DDMMMYY, unless thewarranty has not been initialized, and it will then display NOT STARTED.

Test 13. Adjust Display

Four sub menu items are available during this test: ADJUST BACKLITE,ADJUST CONTRAST, FACTORY DEFAULT, and EXIT TEST. If ADJUSTBACKLITE is selected, three options are ADJUST BRITENES, SET MINVALUE, and EXIT SUB MENU. If ADJUST BRITENES is selected, the displaywill indicate ADJUST NOW, and the brightness level can be adjusted by the upand down arrow buttons. The SET MIN VALUE will apply the lowest allowablesetting to the brightness. EXIT SUB MENU will again display the first submenu options. Selecting ADJUST CONTRAST will display ADJUST NOW,and allow the contrast to be adjusted by the up or down arrow buttons.Simultaneously depressing the up and down arrow buttons will display the firstsub menu options. Selecting FACTORY DEFAULT will return the brightnessand contrast will be reset to the factory default condition. The message,WORKING, will be displayed for two seconds to indicate that the action iscomplete. After FACTORY DEFAULT is again displayed, the test can be exitedby simultaneously depressing the up and down arrow button, and then selectingEXIT TEST.

113



Test 14. Sensor Calibration

There are no analog sensors that can be calibrated in this application. Theonly option available if this test is entered is EXIT TEST.

Test 15. Fault Log

This test gives limited access to the memory Log Code with the date and timeof occurrences of logged fault messages. The following are the sub menuchoices with a description of the contents. Note: The acronym NVM refersto the Non Volatile Memory in the control.

ALL FAULTS = Record of all faults written to NVM

SPEED = Record of Speed Sensor faults written to NVMSENSORS

RANGE = Record of Range/Direction Selector faults writtenSELECTOR to NVM

SWITCHES = Record of Discrete Switch faults written to NVM

MISC SENSORS = Record of Miscellaneous (analog) Sensor faultswritten to NVM

COILS = Record of Valve Coil Driver faults written to NVM

POWER = Record of Power Supply faults written to NVMSUPPLIES

INTERNAL = Record of Internal Controller faults written to NVMFAULTS

COMM FAULTS = Record of Communication faults written to NVM

EXIT TEST = Exit to Main Menu

114



When any selection is made other than EXIT TEST, the sub menu of SHORTLOG LIST, LONG LOG LIST, and EXIT SUB MENU will be displayed.

Selecting the SHORT LOG LIST will allow scrolling (by using the up and downarrow buttons) through any faults that had been logged into memory since thememory was last cleared. The logged code, date, and time for any faults loggedfor the category selected, will be displayed, followed by the message END OFLOG. If no messages have been logged, the message NO LOG FAULTS willbe displayed. The short log list can be cleared by depressing and holding theup arrow button for six seconds when at the beginning of the fault list. If this isdone, the message CLEARING SHORT LG will be displayed while the clearingis occurring. Once cleared, the message, NO LOG FAULTS will appear.

Selecting the LONG LOG LIST will allow scrolling through any faults that hadbeen logged into memory (by using the up and down arrow buttons). Thelogged code, date, and time for any faults logged for the category selected, willbe displayed, followed by the message END OF LOG. This list of faults cannot be cleared. If the allocated memory capacity is exceeded, the “first in”faults will be overwritten. If no faults have occurred, NO LOG FAULTS will bedisplayed. Simultaneously depressing both up and down arrow buttons willexit the sub menu, and EXIT SUB MENU must be selected to return to themain menu. Selecting EXIT TEST will return the control to the main menu. Exitthe Test Mode by cycling the key switch off and back on.

115



CONTROL SYSTEM TROUBLESHOOTING 1

PRESS UP ORDOWN

ARROW ORBOTH TO EXIT

TO MAINMENU

These rules apply to each of the test sequences on the following pages:� Simultaneously press both up and down arrow buttons while powering with the key

switch to enter the test sequence� Simultaneously press both up and down arrow buttons to select any displayed test from

the menu selection

� This shape shows exactly what is seen in the display

ACTION� This shape shows an action that must be accomplished

SEC� This shape shows a time delay that is programmed

� Press down button to scroll through menu selection in order shown

� Cycle power to exit testing

2 SECDELAY

5 SECDELAY

PRESS UPBUTTONTO EXIT

SUB MENU

IF FAILEDREPLACECONTROL

SUPPLYPOWER

2 POWERTEST

INTERNALPOWER

EXIT TEST

X.XX V

TESTPASSED

XXXXXFAILED

DISPLAY

CHECKSUMXXXX

ALL DOTSON

1 DSPLAYTEST

ALL DOTSON

1 DSPLAYTEST

OR

� This shape shows a decision that is reached


116




3 SLECTRTEST

INVALIDPOSITION

UPSHIFT,DNSHIFT PRESS UP

BUTTONTO EXIT

SUB MENUOR

EXIT TEST

LU OFF OPEN OR CLOSED

OIL FILT OPEN OR CLOSED

OIL LEVELFULL OR EMPTY

4 SWITCHTEST

EXIT TEST

RUN TEST

5 SCANTEST

ENGINEOFF

DESELECTNEUTRAL

MOVESELECTOR

FROMNEUTRAL

TESTING

INPT SPD OPEN OR SHORT

OUT1 SPD OPEN OR SHORT

LOCKUPFAULT 1 OR FAULT 2

TranSol#FAULT 1 OR FAULT 2

ACC PEDL

SYSTTMP

TESTPASSED

OR

PRESS UP BUTTONOR SELECTNEUTRAL PRESS UP BUTTON

TO CONTINUE THRUTEST

NEUT DIS OPEN OR CLOSED

MODE SEL OPEN OR CLOSED


117




6 SPEEDRD TEST

EXIT TEST

OUT1 SPDXXXX RPM

INPT SPDXXXX RPM

7 SENSORRD TEST

EXIT TEST

ACC PEDLXX%

SYST TMPXXX OC

DESELECTNEUTRAL

LOCKUP

8 COILTEST

MOVESELECTOR

FROMNEUTRAL

FULL ON

EXITTEST

TranSol#EXIT SUB

MENU

PRESET

MODULATE

COIL IDXX% .XXA

COIL IDXX% .XXA

COIL IDFULL ON

SELECTNEUTRAL

PRESS UPARROW ORSELECT N

PRESS UP OR DOWNARROW TO CHANGE5% PRESS BOTH ORSELECT N TO EXIT


9 STALLTEST

EXIT TEST

8th 8thENGAGED

DESELECTNEUTRAL

MOVESELECTOR

FROMNEUTRAL

MOVE SELECTOR TO NEUTRALTURN VEHICLE POWER OFF

OR PRESS UP ARROWSELECTNEUTRAL


118




PRESS BOTH UP AND DOWN BUTTON TO EXITEXIT11 SPEEDOUT TEST

2SEC

2SEC

PRESS UP TO INCREASEPRESS DOWN TO

DECREASEPRESS BOTH TO EXIT

12 VERSNWARRANTY

EXIT TEST

WARRANTYDATE

HARDWAREVERSION

SOFTWAREVERSION

NOTSTARTED

DDMMMYY

XXXXXXXXXXX

ORPRESS UPBUTTONTO EXIT

13 ADJSTDISPLAY

ADJUSTBRITENES

EXIT TEST

FACTORYDEFAULT

ADJUSTCONTRAST

ADJUSTBACKLITE

WORKING

ADJUSTNOW

WORKING

ADJUSTNOW

EXIT SUBMENU

SET MINVALUE

10 COMMTESTS

EXIT TEST

RS232CONNECTRX TO TX

RS232BAD LINK



119




LONG LOG LIST

SHORTLOG LIST

15 FAULTLOG

EXIT TEST

COMMFAULTS

INTERNALFAULTS

POWERSUPPLIES

COILS

MISCSENSORS

ALLFAULTS

SWITCHES

RANGESELECTOR

SPEEDSENSORS

EXITSUB MENU

CLEARINGSHORT LG

END OFLOG

NO LOGFAULTS

OR

SCROLL THRUFAULTS WITH UP

OR DOWNARROW

DEPRESS BOTHSWITCHES TO

EXIT TESTCLEAR SHORT

FAULTS BYHOLDING UPARROWFOR SIX SECONDSAT BEGINNING OF

LIST

SCROLL THRUFAULTS WITH UP

OR DOWNARROW

DEPRESS BOTHSWITCHES TO

EXIT TEST

AFTER 2 SECONDSFAULT, DATE, ANDTIME WILL SCROLL

14 SENSRCALIBRTN EXIT TEST

Note: Sensor information comesfrom J1939 Data Bus andcannot calibrate that data


120



Pressure Test of System

Note: Measurement and recording of all of the pressures listedcan be very helpful in determining the cause of and asolution to a problem. A shortcut taken here to onlymeasure the pressure that is of concern can result inerroneous conclusions.

Install quick connect fittings on the following ports. Refer to Figures 2 through 5in Operation.

� Main pressure

� Converter outlet

� Lube

� Lockup clutch

� Clutch 1

� Clutch 2

� Clutch 3

� Clutch 4

� Clutch 5

� Clutch 6

121



Multiple gauges should be used, otherwise fewer gauges must be moved toaccomplish the test. One fitting with a short open ended hose should be usedto vent the suggested port. The measurement of leakage from the vented portwill aid in determining if internal leakages could be causing partial applicationof the opposing clutch on the same shaft. It is normal that a few drips will bepresent from the vented location when the opposing clutch is engaged. A steadystream may be an indication of excessive leakage due to seal ring damage.

Refer to Troubleshooting for instructions for Test 8 procedures.

Engine speed should be held at approximately 715 rpm during test if possible.If not possible, run complete test at a consistent engine rpm.

Oil temperature should be warmed to operating temperatures if possible. Ifnot, this must be taken into consideration during the analysis of the results.

Use Test 8 to select the converter and transmission range clutch coil. Use theFULL ON option when recording pressures in Table 5 in Troubleshooting.Troubleshooting the proportional effects of the shift profiles requires thatpressure versus current be measured using the MODULATE option, andrecorded in Table 6 in Troubleshooting. The charts that follow will aid indetermining if a possible problem may exist.

Note: All of the valve coils interchangeable, and any two of themcould be swapped to aid in troubleshooting.

Refer to Description and Specifications for expected pressures. Note thatthese values may differ somewhat with temperature and engine speedvariations. An analysis of the measured results will aid in determining the causeof potential problems. Significant variations from the specifications anddifferences among the individual clutches are indications of problem areas.

122



Table 5. Pressure Data -- FULL ON Sub Menu Option

Solenoid energizedRecord

Pressurenone 1 2 3 4 5 6 Lock up

MainConverter

LubeLock-up -- -- -- -- -- -- --Clutch 1 -- VENT -- -- -- -- --Clutch 2 -- VENT -- -- -- -- --Clutch 3 -- -- -- VENT -- -- --Clutch 4 -- -- -- VENT -- -- --Clutch 5 -- -- -- -- -- VENT --Clutch 6 -- -- -- -- -- VENT --

Flow fromvented

port-- --

123



Table 6. Proportional Valve Pressure -- MODULATE Option

Pressure, PSICurrent

% of FullMin Clutch

1Clutch

2Clutch

3Clutch

4Clutch

5Clutch

6Lockup

Max

0 0 0

5 0 0

10 0 0

15 0 0

20 0 0

25 0 0

30 0 15

35 3 29

40 10 46

45 30 70

50 52 90

55 74 110

60 93 129

65 112 148

70 135 170

75 155 189

80 177 210

85 195 23090 218 24695 230 255

MainPressure

- -

LubePressure

- -

124



Transmission In Oil Well Fracturing Rig Test

Following the installation of any major components such as the transmission ortorque converter, it is important that certain tests be performed to insure properinstallation and function of the components.

This oil well fracturing rig is equipped with an oil filtering system with a filterbypass warning indicator. During the following engine running tests, be alert tothe TRAN OIL FILTER fault warning on the transmission system display unit. Ifthe fault message is indicated, and the engine is at idle, it is important to changeoil filter elements. Repeat this as necessary to clean up the oil of contaminantsthat may have been trapped in various locations in the transmission hydraulicsystem.

A data sheet and procedure guide are on the following pages.

125



Data Sheet: In Oil Well Fracturing Rig Testing

Chassis# ________ Hour Meter __________ Km__________Serial #’s:Transmission ________ Converter __________ Control __________

Date: ________ Tested By __________ Location __________

Electronic Diagnostic TestsEngine not running (See diagnostic test in the troubleshooting section of thismanual)

Table 7. Diagnostic Test

Test Description Results

Test 1 Display check

Test 2 Power Supply test

Test 3 Range Selector Check

Test 4 Switch tests

Test 5 Speed sensors & coil integrity

Test 7 Sensor read test

126



Start engine for the following tests:

Check Oil LevelOil level should be in the middle of the upper glass when in neutral with engineat low idle, with oil at operating temperature.

Low Idle Pressure CheckCheck with the engine speed at low idle, the transmission in neutral, and the oiltemperature still cold:

Engine rpm ____________________ (715 rpm)

Main pressure ____________________ (185 psi minimum)

Converter outlet pressure ____________________ (30 psi minimum)

Lube regulator ____________________ (-5 psi minimum)

High Speed Pressure TestWarm oil to 100° C by shifting to Warm-up, and engine speed up to about1200 to 1500 RPM. When oil is hot shift to N and set engine speed at 1950RPM.

Engine RPM ____________________ ( 1950 RPM)

Oil temp ____________________ Deg C

Main pressure ____________________ (235 to 255 psi)

Converter outlet pressure ____________________ (45 to 55 psi)

Lube regulator ____________________ (35 to 60 psi)

127



Test 8 - Clutches Full On

While in test mode start engine and select Test 8, and set engine at 1950RPM, select D on the push-button range selector. Use FULL ON option

Table 8. Solenoid Pressures

Solenoid energizedRecord

Pressurenone 1 2 3 4 5 6 Lock up

MainConverter

LubeLock-up -- -- -- -- -- -- --Clutch 1 -- VENT -- -- -- -- --Clutch 2 -- VENT -- -- -- -- --Clutch 3 -- -- -- VENT -- -- --Clutch 4 -- -- -- VENT -- -- --Clutch 5 -- -- -- -- -- VENT --Clutch 6 -- -- -- -- -- VENT --

Flow fromvented

port-- --

Note: Clutch apply pressures on disengaged clutch packsshould be 0 psi. Shaft lube pressures should not changewhen solenoids are on or off.

128



Test 8 - Clutches Modulated

Select Test 8, set engine at 1950 RPM, select D on the push-button rangeselector. Use MODULATE option, and increase % engagement to modulatedclutch and record clutch pressure.

Table 9. Modulated Pressures

Pressure, PSICurrent

% of FullMin Clutch

1Clutch

2Clutch

3Clutch

4Clutch

5Clutch

6Lockup

Max

0 0 0

5 0 0

10 0 0

15 0 0

20 0 0

25 0 0

30 0 15

35 3 29

40 10 46

45 30 70

50 52 90

55 74 110

60 93 129

65 112 148

70 135 170

75 155 189

80 177 210

85 195 230

90 218 246

95 230 255

MainPressure

- -

LubePressure

- -

129



Range Engagement TestThis verifies that the transmission is shifting properly. Keep the engine at lowidle, and the pressure gages still connected.

Table 10. Shift Test Results

SelectedRange

Test Port PressurePSI

Comments

Test 9 26

________ Transmission should engage in 8th range.

DownshiftN to R

452

________ Transmission should engage warm-upmode. Record converter stall RPM:

UpshiftN to 1

14

________ Transmission should engage in 1st range.

Upshift1 to 2

24

________ Transmission should engage in 2nd range.

Upshift2 to 3

34

________ Transmission should engage in 3rd range.

Upshift3 to 4

15


Upshift4 to 5

25


Upshift5 to 6

35


Upshift6 to 7

16


Upshift7 to 8

26


Final Operation TestOperate the oil well fracturing rig transmission system, verifying proper operationin all ranges and lockup. Look for leaks. Recheck oil level.

130



Figure 23. Pressure vs. Current Coil Up Graph

Figure 24. Pressure vs. Current Coil Down Graph

131

Twin Disc, Incorporated Engineering Drawings


Engineering Drawings

List of Engineering Drawings

The following pages include the engineering drawings that are specific to thismodel. The engineering drawings included are listed below and on the followingpage.

Note: Any part numbers listed in the following engineeringdrawings are for reference only. Please refer to your billof material for part numbers specific to your model.

� 1019142 (System, Elect. Control)

� 238008A (Schematic, Hydraulic)

� 229578E (Diagram, Piping)

� 1019876 (page 1 of 6) (Transmission Parts)




� 1019876 (page 5 of 6) (Transmission Installation)

� 1019876 (page 6 of 6) (Transmission Installation)

� X237074A (Clutch Assembly, 1, 4, 7)

� X237073A (Clutch Assembly, 3, 6, 9)

� X229489F (Clutch Assembly, 2, 5, 8)

� 1018460 (Valve Assembly)

� X229460P (Valve Assembly, Main Regulator)

� X229823B (page 1 of 3) (Torque Converter Installation)

132

Twin Disc, IncorporatedEngineering Drawings


� X229823B (page 2 of 3) (Torque Converter Parts)

� X229823B (page 3 of 3) (Torque Converter Parts)

� 1018360 (partial) (Valve Assembly, solenoid)

#1020510 R1 05/02

TWIN DISC, INCORPORATED RACINE, WISCONSIN 53403, U.S.A. 262-638-4000/262-638-4482 (FAX) WWW.TWINDISC.COM

http://www.twindisc.com/

Documents

61908 Manual transmision Twin Disc