61908 Manual transmision Twin Disc

TWIN DISC

INCORPORA TED INCORPORATED

Oper ator’ s Opera tor’s Manual

Power Shift Transmission Components: TA-90-8501 Transmission 8-FLW-2302-0 Torque Converter TDEC-400 Electronic Control

Document Number: 1020510

NOTICE Twin Disc, Incorporated makes no warranty or guaranty of any kind, expressed, implied or otherwise, with regard to the information contained within this manual. Twin Disc, Incorporated has developed this manual through research and testing of the information contained therein. Twin Disc, Incorporated assumes no responsibility for any errors that may appear in this manual and shall not be liable under any circumstances for incidental, consequential or punitive damages in connection with, or arising out of, the use of this manual. The information contained within this manual is subject to change without notice.

Document Number 1020510

Revison 1 May, 2002

Power Shift Transmission System Operator’s Manual

TWIN DISC, INCORPORATED EXCLUSIVE LIMITED WARRANTY GENERAL UNITS A.

Twin Disc, Incorporated warrants all assembled products and parts, (except component products or parts on which written warranties issued by the respective manufacturers thereof are furnished to the original customer, as to which Twin Disc, Incorporated makes no warranty and assumes no liability) against defective materials or workmanship for a period of twenty-four (24) months from the date of original shipment by Twin Disc, Incorporated to the original customer, but not to exceed twelve (12) months of service, whichever occurs first. This is the only warranty made by Twin Disc, Incorporated and is in lieu of any and all other warranties, express or implied, including the warranties of merchantability or fitness for a particular purpose and no other warranties are implied or intended to be given by Twin Disc, Incorporated. The original customer does not rely upon any tests or inspections by Twin Disc, Incorporated or on Twin Disc, Incorporated*s application engineering.

B.

The exclusive remedy provided by Twin Disc, Incorporated whether arising out of warranty within the applicable warranty period as specified, or otherwise (including tort liability), shall at the sole option of Twin Disc, Incorporated be either the repair or replacement of any Twin Disc, Incorporated part or product found by Twin Disc, Incorporated to be defective and the labor to perform that work and to remove and reinstall (or equivalent credit). In this context, labor is defined as the flat rate labor hours established by Twin Disc, Incorporated in the published Twin Disc Flat Rate Schedule, required to remove, disassemble, inspect, repair, reassemble, reinstall and test the Twin Disc, Incorporated product only. Under no circumstances, including a failure of the exclusive remedy, shall Twin Disc, Incorporated be liable for economic loss, consequential, incidental or punitive damages. The above warranty and remedy are subject to the following terms and conditions: 1.

Complete parts or products upon request must be returned transportation prepaid and also the claims submitted to Twin Disc, Incorporated within sixty (60) days after completion of the in-warranty repair.

2.

The warranty is void if, in the opinion of Twin Disc, Incorporated, the failure of the part or product resulted from abuse, neglect, improper maintenance or accident.

3.

The warranty is void if any modifications are made to any product or part without the prior written consent of Twin Disc, Incorporated.

4.

The warranty is void unless the product or part is properly transported, stored and cared for from the date of shipment to the date placed in service.

5.

The warranty is void unless the product or part is properly installed and maintained within the rated capacity of the product or part with installations properly engineered and in accordance with the practices, methods and instructions approved or provided by Twin Disc, Incorporated.

6.

The warranty is void unless all required replacement parts or products are of Twin Disc origin or equal, and otherwise identical with components of the original equipment. Replacement parts or products not of Twin Disc origin are not warranted by Twin Disc, Incorporated.

C.

As consideration for this warranty, the original customer and subsequent purchaser agree to indemnify and hold Twin Disc, Incorporated harmless from and against all and any loss, liability, damages or expenses for injury to persons or 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 of their agents, and employees in the installation, transportation, maintenance, use and operation of said equipment.

D.

Only a Twin Disc, Incorporated authorized factory representative shall have authority to assume any cost or expense in the service, repair or replacement of any part or product within the warranty period, except when such cost or expense is authorized in advance in writing by Twin Disc, Incorporated.

E.

Twin Disc, Incorporated reserves the right to improve the product through changes in design or materials without being obligated to incorporate such changes in products of prior manufacture. The original customer and subsequent purchasers will not use any such changes as evidence of insufficiency or inadequacy of prior designs or materials.

F.

If failure occurs within the warranty period, and constitutes a breach of warranty, repair or replacement parts will be furnished on a no-charge basis and these parts will be covered by the remainder of the unexpired warranty which remains in effect on the complete unit. December 14, 2001

TDWP0002

TWIN DISC, INCORPORATED Flat 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 Powershift Transmissions 1000, 1100, 1300, 1400 1600, 2000, 2600, 3100 2800 3600 8500

Matching Torque Converters

6-1300, 6-1500 8-1400, 8-1450, 8-1600 8-1700, 8-1800, 8-1750, 8-1850 4-2000 8-2300

Industrial Torque Converters 6-1300 & 6-1500 4-1600 & 4-2000 4-2200 w/cooler 4-2600 & 4-3400 w/cooler 10,000 & 11,500 11,500 HD & 13,800 w/Radiator w/o Radiator 16,000 w/Radiator w/o Radiator

Fluid Couplings

14.5 HC, HM, HU & HUC 17.5 HC, HM, HU & HUC 21 HC, HM, HU & HUC 27 HC & HM 27 HUD w/Radiator w/o Radiator

Power Take Off's C106 6" C107 7" C108 8" C110 10" SP-X11 11" SL-X11 11" TC-X13 13" SP-X14 14" SL-X14 14" IBF-X14 14" B-X18 18" SP-X18 18" IBF-X 18 18" SP-X21 21"

December 14, 2001

R&R

Repair & Test

14.0 14.0 14.0 14.0 14.0

24.0 30.0 18.0 36.0 72.0

6.0 6.0 8.0 6.0 8.0

6.0 8.0 12.0 12.0 20.0

6.0 6.0 12.0 20.0 6.0

8.0 12.0 30.0 40.0 12.0

10.0 10.0

24.0 20.0

14.0 14.0

32.0 28.0

2.0 2.0 2.0 4.0

4.0 4.0 6.0 8.0

8.0 8.0

32.0 28.0

1.0 1.0 1.0 1.0 2.0 2.0 2.0 3.0 3.0 3.0 4.0 4.0 4.0 6.0

2.0 2.0 2.5 3.0 4.0 5.5 2.0 6.0 6.0 8.0 10.0 10.0 10.0 14.0

Clutches Only 1.0 1.0 1.0 1.5 2.0 2.0 1.0 3.0 3.0 3.0 4.0 4.0 4.0 6.0

TDWP0002A

Table of Contents

Twin Disc, Incorporated

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

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

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

Power Shift Transmission System Operator’s Manual #1020510

7

Table of Contents


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

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

Engineering Drawings ......................................131 List of Engineering Drawings ........................................................ 131 1019142 (System, Elect. Control) ................................................. 133 238008A (Schematic, Hydraulic) ................................................... 134 229578E (Diagram, Piping) ............................................................ 135 1019876 (page 1 of 6) (Transmission Parts) ............................... 136 1019876 (page 2 of 6) (Transmission Parts) ............................... 137 1019876 (page 3 of 6) (Transmission Parts) ............................... 138 1019876 (page 4 of 6) (Transmission Parts) ............................... 139 1019876 (page 5 of 6) (Transmission Installation) ..................... 140 1019876 (page 6 of 6) (Transmission Installation) ..................... 141 X237074A (Clutch Assembly, 1, 4, 7) ............................................ 142 X237073A (Clutch Assembly, 3, 6, 9) ............................................ 143 X229489F (Clutch Assembly, 2, 5, 8) ............................................ 144 1018460 (Range Selector Valve Assembly) ................................. 145 X229460P (Valve Assembly, Main Regulator) ............................. 146 X229823B (page 1 of 3) (Torque Converter Installation) ........... 147 X229823B (page 2 of 3) (Torque Converter Parts) ..................... 148 X229823B (page 3 of 3) (Torque Converter Parts) ..................... 149 1018360 (partial) (Valve Assembly, solenoid) ............................. 150

8



Introduction

Introduction

General Information This publication provides the information necessary for the operation and maintenance of the Twin Disc, Incorporated equipment specified on the cover of this manual. Specific engineering details and performance characteristics can be obtained from the Product Service Department of Twin Disc, Incorporated, Racine, Wisconsin, USA. Operation and maintenance personnel responsible for this equipment should have this manual at their disposal and be familiar with its contents. Applying the information in the manual will result in consistent performance from the unit and help reduce downtime.

Special Tools Engineering drawings are available for the fabrication of special tools that should be used during disassembly and assembly of a unit. Repair of this equipment should not be attempted without special tools. Twin Disc does not manufacture these tools for general use.


9

Introduction


Replacement Parts

Parts Lists Engineering assembly drawings are provided in appropriate sections of this manual to facilitate ordering spare or replacement parts. Current bill of materials are available from Twin Disc or the nearest Authorized Twin Disc Distributor.

Ordering Parts

All replacement parts or products (including hoses and fittings) must be of Twin Disc origin or equal, and otherwise identical with components of the original equipment. Use of any other parts or products will void the warranty and may result in malfunction or accident, causing injury to personnel and /or serious damage to the equipment. Renewal parts and service parts kits may be obtained from any authorized Twin Disc distributor or service dealer.

Parts Shipment Furnish the complete shipping information and postal address. All parts shipments made from the factory will be FOB factory location, USA. State specifically whether the parts are to be shipped by freight, express, etc. If shipping instructions are not specified, the equipment will be shipped the best way, considering time and expense. Twin Disc, Incorporated will not be responsible for any charges incurred by this procedure. Twin Disc, Incorporated having stipulated the bill of material number on the unit’s nameplate absolves itself of any responsibility resulting from any external, internal or installation changes made in the field without the express written approval of Twin Disc. All returned parts, new or old, emanating from any of the above-stated changes will not be accepted for credit. Furthermore, any equipment which has been subjected to such changes will not be covered by a Twin Disc warranty.

10



Introduction

Preventative Maintenance/Troubleshooting Frequent reference to the information provided in this manual regarding daily operation and limitations of this equipment will assist in obtaining troublefree operation. Schedules are provided for the recommended maintenance of 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 to help identify the problem area and lists information that will help determine the 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. The holes provided are always of adequate size and number to safely lift the Twin Disc product.

These lifting points must not be used to lift the complete power unit. Lifting excessive loads at these points could cause failure at the lift point (or points) and result in damage or personal injury.

Select lifting eyebolts to obtain maximum thread engagement with bolt shoulder tight against housing. Bolts should be near but should not contact bottom of bolt hole.


11

Introduction


Safety

General Safe practices must be employed by all personnel operating and servicing this unit. Twin Disc, Incorporated will not be responsible for personal injury resulting from careless use of hand tools, lifting equipment, power tools, or unaccepted maintenance/operating practices.

Important Safety Notice Because of the possible danger to person(s) or property from accidents which may result from the use of manufactured products, it is important that correct procedures be followed. Products must be used in accordance with the engineering information specified. Proper installation, maintenance, and operation procedures must be observed. Inspection should be made as necessary to assure safe operations under prevailing conditions. Proper guards and other suitable safety codes should be provided. These devices are neither provided by Twin Disc, Incorporated nor are they the responsibility of Twin Disc, Incorporated.

12



Introduction

Sources of Service Information Each series of manuals issued by Twin Disc, Incorporated is current at the time of printing. When required, changes are made to reflect advancing technology and improvements in state-of-the-art. Individual product service bulletins are issued to provide the field with immediate notice of new service information. For the latest service information on Twin Disc products, contact any Twin Disc distributor, or contact the Product Service Department, Twin Disc, Incorporated, Racine, Wisconsin 53405-3698, USA, or by e-mail at [email protected].


13

Introduction


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

14


Description and Specifications



General (Reference - Twin Disc Application # AN4019) The Twin Disc TA-90-8501 transmission is a hydraulically actuated power shift transmission, providing nine speeds forward. Used with this transmission is a Twin Disc torque converter model 8-FLW-2302-0. The transmission and torque converter are electronically controlled by a Twin Disc model TDEC-400 control.

Model Identity Numbers and Letters TA--90-8501, BOM 67425 T = Transmission A = No drop box, output and input are axially in line 9 = Nine speeds forward 0 = No reverse 85 = Transmission model series 01 = Basic model number (Assigned in consecutive sequence to identify specific modifications or gear ratios) 8-FLW-2302-0, BOM 67288 8 = type 8 Twin Disc torque converter F = Flywheel mounted unit L = with lockup clutch W = with stator freewheel 230 = 23.0-inch converter circuit size 2 = specific model for application 0 = housing size to match SAE flywheel TDEC-400 electronic control, BOM 41488


15



Description There are two main sections of the transmission, a countershaft input section, and a planetary output section. The input section consists of three gearedtogether clutch shafts and a driven front output shaft. A 9-inch ball dump clutch is directly connected to, and driven by the input shaft, and when engaged, is directly connected to the front output shaft. The outer member of this clutch pack (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 section clutches is engaged, power is transmitted to the front output shaft either directly or through the driven gears, and to the input members of the planetary output section. 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, the output shaft rotates at the same speed as the front output shaft in the input section of the transmission. There are two 23-inch planetary clutch assemblies (non dump valve) that connect to the output flange through planetary reduction gearsets. These are referred to as the low range and intermediate range clutch pack assemblies The hydraulic torque converter is a single stage Type 8 design with an integral lockup clutch, and stator freewheel. The lockup clutch is hydraulically controlled in conjunction with the electronic control.

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

Pump The hydraulic system dual pump assembly is located on the rear of the torque converter on a pump mount to the right of center as viewed from the rear. The two pumps are of the positive displacement gear-type and are driven directly by the engine. The pump inlets draw oil through a suction strainer. The oil from the pumps is directed through filters and regulator valves and supplies pressure for 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 the left of center as viewed from the rear. The scavenge pump draws oil from the bottom of the engine flywheel and converter housings and returns the oil to the transmission sump.

16




Regulator Valve Assembly Pressure regulating valves for controlling main pressure, converter circuit pressure, and lube oil pressures are contained in the regulator valve assembly on the torque converter. The regulator valve on the torque converter also includes a cold oil relief for protection of the converter.

Range Selector Valve Six proportional valves, mounted on the left of the transmission housing, (viewed from the rear) control the application of the transmission clutches. The valves are controlled by electronically modulated signals. These valves are identical, and are identified as 1, 2, 3, 4, 5, and 6. These solenoid numbers are referenced in the electronic control system drawing to aid technicians in troubleshooting the 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 assembly on the torque converter, and is actuated by an electronically modulated signal. The control system is powered by 24 volts dc.


17



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-inch clutches (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 two 23-inch (output section) are modulatable non dump valve clutches. All of the clutches are hydraulically actuated, spring-released, and oil cooled.

Bearings The input section clutch shafts and the front output shaft are supported with tapered roller bearings. These bearings (in conjunction with shims) are used to control the end play of the shafts. The planetary shafts are supported with caged needle bearings, and end float is controlled by thrust washers. The ring gear float is controlled with lube ring assemblies on each side. The high range clutch is supported on the front output shaft with a ball bearing, and the end thrust is controlled by this bearing and a ball bearing in the sun gear on the opposite end. The allowable float is controlled with shims between the sun gear and the clutch hub. The output shaft and planetary carrier is supported by a double tapered roller bearing set.

18




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 each other. 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)


19



Engine speeds (approximate) (B J Services oil well fracturing rig with MTU/DDC 16V4000 engine, 3000 hp @ 1950 rpm) Full load No load Converter stall speed

1950 rpm 1960 rpm 1953 rpm

TDEC-400 CONTROL Furnished with the transmission is the TDEC-400 electronic control. The control provides shifting for the transmission/converter system and is necessary to coordinate the function of the fracturing rig, torque converter and transmission in the oil well servicing application. The control operates on 24 volts dc provided by the fracturing rig’s battery.

20



Operation

Operation This section covers operation of the transmission, torque converter, and the associated hydraulic and electronic control system and their relationship to the engine and fracturing rig. The following paragraph (prior to start-up) provides information the fracturing rig operator needs to know to inspect the transmission and start the engine.


21

Operation


Checking Oil Level The oil level in the transmission must be checked before each use. Procedure for checking oil is as follows: 1.

Visually inspect the transmission, converter and drive line for security of mounting. Inspect plumbing and electrical components for security of attachment and/or leaks. Leakage must be corrected.

2.

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

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

b.

Start the engine. With the engine at low idle for 1 minute, the transmission in neutral, and with cold oil (10~35 oC) the oil level should be visible in the low level (lower) sight gauge. Add oil as necessary until it is seen in the low level sight gauge before operating the oil well fracturing rig. Note that there is a low oil level sight gauge on the front of the transmission by the hot oil level 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 5 minutes, the transmission in neutral, the low level sight gauge should be completely full and the hot oil level sight gauge should show 1/4 to 1/2 full. The oil level should never be above the middle of the hot oil level sight gauge. Any oil level adjustments must be confirmed with a cold oil level check as previously described.

d.

If a sump heater is used when the fracturing rig is parked, the oil temperature after the engine is idling for one minute will determine which of the above procedures should be followed.

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

22


Operation


Basic System Description This section describes the function and relationship of the following major components in your power transmission system.

q

Remote mounted transmission (TD90-8501)

q

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

q

Electronic control system (TDEC-400)


23

POWER SOURCE

J1939 BUS OUTPUTS TRAN INPUT SPEED TRAN OUTPUT SPEED SYSTEM OIL TEMP TRANS FILTER DIFF PRESS SWITCH STATUS OIL LEVEL SWITCH STATUS CURRENT GEAR TRANSMISSION CONFIGURATION

MISCELLANEOUS SWITCH INPUTS NEUTRAL DISCONNECT OIL LEVEL KEY SWITCH

TDEC 400 TRANSMISSION OIL FILTER DIFF. PRESS. SWITCH

ENGINE CONTROLLER

TRANSMISSION INPUT AND OUTPUT SPEED SENSORS CONVERTER LOCKUP CLUTCH VALVE COIL

SYSTEM OIL TEMPERATURE SENSOR

TRANSMISSION RANGE CLUTCH VALVE COILS

ENGINE

TORQUE CONVERTER WITH LOCK UP CLUTCH

TRANSMISSION



Figure 1. Control System Components

J1939 BUS INPUTS WORK MODE SWITCH RANGE SELECTOR WORK MODE POT LOCKUP OFF SWITCH

LIQUID CRYSTAL DISPLAY (VIA J1939)

Operation

24

24VDC


Figure 2. Hydraulic Torque Converter Power Shift Transmission System Operator’s Manual #1020510

Operation

25

Operation

26


Figure 3. Power Shift Transmission Engine Side - Side B



Operation

Figure 4. Power Shift Transmission Side and Top View


27

Operation


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

28



Operation

Transmission Component Summary

Torque Converter The torque converter is direct mounted to the engine flywheel housing, and its input member rotates with the flywheel. The transmission system oil pumps are geared to the input member, providing oil flow for transmission system operation. Two pumps are mounted in tandem on the right of the torque converter when viewed from the rear. They both provide oil flow for the operation of the transmission system, and the other pump on the left side of the torque converter as viewed from the rear, pumps normal torque converter drainage back to the transmission oil sump (scavenge pump). A pump drive pad is located near the bottom on the centerline for customer use. There is one internal clutch in the torque converter. It is the lockup clutch that connects the engine flywheel to the fluid turbine or converter output shaft. This clutch is controlled by the electronic controller, based on conditions. There are pressure testing ports located on the torque converter that can be used in trouble shooting certain problems. See Figure 2 in Operation.

Remote Mounted Transmission The remote mounted transmission contains several clutches that are engaged in combinations that determine the gear ratio that is used to drive the oil well fracturing pump. The input shaft is directly connected to the torque converter output shaft. The transmission output shaft is directly connected to the oil well fracturing pump. Electric valves are mounted on the transmission that are energized in the proper combination to engage the appropriate clutches. The transmission housing is the oil sump for the transmission system. There are several oil pressure test ports located on the transmission for use in troubleshooting certain problems. See Figure 3, 4, and 5 in Operation.


29

Operation


Transmission Hydraulic System See the hydraulic system schematic and piping diagram in the drawing section of this manual. The hydraulic system provides oil at correct pressures and flows for operation and lubrication of the transmission and torque converter. A cascading-type system is used, wherein the demand for pressure and flow for transmission functions are supplied in sequence from a single 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 is cascaded to meet the demands of the next area. Hydraulic system components and their functions are as follows:

Transmission Sump The sump is located in the bottom of the transmission housing and serves as a reservoir for all oil used in the system. Oil level is checked with the sight glass on the right rear of the transmission. Please refer to Preventative Maintenance for oil level check and filling procedures. A suction screen installed in the reservoir prevents debris from being drawn into the pump inlet. This screen is not serviceable from the outside.

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

30



Operation

Main Pressure Regulator Valve The 52 gpm (197 L/min) pump flow is supplied to the main pressure regulator valve. This valve (located in the torque converter regulator valve assembly) maintains main system pressures for the application of the transmission clutches. Please refer to Description and Specifications for designed pressure limits. Main system pressure, opposed by preset spring tension on the back side of the regulator piston, causes the valve to open and cascade excess oil into the torque converter circuit supply cavity, thereby maintaining system pressure at the desired value. The 68 gpm (257 L/min) pump flow is supplied to the torque converter regulator valve assembly to the flow divider valve. Lube oil is supplied through a 0.438 inch diameter orifice from this supply. The flow divider regulator valve maintains the appropriate lube pressure, and when this is met, opens and cascades the remaining flow into the torque converter circuit supply cavity.

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

Converter Regulator Valve The torque converter circuit oil pressure is regulated by the converter regulator valve (located in the torque converter regulator valve assembly). This regulates the converter circuit outlet pressure to the desired level, and the oil is then discharged through the oil cooler and into the oil pump suction cavity at the transmission.

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


31

Operation


Transmission Range Clutch Valves Four proportional cartridge valves are housed in three valve bodies that are located on the side of the input section of the transmission. Two proportional cartridge 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 for that range are energized, permitting regulated main pressure to apply the desired clutch packs. When another range is selected, the valve coils for the new range are energized, and the valve coils for the previous range are de-energized, allowing the passage of clutch apply oil to the sump, thus releasing the clutch. These valves are powered with signals that are capable of 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 that is located on the torque converter to supply pressure to the lockup clutch. Main pressure is supplied to this valve from the main pressure regulator through an internal passage in the valve body.

32



Operation

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

Converter Drive When in converter drive, converter fluid is moved by the impeller blades and directed against the turbine wheel blades, driving the turbine wheel assembly. Since the turbine wheel assembly is spline connected to the output shaft, the output shaft is driven. After the fluid passes through the turbine wheel blades, it is redirected to the impeller wheel blades by the stator blades. When output torque requirements exceed input torque, the freewheel unit on the stator is locked up. However, when output torque requirements are equal to, or less than, input torque, the stator freewheels. The pumps run at engine speed.

Lockup Clutch Drive The lockup clutch is controlled automatically through the electronic control system. When the lockup clutch is engaged, power is transmitted from the rotating housing, through the steel driving plates which are spline connected to the rotating housing, and to the friction clutch plates by clamping action of the engaged clutch. The friction clutch plates are spline connected to the turbine hub. The turbine hub is spline connected to the output shaft. Thus, the lockup clutch provides direct mechanical drive.


33

Operation


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

Transmission Power flow is from the engine through the torque converter output shaft to the input yoke on the front of the transmission input shaft. The 2-5-8 clutch input gear drives the 1-4-7 and the 3-6-9 input gears that are solidly connected to their shafts by an interference tapered fit. If one of these three clutches are engaged, they cause the front section output shaft to rotate. The 2-5-8 clutch output is directly connected to this shaft, and the other two clutches are connected through gears. The front section output shaft is spline connected to the sun gear for the low range (1-2-3) planetary assembly, the sun gear for the intermediate range (4-5-6) planetary assembly, and to the clutch hub for the high range (7-8-9) clutch. When the low (1-2-3) range clutch is engaged, the low range ring gear becomes anchored to the housing and cannot rotate. The low range sun gear causes the low range planet gears to rotate inside of the stalled ring gear, causing the planetary carrier to rotate. The transmission output shaft is an integral part of this planetary carrier and therefore rotates at the same speed. When the intermediate range (4-5-6) clutch is engaged, the intermediate range ring gear becomes anchored to the housing and cannot rotate. The intermediate range sun gear causes the intermediate range planet gears to rotate inside of the stalled ring gear, causing the planetary carrier to rotate. The intermediate range planetary carrier is directly connected to the low range ring gear. The low range sun gear and the intermediate range sun gear are connected and rotating together, resulting in the low range planetary carrier being driven at a faster speed than when the low range ring gear was grounded. When the high range (7-8-9) clutch is engaged, the intermediate range carrier, the low range ring gear, and the low range sun gear are rotating at the same speed as the front input section output shaft, thus the low range carrier also must rotate at this speed. In order to have power to the oil well fracturing pump, one input section clutch and one output (planetary section) clutch must be engaged.

34


Operation


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 connected directly to the positive terminal of the 24 volts DC battery post with no other loads. The circuit protection device must not exceed time/current characteristics of an ATO type fuse. The neutral disconnect switch is actuated by a customer supplied relay, and is used to turn the disconnectable solenoid power off when in neutral. The system ground is through a single wire connected directly to the battery negative. The electronic control is active when applied voltage is between 10 and 28 volts dc. Note: The 10 amp input power circuit protection device must not exceed the time/current characteristics of an ATO type fuse. If the installed device is larger or slower responding than specified, the wiring could be damaged and the system made inoperable.

Interruption of Power 1.

Interruption of power to the electronic control for 100 milliseconds or more will require resetting the input power to the electronic control by cycling the key switch once the input voltage has been restored above the 11 volt dc level.

2.

The control system will be in neutral (N) on power up. This means that after regaining power from some power fault, the electronic control will place the transmission in N even if the transmission output shaft is rotating.


35

Operation


Electronic Control System Overview The electronic control system monitors and coordinates functions of the torque converter and transmission system. Various external components are used to provide inputs for the control as well as outputs for operation of the transmission/ converter system. Different operating characteristics are obtained through the positioning 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 each other, and also to the sensors, valves, and switches that are located on the various components in the power transmission system.

Transmission Range Selector The transmission range selector is customer supplied, and is used to select upshifts or downshifts into the desired transmission range. The range selector communicates with the electronic control via the oil well fracturing rig’s J1939 data bus. An “instant neutral” switch is associated with the range selector, and removes power from the Neutral Disconnect relay, which disconnects all clutches.

36



Operation

Display Unit The display unit provides information to the operator about what range the transmission is in, and is also used while troubleshooting system problems. It also displays messages that may be generated by the electronic control sensing abnormal conditions in the transmission system. The display unit contains the switches that enable the diagnostic testing of the transmission system.

Electronic Control The electronic control contains the computer memory that has been programmed with the desired fracturing rig function parameters. The electronic control relies on information provided by several discreet input devices, and provides signals to several outputs that result in the fracturing rig performing in the desired manner. The electronic control also monitors and responds to some signals 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 Practice J1939 for detailed information. Electronic signals are communicated to the J1939 Data Bus by various controllers on the fracturing rig. The transmission control system uses this data bus to receive information from other fracturing rig controls, and to send information to other fracturing rig controls. The display data is communicated from the control via the data bus.


37

Operation


The Discreet Inputs Are:

q

Transmission input speed sensor

q

Transmission output speed sensor

q

Transmission system oil temperature sensor

q

Transmission filter differential pressure switch

q

Transmission oil level switch

q

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

q

Dedicated ground connection to the battery negative

q

Dedicated fused (10 Amp) +24 volt battery power

q

Fracturing rig key switch

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

38

q

Transmission range selector signal

q

Work mode or Hydraulic Test mode command (if applicable)

q

Potentiometer position if equipped for work mode for testing

q

Torque converter lockup disable request


Operation


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

The Discreet Output Signals Are: q

Electrical current to the transmission range valve clutch coils used to engage the proper clutches to provide the transmission range desired

q

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

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

Signals to the display unit, indicating the transmission range and direction

q

Transmission input and output speed

q

Transmission system oil temperature

q

Status of transmission filter differential pressure switch

q

Status of transmission oil level switch

q

Transmission configuration and # of gears, and ratios

q

Current gear status


39

Operation


TDEC-400 Electronic Control System Components Electronic Control Monitors and controls the system through two wiring harnesses that attach to the control through three connectors. The control has no preferred mounting orientation.

Transmission Range Selector The transmission range selector is customer supplied. Contact closures communicate with the electronic control the operators demand for upshifts or downshifts from the current range. An “instant neutral” switch is available to instantly disconnect the pump from the engine if needed.

R-1 (Warm-Up) This range is selected by downshifting from neutral. Solenoids are energized to select the 2-5-8 input section clutch, and the 1-2-3, and 4-5-6 planetary clutches in the output section. This results in the transmission shafts being locked up, stalling the torque converter output shaft. The lockup clutch is not allowed in the Warm-up mode.

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

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

40



Operation

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

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

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

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

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

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


41

Operation


D-8 Eighth range is engaged. This range is achieved by upshifting from D-7. This is the maximum range allowed in this application, even though one additional range is available in the transmission. The transmission input shaft will turn at 1.00 times the transmission output shaft. Torque converter lockup clutch is automatically applied based on turbine speed.

D-9 Ninth range is engaged. The transmission input shaft will turn at 0.798 times the transmission output shaft. Torque converter lockup clutch is automatically applied based on turbine speed. This range is not allowed in this transmission application 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 are not being unexpectedly engaged when the engine starts). A customer supplied neutral disconnect relay is de-energized by the range selector, so the electronic control is not able to energize most of the solenoids when the selector is in N. This provides a redundant neutral for safety - the control cannot engage transmission clutches when the selector is in N.

42



Operation

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 frequency of a tooth passing the sensor. The control is programmed with the number of teeth on the gear under the sensor and converts the frequency of pulses to determine gear/shaft RPM. The input speed sensor is calibrated to measure torque converter output speed (equals transmission input speed). The sensor is mounted on the left front side of the transmission (when viewed from the rear). The output speed sensor measures output speed of the transmission. The control uses the input and output speed information when determining transmission range, engagement of the lockup clutch, and work mode functions. Resistance of the sensors is approximately 1100 ohms. The control does not measure the voltage of the speed sensor signals; it only uses the frequency of the pulses. The amplitude (voltage) of the signal is determined by the velocity of the gear tooth as it passes the sensor and the gap between the gear tooth and the end of the sensor. The sensor must be close to the gear to generate a signal that is large enough to reach the control where the frequency is measured. Measuring the voltage of the speed sensor signal would only be useful for verifying that the sensor is generating a signal. The control checks resistance of speed sensor circuits frequently. If the value is found to be out of range, a display message is shown on the display to alert the operator. This could indicate a fault in a wire to the sensor or in the sensor itself. The control also calculates what range is engaged based on what solenoids are energized and the transmission ratio. It alerts the operator if it does not receive a frequency signal from one of the sensors when it expects to see a signal. For example, the control will show a display message if it sees a signal indicating output speed, a range is engaged, and it sees no signal from the turbine/transmission input speed sensor.

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


43

Operation


Clutch Valve Coils Identical cartridge valves are used throughout the transmission system. The cartridge valves are identified as transmission range clutch valve coils, #1 through #6, and converter lockup clutch valve coil. They are used for controlling high pressure oil being directed to engage clutches. They are controlled with a signal type that can control pressure full off, full on, or at intermediate levels as needed for proper fracturing rig shifting and control. The oil flow/pressure supplied to the clutch pack can be precisely controlled with these valves. This is especially important when the control changes transmission ranges - turning some clutches off and others on. The resistance of these solenoid coils ranges approximately between 5 and 11 ohms depending on temperature. The control is programmed with the appropriate resistance of each of the valves and the wires to/from the valve and checks the external circuits continuously. If it detects a value that is out of range, it shows a display message on the display to alert the operator to check the circuit and the valve. This will alert the operator if a wire is cut or 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 to plug) 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 the transmission sump..

Transmission System Oil Temperature Sensor This sensor is located in the torque converter outlet oil circuit. The sensor is a variable resistance element that provides an analog signal to the control.

44


Operation


System Operation Start Up 1.

Select N on the range selector. This de-energizes the neutral disconnect relay which opens the contacts disconnecting all power from the transmission solenoids.

2.

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


45

Operation


Fracturing Rig Operating Modes The control system is capable of three modes of operation: Drive mode , Work mode, and Diagnostic mode. The application is not using the Work mode (also known as hydraulic test mode) at the present time. The control could be commanded to the Work mode by an appropriate signal from the J1939 Data Bus, 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 range has been selected with the range selector. The electronic control does a self test sequence, and upon passing this, looks at the various input signals. If N has been selected with the range selector, the operator is allowed to start the engine. The electronic control continuously monitors the various inputs, and outputs to prevent improper operation of the transmission system. When the operator selects an upshift or a downshift, the electronic control selects the appropriate transmission clutches to engage. If an upshift is selected, the transmission will be shifted into D-1. If a downshift is selected, three clutches will be engaged, R1 will be displayed, and the transmission will be locked together internally so that the torque converter output shaft is stalled to warm the oil.

46



Operation

Examples of Operation Basic: The oil well fracturing rig has been positioned and plumbed for pumping into an oil well. The operator starts the engine . A downshift is selected to lock the transmission shafts to allow for heating of the transmission system oil prior to begin pumping mud into the oil well. The control looks at all of the inputs and decides 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 Neutral is selected, or the instant neutral switch is actuated, placing the transmission into neutral. When it is time to begin pumping mud, the upshift button is actuated until the desired transmission range is reached. This could be done at any engine speed desired. If the transmission input speed is high enough, the torque converter lockup clutch may be automatically engaged by the control. Upshifts or downshifts can be made based on the needs for more or less flow into the well. The control energizes two transmission range clutch valves to engage two clutch packs in the transmission. See drawing number 1019142 in Engineering Drawings. Two clutch packs must be engaged in the transmission to transmit power to the oil well fracturing rig pump. There is no automatic shifting of the transmission in this application. The torque converter lockup clutch can be disabled by the disable request switch. The oil well fracturing rig mud pump can be disconnected from the engine at any time by use of the instant neutral switch on the selector.


47

Operation


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 only requires the appropriate signals over the J1939 data bus to activate. The work mode is available in N, D-1, D-2, and D-3. Entry into this mode requires a signal over the J1939 data bus signaling the desired entry into the work mode, and a potentiometer signal of the appropriate value over the J1939 data 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 will be ignored. If the transmission is in the warm-up range, a request for the work mode will be ignored. Operation in the work mode requires that the input speed remain below a predetermined level. Speed increases beyond that level will result in the transmission being automatically be placed in Neutral. Upon entering the work mode, and a range selected, the appropriate input section clutch will be engaged, and the low range output section clutch (Solenoid # 4) will be engaged at a low level, and the pressure level will be controlled with the potentiometer signal. The converter lockup clutch is not applied in the work mode. The display shows the letter W and the corresponding range that the transmission is in. Drive mode is available at any time while operating in the work mode. When the drive mode is selected, the electronic control monitors the transmission input and output speed, and if acceptable based on predetermined levels, the planetary output clutch will be fully engaged. As soon as the planetary output clutch is fully engaged, the display will again show D and the corresponding range.

48



Operation

Diagnostics Test Mode Diagnostics mode is available for controller system tests, and for ease in certain troubleshooting procedures. These tests verify operation of the controller, integrity and function of the external circuits, and provide a means to energize clutches individually. Fifteen separate tests can be individually selected and performed via the display unit. Please refer to Troubleshooting for the correct troubleshooting procedures. This mode is entered by simultaneously depressing the up and down arrow switches on the display unit while powering the control by cycling the key switch off and back on.


49

Operation


Operational Problems If the normal operation of the fracturing rig is not occurring. Please refer to Troubleshooting for the correct troubleshooting procedures. A clear understanding of the normal operation of the fracturing rig systems is essential to understand and troubleshoot any problems.

50



Preventative Maintenance


General

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

Transmission/Converter Overhaul Interval A complete overhaul of the transmission and converter should be accomplished at the same time as a scheduled engine overhaul. This is to minimize down time. Parts indicating wear, or damage should be replaced at this time.


51



Hydraulic System

Checking Oil Level The oil level in the transmission must be checked before each use. Procedure for checking oil is as follows: 1.

52

Visually inspect the transmission, converter and drive line for security of mounting. Inspect plumbing and electrical components for security of attachment and/or leaks. Leakage must be corrected.



2.


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

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

b.

Start the engine. With the engine at low idle for 1 minute, the transmission in neutral, and with cold oil (10~35 oC) the oil level should be visible in the low level (lower) sight gauge. Add oil as necessary until it is seen in the low level sight gauge before operating the oil well fracturing rig. Note that there is a low oil level sight gauge on the front of the transmission by the hot oil level 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 5 minutes, the transmission in neutral, the low level sight gauge should be completely full and the hot oil level sight gauge should show 1/4 to 1/2 full. The oil level should never be above the middle of the hot oil level sight gauge. Any oil level adjustments must be confirmed with a cold oil level check as previously described.

d.

If a sump heater is used when the fracturing rig is parked, the oil temperature after the engine is idling for one minute will determine which of the above procedures should be followed.

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


53



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

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

Oil/Filter Change Interval Change the transmission oil after every 1200 hours of operation. Change the oil filter after each 300 hours of operation or sooner if the filter pressure indicator shows TRAN OIL FILTER in the display. Note: The TRAN OIL FILTER message is triggered by a switch that senses pressure drop across the filter. As the filter fills with contamination the pressure drop increases. A filter may show an TRAN OIL FILTER message under cold oil conditions at high engine speeds even though the filter is still usable. With oil temperature between 0° and 35° C at low idle engine speed and with oil at 80° to 100° C at any engine speed the TRAN OIL FILTER message should not appear. If it does come on under these conditions, the oil filter must be changed as soon as possible. When changing the oil in the transmission system drain the transmission sump and the engine flywheel housing. Change the oil filter. When installing new units or newly rebuilt units it may be necessary to replace the oil filter after a few hours of operation. Monitor the filter pressure indicator for the TRAN OIL FILTER message.

54




Recommended Oil Oil Classification Use specified engine oil viscosity grade that meets one of the API service classification: CF, CF-2, CG-4, or CH-4 per SAE J138a and the requirements of Caterpillar TO-2 and Allison C4 specifications or the requirements of MIL-L2104E.

Oil Viscosity The approved viscosity for this application is SAE 10W. Some multi-viscosity oils (SAE 15W40) have also been approved in this transmission. Contact Twin Disc for approval.

Filter Requirement A filter is to be installed between the main pump outlet and pressure regulating valve. Provision is made for the filter and it is shown on the hydraulic schematic. The Twin Disc part number for replacement filter elements is 1016502.

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


55



Periodic Visual Inspection Periodically, inspect all transmission and converter mounting points for security and/or damage. Re-torque any loose mounting bolts and replace any damaged parts. Check the drive line fasteners at the converter and transmission yokes. Check all electrical wiring components (switches, magnetic pickups, etc.) and connections for security, chafing and/or other damage. Tighten loose connections and replace any damaged parts. Reroute or otherwise secure wiring to prevent chafing damage.

Control Cables and Wiring Inspect and care for control cables and harnesses as follows:

56

1.

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

2.

Keep cable or harness away from hot surfaces, moving parts and oil locations.

3.

Attach cable or harness to machine, making the connector the highest point 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 rub point, particularly when passing through a sheet metal hole.

5.

Locate cable or harness away from potential hazards. For example, a screw 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 pins and sockets only with dielectric compound to seal out moisture and corrosive substances (Twin Disc part number MA890 or Dow 4 Compound.) Locate and use the connector orientation key.




8.

Circular connectors must be hand tightened.

9.

Cable or harness bend radius must not be less than twenty times the cable diameter.

10.

Avoid twisting or winding cable along its axis during installation or removal.

11.

Whenever mating connectors, always inspect each for damage or defects. 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 to machine frame.

14.

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

15.

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


57



Hydraulic Lines, Flexible Hoses and Connectors Inspect all hydraulic lines, hoses, etc. for damage, sponginess, loose connections, chafing, etc. Correct leaks and replace damaged parts. Lines, hoses, etc. which show evidence of chafing should be replaced, rerouted, and/ or otherwise protected to prevent further damage.

Externally Mounted Components Periodically inspect split lines between housing halves and between externally mounted components such as valves and covers for leakage or damage. Repair leaks and/or replace damaged parts as required.

58




Hydraulic System Pressure Checks At the time of each transmission oil change the main and lube pressure of the transmission should be checked. See Figures 3, 4, 5, and 6 in Operation for pressure test point locations. Prior to making pressure checks, ensure that the transmission is filled with oil of the correct type.

Pressures should be measured with gages or instrumentation that allows the technician to be at a safe distance from the fracturing rig tires. Gages must be installed while the engine is not running. Pressure checks are made with the engine running, the transmission in neutral, and the fracturing rig parking brakes on. No one must be allowed in front 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) pressure gauge to check main and clutch apply pressures, and 0-100 psi (0-800 kPa) pressure gauge for lube system.

2.

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

3.

Refer to pressure requirements in Description and Specifications.


59


60




Troubleshooting

Troubleshooting

General This section of the maintenance manual has been prepared to assist maintenance personnel in troubleshooting the power shift transmission and control. When troubleshooting the equipment, always remember to consider the entire power package of the oil well fracturing rig. Interaction between the transmission, the engine, and the oil well fracturing rig functions are all part of the troubleshooting process. It is suggested that you take some time to understand the operational characteristics of the transmission power system to more accurately diagnose the problem at hand. See Figures 1, 2, 3, 4, and 5 in Operation.

Power Transmission System Operator’s Manual #1020510

61

Troubleshooting


Pressure and Flow Test Kit A portable pressure and flow test kit NU 2451 is available and contains the necessary equipment to accurately test and troubleshoot the hydraulic system of this Twin Disc unit. The kit contains pressure gauges, hoses, adapters, and flow meters. Contact the Twin Disc Service Department, Racine Wisconsin for specific information concerning this test kit. One principle of troubleshooting is to start with the simple and move to the more difficult. Check the simple items first. Run the simple test first. Then move to the more difficult.

62


Troubleshooting


Troubleshooting Discussion The troubleshooting discussion includes the following topics: q

Problems that do not produce a fault message in the display

q

Problems that do produce a fault message in the display

q

Pressure testing for troubleshooting

q

Recommended testing following field service repairs This should be performed after the installation of any major components such as transmission or torque converter.


63

Troubleshooting


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 Display Verify that the proper dc voltage (24 volts) is supplied to the transmission display connector.

Failed Display If the cable connections are tight but the display is still blank, the display is defective. The oil well fracturing rig will still operate if the control unit is functioning properly. Replace the display unit.

64


Troubleshooting


2.

Output driveshaft does not rotate when a forward range is selected. Note: If the display is blank, follow the procedures in Step 1. Note: If the display shows N when N is selected and shows either R when a downshift from neutral is selected, or D1 when an upshift from neutral is selected, then the display and control unit are functioning properly. Possible causes

Low Transmission Oil Level With the engine not running the oil level may be above the top sight level gauge. Start the engine and with the transmission in neutral, the engine at low idle, watch the transmission oil level. The oil level should drop to the normal operating range within 10 to 15 seconds. If the oil level is low, add oil to bring to proper operating level. If the output driveshaft now rotates properly, low oil level was the cause of malfunction. If oil level is high and does not drop when the engine is running, either the oil level was set over full or the main pump is not supplying oil.

Failed Main Pump Since the output driveline will not rotate, it is possible that the pump is not supplying oil. Check main pressure with a pressure gage at the transmission 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 or near 0 psi, the pump is not supplying oil to the transmission.

Pump Suction Leak Check for leaks in the suction hose between the pump inlet and the transmission. Suction leaks can be difficult to find. They may not leak oil out but they may allow air into the pump causing the pump to loose the ability to pump oil. Look for loose hose clamps, loose hydraulic fittings, or worn spots in the suction hose. If no pump suction leaks are found, remove and replace the main transmission pump mounted on the torque converter.


65

Troubleshooting


Failed Clutch Solenoid If there is partial or full pressure on a clutch that is not selected, then remove and inspect the selector valve assembly. Replace the selector valve 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 output driveshaft 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 if necessary, observe the drive shaft between the converter and transmission. Use a mirror under the oil well fracturing rig if necessary. When the range selector is in the N position the drive shaft between the converter and the transmission should be rotating. If the input drive shaft is not rotating when in the N position, the transmission is locked-up internally or the torque converter is not transmitting power. When N is deselected, the input drive shaft should come to a stop quickly. If R is selected, three clutches are deliberately engaged, thus stalling the torque converter. If the input drive shaft stops and the output driveshaft does not move when D1 is selected, the transmission may be locked-up internally, or the oil fracturing pump may be locked up. If the drive shaft does not come to a stop when shifted out of N, and the output driveshaft does not rotate, one or more of the transmission clutches are not engaged properly. Further testing is required to identify the problem. Install pressure test fittings at each clutch pressure test port. See the test port locations in Operation. Go to Test 8 of the control system tests. With the engine running, verify that the pressure at each clutch is at full pressure when selected and at zero pressure when not selected. If no problems are found during the clutch pressure test, it is likely that a clutch pack has failed. Dark or burnt smelling oil is an indication of a failed clutch. A clutch pack may be seized, causing the clutch to be locked up, or the clutch pack may be worn out causing it to slip. The transmission must be removed to repair either condition.

66


Troubleshooting


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


67

Troubleshooting


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 the applied clutch packs. These can be checked by upshifting to D2 and D4. Valves # 2 and 4 are energized in D2, and valves # 2 and 5 are energized in D4. These tests should only be done with the engine at idle speed. If the clutch pressures are good when engaged and the drive shaft into the transmission doesn’t stop when R is selected, run Test 8 and monitor pressures. Remove the transmission to repair if necessary.

68


Troubleshooting


4.

Oil well fracturing rig output driveshaft only moves in some ranges Possible causes:

Failed Transmission Range Clutch Valve If the display indicates a D range, and the input driveline rotates, but the oil well fracturing rig output driveline does not rotate, run Test 8 and check pressure to the range clutch packs. If no pressure or abnormally low pressure exists when a clutch is engaged, then inspect, repair or replace the clutch valve.

Failed Range Clutch If the range clutch pressures are acceptable when the clutches are engaged but the drive shaft into the transmission does not stop when D is selected, and the output drive line does not rotate, then the range clutch pack is slipping internally. Dark or burnt oil is confirmation of clutch damage. Remove the transmission for repair. If the range clutch pressure is acceptable when engaged, and the drive shaft into the transmission does stop when D is selected, and the output driveline flange does not rotate when disconnected from the oil well fracturing rig pump, it is possible that a different clutch that should not be engaged for the selected range is seized causing the transmission to stall. Remove the transmission to repair. As additional troubleshooting methods, try other forward ranges by upshifting with the range selector. This process of elimination will help to identify a failed clutch pack. Only run these tests with the engine at idle speed.


69

Troubleshooting


5.

Oil well fracturing rig will not properly drive the pump in the upper transmission ranges when the pumping load should allow operation in these ranges. Possible Causes:

Too much oil in transmission Adjust transmission oil level.

Low Converter Outlet Pressure Measure converter outlet pressure. With the transmission in neutral, measure converter outlet pressure at low engine idle speed and at 1950 RPM. 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 will vary somewhat with oil temperature. Pressure well below specification will produce poor converter performance. Check the converter pressure regulator for a broken spring or stuck spool. Check the transmission lube pressure as well. Low lube pressure is an indication of low transmission main pump flow. Replace the main pump.

Low Engine Power With N selected, fully advance the engine throttle. Maximum engine speed should agree with the manufacturers no-load engine specification. With the transmission in the warm-up mode, fully advance the engine throttle. 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 possible that the engine is not performing as expected.

70


Troubleshooting


Poor Engine Flywheel Scavenge Another possibility is that the engine flywheel housing is running with too much residual oil. The lube oil and normal leakage from the torque converter must be removed (scavenged) from the flywheel housing and returned to the transmission sump. This is done with the scavenge pump mounted on the torque converter. If the oil is not completely scavenged from 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 heat discolored paint on the torque converter housing or on the transmission at the scavenge oil return port area. Or, after running the engine at low idle for a few minutes, shut the engine off and feel the transmission housing in the area of the scavenge oil return port. If this area is much hotter than the other areas of the transmission, the scavenge return system is not working properly. Inspect and clean the strainer screen at the inlet side of the scavenge pump. Disconnect the hose at the outlet side of the scavenge pump and direct it to a bucket. Start the engine and observe if oil is coming from the pump. Initially the hose should run full until the oil from the flywheel housing is evacuated. While the hose is running full, catch the oil in a 2 liter or ½ gallon container and measure the time to fill the container. At 700 RPM, the pump should deliver 21.3 liter/minute (5.6Gal/minute) or fill the container in about 5 to 6 seconds. When the flywheel housing is evacuated, the hose should flow a mixture of air and oil. If the pump outlet is below the expected value, check for damaged or loose hose or fittings in the suction side of the scavenge pump. Also, check the drain port at the bottom of the engine flywheel housing for obstructions. Replace the scavenge pump if necessary.

Failed Converter If the pump continues to deliver a solid stream of oil and the pump is delivering as expected , it is likely that the leakage from the torque converter is greater than normal and the scavenge pump can not keep up. The torque converter must be removed for repair. Raise engine rpm to approximately 1000 rpm and run for several minutes. Repeat the oil flow measurement at this engine rpm. A solid oil stream at this rpm supports the decision to remove the torque converter because of excessive leakage.


71

Troubleshooting


6.

Converter/transmission does not go into converter lockup Repeat the engine performance and flywheel housing scavenge checks as in step 5. Other possible causes:

Lockup Clutch Disable Switch activated Be sure that the switch to disable the torque converter lockup clutch is in the proper position.

Lockup Clutch Solenoid With the engine running at low idle go into Test 8, and select LOCKUP to verify that the converter lockup clutch pressure is following the pressure versus current %. Observe main pressure at the same time. Follow the instructions as outlined in the electronic test mode section. If lockup clutch pressure is low but main pressure remains normal, replace the proportional valve on the converter.

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

72


Troubleshooting


7.

Transmission and/or torque converter oil runs hot Possible causes:

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

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

Low Oil Flow Through the Converter and Cooler Measure transmission main and lube pressures and converter outlet pressure. Low pressure, especially low lube pressure is an indication of low oil flow through the torque converter. Replace the transmission main pump on the torque converter.

Cooler Not Working Properly Check the oil well fracturing rig cooling system.


73

Troubleshooting


8.

Transmission system loses oil Possible causes:

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

Seal Leak Between Engine and Torque Converter Check the engine oil. If the transmission continues to lose oil and the engine gains oil, it is likely that the engine crankshaft oil seal at the rear of the engine is leaking. The converter must be removed from the truck and the engine crankshaft oil seal replaced.

74


Troubleshooting


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 is discussed here, as the transmission control system criteria calls for the engine cranking to only occur when the transmission is in neutral. The customer supplied neutral disconnect relay circuit is between the range selector and the oil well fracturing rig starting circuit. A comprehensive testing of this circuit is necessary when troubleshooting engine cranking problems.


75

Troubleshooting


10.

Vibrations in oil well fracturing rig Possible causes:

Unbalanced or Bent Drive Shaft Inspect the input drive shaft between the torque converter and the transmission, and between the transmission output flange and the oil well fracturing rig pump. Look for bad universal joint assemblies. Verify that the universal joints are phased properly (universal joint yokes at each 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 between the torque converter and transmission may be bent or out of balance. Repair or replace the drive line.

76


Troubleshooting


IGNITION SWITCH ON, DISPLAY IS BLANK Possible causes: No D.C. power to display, loose cables, failed display

IS FUSE OR CIRCUIT BREAKER CLOSED?

REPLACE FUSE OR RESET BREAKER

No

Yes

24 VOLTS PIN 1 TO 2 ON 6 PIN CONNECTOR AT DISPLAY?

CHECK FOR BROKEN WIRES

No

Yes

ARE ALL SYSTEM CABLES CONNECTED AND TIGHT

No

CONNECT AND TIGHTEN

Yes

DOES OUTPUT DRIVE

No

Yes

SEE NEXT CHART TITLED DRIVESHAFT WON'T TURN, DISPLAY SHOWS D

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

Figure 6. Troubleshooting Flowchart


77

Troubleshooting


ENGINE RUNNING, DRIVESHAFT WILL NOT ROTATE IN FWD DISPLAY SHOWS D Possible causes: low oil level, failed main pump, pump suction leak, failed clutch solenoid, failed clutch pack, locked axle or brakes

IS PUMP LOCKED UP?

Yes

REPAIR PUMP

No

ADD OIL FOLLOWING FILL PROCEDURE

No

WITH ENGINE OFF, IS OIL LEVEL ABOVE TOP SIGHT GAUGE? Yes

ENGINE AT IDLE, IS OIL LEVEL ABOVE BOTTOM OF LOWER SIGHT GAUGE?

ADD OIL FOLLOWING FILL PROCEDURE

No

Yes

CHECK MAIN PRESSURE PORT X.

ENGINE AT IDLE, IS OIL LEVEL ABOVE TOP OF UPPER SIGHT GAUGE?

185 minimum

BELOW 185 PSI

CHECK FOR OIL PUMP SUCTION LEAKS (See

REMOVE OIL TO PROPER LEVEL

No

Trouble Shooting Discussion) Yes

REPAIR SUCTION LEAKS

REPLACE OIL PUMP

TRANSMISSION IN NEUTRAL, IS DRIVESHAFT TURNING Yes

ENGINE OFF, DOES TRANSMISSION INPUT DRIVESHAFT TURN EASILY

No

Yes

No Yes

PUT SELECTOR IN RANGE, IS DRIVESHAFT TURNING

RUN PRESSURE TEST TO DIAGNOSE

TRANSMISSION IS DAMAGED INTERNALLY AND MUST BE REMOVED

No

TRANSMISSION IS HYDRAULICLY LOCKED UP, RUN PRESSURE TEST TO DIAGNOSE

Figure 7. Troubleshooting Flowchart 78


Troubleshooting


OUTPUT SHAFT ROTATES IN WARM-UP (R) Possible Causes: Failed range clutch, failed range clutch valve

DOES DISPLAY INDICATE R? R selected

No

DIAGNOSE SELECTOR

Yes

ENGINE AT IDLE, DOES TRANSMISSION DRIVESHAFT STOP IN REVERSE?

Yes

THIS IS NORMAL IN WARMUP

MAIN - NORMAL OTHER - ZERO

REPAIR OR REPLACE FAULTY RANGE VALVE

No

RUN TEST 8 AND CHECK MAIN AND # 2, 4, AND 5 RANGE VALVE PRESSURES

MAIN - NORMAL OTHERS - LOW MAIN - NORMAL OTHERS - NORMAL

IF ALL PRESSURES ARE NORMAL, ONE OR MORE CLUTCH IS SLIPPING REMOVE TRANSMISSION

SWAP LOW PRESSURE RANGE VALVE WITH ANOTHER RANGE VALVE NO CHANGE

REMOVE AND REPAIR TRANSMISSION



79

Troubleshooting


OUTPUT DRIVESHAFT ROTATES ONLY IN SOME RANGES

DOES DISPLAY INDICATE A DRIVE RANGE

No

DIAGNOSE SELECTOR

Yes

RUN PRESSURE TEST 8 EXTRA CLUTCH MAY BE APPLIED

Yes

ENGINE AT IDLE, DOES TRANSMISSION INPUT DRIVESHAFT STOP IN A DRIVE RANGE No

SELECT A DIFFERENT DRIVE RANGE AND NOTE IF TRANSMISSION DRIVESHAFT STOPS

RUN TEST 8 AND CHECK MAIN AND RANGE CLUTCH PRESSURES

MAIN - NORMAL CLUTCH- NORMAL

MAIN - NORMAL CLUTCH- ZERO

REPAIR OR REPLACE APPROPRIATE RANGE CLUTCH VALVE

MAIN - NORMAL CLUTCH - LOW

SWAP AFFECTED RANGE CLUTCH VALVE WITH A KNOWN GOOD RANGE CLUTCH VALVE

IF ALL PRESSURES ARE NORMAL, ENGAGED CLUTCH IS SLIPPING - REMOVE TRANSMISSION

NO CHANGE

REMOVE AND REPAIR TRANSMISSION


80


Troubleshooting


FRAC RIG WILL NOT OPERATE PUMP PROPERLY IN UPPER 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 clutch range valve, improper pressures

CHECK OIL LEVEL

NEUTRAL SELECTED, OPEN THROTTLE FULLY. ENGINE RPM MATCHES NO LOAD SPECIFICATION

No

INVESTIGATE CAUSE OF ENGINE MALFUNCTION

(APPROXIMATELY 2350 RPM)

Yes

SELECT R (WARM-UP), FULLY OPEN THROTTLE. ENGINE RPM SHOULD AGREE WITH ENGINE STALL TORQUE SPECIFICATION

Yes

RUN TEST 8 ON LOCK-UP CLUTCH AND RANGE CLUTCH VALVES

(EXPECT 2000 to 2050 RPM) No

PRESSURE TEST CONVERTER AND LUBE TEST 8

PERFORM CONVERTER SCAVENGE PUMP TEST (See Fig. 14)

SERVICE ENGINE

Fail

IDENTIFY AND CORRECT PROBLEM WITH TORQUE CONVERTER

Pass

Lock-up pressure low Main pressure normal

Test 8, Select LOCKUP,followed by FULL ON. Both pressures normal no evidence of slight engine lug down when lock-up is applied

MEASURE LOCKUP AND MAIN PRESSURE IN TEST 8

REPLACE CLUTCH RANGE VALVE ON CONVERTER

Lock-up pressure low Main pressure drops when lock-up clutch is applied

LOCK-UP CLUTCH IS FAILED, REMOVE AND REPAIR CONVERTER

INTERNAL LEAKAGE, REMOVE AND REPAIR CONVERTER

Figure 10. Troubleshooting Flowchart Power Transmission System Operator’s Manual #1020510

81

Troubleshooting


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 OR BURNED SMELLING OIL

RUN TEST 5, TEST 6, and TEST 7 AND VERIFY INTEGRITY AND ACCURACY OF TRANSMISSION TEMPERATURE SENSOR

PERFORM PRESSURE TEST


82



Troubleshooting

TRANSMISSION / TORQUE CONVERTER RUNS HOT Possible causes: Too much oil in transmission, poor scavenge from engine flywheel, low oil flow thru converter and cooler, cooler not working properly

ADJUST TRANSMISSION OIL TO PROPER LEVEL

PERFORM TORQUE CONVERTER SCAVENGE TEST

PERFORM PRESSURE TEST

INSPECT AND REPAIR COOLING SYSTEM



83

Troubleshooting


TORQUE CONVERTER SCAVENGE PUMP TEST Possible causes: Excessive Torque Converter leakage, obstructed pump inlet, suction leak

ENGINE OFF, DISCONNECT SCAVENGE PUMP HOSE FROM TRANSMISSION. DIRECT TOWARD BUCKET

IDLE ENGINE AT 700 RPM AND MEASURE OIL FLOW RATE BY MEASURMENT AND TIME. NOTE FLOW RATE.

OIL FLOW REMAINS STEADY AT PUMP RATED CAPACITY (APPROXIMATELY 5.6GPM @ 700 RPM)

AFTER A SHORT TIME, OIL FLOW SHOULD INCLUDE SOME AIR, AND MEASURED FLOW RATE SHOULD SLOW

Low Flow but converter getting hot

CONVERTER LEAKAGE EXCESSIVE, REMOVE AND REPAIR CONVERTER CLEAN PUMP INLET SCREEN AND EXAMINE DEBRIS FOR POSSIBLE ORIGIN

CHECK FOR PUMP SUCTION LEAKS

REPLACE PUMP


84


Troubleshooting


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 diagnostics test in Troubleshooting may be used to perform the initial tests. A volt-ohm multimeter will be required to complete the troubleshooting. Note: Problems are usually caused by wiring faults or other parts of the system rather than the control itself. Voltage and resistance measurements will be required throughout the troubleshooting section. When making resistance measurements, the power to the control must be off. DO NOT use a test light to check for voltage. Control damage can result.

Fault Message Definitions General The control system is designed to maintain safe operation in all modes of operation. The system also runs special software routines in conjunction with the main program to check system integrity. For example, if a range is engaged, a test routine checks that the correct range clutch valves are turned on and that all others are off. If not, the system reacts by going to neutral. At the instant such faults are detected the operator is notified by a fault message on the display. Only fault messages that are listed on the following pages should be displayed. If unusual codes are displayed, use diagnostics Test 1 in Troubleshooting to check the operation of the display. In most instances, additional information regarding the fault can be obtained by simultaneously depressing the two (up and down arrow button) switches on the display while the fault message is displayed. The additional information will contain a fault log message and in some instances, a status code. This fault information is also logged in memory along with the date and time that the fault occurred.


85

Troubleshooting


Table 1. Fault Codes Display Message

NVM Log Code

Status Code

TEST

CONTROL ERROR

I1 thru I24

N/A

Internal Control problem

PWR PROB

I15 I16

HIGH

Power Test: VFILT Voltage

LOW

Power Test: VFILT Voltage

PWR PROB 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


TRAN SYS FAULT

INPT SPD FREQ

N/A


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 #1

TRAN SYS FAULT TRAN SYS FAULT TRAN SYS FAULT TRAN SYS FAULT TRAN SYS FAULT TRAN SYS FAULT TRAN SYS FAULT TRAN SYS FAULT TRAN SYS FAULT TRAN SYS FAULT TRAN SYS FAULT TRAN SYS FAULT TRAN SYS FAULT TRAN SYS FAULT TRAN SYS OVR HEAT TRAN SYS OVR HEAT TRAN SYS OVR HEAT

OUT1 SPD SELECTOR FAULT TranSol1 TranSol1 TranSol2 TranSol2 TranSol3 TranSol3 TranSol4 TranSol4 TranSol5 TranSol5 TranSol6 TranSol6 SYST TMP SYST TMP SYST TMP DISPLAY FAULT

SHORT N/A BD COMBO CIRCUIT BD COMBO CIRCUIT BD COMBO CIRCUIT BD COMBO CIRCUIT BD COMBO CIRCUIT BD COMBO CIRCUIT CIRCUIT HIGH LOW

Transmission Output Speed Sensor #1 Test via J1939 bus Transmission Range Clutch valve coil #1 Transmission Range Clutch valve coil #1 Transmission Range Clutch valve coil #2 Transmission Range Clutch valve coil #2 Transmission Range Clutch valve coil #3 Transmission Range Clutch valve coil #3 Transmission Range Clutch valve coil #4 Transmission Range Clutch valve coil #4 Transmission Range Clutch valve coil #5 Transmission Range Clutch valve coil #5 Transmission Range Clutch valve coil #6 Transmission Range Clutch valve coil #6 Transmission oil temperature sensor Transmission oil temperature sensor Transmission oil temperature sensor Display Test SAE J1939 Message Loss

COM FAILURE

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

86


Troubleshooting


Display Faults Note: The following Fault Messages, Log Codes, and Status Codes are arranged and listed in alphabetical order. The TDEC-400 Display unit is a sealed non field serviceable device with two cable connectors and a backlit dot matrix LCD screen. Possible display faults include segments that don’t come on, stay on when they should not, blank display, and no backlight. One of the cable connectors is used to supply 24 volts DC and a signal from the oil well fracturing rig light switch. The other connector attaches to the oil well fracturing rig J1939 Data Bus. If the wiring that supplies the power is damaged, 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 or missing, 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 the display. Note: Refer to the System Control Drawing 1019142 in Engineering Drawings for cable and pin locations that are identified in the Troubleshooting instructions. Note that pin connections are identified by cable number and pin matrix number. For example, J2C2 refers to the cable at Junction block 2, column C, row 2.

CONTROL ERROR Fault Message - Log Code I1 through I24 The 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 on the type of internal problem. The control must be replaced except for power problems identified as I15 and I16.


87

Troubleshooting


PWR PROB Fault Message Log Code: I15, Status Code: High This fault message indicates that the supply voltage is too high as a result of a oil well fracturing rig power supply problem. If this condition exists for more than 5 seconds, the control will display the message, and after 2 minutes, will shut down. Check the oil well fracturing rig charging system.

Log Code: I16, Status Code: Low This fault message indicates that the supply voltage for the control has dropped and stayed below 10 volts dc for more than 0.1 second. The 10 volts dc is necessary to sustain the outputs. The electronic control will go to computer neutral. Note: Voltage dropping below 10 volts dc for longer than 0.1 seconds followed by restoration of voltage above 10 volts dc will cause the electronic control to repower (act as if the power was turned off, then on). If a position other than N has been selected, a SELECT NEUTRAL fault message will appear. Possible causes:

88

A.

The code may appear briefly when electrical power is removed from the control during activation of the starter or when the run switch is turned off. This is a normal response to input power dropping off.

B.

Battery voltage low. Power is supplied to the control from the battery via J4X2 and J4Y2. The power is then routed from J2C1 to the neutral disconnect switch in the neutral disconnect relay, and then to J2C2 of the control. The battery ground is connected to J4X3 and J4Y3 of the control.

C.

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

D.

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

E.

Key switch contacts are not disconnecting during the start cycle.



Troubleshooting

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

TRAN OIL FILTER Fault Message -OIL FILT PLUGGED Log Code This fault message will be displayed if the hydraulic system filter differential pressure switch indicates a high pressure drop across the filter for more than 30 seconds. The message will be cleared when the switch indicates a normal pressure drop for at least five seconds. This message will not affect the operation of the transmission system.

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


89

Troubleshooting


TRAN SYS FAULT Message -- INPUT SPD FREQ Log Code This fault message will be displayed if the control recognizes a speed signal from the transmission input speed sensor that is zero when there is an output speed signal. The torque converter lockup clutch will be engaged based on the transmission output speed and the range that the transmission is in. The display message will not be cleared until the fault is corrected and the controller is repowered by cycling the key switch. The likely cause of this problem is a transmission input speed sensor that is out of adjustment or damaged. The sensor is located on the upper left side of the 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 if damaged.

C.

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

D.

Screw the transmission input speed sensor into the hole until it just contacts 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 inlbs, 5.7 Nm). *

90

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



Troubleshooting

TRAN SYS FAULT Message -- LOCKUP Log Code -- CIRCUIT Status Code This fault message will be displayed if the control detects a short or open circuit to the torque converter range clutch valve. The valve will be turned off, and the message displayed. Operation of the oil well fracturing rig will continue, however the torque converter lockup clutch will not be available. The message will be displayed until the problem is addressed, and the control power cycled by the key switch. The circuit can be checked by removing the J4 cable and checking terminals J3J1 and J3J2, If the measured impedance is not proper at these points, the cable must be disconnected at the sensor, to determine the location of the fault. The proper coil impedance is 5 to 11 ohms.

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


91

Troubleshooting


TRAN SYS FAULT Message -- OUT1 SPD Log Code This fault message will be displayed if the control recognizes an open or short in the transmission output speed sensor circuit. The display message will not be cleared until the fault is corrected and the controller is repowered by cycling the key switch. The proper impedance of the sensor when checked by using an ohmmeter should be 1000 to 1300 ohms. This can be checked across terminals J3A1 and J3B1 at the plug when it is removed from the control. There should be no circuit between either of these terminals and the chassis ground which is J4X3. If the measured impedance is not proper at these points, the cable must be disconnected at the sensor, and at the transmission junction to determine the location of the fault. Note: If both the transmission input speed sensor and the transmission output speed sensor fail simultaneously while the oil well fracturing rig is pumping, the following will happen: A.

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

B.

The present transmission range will be held until the operator selects neutral.

C.

Warm-up will not be allowed.

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

92


Troubleshooting


TRAN SYS FAULT Message -- OUT1 SPD FREQ This fault message will be displayed if the control recognizes a speed signal from the transmission output speed sensor that is zero when the transmission is in gear, and there is an input speed signal. Shifts from neutral to forward will be inhibited based on the transmission input speed. The display message will not be cleared until the fault is corrected and the controller is repowered by cycling the key switch. The likely cause of this problem is a transmission output speed sensor that is out of adjustment or damaged. The sensor is located near the output shaft of the 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 gear tooth is in the middle of the hole.

D.

Screw the output speed sensor into the hole until it just contacts the gear 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, 5.7 Nm). *

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 gear tooth.


93

Troubleshooting


TRAN SYS FAULT Message -- SELECTOR FAULT Log Code This fault message will be displayed if the control detects an invalid signal in the selector circuit via the J1939 data bus. The transmission will be placed in computer neutral until the fault is corrected. The fault message will clear from the display, however will be logged into the control memory. If the Neutral Disconnect relay contacts and the Selector data that indicates neutral do not agree, the transmission will be placed in Computer Neutral by the controller until the data agrees. Troubleshooting Test 3 and Test 4 can be used to test the opening and closing of 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 BD COMBO Status Code This fault message will be displayed if the control detects current to a solenoid that is not required for the transmission range that the control has selected. Computer Neutral will be selected and the message displayed until the problem is addressed, and the control power cycled by the key switch. The circuit can be checked by removing the J4 cable and checking the appropriate terminals as identified in the chart that follows. The proper impedance for each coil is 5 to 11 ohms.

94


Troubleshooting


TRAN SYS FAULT Message -- TranSol# (1 through 6) Log Code CIRCUIT Status Code This fault message will be displayed if the control detects an open circuit to the appropriate transmission range clutch valve. Computer neutral will be selected, and the message displayed until the fault is corrected and the control power cycled by the key switch. The circuit can be checked by removing the J4 cable and 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 Log Co de

So lenoid Energized

Co nnector

Co ntacts

Approximate Resistance Oh ms

T ranSol1

1

J4

J4S1 and J4S2

5 to 11

T ranSol2

2

J4

J4N2 and J4 N3

5 to 11

T ranSol3

3

J4

J4M2 and J4M3

5 to 11

T ranSol4

4

J4

J4L1 and J4L2

5 to 11

T ranSol5

5

J4

J4P1 and J4T1

5 to 11

T ranSol6

6

J3

J3K1 and J3 J3

5 to 11

An intermittent status code may be caused by an intermittent or a temperature sensitive fault in the valve or the wires between the control and 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 and harnesses immediately after an intermittent code occurs.


95

Troubleshooting


Unplug the pigtail of the indicated valve and measure the resistance of the solenoid valve itself. Expected resistance values are listed in Table 2. Place ohmmeter leads on the two sockets corresponding to the solenoid in question. See Table 2. A proper ohmmeter reading for the solenoid is shown in the chart. Also verify that the solenoid leads are not shorted to the chassis by measuring resistance between the connector and the transmission housing, there should be no connection.

96

A.

If an incorrect resistance is measured at the valve pigtail, the fault is in the pigtail wires or in the internal coil of the valve. Valve may need to be replaced.

B.

If correct resistance is measured into the valve and there is no connection 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 at the valve itself. If the resistance is very high, there is a fault in one of the harnesses from the control to the valve or there is a poor connection in one of the cable connections.

c.

If the resistance measured is very low, the two wires going to the valve are shorted together in the harnesses between the control and the valve.

d.

If the correct resistance is measured between the connections shown, check for connections between the solenoid wires and other wires in the harness or connections to the chassis. Place the ohmmeter on the first contact shown in the chart for the valve indicated. Measure the resistance to each of the other contacts in the P4 harness and also to the chassis.



Troubleshooting

TRAN SYS OVR HEAT Message -- SYST TMP Log Code CIRCUIT Status Code This fault message will be displayed if the transmission temperature signal is well outside of the range that would indicate a possible oil temperature condition. Operation of the oil well fracturing rig will continue. The display message will not be cleared until the fault is corrected and the controller is repowered by cycling the key switch.

TRAN SYS OVR HEAT Message -- SYST TMP Log Code HIGH Status Code This fault message will be displayed if the transmission temperature signal is above the normal transmission operating level. Normal operation of the oil well fracturing rig will continue. The fault message will clear from the display when the transmission temperature returns to normal, however a code will be logged into the control memory.

TRAN SYS OVR HEAT Message -- SYST TMP Log Code LOW Status Code This fault message will be displayed if the transmission temperature signal is below the normal transmission operating level. Normal operation of the oil well fracturing rig will continue. The fault message will clear from the display when the transmission temperature returns to normal, however a code will be logged into the control memory.


97

Troubleshooting


CONTROL SYSTEM FAULT MESSAGES 1 DISPLAY MESSAGE

LOG CODE

CONTROL ERROR

I1 - I24

INTERNAL CONTROL PROBLEM

REPLACE CONTROL

I15

HIGH

VOLTAGE TOO HIGH

CHECK CHARGING SYSTEM RUN TEST 2

LOW

VOLTAGE TOO LOW

CHECK VOLTAGE SUPPLY RUN TEST 2

NEUTRAL NOT SELECTED

SELECT NEUTRAL

FILTER DIFFERENTIAL PRESSURE HIGH

WARM OIL OR CHANGE FILTER

J1939 DATA SIGNAL MISSING

CHECK J1939 BUS

PWR PROB

PWR PROB

I16

STATUS CODE

SELECT NEUTRAL

TRAN OIL FILTER

TRAN SYS FAULT

OIL FILT PLUGGED

HIGH ACC PEDL LOW

CAUSE

ACTION


98


Troubleshooting



LOG CODE

STATUS CODE

OPEN

TRAN SYS FAULT

INPT SPD

TRAN SYS FAULT

INPT SPD FREQ

SHORT

TRAN SYS FAULT

LOCKUP

TRAN SYS FAULT

NEUTRAL FAULT

CIRCUIT

OPEN

CAUSE

ACTION

TRANSMISSION INPUT SPEED SENSOR

RESISTANCE 1000 TO 1300 OHMS RUN TEST 5

TRANSMISSION INPUT SPEED SENSOR

ADJUST OR REPLACE SENSOR

LOCKUP VALVE COIL IMPEDANCE

OPEN CIRCUITRESISTANCE SHOULD BE 5 TO 11 OHMS RUN TEST 5

NEUTRAL DISCONNECT SWITCH

RUN TEST 4

TRANSMISSION OUTPUT SPEED SENSOR

RESISTANCE 1000 TO 1300 OHMS RUN TEST 5

TRAN SYS FAULT

OUT1 SPD

TRAN SYS FAULT

OUT1 SPD FREQ

TRANSMISSION OUTPUT SPEED SENSOR

ADJUST OR REPLACE SENSOR

TRAN SYS FAULT

SELECTOR FAULT

RANGE/ DIRECTION SELECTOR SWITCHES

RUN TEST 3

TRANSMISSION RANGE CLUTCH VALVE COIL #

OPEN CIRCUITRESISTANCE SHOULD BE 5 TO 11 OHMS RUN TEST 5

TRANSMISSION RANGE CLUTCH VALVE COIL #

WRONG COILS ENERGIZED

SHORT

CIRCUIT TRAN SYS FAULT

TranSol# BD COMBO



99

Troubleshooting



TRAN SYS OVR HEAT

COM FAILURE

LOG CODE

SYST TMP

STATUS CODE

CAUSE

CIRCUIT

SYSTEM TEMPERATURE CIRCUIT BAD

REPAIR OR REPLACE RUN TEST 5

HIGH

SYSTEM TEMPERATURE HIGH SIGNAL

INVESTIGATE HOT OIL OR SENSOR RUN TEST 7

LOW

SYSTEM TEMPERATURE LOW SIGNAL

INVESTIGATE COLD OIL OR SENSOR RUN TEST 7

ACTION

DISPLAY FAULT

DISPLAY TEST

CHECK CABLE IF GOOD, REPLACE DISPLAY

DISPLAY FAULT

J1939 MESSAGE LOSS

CHECK J1939 BUS


100



Troubleshooting

Diagnostic Test

General See Figure 14 in Troubleshooting. A test routine is included within the control to aid in troubleshooting the external components of the control system. It is also helpful in troubleshooting the transmission and torque converter. The troubleshooting mode is entered by simultaneously depressing the up and down arrow buttons on the display unit face while applying power to the control by turning the key switch off and back on. The following chart shows the required engine running status for the available tests.

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


101

Troubleshooting


Table 3. Engine Status for Diagnostic Testing

Test

Running Engine Required

Stopped Engine 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

102



Troubleshooting

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

Test 2. Power Supply Test The following sub-menu items will be displayed: SUPPLY POWER, INTERNAL POWER, EXIT TEST. These are scrolled through by depressing the up or down arrow button. To enter one of the tests, simultaneously depress both the up and down arrow button. Once entered, the sub menu test may be exited by pushing the up arrow button. SUPPLY POWER will display the oil well fracturing rig voltage level that is supplied to the control with a resolution of 50 mv (.05 volts). Below 8 volts will indicate 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 all within the allowable range, the display will show TEST PASSED. If any are out of range, the display will indicate the voltage name and the word FAILED. The internal voltage names are: ANAREF, VSUST, SREFV, VCLAMP, and SNSAMPV. 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 was when the test was entered.


103

Troubleshooting


Test 3. Range/Direction Selector Test During this test, the display will communicate with the push-button range selector via the J1939 data bus, and indicate the selection as seen by the control. If improper data is detected in any position, INVALID POSITION will be displayed (including between positions). Verify that the display matches the position of the selector. The following positions can be tested: q

Upshift

q

Downshift

To exit Test 3, momentarily depress the up arrow button. The control will return to 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 EXIT TEST. Select the desired option by simultaneously depressing the up and down arrow button on the display. The switch relay contact status will be shown on the lower line of the display.

104


Troubleshooting


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 selecting RUN TEST, the control will automatically check all speed sensor and coil circuits for continuity and miscellaneous sensors to verify that the signal is in the proper range. The selector must be removed from neutral to run this test. DESELECT NEUTRAL will be displayed if the selector is left in neutral. The display will show TESTING, followed by TEST PASSED if all functions are normal. Depressing the up arrow button or moving the selector to neutral will terminate the 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, (OUT1 SPD, OR INPT SPD) and the bottom half of the display will indicate OPEN or SHORT. OPEN means that the circuit is open or connected to a positive power source. SHORT indicates that the circuit is internally shorted or connected to the chassis.


105

Troubleshooting


If a fault is detected in a valve coil circuit during the testing, the top half of the display will indicate which coil is being tested, (LOCKUP, TranSol1, TranSol2, TranSol3, TranSol4, TranSol5, or TranSol6) and the bottom half of the display will indicate one of the following: FAULT 1, or FAULT 2. Refer to the sketch below 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 to positive voltage; or Leads A and B connected together (low coil resistance)

Control

Figure 17. Valve Coil Fault Schematic

If a miscellaneous sensor circuit voltage is found to be out of range during the testing, the out of range sensor circuit will be indicated on the display (ACC PEDL or SYST TMP). If one of these sensors is found to be out of range, Test 7 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 will be 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.

106


Troubleshooting


Test 6. Speed Sensor Readout Test The transmission input speed (INPT SPD), transmission output speed (OUT1 SPD), and EXIT TEST can be displayed during this test. The choices are displayed on the first line of the display, and when selected, the appropriate data is selected on the second line. The speed data will be displayed as XXXX RPM.

Test 7. Miscellaneous Sensor Readout Test The accelerator pedal position (ACC PEDL),and transmission input temperature (SYST TMP) can be displayed during this test. The accelerator pedal position will be displayed with a percent of full travel such as 25% that is obtained from the oil well fracturing rig’s J1939 Data Bus. Note that if the oil well fracturing rig is not equipped with a work mode switch, it may not have an accelerator 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 be between 800 and 1800 ohms, and should measure approximately 968 ohms at 77° F.


107

Troubleshooting


Test 8. Powered Coil Test Note: Tests 8 and 9 may be used to verify torque converter and transmission clutch engagement. The engine must be running to perform these hydraulic tests. The oil well fracturing rig parking brakes must be applied, by the operator, during these tests to prevent oil well fracturing rig movement. Pressure gauges will be required to verify that each clutch is engaging to its proper value. The display shall show the identifier of the coil commanded on. This test will allow individual transmission or converter clutch valve coils to be energized at any level for pressure testing. The following list identifies the selectable menu. The display will flash DESELECT NEUTRAL if the selector is not moved out of the Neutral position when the test is entered.

108

LOCKUP

=

Converter Lockup Clutch Valve Coil

TranSol1

=

Transmission Range Clutch Valve Coil #1

TranSol2

=


TranSol3

=


TranSol4

=


TranSol5

=


TranSol6

=


EXIT TEST

=

Exit to Main Menu



Troubleshooting

After selection of an individual coil, a sub menu will be displayed, showing the following 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 the up 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 of 5% of full current with the use of the up arrow button. It can be reduced in increments of 5% of full current with the use of the down arrow button. The display will identify the coil selected, the percentage of full current, and the current value. (Example: TranSol2 55% .13A) The test can be terminated by reaching 100% with the use of the up arrow button, or by simultaneously depressing both the up and down arrow buttons at any time. These actions will both result in EXIT SUB MENU being displayed. If PRESET is selected, current to the selected coil will be ramped linearly from zero to full current in 15 seconds, and then from full current to zero current over the next 15 seconds. This cycle will be continuously repeated until the up arrow button is pushed. This will turn the current to zero, and return the control to the sub menu listing the choices. While the cycling is continuing, the display will identify 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, current turned off, and DESELECT NEUTRAL will be displayed.


109

Troubleshooting


Table 4 shows expected pressure values for the electric modulating valves tested in troubleshooting Test 8. The oil temperature range is between 100° F and 180° F, and the system main pressure is 250 psi or less, and SAE 10W oil is used. The pressure at an intermediate setting is not affected by the main supply pressure, but will level off when main pressure is reached. The important things to consider when testing a valve are that there should not be any pressure at zero current, and full pressure when 100 is displayed. The orientation of the axis of the valve coil with respect to the horizontal plane affects the resulting pressure. The maximum pressure results when the coil axis is vertical with the coil end up. Conversely, the minimum pressure results when 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 to maximum current. Table 4. Proportional Valve Pressure Chart

Current % of full 0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100

110

Pressure minimum 0 0 0 0 0 0 0 3 10 30 52 74 93 112 135 155 177 195 218 230 241

Pressure maximum 0 0 0 0 0 0 15 29 46 70 90 110 129 148 170 189 210 230 246 255 255


Troubleshooting


Test 9. Converter Stall Torque Speed and Transmission Clutch Check Test 9 may be used to verify proper operation of the transmission, torque converter, and engine. Note that the oil well fracturing rig pump will be driven during this test. If sufficient hydraulic resistance exists on the well, the pump may not turn, thus stalling the converter. The engine must be running to perform this test. The test must be entered with the selector in neutral. Once 8th is selected, DESELECT NEUTRAL will be displayed until the upshift button is pushed. The transmission will be shifted into 8th range, and the display will indicate 8th ENGAGED. The transmission will remain engaged until the up arrow button is pushed or the selector is moved to the neutral position. This test should only be performed for short periods of time to allow the transmission system oil temperature to cool sufficiently.

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

Selecting N

q

Turning the oil well fracturing rig power off

q

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 RS232 communication link. This test requires special test harnesses, and is only used by qualified electronic technicians. Listed selections are RS232 and EXIT TEST. If the test is entered, and proper connections are made, the message will be BAD LINK CONNECT Rx TO Tx or WORKING.


111

Troubleshooting


Test 11. Speed Out Test There are no speed outs in this application. The only option available if this test 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. If SOFTWARE VERSION or HARDWARE VERSION are selected, the part number and the version will be displayed. Depressing the up arrow button will result in the sub menu again being displayed. If WARRANTY DATE is selected, the date shall be taken from memory and displayed as DDMMMYY, unless the warranty 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 ADJUST BACKLITE is selected, three options are ADJUST BRITENES, SET MIN VALUE, and EXIT SUB MENU. If ADJUST BRITENES is selected, the display will indicate ADJUST NOW, and the brightness level can be adjusted by the up and down arrow buttons. The SET MIN VALUE will apply the lowest allowable setting to the brightness. EXIT SUB MENU will again display the first sub menu 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 first sub menu options. Selecting FACTORY DEFAULT will return the brightness and contrast will be reset to the factory default condition. The message, WORKING, will be displayed for two seconds to indicate that the action is complete. After FACTORY DEFAULT is again displayed, the test can be exited by simultaneously depressing the up and down arrow button, and then selecting EXIT TEST.

112


Troubleshooting


Test 14. Sensor Calibration There are no analog sensors that can be calibrated in this application. The only 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 time of occurrences of logged fault messages. The following are the sub menu choices with a description of the contents. Note: The acronym NVM refers to the Non Volatile Memory in the control. ALL FAULTS

=

Record of all faults written to NVM

SPEED SENSORS

=

Record of Speed Sensor faults written to NVM

RANGE SELECTOR

=

Record of Range/Direction Selector faults written to NVM

SWITCHES

=

Record of Discrete Switch faults written to NVM

MISC SENSORS

=

Record of Miscellaneous (analog) Sensor faults written to NVM

COILS

=

Record of Valve Coil Driver faults written to NVM

POWER SUPPLIES

=

Record of Power Supply faults written to NVM

INTERNAL FAULTS

=

Record of Internal Controller faults written to NVM

COMM FAULTS

=

Record of Communication faults written to NVM

EXIT TEST

=

Exit to Main Menu


113

Troubleshooting


When any selection is made other than EXIT TEST, the sub menu of SHORT LOG LIST, LONG LOG LIST, and EXIT SUB MENU will be displayed. Selecting the SHORT LOG LIST will allow scrolling (by using the up and down arrow buttons) through any faults that had been logged into memory since the memory was last cleared. The logged code, date, and time for any faults logged for the category selected, will be displayed, followed by the message END OF LOG. If no messages have been logged, the message NO LOG FAULTS will be displayed. The short log list can be cleared by depressing and holding the up arrow button for six seconds when at the beginning of the fault list. If this is done, the message CLEARING SHORT LG will be displayed while the clearing is occurring. Once cleared, the message, NO LOG FAULTS will appear. Selecting the LONG LOG LIST will allow scrolling through any faults that had been logged into memory (by using the up and down arrow buttons). The logged code, date, and time for any faults logged for the category selected, will be displayed, followed by the message END OF LOG. This list of faults can not 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 be displayed. Simultaneously depressing both up and down arrow buttons will exit the sub menu, and EXIT SUB MENU must be selected to return to the main menu. Selecting EXIT TEST will return the control to the main menu. Exit the Test Mode by cycling the key switch off and back on.

114


Troubleshooting


CONTROL SYSTEM TROUBLESHOOTING 1 These rules apply to each of the test sequences on the following pages: v Simultaneously press both up and down arrow buttons while powering with the key switch to enter the test sequence v Simultaneously press both up and down arrow buttons to select any displayed test from the menu selection v Press down button to scroll through menu selection in order shown v Cycle power to exit testing v

DISPLAY

This shape shows exactly what is seen in the display

v

ACTION

This shape shows an action that must be accomplished

v

SEC

v

This shape shows a time delay that is programmed This shape shows a decision that is reached

1 DSPLAY TEST 1 DSPLAY TEST

2 SEC DELAY

ALL DOTS ON

5 SEC DELAY

ALL DOTS ON

PRESS UP OR DOWN ARROW OR BOTH TO EXIT TO MAIN MENU

CHECKSUM XXXX

2 POWER TEST

SUPPLY POWER

X.XX V

INTERNAL POWER

TEST PASSED OR

EXIT TEST

PRESS UP BUTTON TO EXIT SUB MENU

XXXXX FAILED

IF FAILED REPLACE CONTROL



115

Troubleshooting


CONTROL SYSTEM TROUBLESHOOTING 2 UPSHIFT, DNSHIFT

3 SLECTR TEST

PRESS UP BUTTON TO EXIT SUB MENU

OR

INVALID POSITION

4 SWITCH TEST

OIL FILT OPEN OR CLOSED OIL LEVEL FULL OR EMPTY NEUT DIS OPEN OR CLOSED MODE SEL OPEN OR CLOSED LU OFF OPEN OR CLOSED EXIT TEST

5 SCAN TEST

ENGINE OFF

RUN TEST

DESELECT NEUTRAL

INPT SPD OPEN OR SHORT

MOVE SELECTOR FROM NEUTRAL

OUT1 SPD OPEN OR SHORT LOCKUP FAULT 1 OR FAULT 2

EXIT TEST TESTING OR

TEST PASSED

PRESS UP BUTTON OR SELECT NEUTRAL

TranSol# FAULT 1 OR FAULT 2 ACC PEDL

SYSTTMP

PRESS UP BUTTON TO CONTINUE THRU TEST


116


Troubleshooting


CONTROL SYSTEM TROUBLESHOOTING 3 OUT1 SPD XXXX RPM 6 SPEED RD TEST

INPT SPD XXXX RPM

7 SENSOR RD TEST

EXIT TEST

8 COIL TEST

EXIT TEST

DESELECT NEUTRAL

FULL ON LOCKUP


SYST TMP XXX OC ACC PEDL XX%

TranSol#

EXIT TEST

MODULATE PRESET EXIT SUB MENU

SELECT NEUTRAL

COIL ID FULL ON COIL ID XX% .XXA COIL ID XX% .XXA

PRESS UP ARROW OR SELECT N PRESS UP OR DOWN ARROW TO CHANGE 5% PRESS BOTH OR SELECT N TO EXIT PRESS UP ARROW OR SELECT N

9 STALL TEST

8th

DESELECT NEUTRAL


8th ENGAGED

EXIT TEST SELECT NEUTRAL

MOVE SELECTOR TO NEUTRAL TURN VEHICLE POWER OFF OR PRESS UP ARROW



117

Troubleshooting


CONTROL SYSTEM TROUBLESHOOTING 4 RS232 BAD LINK 10 COMM TESTS

RS232 CONNECT RX TO TX

PRESS UP ARROW OR SELECT N

EXIT TEST

11 SPEED OUT TEST

EXIT

SOFTWARE VERSION 12 VERSN WARRANTY

HARDWARE VERSION WARRANTY DATE EXIT TEST

ADJUST BACKLITE 13 ADJST DISPLAY

PRESS BOTH UP AND DOWN BUTTON TO EXIT

XXXXXXXX XXX DDMMMYY PRESS UP BUTTON TO EXIT

OR

NOT STARTED

ADJUST BRITENES

ADJUST NOW

SET MIN VALUE

WORKING

EXIT SUB MENU

2 SEC

PRESS UP TO INCREASE PRESS DOWN TO DECREASE PRESS BOTH TO EXIT

ADJUST CONTRAST

ADJUST NOW

FACTORY DEFAULT

WORKING

2 SEC

EXIT TEST

Figure 21. Troubleshooting Flowchart 118


Troubleshooting


CONTROL SYSTEM TROUBLESHOOTING 5

14 SENSR CALIBRTN

EXIT TEST

Note: Sensor information comes from J1939 Data Bus and cannot calibrate that data

15 FAULT LOG DEPRESS BOTH SWITCHES TO EXIT TEST

ALL FAULTS SPEED SENSORS RANGE SELECTOR

SHORT LOG LIST

SCROLL THRU FAULTS WITH UP OR DOWN ARROW

CLEAR SHORT FAULTS BY HOLDING UPARROW FOR SIX SECONDS AT BEGINNING OF LIST

OR

NO LOG FAULTS

SWITCHES

CLEARING SHORT LG

MISC SENSORS COILS

LONG LOG LIST

POWER SUPPLIES

SCROLL THRU FAULTS WITH UP OR DOWN ARROW

INTERNAL FAULTS COMM FAULTS

EXIT SUB MENU

EXIT TEST

AFTER 2 SECONDS FAULT, DATE, AND TIME WILL SCROLL

DEPRESS BOTH SWITCHES TO EXIT TEST END OF LOG



119

Troubleshooting


Pressure Test of System Note: Measurement and recording of all of the pressures listed can be very helpful in determining the cause of and a solution to a problem. A shortcut taken here to only measure the pressure that is of concern can result in erroneous conclusions. Install quick connect fittings on the following ports. Refer to Figures 2 through 5 in Operation.

120

q

Main pressure

q

Converter outlet

q

Lube

q

Lockup clutch

q

Clutch 1

q

Clutch 2

q

Clutch 3

q

Clutch 4

q

Clutch 5

q

Clutch 6


Troubleshooting


Multiple gauges should be used, otherwise fewer gauges must be moved to accomplish the test. One fitting with a short open ended hose should be used to vent the suggested port. The measurement of leakage from the vented port will aid in determining if internal leakages could be causing partial application of the opposing clutch on the same shaft. It is normal that a few drips will be present from the vented location when the opposing clutch is engaged. A steady stream 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. If not, 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 the FULL ON option when recording pressures in Table 5 in Troubleshooting. Troubleshooting the proportional effects of the shift profiles requires that pressure versus current be measured using the MODULATE option, and recorded in Table 6 in Troubleshooting. The charts that follow will aid in determining if a possible problem may exist. Note: All of the valve coils interchangeable, and any two of them could be swapped to aid in troubleshooting. Refer to Description and Specifications for expected pressures. Note that these values may differ somewhat with temperature and engine speed variations. An analysis of the measured results will aid in determining the cause of potential problems. Significant variations from the specifications and differences among the individual clutches are indications of problem areas.


121

Troubleshooting


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

none

1

Solenoid energized 2 3 4 5

---

--

--

Clutch 2 Clutch 3 Clutch 4

----

VENT

---

---

VENT

Clutch 5

--

--

--

--

--

Clutch 6 Flow from vented port

--

--

--

--

--

Record Pressure Main Converter

6

Lock up

Lube Lock-up Clutch 1

122

--

VENT

---

---

---

---

--

--

--

----

----

----

VENT

--

VENT

VENT

---


Troubleshooting


Table 6. Proportional Valve Pressure -- MODULATE Option Pressure, PSI Current % of Full

Min

Clutch 1

Clutch 2

Clutch 3

Clutch 4

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

Main Pressure

-

-

Lube Pressure

-

-


Clutch 5

Clutch 6

Lock up

Max

123

Troubleshooting


Transmission In Oil Well Fracturing Rig Test Following the installation of any major components such as the transmission or torque converter, it is important that certain tests be performed to insure proper installation and function of the components. This oil well fracturing rig is equipped with an oil filtering system with a filter bypass warning indicator. During the following engine running tests, be alert to the TRAN OIL FILTER fault warning on the transmission system display unit. If the fault message is indicated, and the engine is at idle, it is important to change oil filter elements. Repeat this as necessary to clean up the oil of contaminants that may have been trapped in various locations in the transmission hydraulic system. A data sheet and procedure guide are on the following pages.

124


Troubleshooting


Data Sheet: In Oil Well Fracturing Rig Testing Chassis# ________ Hour Meter __________ Km__________ Serial #’s: Transmission ________ Converter __________ Control __________ Date:

________ Tested By

__________ Location __________

Electronic Diagnostic Tests Engine not running (See diagnostic test in the troubleshooting section of this manual) Table 7. Diagnostic Test Test

Description

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


Results

125

Troubleshooting


Start engine for the following tests:

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

Low Idle Pressure Check Check with the engine speed at low idle, the transmission in neutral, and the oil temperature 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 Test Warm oil to 100° C by shifting to Warm-up, and engine speed up to about 1200 to 1500 RPM. When oil is hot shift to N and set engine speed at 1950 RPM.

126

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)


Troubleshooting


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

none

1

Solenoid energized 2 3 4 5

Lock-up

--

--

--

--

--

--

--

Clutch 1 Clutch 2 Clutch 3 Clutch 4

-----

VENT

---

---

-----

-----

-----

Clutch 5 Clutch 6 Flow from vented port

---

VENT

---

Record Pressure Main

6

Lock up

Converter Lube

VENT

VENT

---

---

VENT

---

---

---

--

---

VENT

--

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


127

Troubleshooting


Test 8 - Clutches Modulated Select Test 8, set engine at 1950 RPM, select D on the push-button range selector. Use MODULATE option, and increase % engagement to modulated clutch and record clutch pressure. Table 9. Modulated Pressures Pressure, PSI

128

Current % of Full

Min

Clutch 1

Clutch 2

Clutch 3

Clutch 4

Clutch 5

Clutch 6

Lock up

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

Main Pressure

-

-

Lube Pressure

-

-


Troubleshooting


Range Engagement Test This verifies that the transmission is shifting properly. Keep the engine at low idle, and the pressure gages still connected.

Table 10. Shift Test Results Selected Range

Test Port

Pressure PSI

Comments

Test 9

2 6

________

Transmission should engage in 8th range.

Downshift N to R

4 5 2

________

Transmission should engage warm-up mode. Record converter stall RPM:

Upshift N to 1

1 4

________

Transmission should engage in 1st range.

Upshift 1 to 2

2 4

________

Transmission should engage in 2nd range.

Upshift 2 to 3

3 4

________

Transmission should engage in 3rd range.

Upshift 3 to 4

1 5

________


Upshift 4 to 5

2 5

________


Upshift 5 to 6

3 5

________


Upshift 6 to 7

1 6

________


Upshift 7 to 8

2 6

________


Final Operation Test Operate the oil well fracturing rig transmission system, verifying proper operation in all ranges and lockup. Look for leaks. Recheck oil level.


129

Troubleshooting


Figure 23. Pressure vs. Current Coil Up Graph

Figure 24. Pressure vs. Current Coil Down Graph

130


Engineering Drawings



List of Engineering Drawings The following pages include the engineering drawings that are specific to this model. The engineering drawings included are listed below and on the following page. Note: Any part numbers listed in the following engineering drawings are for reference only. Please refer to your bill of material for part numbers specific to your model. q

1019142

(System, Elect. Control)

q

238008A

(Schematic, Hydraulic)

q

229578E

(Diagram, Piping)

q

1019876 (page 1 of 6)

(Transmission Parts)

q

1019876 (page 2 of 6)


q

1019876 (page 3 of 6)


q

1019876 (page 4 of 6)


q

1019876 (page 5 of 6)

(Transmission Installation)

q

1019876 (page 6 of 6)

(Transmission Installation)

q

X237074A

(Clutch Assembly, 1, 4, 7)

q

X237073A


q

X229489F


q

1018460

(Valve Assembly)

q

X229460P

(Valve Assembly, Main Regulator)

q

X229823B (page 1 of 3)

(Torque Converter Installation)


131


132


q

X229823B (page 2 of 3)

(Torque Converter Parts)

q

X229823B (page 3 of 3)

(Torque Converter Parts)

q

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

61908 Manual transmision Twin Disc

Recommend Documents