Lesson 3: Controls for Power Shift Transmission

Lesson 3: Control Valves for Synchromesh

and Power Shift Transmission

Introduction
This lesson covers the various valves used to control synchromesh
and power shift transmissions. The valves are used to engage and
disengage the clutches that control the flow of power through the
transmission.
Objectives
After completing this lesson the student will be able to demonstrate
an understanding of the basic components and operation of
transmission control valves, by selecting the proper responses on the
test.
Unit 3 3-3-2 Power Train I
Lesson 3

POWER TRAIN
HYDRAULIC SYSTEM
SOLENOID

R
F

BYPASS
ORIFICE
FILTER
TORQUE CONVERTER
INLET RELIEF VALVE

TORQUE
CONVERTER
PUMP
TRANSMISSION TORQUE
LUBE CONVERTER
OUTLET
LUBE OIL COOLER
SUCTION SCREEN
AND MAGNET

Fig. 3.3.1 Power Train Hydraulic System

Power Train Hydraulic System

The power train hydraulic system supplies and controls the oil to the
hydraulic clutches and provides lubrication oil to cool the
transmission components.
The power train hydraulic system, shown in Figure 3.3.1, has a
transmission control valve. The transmission control valve controls
the engagement of the forward and reverse clutches. The
transmission was discussed in Lesson 1 of this unit. The speed
selection is done with shifting forks, but the direction is determined
with clutches.
Oil flows into the transmission control valve. The flow control spool
controls the amount of oil that can flow in. The rest of the oil is
bypassed to the torque converter system. The oil flows around an
external tube to the neutralizer valve. If the neutralizer solenoid is
deactivated, this oil will flow past the neutralizer valve to the
forward/reverse selector valve. This rotating valve determines which
clutches will be filled with oil. In neutral, the forward/reverse
selector valve will block the oil.
If the neutralizer button is pushed, the neutralizer valve will drain the
clutch supply oil to the tank.
The load piston and the relief valve modulate to control the pressure
in the clutch. They control the pressure in the clutch and keep the
clutch pressure steady.
In all of the power train hydraulic systems, cooled oil is sent to the
transmission case to lubricate the bearings, gears and clutches before
returning to the sump. The cooled oil flushes the clutches to cool
them of heat build up when the clutches are slipped. (Slipping occurs
momentarily every time a shift takes place while the clutch is picking
up its load.)
Unit 3 3-3-3 Power Train I
Lesson 3

OIL FILTER POWER TRAIN HYDRAULIC SYSTEM

STEERING
CONTROLS
TORQUE TORQUE CONVERTER
CONVERTER OUTLET PRESSURE LUBE
PRESSURE

OIL COOLER

TRANSMISSION
CONTROL VALVE 5 4 N 1 2 3

OIL
PUMP P3

R F
P2
P1
2 1
3

Fig. 3.3.2 Power Train Hydraulic System

Power Train Hydraulic System
The power train hydraulic system supplies and controls the oil to the
hydraulic clutches and provides lubrication oil to cool the
transmission components.
The power train hydraulic system, shown in Figure 3.3.2, has a
transmission control valve. The transmission control valve controls
the flow of oil to three forward clutches and three reverse clutches.
Oil from the two section pump flows through the filter to the
transmission control valve.
In all of the power train hydraulic systems, cooled oil is sent to the
transmission case to lubricate the bearings, gears and clutches before
returning to the sump. The cooled oil flushes the clutches to cool
them of heat build up when the clutches are slipped. (Slipping occurs
momentarily every time a shift takes place while the clutch is picking
up its load.)
Unit 3 3-3-4 Power Train I
Lesson 3

TRANSMISSION CONTROL VALVE

NEUTRAL

5 4
N 1 2 3

P3

R F

P2
P1
2 1
3
Fig. 3.3.3 Transmission Control Valve

Transmission Control Valve

As previously stated, the transmission control valve controls the flow
of oil to the clutches. This transmission control valve has a speed
selection spool and a direction spool. Cables connect the spools to
the transmission control lever. The position of the selector spools
determines which clutches are open to supply oil and which clutches
are open to drain.
Oil enters the circuit (red). As the pressure increases, the pressure
differential valve will allow oil into the directional clutch circuit. The
pressure differential valve will meter to keep the pressure of the oil in
the directional clutch circuit constant.
Oil that flows to the modulating relief valve will meter to control the
pressure in the engaged speed clutch. Excess oil from the modulating
relief valve flows to the torque converter circuit.
Pressure flows through and orifice to the area behind the load piston.
The load piston and the modulating relief valve work together to
cause the pressure in the clutch to increase slowly. This is called
modulation.
The transmission control valves in various machines achieve clutch
fill and modulation in various ways. The two we have discussed so
far use cables and levers to route oil to the clutch. The remainder of
the valves in this lesson use electric controls and solenoids, but many
other functions are similar.
Unit 3 3-3-5 Power Train I
Lesson 3

Fig. 3.3.4 Transmission Control Valve

TRANSMISSION
P2
PRESSURE
CONTROL VALVE SWITCH

1 2 3
SELECTOR REV FOR 4TH
SPOOL

ORIFICE
BACKFLOW CHECK
CHECK VALVE VALVE
1
REV FOR 4TH 4
2 MODULATING
P3 RELIEF VALVE

DIFFERENTIAL
VALVE

3 1ST 2ND 3RD

LOAD PISTON 4 5 6
& RELIEF VALVE 1ST 2ND

6
3RD
P1
PUMP SUPPLY

Fig. 3.3.5 Transmission Control Valve

Transmission Control Valve
The components and operation of the transmission control valve for a
countershaft transmission will be discussed using the control valve in
Figure 3.3.5. This transmission control valve body houses six
electrically actuated solenoids that route oil flow to the directional
selector spools and to the speed selector spools.
Unit 3 3-3-6 Power Train I
Lesson 3

Fig. 3.3.6 Three Directional Selector Spools

Three Directional Selector Spools

The upper portion of the transmission control valve contains the three
directional selector spools (Figure 3.3.6). The directional selector
spools shift to allow directional clutch pressure oil (P2) to be routed
to one of the three directional clutch packs. When a directional
solenoid is activated, the appropriate directional selector spool routes
pressurized P2 oil to a directional clutch. No.1 (Forward Low), No. 2
(Forward High), and No. 3 (Reverse) are the directional clutches.
The P2 supply oil to the selector spools is in parallel for Forward and
Reverse but separated for Forward High and Forward Low. This is to
prevent engagement of more than one directional clutch at a time.

Fig. 3.3.7 Load Piston and Modulating Relief Valve

Load Piston and Modulating Relief Valve

The load piston (1) and modulating relief valve (2) are located in the
center section of the control valve (Figure 3.3.7). The load piston
works with the modulating relief valve to provide a controlled
pressure rise (modulation) in the clutches and to limit maximum P2
pressure. The modulating relief valve also sends excess oil to the
torque converter.
Unit 3 3-3-7 Power Train I
Lesson 3

Fig. 3.3.8 Three Speed Selector Spools

Three Speed Selector Spools

The lower portion of the transmission control valve contains the three
speed selector spools (Figure 3.3.8). The speed selector spools shift
to allow speed clutch pressure oil (P1) to be routed to one of the three
speed clutch packs. When a speed solenoid is activated, the
appropriate speed selector spool routes pressurized P1 oil to a speed
clutch. No. 4, No. 5, and No. 6 are the speed clutches.
P1 supply oil is directed separately through the three selector spools
to prevent engagement of more than one speed clutch at one time.
Supply oil is first available to the No. 4 solenoid and selector spool,
then the No. 5 solenoid and selector spool, and finally to the No. 6
solenoid and selector spool. Therefore, in any default situation, the
transmission will either shift down or shift to a neutral condition.
Unit 3 3-3-8 Power Train I
Lesson 3

Fig. 3.3.9 Shift Solenoids

Shift Solenoids
The shift solenoids (Figure 3.3.9) consist of two basic components.
They are the stem and the coil. All six solenoids and/or components
are interchangeable. Loss of electrical power to any speed or
directional solenoid will neutralize the transmission by dropping out
that particular clutch. During normal operation, supply oil is directed
to the end of the solenoid stem. When the solenoid is activated, a pin
shifts upward inside the stem and unseats a ball that allows oil to pass
through the oil passage to the appropriate selector spool.

Fig. 3.3.10 Pressure Differential Valve

Pressure Differential Valve

The pressure differential valve and spring (Figure 3.3.10) are located
between the transmission control valve and the separator plate. The
pressure differential valve maintains P1 pressure at a specified
pressure greater than P2.
Unit 3 3-3-9 Power Train I
Lesson 3

TRANSMISSION CONTROL VALVE

WITH DUMP VALVE
NEUTRAL
1 2 3
FWD FWD
ORIFICE HI REV LO

CHECK VALVE DIFFERENTIAL

VALVE

LOAD PISTON FWD HI FWD LO REV MODULATING

3
& RELIEF VALVE 2 RELIEF VALVE

PUMP
1
SUPPLY

4
6 1ST SPD 2ND SPD 3RD SPD SELECTOR
SPOOL

BACKFLOW 5
CHECK VALVE
4 1ST 2ND 5 DUMP
SPEED SPEED
SPOOL

ORIFICE
3RD
SPEED
6 PISTON

Fig. 3.3.11 Transmission Control Valve--Neutral

Transmission Control Valve—Neutral
The dump valve has been added to the circuit in Figure 3.3.11. The
dump valve provides smoother shifts by venting the load piston
chamber oil pressure faster between shifts.
When the engine is running and the speed selector is in NEUTRAL,
oil flows from the pump through the transmission control valve to the
three speed selector solenoids. The P1 oil also fills the slugs at the
ends of the spools. This keeps the spools in the disengaged position.
Oil also flows to the pressure differential valve and to the selector
spool in the dump valve. P1 oil in the dump valve is used to open a
drain passage for load piston oil.
When the P1 pressure reaches the specified amount, the pressure
differential valve opens. Supply oil begins to flow into the P2 circuit.
Some of the P2 oil flows to the dump valve and shifts the selector
spool down. P1 oil is blocked. The oil from the load piston chamber
will not be open to the drain line.
The rest of the P2 oil that flows through the pressure differential
valve flows into the transmission control valve and directly to the
slug cavity of the modulating relief valve.
P2 oil flows through the P2 inlet orifice in the transmission control
valve body and again divides and goes in three directions.
Partial flow is directed to the slug cavity of the check valve, through
the screened orifice, and into the load piston cavity. Oil (red dots)
entering the load piston cavity flows to the dump valve. Because the
selector spool is shifted downward, the oil from the load piston cavity
is blocked.
Unit 3 3-3-10 Power Train I
Lesson 3

P2 oil flows to the slug cavity of the REVERSE selector spool, then
to the FORWARD LOW solenoid and the FORWARD HIGH
solenoid.
The oil also is sent to the slug cavity of the FORWARD LOW
selector spool, and then to the slug cavity of the FORWARD HIGH
selector spool. From the FORWARD selector spools, flow is directed
to the REVERSE solenoid.
In NEUTRAL, no solenoids are energized, resulting in no speed or
directional clutches being engaged. The oil in the slug cavities of the
directional selector spools keeps the clutches disengaged.
The modulating relief valve meters excess pump flow to the P3
torque converter circuit. The backflow check valve separates the
torque converter circuit from the lower pressure maintained by the
modulation relief valve.
SPEED CLUTCH FILL
1 2 3
FWD FWD
ORIFICE HI REV LO
CHECK VALVE DIFFERENTIAL
VALVE

LOAD PISTON MODULATING

& RELIEF VALVE FWD HI FWD LO REV 3 RELIEF VALVE
2
1
PUMP
SUPPLY

4
6 1ST SPD 2ND SPD 3RD SPD
SELECTOR
SPOOL
BACKFLOW
CHECK VALVE 5

4 1ST 2ND 5
SPEED SPEED DUMP
SPOOL

ORIFICE

3RD 6
SPEED PISTON

Fig. 3.3.12 Transmission Control Valve--Speed Clutch Fill

Transmission Control Valve—Speed Clutch Fill

When a shift is made from NEUTRAL to FIRST SPEED REVERSE,
solenoids No. 2 and No. 4 are energized.
No. 4 solenoid is energized. Oil is sent to the selector spool for the
first speed clutch. The selector spool moves to the right, directing P1
oil to the FIRST SPEED clutch.
During the speed clutch fill (Figure 3.3.12), P1 pressure decreases
and the spring closes the poppet in the pressure differential valve.
The directional spool will not move until the speed clutch is filled.
When P2 pressure drops, the check valve shifts to open the load
piston cavity to drain. When P2 drops further, the selector spool in
the dump valve shifts. The dump valve rapidly drains the remaining
pressure in the load piston cavity.
Unit 3 3-3-11 Power Train I
Lesson 3

When the dump valve shifts up, the P1 pressure is directed to the slug
chamber in the dump spool. P1 pressure in the slug cavity moves the
dump spool and piston down against the piston spring, draining the
load piston cavity through the passage to the dump valve. The dump
valve is used to provide a smoother shift. The oil in the load piston
cavity does not drain to tank rapidly enough through the load piston
cavity drain.
P2 pressure also decreases through the screened orifice in the
modulating relief valve and around the selector spools.
When the modulating relief valve moves to the right, the torque
converter supply passage is blocked.
When the load piston and the modulating relief valve have shifted to
the reset position, residual pressure in the P3 circuit is vented through
a drain passage.

DIRECTIONAL CLUTCH FILL

START OF MODULATION

1 2 3
FWD FWD
ORIFICE HI REV LO

CHECK VALVE DIFFERENTIAL

VALVE

LOAD PISTON FWD HI FWD LO REV MODULATING

3
& RELIEF VALVE 2 RELIEF VALVE

PUMP
1
SUPPLY

4
6 1ST SPD 2ND SPD 3RD SPD SELECTOR
SPOOL
BACKFLOW 5
CHECK VALVE
4 1ST 2ND 5 DUMP
SPEED SPEED
SPOOL

ORIFICE
3RD
6
SPEED PISTON

Fig. 3.3.13 Transmission Control Valve—Start of Modulation

Transmission Control Valve—Start of Modulation

After the speed clutch has filled, the P1 pressure builds until the
pressure differential valve opens. When the pressure differential
valve opens, oil flows into the P2 circuit (Figure 3.3.13). Flow is
directed to the modulating relief valve, the directional clutch selector
spools, and the directional solenoids.
Since the No. 2 solenoid is energized, oil flows to the REVERSE
directional selector spool. The selector spool shifts to the right. As
the selector spool shifts, flow goes to the No. 3 clutch. The No. 3
clutch begins to fill.
Oil in the P2 circuit also flows to the dump valve, to the slug cavity
of the modulating relief valve, to the slug cavity of the check valve
and through a screened orifice to the load piston cavity.
Unit 3 3-3-12 Power Train I
Lesson 3

When the No. 3 clutch is full, pressure in the P2 circuit begins to

increase. This shifts the check valve and closes the drain for the load
piston cavity.
P2 is not high enough to shift the selector spool in the dump valve.
The P1 oil continues to hold the dump spool and piston, so the load
piston cavity is open to drain. An orifice in the dump spool is sized
to provide a controlled delay in closing the load piston drain (through
the dump valve).
When P2 pressure is high enough to shift the selector spool in the
dump valve, P1 oil is blocked. P1 pressure continues to act upon the
end of the dump spool through the orifice in the spool. The dump
spool slowly moves up to the closed position.
When the load piston drain (through the dump valve) is closed, the
modulation cycle begins.
As pressure increases in the modulating relief valve, a passage to the
torque converter circuit opens. At this time, the torque converter
circuit is still open to drain through the load piston spring cavity.
By the time the directional clutch has filled, the load piston has
moved slightly to the right.
FIRST REVERSE

1 2 3
FWD FWD
HI REV LO
ORIFICE DIFFERENTIAL
CHECK VALVE VALVE

LOAD PISTON FWD HI FWD LO REV MODULATING

& RELIEF VALVE 3 RELIEF VALVE
2

PUMP
1
SUPPLY

4
6 1ST SPD 2ND SPD 3RD SPD SELECTOR
SPOOL

BACKFLOW 5
CHECK VALVE

4 1ST 2ND 5
SPEED SPEED DUMP
SPOOL

ORIFICE

3RD
SPEED
6 PISTON

Fig. 3.3.14 Transmission Control Valve—First Reverse

Transmission Control Valve—First Reverse

Now, the modulating relief valve begins to move slowly to the right
at a steady rate (Figure 3.3.14).
The load piston starts moving to the left at a steady rate. As the
pressure continues to increase, the load piston starts to cover the
torque converter drain passage. Then, P3 pressure starts to build and
oil flows through the backflow check valve to the torque converter
circuit.
Unit 3 3-3-13 Power Train I
Lesson 3

The load piston and the modulating relief valve will work together to
maintain a steady pressure in the clutch.
The load piston continues to move to the left and blocks the torque
converter drain passage. When the load piston reaches the travel
limit passage, the load piston meters oil to drain.
The modulating relief valve stops moving to the right, and does not
completely shut off P2 from P3. At this time, modulating relief valve
is also metering to drain, and P1, P2, and P3 are all at their normal
operating pressures.

FOURTH FORWARD
1 2 3
FWD FWD
HI REV LO

ORIFICE DIFFERENTIAL
CHECK VALVE VALVE

LOAD PISTON FWD LO REV MODULATING

& RELIEF VALVE
FWD HI
3 RELIEF VALVE
2
1
PUMP
SUPPLY

4
6 1ST SPD 2ND SPD 3RD SPD SELECTOR
SPOOL
BACKFLOW 5
CHECK VALVE

4 1ST 2ND 5
SPEED SPEED DUMP
SPOOL

ORIFICE
3RD
6
SPEED PISTON

Fig. 3.3.15 Transmission Control Valve—Fourth Forward

Transmission Control Valve—Fourth Forward
When FOURTH SPEED FORWARD is selected (Figure 3.3.15), the
No. 6 speed solenoid and No. 1 directional solenoid are activated.
Solenoid No. 1 is energized only for FOURTH FORWARD.
The shifting sequence for all speeds and directions remains the same.
Also, notice that P2 flow is no longer available to the No. 2
directional solenoid.
Unit 3 3-3-14 Power Train I
Lesson 3

TRANSMISSION
HYDRAULIC SYSTEM
NEUTRAL
DOWNSHIFT UPSHIFT
PRESSURE PRESSURE
A
DOWNSHIFT UPSHIFT
SOLENOID SOLENOID
ROTARY
FILTER
ACTUATOR
E
ON
PUMP
PRESSURE B

NEUTRALIZER
VALVE
PRIORITY ROTARY F
PILOT OIL
REDUCTION SELECTOR
PRESSURE VALVE SPOOL C
OIL COOLER
CHARGING SCAVENGE
PUMP PUMP

RELIEF
D
VALVE
TRANSMISSION H
CASE

LUBE
TANK RELIEF VALVE
SELECTOR VALVE PRESSURE CONTROL
GROUP GROUP

LUBE
PRESSURE

Fig. 3.3.16 Transmission Hydraulic System

Transmission Hydraulic System

Another type of hydraulic shift control found on some machines is
called Individual Clutch Modulation (ICM). An ICM transmission
differs in that each clutch is modulated individually to provide
smoother shifting under load. Speed and direction shifts are
accomplished by individual control valves, which hydraulically
engage various clutch packs.
The transmission hydraulic system consists mainly of the valves that
make up the transmission hydraulic control unit. The upshift
solenoid and the downshift solenoid are signalled by the transmission
ECM when a shift is needed. The transmission ECM monitors
several factors to determine when a shift will be made.
When a shift solenoid is activated, oil is sent to the rotary actuator.
The rotor in the center of the rotary actuator is mechanically
connected to the rotary selector spool in the selector and pressure
control valve. The position of the rotary selector spool will determine
which stations of the pressure control valve are filled and which
stations are drained. The pressure control valve has a station for each
clutch. Each station has valves that modulate in order to keep a
steady pressure inside the clutch.
In all of the power train hydraulic systems, cooled oil is sent to the
transmission case to lubricate the bearings, gears and clutches before
returning to the sump. The cooled oil flushes the clutches to cool
them of heat build up when the clutches are slipped. (Slipping occurs
momentarily every time a shift takes place while the clutch is picking
up its load.)
Unit 3 3-3-15 Power Train I
Lesson 3

Fig. 3.3.17 ICM Transmission Hydraulic Control Unit

Fig. 3.3.18 Cutaway of the Transmission Hydraulic Control

Transmission Hydraulic Control Unit

The ICM transmission hydraulic control consists of a number of
valves. These valves include:
- Downshift Solenoid (for electronic shifting)
- Upshift Solenoid (for electronic shifting)
- Pressure Control Valve
- Selector and Pressure Control Valve
- Rotary Actuator
All of these components or groups are located within the transmission
hydraulic control unit (Figure 3.3.17).
Unit 3 3-3-16 Power Train I
Lesson 3

Fig. 3.3.19 Upshift and Downshift Solenoids

Upshift and Downshift Solenoids

The downshift and upshift solenoids (Figure 3.3.19) are located on
top of the transmission. The solenoids are the connection between
the electrical and hydraulic systems of the transmission. When the
downshift or upshift solenoids are activated electrically, they send oil
to the rotary actuator.

Fig. 3.3.20 Rotary Actuator

Rotary Actuator
The rotary actuator (Figure 3.3.20) is part of the transmission
hydraulic control group. The solenoids send oil into one of the
passages. The rotor in the rotary actuator turns. This turns a rotary
selector spool in the selector and pressure control valve. The selector
spool allows pilot oil to flow to the appropriate valve in the pressure
control valve.
Unit 3 3-3-17 Power Train I
Lesson 3

TRANSMISSION SELECTOR VALVE GROUP

NEUTRAL

ROTARY
SELECTOR
NEUTRALIZER SPOOL
VALVE

PRIORITY
REDUCTION
VALVE

PILOT OIL
PRESSURE

SCREEN
RELIEF VALVE

LUBE
RELIEF VALVE

LUBRICATION
PRESSURE

Fig. 3.3.21 Selector and Pressure Control Valve

Selector and Pressure Control Valve
The selector and pressure control valve (Figure 3.3.21) is part of the
transmission hydraulic controls. The selector and pressure control
valve controls the pressure of the oil that goes to the solenoids and
the pressure control group.
The incoming oil first flows past the priority reduction valve. This
valve modulates to control the amount of pressure that flows into the
transmission hydraulic control unit. The oil then flows to the
neutralizer valve. The neutralizer valve will prevent oil from flowing
to the rotary selector spool if the engine is started with the
transmission selector lever in a gear other than NEUTRAL.
The position of the rotary selector spool is controlled by the rotary
actuator and the shift solenoids. The rotary selector spool determines
which selector pistons in the pressure control valve get pilot oil and
which selector pistons get drained.
Relief valves for the system are also located in this valve.

Fig. 3.3.22 Detent Springs

Detent Springs
Detent springs are used to help the rotary selector spool maintain the
proper positions.
Unit 3 3-3-18 Power Train I
Lesson 3

PRESSURE
CONTROL GROUP F
NEUTRAL
C

PRESSURE CONTROL
GROUP

Fig. 3.3.23 Pressure Control Valve

Pressure Control Valve

The pressure control valve (Figure 3.3.23) is part of the transmission
hydraulic control group and contains the pressure modulation
reduction valves. There is one valve for each clutch in the
transmission. The modulation reduction valves for the transmission
clutches give separate control of the pressure and time that it takes to
engage and release each clutch. This is known as Individual Clutch
Modulation (ICM). Each load piston body has a letter identification
on it for disassembly and assembly purposes. Pilot passages (for the
transmission clutches) are connected

VALVE STATION
SLUG BALL CHECK VALVE CLUTCH RELEASED
LOAD PISTON SELECTOR PISTON

PILOT OIL
PASSAGE

PLUG
DECAY ORIFICE

LOAD PISTON LOAD PISTON PLUG

MODULATION ORIFICE
REDUCTION
VALVE CLUTCH PRESSURE TAP
FROM PUMP TO CLUTCH

Fig. 3.3.24 Modulation Reduction Valve

Modulation Reduction Valve

All of the modulation reduction valves of the transmission pressure
control group operate in a similar way. For this reason, only the
basic operation of one valve is given.
Unit 3 3-3-19 Power Train I
Lesson 3

When a shift is started (a clutch is to be engaged), a pilot passage

receives pilot oil at the correct sequence from the rotary selector
spool. This causes the selector piston and the load piston to move
against the force of their springs. This causes the modulation
reduction valve to move against the force of a spring. Movement of
the modulation reduction valve closes the passage from the clutch to
the drain and opens the passage from the pump to the clutch.
Oil also fills the area between the selector piston and the load piston.
After the clutch is full of oil, the pressure of the pump oil increases in
the selected clutch. This causes the load piston to again move against
the force of its springs. Clutch oil also flows through an orifice in
the modulation reduction valve, opens the check ball and goes into
the slug chamber at the end of the modulation reduction valve.
The pressure at the end of the modulation reduction valve works
against the pressure at the end of the load piston. The pressure
increases until the load piston is moved all the way to the left against
its stop. The pressure in the clutch is now at its maximum.
Two factors control the amount of time that is required for the
pressure in the clutch to achieve the maximum amount - the size of
the load piston orifices and the force of the springs. Note all color
codes when assembling an ICM pressure control valve. The force of
the springs can be changed by the removal or addition of shims in the
load piston.
When the clutch is full, the modulation reduction valve will move to
the right and left to keep the pressure in the passage constant.
When the clutch needs to be released, the position of the rotary
selector spool will cause the pilot pressure to drain. The springs will
move the selector piston against the stop. The passage between the
load piston and the selector piston will be open to drain. The springs
will move the load piston against the stop.
Modulation reduction valve will shift. Movement of the modulation
reduction valve closes the passage from the pump to the clutch and
opens the passage from the clutch to the drain.
A decay orifice is located in the drain passage to control the amount
of time that is required for the pressure in the clutch to reach zero.
These orifices also are color coded. The clutch that is used for
reverse does not have a decay orifice.
Unit 3 3-3-20 Power Train I
Lesson 3

Fig. 3.3.25 ECPC Transmission Control Group

Electronic Clutch Pressure Control (ECPC)

Another method of electronic clutch engagement is called Electronic
Clutch Pressure Control (ECPC). With ECPC, the transmission
shifting function is controlled by the Power Train Electronic Control
System. The transmission Electronic Control Module (ECM)
responds to operator shifting requests by controlling the amount of
electrical current sent to the proportional solenoids for the
transmission clutches.
The transmission ECM selects the transmission clutches to be
engaged and the clutch pressure is modulated electronically. The
proportional solenoid valves control the modulation of the clutch
pressure. The ECM uses the transmission speed, engine speed, and
the power train oil temperature signals to control smooth engagement
of the clutches. Each transmission clutch in the planetary group has a
corresponding solenoid valve on the transmission hydraulic control
group.(Figure 3.3.25).
Electronic clutch modulation allows the transmission ECM to control
the time required to fill a clutch with oil and the rate of the clutch
pressure modulation.
Unit 3 3-3-21 Power Train I
Lesson 3

TRANSMISSION
MODULATING VALVE

TO DRAIN TO CLUTCH SUPPLY

OIL

Fig. 3.3.26 ECPC Transmission Modulating Valve

ECPC Transmission Modulating Valve

The transmission clutches are hydraulically engaged and spring
released. The transmission modulating valve solenoid (Figure 3.3.26)
is energized to send supply oil to the clutch. As current is applied to
the solenoid, the rod extends to the right and moves the ball closer to
the orifice. The ball begins to restrict the amount of oil to drain. As
the pressure at the left end of the spool increases, the spool shifts to
the right and the clutch pressure increases. Deenergizing the solenoid
allows the spool to shift to the left due to the spring force plus the
supply oil pressure. This condition reduces the pressure supplied to
the clutch below the clutch engagement pressure.
When the transmission is in NEUTRAL, the modulating valve which
controls engagement of the No. 3 clutch allows flow to the clutch.
The other modulating valves stop flow to the clutches, thereby
allowing the clutches to be released by spring force. Since the No. 1
or 2 directional clutch is not engaged, no power is transmitted to the
output shaft of the transmission.
When the transmission is in FIRST SPEED FORWARD, the
modulating valves which control flow to the No. 2 and 5 clutches
receive a signal from the ECM to allow flow to the clutches and,
therefore, allow the clutches to engage.
Unit 3 3-3-22 Power Train I
Lesson 3

INPUT ELECTRONIC OUTPUT

COMPONENTS CONTROL COMPONENTS

TRACTOR
TRANSMISSION
SWITCH

TRANSMISSION UPSHIFT
SPEED SOLENOID
SENSOR
TRANSMISSION
ELECTRONIC
CONTROL
SHIFT
LEVER DOWNSHIFT
SWITCH SOLENOID

HOLD
SWITCH

Fig. 3.3.27 Transmission Electronic System

Transmission Electronic System
Electronic control systems can be broken down into three general
circuits or functions: input components, electronic controls, and
output components (Figure 3.3.27).
Input components in the system function as sensors of various
machine conditions. The input components react electrically to
changes in pressure, temperature, position, speed etc. As these
changes occur, the input components send electrical signals to the
electronic controls.
Electronic controls are sealed assemblies which receive the electrical
signals from the input components as information to an internal
program. The electronic controls then supply electrical energy
according to that program to the output components.
Output components are designed to be seen, heard, or do work when
supplied with the necessary electrical energy from the electronic
controls.
The components in this diagram are arranged in three basic
categories: input components, electronic control(s) and output
components. The input components consist of a tractor transmission
switch, a transmission speed sensor, a shift lever switch and a hold
switch. The input components send information in the form of
electrical signals to the tractor transmission control. Power for
operation of the electronic system is also supplied to the tractor
transmission control. The tractor transmission control "reads" the
information from the input components and sends electrical current to
one of the output components. The two output components are and
an upshift solenoid and a downshift solenoid.
Unit 3 3-3-23 Power Train I
Lesson 3

The tractor transmission switch tells the tractor transmission control

the speed range (gear) in which the transmission is operating. The
transmission speed sender senses the speed of the transmission output
shaft which is directly proportional to the ground speed of the
machine. The shift lever switch is positioned by the machine
operator. It tells the tractor transmission control the position of the
transmission selector lever. When activated by the operator, the hold
switch prevents automatic upshifts and downshifts unless an engine
underspeed condition exists.
The tractor transmission control is the main component in the
electronic system. It is programmed to compare the information
provided by the input components and when the condition for an
upshift or downshift are correct, supply electrical current to the
appropriate solenoid.
The solenoid directly connects the electronic system to the
transmission hydraulic system. When an upshift or downshift is
indicated, the corresponding solenoid is momentarily energized. This
opens a valve in the base of the solenoid which permits pressure oil
to flow to the appropriate transmission control valve spool. The
control valve spool then initiates the shift.
Unit 3 3-3-24 Power Train I
Lesson 3

BENEFITS OF
ELECTRONICALLY CONTROLLED TRANSMISSIONS

1. Mechanical Linkages Eliminated

2. System Adjustments Performed Electronically
3. Design Changes and Updated Performed with Software
4. Reduced Operator Fatique
5. Smoother Shifts
6. Simplified Troubleshooting

Fig. 3.3.28 Benefits of Electronically Controlled Transmissions

Electronically Controlled Transmissions

Electronically controlled transmissions have incorporated the most
favorable features of mechanical, hydraulic and electronic systems.
Some features of electronically controlled transmissions are:
1. Mechanical linkages eliminated
2. System adjustments performed electronically
3. Design changes and updated performed with software
4. Reduced operator fatigue
5. Smoother shifts
6. Simplified troubleshooting
Unit 3 3-3-25 Power Train I
Lesson 3

SHIFT MODULATION CYCLE

THIRD TO FOURTH
PRESSURE
NORMAL SHIFT CYCLE

CLUTCH 1
418
CLUTCH 6
373 CLUTCH 5
353

CLUTCH 3
265

COMPLETE CLUTCH ENGAGEMENT

PRIMARY
PRESSURE INITIAL CLUTCH ENGAGEMENT
50
0

TIME
FILL TIME
NORMAL CLUTCH SLIP

Fig. 3.3.29 Clutch Pressure During a Shift

Clutch Pressure During a Shift

During a shift the clutch pressure is gradually increased or decreased.
This overlap is called the normal clutch slip.

SHIFT MODULATION CYCLE

SECOND TO THIRD
PRESSURE
NORMAL SHIFT CYCLE

CLUTCH 3
418
373
CLUTCH 6

CLUTCH 1
265

COMPLETE CLUTCH ENGAGEMENT

PRIMARY
PRESSURE INITIAL CLUTCH ENGAGEMENT
80

TIME
FILL TIME
NORMAL CLUTCH SLIP

Fig. 3.3.30 Clutch Pressure During a Shift

Clutch Pressure During a Shift

For this reason, the shifts that do not keep pressure in one of the
clutches are less desirable.
Unit 3 3-3-26 Power Train I
Lesson 3

PRESSURE RESTRICTED LOAD PISTON ORIFICE

SLOW MODULATION
HIGH PRIMARY
PRESSURE
P1

COMPLETE CLUTCH ENGAGEMENT

LOW PRIMARY
PRESSURE
INITIAL CLUTCH ENGAGEMENT
NORMAL
PRIMARY
PRESSURE
0 TIME

HIGH PRIMARY PRESSURE - HARSH SHIFT

NORMAL CLUTCH SLIP

SHIFT MODULATION PROBLEMS

LOW PRIMARY PRESSURE - CLUTCH SLIPPING RESTRICTED LOAD PISTON ORIFICE

CLUTCH SLIPPING

Fig. 3.3.31 Troubleshooting With Clutch Pressures

Troubleshooting with Clutch Pressures

This chart shows how clutch pressures can be used to diagnose
problems. Harsh shifting and slow engagement are the types of
problems that will be reported when this type of problem exists.