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| Illustration 1 | g03468760 |
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CX31–P600 (Side PTO Drive) (1) Filter outlet pressure coupler (2) Filter inlet pressure coupler (S·O·S port) (3) Customer interface connector (70-pin) (4) Lifting points, two (M16 X 2) (5) SAE J615 mounting pads SAE #1 bolt pattern with 6 M16 x 2 threaded holes. SAE #2 width between mounting pads (6) Conventional 10 bolt PTO at 1:00 o'clock position (7) Location of the identification and serial plate (8) Oil filler and dipstick location (9) Four M16x2 threaded service mounts (10) Rear magnetic drain plug (SAE J1926 #12 port) (1 1/16 -12 STOR) (11) Optional rear power take-off (RPTO) SAE "B" J744 pump drive and pilot. (Adapter required for 17 teeth AVSpare spline), speed ratio 1.25:1 (12) Transmission output speed sensors (13) SAE J1926 #4 auxiliary PTO control supply port (7/16 -12 STOR) (14) Output yoke (15) Transmission mounted cartridge type oil filter | |
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| Illustration 2 | g03469000 |
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CX31–P600 (Side PTO Drive) (5) SAE J615 mounting pads SAE #1 bolt pattern with 6 M16 x 2 threaded holes. SAE #2 width between mounting pads (16) Crankshaft to flex plate adapter (17) Flex plate (18) Engine starter ring gear (19) No. 1 SAE J617 flywheel housing (24 bolt) (20) Conventional 10 bolt PTO at 8:00 o'clock position (21) Transmission breather (22) Engine output speed sensor (23) Torque converter output speed sensor (24) Electronic Control Unit (ECU) (25) Filter bypass switch (26) Transmission oil temperature sensor (pump outlet and filter inlet) (27) Location of oil level sensor connector (28) Guard for the ECPC valves (29) ECPC valves (six) (30) SAE J1926 #16 inlet from cooler port (1 5/16 -12 STOR) (31) SAE J1926 #16 outlet to cooler port (1 5/16 -12 STOR) (32) Transmission main relief valve (33) Drain plug SAE J1926 #16 port (1 5/16 -12 STOR) (Appropriate location for transmission oil heater) | |
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| Illustration 3 | g03469002 |
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CX31–P600 (Side PTO Drive) (34) Transmission oil temperature sensor (converter outlet) (35) Lube pressure coupler (36) Lockup clutch pressure coupler (37) Clutch #1 (C1) pressure coupler (38) C2 pressure coupler (39) C3 pressure coupler (40) C4 pressure coupler (41) C5 pressure coupler (42) Six base supports (43) Three M8x1 bolts (44) Access cover for magnetic filter and screen | |
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| Illustration 4 | g03473346 |
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CX31–P600 (Side PTO Drive and Retarder) (1) Filter inlet pressure coupler (S·O·S port) (2) Filter outlet pressure coupler (3) Customer interface connector (70-pin) (4) Lifting points, two (M16 X 2) (5) SAE J615 mounting pads SAE #1 bolt pattern with 6 M16 x 2 threaded holes. SAE #2 width between mounting pads (6) Conventional 10 bolt PTO at 1:00 o'clock position (7) Location of the identification and serial plate (8) Oil filler and dipstick location (9) Four M16x2 threaded service mounts (10) Rear magnetic drain plug (SAE J1926 #12 port) (1 1/16 -12 STOR) (11) Optional rear power take-off (RPTO) SAE "B" J744 pump drive and pilot. (Adapter required for 17 teeth AVSpare spline), speed ratio 1.25:1 (12) Transmission output speed sensors (13) SAE J1926 #4 auxiliary PTO control supply port (7/16 -12 STOR) (14) Output yoke (1810 companion flange shown) (15) Transmission mounted cartridge type oil filter (45) Diagnostic connector | |
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| Illustration 5 | g03469116 |
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CX31–P600 (Side PTO Drive and Retarder) (5) SAE J615 mounting pads SAE #1 bolt pattern with 6 M16 x 2 threaded holes. SAE #2 width between mounting pads (16) Crankshaft to flex plate adapter (17) Flex plate (18) Engine starter ring gear (19) No. 1 SAE J617 flywheel housing (24 bolt) (20) Conventional 10 bolt PTO at 8:00 o'clock position (21) Transmission breather (22) Engine output speed sensor (23) Torque converter output speed sensor (24) Electronic Control Unit (ECU) (25) Filter bypass switch (26) Transmission oil temperature sensor (pump outlet and filter inlet) (27) Location of oil level sensor connector (28) Guard for the ECPC valves (29) ECPC valves (six) (30) SAE J1926 #24 inlet from cooler port (1 7/8 -12 STOR) (31) SAE J1926 #24 outlet to cooler port (1 7/8 -12 STOR) (32) Transmission main relief valve (33) Drain plug SAE J1926 #16 port (1 5/16 -12 STOR) (Appropriate location for transmission oil heater) (46) Retarder activation pressure coupler | |
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| Illustration 6 | g03469117 |
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CX31–P600 (Side PTO Drive and Retarder) (34) Transmission oil temperature sensor (converter outlet) (35) Lube pressure coupler (36) Lockup clutch pressure coupler (37) Clutch #1 (C1) pressure coupler (38) C2 pressure coupler (39) C3 pressure coupler (40) C4 pressure coupler (41) C5 pressure coupler (42) Six base supports (43) Three M8x1 bolts (44) Access cover for magnetic filter and screen (47) Retarder inlet pressure coupler (retarder valve) (48) Lubrication pressure coupler (retarder valve) (49) Retarder outlet pressure coupler (retarder valve) (50) Torque converter outlet pressure coupler (retarder valve) | |
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| Illustration 7 | g03519799 |
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CX31–P600 (Integral Pump Drive) (1) Filter inlet pressure coupler (S·O·S port) (2) Filter outlet pressure coupler (3) Customer interface connector (70-pin) (4) Lifting points, two (M16 X 2) (5) SAE J615 mounting pads SAE #1 bolt pattern with 6 M16 x 2 threaded holes. SAE #2 width between mounting pads (7) Location of the identification and serial plate (8) Oil filler and dipstick location (9) Four M16x2 threaded service mounts (10) Rear magnetic drain plug (SAE J1926 #12 port) (1 1/16 -12 STOR) (11) Optional rear power take-off (RPTO) SAE "B" J744 pump drive and pilot. (Adapter required for 17 teeth AVSpare spline), speed ratio 1.25:1 (12) Transmission output speed sensors (13) SAE J1926 #4 auxiliary PTO control supply port (7/16 -12 STOR) (14) Output yoke (1810 companion flange shown) (15) Transmission mounted cartridge type oil filter (21) Transmission breather (51) PTO - SAE "C" J744 14 teeth splines (CCW rotation, two and four bolt pump mounts), speed ratio 1.09:1 (52) Lifting point | |
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| Illustration 8 | g03469157 |
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CX31–P600 (Integral Pump Drive) (5) SAE J615 mounting pads SAE #1 bolt pattern with 6 M16 x 2 threaded holes. SAE #2 width between mounting pads (16) Crankshaft to flex plate adapter (17) Flex plate (18) Engine starter ring gear (19) No. 1 SAE J617 flywheel housing (24 bolt) (22) Engine output speed sensor (23) Torque converter output speed sensor (24) Electronic Control Unit (ECU) (25) Filter bypass switch (26) Transmission oil temperature sensor (pump outlet and filter inlet) (27) Location of oil level sensor connector (28) Guard for the ECPC valves (29) ECPC valves (six) (30) SAE J1926 #16 inlet from cooler port (1 5/16 -12 STOR) (31) SAE J1926 #16 outlet to cooler port (1 5/16 -12 STOR) (32) Transmission main relief valve (33) Drain plug SAE J1926 #16 port (1 5/16 -12 STOR) (Appropriate location for transmission oil heater) (52) Lifting point (53) PTO - SAE "B" J744 13 teeth splines (CW rotation, two and four bolt pump mounts), speed ratio 1.09:1 | |
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| Illustration 9 | g03469178 |
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CX31–P600 (Integral Pump Drive) (34) Transmission oil temperature sensor (converter outlet) (35) Lube pressure coupler (36) Lockup clutch pressure coupler (37) Clutch #1 (C1) pressure coupler (38) C2 pressure coupler (39) C3 pressure coupler (40) C4 pressure coupler (41) C5 pressure coupler (42) Six base supports (43) Three M8x1 bolts (44) Access cover for magnetic filter and screen | |
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| Illustration 10 | g03520311 |
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CX31–P600 (Integral Pump Drive and Retarder) (1) Filter inlet pressure coupler (S·O·S port) (2) Filter outlet pressure coupler (3) Customer interface connector (70-pin) (4) Lifting points, two (M16 X 2) (5) SAE J615 mounting pads SAE #1 bolt pattern with 6 M16 x 2 threaded holes. SAE #2 width between mounting pads (7) Location of the identification and serial plate (8) Oil filler and dipstick location (9) Four M16x2 threaded service mounts (10) Rear magnetic drain plug (SAE J1926 #12 port) (1 1/16 -12 STOR) (11) Optional rear power take-off (RPTO) SAE "B" J744 pump drive and pilot. (Adapter required for 17 teeth AVSpare spline), speed ratio 1.25:1 (12) Transmission output speed sensors (13) SAE J1926 #4 auxiliary PTO control supply port (7/16 -12 STOR) (14) Output yoke (1810 companion flange shown) (15) Transmission mounted cartridge type oil filter (21) Transmission breather (45) Diagnostic connector (51) PTO - SAE "C" J744 14 teeth splines (CCW rotation, two and four bolt pump mounts), speed ratio 1.09:1 (52) Lifting point | |
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| Illustration 11 | g03469280 |
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CX31–P600 (Integral Pump Drive and Retarder) (5) SAE J615 mounting pads SAE #1 bolt pattern with 6 M16 x 2 threaded holes. SAE #2 width between mounting pads (16) Crankshaft to flex plate adapter (17) Flex plate (18) Engine starter ring gear (19) No. 1 SAE J617 flywheel housing (24 bolt) (22) Engine output speed sensor (23) Torque converter output speed sensor (24) Electronic Control Unit (ECU) (25) Filter bypass switch (26) Transmission oil temperature sensor (pump outlet and filter inlet) (27) Location of oil level sensor connector (28) Guard for the ECPC valves (29) ECPC valves (six) (30) SAE J1926 #24 inlet from cooler port (1 7/8 -12 STOR) (31) SAE J1926 #24 outlet to cooler port (1 7/8 -12 STOR) (32) Transmission main relief valve (33) Drain plug SAE J1926 #16 port (1 5/16 -12 STOR) (Appropriate location for transmission oil heater) (46) Retarder activation pressure coupler (52) Lifting point (53) PTO - SAE "B" J744 13 teeth splines (CW rotation, two and four bolt pump mounts), speed ratio 1.09:1 | |
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| Illustration 12 | g03469282 |
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CX31–P600 (Integral Pump Drive and Retarder) (34) Transmission oil temperature sensor (converter outlet) (35) Lube pressure coupler (36) Lockup clutch pressure coupler (37) Clutch #1 (C1) pressure coupler (38) C2 pressure coupler (39) C3 pressure coupler (40) C4 pressure coupler (41) C5 pressure coupler (42) Six base supports (43) Three M8x1 bolts (44) Access cover for magnetic filter and screen (47) Retarder inlet pressure coupler (retarder valve) (48) Lubrication pressure coupler (retarder valve) (49) Retarder outlet pressure coupler (retarder valve) (50) Torque converter outlet pressure coupler (retarder valve) | |
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| Illustration 13 | g03520332 |
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CX31-P600 (2WD Drop Box) (1) Filter inlet pressure coupler (S·O·S port) (2) Filter outlet pressure coupler (3) Customer interface connector (70-pin) (4) Lifting points, two (M16 X 2) (5) SAE J615 mounting pads SAE #1 bolt pattern with 6 M16 x 2 threaded holes. SAE #2 width between mounting pads ( (7) Location of the identification and serial plate (8) Oil filler and dipstick location (9) Four M16x2 threaded service mounts (14) Output yoke (1810 companion flange shown) (15) Transmission mounted cartridge type oil filter (21) Transmission breather (51) PTO - SAE "C" J744 14 teeth splines (CCW rotation, two and four bolt pump mounts), speed ratio 1.09:1 (52) Lifting point (54) Drop box breather (55) SAE J615 mounting pads SAE #1 bolt pattern with 6 M16 x 2 threaded holes. The width between the drop box mounting pads is | |
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| Illustration 14 | g03469297 |
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CX31-P600 (2WD Drop Box) (5) SAE J615 mounting pads SAE #1 bolt pattern with 6 M16 x 2 threaded holes. SAE #2 width between mounting pads ( (16) Crankshaft to flex plate adapter (17) Flex plate (18) Engine starter ring gear (19) Mounting flange for No. 1 SAE J617 flywheel housing for 12 bolt iron and 24 bolt aluminum housing (23) Torque converter output speed sensor (24) Electronic Control Unit (ECU) (25) Filter bypass switch (26) Transmission oil temperature sensor (pump outlet and filter inlet) (27) Location of oil level sensor connector (28) Guard for the ECPC valves (29) ECPC valves (six) (30) SAE J1926 #16 inlet from cooler port (1 5/16 -12 STOR) (31) SAE J1926 #16 outlet to cooler port (1 5/16 -12 STOR) (32) Transmission main relief valve (33) Drain plug SAE J1926 #16 port (1 5/16 -12 STOR) (Appropriate location for transmission oil heater) (45) Diagnostic connector (51) Lifting point (52) PTO - SAE "B"J744 13 teeth splines (CW rotation, two and four bolt pump mounts), speed ratio 1.09:1 (55) SAE J615 mounting pads SAE #1 bolt pattern with 6 M16 x 2 threaded holes. The width between the drop box mounting pads is (56) SAE J1926 #4 auxiliary PTO control supply port (7/16-20 STOR) (57) SAE J1926 #4 auxiliary PTO lube port (58) Drop box oil filter (59) Drop box magnetic screen (61) Engine output speed sensor | |
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| Illustration 15 | g03469298 |
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CX31-P600 (2WD Drop Box) (34) Location of Transmission oil temperature sensor (converter outlet) (35) Lube pressure coupler (36) Lockup clutch pressure coupler (37) Clutch #1 (C1) pressure coupler (38) C2 pressure coupler (39) C3 pressure coupler (40) C4 pressure coupler (41) C5 pressure coupler (42) Six base supports (43) Three M8x1 bolts (44) Access cover for magnetic filter and screen (60) Drain plug SAE J1926 #16 port (1 5/16 - 12 STOR) (61) Ecology drain (62) Magnetic plug | |
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| Illustration 16 | g03474818 |
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Work mode (straight through) (54) Drop box breather (63) Transmission output speed sensor (64) Work mode output speed sensor (65) Test port (work mode disengage pressure) (66) Test port (work mode engage pressure) (67) Work mode fork position sensor (68) Work mode - engage solenoid (69) Work mode - disengage solenoid | |
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| Illustration 17 | g03520367 |
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2WD Drop Box (70) Rear wheel drive - engage solenoid (71) Rear wheel drive - disengage solenoid (72) Test port (rear wheel drive disengage pressure) (73) Test port (rear wheel drive engage pressure) (74) Rear wheel drive disconnect speed sensor (75) Lube pressure (76) Rear wheel drive fork position sensor | |
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| Illustration 18 | g03469958 |
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CX31-P600 (4WD Drop Box) (1) Filter inlet pressure coupler (S·O·S port) (2) Filter outlet pressure coupler (3) Customer interface connector (70-pin) (4) Lifting points, two (M16 X 2) (5) SAE J615 mounting pads SAE #1 bolt pattern with 6 M16 x 2 threaded holes. SAE #2 width between mounting pads ( (7) Location of the identification and serial plate (8) Oil filler and dipstick location (9) Four M16x2 threaded service mounts (14) Output yoke (1810 companion flange shown) (15) Transmission mounted cartridge type oil filter (21) Transmission breather (51) PTO - SAE "C" J744 14 teeth splines (CCW rotation, two and four bolt pump mounts), speed ratio 1.09:1 (52) Lifting point (54) Drop box breather (55) SAE J615 mounting pads SAE #1 bolt pattern with 6 M16 x 2 threaded holes. The width between the drop box mounting pads is | |
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| Illustration 19 | g03469976 |
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CX31-P600 (4WD Drop Box) (5) SAE J615 mounting pads SAE #1 bolt pattern with 6 M16 x 2 threaded holes. SAE #2 width between mounting pads ( (14) Output yoke (1810 companion flange shown) (16) Crankshaft to flex plate adapter (17) Flex plate (18) Engine starter ring gear (19) Mounting flange for No. 1 SAE J617 flywheel housing for 12 bolt iron and 24 bolt aluminum housing (22) Engine output speed sensor (23) Torque converter output speed sensor (24) Electronic Control Unit (ECU) (25) Filter bypass switch (26) Transmission oil temperature sensor (pump outlet and filter inlet) (27) Location of oil level sensor connector (28) Guard for the ECPC valves (29) ECPC valves (six) (30) SAE J1926 #16 inlet from cooler port (1 5/16 -12 STOR) (31) SAE J1926 #16 outlet to cooler port (1 5/16 -12 STOR) (32) Transmission main relief valve (33) Drain plug SAE J1926 #16 port (1 5/16 -12 STOR) (Appropriate location for transmission oil heater) (45) Diagnostic connector (51) PTO - SAE "B" J744 13 teeth splines (CW rotation, two and four bolt pump mounts), speed ratio 1.09:1 (52) Lifting point (55) SAE J615 mounting pads SAE #1 bolt pattern with 6 M16 x 2 threaded holes. The width between the drop box mounting pads is (56) SAE J1926 #4 auxiliary PTO control supply port (7/16-20 STOR) (57) SAE J1926 #4 auxiliary PTO lube port (58) Drop box oil filter (59) Drop box magnetic screen | |
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| Illustration 20 | g03469981 |
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CX31-P600 (4WD Drop Box) (34) Transmission oil temperature sensor (converter outlet) (35) Lube pressure coupler (36) Lockup clutch pressure coupler (37) Clutch #1 (C1) pressure coupler (38) C2 pressure coupler (39) C3 pressure coupler (40) C4 pressure coupler (41) C5 pressure coupler (42) Six base supports (43) Three M8x1 bolts (44) Access cover for magnetic filter and screen (60) Drain plug SAE J1926 #16 port (1 5/16 - 12 STOR) (61) Ecology drain (62) Magnetic plug | |
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| Illustration 21 | g03474818 |
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Work mode (straight through) (54) Drop box breather (63) Transmission output speed sensor (64) Work mode output speed sensor (65) Test port (work mode disengage pressure) (66) Test port (work mode engage pressure) (67) Work mode fork position sensor (68) Work mode - engage solenoid (69) Work mode - disengage solenoid | |
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| Illustration 22 | g03520367 |
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2WD Drop Box (70) Rear wheel drive - engage solenoid (71) Rear wheel drive - disengage solenoid (72) Test port (rear wheel drive disengage pressure) (73) Test port (rear wheel drive engage pressure) (74) Rear wheel drive disconnect speed sensor (75) Lube pressure (76) Rear wheel drive fork position sensor | |
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| Illustration 23 | g03475246 |
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4WD Drop Box (55) SAE J615 mounting pads SAE #1 bolt pattern with 6 M16 x 2 threaded holes. The width between the drop box mounting pads is (58) Drop box oil filter (77) Test port (front wheel drive engage pressure) (78) Test port (front wheel drive disengage pressure) (79) Test port (filter outlet pressure and drop box lube pressure) (80) Front wheel drive disconnect speed sensor | |
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| Illustration 24 | g03475247 |
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4WD Drop Box (55) SAE J615 mounting pads SAE #1 bolt pattern with 6 M16 x 2 threaded holes. The width between the drop box mounting pads is (59) Drop box magnetic screen (61) Ecology drain (62) Magnetic plug (81) Front wheel drive - disengage solenoid (82) Front wheel drive - engage solenoid (83) Front wheel drive fork position sensor | |
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| Illustration 25 | g03521220 |
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(84) Pressurized oil
(85) Solenoid (ECPC modulating valve) (86) Modulating valve (A) Test port (Clutch 1 pressure) (B) Test port (Clutch 2 pressure) (C) Test port (Clutch 3 pressure) (D) Test port (Clutch 4 pressure) (E) Test port (Clutch 5 pressure) (F) Engaged clutch (G) Disengaged clutch | |
Oil is supplied by the transmission pump through a filter. Oil (84) is available to each modulating valve (86).
Control of the transmission planetary is achieved by hydraulically actuated clutches that hold selected components of the planetary group stationary. This action allows the gear ratio drive to travel through the transmission.
Shifting of the transmission is controlled by the electronic control module (ECM). The ECM acts in response to various inputs.
Inputs to the ECM module include the following information.
- Selected Gear
- Engine Speed
- Output Speed
- High Gear Limit
The control of the transmission also accounts for factors such as the temperature of the transmission oil.
Shifting of the transmission gears involves the release of one clutch and the subsequent engagement of the next clutch.
Each clutch is engaged by hydraulic oil pressure that is supplied by the modulating valves. The modulating valves are controlled by pulse width modulated signals (PWM). The signals are sent by the ECM to individual solenoid (85) on each modulating valve (86).
For details of the operation of the modulating valves, refer to Systems Operation, Testing and Adjusting, "Modulating Valves (Electronic Clutch Pressure Control)".
The pressure of the oil in the clutches is proportional to the electrical current that is supplied to solenoid (85) that controls the clutch.
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| Illustration 26 | g00766511 |
A high current input is made initially in order to overcome the inertia of the valve and the clutch components. The high current also initiates filling of the oil passage leading to the clutch piston. The current is reduced as the clutch is filled with oil and the plates move toward engagement. The current is held at a minimum value in order to allow the pressure of the oil in the clutch to increase slowly. The clearances between the plates and the disks are taken up smoothly. This period is called touchup. Once the plates and the disks are in contact, the current is increased gradually. This action will ensure that maximum pressure is applied to the clutch in a smooth manner.
Electronic control of this process provides improved quality of transmission shifts.
A combination of clutches engages each of the six forward gears and reverse gear.
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| Illustration 27 | g03475260 |
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(15) Oil filter
(29) ECPC valve (32) Transmission main relief valve (34) Transmission oil temperature sensor (converter outlet) (36) Modulating valve pressure coupler (87) Torque converter lockup clutch (88) Torque converter (89) Oil to the transmission | |
Power is supplied from the engine through the torque converter (88) and then to the planetary transmission. The torque converter (88) allows the speeds of the engine and the transmission to be matched smoothly. Once the speed of the engine and the transmission is matched, torque converter lockup clutch (87) engages. This action allows direct drive between the engine and the transmission.
Oil is supplied to the torque converter by relief valve (32). Oil from the torque converter flows to the transmission cooler.
Transmission shifts are dictated by operating conditions. Transmission shifting is automatic. The appropriate gear ratio is selected for the speed of the engine and the transmission output speed. Operator inputs can alter the shifting of the transmission. Examples of operator inputs are the selection of a highest permissible gear or the selection of transmission hold. Features such as overspeed protection and the application of the engine compression brake can also alter the shifting of the transmission.
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| Illustration 28 | g02049954 |
| (24) Transmission Electronic Control Module (ECM) | |
Note: When a new transmission is put into service the electronic control module (ECM) must be informed of the type of well servicing application the unit will be placed into. This action must also be done when the transmission ECM is reflashed. This procedure is found in Special Instruction, REHS4541, "Software Configuration Guide".
The transmission ECM monitors the condition of the machine for proper system operation. Components sense the condition of the machine. Components then send electrical signals to the inputs of the electronic control unit (ECM).
Warning Light Indicators
AVSpare requires that OEM transmission users install a RED and AMBER operator warning lamps. The lamps may have several locations within the operator station depending on the OEM design. The lamps provide an indication of transmission condition.
- AMBER Caution Lamp
The diagnostic lamp is yellow or AMBER. The diagnostic lamp will communicate the status of the transmission electronic system. If the amber lamp is activated, the operator is alerted that a diagnostic condition is active within the transmission. The amber lamp does not require immediate operator attention, but normal operation of the transmission may be affected.
- RED Warning Lamp
The RED warning lamp warns the operator of conditions which require immediate attention. The warning lamp indicates either a transmission oil filter bypass or an excessive oil temperature. Immediate operator action is required to reduce transmission oil temperature or to service the oil filters.
Transmission Shifting Function
The shift pad for the transmission is used to select the appropriate gear and direction of travel during operation. The CX31-P600 transmission has six forward gears, neutral, and one reverse gear. The CX35-P800 transmission has eight forward gears, neutral, and one reverse gear.
AVSpare gear selectors are the operator control for the transmission. The shifter have a two-digit display that serves as the transmission communication display for gear selection. The shift selector communicates with the transmission over the J1939 data link.
Note: The vehicle must not be equipped with any component that uses a J1939 Source Address of 0x05 or 0x06 except for Cat approved shift selector modules.
The shift selector pad, or keypad shifter, has six operator buttons and a two-digit display. The keypad shifter is compatible with CX31-P600 and CX35-P800 transmissions, and is shown in Illustration 29.
With the ignition key switch ON, the shift selector pad will display a pair of "N's" on the display. The "N's" indicate that the transmission is in Neutral.
Note: If the desired gear is flashing, the shift is being inhibited.
| NOTICE |
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The machine must be stopped and the engine at low idle before changing direction. After moving the transmission control, do not accelerate until after hearing or feeling the transmission clutches engage. |
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| Illustration 29 | g03521257 |
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(90) Left character (maximum requested gear)
(91) Right Character (actual gear) (92) Mode two - decal and lamp (93) Mode one - decal and LED light | |
The shift pad has six buttons for control.
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Upshift - The upshift button is used in order to increase the selected gear by one. |
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Downshift - The downshift button is used in order to decrease the selected gear by one. |
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Mode - The "Mode" button can be configured to control the features listed in the Software Configuration Guide, REHS4541. The mode button is used to access different shift modes that are available in the transmission software. This button has an embedded red LED that will illuminate indicating that the mode button has been pressed. |
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D - The "D" button engages the clutches for forward motion. |
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N - The "N" button engages the clutch for neutral. |
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R - The "R" button engages clutches for reverse motion in applications that use the reverse gear. In pumping applications the "R" button engages clutches for the park gear. |
The transmission ECM and the shift pad communicate through the J1939 data link messages. When no shift pad buttons are pressed, the shift pad transmits a continuous string of messages indicating that no buttons are pressed. When a button is pressed, the shift pad transmits a one time-specific message that corresponds with the button pressed.
The lever shifter has eight lever positions and a two-digit display. The lever shifter is compatible with the CX31-P600 transmission, and is shown in Illustration 30. The control buttons are described in Table 1.
Note: The lever shifter is not rated for outdoor use.
Note: The lever shift selector is currently only supported in an eight position, six forward gear model at the current time. The lever shifter is only recommended for use with a six-speed transmission (CX31-P600) in auto-shifting applications such as roading operation.
With the ignition key switch in the ON position, the lever shift selector will display the desired gear and the current gear on the display. At power-up, this condition should be neutral and should display a pair of "N's" on the display, indicating that the transmission is in Neutral. The gear strip should have an LED light indicating the position of the lever and the operator requested gear.
Note: If the desired gear is flashing, the shift is being inhibited.
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| Illustration 30 | g03521262 |
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(94) Lever release
(95) Oil Level Check button (96) Mode indicators | |
Note: Mode button is on the front of the handle
| Lever Shifter Operation | ||
|---|---|---|
| Button | Action | Description |
| Lever Release | Allow changing of selected lever position. | The lever release button is required to be depressed to move the position of the lever from one position to another. |
| Oil Level Check | Initiate / Suspend oil level check | A press and hold of the oil level check button initiates the oil level check routine. A momentary press and release of the button suspends the oil level check. |
| Mode | Various | The "Mode" button can be configured to control the features listed in the Software Configuration Guide, REHS4541. The mode button is used to access different shift modes that are available in the transmission software. This button has an embedded red LED that will illuminate indicating that the mode button has been pressed. |
The lever shifter transmits a continuous string of messages indicating the current position of the lever. When the lever position is moved, the message will be updated with the new position once it is fully achieved. If the lever is unable to determine the gear position that has been selected, the transmission will be alerted to the error. As a result, the transmission will take the appropriate action.
To shift the transmission into a desired Range or Gear, the operator selects the "D" for forward or the "R" for reverse.
Note: The transmission will not shift into a range from neutral or between "D" and "R" if the engine rpm is over 1000 rpm.
When "D" is selected, the shift selector pad will display the maximum gear the transmission has available. This character is known as the desired gear. The maximum gear is either the maximum forward gear available from the transmission (the CX31 transmission has six forward gears and the CX35 transmission has eight forward gears) or a lower gear that was configured as the maximum.
The right character will display the gear that is currently active. This character is known as the actual gear and will be the lowest available gear from the transmission or a higher configured minimum gear.
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| Illustration 31 | g01327390 |
The actual gear will be displayed on the right side of the shift selector pad as the transmission shifts.
Once in a forward range, the operator can force a downshift by pressing the down arrow on the shift selector pad changing the desired gear. The desired gear acts as the maximum forward gear and the transmission will auto-shift below and up to this gear.
To select the Reverse Range, the operator selects the "R" button. The shift selector pad displays the desired gear or "R" on the left side of the display and the actual gear or "N" on the right.
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| Illustration 32 | g01625220 |
When the transmission shifts into reverse range, the display will have an "R" in both locations. There is only one gear in the reverse range.
To shift the transmission into a desired range or gear, the operator must push the "D" for forward or the "R" for park gear.
Note: The transmission will not shift into a range from neutral or between "D" and "R" if the engines rpm is over 1000 rpm. The transmission will not engage park gear until output speed is below 500 rpm and engine speed is below 1000 rpm.
When "D" is selected, the left character on the shift selector pad will display the maximum gear the transmission has available. This character is known as the desired gear. The maximum gear is either the maximum forward gear available from the transmission. The CX31 transmissions has six forward gears and the CX35 has eight forward gears or a lower gear that was configured as the maximum. The right character will display the gear that is currently active. This character is known as the actual gear and will be the lowest available gear from the transmission or a higher configured minimum gear.
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| Illustration 33 | g01327390 |
As the transmission shifts, the actual gear will change to reflect the gear that the transmission is currently in.
Once in forward range the operator can force a downshift by pressing the down arrow on the shift selector pad. This action changes to the desired gear. The desired gear acts as the maximum forward gear and the transmission will auto shift below and up to this gear.
When "R" is selected, the left character or desired gear on the shift selector pad will display "P". The right character or actual gear will display an "N" until the transmission shifts into the park gear where a "P" will be displayed. The transmission will not shift into the park gear if the transmission output speed is high. If the park gear is selected when the transmission output speed is above 500 rpm, the transmission will shift to neutral. The transmission will will remain in neutral until the transmission output speed is below 500 rpm. The park gear is not meant to be a brake. The transmission will not engage park gear until output speed is below 500 rpm and engine speed is below 1000 rpm.
WARNING: The park gear will only function if the engine is running. The park gear is not meant to be a dynamic machine brake.
Note: Reverse range is not available in pumping mode.
When the transmission park gear is active, the shift selector pad will display "PP".
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| Illustration 34 | g01883596 |
Several circumstances may prevent the transmission from shifting into a desired range. When this condition occurs, the desired gear value will flash and the transmission will not shift into the selected range.
Circumstances preventing shifts into the desired range include:
- Engine speed too high
- Vehicle speed too high
- Load based shift inhibit
- Neutralizer (Quick To Neutral) active
- Transmission gear lockout
- Incorrect conditions for request to change shifters via the shift selector switch
- Cold mode is active
To shift the transmission into a desired range or gear, the operator must push the "D" for forward or the "R" for park gear.
Note: The transmission will not shift into a range from neutral or between "D" and "R" if the engines rpm is over 1000 rpm.
When "D" is selected, the left character on the shift selector pad will display the lowest available gear from the transmission or a higher configured minimum gear. This character is known as the desired gear. The right character will display the gear that is currently active. This character is known as the actual gear and will be the lowest available gear from the transmission or a higher configured minimum gear.
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| Illustration 35 | g01625359 |
The operator must use the arrows on the shift selector pad to manually shift up and down through the gears. Each press of the up arrow will result in a single gear up-shift until the maximum forward gear has been achieved. When the maximum gear has been reached, pressing the up arrow will not result in any action. Each press of the down arrow will result in a single gear downshift until the minimum gear has been achieved. When the minimum gear has been reached, pressing the down arrow will not result in any action.
As the transmission shifts, the actual gear will change to reflect the gear that the transmission is currently in.
When "R" is selected, the left character or desired gear on the shift selector pad will display "P". The right character or actual gear will display an "N" until the transmission shifts into the park gear where a "P" will be displayed. The transmission will not shift into the park gear if the transmission output speed is high. If the park gear is selected when the transmission output speed is above 500 rpm, the transmission will shift to neutral. The transmission will remain in neutral until the transmission output speed is below 500 rpm. The park gear is not meant to be a brake. The transmission will not engage park gear until output speed is below 500 rpm and engine speed is below 1000 rpm.
WARNING: The park gear will only function if the engine is running. The park gear is not meant to be a dynamic machine brake.
Note: Reverse range is not available in pumping mode.
When the transmission park gear is active, the shift selector pad will display "PP".
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| Illustration 36 | g01883596 |
Several circumstances may prevent the transmission for shifting into a desired range. When these conditions occur, the desired gear value will flash and the transmission will not shift into the selected range.
Circumstances preventing shifts into the desired range include:
- Engine speed too high
- Vehicle speed too high
- Load based shift inhibit
- Neutralizer (Quick To Neutral) active
- Transmission gear lockout
- Incorrect conditions for request to change shifters via the shift selector switch
- Cold mode is active
Low Idle Manual Shift Mode (Work Over and Trencher)
To shift the transmission into a desired range or gear, the operator must push the "D" for forward or the "R" for park gear.
Note: First gear is not available in trenching mode for the CX35.
Note: The transmission will not shift into a range from neutral or between "D" and "R" if the engines rpm is over 850 rpm.
When "D" is selected, the left character on the shift selector pad will display the lowest available gear from the transmission or a higher configured minimum gear. This character is known as the desired gear. The right character will display the gear that is currently active. This character is known as the actual gear and will be the lowest available gear from the transmission or a higher configured minimum gear. The transmission will not shift between gears if engine speed is above 850 rpm.
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| Illustration 37 | g01625359 |
The operator must use the arrows on the shift selector pad to manually upshift and downshift through the gears. Each press of the up arrow will result in a single gear upshift until the maximum forward gear has been achieved. When the maximum gear has been reached, pressing the up arrow will not result in any action. Each press of the down arrow will result in a single gear downshift until the minimum gear has been achieved. When the minimum gear has been reached, pressing the down arrow will not result in any action.
As the transmission shifts, the actual gear will change to reflect the gear that the transmission is currently in.
When "R" is selected, the left character or desired gear on the shift selector pad will display "R". The right character or actual gear will display an "N" until the transmission shifts into the reverse range where an"R" will be displayed. There is only one gear in the reverse range.
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| Illustration 38 | g01625220 |
Several circumstances may prevent the transmission from shifting into a desired range. When this condition occurs, the desired gear value will flash and the transmission will not shift into the selected range.
Circumstances preventing shifts into the desired range include:
- Engine speed too high
- Vehicle speed too high
- Transmission gear lockout
- Incorrect conditions for request to change shifters via the shift selector switch
- Cold mode is active
Shift Selector Switch for Dual Shifter Applications
Some chassis configurations will require an additional transmission shift control at a remote operator station. In this case, a Shift Selector Switch must be installed to identify the active shift selector. The transmission and shift selector will operate differently depending on the programmed application code and the active shift selector. The active shifter will display the current gear while the inactive shifter may display asterisk characters. The asterish characters indicate to the operator that the transmission will not respond to operator requests on that shifter. In order to transition between shift selectors the following conditions must be met:
- Both shift selectors must be in NEUTRAL and showing "NN" on the display. This condition can be achieved by pressing the "N" button on each shift selector.
- Transmission output speed must be zero.
- Engine speed must be below 850 rpm.
- The Shift Selector Switch must be toggled and not faulted.
- Drop box shift (if installed) must be completed correctly.
If any of these conditions are not met, the transmission will not change to the requested shift selector. As a result, the shift selector displays will flash to indicate a problem. The transmission will hold the request in queue until all the conditions have been met. Then the transmission will change to the requested shift selector.
The J1939 shift selectors may display characters, which assist in the diagnosing of the communication issues between the transmission and the shift selectors. These characters differ from the sets of characters in normal operation. If the shifters display a "dash – dash" (- -), this means that no communication between the transmission and shift selector exists, or there is a problem with the communication. If the shifter displays a "plus – plus" (+ +), this means that the shifter location pins on the shifter are improperly configured. If the shifters displays two "A" characters (A – A), this means that two primary shifters were located on the network when there should only be once module claiming to be the primary shift selector. If the shifter displays two "B" characters (B – B), this means that two secondary shifters were located on the network when there should only be once module claiming to be the secondary shift selector. Refer to Table 2 for proper shift selector grounding pins.
| Pin 2 | Pin 8 | Selector Assignment |
|---|---|---|
| Ground | Ground | Invalid |
| Ground | Open | Primary |
| Open | Ground | Secondary |
| Open | Open | Currently unused |
AVSpare shift selector modules must use J1939 source addresses 0x05 and 0x06. Refer to Special Instruction, REHS3514, "Electrical Application and Installation Guide" for more information.
Note: The shift control changes the active shift selector and the functionality of the transmission. The OEM vehicle system may require a further operator input to ensure that the flow of power travels to the appropriate output and is based on the design by the OEM. The design by the OEM may require a shift of an engagement of an external transfer case.
Transmission Shifter Programming
The operating modes of both the primary and secondary shift selectors can be programmed to meet the needs of individual OEM's. The parameters that may be programmed based on the active shifter are:
- Input Configuration
- Transmission Output Torque Limit
- Minimum Forward Gear
- Maximum Forward Gear
- Forward Start Gear
- Alternate Maximum Forward Gear
- Reverse Gear Enable Status
- Mode Button Configuration: Direct Shift Gear, Alternate Maximum Gear, PTO #1 Enable, PTO #2 Enable , Warmup Mode and 2WD/4WD
- Backup Alarm Enable Status
- Drop Box Configuration: Disconnect #1 Status and Disconnect #2 Status
Refer to Special Instruction, REHS3514, "Electrical Application and Installation Guide" for more information.
It is important to ensure that the installed engine is approved for use with AVSpare Well Service CX31-P600 or CX35-P800 transmissions. The CX31-P600 and the CX35-P800 are compatible with AVSpare Industrial engines, Truck engines, and Cummins ISX and QSX engines. It is important to make sure that the latest revision of engine software is used when running the transmissions behind AVSpare Industrial Engines as some updates have been made to the engine software to make them compatible with the CX transmissions.
If a CX31-P600 is being used with a AVSpare Industrial Engine in an application where the transmission is used to drive the vehicle's wheels in one mode and used to drive vehicle-mounted equipment in the other mode, the engine governor control circuit should be wired. This will allow the transmission to select the proper governor type for both operating modes. When the roading mode has been selected, the transmission will request that the engine use a torque control governor. When the transmission is in a working mode (pumping, draw works, or trenching) the transmission will select a speed control governor. The use of these governor types will improve the transmission function and response in the respective modes. The governor control circuit must also be wired to enable the transmission to control the engine governor type. All transmission required engine speed and torque parameters will be received from the engine through the J1939 data link so no configuration of the engine parameters is necessary in AVSpare ET. If the engine and transmission do not match, an event may be raised describing the conflict and the operating range allowed may be limited.
Refer to Special Instruction, REHS4541, "Software Configuration Guide" and Special Instruction, REHS3514, "Electrical Application and Installation Guide" for more information.
The shift selector pad allows the operator to check the transmission oil level from the operator station.
The following conditions are required for initiating checking the oil level:
- Engine at idle
- Vehicle stationary
- Transmission in neutral
- Transmission oil temperature must be between
50 to 100° C (122 to 212° F) .
To initiate the transmission oil level check, simultaneously press and release the "Up" and "Down" arrows on the shift selector pad. This action starts a two minute timer. If conditions are not correct for the oil level check to take place, the shift selector pad will display one of the following display codes in Table 3. The display will only display two characters at a time.
| Display | Description |
|---|---|
| "OL-ES-LO" | Engine speed too low |
| "OL-ES-HI" | Engine speed too high |
| "OL-TX-N" | Neutral not selected |
| "OL-OT-LO" | Oil temperature too low. |
| "OL-OT-HI" | Oil temperature too high. |
| "OL-VS-HI" | Vehicle speed not zero |
| "OL-SE" | System Error |
Once all conditions are met for 298-3860 Transmission Control Gp, the range display will show "60" and will count down to "0" during the two minute counter period.
At the end of the two minute countdown, one of the following display codes in Table 4 will be displayed using the range display, two characters at a time.
| Display | Description |
|---|---|
| "OL-LO-##" | Oil Level is low by ## quarts. |
| "OL-HI-##" | Oil Level is high by ## quarts. |
| "OL-OK" | Oil Level is full. |
The Oil Level Message continues to display until the operator exits the mode by pressing a range button or the "Up/Down" arrows simultaneously. The transmission will not take any action at the end of the oil level check. This check is for the operator's information and it is up to the operator to take any appropriate action for an indicated oil level that is either high or low.
Note: The lever shift selector is currently only supported in an eight position, six forward gear model at the current time. The lever shifter is only recommended for use with a six-speed transmission (CX31-P600) in auto-shifting applications such as roading operation
The lever shifter is capable of initiating oil level check by holding the Mode "B" button active for two seconds. This will request the oil level check routine to begin. In order for the routine to begin, the lever position must be in Neutral and actual gear must be Neutral. If the lever position is moved from Neutral, the oil level check routine will end. The user may manually end the oil level check by momentarily activating the Mode "B" button.
The J1939 SPN124 will NOT be supported until after an oil level check has been completed. This SPN does not reflect a "real time" measurement of oil level. This SPN will show the results of the last oil level check (in Liters) until another oil level check has been completed or the key switch has been cycled. If no oil level check has been completed, this SPN will not be supported.
Additional Transmission Control Features
This section describes various transmission control features. Refer to Special Instruction, REHS3514, "Electrical Application and Installation Guide" for more information.
The mode button on the shift selector is available to control a variety of functions. The mode button must be programmed to control a specific feature using AVSpare Electronic Technician. If the mode button is not programmed, the mode button will do nothing when pressed. When the mode button is pressed, the LED in the upper right corner of the mode button will turn on to indicate that the feature being controlled by the mode button is active. Pressing the mode button second time will deactivate the feature and turn off the LED.
Neutralizer (Quick to Neutral)
The Neutralizer Feature, or Quick to Neutral, provides the ability for the operator to quickly shift to neutral. When this switch is activated, the transmission will immediately shift to neutral regardless of operating conditions. Once the transmission is in neutral, the operator must press the "N" button on the shift selector in order to make the desired gear NEUTRAL before the transmission will shift out of neutral. If the desired gear is not NEUTRAL, the transmission will not shift out of neutral.
The lock to neutral feature prevents the transmission from shifting out of neutral into forward or reverse. When the transmission is in neutral and the feature is active, the transmission will not shift into forward or reverse when either the "R" or "D" button is pressed. If the transmission is in a gear when the feature is activated, the transmission will inhibit upshifts and allow downshifts until the transmission is in neutral. When the transmission reachesNeutral it will not allow shifts out of Neutral until the feature is deactivated.
The service brake input configuration is used in order to tell the ECU the place to check for the status of the service brake pedal switch. When programmed to CAN, the ECU will monitor the J1939 data link for the service brake switch status.
The park brake pressure switch is used to determine if the park brake has been applied. The park brake pressure switch logic is such that open circuit corresponds to the parking brake applied and switch closed to ground corresponds to park brake released.
When the Park Brake Input is installed and the Park Brake Neutralizer Feature is enabled, the transmission will react to the hardwired switch by neutralizing the transmission. The transmission will ignore the parking brake input when programmed to Not Installed.
Reverse Range Alarm (Backup) Relay Circuit
The Reverse Range Output Driver feature is used to indicate when the transmission is in reverse range, or when the transmission's selected range is Reverse. The Reverse Range Output Driver feature can be used to disable vehicle systems such as steerable lift axles when the transmission is in reverse. Similarly, the feature can be used to enable backup alarms or lights. This feature is not standard but recommended. The output can drive up to 2 amps.
The Starter Interlock Output is a 2-amp battery voltage driver. When all conditions are met, the Starter Interlock Output will be enabled when battery voltage is applied to Key Start. The conditions necessary for starting are as follows:
- Requested gear from the shifters is neutral
- Actual gear is neutral
- Engine speed is zero
The Starter Interlock Output will be disabled once the transmission is no longer in neutral, the shifter is not requesting neutral, or when the engine speed approaches Low Idle Speed.
Transmission Output Shaft Speed Driver
The Transmission Output Shaft Speed Driver is a 300 mA, low side driver that generates an output signal that is proportional to the transmission output shaft speed. The frequency is based on the 16-tooth chopper wheel standard. For each revolution of the transmission output shaft, 16 pulses are produced. External controls and indicating devices can use this signal for vehicle speed calculations. By providing this output, the transmission will not need another output speed sensor for engine or external control systems.
Torque Converter Output Shaft Speed Driver
The Torque Converter Output Speed Driver generates an output signal that is proportional to the torque converter output shaft speed. The frequency is based on the 16-tooth chopper wheel standard. For each revolution of the transmission torque converter output shaft, 16 pulses are produced. External controls and indicating devices can use this signal for speed calculations.
Transmission Output Shaft Lock (Park Gear)
The Transmission Output Shaft Lock feature activates clutches that prevent the transmission output shaft from rotating. This feature is only available if the transmission has been configured as a manual shift or auto shift pump application. Pressing the "R" button on the keypad activates the Transmission Output Shaft Lock. When the Transmission Output Shaft Lock is active, the shifter will display "PP" on the shift selector. There are speed limits on the engagement of this feature to protect the transmission clutches from being damaged. The Transmission Output Shaft Lock will not engage if the transmission output shaft speed is greater than 500 rpm, or if the engine speed is above 1000 rpm. If either speed is too high when the "R" button is pressed on the shift selector, the transmission will shift to NEUTRAL and wait for the speeds to fall within the limits before engaging the Transmission Output Shaft Lock. It will also display "PN" on the shift selector and the "P" will flash indicating that the gear has been selected but not achieved.
Note: The Transmission Output Shaft Lock is not meant to function as a dynamic vehicle brake or as a vehicle parking brake. The ECU must have power and the engine must be running for the feature to function.
Note: The output lock feature has a static torque capacity of 2965 lb-ft for the CX31-P600 and 4543 lb-ft for the CX35-P800.
When the warmup feature is activated, the secondary mode LED on the shift selectors will indicate the feature status. If the indicator is flashing, warm-up has been selected but has not been able to fully engage due to conditions not being fully met or conditions were exceeded which required the exit of warm-up, such as high oil temperatures. If the indicator is solid, warm-up is currently engaged.
The Transmission warmup Mode is activated by turning on the warmup Mode switch. When the switch is moved to the ON position, the transmission will engage the Transmission Output Shaft Lock, using the applicable speed limits. Next, it will stall the input shaft and then send the engine an elevated idle speed request of 1000 rpm. Locking both the input and output shafts of the transmission stalls the torque converter which in turn churns the transmission oil and generates heat. Elevating the engine idle and stalling the torque converter will help reduce power train warm-up times. The feature will be deactivated if the switch is turned OFF, the transmission sump temperature rises above
If a directional shift is requested during warm-up on the shift selector, the transmission will acknowledge the request, exit warm-up mode, and go to the desired gear range. If the transmission leaves warm-up mode, the warm-up switch must be toggled for it to re-enter.
The lockup clutch disable feature allows the operator to prevent the lockup clutch from engaging. The feature is activated by moving the switch to the ON position. If the lockup clutch is disengaged when the switch is moved to the ON position, the transmission will prevent the lockup clutch from engaging when the lockup clutch engagement would normally occur. If the lockup clutch is engaged when the switch is moved to the ON position, the lockup clutch will immediately disengage.
If the converter auto downshift feature is enabled and the transmission is in converter drive for more than 30 seconds and the engine speed is greater than 1500 rpm, the transmission will downshift to the next lower gear.
The direct shift gear feature allows the operator to quickly toggle between gears. This feature is only available when the transmission is configured as a draw works application. When the direct shift gear switch is pressed and released the transmission will shift directly to the configured gear. When the switch is pressed and released again, the transmission will shift directly back to the previously selected gear. The transmission will only perform the shift if the engine is below 850 rpm, and the engine percent load is below 20% to prevent damage to the clutches.
Note: This feature utilizes a special shift type to execute the shift in a minimum amount of time. Due to the aggressiveness of the shift and the large ratio changes occurring, no load should be placed on the transmission output shaft during quick gear select shifts.
The Alternate Maximum Gear feature allows the operator to set a second maximum gear limit for each shifter. The feature is activated by moving the alternate maximum gear switch to the ON position.
When the feature is activated in roading and auto shift pumping configurations, the transmission will not force downshifts to the new top gear if the current transmission gear is above the new top gear, but inhibit upshifts and allow downshifts until the new top gear has been attained.
When the feature is activated in draw works configurations, the transmission will shift directly to the new top gear if the current transmission gear is above the new top gear and engine speed is less than 850 rpm.
This feature can be programmed to use the shift selector mode button. When the mode button is pressed and the LED indicator light is on, the transmission will limit gear selection to the programmed alternate maximum gear values. When the mode button is pressed again and the LED indicator light is off, the transmission will limit to the programmed primary maximum gear limit.
The Hold Current Gear feature will hold the transmission in the current gear during automatic shifting operations. If the feature is activated, the transmission will only up-shift to prevent an engine overspeed condition and only downshift to prevent an engine stall. The feature is activated by pressing and releasing the Hold switch. The feature is deactivated by pressing and releasing the Hold switch again.
Note: The retarder package is not available with the CX35-P800 transmission.
The CX31-P600 transmission has an optional integral retarder package. The Retarder is controlled by a pedal or lever mounted sensor. The retarder will activate upon a PWM signal if conditions are met. The transmission retarder will not activate while the Engine Brake is active or the operator is requesting positive torque. The retarding level corresponds to the amount of retarding torque being requested by the operator. The amount of torque is in proportion to the pedal position.
The Output Shaft Speed Limit feature allows a technician or the operator to set an output shaft speed limit for the transmission using AVSpare Electronic Technician. When the limit is set, the transmission will limit the engine speed so that the output shaft speed will not exceed the programmed limit.
Note: Output Shaft Speed limiting is only available in non-roading application modes. While in Roading Automatic Shift mode, Vehicle Speed Limiting will be used.
The Output Shaft Torque Limit feature allows a technician or the operator to set an output shaft torque limit for the transmission using AVSpare Electronic Technician. When the limit is set, the transmission will limit the engine torque so that the transmission output shaft torque will not exceed the programmed limit.
The Vehicle Speed Limit feature allows a technician or the operator to set a ground speed limit for the vehicle using AVSpare Electronic Technician. The output shaft (revolutions per kilometer) parameter is the number of output shaft revolutions it takes for the vehicle to cover one kilometer. This number is the product of the revolutions of the tire and any driveline gear ratios. The output shaft revolutions per kilometer must be correctly programmed for the vehicle speed limit feature to work properly.
The Converter Drive Indicator feature will turn on a lamp (amber) when the transmission is in converter drive. The lamp will turn off when the transmission lockup clutch is engaged.
Primary Shift Selector Indicator
The Primary Shift Selector Indicator feature will turn on a lamp (green) whenever the primary shift selector is active. The lamp will be off when the primary shift selector is not the active shift selector. AVSpare recommends that applications using two shift selectors install both shift selector indicators next to the shift selector to inform the operator of the active shift selector.
The Secondary Shift Selector Indicator feature will turn on a lamp (green) whenever the primary shift selector is active. The lamp will be off when the secondary shift selector is not the active shift selector. AVSpare recommends that applications using two shift selectors install both shift selector indicators next to the shift selector to inform the operator of the active shift selector.
The Transmission PTO feature controls two PTO enable output drivers. The PTO enable driver is used to control an OEM supplied control system connected to the transmission's auxiliary output shaft(s). This output will be turned ON when the switch is in the ON position and all of the programmed conditions have been met.
Note: The PTO Enable Output will NOT be enabled if the PTO Enable Switch input is in the ON position at key switch ON. The switch input must be toggled from OFF to ON before the output will be enabled. This prevents the output from being engaged without operator interaction.
PTO #1 driver will be active when PTO #1 switch is in the ON position (closed to sensor common). PTO #2 driver will be active when PTO #2 switch is in the ON position (closed to sensor common).
The PTO will not operate below the programmed minimum gear. The PTO will not turn ON below the programmed minimum gear and will turn OFF if the actual gear goes below the programmed minimum gear when the PTO is already engaged. A separate minimum gear can be set for both PTO controls.
The PTO will not operate above the programmed maximum gear. The PTO will not turn ON above the programmed maximum gear and will turn OFF if the actual gear goes above the programmed maximum gear when the PTO is already engaged. A separate maximum gear can be set for both PTO controls.
When this parameter is set to ENABLED, the transmission will allow the PTO to operate when the transmission is in NEUTRAL. When this parameter is set to DISABLED, the PTO will not be allowed to operate in NEUTRAL.
PTO Reverse Gear Enable Status
When this parameter is set to ENABLED, the transmission will allow the PTO to operate when the transmission is in REVERSE. When this parameter is set to DISABLED, the PTO will not be allowed to operate in REVERSE.
When this parameter is set to ENABLED, the transmission will allow the PTO to operate when the TRANSMISSION OUTPUT SHAFT LOCK is engaged. When this parameter is set to DISABLED, the PTO will not be allowed to operate when the TRANSMISSION OUTPUT SHAFT LOCK is engaged.
The PTO will not operate below the programmed minimum engine speed. The PTO will turn ON when the engine speed reaches the programmed minimum engine speed + 50 rpm. The PTO will turn OFF if the engine speed goes below the programmed minimum engine speed. A separate minimum engine speed can be set for both PTO controls.
The PTO will not operate above the programmed maximum engine speed. The PTO will turn OFF when the engine speed goes above the programmed maximum engine speed. The PTO will turn ON when the engine speed falls below the programmed maximum engine speed – 50 rpm. A separate maximum engine speed can be set for both controls.
PTO Minimum Transmission Output Speed
The PTO will not operate below the programmed minimum transmission output speed. The PTO will turn ON when the transmission output speed reaches the programmed minimum transmission output speed + 50 rpm. The PTO will turn OFF if the transmission output speed goes below the programmed minimum transmission output speed. A separate minimum transmission output speed can be set for both PTO controls.
Note: If the PTO minimum transmission output speed is programmed to 0 rpm, the output will turn ON at 0 rpm and will not disable based on a minimum transmission output speed.
PTO Maximum Transmission Output Speed
The PTO will not operate above the programmed maximum transmission output speed. The PTO will turn OFF when the transmission output speed goes above the programmed maximum transmission output speed. The PTO will turn ON when the transmission output speed falls below the programmed maximum transmission output speed – 50 rpm. A separate maximum transmission output speed can be set for both controls.
PTO Pump Displacement Control (Variable Current Output Driver)
When this parameter is set to INSTALLED, the PTO driver will output a current that is variable between 0 amp and 2 amp. This feature can be used to control variable displacement PTO pumps or other variable input equipment. The feature is activated using the normal PTO enable switches. Another switch, the current control switch, is used to control the output of the PTO driver. When the PTO enable switch is turned on, the PTO driver outputs a 500 mA current. When the current control switch is moved to the INCREASE position, the current ramps up at 50 mA per 400 ms until it reaches 2 amps. When the current control switch is moved to the DECREASE position, the current will ramp down at 50 mA per 400 ms until it reaches 0 amp. When the current control switch is moved to the NEUTRAL position, the current will hold at the present value. When the PTO enable switch is moved to the OFF position, the feature will be deactivated and will go to 0 amp.
Shift Selector Mounting Considerations
Push Button Shift Selector Mounting Considerations
Table 5 shows metric and inch equivalents for the push-button shift selector panel cutout.
| Mounting Measurements - Keypad Shifter | |
|---|---|
| Width | |
| Length | |
| Depth | Maximum |
| Nut Torque | |
| |
| Illustration 39 | g03350833 |
|
Outer dimensions for the shift pad (A) (B) (C) | |
AVSpare Dynamic Transmission Output Control (DTOC)
Automated Speed Control (ASC) Function (CX31-P600 Only)
Automated Speed Control (ASC) is a transmission-output-speed control feature currently available with the AVSpare CX31-P600 Well Service Transmission in Application Code 220 (Manual Shift Pumper). ASC is a software feature that is able to be retrofitted onto previous CX31-P600 Well Service Transmissions in the field with only a transmission software update. ASC utilizes both torque converter operation and lockup operation to achieve an operator-commanded transmission output speed (pump flow), providing the customer with a method to achieve very low transmission output speeds, for use in applications that require very low pump flow (cementing, etc.). While this feature controls transmission output speed, not pump flow, the feature is designed to provide the customer-commanded transmission output speed while operating the transmission in the most efficient condition.
Once the required inputs are provided by the operator, and ASC operation is initiated, the transmission electronic control module takes control, and begins the process of controlling engine speed and the torque converter lockup clutch to achieve the operator-commanded transmission output speed. Transmission output speed can be commanded using either a PWM signal or J1939 message. Engine speed is controlled by the transmission through the J1939 TSC1 command with medium priority.
Lockup clutch operation is automatically controlled by the transmission Electronic Control Module (ECM). The lockup points are designed to provide the most efficient transmission operation possible, while ensuring torsional system stability at low speeds, and achieving the customer-commanded transmission output speed. In ASC mode, the lockup clutch will engage at a lower engine speed than seen in standard pumping control mode.
In order to maintain a consistent transmission output speed (pump flow) during lockup clutch engagements and gear shifts, the transmission control will automatically synchronize engine speed as needed. The effect of this speed-synching operation is consistent pump flow before, during, and after the lockup clutch engagement or gear shift.
ASC Shift Control Mode Function
In Manual-Shift mode, the operator is required to command the operating gear. In this mode, ASC will follow the commanded transmission output speed up to the highest speed achievable in the current gear. If the transmission is in 1F, and the operator commands a transmission output speed higher than what is achievable in 1F, the control will command transmission output speed to the highest achievable speed in the current gear. If the transmission is shifted to a higher gear, the control will react to attempt to achieve the commanded transmission output speed in the new gear.
ASC"Set" / "Hold" Mode Function
DTOC ASC provides a selectable "Set" / "Hold" function (J1939 or switched input) that allows the operator to hold the transmission output speed at a commanded value, while pre-setting a new value for future use. While operating in "Set" mode, the transmission output speed will continually follow the desired transmission output speed as commanded by the operator. For example, if the operator increases the transmission output speed command from 200rpm to 300rpm, the transmission ECM will automatically control engine speed and the transmission lockup clutch as necessary to achieve the commanded 300rpm transmission output speed. When the mode is changed from "Set" to "Hold", the transmission ECM latches to the last transmission output speed command in "Set" mode, and will not adjust transmission output speed to follow any changes in the operator commanded transmission output speed. This effectively “holds” the transmission output speed at the last commanded value. When the mode is switched from "Hold" to "Set", the transmission EMC will automatically control the engine and transmission lockup clutch as necessary to achieve the transmission output speed that was commanded in "Hold" mode. For example, if the unit is operating at 300rpm transmission output speed in "Set" mode, and the operator switches to "Hold" mode and then reduces the commanded transmission output speed to 200rpm, the transmission will maintain 300rpm (which was the last commanded value in "Set" mode). Once the operator switches from "Hold" back to "Set" mode, the transmission ECM will automatically control engine speed and the transmission lockup clutch as necessary to achieve 200rpm transmission output speed, which was pre-set while in "Hold" mode.
ASC requires the following inputs to be provided to the transmission ECM.
- Transmission Requested Gear (PGN 256 / SPN 525) A requested gear in a forward range is required from the customer. Requested and actual gear must match in order to enter ASC transmission output speed control mode.
- ASC Enable (J1939 PGN 65265 / SPN 595 or Switched Input) Parameter or switched input from the customer to enable ASC mode.
- ASC Control Mode (J1939 PGN 7168 / SPN 7037, Required for J1939 Communication Only) J1939 message from the customer controller to indicate Speed Control Mode.
- ASC Control Mode (J1939 PGN 7168 / SPN 7037, Required for J1939 Communication Only) J1939 message from the customer controller to indicate Speed Control Mode.
- ASC Set / Hold Mode (J1939 PGN 65256 / SPN 527 or Switched Input) J1939 or switched input from the customer to indicate the desired operating mode as described in the “ASC Set / Hold Mode Function” section previously in this document.
- Desired Transmission Output Speed (J1939 PGN 7168 / SPN 7039 or PWM signal) J1939 or PWM message from the customer controller and transmitted to the transmission to specify the desired transmission output speed. The transmission ECM will command a desired engine speed based on the desired transmission output speed.
| NOTICE |
|---|
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There must not be any other engine speed command to the engine while ASC mode is active. Conflicting engine speed commands may cause erratic behavior. |
The J1939 parameters shown below in Table 1 are supported specifically for DTOC ASC transmission output speed control.
| J1939 Parameters Supported | |||
|---|---|---|---|
| J1939
PGN |
J1939
SPN |
Parameter Name | Function |
| 65265 | 595 | Cruise Control Active (ASC Enabled) | This parameter is written by the customer controller. The parameter is used to enable ASC transmission output speed control. |
| 527 | Cruise Control State (ASC "SET" / "HOLD" Mode) | This parameter is written by the customer controller. The parameter is used to command "SET" or "HOLD" mode as described in the section titled "ASC"Set" / "Hold" Mode Function" in this Special Instruction | |
| 57344 | 1666 | Automatic Gear Shifting Enable Switch | This message is broadcast by the transmission control to indicate 3 potential states of the ASC operation described later in this Special Instruction. |
| 7168 | 7037 | Trans mission Override Control Mode | This parameter is written by the customer control. The parameter is used to indicate Speed Control Mode. |
| 7039 | Transmission Requested Output Shaft Speed | This parameter is written by the customer control. The parameter is used to set the requested transmission output speed command for ASC. | |
ASC will only be enabled if all required parameters are provided and are within the acceptable range. Also, there are certain transmission conditions that must be met before ASC can be initiated. These conditions are described in Table 7.
| ASC Enablement Conditions and Limits | |||
| Parameter Number | Parameter Name | Valid Range | |
| PGN | SPN | ||
| 61444 | 190 | Engine Speed | Within +/- 30 RPM of the low idle speed programmed in the Cat ET®. |
| 7168 | 7037 | Transmission Override Control Mode | Must be set to "01" (Speed Control) |
| 7168 | 7039 | Transmission Request for Output Speed (J1939 or Hard Wire) | Must be set to 0 RPM |
| 65265 | 527 | Cruise Control States (ASC Set/Hold Function)
or ASC Set/Hold (hard wire) |
Must be set 001 (Hold) or 101 (Set) |
| Must Be wired and grounded to either the "Set" or "Hold" pins on the ECM | |||
| 65265 | 595 | Cruise Control Active (ASC Enable)
or ASC Enable Switch (hard wire) |
Must be set to Enable or Cruise Control switch on (01) |
| Must be set to Enable | |||
| 61445 | 523 | Transmission Actual Gear | Actual gear must be a forward gear. |
| PGN0 | N/A | TSC1 Messaging | No other transmission feature actively use TSC1 (i.e., Engage Calibration, Warm-up Mode, etc. |
| N/A | N/A | Diagnostic Codes | No Active Faults (See fault list that follows) |
Specific hardware faults will prohibit entry into ASC mode or will result in the exit from ASC mode. The list of hardware faults are provided below:
- Engine Output Speed Sensor Fault
- Torque Converter Output Speed Sensor Fault (Converter Drive Only)
- Torque Convertor Lockup Clutch and Transmission Clutch solenoid Faults
- PWM speed control fault (if applicable)
- ASC Enable or ASC Set/Hold Switch fault
- Loss of J1939 communication with the engine
Any of the following conditions , either operator command or otherwise, will cause ASC to exit.
- Cruise Control Active (SPN 595) or ASC enable switch set to the Disable position
- Any non-forward gear command (including "Park", "Neutral", or "Quick to Neutral")
- Any monitoring system diagnostic faults become active
When any of the ASC exit conditions are met, the transmission will automatically send a low idle TSC1 message with medium priority to the engine, and neutralize the transmission. The transmission will continue sending the low idle command until the operator sets the desired gear to Neutral (to match actual gear). Once engine speed has reached low idle, and transmission desired and actual gear are both Neutral, the transmission will stop sending a TSC1 command to the engine, transferring engine throttle command back to the operator.
Transmission Requested Output Shaft Speed
The Transmission Requested Output Shaft Speed is the customer input to the transmission ECU that is used to command a specific transmission output speed. This value can be communicated to the transmission over CAN using J1939 (PGN 7168, SPN 7039) or via a hard wired throttle position sensor that generates a Pulse Width Modulation (PWM) signal. The method of communication is configurable on the transmission ECU using AVSpare Electronic Technician (Cat ET). When using a PWM input, Cat ET should be configured to "Hardwired Input".
| Parameter | Option |
|---|---|
| Transmission Low Flow Control
Desired Speed Input Configuration |
Hard wired Input
J1939 |
| |
| Illustration 40 | g06260215 |
A PWM signal is a square wave. A square wave signal is either full voltage or no voltage — ON or OFF. The percent of time the signal is ON versus the total time is called the duty cycle. A Throttle Position Sensor (TPS) converts a physical sensor position into a PWM signal. The TPS moves between its minimum and maximum throttle positions, or low idle and high idle positions. When the TPS is at low idle, the TPS generates a PWM signal that is typically 10-15 percent duty cycle. When the TPS is at high idle (maximum travel position), the TPS generates a PWM signal that is typically 85-90 percent duty cycle.
When using a PWM Throttle Position Sensor for communicating Transmission Requested Output Shaft Speed to the transmission, the low idle position of the TPS will command 0 RPM Transmission Requested Output Shaft Speed. The high idle position will command Transmission Requested Output Shaft Speed to be the lesser RPM value of the following:
- Engine High Idle Speed x Transmission Speed Ratio of "Transmission Maximum Forward Gear" programmed in Cat ET®
- Transmission Output Speed Limit RPM (programmed in Cat ET)
Programming a Maximum Forward Gear or Transmission Output Speed Limit in Cat ET will reduce the overall speed range of the TPS. Reducing the overall speed range of the TPS will increase the resolution of the TPS and give the operator finer speed control, making it easier for the operator to command transmission output speed (pump flow) more precisely.
| |
| Illustration 41 | g06260330 |
If the standard engine speed control on the machine is J1939, it is recommended to use J1939 communication for transmission output speed control as well. If the standard engine speed control is PWM, it is recommended to use a common PWM Throttle Position Sensor for both engine speed control and transmission output speed control.
The PWM input of the transmission ECU measures the frequency and duty cycle of a 500 Hz PWM signal. The input is a single-ended digital input. The signal input is to switch between 0 VDC (max 1.0 VDC) low state and 5 VDC (min 3.75 VDC, max 24 VDC) high state. The normal operating range for the 500 Hz PWM signal duty cycle is 5% to 95% and frequency is 150 Hz to 1000 Hz. Signal operation outside of this range will result in an abnormal signal diagnostic code on the ECU. Connection of the PWM signal to the ECU should be through wire size of #16 to #18 AWG with a wire specification that meets SAE J1128 for low-tension primary cable, type SXL.
| |
| Illustration 42 | g06260335 |
| |
| Illustration 43 | g06260338 |
The 301-3081 Display Module Gp has been updated to include the Transmission Requested Output Shaft Speed (RPM) value, displayed on Screen #10 as shown in Illustration 42. Older versions of the 301-3081 Display Module Gp may be updated to the new software by request through a CSQ Inquiry (https://csq.cat.com). The 508-0699 Monitor Display Gpfor Tier 3 engines (or 459-4651 Monitor Display Gp for Tier 4f engines) provides a Transmission Requested Output Shaft Speed parameter, and also has the ability to configure "Requested Flow" and "Actual Flow" (Barrels Per Minute) values based on transmission output speed as shown in Illustration 43. If using an OEM display and a PWM Throttle Position Sensor, the requested transmission output speed value can be read and displayed on the OEM display. This will require the OEM of the display to update their firmware to continually request SPN 7039 (Transmission Requested Output Shaft Speed) from the transmission.
ASC Enable (Cruise Control Active) Switch
| ASC Enable Parameters | |
|---|---|
| Parameter | Option |
| Transmission Low Flow Control
Input Configuration |
Hard wired Input
J1939 |
The ASC Enable (Cruise Control Active) “switch” is used as the entry into ASC operation. The ASC Enable / Disable signal can be communicated to the transmission over CAN using J1939 (PGN 65265, SPN 595) or via a hardwired single pole, double throw switch. The method of communicating this signal must be configured in Cat ET. The configuration in Cat ET applies to the ASC Enable/Disable and ASC Set/Hold Mode signals. Therefore, all messages must either be communicated over J1939, or by using hardwired switches.
| ASC Enable Status | |||
|---|---|---|---|
| PGN | SPN | Valid SPN Inputs | Action Taken |
| 65265 | 595 | 00–Cruise Control Switch Off | ASC Disable |
| 01–Cruise Control Switch On | ASC Enable | ||
When communicating the ASC Enable status using J1939 SPN 595 (Cruise Control Active), reference the Table 10.
| |
| Illustration 44 | g06260592 |
When communicating the DTOC Enable status using a single pole, double throw hard wired switch, refer to Illustration 44.
ASC Set / Hold Mode (Cruise Control States) Switch
The ASC Set / Hold Mode (Cruise Control States) switch is used to select the ASC operating mode (Set or Hold). The description of the Set and Hold modes can be found in the"ASC"Set" / "Hold" Mode Function" section. The ASC Set / Hold signal can be communicated to the transmission over CAN using J1939 (PGN 65265, SPN 527) or via a hardwired single pole, double throw switch. The method of communicating this signal must be configured in Cat ET. The configuration in Cat ET applies to the ASC Enable/Disable and ASC Set/Hold Mode signals. Therefore, all messages must either be communicated over J1939, or by using hardwired switches.
| ASC Set/Hold Parameters | |
|---|---|
| Parameter | Option |
| Transmission Low Flow Control
Input Configuration |
Hard wired Input
J1939 |
When communicating the ASC Set / Hold Mode using J1939 SPN 527 (Cruise Control States), refer to Table 12.
| ASC Set/Hold Status | |||
|---|---|---|---|
| PGN | SPN | Valid SPN Inputs | Action Taken |
| 65265 | 527 | 001– hold | ASC Hold Mode Active |
| 101– Set | ASC Set Mode Active | ||
| |
| Illustration 45 | g06260702 |
When communicating the DTOC Set/Hold Mode status using a single pole, double throw hardwired switch, refer to Illustration 45.
| |
| Illustration 46 | g06260639 |
A Transmission ECU driver is provided in order to indicate the state of ASC operation. Refer to Table 13 for ASC operating state, and the associated LED state.
| LED State | |
|---|---|
| Condition | DTOC LED State |
| ASC Enable Switch is set to "OFF" and the ASC does not have TSC1 engine control priority | Off |
| ASC Enable Switch is set to "On", but all entry condition have not been met | On-Blinking |
| ASC Enable Switch is set to "On", and all entry condition have been met. ASC now has TSC1 engine speed control | On-solid |
| ASC now has TSC1 engine speed control, but TCOS Low Idle Strategy is active | On-Blinking |
| ASC Exit Logic has control of the engine TSC1 command | On-Blinking |
| |
| Illustration 47 | g06260643 |
If using the AVSpare Bronze Display, an ASC icon is provided to indicate ASC operating state. In this case, an LED is not required on the customer control panel. The state of the ASC icon on the Bronze Display will match the LED state in Table 13. Refer to Illustration 47 for the icon used to indicate ASC operation.