SECTION I: shift controls

ALLISON off-highway transmission models

Items discussed in the CONTROLS SECTION are:

1.0 General

2.0 RANGE shift controls
2.1 General
2.1.1 Electronic Shift Controls
2.1.2 Manual Electric Controls
2.1.3 Manual Hydraulic Controls
2.1.4 Electric Lockup Considerations
2.2 Multiple Controls for One Transmission
2.3 Multiple Transmissions Operated by One Control System

3.0 Miscellaneous Controls FUNCTIONS
3.1 General
3.2 Neutral Start
3.3 Neutral-Range Shift Inhibit
3.4 Bed Hoist Interlock
3.5 Loading Hold
3.6 Delta-P ("∆P")
3.7 Range Commanded Signal

REVISION HISTORY

OHIMI
August 16, 2010
 SECTION I: SHIFT CONTROLS

1.0 GENERAL
This section discusses design considerations and installation requirements for controls topics which
are unique to the individual shift control systems used with Allison 5000, 6000, 8000 or 9000-series
transmission models and functions which are unique to one or more of those models.

General information regarding the three types of shift controls which may be used with these trans-
missions — electronic, manual electric, and manual hydraulic — are summarized in the appropriately
labelled section of the Off-Highway Controls tech data.

Unless otherwise noted, all documents referenced in this document may be found in the Extranet
channel of the Allison Transmission website, www.allisontransmission.com. To locate the referenced
documents, which are identified by italic font, look for Tech Data under the Engineering heading on
the Extranet home page. Contact your Allison Transmission representative if you do not have access
to the Allison Transmission Extranet.

2.0 RANGE SHIFT CONTROLS

2.1 GENERAL
The primary purpose of the shift controls system for all Allison transmissions, including the 5000
through 9000-series hauling models, is to provide smooth transition between lower and higher gear
ratios of the transmission when warranted by the operating conditions. Because of the variety of
vocational usage and transmission hardware involved with these models, three different shift control
systems are used within the hauling model families: manual electric, manual hydraulic, and electron-
ic. Basic design and installation requirements for all three types of controls systems are discussed in
much more detail in their respective sections of the Off-Highway Controls tech data.

Not only are the three types of controls installed differently, they also operate differently — in some
regards in very significant manners. Although the discussion of those items is not the primary pur-
pose of this document, a brief description of the controls systems operation is of benefit before dis-
cussing specialized functions which relate to each.

2.1.1 ELECTRONIC SHIFT CONTROLS

This type of control system is available with selected transmission models, either as a standard or
optional configuration, with each transmission family. Electronically-controlled 5000 through 9000-
series transmission models utilize CEC2 or CEC3 controls. The CEC2 Electronic Control Unit (ECU)
provides the capacity for two separate and distinct shift calibrations, one for use in "Primary Mode" of
operation, and one in "Secondary Mode". The CEC3 Transmission Controls Module (TCM) can have
up to four different shift calibrations, for even more operational flexibility.

The primary mode of most shift calibrations is programmed to shift the transmission from range-to-
range automatically upon the attainment of a specified transmission output shaft speed for that spe-
cific shift (assuming the shift has been requested on the shift selector). This shift pattern is typically
referred to as "fixed shifts".

In most secondary shift mode controls, each range-to-range shift is programmed to occur at an
increasing output shaft speed as the throttle position is advanced. These are typically referred to as
"modulated shifts".

Off-Highway Installation Manual – August 16, 2010 Page I-2

With only a few exceptions for specialized vocational uses, each of these transmission models begin
operation driven through the torque converter in first gear (1C). While still in first gear, the lockup
clutch is automatically engaged (1L). Except for momentary disengagement during shifts, the lockup
clutch normally remains engaged during most operation in ranges above first gear. Thus, the typical
shift sequences for Allison off-highway model families are:
• 5000-series 1C-1L-2L-3L-4L-5L-6L
• 6000-series 1C-1L-2L-3L-4L-5L-6L
• 8000-series 1C-1L-2L-3L-4L-5L-6L
• 9600-series 1C-1L-2L-3L-4L-5L-6L
• 9800-series 1C-1L-2L-3L-4L-5L-6L-7L-8L

When the "Second-Gear-Start" (2GS) option is available, the transmission starts in second gear if 2nd
or higher gear range is selected on the shifter. First gear is then available only by manually selecting
"1" on the shifter when the transmission is equipped with this option. 2GS operation is rarely used
with these transmissions.

With 2GS controls, shifting may be substantially reduced, thereby improving clutch durability — which
might be considered for vehicles which are subjected to use for infrequent, but lengthy, time periods
of lightly loaded or unloaded conditions in which the lower ratio of first gear is not needed. In cases
such as this, the transmission would start in converter mode, shift to lockup, and then lockup-to-lock-
up into higher ranges (2C-2L-3L-4L-etc.) as dictated by the gear selection. If maximum gradeability is
required, first gear can be manually selected.

Other variations, such as "Third-gear-start" (3GS) or "Fifth Range Max" may also be used for special
vehicle applications.

NOTE: Starting ranges above 1st gear are typically used with high hp to weight ratio
vehicle installations, such as airport emergency vehicles. Although max ratios below 6th
(except for 9800-series models) are available, these calibrations are discouraged. Lower
max ratios typically indicate that the best choice for vehicle axle ratio has not been
chosen. Axle ratios and tire sizes should be selected that optomize vehicle performance.
By selecting the proper axle and tire design that results in the desired max vehicle
speed in the highest transmission range available, the maximum gradeability in the
transmission's lowest range is also achieved. This also distributes the duty cycle among
all transmission ranges, which results in longer transmission life.

Electronic shift controls incorporate inhibitors which minimize destructive over-speeding of the en-
gine upon making downshifts, and prevent shifting between reverse and forward gears at improper
speeds.

Controls for all electronically-controlled transmission models may be programmed to incorporate a

"hold upshift" feature, which is effective only if the transmission is not operating in its highest range.
When the hold feature is activated, transmission upshift points are increased to a programmed value
in order to "hold" the transmission from upshifting beyond the current range. If the transmission out-
put speed increases to the point that it exceeds the programmed value, an upshift to the next higher
range will occur. "Holds" are activated by invoking the electronic controls "hold" feature or by select-
ing the current range or a lower range on the shift selector. (See discussion regarding this feature in
the Off-Highway Controls tech data.

Off-Highway Installation Manual – August 16, 2010 Page I-3

This feature may be used in conjunction with an "engine over-speed" signal (an additional controls
feature), set slightly below the "hold upshift" threshold value, to warn the operator of an impending
upshift before it occurs.

CAUTION: A typical use of the "hold" feature is to maximize engine braking when
operating downhill. In order to prevent engine over-speeding, however, the hold function
is not infinite for some calibrations. In those cases, the transmission will be permitted to
shift from the hold range to the next higher range at some speed above the normal shift
calibration speed (typically near the no-load governed speed of the engine).

Similar to using the "hold" feature, the operator may preselect any gear below DRIVE on the shift
selector at any time. When a range has been "preselected" in this manner, shift points to and from
ranges above the preselected range are higher than the normal shift points. Shifts below the pre-
selected range are not affected. "Preselect downshifting" is beneficial in maintaining higher engine
speed, resulting in higher braking and (for retarder models) retarder capacity, during downhill opera-
tion or vehicle deceleration cycles. See discussions regarding Preselect Downshifts in the Off-High-
way Controls tech data.

For more details regarding operation of transmissions equipped with these controls systems, refer to
the CEC2 Controls Manual or the CEC3 Controls Manual in the Off-Highway Controls tech data.

2.1.2 MANUAL ELECTRIC CONTROLS

This control system, sometimes called "powershift" controls, is available with selected transmission
models in each transmission family.

NOTE: Transmissions with manual electric shift controls are approved only for use in
stationary equipment and are not suitable for use in vehicle propulsion applications.

With these controls, the shift selector may be used to select one of a number of forward gears, neu-
tral (N), and Reverse. The actual number of forward gears varies by transmission model. Reverse
operation may consist of one gear (R), two gears (R1 and R2), or, for some models, no reverse gear.

When a forward gear is selected with the shift selector, the transmission begins operation in "convert-
er mode" in the gear selected. When determined by the shift controls, the lockup clutch is engaged
automatically. All gear-to-gear shifts are performed at the request of the operator through the shift
selector.

Models with manual electric shift controls must incorporate an electric downshift inhibit feature to limit
downshifting in some operating conditions. Additionally, the controls valve body is available in two dif-
ferent configurations — which provide alternative types of operation in the event that electrical power
to the control system is lost:

• "lock in range", keeps the transmission in, or near, the selected gear in the event of power loss

• "lock in neutral" automatically returns the transmission to neutral in the event of power loss.

For more details regarding operation of transmissions equipped with these controls systems, refer to
Manual Electric Shift Controls section of the Off-Highway Controls tech data.

Off-Highway Installation Manual – August 16, 2010 Page I-4

2.1.3 MANUAL HYDRAULIC CONTROLS
This control system, sometimes called "powershift" controls, is available with selected transmis-
sion models in the 5000 and 6000-series transmission families. Gear selection is similar to manual
electric controls, i.e. when a forward gear is selected with the shift selector, the transmission begins
operation in "converter mode" in the gear selected. When determined by the shift controls, the lockup
clutch is engaged automatically. All gear-to-gear shifts are performed at the request of the operator
through the shift selector.

Unlike the controls for other transmission configurations, these must incorporate inhibitors to prevent
against over-speeding the engine upon making a downshift to a lower gear at an improper speed,
"holds" to maximize engine braking during coast down, or a means to prevent shifting between for-
ward and reverse gears at improper speeds.

NOTE: Transmissions with manual hydraulic shift controls are approved only for use in
stationary equipment and are not suitable for use in vehicle propulsion applications.

For more details regarding operation of transmissions equipped with these controls systems, refer to
Manual Hydraulic Shift Controls sections of the Off-Highway Controls tech data.

2.1.4 electric lockup considerations

All transmissions equipped with CEC1, CEC2 or CEC3 Allison electronic controls are equipped with
electric lockup clutch control. This feature provides optimum performance between lockup and con-
verter operation, but requires a thorough understanding of transmission design and function. This
is accomplished with Allison electronic controls using the transmission computer (ECU or TCM) to
assure that lockup is energized at the most desirable times based upon torque converter performance
and throttle input. Because it would be undesirable to have the lockup clutch engaged at low engine
speeds, when the engine lugs below peak torque speed, or when converter torque multiplication is
required, lockup clutch control must be accomplished by computer, and not left to the discretion of
the operator. Engagement timing of the lockup clutch is also critical. Improper timing could result in
engine lug, poor performance, excess heat, or undesirable torque spikes. This could result in poor
efficiency or reduced life of the transmission and/or other power pack components.

Although it is possible to use electric lockup with transmissions equipped with manual electric or man-
ual hydraulic controls, it is not generally recommended, and requires a customer furnished computer
controller. For this reason, the use of electric lockup without the use of Allison electronic controls
requires Allison Off Highway Engineering approval. Only customers who have a thorough knowledge
of transmission operation and performance should even consider attempting this. If electric lockup is
desired, Allison electronic controls, that are available with all Allison Off Highway product families, are
recommended.

2.2 MULTIPLE CONTROLS FOR ONE TRANSMISSION

In certain applications, it is necessary to control the operation of one transmission from two or more
operator positions (e.g., powertrain may be used for vehicle propulsion to a job site, then disconnect-
ed from the driveline and used to power a pump or other semi-stationary equipment from a different
operators panel). In an installation of this type, the transmission can be controlled from either opera-
tor's station. The unused shift selector is inactive.

Electronically-controlled transmission models are best suited for applications of this type, and are
required when at least one of the operating modes is for vehicle propulsion.

Off-Highway Installation Manual – August 16, 2010 Page I-5

2.3 MULTIPLE TRANSMISSIONS OPERATED BY ONE CONTROL SYSTEM
In certain multi-powerpack applications, it is desirable to control the operation of two transmissions
concurrently from a single operator position. This type of operation is enhanced through use of the
electronic controls system which is available with at least one model configuration in each of the
transmission families. Special installation requirements apply for installations of this type —consult
Allison Engineering for assistance.

3.0 MISCELLANEOUS CONTROLS FUNCTIONS

3.1 GENERAL
Each transmission is equipped with a variety of features which, when properly interfaced with other
vehicle components, perform functions of vehicle or accessory control, assist the operator in vehicle
operation, or protect the transmission or vehicle from abuse. The purpose of this section is to discuss
the design and installation considerations for these controls features. Note that additional discussions
regarding these and other significant control functions are discussed in more detail in the various sec-
tions of the CEC2 Controls Manual or CEC3 Controls Manual in the Off-Highway Controls tech data.

3.2 NEUTRAL START

NOTE: Each installation which uses an Allison transmission must include a provision
which prevents starting the engine unless the transmission is in NEUTRAL.

For electronically-controlled models, this function is provided as a standard function of the controls
system. Refer to the CEC2 Controls Manual or the CEC3 Controls Manual sections of the Off-High-
way Controls tech data for details.

For transmissions with manual-electric or hydraulic-electric controls, the neutral start function is typi-
cally incorporated as a design feature of the shift tower. Consult the shift selector manufacturer for
details.

3.3 NEUTRAL-RANGE SHIFT INHIBIT

Some applications require frequent shifting of the transmission to neutral for PTO operation at engine
speeds above idle. It is important that the engine speed be returned to near idle prior to shifting the
transmission to a drive range. This practice avoids harsh shifting and subjecting the transmission to
excessive inertial loads that may result in clutch or shaft damage.

For electronically-controlled models, this signal can be included as an optional function of the
controls system. Refer to the Section D: System Operation of the CEC2 Controls Manual or Sec-
tion B: System Operation of the CEC3 Controls Manual for more details. Consult Allison Application
Engineering for further information.

3.4 BED-HOIST INTERLOCK

This feature is available as a standard feature of the electronic shift control system for most hauling
transmissions.

This interlock is designed to shift the transmission from reverse to neutral when the transmission is
in reverse and the vehicle dump bed is being raised. This prevents the operator from continuing to
operate the vehicle in reverse while raising the dump bed.

Off-Highway Installation Manual – August 16, 2010 Page I-6

For additional details regarding the interface of this feature with other vehicle systems, and operation-
al consideration regarding this function, refer to the Off-Highway Controls tech data.

3.5 LOADING HOLD

This feature, which is available for all 5000 through 9000-series transmissions with electronic shift
controls, must be used with CEC1-equipped transmissions in conjunction with the main oil filter pres-
sure drop (∆P) switch. When properly interfaced with this switch on the transmission oil filters, this
feature is used to limit transmission operation whenever the filtration system is in need of being ser-
viced, permitting transmission operation only in reverse, neutral, and first gear until the filter condition
is addressed.

Loading Hold may also be activated manually, in transmissions equipped with either CEC1, CEC2 or
CEC3 controls, by a separate vehicle switch, to hold the transmission in range (preventing upshifts as
described in section 2.1.1) during certain types of vehicle operation. For additional details, refer to
the appropriate controls tech data book.

NOTE: If the ∆P switch detects high pressure drop across the filters due to low fluid
temperature (high fluid viscosity), the hold function may be activated with CEC1
equipped installations until fluid temperature increases and normal pressure is detected.

3.6 delta-p ("δp") hold

This feature is similar in function to "Loading Hold" (paragraph 3.5). However, the function is tempo-
rarily disabled when low fluid temperature is detected by the CEC2 or CEC3 control system, thereby
allowing full access to all gear ranges regardless of operating temperature. For additional details,
refer to the CEC2 Controls Manual or the CEC3 Controls Manual in the Off-Highway Controls tech
data.

NOTE: This feature is not available with CEC1 controls. The Loading Hold feature
described above is used for this purpose with CEC1 equipped installations.

3.7 RANGE COMMANDED SIGNAL

Sustained use of the park brake with the engine running and the transmission in gear can cause an
overheating failure of the transmission.

The range commanded feature, which is a programmable option with all 5000 through 9000-series
transmissions with electronic shift controls, may assist in detection of this condition. Proper interface
with the brake controls is required.

Typically, the installation is designed to allow the application of the park brake system only if the
transmission is in neutral. Through use of reverse logic (either preventing application of the brake
when the transmission is in any range except neutral, or automatically deactivating the brake if a
range other than neutral is commanded), the feature is also functional if the engine is not running.
For transmissions equipped with CEC2 or CEC3 Controls, a dedicated output function (Neutral-To-
Range Brake Output) can be used for this purpose — controlling the application and release of the
neutral-to-range shift brake when the transmission is shifted between neutral and range.

For additional details, refer to the CEC2 Controls Manual or CEC3 Controls Manual in the Off-High-
way Controls tech data.

Off-Highway Installation Manual – August 16, 2010 Page I-7

 Revision History
August 16, 2010
• Added discussions of electric lockup clutch control in paragraph 2.1.4.

August 12, 2010

• Added hyperlinks.
• Deleted Service Considerations section in paragraph 1.0.
• Expanded discussion of starting range and max range in paragraph 2.1.1.
• Added reference to CEC3 controls.

September 14, 2005

• Updated document format and references to other documents.
• In paragraph 3.7, Neutral-to-Range Brake output function replaces use of both the Park Brake En-
able input and the Park Brake output.
• Added Revision History

Off-Highway Installation Manual – August 16, 2010 Page I-8