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GMK 3050

Allison
Transmission
1 Allison transmission description......................................................................................1
1.1 Transmission views .......................................................................................................2
1.2 ECU ...............................................................................................................................3
1.3 Heinzmann.....................................................................................................................3
1.4 Speed sensors.................................................................................................................4
1.5 Shift selectors ................................................................................................................4
1.6 Vehicle interface module (VIM) ...................................................................................5
1.6.1 Special function digital inputs ................................................................................6
1.6.2 Standard and special function VIM outputs............................................................7

Appendix A Electrical Overview Drawing………………………………………………. 8


RC 22.12.98

GMK 3050. Training Information. Allison Transmission. December 1998.


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.1 Allison transmission description

The transmission (MD 3060 P) is directly connected to the engine and has 6 forward and 1
reverse speed. The transmission has a torque converter with lockup clutch and torsion
damper. An integrated oil cooler is fitted, which uses the engine cooling water to dissipate
the heat. A power take-off is installed on the left & right side of the transmission. The left
can be hydraulically engaged, and serves to drive the main superstructure hydraulic pump.
The right side is live-drive and the drives the steering pumps.

Transmission control consists of seven major components connected by wiring harnesses.


♦ Electronic Control Unit (ECU) installed in carrier cab

♦ Engine throttle position information from Heinzmann

♦ Three speed sensors installed inside transmission

♦ Shift selector carrier

♦ Shift selector superstructure

♦ Vehicle interface module (VIM) installed in carrier cab

♦ Solenoids installed inside transmission sump

Special characteristics are programmed into the ECU for the specific application, these are
activated by special function inputs / special function outputs.

Carrier shift selector Super shift selector

Heinzmann throttle position Oil level sensor

Speed sensors ECU Solenoids

Sump temperature C3 pressure switch

VIM

Inputs Outputs

Figure 1: Electronic Control Unit Block Diagram

GMK 3050. Training Information. Allison Transmission. December 1998. Page. 1


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1.1 Transmission views

Figure 2: Right rear view of transmission

Figure 3: Left front view of transmission

GMK 3050 Training information. Allison Transmission. December 98. Page. 2


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1.2 ECU

The ECU (figure 4) contains the microprocessor, which is the brain of the control system.
The ECU receives and processes the information defining: shift selector position, throttle
position, engine speed, turbine speed, and transmission output speed. The ECU uses the
information to control transmission solenoids, supply system status, and provide diagnostic
information.
The ECU contains an Electronically Erasable Programmable Read Only Memory (EEPROM)
which is programmed with the shift calibration and other data for the specific application.

Figure 4. Electronic control (ECU)

1.3 Heinzmann govenor

The Heinzmann governor (figure 5) replaces the normal throttle position sensor. It provides
an analogue voltage signal to the ECU to indicate the current throttle position. The ECU and
the Heinzmann governor are mounted side by side in the carrier cab. For more detail see
Heinzmann speed governors.

Figure 5: Governor
ECU

GMK 3050. Training Information. Allison Transmission. December 1998. Page. 3


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1.4 Speed sensors

Three speed sensors (engine speed, turbine speed and output speed) provide information to
the ECU. The speed ratio between the various sensors allows the ECU to determine if the
transmission is in the selected range. Hydraulic problems are detected by comparing the
speed sensor information for the current range to that range's speed sensor information stored
in the ECU memory. Note: The turbine speed sensor can only be accessed by removing the
sump.

Turbine

Engine ECU

Output

Figure 6: Speed sensors

1.5 Shift selectors


Two remote push button shift selectors are installed. These allow gear selection and access to
the ECU error memory for diagnostic codes (carrier only). See Allison information for error
code procedure and numeric list. Superstructure shift selector
Carrier shift selector

ECU

Slip rings

Figure 7: Shift selector

GMK 3050 Training information. Allison Transmission. December 98. Page. 4


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1.6 Vehicle interface module (VIM)

The vehicle interface module (VIM) provides relays, fuses and connection points with the
output side of the crane electrical system. See plug X31 / X32 on (VIM-BOX) transmission
electrics overview drawing, page 8.

VIM

ECU

To crane electrics

Figure 8: VIM-BOX

The VIM-BOX contains six relays, which are controlled by the ECU. The ECU control of the
relays is either by standard inputs e.g. neutral start or by special function inputs. The special
function inputs are via the vehicle interface connection plug. See X30 on transmission
electrics overview drawing, page 8. The Special function inputs and the VIM-BOX relay
outputs are closely related for the crane application.

87
86 85
87A
30

Relay pin numbering


on bottom of relay

1 Early fuse location

Figure 9: Relay layout in VIM-BOX

GMK 3050 Training information. Allison Transmission. December 98. Page. 5


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1.6.1 Special function digital inputs

♦ SFI 1 = Shift selector transfer (relay K4). Open contact between cable 161B and
155 will select carrier, closed contacts will select superstructure.

♦ SFI 2 = Auxiliary hold /up-shift lock (relays K17, K161 & K 91). Open contacts
between cable 161B and 153 will allow normal gear selection, closed contacts will
limit up-shift to second gear.

♦ SFI 3 = PTO request (switch S10). Open contacts between cable 118 and 24
volts from switch will disengage the PTO. Closed contacts will engage the PTO,
subject to a maximum speed limitation of1000 rpm.

♦ SFI 4 = 5 kph request (relay K9). Open contact between cable 119 and 24 volts
from relay contact will allow normal operation. Closed contacts will only allow
functions: suspension, differential locks and independent rear steering to be
engaged < 5 kph.

♦ SFI 5 = ABS (option). Open contacts between cable 161B and 154 will allow
normal operation. Closed contacts will give ABS control.

♦ SFI 6 = Engine brake request (relay K11). Open contacts between cable 161B
and 163 will allow normal operation. Closed contacts will allow engine brake; only
with lockup and permits higher downshift program 2400 rpm

♦ SFI 7 = Not in current use.

♦ SFI 8 = Economy/power mode. Open contacts between cable 161B and 117 will
give power program. Closed contacts will give economy program. Currently only
the power program is available.

See plug X 30 on transmission electrics overview drawing, page 8. For crane detail see
electrical schematic, group =41, pages 5 & 6.

GMK 3050 Training information. Allison Transmission. December 98. Page. 6


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1.6.2 Standard and special function VIM outputs

♦ Standard output = Power to coil of K6 for reverse warning

♦ Standard output = Power to coil of K3 for neutral start

♦ SFO.1 = Power to coil of relay K4 @ < 5kph for suspension, differential locks
and independent rear steering.

♦ SFO 2 = K2, not used.

♦ SFO 3 = Power to coil of relay K6 @ < 1000 rpm to engage PTO.

♦ SFO 4 = De-energised coil of K5 to engage engine brake.

See plugs X31 / X32 for VIM wiring. For crane detail see electrical schematic, group =41,
pages 5 & 6.

♦ SFO 5 = This is a special output, which is not routed through the VIM-BOX. It
supplies a ground for relay coils K17, K91 & K161, only available up to second
gear. Speed limitation for restricted operation (rear steering, diff locks etc).

See plug X30 on transmission electrics overview drawing, page 8. For crane detail see
electrical schematic, group =41, pages 5 & 6.
To relate the crane application to Allison applications, see Allison schematic: appendix H.

NOTE: The ECU and VIM-box both changed to 24 volt versions around October 1995. The
first serial number of this change is 8076.
Welding on the crane.
♦ Disconnect the wiring harness connectors from the ECU.

♦ Disconnect both the battery positive and negative leads, and any electronic
control ground wires connected to the chassis.

♦ Cover electronic equipment to protect it from sparks etc.

Warning! Always refer to the specific Allison manuals for the correct
procedures prior to attempting any repairs.

GMK 3050. Training Information. Allison Transmission. December 1998. Page. 7


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Appendix A GMK 3050 AllisonTransmission Electrics
Vim-Box
To ECU

X31 / X32 15 / 1
24 volts Axle 3 steering lock
K161
B2 Rev Warning CM 313 CM F3 / 2
B1
K1

Rev Warning NO 313 NO E13/E14


ign
A1 Key switch
Diff cross locks K91 Vehicle interface
P1
G1
Neutral start CM 323 CM F3 / 7 F2 / 5 S1 S6 X30 connection plug
K3

Neutral start NO 323 NO 125 S3


F1 Do not shift 315 K1
Do not shift F3 / 3 K9 Diff long locks
K17
Negative ref up to 2nd gear only SF output 5 105
L3 K3 1
Speed signal 357 PTO enable SF input 3 118 +
M2 H2 F3 / 5
2
Dimmer in 358 Speed threshold enable ( 5kph ) SF input 4 119 +
N3 J3 3
4

Connection to ECU
B3 SF1 CM 314 CM
A2 K8 K9 K161
5
K4

SF1 NC 314 NC 84 83
B2 K17
6
ign SF1 NO 314 NO K8
A3 K91
7
K4 Auxiliary hold SF input 2 153 -
Diff cross locks 33 34 8
K4 Shift selector transfer SF input 1 155 -
M1 SF2 CM 332 CM Rear steering 43 44 9
E2 Diff long locks 53 54
K28
Engine brake Exhaust brake Trailer brake SF input 5 154
12
K2

SF2 NC 332 NC
D2 SF2 NO 332 NO
Suspension 63 64 161 B
13
E3 Select
K11 Engine brake enable SF input 6 163
14
-
super/carrier SF input 8 117
S10 16
P2 SF3 CM 312 CM 5 7
F2
K6

SF3 NC 312 NC Superstructure shift selector


C2 SF3 NO 312 NO
PTO Y15 PTO control Turntable sliprings
108
F3 Pressure switch
6 A8
168

Connection to
N2 F4 / 2 B34

2.Gear selector
SF4 CM 325 CM Foot switch engine brake 4
E1 K28
K5

ECU
SF4 NC 325 NC Engine brake enable S37 K11 160
ign D1 5 B26
10 A 136 B
Ignition 346 K25 1 B2
S1 C1 143 B
7 B9
+ Bat 336 A Cruise control off
R1 10 A X29 / X24 X24 / X29
J1 + Bat 336 C Transformer
R2 30 Battery
J2 + + 24 volt Heinzmann III H
135 A
B1

Connection to
12 v 24 v Idle signal Negative
_ _ 31 Battery II V 156

ECU
- Bat 336 A Engine governor III K
0.83 - 3.8 volts
B22
L1 K1 - Bat 336 C
L2 K2 A24

ECU cable 144 System overview only


Pin: B10 black Please see electrical schematics for specific system detail Revision RC: 16.12.98

GMK 3050. Training Information. Allison Transmission. December 1998. Page. 8