eaton autoshift vs manual
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eaton autoshift vs manualPlease enter another search term. Using a three pedal system, the Solo self-adjusting clutch is used only for starting and stopping. Once the vehicle is in motion, AutoShift operates like an automatic transmission, with the efficiency of a manual transmission. This transmission is currently only available in Australia, Mexico, and South America. Product Snapshot Speeds: 18 Forward, 4 Reverse Torque Capacity Lbs.Ft. (Nm): 1450 - 2250 (1966 - 3050) Weight Lbs. (kg): 969 (439.53) Length Inches (mm): 33.1 (840.74) Specifications Guide Clutch pedal is used for start-up and stopping only, prolonging clutch life. Computer controlled shifts at ideal engine speed for best efficiency and performance. Accurate diagnosis and repair with continuous electronic self-diagnostics. Modular automation design for ease of diagnosis and service. Requires appropriate electronic engine and engine brake. Consult engine OEM for availability. Roadranger warranties are available for a wide variety of applications. To find the coverage that applies to your specific vocation, please see the Vocational Warranty Guide (TCWY0900) AutoShift 10: best for “predictable” on-highway linehaul applications. AutoShift 18: Used in many applications where our manual Super 18 is used, including severe duty, heavy haul, construction and high-performance on-highway. Benefits Reduces driver skill requirements through ease of operation. Reduces potential for drivetrain abuse by inexperienced drivers. I understand and agree that Eaton will use my data to personalize marketing communications. Any use of my personal data will take place in compliance with the relevant and applicable data privacy laws and the Eaton Privacy Policy.All Rights Reserved. Please enter another search term. Logging is just one of the many vocational applications that at one time were thought to be impossibly rigorous for automated manual transmissions.http://sfera-vlad.ru/img/cristor-x3-manual.xml
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Sure, automated manuals were at times placed into vocational service, but it was usually a highway product that was adapted to fit a new role. It was less than ideal - square peg, round hole. With its newest line of automated manual transmissions, Eaton has automated the gearboxes vocational customers have come to trust. This allows them to maintain the gear ratios they are already accustomed to while enjoying all the benefits of automation. “We’ve taken our highly robust manual box and automated it, so it has the exact same ratio coverage with an UltraShift PLUS that you have had from your Eaton manual transmission,” explained Molly Doyle, automation and vocational sales manager with Eaton. Eaton UltraShift PLUS transmissions are available for a full range of vocational applications, including dump trucks and mixers. The company has even automated its 18-speed transmission for heavy-haul applications. One of the obvious benefits of an automated manual transmission in vocational environments is increased driver alertness. Drivers can focus on their surroundings at the job site rather than watching the tachometer and worrying about being in the most appropriate gear. For fleet owners, this means new hires can more quickly become safe, productive drivers. “Your newest operator is driving like your most experienced operator in a much shorter time window,” explained Ryan Trzybinksi, Eaton’s commercial transmission development and product planning manager. Another benefit of automation is that it allows all drivers to perform at a high level in terms of maximizing fuel efficiency. It has been widely reported that there is as much as a 30 percent variance in fuel efficiency between a typical fleet’s best and worst performing drivers. “I think fuel efficiency is definitely a highlight for the UltraShift PLUS,” said Doyle.http://www.connecttravelservices.com/uploads/userfiles/criterion-boring-head-manual.xml “You’re never going to beat an owner-operator who has been driving for 20 years and knows how to drive a manual 18-speed and can see the road ahead of them. But when you’re talking about owning a fleet of 50 dump trucks and you have maybe three drivers that fit that profile, you can expect that the UltraShift PLUS is going to help bring that fleet average up.” This has become increasingly important at a time when fewer young, entry-level drivers have experienced driving a manual transmission-equipped vehicle of any type. In addition to improved safety and greater fleet-wide fuel efficiency, there are other benefits customers can expect to see in the latest-generation Eaton automated manual transmissions. Some of the features that are engineered into the transmission were developed with vocational applications in mind. For instance, Creep Mode allows the vehicle to crawl along at a slow, steady pace, making it ideal for precision operations such as pouring concrete or spreading asphalt. There also is Hill Start Aid, which holds the vehicle on a 1 percent grade for up to three seconds and provides the driver sufficient time to move their foot from the brake to the accelerator without rolling forward or backward. Both Creep Mode and Hill Start Aid are standard features across the entire vocational line of UltraShift PLUS transmissions. The enhanced functionality built into these vocational transmissions is enabled by an electronic clutch actuator, which allows for smoother, more precise shifting especially at low speeds. Trzybinski explained how it works: “The previous UltraShift version used a centrifugal clutch. As you sped up the rpms, the weights inside the clutch would expand outward and the clutch would engage. You needed to get the rpms up to get engagement, so at low speeds that was not very advantageous and you tended to get a rough kick into the early gears.http://www.diamondsinthemaking.com/content/bose-wireless-headset-manual The new UltraShift PLUS uses electronic actuation, meaning we can very quickly pull back the bearing, disengage and re-engage, and perform shifts regardless of engine rpm. This enables you to have smoother and improved low-speed maneuverability.” This improved low-speed shifting performance makes the vocational series of UltraShift PLUS transmissions so appealing in mixer and construction applications, among others. The versatility of the product makes it popular in some of the most rigorous vocations you’ll find -- logging, oilfield and other heavy-haul applications. In fact, the 18-speed UltraShift PLUS VXP (Vocational Extreme Performance) version has no gross vehicle weight limitations. “When thinking about weight, you want to think about startability and gradability, so as long as your truck is spec’d correctly with the right ratios, you’re going to be fine. Eaton has been demonstrating the ability of its UltraShift PLUS to pull heavy loads up steep grades at its Michigan test track. “One of the trucks we run in our test environment is loaded to 140,000 pounds (63,500 kilograms) and we can go heavier than that,” Trzybinski said. “The heavy-haul drivers and fleet owners that come in here and drive that truck on a 15 percent grade, stop it, back it up the hill and stop it again, really see the value.” Doyle and Trzybinski agree that vocational operators are beginning to appreciate the advantages of automation. The concept is not yet mainstream as it is on-highway, but the benefits of automation are as significant - maybe even more so - in a vocational environment. Fleets and owner-operators looking for an automated product can enjoy the UltraShift PLUS with the peace of mind of knowing it is supported by the Roadranger network, and can be serviced at any OEM dealership.http://fugentechnik-koepple.com/images/canon-zr60-instruction-manual.pdf And because the UltraShift PLUS is based on a manual gearbox, it is fully integrated with the engine brake for greater control on grades when compared to a fully automatic transmission with a torque converter. But perhaps the greatest benefit of offering a full line of vocational UltraShift PLUS transmissions is that customers now have an unprecedented selection of manual and automated manual transmissions from which to choose. The benefits of automation are many, but Doyle acknowledged customers that have been well served by their traditional manual transmissions may not be eager to make the switch. “I really believe the great thing about working with Eaton is, it does give you the power of choice,” Doyle said. “If you’re confident in your drivers, you’re not having non-warranty maintenance issues or some of the challenges that are causing fleets to go to automation, then a manual is still a fantastic option. It’s a robust product. But if you have business needs that are pushing you towards automation, we have just as good of a solution from an automated perspective as we do on the manual side. No other transmission manufacturer can offer you both.” All Rights Reserved. Unit torque capacities range from 1,450 to 2,250 lb-ft and has an unlimited Gross Cargo Weight Rating for 18-speed versions. We adopted some of the 2005 through 2007 vintage units, and the ones that are out today are like night and day compared to those older transmissions. Today the reliability of these AMTS is tremendous. The driver feedback I get today is that these transmissions don’t miss a beat out there. While there were some limitations in performance in the past, the units certainly have more robust logic and controls today. There is a lot of heat under the truck these days. So the transmission has to deal with that. And all the heat shielding can be an issue for our guys trying to work on them. But the unit itself is easy to work on. I really like how Fuller has been doing a good job partnering with the engine guys. It’s a collaborative effort and it shows. But we found we couldn’t justify the ROI on the AMT on fuel economy alone. But in the past couple of years, the aftermarket guys gave up on the resell and trade penalties they had for AMTs. And on the deals we’re doing now, they recognize the residuals on these AMTs. So that has made the ROI numbers a lot more do-able for us. AMTs make it easier for us to attract and keep younger, less experienced drivers. That’s why all of the last 200 trucks we bought all had AMTs in them. Drivers had to get used to them. We’re getting better fuel economy with the UltraShift than we would have with an automatic. The only thing I don’t like about the transmission is that it shifts too quickly in my opinion. If you want to get her to use something, you gotta put it in front of her for 6 months before she’ll even look at it. But now they love them. It’s different than a full automatic, which we were using. We spend a lot of time loading and unloading, which kills your overall average. But we’re getting better fuel economy with the UltraShift than we would have with an automatic. But other than that, we’ve haven’t had to do any work on them. We did have a small problem right up front with the shifting assembly. But that got worked out through International, and they handled it right away. So the service and support has definitely been there. That’d be the one thing I’d change. It pops through the gears too fast. I’d let them stretch out a bit longer before shifting. But all in all, I think it’s a good, strong, transmission. My drivers love it. The Gen 4 units are much better. And there is a learning curve as to how a centrifugal clutch works compared to a computer-controlled clutch. But when we have, the Eaton folks have given us good support and helped us get up to speed on the technology. Any use of my personal data will take place in compliance with the relevant and applicable data privacy laws and the Eaton Privacy Policy. Tyresales has over 1.000 accredited fitment centres Australia-wide. However, the Ultrashift Plus can do so much more, and it’s well worthwhile exploring the many features that come standard in this high-tech transmission What sets the Ultrashift Plus apart from its manual stablemate, is the X-Y shifter fitted on top of the box where gearstick would typically mount on the manual version. The electronic clutch actuator (ECA) is another difference, and there is an ECU mounted on the side of the transmission that monitors, checks and sends signals to activate the clutch and X-Y shifter. In terms of reliability, the main components have a tried and trusted reputation that stems from some of the toughest applications known to man. Even at idle, it fully engages the clutch, giving the driver ultimate control in challenging situations. The software is intelligent and fine tunes shift selections with changes in grade, weight and throttle to calculate the most efficient and effective shift points. In applications where there is predominately a lot of one-way empty running, operators can also specify, Dual Mode which means the transmission will utilise a more economic shift sequence when empty and automatically switch to a performance shift sequence when loaded. The Dual Model option does require some additional hardware fitted to the vehicle, but more on that later. As you slowly increase and decrease engine revs from a stop, the clutch is engaging and disengaging, just like slipping the clutch with a manual transmission. If the vehicle is operated for long periods between engine idle and 1000rpm during take-off, then slipping of the clutch occurs, which in turn, gets the clutch hot. If the clutch starts to get too hot, a warning tone will sound and a C and then an A will flash on the gear display indicating Clutch Abuse. This is an indication the driver is abusing the clutch and it is getting too hot to operate, potentially resulting in a failure. One of the most common places you may experience a Clutch Abuse alert is when stuck in extremely slow-moving traffic such as the Monash Freeway in Melbourne or Gateway in Brisbane. In this situation, the vehicle is moving extremely slowly with engine revs often under 1000rpm causing the clutch to constantly engage and disengage. Simply by giving yourself a little more head room to the vehicle in front, to allow your truck to roll along at a steady pace in one gear without the constant stop start will help prevent a CA alert. Repeated incidents of clutch abuse may cause the clutch to fail and render the truck immobile, resulting in extended down time. These can range from the Cobra-Shift lever, Smartshift paddle to a push button control box. Eaton’s Ultrashift Plus falls in the Automated Manual Transmission (AMT) category and unlike a fully automatic transmission does not have a Park feature.This transmission has multiple reverse ratios which can be selected by pressing the up or down buttons to your desired gear selection. It is important to remember to select the appropriate reverse gear for your load and grade conditions. One thing to pay particular attention to with the Ultrashift Plus transmission is that all reverse gears can only be engaged at less than 2 mph. The Ultrashift Plus has an added safety feature that places the transmission into Neutral once the park brake is applied, this is indicated by AN displayed in the gear indicator screen. AN indicates the system has placed the vehicle in Auto Neutral. While the vehicle is stopped in Drive, the up or down buttons are used to change the starting gear. This selection is used until it is changed again, or the UltraShift Plus is powered down. In Drive mode, all upshifts and downshifts are performed automatically, based on vehicle and transmission conditions. You can advance a shift (by about 75rpm) by pressing the up or down button (up for upshifts, down for downshifts) when the transmission is within 75rpm of the load-based shift point. The Gear Display on the dash shows the status of the shift with the current gear displayed as a solid numeral. At the start of the shift, the current gear is displayed solid until the transmission commences its auto shift sequence and slides gears through the neutral position inside the main box. While the transmission is in neutral and synchronising for the target gear, the target gear numeral is flashed in the display. When the shift is complete, the new current gear is displayed solid. Conversely when the vehicle is loaded the system automatically switches to the power mode for maximum performance. To shift through the gears the up and down buttons must be used to initiate a shift. Manual mode can be used to hold a gear, when on a downhill descent or when slowly rolling through roadworks, for instance. It is one of the most overlooked and misused features of the Ultrashift Plus transmission. One of its functions is to select and maintain first gear, this is done when selecting Low Mode from a stopped position. However, its other main function is to prompt downshifts. When selected while moving, downshifts will be performed at higher revs to maximise engine braking. One of the most common instances where Low Mode works exceptionally well is on approach to a corner or roundabout for instance. You can select Low Mode a suitable distance away and the vehicle will start downshifting. Once the vehicle has downshifted to a suitable gear, you can move the shifter back into Drive Mode or Manual Mode if you wish to hold that gear. If you need to give way to another vehicle in the corner or roundabout, you can easily stop from that gear or conversely if it’s clear you can accelerate smoothly away. If you chose manual then you’ll need to shift up into Drive Mode for the automated up change functions as you get back up to speed. Skip Shifting: Performed in Manual by pressing the shift button more than once. Optimal Engine Braking: The Low mode can be selected while moving. This initiates downshifts as soon as possible. Skid Conditions: If a skid condition occurs, the UltraShift senses the vehicle speed dropping rapidly. In this case, the UltraShift delays downshifting. If a shift is required while cruise control is active, cruise is temporarily interrupted while the shift is performed and then automatically resumed after the shift. Load-Based Shifting: In Drive, the UltraShift will adapt to the changing conditions of the vehicle. Right after power-up or after changing loads, UltraShift needs to learn the new conditions. While learning, it may hold a gear instead of upshifting. Simply push the Up button to start the upshift. It may take three or four shifts for the UltraShift to learn the new conditions. After that, it will handle upshifts and downshift automatically. Depending on conditions, UltraShift can activate the engine brake in order to bring the engine down faster for an upshift. This can happen even if the engine brake dash switch is Off. Coast Mode: When coasting to a stop in lower gears, UltraShift may not finish downshifting until the driver gets back on the throttle. This is normal for the UltraShift. Air Pressure: Maintain at least 621 kpa (90 PSI) air-pressure for proper transmission operation. Neutral should always be reached before the UltraShift Plus power down is performed except in cases of emergency. 2. Set the vehicle parking brakes. 3. Turn off the ignition key and allow the engine to shut down. When the Ultrashift Plus transmission is coupled to Cummins X15 engine it has the added advantage of being able to engage smart-coast which further improves fuel economy. Finally, remember the Ultrashift Plus transmission requires gentle input signals to react. A gentle tap on the accelerator to maintain engine rpm will tell the transmission you want to hold a gear. Gently pressing the accelerator to increase engine revs will prompt an up change as the vehicle momentum increases. However, if you aggressively jump on the accelerator, which effectively opens the throttle instantly to 100 per cent, then chances are you’ll confuse the system and Ultrashift Plus will try and select a gear it thinks may suit, but more often than not it will give up after a few moments and neutralise because you’ve confused the system. To get the best out of the Ultrashift Plus transmission, look and plan well ahead which will allow you more time to prompt smoother shifts from the transmission and deliver better economic driving. Pricing guide current at the time of writing editorial. Please enter another search term. Original equipment manufacturers around the globe count on Eaton's extensive experience in tailor-made solutions that enhance the overall vehicle efficiency, reliability, safety and drivability. Ideal for concrete or asphalt spreading operations. To find out more about the cookies we use and how to control them, please visit our privacy, cookies and data protection page. When it comes to grades, UltraShift PLUS transmissions offer superior performance compared to torque converter automatics. The Aggressive Performance calibration also improves acceleration through enhanced shift strategies. Enhanced split-shaft power take-off (PTO) capabilities allow the operator to control the throttle and transmission gear selection outside the vehicle’s cab for improved efficiency and safety. Compared to a torque converter automatic, an UltraShift PLUS will cost you about 50 less. It will also double the length of lubricant change intervals and use 50 less fluid. Service can be performed at your local dealer to get your vehicle back on the job faster maximizing your uptime -- no need for a two-step repair process. Unplanned downtime is reduced and quicker repair diagnosis gets you back on the road faster. Rear or remote mount oil filter must be utilized. 6 Intermittent torque of up to 750 lb.-ft. at the countershaft is permitted for 5 minutes of each 15 minute PTO duty cycle. It may not display this or other websites correctly. You should upgrade or use an alternative browser. The older 10 spd Autoshifts were essentially a manual controlled by the computer (which is not totally true since you still have the ability to manually shift them), the newer one's are not.In order for you to receive the best possible offers, please make sure your answers above are accurate prior to submitting.There is no charge for this service,But, you're right about winter driving, you definitely have more control with the manual. You gotta take the bad with the good though and when I'm crawling in LA, Chicago, New York or any other you name it city traffic my knee and my back thank me for not having to push that clutch. Click to expand. Upshifts, downshifts, etc., took me about 6 months to figure out all it's quirks. Company has 8 other autoshifts, the only problems in the winter are the trucks without a power divder have more problems than the trucks with power dividers. Click to expand. With a passion. I can name a million reasons but here are the top three. Click to expand. Click to expand. Click to expand. Sounds like your just too hard on the truck, or not willing to learn the quirks of an autoshift. After that, never a problem for 978,000 miles.We dont have any problems with them and they get beat to. They do have quirks though, sometimes it'll wind-er up to about 2500 rpm before itll shift, but I like it but all I do is city driving, and a couple 20, 30 miles trips here an there. Only thing I dont like is climbing hills, have to put it in manual sometimes to keep it from wanting to shift back up when I know it needs to hold the gear its in. Also the jake works great on the autos we have, ours drop two hears as soon as you let off the gas an keeps dropping hardly have to use the brakes.I still prefer the 13 or 18 manual but the ultra shift is great in stop and go traffic and easier on the body when you have lots of mountains to climb.I still prefer the 13 or 18 manual but the ultra shift is great in stop and go traffic and easier on the body when you have lots of mountains to climb.I took my state test with a 10 speed manual. The company that im going to work for has the 10 speed auto's. I like the 10 speed manual. I feel I would have more control of my rig in the hills. I herd that the autos have problems shifting up and down hills. I guess I wont know till next week about the autos, so my opinion dont count at this point.I recently purchased an autoshift. How do I go about learning these quirks?I recently purchased an autoshift. How do I go about learning these quirks. Click to expand. All day driving around town mine shifts different alot sometimes it holds a gear longer than it should an sometimes it doesnt stay in a lower gear when need be. But I love it for city driving all day.I recently purchased an autoshift. Click to expand. Things like shifting perfect 99 of the time and then hanging in say 9th up to 2000 rpms. Or not downshifting the same every time. Not big problems, but you can get a little lazy and not notice it until you have to go down a couple of gears up a hill when it should have done it for you. The one I have been driving will start to down shift and occasionally it will go back into 10th and you will be at about 1100 on a steep grade. I will just flip into manual and go ahead and shift when I want to. But overall they are very reliable. At least that has been my experience. Also drive an FLD with straight 10. Find myself forgetting to downshift for 1st hour or so. No biggie.In order for you to receive the best possible offers, please make sure your answers above are accurate prior to submitting.There is no charge for this service,In order for you to receive the best possible offers, please make sure your answers above are accurate prior to submitting.There is no charge for this service. Please enter another search term. Built upon the Fuller 13- and 18-speed manual transmissions, the UltraShift PLUS Performance Series uses an electronic clutch actuator to provide faster shifting and smoother engagement. At idle, it fully engages the clutch giving the driver ultimate control in challenging situations. Intelligent shift selection software uses changes in grade, weight and throttle to calculate the most efficient and effective shift points. Platforms: Multipurpose High Performance (MHP) Multipurpose Extreme Performance (MXP) The Cummins Westport ISX12 G natural gas engine with heavy-duty durability is based on the Cummins ISX12 diesel engine and operates on 100 percent natural gas which can be carried on the vehicle in either compressed (CNG) or liquefied (LNG) form. Ideally suited for regional haul applications, the ISX12 G has a robust power band at 1500-1800 rpm and delivers excellent responsiveness with peak torque at 1200 rpm. This industry leading heavy-duty natural gas engine is available with horsepower of 320 - 400hp (239 - 298 kW) with 1450 lb-ft (1966 n M) peak torque. The UltraShift PLUS automated transmission is available in six models for linehaul and vocational use. For this package, the 10-speed Linehaul Active Shifting (LAS) in both direct drive and over-drive configurations and the 13-speed Multipurpose High Performance (MHP) applications will be offered to satisfy linehaul and regional haul customer needs. Each transmission offers maximum power capacity, superior acceleration and low-speed maneuverability. The powertrain package benefits include: New Electric Clutch Actuation and intelligent shift selection software for performance and efficiency improvements. Better launch and shift decisions through grade sensing, weight computation and driver throttle commands. Hill Start Aid which prevents rollbacks when engaged, reducing risk and simplifying operations for even the most inexperienced drivers. Tailored shift logic enabling efficient operation and enhanced braking performance. Product Snapshot Speeds: 13 or 18 forward, 3 or 4 reverse Torque Capacity Lbs.Ft. (Nm): 1650 - 2250 (2237-3050) Weight Lbs. (kg): 978 (444) Length Inches (mm): 40.61 (1031.49) Platforms: Multipurpose High Performance (MHP) Multipurpose Extreme Performance (MXP) Specifications Guide This eliminates the need for operators to enter and exit the cab to change transmission gears, enhances job-site efficiency and helps reduce fatigue. Based on vehicle application and body builder design, the transmission also allows for the use of all transmission gear ratios for PTO minimum and maximum drive gears. Transmission shifting may also be performed during split shaft PTO operation. The remote shifting capabilities adhere to SAE J-1939 commands. Driveline protection features including stall prevention, engine overspeed protection, clutch abuse protection, auto gear select, and hill start aid. Supported by the Roadranger network (where available). Two-year unlimited mileage system warranty (including clutch) for Severe Service applications. This is the first spark ignited engine to be paired with an automated transmission in the North American market. Ideally suited for regional haul applications, the ISX12N has a robust power band at 1500-1800 rpm and delivers excellent responsiveness with peak torque at 1200 rpm. This industry leading heavy-duty natural gas engine is available with horsepower of 320 - 400hp (239 - 298 kW) with 1450 lb-ft (1966 n M) peak torque.