Eaton has launched its next generation of automated transmissions. The UltraShift Plus family of fully automated transmissions features new automated clutch technology and intelligent shift selection software
that uses grade sensing, weight computation, and driver throttle commands to make intelligent shift decisions for efficient, safe and profitable vehicle performance.
A new, two-plate, electronically activated clutch and revised logic for the electronic controller make it a much sweeter transmission that will learn -- or coach -- according to driver demand. And with its positive clutch action, the UltraShift Plus becomes much more appropriate for on-/off-highway operations such as dump and mixer applications.
The most apparent change is the replacement of the centrifugal clutch and fully float-shifted gear change with a conventional-style two-plate ceramic clutch operated by an electronically controlled electric motor. The electronic clutch actuator mechanism (ECA) is a robust motor/planetary gear that sits in the clutch housing. The ECA is slave to the transmission and connects through its own communications, not J1939. The transmission itself communicates with other vehicle systems through J1939.
Also located in the bell housing is Eaton's signature inertia brake. It replaces the simpler but primitive clutch brake.
The use of electronic controls and the conventional clutch means the transmission is a true two-pedal automated transmission, but one that behaves much more like a conventional three-pedal one. In contrast to the previous UltraShift, the Plus can be very well controlled from the throttle pedal, where a light touch brings a partial engagement of the clutch. This makes tasks such as trailer coupling and creeping back into the loading dock much more controllable and predictable.
All of the new transmissions also share a Hill Start Aid feature to prevent rollbacks on grades; an oil level sight glass to easily check fluid levels; six- and eight-bolt PTO availability at no extra cost; and Automatic, Manual and Low mode selections; as well as a Creep feature for significantly improved maneuverability with continuous low-speed control.
Eaton has worked with North American truck makers for the past several years to tailor each UltraShift Plus model into an integrated powertrain configuration that delivers unique and superior value for its intended application.
The new UltraShift Plus transmissions will soon be available for limited quantity release in a wide variety of heavy-duty truck vocations for all makes and models of heavy-duty trucks manufactured in North America. Full production is expected to begin in 2010.
A total of six new transmission platforms are now available as part of the UltraShift PLUS family. The new platform designations, which represent a wide range of new tailored transmission designs, are:
* Linehaul Active Shifting (LAS) - available in both an overdrive and direct-drive
* Multipurpose High Performance (MHP)
* Multipurpose Extreme Performance (MXP)
* Vocational Construction Series (VCS),
* Vocational Multipurpose Series (VMS)
* Vocational Extreme Performance (VXP)
Research, development and testing has been going on for UltraShift PLUS in the past seven years, and has included more than 25 test fleets throughout North America, logging more than 2,500 months of testing.
For more information: www.roadranger.com.
Look for a detailed Test Drive of the new UltraShift Plus in the October issue of Heavy Duty Trucking magazine.
that uses grade sensing, weight computation, and driver throttle commands to make intelligent shift decisions for efficient, safe and profitable vehicle performance.
A new, two-plate, electronically activated clutch and revised logic for the electronic controller make it a much sweeter transmission that will learn -- or coach -- according to driver demand. And with its positive clutch action, the UltraShift Plus becomes much more appropriate for on-/off-highway operations such as dump and mixer applications.
The most apparent change is the replacement of the centrifugal clutch and fully float-shifted gear change with a conventional-style two-plate ceramic clutch operated by an electronically controlled electric motor. The electronic clutch actuator mechanism (ECA) is a robust motor/planetary gear that sits in the clutch housing. The ECA is slave to the transmission and connects through its own communications, not J1939. The transmission itself communicates with other vehicle systems through J1939.
Also located in the bell housing is Eaton's signature inertia brake. It replaces the simpler but primitive clutch brake.
The use of electronic controls and the conventional clutch means the transmission is a true two-pedal automated transmission, but one that behaves much more like a conventional three-pedal one. In contrast to the previous UltraShift, the Plus can be very well controlled from the throttle pedal, where a light touch brings a partial engagement of the clutch. This makes tasks such as trailer coupling and creeping back into the loading dock much more controllable and predictable.
All of the new transmissions also share a Hill Start Aid feature to prevent rollbacks on grades; an oil level sight glass to easily check fluid levels; six- and eight-bolt PTO availability at no extra cost; and Automatic, Manual and Low mode selections; as well as a Creep feature for significantly improved maneuverability with continuous low-speed control.
Eaton has worked with North American truck makers for the past several years to tailor each UltraShift Plus model into an integrated powertrain configuration that delivers unique and superior value for its intended application.
The new UltraShift Plus transmissions will soon be available for limited quantity release in a wide variety of heavy-duty truck vocations for all makes and models of heavy-duty trucks manufactured in North America. Full production is expected to begin in 2010.
A total of six new transmission platforms are now available as part of the UltraShift PLUS family. The new platform designations, which represent a wide range of new tailored transmission designs, are:
* Linehaul Active Shifting (LAS) - available in both an overdrive and direct-drive
* Multipurpose High Performance (MHP)
* Multipurpose Extreme Performance (MXP)
* Vocational Construction Series (VCS),
* Vocational Multipurpose Series (VMS)
* Vocational Extreme Performance (VXP)
Research, development and testing has been going on for UltraShift PLUS in the past seven years, and has included more than 25 test fleets throughout North America, logging more than 2,500 months of testing.
For more information: www.roadranger.com.
Look for a detailed Test Drive of the new UltraShift Plus in the October issue of Heavy Duty Trucking magazine.
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