E4OD Operation
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Postmaster
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From: Delaware
E4OD Operation
I have an E4OD behind my EFI 434 'M' block in my '53 F100, and I have an E4OD behind the carb'ed 302 in my '83 F100. I use a Baumann Controller to control the shifts, but I only have one Baumann. I swap it between vehicle as I need it.
I am building a DIY controller that I'll use in one vehicle and keep the Baumann permanently in the other.
The questions that I have are:
When is the EPC Solenoid energized?
Is SS1 for 1st gear?
is SS2 for 2nd gear?
Does energizing CCS lockup the torque converter?
When does TCC get energized?
How does the trans get into 3rd & 4th gear?
I am monitoring the Transmission Range Select, and the Transmission Speed Sensor, as well as the TPS, and I have a table for the shift points. I only need to find out which solenoids are energized for each gear.
I am building a DIY controller that I'll use in one vehicle and keep the Baumann permanently in the other.
The questions that I have are:
When is the EPC Solenoid energized?
Is SS1 for 1st gear?
is SS2 for 2nd gear?
Does energizing CCS lockup the torque converter?
When does TCC get energized?
How does the trans get into 3rd & 4th gear?
I am monitoring the Transmission Range Select, and the Transmission Speed Sensor, as well as the TPS, and I have a table for the shift points. I only need to find out which solenoids are energized for each gear.
Frmr Ford Trans Engr
Joined: Aug 1999
Posts: 24,730
Likes: 2,658
From: SE Florida
Whenever the controller is powered. There is A LOT more you need to ask about this solenoid.
No.
No.
No, it engages the coast clutch. That's why it is called the Coast Clutch Solenoid.
When the torque converter is locked. That's why it is called the Torque Converter Clutch solenoid.
By using SS1 and SS2.
No, you need a lot more than that.
How are you going to control EPC? That is Electronic Pressure Control. A large part of the stock PCM is devoted to getting the right pressure at the right time inside the transmission. The PCM controls the EPC solenoid to get the proper pressures. Too little pressure and the trans slips and it toasted. Too much pressure and all the shifts slam, and sometimes hard parts break.
This chart should help:
[IMG]
[/IMG]
No.
No.
No, it engages the coast clutch. That's why it is called the Coast Clutch Solenoid.
When the torque converter is locked. That's why it is called the Torque Converter Clutch solenoid.
By using SS1 and SS2.
How are you going to control EPC? That is Electronic Pressure Control. A large part of the stock PCM is devoted to getting the right pressure at the right time inside the transmission. The PCM controls the EPC solenoid to get the proper pressures. Too little pressure and the trans slips and it toasted. Too much pressure and all the shifts slam, and sometimes hard parts break.
This chart should help:
[IMG]
[/IMG]
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Postmaster
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From: Delaware
I can control current through a fixed resistance by controlling voltage.
I = E/R.
I have some EPC control curves, that start at Current = 110 @ TPS = 0, and go down to Current = 0 @ TPS = WOT. Is that in milliAmps? 110 Amps would take a large cable.
I = E/R.
I have some EPC control curves, that start at Current = 110 @ TPS = 0, and go down to Current = 0 @ TPS = WOT. Is that in milliAmps? 110 Amps would take a large cable.
Frmr Ford Trans Engr
Joined: Aug 1999
Posts: 24,730
Likes: 2,658
From: SE Florida
Yes, that's milliamps. It takes 1 amp max.
That curve might work. In the production software TPS isn't used to set pressure other than during a shift, and then it's an adder to the basic pressure, which is based on engine torque.
That curve might work. In the production software TPS isn't used to set pressure other than during a shift, and then it's an adder to the basic pressure, which is based on engine torque.
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Postmaster
Joined: Aug 2001
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From: Delaware
The Baumann uses Alpha-N control, and that's similar to the old T/V cable.
The controller Sinks current from the EPC. I need a circuit to control the path to ground.
is there a curve for Fluid Temperature?
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Frmr Ford Trans Engr
Joined: Aug 1999
Posts: 24,730
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From: SE Florida
Yes, but it isn't linear. I don't have the specific one, but in general pressures go up below about 0°F and start to rise above 220°F. That is to compensate for thick fluid cold and additional internal leakage hot. The pressure changes are not huge.
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Frmr Ford Trans Engr
Joined: Aug 1999
Posts: 24,730
Likes: 2,658
From: SE Florida
Not anymore. I had that when I was at Ford, but it didn't belong to me so I left it there.
You can make one yourself fairly easy. Measure the resistance of the sensor after it's been in your freezer for a while, at room temperature, and after heating in the oven to about 220°F. Three points will give you a good enough transfer function.
You can make one yourself fairly easy. Measure the resistance of the sensor after it's been in your freezer for a while, at room temperature, and after heating in the oven to about 220°F. Three points will give you a good enough transfer function.
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Postmaster
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From: Delaware
I'm still waiting for some parts for my DIY Transmission Controller. I have the CPU and some of the code written. I could be testing it by the end of the month. It looks do-able.
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Postmaster
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From: Delaware
Mark,
I think that I missed something. I assumed that the Transmission Clutch Control was a Solenoid, but now I believe that it is Voltage or Current controlled, and will require a DAC output not a switch.
Is it current controlled like the EPC, or does it require a variable Voltage?
I think that I missed something. I assumed that the Transmission Clutch Control was a Solenoid, but now I believe that it is Voltage or Current controlled, and will require a DAC output not a switch.
Is it current controlled like the EPC, or does it require a variable Voltage?