SECTION J: INTERFACE WITH MISC.

VEHICLE SYSTEMS
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ALLISON AT500 and AT1500P SERIES MODELS
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Items discussed in the INTERFACE WITH MISCELLANEOUS VEHICLE SYSTEMS

section are:

1.0 GENERAL

2.0 SPEEDOMETER DRIVE PROVISION

2.1 Design Requirements

– Mechanical Speedometer Drive
– Electronic Speedometer Signal

2.2 Speedometer Calibration

2.3 Road Speed Governors

2.4 Installation Instructions

– Mechanical Speedometer
– Electronic Speed Sensor

3.0 RETARDER CONTROLS FUNCTIONS

4.0 PARKING BRAKE CONTROLS

5.0 TRANSMISSION SHIFT CONTROLS FUNCTIONS

5.1 Neutral Start

5.2 Reverse Signal

5.3 Lockup Signal

5.4 High-Range Hold Modifications for Split-Shaft PTO Applications

5.5 Transmission Shift Conrols with "Park Brake" Function

TDATIMJ March, 1999

 INSTALLATION DRAWING REFERENCES
AT500 and AT1500P-SERIES MODELS

Allison installation drawings are frequently referenced in this section to clarify items discussed in the text.
More than one drawing may exist for some topics – and the correct reference for your installation will depend
upon the transmission model and options involved.

The following reference chart will assist in identifying the correct installation drawings for your transmission,
options, and installation. All drawings are filed in the "Installation Drawings" section.

To use the chart:

1. Use the flow diagram at the top to select the column relating to your transmission configuration.
2. Scan down the page to the desired topic on the drawing subject list.
3. Scan across the page to the column for your transmission configuration.
4. Read the installation drawing number for your installation. "N/A" denotes that the subject topic is
not applicable to the transmission configuration selected in the flow chart.

Basic Transmission Model?

Without Lockup Clutch With Lockup Clutch

ò ò
ò ò ò ò
MODEL NAME(S) AT542 AT545 AT1542P AT1545P
AT542N AT545N AT1542NP AT1545NP
AT545NR
AT545R
DRAWING SUBJECT ò ò ò ò
Basic Installation Drawing AS20-032 AS20-007 AS20-039 AS20-037
Adaptation Design Requiements AS20-008 AS20-008 AS20-035 AS20-035
Engine Adaptation Designs AS04-xxx Series AS04-xxx Series AS04-xxx Series AS04-xxx Series
Retarder Option* N/A AS20-041 N/A N/A
Converter Driven PTO Provision** N/A N/A AS20-010 AS20-010
Yoke / Flange Availability AS20-053 AS20-053 AS20-053 AS20-053
Yoke / Flange Design Requirements AS20-014 AS20-014 AS20-014 AS20-014
Parking Brake Mounting Provision AS20-011 AS20-011 AS20-011 AS20-011
Oil Pan Options
5.3-inch Oil Pan and Provisions N/A AS20-030 N/A AS20-030
3.8-inch Oil Pan and Provisions AS20-031 AS20-031 AS20-031 AS20-031
Allison Filter Installation Requirements AS00-097 AS00-097 AS00-097 AS00-097
Neutral Start Switch Information AS00-164 AS00-164 AS00-164 AS00-164
External Hydraulic Circuit Requirements AS20-009 AS20-009 AS20-009 AS20-009
Controls
Range Selector Control Data AS20-012 AS20-012 AS20-012 AS20-012
Shift Modulator Installation Requirements AS20-023 AS20-023 AS20-023 AS20-023
Electric Signal Provisions AS20-016 AS20-016 AS20-016 AS20-016
Speedometer Drive Data AS20-013 AS20-013 AS20-013 AS20-013
Retarder Controls AS20-041 AS20-041 AS20-041 AS20-041

*Retarder option is not avialable with PTO.

**PTO provision is not avialable with retarder.

Page 2 March, 1999 AT500 and AT1500P Series Installation Manual

SECTION J: INTERFACE WITH MISCELLANEOUS VEHICLE SYSTEMS
1.0 GENERAL
The purpose of this section is to summarize design and
installation requirements for several transmission features
or options which perform or assist in the performance of
vehicle-related functions. These functions are not
associated with inherent operation of the transmission in
its primary function, vehicle propulsion.
Items discussed in this section are:
• Speedometer Drive Provision
• Retarder Controls
• Power Take-Off (PTO) Controls
• Parking Brake Controls
• Transmission Shift Control Functions
2.0 SPEEDOMETER DRIVE PROVISION
A boss located toward the rear of the transmission main
case may be used to accomodate the installation of
several different configurations of speedometer drives.
Refer to Speedometer Data installation drawing for
details.
If the transmission speedometer provision is not used,
the plastic shipping plug must be replaced with a metal
plug to prevent contamination or leakage of the pressur-
ized transmission fluid. A metal plug is available from
Allison for this purpose.
The options available to provide speedometer signals for
these transmission models are:
• A standard helical (mechanical) drive gear (either 5-
tooth or 8-tooth gear, depending upon ratio or mating
gear requirements). Each drive gear may be used
with a choice of driven gears.
• An optional spur-type speed sensor gear which
provides a square-wave electronic signal (frequency
is 16 pulses per output shaft revolution) for use with
a "side-looking" speed sensor and electronic instru-
mentation.
Refer to the appropriate installation drawing for installa-
tion details and a description of driven gear options
which are available for use with each drive gear. Refer to
Section K: Support Equipment of this manual for details
and source information for all driven gears, magnetic
pickups, and a replacement plug for the speedometer
drive.
2.1 DESIGN REQUIREMENTS
MECHANICAL SPEEDOMETER DRIVE
The combination of drive/driven gears for each transmis-
sion model provides a variety of drive/driven gear ratios.
If the desirable ratio is not directly available from a
AT500 and AT1500P Series Installation Manual March, 1999
released combination, it may be necessary to install a
ratio adapter between the driven gear and the speedom-
eter cable. See "Speedometer Calibration", Section 2.2,
for further details. When magnetic tachograph genera-
tors are used to transform speedometer gear speed to
electrical impulses, they may be installed directly to the
speedometer driven gear adapter.
Successful operation of the mechanical speedometer
requires particular attention to two items:
• The speedometer driven gear assembly must be
constructed of bronze. If overloading of the speed-
ometer gear set should occur, only the softer driven
gear will be damaged. This eliminates the costly and
time-consuming replacement of the drive gear in the
transmission which could occur with the use of a
harder driven gear assembly.
• Improper use and/or installation of the cable can lead
to reduced life and reliability of a mechanical speed-
ometer system. Extra effort to review the design of
the speedometer cable installation, with particular
attention to cable installation and routing, is recom-
mended. Specifically:
- Cable bends should have a minimum radius of 152 mm
(6 in.).
- Avoid "S" turns in the cable routing.
- Allow no more than one 90° bend in any installation.
- Clamp the cable in a natural position. Do not force
the cable into an odd shape and clamp it into that
position.
- Route the cable as far as possible from exhaust
system components. Provide heat shielding if closer
than 152 mm (6 in.) to a heat source.
Speedometer-gear load testing has shown that the torque
required to turn the speedometer cable at the transmis-
sion end should not exceed 0.18 N-m (25 in-oz).
ELECTRONIC SPEEDOMETER SIGNAL
The 16-tooth spur-type is used to create a sine wave
signal (frequency is 16 pulses per output shaft revolu-
tion) which is compatible with a customer-supplied
magnetic pickup and electronic instrumentation. When
this optional arrangement is specified, the helical drive is
not available.
Refer to Section K: Support Equipment of this manual
for source information for all driven gears, the magnetic
pickup, and replacement plug for the speedometer drive.
Page J-3
2.2 SPEEDOMETER CALIBRATION
In order to obtain proper speedometer/odometer read-
ings, it is often necessary to install an adapter between
the speedometer driven gear assembly (on transmission)
and the speedometer cable. Use the following 3-step
method to select the proper adapter ratio:
A. Determine "A", the required cable revolutions per
mile (kilometer) of the speedometer instrument
itself.
Consult speedometer manufacturer. Typical values are:
A = 1000 cable revs per mile (North America)
A = 1000 cable revs per kilometer (Europe)
A = 637 cable revs per kilometer (Japan)
B. Calculate "B", the revolutions per mile
(kilometer) of the speedometer driven-gear.
B = REV X RED X DV
DVN
where:
REV = Tire revolutions per mile (kilometer)
(Refer to the Appendix )
RED = Total driveline reduction
*DV = Number of teeth on speedo drive gear
*DVN = Number of teeth on speed driven gear
* Refer to AS20-013
C. Calculate "C", the required adapter ratio.
- Typical North American adapter manufacturers define
"ratio" as the number of output (cable) revolutions
divided by the number of input (DVN gear) revolu-
tions. In this case:
C = A
B
- Typical European and Japanese adapter manufacturers
define "ratio" as the number of input (DVN gear)
revolutions divided by the number of output (cable)
revolutions. In this case:
C = B
A
Select an adapter with a ratio as close as possible to
"C". Be sure that thread connections and drive design
of the adapter are compatible with both the cable and the
driven gear-assembly.
Page J-4
2.3 ROAD SPEED GOVERNORS
Automatic vehicle controls, sometimes called road speed
governors or cruise control, are sometimes used in
medium duty and heavy duty vehicles. This is particu-
larly true in school bus fleets where students drive the
school buses in rural areas.
Road speed controls normally monitor output shaft
speed and limit the vehicle speed by overriding the
throttle position. Inasmuch as the transmission shift
controls also reacts to output shaft speed, caution is
necessary to avoid interaction or uncontrolled cycling of
control systems.
It has been found that problems can be avoided by
ensuring that the road speed setting is at least 8 km/hr
(5 mph) above the nearest full throttle shift point.
Another area of concern in the use of road speed
controls is speedometer accuracy and readability. In
some cases, vehicles equipped to perform within the
above guidelines experienced shift problems. Investiga-
tion revealed that the actual vehicle speed was, in fact,
being governed at a point below the predicted 3-4 shift
point, but the indicated speed was above the expected
shift point. This error comes about as total of several
factors: readability of the speedometer, variations in tire
size specifications and actual rolling radius, selection of
adapter ratio and tolerance in speedometer calibration.
To address this problem, either the Road Speed Governor
control speed must be raised or the transmission top
range shift speed must be lowered.
A thorough understanding of the entire system is thus
essential when designing such a control system
March, 1999 AT500 and AT1500P Series Installation Manual
2.4 INSTALLATION INSTRUCTIONS
2.4.1 MECHANICAL SPEEDOMETER
1. Install the speedometer driven-gear assembly in the
speedometer boss. The boss is located near the rear
of the transmission, left of the vertical centerline.
Tighten per the torque requirements shown on the
appropriate Speedometer Drive Data installation
drawing.
2. Attach the speedometer cable (or adapter, if used) to
the speedometer driven-gear assembly. Torque as
shown on the installation drawing. Note that
differing types of driven gears require the cable end
be selected properly. Refer to Figures J-1 and J-2
for two common types.
2.4.2 ELECTRONIC SPEED SENSOR
RB049
Figure J-1: Typical Speedometer Driven-Gear
Assembly (D.I.N.-type)
B073
Figure J-2: Typical Speedometer Driven-Gear
Assembly (U.S.-type)
AT500 and AT1500P Series Installation Manual March, 1999
3. Install the speedometer drive cable in the vehicle so
that bends have a minimum radius of 152 mm (6.0
inches). Particularly avoid "S" turns, and allow no
more than one 90o bend in each installation.
As the number of bends increases (and/or bends are
smaller), life and reliability are reduced accordingly.
Route the cable as far from the exhaust system as is
reasonable.
4. Clamp the cable in a natural position; do not force it
into an odd shape to clamp it down.
5. Experience has shown that the torque required to turn
the speedometer cable at the transmission end
should not exceed 0.18 N-m (25 in-oz.).
1. Install the electronic speed sensor assembly in the
threaded speedometer boss. The boss is located
near the rear of the transmission, left of the vertical
centerline. Tighten the sensor until snug and the
"O"-ring seal under the head of the sensor begins to
compress.
2. Attach the connector on the speedometer wiring
harness or electrical cable to the "pigtail" connector
on the speed sensor. These connectors are
equipped with a positive locking mechanism. Be
certain that a positive snap or lock engagement is
attained when joining these connectors.
3. Complete the installation according to established
practices which result in acceptable vehicle electrical
system installations:
• Route wiring carefully to avoid sharp bends,
kinks, pinching, cutting, binding, rubbing, or
excessive pulling.
• Use nylon ties generously to prevent contact of
the wires with vibrating and/or rotating vehicle
components.
• Where necessary, protect from road hazards,
sharp surfaces, high temperatures, or corrosive
materials by using tubes or shielding.
Page J-5
3.0 RETARDER CONTROLS FUNCTIONS
Retarder controls divide into two primary groups:
• Those which provide functional control of the retarder
and/or otherwise affect transmission operation when the
retarder is turned on and off. Controls of this type are:
an enable switch to activate / deactivate the entire
retarder system; an interlock to permit retarder operation
only at closed throttle; an interface to deactivate the
retarder if the vehicle anti-lock brake system is activated;
a pressure switch to disable the retarder when the
transmission is in first gear; and, a selector switch to
permit the operator to select whether "half" or "full"
retarder capacity is employed when the retarder is turned
on.
• Those which indicate retarder operation, vehicle
speed, engine overspeeding, or retarder system
overheating - and may be used independently or in
combination to indicate various states of operation
to the vehicle operator.
Retarder controls are discussed in depth in Section H:
Retarder Provision of this manual.
4.0 PARKING BRAKE CONTROLS
Due to the availability of numerous types of controls
and the wide variety of vehicle configurations which are
applicable, Allison does not provide controls compo-
nents with the AT500(R)/AT1500P parking brake options.
General control requirements are discussed in Section G:
Parking Brake Provision of this manual. All controls
components are customer-furnished.
5.0 TRANSMISSION SHIFT CONTROLS
FUNCTIONS
The shift control system of each transmission includes
several features which, when properly interfaced with
other vehicle systems, will perform functions of vehicle
control, assist the operator in vehicle operation, or
protect the transmission or vehicle from abuse. Examples
of these features (although not a complete list) are:
• Neutral start signal
• Reverse warning signal
• Lockup signal
• High-Range Hold Modification for Split-Shaft PTO
Applications
• Transmission shift controls with "Park Brake" func-
tion
Page J-6 March, 1999
5.1 NEUTRAL START
Each transmission has a provision for the installation of
a mechanically-activated neutral start switch. This is the
preferred method for sensing the neutral position, as this
switch is in direct contact with the transmission control.
The switch wiring must be secured such that it does not
interfere with the range selector lever which is located
very close to the switch. Refer to the Basic Installation
Drawing for switch location and to AS20-016 for installa-
tion details. Refer to Section K: Support Equipment of
this manual for a supplier listing of neutral start
switches.
If desired, a neutral start function can also be incorpo-
rated into the shift tower. Consult shift selector manu-
facturers for details.
5.2 REVERSE SIGNAL
Each transmission has a pressure tap in the hydraulic
circuit which is pressurized when reverse range is
selected. By installing a customer-supplied pressure
switch in this circuit, this provision may be used to
activate vehicle back-up lights and/or reverse warning
devices. Refer to the Basic Installation Drawing for
pressure tap location, and AS20-016 for installation
details. For listing of reverse signal switch sources, refer
to Section K: Support Equipment of this manual.
If desired, the reverse signal function may also be
incorporated into the shift tower. Consult shift selector
manufacturers for details.
5.3 LOCKUP SIGNAL
[Not available with AT500(R)-series models]
Each AT1542P and AT`1545P transmission has a pressure
tap in the hydraulic circuit which is pressurized when the
lockup clutch is engaged. By installing a customer-
supplied pressure switch in this circuit, this provision
may be used to permit use of an engine brake only when
the transmission is in lockup mode. Refer to the Basic
Installation Drawing for pressure tap location. For listing
of pressure switch sources, refer to Section K: Support
Equipment of this manual.
AT500 and AT1500P Series Installation Manual
5.4 HIGH RANGE HOLD MODIFICATIONS
FOR SPLIT-SHAFT PTO APPLICATIONS
(Not available with AT1500P-series models)
A split-shaft PTO is typically used in applications which
require full engine power being available to both propel
the vehicle and to power auxiliary equipment through the
PTO drive. For both requirements, the transmission
output shaft delivers power to the split-shaft transfer
case. The split-shaft transfer case is then shifted to
deliver this power to either the driveline or PTO drive,
but not both simultaneously. Typical vehicles requiring
such a powertrain package are those using fire or foam
pumps, hydrostatic drives, and aircraft refueling pumps.
In many of these uses, it is desirable for the transmission
to be held in high gear at all engine speeds. In this
manner, the transmission range shifts are eliminated,
thereby eliminating rapid torque changes which would
occur at the driven equipment during a shift. Such a
condition, for instance, could create an undesirable
pressure surge (and directional control problem) at the
nozzle-end of the fire hose.
The controls systems of the AT542 and AT545 models
may be modified to operate suitably with split-shaft
PTOs. When modified for high-range hold, the transmis-
sion shifts directly to, and is held in high gear (4th)
when in "pump mode". This effectively drives the
transmission output shaft and split-shaft PTO at speeds
which approach engine speed (depending upon load and
the torque/speed characteristics of the torque converter
in use).
The transmission requires both internal valve body
modifications and the installation of an external hydraulic
circuit to facilitate operation in high-range-hold. For
further details, consult Allison for Engineering
Memorandum EM-26.
AT500 and AT1500P Series Installation Manual
5.5 TRANSMISSION SHIFT CONTROLS
WITH PARK BRAKE FUNCTION
In certain applications of the AT-series transmissions,
especially those in which it is desirable to have driver
controls functions which are similar to those of passen-
ger cars (e.g. rental trucks), systems have been designed
to integrate the park brake functional control with the
shift selector. Unlike an automobile or light truck which
includes a parking pawl inside the transmission, this
provision for the AT500(R) and AT1500P-series transmis-
sions is used to apply a transmission-mounted parking
brake or activate the "park" function in the vehicle brake
system.
For further details, refer to Section G: Parking Brake of
this manual, or consult Allison for Engineering Memo-
randum EM-45. EM-45 discusses general installation
requirements for three types of vehicle systems.
• For vehicles with air brakes and no transmission-
mounted parking brake
• For vehicles with an air system, but no air brakes -
with a transmission-mounted parking brake
• For vehicles without an air system - with a transmis-
sion-mounted parking brake
These controls may be adapted to all AT500(R) and
AT1500P-series transmission models.
March, 1999 Page J-7
 APPENDIX: TIRE DATA - REVOLUTIONS PER KILOMETER (MILE) AND ROLLING RADIUS

TIRE REVOLUTIONS TIRE ROLLING RADIUS

PER PER
SIZE MILE KILOMETER INCHES METERS
6.50-20 602 374 16.75 0.425
7.00-15 710 441 14.20 0.361
7.00-16 685 426 14.72 0.374
7.00-17 628 390 16.06 0.408
7.00-17.5 685 426 14.72 0.374
7.00-20 602 374 16.75 0.425
7.00-22.5 602 374 16.75 0.425
7.15-17 628 390 16.06 0.408
7.50-15 670 416 15.05 0.382
7.50-16 670 416 15.05 0.382
7.50-20 561 349 17.98 0.457

8.00-17.5 670 416 15.05 0.382

8.00-19.5 628 390 16.06 0.408
8.00-22.5 561 349 17.98 0.457
8.25-20.0 542 337 18.61 0.473

9.00-20.0 520 323 19.39 0.493

9.00-22.5 542 337 18.61 0.473

10.00-20.0 504 313 20.01 0.508

10.00-22.0 482 300 20.92 0.531
10.00-22.5 520 323 19.39 0.493

11.00-20.0 492 306 20.50 0.521

11.00-22.0 470 292 21.46 0.545
11.00-22.5 504 313 20.01 0.508
11.00-24.0 457 284 22.07 0.561
11.00-24.5 482 300 20.92 0.531

12.00-20.0 482 300 20.92 0.531

12.00-22.5 492 306 20.50 0.521
12.00-24.0 443 275 22.76 0.578
12.00-24.5 470 292 21.46 0.545

13.00-20.0 457 284 22.07 0.561

14.00-20.0 439 273 22.97 0.583
15.00-19.5 521 324 19.36 0.492
15.00-22.5 481 299 20.96 0.532
16.50-19.5 504 313 20.01 0.508
16.50-22.5 467 290 21.59 0.548
18.00-19.5 491 305 20.54 0.522
18.00-22.5 456 283 22.11 0.562
19.50-19.5 467 290 21.59 0.548

NOTE: The above list is representative of tire sizes which are adequate for many vehicle analyses.
Data for additional tires may be obtained through the Allison SCAAN computer system.
For precise gradeability and vehicle speed studies, contact your tire manufacturer for exact
rolling radius or revolutions per kilometer (mile) for the application in question.

Page J-8 March, 1999 AT500 and AT1500P Series Installation Manual