Ishift and Powertronioc Training

TRAINING TIPS AND TACTICS

Transmissions Automatic

1

2

General information

Automated vs. Automatic Epicyclic gearsets

I-Shift - Generation B Designation Construction Gear layout Synchronisers Power flow Gear selection Shaft speed sensors Intermediate shaft brake Clutch Clutch cylinder Control housing TECU Temperature sensor Air cylinders Interlocks

Contents 12 15 25 27 29 29 31 41 43 45 47 49 61 63 65 67 69

I-Shift - Generation B - cont. Sensors Solenoid valves Air supply Electrical connectors Selector lever Gear display Control system Data links Software packages & features Conversion kits Viewing software packages Testing - VCADSPro Calibration VCADS cylinder test Air supply connection Air paths in control housing Control housing remove & refit Using a rolling road

71 73 75 77 79 89 93 99 102 109 111 113 114 117 121 123 124 127

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I-Shift - Generation C Designation Identification plate Gear ratios Selection positions Gen. C vs. Gen. B Clutch Clutch position sensor X1 and X2 values Range change gearset TECU Overdrive gearset Selector lever Lubrication Oil cooling Software packages Package description Feature description

133 137 138 139 141 143 149 151 153 155 157 159 161 165 169 172 174

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Contents Powertronic

General information Designation Generations Construction Torque converter PTO & fluid pump drive Clutches & brakes Valve block Solenoid and relay valve operation Power flow Powershift Gear shift control Sensor location Input & turbine speed sensor

179 179 181 183 185 193 195 197 201 203 219 220 225 229

Powertronic - cont.

Lock-up clutch Lock-up clutch teach-in Retarder Selector lever Control system - Gen. 3 & 4 Transmission fluid Level check Fluid pressure test Gen. 3 & 4 Gen. 2 Lock-up/retarder test Gear test Common faults

231 235 243 249 253 254 255 257 259 261 263 264

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6

Introduction About this Pocket guide

This guide is intended as a memory jogger for the knowledge you have gained during your training course. The guide includes a summary of the material covered in:

Transmissions - Automatic

7

Danger, Warning, Caution & Note

In this guide, risk of injury or damage is indicated by the following headings: DANGER - indicates a risk of serious personal injury or death. WARNING - indicates a risk of personal injury, or severe product damage. CAUTION - indicates risk of product damage. Note - draws attention to special methods or particular features. Read and implement all DANGER, WARNING and CAUTION instructions.

8

Replacement parts

When replacement parts are required, it is essential that only Volvo genuine parts are fitted. If Volvo genuine parts are not used: - safety features embodied in the vehicle or components may be impaired. - performance and/or operation of the vehicle or components may be adversely affected. - Volvo warranty terms may be invalidated.

9

Specification

Volvo are constantly seeking ways to improve their products, and alterations take place accordingly. Whilst every effort has been made to ensure the accuracy of this guide, it should not be regarded as an infallible guide to current specifications of any product. Neither Volvo, nor the supplier of this guide shall, in any circumstances, be held liable for inaccuracy or the consequences thereof.

Copyright

C

All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, transmitted or copied without written permission from Volvo Truck & Bus Ltd. Volvo Truck & Bus Ltd. 2006

10

General Information 11

General Information Automated vs. Automatic

Automated transmissions are basically manual transmissions that are controlled electronically, and actuated pneumatically or hydraulically. The gearsets are similar to those used in manual transmissions, and are carried on input shaft, counter shaft and output shaft. The gears are in constant mesh, and ratios are changed by sliding dog clutches to couple one gear to another. Coupling between the engine and transmission is via a conventional plate clutch, but this is also automated, and disengaged only when the vehicle is stationary. Because the electronic controls can synchronise shaft speeds during gear shifts, the clutch does not need to be disengaged. I-SHIFT is an automated transmission.

12

General Information Automatic transmission

Automatic transmissions use ʻplanetaryʼ gearsets described later - carried on input and output shafts - there is no countershaft. All gears are in constant mesh, and ratios are changed by using ʻbrakesʼ and ʻclutchesʼ to lock various components of the gearsets in combination. Coupling between the engine and transmission is via a ʻfluid couplingʼ called a torque converter, which transmits power whenever the engine is running. Powertronic is an automatic transmission.

13

General Information R

P

PC

S 14

General Information Epicyclic gearsets

Most automatic transmissions use a number of gear arrangements called ʻepicyclicʼ or ʻplanetaryʼ gearsets. The gearsets have four main components: R - ring gear, or annulus P - planet gear (orbits the sun) S - sun gear PC - planet carrier Each of these components can be the input, the output, or can be held stationery. The role each component plays determines the gear ratio for the gearset. Locking any two components together locks up the gearset, and gives a 1:1 ratio.

15

General Information R

P

PC

S 16

General Information Epicyclic gearsets example

Calculations

In the single gearset above, the ring gear has 72 teeth, and the sun gear has 30 teeth. These combinations can produce the following ratios: Input

Output Stationary Gear ratio

Sun

Planet carrier

Ring

3.4:1A

Planet carrier

Ring

Sun

0.71:1B

Sun

Ring

Planet carrier

-2.4:1C

A 1 + R/S Reduction - output speed slower than input speed B 1/(1 + S/R) Overdrive - output speed faster than input speed C R/S Reduction - output direction reversed

17

General Information Other combinations of this single gearset will produce other ratios. Multiple gearsets can be used to obtain even more ratios. Note With multiple gearsets, not all gears engage all other gears. For example - planet gears may engage the sun gear, but not the ring gear. Planet gears can also be made different lengths so that they engage one sun gear, but not another which may be a different diameter. When required, the components are locked stationary by applying multiplate clutches, or brake bands. The clutches and brake bands are normally applied by fluid pressure.

18

19

General Information

PC

S P

R

1

2 20

General Information Gearing examples

R - ring gear, or annulus P - planet gear (orbits the sun) S - sun gear - input PC - planet carrier - output In the upper illustration, the ring gear is locked to the housing (1) and gives ʻlowʼ ratio. In the lower illustration, the planet carrier is locked to the ring gear (2) and gives ʻhighʼ ratio. Therefore, the whole gearset rotates as a unit at the same speed as the input sun gear. This gives direct drive ratio - 1:1.

21

22

I - Shift - Generation B 23

I - Shift - Gen. B

24

I - Shift - Gen. B Designation

The I-Shift transmission has the designation - VT2412B: Volvo Transmission 2400 Nm - max. input torque 12 forward gears B generation Note Service information refers to this designation - not I-Shift.

25

I - Shift - Gen. B

1b 2

1a

1c

3

26

I - Shift - Gen. B Construction

The transmission is made up of two main gearsets: 1a. Input shaft 1b. Mainshaft 1c. Intermediate shaft This set has constant mesh gears, and is similar to that found in a conventional manual gearbox. The splitter gears are incorporated in this gearset. The reverse idler gear, and fluid pump drive gear (3) are also driven from this gear set. 2. Range change unit and output shaft, The range change unit is a planetary gearset. 3. Reverse idler gear.

27

I - Shift - Gen. B

LS

HS

2

1

RE

RA

28

I - Shift - Gen. B Gear layout

LS. Low range splitter gears HS. High range splitter gears 2. 2nd. gear 1. 1st. gear RE. Reverse gear RA. Range change gearset By using various combinations of these gears and gearsets, 12 forward ratios, and 4 reverse ratios can be obtained.

Synchronisers

Only the splitter gears and range change have synchronisers. The range change synchroniser is used with the sliding dog clutch which locks/unlocks components of the planetary gearset.

29

I - Shift - Gen. B

1st.

2nd.

3rd.

4th.

30

I - Shift - Gen. B Power flow gears 1 to 4

1st. Low range splitter > 1st. gear > range change low ratio 2nd. High range splitter > 1st. gear > range change low ratio 3rd. Low range splitter > 2nd. gear > range change low ratio 4th. High range splitter > 2nd. gear > range change low ratio

31

I - Shift - Gen. B

5th.

6th.

7th.

8th.

32

I - Shift - Gen. B Power flow gears 5 to 8

5th. Low range splitter > high range splitter > range change low ratio 6th. Direct: main shaft > range change low ratio 7th. Low range splitter > 1st. gear > range change high ratio 8th. High range splitter > 1st. gear > range change high ratio

33

I - Shift - Gen. B

9th.

10th.

11th.

12th.

34

I - Shift - Gen. B Power flow gears 9 to 12

9th. Low range splitter > 2nd gear > range change high ratio 10th. High range splitter > 2nd. gear > range change high ratio 11th. Low range splitter > high range splitter > range change high ratio 12th. Direct - mainshaft > > range change high ratio

35

I - Shift - Gen. B

R1.

R3.

R2.

R4.

36

I - Shift - Gen. B Power flow gears R1 to R4

R1. Low range splitter > reverse gears > range change low ratio R2. High range splitter > reverse gears > range change low ratio R3. Low range splitter > reverse gears > range change high ratio R4. High range splitter > reverse gears > range change high ratio

37

I - Shift - Gen. B Gear selection - main gearbox

Gears are selected by moving ʻsliding dog clutchesʼ forward or backward. The clutches are moved by selector forks, similar to those found in a manual gearbox. For gears 1 to 6, and R1 and R2, the range change gearset is in low ratio. For gears 7 to 12, and R3 and R4, the range change gearset is in high ratio.

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39

I - Shift - Gen. B

PC

S P

2

R

1

40

I - Shift - Gen. B

Gear selection - range change

R - ring gear, or annulus P - planet gear (orbits the sun) S - sun gear - input PC - planet carrier - output

In the upper illustration, the ring gear is locked to the housing (1) and gives ʻlowʼ ratio of 4.35:1. In the lower illustration, the planet carrier is locked to the ring gear (2) and gives ʻhighʼ ratio. Therefore, the whole gearset rotates as a unit at the same speed as the input sun gear. This gives direct drive ratio - 1:1. Synchronising

To synchronise speeds for low range engagement, the synchroniser cone slows down the speed of the ring gear. To synchronise speeds for high range engagement, the synchroniser cone accelerates the speed of 41 the ring gear.

I - Shift - Gen. B

SR

1 LS

HS

2

1

RE

2

42

I - Shift - Gen. B Shaft speed sensors

To enable the control system to provide smooth fully automatic gear changes, shaft speeds must be synchronised at the point of gear change. A sensor ring (SR), attached to 1st.gear, provides a mainshaft speed signal, which is measured by sensor (1). A similar ring, attached to 2nd. gear on the intermediate shaft, provides an intermediate shaft speed signal, which is measured by sensor (2). The sensors are attached to the underside of the control housing.

43

I - Shift - Gen. B

1

2

44

I - Shift - Gen. B Intermediate shaft brake

Located at the front of the transmission case is an intermediate shaft brake (1). The cylinder contains a multi-plate disc bake with 2 friction discs, and 3 steel discs. To ensure smooth engagement of a starting gear, the brake is automatically applied before a starting gear is selected. When applied the brake stops rotation of the shafts and gears. When the highest level software is installed, the brake is also used during performance up-shifting. The brake is applied by air pressure supplied to an integral air cylinder (2). Air supply is controlled by a solenoid valve located in the control housing cover.

45

I - Shift - Gen. B

46

I - Shift - Gen. B Clutch

The clutch is similar to a conventional clutch used with a manual gearbox. Unlike the installation for a manual gearbox, there is no clutch pedal, because the clutch is released and engaged automatically. The clutch is a single disc type, with the designation CS43B-O: C = Clutch S = single disc 43 = 430 mm diameter B = version O = Organic material Note: Version (B) has involute splines, which means that the spline is cut with a slight curvature from tip to root. The splines must not be greased.

47

I - Shift - Gen. B

2 3

4

5

1

48

I - Shift - Gen. B

Clutch cylinder

The clutch cylinder (1) is attached to the RH side of the transmission housing. Adjustment, to compensate for wear of the clutch disc linings, is automatic - no manual adjustment is needed. Adjustment is controlled by the TECU. Air is supplied to the cylinder via a one-way valve (2), and filter (3). CAUTION To ensure that all air pressure is released, plug (4) should be removed before removing the cylinder assembly. A multi-pin plug, connected to connector (5), carries signals to and from the solenoids and sensor.

49

I - Shift - Gen. B

1

2 50

I - Shift - Gen. B

Clutch cylinder

In addition to the main air cylinder and piston, the main components of the clutch cylinder are: 1. Control solenoid valves. The valves control air flow in and out of the cylinder: VASE - Valve Air, Slow Engage - air exhaust VAFE - Valve Air, Fast Engage - air exhaust VASD - Valve Air, Slow Disengage - air supply VAFD - Valve Air, Fast Disengage- air supply The solenoids are controlled by Pulse Width Modulated (PWM) signals from the TECU. PWM signals are variable, which means that the valves can be opened and closed progressively by varying amounts. This allows close and precise control of clutch disengagement and engagement.

51

I - Shift - Gen. B

1

2

52

I - Shift - Gen. B Clutch cylinder

2. Inductive sensor. The sensor provides a signal representing the position of the actuating piston, and lining wear. The sensor is supplied with 5 V from the Transmission Electronic Control Unit (TECU). The output signal is between 1.1V - clutch engaged, and 1.8V - clutch disengaged.

53

I - Shift - Gen. B

54

I - Shift - Gen. B

Clutch cylinder operation - clutch engaged

In the illustration above, the clutch is engaged. This is the normal situation - e.g. after: - When starting - After PTO engagement of a gearbox mounted PTO (if gearbox is in neutral, and vehicle is stationary). Engagement normally takes place in three stages: 1. Rapid initial engagement with both VAFE and VASE energised. 2. Synchronisation of clutch and engine speed, with VASE energised. 3. Rapid final engagement, with VAFE and VASE energised. Note: Factors such as engine speed/load, input shaft/output shaft speeds, are constantly monitored, and the PWM signals adjusted accordingly, to ensure the most rapid engagement, consistent with optimum comfort and wear.

55

I - Shift - Gen. B

56

I - Shift - Gen. B

Clutch cylinder - operation

In the illustration above, the clutch is disengaged. The clutch will normally be disengaged when: - The vehicle is stationary - Engine speed falls below normal low idle speed. - Engine speed drops too quickly. - Driving wheels lock-up. VASD and /or VAFD are energised. VASE and VAFE are not energised. Air enters the cylinder, and the piston and actuation rod are pushed forward to disengage the clutch. Note: During a gear shift, the clutch is not disengaged, but the splitter gear is put into neutral. This allows the control system to synchronise shaft speeds for a smooth gear shift to occur.

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I - Shift - Gen. B

3 VASE

4

VASD 2

Air supply No air present Air exhaust

VAFE

VAFD

1

58

I - Shift - Gen. B Clutch cylinder - air circuit

1. One-way inlet valve. 2. Inlet air filter 3. Exhaust air filter - cylinder breathing 4. Piston. VASE - Valve Air, Slow Engage - air exhaust VAFE - Valve Air, Fast Engage - air exhaust VASD - Valve Air, Slow Disengage - air supply VAFD - Valve Air, Fast Disengage- air supply The diagram above shows an example of solenoid valve operation and air flow - in this example, the clutch is disengaged. Solenoids (VASD) and (VAFD) are energised, allowing supply air to pass to the cylinder and push out the piston.

59

I - Shift - Gen. B

60

I - Shift - Gen. B Control housing

The control housing includes the following parts: Transmission Electronic Control Unit (TECU) Inclination sensor. Air pressure sensor. Gearbox temperature sensor. Fluid temperature sensor. Four parallel air cylinders. Four inductive position sensors. Nine solenoid valves. Two shaft speed sensors - one for each shaft. Shift forks for main and splitter gearsets. Air connections. Electrical connections.

61

I - Shift - Gen. B 1

2

3

62

I - Shift - Gen. B TECU

The TECU (1) contains most of the electronic components and circuits to control gearbox operation. The TECU communicates with the Gear Selector ECU (GSECU), and with other vehicle ECUʼs. Inclination sensor (2) is filled with silicon, and senses the inclination of the vehicle. This information is used to determine which gear should be selected for start off. Note: There is a test for this sensor in VCADSPro. Sensor operation is checked by raising and lowering the suspension to tilt the vehicle fore and aft. Air pressure sensor (3) measures supply air pressure.

63

I - Shift - Gen. B

4

64

I - Shift - Gen. B Temperature sensor transmission

Temperature sensor (4) measures the temperature of the transmission assembly.

65

I - Shift - Gen. B 1

2

3

4

7 6

5 66

I - Shift - Gen. B Air cylinders

Air pressure admitted to the cylinders moves the shift forks to change gear. 1. Splitter gearset cylinder 2. 1st. and reverse cylinder 3. 2nd. and 3rd. cylinder 4. Range change cylinder 5. Interlock - 1st. and reverse 6. Interlock - splitter cylinder 7. Position sensor - splitter gearset The range change cylinder is a two-position cylinder. All other cylinders are three-position - e.g: - cylinder (2) has positions - 1st. gear, neutral and reverse gear.

67

I - Shift - Gen. B

1

3 2

68

I - Shift - Gen. B Interlocks

1. 2nd. and 3rd. cylinder 2. One gear only interlock* 3. Splitter cylinder stroke limiting plate Note* On later transmissions, this plate is replaced by a plunger.

69

I - Shift - Gen. B 1

6

4 5

3

2 70

I - Shift - Gen. B Sensors

1. Fluid temperature sensor 2. Position sensor - 1st. and reverse 3. Position sensor - 2nd. and 3rd. 4. Speed sensor - main shaft 5. Speed sensor - intermediate shaft 6. Position sensor - range change

71

I - Shift - Gen. B

2

LR

3

HR 1

B LS

HS

R

C1

1

HS R 2

C2

LR

3

C3

LS HR

C4

B

C5

72

I - Shift - Gen. B Solenoid valves

The nine solenoid valves are located in the control housing cover. 1. 1st. gear 2. 2nd. gear 3. 3rd. gear R. Reverse gear B. Intermediate shaft brake LR. Low range HR. High range LS. Splitter - low HS. Splitter - high System pressure - 8.5 bar Working pressure - 2 to 10 bar Voltage range - 18 to 32 V

C1. Cylinder H/N/L Split C2. Cylinder 1st. /N/Rev shift C3. Cylinder 3rd. /N/2nd. shift C4. Cylinder H-L range C5. Cylinder counter shaft brake

73

I - Shift - Gen. B

2 1

24 P24

3 74

I - Shift - Gen. B Air supply

A common air supply is fed to inlet channel (1) from port (24) of multi-circuit protection valve (24). The air pressure sensor - located under the inlet channel - senses the pressure at this point. The air filter is located at the entry to the channel. From the inlet channel, air is fed to the clutch from port (2), and to the intermediate shaft brake cylinder from port (3).

75

I - Shift - Gen. B

A

1

2

B

1

2

3

76

I - Shift - Gen. B Electrical connectors

Two or three connectors are located on the control housing cover:

Without retarder -A

1. Communication TECU/VECU via chassis cable harness. Note: When the gearbox is removed from the vehicle, VCADSPro is linked to this connector. 2. To clutch valves.

With retarder - B

1. Communication TECU/VECU via chassis cable harness. 2. To retarder. 3. To clutch valves.

77

I - Shift - Gen. B 1 2 6 1

5

R N 4 A M L

3

78

I - Shift - Gen. B Selector lever

The selector lever housing is attached to the side of the driverʼs seat. The lever can be folded down for access by pressing button (1). 2. Selects ʻEconomyʼ or ʻPerformanceʼ mode. 3. Selects ʻLimp Homeʼ mode. 4. Selector lever positions. 5. Inhibitor - prevents accidental selection of gears. 6. This button can be pressed when either ʻmanualʼ or ʻautomaticʼ mode is selected. Each press causes an up or down shift. Information from the gear lever is fed to the Gear Selector ECU (GSECU).

79

I - Shift - Gen. B 1 2 6 5

R N4 A M L

3

80

I - Shift - Gen. B Economy/ Performance mode

ʻEconomyʼ mode is suitable for most road conditions. When ʻPerformanceʼ mode is selected, more acceleration is available because upshifts are delayed until higher engine and road speeds are reached. The system will automatically switch to “Economyʼ mode when performance is no longer needed.

ʻLimp Homeʼ mode

If certain transmission or control faults occur, ʻLimp Homeʼ mode can be selected. In this mode, all sensor inputs are ignored. To be able to select Limp Home mode, the following components must be working as normal: - all solenoid valves - selector lever - air supply - clutch

81

I - Shift - Gen. B Selecting ʻLimp Homeʼ mode

1. Turn the ignition key to ʻONʼ. 2. Press and hold button ʻLʼ - (3). 3. Select ʻAʼ. 4. Then either: select ʻMʼ for a forward gear, or ʻRʼ for a reverse gear (only ʻR1ʼ available). 5. With ʻMʼ selected, and the vehicle stationary, +/- 1, 3, 5 can be used. The vehicle can then be driven, but there will be no gear shift. Note: When the ignition is turned OFF for approx. 10 sec, Limp Home mode is cancelled.

82

83

I - Shift - Gen. B 1 2 6 5 4

3

84

I - Shift - Gen. B Selector lever positions

R = Reverse. When selected, the system engages the lowest of the four reverse ratios (R1). Higher reverse ratios can be selected using the +/- button. N = Neutral A = Automatic. The correct starting gear is engaged, and up and down shifts occur automatically, according to driving conditions.

Manual up/down shifts

M = Manual. Up and down shifts are controlled by the +/button. L = Low. When low is selected: - D12, 4th. gear is selected. - D9, 2nd. gear is selected.

85

I - Shift - Gen. B

MITNB

1

86

I - Shift - Gen. B Selector lever - bus

The selector lever for buses is similar to that for trucks. The main difference is - there is no ʻLʼ position for the lever. The label (1), for recording clutch calibration details, is located inside the housing cover. Note: For trucks, the label is located on the ʻBʼ pillar.

87

I - Shift - Gen. B

1

2

3

E

A

E E+ P B L

R N A M F

4

5

11 R1 R2 R3 R4 N1 N2

1 2 3 4 5 6 7 8 9 10 11 12

88

I - Shift - Gen. B Gear display

1. Driving program: E = Economy E+ = Economy with freewheel - Eco-Roll P = Performance B = Brake L = Limp Home 2. Available gears down: The number of gears available for manual down-shift is indicated by the number of arrows displayed. 3. Gear lever position: R = Reverse N = Neutral A = Automatic M =Manual F = Folded gear lever

89

I - Shift - Gen. B 1

2

3

E

A

E E+ P B L

R N A M F

4

5

11 R1 R2 R3 R4 N1 N2

1 2 3 4 5 6 7 8 9 10 11 12

90

I - Shift - Gen. B Gear display

4. Available gears up: The number of gears available for manual up-shift is indicated by the number of arrows displayed. 5. Selected gear: Indicates the gear engaged. 1-12 = Forward gears N1 - N2 = Neutral gears (High and low split) R1 - R4 = reverse gears

91

I - Shift - Gen. B J1939 J1708 MID130 MID222

J1939-5

MID223

MID144

8

7

9

3

1

2

4

MID140

5

10

11

92

I - Shift - Gen. B Control system

The illustration above shows a part of the control system - the continuation part is shown on the next page. MID 130. Transmission Electronic Control Unit - TECU MID 222. Retarder Electronic Control Unit - RECU MID 223. Gear Selector Electronic Control Unit - GECU MID 144. Vehicle Electronic Control Unit - VECU MID 140. Central Instrument Control Unit 1. Gearbox 2. Retarder 3. Speed sensor - Tachograph/speedometer 4. Position switch - brake pedal 5. Sensor accelerator pedal 7. Gear selector 8. Cruise control 9. PTO switch 10. Engine brake switch 11. Aux. brake lever - retarder

93

J1939 J1708

MID136

MID128

MID150

MID216

12 13

15 6

16

14 94

I - Shift - Gen. B Control system

The illustration above shows the continuation part of the control system. MID 128. Engine Electronic Control Unit - EECU (EMS) MID 136. EBS/ABS/ASR Electronic Control Unit MID 150. ECS Electronic Control Unit MID 216. Light Control Module (LCM) Electronic Control Unit. 6. Speed sensor - road wheel 12. Speed sensor - engine 13. Solenoid valve block - engine brake/EPG 14. Solenoid valve block - VEB 15. Pressure sensor - air suspension

95

I - Shift - Gen. B Control system - communication MID 144 - VECU

To enable the gearbox to operate correctly, the TECU receives and sends signals to several other ECUʼs: Via MID144, the TECU receives position signals for: - cruise control switch (8) - PTO switch (9) - engine brake switch (10) - auxiliary brake lever (11) - brake pedal (4) - accelerator pedal (5)

In addition to receiving shaft speed signals from the internal sensors, the TECU also receives an output shaft speed signal from sensor (3). MID 140 - INST

Via MID140, the TECU receives signals representing - gear selector position - gear selected - possible gears - driving program - time/date of faults (for diagnosis)

96

I - Shift - Gen. B MID 128 - EECU (EMS)

Via MID128, the TECU receives a signal representing engine crankshaft speed. If engine speed needs to be reduced for a gearchange, the TECU can send signals to VCB solenoid valve (13), and/or to VEB solenoid valve (14).

MID 136 - EBS/ ABS/ASR

Via MID136, the TECU receives a road wheel speed signal. If a wheel starts to spin, and ABS/ESP are active, gear changes will be inhibited.

MID 150 - ECS

Via MID150, the TECU receives a signal representing air bellows pressure. From this signal, total vehicle weight is calculated.

MID 216 - LCM

Via MID216, the VECU receives a signal which indicates if a trailer is coupled.

97

I - Shift - Gen. B J1587 J1939-1 EECU (EMS)

VECU

TECU J1939-5

J1939-2 Tachograph = 120 Ohm terminating resistors

GECU

98

I - Shift - Gen. B Data links

The GECU is connected to the TECU via a dedicated link - J1939-5. It is also connected to link J1587. The TECU is connected to the TECU to links - J1587, J1939-1 and J1939-5.

99

I - Shift - Gen. B Basic

Fuel economy FE

Comfort C

Comfort & fuel FEC

Automatic mode professional

√

√

√

Eco-roll

√

Brake mode

√

√

√

Automatic engine brake control

√

√

√

√

√

√

B Automatic mode standard

Power Power professional

√

√

√

Economy & power EP

• • • • • 100

Basic

C

Comfort & fuel FEC

Kick down

√

√

Oil temperature gauge

√

√

Service indicator

√

√

Yes

Yes

Yes

• •

• • •

• • • •

B

VEB required NEW FEATURES Smart cruise control Performance shift Smooth range shift High torque direct gear Engine availability

No

Fuel economy FE

Yes

• •

Comfort

Economy & power EP

• • •

D12D420/460

101

I - Shift - Gen. B Software packages & features Automatic mode - Pro

The chart on the previous pages shows the various software packages available.

Selects the correct starting gear according to road slope and load.

Eco-roll

Puts the splitter gearset into neutral to disengage the drive to allow free-wheel on a downhill run. Engine speed will drop to low idle for improved fuel economy.

Eco-roll activation conditions

Correct software installed. Selector lever in ʻAʼ. Auxiliary brake stalk in ʻAʼ. Selected gear between 7 and 12. No foot braking. No demand for auxiliary brake (VEB or retarder). Accelerator, foot OFF.

102

I - Shift - Gen. B Eco-roll engagement conditions

If cruise control is activated, the road speed must be greater than the setting for cruise control ʻoverspeedʼ margin. The ʻoverspeedʼ margin is the road speed at which the brakes begin to apply automatically. Note: - Factory ʻoverspeedʼ setting is 7km/h. this can be adjusted between 3km/h and 15km/h. - If ʻoverspeedʼ margin is set at less than 6km/h, Eco Roll will not be activated.

Brake mode

In conjunction with engine braking, automatic down shifts occur to keep engine speed in black band for maximum retardation.

Power Power Pro.

Holds gears until higher engine and road speeds are reached. As ʻPowerʼ, but disengages when power mode is no longer required.

103

I - Shift - Gen. B Software packages & features

Kick-down - pressing accelerator pedal right down causes down-shift for - e.g. overtaking. Oil temperature gauge - temperature shown on display. Service indicator - display indicates when clutch needs renewing. VEB - required on all versions except ʻBasicʼ. Smart cruise control - controls engine torque downhill and uphill. Prevents engagement of auxiliary brake during uphill over-run. Performance shift - actuates countershaft brake and engine brake to provide smoother and quieter shifts.

104

I - Shift - Gen. B Software packages & features

Smooth range shift - using both range change solenoid valves to provide an ʻair cushionʼ ensures a smooth quiet range shift.

105

I - Shift - Gen. B

Nm

8 10 12 14

16 18 20 rev/min x 100

= with ʻ High torqueʼ = without ʻHigh torqueʼ

106

I - Shift - Gen. B Software packages & features

High torque direct gear - gives approx. 200 Nm torque increase in top - direct - gear: - D12D420, normal 2000 Nm. With ʻhigh torqueʼ 2200 Nm at 1050 - 1300 rev/min. = normal 460 version. - D12D460, normal 2200 Nm. With ʻhigh torqueʼ 2400 Nm at 1050 - 1300 rev/min. = normal 500 version. This allows top gear to be held for longer, resulting in less gear shifts and improved fuel economy. Higher torque means that a higher rear axle ratio can be used. This means that engine speed will be lower for a given road speed. It also means that - e.g. at around 56 mile/hr in top gear - direct drive - engine speed will be in the max. torque zone.

107

I - Shift - Gen. B Producing the high torque

The torque increase is produced by altering the fuelling characteristics. When the transmission is in top gear, and engine speed reaches a certain level, the TECU sends a signal to the EMS, and fuelling is adjusted to produce the higher torque.

108

I - Shift - Gen. B Conversion kits - all chargeable

Kit No. 85103233

Basic

Fuel economy

Basic

Comfort

Basic

Fuel economy

+

Comfort

85103235

Comfort

Comfort

+

Fuel economy

85103235

Fuel economy

Fuel economy

+

Comfort

85103235

Comfort

85103236

Basic

Fuel economy

85103234

All conversion kits are software upgrades, which can be downloaded and programmed into the TECU using VCADSPro.

109

I - Shift - Gen. B Gauge

B 230C

1/7

Gauge

F N

C

11:45 AM 34587.6 km

1/7

11:45 AM 34587.6 km

EP

230C

230C

1/7

F N

230C

Gauge

FEC F N 11:45 AM 34587.6 km

Gauge

FE

F N

230C

Gauge

1/7

11:45 AM 34587.6 km

1/7

F N 11:45 AM 34587.6 km

110

I - Shift - Gen. B Viewing software package

To view the software package on the display: 1. Turn the ignition key to ʻradioʼ or ʻdriveʼ position. 2. Select ʻGaugesʼ option to show gears on the display. 3. Ensure that the selector lever is in position ʻNʼ. 4. Press the ʻfoldʼ button. 5. With early version software only - press the ʻfoldʼ button, and fold the lever down. The software package will now be displayed as in the examples above: B - Basic C - Comfort FE - Fuel Economy FEC - Fuel Economy and Comfort EP - Economy Power

111

I - Shift - Gen. B 4 - Power transmission > 40 - General > 41 - Clutch > 43 - Gearbox

112

I - Shift - Gen. B Testing VCADSPro

Using VCADSPro, every part of the I-shift system can be tested. Most tests are carried out with the gearbox installed, and VCADS connected to the on-vehicle connector. Two tests can be done with the gearbox removed from the vehicle, and VCADS connected to the gearbox VECU connector: - Gear Test - Gearbox Calibration

113

I - Shift - Gen. B Calibration

There are three calibrations which must be done when clutch repairs have been carried out: 40084-2 Clutch stroke length and wear. 40104-2 Gearbox calibration 40053-2 Clutch engagement point

Calibration mode (A)

- Calibration mode (A) is for repairs when the original clutch plate is refitted. Clutch wear data is entered manually - label on ʻBʼ pillar.

114

I - Shift - Gen. B Calibration mode (B)

- Calibration mode (B) to be used ONLY when a new clutch plate is fitted. CAUTION If calibration (B) is used when the clutch is part worn, the system will assume a new clutch has been fitted and assign a ʻnewʼ value for X1. This will mean that system now has the wrong information, so clutch wear warnings may not be displayed, which could result in clutch slip and component damage. For calibration modes (A) and (B) all three calibrations must be done - and done in the order listed.

115

I - Shift - Gen. B Actual stroke length

I N

LS 15

8

0

10

HS 9

mm 15

11

OK Not OK

= Acceptable tolerance band = Not acceptable band

116

I - Shift - Gen. B VCADS cylinder tests

There are gear cylinder tests for: - Splitter gear cylinder - Range change cylinder - 1st. / reverse gear cylinder - 2nd. / 3rd. gear cylinder The illustration above shows an example of the VCADS screen display - in this case for the splitter gear.

117

I - Shift - Gen. B

9990099 9808563

9998555

9808584 118

I - Shift - Gen. B VCADS connections gearbox removed

9998555 - Interface 9998554 - Programming unit 9998563 - Power supply cable 9990099 - Test, programming cable

119

I - Shift - Gen. B P/N 1592924

9992976

P/N 969327

P/N 969263

P/N 1592924

120

I - Shift - Gen. B Air supply connection

The illustration above shows the components needed to connect an external air supply to the gearbox, when it is removed from the vehicle. Note: Adaptor P/N 969327 screws into the air inlet channel.

121

I - Shift - Gen. B

HS B LS 1

2 LR 3 HR

122

I - Shift - Gen. B Air paths in control housing

If there is an electronic fault - e.g. TECU fault, or a mechanical fault - e.g. broken shaft, the appropriate gear can be engaged by applying an external air supply to the relevant holes: HS. Splitter, high range LS. Splitter, low range HR. Range change , high LR. Range change, low 1. 1st. gear 2. 2nd. gear 3. 3rd. gear

123

I - Shift - Gen. B Control housing - remove and refit

CAUTION When removing or refitting the control housing, the gear selected in the gearset must be the same as that selected in the control housing - e.g. if high ratio range change is selected in the range change gearset, then high ratio must also be selected in the control housing. If you do not ensure matched selection, component damage may occur. Note: It should be possible to fit the housing without using any force. If force is needed, there is something wrong - recheck gear selection. Before removing the control housing, select high ratio splitter gear.

124

125

I - Shift - Gen. B

!

STOP

i

CHECK

Gauges

1/7 TCS

<

E

CC

A

6

11:45 AM 4234567.8

126

I - Shift - Gen. B Using a rolling road

CAUTION If a vehicle fitted with I-shift gearbox needs to be run on a rolling road, certain procedures must be followed: 1. The coolant temperature must be over 700. 2. Auxiliary brake lever must be in OFF position. 3. Traction control (TCS) must be disabled - go to ʻvehicle settingsʼ on the display, and disable TCS. 4. Start the engine. 5. Select ʼAʼ mode. Press the accelerator pedal lightly and hold the road speed at min. 3km/h for 10 sec. This will enable ʻtachoʼ mode, which is confirmed by display of an upside-down ʻVʼ. 6. The engine can now be accelerated to cause the gearbox to change up through the gears, until 12th. gear is engaged.

127

I - Shift - Gen. B

!

STOP

i

CHECK

Gauges

1/7 TCS

<

E

CC

A

6

11:45 AM 4234567.8

128

I - Shift - Gen. B Using a rolling road

Note: If roller resistance prevents up-shift to 12th. gear 7. Select ʻMʼ mode and 6th. gear. Increase the road speed until all three shift upward arrows are visible. You will then be able to select 7th. - 12th. gear.

129

130

I-Shift - Generation C 131

I-Shift - Gen. C

132

I - Shift - Gen. C Designation

Generation C I-Shift transmissions are available in FM/FH trucks, with D9 and D13 engines. There are three versions: AT2412C, AT2512C, ATO2512C Automatic Transmission Overdrive 2x Nm - max. input torque 12 forward gears C generation Note Service information refers to these designations - not ʻI-Shiftʼ. All versions are available with different types of PTO, oil cooler and retarder.

133

I - Shift - Gen. C

134

I - Shift - Gen. C Designation

AT2412C Max. torque: 2400 Nm Forward gears: 12 GCW: 44t (Specific markets with mainly flat road operation can be allowed up to 50t). AT2512C Max. torque: 2500 Nm Forward gears: 12 GCW: 60t (Specific markets with mainly flat road operation can be allowed up to 130t, with limited warranty). ATO2512C Max. torque: 2400 Nm Forward gears: 12 GCW: 60t (Specific markets with mainly flat road operation can be allowed up to 130t, with limited warranty).

135

I - Shift - Gen. C SWEDEN

COMPONENT

AT2412C (SP3190245) SERVICE CATEGORY A COMP. ID 2423455 SERIAL NO. 2005402123

136

I - Shift - Gen. C Identification plate

COMPONENT: Component designation (DSP3190245): Spare part number SERVICE CATEGORY: Oil quality and change intervals - see IMPACT COMP. ID: Factory part number SERIAL NO. Year of manufacture/week/day/consecutive number

137

I - Shift - Gen. C

AT2512C AT2412C

ATO2512C

1 2 3 4 5 6 7 8 9 10 11 12

14.94 11.73 9.04 7.09 5,54 4.35 3.44 2.70 2.08 1.63 1.27 1.00

11.73 9.21 7.09 5.57 4.35 3.41 2.70 2.12 1.63 1.28 1.00 0.78

R1 R2 R3 R4

-17.48 - 13.73 - 4.02 - 3.16

-13.73 - 10.78 - 3.16 - 2.48

Gear ratios

138

I - Shift - Gen. C Selection positions splitter, main and range change

1 2 3 4 5 6 7 8 9 10 11 12

Gear

Splitter Main

LS HS LS HS LS HS LS HS LS HS LS HS

1 1 2 2 3 3 1 1 2 2 3 3

Range

R1 R2 R3 R4

LS HS LS HS

R R R R

LR LR HR HR

N1 N2

LS HS

N N

-

LR LR LR LR LR LR HR HR HR HR HR HR

139

I - Shift - Gen. C

3 1

2

140

I - Shift - Gen. C Gen. C vs. Gen. B

The main differences between Generation C and Generation B transmissions are: 1. Clutch actuation cylinder and valve/solenoid block. 2. Range change gear assembly 3. Lubrication oil pump These changes have resulted in a shorter and lighter weight transmission, which has lower internal losses and quieter operation.

141

I - Shift - Gen. C

1

2

142

I - Shift - Gen. C Clutch

The clutch is a single plate type, which is disengaged by pressure pushing against spring plate (1). The actuation cylinder (2) is concentric with the input shaft

143

I - Shift - Gen. C VASE

VASD

VAFE

VAFD

1

144

I - Shift - Gen. C Clutch cylinder operation

Clutch actuation valve block (1) is attached to the side of the clutch housing. The valve block houses four solenoid valves which control air flow in and out of the cylinder: VASE - Valve Air, Slow Engage - air exhaust VAFE - Valve Air, Fast Engage - air exhaust VASD - Valve Air, Slow Disengage - air supply VAFD - Valve Air, Fast Disengage- air supply

145

I - Shift - Gen. C VASE

VASD

VAFE

VAFD

1

146

I - Shift - Gen. C The solenoids are controlled by Pulse Width Modulated (PWM) signals from the TECU. PWM signals are variable, which means that the valves can be opened and closed progressively by varying amounts. This allows close and precise control of clutch disengagement and engagement. Note that, in certain circumstances, the fast and slow valves may be energised together - e.g. for rapid disengagement, VASD and VAFD can both be energised.

147

I - Shift - Gen. C 3 1 2

148

I - Shift - Gen. C Clutch position sensor

A sensor (1) is used to detect the position of the actuation piston and, also, clutch plate wear. The sensor is a type referred to as ʻ Permanent magnet Linear Contactless Displacementʼ (PLCD). As the name suggests, this type of sensor detects the linear displacement of one component in relation to another, without contact. The sensor works on the principle of electro- magnetic induction, where a permanent magnet (2) - attached to the actuator piston - moves in relation to a coil (3) - attached to the clutch housing. The position of the magnet in relation to the coil determines the amount of induced voltage. The sensor has two analogue output signals: one representing piston position, and an inverted signal used during diagnostics.

149

I - Shift - Gen. C

A

B

X1

X2 150

I - Shift - Gen. C X1 and X2 values

The illustration above shows the position of the actuating piston with a new plate (A), and a worn plate (B). X1 is the stroke start position with a new clutch plate. X2 is the stroke start position with a worn clutch plate. Note: The stroke of the actuating piston - i.e. the distance it moves from engaged position to disengaged position - is always the same: it is the stroke start position which alters with wear. CAUTION When a new clutch plate is fitted, the X1 value must be measured and stored using VCADS. If this is not done, the system will have the wrong information, so clutch wear warnings may not be displayed, which could result in clutch slip and 151 component damage.

I - Shift - Gen. C

152

I - Shift - Gen. C Range change gearset

In common with I-Shift Gen. B, the Gen. C range change gearset is a planetary gearset, with two ratios - low and high. Gen. C differences are: - gear teeth are helical cut. - gears are stronger and run more quietly. - a new, more efficient, type of synchroniser is fitted.

153

I - Shift - Gen. C 1

154

I - Shift - Gen. C TECU

The Transmission Electronic Control Unit (TECU) has been upgraded: - memory increase x 3 - computing power increase x 5 CAUTION If the TECU circuit board must be handled; - handle with extreme care. - take precautions to ensure that static electricity cannot be discharged into board components.

155

I - Shift - Gen. C

AT2512C

ATO2512C

156

I - Shift - Gen. C Overdrive gearset

To provide the overdrive ratio a larger diameter input shaft gear is used with a smaller diameter countershaft gear. When fitted with an overdrive gearset, top gear ratio is 0.78:1. Without overdrive, top gear ratio is 1:1.

157

I - Shift - Gen. C

R N A M 158

I - Shift - Gen. C Selector lever

The selector lever is similar to that used with I-Shift Gen. B. A significant difference is that there is no ʻLʼ (Low) lever position.

159

I - Shift - Gen. C

160

I - Shift - Gen. C Lubrication

The transmission components are lubricated by a combination of oil splash and pressure feed.

161

I - Shift - Gen. C

162

I - Shift - Gen. C Oil pump

I-Shift Gen. C has a new type of oil pump located in front of the reverse idler gear.

163

I - Shift - Gen. C

UTCOOL

TC-MWO

TC-MWOH2

TC-MAOH2

164

I - Shift - Gen. C Oil cooling - no retarder URETARD

UTCOOL - no oil cooling. TC-MWO - Small oil cooler mounted on the oil filter. TC-MWOH2 - Separate larger oil cooler mounted on LH side of gearbox. TC-MAOH2 - Separate larger oil cooler mounted on LH side of gearbox, plus extra cooler mounted at the front of the cab.

165

I - Shift - Gen. C UTCOOL

TC-MWOH2

TC-MWO

TC-MAOH2

166

I - Shift - Gen. C Oil cooling - with retarder RET-TH

UTCOOL - no oil cooling. TC-MWO - Small oil cooler mounted on the oil filter. TC-MWOH2 - Separate larger oil cooler mounted on LH side of gearbox. TC-MAOH2 - Separate larger oil cooler mounted on LH side of gearbox, plus extra cooler mounted at the front of the cab.

167

I - Shift - Gen. C Time/Distance

B

F

N1

DC

Time/Distance

FE

F

Time/Distance

F

N1

N1 168

I - Shift - Gen. C Software packages

Four main software packages are available: B - Basic DC - Distribution and Construction FE - Fuel and Economy Heavy haulage Other options can be added to these main packages. The package installed is displayed when the gear selector lever is folded forward.

169

I - Shift - Gen. C Basic

Distribution Long haul & construction Fuel & Economy TP-BAS TP-DICON TP-FUEC Transmission types All All All Features Basic shift strategy Enhanced shift strategy (GCW up to 60t) Heavy GCW control (GCW 61-130t) EcoRoll Launch control Basic gearshift adjustments Kick-down Gearbox oil temp. monitor

Heavy Haulage TP-HEAVY V2512AT only

x

x

x

x

x

x x

x x x

x x

x x

x x

x x

x

x

x

x

170

I - Shift - Gen. C

Transmission types Features Smart cruise control Performance shift

Basic

Distribution & construction

TP-BAS

x

All

Heavy Haulage

TP-DICON

Long haul Fuel & Economy TP-FUEC

x

x x

x x

x

x

x

x

x

x

All

All

TP-HEAVY

V2512AT only

Options (Extra cost) Gear selection adjustment in automatic + kick-down

Enhanced PTO functions

x

171

I - Shift - Gen. C Package description

TP-BAS - The standard supplied package providing the basic I-Shift functions. TP-DICON - Incorporates features to suit distribution and construction work. Includes e.g. - features to aid manoeuvrability in confined spaces, and when starting off from standstill. TP-FUEC - Incorporates features to minimise fuel consumption - particularly suitable for long haul work. TP-HD - Includes features to optimise performance with heavy GCW - >60 tonne.

172

I - Shift - Gen. C Feature descriptions

Basic Shift Strategy - Automatic selection of the correct starting gear (1st. - 6th. gear) to take account of gross vehicle weight and road gradient.

* EBS-MED/ EBS-HIG required

Enhanced Shift Strategy* - I-Shift interacts with ECS and EBS to aid manoeuvrability in confined spaces, and when starting off from standstill. Shifts during engine braking are made smoother by applying the wheel brakes, to increase braking power.

** Available only with certain engine/ transmission combinations

Heavy GCW Control** - Optimises gear shifts for GCW 60 - 180 tonne operation. EcoRoll - Reduced fuel consumption by automatic activation and deactivation of free-wheel function when neither engine power nor braking is needed - e.g. on level roads.

173

I - Shift - Gen. C Feature descriptions

Launch Control*** - I-Shift interacts with EBS to optimise gear selection when manoeuvring at low speed. Also includes enhanced hill start control. Basic Gear Selection Adjustment - allows gear selection using the +/- buttons on the gear selector lever, during engine braking in automatic mode. Gearbox Oil Temperature Monitor - temperature shown on display.

*** EBS and ECS required

Smart Cruise Control - I-Shift interacts with EBS to ensure that auxiliary brakes are not applied unnecessarily, allowing more frequent activation of Eco-Roll.

174

I - Shift - Gen. C Feature descriptions

Performance Shift - by intelligent control of the engine compression brake - VCB/VEB - countershaft brake, and clutch, gear shifts can be made faster and smoother.

Option descriptions

Enhanced PTO functions - includes features to make PTO operation easier - e.g. limitation of engine speed. Enhanced Gear Selection Adjustment - allows gear selection using the +/- buttons on the gear selector lever, when starting off and driving in automatic mode. Also includes a ʻkick-downʼ function. Pressing accelerator pedal right down causes down-shift for - e.g. overtaking.

175

176

Powertronic 177

Powertronic

178

Powertronic General information

Designations

The Powertronic transmission was originally fitted to dumper trucks manufactured by the construction equipment division of Volvo Corporation. The transmission was first introduced by Volvo Truck in 1996, and fitted to FL10 trucks for use as refuse collection vehicles. These were mainly 8x4 vehicles. Volvo Transmission 16 (17) (19) (22) Nm - max. input torque 05 (06) forward gears PT Powertronic

179

Powertronic

180

Powertronic Generations

Since first being introduced, the Powertronic transmission has evolved through four generations. The significant features are: Gen.1 - One fluid filter. Two connectors on ECU (FL10, FL12) Gen. 2 - Two fluid filters. Turbine speed sensor. S13 solenoid, Pulse Width Modulated (PWM) signal for brake pressure. Three connectors on ECU (FL10, FL12) Gen. 3 - Truck Electronic Architecture (TEA). Transmission Electronic Control Unit (TECU). Transmission Electronic Control Unit (TECU). Gear Selector Electronic Control Unit (GECU). S14 PWM signal for lock-up pressure (FM) Gen.4 - I-Shift type selector lever. PWM valve and pressure sensor for retarder control 181

Powertronic K1 K2

A

B

C

D

B1 B2

B3 B4

E

B5

182

Powertronic Construction

Powertronic is a fully automatic transmission, using planetary gearsets and a torque convertor. The main sections of the transmission are: A. Torque convertor B. Fluid pump C. Retarder (Optional) D. Forward and reverse clutch E. Planetary gearsets K1 and K2 are multi-plate clutches. B1 - B5 are multi-plate brakes. These are used to lock components of the gearsets in various combinations to obtain the available gear ratios.

183

Powertronic

5

6

3

4

2

1

184

Powertronic

Torque convertor - main components

A torque convertor is a special type of fluid coupling, which has the ability to multiply torque from the engine. It takes the place of the clutch used with a manual gearbox. The main components are:

Impeller Turbine Stator

1. Impeller - or pump - wheel, which is attached to the engine flywheel and is, therefore, the input member. 2. Turbine wheel, which is attached to the turbine shaft (3) and is, therefore, the output member. 4. Stator, which is attached to the transmission casing via a one-way clutch. The clutch prevents the stator spinning with the fluid - it can spin only in the opposite direction. On the inner faces of impeller (1) and turbine (2) are formed several radial vanes. The stator (4) also has a series of vanes.

185

Powertronic

2

4

1 186

Powertronic Torque convertor - operation Fluid circulation and force

Residual force

When the engine is running, the space between these three components is filled with fluid. When the impeller (1) is rotating and, because of the special shape of the impeller and turbine vanes, a circulation of fluid is created. The impeller imparts a force to the fluid, which is thrown from the impeller vanes onto the turbine vanes. The force is applied to the turbine vanes, and the turbine (2) also starts to rotate. As the impeller speeds up, so does the turbine. However, fluid leaving the turbine still has some residual force. Again, due to the relative rotation and shape of the vanes, fluid is directed against the stator vanes (4). Because the one-way clutch locks the stator against the direction of fluid impact, the fluid is forced to change direction.

187

Powertronic

5

6

3

4

2

1

188

Powertronic

Torque convertor - operation

Efficiency loss

The stator vanes throw the fluid back onto the impeller vanes, in a direction which aids rotation. The residual force of the circulating fluid is added to the torque provided by the engine - hence the termʼ torque convertorʼ. Torque multiplication is highest - typically 2:1 - when the impeller speed is high, and the turbine speed is low. Eventually, the turbine speed approaches that of the impeller. However, because of circulation losses, the speeds can never actually match 100%. There will always be some ʻslipʼ meaning that the turbine rotates slightly slower than the impeller. This slip is a loss of efficiency, which has a bearing on performance and fuel economy. To eliminate slip, once the relative speeds of the impeller and turbine reach a certain point, lock-up clutch (5) is engaged. For more information, see Lock-up clutch.

189

Powertronic Smooth torque transmission

No wear

Torque drag

The pure hydraulic coupling of engine to transmission, before the lock-up clutch is engaged, gives a fluid coupling a valuable characteristic - the ability to transfer torque from the engine to the transmission very smoothly. Unlike a conventional clutch, a fluid coupling suffers virtually no wear. This is the reason that, in conjunction with an automatic transmission, these couplings are ideal for use in ʻstop/startʼ conditions - e.g. buses and refuse collection vehicles. However, hydraulic coupling does have a slight drawback. Because torque is being transferred all the time the engine is running - even when it is idling - there is always a slight tendency for the vehicle to creep slowly forwards. Unless there is an automatic feature in the brake system to counteract this tendency, the vehicle must be held stationary by applying the foot brake or park brake. 190

Powertronic

191

Powertronic

2

4

1

3 192

Powertronic PTO and fluid pump drive

The PTO drive gear (1) is driven from intermediate gear (2). The transmission fluid pump (3) is driven from drive sleeve (4).

193

Powertronic K1

K2

B1

B2

1

B3

B4

B5

2

3

194

Powertronic Clutches and brakes

The available gear ratios are obtained using multi-plate clutches (K1 and K2) and brakes (B1 - B5). The number of brakes depends on the number of gear ratios available in the transmission. The clutch and brake packs consist of interleaved metal plates and friction plates. The clutch or brake is applied by hydraulic pressure acting on a piston. When applied, clutch (K1) connects turbine shaft (1) to mainshaft (2). Clutch (K2) connects turbine shaft (1) to tubular shaft (3). Brakes (B1 - B5) lock either the planetary gears, the gear carrier, or the sun gear to the transmission housing in various combinations to provide the available gear ratios.

195

Powertronic RV2 LRV

RV4 RV

RV5 RV1 RV3

S13 TV1 S11 S4 S3

S5 S1 S2

RV9 RV7

CHV

MPV S7 S8 S14 CRV

196

Powertronic Valve block

* Not fitted to Gen. 2

The valve block, attached to the underside of the transmission, contains all the solenoids and valves which control gear changes. CHV. Safety valve CRV. Control valve - torque converter pressure LRV. Control valve - lubrication pressure MPV. Control valve - main pressure RV. Relay valve - reserve RV1- RV5. Relay valves - brakes RV7. Relay valve - forward clutch RV8. Relay valve - reverse clutch RV9. Relay valve - lock-up clutch S1-S5. Solenoid valves - brakes S7. Solenoid valve - forward clutch S8. Solenoid valve - reverse clutch S11. PWM valve - main pressure S13. PWM valve - brake pressure *S14. PWM valve - lock-up TV1. Control valve - brake pressure

197

Powertronic LRV NRV2

RV2 RV RV4 RV3

NRV3

RV5 RV1 TV1

198

Powertronic Valve block

LRV. Control valve - lubrication pressure NRV2. Non-return valve - RV2 and RV4 NRV3. Non-return valve - RV1, RV3 and RV5 RV. Relay valve - reserve RV1- RV5. Relay valves - brakes TV1. Control valve - brake pressure

199

Powertronic RV2

RV2

BR

-

BR

+

S2

S2

A

B

200

Powertronic Solenoid and relay valve operation A - S2 not energised

B - S2 energised

The illustration above shows an example of solenoid and relay valve operation for solenoid valve (S2) and corresponding relay valve (R2).

When a gear change takes place, solenoid valve (S2) is energised by a signal from the TECU. The valve opens and allows fluid at a low control pressure to flow to relay valve (R2). The relay valve opens and allows fluid at full pressure to act on the appropriate brake control piston.

201

Powertronic B5 K1

1

2

P5 202

Powertronic Power flow - 1st. gear

Clutch (K1) is closed, and connects turbine shaft (1) to mainshaft (2). Brake (B5) is closed, and locks the planet carrier of gearset (P5) to the transmission housing.

203

Powertronic B4 K1

1

2 P4 204

Powertronic Power flow - 2nd. gear

Clutch (K1) is closed, and connects turbine shaft (1) to mainshaft (2). Brake (B4) is closed, and locks the ring gear of gearset (P4) to the transmission housing.

205

Powertronic B3 K1

1

2 P2 206

Powertronic Power flow - 3rd. gear

Clutch (K1) is closed, and connects turbine shaft (1) to mainshaft (2). Brake (B3) is closed, and locks the planet gear carrier of gearset (2) to the transmission housing.

207

Powertronic

B1

K1

1

2 P1 208

Powertronic Power flow - 4th. gear

Clutch (K1) is closed, and connects turbine shaft (1) to mainshaft (2). Brake (B1) is closed, and locks the planet gear carrier of gearset (P1) to the transmission housing.

209

Powertronic

B1

K1

1

2 P1

210

Powertronic Power flow - 5th. gear

Clutch (K1) is closed, and connects turbine shaft (1) to mainshaft (2). Brake (B2) is closed, and locks the sun gear of gearset (P1) to the transmission housing.

211

Powertronic K1

1

K2

2

3 212

Powertronic Power flow - 6th. gear

Clutch (K1) is closed, and connects turbine shaft (1) to mainshaft (2). Clutch (K2) is closed, and connects turbine shaft (1) to tubular shaft (3). Closure of the two clutches effectively locks the planetary gears together, so that they rotate as one unit, providing a direct 1:1 gear ratio.

213

Powertronic B5 K2

1

2 P1

3

P2

P3

P5 214

Powertronic Power flow - reverse gear R1 - low

Clutch (K2) is closed, and connects turbine shaft (1) to tubular shaft (3), which carries the sun gear of gearset (P2), and the planetary gear carrier of gearset (P1). The carrier of gearset (P2) transmits torque to the ring gear of gearset (P3). The planet gears of gearset (P3) act as intermediate gears, and reverse the direction of rotation of mainshaft (2). Brake (B5) is closed, and locks the carrier of gearset (P5) to the transmission housing.

215

Powertronic B4 K2

1

2 P1

3

P2

P3

P5 216

Powertronic Power flow - reverse gear R2 - high

Clutch (K2) is closed, and connects turbine shaft (1) to tubular shaft (3), which carries the sun gear of gearset (P2), and the planetary gear carrier of gearset (P1). The planet gears of gearset (P3) act as intermediate gears, and reverse the direction of rotation of mainshaft (2). Brake (B4) is closed, and locks the carrier of gearset (P3) to the transmission housing.

217

Powertronic 1

2

B5

rev/min

bar 1

B4

2

B5

B4 1

2

sec. 218

Powertronic Powershift

The illustration above shows that the release and application of brakes and clutches is overlapped. Overlapping ensures that there is no loss of power during the shift. The upper curve shows engine speed during the shift from 1st. to 2nd. gear.

Modulated pressures

The lower curve shows the hydraulic pressure acting on brake (B4) and (B5). Notice the overlap of pressure decrease in (B5) and pressure increase in (B4). Notice also, that pressures are not changed abruptly. To ensure a smooth shift - and to apply clamping pressures which are proportional to engine torque - the pressures are modulated - varied - by the PWM controlled valves.

219

Powertronic Gear shift control

With a manual transmission, the driverʼs decision on when to make a gear shift is primarily dependent the combination of road speed and engine speed - which is determined by the vehicle load. The tachometer helps with the decision by indicating when the engine speed is in the best working range. With an automatic transmission, the same factors apply. The TECU is supplied with signals representing: - road speed, from the output shaft speed sensor. - engine speed, from the EMS, via VECU.

Acceleration demand

The TECU is also supplied with a signal representing accelerator pedal position from the pedal potentiometer, via EMS and VECU. This signal is an indication of acceleration demand.

220

Powertronic When the accelerator pedal is pressed well down indicating greater acceleration demand - gear shifts are delayed until higher road speeds are reached.

Comparison with pre-programmed data

When ʻDʼ is selected, first gear is engaged. When the accelerator pedal is pressed, the vehicle moves off and road speed increases. By comparing incoming signals with pre-programmed data, the TECU can calculate when a shift to the next higher is suitable for the combination of road speed, engine speed and accelerator pedal position. At this point, signals are sent to the appropriate solenoid valves. A brake on one planetary gearset is released, and another is applied - and so on.

221

Powertronic 5 speed

6 speed

R

R2 R1

N

Solenoid energised S2

S4

S1

N

S5 S2

Clutch

Brake

S8

K2

B4

S8

K2

B5

S4

B4

N(/1)

S1

S5

F1

S1

S5 S7

K1

B5

S7

K1

B4

S7

K1

B3

S7

K1

B1

S7

K1

B2

F1

F2

F2

F3

F3

F4

F4

F5

F5

F6

S2 S1

S3 S2

S1

S4

B5

S7 S8

K1+K2

222

Powertronic Gear shift control

The chart above shows which solenoid valves, brakes and clutches are in use for each gear.

223

Powertronic 7076

767 7052

758 7070 761 762/763

224

Powertronic Sensor location

758. Output shaft speed 761. Gearbox fluid pressure 762. Gearbox fluid temperature 763. Gearbox fluid level 767. Retarder fluid temperature 7052. Tachograph speed signal 7070. Input shaft (engine) speed 7076. Turbine speed

225

Powertronic

7076

767 7052

758 7070 761

763/763

226

Powertronic Sensor location

758. Output shaft speed - to TECU 761. Gearbox fluid pressure 762. Gearbox fluid temperature 763. Gearbox fluid level 767. Retarder fluid temperature 7052. Output shaft speed - to tachograph 7070. Input shaft (engine) speed 7076. Turbine speed

227

Powertronic 7070

7076

228

Powertronic Input and turbine speed sensors

7070. Input shaft (engine) speed - located behind the torque converter 7076. Turbine speed - located behind the cannon connector housing

229

Powertronic 7052

758

7070

1

7076

230

Powertronic Lock-up clutch

Once the speeds of the impeller and turbine are similar, the fluid coupling function, and the torque multiplication function, of the torque converter are no longer required. To eliminate the slip in the coupling, the lock-up clutch (1) is engaged. The turbine is now locked to the impeller, and the whole assembly becomes a solid mechanical drive, rotating as one unit. Note: To allow engagement of the clutch, the speed difference between the impeller and turbine - detected by sensors (7070) and (7076) - must be less than 30%. Provided that relative speeds are within range, the clutch can be engaged in all gears.

231

Powertronic RV2 LRV

RV4 RV

RV5 RV1 RV3

S13 TV1 S11 S4 S3

S5 S1 S2

RV9 RV7

CHV

MPV S7 S8 S14 CRV

232

Powertronic Lock-up clutch - control

When the sensors signal to the TECU that the relative speeds of the impeller and turbine are within 30%, the TECU sends a PWM signal from pin (43) to solenoid valve (S14). Solenoid (S14) activates relay valve (RV9), which allows fluid to fill the cavity behind the lock-up clutch piston, and engage the clutch. Because solenoid (S14) is controlled by a PWM modulated - signal, clutch engagement is progressive, and automatically adapts to compensate for wear and production tolerances.

233

Powertronic

0

M !

INFO

C3 ! STOP

- +

234

Powertronic Lock-up clutch fill time ʻteach-inʼ (Gen. 3 and 4)

If any new software is downloaded, the lock-up parameters are in ʻNovisʼ mode. This mode is indicated in the display by ʻCʼ - converter mode - and ʻ0ʼ which is displayed instead of the drive program. The ʻ0ʼ indicates the number of test fills that have occurred. In this situation, the lock-up filling time must be recalculated, and parameters reset. 1. Drive the vehicle until the transmission temperature is at least 700. ʻTeach-inʼ can only take place between 700 and 950C. 2. Find a stretch of road where it is possible to safely drive for at least 500 metres at a steady speed of approx. 30 km/h.

235

Powertronic

0

M !

INFO

C3 ! STOP

- +

236

Powertronic Lock-up clutch fill time ʻteach-inʼ (Gen. 3 and 4)

3. Drive the vehicle with the gear selector in ʻMʼ position - gear 2 for 5-speed transmission, and gear 3 for 6-speed transmission. 4. When a plus or minus character is displayed beside the zero - ʻ0ʼ, the teach-in phase can start. Plus means that the road speed is too high for teach-in. Minus means that the road speed is too low for teach-in. 5. Press the accelerator and brake simultaneously so that the converter slips. Keep the engine speed at a constant 1500+/- 50 rev/min. 6. Watch the plus and minus characters. If plus is displayed, press the brake harder. If minus is displayed, release the brake a little.

237

Powertronic

0

M !

INFO

C3 ! STOP

- +

238

Powertronic

Lock-up clutch fill time ʻteach-inʼ (Gen. 3 and 4)

7. A test fill will occur when the road speed and engine speed are in the correct ratio - i.e. when neither a plus or minus character is displayed. After the first test fill, ʻ0ʼ - at top left of the display - will change to ʻ1ʼ. 8. If the number does not change, the test fill has not been successful. This may be because the engine speed was incorrect or not stable, or acceleration was too high. Repeat the test run keeping the engine speed more stable. CAUTION If the fluid temperature exceeds 950C, test runs must be stopped. Drive the vehicle normally until the temperature is down to 700C. Allow a short time between test runs to allow the brakes to cool.

239

Powertronic

4

M !

INFO

C3 ! STOP

- +

240

Powertronic Lock-up clutch fill time ʻteach-inʼ (Gen. 3 and 4)

9. Repeat the test run until the test fill number has been increased to ʻ4ʼ. Note that two seconds must pass between each test fill. 10. When the third test fill is complete, the program has calculated a new lock-up filling time. 11. More test fills may be needed to calculate the lock-up disconnection time. Continue until the test fill number at top left disappears. Teach-in is now complete. This will be confirmed by the lock-up clutch engaging, and ʻCʼ disappearing from the display. Note: If it has not been possible to calculate the fill and disconnect times after 6 test fillings, the test fill number returns to ʻ0ʼ. The procedure must then be repeated.

241

Powertronic

A

B

242

Powertronic Retarder

The retarder is an option and, when fitted, is located between the torque converter and the planetary gearsets. A. shows a cross-section of the transmission with retarder fitted. B. is without retarder.

243

Powertronic

1

2

3

4

244

Powertronic Retarder

The main components of the retarder are: 1. Stator - which is attached to the transmission housing, and cannot rotate. 2. Piston 3. Rotor - which is attached to, and rotates with, clutch (K1). 4. Backing plate - acts as a support for the rotor. When the piston is activated, the space between the rotor and stator is filled with fluid. The vanes, formed in the rotor, throw the fluid against the vanes of the stator. Because the stator cannot rotate, the impeded flow of fluid causes retardation of the rotor, the geartrain, and the drivetrain. 245

Powertronic

1

VECU

3

2

TECU 246

Powertronic Retarder - control

Retarder operation is controlled by a multi-position control stalk (1). Moving the stalk sends signals to electro magnetic valve (2) S-RET. On pre. Gen. 4 systems, valve (2) is a simple solenoid valve. On Gen. 4 systems valve (2) is a PWM valve. Valve (2) controls air flow to and from retarder valve (3) - RRV. Air pressure acting on valve (3) controls the fluid pressure which operates the retarder actuation piston. Increasing fluid pressure between the rotor and stator results in greater retardation. Heat generated when the retarder is working is dissipated through a heat exchanger linked into the engine cooling system.

247

Powertronic 5

4

3 2

1

248

Powertronic Selector lever - Gen. 1 - 3

1. Selector lever positions. 2. Selects ʻEconomyʼ or ʻPerformanceʼ mode. 3. Selects 1st. gear or 2nd. gear start - 6-speed transmission only. 4. Inhibitor - prevents accidental selection of gears. 5. Press for up/down gear shifts.

Selector lever - Gen. 4

With Gen. 4 systems, an ʻI-SHIFTʼ type selector is used, but there is no ʻLʼ position, or ʻLimp Homeʼ button.

249

Powertronic 3 5

4

2

1 250

Powertronic Gear selector positions- Gen. 1-3

R = reverse. N = Neutral A = Automatic mode. The correct starting gear is engaged, and up and down shifts occur automatically, according to driving conditions. M = Manual mode. up and down shifts are activated using buttons (5).

Economy/ Performance mode

ʻEconomyʼ mode is suitable for most road conditions. When ʻPerformanceʼ mode is selected, more acceleration is available because upshifts are delayed until higher engine and road speeds are reached.

1st./2nd. start gear - 6 speed only

Pressing this button selects either 1st. gear or 2nd. gear for the start gear.

251

Powertronic MID 140 / 171 MID 144 MID 128 MID 150 MID 136 MID 223 MID 130 MID 232 MID 163 MID XXX

SAE J1939

SAE J1939

252

Powertronic Control system - Gen. 3 and 4

For Gen. 3 and Gen. 4 systems, the GECU and TECU are connected to data links J1939 and J1587. Note: with Gen. 1 and Gen. 2 systems, Truck Electronic Architecture (TEA) was not in use.

253

Powertronic Transmission fluid

Fluid change

Specification : Dexron III, Alison C4. Quantity: 35 litres Warranty check 10,000 km or 4 weeks. Then every 90,000 km or 12 months. Renew breather every 24 months

254

Powertronic Level check

CAUTION

The fluid level must be neither too high nor too low. Too high a level may cause churning and overheating. Too low a level may cause incorrect operation of hydraulic components and brake or clutch slip, and may cause burning of the fluid. Emergency check - transmission cold 1. Apply the parking brake, and start the engine. 2. Select Neutral. 3. Press the accelerator pedal and hold the engine speed at 1000 rev./min. 4. Remove the dipstick, and wipe with lint free paper. 5. Refit and withdraw the dipstick - check the fluid level. 6. The level should be between the marks on the dipstick. 7. Add or drain fluid to bring the level between the marks. Normal check - transmission hot - 700-900C 8. Follow the above sequence.

255

Powertronic PR1

PC2

PR2 B5

PS

B4 B3

B2

B1

K2

256

Powertronic

Fluid pressure test Gen. 3 & 4

Measured when fluid is at normal operating temperature

REF.

FUNCTION

BAR approx.

B1 B2 B3 B4 B5 K2 PS

Brake 4th. gear Brake 5th. gear Brake 3rd. gear Brake 2nd. gear Brake 1st. gear Clutch - forward Lub. fluid pressure

10-12 (LU)* 15-18 (NLU)** 10-12 (LU) 15-18 (NLU) 10-12 (LU) 15-18 (NLU) 10-12 (LU) 15-18 (NLU) 10-12 (LU) 15-18 (NLU) 10-12 (LU) 15-18 (NLU) 3 - in Neutral

* = with lock-up ** = without lock-up

257

Powertronic P1 K1 PC2 PLU

258

Powertronic Fluid pressure test Gen. 3 & 4 Measured when fluid is at normal operating temperature

REF.

FUNCTION

BAR approx.

P1 K1 PC1

Main pressure 20 Clutch - forward 10-12 (LU)* 15-18 (NLU)** Converter pressure - in 5 - in Neutral

Fluid pressure test Gen. 2 Measured when fluid is at normal operating temperature Engine speed 1500 rev/min.

GEAR. N U* R

* = with lock-up ** = without lock-up P1 bar 15 14 20

PC1 bar 5

PS bar 3

* Torque converter operating

259

260

Powertronic Lock-up and retarder test

The efficiency of the lock-up clutch - lack of slip - and efficiency of the retarder - drag - is determined by measuring the engine torque during each of the test levels. The test is done in stages, with the engine speed at 1800 rev/min: 1. Activate lock-up (PWM valve S14) and retarder (PWM valve SRET) together at each of the % levels. Check efficiency. If efficiency is below specification further checks can be done to narrow down the fault area. 2. Activate lock-up separately. 3. Activate retarder separately.

261

262

Powertronic Gear test

The prop. shaft must be removed to perform this test. The engine speed for the test is 1000 rev/min. During the test, each clutch is engaged one at time. The efficiency of the clutches - lack of slip and free disengagement - is determined by measuring the engine torque during each clutch application. All clutches should produce approx. the same result. If one produces a torque change considerably less than others - typically < 100 Nm, it can be assumed that clutch is slipping. A torque typically > 100 Nm, may indicate that a multiplate clutch is sticking. This may be due to oil leakage or a mechanical fault.

263

Powertronic Common faults

The most common causes of faults are: - Incorrect fluid level CAUTION The level must be neither too high nor too low. Too high a level may cause churning and overheating. Too low a level may cause incorrect operation of hydraulic components and brake or clutch slip, and may cause burning of the fluid. - Incorrect fluid type or grade - Corroded connectors - e.g. cannon connector.

Faulty gear shifts

For faulty gear shifts - refer to ʻInspection List, faulty gear shiftingʼ . (Diagnostics 437).

264

265