Ishift and Powertronioc Training PDF
Ishift and Powertronioc Training PDF
Ishift and Powertronioc Training PDF
Automatic
AND TACTICS
1
2
Contents
General information I-Shift - Generation B - cont.
Automated vs. Automatic 12 Sensors 71
Epicyclic gearsets 15 Solenoid valves 73
Air supply 75
I-Shift - Generation B Electrical connectors 77
Designation 25 Selector lever 79
Construction 27 Gear display 89
Gear layout 29 Control system 93
Synchronisers 29 Data links 99
Power flow 31 Software packages &
Gear selection 41 features 102
Shaft speed sensors 43 Conversion kits 109
Intermediate shaft brake 45 Viewing software packages 111
Clutch 47 Testing - VCADSPro 113
Clutch cylinder 49 Calibration 114
Control housing 61 VCADS cylinder test 117
TECU 63 Air supply connection 121
Temperature sensor 65 Air paths in control housing 123
Air cylinders 67 Control housing -
Interlocks 69 remove & refit 124
Using a rolling road 127
3
I-Shift - Generation C
Designation 133
Identification plate 137
Gear ratios 138
Selection positions 139
Gen. C vs. Gen. B 141
Clutch 143
Clutch position sensor 149
X1 and X2 values 151
Range change gearset 153
TECU 155
Overdrive gearset 157
Selector lever 159
Lubrication 161
Oil cooling 165
Software packages 169
Package description 172
Feature description 174
4
Contents
5
6
Introduction
About this This guide is intended as a memory jogger for the
Pocket guide knowledge you have gained during your training course.
Transmissions - Automatic
7
Danger, In this guide, risk of injury or damage is indicated by the
Warning, following headings:
Caution &
Note DANGER - indicates a risk of serious personal injury or
death.
8
Replacement When replacement parts are required, it is essential that
parts only Volvo genuine parts are fitted. If Volvo genuine parts
are not used:
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.
10
General Information
11
General Information
Automated vs. Automated transmissions are basically manual
Automatic 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.
13
General Information
R P
PC S
14
General Information
Epicyclic Most automatic transmissions use a number of gear
gearsets arrangements called ʻepicyclicʼ or ʻplanetaryʼ gearsets.
The gearsets have four main components:
15
General Information
R P
PC S
16
General Information
Epicyclic In the single gearset above, the ring gear has 72 teeth,
gearsets - and the sun gear has 30 teeth. These combinations can
example produce the following ratios:
Input Output Stationary Gear ratio
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.
P R 1
2
20
General Information
Gearing R - ring gear, or annulus
examples P - planet gear (orbits the sun)
S - sun gear - input
PC - planet carrier - output
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:
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
29
I - Shift - Gen. B
1st. 2nd.
3rd. 4th.
30
I - Shift - Gen. B
Power flow - 1st. Low range splitter > 1st. gear > range change low ratio
gears 1 to 4
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 - 5th. Low range splitter > high range splitter > range change
gears 5 to 8 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 - 9th. Low range splitter > 2nd gear > range change high
gears 9 to 12 ratio
10th. High range splitter > 2nd. gear > range change high
ratio
11th. Low range splitter > high range splitter > range
change high ratio
35
I - Shift - Gen. B
R1. R2.
R3. R4.
36
I - Shift - Gen. B
Power flow - R1. Low range splitter > reverse gears > range change low
gears R1 to R4 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 Gears are selected by moving ʻsliding dog clutchesʼ forward
- main gearbox or backward.
The clutches are moved by selector forks, similar to those
found in a manual gearbox.
38
39
I - Shift - Gen. B
PC
P R 1
2
40
I - Shift - Gen. B
Gear selection R - ring gear, or annulus
- range change P - planet gear (orbits the sun)
S - sun gear - input
PC - planet carrier - output
LS HS 2 1 RE 2 42
I - Shift - Gen. B
Shaft speed To enable the control system to provide smooth
sensors fully automatic gear changes, shaft speeds must be
synchronised at the point of gear change.
43
I - Shift - Gen. B
1 2
44
I - Shift - Gen. B
Located at the front of the transmission case is an
Intermediate
intermediate shaft brake (1).
shaft brake
The cylinder contains a multi-plate disc bake with 2 friction
discs, and 3 steel discs.
46
I - Shift - Gen. B
The clutch is similar to a conventional clutch used with a
Clutch
manual gearbox.
Unlike the installation for a manual gearbox, there is no
clutch pedal, because the clutch is released and engaged
automatically.
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.
2
3
5
4 1
48
I - Shift - Gen. B
Clutch cylinder The clutch cylinder (1) is attached to the RH side of the
transmission housing.
CAUTION
To ensure that all air pressure is released, plug (4) should
be removed before removing the cylinder assembly.
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 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).
53
I - Shift - Gen. B
54
I - Shift - Gen. B
Clutch cylinder In the illustration above, the clutch is engaged.
operation - clutch This is the normal situation - e.g. after:
engaged
- When starting
- After PTO engagement of a gearbox mounted PTO
(if gearbox is in neutral, and vehicle is stationary).
56
I - Shift - Gen. B
Clutch cylinder In the illustration above, the clutch is disengaged.
- operation
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.
3
VASE VASD
4
1
2
Air supply
No air present VAFE VAFD
Air exhaust 58
I - Shift - Gen. B
Clutch cylinder 1. One-way inlet valve.
- air circuit 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
59
I - Shift - Gen. B
60
I - Shift - Gen. B
Control housing The control housing includes the following parts:
61
I - Shift - Gen. B
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.
63
I - Shift - Gen. B
64
I - Shift - Gen. B
Temperature Temperature sensor (4) measures the temperature of the
sensor - transmission assembly.
transmission
65
I - Shift - Gen. B
2 3 4
1
5
6
66
I - Shift - Gen. B
Air cylinders Air pressure admitted to the cylinders moves the shift forks
to change gear.
3
1
2
68
I - Shift - Gen. B
Interlocks 1. 2nd. and 3rd. cylinder
2. One gear only interlock*
3. Splitter cylinder stroke limiting plate
69
I - Shift - Gen. B
1
4 2
6 3
5 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
LS
B
HS R
HR B
LS HS R 1 2 3 LR
C5
C1 C2 C3 C4 72
I - Shift - Gen. B
Solenoid valves The nine solenoid valves are located in the control housing
cover.
24
3
P24
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 B
3
2 2
1 1
76
I - Shift - Gen. B
Electrical Two or three connectors are located on the control housing
connectors cover:
2. To clutch valves.
2. To retarder.
3. To clutch valves.
77
I - Shift - Gen. B
1
2
6
1 5
R
N 3
4
A
M
L
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).
79
I - Shift - Gen. B
1
2
6
5
R
N4 3
A
M
L
80
I - Shift - Gen. B
Economy/ ʻEconomyʼ mode is suitable for most road conditions.
Performance When ʻPerformanceʼ mode is selected, more acceleration is
mode 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.
81
I - Shift - Gen. B
Selecting ʻLimp 1. Turn the ignition key to ʻONʼ.
Homeʼ mode 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.
82
83
I - Shift - Gen. B
2
6
3
4
84
I - Shift - Gen. B
Selector lever R = Reverse. When selected, the system engages the
positions lowest of the four reverse ratios (R1). Higher reverse ratios
can be selected using the +/- button.
N = Neutral
Manual up/down M = Manual. Up and down shifts are controlled by the +/-
shifts button.
MITNB
1
86
I - Shift - Gen. B
Selector lever The selector lever for buses is similar to that for trucks.
- bus The main difference is - there is no ʻLʼ position for the
lever.
87
I - Shift - Gen. B
1 2 3 4 5
E A 11
E R R1 1
E+ N R2 2
P A R3 3
B M R4 4
5
L F N1 6
N2 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
E A 11
E R R1 1
E+ N R2 2
P A R3 3
B M R4 4
5
L F N1 6
N2 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.
91
I - Shift - Gen. B
J1939
J1708
MID130
MID223 MID144 MID140
MID222 J1939-5
7 8
9
3
5
1 2 4 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.
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
12
13 15 16
6
14
94
I - Shift - Gen. B
Control system The illustration above shows the continuation part of the
control system.
95
I - Shift - Gen. B
Control system To enable the gearbox to operate correctly, the TECU
- communication receives and sends signals to several other ECUʼs:
MID 144 - VECU 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 Via MID128, the TECU receives a signal representing
(EMS) 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/ Via MID136, the TECU receives a road wheel speed signal.
ABS/ASR 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 GECU
Data links The GECU is connected to the TECU via a dedicated link
- J1939-5.
It is also connected to link J1587.
99
I - Shift - Gen. B
Basic Fuel Comfort Comfort & Economy &
economy fuel power
B FE C FEC EP
Automatic mode -
standard √
Automatic mode -
professional √ √ √ •
Eco-roll √ √ •
Brake mode √ √ √ •
Automatic engine
brake control √ √ √ •
Power √
Power professional √ √ √ •
100
Basic Fuel Comfort Comfort & Economy &
economy fuel power
B FE C FEC EP
Kick down √ √ •
Oil temperature
gauge √ √ •
Service indicator √ √ •
VEB required No Yes Yes Yes Yes
NEW FEATURES
Smart cruise
control • • •
Performance shift • • • •
Smooth range shift • • •
High torque
direct gear •
Engine availability D12D420/460
101
I - Shift - Gen. B
Software The chart on the previous pages shows the various
packages & software packages available.
features
Automatic mode Selects the correct starting gear according to road slope
- Pro 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.
102
I - Shift - Gen. B
Eco-roll If cruise control is activated, the road speed must be
engagement greater than the setting for cruise control ʻoverspeedʼ
conditions 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.
Power Holds gears until higher engine and road speeds are
reached.
104
I - Shift - Gen. B
Software Smooth range shift - using both range change solenoid
packages & valves to provide an ʻair cushionʼ ensures a smooth quiet
features 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 High torque direct gear - gives approx. 200 Nm torque
packages & increase in top - direct - gear:
features
- D12D420, normal 2000 Nm. With ʻhigh torqueʼ
2200 Nm at 1050 - 1300 rev/min. = normal 460 version.
108
I - Shift - Gen. B
Kit No.
Conversion kits Fuel
- all chargeable Basic 85103233
economy
Fuel
Basic
economy + Comfort 85103235
Fuel
Comfort Comfort + economy
85103235
Fuel Fuel
economy economy + Comfort 85103235
Fuel
Basic
economy
Comfort 85103236
B F N C F N FE F N
230C 11:45 230C 11:45 230C 11:45
AM AM AM
34587.6 km 34587.6 km 34587.6 km
FEC F N EP F N
230C 11:45 230C 11:45
AM AM
34587.6 km 34587.6 km
110
I - Shift - Gen. B
Viewing software To view the software package on the display:
package
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.
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 - Using VCADSPro, every part of the I-shift system can be
VCADSPro tested.
Most tests are carried out with the gearbox installed, and
VCADS connected to the on-vehicle 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:
Calibration mode - Calibration mode (A) is for repairs when the original clutch
(A) plate is refitted.
Clutch wear data is entered manually - label on ʻBʼ pillar.
114
I - Shift - Gen. B
Calibration mode - Calibration mode (B) to be used ONLY when a new clutch
(B) 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.
115
I - Shift - Gen. B
N
LS HS
mm
15 8 0 9 15
OK
10 11 Not OK
117
I - Shift - Gen. B
9990099
9998555
9808563
9808584
118
I - Shift - Gen. B
119
I - Shift - Gen. B
P/N 1592924
9992976
Note: Adaptor P/N 969327 screws into the air inlet channel.
121
I - Shift - Gen. B
HS
B 2
LR
LS
1 3
HR
122
I - Shift - Gen. B
Air paths in If there is an electronic fault - e.g. TECU fault, or a
control housing 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 CAUTION
- remove and refit 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.
!
STOP
i CHECK
Gauges 1/7
TCS
11:45
<
E A 6 AM
CC 4234567.8
126
I - Shift - Gen. B
Using a rolling CAUTION
road If a vehicle fitted with I-shift gearbox needs to be run on a
rolling road, certain procedures must be followed:
!
STOP
i CHECK
Gauges 1/7
TCS
11:45
<
E A 6 AM
CC 4234567.8
128
I - Shift - Gen. B
Using a rolling Note: If roller resistance prevents up-shift to 12th. gear -
road
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:
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 COMPONENT: Component designation
plate
(DSP3190245): Spare part number
137
I - Shift - Gen. C
AT2512C ATO2512C
Gear ratios AT2412C
1 14.94 11.73
2 11.73 9.21
3 9.04 7.09
4 7.09 5.57
5 5,54 4.35
6 4.35 3.41
7 3.44 2.70
8 2.70 2.12
9 2.08 1.63
10 1.63 1.28
11 1.27 1.00
12 1.00 0.78
R1 -17.48 -13.73
R2 - 13.73 - 10.78
R3 - 4.02 - 3.16
R4 - 3.16 - 2.48 138
I - Shift - Gen. C
Gear Splitter Main Range
Selection 1 LS 1 LR
positions - 2 HS 1 LR
splitter, main and 3 LS 2 LR
range change 4 HS 2 LR
5 LS 3 LR
6 HS 3 LR
7 LS 1 HR
8 HS 1 HR
9 LS 2 HR
10 HS 2 HR
11 LS 3 HR
12 HS 3 HR
R1 LS R LR
R2 HS R LR
R3 LS R HR
R4 HS R HR
N1 LS N -
N2 HS N - 139
I - Shift - Gen. C
2 140
I - Shift - Gen. C
Gen. C vs. Gen. B The main differences between Generation C and
Generation B transmissions are:
141
I - Shift - Gen. C
2
1
142
I - Shift - Gen. C
Clutch The clutch is a single plate type, which is disengaged by
pressure pushing against spring plate (1).
143
I - Shift - Gen. C
VASE VASD
VAFE VAFD
1
144
I - Shift - Gen. C
Clutch cylinder Clutch actuation valve block (1) is attached to the side of
operation the clutch housing.
145
I - Shift - Gen. C
VASE VASD
VAFE VAFD
1
146
I - Shift - Gen. C
147
I - Shift - Gen. C
148
I - Shift - Gen. C
Clutch position A sensor (1) is used to detect the position of the actuation
sensor 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.
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).
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
component damage. 151
I - Shift - Gen. C
152
I - Shift - Gen. C
Range change In common with I-Shift Gen. B, the Gen. C range change
gearset gearset is a planetary gearset, with two ratios - low and
high.
- gear teeth are helical cut. - gears are stronger and run
more quietly.
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
CAUTION
If the TECU circuit board must be handled;
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.
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.
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
165
I - Shift - Gen. C
UTCOOL
TC-MWO
TC-MWOH2 TC-MAOH2
166
I - Shift - Gen. C
Oil cooling - with UTCOOL - no oil cooling.
retarder
TC-MWO - Small oil cooler mounted on the oil filter.
RET-TH
TC-MWOH2 - Separate larger oil cooler mounted on LH
side of gearbox.
167
I - Shift - Gen. C
Time/Distance
Time/Distance
B F N1
Time/Distance DC F N1
FE F N1
168
I - Shift - Gen. C
Software Four main software packages are available:
packages
B - Basic
Heavy haulage
169
I - Shift - Gen. C
Basic
Distribution Long haul Heavy
& construction Fuel & Haulage
Economy
TP-BAS TP-DICON TP-FUEC TP-HEAVY
Transmission types All All All V2512AT only
Features
Basic shift strategy x
Enhanced shift
strategy -
(GCW up to 60t) x x x
Heavy GCW control
(GCW 61-130t) x
EcoRoll x x
Launch control x x x
Basic gearshift
adjustments x x x x
Kick-down x x x x
Gearbox oil temp.
monitor x x x x 170
I - Shift - Gen. C
Basic Distribution Long haul Heavy
& construction Fuel & Haulage
Economy
TP-BAS TP-DICON TP-FUEC TP-HEAVY
Transmission types All All All V2512AT only
Features
Smart cruise
control x x
Performance shift x x x x
Enhanced PTO
functions x x x x 171
I - Shift - Gen. C
Package TP-BAS - The standard supplied package providing the
description basic I-Shift functions.
172
I - Shift - Gen. C
Feature Basic Shift Strategy - Automatic selection of the correct
descriptions starting gear (1st. - 6th. gear) to take account of gross
vehicle weight and road gradient.
*** EBS and ECS Smart Cruise Control - I-Shift interacts with EBS to
required ensure that auxiliary brakes are not applied unnecessarily,
allowing more frequent activation of Eco-Roll.
174
I - Shift - Gen. C
Feature Performance Shift - by intelligent control of the engine
descriptions compression brake - VCB/VEB - countershaft brake, and
clutch, gear shifts can be made faster and smoother.
175
176
Powertronic
177
Powertronic
178
Powertronic
General The Powertronic transmission was originally fitted to
information 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.
Designations Volvo
Transmission
16 (17) (19) (22) Nm - max. input torque
05 (06) forward gears
PT Powertronic
179
Powertronic
180
Powertronic
Since first being introduced, the Powertronic transmission
Generations
has evolved through four generations. The significant
features are:
A B C D E 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
183
Powertronic
5
6
1
2 184
Powertronic
Torque A torque convertor is a special type of fluid coupling, which
convertor - main has the ability to multiply torque from the engine.
components It takes the place of the clutch used with a manual gearbox.
2 4 1
186
Powertronic
Torque convertor When the engine is running, the space between these
- operation three components is filled with fluid.
When the impeller (1) is rotating and, because of the
Fluid circulation special shape of the impeller and turbine vanes, a
and force 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.
1
2 188
Powertronic
Torque convertor The stator vanes throw the fluid back onto the impeller vanes,
- operation 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.
191
Powertronic
1
2
4
3
192
Powertronic
PTO and fluid The PTO drive gear (1) is driven from intermediate gear
pump drive (2).
193
Powertronic
B1
K1 K2
B2 B3 B4 B5
2
1
3 194
Powertronic
The available gear ratios are obtained using multi-plate
Clutches and
clutches (K1 and K2) and brakes
brakes
(B1 - B5). The number of brakes depends on the number of
gear ratios available in the transmission.
195
Powertronic
RV5 S13
RV4 RV1
RV2 RV3 TV1
RV
LRV S11 S4
S3 S5
S1
S2
RV9
RV7
MPV S7 S8
S14 CRV 196
CHV
Powertronic
The valve block, attached to the underside of the
Valve block 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
* Not fitted to *S14. PWM valve - lock-up
Gen. 2 TV1. Control valve - brake pressure
197
Powertronic
LRV
RV2
NRV2
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 The illustration above shows an example of solenoid
operation and relay valve operation for solenoid valve (S2) and
A - S2 not corresponding relay valve (R2).
energised
201
Powertronic
B5
K1
1
2
P5
202
Powertronic
Power flow - 1st. Clutch (K1) is closed, and connects turbine shaft (1) to
gear 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. Clutch (K1) is closed, and connects turbine shaft (1) to
gear 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. Clutch (K1) is closed, and connects turbine shaft (1) to
gear 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. Clutch (K1) is closed, and connects turbine shaft (1) to
gear 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. Clutch (K1) is closed, and connects turbine shaft (1) to
gear mainshaft (2).
Brake (B2) is closed, and locks the sun gear of gearset
(P1) to the transmission housing.
211
Powertronic
K1 K2
1
2
212
Powertronic
Power flow - 6th. Clutch (K1) is closed, and connects turbine shaft (1) to
gear mainshaft (2).
Clutch (K2) is closed, and connects turbine shaft (1) to
tubular shaft (3).
213
Powertronic
B5
K2
1
2
P1 3 P2 P3 P5
214
Powertronic
Clutch (K2) is closed, and connects turbine shaft (1) to
Power flow
tubular shaft (3), which carries the sun gear of gearset
- reverse gear R1
(P2), and the planetary gear carrier of gearset (P1).
- low
The carrier of gearset (P2) transmits torque to the ring gear
of gearset (P3).
215
Powertronic
B4
K2
1
2
P1 3 P2 P3 P5
216
Powertronic
Clutch (K2) is closed, and connects turbine shaft (1) to
Power flow
tubular shaft (3), which carries the sun gear of gearset
- reverse gear R2
(P2), and the planetary gear carrier of gearset (P1).
- high
The planet gears of gearset (P3) act as intermediate gears,
and reverse the direction of rotation of mainshaft (2).
217
Powertronic
1
B5
rev/min
bar B4
1
2
B4
2 B5
sec.
1 2
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.
219
Powertronic
With a manual transmission, the driverʼs decision on when
Gear shift control
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.
221
Powertronic
5 speed 6 speed Solenoid energised Clutch Brake
R R2 S2 S4 S8 K2 B4
R1 S1 S5 S8 K2 B5
N N S2 S4 B4
N(/1) S1 S5 B5
F1 S1 S5 S7 K1 B5
F1 F2 S2 S4 S7 K1 B4
F2 F3 S1 S3 S7 K1 B3
F3 F4 S2 S7 K1 B1
F4 F5 S1 S7 K1 B2
F5 F6 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
225
Powertronic
7076 767
7052
758
7070
227
Powertronic
7070
7076
228
Powertronic
Input and turbine 7070. Input shaft (engine) speed
speed sensors
- located behind the torque converter
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.
231
Powertronic
RV5 S13
RV4 RV1
RV2 RV3 TV1
RV
LRV S11 S4
S3 S5
S1
S2
RV9
RV7
MPV S7 S8
S14 CRV 232
CHV
Powertronic
Lock-up clutch When the sensors signal to the TECU that the relative
- control speeds of the impeller and turbine are within 30%, the
TECU sends a PWM signal from pin (43) to solenoid valve
(S14).
233
Powertronic
0 C3
M
! INFO ! STOP - +
234
Powertronic
Lock-up clutch - If any new software is downloaded, the lock-up parameters
fill time ʻteach-inʼ are in ʻNovisʼ mode.
(Gen. 3 and 4) 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.
0 C3
M
! INFO ! STOP - +
236
Powertronic
Lock-up clutch - 3. Drive the vehicle with the gear selector in ʻMʼ position
fill time ʻteach-inʼ - gear 2 for 5-speed transmission, and gear 3 for 6-speed
(Gen. 3 and 4) transmission.
237
Powertronic
0 C3
M
! INFO ! STOP - +
238
Powertronic
Lock-up clutch - 7. A test fill will occur when the road speed and engine
fill time ʻteach-inʼ speed are in the correct ratio - i.e. when neither a plus or
(Gen. 3 and 4) 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 C3
M
! INFO ! STOP - +
240
Powertronic
Lock-up clutch - 9. Repeat the test run until the test fill number has been
fill time ʻteach-inʼ increased to ʻ4ʼ.
(Gen. 3 and 4) 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.
A B 242
Powertronic
Retarder The retarder is an option and, when fitted, is located
between the torque converter and the planetary gearsets.
B. is without retarder.
243
Powertronic
1 2 3 4
244
Powertronic
The main components of the retarder are:
Retarder 1. Stator - which is attached to the transmission housing,
and cannot rotate.
2. Piston
1
3
VECU 2
TECU
246
Powertronic
Retarder operation is controlled by a multi-position control
Retarder - 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.
4 1
248
Powertronic
Selector lever 1. Selector lever positions.
- Gen. 1 - 3 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.
249
Powertronic
3
5
2
4 1
250
Powertronic
Gear selector R = reverse.
positions- Gen. N = Neutral
1-3 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).
1st./2nd. start Pressing this button selects either 1st. gear or 2nd. gear for
gear - 6 speed
the start gear.
only
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 For Gen. 3 and Gen. 4 systems, the GECU and TECU are
- Gen. 3 and 4 connected to data links J1939 and J1587.
253
Powertronic
Transmission Specification : Dexron III, Alison C4.
fluid
Quantity: 35 litres
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.
PR1
PC2
PR2
B5 PS
B4
B3 B2 K2
B1 256
Powertronic
Fluid pressure REF. FUNCTION BAR approx.
test
Gen. 3 & 4 B1 Brake 4th. gear 10-12 (LU)* 15-18 (NLU)**
B2 Brake 5th. gear 10-12 (LU) 15-18 (NLU)
Measured B3 Brake 3rd. gear 10-12 (LU) 15-18 (NLU)
when fluid is at B4 Brake 2nd. gear 10-12 (LU) 15-18 (NLU)
normal operating B5 Brake 1st. gear 10-12 (LU) 15-18 (NLU)
temperature K2 Clutch - forward 10-12 (LU) 15-18 (NLU)
PS Lub. fluid pressure 3 - in Neutral
* = with lock-up
** = without lock-up
257
Powertronic
P1
K1
PC2
PLU
258
Powertronic
Fluid pressure REF. FUNCTION BAR approx.
test
Gen. 3 & 4 P1 Main pressure 20
Measured K1 Clutch - forward 10-12 (LU)* 15-18 (NLU)**
when fluid is at PC1 Converter pressure - in 5 - in Neutral
normal operating
temperature * = with lock-up
** = without lock-up
261
262
Powertronic
The prop. shaft must be removed to perform this test.
Gear test
The engine speed for the test is 1000 rev/min.
Faulty gear shifts For faulty gear shifts - refer to ʻInspection List, faulty gear
shiftingʼ . (Diagnostics 437).
264
265