Gearbox, Mechanical - I Shift Generation D

IMPACT 3.
0 Thursday, 11 April 2013
Chassis ID Path
431/Description, Design and function/FH, ATO3512D/Gearbox, mechanical
Model Identity
FH 131334595
Publish date Operation No.

Wednesday, 15 August 2012
Gearbox, mechanical
I-Shift, Generation D
Contents
General
Gear ratio
Gearbox construction
Synchronisation
Range housing
Range gear
Emergency steering servo pump
Oil cooler
Control housing
Countershaft brake
Clutch cylinder
Lubrication system
Ventilation
Electrical system
Compressed air system
Power train
Auxiliary brake lever
Gear shifter
Display
Program packages
Function description
Communication with other control units
General
COPYRIGHT © Copyright Volvo Parts Corporation

The information contained herein is current at the time of its original distribution, but is subject to change. The reader is advised that printed copies are uncontrolled.
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IMPACT 3.0 Thursday, 11 April 2013
Make VOLVO
Type AT2412D Unsynchronized main gearbox

AT2612D
AT2812D
ATO2612D
ATO3112D
ATO3512D
Special markings ATO2612D A - Automatic

T - Transmission
O - Overdrive
26 - Torque 2600 Nm
12 - Number of forward gears
D - Generation
Range gear Synchronised
Split gear Synchronised
Number of gears Forwards 12
Reverse 4
AT2412D, AT2612D, ATO2612D AT2812D, ATO3112D, ATO3512D
Dry weight 271 kg 277 kg
Length 891 mm 909 mm
Gear ratio
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Engaged gear AT2412D, AT2612D, AT2812D ATO2612D, ATO3112D, ATO3512D
1st 14,94:1 11,73:1
2nd 11,73:1 9,21:1
3rd 9,04:1 7,09:1
4th 7,09:1 5,57:1
5th 5,54:1 4,35:1
6th 4,35:1 3,41:1
7th 3,44:1 2,70:1
8th 2,70:1 2,12:1
9th 2,08:1 1,63:1
10th 1,63:1 1,28:1
11th 1,27:1 1,00:1
12th 1,00:1 0,79:1
Reverse gear (R1) 17,48:1 13,73:1
Reverse gear (R2) 13,73:1 10,78:1
Reverse gear (R3) 4,02:1 3,16:1
Reverse gear (R4) 3,16:1 2,48:1
Gearbox construction
The gearbox construction consists of three main parts: a clutch housing, a basic housing and a range housing. The
clutch housing forms the front end plate of the gearbox. The base housing contains the main, counter and reverse
shafts along with a selector unit which is integrated into the control housing. The range housing contains the range
gear planetary gear and the output shaft.

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1. Clutch housing
2. Main housing
3. Range housing for the retarder
The main parts in the gearbox are the input shaft, main shaft, range gear with selector unit, countershaft, oil pump with
reverse shaft, as well as the control housing with selector unit.
The trailing wheels for the reverse gear and basic gears are located on the main shaft. The range gear's sun gear is
also integrated with the main shaft. The countershaft has fixed gears.
The range gear incorporates a planetary gear and is integrated with the output shaft.
Gearboxes equipped with a power take-off also have a drive shaft fitted.

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1. Input shaft
2. Main shaft
3. Range gear with selector unit and retarder drive
4. Countershaft
5. Oil pump with reverse shaft
6. Control housing with selector unit
7. Drive shaft for power take-off
Synchronisation
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Split gear (A) is synchronized.

The main gearbox housing (B) with its gears is not synchronized.
Range gear (C) is synchronized.
Range housing
Range housing (C) can be combined with:
Power take-off; see option instructions for variants

Retarder unit
Range gear
The range synchronising is located outside the ring gear which reduces the unit's length. The large synchronising area
makes for short gear-shift times and the wide planet gears with their helical teeth contribute to a robust and silent
planet gear.

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Range gear with selector unit and retarder drive

The emergency steering servo pump is located on the gearbox and is driven by the gearbox output shaft. The
emergency steering servo pump is activated when for some reason the normal power steering circuit fails.
Emergency steering servo pump, PSS-DUAL
Oil cooler

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The gearbox oil cooler function is not affected by whether the gearbox has a retarder or not.
Control housing
Gears are selected using the gear selector. Once a gear has been selected, the system reduces the engine torque to a
suitable level, after which the gears are shifted to neutral.
After the gearbox has been put into neutral, the engine speed is adjusted to accommodate the speed of the selected
gear, after which the gear shift takes place.
The control housing cover has two or sometimes three electrical sockets.
When there is no retarder, the following applies:
I Vehicle communication
II Clutch cylinder
III —
The following applies with retarder:
I Vehicle communication
II Retarder
III Clutch cylinder

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The control housing incorporates nine solenoid valves:
2. Solenoid valve 2nd gear
LR. Solenoid valve, low range
3. Solenoid valve 3rd gear
HR. Solenoid valve, high range
B. Solenoid valve, brake
HS. Solenoid valve, high split1
R. Solenoid valve, reverse
LS. Solenoid valve, low split1
1. Solenoid valve 1st gear
1
HS and LS have reversed functions on Over Drive gearboxes.
The control housing incorporates the following components:
Four parallel cylinders, split, 1/R and 2/3 and range.

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Four inductive sensors for the positioning of the pistons.

Two speed sensors, one for the main shaft and one for the countershaft. The input shaft speed is set by the
countershaft sensor.
An oil temperature sensor, selector forks for split gears and main gearbox. The oil temperature sensor is located
on the cabling for the rpm sensor.
A pressure sensor.
Control unit for transmission, TECU.
Locations of cylinders and position sensor
A. Split cylinder
B. 1/R cylinder
C. 2/3 cylinder
D. Range cylinder
E. Position sensor for the split cylinder
Location of position sensor and speed sensor

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A. Position sensor range cylinder

B. Speed sensor, countershaft
C. Speed sensor, main shaft
D. Position sensor, 2nd and 3rd cylinders
E. Position sensor 1st and reverse cylinder
Countershaft brake
The counter shaft brake is located at the front of the counter shaft and brakes the rotating parts the gearbox when a
start gear is selected, which eliminates gearbox wear, deposits and noise. The brake is also sometimes used during
changing up to give quicker gear changes. It is activated using an integrated pneumatic cylinder.
Countershaft brake
Clutch cylinder
The clutch cylinder is located in the clutch housing, concentrically round the input shaft with a position sensor which
measures clutch wear. A valve unit controls the clutch cylinder and is located on the outside of the clutch housing.

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A. Clutch cylinder
B. Position sensor
C. Valve unit
D Bleeder nipple for the valve unit.
Lubrication system

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The gearbox is lubricated through a combination of pressure and splashing.
The oil is led into the main shaft to lubricate and cool the range gears as well as the input and main shaft bearings.
The countershaft brake, output shaft bearings, emergency steering servo pump drive, retarder gear and power take-off
are also lubricated.
The lubrication system has two overflow valves. One valve ensures that the gearbox is lubricated if the filter gets
blocked while the other prevents excessive pressures in the system, e.g. during cold start. The valves are made up of a
compression spring and a valve peg.

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The overflow valve which ensures the gearbox is lubricated if the filter gets blocked.
Overflow valve which prevents excessive pressure.
Oil pump
The oil pump is an eccentric pump driven by the countershaft via a gear. The pump is mounted in two needle bearings
in the reverse shaft.
There is a full flow oil filter of the insert filter type on the pressure side of the pump. It is located in the oil filter housing
in the main housing. A support pipe is fitted in a cover that is fastened to the bottom of the oil filter housing. The
support pipe prevents the filter, which sits on the outside, from collapsing.

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Oil level
The oil level is checked using a level glass (2) and is adjusted through two drain plugs (1A and 1B) and two filler plugs
(3 and 4).
Overfilled oil is also adjusted with a level plug (3).
Read more about oil quality and oil change volumes in- Preventive maintenance intervals .
Level glass to check oil level

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The previous version
1A. Drain plug

1B. Drain plug
2. Sight glass
3. Filler plug/level plug
4. Filler plug/air valve

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The later version
1A. Drain plug

1B. Drain plug
2. Sight glass
3. Filler plug/level plug
4. Filler plug
Ventilation
The ventilation in the previous version runs through a hose that goes past the control housing and down behind the
valve assembly.
In this previous version, the main shaft cover is not involved in the gearbox ventilation.

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The previous version
The ventilation in the later version runs through a built-in air duct with two valve holes on the main housing.
The later version of ventilation also has a different design of the main shaft cover (as well as the basic housing).
The complete gearbox is ventilated through its main shaft cover and further through the air duct with two valve holes.
The later version
Electrical system
Sensors and sockets, for gearboxes without a retarder
I. Vehicle communication
II. Clutch cylinder
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A. Speed sensor
Cabling from socket I to the speed sensor and chassis cabling.

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Cabling from socket II to the valve unit for the clutch cylinder.
Sensors and sockets, for gearboxes with a retarder
I. Vehicle communication
II. Retarder
III. Clutch cylinder
A. Speed sensor

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Cabling from socket I to the speed sensor and chassis cabling.
Cabling from socket II to the retarder.

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Cabling from socket III to the valve unit for the clutch cylinder.
Compressed air system
Compressed air connections

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Compressed air connection between the control housing and the valve unit for the clutch cylinder.
For the high pressure system, compressed air connection between the control housing and the four-circuit valve. For
the low pressure system, compressed air connection between the control housing and the pneumatic tank.
Pneumatic connection between the control housing and the countershaft brake.
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Power train
The following illustrations show the driveline for AT2412D, AT2612D and AT2812D.
1st gear
2nd gear

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3rd gear
4th gear

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5th gear
6th gear

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7th gear
8th gear

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9th gear
10th gear

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11th gear
12th gear

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Neutral N1
Neutral N2

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Reverse gear (R1)
Reverse gear (R2)

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Reverse gear (R3)
Reverse gear (R4)
The following illustrations show the power train for ATO2612D, ATO3112Dand ATO3512D.

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1st gear
2nd gear

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3rd gear
4th gear

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5th gear
6th gear

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7th gear
8th gear

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9th gear
10th gear

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11th gear
12th gear

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Neutral N1
Neutral N2

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Reverse gear (R1)
Reverse gear (R2)

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Reverse gear (R3)
Reverse gear (R4)
Auxiliary brake lever

On all vehicles with a retarder and on vehicles with an automatic gearbox and engine brake (VEB) the auxiliary brake is
applied using a lever on the steering shaft.
0 Auxiliary brake not applied

A Automatic mode
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1–3 Manual mode

B Position for activating the brake program. Spring return to position 3.
The illustration shows a vehicle with the Basic program package which does not contain a brake program. When the
auxiliary brake lever is moved to position B, the gearbox selects a gear that gives an engine speed just above 1500
rpm. If the speed is reduced, the gearbox selects gears that maintain an engine speed between 1000 and 1500 rpm.
(B). The driver can also change down further by moving the auxiliary brake lever to position B. Read more about
Program packages.
Without the brake program, (A) desired rpm for first change down, (B) area for braking using the auxiliary brake.
The vehicle in the illustration is equipped with one of the program packages Distribution & Construction, Long Haul &
Economy or Heavy Duty, which contains the brake program. When the auxiliary brake lever is moved to position B, the
gearbox selects a gear that gives an engine speed above 1500 rpm. The gearbox then selects gears that maintain an
engine speed above 1500 rpm. (B). Read more about Program packages.

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With the brake program, (B) area for braking using the auxiliary brake.
Note: The auxiliary brake's effect can be reduced by the I-shift control unit, MID 130, to make driving as comfortable as
possible. The reduction in effect is controlled by the selected gear, the weight of the vehicle and the inclination of the
road surface. The brake effect is not, however, reduced while in manual mode.
For more information on auxiliary brake component parts, see group 21, Description, Design and Function, Engine.
Gear shifter
Gear selector (GLU) is attached to the driver's seat and can be folded away to ease passage inside the cab. The gear
selector control unit is in the dashboard.
The gear selector incorporates the following functions:
1. Three position switch with spring return for up and down changing.
2. Button for lowering the lever into a horizontal position.
3. Gear selector inhibitor preventing the vehicle from being put in gear unintentionally.
4. Gear selector position:
R = Reverse. Changing up and down is done using the +/- button on the gear selector.
N = Neutral. No gear engaged.
A = Automatic mode. The gearbox will automatically select the correct gear with respect to load, incline,
speed and throttle.
M = Manual mode. Changing up and down is done using the +/- button on the gear selector.
F = The gear lever is tilted (folded).
5. Button E/P/P+/HD
E = Economy mode
P = Power mode
P+ = Enhanced power mode, optional function (included in AVO-ENH, see Variant of possible optional
functions (only trucks)
HD = Heavy Duty part of the heavy transport program package, TP-HD, see Program packages).
Activate/inactivate the function by pressing in the button for at least three seconds.
6. information contained herein is current at the time of its original distribution, but is subject to change. The reader is advised that printed copies are uncontrolled.
The
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6. Button L, Limp Home. The function is intended for moving the vehicle short distances so that one can drive off
the road or to a workshop. When Limp home is selected, it is not possible to drive if the gear selector is in
position A. Only gears 1, 3 and 5 forwards and 1 reverse can be used. Gear shifting is only possible when the
truck is stationary.
Display
Select the GAUGES menu in the display to view information about I-Shift (applies to both stationary vehicles and when
driving). Information about the gearbox is then shown in the driver display.
The gearbox field is divided into smaller sections showing:
1. Driving program
2. Selected gear
3. Available gears (down/up)
4. Selector position
Program packages
General notes about the program packages

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The gearbox has different characteristics and functions depending on the program package that is installed. The
following program packages are available:
Trucks
Basic
Standard program for gearboxes
Distribution & Construction

Includes functions that make the truck easier to manoeuvre, e.g.:
brake program
several functions that work together with EBS
Long Haul & Economy includes functions that contribute to improved fuel economy and also make the truck
easier to manoeuvre. In addition to the same functions as the Distribution & Construction package there is also
a freewheel function I-roll and Smart cruise.
Heavy Duty is aimed at heavy transports. Driveability and comfort are optimised for heavy weights, but the mode
can be deselected for lighter loads to improve fuel consumption and give better comfort.
Buses
Basic
Standard program for gearboxes
Commuter
In addition to the Basic package, this package includes:
Launch Control: This function makes driving in slow speeds, forward and reverse,very smooth. When
there are hilly conditions, it helps the start in an excellent way.
Enhanced Shift Strategy: The service brakes are applied momentarily during gear shifts when engine
braking to compensate for the interruption of engine brake torque. This maximizes the engine braking
performance at the same time as giving an excellent comfort. This feature requires Electronic Brake
System (ABS-EBS).
Line Haul
In addition to the Commuter package, this package includes:
Kick down: By activating the kick down switch in the accelerator pedal the system change the gear
selection strategy in order to maximise the acceleration of the vehicle. In some situations this will result in
a down shift.
Tourist&Charter
In addition to the Line Haul package, this package includes:
iRoll incl Smart Cruise Control: Will enable a free wheeling function to reduce the fuel consumption.
Generally, iRoll can be used when no engine power or engine brake is needed. The function gives best
results in slightly hilly conditions.
Gear shift adjustment in automatic mode: It is possible to adjust the automatically selected starting gear in
automatic mode by activating the shift button on the gear lever. Arrows in the display indicate available
gears.
Program package variants
Trucks

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Program packages VDA variants Display
Basic TP-BAS B
Distribution & TP-DICON DC

Construction
Long Haul & Economy TP-FUEC FE
Heavy Duty transports TP-HD HD
Buses
Program packages VDA variants Display
Basic TP-BAS B
Line Haul TP-LINEH LH
Commuter TP-COMM C
Tourist&Charter TP-TOUR TC
Note: When the gear selector is in neutral position (N) and the FOLD button is pressed in, the lever can be tilted
forwards. The display then shows the program variant of the gearbox. For this, gearbox information must be selected
as favourite in the display.
Note: If truck/bus has the iRoll installed in additional with Program Package the Display then will show code “E+”.
Change program package

When a program package is replaced, the Central system (VDA) must be updated before it can be downloaded to the
vehicle. This is done by entering the Converting set number in the computer tool which is stated in Part information,
accessory .
After replacement, reprogramming must be carried out using the TECU control unit (MID 130), and the gearbox must
be recalibrated.
Functions in program package, general

Basic is the standard program and the other programs include extra equipment. Which options that can be chosen
depends on which program package that has been chosen. See table below.
(X) = Standard
(O) = Option
(—) = Not selectable
Program packages
Functions
TP-BAS TP-DICON TP-FUEC TP-HD1
Basic Power Take Off X X X X
Functions
Basic Gear Selection X X X X

Adjustment
Basic Vocational Functions X X X X

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Basic Shift Strategy X X X X
Performance Shift X X X X
Gearbox Oil Temperature X X X X

Monitor
Heavy Start Engagement X X X X
Enhanced Shift Strategy — X X X
Launch Control — X X X
I-Roll — — X X
Smart Cruise Control — — X X
Heavy Duty GCW Control — — — X
Possible optional functions
Enhanced Power Take Off O O O O

Functions
Enhanced Gear Selection — O O O

Adjustment, incl. Kick-down
Enhanced Performance — — O O O
Bad Roads
1
Only AT2612D, ATO3112D and ATO3512D
Variant of possible optional functions (only trucks)
Functions Variant Installed Not installed
Enhanced Power Take Off Functions APF-ENH X
APF-BAS X
Enhanced Gear Selection Adjustment, incl. AMSO-AUT X

Kick-down
AMSO-BAS X
Enhanced Performance — Bad Roads AVO-ENH X
AVO-BAS X
Package content (for buses)
Features Basic Commuter Line Haul Tourist&Charter
Launch control X X X
Enhanced shift strategy X X X
Kick Down X X
iRoll including Smart cruise control X
Gear Selection Adjustment in Auto X

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For Features explanation see .
Function description
Functions
Basic Power Take Off Functions

Facilitates power take-off operation. Pre-defined split gear positions determine which split gear is to be engaged
when one or two power take-offs are connected. As the choice of gear is adapted to the engine speed limitation,
software parameters can be set. Then the selection of gear is adapted to any limitation of the engine speed due
to bodywork functions.
Basic Gear Selection Adjustment

Provides the possibility to adjust gear selection with the gear selector’s buttons while engine braking in
automatic mode.
Basic Vocational Functions

Provides the possibility to choose between the driving modes Economy and Performance.
Basic Shift Strategy

Automatic choice of starting gear. The gearbox selects the most suitable starting gear based on weight and the
gradient of the road, also in manual mode.
Performance Shift
Allows adjustment of automatically selected gear when engine braking.
Gearbox Oil Temperature Monitor

Shows the gearbox oil temperature in the information display.
Heavy Start Engagement

Start with higher engine speed in power mode in 1st, which gives a higher starting torque. The function
increases the engine speed to facilitate heavy starts. This is useful e.g. when the truck is stuck in soft surfaces.
Enhanced Shift Strategy

Works together with the ECS and EBS to select the correct gear for smooth movement on surfaces difficult to
manoeuvre or to get the maximum effect of the auxiliary brakes.
Temporarily applies the wheel brakes when changing gear to compensate for the engine brake when the brake
program is active. This function requires ABS-EBS. If a trailer without ABS is hitched up, the function is
deactivated.
Launch Control
Allows the engine to drive the wheels at idle, which can be useful e.g. when driving in traffic queues.
Regulates engine torque when pulling away for optimum gear changing and avoid high engine speed.
The following functions require EBS:
Improved comfort when pulling-up through smoother disengagement when pressing lightly on the brake
pedal.
Automatic application of the brakes when the vehicle rolls in the wrong direction, in relation to the
selected gear.
Automatic application of the brakes to stop the vehicle and change from a forward to a reverse gear or
vice versa.
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HSA, Hill start assistance, which is only active on inclinations. See also the description of hill start
assistance: Function group 593, Information type Description Electronically controlled braking system
(EBS).
I-Roll (requires VEB/VEB+ or retarder)

Automatic engagement and disengagement of the freewheel function, with the aim of reducing fuel
consumption. When the accelerator pedal is released, the driveline is disconnected so that the vehicle can roll
freely, and the engine is brought down to its idling speed.
Inactivate I-Roll by pressing the minus button or by moving the auxiliary brake lever to the 0 position.
Max speed for I-roll function: 100 km\h (62 mph).
Smart Cruise Control

Only active when the cruise control is activated. Saves fuel by, in certain modes, deactivating the auxiliary
brakes. The function improves the cruise control function by releasing the auxiliary brakes at the end of downhill
slopes.
Heavy Duty GCW Control (HD)

Matches gear change strategy and clutch operations for high total weights (>85 tonnes).
The I-Roll function is inactivated automatically when the HD function is activated.
The function always selects 1st gear as starting gear.
Possible optional functions
Enhanced Power Take Off Functions

Optional functions that make it possible to support power take-off functions.
Optional functions:
Makes it possible to determine software parameters that limit engine speed when power take-off is used.
The function forms a gear selection strategy to suit engine speed limitations.
Disengages the transmission at the request of the options module, irrespective of the gear lever position,
when Auto Neutral is activated.
Blocks reverse gear when the options module requests reverse inhibit.
Makes it possible to use the splitbox for driving the power take-off at high capacity.
Enhanced Gear Selection Adjustment in Auto incl. Kick-down

Enables selection of gears in automatic mode even when the accelerator pedal is depressed. There is also a
Kick-down function for maximising the acceleration of the truck.
It is possible to change up and down while driving at idle in Auto-mode.
Enhanced Performance – Bad Roads (P+)

Extended performance program for difficult conditions on i.e. poor roads in forests, construction sites or off-road
driving.
Improved ability to drive away when the vehicle is stuck by using the engine's inertia to obtain higher torque.
Greater margins before changing up give safer gear shifts on varying road inclinations.

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With unusually steep uphill slopes, the driver can change down several steps by moving the gear selector to
manual mode and pressing the minus button at the same time.
Adjusts gear changes faster to the variations in inclinations.
The kick-down function is inactivated with off-road driving to prevent unintentional down-changing.
Customer parameters
Customer parameters in the gearbox control unit:
Note: The default value can vary depending on the program package selected.
ID Designation Default Value Unit
GJJ States that the engine's power take-off can be loaded even No Yes / No
when it is inactivated.
By setting this parameter to "Yes" the gear change quality
problem is solved as the engine's rear power take-off is
always activated.
GJI1 Auto Neutral via the clutch. No Yes / No

The clutch is used to inactivate the gearbox under Auto
Neutral.
GJG States how the split gear behaves when power take-off 1 is Selectable LS / HS / Selectable
activated.
Low split has priority over high split if both power take-offs 1
and 2 are activated and have conflicting split gear settings.
GJH States how the split gear behaves when power take-off 2 is Selectable LS / HS / Selectable
connected for the gearbox.
Low split has priority over high split if both power take-offs 1
and 2 are activated and have conflicting split gear settings.
IEO States how the gearbox power mode is handled. AVO-ENH = Manual / Auto /
Manual = Power mode available. Inactivated Inactivated
Auto = Power mode available. The gearbox returns AVO-BAS = Auto
automatically to economy mode when the engine is no
longer under heavy load.
Inactivate = Power mode is not available.
IEH States when the kick-down function is available. AMSO-BAS = not Not available /
available Always available /
AMSO-AUT = Available in
always available economy mode
AVO-ENH =
available in
economy mode
IPA States number of reverse gears available (1–4). 4 Not applicable
LAQ States highest starting gear in manual mode (1–6). 6 Not applicable
The setting of the starting gear in manual mode is limited to
gears equal to or lower than this value.

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LAR States highest starting gear in automatic mode (1–6). 6 Not applicable
The choice and setting of the starting gear in automatic
mode is limited to gears equal to or lower than this value.
LAP Start gear selection dependence on ECS manual control AVO-BAS = During No influence /
mode. AVO-ENH = During During / During and
No influence =The selected start gear is not lowered during and after after
ECS control mode.
During = The selected start gear is lowered during ECS
control mode.
During and after = The selected start gear is lowered both
during and after ECS control mode. Use this setting to avoid
to high start gear before the air suspension have been
raised from the beam stops during manual control mode.
NUN Enable cruise underspeed during I-Roll Depend on variant Yes / No

No = Use this setting to ensure that I-Roll not will stay active
below the cruise set speed.
Yes = When cruise control is active a small underspeed
below the cruise control set speed is allowed before I-Roll is
deactivated. Will only work on supported variants.
(VTC Eu5)
NUO Enable I-Roll only when CC active. No Yes / No

Yes = I-Roll will only be allowed when cruise control is
active.
No = I-Roll allowed both for pedal- and cruise control
driving.
NXK Enable Splitbox Start with Accelerator Pedal. No Yes / No

2 No = Splitbox is started when the gear lever is moved from
Neutral to Automatic or Manual.
Yes = Splitbox is not started until the accelerator pedal is
fully depressed. The accelerator pedal must be fully
depressed within 10 seconds from when the gear lever is
moved from Neutral to Automatic or Manual and held
depressed during the complete start-up phase. This will
achieve high engine torque.
1
GJI only used at APF-ENH; the others are always included.
2
If parameter NXK is missing, reprogramming of MID 130 is required.
Communication with other control units
Summary, components (signal summary)

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Component list
Component Description
A03 (MID 140) Central instruments
A12 (MID 136) Control unit, ABS
A13 (MID 130) Control unit, TECU (transmission electronic control unit)
A14 (MID 128) Control unit, EECU (engine electronic control unit)
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A16 (MID 150) Control unit, ECS (electronically controlled suspension)
A17 (MID 144) Control unit, VECU (vehicle electronic control unit)
A21 (MID 136) Control unit, EBS (electronically-controlled brake system)
A27 (MID 216) Control unit, LCM (external lighting)
A33 (MID 220) Tachograph
A36 (MID 249) Control unit, BBM (body builder module)
A41 (MID 222) Control unit, RECU (retarder control unit)
A109 (MID 223) Control unit, GSECU (gear selection electronic control unit)
B04 Sensor, engine speed, crankshaft
B12 Sensor, tachograph/speedometer
B13-73 Sensor, wheel speed
B25 Sensor, accelerator pedal
B55-58 Sensor, air pressure in air spring bellows
B175 Sensor, load indicator
S07 Switch, engine brake
S08/S09 Switch, differential lock
S24 Retarder stalk switch
S25 Switch, cruise control
S28 Power take-off switch
S59 Position switch, brake pedal, NO
S171 Gear lever, GLU
XO5 Trailer connector, 7-pin, 24 S
Y39 Solenoid valve, VEB (Volvo engine brake)
Communication with control unit VECU, MID 144

Signals / information to TECU:
The vehicle control unit parameters MG, MH and AQ must have the same values. Check the parameter settings
in the VDA.
Accelerator pedal position, including kick-down.
Cruise control.
Retarder control. For further fault tracing see the PC-tool, function group 5.
Power take-off control, see options instructions.
Brake pedal position.
Parking brake applied or not.
The VECU K-factor must be the same as the tachograph K-factor.
53 / 55
Vehicle weight information on leaf suspension vehicles ( RADD-BR and RADD-TR), used for gear selection.
Communication with the control unit Central instruments, MID 140

Signals / information from TECU:
Gear selector, positions.

Gear selected.
Possible gears.
Driving program E/P.
Time and date for diagnostics.
When using the power take-off, the driver can choose between N1=low split and N2=high split for different PTO
gear ratios, see the options instructions.
When the gear lever is in neutral position (N) and the button FOLD is pressed in, the lever can be folded
forwards, and the display shows which program set the gearbox has.
Communication with control unit EECU, MID 128

Engine speed.
Engine configuration
Engine torque
If the engine is not running smoothly, this will adversely affect gear shifting.
Communication with control unit ABS/EBS, MID 136

Wheel speed sensor.

Wheel spin information; the vehicle does not change gear.
ABS system active, the vehicle does not change gear.
Information from ESP, the vehicle does not change gear.
If Traction Control is disengaged via the display, the vehicle does not change gear during wheel spin.
In Launch Control the gearbox can control the brakes. For more detailed information, see Function description
for Launch Control.
Communication with control unit ECS, MID 150

Vehicle weight.
ECS control unit status. Always start in 1st gear if the manoeuvre control unit for the air suspension is in manual
mode.
The start gear selection due to manual mode is possible to control with parameter LAP.
Communication with control unit LCM, MID 216

54 / 55
Trailer coupled.
The gearbox can select the wrong start gear and wrong gears if the parameter ANI is not active. The gearbox
then assumes that a trailer is hitched up.
Communication with control unit BBM, MID 249

Power take-off (PTO) engagement.

Power take-off switch control.

55 / 55

Gearbox, Mechanical - I Shift Generation D

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IMPACT 3.

0 Thursday, 11 April 2013

Publish date Operation No.

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Type AT2412D Unsynchronized main gearbox

Special markings ATO2612D A - Automatic

Range gear Synchronised

Split gear Synchronised

Number of gears Forwards 12

AT2412D, AT2612D, ATO2612D AT2812D, ATO3112D, ATO3512D

Dry weight 271 kg 277 kg

Length 891 mm 909 mm

Engaged gear AT2412D, AT2612D, AT2812D ATO2612D, ATO3112D, ATO3512D

1st 14,94:1 11,73:1

2nd 11,73:1 9,21:1

3rd 9,04:1 7,09:1

4th 7,09:1 5,57:1

5th 5,54:1 4,35:1

6th 4,35:1 3,41:1

7th 3,44:1 2,70:1

8th 2,70:1 2,12:1

9th 2,08:1 1,63:1

10th 1,63:1 1,28:1

11th 1,27:1 1,00:1

12th 1,00:1 0,79:1

Reverse gear (R1) 17,48:1 13,73:1

Reverse gear (R2) 13,73:1 10,78:1

Reverse gear (R3) 4,02:1 3,16:1

Reverse gear (R4) 3,16:1 2,48:1

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COPYRIGHT © Copyright Volvo Parts Corporation

Split gear (A) is synchronized.

Power take-off; see option instructions for variants

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Range gear with selector unit and retarder drive

Emergency steering servo pump

Emergency steering servo pump, PSS-DUAL

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When there is no retarder, the following applies:

The following applies with retarder:

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The control housing incorporates nine solenoid valves:

2. Solenoid valve 2nd gear

LR. Solenoid valve, low range

3. Solenoid valve 3rd gear

HR. Solenoid valve, high range

B. Solenoid valve, brake

HS. Solenoid valve, high split1

R. Solenoid valve, reverse

LS. Solenoid valve, low split1

1. Solenoid valve 1st gear

The control housing incorporates the following components:

Four parallel cylinders, split, 1/R and 2/3 and range.

Four inductive sensors for the positioning of the pistons.

Locations of cylinders and position sensor

Location of position sensor and speed sensor

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A. Position sensor range cylinder

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COPYRIGHT © Copyright Volvo Parts Corporation