TRAINING TIPS

AND TACTICS

Transmissions Manual

Contents
General information

Clutch

Epicyclic gearsets
Use IMPACT

11
19

Designation
Double plate clutch
Plate centring
Centring lugs
Clutch servo operation
Clutch wear indicator
Later type servo
Disc wear limit
Wear calculations example
Energy dissipation
Bleeding the clutch system

23
25
27
29
31
33
35
35
35
37
39

Volvo Gearbox
Designation
Gearbox sections
Gearset conguration
Gearset shafts
Synchroniser - VT Gbox
Selection forks
Selector housing - SR1900
Selector housing - VT Gbox
Gear identication
- splitter & main gearset
Splitter gearset
Range change gearset
Powerpath
8/9 speed range change
gearbox
Lubrication
Oil pump & lter
Oil ll/level

43
45
47
47
53
55
57
59
61
63
63
65
67
69
71
71

Volvo Gearbox - cont.

Air system
Supply air lter
- pre VT Gbox
Air system - gear selector
Range change cylinder
Relay valve
- range change cylinder
Range change air circuit
- & inhibitors
Neutral lock valve
Pre-selection
Inhibitor cylinder & valve
Low range engaging
- gear engaged
High range engaging
- gear engaged
High range selecting
- gearbox in neutral

73
75
77
79
81
83
85
85
87
91
93
95

Volvo Gearbox - cont.

High range engaged
- gear engaged
Modication- range change
- inhibitor cylinder operation
Modication - additional
- function, inhibitor cylinder
operation
Splitter gear air circuit
- & inhibitors
Pre-selection
Splitter cylinder
Relay valve - splitter cylinder
Splitter inhibitor valve
High split requested
- clutch pedal not pressed
High split engaging
- clutch pedal pressed
High split engaged
- clutch pedal released

97
99
101
103
103
105
107
109
111
113
115

Volvo Gearbox - cont.

Low split requested
- clutch pedal released
Low split engaging
- clutch pedal pressed
Electrical components
- location & function
Modication
- cable gear shift
Eaton Gearbox
Designation
1st. and 2nd. gear
- synchroniser
ZF Gearbox
Designation
Low range inhibitor
1st. gear inhibitor

117
119
121
125
133
135
139
139
141

Propeller shafts
Torque transfer
Main components
Universal joint
Joint angle
Yoke alignment
Support bearing
Lubrication
Drive axle
General
Designation
Final drive
- main components
Crown wheel & pinion
Crown wheel & pinion - ratio
Crown wheel thrust block
Differential
Drive shafts
Differential lock
Double reduction
Tandem drive

145
147
149
151
151
153
153
157
159
161
163
165
167
169
171
173
177
183

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 - Manual

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.

Replacement
parts

When replacement parts are required, it is essential that

only Volvo genuine parts are tted. 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.

Specication

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 specications 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

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
R

PC

S
12

General Information
Epicyclic
gearsets

The range change unit uses a gear arrangement called an

epicyclic or planetary gearset.
The gearset has 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.

13

General Information
R

PC

S
14

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

15

General Information

PC

S
P

2
16

General Information
Gearing
examples

R - ring gear, or annulus

P - planet gear (orbits the sun)
S - sun gear
PC - planet carrier
In the upper illustration, the ring gear is locked to the
housing (1) and, in this case, gives a reduction of 3.75:1.
In the lower illustration, the planet carrier is locked to the
ring gear (2). Therefore, the whole gearset rotates as a unit
and, in this case, gives direct drive - 1:1.
Other combinations of this single gearset will produce other
ratios.

17

General Information

43

4 Power transmission
40 General
41 Clutch
42 Special gearbox
43 Gearbox
45 Propeller shaft
46 Rear axle, drive shaft
48 Power take-off
49 Miscellaneous

FH12

431.....................

18

General Information
Use IMPACT

To ensure that you are using the latest information especially Specications - always get your information via
IMPACT:
Power transmission - Group 4

19

20

Clutch
21

Clutch

CL 43 S O
CS 43 B O*
22

Clutch
Clutch
designations

KB 1 15

Clutch, single, 15in.

CL 43 S O
CS 43 B O*

Clutch, single, 430 mm, organic

lining material.

CL 43 S O R
CS 43 B OR*

Clutch, single, 430 mm, organic

lining material, reinforced.

CL 38 D O
CD 38 B O*

Clutch, double, 380 mm, organic

lining material.

CL 40 D O
CD 40 B O*

Clutch, double, 400 mm, organic

lining material.

* New designations apply from week 02.2002.

Note: Version (B) has involute splines, which means that the
splines are cut with a slight curvature from tip to root.
The splines are also ner.
23
The splines must not be greased.

Clutch
5

6
3

4
24

Clutch
Double plate
clutch

1. Release bearing.
2. Pressure plate.
3. Intermediate pressure plate.
4. Clutch disc.
5. Centring lugs x 4.
6. Spring straps.

25

Clutch

T
5

6
3

E
26

Clutch

Plate centring

Equalised
clearance

1. Pressure plate - intermediate.

2. Centring lugs.
3. Spring strap - attached to (1).
4. Pressure plate - main.
5. Spring strap - attached to (4).
6. Lug attachment bolts
7. Spring strap cover
E. To engine ywheel
T. To transmission.

When the release bearing is pulled back to disengage the

clutch, the force of the diaphragm spring is overcome, and the
main pressure plate moves away from the rst disc.
The intermediate pressure plate is pushed away from the
second disc by spring straps (3) and (5).
Centring lugs (2) now press against spring strap (5).
The retraction forces, acting on the two pressure plates, are
now equalised.
This ensures that the clearance at both sides
27
of each disc is equal.

Clutch
7

T
5

6
3

E
28

Clutch
Centring lugs

CAUTION
Centring lugs (2) must not be moved or adjusted when new
discs are tted.
The lugs must be adjusted only if the pressure plate has
been dismantled.
1. Assemble the clutch and t it to the ywheel.
2. Remove lug attachment bolts (6), clean the bolts and
apply high temperature resistant glue (Loctite 640).
3. Quickly push the lugs against spring strap (5). Fit the
bolts, and tighten to 26.0 +/- 2.0 Nm.
CAUTION
Lugs (2) should be in tight contact with the spring strap
covers (7). There must be no clearance or pre-pressure.

29

Clutch
2

5
1

4
7

30

Clutch
Clutch servo
cylinder
operation

When clutch pedal (1) is pressed, hydraulic pressure

increases, pushing up reaction piston (2).
This movement rst closes air inlet valve at upper seat (3),
and then cuts off outlet valve (4).
Rubber peg (5) is lifted from its seat, allowing pressurised
air to enter chamber (6) and push actuation piston (7)
forwards.
Release lever (8) rotates to disengage the clutch.

31

Clutch

32

Clutch
Clutch wear indicator

As the clutch plates wear, the piston moves further into the
cylinder.
When dimension A reaches 32 mm, the piston touches,
and progressively pushes out, wear indicator valve (1).
When this point is reached, air will be heard leaking from
the valve, and servo assistance will be reduced.

33

Clutch

2
X1

X2

X1
X2

1
34

Clutch

Later servo
cylinder

With the later servo cylinder arrangement, the cylinder is

attached directly to the clutch housing (1).
The clutch release fork is carried on a spherical bearing (2).
The pedal force is 110 Nm, and the pedal stroke is 160
mm.

Disc wear limit

The discs must be renewed when the thickness is down to:

- single disc - 34 mm.
- double disc - 36 mm.

Wear calculation
- example

The dimension measured is from the front face of the clutch

housing to the front face of the release arm.
X1 = 65 mm - when the clutch is new
X2 = 100 mm - when the clutch is worn
Wear = 100 - 65 = 35 mm - (Y) on the chart

35

Clutch
= Level
= 12% gradient

1400
1200
1000
0

800
600
400
200
0

1LS

1HS

2LS

2HS

3LS

3HS

36

Clutch
Energy
dissipation in a
clutch

The chart above shows the heat generated when starting

off in each gear.

Rapid wear

At temperatures greater than 2000 C, rapid lining wear

occurs.

Irreversible
damage

At temperatures greater than 4500 C, irreversible damage

to the lining occurs.

37

Clutch

5
1

38

Clutch
Bleeding the
clutch system
- using bleed unit
(9996928)

1. Place the bleed unit (1) in a vessel containing clutch

uid.
2. Remove the rubber cap from bleed nipple (2) on the
clutch servo unit.
3. Connect the hose to the bleed unit, and open the bleed
nipple.
4. Connect the electric cable to the cigarette lighter
socket (3).
5. Remove the cover from the uid reservoir (4).
6. Press bleed unit switch to ON to start the pump.
7. Allow the pump to run until the uid is at the correct level
in reservoir (4).
8. Close the bleed nipple.
9. Disconnect the hose and ret the rubber cap.
10. Check the uid level and ret the reservoir cover.
11. Check that the clutch operates correctly.

39

40

Volvo Gearbox
41

Volvo Gearbox

42

Volvo Gearbox
Designations

SR1900 - Split, Range, 1900 Nm max. input torque

VT2014 - Volvo Transmission, 2050Nm max. input torque,
14 forward ratios.
VT2514B - Volvo Transmission, 2450Nm max. input torque,
14 forward ratios, involute splines on input shaft.
VTO2514B - Volvo Transmission, Overdrive, 2450Nm max.
input torque, 14 forward ratios, involute splines on input
shaft.
T700A - Eaton transmission, 700Nm max. input torque,
A/B ratio.
R800 - ZF transmission, range change, 800Nm max. input
torque

43

Volvo Gearbox

44

Volvo Gearbox
Gearbox sections

The gearbox assembly has four main sections:

C. Clutch housing.
S. Splitter gearset.
M. Main gearsets
R. Range change gearset.

45

Volvo Gearbox

2
1

46

Volvo Gearbox
Gearset
conguration

The gearset congurations in the VT2014/2514 gearboxes

are similar to that in the SR1700/1800 gearboxes:
- 14 forward ratios
- 12 synchronised forward ratios
- 2 crawler gears - 4 reverse gears - not synchronised

Gearbox shafts

1. Input - or primary shaft. The front end of the shaft is

splined, and carries the clutch discs.
The input shaft transmits drive from the engine to the
gearbox.
2. Main shaft - carries the synchronised gears, each of
which is free to turn on a bearing. The front end of the shaft
is carried in the input shaft on a taper roller bearing. The
rear end carries the sun gear of the range change gearset.

47

Volvo Gearbox

2
1

48

Volvo Gearbox
Gearbox shafts

3. Intermediate shaft - also known as the countershaft or

secondary shaft - carries gears which mesh with those on
the mainshaft.
High and low splitter gears are a tight press t on the shaft.
The other gears are integral with the shaft and - therefore,
all gears always turn together at shaft speed.
The front and rear end of the shaft is carried on taper roller
bearings.
The shaft is driven by the input shaft, and transfers torque
to the main shaft via the gears in mesh.
4. Reverse shaft - carries the reverse gear . The reverse
gear is an idler gear, integral with the hollow reverse shaft.
The gear is positioned between a driving gear on the
intermediate shaft and a driven gear on the mainshaft.
This arrangement reverses the direction of rotation of the
intermediate shaft so that, when engaged, the reverse gear
turns the main shaft in the opposite direct to the input shaft.

49

Volvo Gearbox

2
1

3
5

50

Volvo Gearbox
Gearbox shafts

5. Output shaft - the planet carrier of the range change

gearset is integral with the output shaft.

51

Volvo Gearbox

10

52

Volvo Gearbox
Synchroniser
- VT gearboxes

1. Gear ring
2. Inner ring
3. Washer
4. Outer ring
5. Synchroniser ring
6. Plate spring
7. Engaging body
8. Coupling sleeve
9. Spring pins - gear selected
10. Spring pins - neutral selected

VT gearboxes have an improved type of double

synchroniser.
The unit has a self-energising effect, similar to that found
with the leading shoe of a brake assembly.
This effect reduces the effort needed to change gear by up
to 50%.
The unit is narrower, allowing the use of wider gears, which
increases the acceptable max. input torque.

53

Volvo Gearbox
3

4
54

Volvo Gearbox
Selector forks

Selector forks (1) are attached to selector bars (2), which

are moved back and forth by selector shaft (3).
The back and forth movement is transferred to
synchroniser sleeves (4) which engage the gears.

55

Volvo Gearbox

4
3

56

Volvo Gearbox
Selector housing
- SR 1900

1. Control shaft
2. Gear position detent
3. Gear change inhibitor
4. Selector lever
5. Reverse gear detent

57

Volvo Gearbox

4
3

58

Volvo Gearbox
Selector housing
- VT range

This selector housing is similar to that used with SR 1900.

The following features are different:
1. Inhibitor solenoid - prevents unintentional engagement of
1st. gear when low ratio range change is selected.
This could cause over-speeding of the clutch and geartrain
components.
2. Inhibitor solenoid - prevents selector from moving from
neutral position to a gear engaged position when the clutch
is engaged.
3. Reverse light switch
4. Combined gear position and reverse interlock

59

Volvo Gearbox

HS
1

LS

2
C

RI
60

Volvo Gearbox
Gear
identication splitter and main
gearset

1. 1st. gear
2. 2nd. gear
3. 3rd. gear
LS. Low range splitter
HS. High range splitter
C. Crawler gear
R. Reverse gear
RI. Reverse idler gear

61

Volvo Gearbox
C

4
1

5
2

6
3

62

Volvo Gearbox
Splitter gearset

Range change
gearset

The splitter gearset, at the front of the main geartrain, is

used to select high or low splitter ratio.
The splitter gearset splits the main gearset ratio by half.
The range change gearset, at the rear of the main gearset,
is a planetary gearset.
When low ratio range change is selected, the ring gear is
locked to the gearbox housing, and gives a ratio reduction.
When high ratio range change is selected, the planet
carrier is locked to the ring gear, and gives a direct drive.

63

Volvo Gearbox

LS

HS

RC

64

Volvo Gearbox
Power path

The illustration above shows an example of the power path

through the gearbox - in this case the selected ratios are:
- 1st. gear
- Low splitter
- Low range change

65

Volvo Gearbox

3 1

2 C

66

Volvo Gearbox
8/9 speed range
change gearbox

The 8/9 speed gearbox, illustrated above, is similar to the

14 speed gearbox:
- in the 8 speed gearbox, there is no splitter gear or crawler
gear.
Four base gears + range change = 8 speed
- in the 9 speed gearbox, there is a crawler gear, but no
splitter gear.
Four base gears + range change + crawler = 9 speed.

67

Volvo Gearbox

4
5
1

68

Volvo Gearbox
Lubrication

Lubrication of the gearbox is a combination of oil splash,

generated by the rotating components, and pressure feed
from the oil pump.
The pump is gear driven by the intermediate shaft (1). The
drive gear is carried on a shaft (2) which passes through
the hollow reverse gear shaft, and into the oil pump (3).
Approx. 70% oil from the pump lubricates and cools range
change components (4), and approx. 30% lubricates and
cools the mainshaft and input shaft (5).
CAUTION
The oil pump is not driven when the vehicle is being towed.
Therefore, the prop. shaft must be removed before towing
begins.
Do not coast with the gearbox in neutral. In this situation,
the mainshaft is not rotating, so the oil pump
is not being driven.
69

Volvo Gearbox

70

Volvo Gearbox
Oil pump and
lter

1. Pressure relief valve - system high pressure protection.

2. Pressure relief valve - lter by-pass.
3. Filter support tube.
4. Filter cartridge.
A. Oil cooler

Oil ll/level

An oil ller/level plug - with sight glass - and a drain plug

are located on the side of the gearbox housing.

71

Volvo Gearbox
2
5

4 10
6
3

1
9

11

7
72

Volvo Gearbox
Air system

1. Range change cylinder

2. Splitter cylinder
3. Range OK valve (ROK) - on range change cylinder
4. Neutral lock valve on selector housing
5. Inhibitor valve - splitter
6. Inhibitor cylinder on selector housing
7. Relay valve - range change cylinder
8. Relay valve - splitter cylinder
9. Solenoid valve - range change inhibit
10. Air lter (VT gearbox)
11. Gear lever

73

Volvo Gearbox
10

12

74

Volvo Gearbox
Supply air lter
- pre. VT gearbox

A sintered air lter (10) is tted in-line, in the supply pipe

from distribution block (12), which is fed from (MCPV) 4way valve port 24.
A blocked lter causes slow gear-change and clutch
actuation.

75

Volvo Gearbox

1
21
3
22
76

Volvo Gearbox
Air system - gear
selector

Port numbers:
1. Supply to selector
3. Exhaust from range change cylinder - shift to high range
21. Supply to range change cylinder relay valve - shift to
low range
22. Supply to splitter relay valve

77

Volvo Gearbox

7
4
1

78

Volvo Gearbox
Range change
cylinder

The range change cylinder is a double acting cylinder

attached to the rear of the gearbox housing.
1. Rubber seal
2. Piston seals
3. Piston rod rubber seal
4. Cylinder to gearbox housing seal
5. Relay valve cap seals
6. Adjusting shims*
7. Relay valve
*CAUTION
To ensure that the selector fork cam rollers t correctly
in the sliding dog clutch, it is essential that the cylinder
position - in relation to the rear face of the gearbox housing
- is correctly adjusted by adding or removing shims.

79

Volvo Gearbox

HR

LR

12

AA

AA

CA

80

Volvo Gearbox
Relay valve
- range change
cylinder

Relay valve (7) is located in the rear cover of the range

change cylinder.
Control valve plunger (12) is spring loaded to high range
position (HR). In this position, actuation air (AA) from the
neutral lock valve can pass into the cylinder and move the
piston to high range position.
When low range is selected, control air (CA) is supplied
from the gear lever to the relay valve.
Spring force is overcome, and the plunger moves up to
low range position (LR).
In this position, actuation air (AA) from the neutral lock
valve can pass into the cylinder and move the piston to low
range position.

81

Volvo Gearbox
H

11
CA

L
9

13

6
82

Volvo Gearbox
Range change
- air circuit and
inhibitors

1. Range change cylinder

3. Range OK valve (ROK) on range change cylinder
6. Inhibitor cylinder on selector housing
7. Relay valve - range change cylinder
9. Solenoid valve - range change inhibit
11. Gear lever
13. Gear selector lever
Control air (CA) is supplied to range change cylinder relay
valve (7) from gear lever port (21), via solenoid valve (9).
If the speed of the output shaft exceeds approx.
700 rev/min. - approx. 30 km/h - a signal from the
tachograph energises a relay which, in turn, energises
solenoid valve (9).
The air supply to range change cylinder relay valve (7) is
now cut-off, preventing selection of low ratio
range change.

83

Volvo Gearbox
7
AA

13
14

14

13

84

Volvo Gearbox
Neutral lock
valve

The neutral lock valve (4), on the selector housing,

prevents a range change when any gear in the main
gearbox is engaged.
When the main gearbox is in neutral (A) the valve is open,
and actuation air (AA) can pass to the range change
cylinder relay valve (7).
When any gear is engaged (B) valve plunger (14) is pushed
in by selector lever (13), and the actuation air supply to the
range change cylinder is cut-off.

Pre-selection

Using the gear lever switch, a range change is pre-selected

whilst a gear is engaged in the main gearbox.
Because of the operation of neutral lock valve (4), at this
point, no range change takes place.
The change takes place only when neutral is selected
in the main gearbox.
85

Volvo Gearbox
6

13

19
18
15

16

17

86

Volvo Gearbox
Inhibitor cylinder
and valve

The inhibitor cylinder (6), on the selector housing, prevents

a gear change in the main gearbox when a range change is
taking place.
Air ow to the cylinder is controlled by ROK valve (3) on the
range change cylinder housing.
Range change piston rod (15) has two detents - (16) for
low range, and (17) for high range.
When a range change is taking place, ROK valve plunger
(18) is pushed into the valve, opening a path for air to pass
to cylinder (6).
Inhibitor cylinder plunger (19) is pushed out into the detent
in selector lever (13), effectively locking the main gearbox
in neutral.

87

Volvo Gearbox
6

13

20

19

15

18

16

17

88

Volvo Gearbox
Inhibitor cylinder
and valve

When either low or high range is engaged, ROK valve

plunger (18) is pushed out and sits in one of the detents.
The air path to cylinder (6) is now closed.
Spring (20) retracts cylinder plunger (19), allowing selector
lever (13) to rotate to engage a gear.

89

Volvo Gearbox

11
CA

L
9

AA

13

6
90

Volvo Gearbox
Low range
engaged - gear
engaged

The illustration above shows low range engaged, with a

gear engaged in the main gearbox.
When low range was selected using the gear lever switch,
control air (CA) from the gear lever, via solenoid (9),
moved the plunger of relay valve (7) to low range position.
When neutral was selected in the main gearbox, actuation
air (AA) was allowed to enter the chamber, and push the
piston to the right to engage low ratio.
Because a gear is now engaged, neutral lock valve (4) has
now cut off the actuation air supply to relay valve (7).

91

Volvo Gearbox

11

CA

L
9

13

6
92

Volvo Gearbox
High range
requested - gear
engaged

1. Range change cylinder

3. Range OK valve (ROK) on range change cylinder
4. Neutral lock valve
6. Inhibitor cylinder on selector housing
7. Relay valve - range change cylinder
9. Solenoid valve - range change inhibit
11. Gear lever
13. Gear selector lever
The illustration above shows high range requested, with a
gear engaged in the main gearbox.
By selecting high range, control air (CA) has been
exhausted from relay valve (7), via solenoid valve (9), and
the gear lever exhaust port.
Because neutral lock valve (4) is closed by selector lever
(13), air cannot pass to relay valve (7), so high range
cannot be engaged.

93

Volvo Gearbox
1
H

11

3
H

L
9

13

6
94

Volvo Gearbox
High range
selecting
- gearbox in
neutral

1. Range change cylinder

3. Range OK valve (ROK) on range change cylinder
4. Neutral lock valve
6. Inhibitor cylinder on selector housing
7. Relay valve - range change cylinder
9. Solenoid valve - range change inhibit
11. Gear lever
13. Gear selector lever
The illustration above shows high range being selected,
with the main gearbox in neutral.
Neutral lock valve is now open, so actuation air (AA) can
pass to relay valve (7). The valve plunger is already at
high position, so actuation air enters behind the piston.
The piston starts to move to the left.
Because the plunger of ROK valve (3) is not in a detent,
the valve is open, and air is fed to inhibitor cylinder (6),
locking selector lever (13) in neutral position.

95

Volvo Gearbox
H

11

1
3

CA

L
9

AA

13

6
96

Volvo Gearbox
High range
engaged - gear
engaged

1. Range change cylinder

3. Range OK valve (ROK) on range change cylinder
4. Neutral lock valve
6. Inhibitor cylinder on selector housing
7. Relay valve - range change cylinder
9. Solenoid valve - range change inhibit
11. Gear lever
13. Gear selector lever
The illustration above shows high range engaged, with a
gear engaged in the main gearbox.
By selecting high range, control air (CA) has been
exhausted from relay valve (7), via solenoid valve (9), and
the gear lever exhaust port.
This allowed actuation air (AA) to enter the chamber, and
push the piston to the left to engage high ratio.
Because a gear is now engaged, neutral lock valve (4) has
cut off the actuation air supply to relay valve (7).

97

Volvo Gearbox
1
B

2
A

98

Volvo Gearbox
Modication
- range change
inhibitor cylinder
operation

The modication, illustrated above, alters the way inhibitor

cylinder (B) operates.
The gear selector is inhibited only during a range change,
whilst the gear lever is in neutral position.
Modication introduced:
- A583353
- B368368
- Gearbox serial No. 20041160015
1. Pipe - air supply to neutral sensing valve
2. Pipe - air supply to range change cylinder.
A. Gear selector
B. Inhibitor cylinder

99

Volvo Gearbox
6

11

7
13

AA

AA

100

Volvo Gearbox

Modication
- additional
function inhibitor cylinder
operation

5. Inhibitor valve - splitter

6. Inhibitor cylinder
7. Splitter cylinder

11. Gear lever

13. Gear selector lever

On early systems inhibitor cylinder (6) is used only with the

range change function.
On later systems, inhibitor cylinder (6) has an additional
function - to prevent gear selection or change without
pressing the clutch pedal.
When neutral is selected in the main gearbox, and the
clutch pedal is not pressed, the spring of cylinder (6)
pushes the plunger into the detent in selector lever (13),
preventing gear selection (A).
When the clutch pedal is pressed, actuation air (AA) can
pass from inhibitor valve (5) to the underside of inhibitor
cylinder (6).
The force of the spring of cylinder (6) is overcome.
The plunger is retracted, allowing gear selection (B).

101

Volvo Gearbox
H
11

21

2
5

102

Volvo Gearbox
Splitter gear
air circuit and
inhibitors

2. Splitter cylinder
5. Inhibitor valve - splitter
8. Relay valve - splitter cylinder
11. Gear lever
21. Indicator lamp - low splitter engaged
In the illustration above, the splitter gear is in low ratio.
Indicator lamp (21) is lit.

Pre-selection

Using the gear lever switch, a split change is pre-selected

before the clutch pedal is pressed.
Because of the operation of inhibitor valve (5), at this point,
no split change takes place.
The change takes place only when the clutch pedal is
pressed, and the clutch is disengaged.

103

Volvo Gearbox
8

25

21

22
H

23
24

104

Volvo Gearbox
Splitter cylinder

The splitter cylinder is a double acting cylinder attached to

the side of the selector housing.
Splitter piston rod (22) has two detents - (23) for high
range, and (24) for low range.
Spring loaded plunger (25) locks the rod in either high or
low split position.

105

Volvo Gearbox
AA

26
CA

22

LS

HS

106

Volvo Gearbox
Relay valve splitter cylinder

Relay valve (8) is located in the rear cover of the splitter

cylinder.
Control valve plunger (26) is spring loaded to low split
position (LS). In this position, actuation air (AA) from the
splitter inhibitor valve can pass into the cylinder and move
piston (22) to low split position.
When high split is selected, control air (CA) is supplied
from the gear lever to the relay valve.
Spring force is overcome, and the plunger moves to high
split position (HS).
In this position, actuation air (AA) from the from the splitter
inhibitor valve can pass into the cylinder and move the
piston to high split position.

107

Volvo Gearbox

AA

HS

108

Volvo Gearbox
Splitter inhibitor
valve

To prevent damage to components, the splitter gear must

be changed only when the clutch is not engaged.
Actuation air (AA) is therefore supplied to the splitter relay
valve via inhibitor valve (5).
When the clutch pedal is pressed, and the clutch
disengaged, the valve is open, so actuation air (AA) can
reach relay valve (8).
Note: As long as the clutch pedal is pressed - clutch
disengaged - a split change can take place irrespective
of whether the main gearbox is in neutral, or a gear is
engaged.

109

Volvo Gearbox
H
11

21
CA

H
AA

2
110

Volvo Gearbox
High split
requested clutch pedal not
pressed

2. Splitter cylinder
5. Inhibitor valve - splitter
8. Relay valve - splitter cylinder
11. Gear lever
21. Indicator lamp - low splitter engaged
The illustration above shows high split requested, with the
clutch pedal not pressed.
By selecting high split, control air (CA) is fed to relay valve
(8). The valve plunger moves to high split position, and
uncovers the exhaust port.
Because inhibitor valve (5) is closed, actuation air (AA) air
cannot pass to relay valve (8), so the split change cannot
take place.

111

Volvo Gearbox
H
11

21
CA
25

22

23

AA
2
5

112

Volvo Gearbox
High split
engaging - clutch
pedal pressed

2. Splitter cylinder
5. Inhibitor valve - splitter
8. Relay valve - splitter cylinder
11. Gear lever
14. Splitter cylinder
17. Indicator lamp - low splitter engaged
The illustration above shows high split engaging, with the
clutch pedal pressed. By selecting high split, control air
(CA) is fed to relay valve (8). The valve plunger has moved
to high split position, and uncovers the exhaust port.
Because the clutch pedal is pressed, inhibitor valve (5) is
now open, so actuation air (AA) air can pass to relay valve
(8), so the split change takes place.
Detent plunger (25) is pushed into the high split detent (23)
and piston rod (22) is locked in this position.

113

Volvo Gearbox
H
11

21
CA
25

22

23

AA
2
5

114

Volvo Gearbox
High split
engaged - clutch
pedal released

2. Splitter cylinder
5. Inhibitor valve - splitter
8. Relay valve - splitter cylinder
11. Gear lever
21. Indicator lamp - low splitter engaged
The illustration above shows high split engaged, with the
clutch pedal released.
The detent plunger (25) is pushed into the high split detent,
(23) and piston rod (22) is locked in this position.

115

Volvo Gearbox
H
11

21
CA
25

CA

22
AA

23

2
116

Volvo Gearbox
Low split
requested
- clutch pedal
released

2. Splitter cylinder
5. Inhibitor valve - splitter
8. Relay valve - splitter cylinder
11. Gear lever
14. Splitter cylinder
17. Indicator lamp - low splitter engaged
The illustration above shows low split requested, with the
clutch pedal released.
Moving the gear lever switch to low split position has
opened an exhaust path for control air (CA) to escape from
relay valve (8) via gear lever port (3).
This allows the relay valve spring to push the plunger to
low split position.
Because inhibitor valve (5) is closed, actuation air (AA)
cannot pass to relay valve (8), so the split change cannot
take place.

117

Volvo Gearbox
H
11

21
CA
25

22
AA

24

2
118

Volvo Gearbox
Low split
engaging - clutch
pedal pressed

2. Splitter cylinder
5. Inhibitor valve - splitter
8. Relay valve - splitter cylinder
11. Gear lever
21. Indicator lamp - low splitter engaged
The illustration above shows low split engaging, with the
clutch pedal pressed.
Actuation air (AA), from the high split chamber is escaping
from the exhaust port of relay valve (8).
Because inhibitor valve (5) is now open, actuation air (AA)
can pass to relay valve (8), and into the low split chamber.
The piston rod (22) moves to the left to engage low split
ratio.
The detent plunger (25) is pushed into the low split detent,
(24) and piston rod (22) is locked in this position.

119

Volvo Gearbox

XXX

S49

S47, S49, XXX, S63

S63

Y06
S47

Y31

BO9

B12

120

Volvo Gearbox
Electrical
components
- location and
function

S47 (214) Switch - high split indicator lamp

S49 (217) Switch - reverse light activation
Y06 (614) Solenoid - range change inhibitor
B12 (7052) Sensor - output shaft speed - signal to
tachograph
S63 (2074) Sensor range position - signal to VECU to
energise solenoid (Y31)
Y31 (6050) Solenoid, 1st. gear inhibit - prevents selection
of 1st. gear if shift speed is too high
XXX
Sensor - neutral position - signal to VECU
(Option)
B09B (762) Sensor - oil temperature (Option)

121

Volvo Gearbox
1494

6050
Y31

Y31
6050

214
S47

B09B
762

S49
217

B12
7052

614
Y06
2074
S63

1499
GB1494 GA1494
122

Volvo Gearbox
Electrical
components
- location and
function

S47 (214) Switch - high split indicator lamp

S49 (217) Switch - reverse light activation
Y06 (614) Solenoid - range change inhibitor
B12 (7052) Sensor - output shaft speed - signal to
tachograph
S63 (2074) Sensor range position - signal to VECU to
energise solenoid (Y31)
Y31 (6050) Solenoid, 1st. gear inhibit - prevents selection
of 1st. gear if shift speed is too high
XXX
Sensor - neutral position - signal to VECU
(Option)
B09B (762) Sensor - oil temperature (Option)

123

Volvo Gearbox

1
4

124

Volvo Gearbox
Modications cable gear shift

Cable gear shift has been introduced on the following

gearboxes - some of the designations are new:
VT1708B, VT2009B, VTO2214B, VT2514B, VTO2514B
Gear lever carrier (1) is available in three versions:
- FH, as in the illustration above
- FM. LH
- FM, RH
The carrier is attached to the cab oor, with cables (2) and
(3) connected below.

125

Volvo Gearbox

1
4

126

Volvo Gearbox

Modications cable gear shift

The push/pull cables transmit the actuation force and

motion from the gear lever to control housing (4).
Cable (2) is coloured grey and controls the gear shift
stroke.
Cable (3) is coloured black, and controls gear
selection.
The cables are routed under the cab oor towards the front
of the vehicle, around the cab mounting pivot, along the LH
side of the frame, to the control housing on the gearbox.
Cable attachments are coloured:
- Black - gear select, carrier.
- White - gear shift stroke, carrier.
- Blue - gear shift stroke, control housing.
- Orange - gear select, control housing.
To ensure smooth shift characteristics, each end of the
cables is connected via quick-lock rubber
couplings.

127

Volvo Gearbox
4

1
3

128

Volvo Gearbox
Modications cable gear shift
Control housing

There is no cable adjustment - the mechanism has a

tolerance of approx. +/- 15 mm.
Control housing (4) is similar to that used with VT2014.
Arm (5) controls gear shift stroke.
Arm (6) controls gear select.
Balance weight (7) helps improve gear shift quality.

129

130

Eaton Gearbox
131

Eaton Gearbox

132

Eaton Gearbox
Eaton gearbox

Designations

Eaton gearboxes are tted to FL6 vehicles.

-T
600
A/B

max. input torque

different ratio sets

-T
700
A/B

max. input torque

different ratio sets

-T
O
800

overdrive
max. input torque

133

Eaton Gearbox

5
8

6
7
3
134

Eaton Gearbox
1st. and 2nd. gear
synchroniser

Double friction
surface

1. Synchroniser cone inner ring

2. Synchroniser cone centre ring
3. Synchroniser cone outer ring
4. Operating sleeve

5. Inhibitor peg and spring

6. Engaging hub
7. Inner and outer cone holder
8. Engaging ring

A double synchroniser unit is used for 1st. and 2nd. gears.

The synchroniser cone is in three parts - inner (1), centre
(2) and outer (3).
This arrangement provides a double friction surface - both
sides of centre cone (2).
The synchroniser is, therefore, able to provide effective
synchronisation for high torque input.
The inner and outer cones rotate with engaging hub (6).
The centre cone rotates with engaging ring (8).

135

136

ZF Gearbox
137

ZF Gearbox
1

138

ZF Gearbox
ZF Gearbox

ZF gearboxes are tted to FL6 vehicles.

Designation

R
800

Low range
inhibitor

range change
max. input torque

The range change inhibitor prevents engagement of low

ratio when road speed is > 30 km/h.
The inhibitor is controlled by solenoid (614A).

139

ZF Gearbox

2
140

ZF Gearbox
1st. gear inhibitor

2. Inhibitor control solenoid - 614B

3. Inhibitor air cylinder
1st. gear inhibitor prevents accidental selection of 1st. gear
when shifting from 5th. to 4th.
At road speeds > 20 km/h, solenoid (2) is energised,
allowing actuation air to pass to cylinder (3).
Actuation of the cylinder increases the force required to
move the gear lever between 3/4 and 1/2.

141

142

Propeller Shafts
143

Prop shafts

B
144

Prop shafts
Torque transfer

A prop. shaft transfers torque output by the gearbox to the

driving axle.
Depending on the wheelbase of the vehicle, more than
one prop. shaft may be tted (A).
This arrangement is often required to ensure acceptable
operating angles for the universal joints.
If the vehicle has two driving axles, a second prop. shaft
transfers torque from one to the other (B).

145

Prop shafts
2

3
4
1a
146

Prop shafts
Main components

1. Coupling ange - one at each end, used to attach the

shaft to the gearbox output ange, and the drive axle input
ange. To increase torque capacity, and reduce metal
fatigue, the mating faces of most anges are grooved (1a).
2. Universal joint - one at each end, used to allow the shaft
to rotate through changing angles.
3. Main shaft - made from tubular steel, which gives greater
strength than a solid shaft. Tubular shafts can withstand a
considerable amount of twist without fracture.
4. Sliding shaft - connected to the gearbox end of the main
shaft by splines. The slip joint accommodates changes in
overall shaft length caused by up and down movement of
the drive axle.

147

Prop shafts
2

4
3

1
148

Prop shafts
Universal joint

This is a exible joint which allows the prop. shaft to

transmit torque from the gearbox, at an angle which varies
with up and down movement of the drive axle.
The central cross-shaped component (1) is often called the
spider. Each of the four spider journals is surrounded by
needle roller bearings, carried in cups (2).
Two cups are located in the yoke of the coupling ange (3),
and the other two are located in the yoke of the prop.
shaft (4).
This is a simple coupling joint which is non- constant
velocity. This means that, as the joint angle changes, so
does the speed of the output shaft, even though the input
shaft is rotating at a constant speed.
The greater the angle between the two shafts, the greater
the speed uctuation.

149

Prop shafts

900

150

Prop shafts
Joint angle

Yoke alignment

Generally, the operating angles (A) of all joints should be

the same, and as small as possible.
However, the angle should be large enough to ensure that
the bearing needles rotate and move around the journals.
By correctly alignment of the yokes at each end of the
shaft assembly, the joints are in-phase (B), and speed
uctuation is eliminated.
CAUTION
If the prop. shaft assembly is separated at the slip joint, it is
essential that the two parts of the assembly are marked, so
that the joint can be retted in exactly the right position.

151

Prop shafts

152

Prop shafts
Support bearing

When more than one prop. shaft is tted, the point at which
the two shafts connect must be supported.
Support is provided using a support or centre bearing.
The ball bearing (1) may be single or double track - usually
sealed-for-life - carried in a rubber sleeve in a support
bracket (2).
The support bracket is attached to a frame cross-member.

Lubrication

Slip joint - early shaft assemblies have a grease nipple for

lubrication of the joint splines.
Later assemblies are lubricated during manufacture with
a special grease, or have a nylon coating on the splines.
These joints must not be greased.
Spider bearings - a grease nipple is tted to each spider,
and channels in the spider carry grease to the
153
bearings.

154

Drive Axle
155

Drive axle

1
2

156

Drive axle
Drive axle general

The drive axle forms the nal part of the power

transmission train. This is where the nal increase in
torque, and reduction in engine speed occurs.
The main central gear assembly (1) is often called the nal
drive.
The main functions of the axle are:
- Provide the nal, major, gear reduction.
- Turn the drive direction through 900 .
- Provide a means for the inner and outer wheels to turn at
different speeds when going round bends.
The main axle housing (2) is attached to the frame via the
suspension components.

157

Drive axle

1
2

158

Drive axle

Rear

Axle
designations

Axle

Enkel (Single)
Vaxel (Gear)

RAEV90
RAN - Rear hub reduction
CTEV87 - Tandem drive axle
CTN - with hub reduction
RS1344SV - Rear, single
13T axle = 44T Gross

159

Drive axle
2

3
1

4
3

160

Drive axle
Final drive - main
components

1. Crown wheel - located between the two halves of the

differential carrier.
2. Pinion - the input shaft.
The crown wheel and meshed pinion together turn the
drive through 900.
3. Drive shafts (also referred to as half shafts) - transfer
the drive from the differential assembly to the hubs.
4. Differential assembly - allows the inner and outer wheels
to turn at different speeds when going round bends.

161

Drive axle

162

Drive axle
Crown wheel and
pinion

The crown wheel and pinion are bevel gears, used

specically to transmit the drive through 900.
They are matched together, and marked, during
manufacture, and must only be used together. The use of
unmatched pairs will result in noisy operation and short life.
There are two common tooth proles for the crown wheel
and pinion:

Spiral bevel
Hypoid

A. Shows a spiral bevel arrangement, where the pinion

centre line coincides with the crown wheel centre line.
B. Shows a hypoid arrangement, where the pinion centre
line lies below the crown wheel centre line.
With the hypoid curve of the teeth faces, the pinion gear is
larger, and more teeth are in contact, increasing the torque
capacity of the axle.
Most Volvo axles use hypoid cut gears.
163

Drive axle

164

Drive axle
Crown wheel and
pinion - ratio

The prop. shaft speed is much higher than that required for
the road wheels.
In addition, the torque at the prop. shaft is too low to turn
the road wheels under heavy load.
The crown wheel and pinion drop the prop. shaft speed by
quite a large ratio - typically between 2.5:1 and 5.0:1.
This ratio change also increases the torque fed to the road
wheels
E.g.

No. of teeth on crown wheel = 30

No. of teeth on pinion = 10

Ratio = 30 / 10 = 3:1
The speed is reduced by a factor of 3, and the torque is
increased by a factor of 3.

165

Drive axle

1
3
4
2

166

Drive axle
Crown wheel
thrust block

Because of the large diameter of the crown wheel, and side

thrusts exerted by high torque, a thrust block (1) is tted by
the side of crown wheel (2) opposite pinion (3).
The position of the thrust block is adjusted by screw (4).
The block is adjusted so that, in normal operation, there is
a slight clearance between the block and crown wheel face.
The block makes contact with the crown wheel face under
conditions of heavy loading.

167

Drive axle
2
1

168

Drive axle
Differential

When a vehicle is cornering, the outer wheels have to

travel a greater distance than the inner wheels, so they
must rotate faster, but still transmit equal torque to each
wheel.
The gear arrangement that allows this to happen is called a
differential.
The main components are:
1. Bevel pinions x 4
2. Sun - or side - bevel gears. These gears have internal
splines, into which the drive shafts are located.
3. Spider

169

Drive axle

1
3

2
170

Drive axle
Drive shafts

The drive shafts (1) - also called half shafts - transmit

torque from the differential side bevel gears to the hubs.
The shafts are subject to extreme twisting forces. They
are made of special steel with elastic properties that can
withstand constant twisting - up to almost one whole turn
- before breaking.
In a single reduction axle, the outer ends of the shafts have
an integral driving ange (2) which is bolted to the hub.
If the axle has secondary hub-reduction the outer ends
have splines (3) which mesh with the planetary gears of the
hub reduction gearset.

171

Drive axle
CAUTION
To prevent component
damage:
- Engage the diff. lock only
when on slippery surfaces, and
a tyre is losing grip.
- Vehicle must be stationary
before diff. lock is engaged.

8
3

6
7

1
5

2
172

Drive axle
Differential lock

When the friction on the driving wheels is not equal - e.g. if

one tyre is on a slippery surface - the differential action can
be prevented using a differential lock
When locked, the differential will rotate as a complete unit,
causing both driving wheels to rotate at the same speed.
1. Fixed coupling sleeve - is attached the differential
housing, and cannot rotate.
2. Sliding coupling sleeve - is located over a splined section
of one drive shaft.
3. Diaphragm
4. Actuation sleeve
5. Shift fork
6. Indicator lamp switch
7. Push-rod
8. Return spring

173

Drive axle

A
9
E

DE
174

Drive axle
Diff. lock
operation

9. Solenoid valve
A. Air supply
E. Air exhaust

Diff. lock
engaged - E

When the diff. lock is engaged, using a switch on the

dashboard, solenoid (9) is energised and air is fed to
the control cylinder. Air pressure acts on the diaphragm,
sleeve and push-rod, tilting the shift fork towards the crown
wheel.
The sliding coupling meshes with the xed coupling, and
the differential is locked.
The indicator lamp switch is actuated and the dashboard
lamp is lit.

Diff. lock
disengaged - DE

Solenoid (7) is de-energised, cutting off the cylinder air

supply.
The push rod spring returns the shift fork and
coupling to disengaged position.
175

Drive axle

176

Drive axle
Double reduction

Hub reduction

Extremely high torque is required to propel a heavy truck

- the heavier the truck load, the more torque is required.
In conjunction with the large diameter of the driving wheels
and tyres, there comes a point where it is impractical to
use a single reduction drive axle to achieve the required
reduction ratio.
Also to be considered is ground clearance. The higher the
reduction ratio provided by the crown wheel and pinion, the
larger is the crown wheel diameter.
Housing a large crown wheel requires a very deep axle
centre bowl, which reduces ground clearance.
A solution to this problem is double reduction.
The primary reduction is still via a crown wheel and pinion,
followed by a secondary reduction.
A common and compact form of secondary reduction is
hub reduction.

177

Drive axle

4
3

2
1

178

Drive axle
Hub reduction

Secondary reduction at the hub is achieved by using a

planetary gearset.
Sun gear (1) is spline mounted on drive shaft (2).
Ring gear (3) is spline mounted on axle housing (4) so
cannot rotate.

179

Drive axle

5
6

180

Drive axle
Hub reduction
Operation

Advantages

Planet gears (5) are free to rotate on shafts integral with of

planet carrier (6), which is attached to the hub.
Because the ring gear is locked to the housing, when the
drive shaft and sun gear rotate, the effect is to drive the
planet gears around the inside of the ring gear.
The planet gears rotate on their shafts and, because the
shafts are xed in the planet carrier, the whole carrier must
also rotate.
The carrier, and the attached hub, therefore form the output
member.
The achieved gear reduction ratio is - 3.46:1.
Advantages of this form of double reduction are:
- less torsional stress on the drive shafts
- smaller diameter crown wheel and, therefore, shallower
axle bowl.

181

Drive axle

182

Drive axle
Tandem drive

For a number of reasons a truck may need two driving

axles - legal requirements (weight distribution), load
carrying capacity, extra traction provided by more driving
wheels.
A typical arrangement, illustrated above, is called a
tandem drive bogie.
The forward axle (A) has the addition of a transfer gear
arrangement.
The rearmost axle has a conventional single reduction
differential assembly.

183

Drive axle

12

11

10

13

B
8

184

Drive axle
Tandem
drive - main
components

1. Forward axle input ange

2. Inter-axle differential
3. Forward axle pinion
4. Forward axle drive shafts
5. Forward axle differential
6. Transfer shaft
7. Rear axle crown wheel
8. Rear axle drive shafts
9. Rear axle differential
10. Rear axle pinion
11. Forward axle Crown wheel
12. Forward axle pinion drive gears
13. Inter-axle differential lock

185

Drive axle

12

11

10

13

B
8

186

Drive axle
Transfer gear
assembly

Different axle
speeds

The transfer gear assembly drives the pinion of the forward

axle via a pair helical gears (12).
Transfer shaft (6) transfers drive to the rear axle input
ange.
In the same way that driving wheels at each side of a single
drive axle must be allowed to rotate at different speeds,
so two driving axles must be allowed to rotate at their own
speed.
A simple example of how different axle speeds may occur
is if the tyres on one axle were markedly different diameter
than those on the other axle.
The axle with the largest diameter tyres would need
to rotate at a slower speed than the axle with smaller
diameter tyres.
Axle speeds may also differ, when tyres have
187
unequal traction - e.g. on soft ground.

Drive axle

12

11

10

13

B
8

188

Drive axle
Inter-axle
differential

To allow different axle speeds, an inter-axle or third

differential (2) is required.
The third diff. is located in the forward axle housing.
One of the differential side bevel gears is integral with the
forward axle helical drive gear (12) for the pinion.
The other side bevel gear is integral with
transfer shaft (6).
The third diff. divides speed and torque equally between
both axles.
This can lead to a problem. If only one driving wheel spins,
because of ice or soft ground, the vehicle will not move
because the third diff. divides torque equally.
This problem is overcome by tting a differential lock (13)
to the third diff.

189

190