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TRAINING TIPS AND TACTICS
Transmissions Automatic
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General information
Automated vs. Automatic Epicyclic gearsets
I-Shift - Generation B Designation Construction Gear layout Synchronisers Power flow Gear selection Shaft speed sensors Intermediate shaft brake Clutch Clutch cylinder Control housing TECU Temperature sensor Air cylinders Interlocks
Contents 12 15 25 27 29 29 31 41 43 45 47 49 61 63 65 67 69
I-Shift - Generation B - cont. Sensors Solenoid valves Air supply Electrical connectors Selector lever Gear display Control system Data links Software packages & features Conversion kits Viewing software packages Testing - VCADSPro Calibration VCADS cylinder test Air supply connection Air paths in control housing Control housing remove & refit Using a rolling road
71 73 75 77 79 89 93 99 102 109 111 113 114 117 121 123 124 127
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I-Shift - Generation C Designation Identification plate Gear ratios Selection positions Gen. C vs. Gen. B Clutch Clutch position sensor X1 and X2 values Range change gearset TECU Overdrive gearset Selector lever Lubrication Oil cooling Software packages Package description Feature description
133 137 138 139 141 143 149 151 153 155 157 159 161 165 169 172 174
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Contents Powertronic
General information Designation Generations Construction Torque converter PTO & fluid pump drive Clutches & brakes Valve block Solenoid and relay valve operation Power flow Powershift Gear shift control Sensor location Input & turbine speed sensor
179 179 181 183 185 193 195 197 201 203 219 220 225 229
Powertronic - cont.
Lock-up clutch Lock-up clutch teach-in Retarder Selector lever Control system - Gen. 3 & 4 Transmission fluid Level check Fluid pressure test Gen. 3 & 4 Gen. 2 Lock-up/retarder test Gear test Common faults
231 235 243 249 253 254 255 257 259 261 263 264
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Introduction About this Pocket guide
This guide is intended as a memory jogger for the knowledge you have gained during your training course. The guide includes a summary of the material covered in:
Transmissions - Automatic
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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.
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Replacement parts
When replacement parts are required, it is essential that only Volvo genuine parts are fitted. If Volvo genuine parts are not used: - safety features embodied in the vehicle or components may be impaired. - performance and/or operation of the vehicle or components may be adversely affected. - Volvo warranty terms may be invalidated.
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Specification
Volvo are constantly seeking ways to improve their products, and alterations take place accordingly. Whilst every effort has been made to ensure the accuracy of this guide, it should not be regarded as an infallible guide to current specifications of any product. Neither Volvo, nor the supplier of this guide shall, in any circumstances, be held liable for inaccuracy or the consequences thereof.
Copyright
C
All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, transmitted or copied without written permission from Volvo Truck & Bus Ltd. Volvo Truck & Bus Ltd. 2006
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General Information 11
General Information Automated vs. Automatic
Automated transmissions are basically manual transmissions that are controlled electronically, and actuated pneumatically or hydraulically. The gearsets are similar to those used in manual transmissions, and are carried on input shaft, counter shaft and output shaft. The gears are in constant mesh, and ratios are changed by sliding dog clutches to couple one gear to another. Coupling between the engine and transmission is via a conventional plate clutch, but this is also automated, and disengaged only when the vehicle is stationary. Because the electronic controls can synchronise shaft speeds during gear shifts, the clutch does not need to be disengaged. I-SHIFT is an automated transmission.
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General Information Automatic transmission
Automatic transmissions use ʻplanetaryʼ gearsets described later - carried on input and output shafts - there is no countershaft. All gears are in constant mesh, and ratios are changed by using ʻbrakesʼ and ʻclutchesʼ to lock various components of the gearsets in combination. Coupling between the engine and transmission is via a ʻfluid couplingʼ called a torque converter, which transmits power whenever the engine is running. Powertronic is an automatic transmission.
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General Information R
P
PC
S 14
General Information Epicyclic gearsets
Most automatic transmissions use a number of gear arrangements called ʻepicyclicʼ or ʻplanetaryʼ gearsets. The gearsets have four main components: R - ring gear, or annulus P - planet gear (orbits the sun) S - sun gear PC - planet carrier Each of these components can be the input, the output, or can be held stationery. The role each component plays determines the gear ratio for the gearset. Locking any two components together locks up the gearset, and gives a 1:1 ratio.
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General Information R
P
PC
S 16
General Information Epicyclic gearsets example
Calculations
In the single gearset above, the ring gear has 72 teeth, and the sun gear has 30 teeth. These combinations can produce the following ratios: Input
Output Stationary Gear ratio
Sun
Planet carrier
Ring
3.4:1A
Planet carrier
Ring
Sun
0.71:1B
Sun
Ring
Planet carrier
-2.4:1C
A 1 + R/S Reduction - output speed slower than input speed B 1/(1 + S/R) Overdrive - output speed faster than input speed C R/S Reduction - output direction reversed
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General Information Other combinations of this single gearset will produce other ratios. Multiple gearsets can be used to obtain even more ratios. Note With multiple gearsets, not all gears engage all other gears. For example - planet gears may engage the sun gear, but not the ring gear. Planet gears can also be made different lengths so that they engage one sun gear, but not another which may be a different diameter. When required, the components are locked stationary by applying multiplate clutches, or brake bands. The clutches and brake bands are normally applied by fluid pressure.
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General Information
PC
S P
R
1
2 20
General Information Gearing examples
R - ring gear, or annulus P - planet gear (orbits the sun) S - sun gear - input PC - planet carrier - output In the upper illustration, the ring gear is locked to the housing (1) and gives ʻlowʼ ratio. In the lower illustration, the planet carrier is locked to the ring gear (2) and gives ʻhighʼ ratio. Therefore, the whole gearset rotates as a unit at the same speed as the input sun gear. This gives direct drive ratio - 1:1.
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I - Shift - Generation B 23
I - Shift - Gen. B
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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.
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I - Shift - Gen. B
1b 2
1a
1c
3
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I - Shift - Gen. B Construction
The transmission is made up of two main gearsets: 1a. Input shaft 1b. Mainshaft 1c. Intermediate shaft This set has constant mesh gears, and is similar to that found in a conventional manual gearbox. The splitter gears are incorporated in this gearset. The reverse idler gear, and fluid pump drive gear (3) are also driven from this gear set. 2. Range change unit and output shaft, The range change unit is a planetary gearset. 3. Reverse idler gear.
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I - Shift - Gen. B
LS
HS
2
1
RE
RA
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I - Shift - Gen. B Gear layout
LS. Low range splitter gears HS. High range splitter gears 2. 2nd. gear 1. 1st. gear RE. Reverse gear RA. Range change gearset By using various combinations of these gears and gearsets, 12 forward ratios, and 4 reverse ratios can be obtained.
Synchronisers
Only the splitter gears and range change have synchronisers. The range change synchroniser is used with the sliding dog clutch which locks/unlocks components of the planetary gearset.
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I - Shift - Gen. B
1st.
2nd.
3rd.
4th.
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I - Shift - Gen. B Power flow gears 1 to 4
1st. Low range splitter > 1st. gear > range change low ratio 2nd. High range splitter > 1st. gear > range change low ratio 3rd. Low range splitter > 2nd. gear > range change low ratio 4th. High range splitter > 2nd. gear > range change low ratio
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I - Shift - Gen. B
5th.
6th.
7th.
8th.
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I - Shift - Gen. B Power flow gears 5 to 8
5th. Low range splitter > high range splitter > range change low ratio 6th. Direct: main shaft > range change low ratio 7th. Low range splitter > 1st. gear > range change high ratio 8th. High range splitter > 1st. gear > range change high ratio
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I - Shift - Gen. B
9th.
10th.
11th.
12th.
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I - Shift - Gen. B Power flow gears 9 to 12
9th. Low range splitter > 2nd gear > range change high ratio 10th. High range splitter > 2nd. gear > range change high ratio 11th. Low range splitter > high range splitter > range change high ratio 12th. Direct - mainshaft > > range change high ratio
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I - Shift - Gen. B
R1.
R3.
R2.
R4.
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I - Shift - Gen. B Power flow gears R1 to R4
R1. Low range splitter > reverse gears > range change low ratio R2. High range splitter > reverse gears > range change low ratio R3. Low range splitter > reverse gears > range change high ratio R4. High range splitter > reverse gears > range change high ratio
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I - Shift - Gen. B Gear selection - main gearbox
Gears are selected by moving ʻsliding dog clutchesʼ forward or backward. The clutches are moved by selector forks, similar to those found in a manual gearbox. For gears 1 to 6, and R1 and R2, the range change gearset is in low ratio. For gears 7 to 12, and R3 and R4, the range change gearset is in high ratio.
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I - Shift - Gen. B
PC
S P
2
R
1
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I - Shift - Gen. B
Gear selection - range change
R - ring gear, or annulus P - planet gear (orbits the sun) S - sun gear - input PC - planet carrier - output
In the upper illustration, the ring gear is locked to the housing (1) and gives ʻlowʼ ratio of 4.35:1. In the lower illustration, the planet carrier is locked to the ring gear (2) and gives ʻhighʼ ratio. Therefore, the whole gearset rotates as a unit at the same speed as the input sun gear. This gives direct drive ratio - 1:1. Synchronising
To synchronise speeds for low range engagement, the synchroniser cone slows down the speed of the ring gear. To synchronise speeds for high range engagement, the synchroniser cone accelerates the speed of 41 the ring gear.
I - Shift - Gen. B
SR
1 LS
HS
2
1
RE
2
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I - Shift - Gen. B Shaft speed sensors
To enable the control system to provide smooth fully automatic gear changes, shaft speeds must be synchronised at the point of gear change. A sensor ring (SR), attached to 1st.gear, provides a mainshaft speed signal, which is measured by sensor (1). A similar ring, attached to 2nd. gear on the intermediate shaft, provides an intermediate shaft speed signal, which is measured by sensor (2). The sensors are attached to the underside of the control housing.
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I - Shift - Gen. B
1
2
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I - Shift - Gen. B Intermediate shaft brake
Located at the front of the transmission case is an intermediate shaft brake (1). The cylinder contains a multi-plate disc bake with 2 friction discs, and 3 steel discs. To ensure smooth engagement of a starting gear, the brake is automatically applied before a starting gear is selected. When applied the brake stops rotation of the shafts and gears. When the highest level software is installed, the brake is also used during performance up-shifting. The brake is applied by air pressure supplied to an integral air cylinder (2). Air supply is controlled by a solenoid valve located in the control housing cover.
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I - Shift - Gen. B
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I - Shift - Gen. B Clutch
The clutch is similar to a conventional clutch used with a manual gearbox. Unlike the installation for a manual gearbox, there is no clutch pedal, because the clutch is released and engaged automatically. The clutch is a single disc type, with the designation CS43B-O: C = Clutch S = single disc 43 = 430 mm diameter B = version O = Organic material Note: Version (B) has involute splines, which means that the spline is cut with a slight curvature from tip to root. The splines must not be greased.
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I - Shift - Gen. B
2 3
4
5
1
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I - Shift - Gen. B
Clutch cylinder
The clutch cylinder (1) is attached to the RH side of the transmission housing. Adjustment, to compensate for wear of the clutch disc linings, is automatic - no manual adjustment is needed. Adjustment is controlled by the TECU. Air is supplied to the cylinder via a one-way valve (2), and filter (3). CAUTION To ensure that all air pressure is released, plug (4) should be removed before removing the cylinder assembly. A multi-pin plug, connected to connector (5), carries signals to and from the solenoids and sensor.
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I - Shift - Gen. B
1
2 50
I - Shift - Gen. B
Clutch cylinder
In addition to the main air cylinder and piston, the main components of the clutch cylinder are: 1. Control solenoid valves. The valves control air flow in and out of the cylinder: VASE - Valve Air, Slow Engage - air exhaust VAFE - Valve Air, Fast Engage - air exhaust VASD - Valve Air, Slow Disengage - air supply VAFD - Valve Air, Fast Disengage- air supply The solenoids are controlled by Pulse Width Modulated (PWM) signals from the TECU. PWM signals are variable, which means that the valves can be opened and closed progressively by varying amounts. This allows close and precise control of clutch disengagement and engagement.
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I - Shift - Gen. B
1
2
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I - Shift - Gen. B Clutch cylinder
2. Inductive sensor. The sensor provides a signal representing the position of the actuating piston, and lining wear. The sensor is supplied with 5 V from the Transmission Electronic Control Unit (TECU). The output signal is between 1.1V - clutch engaged, and 1.8V - clutch disengaged.
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I - Shift - Gen. B
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I - Shift - Gen. B
Clutch cylinder operation - clutch engaged
In the illustration above, the clutch is engaged. This is the normal situation - e.g. after: - When starting - After PTO engagement of a gearbox mounted PTO (if gearbox is in neutral, and vehicle is stationary). Engagement normally takes place in three stages: 1. Rapid initial engagement with both VAFE and VASE energised. 2. Synchronisation of clutch and engine speed, with VASE energised. 3. Rapid final engagement, with VAFE and VASE energised. Note: Factors such as engine speed/load, input shaft/output shaft speeds, are constantly monitored, and the PWM signals adjusted accordingly, to ensure the most rapid engagement, consistent with optimum comfort and wear.
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I - Shift - Gen. B
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I - Shift - Gen. B
Clutch cylinder - operation
In the illustration above, the clutch is disengaged. The clutch will normally be disengaged when: - The vehicle is stationary - Engine speed falls below normal low idle speed. - Engine speed drops too quickly. - Driving wheels lock-up. VASD and /or VAFD are energised. VASE and VAFE are not energised. Air enters the cylinder, and the piston and actuation rod are pushed forward to disengage the clutch. Note: During a gear shift, the clutch is not disengaged, but the splitter gear is put into neutral. This allows the control system to synchronise shaft speeds for a smooth gear shift to occur.
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I - Shift - Gen. B
3 VASE
4
VASD 2
Air supply No air present Air exhaust
VAFE
VAFD
1
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I - Shift - Gen. B Clutch cylinder - air circuit
1. One-way inlet valve. 2. Inlet air filter 3. Exhaust air filter - cylinder breathing 4. Piston. VASE - Valve Air, Slow Engage - air exhaust VAFE - Valve Air, Fast Engage - air exhaust VASD - Valve Air, Slow Disengage - air supply VAFD - Valve Air, Fast Disengage- air supply The diagram above shows an example of solenoid valve operation and air flow - in this example, the clutch is disengaged. Solenoids (VASD) and (VAFD) are energised, allowing supply air to pass to the cylinder and push out the piston.
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I - Shift - Gen. B
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I - Shift - Gen. B Control housing
The control housing includes the following parts: Transmission Electronic Control Unit (TECU) Inclination sensor. Air pressure sensor. Gearbox temperature sensor. Fluid temperature sensor. Four parallel air cylinders. Four inductive position sensors. Nine solenoid valves. Two shaft speed sensors - one for each shaft. Shift forks for main and splitter gearsets. Air connections. Electrical connections.
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I - Shift - Gen. B 1
2
3
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I - Shift - Gen. B TECU
The TECU (1) contains most of the electronic components and circuits to control gearbox operation. The TECU communicates with the Gear Selector ECU (GSECU), and with other vehicle ECUʼs. Inclination sensor (2) is filled with silicon, and senses the inclination of the vehicle. This information is used to determine which gear should be selected for start off. Note: There is a test for this sensor in VCADSPro. Sensor operation is checked by raising and lowering the suspension to tilt the vehicle fore and aft. Air pressure sensor (3) measures supply air pressure.
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I - Shift - Gen. B
4
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I - Shift - Gen. B Temperature sensor transmission
Temperature sensor (4) measures the temperature of the transmission assembly.
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I - Shift - Gen. B 1
2
3
4
7 6
5 66
I - Shift - Gen. B Air cylinders
Air pressure admitted to the cylinders moves the shift forks to change gear. 1. Splitter gearset cylinder 2. 1st. and reverse cylinder 3. 2nd. and 3rd. cylinder 4. Range change cylinder 5. Interlock - 1st. and reverse 6. Interlock - splitter cylinder 7. Position sensor - splitter gearset The range change cylinder is a two-position cylinder. All other cylinders are three-position - e.g: - cylinder (2) has positions - 1st. gear, neutral and reverse gear.
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I - Shift - Gen. B
1
3 2
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I - Shift - Gen. B Interlocks
1. 2nd. and 3rd. cylinder 2. One gear only interlock* 3. Splitter cylinder stroke limiting plate Note* On later transmissions, this plate is replaced by a plunger.
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I - Shift - Gen. B 1
6
4 5
3
2 70
I - Shift - Gen. B Sensors
1. Fluid temperature sensor 2. Position sensor - 1st. and reverse 3. Position sensor - 2nd. and 3rd. 4. Speed sensor - main shaft 5. Speed sensor - intermediate shaft 6. Position sensor - range change
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I - Shift - Gen. B
2
LR
3
HR 1
B LS
HS
R
C1
1
HS R 2
C2
LR
3
C3
LS HR
C4
B
C5
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I - Shift - Gen. B Solenoid valves
The nine solenoid valves are located in the control housing cover. 1. 1st. gear 2. 2nd. gear 3. 3rd. gear R. Reverse gear B. Intermediate shaft brake LR. Low range HR. High range LS. Splitter - low HS. Splitter - high System pressure - 8.5 bar Working pressure - 2 to 10 bar Voltage range - 18 to 32 V
C1. Cylinder H/N/L Split C2. Cylinder 1st. /N/Rev shift C3. Cylinder 3rd. /N/2nd. shift C4. Cylinder H-L range C5. Cylinder counter shaft brake
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I - Shift - Gen. B
2 1
24 P24
3 74
I - Shift - Gen. B Air supply
A common air supply is fed to inlet channel (1) from port (24) of multi-circuit protection valve (24). The air pressure sensor - located under the inlet channel - senses the pressure at this point. The air filter is located at the entry to the channel. From the inlet channel, air is fed to the clutch from port (2), and to the intermediate shaft brake cylinder from port (3).
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I - Shift - Gen. B
A
1
2
B
1
2
3
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I - Shift - Gen. B Electrical connectors
Two or three connectors are located on the control housing cover:
Without retarder -A
1. Communication TECU/VECU via chassis cable harness. Note: When the gearbox is removed from the vehicle, VCADSPro is linked to this connector. 2. To clutch valves.
With retarder - B
1. Communication TECU/VECU via chassis cable harness. 2. To retarder. 3. To clutch valves.
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I - Shift - Gen. B 1 2 6 1
5
R N 4 A M L
3
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I - Shift - Gen. B Selector lever
The selector lever housing is attached to the side of the driverʼs seat. The lever can be folded down for access by pressing button (1). 2. Selects ʻEconomyʼ or ʻPerformanceʼ mode. 3. Selects ʻLimp Homeʼ mode. 4. Selector lever positions. 5. Inhibitor - prevents accidental selection of gears. 6. This button can be pressed when either ʻmanualʼ or ʻautomaticʼ mode is selected. Each press causes an up or down shift. Information from the gear lever is fed to the Gear Selector ECU (GSECU).
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I - Shift - Gen. B 1 2 6 5
R N4 A M L
3
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I - Shift - Gen. B Economy/ Performance mode
ʻEconomyʼ mode is suitable for most road conditions. When ʻPerformanceʼ mode is selected, more acceleration is available because upshifts are delayed until higher engine and road speeds are reached. The system will automatically switch to “Economyʼ mode when performance is no longer needed.
ʻLimp Homeʼ mode
If certain transmission or control faults occur, ʻLimp Homeʼ mode can be selected. In this mode, all sensor inputs are ignored. To be able to select Limp Home mode, the following components must be working as normal: - all solenoid valves - selector lever - air supply - clutch
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I - Shift - Gen. B Selecting ʻLimp Homeʼ mode
1. Turn the ignition key to ʻONʼ. 2. Press and hold button ʻLʼ - (3). 3. Select ʻAʼ. 4. Then either: select ʻMʼ for a forward gear, or ʻRʼ for a reverse gear (only ʻR1ʼ available). 5. With ʻMʼ selected, and the vehicle stationary, +/- 1, 3, 5 can be used. The vehicle can then be driven, but there will be no gear shift. Note: When the ignition is turned OFF for approx. 10 sec, Limp Home mode is cancelled.
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I - Shift - Gen. B 1 2 6 5 4
3
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I - Shift - Gen. B Selector lever positions
R = Reverse. When selected, the system engages the lowest of the four reverse ratios (R1). Higher reverse ratios can be selected using the +/- button. N = Neutral A = Automatic. The correct starting gear is engaged, and up and down shifts occur automatically, according to driving conditions.
Manual up/down shifts
M = Manual. Up and down shifts are controlled by the +/button. L = Low. When low is selected: - D12, 4th. gear is selected. - D9, 2nd. gear is selected.
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I - Shift - Gen. B
MITNB
1
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I - Shift - Gen. B Selector lever - bus
The selector lever for buses is similar to that for trucks. The main difference is - there is no ʻLʼ position for the lever. The label (1), for recording clutch calibration details, is located inside the housing cover. Note: For trucks, the label is located on the ʻBʼ pillar.
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I - Shift - Gen. B
1
2
3
E
A
E E+ P B L
R N A M F
4
5
11 R1 R2 R3 R4 N1 N2
1 2 3 4 5 6 7 8 9 10 11 12
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I - Shift - Gen. B Gear display
1. Driving program: E = Economy E+ = Economy with freewheel - Eco-Roll P = Performance B = Brake L = Limp Home 2. Available gears down: The number of gears available for manual down-shift is indicated by the number of arrows displayed. 3. Gear lever position: R = Reverse N = Neutral A = Automatic M =Manual F = Folded gear lever
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I - Shift - Gen. B 1
2
3
E
A
E E+ P B L
R N A M F
4
5
11 R1 R2 R3 R4 N1 N2
1 2 3 4 5 6 7 8 9 10 11 12
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I - Shift - Gen. B Gear display
4. Available gears up: The number of gears available for manual up-shift is indicated by the number of arrows displayed. 5. Selected gear: Indicates the gear engaged. 1-12 = Forward gears N1 - N2 = Neutral gears (High and low split) R1 - R4 = reverse gears
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I - Shift - Gen. B J1939 J1708 MID130 MID222
J1939-5
MID223
MID144
8
7
9
3
1
2
4
MID140
5
10
11
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I - Shift - Gen. B Control system
The illustration above shows a part of the control system - the continuation part is shown on the next page. MID 130. Transmission Electronic Control Unit - TECU MID 222. Retarder Electronic Control Unit - RECU MID 223. Gear Selector Electronic Control Unit - GECU MID 144. Vehicle Electronic Control Unit - VECU MID 140. Central Instrument Control Unit 1. Gearbox 2. Retarder 3. Speed sensor - Tachograph/speedometer 4. Position switch - brake pedal 5. Sensor accelerator pedal 7. Gear selector 8. Cruise control 9. PTO switch 10. Engine brake switch 11. Aux. brake lever - retarder
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J1939 J1708
MID136
MID128
MID150
MID216
12 13
15 6
16
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I - Shift - Gen. B Control system
The illustration above shows the continuation part of the control system. MID 128. Engine Electronic Control Unit - EECU (EMS) MID 136. EBS/ABS/ASR Electronic Control Unit MID 150. ECS Electronic Control Unit MID 216. Light Control Module (LCM) Electronic Control Unit. 6. Speed sensor - road wheel 12. Speed sensor - engine 13. Solenoid valve block - engine brake/EPG 14. Solenoid valve block - VEB 15. Pressure sensor - air suspension
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I - Shift - Gen. B Control system - communication MID 144 - VECU
To enable the gearbox to operate correctly, the TECU receives and sends signals to several other ECUʼs: Via MID144, the TECU receives position signals for: - cruise control switch (8) - PTO switch (9) - engine brake switch (10) - auxiliary brake lever (11) - brake pedal (4) - accelerator pedal (5)
In addition to receiving shaft speed signals from the internal sensors, the TECU also receives an output shaft speed signal from sensor (3). MID 140 - INST
Via MID140, the TECU receives signals representing - gear selector position - gear selected - possible gears - driving program - time/date of faults (for diagnosis)
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I - Shift - Gen. B MID 128 - EECU (EMS)
Via MID128, the TECU receives a signal representing engine crankshaft speed. If engine speed needs to be reduced for a gearchange, the TECU can send signals to VCB solenoid valve (13), and/or to VEB solenoid valve (14).
MID 136 - EBS/ ABS/ASR
Via MID136, the TECU receives a road wheel speed signal. If a wheel starts to spin, and ABS/ESP are active, gear changes will be inhibited.
MID 150 - ECS
Via MID150, the TECU receives a signal representing air bellows pressure. From this signal, total vehicle weight is calculated.
MID 216 - LCM
Via MID216, the VECU receives a signal which indicates if a trailer is coupled.
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I - Shift - Gen. B J1587 J1939-1 EECU (EMS)
VECU
TECU J1939-5
J1939-2 Tachograph = 120 Ohm terminating resistors
GECU
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I - Shift - Gen. B Data links
The GECU is connected to the TECU via a dedicated link - J1939-5. It is also connected to link J1587. The TECU is connected to the TECU to links - J1587, J1939-1 and J1939-5.
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I - Shift - Gen. B Basic
Fuel economy FE
Comfort C
Comfort & fuel FEC
Automatic mode professional
√
√
√
Eco-roll
√
Brake mode
√
√
√
Automatic engine brake control
√
√
√
√
√
√
B Automatic mode standard
Power Power professional
√
√
√
Economy & power EP
• • • • • 100
Basic
C
Comfort & fuel FEC
Kick down
√
√
Oil temperature gauge
√
√
Service indicator
√
√
Yes
Yes
Yes
• •
• • •
• • • •
B
VEB required NEW FEATURES Smart cruise control Performance shift Smooth range shift High torque direct gear Engine availability
No
Fuel economy FE
Yes
• •
Comfort
Economy & power EP
• • •
D12D420/460
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I - Shift - Gen. B Software packages & features Automatic mode - Pro
The chart on the previous pages shows the various software packages available.
Selects the correct starting gear according to road slope and load.
Eco-roll
Puts the splitter gearset into neutral to disengage the drive to allow free-wheel on a downhill run. Engine speed will drop to low idle for improved fuel economy.
Eco-roll activation conditions
Correct software installed. Selector lever in ʻAʼ. Auxiliary brake stalk in ʻAʼ. Selected gear between 7 and 12. No foot braking. No demand for auxiliary brake (VEB or retarder). Accelerator, foot OFF.
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I - Shift - Gen. B Eco-roll engagement conditions
If cruise control is activated, the road speed must be greater than the setting for cruise control ʻoverspeedʼ margin. The ʻoverspeedʼ margin is the road speed at which the brakes begin to apply automatically. Note: - Factory ʻoverspeedʼ setting is 7km/h. this can be adjusted between 3km/h and 15km/h. - If ʻoverspeedʼ margin is set at less than 6km/h, Eco Roll will not be activated.
Brake mode
In conjunction with engine braking, automatic down shifts occur to keep engine speed in black band for maximum retardation.
Power Power Pro.
Holds gears until higher engine and road speeds are reached. As ʻPowerʼ, but disengages when power mode is no longer required.
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I - Shift - Gen. B Software packages & features
Kick-down - pressing accelerator pedal right down causes down-shift for - e.g. overtaking. Oil temperature gauge - temperature shown on display. Service indicator - display indicates when clutch needs renewing. VEB - required on all versions except ʻBasicʼ. Smart cruise control - controls engine torque downhill and uphill. Prevents engagement of auxiliary brake during uphill over-run. Performance shift - actuates countershaft brake and engine brake to provide smoother and quieter shifts.
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I - Shift - Gen. B Software packages & features
Smooth range shift - using both range change solenoid valves to provide an ʻair cushionʼ ensures a smooth quiet range shift.
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I - Shift - Gen. B
Nm
8 10 12 14
16 18 20 rev/min x 100
= with ʻ High torqueʼ = without ʻHigh torqueʼ
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I - Shift - Gen. B Software packages & features
High torque direct gear - gives approx. 200 Nm torque increase in top - direct - gear: - D12D420, normal 2000 Nm. With ʻhigh torqueʼ 2200 Nm at 1050 - 1300 rev/min. = normal 460 version. - D12D460, normal 2200 Nm. With ʻhigh torqueʼ 2400 Nm at 1050 - 1300 rev/min. = normal 500 version. This allows top gear to be held for longer, resulting in less gear shifts and improved fuel economy. Higher torque means that a higher rear axle ratio can be used. This means that engine speed will be lower for a given road speed. It also means that - e.g. at around 56 mile/hr in top gear - direct drive - engine speed will be in the max. torque zone.
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I - Shift - Gen. B Producing the high torque
The torque increase is produced by altering the fuelling characteristics. When the transmission is in top gear, and engine speed reaches a certain level, the TECU sends a signal to the EMS, and fuelling is adjusted to produce the higher torque.
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I - Shift - Gen. B Conversion kits - all chargeable
Kit No. 85103233
Basic
Fuel economy
Basic
Comfort
Basic
Fuel economy
+
Comfort
85103235
Comfort
Comfort
+
Fuel economy
85103235
Fuel economy
Fuel economy
+
Comfort
85103235
Comfort
85103236
Basic
Fuel economy
85103234
All conversion kits are software upgrades, which can be downloaded and programmed into the TECU using VCADSPro.
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I - Shift - Gen. B Gauge
B 230C
1/7
Gauge
F N
C
11:45 AM 34587.6 km
1/7
11:45 AM 34587.6 km
EP
230C
230C
1/7
F N
230C
Gauge
FEC F N 11:45 AM 34587.6 km
Gauge
FE
F N
230C
Gauge
1/7
11:45 AM 34587.6 km
1/7
F N 11:45 AM 34587.6 km
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I - Shift - Gen. B Viewing software package
To view the software package on the display: 1. Turn the ignition key to ʻradioʼ or ʻdriveʼ position. 2. Select ʻGaugesʼ option to show gears on the display. 3. Ensure that the selector lever is in position ʻNʼ. 4. Press the ʻfoldʼ button. 5. With early version software only - press the ʻfoldʼ button, and fold the lever down. The software package will now be displayed as in the examples above: B - Basic C - Comfort FE - Fuel Economy FEC - Fuel Economy and Comfort EP - Economy Power
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I - Shift - Gen. B 4 - Power transmission > 40 - General > 41 - Clutch > 43 - Gearbox
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I - Shift - Gen. B Testing VCADSPro
Using VCADSPro, every part of the I-shift system can be tested. Most tests are carried out with the gearbox installed, and VCADS connected to the on-vehicle connector. Two tests can be done with the gearbox removed from the vehicle, and VCADS connected to the gearbox VECU connector: - Gear Test - Gearbox Calibration
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I - Shift - Gen. B Calibration
There are three calibrations which must be done when clutch repairs have been carried out: 40084-2 Clutch stroke length and wear. 40104-2 Gearbox calibration 40053-2 Clutch engagement point
Calibration mode (A)
- Calibration mode (A) is for repairs when the original clutch plate is refitted. Clutch wear data is entered manually - label on ʻBʼ pillar.
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I - Shift - Gen. B Calibration mode (B)
- Calibration mode (B) to be used ONLY when a new clutch plate is fitted. CAUTION If calibration (B) is used when the clutch is part worn, the system will assume a new clutch has been fitted and assign a ʻnewʼ value for X1. This will mean that system now has the wrong information, so clutch wear warnings may not be displayed, which could result in clutch slip and component damage. For calibration modes (A) and (B) all three calibrations must be done - and done in the order listed.
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I - Shift - Gen. B Actual stroke length
I N
LS 15
8
0
10
HS 9
mm 15
11
OK Not OK
= Acceptable tolerance band = Not acceptable band
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I - Shift - Gen. B VCADS cylinder tests
There are gear cylinder tests for: - Splitter gear cylinder - Range change cylinder - 1st. / reverse gear cylinder - 2nd. / 3rd. gear cylinder The illustration above shows an example of the VCADS screen display - in this case for the splitter gear.
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I - Shift - Gen. B
9990099 9808563
9998555
9808584 118
I - Shift - Gen. B VCADS connections gearbox removed
9998555 - Interface 9998554 - Programming unit 9998563 - Power supply cable 9990099 - Test, programming cable
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I - Shift - Gen. B P/N 1592924
9992976
P/N 969327
P/N 969263
P/N 1592924
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I - Shift - Gen. B Air supply connection
The illustration above shows the components needed to connect an external air supply to the gearbox, when it is removed from the vehicle. Note: Adaptor P/N 969327 screws into the air inlet channel.
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I - Shift - Gen. B
HS B LS 1
2 LR 3 HR
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I - Shift - Gen. B Air paths in control housing
If there is an electronic fault - e.g. TECU fault, or a mechanical fault - e.g. broken shaft, the appropriate gear can be engaged by applying an external air supply to the relevant holes: HS. Splitter, high range LS. Splitter, low range HR. Range change , high LR. Range change, low 1. 1st. gear 2. 2nd. gear 3. 3rd. gear
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I - Shift - Gen. B Control housing - remove and refit
CAUTION When removing or refitting the control housing, the gear selected in the gearset must be the same as that selected in the control housing - e.g. if high ratio range change is selected in the range change gearset, then high ratio must also be selected in the control housing. If you do not ensure matched selection, component damage may occur. Note: It should be possible to fit the housing without using any force. If force is needed, there is something wrong - recheck gear selection. Before removing the control housing, select high ratio splitter gear.
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125
I - Shift - Gen. B
!
STOP
i
CHECK
Gauges
1/7 TCS
100 Nm, may indicate that a multiplate clutch is sticking. This may be due to oil leakage or a mechanical fault.
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Powertronic Common faults
The most common causes of faults are: - Incorrect fluid level CAUTION The level must be neither too high nor too low. Too high a level may cause churning and overheating. Too low a level may cause incorrect operation of hydraulic components and brake or clutch slip, and may cause burning of the fluid. - Incorrect fluid type or grade - Corroded connectors - e.g. cannon connector.
Faulty gear shifts
For faulty gear shifts - refer to ʻInspection List, faulty gear shiftingʼ . (Diagnostics 437).
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