The expression power transfer system is collective one that covers the clutch, gearbox, propeller shaft and

rear axle These components have the task of transferring the engine power to the driving wheels. The components in the power transfer system are: 1. Clutch 2 Gearbox 2. 3. Propeller shaft 4. Rear axle When both engine (5) and the power transfer system are described as a single unit, we talk about Power train.

Clutch A clutch is a transmission component whose purpose is to let the engine run without the driving wheels being affected. Examples are when the vehicle has to be stopped or started or when the driver has got to change gear. In cases like this the power transfer system has to be disengaged from the engine. This is called declutching. The major component of a clutch consist of a plate (1), release bearing (2) and a disc (3). All are mounted between the engine and the gearbox. The clutch is operated by a servo-aided system that consists of: Master cylinder connected to the clutch pedal. Clutch servo connected to release bearing. The Clutch function of Interrupting the engine power to the gearbox so that shifting gear possible

Gearbox A gearbox makes the necessary conversions to the driving power transferred from the engine to the driving wheels with aid of various power ratios. There are three basic gearboxes: Manual gearbox Automatic gearbox Semi-automatic gearbox In a Manual gearbox, the driver selects the gear to be shifted. In an Automatic gearbox, the driver selects a driving program and the gear selection is carried out by an electronic system and the actual gear changes are performed by a internal hydraulic control system. In a Semi-automatic Semi automatic gearbox, the driver selects a driving program and the gear selection is carried out by an electronic system and the actual gear changes are performed by external pneumatic cylinders.

Power take-off Some trucks require driving power for different types of auxiliary equipment. If the truck is equipped with a tipper platform, concrete mixer or a crane, a power take-off is required to operate the hydraulic pump. Power take-off is divided into two main categories, those that are dependent upon the clutch and those that are independent of it. The power take take-off off dependent on a clutch (1) is driven by the gearbox and is used for tippers and cranes. The power take-off independent on a clutch (2) is driven by the flywheel and is usually used for refrigerator trucks and concrete mixers.

Propeller shaft Propeller shaft The purpose of the propeller shaft is to transfer the driving power from the transmission to the final drive. The most common type of propeller shaft consists of: Driving flange (1) with spider (2) mounted in needle bearings. Thanks to the universal joint the propeller shaft can turn to various angels caused by the movement between the transmission and rear axle. Propeller shafts (3) (4) is made of strong tubular steel, which has been design to stand up to the maximum torque that is transferred to the rear axle. The propeller shafts is furnished with sliding splines at the tube end (3) and sleeve end (4) to absorb the movement between the transmission and rear axle. Support bearing (5) If the vehicle has more than one propeller shaft a support bearing is used to suspend the propeller shafts on the vehicles cross member.

Final Drive The main task of the rear axle is to transmit driving power from the engine out to the wheels. The rear axle consists of: Rear axle-housing (1), which is made of cast iron and is to support and protect all axle components. Differential (2) with helical gears that transfer the driving power through an angel of 90. Driving shafts (3) that transmit the driving power on to the wheels.

Clutch - Introduction The clutch is one of the transmission components that enables the engagement and disengagement of revolution power from the engine to the gearbox. The clutch (1) is mounted between the engine and the gearbox. Some of its functions are: - Interrupt the transmission of power from the engine to the gearbox during gearshifts. gearshifts - Transfer torque from the engine to the gearbox and to the other transmission components. Clutch action allows a smooth and progressive torque transmission from the engine to the gearbox. Clutch adalah salah satu komponen yang memungkinkan penghubungan dan pemutusan tenaga putar dari engine ke gearbox

For each type of vehicle, there is an ideal clutch, which is calculated in terms of: - torque; - vehicle maximum weight (loaded); - gearshifts ratio; - type of application; - tire dynamic radius; - differential ratio. These factors will determine the pressure plate diameter, its weight, as well as the type of disc to be used. The clutch should: - transfer torque from the engine to the gearbox without slipping; - be resistant to high speeds and premature wear; - eliminate vibrations during the start; - enable a smooth and quick gearshifting - absorb engine vibrations.

Clutch categories The many types of clutches may be divided into two main categories: Hydraulic clutch (1) The torque is transferred from the engine to the gearbox with the help of a hydraulic fluid that works between the two main components of the hydraulic clutch: the pump rotor and the turbine rotor. Mechanical clutch (2) Mechanical clutches are composed of one or more discs. Most of them are equipped with a diaphragm spring and they are hydraulically actuated by means of a hydropneumatic clutch servo. A pressure plate pushes the disc against the flywheel and transfers the torque from the engine to the gearbox.

Hydraulic clutch A hydraulic clutch is basically composed of a pump rotor and a turbine rotor. The rotors are made of propeller blades facing each other. The pump rotor is installed in the engine output shaft and the turbine rotor is connected to the gearbox input shaft.

Hydraulic clutch - principal of operation The engine starts to run and causes the pump rotor (1) to rotate. The hydraulic fluid between the rotors is forced against the turbine rotor (2). Pressure from the fluid causes the turbine rotor to rotate. The faster the engine speed, the greater the fluid pressure in the turbine rotor. The greater the pressure, the faster the turbine rotor rotates. Through the turbine rotor rotation, the torque is transferred from the engine to the gearbox and then the rest of the transmission system that makes the vehicle move.

Mechanical clutch Mechanical clutches contain a diaphragm spring and are hydraulically controlled by a servoaided cylinder. This type of clutch is basically composed of: 1. Housing; 2. pressure plate; 3. disc; 4. diaphragm spring; 5. clutch bearing.

Mechanical clutch - main components Compression plate The compression plate is a mechanical component made up of: 1. spacing rivet 2. leaf spring 3. compression plate 4. leaf spring attachment 5. ring 6. cover The compression plate (3) is a strong steel ring that makes pressure against a disc by means of helical springs or diaphragm springs.

There are two types of compression plates: 1. Helical spring loaded compression plate This type of plate is not currently used in clutches mostly because it is not resistant to the high speeds of late engines. Also, its pressure on the disc is dramatically reduced with facing wearing thus increasing the clutch pedal effort. wearing, effort 2. Leaf spring loaded compression plate Resistance to high engine speeds, together with a compact design that allows a smaller housing (essential for saving space), makes the leaf spring loaded plate a standard in practically all vehicles manufactured nowadays. Moreover, the leaf spring design makes it possible to work with lower and nearly constant initial loads during the plate life thereby reducing the clutch pedal effort.

There are two types of leaf springs: Push-Type and Pull-Type. Volvo vehicles use the Pull-Type pressure plate. The Pull-Type has many advantages over the Push-Type. The main difference between these two clutches is the support bearing displacement. When the clutch pedal is applied, the support bearing is displaced towards the steering gear casing and the gearbox. The ends of the diaphragm spring and the pressure plate move away from the disc disengaging the engine and the clutch. The performance of the Pull-Type is superior due to a greater capacity to transfer a higher torque. Moreover due to its simpler design Moreover, design, the Pull-Type Pull Type clutch is faster to install and more easily maintained. Its new design also reduces the weight to the clutch assembly, which means less weight to the vehicle. It also results in a reduced stress and more uniform plate pressure, even after long use, which means extended system life.

Clutch disc The clutch disc (1) is the main element contacting the flywheel engine (2) and the plate (3). When engaged, the clutch disc transfers torque from the engine to the gearbox and from the other transmission components to the wheels, making it possible for the vehicle to run. run

The disc is made of steel. Clutch disc (1), damping springs (2), a grooved hub (3), and a facing (4). The dry clutch disc is fiber-faced on both surfaces. Facings are built in non-asbestos materials resistant to the high temperatures produced when the disc is in operation operation. They are fastened to the steel disc with rivets rivets. The steel disc is connected to the hub by means of a friction element with damping springs. These springs absorb the engine peaks and vibrations. The gearbox input shaft is inserted into the splined hole of the disc hub. When the hub rotates, the input shaft also turns and transfers the torque to the gearbox. To keep the load on the clutch disc facings as uniform as possible, the disc is equipped with a corrugated plate. This design provides a smooth clutch action and reduces the risk of overheating. overheating

There are two types of clutch discs: a rigid disc and a torsion-damping disc Rigid disc In its simplest design, a rigid disc is made of a grooved hub (1) that slides over the clutch pilot shaft, a drag disc (2), two facings (3) responsible for the friction between the flywheel engine and the pressure plate plate, and attachment rivets (4). In a more modern design, a rigid disc may be provided with segment springs between the facings. The segment springs absorb axial motions of the disc and permit slight sliding, resulting in smoother engagement.

Disc facing Facings are components that provide friction between the plate and the flywheel engine. Mostly manufactured with organic-based materials (with or without asbestos), the facings should present the following basic qualities: - a high friction coefficient; - a constant friction coefficient as the temperature increases; - resistance to premature wear; - resistance to high temperatures; - resistance to high speeds; - do not cause vibrations. In late model vehicles, facings practically without asbestos have been used, due to their high resistance to wear, when compared with the traditional asbestos facings. Inorganic-based facings (sintered, ceramic) are restricted to vehicles where a smooth start is not very important (tractors, special trucks, racing trucks). The main qualities of these facings are the high resistance to wear wear, high friction coefficient and resistance to high temperatures. ATTENTION: The use of materials with asbestos is currently prohibited in many countries due to the risk of cancer.

Clutches may have one or two discs. - Single disc clutch (1) - Double disc clutch (2) Double disc clutches operate the same way as single clutches except for the presence of another clutch disc and an intermediate pressure plate. The intermediate pressure plate is located between the two clutch discs. It is installed in an intermediate ring bolted between the flywheel engine and the clutch body. A double disc clutch has a larger friction area and can transfer a greater torque than the single disc clutch. For this reason, this type of clutch is used in heavy-duty vehicles requiring a larger torque. IMPORTANT While replacing the clutch disc, lubricate the grooves in the gearbox main shaft with a thin layer of heat-resistant grease before installing the new disc.

Clutch bell housing (1) The function of the clutch bell housing is protecting the clutch from contamination by water and dirt. It forms the front of the gearbox, connecting it to the engine casing. Lever and disengaging shaft (2) The lever (3) and the disengaging shaft (2) are part of the clutch control. They are responsible for the transmission of movement from the clutch driving system to the clutch bearing.

Clutch bearing The function of the bearing (1) is to transfer the movement from the disengaging shaft to the diaphragm spring. The inner part of the bearing is attached to the revolution direction by the disengaging shaft and the intermediate part is attached to the diaphragm spring and rotates together with the clutch body and the engine. The clutch bearing is provided with a ring-like spring (2) whose function is to fix the bearing proper to the disengaging shaft when the gearbox is installed.

Clutch operating system The clutch is driven by a servo-aided system called Hydropneumatic driving system. This system consists of a hydraulic master cylinder connected to the clutch pedal and a servo hydraulic cylinder. The driving system components are as follows: 1. fluid reservoir 2. master cylinder 3. hydraulic pipe 4. pneumatic pipe 5 clutch servo 5. 6. register tube 7. clutch fork The clutch servo increases the hydraulic force generated in the master cylinder, thereby noticeably y reducing g the clutch p pedal effort.

Master cylinder The hydraulic master cylinder is installed next to the clutch pedal and is responsible for the feed pressure to the clutch servo. The master cylinder is also responsible for the generation of the hydraulic power transferred to the clutch servo through the pneumatic pipe pipe. The master cylinder requires two basic adjustments for the clutch pedal to operate properly. 1. The top adjusting bolt (1) adjusts the play between the master cylinders piston rod and the piston. This play assures that the piston seal returns to a position just above the hole connecting to the fluid reservoir. This _eliminates any residual pressure in the hydraulic piping. 2. The bottom adjusting bolt (2) adjusts the clutch pedal stroke and, consequently, the clutch servo piston stroke.

Clutch servo The clutch servo is located beside the gearbox. The clutch servo function is to convert the master cylinders pressure into a movement. This action takes place because the hydraulic pressure generated by the master cylinder moves the reaction piston upward in the clutch servo servo. The clutch servo also contains a wear indicator valve (1).

Clutch operation When the clutch is not applied, that is, the clutch pedal is released (1), the plate presses the clutch disc (2) against the flywheel engine. The clutch is connected to the flywheel (3) and transfers engine movement to the gearbox main shaft (4). All the clutch assembly turns in the same engine speed and transfers the torque from the engine to the power transfer system. The support bearing is forced backwards by the spring in the disengaging fork (5).

Picture showing the whole system. (1) The pilot valve closes the compressed air passage inside the cylinder and allows the air to enter through the exhaust hole. (2) The air exhaust hole is open. The pressure in the system is equal to the atmospheric pressure.

The clutch pedal is not applied. The engine is running or not but the vehicle is at rest and the gearbox is in neutral position. Or, else, the vehicle may be moving with one the gears engaged.

Now, lets see what happens when the clutch pedal is applied. The master cylinder piston displacement causes an increase in the system hydraulic pressure. Due to this increase in the pressure, the reaction piston in the clutch servo starts upward: (1) the reaction piston is pushed forward, .... (2) the compressed air passage opens opens, and ... (3) the exhaust hole closes and prevents the air from escaping.

Due to the compressed air pressure in the pneumatic chamber (1), the main piston (2) starts outward. When the piston (2) moves outwards, the clutch starts to disengage. The flywheel (4) remains rotating if the engine is running. The leaf spring (5) and the plate (6) are pulled backwards. The clutch disc (7) is no longer in contact with the flywheel engine (4) and the plate (6).

When the main piston reaches the end of its upward stroke, the hydraulic fluid occupies its space and reduces the hydraulic pressure (1). Remember: the piston is displaced by the compressed air pressure and not by the hydraulic pressure. Now the clutch is fully disengaged (2).

A disengaged clutch makes it possible to start the engine. The engine movement, however, is not transferred to the gearbox main shaft because the clutch disc is free, without pressure. This way, the engine does not transfer torque to the power transfer system. The driver is then free to shift gears.

When the clutch pedal is released, the hydraulic pressure reduces to almost atmospheric pressure. The pressure spring (4) starts the reaction piston (1) to move downward and back to its original position and allows the pilot valve (2) to close the compressed air passage and, at the same time time, to open the passage for the air exhaust hole (3). Thus, air comes out of the pneumatic chamber (5) and the main piston (6) starts downward by the spring action (7) on the clutch fork.

Now the clutch is engaged with the flywheel engine again. The plate presses the disc against the flywheel engine. The engine transfers torque to the transmission.

Some adjustments can be made in clutches: - (1) pedal free valve (clutch pedal) - (2) driving stroke (clutch servo) Some inspections should be made regularly: - in the clutch hydraulic system - in the clutch pneumatic system - in the clutch disc(s) - in the flywheel - in the pressure plate Follow the instructions in the Service Manual on Clutches, according to model of vehicle and type of clutch.

Identification and classification of clutch packages The type of clutch used in a vehicle is identified on the identification plate attached to the clutch bell housing. Clutches are arranged as follows: Version Disc external diameter (in inches) Number of discs Pull-type clutch / Push-type clutch Manufacturer Clutches are sorted out according to the support bearing driving direction: pull-type or push push-type. type

Clutch wear measurement : X1 = New disc X2 = Measured Value Y = max wear Y = X2 X1 D = date

Torque We call torque the product of the force applied on a body and the length of the particular lever arm acting to rotate the body (distance from the point of application to the center of rotation) TORQUE = force x distance from the point of application. If we would like to have a given torque on an object object, we could achieve that by using different lever length, we need more or less force on a shorter or longer lever arm to achieve the same torque. 1. If you have a long the lever (distance), the less force you need. 2. If you have a short lever (distance), the more force you need.

Units. The force is measured in N (Newton) and length in m (meters). This means that the product of force and length, the torque, will have the unit Nm (Newton meter). Example A. 50 N x 4 m = 200 Nm Example B. 50N x 2 m = 100 Nm

Gear torque Gears are mechanical components responsible for the transferring power from a particular engine to another gear. This transfer is called gear transmission and it is specified by a certain torque and a certain revolution speed. In a gear gear, each tooth works as a lever whose length depends on the diameter of the gear. The larger the gear diameter, the greater its torque for a given rpm and the slower the revolution speed for a given torque. The smaller the gear diameter, the less its torque for a given rpm and the faster its revolution speed for a given torque.

Relationship between gears When two gears mesh, one of them drives the pair (1) and the other is normally driven (2). The gear that drives the motion is called a driving gear. The gear that is driven by the motion is called a driven gear. The number of teeth (or the diameter of a gears, since the teeth will have equal spacing) of the driving gear and the driven gear determine the gear ratio between them. The gear ratio may represent an increase or a decrease in rpm between the driving and the driven gears. This is calculated by: R = Gear ratio A = N of teeth in the driven gear B = N of teeth in the driven gear R=A B If the driving gear has fewer teeth than the driven gear, the result will be a decrease in rpm. If the driving gear has more teeth than the driven gear, the result will be an increase in rpm. The g gear ratio is the factor that determines the relationship p between the input p torque q and rpm and the output torque and rpm in a gearbox.

If the transmission gear set is made up by two pairs of gears (1), the total gear ratio may be calculated as the follows: A) R = 36 12 B) R = 30 15 R = 3:1 x R = 2:1 = 6:1 In our example (see illustration), the rpm is six times lower and the torque is six times higher (they change in the same proportion). Generally, gearboxes are provided with a gear set that performs a high ratio. This set is called a planetary gear (2). The gear ratio in a planetary gear, when the sun gear works as the driving gear, is as follows: A = N of teeth in the sun gear B = N of teeth in the ring gear R=A+B A Example: 30 + 60 = 3 Relationship 3 : 1 30

1. 59.999 2. 121.86 3. 5.76

General Information A gearbox is a transmission component responsible for the control of the torque changes in a vehicle. The torque is altered according to the selected gear in the gearbox. In the absence of a gearbox in a vehicle, that is, if the engine were connected directly to the driven wheels wheels, the vehicle speed would not exceed 8 km/h km/h. this because the torque variations would be insignificant. Summary The gearbox control the torque ratios in a vehicle. The higher the torque, the lower the gear. The higher the speed, the higher the gear. Summary The gearbox control the torque shifts in a vehicle. The higher the torque, the lower the gear. The higher the speed, the higher the gear.

Types of gearboxes In the last few of years, transmission development has been focused towards gearboxes. The aim has been to improve the vehicles driving characteristics and simplify the drivers job. A series of gearbox models have been developed that adapt themselves to vehicles depending on the tasks to be accomplished by the vehicle. Gearboxes are basically divided into three types: Manual gearbox (1): gear shifting is carried out by the driver. Automatic gearbox (2): gear shifting is fully automatic with the help of information from sensors in the gearbox control unit and other control units in the vehicle. Semi-automatic gearbox (3): the driver selects the gear and an electronic system controls gear shifting.

Manual gearbox - main models Volvo manual gearboxes may be found in the following models: R1400/R1700 (1) VT2014/2514 (2) SR1700/1900 (3) R1400 and R1700 (1) gearboxes are provided with 9 gears, 8 front gears and 1 reverse gear. (8 f forward d speeds d + 2 reverse speed). d) Th The 8 hi highest h t speeds d are synchronised h i db but t th the 2 reverse speeds are not synchronised. VT2014/2514 (2) gearboxes are provided with 14 gears like SR gearboxes. * S means that the gearbox is equipped with a split gear mounted in the front of the basic speed box. * R means that the gearbox contains a high and a low shift, and that it is directly connected to the basic gearbox output. * VT VOLVO transmission * 20 or 25 - maximum gearbox torque, 2050 Nm or 2450 Nm. * 14 number of gears in the gearbox SR1400 and SR1700 (3) gearboxes are provided with 14 gears (12 forward speeds + 2 crawling speeds + 4 reverse speeds). The 12 highest speeds synchronised, the 4 reverse gears and the 2 crawling speeds are not synchronised.

Manual gearbox - main parts This gearbox is basically divided into four parts: Clutch bell housing (C) - this housing connects the gearbox to the engine and protects the clutch. Split gear (S) - the split gear splits the gears and makes it possible to use high and low gears. gears Basic gearbox (B) - the basic gearbox contains basic gears, reduced gears and reverse gears. Range gear (R) - the range gear consists of a planetary gear set that double the number of gears in the basic gearbox (B).

Clutch bell housing The clutch bell housing connects the gearbox to the engine. It also protects the clutch.

Basic gearbox The basic gearbox contains the gears and shafts that permit gear shifting. The main shafts are: - input shaft (1) - main shaft (2) - intermediate shaft (3) - reverse shaft (4) The gears are positioned on the shafts. There are five gears with synchronised gearshifts, plus the reduced gear and the non-synchronised reverse gear. Note: The reduced gear is also known as CRAWL.

Basic gearbox - input shaft and main shaft Input shaft (1) Also called as primary shaft, the input shaft is responsible for transferring torque from the engine to the gearbox. The torque is transferred through the clutch disc. This shaft is supported by roller bearings in the clutch bell housing. Main shaft (2) The main shaft carries the five gears with synchronized gearshifts. These gears operate freely through needle bearings and roller bearings. This shaft is supported on the input shaft and on the basic gearbox housing by roller bearings.

Basic gearbox - intermediate shaft and reverse shaft Intermediate shaft (1) Also called as secondary shaft, the intermediate shaft contains fixed gears only, that is, all gears are pressed onto the shaft and always turn at the shaft speed. The secondary shaft receives the torque transferred from the input shaft and it is supported on the clutch bell housing and on the gearbox rear housing. Reverse shaft (2) The reverse gear is installed on that shaft. The reverse gear is positioned between its driving gear, located in the main shaft, and a takeoff gear, installed in the intermediate shaft. The purpose of the reverse gear is to change the direction of revolution of the main shaft and _ output shaft. When the reverse gear changes the direction of revolution of the main shaft, this reverse force is transferred through the output shaft to the drive wheels and the vehicle moves backward backward.

Basic gearbox - selector forks and oil pump Besides shafts and gears, the basic gearbox also contains selector forks and the oil pump. Selector forks (1) Selector forks are responsible for the movement of the coupling sleeves on the main shaft so that different gears are engaged engaged. Selector forks receive the selector motion through the selector shafts. They are installed with the help of retainers that, together, make up the selector unit. Oil pump (2) Larger gearboxes are lubricated through the use of an oil pump that forces the oil to all the gearbox lubrication points. The oil pump is fastened to the inside of the gearbox. It is driven by a gear connected to the intermediate shaft, via the reverse gear.

Range gear The gearbox is supplemented with a double speed range gear: - High range - Low range Using the range gear doubles the gearbox basic gears, as required by modern trucks. The range gear consists of a planetary system that transfer torque from the main shaft directly to the driving gears: 1. planetary gear 2. ring gear 3 coupling ring 3. 4. sun gear 5. planetary carriers Gear shifting in the range gear is carried out through a pneumatic cylinder (6).

High range (A) When the ring gear (1) is locked to the planetary gear carrier by a coupling ring (2), the entire planetary rear rotates. Torque coming from the basic gearbox goes directly through the planetary gear. This means the gearbox operates in high gears. Low range (B) The ring gear (3) is locked in the gearbox housing and forces the planetary gears to turn between the ring gear (3) and the sun gear (4). The planetary gear carrier (5) turns on the same direction of the sun gear but _ a lower speed. This means that the torque coming from the basic gearbox is transferred through the planetary gears and operates with low gears.

Range gear operation A switch located on the gear lever knob operates the range gear. To select the low range, push the switch down (1). It affect 1st and 3rd gears. To select the high range, push the switch up (2). It affect 4th and 6th gears.

Split gear The purpose of the split gear is to split the gears in the gearbox. Thus, both the first gear and the other gears have a low and a high gear. CONCLUSION Gearboxes with both the split gear and the range gear like SR and VT gearboxes have 12 synchronized gears, two crawling speed gears and four non-synchronized reverse gears.

Split gear operation Like the range gear, a switch located on the gear lever knob operates the split gear. Note: The split gear switch is not the same one as the range gear switch. To select the high gears put the switch on H (High). To select the low gears put the switch on L (Low).

Split gear - high gear Switching to H (High) on the gear lever knob activates a relay valve (2).

The relay valve (2) is positioned in such a way that permits the passage of compressed air to a pneumatic cylinder (3).

When the clutch pedal is depressed, the split gear operating valve (1) sends the air to the pneumatic cylinder (2).

Split gear - high gear (continuation) The air displaces the cylinder piston to engages the high gears. Then, the operating valve shaft in the split gear (1) actuates a switch and lights up a lamp in the panel indicating to the driver the high gear is selected.

Split gear - low Switching to L (Low) on the gear lever knob (1) activates a relay valve (2).

The relay valve (2) is positioned in such a way that permits the passage of compressed air to a pneumatic cylinder (3).

Split gear - low (continuation) When the clutch pedal is depressed, the split gear operating valve (1) sends the air to the pneumatic cylinder (2).

The air displaces the cylinder piston to engages the low gears.

Manual gearbox - synchronisation of components The purpose of the synchronisation is to facilitate gearshifts by adapting the speed between the main shaft and intermediate shaft during the shifts. The gearbox is equipped with many synchronisation devices: 1. coupling sleeve 2. coupling ring 3. gear 4. synchronizer ring 5. engaging body

Synchronising operation The engaging body is connected to the main shaft through splines. The coupling sleeve is geared around the engaging body. The purpose of this sleeve is to displace the engaging body towards the synchroniser ring and connect it to the coupling ring. The synchroniser ring is pressed between the engaging body and the coupling ring by the coupling sleeve. The resulting friction in the synchroniser ring matches the speed of the engaging body and the coupling sleeve. Upon reaching the same speed, the coupling sleeve meshes _ with the coupling ring. In this position, the gear is fully engaged to the main shaft through the engaging body and can transmit the torque from the engine to the driven wheels through the output shaft.

Synchronisation devices operation The synchronisation set operates as follows: The synchroniser ring (4) is pressed between the engaging body (5) and the coupling ring (2) by the coupling sleeve (1). The resulting friction in the synchroniser ring matches the speed of the engaging body to the coupling sleeve. Upon reaching the same speed, the coupling sleeve engages it self with the coupling ring. In this position, the gear (3) is fully engaged to the main shaft through the engaging body and can transfer the torque from the engine to the driven wheels through the output shaft.

Gearbox external components The gearbox is provided with a series of external components to avoid damage to the gearbox and facilitate the shifting of gears. These components vary according to the gearbox model. Basically, gearboxes are composed of: 1. an inhibitor valve 2. relief valves 3. relay valves 4. solenoid valves 5. an inhibitor valve 6. electrical contacts 7. a sensor 8. a control cylinder A more detailed description of these components will be reviewed in specific modules on gearboxes. gearboxes

Manual gear shift Manual gearshift is operated by a gear lever (1). The gear lever (1) is supported on a guide bearer (2). When the gear lever is moved (1), the motion is transferred to the selector-shaft housing (5) with the help of a driving bar (3) and the control arm (4). The control arm is connected to the side control shaft (6) in the selector-shaft housing (2). The selector-shaft housing (2), in turn, operates the gearbox shafts.

Gearboxes, VT2014/2514 och VT2014OD/VT2514OD. These variants were introduced during 1998; VT2014/VT2514 is a reinforced and further improved SR 1900. The main news was increased maximum torque and new synchrony mechanism. Maximum torque for VT2014 is 2050Nm, for VT2514 is maximum 2450Nm.The control housing is the same for Left or Right hand driven trucks trucks, the split cylinder are intergraded in the clutch housing and the clutch servo Cylinder are mounted direct on to the clutch housing and all gearwheels in the gearbox are helical. With the new control and new type of synchromesh, shifting force is reduced by approx 50 %.

Overview, specifications 1 Range housing 1. 2. Control housing 3. Clutch pedal 4. Gear lever 5. Clutch servo cylinder The gearbox is a splitter and range gearbox with 12 fully-synchronised gears, 2 unsynchronised crawler gears (forward) and 4 unsynchronised reverse gears. The range housing contains a planetary gear with two gear ratios, low range 3.75:1 and high range 1:1. In the high-range position, power is transferred directly to the driven wheels via the bevel gear. In the low-range position, position gear reduction is achieved using the planetary gear in the range housing. housing The control housing is cast from aluminium and is intended to transfer the motion of the gear lever to the gearbox shift rods via the wire controls. The gearbox is disengaged with the aid of the clutch pedal and a hydro-pneumatic clutch servo, which is mounted directly on the clutch housing. The gear lever is connected to the gearbox mechanically via wire-cabling; one wire for shift stroke (grey coating) and one wire for select stroke (black coating). The system attaching the wire cabling to the gear lever and the control housing is colour coded. Black, gear lever select stroke White, gear lever shift stroke Blue control housing shift stroke Blue, Orange, control housing select stroke The basic housing of the VT2814B/VTO2814B is now equipped with larger sound plates. The range housing has also been modified because of a new sound plate. Specifications: Manufacturer: Volvo Designations: VT2814B, VTO2814B No. of gears: Forward gears 14 Reverse 4 Weight empty: 330 kg Length: VTO2814B/CD40B-O 1,066 mm Oil change quantity: 13.5 litres Gear ratios: refer to service bulletin 430 28.

Type plate. The type plate is mounted on the left-hand left hand side of the clutch bell housing and displays the following information. This is a specific example, VTO2814B. V = Volvo T = Transmission O = Overdrive 28 = Max. torque 2800Nm 14 = Number of forward gears B = Version Component = component designation VTO2814B. VTO2814B (SP3190317) = Spare part number. Service category = Service category G, 1 or 2, refer to service literature 175 09 for description. Comp. id = Component ID Serial No = Serial number = 2003/36/1/0001, = year/week/day of manufacture/serial number. The basic housing of the VT2814B/VTO2814B is now equipped with larger sound plates. The range housing has also been modified because of a new sound plate. Specifications: Manufacturer: Volvo Designations: VT2814B VT2814B, VTO2814B No. of gears: Forward gears 14 Reverse 4 Weight empty: 330 kg Length: VTO2814B/CD40B-O 1,066 mm Oil change quantity: 13.5 litres Gear ratios: refer to service bulletin 430 28.

Main Component 1. Shift rod, shift fork , fork holder gear 3 2. Shift rod, shift fork, fork holder gear 3. Shift rod, shift fork, fork holder gear C/R 4. Shift rod, shift fork, splitter gear 5. Input shaft 6. Gear wheel splitter gear (low split ) / DD Transmission 7. Gear wheel P1(high split / basic gear 3 / DD Transmission 8. Gear wheel basic gear 1 9. Gear wheel basic gear 2 10. Gear wheel Crawler gear 11. Gear wheel reverse gear 12. Sun wheel 13. Intermediate shaft 14. Oil pump gear wheel 15.Reverse gear wheel 16.Reverse Axle 17. Planetary gearing 18. Out put shaft 19. Carrier 20.Shifting fork range.

Servo synchromesh 1 Engaging ring 1. 2. Inner cone 3. Double cone 4. Outer cone 5. Pusher plate 6. Diaphragm spring 7. Guide sleeve 8. Engaging sleeve 9. Detent pin/spring (4) 10 Detent pin/spring for neutral (2) 10. A mechanic servo function provides extra power during synchronisation, which makes it easier to change gear. This design allows the turning torque, which is created when the synchromesh begins to reduce the rotation speed, to be converted to axial power. This automatically provides the driver with mechanical servo assistance. The act of changing gear can be divided into five phases: A. Neutral The clutch sleeve is kept in a neutral position, in relation to the guide bushing, using spring-loaded stops. In this position, no axial power is transferred to the outer cone. B Blocking B. The shifter fork acts on the clutch sleeve, which pushes the stops against the outer cone. This causes an increase in friction. The friction between the conical surfaces means that the inner and outer cone rotate in the same direction as the double cone until the outer cone meets the block on the guide bushing. The block surface on the outer cone connects with the clutch sleeve. The angle of the block surface is chosen specifically to prevent axial motion of the clutch sleeve until synchronisation is complete. C. Synchromesh The friction between the conical surfaces means that the number of revs of the double cone and the inner and outer cones are adjusted. Since the clutch sleeve is in the blocking position, it cannot be moved axially and the the cup spring is depressed depressed. This provides extra power to the clutch sleeve via the pressure plate. D. Release Synchronisation is complete once the double cone rotates at the same speed as the inner and outer cone. The block surface is now released and the clutch sleeve is capable of axial motion. E. Gear engaged The teeth of the clutch sleeve now interlock with the teeth of the clutch ring and shifting is complete.

Control housing component : 1.Control housing 2.Stopr cylinder neutral 3.Magnetic solenoid interlock first gear 4.Inhibitor valve control housing 5.Reverse light contact 6 Arm 6.Arm 7.Lever arm 8.Rod 9.Arm 10.Damper weight 11.Protective clamp 12.Gear selector lever position catch 13.Cam /1 gear catch 14.Axle 15.Gear selector lever 16.Cam / gear position 17 Reverse stop 17.Reverse 18.Cover

VT Series pneumatic system : 1.Range Cylinder 2.Spliter cylinder 3.Inhibitor valve range 4.Inhibitorvalve control housing 5.Inhibitor valve split 6.Stop Cylinder 7.Relay valve range 8.Relay valve split 9.Range inhibitor 10.Air filter 11.Gear lever

Oil flow has increased 20% in comparison with SR 1900. The oil pump is an excenter pump that is driven by the counter drive shaft via a gearwheel and a driven axle, which passes through the reverse axle. The driven axle is equipped with two needle bearings in the reverse axle. The pump has two by-pass valves. The first (1) ensures that the gearbox is lubricated if the filter becomes clogged, and the second (2) protects against high pressure in the system (e.g. a cold start).

Cables Two gear shifting cables transfer power between the gear lever and the control housing on the gearbox. These are both push-pull wires, with one for shift stroke (grey) and one for select stroke (black). It is not possible to adjust the wires. In order to maintain good gearchanging quality, there is rubber damping at each end. The attachment system has a quick-release mechanism. The wires run beneath the floor of the cab forwards, around the cab tilt centre and between the cab tilt centre and the gearbox along the left frame side. The wire-cabling attachment system is colour-coded: Black, select stroke, gear lever White, shift stroke, gear lever Blue, shift stroke, control housing Orange, select stroke, control housing The wires are attached by clips to the cab and frame frame. When installing/replacing wires, it is extremely important that the instructions of service notice 432 116 are followed.

VT2814B Cooler The VT2814B and VTO2814B can be fitted with a new water/air cooler at the front of the truck. Vehicles which operate in climates where temperatures exceed 30C, and have a high gross combination weight, require extra gearbox cooling.