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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
.
3. Propeller shaft
4. Rear axle
When both engine (5) and the power transfer system are described as a single unit,
we talk aboutPower train.
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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 thisthe 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
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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 earbox the driver selects a drivin ro ram and the ear
selection is carried out by an electronic system and the actual gear changes are
performed by external pneumatic cylinders.
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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.
-
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.
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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.
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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.
90.
Driving shafts (3) that transmit the driving power on to the wheels.
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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 itsfunctions are:
- Interrupt the transmission of power from the engine to the gearbox during
.
- 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
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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.
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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 hydraulicfluid that
works between the two main components of the hydraulic clutch: the pump rotor
rotor.
Mechanical clutch (2)
Mechanical clutches are composed of one or more discs. Most of them are
equipped with a
dia hra m s rin and the are h draulicall actuated b 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.
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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 isconnected to the
gearbox input shaft.
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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.
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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 meansof helical springs or diaphragm springs.
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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 highspeeds of late engines. Also, its pressure on the disc is dramatically reduced with
facing
, .
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.
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There are two types of leaf springs: Push-Type andPull-Type.
Volvo vehicles use the Pull-Typepressure 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
casin and the earbox.
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.
, , -
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,
means extended system life.
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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 andfrom the
other transmission components to the wheels, making it possible for the vehicle to
.
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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 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 in ut shaft also turns and transfers the tor ue 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
.
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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 pilotshaft, a drag disc (2), two facings (3) responsible for the friction between the
flywheel engine
, .
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.
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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
shouldpresent the following basic qualities:
- a high friction coefficient;
- a constant friction coefficient as the tem erature 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
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
,
temperatures.
ATTENTION: The use of materials with asbestos is currently prohibited in many countriesdue
to the risk of cancer.
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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 thepresence 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.
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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 anddisengaging shaft (2)
The lever (3) and the disengaging shaft (2) are part of the clutch control. They are
for the transmission of movement from the clutch driving system to the clutch
bearing.
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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 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.
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Clutch operating system
The clutch is driven by a servo-aided system calledHydropneumatic driving
system.
This system consists of a hydraulic master cylinder connected to the clutch pedaland a servo
hydraulic cylinder.
1. fluid reservoir
2. master cylinder
3. hydraulic pipe
4. pneumatic pipe
.
6. register tube
7. clutch fork
The clutch servo increases the hydraulic force generated in the master cylinder,
thereby
noticeabl reducin the clutch edal effort.
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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 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 thehole 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.
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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 clutch servo also contains a wear indicator valve (1).
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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
.
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).
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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.
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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.
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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 startsupward:
(1) the reaction piston is pushed forward, ....
, ...
(3) the exhaust hole closes and prevents the air from escaping.
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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).
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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 thehydraulic
pressure.
.
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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.
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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 backto its original position and allows the pilot valve (2) to close the compressed air
passage and,
, .
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.
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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.
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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 andtype of clutch.
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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- .
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Clutch wear measurement :
X1 = New disc
X2 = Measured Value
Y = max wear
Y = X2 X1
D = date
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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 ofrotation)
TORQUE = force x distance from the point of application.
,
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.
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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
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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 specifiedby a certain
torque and a certain revolution speed.
,
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 itsrevolution
speed for a given torque.
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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
drivin ear and the driven ear determine the ear 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 gearB = 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 ear ratio is the factor that determines the relationshi between the in ut tor ue and
rpm
and the output torque and rpm in a gearbox.
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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 = 3612
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 lanetar
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
A
Example: 30 + 60 = 3 Relationship 3 : 1
30
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1. 59.999
2. 121.86
3. 5.76
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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
, .
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.
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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 thedrivers job.
A series of gearbox models have been developed that adapt themselves to vehicles
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.
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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 reversegear. (8
orwar spee s + reverse spee . e g es spee s are sync ron se u ereverse
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 basicspeed
box.
* R means that the gearbox contains a high and a low shift, and that it is directly connectedto
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 + 2crawling
speeds + 4 reverse speeds). The 12 highest speeds synchronised, the 4 reverse gears andthe
2 crawling speeds are not synchronised.
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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 theclutch.
Split gear (S) - the split gear splits the gears and makes it possible to use high and
.
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).
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Clutch bell housing
The clutch bell housing connects the gearbox to the engine.
It also protects the clutch.
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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.
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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 engineto 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.
bearings.
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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
gearsare 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
ear 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 throu h the out ut shaft to the drive wheels and the vehicle moves backward .
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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
.
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.
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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
.
4. sun gear
5. planetary carriers
Gear shifting in the range gear is carried out through a pneumatic cylinder (6).
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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 s eed.
This means that the torque coming from the basic gearbox is transferred through
the planetary
gears and operates with low gears.
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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.
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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.
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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).
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Split gear - high gear
Switching to H (High) on the gear lever knob activates a relay valve (2).
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The relay valve (2) is positioned in such a way that permits the passage of
compressed air to a
pneumatic cylinder (3).
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When the clutch pedal is depressed, the split gear operating valve (1) sends the air
to the
pneumatic cylinder (2).
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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 thepanel indicating to the driver the high gear is selected.
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Split gear - low
Switching to L (Low) on the gear lever knob (1) activates a relay valve (2).
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The relay valve (2) is positioned in such a way that permits the passage of
compressed air to a
pneumatic cylinder (3).
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Split gear - low (continuation)
When the clutch pedal is depressed, the split gear operating valve (1) sends the air
to the
pneumatic cylinder (2).
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The air displaces the cylinder piston to engages the low gears.
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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
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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 theengaging body
towards the synchroniser ring and connect it to 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 sleevemeshes _ 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.
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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) bythe coupling sleeve (1).
The resulting friction in the synchroniser ring matches the speed of the engaging
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.
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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 valve6. electrical contacts
7. a sensor
8. a control cylinder
A more detailed description of these components will be reviewed in specific
modules on
.
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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-shafthousing (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.
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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 synchronymechanism. Maximum torque
for VT2014 is 2050Nm, for VT2514 is maximum 2450Nm.The control housing is 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 %.
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Overview, specifications
.
2. Control housing
3. Clutch pedal
4. Gear lever
5. Clutch servo cylinderThe 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
- , .
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,
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
Weight empty: 330 kg
Length: VTO2814B/CD40B-O 1,066 mm
Oil change quantity: 13.5 litresGear ratios: refer to service bulletin 430 28.
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Type plate.
-
information.
This is a specific example, VTO2814B.
V = Volvo
T = TransmissionO = Overdrive
28 = Max. torque 2800Nm
14 = Number of forward gears
B = Version
= .
(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,
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.
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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 wheel13. 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.
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Servo synchromesh
.
2. Inner cone
3. Double cone
4. Outer cone
5. Pusher plate6. Diaphragm spring
7. Guide sleeve
8. Engaging sleeve
9. Detent pin/spring (4)
.
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..
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
.
pressure plate.
D. Release
Synchronisation is complete once the double cone rotates at the same speed as the inner and outercone. 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.
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Control housing component :
1.Control housing
2.Stopr cylinder neutral
3.Magnetic solenoid interlock first gear4.Inhibitor valve control housing
5.Reverse light contact
.
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
.
18.Cover
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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
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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
becomes clogged, and the second(2)protects against high pressure in the system
(e.g. a cold start).
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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 ahigh gross
combination weight, require extra gearbox cooling.
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