Powertronic Generation III

1
 Contents
Datalink system ............................................................................................................... 3
Control units ................................................................................................................... 4
TECU ......................................................................................................................... 4
Powertronic, general ........................................................................................................ 5
The main components ................................................................................................ 5
Power transmission .......................................................................................................... 6
Torque converter ........................................................................................................ 6
Control system ................................................................................................................ 7
Valve positioning in the control system ....................................................................... 7
Solenoid and relay valves ............................................................................................. 8
Lock-up clutch ................................................................................................................. 9
PWM valve S14 governs Lock-up ............................................................................... 9
Power take-off ................................................................................................................ 10
Function ................................................................................................................... 10
Retarder......................................................................................................................... 11
Emergency power steering pump ................................................................................... 13
Hydraulic circuit ............................................................................................................. 14
Main pressure P1 ...................................................................................................... 14
Torque converter pressure PC ................................................................................... 15
Lubrication ............................................................................................................... 15
Check-measurement of the gearbox’s oil pressure .................................................... 15
1st gear (6-speed variant) .............................................................................................. 16
2nd gear (1st gear in 5-speed variant) ............................................................................ 17
3rd gear (2nd gear in 5-speed variant) ........................................................................... 18
4th gear (3rd gear in 5-speed variant) ............................................................................ 19
5th gear (4th gear in 5-speed variant) ............................................................................ 20
6th gear (5th gear in 5-speed variant) ............................................................................ 21
Reverse gear R1 ............................................................................................................. 22
Reverse gear R2 (reverse gear R on 5-speed variant) ..................................................... 23
Changing gear without power loss (Powershift) ............................................................ 24
Gear selector and display ............................................................................................... 25
Automatic mode (A) ................................................................................................ 26
Manual mode (M) ..................................................................................................... 26
Display ...................................................................................................................... 26
Component location ...................................................................................................... 27
Power transmission ........................................................................................................ 28
Clutches and brakes in the transmission ........................................................................ 28
Sensors and solenoid valves in the transmission system ................................................. 28
Hydraulic diagram.......................................................................................................... 29
Components .................................................................................................................. 30
Pressure sockets/pressure ............................................................................................. 31
Solenoid valves .............................................................................................................. 32

2
Datalink system
The principle behind the new in-vehicle electronic systems developed by Volvo Trucks is that all communica-
tion between the control units goes via two datalinks.

The vehicle’s main components are equipped with their own control units, which are connected to the
datalinks for communication with each other.

General
Communication between the various control units and feedback from the control units to the diagnostic
socket and instruments take place via datalinks SAE J1939 and SAE J1708. Note that the illustration shows
the principle for how the control units, diagnostic socket and instrument are connected to the links.

The instruments, vehicle control unit, engine control unit and diagnostic socket are always included in the
system. Other control units vary with the individual market, vehicle variant and vehicle specification.

SAE J1939 (control link)

The system’s control signals are sent via this link, which is extremely fast.

SAE J1708 (information link)

The information link is connected to the control units, diagnostic socket and instrument. It is used to send
information and diagnostic signals. The information link is also used to keep the system’s status continuously
updated and accessible for reading.

3
Control units
The task of the gearbox control unit (TECU) is to govern gear-changes by ensuring that the correct gear is
always engaged. The control unit is therefore coupled to the control link since the gearbox status affects
other vehicle functions. The important information which the driver can see in the display is obtained from
the instrument (Cluster) which receives its signals from the control unit via the information link. The
instrument display is used by the Powertronic system to show the gear selector status, the selected gear,
possible ratio changes, button status and the system’s status via fault codes.

The vehicle control unit provides the Powertronic system with information about the status of the parking
brake and vehicle speed and required retarder torque.

The engine control unit is used primarily for changing engine revs and engine torque.

The brake control unit is used mainly to disengage the retarder function when the wheels lock.

The gearbox/retarder control units are used to regulate the gearbox and retarder.

TECU
The gearbox control unit (TECU) collects a variety of information from the gearbox’s various sensors. The
sensors provide information about the input and output revs in the torque converter, oil pressure, oil level
and oil temperature. When the gearbox control unit has to open a solenoid valve, it applies a regulating
voltage of about 24 volts (U bat) across the valve, which then opens.

The following sensors are attached to the gearbox:

• Output shaft rev sensor (758), for control unit TECU

• Oil pressure sensor, gearbox (761)
• Oil temperature sensor, gearbox (762)
• Oil level sensor, gearbox (763)
• Oil temperature sensor, retarder (767)
• Sensor, tachograph/speedometer (7052)
• Engine rev sensor (7070)
• Turbine speed sensor (7076)
• Gear selector control unit GECU (9080)
• Gearbox control unit TECU (9057)

4
Powertronic, general
The gearbox is divided into five sections (A-E). In the front section (A) there is a torque converter with a
lock-up function. The oil pump and power take-off are found in section (B). Behind the pump in section (C)
is the retarder, while section (D) contains the clutches, designated K1 and K2, as well as brake B1. Section
(E) contains 4 or 5 planetary gears and 3 or 4 brakes B2 to B5, depending on whether this is a 5-speed or 6-
speed variant.

The main components

The gearbox consists of the following main components:

• Torque converter (section A). Transfers the power from the engine to the gearbox. The torque converter is
equipped with a direct coupling known as Lock-Up, which mechanically links the engine’s flywheel to the
gearbox.

• Oil pump (section B). The oil pump supplies the regulating system with oil pressure. In this section it is
also a gear wheel for the Power take-off.

• Retarder (section C). Hydraulically brakes the gearbox’s input shaft. It thus gives the vehicle extra braking
power. This type of retarder is known as a primary retarder.

• Forward/reverse clutches (section D). Join together the turbine shaft with the mainshaft or tubular shaft or
both at the same time, depending on which gear is selected.

• Brakes (sections D-E). Lock parts of the planetary gears to the gearbox housing.

• Planetary gears (section E). Provide various ratios in various combinations with each other.

• Control system. With valves that regulate oil flow and oil pressure to the gearbox’s clutches and brakes,
and pressure for the torque converter and lubricating oil.

• Control system. With the gearbox control unit (TECU) and gear selector control unit (GECU) and other
controls and sensors.
5
 5

BA
6
K

M
I
D

C D
E
F G H C

L B A

Power transmission
The following parts transfer power through the gearbox:

A. Pump wheel F. Reverse clutch (K2) K. Drive Sleeve

B. Turbine wheel G. Mainshaft L. Oil pump
C. Stator H. Tubular axle M. Lock-up clutch
D. Turbine shaft I. Output shaft
E. Forward clutch (K1) J. Inter mediater gear

Torque converter
The torque converter consists of a pump wheel (A), a turbine wheel (B) that is linked with the turbine shaft
(D) and a stator (C). The space between the pump wheel and turbine wheel is filled with oil. The pump
wheel is attached to the engine’s flywheel. When the flywheel begins to rotate, the impellers on the pump
wheel force the oil to flow in the direction of the arrow. Oil from the pump wheel flows to the turbine wheel
and forces this to rotate in the same direction as the pump wheel.

The stator, which is located between the pump wheel and turbine wheel, is equipped with a free wheel so
that it can rotate freely in one direction. The impellers on the stator direct the oil flow from the turbine
wheel back to the pump wheel’s impellers.

The torque converter provides smooth transmission of drive power from the engine to the gearbox. This
power is transferred to the turbine shaft (C) hydraulically or via the lock-up clutch (M). Part of the engine’s
drive power is transmitted directly via the pump wheel (A) and the inter mediater gear (J) to the power
take-off and to the gearbox’s oil pumps (L) via the drive sleeve (K), which is fitted to the torque converter.

Low gear
At the rear of the gearbox in the 6-speed variant is a low-gear unit. The 5-speed variant has one planetary
gear and one brake less than the 6-speed variant. The rear cover and output shaft differ from those in the 6-
speed variant.

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Control system

Valve positioning in the control system

Most of the valves are gathered together in the control system in the oil sump. (The non-return valves are
not shown in the illustration.) Retarder valve RRV and the PTO² valve if fitted, as well as oil filters F1 and
F2 are found on the outside of the gearbox.

CHV Safety valve

CRV Control valve, torque converter pressure
LRV Valve, lubrication pressure
MPV Main pressure valve
RV Relay valve, reserve
RV1-RV5 Relay valves, brakes (engagement of faster gears)
RV7 Relay valve, forward clutch
RV8 Relay valve, reverse clutch
RV9 Control valve, Lock-up
S1-S5 Solenoid valves, brakes (engagement of faster gears)
S7 Solenoid valve, forward clutch
S8 Solenoid valve, reverse clutch
S11 PWM valve, main pressure
S13 PWM valve, brake pressure
S14 PWM valve, Lock-up
TV1 Control valve, brake pressure

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Solenoid and relay valves
When the control system carries out a gear-change, a solenoid valve (S2) is first activated by a signal from
the control unit.

The solenoid valve opens and releases a control pressure to a relay valve which, with its control pressure,
carries out the actual gear-change. Since the solenoid valve cannot operate with the necessary oil flow, the
flow is amplified to the proper control flow in a relay valve (RV2).

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Lock-up clutch
In order to prevent losses in the torque converter when it is not required, for example when driving at a
constant speed, the pump wheel and turbine wheel are locked together with a direct-coupling known as a
Lock-Up coupling. Lock-Up is activated when the control unit registers the correct revs from the sensors.

The Lock-up function is adaptive, which means that the engagement time is automatically tailored in re-
sponse to wear and production tolerances.

Sensor 7070 for engine revs is attached to the converter.

Sensor 7076 for turbine speed is attached to the K1 drum.

Sensor 758 registers the output shaft’s speed for the gearbox’s control unit.

Sensor 7052 registers the output shaft’s revs for the tachograph.

PWM valve S14 governs Lock-up

PWM valve S14 is regulated when the control unit sends a signal for engagement of the lock-up function.
When the speed difference between the output and input shafts drops, the control unit sends a PWM signal
from pin 43 to S14, which acts on relay valve RV9 by applying pressure on the lock-up coupling.

The engine’s flywheel is thus mechanically joined to the converter. The speed difference between the engine
and turbine shaft must be less than 30% for lock-up activation.

LU Lock-up coupling
RV9 Relay valve for lock-up
S14 PWM valve for lock-up

The lock-up coupling can be engaged on all gears, depending on the current driving conditions.

9
Power take-off
There are two types of clutch-independent power take-off for the Powertronic gearboxes.
Power take-off PTPT 1:1 is used for propeller shaft drive, and PTPTHD is used for a direct-mounted hydrau-
lic pump.

Function
From the torque converter (1), drive is transferred via the gear (2) to the intermediate gear (3). The interme-
diate gear then transfers power to a gear (4) in the power take-off which, via disc clutch (5), drives the
output shaft (6) and the flange/hydraulic pump (7).

The power take-off is lubricated and cooled efficiently with oil from the gearbox.

The oil is pressed up by the gearbox’s main pressure PC, through ducts in the gearbox housing to the power
take-off. There, the oil presses together the plates so that drive is transmitted from the input shaft (4) in the
power take-off via the disc clutch to the output shaft (6).

Engagement and disengagement of the power take-off takes place via a switch in the instrument panel.
The switch is linked to GECU, which sends information on PTO activation via the control link. If revs are
between 500 and 1000 r/min, TECU supplies voltage to pin 24, which in turn activates the PTO solenoid.

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Retarder
The Powertronic retarder is integrated into the gearbox behind the power take-off and is regulated by hand
control 1122, which acts on the retarder valve (RRV) hydraulically. The hand control has five different
settings for governing braking force. The control is linked to the vehicle control unit which sends signals to
the retarder control unit via the control link.
The retarder control unit sends a control signal to a PWM which in its turn acts on the retarder valve with
oil pressure (PRS).

Activation and regulation now takes place via the vehicle control unit (VECU).

The retarder consists of the following parts:

1. Retarder stator
2. Piston
3. Retarder rotor
4. Counterhold

The stator is attached to the gearbox housing while the retarder rotor rotates with forward clutch K1. The
counterhold acts a support for the rotor. When the piston is activated, the space between the rotor and stator
is filled with oil and oil pressure rises. Since the stator cannot rotate, the oil flow created by the rotor is
braked. This leads to braking of the rotor and thus of the entire vehicle.

With increased oil pressure between the rotor and stator, braking moment too increases.

The PWM valve (6018) opens the retarder valve RRV which hydraulically controls the retarder. Retarder
valve RRV is placed on the outside of the gearbox.

When the auxiliary brake control in the cab is activated, the PWM valve receives a signal and opens the
retarder valve with the help of low oil pressure.

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By controlling oil pressure with the control in the cab, it is possible to vary the retarder’s braking moment.

The heat which is generated when the oil retards the rotor is dissipated via a heat exchanger that is coupled
to the engine’s cooling system.

A temperature sensor (767) warns if oil temperature rises too high (130-150°C).

Gearboxes without a retarder do not have this valve, but do instead have a cover that contains ducts for
torque converter fluid circulation to the heat exchanger.

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Emergency power steering pump
As an option on vehicles with dual front axles, there is an emergency power steering pump fitted directly to
the rear cover. The emergency power steering pump is driven by the output shaft.

13
Hydraulic circuit

Main pressure P1
Pressure P1 regulates gear-changes. The P1 circuit includes:
• CHV, safety valve
• F1, main filter
• LCF, last chance filter (protects the solenoid valves from particles that have entered the system (e.g. in
connection with filter change)
• MPV, main pressure valve
• S1-S5, solenoid valves, brakes (activation of faster gears)
• S7, solenoid valve, forward clutch
• S8, solenoid valve, reverse clutch
• S11, PWM valve, main pressure
• S13, PWM valve, brake pressure (governs TV1)
• TV1, control valve, braking pressure
• S14, PWM valve, lock-up
• RV9, control valve, lock-up

Pressure from pump P1 passes via filter F1 to the main pressure valve (MPV) and safety valve CHV, and also
to PWM valve S11 and then on to the gear-changing system.
The PWM valve for main pressure (S11) is governed by the gearbox control unit via signals from the engine’s
control unit. S11 regulates pressure in the main pressure valve (MPV).

The pressure varies with the selected gear:

Reverse 18-20 bar

Forward without lock-up 15-18 bar
Forward with lock-up 10-12 bar

Valves S13 and TV1 regulate pressure and flow in the braking circuit during the gear-changing phase.

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Torque converter pressure PC
PC is the pressure for the torque converter, retarder and gearbox lubrication. The PC circuit includes:

• 761, lubricating oil sensor

• C, torque converter
• CRV, torque converter relay
• F2, lubricating oil filter
• LRV, lubricating oil valve
• MPV, main pressure valve
• PC, torque converter pump
• R, retarder
• RC, retarder oil cooler
• RRV, retarder engagement valve

The pump (PC) supplies the torque converter (C) and retarder (R) via the retarder valve (RRV) the gear-
box’s lubrication points via RRV and the lubrication pressure valve (LRV).

An oil cooler (RC) is fitted to the RRV and there is a filter (F2) ahead of the LRV.

Pressure to the torque converter (PC1) is controlled by the valve (CRV) which also allows movement of
surplus oil from the main pressure circuit once the required main pressure (P1) has been achieved.

There is a bypass hole which releases oil directly from the pump to the gearbox’s lubrication points. This
ensures an adequate supply of lubricating oil from the moment the engine starts. The oil-pressure sensor
(761) is connected to lubricating oil pressure.

Lubrication
Oil pressure is used to lubricate all the bearings in the gearbox and this is monitored by the oil pressure
sensor (761) and the temperature and level sensors (762/763), which are attached to the control system.
Temperature sensor (767) for the retarder. Lubricating oil is also responsible for cooling the clutch plates.

Check-measurement of the gearbox’s oil pressure

Factory-fitted pressure sockets are available for:

P1 Main pressure
PC1 Torque converter pressure
PS Lubricating oil pressure

However, it is possible to check-measure all pressure in the gearbox by supplementing the pressure sockets.

15
 GECU

TECU

7 22 25

S7 S1 S5

K1
B5
PK1
RV7 RV5

S7 S5

K2
RV1
PK2
RV8
S1

S8

NRV3

1st gear (6-speed variant)

When the gear selector is in mode A or M and the vehicle is started in 1st gear, the following takes place:

TECU supplies voltage to pins 7, 22 and 25, which are linked to solenoid valves S7, S1 and S5. The solenoid
valves now activate forward clutch K1 and brake B5 via relay valves and hydraulic pistons.

K1 locks the turbine shaft in the mainshaft. B5 locks the planetary gear carrier in planetary gear 5 to the
gearbox housing. 1st gear is thus engaged.

Solenoid valves – relay valves

S1
Connects relay valve RV1 to increase oil pressure in the circuit for B5, B3 and B2 by filling with oil.

S5
Connects RV5 to increase oil pressure in brake B5.

S7
Engages RV7 to increase the oil pressure in forward clutch K1.

16
 GECU

TECU

23 39 7

S2 S4 S7

K1

PK1
RV2
RV7

S2
S7
RV

K2

PK2 RV4

RV8
B4
S4
S8
NRV2

2nd gear (1st gear in 5-speed variant)

When 2nd gear is engaged, TECU supplies voltage to pins 23, 39 and 7. Solenoid valves S2, S4 and S7 are live
and activate forward clutch K1 and brake B4 via relay valves and hydraulic pistons. K1 locks turbine shaft (4)
in the mainshaft (7). B4 locks the ring gear to planetary gear 4 in the gearbox housing.

K1 and B4 thus engage 2nd gear, or 1st gear if this is a 5-speed variant.

Solenoid valves – relay valves

S2
Connects relay valve RV2 to increase oil pressure in the circuit for B4 and B1 by filling with oil.

S5
Connects RV4 to increase oil pressure in brake B4.

S7
Engages RV7 to increase the oil pressure in forward clutch K1.

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 GECU

TECU

22 38 7

S1 S3 S7

B3

RV3

K1 S3

PK1
B5
RV7
RV5

S7
S5

K2
RV1
PK2
RV8
S1

S8
NRV3

3rd gear (2nd gear in 5-speed variant)

TECU supplies voltage to pins 22, 38 and 7. Solenoid valves S1, S3 and S7 are live and activate forward
clutch K1 and brake B3 via relay valves and hydraulic pistons. K1 locks turbine shaft (4) in the mainshaft (7).
B3 locks the planetary gear carrier in planetary gear 2 in the gearbox housing. K1 and B3 thus engage 3rd gear,
or 2nd gear if this is a 5-speed variant. The illustration shows how solenoid valves S1, S3 and S7 together
activate K1 and B3.

Solenoid valves – relay valves

S1
Connects relay valve RV1 to increase oil pressure in the circuit for B5, B3 and B2 by filling with oil.

S3
Connects RV3 to increase oil pressure in brake B3.

S7
Engages RV7 to increase the oil pressure in forward clutch K1.

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 GECU

TECU

23 7

S2 S7

K1
RV2
PK1
RV7
S2
RV
S7

K2 RV4

PK2
B4
RV8 S4

S8 B1
NRV2

4th gear (3rd gear in 5-speed variant)

TECU supplies voltage to pins 23 and 7.

Solenoid valves S2 and S7 are live and activate forward clutch K1 and brake B1 via relay valves and hydrau-
lic pistons. K1 and brake B1 lock turbine shaft (4) in the mainshaft (7). B1 locks the planetary gear carrier in
planetary gear 1 in the gearbox housing. K1 and B1 thus engage 4th gear.

Solenoid valves – relay valves

S2
Connects relay valve RV2 to increase oil pressure in the circuit for B1 by filling with oil. Since S4 is not
activated, pressure passes to B1.

S7
Engages RV7 to increase the oil pressure in forward clutch K1.

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 GECU

TECU

22 7

S1 S7

B2
K1

PK1 B3
RV7
RV3

S7
S3
B5

K2 RV5
PK2
RV8
S5

S8

RV1

S1

NRV3

5th gear (4th gear in 5-speed variant)

TECU supplies voltage to pins 22 and 7.

Solenoid valves S1 and S7 are live and activate forward clutch K1 and brake B2 via relay valves and hydrau-
lic pistons. K1 locks turbine shaft (4) in the mainshaft (7). B2 locks the sunwheel in planetary gear 1 in the
gearbox housing. K1 and B2 thus engage 5th gear.

Solenoid valves – relay valves

S1
Connects relay valve RV1 to increase oil pressure in the circuit for B5, B3 and B2 by filling with oil. Since S5
and S3 are not activated, pressure passes to B2.

S7
Engages RV7 to increase the oil pressure in forward clutch K1.

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 GECU

TECU

4 7

S8 S7

K1

PK1
RV7

S7

K2

PK2
RV8

S8

6th gear (5th gear in 5-speed variant)

TECU supplies voltage to pins 4 and 7.

Solenoid valves S8 and S7 are live and activate forward clutch K1 and reverse clutch K2 via relay valves and
hydraulic pistons. K1 locks turbine shaft (4) in the mainshaft (7). K2 locks the turbine shaft (4) to the
tubular shaft (8). K1 and K2 lock the planetary gears so that all the planetary gears rotate as a single unit,
giving a ratio of 1:1 in 6th gear.

Solenoid valves – relay valves

S7
Engages RV7 to increase the oil pressure in forward clutch K1.

S8
Engages relay valve RV8 to increase the oil pressure in reverse clutch K2.

21
 GECU

TECU

22 25 4

S1 S5 S8

K1
B5
PK1 RV5
RV7

S5
S7

K2 RV1

PK2
RV8 S1

S8

NRV3

Reverse gear R1

TECU supplies voltage to pins 22, 25 and 4.

Solenoid valves S1, S5 and S8 are live and activate reverse clutch K2 and brake B5 via relay valves and
hydraulic pistons.

The low reverse ratio is obtained when the turbine shaft’s moment is transferred via K2 and tubular shaft (8)
to the sunwheel in planetary gear 2.

The planetary gear carrier in planetary gear 2 transfers the torque to the ring gear in planetary gear 3.

The planetary gears in planetary gear 3 function as idler wheels and reverse the direction of rotation on the
mainshaft (7).

The planetary gear carrier in planetary gear 5 is locked in the gearbox housing by B5.

This reverse gear is not found on the 5-speed variant.

Solenoid valves – relay valves

S1
Connects relay valve RV1 to increase oil pressure in the circuit for B2, B3 and B5 by filling with oil.

S5
Engages RV5 to increase the oil pressure in brake B4.

S8
Engages relay valve RV8 to increase the oil pressure in forward clutch K1.

22
 GECU

TECU

23 39 4

S2 S4 S8

K1

PK1
RV7 RV2

S7 S2
RV

K2

PK2 RV4
RV8

B4
S4
S8
NRV2

Reverse gear R2 (reverse gear R on 5-speed variant)

TECU supplies voltage to pins 23, 39 and 4.

Solenoid valves S2, S4 and S8 are live and activate reverse clutch K2 and brake B4 via relay valves and
hydraulic pistons.

The high reverse ratio is obtained when the reverse clutch (K2) locks the turbine shaft (4) to the tubular
shaft (8) and brake B4 locks the planetary gear carrier for planetary gear 3 to the gearbox housing.

Solenoid valves – relay valves

S2
Engages relay valve RV2 to increase oil pressure in the circuit for B4 and B1 by filling with oil.

S4
Engages RV4 to increase the oil pressure in brake B4.

S8
Engages relay valve RV8 to increase the oil pressure in forward clutch K1.

23
Changing gear without power loss (Powershift)

The upper curve shows engine revs when changing gear. The lower curve shows hydraulic pressure in brake
B4 and brake B5.

When shifting between 1st and 2nd gear, pressure in B5 drops at the same time as it rises in B4. The gear-
changing sequence in this example takes about 0.4 seconds.

In 0.4 seconds, B4 brakes the ring gear in planetary gear 4 to standstill.

Gear-change takes place without any loss of power, and this process is called Powershift.

24
 A C
E 4
A

B CAUTION
INFO STOP
STOP

B
K
P
E

Gear selector and display

Using the gear selector, the driver can choose between two programmes for driving forwards, as well as
neutral and reverse.

R Reverse gear
N Neutral
A Automatic mode
M Manual mode

On the gear selector housing there are two push-buttons marked E/P and 2/1 (2/1 is only found on the 6-
speed variant). Button 2/1 is used to choose between 1st and 2nd gear as the starting gear.

E Economy programme for lower fuel consumption.

P Power programme, useful in operations requiring high engine output.

C Changes up take place at higher engine revs.

2 The truck starts off in 2nd gear when driving forwards, and R2 in reverse.

1 The truck starts off in 1st gear when driving forwards, and R1 in reverse.

25
Automatic mode (A)
Gear-changes take place entirely automatically using the information which the gearbox control unit (TECU)
receives from the various control units and from the gearbox’s various sensors.

If the accelerator pedal is pressed down completely, this produces a kick-down effect.

Kick-down is used to obtain maximum engine power, for instance when overtaking.

If the selector is moved to (M) while driving in the automatic mode (A), further gear-changes will be pre-
vented and the currently selected gear will be held throughout the engine’s operating range.

The E/P button is used only in automatic mode.

The E/P button switches between Economy and Power modes.

Manual mode (M)

On the gear selector handle, there is a spring-loaded three-way switch marked and , with a neutral
position in between.

Gear-changes take place manually by pressing (up) or (down) in a sequence of 5 or 6 stages, depending
on the type of gearbox fitted.

Display
The display unit in the instrument panel informs the driver about how the gearbox is working, and alerts him
if there are any faults in the system.

Gear selector position/control function A B C

Reverse R 1-2
Neutral N
Automatic mode A 1-6
Manual mode M 1-6
(up) Possible no. of changes up
(down) Possible no. of changes down
E/ Economy program E
/P Power program P
2 / 1st gear blocked, start in 2nd and R2 reverse 2
/1 Start in 1st forwards and R1 reverse 1
Torque converter engaged C
Kick-down activated K
Engine revs too high to leave neutral Z
Indicates that increased aux. brake power is chosen B
Limp Home L

26
 L 4
M

CAUTION
INFO STOP
STOP

”Limp Home”
The Powertronic system is equipped with a ”limp home” function, that makes it possible to drive the vehicle
even if there is a fault in the control link (SAE J1939).
If the transmission control unit (TECU) or the engine (EECU) is disconnected from the control link, then
the ”Limp home” function is engaged automatically. When the “Limp home” mode is activated it is shown
within the display as an “ L “
When the system is running in “Limp home” mode the system uses the information link (SAE J1708) to send
necessary signals.
Gear shifting in “Limp home” mode can only be done manually and under particular conditions.
Up and down shift can only take place if the engine torque is less then 500 Nm, and during down shift it is
also a condition that the engine retarder torque is less then 500 Nm.
That means that the accelerator pedal has to be released, so that the engine torque goes down, before gear
changing can take place.

Using the up/down switch, with the gear selector in manual position does gear changing.
Automatic gear shifting only takes place as a protection for the engine or the turbine. The brake program
does not work in limp home mode.

If the system receive correct signals from the control link (J1939) for more then 2 seconds, the system
returns back to normal mode.

27
Component location

28
Power transmission
1 Pump wheel
2 Turbine wheel
2 Guide wheel
3 Turbine shaft
4 Forward clutch (K1)
5 Reverse clutch (K2)
6 Mainshaft
7 Tubular shaft
8 Output shaft
9 Lock-up clutch
A Control system
B Oil pump
C Torque converter
D Retarder
E Power take-off (6024)

Clutches and brakes in the transmission

B1 4th gear (3rd in 5-speed box)
B2 5th gear (4th in 5-speed box)
B3 3rd gear (2nd in 5-speed box)
B4 2nd gear (1st in 5-speed box)
B5 1st gear
K1 Forward clutch, direct ratio
K2 Reverse clutch, direct ratio

Sensors and solenoid valves in the transmission system

758 Rev sensor, output shaft, for control unit
761 Sensor, gearbox oil pressure
762 Sensor, gearbox oil temperature
763 Sensor, gearbox oil level
767 Sensor, retarder oil temperature
6018 PWM valve, retarder
7052 Sensor, tachograph/speedometer
7070 Sensor, engine speed
7076 Sensor, turbine speed, torque converter
S1-S5 Solenoid valves, brakes (engagement of faster gears)
S7 Solenoid valve, forward clutch
S8 Solenoid valve, reverse clutch, 6th speed forwards
S14 PWM valve, Lock-up
S11 PWM valve, main clutch pressure
S13 PWM valve, brake pressure

29
Solenoid valves

30
Hydraulic diagram

31
Components
761 Sensor, gearbox oil pressure
762 Sensor, gearbox oil temperature
763 Sensor, gearbox oil level
767 Sensor, retarder oil temperature
B1-B5 Brakes
BF Ventilation filter
C Torque converter
CHV Safety valve
CRV Torque converter pressure valve
F1 Main oil filter
F2 Lubrication oil filter
K1 Forward clutch, direct ratio
K2 Reverse clutch, direct ratio
LCF Last Chance Filter
LRV Lubricating oil pressure valve
LU Lock-Up
MPV Main pressure valve
NRV1 Non-return valve
NRV2 Non-return valve
NRV3 Non-return valve
P1 Pump, control system
PC Pump, torque converter (see also pressure socket/pressure)
PTO Power take-off
R Retarder
RC Oil cooler, retarder
RRV Activation valve, retarder
RV Relay valve, reserve
RV1-RV5 Relay valves, gear engagement
RV7 Relay valve, forward clutch
RV8 Relay valve, reverse clutch
RV9 Relay valve, Lock-up
S1-S5 Solenoid valves, brakes (activation of faster gears)
S7 Solenoid valve, forward clutch
S8 Solenoid valve, reverse clutch
S11 PWM valve, main clutch pressure
S13 PWM valve, braking pressure
S14 PWM valve, direct coupling (Lock-Up)
SF Suction filter
TV1 Control valve, braking pressure

32
Pressure sockets/pressure
B1-B5 Engagement pressure, brakes
PK1 Engagement pressure, forward ratio
PK2 Engagement pressure, reverse gear, top gear forwards
P1 Main pressure
PC1 Torque converter pressure IN
PC2 Torque converter pressure OUT

33