IMPACT 4.08.

02 14/10/2024

Chassis ID Path
AA 350000 4311/Description, Design and function//Gearbox, mechanical, component description

Model Identity
FH (4) 182387789

Publish date ID/Operation

03/09/2024

Gearbox, mechanical, component description

Gearbox mechanical, component description
Overview
Description
General
Housing
Shaft, gearwheel and engaging sleeve
GCU
Interlock system
EVU
Countershaft brake
Split gear synchronization
Gear system
Power flow
Pneumatic system
Pneumatic air flow
Lubrication and cooling
Gearbox ventilation
Oil cooler

Related information

Gearbox mechanical, component description

Overview

Gearbox

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1 Countershaft brake
2 Clutch cylinder
3 CVU (Clutch Valve Unit)
4 Clutch housing
5 EVU (Extension Valve Unit)
6 Gear shifting mechanism (crawler gear performed on countershaft)
7 Countershaft extension
8 Input shaft (front)
9 Crawler gear housing
10 Input shaft (rear)
11 Countershaft
12 Oil pump
13 Reverse shaft
14 Main shaft
15 Gearbox housing
16 Oil filter housing
17 Output shaft along with range gear
18 Range gear housing
19 Selector fork for range gear
20 TECU (Transmission Electronic Control Unit)
21 GCU (Gearbox Control Unit)

Copyright to this documentation belongs to the Volvo Group. No reproduction, copying, change, amendment or other similar disposal is entitled without prior written consent by
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Gearbox harness

1 TECU
2 Connector (vehicle interface)
3 Connector (vehicle speed sensor)
4 Connector (TECU)
5 Connector (CVU)
6 Connector (EVU)
7 EVU
8 CVU

Description
The generation G gearbox is a 12-speed overdrive or direct drive gearbox. The generation G
gearbox comes with one or two crawler gears or without crawler gear. The crawler gear gives the
vehicle with better capability and low speed manoeuvrability.

General

Crawler gear variants

Variant symbol Variant description

ASO-C Auxiliary speed operation, crawler gear
ASO-ULC Auxiliary speed operation, ultra-low crawler gear
ARSO-MSR Auxiliary reverse speed operation, multi-speed reverse
UASO Without auxiliary speed operation
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URSO Without auxiliary reverse speed operation

● ASO-C (crawler gear)

The ASO-C variant has one crawler gear and gives a gear ratio of 1:19.38 for direct drive and 1:
17.54 for overdrive.

● ASO-ULC (ultra-low crawler gear)

The ASO-ULC variant has two crawler gears:
■ One crawler gear with a gear ratio of 1:19.38

■ One ultra-low crawler gear with a gear ratio of 1:32.04.

● The input shaft is similar on ASO-C and ASO-ULC variants in the direct drive gearboxes. Thus,
upgrading the ASO-C to ASO-ULC variants is possible with a software update. The overdrive
gearboxes cannot be upgraded using a software update. As a different gearwheel and input
shaft set are necessary.
For more information, refer to the input shaft section in chapter "Shaft, gearwheel and engaging
sleeve".

● ARSO-MSR (multi-speed reverse)

The ARSO-MSR is an optional function with ASO-C or ASO-ULC variants. This function gives
two extra reverse gears:
■ One crawler reverse gear (RC)

■ One intermediate reverse gear (R3).

The crawler reverse gear (RC) is designed for improved pulling away ability and low speed
manoeuvrability in reverse. The intermediate reverse gear (R3) starts in the high range and evens
out the gear ratio difference between R2 and R4 (R2 and R3 in URSO).

For information on gear ratios, refer to the “Gearbox, specifications”. Use the link in the related
information.

The TECU electronically controls the gear shifting system. The TECU gives fully automatic gear
shifting with the possibility of manual shifting.
The gearbox has three basic gears:
● One crawler gear

● One integrated split gear (high and low)

● One range gear (high and low).

The split and range gears are mechanically synchronised. The basic gears are electronically
synchronised by using the engine and the countershaft brake to control the input shaft speed.
Copyright to this documentation belongs to the Volvo Group. No reproduction, copying, change, amendment or other similar disposal is entitled without prior written consent by
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An oil cooler, PTO (Power Take-Off), compact retarder and emergency power steering pump can be
optionally attached to the gearbox (the available optional components can be different in different
markets).

Housing

Housing, overview

1 Clutch housing
2 Crawler gear housing
3 Gearbox housing
4 Range gear housing
5 Oil filter housing

Clutch housing
The clutch housing has the following components:
● Input shaft (front)

● Clutch cylinder

● CVU

● Countershaft brake

● Air ducts and oil distribution channel.

Crawler gear housing

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The crawler gear housing has the following components:

● Input shaft (rear) (crawler gear)

● Crawler gear with an interlocking shift mechanism

● EVU

● Countershaft extension.

Gearbox housing
The gearbox housing has the following components:
● Input shaft (rear) (split gear)

● Main shaft

● Countershaft

● Reverse shaft

● Gear shifting mechanism

● Oil pump

● Air and oil distribution channels.

Range gear housing

The range gear housing has the following components:
● Range gear with shift mechanism

● Output shaft

● Connection for the PTO (optional), retarder and emergency steering pump.

Oil filter housing

The oil filter housing has the following components:
● Oil filter

● Oil cooler (optional).

Shaft, gearwheel and engaging sleeve

Shaft, gear wheel and engaging sleeve, overview

Copyright to this documentation belongs to the Volvo Group. No reproduction, copying, change, amendment or other similar disposal is entitled without prior written consent by
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1 Input shaft (front)

2 Input shaft (rear)
3 Main shaft
4 Output shaft along with range gear
5 Countershaft extension
6 Countershaft
7 Reverse shaft with oil pump
8 PTO shaft (optional)

Input shaft

Input shaft, overview

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1 Input shaft (front)

2a/2b Input shaft (rear)
3 Roller bearing (clutch housing)
4 Crawler gear
5 Tapered roller bearing (crawler gear housing)
6 Split gear (low split in direct drive/high split in overdrive)
7 Split gear synchronizer
8 Engaging sleeve (three positioned split, gear- neutral - split gear)
9 Needle bearing

The input shaft transfers the engine power to the gearbox. The input shaft has two sections. They
are the input shaft (front) (1) and the input shaft (rear) (2a/2b). The front input shaft is installed
between the clutch and the rear input shaft. The rear input shaft has two variants, (2a) and (2b). The
front end of the rear input shaft is installed inside the clutch housing to a roller bearing (3). The other
end of the rear input shaft is installed inside the crawler gear housing on a tapered roller bearing (5).
The split gear (6) is attached on the rear input shaft with a needle bearing (9).
The split gear synchronizer (7) is installed on the rear input shaft that is between the split gear and
the engaging sleeve (8).
The input shaft (front and rear) always rotates in the clockwise direction (seen from the vehicle front).

Copyright to this documentation belongs to the Volvo Group. No reproduction, copying, change, amendment or other similar disposal is entitled without prior written consent by
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In the direct drive gearbox (DD), the same input shaft (2a) (rear) is used for the ASO-ULC and ASO-
C variants. The gearbox can give two crawler gears by combining the first and second basic gears.
But in the ASO-C variant, the software limits the gearbox to only one crawler gear, even when
combined with the second basic gear. Therefore, a software update is enough to upgrade from ASO-
C to ASO-ULC variant.
In the overdrive gearbox (OD), two different rear input shafts are used for the crawler gears. The
ASO-ULC variant has the rear input shaft (2a) as that of the direct drive gearbox and it gives two
crawler gears.
The ASO-C variant has the rear input shaft (2b) . It also gives two crawler gears by combining the
first and second basic gears. But only the first basic gear is used for a crawler gear because the
second basic gear has a lower gear ratio than the first forward gear. This hardware difference makes
the upgrade of ASO-C to ASO-ULC variant impossible.
For more information about gear combinations, refer to the “Gear system” and “Power flow” chapters.

Main shaft

Main shaft, overview

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1 Tapered roller bearing (front)

2 Tapered roller bearing (rear)
3 Sun gear (range gear)
4 Oil distribution pipe
5 Third basic gear
6 Second basic gear
7 First basic gear
8 Reverse gear
9 Engaging sleeve (three positioned (third gear - neutral - second gear))
10 Engaging sleeve (three positioned (first gear - neutral - reverse gear))
11 Sensor wheel (main shaft speed)
12 Dual tapered roller bearing
13 Needle roller bearing

The front and rear ends of the main shaft have tapered roller bearings (1) and (2), which reduce
rotational friction. The main shaft is attached inside the gearbox housing on the tapered roller
bearings. The main shaft has a duct drilled at the centre for the oil distribution pipe (4).
The main shaft has four gears and two engaging sleeves. The third basic gear (5) is a combined split
and is installed on the main shaft using the dual tapered roller bearing (12). The second basic gear
(6), first basic gear (7) and the reverse gear (8) are installed on the main shaft by using the needle
roller bearings (13). The engaging sleeves (9) and (10) engage or disengage the gears on the main
shaft.
The engaging sleeves are engaged in three positions and are moved with the help of the selector
forks. The GCU controls the selector forks and helps in engaging or disengaging the gears.
The sun wheel (3) is installed at the rear end of the main shaft.
The sensor wheel (11) is installed on the main shaft. The main shaft speed-sensor on the GCU
reads the sensor wheel and calculates the speed of the main shaft.

CAUTION
Copyright to this documentation belongs to the Volvo Group. No reproduction, copying, change, amendment or other similar disposal is entitled without prior written consent by
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Risk of material damage.

Risk of damage to the sensor wheel.

▶ Assembled main shaft must not be placed horizontally on a flat surface. The sensor wheel may
be damaged.

Output shaft

Overview

1 Output shaft
2 Range gear
3 Engaging sleeve (range gear)
4 Retarder gear (optional)
5 Ball bearing

The output shaft (1) and the range gear (2) are single-cast components and are installed inside the
range gear housing together with the ball bearing (5). One of the actuators in the GCU operates the
range gear. The output shaft has sun and planet gears and a ring gear. The sun gear, which is
attached to the main shaft, gives low and high range gear ratios.

Countershaft extension

Countershaft extension, overview

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1 Countershaft extension
2 Roller bearing
3 Crawler gearwheel
4 Engaging sleeve (crawler shaft)
5 Needle bearing

The front end of the countershaft extension (1) is installed in the clutch housing together with the
roller bearing (2). The rear end is connected to the front end of the countershaft with splines.
The crawler gearwheel (3) is installed on the countershaft extension using the needle bearing (5).
The engaging sleeve (4) moves the crawler gearwheel to the countershaft extension.

Countershaft

Overview

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1 Tapered roller bearing (front (clutch housing))

2 Tapered roller bearing (rear (gearbox housing))
3 PTO shaft (optional)

The countershaft has tapered roller bearings (1) and (2) installed at the front and rear ends. The rear
end of the gearbox housing supports the countershaft.
The countershaft has five gears attached to it. The first three gears are replaceable gears that are
attached onto the countershaft. The other two gears are machined together with the countershaft.
There are splines given at the front end for the countershaft brake. The optional PTO shaft is spline
coupled to the rear end of the countershaft.

Reverse shaft

Overview

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1 Oil pump
2 Reverse idler gear
3 Needle roller bearing

The gearbox housing has the reverse shaft. The countershaft drives the reverse shaft. The reverse
idler gear (2) is installed on the reverse shaft using the needle roller bearing (3). The reverse idler
gear changes the rotational direction of the main shaft. The reverse idler gear drives the oil pump (1).

Range gears

Overview

1 TECU
2 Main shaft (with sun gear at the end of the shaft)
3 Selector fork (range gear)
4 Ring gear
5 Planetary gears

The gearbox has external synchronisation and helical gears in the ring gear, sun gear and the planet
gear, which results in quieter and faster gear shifting. The five-planet gears in the range gear are
connected to the main shaft through the sun gear. The output shaft and the range gear are single-
cast components and it is installed inside the range gear housing together with the ball bearing.
The selector fork, which is inside the range gear housing, operates the range gears. The solenoid
valve operates selector fork. The TECU controls the solenoid valve. The inductive position sensor
monitors the range gear. The range gear housing has planetary gear (5 planet gears and a sun gear)
that can give two different output ratios.
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1 Low range

2 High range.

Low range

In the low range, the ring gear (2) is locked to the range gear housing, which forces the planet gears
(3) inside the planet gear carrier (1) to rotate with the sun gear (4) . The output shaft then rotates
slower than the main shaft. The gear ratio of 4.31:1 is achieved at the output shaft in the low range.

High range

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In the high range, the ring gear (2) is released from the range gear housing. The planet gears (3) are
engaged together with the planet gear carrier (1) . The complete planet gear carrier together with the
sun gear (4) rotates as one unit. The main shaft and the output shaft then rotate at the same speed.
The gear ratio of 1:1 is achieved in the high range.

GCU

GCU, overview

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1 Gear shifting mechanism

2 Connector for vehicle electronics
3 Connector for CVU
4 TECU
5 GCU
6 Solenoid valve block
7 Air inlet to GCU

The GCU has the following components:

● The TECU

● The sensors (temperature sensor, position sensor and speed sensor)

● The gear shifting mechanism with selector forks, and the pneumatic system with solenoid valves
and actuators.

TECU
The TECU has the following functions:
● Monitors internal and external sensors

● Determines the gear shift (which gear to engage)

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● Controls the solenoid valves

● Controls the pneumatic actuators

● Controls the gear shifts and the clutch.

Actuator

Overview

1 Shift actuator (engaging sleeve for the range gear)

2 Shift actuator (engaging sleeve for the third and second basic gears)
3 Shift actuator (engaging sleeve for the first basic and reverse gears)
4 Shift actuator (engaging sleeve for the split gear)
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The GCU has four pneumatic actuators that shift the split gears, the basic gears and the range gear.
The shift actuator (4) operates the selector forks for the split gear. The shift actuators (2) and (3)
control the three basic gears, while the shift actuator (1) controls the range gear. All the shift
actuators are three position cylinders except the one for the range gear-engaging sleeve (low and
high). Each shift actuator has three positions. Based on the position of the shift actuator, the selector
forks move forward or backward.

Solenoid valve

Overview

1 Solenoid valve (engaging sleeve for the high range gear (VAHR (Valve High Range)))
2 Solenoid valve (engaging sleeve for the third basic gear (VAG3 (Valve Gear 3)))
3 Solenoid valve (engaging sleeve for the second basic gear (VAG2))
4 Solenoid valve (engaging sleeve for the low split gear (VAIDS (Valve InDirect Split)))
5 Solenoid valve (engaging sleeve for the high split gear (VADS (Valve Direct Split)))
6 Solenoid valve (engaging sleeve for the reverse gear (VAGR (Valve Gear Reverse)))
7 Solenoid valve (engaging sleeve for the first basic gear (VAG1))
8 Solenoid valve (engaging sleeve for the low range gear (VALR (Valve Low Range)))

The GCU has the solenoid valves placed in the common valve block. The TECU controls the
solenoid valves. Two solenoid valves control the engaging sleeves for the split gear, the three basic
gears and the range gear.
All the engaging sleeves, except the one on the range gear, are set in three different positions,
where the middle position is neutral.

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Sensors

Overview

1 Position sensor
2 Temperature sensor
3 Main shaft speed-sensor
4 Countershaft speed sensor
5 Internal X3 connector

The TECU is integrated with an inclination sensor and a compressed air pressure sensor.

Interlock system

Overview

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1 Selector fork (for second basic gear and third basic gear)
2 Push rod (for reverse gear and first basic gear)
3 interlock pin
4 Selector fork (for reverse gear and first basic gear)
5 Push rod (for second basic gear and third basic gear)

The interlock system prevents improper gear engagement in the gearbox. It also ensures that only
one gear is engaged at a time to avoid potential damage to the gearbox.
The interlock system has an interlock pin, which is located between the push rod (second basic gear
and third basic gear) and the push rod (reverse gear and first basic gear) on the GCU.
The interlock pin mechanically prevents the reverse gear or first basic gear and the second basic
gear or third basic gear from engaging at the same time. The interlock pin is operated by the
movement of the push rod (second basic gear and third basic gear) and the push rod (reverse gear
and first basic gear).

EVU

EVU, overview

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1 TECU
2 EVU
3 Gear shifting mechanism
4 Selector fork
5 Crawler gear (countershaft extension)
6 Input shaft (front)
7 Input shaft (rear)

The EVU (2) is on the side of the crawler gear housing and is connected to the gear-shifting
mechanism (3) together with the selector fork (4).
The TECU (1) controls the EVU. The forward and backward movement of selector fork will either
engage or disengage the crawler gear (5) pneumatically.

Overview

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1 Air inlet to EVU

2 EVU
2A Solenoid valve, engagement
2B Solenoid valve, disengagement
3 EVU connector
4 Gear selector rod position sensor
5 Exhaust duct
6A Air inlet to cylinder, engaging
6B Air inlet to cylinder, disengaging
7 Selector fork
8 Gear selector rod
9 Spring-loaded ball detent
10 Pneumatic cylinder housing

The GCU supplies the compressed air to the EVU (2) through the air inlet (1). The EVU is connected
to the pneumatic cylinder housing (10) through the air channels (6A) and (6B). The solenoid valves
(2A) and (2B) control the air flow to the pneumatic cylinder. The air is left out into the atmosphere
through the exhaust duct (5).
The solenoid valve (2A) engages the crawler gear by releasing compressed air into the cylinder. The
compressed air pushes the piston forward. The movement of piston moves the gear selector rod (8)
and the selector fork (7).
The disengaging process works in the same way but uses the solenoid valve (2B) to move the
selector fork backwards. The spring-loaded ball detent (9) makes sure that the gear selector rod is in
the correct position for engaging and disengaging.

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The TECU receives the signal from the position sensor (4) about the position of the gear selector rod
through the connector (3).

Countershaft brake

Overview

1 Countershaft brake housing

2 Spring
3 Piston
4 Disc set

The countershaft brake is at the front end of the countershaft extension and it brakes or
synchronises the rotating parts in the gearbox in the following conditions:
● While shifting the gear up

● While selecting start gear

● While activating the PTO (optional).

The countershaft brake has a cylinder with a multi-disc brake (friction discs and steel discs) operated
pneumatically by a solenoid valve in the GCU.

Split gear synchronization

Split gear synchronization, overview

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1 Input shaft
2 Split gear
3 Gearwheel-engaging ring
4 Synchronizing cone
5 Engaging sleeve
6 Third gear
7 Crawler gear

There is a synchronizing cone (4) between the split gear (2) and the third gear (6).
When the engaging sleeve (5) moves towards anyone of the gearwheel, the engaging sleeve pushes
the synchronizing cone against the gearwheel-engaging rings (3). The friction between the conical
surfaces of the gearwheel-engaging ring and the synchronizing cone makes the gearwheel rotate at
the same speed as the input shaft (1).

Gear system

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The gear system has several gearwheels that are engaged and disengaged by moving the engaging
sleeves. The TECU pneumatically controls selector forks (1-5) that move each of the five sleeves (6-
10) .
The gearbox has three basic gears, a reverse gear, an integrated split gear, a range gear and a
crawler gear. The split gear doubles the basic gears to six, and the reverse gears to two. When
combined with the range gear, the gearbox increases the forward gears to 12 and the reverse gears
to four.
In addition, the crawler gear gives one (ASO-C) or two (ASO-ULC) extra forward gears and two extra
reverse gears (optional). The gearbox can gives a maximum of 14 forward gears and six reverse
gears.

Overdrive and direct drive

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In the overdrive gearbox, the split gearwheel on the input shaft and the corresponding gearwheel on
the countershaft are switched when compared to the direct drive gearbox. The positions of the low
split and high split gears are also switched.
● DD = Direct Drive

● OD = OverDrive

● LS = Low Split

● HS = High Split

Power flow
Note
Illustrations show the ASO-ULC variant but the power flow is the same as for the ASO-C.

Neutral 1

Direct drive Overdrive

Gear N1 Gear N2

Neutral 2

Direct drive Overdrive

Gear N2 Gear N1
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Forward (crawler)

Direct drive Overdrive

Gear C1 - Low range (A) Gear C1 - Low range (A)
(ASO-ULC and ASO-C) (ASO-ULC and ASO-C)

Forward (crawler)

Direct drive Overdrive

Gear C2 - Low range (A) Gear C2 - Low range (A)
(ASO-ULC only) (ASO-ULC only)

Forward

Copyright to this documentation belongs to the Volvo Group. No reproduction, copying, change, amendment or other similar disposal is entitled without prior written consent by
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IMPACT 4.08.02 14/10/2024

Direct drive Overdrive

Gear 1 - Low range (A) Gear 2 - Low range (A)
Gear 7 - High range (A) Gear 8 - High range (A)

Forward

Direct drive Overdrive

Gear 2 - Low range (A) Gear 1 - Low range (A)
Gear 8 - High range (A) Gear 7 - High range (A)

Forward

Copyright to this documentation belongs to the Volvo Group. No reproduction, copying, change, amendment or other similar disposal is entitled without prior written consent by
the Volvo Group
The information contained herein is current at the time of its original distribution, but is subject to change. The reader is advised that printed copies are uncontrolled.

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IMPACT 4.08.02 14/10/2024

Direct drive Overdrive

Gear 3 - Low range (A) Gear 4 - Low range (A)
Gear 9 - High range (A) Gear 10 - High range (A)

Forward

Direct drive Overdrive

Gear 4 - Low range (A) Gear 3 - Low range (A)
Gear 10 - High range (A) Gear 9 - High range (A)

Forward

Direct drive Overdrive

Gear 5 - Low range (A) Gear 6 - Low range (A)
Gear 11 - High range (A) Gear 12 - High range (A)

Forward

Copyright to this documentation belongs to the Volvo Group. No reproduction, copying, change, amendment or other similar disposal is entitled without prior written consent by
the Volvo Group
The information contained herein is current at the time of its original distribution, but is subject to change. The reader is advised that printed copies are uncontrolled.

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IMPACT 4.08.02 14/10/2024

Direct drive Overdrive

Gear 6 - Low range (A) Gear 5 - Low range (A)
Gear 12 - High range (A) Gear 11 - High range (A)

Reverse (crawler)

Direct drive Overdrive

Gear RC - Low range (A) Gear RC - Low range (A)
Gear R3 - High range (A) Gear R3 - High range (A)
(ARSO-MSR only) (ARSO-MSR only)

Reverse

Copyright to this documentation belongs to the Volvo Group. No reproduction, copying, change, amendment or other similar disposal is entitled without prior written consent by
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The information contained herein is current at the time of its original distribution, but is subject to change. The reader is advised that printed copies are uncontrolled.

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IMPACT 4.08.02 14/10/2024

Direct drive Overdrive

URSO URSO
● Gear R1 - Low range (A) ● Gear R2 - Low range (A)

● Gear R3 - High range (A) ● Gear R4 - High range (A)

ARSO-MSR ARSO-MSR
● Gear R1 - Low range (A) ● Gear R2 - Low range (A)

● Gear R4 - High range (A) ● Gear R5 - High range (A)

Reverse

Direct drive Overdrive

URSO URSO
● Gear R2 - Low range (A) ● Gear R1 - Low range (A)

● Gear R4 - High range (A) ● Gear R3 - High range (A)

ARSO-MSR ARSO-MSR
● Gear R2 - Low range (A) ● Gear R1 - Low range (A)

● Gear R5 - High range (A) ● Gear R4 - High range (A)

Pneumatic system
Copyright to this documentation belongs to the Volvo Group. No reproduction, copying, change, amendment or other similar disposal is entitled without prior written consent by
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IMPACT 4.08.02 14/10/2024

Pneumatic system, overview

1 Actuator (GCU)
2 Air supply to GCU
3 GCU exhaust duct
4 Air connection to EVU
5 EVU
6 EVU exhaust duct
7 Air connection to CVU
8 CVU
9 Countershaft brake
10 Clutch cylinder
11 Clutch housing exhaust duct
12 Air supply port (clutch cylinder)
13 Air supply port (countershaft brake)
14 Exhaust port (clutch cylinder and countershaft brake)

The following components are connected to the pneumatic system:

● Gearshift actuators, GCU and CVU

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the Volvo Group
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IMPACT 4.08.02 14/10/2024

● Gearshift actuator, EVU

● Countershaft brake

● Clutch cylinder.

The GCU and the CVU receives compressed air from the APM (Air Production Modulator) (port 24)
or other supply depending on the market.
The CVU supplies compressed air to the countershaft brake and clutch cylinder.
The exhaust air from the GCU, EVU and the CVU is vented through the exhaust ducts.

Pneumatic air flow

Pneumatic air flow in the clutch cylinder

A Fresh air flow to clutch cylinder

B Exhaust air flow from clutch cylinder
1 Air supply port (clutch cylinder)
2 Clutch active chamber
3 Clutch passive chamber
4 Air inlet to CVU
5 CVU
6 Exhaust port (clutch cylinder and countershaft brake)
7 Filter (exhaust air outlet)

Copyright to this documentation belongs to the Volvo Group. No reproduction, copying, change, amendment or other similar disposal is entitled without prior written consent by
the Volvo Group
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IMPACT 4.08.02 14/10/2024

Air enters the CVU (5) through the air inlet pipe (4). When the clutch starts to disengage, air from the
CVU enters the clutch active chamber (2) of the clutch cylinder through the air supply port (1) of the
CVU.
When the clutch starts to engage, air from the clutch active chamber returns to the CVU through the
air supply port (1). From the CVU, air enters the clutch passive chamber (3) of the clutch cylinder
through the exhaust port (6) and exits into the atmosphere through the filter (7) in the clutch cylinder.

Pneumatic air flow in the countershaft brake

A Fresh air flow to countershaft brake

B Exhausted air from countershaft brake
1 Clutch cylinder
2 Filter (exhaust air outlet)
3 Exhaust port (clutch cylinder and countershaft brake)
4 Air inlet to CVU
5 CVU
6 Air supply port (countershaft brake)
7 Countershaft brake

Air enters the CVU (5) through the air inlet (4) pipe. To engage the countershaft brake (7), air must
enter the countershaft brake housing through the air supply port (6) of the CVU.
When the countershaft brake is disengaged, air from the countershaft brake returns to the CVU
through the air supply port. From the CVU, air enters into the passive chamber of the clutch cylinder
(1) through the exhaust port (3) and exists into the atmosphere through the filter (2) in the clutch
cylinder.

Copyright to this documentation belongs to the Volvo Group. No reproduction, copying, change, amendment or other similar disposal is entitled without prior written consent by
the Volvo Group
The information contained herein is current at the time of its original distribution, but is subject to change. The reader is advised that printed copies are uncontrolled.

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IMPACT 4.08.02 14/10/2024

Lubrication and cooling

Oil distribution

1 Plug
2 Inspection cover
3 Drain plug
4 Suction pipe in oil sump
5 Oil pump
6 Oil filter
7 Oil filter support pipe
8 By-pass valve
9 Overflow valve
10 Inlet oil distribution gallery (main shaft)
11 Oil distribution pipe

The gearbox housing has an oil filter housing that is installed on the left side of the gearbox. The oil
filter housing includes the full-flow oil filter (6). The oil filter is supported by the oil filter support pipe
(7), which prevents the filter from falling.
The oil filter is attached to the by-pass valve (8). The by-pass valve lubricates the gearbox even if the
full-flow oil filter gets blocked. The overflow valve (9) maintains the required oil pressure and ensures
that the oil pressure is within the range. The oil distribution pipe (11) lubricates the split gearwheel in
the overdrive gearbox and direct drive gearbox.

Copyright to this documentation belongs to the Volvo Group. No reproduction, copying, change, amendment or other similar disposal is entitled without prior written consent by
the Volvo Group
The information contained herein is current at the time of its original distribution, but is subject to change. The reader is advised that printed copies are uncontrolled.

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IMPACT 4.08.02 14/10/2024

The oil pump (5) is an eccentric pump driven by the countershaft through the reverse idler gear and
installed on the reverse shaft.

Lubrication

Overview

1 Oil supply to oil distribution gallery

2 Oil supply to countershaft brake

The gearbox is lubricated by a combination of oil under pressure (red areas in the illustration) and
splashed oil. There are oil ducts for lubricating and cooling the following components:
● Bearings

● Gearwheels

● Range gear

● Countershaft brake.

Copyright to this documentation belongs to the Volvo Group. No reproduction, copying, change, amendment or other similar disposal is entitled without prior written consent by
the Volvo Group
The information contained herein is current at the time of its original distribution, but is subject to change. The reader is advised that printed copies are uncontrolled.

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IMPACT 4.08.02 14/10/2024

The input shaft and the main shaft have drilled ducts for oil distribution. The main shaft has an oil
distribution pipe to control the oil flow. The optional emergency power steering pump drive, the
retarder gearwheel and the PTO are also lubricated. The PTO is lubricated through an external hose
from the oil filter housing.

Gearbox ventilation

The ventilation in the gearbox prevents excessive pressure build-up, for example, during a cold start.

Oil cooler

Oil cooler, overview

Copyright to this documentation belongs to the Volvo Group. No reproduction, copying, change, amendment or other similar disposal is entitled without prior written consent by
the Volvo Group
The information contained herein is current at the time of its original distribution, but is subject to change. The reader is advised that printed copies are uncontrolled.

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IMPACT 4.08.02 14/10/2024

1 Coolant inlet
2 Coolant outlet
3 Oil inlet
4 Oil outlet

The oil cooler in the gearbox gives sufficient cooling. Under the conditions of low load and low
ambient temperature, the oil cooler raises the temperature of the gearbox. The oil cooler receives oil
from the oil filter through the oil inlet (4) and returns it through the oil outlet (3) to the oil filter. The
coolant enters through the coolant inlet (1) and exits through the coolant outlet (2) of the oil cooler.
Note
Components may differ from market to market.

Related information
Component description
➠ Clutch, component description
➠ Hydraulic retarder, component description
Function description
➠ Gearbox, mechanical, function description
➠ Predictive cruise control, function description
System descriptions
➠ Vehicle electronics overview, system description
➠ APM, component description
➠ Air supply, system description

Copyright to this documentation belongs to the Volvo Group. No reproduction, copying, change, amendment or other similar disposal is entitled without prior written consent by
the Volvo Group
The information contained herein is current at the time of its original distribution, but is subject to change. The reader is advised that printed copies are uncontrolled.

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