Información de servicio

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Clutches, brakes and planet 420 Información de servicio 16/6/2020
stages, description
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A40F Volvo SN 11001-99999

Clutches, brakes and planet stages, description

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A40F Volvo SN 11001-99999

Introduction
The following is a description of the design and function of the transmission's planet stages, clutches, and brakes. These
components determine the gear ratio through the transmission. Under the heading Supplementary information there are
references to information that in different ways concerns clutches, brakes, and planet stages.
Description
The Powertronic transmission with nine gears includes:

Ÿ three clutches (K1, K2, and K3) — that connect shafts or parts in planet stages with each other,
Ÿ five brakes (B1 – B5) — that lock parts in planet stages or clutch (drum),
Ÿ five planet stages (1 – 5) that give the gear ratio through the transmission.
Figure 1
Clutches, brakes, and planet stages in the transmission

1. Clutch K1 3. Brake B1 7.2 Piston brake B3 11. Brake B5

1.1 Cylinder clutch K1 4. Planetary stage 1 7.3 Discs brake B3 12. Planetary stage 5
1.2 Piston clutch K1 5. Brake B2 7.4 Torsion spring brake B3 13. Turbine shaft
1.3 Discs clutch K1 6. Planetary stage 2 8. Planetary stage 3 14. Tubular shaft
1.4 Torsion spring clutch K1 7. Brake B3 9. Brake B4 15. Clutch K3
2. Clutch K2 7.1 Cylinder brake B3 10. Planetary stage 4

Clutches and brakes

Common for all clutches and brakes is that they consist of a piston in a cylinder that is applied hydraulically, a number of discs,
and a number of torsion. Half of the discs have a coating with high friction coefficient and the other half is without coating.
That which differs between clutches and brakes is that clutches connect different shafts so that drive through the transmission is
affected in different ways (K1 and K2 connect shafts, K3 connect parts in planet stage 5), while brakes lock the clutch drum to
clutches or different parts of planet stages. By applying clutches and brakes it is possible to obtain different gear ratios (gears)
through the transmission, and also change rotational direction of the output shaft.
Clutches and brakes are applied in combinations of three for the different gear positions, with at least one clutch applied at a
time. When applied, clutch K1 gives forward gears while clutch K2 gives reverse gears. This applies for all gear positions except
for gear F7 – F9. When gear F7 is active, all clutches are applied and then the gear ratio through the transmission is 1:1. Either
brake B5 or clutch K3 is applied for all gear positions. These give high and low range; clutch K3 — high range, and brake B5 —
low range. he table below shows which clutches and brakes are activated for each gear.

Gear Brake body Clutch

B1 B2 B3 B4 B5 K1 K2 K3
Forward gears: F1 — — — X X X — —
F2 — — — X — X — X
 F3 — — X — X X — —
F4 — — X — — X — X
F5 X — — — — X — X
F6 — X — — — X — X
F7 — — — — — X X X
F8 — X — — X — X —
F9 — X — — — — X X
Reverse gears: R1 — — — X X — X —
R2 — — — X — — X X
R3 — — X — X — X —

When a certain gear position is requested by a signal from the V-ECU, oil is led to the clutches and brakes that should be applied
for the relevant gear position, via control valves (PWM-valves) located on the control system. The oil fills the cylinder in the
clutch or brake and pushes the piston ahead which then compresses the discs. The friction causes the discs to lock to each other
and the clutch or brake is applied. If a clutch is activated, it connects:

Figure 2
Brake B3 in the transmission

1. Cylinder
2. Piston
3. Steel disc
4. Friction disc
5. Ring gears for planet stage 3
6. Transmission housing

the turbine shaft with the main shaft if clutch K1 is applied, or

the turbine shaft with the tubular shaft if clutch K2 is applied, or
the sun gear and planet carrier in planet stage 5 if clutch K3 is applied.

If a brake is applied, one of the planet stages is locked, except for brake B5 which locks the clutch drum for clutch K3.
When a gear change is to take place, the control valves close off the control valves for the clutch and brake that have been
applied, and the oil drains from the cylinder. In the piston for the brakes, there is a number of torsion springs that push back the
piston to its original position when the oil pressure on the piston drops.
To protect the transmission from damage and to ensure its function, the software in the V-ECU monitors that there is no slipping
between brakes and clutches, see below.
Planetary stages
Figure 3
Principle drawing of planetary stages (planetary gear)

A. Sun gear
B. Planetary gear
C. Ring gear
D. Planetary carrier

The following affects the gear ratio through the transmission:

Ÿ the individual planet stage's gear ratio,

Ÿ that planet stages are connected to each other in different ways, and
Ÿ the possibility to lock certain parts in some of the planet stages.

A planet stage consists of a sun gear, a ring gear, and in between those a number of planet gears as well as a planet carrier to
hold these. By locking the planet stage's different parts and introducing power, or take out power, via different parts it is
possible to obtain different gear ratios through the planet stages and also obtain a direction change of the rotation. See the
following example:

Planet carrier locked Ring gear locked Sun gear locked

Ring gear and sun gear rotate in The sun gear rotates in one direction Ring gear and planet carrier rotate in the
different directions. while the planet gears rotate in opposite same direction.
The sun gear has higher rpm than the direction around their shafts. The planet The ring gear has higher rpm than the
ring gear. gears engage the ring gear's and sun planet carrier.
gear's gear teeth in such a way that the
planet carrier receives the same
rotational direction as the sun gear.
The planet carrier has lower rpm than the
sun gear.
Figure 4 Figure 5 Figure 6

Purple — ring gear

Blue — planet gears
Green — sun gear
The black ring over the planet gears represents the planet carrier

The gear ratio depends on the number of gear teeth in the planet stage's different parts, which part drives, and from which part
the power is taken from the planet stage.
The planet stages are connected to each other and with shafts in the transmission in different ways, for example:

Ÿ Some of the planet stages' planet carriers are locked to other parts in other planet stages. The planet carrier for planet
stage 1 is locked to the sun gear for planet stage 2 and the planet carrier for planet stage 2 is locked to the ring gear for
planet stage 1.
Ÿ For planet stage 3 and 4 the main shaft acts as sun gear, while planet stage 1, 2, and 5 have separate sun gears.
Ÿ Planet stages 1 and 2 are both located on the tubular shaft, but while planet stage 2's sun gear is driven by the tubular
shaft, the sun gear for planet stage 1 is carried in bearings on the tubular shaft and can thus rotate around it.
Ÿ The planet carrier for planet stage 5 transmits the power to the output shaft.

The brakes in the transmission lock different parts of the planet stages:

Ÿ brake B1 locks the sun gear to planet stage 2,

Ÿ brake B2 locks the sun gear to planet stage 1,
Ÿ brake B3 locks the ring gear for planet stage 3,
Ÿ brake B4 locks the ring gear for planet stage 4.

Detecting slipping in brakes and clutches

Slipping between discs in the transmission's clutches and brakes is monitored to safeguard the function and to prevent
transmission damage. Monitoring of slipping in the transmission only takes place if the following conditions are fulfilled:

¡ output speed from the transmission is higher than 170 rpm,

¡ forward gear or reverse gear activated,
¡ gearshifting not in progress (shifting mode is PostShifting or Engaged, see Gearshifting, description).

Slipping is detected in the base transmission (that is, for clutch K1–K2 and brake B1–B4) by comparing the turbine speed
(measured by sensor SE4213) and output speed (measured by sensor SE4307) multiplied by the gear ratio for the current gear.
The range gearbox (that is, clutch K3 and brake B5), slipping is detected by comparing the range speed (measured by sensor
SE4215) and output speed. Slipping is considered to occur in the transmission if the difference between the compared rpms
exceeds a predefined value.
When slipping is detected, the oil pressure is increased by 400 kPa (58 psi) for application of the current combination of brakes
and clutches. Increase of the application pressure remains until slipping has stopped and the turbine torque has decreased to
below 2,000 Nm (1,475 lbf ft).

Figure 7
Warning figure on the information display unit if slipping continues in the transmission

1. Warning
2. Transmission error

If slipping continues after the pressure has been increased out to the applied brake and clutch a new alarm is generated —
priority 1 — and the adjacent figure is shown on the information display unit in the cab. The same warning figure is shown in
case of incorrect activation of control valves for the transmission's clutches and brakes, and at output rpm greater than 0 when
protective function emergency neutral is activated (see Control system, description and Gear shifting strategy).
Supplementary information
General descriptions, transmission:

¡ PT Transmission
¡ Hydraulic diagram PT
¡ Transmission, description
¡ Warning screens, general

Descriptions concerning clutches, brakes, and planet stages:

¡ Lubrication and oil system

¡ Control system and Control system, description
¡ Gearshifting, description and Gear shifting strategy
¡ Sensors and monitors, description and Sensors, description

Diagnostics
Message on information display unit:
Alarm for slipping in transmission:

¡ EF4204–7 (Alarm Transmission Gearbox Slip Detection)

Detailed information about relevant warnings and error codes for included components are found in PROSIS under the tab
Diagnostics.