Self Study

The method for valve adjustment is changed on the D13 and D16.

On these engines, the valve clearance is now adjusted using adjusting screws,
shims are no longer used.
See FGI 214 in PROSIS
Self Study
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Self Study
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Description
Engine sensors.
Self Study
The fuel system has two sides, a suction side and a pressure side.
The fuel is filtered by two fuel filters: the pre-filter with water separator and the
main filter.
The fuel is routed through the engine control unit (E-ECU) in order to cool the
E-ECU.
The fuel is routed to the fuel injectors, one per cylinder, which then inject the
fuel into the cylinders.
Self Study
The engine draws air into the combustion from the space under the engine
hood. The reason for drawing in air from the space under the engine hood is
that it contributes to maintaining the desired temperature of the induction air.
Regulation of the combustion air temperature is handled by the intercooler fan,
and the option for the software to switch off the intercooler fan when cooling
the combustion air is not required.
Self Study
In addition to the cam for normal exhaust lift (A), the camshaft lobe for the
exhaust valves has two additional smaller cams (B & C) for the engine brake
function. These are called charging cam (B) and decompression cam (C).
Self Study
This animation shows the function of VEB Classic, however, the function is the
same also for engines with VCB+ although the hardware differs.

When VEB is activated, the EPG is closed, at the same time the VCB control
valve opens so that full oil pressure of approximately 4 bar is supplied to the
chamber above the hydraulic piston in the exhaust rocker arm, which results in
elimination of the pre-set valve clearance and activation of the compression
brake (VCB).

During engine braking, no combustion takes place. The engine is driven by the
machine's drive train and pumps only air. When VEB is activated, engine
braking power increases during the exhaust stroke and the compression
stroke.

The EPG restricts air flow through the manifold, which means that the piston
works against a higher back-pressure. Braking power increases since the air
cannot be pressed out as easily.

Around bottom dead centre the exhaust valves open for a short period of time
(by the first small cam lobe, charging cam), which means that air under high
pressure from the manifold can flow back into the cylinder. Braking power
during the compression stroke will be considerably higher due to this pre-
loading.

At the end of the compression stroke, the exhaust valves open once again for
a short period of time (by the second small cam lobe, decompression cam) to
release the compressed air. Thus, the push-back effect during the working
stroke is avoided, which would otherwise reduce the engine's braking power.
Self Study
Volvo Engine Brake (VEB) consists of two subsystems.
The illustration shows the different combinations of subsystems for VEB that
are available depending on engine variant.
EPG (Exhaust Pressure Governor) or VGT (Variable Geometry Turbocharger)
is used to create exhaust back pressure that the VCB (Volvo Compression
Brake) system needs to function
Self Study
The EPG (Exhaust Pressure Governor) is a compressed air-operated valve
which restricts the flow of exhaust gases through the exhaust system during
engine braking. During exhaust braking, the valve is almost entirely closed and
provides the engine with back pressure, thus increasing braking power.

The EPG is fitted on the turbocharger exhaust outlet.

Self Study
The picture shows the EPG, butterfly valve, from all directions.
Self Study
Both the engine brake EPG and turbocharger waste gate valve (bypass valve)
are controlled using compressed air supplied by the air compressor, driven by
the engine timing gear, and regulated by an air valve called the AVU (Air Valve
Unit) valve.

The AVU valve consists basically of a solenoid valve, an air valve and a printed
circuit board and is controlled by the engine management system (EMS). The
valve regulates the pressure continuously and has a built-in reduction valve,
which releases different pressures for the respective amounts of braking.
Self Study
The variable geometry turbocharger has a set of vanes and a sliding nozzle
ring that maintains sufficient back pressure in the exhaust manifold for
controlling exhaust back pressure for enhanced engine braking. By fully
closing the nozzle mechanism, the turbocharger performs as an exhaust
brake.
Self Study
The drive belts are multi V-belts for long service intervals. Automatic belt
tensioners keep the belts tensioned.
Self Study
1. Cooler
2. Sensor, engine cooling circuit, SE2602
3. Expansion reservoir
4. Monitor, coolant level, SE2603
5. Sensor, engine, SE2606
6. Thermostat
7. Hydraulic coolant pump
8. Hoses, heating the AdBlue®/DEF
9. Hoses, cab heat
10. Heat exchanger, brake cooling
11. Electric pump, MO2603
12. Non-return valve, electric pump
13. Heat exchanger, gearbox
Self Study
1. Cooler
2. Expansion reservoir
3. Monitor, coolant level, SE2603
4. Sensor, coolant temperature, engine, SE2606
5. Thermostat, primary system
6. Hoses, heating the AdBlue®/DEF
7. Hydraulic coolant pump
8. Hoses, cab heat
9. Electric coolant pump MO2603
10. Non-return valve, electric coolant pump
11. Sensor, coolant temperature, engine cooling circuit, SE2602
12. Heat exchanger, torque converter and brake cooling
Self Study
1. Cooler
2. Expansion tank
3. Monitor, coolant level, SE2603
4. Cab heating, return
5. Check valve
6. Electric water pump
7. Sensor, coolant temperature, engine cooling circuit, SE2602
8. Heat exchanger, transmission
9. Heat exchanger, brakes
10. Cab heating, feed
11. Oil cooler cover
12. Coolant pump
13. Thermostat
14. Compressed air compressor
15. Solenoid valve (MA2517), AdBlue®/DEF heating, only engine D11L
16. AdBlue®/DEF pump unit, applies to engines with stage 4 emissions
requirements
17. AdBlue®/DEF tank, applies to engines with stage 4 emissions
requirements
18. Sensor, coolant temperature engine, SE2606
19. Engine
20. Turbo
Self Study
1. Cooler
2. Expansion tank
3. Monitor, coolant level, SE2603
4. Cab heating, return
5. Check valve
6. Electric water pump
7. Sensor, coolant temperature, engine cooling circuit, SE2602
8. Heat exchanger, transmission
9. Heat exchanger, brakes
10. Heat exchanger, brakes
11. Cab heating, feed
12. Turbo
13. EGR cooler, applies to D13J, D16J
14. Thermostat
15. Oil cooler cover
16. Coolant pump
17. Compressed air compressor
18. Solenoid valve MA2517, AdBlue®/DEF heating, applies to D13J, D16J
19. AdBlue®/DEF pump unit, applies to engines with stage 4 emissions
requirements
20. AdBlue®/DEF tank, applies to engines with stage 4 emissions
requirements
21. Sensor, coolant temperature engine, SE2606
22. Engine
Self Study
The power take-off is integrated in the engine's timing gear casing and drives
the engine-dependent hydraulic pumps via a bolt-on extension of the
crankshaft and two transfer gears. The power take-off is force-feed lubricated
from the engine's ordinary lubrication system. There is no inner return pump
for lubrication oil, instead return pumping of engine oil takes place using an
external pump that is located together with the fuel feed pump on the engine's
left side.
The suction strainer for the return pump is located in the bottom of the PTO.
This must be cleaned in accordance with the service interval, see PROSIS.
Self Study
A gear pump pumps lubrication oil from the power take-off back into the oil
sump. The pump is tandem-mounted with the fuel feed pump and is driven by
the engine timing gear.
Self Study
The film describes the aftertreatment system on a general level.
The first part shows the passive regeneration and how the NOx levels are
lowered using AdBlue®/DEF.

For a more in-depth understanding of how the system works, please refer to
the EATS T4F course.
Self Study
The film describes the aftertreatment system on a general
level.
The first part shows the passive regeneration and how the
NOx levels are lowered using AdBlue®/DEF.

For a more in-depth understanding of how the system

works, please refer to the EATS T4F course.
Self Study
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Self Study
When the EATS system is regenerating, high heat is created.
As we know, on ART the EATS system is located inside the right-hand fender.
In order to avoid the temperature becoming too high in the EATS space, it is
ventilated with an electric fan.

The fan is controlled by software. To see the exact conditions for switching the
fan on and off, see PROSIS.

NOTICE
Lift the ground cable from the battery terminal before doing any work where
the fan becomes accessible or is accessible.

For a function description, see PROSIS FGI 254.

Self Study
As we know, the silencer is fitted inside the right-hand fender on the A25G and
A30G.
Since the silencer is fitted in an enclosed space, this space must be ventilated.
This takes place by means of air exchange, where air is drawn from the
charge-air fan's casing. The air is routed down into the silencer space and is
released out from the front fender's evacuation grille.

The space in the fender in front of the silencer space is ventilated by means of
self-induction. See the ventilation pipe in the slide.
Self Study
The slide shows the drivetrain on the A25G and A30G. The front axle is slightly
angled to meet the propeller shaft from the drop-box at the correct angle. The
power backwards from the drop-box is directed via the intermediate shaft in
the hitch to the first bogie axle. At the front of the first bogie axle, there is a
small power divider that leads the power down to the final drive (differential
carrier assembly) for the first bogie axle. If ATC (Automatic Traction Control)
detects slipping, the system can activate six-wheel drive and thus activate a
solenoid valve that engages the dog clutch in the first bogie axle, which
transmits power to the rear bogie axle.
Self Study
The slide shows the drivetrain on the A35G, A40G and A45G. The front axle is
slightly angled to meet the propeller shaft from the drop-box at the correct
angle. The power backwards from the drop-box is directed via the intermediate
shaft in the hitch to the first bogie axle. At the front of the first bogie axle, there
is a small power divider that leads the power down to the final drive (differential
carrier assembly) for the first bogie axle. If ATC (Automatic Traction Control)
detects slipping, the system can activate six-wheel drive and thus activate a
solenoid valve that engages the dog clutch in the first bogie axle, which
transmits power to the rear bogie axle.
Self Study
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Self Study
PT-transmissions are fully automatic planetary transmissions. Gear shifting is
controlled by the gear selector's position and an electronic control unit, the V-
ECU. Gear engagement is controlled by the electro-hydraulic control system.
Calibration is required when changing transmission or PWM valve for lock-up,
clutches and brakes. Calibration is performed using Tech Tool.
Among other things, the designation indicates the size of the transmission, e.g.
PT2519
PT — planetary transmission
25 – 2500 Nm
1 - version
9 – number of gears
Self Study

Transmission PT2116
1. Torque converter housing
2. Transmission housing
3. Body Piston
4. Ring
5. Cover
6. Torque converter
7. Lock-up clutch
8. Turbine shaft
9. Stator shaft
10. Main shaft
11. Tubular shaft
12. Output shaft
13. Oil pump
14. Directional clutch K1
15. Directional clutch K2
16. Brake B1
17. Brake B2
18. Brake B3
19. Brake B4
20. Brake B5
21. Planetary stage
22. Suction strainer
23. Control system
24. Oil sump
25. Drive flange
26. Sensor, output speed SE4307
27. Turbine speed sensor SE4213
28. Sensor, rotational direction output shaft SE4209
29. Input speed sensor, gearbox SE4212

PT2116 is a fully automatic planetary transmission.

The torque converter has free-wheel stator and direct clutch, so-called Lock-
up.
The transmission has six forward gears and two reverse gears.
The engine's output torque is transmitted and reinforced by the torque
converter to the transmission. The hydraulic torque transmission is
automatically disengaged by the direct clutch (Lock-up) when the torque
transmission takes place mechanically.
The transmission is supplied with hydraulic pressure by two pumps that are
driven by the engine via the torque converter.

Gears are selected with the gear selector. The control unit controls the gear
engagement according to impulses from the sensors for engine speed and the
machine's ground speed. Clutches and brakes are activated by PWM valves in
the transmission's control system. At gearshifting, a clutch/brake is applied at
the same time as the earlier gear's brake is disengaged. A combination of
clutches and brakes is engaged when a certain gear is selected.
Transmission PT2116, components
Self Study

Transmission PT2519
1. Torque converter housing
2. Transmission housing
3. Body Piston
4. Ring
5. Cover
6. Torque converter
7. Lock-up clutch
8. Turbine shaft
9. Stator shaft
10. Main shaft
11. Tubular shaft
12. Output shaft / range axle
13. Oil pump
14. Directional clutch K1
15. Directional clutch K2
16. Brake B1
17. Brake B2
18. Brake B3
19. Brake B4
20. Brake B5
21. Planetary stage
22. Clutch K3
23. Suction strainer
24. Control system
25. Oil sump
26. Range gearbox
27. Drive flange
28. Turbine speed sensor (SE4213)
29. Range speed sensor (SE4215)
30. Sensor, output speed (SE4307)
31. Sensor, rotational direction output shaft (SE4209)
32. Input speed sensor, gearbox SE4212

Self Study
From the front, PT2519 is equipped with torque converter, K1, K2, B1, B2, B3,
B4, B5, and finally K3. The torque converter has a free-wheel stator and direct
clutch, Lock-up.
The main difference compared with the smaller transmission (PT2116) is that
the transmission is equipped with an additional clutch. The additional clutch K3
provides a low range part in the transmission, added to the previous six gears.
In theory, this means that PT2519 features six gears in low range as well as
six gears in high range, a total of 12 gears. In practise, a few are too close to
each other in gear ratio to be usable. For this reason, only nine forward gears
are used.

The transmission is supplied with hydraulic pressure by two pumps that are
driven by the engine via the torque converter.
Gear position is requested with the gear selector. The control unit controls
gear engagement according to impulses from the sensors for engine speed
and the machine's ground speed. Clutches and brakes are activated by
proportional valves in the transmission's control system. During gear shifting, a
clutch/brake is applied at the same time as the previous gear's brake is
disengaged. A combination of clutches and brakes is engaged when a certain
gear is selected.
Self Study
Included parts/components (alphabetical order)
B1-B5 Brakes
C Torque converter
C1-C2 Clutch
CC Oil cooler, torque converter
CR Valve, torque converter pressure
CV-MP Safety valve, main pressure
F1 Main oil filter
F2 Lubrication oil filter
LRV Valve, lubrication oil pressure
LU Lock-up clutch
MP-V Main pressure valve
P1 Pump, main pressure
PC Pump, torque converter
PWM4201 Steering main pressure safety valve CV-MP
PWM4203 Control, lock-up
PWM4205 Control, brake B1
PWM4206 Control, brake B2
PWM4207 Control, brake B3
PWM4208 Control, brake B4
PWM4209 Control, brake B5
PWM4210 Control, clutch C1
PWM4211 Control, clutch C2
PWM4212 Not used on this model
SE4202 Sensor, oil temperature, combined with SE42032
SE4203 Sensor, oil level, combined with SE4202
SE4214 Monitor, lubrication oil pressure
SE4218 Monitor, pressure, main oil filter
SE4219 Sensor, main oil pressure

Pressure check connection

B1 - B5 Brake pressure, brake B1-B5
K1 - K2 Clutch pressure, clutch K1-K2
P1 Main pressure
PC1 Torque converter pressure IN
PC2 Torque converter pressure OUT
PL Lubrication oil pressure after valve LRV
PLU Pressure, lock-up clutch
PS Lubrication oil pressure before valve LRV
Self Study
Included parts/components (alphabetical order)
Included components (alphabetical order)
B1-B5 — Brakes
C — External heat exchanger
CR — Valve, torque converter pressure
CV — Torque converter
CV-MP — Safety valve, main pressure
F1 — Main oil filter
F2 — Lubrication oil filter
K1-K3 — Clutches
LRV — Valve, lubrication oil pressure
LU — Clutch, Lock-up
MP — Valve, main pressure
P1 — Pump, main pressure
PC — Pump, torque converter
PWM4201 — Control, main pressure safety valve
PWM4203 — Control, Lock-up
PWM4205 — Control, brake B1
PWM4206 — Control, brake B2
PWM4207 — Control, brake B3
PWM4208 — Control, brake B4
PWM4209 — Control, brake B5
PWM4210 — Control, clutch K1
PWM4211 — Control, clutch K2
PWM4212 — Control, clutch K3
SE4202 - Sensor, oil temperature
SE4203 - Sensor, oil level
SE4214 — Monitor, lubrication oil pressure
SE4218 — Monitor, pressure main oil filter
SE4219 - Sensor, main oil pressure

Pressure check connection

MB1-MB5 — Pressure, brake B1-B5
MK1-MK3 — Pressure, clutch K1-K3
MP1 — Main pressure
MPC1 — Pressure, torque converter in
MPC2 — Pressure, torque converter out
MPLU — Pressure, Lock-up clutch
PS — Pressure, lubrication oil before valve LRV
PL — Pressure, lubrication oil after valve LRV
Self Study
The figure shows drop-box IL-1.
IL–1 is used in A25 and A30.
IL–2 is used in A35, A40 and A45.
IL is a single-stage, in-line drop-box.
The difference between IL-1 and IL-2 is primarily a larger gear and reinforced
mounting for the ground-dependent pump.
Self Study
The input drive flange to the left is connected to the gearbox via a propeller
shaft. In the centre, the longitudinal differential is connected to the upper main
gear/rear output shaft as well as the lower main gear/front output shaft. The
differential enables speed variations between the tractor unit and trailer unit.
An extra gear is bolted to the lower main gear/output shaft for drive of the
lubrication oil pump/ground-dependent pump.
Self Study
Top: Disengagement cylinder for longitudinal differential lock and sensor for
detecting activated differential lock.
Adjusting of this differential lock is only performed to ensure that the shift fork
is centred in the groove on the dog clutch half (claw). Incorrectly adjusted
differential lock leads to wear on the shift fork when the differential lock is
engaged.
The power is transmitted from the gearbox via a propeller shaft to the drop-
box's input drive flange. The drive flange is connected to the differential that
distributes the power to the rear output drive flange and the front output drive
flange.
Self Study
View B-B shows the lower main gear with output drive flange to the front axle.
The gear for the lubrication oil pump/ground-dependent pump is bolted to the
lower main gear. This is one of the details that is different between IL1 and IL2.
Cut-away view D-D and E-E show lubrication oil valves that enable lubrication
regardless of travel direction.
View C-C shows the lubrication oil pump with valves and suction pipe. Drive
for the ground-dependent pump can be seen in the middle of the lubrication oil
pump.
Self Study
The intermediate shaft in the hitch of A25G and A30G transmits the power
from the drop box to the trailer unit. The intermediate shaft is carried in a ball
bearing at the front and with a roller bearing at the rear. During assembly, the
front and rear bearing must be lubricated with special grease, in accordance
with PROSIS.
Self Study
The intermediate shaft in the hitch of A35G, A40G and A45G transmits the
power from the drop-box to the trailer unit. The intermediate shaft is carried in
a ball bearing at the front and with a roller bearing at the rear. During
assembly, the front bearing must be lubricated with special grease. See
PROSIS for quantity and specification.
Self Study
Since the front axle has a slight angle, the axle housing is provided with a
guide plate that reduces the axle oil's impact on the crown gear. This guide
plate contributes to reduced power losses in the axle. The final drive
(differential carrier assembly) has a differential that can be locked with a
compressed air-operated differential lock with dog clutch.
Self Study
In the front edge of the first bogie axle there is a small drop-box fitted which,
by means of two gears, routes the power down from the input drive flange to
the axle and pinion of the final drive (differential carrier assembly).
The drop-box is equipped with a compressed air-operated dog clutch for
engagement and disengagement respectively of the drive for the subsequent
axle.
Sensors are fitted in the front bogie axle, and they measure the rotation speed
of the respective bogie axle.
Self Study
The wheel hubs on the A25G and A30G have a lot in common.
They have planetary gear and disc brake with multiple discs.
Some parts, such as the spindle and the hub, differ between the A25G and
A30G.
However, the brake housing is common.

Review the power's path from the drive axle via the planetary gears and out to
the road wheel, the hub's design with bearing preload, seals as well as the
different oils that are found in this part of the axle.

Green Axle oil

Red Brake oil
Blue Brake cooling oil
Self Study

Green Axle oil

Red Brake oil
Blue Brake cooling oil

1. Drive shaft
2. Hub reduction
3. Brake discs
4. Brake piston
5. Face seal (slide ring seal)

The hub on the A35G - A45G axle is a unit that is mounted on the end of the
axle housing. The hub reduction is located closest to the axle housing, and the
brake is located outside of the hub reduction. The hub is filled with brake
cooling oil, and for this reason the drive axle is sealed with a face seal
between the axle housing and hub. The number of brake discs in the hub
differs between the axles' position on the machine, and between machines.
The main difference between the hub in the A40G and A45G and the hub in
A35G is the number of planetary gears (three in A35G, and four in A40G and
A45G).
Bearing preload for the wheel bearings is shimmed. The lock nuts that can be
accessed from the outside are locks for the bolted joint.
Self Study
The machine's longitudinal differential lock and 6x6 engagement are controlled
by the ATC-system (Automatic Traction Control).
The differential locks are operated automatically when the system detects
slipping in the driveline. Alternatively, that the operator has activated the ATC
button in order to activate the longitudinal differential lock and 6x6 drive.

Even if the operator requests the engagement of longitudinal differential lock

and 6x6 engagement with the ATC button, the engagement is controlled by the
ATC software.
The ATC software monitors and assesses any slipping in the drivetrain before
the engagement of the longitudinal differential lock and 6x6 engagement are
permitted.
Self Study
The push-button on the floor activates all differential locks and the 6x6 dog
clutch (six-wheel drive). However, these have rpm monitoring so that they are
not activated if the rpm difference is too high in the system.
When the parking brake is activated, the air pressure to the longitudinal
differential lock is vented, and the differential lock is engaged.
The longitudinal differential lock is also activated when the system senses a
negative torque in the transmission during retardation with engine brake.

Switch ATC
Switch upper part = longitudinal 6-wheel drive, engagement and
disengagement of differential lock.
The upper part of the switch is spring-loaded.
Press the switch to engage the longitudinal differential lock and 6-wheel drive.
Press the switch a second time to disengage the longitudinal differential lock
and 6-wheel drive.

Switch set in centre position = ATC deactivated.

Switch lower section depressed = ATC activated.

Self Study
Components used for ATC:
1 SE4212, Input speed sensor, gearbox
2 SE4307, Output speed sensor, gearbox
3 SE4309, Output speed sensor, forwards, drop-box
4 SE4607, Monitor, differential lock position, drop-box (engaged or
disengaged)
5 SE4311, Output speed sensor, backwards, drop-box
6 SE4310, Input speed sensor, rear bogie axle
7 SE6403, Steering angle sensor
8 SE5501 Sensor, pressure parking brake
9 SE4608, Trailer air pressure sensor
- MA4601, Engagement, differential locks, bogie axles
- MA4602, Engagement, drive, rear bogie axle
10 SE3801, Longitudinal inclination sensor
11 SW4604, All differential locks
12 SW4606, ATC on/off
- RE4601 Differential lock, drop-box
13 MA4604, Engagement, differential lock, drop-box
- MA4603, Engagement, differential lock, front axle
Self Study
ATC monitors speed (rpm) differences in the drivetrain. This is performed via
the speed sensor.
The output speed sensor on the transmission provides the basic value for this
calculation.
The speed sensor on the drop-box gives the rpm for the front axle.
The front sensor on the first bogie axle gives the rpm for the first bogie axle,
and the rear sensor gives the rpm for the rear bogie axle.
With these speed (rpm) values, the system has enough information to
independently engage the longitudinal differential lock and 6x6 clutch.

The system also has a steering angle sensor, to enable "removal" of rpm
differences from the calculation that are due to the machine being steered. The
machine's normal inclination sensor is used to keep the clutch/differential lock
in activated position if the inclination is sufficiently large.

The pressure sensors in the system safeguard the quickness in the system (if
we do not have full system pressure, engagement of 6x6 is slower).

Depending on machine speed, the clutches are kept activated for four to ten
seconds during activation.

Basic conditions for engagement of longitudinal differential lock:

- Slip (rpm difference)
- High torque
- Retarder activated
- Pushbutton for all differential locks
Basic conditions for engagement of 6x6-clutch:
- Slip (rpm difference)
- High torque
- Retarder activated
- Pushbutton for all differential locks
- And first reverse gear

ATC Switch
1 Switch upper section
Longitudinal differential lock and 6-wheel drive, engagement and
disengagement. The upper section of the switch is spring-loaded.
The function works via the ATC software.

2 Switch set to centre position

ATC is deactivated.

3 Switch lower section depressed

ATC is activated.