Service Manual

Trucks
Group 43
Release 02
Powertronic Generation III and IV
VT1605PT, VT1705PT, VT1706PT, VT1906P, VT2206PT
Konstruktion och funktion
FM, FH
Sätts in i pärm FM, FH

20 090010
 Foreword
The descriptions and service procedures contained in this manual are based on designs
and methods studies carried out up to October 06.

The products are under continuous development. Vehicles and components produced
after the above date may therefore have different specifications and repair methods.
When this is judged to have a significant bearing on this manual, supplementary service
bulletins will be issued to cover the changes.

The new edition of this manual will update the changes.

In service procedures where the title incorporates an operation number, this is a

reference to V.S.T. (Volvo Standard Times).

Service procedures which do not include an operation number in the title are for general
information and no reference is made to V.S.T.

The following levels of observations, cautions and warnings are used in this Service
Documentation:

Note: Indicates a procedure, practice, or condition that must be followed in order to have
the vehicle or component function in the manner intended.

Caution: Indicates an unsafe practice where damage to the product could occur.

Warning: Indicates an unsafe practice where personal injury or severe damage to the
product could occur.

Danger: Indicates an unsafe practice where serious personal injury or death could occur.

Volvo Truck Corporation

Göteborg, Sweden

Order number: 20 090010

© 06 Volvo Truck Corporation, Göteborg, Sweden

All rights reserved. No part of this publication may be reproduced, stored in

retrieval system, or transmitted in any forms by any means, electronic,
mechanical, photocopying, recording or otherwise, without the prior written
permission of Volvo Truck Corporation.
ENG23840
 Contents
General ........................................................................ 2 Feedback
Powertronic ................................................................... 2
Foldout A Cross–section of gearbox
Design and Function .................................................. 3
Foldout B Hydraulic diagram
Powertronic, design and function .................................. 3
Control system ............................................................ 35

1
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT General

General

Powertronic

T4012136

This service manual describes the design and function of the automatic gearbox
Powertronic Generation III (produced from December 1998). The illustration above
represents VT1706PT alternatively VT1906PT equipped with power take–off PTPT
for the propeller shaft drive.

2
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT
Design and Function
Powertronic, design and function
Powertronic is a fully automatic gearbox with electronic
control and is available in a 5– or 6–speed variant with or
without a retarder. VT1605PT is 5–speed.
The gearbox control unit (TECU) exchanges information
with the gear selector control unit (GECU) and the
vehicle’s other control units to be able to regulate the gear
changes in an optimal way.
The gearbox consists of a hydraulic torque converter with
a direct clutch, so–called Lock–up, a number of planetary
gears where the gear wheels are continuously engaged,
brakes that lock the different parts in the planetary gears,
forward clutch, reverse clutch and an electronically
controlled control system that monitors and regulates the
gear changing function.
On gear changing the different planetary gear parts
“connect” together with the help of the clutch discs. Due
to this gear changing can occur without the gearbox being
disengaged from the engine. This is called gear changing
without loss of power (Powershift). The driver can choose
between different programs for varying driving conditions.
Data link system
Volvo Truck Corporation’s new vehicle electronic system
in based on the principal that all communication between
the control units in the system is to pass through two
data links.
The vehicle’s main components are equipped with their
own control units which are connected to the data links so
as to be able to communicate with each other.
General information
Communication between the different control units
together with reports from control units to the diagnostics
socket and instruments is achieved through data links
SAE J1939 and SAE J1708.
Note that the illustration shows the principle for how the
control units, diagnostics socket and instruments are
connected to the data links.
Instruments, vehicle control unit, engine control
unit and diagnostics socket are always included
in the system. Other more specific control units are
dependant on the current market, vehicle model and
vehicle specifications.
SAE J1939 (Control link)
The system control signals are sent via this very fast link.
SAE J1708 (Information link)
The information link is connected to the electronic control
units, diagnostics socket and instrument panel. The link
carries information and diagnostic signals.
Design and Function
The hydraulic torque converter gears up the engine
torque which gives the vehicle a very high traction when
starting, At the same time the Powertronic is gentle to
the vehicle since the engine is always running in its best
engine speed range and the hydraulic torque converter
absorbs all the jerkiness in the powertrain.
The torque converter is equipped with a direct clutch
(Lock– up) which locks the turbine rotor and the pump
impeller to each other. The direct clutch, which is
connected to all the gears, gives low running costs
through high efficiency and low fuel consumption.
Powertronic is designed for heavy transport, for instance
work on construction sites and refuse applications.
The transmission ratio range gives in the lowest gear a
high traction when starting which is advantageous when
driving off–road. The highest gear however is high geared
(1:1), which gives lower fuel consumption when driving
on main roads.
The information link keeps the system status continually
updated and available for read-out.
The instrument display is used by the Powertronic
system to be able to show gear position, selected gear,
possible gear shifts, button status, and the system status
through the use of fault codes.
The vehicle control unit gives the Powertronic system
information about the status of the parking brake along
with the vehicle speed and desired retarder torque.
The engine control unit is used mainly when changing
gear to be able to control engine speed and engine torque.
The braking system control unit is mainly used to
disengage the retarder function in the event of the wheels
locking.
The gear selector control unit is used to detect gear
position and the shift mode.
The transmission electronic control unit and
Retarder electronic control unit are used to control the
transmission and the retarder respectively.
For further information concerning Volvo’s new
vehicle electronics system, refer to Service Bulletin
“Vehicle electronics ’98”, Group 000.
3
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function

Instrument cluster
MID 140
Display
MID 171

Vehicle control unit

Diag- MID 144
nos-
tics
socket
Engine control unit
MID 128

Control unit
SAE SAE
air springs
J1708 J1939
MID 150

Control unit
Braking system
MID 136

Gear selector control

unit
MID 223

Gearbox control unit

(Retarder control
unit)
MID 130 (MID 222)

Airbag control unit

MID 232

Theft security control unit

MID 163

Control unit
(Expansion capability)

4
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT
Powertronic, General information
The gearbox is divided into sections (A–E). The front
section (A) contains the torque converter with Lock–up
clutch. The oil pump and power take–off are in (B).
Behind the pump in section (C) is the retarder. In section
(D) are the discclutches that are called K1 and K2 along
with a multi–disc brake called B1. In section (E) there are
4 or 5 planetary gears and 3 or 4 multi–disc brakes B2 to
B5, depending on whether it is a 5– or 6–speed variant.
Main components
The gearbox consists of the following main components:
• Torque converter (section A)
Transfers power from the engine to the gearbox. The
torque converter is equipped with a direct clutch called
Lock–up, which mechanically connects the engine
flywheel to the gearbox.
• Through shaft (section A–E)
The shaft comprises the input, main and output shafts.
• Retarder (section C)
Hydraulically brakes the gearbox input shaft. It
therefore provides extra braking force. This type of
retarder is also called a primary retarder.
Design and Function
T4012112
• Forward/reverse clutches (section D) Connects the
turbine shaft with the main shaft or tubular shaft or both
at the same time depending on which gear is engaged.
• Brakes (section D–E)
Locks parts of the planetary gears to the gearbox
casing.
• Planetary gears (section E)
In various combinations give differing gear ratios.
• Control system
With valves that control the flow of oil and the oil
pressure to the gearbox clutches and brakes as well as
pressure for the torque converter and lubricant.
• Control system
With gearbox control unit (TECU) and gear selector
control unit (GECU) together with other controls and
sensors.
5
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function

Low gear

T4012137

In the rear section of the 6–speed variant there is a low

gear adapter marked (A). The 5–speed variant has one
planetary gear and one brake less than the 6–speed. The
rear end–plate and output shaft have a different design
than the 6–speed variant.

6
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function

Transmission, 5–speed variant

T4012138

The following components in the 5–speed variant transmit

power through the gearbox:
1 Pump impeller

2 Turbine rotor

3 Leading wheel

4 Turbine shaft

5 Forward clutch (K1)

6 Reverse clutch (K2)

7 Main shaft

8 Tubular shaft

9 Output shaft

7
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function

Transmission, 6–speed variant

T4012139

The following components in the 6–speed variant transmit

power through the gearbox:
1 Pump impeller

2 Turbine rotor

3 Leading wheel

4 Turbine shaft

5 Forward clutch (K1)

6 Reverse clutch (K2)

7 Main shaft

8 Tubular shaft

9 Output shaft

8
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function

Torque converter

T4012140

The small illustration shows the torque converter, which

consists of a pump impeller (A), a turbine rotor (B) that is
connected to the turbine shaft (C) and a leading wheel
(D). The space (E) between the pump impeller and the
turbine rotor is filled with fluid. The pump impeller is
fastened to the engine flywheel (F). When the flywheel
starts rotating, the vanes of the pump impeller force the oil
to flow in the direction of the arrow. The flow of oil from the
pump impeller passes over the turbine rotor and makes it
rotate in the same direction as the pump impeller.

The leading wheel, which is located between the pump

impeller and the turbine rotor, is fitted with a free–wheel
so that it can rotate freely in one direction. The vanes on
the leading wheel direct the flow of oil from the turbine
rotor to the pump impeller vanes.

The torque converter provides smooth transmission

ofpower from the engine to the gearbox. The power is
transferred to the turbine shaft (C) hydraulically or via
the direct clutch. Some of the engine driving power
T4012141
is transferred directly via the pump impeller (A) and
intermediate gear (1) to the power take–off and to the
gear box oil pump (3) via the drive sleeve (2), which is
fitted in the torque converter.

9
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function

Lock–up clutch

T4012142

To prevent losses in the torque converter when it is not
required, e.g. when driving at constant speed, the pump
impeller is locked together with the turbine rotor by a direct
clutchdisc called Lock–up (see the arrows). Lock–up is
engaged when the control unit senses the correct speed
from the sensors.
The lock–up function is adaptive “self–learning”,
which means that the engagement time (filling time)
is automatically adapted with respect to wear and
manufacturingtolerances.
Sensor (7070) for engine speed is located against the
power take–off wheel (PTO).
Sensor (7076) for turbine speed is fitted against the K1
drum (may not be present on earlier models).
Sensor (758) detects the speed of the output shaft for the
gearbox control unit.
Sensor (7052) detects the speed of the output shaft for
the tachograph.

10
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT
Power take–off
There are two types of clutch dependant power take–off
for the Powertronic gearboxes. Power take–off PTPT 1:1
is used for the propeller shaft drive and PTPTHD for the
direct–mounted hydraulic pump.
Function
From the torque converter (1), the driving power is
transmitted via the gearwheel (2) to the idler gear (3). The
idler gear transfers the power to a gear (4) in the power
take–off which via the disc clutch (5) drives the output
shaft (6) and the companion flange/hydraulic pump (7).
The power take–off is lubricated and cooled effectively
with oil from the gearbox. Oil is pressed up through
passages in the gearboxhousing to the power take–off.
T4012143
Power take–off PTPT 1:1
T4012144
Power take–off PTPTHD
Design and Function
The power take–off is engaged and disengaged with a
switch on the dashboard.
The switch affects a solenoid valve that opens or closes
the supply of oil from the gearbox. When the switch is
turned on, the solenoid valve (8) opens the flow of oil from
the gearbox to the clutch disc (5).
Oil presses together the discs in the disc clutch so that the
driving power is transmitted from the input gear (4) in the
power take–off via the disc clutch to the output shaft (6).
T4012145
Power take–off disengaged
T4012146
Power take–off engaged
11
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function

Retarder

T4012147

The retarder (A) for Powertronic is integrated in the Activation and regulation now takes place via the vehicle
gearbox behind the power take–off and is governed with control unit (VECU), see service information Auxiliary
hand control 1122, which affects the retarder valve (RRV) Brake.
hydraulically. The hand control has five different positions
for governing the braking force. The control is connected (B) is illustrating a gearbox without retarder.
to the vehicle control unit, which via the control link,
transmits signals to the retarder system. The retarder
control unit puts a control signal to a PWM valve, which in
turn affects the retarder valve with oil pressure (PRS).

T4014174

Retarder valve RRV

12
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT
The retarder consists of the following components:
1 Retarder stator (turbine rotor)
2 Piston
3 Retarder rotor (pump impeller)
4 Backing plate
The stator is fastened to the gearbox casing while the
retarder rotor rotates with the forward clutch K1. The
backing plate acts as a support for the rotor. When the
piston is activated, the space between the rotor and the
stator is filled with oil and the pressure increases. Since
the stator cannot rotate, the flow of oil created by the rotor
will be hindered. This will cause the rotor to slow down
and thereby the entire vehicle.
1
See illustration T4014174 page 12.
Design and Function
T4012148
As the oil pressure between the rotor and the stator
increases, so will the braking torque. The PWM valve
(6018) opens the retarder valve RRV, which hydraulically
governs the retarder. The retarder valve (RRV) is located
on the outside of the gearbox1.
When the retarder control in the cab is activated, the
PWM valve will receive a signal and open the retarder
valve with low oil pressure. By adjusting the oil pressure
with the control in the cab, the braking torque of the
retarder can be varied.
The heat that is generated when the oil brakes the rotor is
dissipated via a heat exchanger connected to the engine
cooling system.
13
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function

Emergency power steering pump

T4012366

Vehicles with twin front axles are fitted with an emergency

power steeringpump mounted directly on the rear cover.

The emergency power steering pump is driven from the

output shaft.

14
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function

Clutches and brakes in the gearbox

T4012149

The different gear ratios are obtained through two

clutches that rotate in the gearbox and four or five brakes Forward clutch K1 connects together the turbine shaft and
that lock certain sections of planetary gear in the gearbox. the main shaft. Reverse clutch K2 connects together the
The number of multi–disc brakes depends on the number turbine shaft with the tubular shaft. The clutches comprise
of planetary gears in the box. disc units where every other disc is made of steel and
every other is coated with friction material. Each disc unit
The clutches are designated K1 and K2. The brakes are is compressed by a hydraulic piston.
designated B1–B5. The table shows the combinations
for the 6–speed box. Brakes B1–B5 lock the planetary gear’s ring gear, planet
carrier or sun gear in the gearbox so that it cannot rotate.
K1 Forward K2 Reverse The brakes have the same design as the clutches, i.e.
a disc unit where every other disc is made of steel and
+ K2 = 6th gear + B5 = R1 every other coated with friction material. The braking
+ B1 = 4th gear + B4 = R2 function in the disc units is achieved by pressing together
the discs with a hydraulic piston.
+ B2 = 5th gear
+ B3 = 3rd gear
+ B4 = 2nd gear
+ B5 = 1st gear

15
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function

Solenoid valves, clutches and brakes interacting

Five Six
Solenoid Clutch Brake
speed speed
R R S2 S4 S8 K2 B4
R S1 S5 S8 K2 B5
N N S2 S4 B4
N (/1) S1 S5 B5
F1 S1 S5 S7 K1 B5
F1 F2 S2 S4 S7 K1 B4
F2 F3 S1 S3 S7 K1 B
F3 F4 S2 S7 K1 B
F4 F5 S1 S7 K1 B
F5 F6 S7 S8 K1+K2

The driver selects the gear range with the gear selector
lever. Gear engagement is controlled by the control unit
based on impulses from the sensors for the engine speed
and vehicle speed. Clutches and brakes are operated
by solenoid valves via relay valves in the transmission
control system.
The row that includes (/1) shows neutral position in the
six-gear transmission where 1st gear is selected as the
starting gear, see “Gear selector” page 29.
The forward clutch is always engaged when changing
gear at the same time as a new brake is applied and the
brake on the previous gear is released.
When driving, the forward clutch and one brake are always
engaged, except on the high gear when the forward clutch
and reverse clutch (but no brake) are both engaged.
The table above shows schematically which solenoid
valves, which clutch and which brakes are interacting in
each gear position.

16
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function

The power path

T4012151

Power is transmitted from the turbine shaft (4) to the main

shaft (7) via the forward clutch (K1). The power can also
be transmitted to the tubular shaft (8) via the clutch drum
between the forward clutch (K1) and the reverse clutch
(K2). Brake (B1) locks the tubularshaft in the gearbox
casing.

17
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function

Planetary gears

T4012152

The gearbox has five planetary gears, marked here with

(1–5), that are connected together and transmit power.

A planetary gear comprises a number of gear wheels that

are continuously meshed with each other.

In the centre, there is a sun gear, around which there

are planet gears that are connected to a planet carrier
and on the end, there is a ring gear with internal gear.
By allowing different parts of the planetary gear to act as
input and output shafts, while other parts are braked or
connected together, varying gear ratios and directions
of rotation can be obtained.

Brake (B1) locks the planet carrier to the planetarygear

(1) and the sun gear to the planetary gear (2) in the
gearbox casing.

Brake (B2) locks the sun gear to the planetary gear (1).
Brake (B3) locks the ring gears to the (1st) and (3rd)
planetarygears and the planet carrier to the (2nd) T4012153
planetarygear.
The planetary gear comprises a sun gear (A), planet
Brake (B4) locks the ring gears to the (2nd), (4th) and gear (B), ring gear (C) and planet carrier (D).
(5th) planetary gears and the planet carrier tot he (3rd)
planetarygear.

Brake (B5) locks the planet carrier to the (5th) planetary

gear.

18
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function

Gear ratios

T4012154

The gearbox ratio (RATIO) is shown in the illustration

above.

The 6–speed variant has a low gear and thereby greater

starting traction than the 5–speed variant.

Normal starting gear is second on the 6–speed variant.

19
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function

1st gear

T4012155

Forward clutch (K1) is operated by a hydraulic piston and

locks the turbine shaft (4) to the main shaft (7). Brake
(B5) is operated by a hydraulic piston and locks the
planetcarrier to planetary gear 5 in the gearbox casing.
K1 and B5 engage 1st gear in this way.

T4012156

The illustration shows how the solenoid valves S1, S5 and S7 together operate K1 and B5.

20
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function

2nd gear

T4012157

Forward clutch (K1) is operated by a hydraulic piston and

locks the turbine shaft (4) to the main shaft (7). Brake
(B4) is operated by a hydraulic piston and locks the ring
gear to planetary gear 4 in the gearbox casing. K1 and
B4 engage 2nd gear in this way.

T4012158

The illustration shows how the solenoid valves S2, S4 and S7 together operate K1 and B4.

21
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function

Changing gear without loss of power (Powershift)

T4012159

The top graph shows engine speed when changing gear.
The bottom graph shows the hydraulic pressure in brake
(B4) and brake (B5).
When changing between first and second gears, the
pressure in B5 drops while it rises in B4. The gear change
in the example takes approx. 0.4 seconds to perform. In
0.4 seconds, brake B4 brakes the ringgear in planetary
gear 4 to standstill.
Gear changing is performed without loss of power and
is called Powershift.

22
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function

3rd gear

T4012160

Forward clutch (K1) is operated by a hydraulic piston and

locks the turbine shaft (4) to the main shaft (7). Brake
(B3) is operated by a hydraulic piston and locks the planet
carrier to planetary gear 2 in the gearbox casing. K1 and
B3 engage 3rd gear in this way.

T4012161

The illustration shows how the solenoid valves S1, S3 and S7 together operate K1 and B3.

23
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function

4th gear

T4012162

Forward clutch (K1) is operated by a hydraulic piston and

locks the turbine shaft (4) to the main shaft (7). Brake
(B1) is operated by a hydraulic piston and locks the planet
carrier to planetary gear 1 in the gearbox casing K1 and
B1 engage 4th gear in this way.

T4012163

The illustration shows how the solenoid valves S2 and S7 together operate K1 and B1.

24
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function

5th gear

T4012164

Forward clutch (K1) is operated by a hydraulic piston and

locks the turbine shaft (4) to the main shaft (7). Brake
(B2) is operated by a hydraulic piston and locks the sun
gear to planetary gear 1 in the gearbox casing K1 and B2
engage 5th gear in this way.

T4012165

The illustration shows how the solenoid valves S1 and S7 together operate K1 and B2.

25
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function

6th gear

T4012166

Forward clutch (K1) is operated by a hydraulic piston and

locks the turbine shaft (4) to the main shaft (7). Reverse
clutch (K2) is operated by a hydraulic piston and locks the
turbine shaft (4) to the tubular shaft (8). K1 and K2 lock
the planetary gears so that they all rotate as one unit,
giving a gear ration of 1:1 in 6th gear.

T4012167

The illustration shows how the solenoid valves S7 and S8 operate K1 and K2.

26
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function

Reverse gear R1

T4012168

The low reverse gear is obtained by transmitting the The planet carrier in planetary gear 5 is locked to the
torque from the turbine shaft via (K2) and tubular shaft (8) gearbox casing by (B5).
to the sun gear in planetary gear 2.
This reverse gear is not present on the 5–speed variant.
The planet carrier in planetary gear 2 transmits the torque
on to the ring gear in planetary gear 3.

The planet gears in planetary gear 3 act as idler gears

and reverse the direction of rotation of the main shaft (7).

T4012169

The illustration shows how the solenoid valves S1, S5 and S8 operate K2 and B5.

27
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function

Reverse gear R2

T4012170

The high reverse gear is obtained by the reverse clutch

(K2) locking the turbine shaft (4) to the tubular shaft (8)
and brake (B4) locks the planet carrier for planetary gear
3 to the gearbox casing.

T4012171

The illustration shows how the solenoid valves S2, S4 and S8 operate K2 and B4.

28
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function

Gear selector

T4012172

With the gear selector, the driver can choose between Automatic programme (A)
two different programmes for driving forward plus neutral Shifting is completely automatic and is based on
or reverse: information the gearbox control unit (TECU) receives from
the other control units and the various gearbox sensors.
A Automatic programme.
B* Brake programme. If the accelerator is fully depressed, a so–called
K* Kick–down. kick–down function is obtained. Kick–down is used to
E* Economy programme. gain maximum engine power when overtaking.
M Manual programme
P* Power programme. If the selector lever is moved to (M) — when driving with
R Reverse gear. the automatic programme engaged (A) — shifting will
N Neutral, no gear engaged. be inhibited and the current gear will remain engaged
through the entire engine operating range.

On the gear selector casing are two pushbuttons marked
E/P and 2/1 (2/1 is present on the 6–speed variant only.
Pushbutton 2/1 changes between 1st and 2nd gear as
starting gear.):
E The economy programme gives lower fuel
consumption.
P The power programme is used when high engine
capacity is required. Upshifting takes place at high
engine speeds.
2 Indicates starting in 2nd gear when driving forward
and in R2 when reversing.
1 Indicates starting in 1st gear when driving forward
and in R1 when reversing.
Pushbutton (E/P) is used only in automatic. Pushbutton
(E/P) changes between the economy and power
programmes.
Manual programme (M)
There is a spring–loaded three–way switch on the gear
selector lever with the positions ( ) and (∇) plus a
zero–position in the centre.
Shifting is done manually with ( ) up or (∇) down in 5 or
6 shifting steps depending on the type of gearbox.

29
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function

Display

T4014176

The instrument display provides the driver with information

on the operation of the gearbox and indicates any Display text
malfunctions in the system. See service information The following example illustrates the display during
Group 38 “Design and Function, Instrument”. various driving situations:

Gear selector position/Control
function
Reverse position
Neutral position
Automatic shifting
Manual shifting
“ ” (“Up arrow”) Possible number
of shift steps up
“∇” (“Down arrow”) Possible
number of shift steps down
“E/” Economy programme
“/P” Power programme
“2/” 1st gear blocked and start in
2nd
“/1” Start in 1st forward and R1
reverse
Torque converter (Converter)
engaged
Kick–down active
Engine speed too high to leave
neutral
Indicates increased capacity of
auxiliary brake selected
1 Driving with Power programme engaged and start
A B C in 1st gear, torque converter (Converter) engaged
and 3rd gear obtained, gear selector in Automatic
R 1-2 position. It is possible to select one step up and two
down manually.
N
A 1-6 2 Driving with Economy programme engaged, Lock–up
active and 4th gear obtained, gear selector in Manual
M 1-6 position. It is possible to select one step up and two
down manually.
“ ”
3 Economy programme and start in 1st gear selected,
no gear obtained and gear selector in Neutral
∇ position. It is possible to select one step up manually.
E 4 Driving with Power programme engaged and
Kick–down active, torque converter (Converter)
P engaged and 3rd gear obtained, gear selector in
Automatic position. It is possible to select one step
2 up and one down.
1
C
K
Z
B

30
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function

Fault tracing

T4014177

Active and inactive fault codes that have not been deleted
can be read on the display. The fault text is displayed with
19 characters.

For further information see service information Group 40,

Fault codes Powertronic, TSP105365.

Diagnostics socket
The diagnostics socket is located under the dashboard on
the driver’s side of the vehicle.
When the driver’s door is open, the socket can be
accessed from outside the cab.
The diagnostics socket is connected to the information
link and all the stored information from the system is
available using PC–tool.

T3008754

Diagnostics socket

31
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function

Control system

T4012175

The heart of the control system is the Transmission 26 “Cannon” connector, gearbox
Electronic Control Unit (TECU 9057), which is connected
to the transmission via a “Cannon” plug (26). The 229 Kick–down switch
Transmission Electronic Control Unit and the Gear
1122 Auxiliary brake switch
selection Electronic Control Unit (GECU 9080) gather
information from other control units and the sensors in 1118 Power take–off switch
the transmission. The transmission control unit transmits
signal to the transmission control system, where a number 6018 Retarder PWM valve
of solenoid valves govern the flow of oil that operates the
transmission. 8010 Gear selector

The driver controls the system with the gear selector ABS ABS control unit (9008)
(8010) and the accelerator pedal with kick–down switch Display Display on instrument, gearbox
(229). If the gearbox is fitted with a retarder or power
take–off (PTO), the driver can operate them with separate EECU Engine control unit (9070)
controls. These controls are switches for the retarder
(1122) and switches for the power take–off (1118). GECU Gear selector control unit (9080)

The display shows the driver which gear change program Cluster Instrument
has been selected, the current (maintained) gear, the
PTO Power take–off
number of available upwards and downwards gears (for
manual gear changing), whether kick-down is in progress TECU Gearbox control unit (9057)
and whether Lock-up has locked the torque converter
(refer to “Display” page 30). VECU Vehicle control unit (9074)

The display also shows fault codes and fault messages

from the system.
The red lamp under the display goes on when there is an
alarm message and a warning signal will sound.
The yellow lamp under the display will go on when there
is a warning message to call the attention of the driver.

32
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function

Control unit

T4015512

The gearbox control unit (TECU 9057) collects a large 758 Speed sensor, output shaft, for TECU control unit
amount of information form the various gearbox sensors.
The sensors provide information on input and output 761 Oil pressure sensor, gearbox
speeds in the torque converter, the oil pressure, the oil
762 Oil temperature sensor, gearbox
level and the oil temperature. When the gearbox control
unit is to open a solenoid valve, it will put a control voltage 763 Oil level sensor, gearbox
of approx. 24 volts (U bat) across the valve that is to open.
767 Oil temperature sensor, retarder
7052 Sensor, tachograph/speedometer

7070 Engine speed sensor

7076 Speed sensor, torque converter

GECU Gear selector control unit (9080)

TECU Gearbox control unit (9057)

33
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function

Solenoid and relay valves

T4012177

When the control system performs a gear change, it first

operates a solenoid valve (S2) with a signal from the
control unit. The solenoid valve opens and releases a
control pressure to a relay valve that performs the gear
change with its override pressure. Since the solenoid
valve cannot operate with the required flow of oil, the flow
is “geared” up to the regulating flow in a relay valve (RV2).

The illustration on the left shows the valves at rest and the
illustration on the right when they are active.

34
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function

Control system
Location of valves in the control system

T4012178

Most of the valves are together in the control system

in the oil sump. (Non–return valves not shown.) The
retarder valve RRV and PTO2valve, like the oil filters F1
and F2, are mounted outside the gearbox.

CHV Safety valve RV9 Control valve, Lock–up

CRV Control valve, torque converter pressure S1–S5 Solenoid valves, brakes (engage speed
gears)
LRV Valve, lubricant pressure
S7 Solenoid valve, forward clutch
MPV Main pressure valve
S8 Solenoid valve, reverse clutch
RV Relay valve, reserve
S11 PWM valve, main pressure
RV1–RV5 Relay valves, brakes (engage speed
gears) S13 PWM valve, brake pressure
RV7 Relay valve, forward clutch S14 PWM valve, Lock–up

RV8 Relay valve, reverse clutch TV1 Control valve, brake pressure

2
PTO = Power Take Off.
35
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function

Main pressure P1

T4012179

Two different kinds of pressure are present in the The pressure from pump P1 goes via filter F1 to the main
hydraulic circuit: P1 and PC. P1 pressure controls the pressure valve MPV and safety valve CHV plus to the
gear changes. The P1 circuit contains: PWM valve S11 and on to the shifting system.
CHV Safety valve The PWM valve for the main pressure, S11, is controlled
by the gearbox control unit with the aid of signals from
F1 Main filter the engine control unit.
LCF Last–chance filter (protects the solenoid
valves from any particles that may enter
e.g. when changing filter)
MPV Main pressure valve

S1–S5 Solenoid valves, brakes (engage speed

gears)

S7 Solenoid valve, forward clutch

S8 Solenoid valve, reverse clutch

S11 PWM valve, main pressure

S13 PWM valve, brake pressure (controls
TV1)

TV1 Control valve, brake pressure

36
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function

Torque converter pressure PC

T4012180

PC is the pressure for the torque converter, retarder and The pump (PC) supplies the torque converter (C), the
gearbox lubrication. retarder (R) via the retarder valve (RRV), the gearbox
lubricating points via RRV and the lubricant pressure
761 Lubricant pressure sensor valve (LRV).
Adjacent to RRV is a oil cooler (RC) and in front of LRV,
C Torque converter
a filter (F2).
CRV Relay, torque converter pressure
Pressure to the torque converter (PC1) is governed by
F2 Lubricant filter the valve (CRV), which also allows the passage of excess
oil from the main pressure circuit when the desired main
LRV Valve, lubricant pressure pressure (P1) has been attained.
MPV Main pressure valve There is a restriction hole that allows the passage of oil
directly from the pump to the gearbox lubrication points.
PC Pump, torque converter pressure This ensure the supply of lubricant when starting the
R Retarder engine. The oil pressure sensor (761) is coupled to the
lubricant pressure.
RC Oil cooler, retarder

RRV Connection valve, retarder

37
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function

Lubrication

T4012181

The lubricant pressure lubricates all the bearings in the

gearbox and is controlled by the oil pressure sensor (761)
plus the temperature and level sensor (762/763), which
are located in the control system.

Temperature sensor (767) for retarder.

The lubricant also cools the discs.

38
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function

Retarder valve RRV

T4012182

The retarder valve (RRV) is located on the outside of the Instead of a valve, gearboxes without retarder have
gearbox and governs the flow of oil to the retarder. Oil a cover with passageways for the torque converter
(PRS)3 presses the valve (RRV) against the spring to circulation to the heat exchanger.
govern the flow of oil during retardation. The temperature
sensor (767) warns for high oil temperature (130 –150
C).

T4012183

Retarder valve at rest T4012184

Retarder valve active

3
See also “Retarder” page 12.
39
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function

PWM valve S11 governing the main pressure

T4012185

Controlled by a PWM signal from the gearbox control unit,

the PWM valve (S11) governs the pressure in the main
pressure valve (MPV).

The pressure varies with the selected gear:

Reverse 18–20 bar

Forward gear without 15–18 bar
Lock–up
Forward gear with 10–12 bar
Lock–up

40
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function

Solenoid valves S7/S8 controlling the forward/reverse gears

T4012186

Forward gear is controlled by solenoid valve (S7), which

activates the relay valve (RV7) for the forward clutch (K1)
and reverse gear is controlled by solenoid valve (S8),
which activates relay valve (RV8) for the reverse clutch
(K2).

The forward clutch K1 and reverse clutch K2 are both

connected to the high gear.

41
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function

Solenoid valves S1–S5 controlling gears 1–5 and R1–R2

T4012187

The speed gears except the high gear are governed by

solenoid valves S1–S5, which, via relay valves RV1–RV5,
connect brakes B1–B5.

Relay valve RV is not used in this system.

42
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function

Pressure and flow valves

T4012188

Valves S13 and TV1 govern the pressure and flow in the
brake circuit during the shift phase.

S13 PWM valve, brake pressure

TV1 Control valve, brake pressure

The valves above affect the course of the pressure during

gear changes together with PWM valve S11, which
controls the pressure (controlled by the control unit) to the
main pressure valve MPV.

43
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function

PWM valve S14 governing Lock–up

T4012189

PWM valve S14 is governed when the control unit gives a

signal concerning engagement of the Lock–up function.
When the difference in speed between the output and
input shafts is reduced, the control unit will send a PWM
signal to S14, which affects relay valve RV9 with pressure
to Lock–up the clutch. The engine flywheel is then
connected mechanically to the gearbox. The difference in
speed between the engine and the turbine shaft should
be less than 30% if Lock–up is to be engaged.

LU Lock–up clutch
RV9 Relay valves for Lock–up

S14 Solenoid valves for Lock–up

The Lock–up clutch can be engaged in all gears,

depending on the driving situation.

44
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function

Circuit diagram for solenoid valves S1–S5

T4014178

The solenoid valves S1–S5 connect the relay valves in two

different circuits. Non–return valve NRV2 is in the circuit
for the relay valves RV2 and RV4, which are marked blue.
Non–return valve NRV3 is in the circuit for the relay valves
RV1, RV5 and RV3, which are marked green.

If, for instance, the solenoid valve (S1) is not working, the
brakes (B5, B3 or B2) will not be supplied with pressure.

45
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function

Solenoid valves for 1st gear

T4012191

In first gear, 3 solenoid valves are activated:

S1 Activates relay valve RV1 to increase the pressure in

the circuit for B5, B3 and B2 by filling up with oil.

S5 Activates RV5 to increase oil pressure in brake B5.

S7 Activates RV7 to increase oil pressure in forward

clutch K1

46
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT
Shifting from 1st to 2nd gear
When shifting from 1st to 2nd gear, the solenoid valves
will switch from S1 to S2 and S5 to S4.
S2 activates relay valve RV2 to increase the oil pressure
in the circuit for B4 and B1.
S4 activates relay valve RV4 to increase the pressure in
B4 by filling up with oil.
Design and Function
T4012192
S7 and S8 are not changed in forward gears until the high
gear is engaged, whereby S8 will become active and
increase the pressure in K2 by filling up with oil. when
the gear lever is in neutral, the starting gear brake will be
full to a pressure of 2–4 bar.
47
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function

Engaging power take–off

T4012193

Engaging the power take–off (PTO) is also accomplished

with the gearbox main pressure at the same time as the
gear wheel and the entire power take–off is lubricated.
Power take–off is engaged by the control unit in the speed
range of approx. 500–1000 rpm.

48
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function

Test reading gearbox oil pressure

T4012194

Factory fitted pressure outlets are available for:

P1 Main pressure

PC1 Torque converter pressure

PS Lubricant pressure

The pressure outlets above are marked in yellow on the

hydraulic diagram.

However, it is possible to test read all the pressures values

in the gearbox with a supplementary pressure outlet.

When repairing or performing maintenance on the

gearbox, follow the directions in Volvo’s service
information.

49
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Volvo Parts Corporation .......................................................................

Dept. Technical Support Service 31820
SE-405 08 GÖTEBORG .......................................................................

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Fax +46 31 661973 .......................................................................

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Concerns Service Manual: ...........................................................................................................................

 T4014179

Transmission

1 Pump impeller

2 Turbine rotor

3 Leading wheel

4 Turbine shaft

5 Forward clutch (K1)

6 Forward clutch (K2)

7 Main shaft

8 Tubular shaft
9 Output shaft Sensors and solenoid valves in the transmission

10 Lock–up clutch 758 Speed sensor, output shaft, for control unit

A Control system 761 Oil pressure sensor, gearbox

B Oil pump 762 Oil temperature sensor, gearbox

C Torque converter 763 Oil level sensor, gearbox

D Retarder 767 Oil temperature sensor, retarder

E Power take–off (6024) 6018 Retarder PWM valve

Clutches and brakes in the transmission 7052 Sensor, tachograph/speedometer

B 4th gear (3rd in 5–speed box) 7070 Engine speed sensor

B 5th gear (4th in 5–speed box) 7076 Turbine speed sensor, torque converter

B 3rd gear (2nd in 5–speed box) S1–S5 Solenoid valves, brakes (engage speed
gears)
B4 2nd gear (1st in 5–speed box)
S7 Solenoid valve, forward clutch
B5 1st gear
S8 Solenoid valve, reverse clutch, 6th forward
K1 Forward clutch, high gear
S14 PWM valve, Lock–up
K2 Reverse clutch, high gear
S11 PWM valve, main clutch pressure

S13 PWM valve, brake pressure

Foldout A
Cross–section of gearbox
 Foldout A
Cross–section of gearbox
 T4012196

Components

761 Oil pressure sensor, gearbox

762 Oil temperature sensor, gearbox

763 Oil level sensor, gearbox

767 Oil temperature sensor, retarder

B1–B5 Brakes

BF Ventilation filter

C Torque converter

CHV Safety valve

CRV Torque converter pressure valve

F1 Main oil filter

F2 Lubricant filter S1–S5 Solenoid valves, brakes (engage speed
gears)
K1 Forward clutch, high gear
S7 Solenoid valve, forward clutch
K2 Reverse clutch, high gear
S8 Solenoid valve, reverse clutch
LCF Last Chance Filter
S11 PWM valve, main clutch pressure
LRV Valve, lubricant pressure
S13 PWM valve, brake pressure
LU Lock–up
S14 PWM valve, direct clutch (Lock–up)
MPV Main pressure valve
SF Suction filter
NRV1 Non–return valve TV1 Control valve, brake pressure

NRV2 Non–return valve

Pressure outlet/pressure
NRV3 Non–return valve
B1–B5 Clutch pressure, brakes
P1 Pump, control system PK1 Clutch pressure, forward gear
PC Pump, torque converter (See also PK2 Clutch pressure, reverse gear, highest
pressure outlet/pressure) forward gear

PTO Power take–off P1 Main pressure

R Retarder PC1 Torque converter pressure, IN

RC Oil cooler, retarder PC2 Torque converter pressure, OUT

RRV Connection valve, retarder PLU Direct clutch pressure (Lock–up)

RV Relay valve, reserve PR1 Retarder pressure, IN

PR2 Retarder pressure, OUT

RV1–RV5 Relay valve, gear engagement
PRS Override pressure, Retarder
RV7 Relay valve, forward clutch
PS Lubricant pressure
RV8 Relay valve, reverse clutch

RV9 Relay valve, Lock–up

Foldout B
Hydraulic diagram
 Foldout B
Hydraulic diagram
 Volvo Truck Corporation
Göteborg, Sweden

20 090010 English 1500.10.06