Escot 5 Description

IMPACT 4.07.
31 21/10/2019
Chassis ID Path
430/Description, Design and function//Gearbox
Model Identity
UD-HD 130415569
Publish date ID/Operation

14/06/2011
Gearbox
Contents
Gearbox, general.
Gearbox components.
Shafts, bearings and gears.
Power flow.
Synchronisation.
Control housing and inhibitor system.
The gearbox's inner controls.
Split and Range cylinder.
Nipples and hoses.
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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Seals and gaskets.

Emergency steering servo pump.
Flange.
Gear selector housing.
Pneumatic system.
Electrical system.
Lubricating system.
Gearbox, general
The gearbox is of the split and range gearbox type, with 12 fully synchronised gears and 2 non-synchronised crawl
gears and 4 non-synchronised reverse gears. The highest gear is available as direct drive or overdrive. The maximum
torque is 2050/2450 Nm.
The clutch type is clutch friction disc, either single or double friction discs. The flange on the output shaft is XS180, a
cross toothed flange with a diameter of 180 mm.
The speedometer sensor, located on the output shaft, is electronic with 6 pulses per revolution.
The oil pump is mounted in the gearbox.
VT2514B can be fitted with:

An emergency servo pump (gear driven)
Oil cooler (TW and TWH)
Power take-off
Oil temperature sensor
Gearbox components
Clutch housing
The clutch housing has the clutch servo mounted directly in the housing.
The clutch fork's bearing is integrated in the cover for the input shaft.
Clutch wear can be measured using a tool on the clutch fork, see service bulletin 411-20 Inspection of clutch wear.
There is a fixture for a lifting device (1) on the clutch housing.
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Base gearbox housing

The base gearbox housing is a new version. The split gear is within the base gearbox housing.
Split contact (1) and temperature sensor (2) are located on the left-hand side.
Oil refill (3), oil drain (4) and level inspection glass (5) are located on the right-hand side.
The base gearbox housing is adapted for attaching external controls.
There are sound baffles (6) on the sides of the base gearbox housing.
Range gear housing

On the back edge of the range gear housing there is a flange for the rear-mounted power take-off. The power take off
housing is unchanged.
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The integrated emergency servo pump has a special housing with a flange for the gear-driven pump drive.
There is a fixture (1) for a lifting device on the range gear housing.
The new version is necessary for the compact retarder.
Back to: Contents
Shafts, bearings and gears
Mainshaft
The mainshaft is reinforced.
The gears for crawler and reverse have a helical tooth pattern.
Intermediate sprocket
The intermediate gear is reinforced.
The gears for crawler and reverse have a helical tooth pattern.
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Reverse gear stub axle

The gear has helical teeth.
Output shaft
Bearing
The bearings for the input and output shafts are lubricated by the oil flow from the lubrication system. The intermediate
gear bearing is lubricated by oil from the oil pump and splash lubrication from the gear rotation.
The gears on the input, main and reverse gear shafts are supported on double rows of needle roller bearings with
bearing retainers of steel.
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Gears
Helical cut gears are used throughout the gearbox, with the exception of the range gear, which still has straight-cut
gears.
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Power flow
The following illustrations show the power flow.
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CLS
CHS
1LS
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1HS
2LS
2HS
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3LS
3HS
4LS
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4HS
5LS
5HS
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6LS
6HS
RHRLS
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RHRHS
RLRLS
RLRHS
Synchronisation
Basic synchronisation
The synchronisation and controls, reduce the gear changing forces by up to 50 %, depending on the gear and improve
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the quality of the gear change.
Split synchronising
The synchronising consists of single synchronising with separate inhibitor surfaces.
Back to: Contents
Control housing and inhibitor system
Control housing
The control housing is made of aluminium. The side control shaft and the control housingcan be installed on both left
hand drive and right hand drive vehicles as options.
The position of the control housing is fully adjustable.
A reversing light switch (1) and a combined gear position and reverse lock (2) are fitted on the control housing.
Inhibitor system
A magnetic inhibitor that prevents overspeed with unintentional engagement of first gear (in low range), and
clutch overspeed. The functions included are:
The magnetic inhibitor (1) is placed on the control housing.
Contact which indicates low and high range (placed on the base gearbox).
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Speedometer (placed on range housing).
Inhibitor (2) for neutral and range positions that prevent the gearbox from mistakenly going from neutral to gear change
position when the clutch is activated and also makes sure the base gearbox is in neutral when changing range
positions.
Back to: Contents
The gearbox's inner controls

The split gear fork connects directly with the split cylinder piston rod. No adjustment of the third gear is necessary..
Back to: Contents
Split and Range cylinder
Split cylinder
Split gear changing is conducted by means of a compressed air cylinder integrated in the clutch housing.
The relay valve is on the outside of the clutch housing.
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Range cylinder
The magnetic inhibitor for the range inhibitor is integrated in the range cylinder cover.
Back to: Contents
Nipples and hoses

The basic concept for the design is to integrate the clutch female part in each sub-component (without dirt collecting
threads) and a locking function design for easier disconnection.
Back to: Contents
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Seals and gaskets

The seal on the input shaft has been designed with integrated dust flange.
Note: The seals shall not be lubricated.
Back to: Contents
Emergency steering servo pump

The pump is driven by a gear from the output shaft of the gearbox.
Drive with integrate gear for the speedometer sensor.
Back to: Contents
Flange
The gearbox is fitted with a transverse flange.
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Back to: Contents
Gear selector housing
The control housing is made of aluminium.
The control shaft and control housing have been adjusted for the optional construction of left-hand and right-hand
driven vehicles.
Inhibitor cylinder (A)

Solenoid for the first gear inhibitor (B)
Neutral/reverse inhibitor with adjusting spacer (C)
Inhibitor valve (D)
Reverse light contact with pin (E)
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The function of the control housing is to transfer the gear shift movement to the selector bars in the gearbox and
consists primarily of:
The control shaft (G) on which the gear shift is attached.

The gear selector (H) on the gear shift affects the selector bars.
The gear position detent (I) prevents two selector bars from being affected at the same time.
The control shaft is also equipped with a neutral/reverse inhibitor (C) that keeps the gears in place.
In addition, the lock functions as a gear lever resistor when put into reverse/crawl.
The neutral/reverse inhibitor locks against the cam (F) on the control shaft. The cam also has a catch that is
locked by the first gear inhibitor's solenoid.
Pneumatic system
Positioning of pneumatic components
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1. Gear lever
2. Air filter
3. Range cylinder
4. Relay valve range
5. Inhibitor valve for range housing
6. Interlock cylinder
7. Inhibitor valve for control housing
8. Range inhibitor
9. Split cylinder
10. Split relay valve
11. Split inhibitor valve
Gear lever
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The range gear control is positioned on the gear lever. This consists of a valve that stops or lets through control air to
the relay valve on the range cylinder.
The split gear control that stops or lets through control air to the split cylinder relay valve is also positioned on the gear
lever.
The gear lever is fed with pressurised air through the connection (1). When the range control is set on low range,
control air is let out through the connection (21). When it is set on high range, a connection is made via the gear lever.
When the split control is set on high split, control air is let out through the connection (22). When it is set on low split, a
ventilation is performed through the gear lever.
Air filter
The pneumatic system's gearbox feeder is fitted with an air filter. This is positioned on the cover of the inhibitor cylinder
on the control housing.
Range cylinder
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The range cylinder is a double-acting pneumatic cylinder attached to the back of the range housing. The piston is
screwed onto the piston rod and the coupling is sealed with an O-ring (1). Other seals comprise of a piston seal (2), a
piston rod seal (3), the O-ring seal on the range housing (4) and the O-rings on the cover (5).
Relay valve range
The function of the relay valve is to direct the air to one side of the piston depending on the choice of gear. The relay
valve is integrated in the cylinder cover.
The relay valve is fitted with a spring-loaded control slide (1) that is set on high range (H) by a spring force (2). When
the control on the gear lever is set on low range (L), control air is let through to the relay valve, overcoming the spring
force and making the control slide shift a to low range level.
The cylinder is ventilated through the relay valve.
Inhibitor valve range housing
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When changing the range gear, the base gearbox is locked by the inhibitor cylinder in the control housing. The inhibitor
valve controls the feed air to the inhibitor cylinder. The inhibitor valve is controlled by the range cylinder piston rod in
the following way:
The piston rod has two indents. The piston of the inhibitor valve is located in one of these indents when the range gear
is set to a high or low range level.
The valve then blocks the air supply to the inhibitor cylinder on the control housing.
When changing the range gear, the inhibitor valve's piston is pushed out of the indent, opening the air supply to the
inhibitor cylinder.
Inhibitor cylinder
The inhibitor cylinder on the control housing stops the base gearbox from being manually changed when the range
gear is changed.
The inhibitor cylinder consists of a double-action spring-loaded cylinder and a piston with a stop pin.
When changing the range gear, air from the inhibitor valve on the range gear is emitted into the connection (1) at the
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same time as the force of the spring pushes the stop pin into the recess on the gear selector. The base gearbox is then
locked into neutral position.
The inhibitor cylinder is also used to lock the gear lever in a neutral position when releasing the clutch pedal. This
results in the driver always having to depress the clutch pedal before engaging the start gear.
When the clutch pedal is depressed, air from the split inhibitor valve is emitted into the connection (2). The air
overcomes the spring force, putting the gear selector into neutral.
Inhibitor valve control housing
When any of the gears in the base gearbox is engaged, a change of range gear is not possible. This is carried out by
an inhibitor valve that functions in the opposite way to the inhibitor valve on the range housing.
When the gear lever is put in neutral, the inhibitor valve opens for the feed air to pass through to the range cylinder.
When a gear is engaged, the gear selector pushes in the piston on the inhibitor valve, shutting off the air supply to the
range cylinder.
Range inhibitor
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The range inhibitor prevents a change to low range when the rotation speed on the output shaft of the gearbox
exceeds 700 rpm (approx. 30 km/h).
The vehicle control unit (VECU) receives a signal from the vehicle speed sensor and activates the solenoid valve that
in turn shuts off the control air to the range cylinder relay valve, preventing a low range from being engaged.
The solenoid valve is positioned on the cover of the range cylinder.
Split cylinder
The split cylinder is a double-action pneumatic cylinder inside the clutch housing.
The cover and cylinder are made in one piece (A). The piston (B) is screwed onto the piston rod. The inhibitor that
holds the split gear in place is situated to the left of the base gearbox, next to the split switch.
Relay valve split
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The split cylinder relay valve acts in the same way as the range cylinder relay valve.
The relay valve slide is kept in a low split position (L) by the spring force.
When the gear lever control is put in a high split position (H), air is emitted from the relay valve, overcoming the spring
force and putting the control slide in a high split position.
(Only applies to direct drive gearbox, DD)
Inhibitor valve split
The split gear cannot be changed unless the clutch pedal is depressed. The feed air supply to the split cylinder is
therefore controlled by an inhibitor valve.
When depressing the clutch pedal, the inhibitor piston is pushed in, opening the valve and letting through feed air to the
split cylinder.
Electrical system
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1 is an inhibitor solenoid for the first gear. The inhibitor solenoid prevents the driver from putting the gear lever in
first gear when the speed is too high. This function protects the synchronisation and clutch. The following
conditions must be fulfilled to activate this function:
1. Low range position
2. Speed of over approx. 20 km/h
2 is a split switch that illuminates the split lamp on the dashboard.

3 is a reverse light contact that illuminates the reverse light/buzzer when the reverse gear is engaged.
4 is a range position sensor that provides the vehicle control unit (VECU) with information about the position of
the range to activate the first gear's solenoid cylinder in case of an incorrect gear change.
5 is a solenoid valve for the range inhibitor. The solenoid valve prevents a gear shift to a low range when the
speed exceeds approx. 30 km/h.
6 is a speed sensor that provides the vehicle control unit (VECU) with a speed signal.
7 is an oil temperature sensor indicating the oil temperature in the gearbox (only accessory).
Lubricating system
General
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The gearbox is lubricated through a combination of pressure and splash lubrications.
The gearbox has a built-in circulation system lubrication. The oil is extracted from the bottom of the gearbox through a
filter and to the oil pump that is powered by the countershaft.
The oil is forced into the rear cover of the main shaft and then out into the oil distributor pipe where it is forced through
a number of holes to the bearings on the input shaft, main shaft and range gear.
Gearboxes with OD have an extra oil pipe from the rear mainshaft cover to the OD gear.
The ducts then direct the oil to the bearings and synchronisation.
Approximately 30% of the oil is distributed to the main shaft and the remaining 70% to the range gear.
Oil pump
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The oil pump is an eccentric pump powered by the countershaft via a gear shaft and an axle shaft and through a
reverse shaft. The axle shaft is placed on bearings with two needle bearings in the reverse shaft.
The pump is fitted with two overflow valves. One of the valves (1) makes sure that the gearbox is lubricated in case of
a filter blockage and the other valve (2) protects against a high system pressure (e.g.cold start).
The valves positioned in the pump housing consist of a compression spring and valve peg.
The pump compression face is fitted with a full flow insert filter (3). This is positioned on the pump housing and is
accessible from outside. The filter is protected with a cover (4) on the range housing. The oil filter incorporates a stay
tube (5) that prevents the filter from collapsing.
Oil cooler
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The gearboxes can be fitted with an oil cooler.
An additional oil filter cover (2) onto which the oil cooler is screwed can also be used.
The oils is first pumped through the filter, then through the oil cooler and finally through the pipe to the gearbox oil
ducts (1).
Coolant from the engine's cooling system is directed through pipes and hoses to the oil cooler's heat exchanger.
When necessary, a high power oil cooler can be used as an alternative. The oil cooler (3) must then be exchanged for
an adapter leading the oil to a larger cooler.
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Escot 5 Description

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IMPACT 4.07.

Publish date ID/Operation

Seals and gaskets.

The oil pump is mounted in the gearbox.

VT2514B can be fitted with:

There is a fixture for a lifting device (1) on the clutch housing.

Base gearbox housing

The base gearbox housing is adapted for attaching external controls.

Range gear housing

The new version is necessary for the compact retarder.

Back to: Contents

Shafts, bearings and gears

Reverse gear stub axle

Back to: Contents

the quality of the gear change.

Back to: Contents

Control housing and inhibitor system

The position of the control housing is fully adjustable.

Speedometer (placed on range housing).

Back to: Contents

The gearbox's inner controls

Back to: Contents

Split and Range cylinder

The relay valve is on the outside of the clutch housing.

Back to: Contents

Nipples and hoses

Back to: Contents

Seals and gaskets

Note: The seals shall not be lubricated.

Back to: Contents

Emergency steering servo pump

Drive with integrate gear for the speedometer sensor.

Back to: Contents

Back to: Contents

Gear selector housing

The control housing is made of aluminium.

Inhibitor cylinder (A)

The control shaft (G) on which the gear shift is attached.

Positioning of pneumatic components

Relay valve range

The cylinder is ventilated through the relay valve.

Inhibitor valve range housing

Inhibitor valve control housing

The solenoid valve is positioned on the cover of the range cylinder.

Relay valve split

(Only applies to direct drive gearbox, DD)

Inhibitor valve split

2 is a split switch that illuminates the split lamp on the dashboard.

The gearbox is lubricated through a combination of pressure and splash lubrications.

The gearboxes can be fitted with an oil cooler.

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