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TREINAMENTO Gearbox - AT2412CD - I - Shift - Eng - SB PDF

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86% found this document useful (7 votes)

2K views40 pages

TREINAMENTO Gearbox - AT2412CD - I - Shift - Eng - SB PDF

Uploaded by

Willian Brucalo

We take content rights seriously. If you suspect this is your content, claim it here.

Available Formats

Download as PDF, TXT or read online on Scribd

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Gearbox AT2412C/D, I-Shift

Design and function

Student booklet
Foreword Contents
This training booklet describes the Volvo 1 Introduction ........................................................ 3
AT2412C and VT2412D gearbox, which is 2 Identification plate .............................................. 5
available for both trucks and buses.
3 Main external gearbox components ................... 6
Gear changing in the AT2412C and 4 Main internal gearbox components .................... 7
VT2412D is automatic and controlled 5 Split gear ............................................................ 8
electronically, but if required the driver can
also change up and down manually. Full 6 Range gear ........................................................ 9
manual operation of the gearbox is also 7 Power train ....................................................... 10
possible. The clutch plate is of dry, single 8 Clutch ............................................................... 11
plate type. It is automatically operated,
9 Clutch, solenoid valves .................................... 12
meaning that there is no clutch pedal in the
vehicle. 10 Countershaft brake .......................................... 13
11 Lubrication system ........................................... 14
This booklet describes the gearbox as it is
installed in buses. 12 Oil pump........................................................... 15
13 Electrical connections ...................................... 16
14 Control housing (GCU) .................................... 17
15 Control housing, gear selector cylinders .......... 18
16 Control housing, sensor ................................... 19
17 Control housing, solenoids............................... 20
18 Control housing, circuit board .......................... 21
19 Gear selector ................................................... 22
20 Can-communication ......................................... 24
21 Signal overview ................................................ 25
22 Choice of start gear.......................................... 26
23 Synchronization ............................................... 27
24 Gear changing ................................................. 28
25 Kick down function ........................................... 29
26 Ecco roll ........................................................... 30
27 Smart Cruise Control ....................................... 31
28 Launch Control................................................. 32
29 Enhanced Shift Strategy .................................. 33
30 Braking program .............................................. 34
31 Diagnostics ...................................................... 35
1 Introduction
The new Volvo bus gearbox alternative, I-Shift, AT2412C and AT2412D is a further
development of the previous I-Shift version AT2412B where I-Shift stands for “Intelligent
Shift” is a three geared, unsynchronised main gearbox. The synchronised split gear at
the front of the gearbox splits these three gears into six, and the synchronized range gear
located at the back of the gearbox splits these six gears into twelve. The same gearing
process applies to reverse, which results in a total of four available reverse gears.
The split and range gears cannot be arranged separately; the only available arrangement
is twelve forward gears. Gear changing is totally automatic, but can also be done manually.
AT2412C will still be in production at the same time as the “D” version. The “D” version is a
further development of the “C” version but with minor changes.
The “D” version has the following upgradeds:
New tooth wheel
New design of the gear selector
Launch control
Enhanced Shift Strategy
Kick Down
Eco Roll incl Cruise control
Gear Shift Adjustment In Automatic Mode, TP-LINEH and TP-TOUR
Basic Package. Will enable a function that allows clutch control at low vehicle speeds
by use of the brake pedal
Basic Package. Controlling engine torque when driving in start gear in order to
optimise gear shifting performance and avoid running in high engine revs.
The “D” version has followings unique features:
One microcontroller is changed
Installation of the pressure sensor changed to improve the durability.
Main-shaft speed sensor modified to improve signal robustness.
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GT2400053eng 3
Basic housing modified due to new interface GCU/Transmission Housing
New internal breather
External breather hose removed
Extended Eco Roll. Eco Roll will be maintained a little bit below set speed when
driving in cruise control
Improved ability to rock loose in power program
Up shift during idle driving, enhanced shift strategy. Valid for TP-LINEH and TP-
TOUR packages.

............................................................................................................................................................................

COMPONENT AT2412
(SP3190245)
SERVICE A
COMP. 2423455
SERIAL NO. 2005402123

2 Identification plate
I-Shift has the model designation AT2412C and AT2412D, and its identification plate
contains the following information:
Component Component designation, AT2412C
(SP3190245) Component number
AT Automatic transmission
24 Max. torque 2400 Nm.
12 Forward gears
C Version
Service category Oil quality and oil change intervals (see Impact)
Comp. id Factory number
Serial number 2005 40 2 123
2005 Production year
40 week
2 day
123 serial number

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2

1
6

3 Main external gearbox components

1 Gear selector 3 Clutch housing 5 Range housing
2 Control housing 4 Main housing 6 Retarder

The three gearbox housings are made of aluminium, making them light. The length of the
clutch housing is optimised for a single plate clutch.
The main housing contains the main shaft, countershaft and reverse gear. The range
housing contains the range planetary gear, its selector fork, and the output shaft. The
range housing contains, among other things, the system control unit, solenoid valves,
pneumatic cylinders and gear selector forks. The retarder (optional) is fitted in the range
housing and is driven directly from the output shaft.
The figure also shows the gear selector, which is located in the driver’s position.

............................................................................................................................................................................

2
11

4 Main internal gearbox components

1 Input shaft 5 3rd gear drive 9 Planetary gear
2 Main shaft 6 2nd gear drive 10 Retarder drive
3 Countershaft 7 1st gear drive 11 Tooth wheel
4 Split gear 8 Reverse drive

The gear box can be divided into three main parts. The front part contains the input shaft
and the synchronised split gear. The main part contains the three main unsynchronized
gears. The range gear is at the rear of the main gearbox housing. If the bus is equipped
with a retarder, the retarder drive is pressed against the output shaft. The oil pump is
integrated and driven by the reverse gear drive.
There is a tooth wheel pressed in between the drives for the 2nd and 3rd gears on the
main shaft. Together with an inductive sensor fitted in the range housing, this wheel is
used by the system to calculate the speed of the main shaft. The countershaft speed is
also measured via an inductive sensor that calculates the speed of the 2nd gear drive,
which in turn is rotated by the countershaft fixed drive.
The system is programmed with the ratios between the 2nd gear drive and the
countershaft and can consequently calculate the speed of the countershaft.
As the main gearbox is unsynchronised, the gearbox control unit (TECU) uses this
information to synchronise the speeds of the shafts during gear changing.

............................................................................................................................................................................

5 Split gear
1 Low split 2 High split

The purpose of the split gear is to split up the three gears in the main gearbox. This means
then that each gear in the main gearbox has two positions, high and low split. This setup
can not be affected; it is integrated and part of the direct system, i.e. gears 1-12 forward
and 1-4 reverse.
The split gears are controlled by a pneumatic gear selector cylinder which is integrated
with the control housing. This cylinder is operated by compressed air via the solenoid
valves HS (high split) and LS (low split). Both these solenoids are located in the control
housing cover and are controlled by signals from the TECU. The split gear is monitored by
an inductive position sensor which is located in the gear selector cylinder for the split gear.
In buses equipped with Ecco-Roll (freewheel), there is also a neutral position in the split
gear, which disengages the gearbox drive.
These functions will be discussed in more detail further on in the booklet.

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1:1

4,35:1 1

6 Range gear
1 Planet gear 2 Planet gear carrier
3 Sun gear 4 Ring gear

The range gear housing contains a planetary gear with two ratios, low and high range.
This version has external synchronisation and helical gears in the ring gear, sun gear and
planet gear, which results in quieter, faster gear shifting.
The five planet gears in the range gear are connected to the main shaft in the main
gearbox via the sun gear. The output shaft is mounted in a ball bearing in the end plate of
the range housing.
The range gears are operated by a selector fork, located in the range housing, and a
pneumatic gear selector cylinder which is controlled by the TECU via solenoid valves LR
(low range) and HR (high range). The range gear is monitored by an inductive position
sensor. The above named five components are located in the range housing.
In high range the ring gear is disengaged from the range gear housing and the planet
gears are engaged with the planet gear carrier; the complete planet gear rotates as a
single unit. The main shaft and the output shaft then rotate at the same speed. Ratio 1:1
In low range the ring gear is locked to the range gear housing, which forces the planet
gears to rotate with the sun gear. The output shaft then rotates slower than the main shaft;
the down change ratio is 4.31:1 at the output shaft.
This setup cannot be affected either; it is integrated and part of the gearing system, i.e.
gears 1-12 forward and 1-4 reverse.
It is not possible to select gears 7-12, i.e. high range, when the bus is at a standstill.

2 6 10 R2

3 7 11 R3

4 8 12 R4

7 Power train
1st 14.94:1 7th 3.44:1 Reverse R1 17.48:1
2nd 11.73:1 8th 2.70:1 Reverse R2 13.73:1
3rd 9.04:1 9th 2.08:1 Reverse R3 4.02:1
4th 7.09:1 10th 1.63:1 Reverse R4 3.16:1
5th 5.54:1 11th 1.27:1
6th 4.35:1 12th 1.00:1

For gears 1, 3, 5, 9, 11, R1 and R3, transmission passes from the input shaft via the low
split gear to the countershaft.
For gears 2, 4, 8, 10, R2 and R4, transmission passes from the input shaft directly to the
main shaft and then to the countershaft.
All transmission is then transferred via the selected gear in the main gearbox via the main
shaft sun gear to the range gear. The main gears six and twelve are directly transferred
via the main shaft to the range gear. Down changing in the range gear occurs with gears
1-6, R1 and R2.

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8 Clutch
The clutch is a pressure clutch type with a single, dry clutch plate. The clutch cylinder
and release bearing, which are pneumatically controlled, are a single unit, located around
the gearbox input shaft. The clutch is self adjusting, and an inductive sensor provides the
system with information on the position and wear in the clutch. When the clutch plate is
replaced, a new X1 value (value for a new clutch) is calibrated using VCADS-pro. When
the clutch plate wears (becomes thinner), the clutch cylinder travel will be the same, but
its starting point will be different. These two values (X1 and X2) are used by the system to
calculate clutch wear. Clutch wear is read off using VCADS-pro and when the clutch plate
value reaches Y (approx 20% of the plate remains), the information is sent to the bus’s
display.
When replacing software, the clutch cylinder, gearbox or control housing, the present
X1 value must be entered for calibration; if this is not done the system will not be able to
calculate the clutch wear. But when the clutch plate is replaced a new X1 value must be
entered for calibration, so that the system can start with a new X2 calculation.
The X1 value is now stored in VDA (Volvo Data Administration), but should also be noted
on the decal which is on the inside of the gear selector outer cover.
The system also warns for an overheated clutch. A temperature sensor is not used for
this; the system calculates the value by, among other things, taking into account ambient
temperature, torque, how long the clutch has been slipping etc.
When pulling away on an incline the driver should hold the bus by using the handbrake,
and not by slipping the clutch. Otherwise there is a risk of the clutch overheating, the
warning lamp lighting, the symbol for overheated clutch showing on the display and neutral
be selected.

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VAS VAS

VAF VAF

9 Clutch, solenoid valves

The four solenoid valves that operate the clutch cylinder pneumatics are located in an
aluminium housing on the front right side of the gearbox. Two solenoid valves, VSE (Valve
Slow Engage), and VFE (Valve Fast Engage), are used to connect the engine to the
gearbox via the clutch.
The other two solenoid valves, VSD (Valve Slow Disengage), and VFD (Valve Fast
Disengage), are used to disconnect the engine and the gearbox via the clutch.
All four are controlled by the TECU via PWM signals.
Under some conditions, e.g. if the system calls for a rapid disconnection, both VFD and
VSD are used.
Normally the clutch is connected, but disconnection can occur under several different
circumstances:
Before changing gear
At low engine speed (below 600 rpm)
If the engine speed is reduced to rapidly
When a wheel locks

............................................................................................................................................................................

............................................................................................................................................................................
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10 Countershaft brake
AT2412C is equipped with an integrated countershaft brake located at the front of the shaft
in the clutch housing. The brake, which consists of a cylinder containing a multi-disc brake,
is operated by pneumatics, which is turn is operated by a solenoid valve located in the
gearbox control housing.
The purpose of the countershaft brake is to brake the rotating parts of the gearbox when
the bus is stationary and a start gear is to be engaged. This eliminates unnecessary wear,
noise and abrasion residue in the gearbox.
The brake is also used, as required, to slow down the countershaft to synchronise shaft
speeds during gear changing.

............................................................................................................................................................................

............................................................................................................................................................................
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11 Lubrication system
The gearbox is lubricated through a combination of pressure and splashing.
There is an insert full flow filter on the pressure side of the pump. The insert filter reservoir
is located in the main housing. The oil is led into the main shaft and range gear to
lubricate and cool the range gears, and the input and main shaft gears and bearings. The
countershaft brake, output shaft bearing and retarder drive are also lubricated.
Distribution from the oil pump is approx: 30% to the main shaft and the remaining 70% to
the range gear.
The lubrication system has two overflow valves. One is located in the oil filter housing,
which ensures that the gearbox is lubricated even if the filter is clogged. The other, located
in the main housing, protects against excessive oil pressure during, e.g. cold start. The
valves are made up of a compression spring and a valve peg.

............................................................................................................................................................................

............................................................................................................................................................................
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12 Oil pump
The gearbox oil pump is integrated with the reverse drive. It is an eccentric pump that is
driven by the countershaft via the reverse drive and is mounted in two needle bearings on
the reverse gear shaft.

............................................................................................................................................................................

13 Electrical connections
The gearbox has two (no retarder) alt. three (retarder) electrical connections in the control
housing.
NOTE! The logic in the electrical connections 1-2 and 1-2-3 varies between the different
alternatives with/without retarder.
The left figure shows the connections for a bus without a retarder:
1. Vehicle communication
2. Clutch valve and clutch cylinder position sensor.
The right figure shows the connections for a bus with a retarder:
1. Vehicle communication
2. Retarder connection
3. Clutch valve and clutch cylinder position sensor.

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14 Control housing (GCU)
The gearbox control housing (GCU) contains, among others, the following parts:
Transmission control unit with integrated incline sensor and temperature sensor for oil and
electronics.
Four parallel gear selector cylinders
Four inductive position sensors
Nine solenoid valves
Pressure sensor for control air
Selector forks for split gears and main gears
Compressed air connections
Electrical connections

............................................................................................................................................................................

15 Control housing, gear selector cylinders

1 Lock, gear selector cylinder, split 5 Gear selector cylinder, 1/R
2 Position sensor, gear selector cylinder, split 6 Gear selector cylinder, 2/3
3 Gear selector cylinder, split 7 Gear selector cylinder, range gear
4 Lock, gear selector cylinder, 1/R

The purpose of the pneumatic gear selector cylinders is to operate the selector forks so
that they engage the required gear. The range cylinder is a two position cylinder, high/
low range. The remaining cylinders, including the split cylinder have three positions, in this
case, high split, low split and neutral.

............................................................................................................................................................................

6 7 8

16 Control housing, sensor

1 Oil temperature sensor 5 Inhibitor, gear selector cylinder 2/3
2 Position sensor, gear selector cylinder 2/3 6 Position sensor, gear selector cylinder, range
3 Position sensor, gear selector cylinder 1/R 7 Speed sensor, countershaft
4 Plate, spit cylinder travel limiter 8 Speed sensor, main shaft

If we turn the control housing through 180° we can see the gear inhibitors, speed sensor,
oil temperature sensor and position sensor. The gear inhibitors comprise spring loaded
balls in grooves in each piston rod, which move in the grooves to lock the respective rod,
ensuring, in turn, that the respective gear does not disengage.
All the position sensors are inductive.
The speed sensor measures the rotational speed of both the shafts in the main gearbox;
sensor (8) measures the main shaft speed and sensor (7) the countershaft speed. In
reality these sensors measure the speed of the 2nd gear drive, which in turn is driven by
the countershaft fixed drive.
The system is programmed with the ratios between the 2nd gear drive and the
countershaft and can consequently calculate the speed of the countershaft. It uses these
two sensors to synchronise the shaft speeds during gear changing.

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3 HR
LR
2

1
LS R HS
B
LS HS R 1 2 3 LR HR

H/N/L 1st/N/R 3rd/N/2nd H-L C-shaft

split shift shift range brake

17 Control housing, solenoids

1 Solenoid valve, 1st gear 2 Solenoid valve, 2nd gear 3 Solenoid valve, 3rd gear

LR Solenoid valve, low range LS Solenoid valve, low split IR Solenoid valve, reverse
HR Solenoid valve, high range HS Solenoid valve, high split B Solenoid valve, countershaft
brake

All nine solenoid valves that control gear changing are located in the control housing cover.

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18 Control housing, circuit board
It is necessary to open the control housing and work with the control unit or circuit card
for some service operations. These components must be handled very carefully and it is
important to ensure that no static electricity or magnetism affects the electronics.

............................................................................................................................................................................

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19 Gear selector
1 Gear positions 3 Gear step button 5 Economy/Performance
2 Gear selector inhibitor 4 Gear lever fold button 6 Limp-Home

The gear lever is attached to the driver’s seat and can be folded away to aid passage.
The gear lever is folded forwards with the help of the lever folding button. This can only be
done when the lever is in neutral position.
The following functions are available with the “Professional” gear selector.
The gear step button is spring loaded and can be moved up or down. It is used to step up
or down through the gears, both in automatic and manual modes.
The gear selector inhibitor prevents unintentional gear engagement.
The gear selector has four positions:
R Reverse
N Neutral
A Automatic (D on US07)
M Manual

The E/P (Economy/Performance) button is used when higher engine speed is required
between gear changes. The system returns to economy mode when the performance
program is no longer required.
The L (Limp-Home) button is an emergency measure that can be switched in if there is
a fault in the gearbox system that prevents the bus being driven in automatic, manual or
reverse modes. The limp home function should only be used over short distances and can
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only be activated when the bus is stationary. The function is switched in by pressing the L
button while moving the gear lever to automatic mode. It is possible to select gears one,
three or five for forward driving, or R1 for reversing. It is not possible to change between
different gears when using the limp home function. When changing from a forward gear to
reverse, the L button does not need to be pressed in.
The more basic gear selector “Standard” does not have a gear step button or Economy/
Performance button, and manual gear changing can only be done by locking the presently
engaged gear; no up or down stepping is possible.
The gear selector control unit (GSECU) is now located in the bus distribution box.
There is a new gear selector design equipped with backlight (illuminated gear positioning).
The gear selector, to the left in the picture, is attached on the satellite consol next to the
steering wheel. Busses equipped with this type of gear lever is particular city buses when
is no need to change gear manually. There is no “Limp Home” button on this gear selector.
The function “Limp home” is operated by software in the TECU.

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J1939-7

J1939-5
J1939-2

SCR
BB 6 7 BB 8
GSECU

GND

+30
B+
Audio

SWM

GLU
DIA 16

VECU
OBD

F16

F16
F1
BBM

RECU

TECU
K4
J1939-3

K6
K6

K2
K2
EECU

F17
F32
EBS
K17
K8
BB 1 2 3 4 5

D2
K10

K7
K9

F49
F64

ECS
TACHO

K15

K13

K11
K4
K16

K14

K12
BIC

LCM
F33
F48

BB10 BMUX

20 Can-communication
Because of the large amount of information AT2412C/D receives and sends, it
communicates via four Can links.
J1939-1, which is linked to all the control units in the BEA system
J1939-5, which connects the gear selection control unit (GSECU) and the gearbox
equivalent (TECU)
J1939-7, which connects the TECU to the engine control unit (EECU), the urea system
control unit (SCR) and the OBD (On Board Diagnostics) socket
J1708, which is used for diagnosis, programming and fault tracing.

............................................................................................................................................................................

MID130 A17 i
STOP

MID222 MID223 MID144

MID 144 Time/Distance
km

CC
1
230.0

D
2
33.0
3/5

11:45
AM
12345 km
MID128 MID136 MID216

6
FO L D

P/
12
+
E

-
L M
A
N
R

9 10
0
A
A
1

7 2
3
B

1 2 3 4 5

21 Signal overview
MID 130 TECU MID 222 RECU MID 223 GSECU
MID 144 VECU MID 128 EECU MID 130 EBS
MID 216 LCM

1 Gearbox 7 Speedometer
2 Tachometer sensor, output shaft 8 Switch, cruise control
3 Footbrake valve potentiometer 9 Manual control, engine/retarder brake
4 Accelerator pedal potentiometer 10 Solenoid valve, exhaust pressure governor
5 Wheel speed sensor 11 Solenoid valve, VEB
6 Gear selector 12 Flywheel sensor

AT2412C/D communicates with several different control units in order to obtain all the
information it needs for the TECU to select the most suitable gear and to achieve optimal
ride comfort.

............................................................................................................................................................................

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22 Choice of start gear
When gear operation is in automatic mode, the system automatically selects the most
suitable start gear, depending on the weight of the bus and the road incline.
There is an incline sensor in the gearbox circuit board. This transmits variable voltage
depending on its degree of lean. The TECU uses, among other criteria, this information to
select the most suitable start gear.
The weight of the bus is calculated my measuring torque: how long it takes to reach a
specific speed when the accelerator pedal is pressed to a specific degree, the last time the
bus pulled away.
Here is an example:
The condition is that the bus pulls away on a level surface.
The bus pulls away unloaded on a level road from point A.
The system calculates the bus’s weight as it pulls away, and decides, e.g. that at the next
start it will use 4th gear if the start is on a level surface.
The stops at point B and takes on passengers and luggage weighing four tonnes.
When the bus pulls away from point B, the system will still select 4th gear as this was the
gear calculated for during the previous start.
When the bus next stops, e.g. for traffic lights, the system has registered that the bus was
heavier during the previous start and will therefore now select a lower start gear, 2nd or
3rd.

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23 Synchronization
When the main gearbox is in its neutral position with split and range gear engaged, the
system will perform synchronization of the speed from the incoming and outgoing shaft.
The split gear on the incoming shaft drives the countershaft which in its turn drives the
second gear in the main gearbox. the speed of the second gear speed is picked up by
a hall sensor placed in the control housing. Since the system are programmed with the
ratio between incoming/countershaft and second gear, it can calculate the speed of the
incoming shaft.
By increase/decrease engine rotation, quickly reduce the engine speed by use of the VCB
and the countershaft brake, the system can synchronize the speed of the incoming shaft
with the outgoing shaft.
The speed of the outgoing shaft is read out by the teeth wheel placed on the main shaft.
When the main gearbox is in its neutral position, this part of the main shaft and teeth wheel
is driven by the range gear via propeller shaft/drive wheels. This speed can not, by obvious
reasons, not be modified by the system. This means that the speed of the incoming shaft
must be modified to obtain the same speed as the outgoing shaft.
Moore information about the gear shifting procedure further on in the training.

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z1+S0(1),z2+s0(2),...,zX+s0(x)

24 Gear changing
At a reached engine speed, engine torque end vehicle speed that calls for a gear change,
the TECU requests the EECU for a lower engine torque. When this happens the engine
and gearbox are disconnected, the main gearbox selects neutral and gear changing
occurs in the split/range gear.
The engine and gearbox are then re-connected, the TECU calculates the speed of the
gearbox shafts and requests the EECU to synchronise the shaft speeds.
The EECU increases of decreases the engine speed to cause the gearbox incoming and
outgoing shafts to rotate at the same speed. The main gearbox now engages a gear,
without activating the clutch and the engine increases speed to obtain the requested
torque. The gear change takes place without the driver having to release the accelerator
pedal.
When changing gear, the engine uses the VCB (Volvo Compression Brake) and the
countershaft brake in order to quickly decrease the input shaft speed. When the opposite
situation is required, i.e. an increase in incoming shaft speed, the engine speed is
increased.
It is also possible to step up or down through the gears manually when driving in automatic
mode if required.
When driving in manual mode, the driver selects the start gear and can then step up or
down through the gearbox. The system is protected to the extent that it is not possible to
make negligent, unsuitable gear changes, even in manual mode.
I-shift has four reverse gears. The system is programmed to select R2; from here it is
possible to change down to R1. In cases where the driver selects R3, it is possible to
change up to R4.

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A

25 Kick down function

Kick down is only available as an accessory.
In automatic mode, kick down is activated by rapidly depressing the accelerator pedal to
the bottom. Buses are no longer fitted with kick down switches; the signal is now sent as a
software message. The kick down program optimises gear selection/throttle for maximum
acceleration.
Kick down works with both the economy and the performance programs but not in manual
mode.

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Time/Distance 3/5 0
1 2 A
km 230.0 33.0 0
A
1
B
2
E+ 9 11:45 +
A AM 3
A 12345 km B

< 2%

Time/Distance 3/5
1 2
km 230.0 33.0

E+ 9 11:45
N AM
A 12345 km

26 Ecco roll
A retarder or VEB/VEB+ is required in order to use the software program for Ecco Roll.
Ecco Roll is a freewheel function that is automatically activated in order to reduce fuel
consumption. When the accelerator pedal is released, and all the necessary criteria are
filled, the transmission is disconnected by setting the split gear in between gears. This
results in the bus freewheeling and the engine idling.
Ecco Roll moves to standby mode when gear control and retarder control are in their A or
0 modes. When the gears 7 to 12 are engaged and the bus is on a decline that does not
exceed 2% an E+ is shown on the display.
If, under these conditions, the driver releases the accelerator pedal, freewheel is activated
and the symbol for neutral mode is displayed.
The system immediately engages the split gear again if the driver presses the brake pedal
or the accelerator pedal.
When the retarder control is in A mode, the Brake Blending function is, as before, also
activated on braking.

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Time/Distance 3/5
1 2
km 230.0 33.0

E A 5 11:45
AM
CC 12345 km 0
0 A
A
1
B
2
+
3
B

27 Smart Cruise Control

This function is only engaged when the cruise control is on, and its purpose in combination
with the auxiliary brakes is to maintain a constant speed, even downhill. It saves fuel by
disengaging the auxiliary brakes under certain conditions. The function automatically
disengages the auxiliary brakes at the end of a downhill stretch, which improves cruise
control performance.

............................................................................................................................................................................

Global Training
GT2400053eng 31
28 Launch Control
The Launch control function requires EBS braking and has the following advantages:
Greater comfort when stopping through smoother disengagement on a light pressing of the
brake pedal.
Accommodates driving at lower engine speeds, e.g. idling speed, without clutch slip.
Checks and adjusts engine torque when driving in start gear in order to optimize gear
changing, as well as facilitating gentle pulling away and preventing high engine speeds.
Automatic application of the wheel brakes when the vehicle rolls in the wrong direction, in
relation to the selected gear.
Automatically applies the wheel brakes when the gear control moves between A and R
modes.
Incline start aid, which is only activated on inclines.

............................................................................................................................................................................

............................................................................................................................................................................
Global Training
GT2400053eng 32
29 Enhanced Shift Strategy
Enhanced shift strategy requires EBS braking and has the following advantages:
Improves engine brake performance by selecting gears that increase engine speed.
Automatically, temporarily applies the wheel brakes during gearing changing on declines in
order to compensate for the shortcomings of the engine brake program.

............................................................................................................................................................................

Global Training
GT2400053eng 33
0
A
1
2
3
A

B
B

30 Braking program
0 Disengage auxiliary brakes A Automatic auxiliary brakes via the footbrake
1-3 Auxiliary brakes mode B Braking program

When the retarder lever is moved to B and is then released it springs back to position 3
and through this the bus’s braking program is started. Change down occurs in the gearbox,
and engine torque is increased. This in turn causes the auxiliary braking effect (VEB,
retarder and EPG) to be automatically optimized.
In order to adjust the braking force after activating the braking program (position B), the
lever is moved to position 1, 2 or 3.

............................................................................................................................................................................

Global Training
GT2400053eng 34
31 Diagnostics
In conjunction with the introduction of AT2412C several VCADS-pro tests have been
updated and improved. The three previous calibrations: 40084-2 Clutch, travel and
wear; 40104-2 Gearbox; 40053-2 Clutch engagement point have been replaced by
calibration 40070-3 Clutch, gearbox, engagement point. The new calibration performs
all three calibrations one after the other, which means that the three separate calibration
procedures have been replaced by one.
New VCADS-pro operations:
Operation 40091-3 Gear change activation, control housing is a VCADS-pro operation
which automatically engages the gear that must be engaged in order to install or remove
the control housing.
41180-3 Clutch drag, test.
41182-3 PWM valves clutch activation, test.
Test 43194-3 Gear selection, test is used to read off the MODE the gearbox is in at any
time and read off the signals that are important for fault tracing in the respective modes/
positions.

............................................................................................................................................................................

Global Training
GT2400053eng 35
............................................................................................................................................................................

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Global Training
GT2400053eng 36
............................................................................................................................................................................

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Global Training
GT2400053eng 37
............................................................................................................................................................................

............................................................................................................................................................................

............................................................................................................................................................................
Global Training
GT2400053eng 38
............................................................................................................................................................................

............................................................................................................................................................................

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TREINAMENTO Gearbox - AT2412CD - I - Shift - Eng - SB PDF

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TREINAMENTO Gearbox - AT2412CD - I - Shift - Eng - SB PDF

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Gearbox AT2412C/D, I-Shift

Design and function

3 Main external gearbox components

4 Main internal gearbox components

9 Clutch, solenoid valves

15 Control housing, gear selector cylinders

16 Control housing, sensor

H/N/L 1st/N/R 3rd/N/2nd H-L C-shaft

17 Control housing, solenoids

MID222 MID223 MID144

25 Kick down function

27 Smart Cruise Control

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