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Rear axles RT2610HV / RT3210HVDesign and Function

Student booklet

Aftermarket TrainingRear axles RT2610HV & RT3210HV

2Student Booklet

Rear axles

RT2610HV/RT3210HVThis training package describes the rear axle’sdesign and function. Service operations andthe use of special tools are described in Volvo’sservice literature.

Contents

1 General, tandem rear axle ....................3

2 Type plate ............................................5

3 Tandem rear axle ..................................6

4 Final drives, front/rear ...........................7

5 Gear set, front/rear ...............................8

6 Pinion bearings, front and rear .............9

7 Pinion shims, front and rear ..................10

8 Input shaft shims, transfer gear .............11

9 Differential ...........................................12

10 Transfer gear ......................................13

11 Transfer gear differentiallock...............14

12 Wheel differentiallock .........................15

13 Drive shafts ........................................16

14 Wheel bearings ..................................17

15 Hub reduction .....................................18

16 Maintenance ......................................19


3Student Booklet

1 General, tandem rear axleRT2610HV/RT3210HV are identical in design and function. The difference is max bogie pressureand that RT3210HV is designed for Volvo FM construction vehicles.

This are two tandem rear axles that consists of two single reduction gears of spiral bevel type anda transfer gear that is fitted to the first rear final drive.This rear axle is intended for use in heavy and demanding haulage operations both on good roadsand on poor road conditions. Drive to two axles means that extremely high traction can betransferred to the road surface, since the total axle pressure is high. This promotes excellent get-you-there ability, and also results in more uniform tyre wear between the front and rear axles.

RT26/3210HV is equipped with three differential locks, one each for the front and rear axle, andone for the transfer gear. This guarantees excellent traction when the road surface is slipperyand offers poor grip.RT2610HV or RT3210HV is the type designation of this tandem rear axle.R = Rear axleT = Tandem26/32 = Max bogie pressure 26.000kg/32,000kg100 = Max gross combination weight 100,000kgH = Hub reductionV = Volvo


4Student Booklet

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Specifications:Make VolvoType designation RT2610HV or RT3210HV

Type:Final drive Single reduction, spiral bevel, hub reductionTransfer gear Cylindrical gearHub reduction Cylindrical planetary gearCrown wheel, diameter 295 mmDriveshafts, diameter 45 mmMax engine torque 3100 NmMax bogie pressure 26.000kg or 32,000 kgMax gross combination weight 100,000 kg

Weight including driveshafts, hubs and drum brakes:Front axle RT2610HV/RT3210HV 861/879 kgRear axle RT2610HV/RT3210HV 758/776 kg

Weight including driveshafts, hubs and disc brakes:Front axle RT2610HV 816 kgRear axle RT2610HV 730 kg

Oil-change volumes:Front final drive,RT2610HV/RT3210HV 29/31 litres.Rear final drive, RT2610HV/RT3210HV 26/26 litres.Each hub (included in above values) 1,5- 3 litres depending on versions of hub casing.

Ratios : 3.61:1, 3.76:1, 4.12:1, 4.55:1, 5.41:1 and 7,21:1 only for RT3210HV.The transfer gear has a ratio of 1:1.


5Student Booklet

2 Type plateThe rear axles are made by Volvo and the type designations are RT2610HV/RT3210HV.

The type plate consists of the following markings:

COMPONENT = component designationDIFF. CARRIER/RATIO= final drive/ratioSERVICE CATEGORY = service categoryPART NO REAR AXLE = Volvo’s part numberDIFF. ASSY = Volvo’s part numberFABR. NO DIFF. ASSY = date of manufactureID = Internal factory number

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6Student Booklet

3 Tandem rear axleTandem rear axles RT2610HV/RT3210HV consists of two rear axles of the followingmain components;

The first rear axle consists of:1. Rear axle casing2. Final drive with transfer gear3. Differential locks (transfer gear, differentiallock and wheel differentiallock).4. Driveshafts5. Output shaft

The second rear axle consists of:6. Rear axle casing7. Final drive8. Wheel differential lock9. Driveshafts

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7Student Booklet

4 Final drives, front/rearBoth the final drives (gear sets) are of spiral bevel type, which means that the pinion’s centre lineis in line with the crown wheel’s centre line.Due to that the ratio is small, the differencies in diameter between the crownwheel/pinion aresmall. This gives a compact and service friendly final drive with small internal losses.

The crown wheel and pinion are matched to each other and cannot be replaced individually, butonly as a complete pair.In order to avoid the risk of accidentally separating the gear set, the crown wheel and pinion areboth marked with the same serial number.

The front final drive consists of; gear set, transfer gear, differential, transfer gear differentiallockand wheel differentiallock.

The rear final drive consists of; gear set, differential and wheel differentiallock.

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8Student Booklet

5 Gear set, front/rearThe gear set consists of the pinion and crown wheel. The crown wheel is attached to the differen-tial.

A: The front pinion is supported by two conical roller-bearings.B: The rear pinion is also supported by two conical roller-bearings.

Adjustment of the pinion’s axial position is done with shims between the inner bearing’s outerring and the final drive housing.

The correct pinions pre-tension is achieved with spacer sleeves in both final drives.

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9Student Booklet

6 Pinion bearings, front and rearBoth the front and rear pinion is supported by two conical roller-bearings, A and B in the picture.Spacer sleeve C in the picture is used to create the correct pre-tension for the pinion bearings.

Adjustment of the pinion’s axial position is done with shims between the inner bearing’s outer ringand the final drive housing.

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10Student Booklet

7 Pinion shims, front and rearAdjustment of the pinion’s axial position is done with shims between the inner bearing’s outer ringand the final drive housing, A in the picture.

Both pinions are supported by two conical roller-bearings.

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11Student Booklet

8 Input shaft shims, transfer gearAxial play for the transfer gears input shaft is achieved with shims, between the cover and the finaldrive housing.

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12Student Booklet

9 DifferentialThe purpose of the differential is to distribute torque and speed between the driven wheels and atthe same time maintain overall tractive power. This is necessary since the outer wheel has alonger distance to travel in a curve than the inner wheel. The outer wheel must therefore rotatefaster than the inner wheel.

The differential is fitted in the differential housing and consists of four small conical gears, differen-tial gears that are fitted to the spider. Two counter-rotating larger conical differential gears meshwith the four small gears, each linked with its respective driveshaft.

When the vehicle is driving straight ahead, the small gears in the differential are at a standstill andboth the driven wheels rotate at the same speed. When taking a curve, when the inner wheelrotates more slowly, the small wheels start rotating on the spider. Through this rotation, the speedreduction of the inner wheel is taken up and transferred to the outer wheel, which responds with acorresponding increase in speed.

The differential is supported with two conical bearings. The purpose of the adjustment screws isto create the correct pre-tension on the differential bearings and to give the gear set the correcttooth flank clearance.

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13Student Booklet

10 Transfer gearThe forward final drive is equipped with a transfer gear. It has the task of distributing drive betweenthe two rear axles.

Power from the gearbox goes from the transfer gear’s input shaft via the transfer gear’s differen-tial to the output shaft which drives the second rear axle via a short propeller shaft.Power to the first rear axle goes via a cylindrical gear.

The path of the power: pinion, crown wheel, differential spider, via the small differential gears, on tothe large differential gears and then to the driveshafts, before finally going to the wheels.

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14Student Booklet

11 Transfer gear differentiallockhe transfer gear is equipped with a differential lock to permit the same rotation speed on the rearaxles. The differential lock is operated via a two-stage switch on the instrument panel.

When the switch is pressed to its first position, the transfer gear differential lock is engaged,linking the two rear axles to each other. A symbol comes on in the instrument panel to indicatewhen the transfer gear differential lock is activated.

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15Student Booklet

12 Wheel differentiallockEach rear axle has a wheel differential lock on the right driveshaft to ensure the same rotationspeed for the driveshafts on each respective rear axle.When one wheel slips, for instance on a slippery road surface, it is possible to disengage thedifferential by linking the driveshafts to each other with a differential lock, locking one driveshaft tothe differential housing. When the wheel differential lock is engaged, a symbol appears in theinstrument panel.

The locks consist of a claw coupling made of hardened steel which is manoeuvred bycompressed air. When all the differential locks are engaged, all the driven wheels are forced torotate at the same speed.

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16Student Booklet

13 Drive shaftsThe driveshafts are of the fully unloaded type, that is to say the axles do not carry any of thevehicle’s weight; instead, their only job is to transfer rotating movement/torque from the final driveto the driven wheels.

The inner ends of the driveshafts are equipped with splines for linking up to the large differentialgears in the final drive. The outer ends feature a flange for fitting to the hub. In addition, the right-side driveshaft is equipped with an additional set of splines for the wheel differential lock’sconnecting flange.

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17Student Booklet

14 Wheel bearingsThe wheel bearings are maintenance-free unit bearings. They consist of conical roller-bearingsthat are lubricated for life from the factory and fitted with sturdy seals.

The wheel hub and its bearing are fitted and removed as a single unit, which makes the processmuch more convenient.

Bearing play is checked by inserting a metal bar in the wheel’s lightening holes and using the baras a lever. Normally, the bearings should be pre-tensioned, so there should not be any measurableplay in the wheel bearing. If any play is registered in the bearing, it should be measuredwith a dial gauge.

NOTE: The bearing clearance cannot be adjusted.

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18Student Booklet

15 Hub reductionThe hub reduction, which is located in the wheel hub, is where the majority of the torque con-version occurs. The hub reduction consists of a cylindrical planetary gear with straight needlebearing gears that produce little loss.The sun gear is mounted on the driveshaft and from here the driving power is transferred to theplanetary gear, which is connected to the wheel hub. When the planetary gear is forced torotate towards the ring gear, which is locked to the rear axle housing, there is a reduction in enginespeed.This type of rear axle combination with tandem drive allows for considerable propulsion to betransferred to the ground without spinning wheels, since there is a great deal of combined axlepressure. This makes navigation very easy and reduces tyre wear.

NOTE:The oil level plug in the picture is in the drain position.When checking the oil level the hole shall be in the horizontal position.Oil up to the hole edge when the level is correct.

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19Student Booklet

16 MaintenanceThe rear axle has long service intervals that contribute to low operating costs.With Volvo-approved synthetic oil, oil is changed after max 400,000 km or every three years.

Service Information

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