10:05-06

Issue 2 en

Scania Retarder

Function description, mechanical system and

hydraulic system

10:2288

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1 712 011 Scania CV AB 1999, Sweden
Contents

Contents
System description General............................................................ 3
New cable harness and new control
unit .................................................................. 3
Auxiliary brake system, description
of operation..................................................... 4
Braking effect ................................................. 7

Mechanical system General ........................................................... 9

Mechanical system, overview....................... 10
Retarder installation in vehicle .................... 11

Retarder function ...................................................................... 12

Hydraulic system General ......................................................... 14

Hydraulic system,
overview of old design.................................. 15
Hydraulic system,
overview of later design................................ 16
When the retarder is not braking .................. 19
When the retarder is to start braking............. 20
When the retarder is braking......................... 21
When the brake torque is to be increased
or reduced .................................................... 23
When the retarder is to stop braking............. 26
Safety system ............................................... 27

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2 Scania CV AB 1999, Sweden 10:05-06 en

System description
General
The same integrated auxiliary brake system
with the Scania Retarder is used in both trucks
and buses. The main difference between the
truck and bus installation is how the auxiliary
brake is connected to the other electrical
equipment in the vehicle.
Connection to the rest of the Scania electrical
system is matched to the specification of the
particular vehicle. This is described in the
Workshop Manual, main group 16, and is not
included in this description.
The location of external components such as
the oil cooler and oil accumulator varies
between trucks and buses and even sometimes
between engine types. This has no effect on
operation. This description applies to all 4
series vehicles with Scania Retarder.
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1050f16b.mkr Scania CV AB 1999, Sweden
System description
New cable harness and new
control unit
A new cable harness is introduced from 9908
for trucks and from 9910 for buses. The main
difference is that the proportional valve for
retarder control, the solenoid valve for retarder
air supply and the solenoid valve for the
retarder oil accumulator are now incorporated
into one unit with the part name V97. See
Hydraulic system, under Overview, later
design, New design of proportional valve and
main group 10 Scania Retarder, Trouble
shooting using fault codes, under Wiring
diagrams.
From 9911, CAN communication is used
between the control unit of the auxiliary brake
system and the EBS control units using
(applies only to trucks). For further
information, see main group 10 Scania
Retarder, Function description, under
Interaction with other systems, Retarder CAN
and information in the relevant section.
3
System description

Auxiliary brake system,

description of operation

106598
EB R
The Scania integrated auxiliary brake system is
additional to the vehicle's wheel brakes. The
auxiliary brake is stronger than the diesel
engine and this gives considerable braking
capacity.
The auxiliary brake is intended for long periods
of braking on downhill gradients. In this way,
the wheel brakes can be reserved for short
periods of braking in order to reduce speed.
This means that both brake wear and the risk of
fading are considerably reduced.
The auxiliary brake is available for vehicles
both with and without ABS/EBS. The latter
have a simplified version of the auxiliary brake,
but it is basically the same system. The
controls, however, differ somewhat.
The main components of the auxiliary brake
system are the retarder R and the exhaust brake
EB. These are both controlled by the same
electronic control unit E.
The control unit uses the exhaust brake and
retarder to ensure optimum interaction between
their fields of operation. On the other hand, it is
the responsibility of the driver to downshift and
keep the engine speed up in order to achieve
maximum braking effect.

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4 Scania CV AB 1999, Sweden 1050f16b.mkr
 System description

The exhaust brake EB gives the best effect at

high engine speeds and in low gears.
The driver maximises the use of the exhaust
brake when he downshifts in good time and
allows the engine speed to rise, preferably
towards (but not into) the red zone on the rev
counter. He then also gains maximum benefit
from the braking properties of the diesel engine.

The retarder R is an oil brake driven by the

gearbox output shaft. The retarder is most
effective at high speeds. The control unit
gradually increases the quantity of oil and the oil
pressure as the speed decreases, in this way
retaining the braking capacity down to approx.
20 km/h.
The retarder provides most of the overall
braking power of the system. The power may
reach 400 kW (approx. 540 hp) continuously
and up to 650 kW (about 880 hp) for short
periods. In short, retarder braking generates a
great deal of heat which must be dissipated by
the vehicle's ordinary cooling system.

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1050f16b.mkr Scania CV AB 1999, Sweden 5
System description

The engine coolant pump is most effective at

high engine speed. The driver should therefore
keep engine speed at minimum 1500 rpm, or
higher, when using the auxiliary brake. He
then gains maximum effect from both the
retarder and the exhaust brake. The maximum
available braking power is directly proportional
to the engine speed.
The braking power of the retarder is
automatically adjusted down if the cooling
system cannot manage to dissipate all the heat
generated. High engine speeds cool the retarder most
effectively and allow it to be used for the
When the coolant temperature has returned to maximum amount of time.
normal level, the retarder can again be used at
full power.

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6 Scania CV AB 1999, Sweden 1050f16b.mkr
 System description

Braking effect Rear axle ratio

The rear axle ratio of the truck or bus gives
The braking effect obtained depends upon: different braking power, see graph. During
• System characteristics short periods of braking, the rear axle ratio and
tyre size are the determining factors. During
• Rear axle ratio prolonged braking, heat generation (cooling) is
the determining factor.
• The driver's experience
System characteristics
If the vehicle is equipped with ABS/EBS, EDC
or Opticruise, then system interaction gives
special brake characteristics. With for example
Opticruise and EDC, Opticruise can downshift
during retarder braking.

Brake performance on downhill gradients

3.08 3.40 3.80

110 970

The effect of downhill gradients and rear axle ratio on brake performance. Higher axle ratio
increases the brake performance.
1 _____ = At 60 km/h and in 9th gear
2 ------- = At 77 km/h and in 10th gear

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1050f16b.mkr Scania CV AB 1999, Sweden 7
System description

The driver's experience

The driver's habit of utilising the system's
capacity, especially during manual
gearchanges, see illustrations below. Engine
braking can be used on vehicles with as well as
without retarder.
Engine braking without retarder Engine braking with retarder
15
15 10 20 60 80
10 20
60 80
40
5 25 100
5 25 40
100 r/min x 100
r/min x 100
0 30 20
120
0 30 125km/h

20
120 2 km 1
125km/h

00 5 331 0
2 km 1

0 0 5 3 31 0
110 422

110 423
On vehicles without retarder, engine braking On vehicles with retarder, engine braking
occurs in low gear, at low vehicle speed and at occurs in a higher gear (engine braking and
high engine speed. retarder braking), at a higher vehicle speed
and at high engine speed.

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8 Scania CV AB 1999, Sweden 1050f16b.mkr
 Mechanical system

Mechanical system
• This description covers the function of the
entire mechanical system in general, but
covers the retarder in detail.
• More information regarding the
mechanical design can be found in main
group 10 Scania Retarder, Work
description, under dismantling and
assembling.
• The hydraulic functions of the mechanical
components are more fully described under
Hydraulic system.

General
A vehicle with this auxiliary brake system has,
besides the retarder itself, several other
modifications, such as to the cooling system.
High flow coolant thermostats are used. They
are fitted in a separate, double thermostat
housing. The same type of thermostats and
housing are used on both trucks and buses,
irrespective of engine type.

Note: The ordinary thermostat housings used

in the equivalent vehicles without the retarder
should not have any thermostats.

The above is detailed in the spare parts

catalogue for each chassis type with the
gearbox designation ending in R, e.g.
GRS900R or GR801R.

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1050f16b.mkr Scania CV AB 1999, Sweden 9
Mechanical system

Mechanical system, overview

The retarder has an independent oil system
with an oil sump connected directly to the
retarder housing. The oil sump consists of two
halves; the valve housing and the oil sump
cover.
A proportional valve A receives an accurately
regulated drive current from the control unit.
The strength of this current corresponds to the
required brake torque. The proportional valve
in turn applies an appropriate air pressure to a
control valve in the retarder valve housing.
The control valve lets in oil between the
retarder rotor and both the stators. The control Component locations, old design
valve assumes a position that achieves the
correct oil pressure for the particular brake
torque required. 3 2

4 7

5 6

The position of the control valve then changes

as the vehicle speed decreases. The position is
continuously adjusted using oil pressure from
behind so that the required brake torque is
actually achieved.

115 419
The required torque may of course be changed
at any time by either the driver or by the The new valve block
integrated downhill speed control regulator in
the control unit.
An oil accumulator B is used to rapidly fill the
retarder when activated.
The oil is greatly heated during retarder
braking and is cooled in a designated oil cooler
C by the engine coolant.
The thermostats and thermostat housing are
described in Mechanical system, under
General.
A valve block V97 is introduced from 9908 on
trucks and 9910 on buses. The valve block
replaces the 3 valves:
• Proportional valve V76, A
• Air supply for solenoid valve (ON/OFF)
V74, D
• Solenoid valve V75 for oil accumulator, E

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10 Scania CV AB 1999, Sweden 1050f16b.mkr
 Mechanical system

Retarder installation in vehicle

The retarder is fitted to the planetary gear part
of the gearbox. The drive is the same on
gearboxes GR801R, GR900R, GRS890R/900R
and GRSH900R.

10:2288

10_2199
Retarder
Actual installation in the vehicle is essentially Retarder installation in a truck
the same for trucks and buses; the locations of
the oil cooler and the oil accumulator are
different, but their operation is the same.

IMPORTANT! The retarder oil hoses move a

great deal due to pressure pulses. The retarder
loses its braking power if a hose ruptures or
starts to leak.

The location of hose clips, coolant pipes and

similar components varies with chassis as well
as engine type. See Scania's parts information.

Retarder installation in a bus

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1050f16b.mkr Scania CV AB 1999, Sweden 11
Retarder function

Retarder function
When the retarder is braking, oil enters between
the stators 1 and the rotor 2. The flow of oil then
swirls, See illustration Retarder braking. The
flow of oil acts on the rotor with a damping
effect that opposes its movement. In this way,
the retarder shaft is braked.
The speed of the rotor is proportional to the road
speed of the vehicle. The higher the speed of the
rotor, the faster the flow of oil. This means that
less and less oil is required to achieve a
particular brake torque as the speed of the rotor
increases. Conversely, this means that the
quantity of oil must be increased in order to
maintain the required brake torque as road speed
(and thus shaft speed) decreases.
The retarder shaft 3 has a gear 4. The torque is
transmitted via an intermediate gear 6 to a gear
5. The gear 5 drives the retarder shaft from the
output shaft on the planetary part and also takes
up the braking power from the retarder. The
retarder shaft and the intermediate gear are
carried on two taper roller bearings each.

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12 Scania CV AB 1999, Sweden 1050f16b.mkr
 Retarder function

Retarder drive

6
4

1
2

05:5031

The retarder shaft is driven by a cylindrical gear set whose ratio is 2:1. The retarder shaft thus
rotates at twice the speed of the gearbox output shaft.

Retarder braking
05:5034

When the retarder is filled with oil, the shaft that drives the retarder rotor is damped. Higher oil
pressure means an increase in the quantity of oil between the rotor and the stators and thus increased
braking power.

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1050f16b.mkr Scania CV AB 1999, Sweden 13
Hydraulic system

Hydraulic system

General
This description begins with a general overview
of the complete hydraulic system. We then show
different operational conditions.
The electrical function of the hydraulic
components is described in greater detail in
main group 10 Scania Retarder, Function
description.
The design of the hydraulic components is

shown in the exploded views in main group 10
Scania Retarder, Work description, under Valve
housing and retarder housing.
05:5065
Working parts of the retarder. When oil enters
between the rotor and the two stator rings, a
resistance is created that slows the rotor.

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14 Scania CV AB 1999, Sweden 1050f16b.mkr
 Hydraulic system

Hydraulic system, overview of old

design

20 19 18 16 17

13

2 7
24
9
12
11
8

23

25
21

05:5023
3 15 1 14 22 10

Components in the hydraulic system

1 Stators 20 Solenoid valve V74
2 Rotor 21 Bypass valve
3 Shaft 22 Safety valve
7 Oil pump 23 Channel
8 Sump 24 Spring
9 Filter 25 Cone
10 Control valve
11 Oil cooler
12 Chamber
13 Air ducts
14 Coolant oilway
15 Radial seals
16 Accumulator
17 Solenoid valve V75
18 Non-return restriction valve
19 Proportional valve V76

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1050f16b.mkr Scania CV AB 1999, Sweden 15
Hydraulic system

Hydraulic system, overview of later

design

19
3
2

4 1 7

5 6

18 16

17
20
13

2 7
24
9
12
11
8

23

25
21

115 425
3 15 1 14 22 10

Components in the hydraulic system

1 Stators 25 Cone
2 Rotor
3 Shaft
7 Oil pump
8 Sump
9 Filter
10 Control valve
11 Oil cooler
12 Chamber
13 Air ducts
14 Coolant oilway
15 Radial seals
16 Accumulator
17 Solenoid valve
18 Non-return restriction valve
19 Proportional valve
20 Solenoid valve
21 Bypass valve
22 Safety valve
23 Channel
24 Spring

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16 Scania CV AB 1999, Sweden 1050f16b.mkr
 Hydraulic system

New design of the proportional valve
A new valve block, V97, is introduced in
production from 9908 on trucks and from 9910
on buses. The functions for the following are
incorporated into the valve block:
• Proportional valve 19
• Air supply for solenoid valve (ON/OFF) 20
• Solenoid valve for oil accumulator 17
Note: The new valve block V97 requires a
higher control frequency, 360 Hz. This
frequency is available from control units
manufactured from 9902. Otherwise, the
system is not modified but works in the same
way irrespective of valve design.
The oil pump 7 rotates as soon as the vehicle is
in motion. When braking, the oil is directed via
the control valve to the rotor and the oil cooler.
When the retarder is disengaged, most of the
oil is directed via the control valve to the oil
cooler and the sump. A small proportion is
directed via the coolant oilway 14 for
lubrication and cooling.
Safety valve 22 is fitted with an additional
sealing ring from chassis number SS1251239,
SN4414949, SA9043610, SBK1835768.
The retarder and gearbox oil systems are
separated by two radial seals 15.

Retarder
There is an oil pump 7 on shaft 3 which
receives oil from the sump 8, via the filter 9.
From there, the oil is directed via the control
valve 10, either to the rotor 2 for braking or to
the oil cooler 11 for cooling in disengaged
mode.
There are two annular chambers 12 between
the rotor 2 and the stators 1. When these are
filled with oil, the rotor and the stators force the
oil to change direction repeatedly. The flow of
oil thus provides resistance to the rotor and
counteracts its rotation.
The oil flows extremely quickly and in a
curved spiral path. Centrifugal force causes the
oil in the chambers to accumulat on the
periphery and attempt to escape. The oil is
therefore retained in the chambers by back
pressure from the outside. Higher pressure
gives more oil in the chambers and higher
brake torque.
The chambers are connected to the sump via air
ducts 13. These are necessary to enable the
quantity of oil to be adjusted quickly when the
driver wants to adjust the brake torque.

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1050f16b.mkr Scania CV AB 1999, Sweden 17
Hydraulic system

Oil accumulator
The accumulator 16 is emptied and quickly fills
the retarder when braking begins. This is
activated with compressed air from a solenoid
valve 17. There is a non-return restriction valve
18 in the accumulator outlet.
The left-hand position is the non-return valve
position. The oil then passes both through the
restriction and on the outside of the bushing.
The non-return valve position is used both
when emptying and refilling when the driver
ceases braking.

The right-hand position is the restriction valve

position. The oil then passes only through the
restriction. The restriction valve position is
used when refilling the accumulator during
braking.

Oil cooler
The oil cooler 11 transmits the heat from the
retarder oil to the engine cooling system where
the heat is finally dissipated by the vehicle's
ordinary radiator.

Proportional valve
The supply air solenoid valve 20 and the
proportional valve 19 are both actuated by the
control unit. Unreduced air pressure is fed from
solenoid valve 20 to the proportional valve 19.
The control unit supplies a current, whose
strength corresponds to the required brake
torque, to the proportional valve. This then
delivers air pressure to control valve 10 which
creates the oil pressure necessary to achieve the
required brake torque.

Safety system
See When the retarder is to stop braking, under
Safety system

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18 Scania CV AB 1999, Sweden 1050f16b.mkr
 Hydraulic system

When the retarder is not braking The oil accumulator's solenoid valve 17 is also
unactivated. The piston in the accumulator 16
is at its starting point and the accumulator is
Disengaged position full of oil.
The supply air solenoid valve 20 and the
proportional valve 19 are not activated. This
means that the compressed air chambers below
the control valve 10 and the safety valve 22 are
vented.
The oil flow from pump 7 is therefore directed
via the control valve to the oil cooler 11 and
back to the retarder via the bypass valve 21 to
oil sump 8.
Bypass valve 21 is intended to maintain a
return pressure to the accumulator.
A certain amount of oil is also pumped through
the coolant oilway 14 to the retarder chambers
12 for lubrication and cooling. This oil is
drained through the upper outlet port in the
control valve.

20 19

16 17

12 7

8 11

21
05:5024

14 22 10
Disengaged position (retarder not braking)

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1050f16b.mkr Scania CV AB 1999, Sweden 19
Hydraulic system

When the retarder is to start

braking

Engaging position
When the retarder is engaged, the supply air
solenoid valve 20 releases air to the
proportional valve 19. The proportional valve
in turn delivers an air pressure corresponding
to the required brake torque. Control valve 10
switches over to the filling position and safety
valve 22 closes.
The oil pump 7 now pumps oil into the retarder
oil chamber from the inlet side. The oil
accumulator 16 is activated by its solenoid
valve 17 and fills the retarder oil chamber from
the outlet side. In this way, quick activation of
the retarder is achieved.
Oil pressure starts to build up on the top side of
the control valve via channel 23, which goes
through the piston. Safety valve 22 and bypass
valve 21 are kept closed during the entire
engaging process.

20 19

16 17

23

21
05:5025

22 10

Engaging position (retarder about to start braking)

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20 Scania CV AB 1999, Sweden 1050f16b.mkr
 Hydraulic system

When the retarder is braking

Engaged position
Proportional valve 19 maintains an air pressure
to control valve 10 which is proportional to the
required brake torque. An oil pressure builds up
above the piston via channel 23 in the control
valve. This, together with spring 24, moves the
piston down to equilibrium.
In this equilibrium position, the flow will go
through the retarder part and the oil cooler. A
certain amount of oil is used to fill the
accumulator.
Oil pump 7 always supplies a little excess oil.
In the equilibrium position, the control valve
opens a passage via a cone 25, which directs
the excess oil on through the bypass valve 21 to
the sump.

20 19

12 24
11

23

25
05:5026

21
10
Engaged position (retarder braking)

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1050f16b.mkr Scania CV AB 1999, Sweden 21
Hydraulic system

Change in vehicle speed

When the speed of the vehicle is changed, the
speed of the rotor also changes. If the driver
wishes to continue braking with the same
torque, the following applies.

Note: Neither the air pressure from the

proportional valve nor the oil pressure regulated
by the control valve is changed.

When vehicle speed decreases, centrifugal force

also decreases. For this reason, a larger quantity
of oil remains in the chambers 12 and the
required brake torque is maintained. The control
valve 10 also changes its position in order to
create a narrower passage at cone 25. This is
because pump flow is dependent on vehicle road
speed. The control valve is forced to set itself in
this manner to maintain the equilibrium in
pressure.
As speed increases, centrifugal force also
increases. More oil is therefore drained from the
chambers 12 and the required brake torque is
maintained. The control valve 10 therefore
changes its position in order to create a larger
passage at cone 25.

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22 Scania CV AB 1999, Sweden 1050f16b.mkr
 Hydraulic system

When the brake torque is to be

increased or reduced

Increasing brake torque

Proportional valve 19 raises the air pressure to
control valve 10, which once again assumes the
filling position. The oil in the retarder chambers
12 is topped up so that the oil pressure increases,
causing the brake force to increase.
After a moment, the control valve assumes a
new equilibrium position corresponding to the
higher oil pressure. During this change in
pressure, the oil accumulator is not used as the
system is already filled with oil.

20 19

24
12
11

23

25
05:5027

10

Increasing brake torque

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1050f16b.mkr Scania CV AB 1999, Sweden 23
Hydraulic system

Reducing brake torque

Proportional valve 19 reduces the air pressure to
control valve 10, which assumes a lower
position. The seepage gap at cone 25 on the
control valve increases and allows more oil to
pass. The quantity of oil in the retarder
chambers 12 decreases and the pressure thus
also decreases.
After a moment the control valve assumes a new
equilibrium position which corresponds to the
lower oil pressure.

20 19

12
11

25
05:5028

10

Reducing brake torque

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24 Scania CV AB 1999, Sweden 1050f16b.mkr
 Hydraulic system

Change in speed
When the speed of the vehicle is changed, the
speed of the rotor also changes. If the driver
wishes to continue braking with the same
torque, the following applies.

Note: Neither the air pressure from the

proportional valve nor the oil pressure regulated
by the control valve is changed.

• When vehicle speed decreases, centrifugal

force also decreases. For this reason, a
larger quantity of oil remains in the
chambers 12 and the required brake torque
is maintained. The control valve 10 also
changes its position in order to create a
narrower passage at cone 25. This is
because pump flow is dependent on vehicle
road speed.
The control valve is forced to set itself in
this manner to maintain the equilibrium in
pressure.
• As speed increases, centrifugal force also
increases. More oil is therefore drained from
the chambers 12 and the required brake
torque is maintained. The control valve 10
therefore changes its position in order to
create a larger passage at cone 25.

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1050f16b.mkr Scania CV AB 1999, Sweden 25
Hydraulic system

When the retarder is to stop

braking

Disengaging position
The proportional valve 19 drains all the air from
the control valve 10 which moves down to its
lowest position, at which point the oil flows
back to the sump 8 via the bypass valve 21 and
the upper outlet port. In doing this, disengaging
position is resumed and retarder braking ceases.
The flow of oil is now mainly directed to the
cooling circuit.
The oil flow in the coolant oilway 14 is not used
exclusively for cooling. A small proportion is
also used to lubricate the moving parts of the
retarder.
When the control valve 10 is completely open,
the retarder is drained via the upper outlet port
in the control valve.

20 19

21
05:5029

14 22 10
Disengaging position (retarder about to stop braking)

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26 Scania CV AB 1999, Sweden 1050f16b.mkr
 Hydraulic system

Safety system
The safety system ensures that retarder braking
can be interrupted on request from the ABS/
EBS control units, even in case of a fault
somewhere in the retarder control system.
Dual safety is provided by the system which
works as follows.
• The supply air solenoid valve 20 and safety
valve 22 can drain the pressure even if
proportional valve 19 or control valve 10
should seize and are blocked. The solenoid
valve is then drained via a check valve.
• The supply air solenoid valve 20 can have
its electrical supply cut directly by the ABS/
EBS system, via a relay, even if the
auxiliary brake control unit is attempting to
keep the solenoid valve activated.
• If a coolant hose ruptures and the oil
overheats, safety valve 22 operates as a
circuit breaker and drains the oil to the oil
sump.

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1050f16b.mkr Scania CV AB 1999, Sweden 27