Drive train main assemblies

The drive train has the task of providing

the necessary pulling and pushing forces
for the movement of a vehicle in accordance with the effective road resistance. It
can be divided into main assemblies (
Fig.). As it is a very complex component,
the engine is described in detail in this manual in chapter 5.

Driveaway element
In most cases, the driveaway element is a
clutch. It temporarily interrupts the connection between the engine and gearbox,
bringing the vehicle to a standstill with a
gear engaged and initiating the driveaway.
On driveaway, the clutch "slips", bridging
the rotational speed difference between
the engine and gearbox ( page 6.14).

In order to ensure the drive of the commercial vehicle from a standstill through
the desired partial speeds all the way to
the maximum speed, the drive train must
perform the following functions:

Standard gearbox
In the standard gearbox with front-mounted or rear-mounted group, engine torque
and engine speed are converted according to the currently required tractive
force. Here, the power output, i.e. the product of the torque and engine speed,
should remain as constant as possible.
The standard gearbox is controlled via actuators and shifting elements operated directly or electropneumatically by the driver
( page 6.22).

X Driveaway
X Conversion (adaptation) of torque and
engine speed
X Balancing different engine speeds of
inner and outer wheel on cornering
X Operation forwards and backwards
X Operation of the engine in the optimised range for consumption and
exhaust gas of the characteristic map
( page 5.70).

Middle drive
The middle drive, also called the final drive, consists of the axle drive with the axledrive ratio and the differential gear.
The axle drive ( page 6.32) transforms
the rotational movement of the drive shaft
into a rotational movement of the axle
shafts of the wheels. The gear ratio in the
axle drive serves to reduce the rotational
speed and increase the torque of the drive
shaft.
The differential gear enables balancing of
the rotational speed difference between
the wheels of an axle on cornering (
page 6.33).
Planetary drive gear
In the case of planetary drive axles, the
torque and rotational speed of the axle
shafts are transferred to the drive wheels
and reinforced or reduced there in a planetary gear set, as the case may be (
page 6.26).

DRIVE TRAIN

1DRIVE TRAIN

X Drive for secondary consumers

Propshafts
So-called propshafts are required to
transfer the engine output from the gearbox to the transfer cases and/or final
drives (depending on the number of driven
axles). These have shifting section toothing in order to be able to balance out the
vertical movement of the axles (length
compensation).

With longer wheelbases, rubber-cushioned intermediate propshaft bearings are

used.

Drive train with planetary drive axle

6.1

LEGEND
1
Engine
2
Clutch
3
Standard gearbox
4
Propshafts
5
Middle drive
6
Planetary drive gear

FUNCTION

6.1Tasks and main assemblies

BASIC PRINCIPLES

FUNCTION

EXAMPLE

Drive train operating principle

The manual gearbox and final drive have
the main task of transferring the right
amount of engine torque and rotational
speed to the wheels depending on the driving situation.

Tractive force
The torque of the engine is gradually converted by the standard gearbox. For each
engaged gear, certain torque characteristics with the corresponding rotational
speeds are provided.

The crankshaft of a commercial vehicle

engine ( page 5.14) rotates many times
faster than the wheels during driving. The
same rotational speed of the crankshaft
and wheels would result in very high
speeds depending on the tyres and power output. As the engine speed cannot
be reduced (this is only to provide adequate power output from the engine), various gear ratios have to be engaged in
the standard gearbox. This enables the effective torque and tractive force to be adapted to the specific driving needs.

The torque is boosted once again in the final drive. Diving the effective torque at the
wheels by the radius of the wheels results
in the tractive force effective at the wheels.

The 4x2 vehicle TGA 18.480 with the

D2876LF12 engine with 480 hp and the
ZF 16 S 221 OD Comfort Shift gearbox
can be equipped with eight different drive
axles for the different areas of application
(required climbing capacity as well as
achievable speeds in each gear).

Axle-drive ratio
The axle-drive ratio in the final drive influences the final speed and climbing capacity of the vehicle.

Two characteristic axles for a driveaway

climbing capability of 18 % (skid limit) with
40 t total weight serve as an example:
The HY 1350 hypoid axle with i = 3.36 is a
typical axle for long-distance transport. It
enables a theoretical maximum speed of
up to 130.6 km/h ( Fig.).
The AP 1352 planetary drive axle with
i = 3.63 is used above all in construction
site vehicles. The theoretically achievable
maximum speed is 120.9 km/h ( Fig.).

6.2Operating principle

Depending on the area of application of a

commercial vehicle, various axle-drive ratios are also fitted. They determine the
maximum speed and tractive force. The
tractive force is a measure of the climbing
capacity of a commercial vehicle.

If the tractive force characteristics for the

individual gear steps are applied over the
speed in a diagram and the points of the
maximum power output are connected,
the result is the torque or tractive force hyperbola ( Fig. page 6.3). This is also referred to as a tractive force chart or driving
chart. It shows the tractive force characteristics depending on the speed of the vehicle.

The configuration to a theoretical maximum speed of more than 120 km/h is necessary so that the engine can be operated in the economical speed range at the
speed of 85 to 90 km/h that is usual in
traffic.

LEGEND
Columns:
a
Planetary drive axle AP 1352
with gear ratio 3.63
b
Hypoid axle HY 1350
with gear ratio 3.36
Formula symbols:
G Gear step
vmax Maximum speed

DRIVE TRAIN

v max
[km/h]

a
b

130
120
110
100
90
80
70
60
50
40
30
20
10
0
1 2

3 4 5 6

Speed and axle-drive ratio

6.2

7 8 9 10 11 12 13 14 15 16 G

BASIC PRINCIPLES

EXAMPLE

Formula symbols:

Climbing capability
G Gear step
R
Slip limit (18 %)
Columns:
a
Axle-drive ratio 3.7
b
Axle-drive ratio 3.4
c
Theoretical values
Note:
This diagram serves only as an
example for visualisation, i.e. the
values do not represent a current
vehicle.

[%]
50

40

30

20

10
a
b

1 2

3 4 5 6

7 8 9 10 11 12 13 14 15 16 G

DRIVE TRAIN

Climbing capacity and axle-drive ratio

FZ
[kN]
140

41,7%

a
x

Formula symbols:
FZ Tractive force
M Torque
v
Speed

Climbing capability at maximum

torques
Note:
This diagram serves only as an
example for visualisation, i.e. the
values do not represent a current
vehicle.
Curves:
a
Torque characteristics in the individual gears
b
Tractive force hyperbola

33.9%

120

b
27.6%

100
22.7%

80

19%
15.7%

60

12.5%
10.3%

40

7.9%
6.5%

20

FZ

6.3

4.3%

3.5%

2.8% 2.0%
1.5%
0.0%

10 20 30 40 50 60 70 80 90 100 110 120 v [km/h]

M

Tractive force hyperbola

5.3%

FUNCTION

Drive concept
Depending on the arrangement of the engine and drive axles, fundamental distinctions are made between the following drive concepts:

Two-axle commercial vehicles

The standard versions of two-axle commercial vehicles have a driven rear axle.
These are suitable mainly for road use.

X Multiple-axle drive
X All-wheel drive
As four or more axles are used on commercial vehicles as opposed to passenger
cars, there are a large number of drive
concepts. These are described by the
wheel formulas ( page 2.2).
Depending on the drive concept, a number of axles are configured as drive and/or
steer axles ( page 3.3).
Almost all modern commercial vehicles
are conceived as cab-over-engine vehicles ( page 2.1). Underfloor vehicles are
no longer built. Rear engines are used exclusively in buses ( page 15.14).

Three-axle commercial vehicles

Commercial vehicles with rear-axle drive
and a leading or trailing axle ( page 3.6)
are used in freight road transport.
Commercial vehicles with two driven rear
axles or with all-wheel drive, i.e. three driven axles, are suitable for construction
site deployment. The latter are regarded
as classical off-road and construction site
commercial vehicles.
Four-axle commercial vehicles
Four-axle commercial vehicles are often
used above all in the area of construction
sites with two driven rear axles and two
steered front axles, and with high permitted total weights ( Fig.).
The four-axle vehicle with all-wheel drive is
used for heavy-duty construction site deployment when a high level of off-road
mobility is required.

DRIVE TRAIN

Alternative drive systems such as the natural gas engine, hydrogen engine, fuel
cell and hybrid drive system (diesel-electric) are described in the chapter entitled
"Buses". These have been developed
above all for buses in public short-distance passenger transport.

High driveaway torques and climbing capacity are required and can be achieved
using all-wheel drive.

Heavy construction site vehicle with four axles

6.4

X Front-wheel drive (usually passenger

cars)

For construction site deployment, twoaxle vehicles are equipped with an additional driven front axle.

6.3.1Overview

X Rear-wheel drive (standard drive)

With more than four axles, special drive

concepts are applied, usually with special
steering systems. These are used in special vehicles.

6.3Drive concepts

BASIC PRINCIPLES

FUNCTION

EXAMPLE

Clutch designs
In motor vehicle engineering, the clutch is
generally defined as a disengageable connection between the engine and drive element. It serves as the driveaway element
in the drive train.

Friction clutch
The clutch in a commercial vehicles must
perform the following main tasks:

All of the clutches used in MAN commercial vehicles have asbestos-free linings
and are configured for a clutch service life
of more than 600,000 km.

A fundamental distinction is made between two clutch designs:

X Separating the power flow between

the engine and multi-ratio gearbox

X Speed balancing between drive and

output
X Transferring the engine torque

X Adherent clutch

The large friction surfaces mean that despite low operating forces and small operating paths adequately high torques can
be transferred.

X Enabling soft and jolt-free driveaway

X Positive-engaged clutch

X Damping torsional vibrations

Adherent clutches use the friction to

transfer the torque. They are thus also referred to as friction clutches.

X Protection against component overload

In conjunction with a standard gearbox,
dry single-disc clutches are normally
used.

Positive-engaged clutches use the

shapes of two clutch elements that fit into
one another to transfer the torque.

6.4Clutch

DRIVE TRAIN

LEGEND
1
Engine
2
Clutch
3
Gearbox

Force transmission by means of a friction clutch

6.5

Due to the high engine torques (at MAN

up to 2500 Nm), heavy commercial vehicles require dry double-disc clutches.
Compared to single-disc clutches, they
can transfer greater torque.

Only adherent clutches are used for the

force transmission to drive vehicles.

6.4.1Overview

BASIC PRINCIPLES

BASIC PRINCIPLES

FUNCTION

Standard clutch for commercial vehicles

The most important components of a
clutch are ( Fig. page 6.7):

Engaged state
On both designs, the spring force applies
a normal force in the pressure plate and
this presses the friction linings of the
clutch or driving plate against the flywheel.
With the clutch closed, the engine torque
is transferred without slip to the multi-ratio
gearbox by the clutch disc, which is
mounted on the gearbox input shaft in
such a way that it cannot turn.

Clutch disc
Every combustion engine creates torsional vibrations that spread through the
clutch into the gearbox. This leads to rattling noises and increased wear.

Disengaged state
The release lever presses against the diaphragm-spring reeds and relieves the
pressure plate to the extent that the clutch
disc runs freely between the flywheel and
pressure plate. In this state, a shift in the
gearbox (gear change) is possible without
difficulty.

In order to achieve soft engagement and

prevent harsh driveaway, virtually all
clutch discs nowadays are also equipped
with lining springs. These axial springs
between the clutch linings lead to even
force transmission and minimise wear.

X Flywheel
X Clutch or driving plate
X Pressure plate
X Release lever
X Clutch operator
X Torsional absorber
The pressure plate is pressed against the
driving plate by 6 to 36 coil springs or a diaphragm spring.
Diaphragm springs (disc springs) are
more compact than coil springs. They require less disengagement force ( Fig.)
and are also insensitive to high rotational
speeds.
Diaphragm-spring clutches are the standard clutches used nowadays in commercial vehicles and passenger cars.

To prevent these effects or reduce them

significantly, clutch discs are equipped
with torsional absorbers. Torsional absorbers consist of tangentially arranged coil
springs and axially loaded friction rings.

MAN clutches have pre-absorbers that significantly reduce idling rattle in particular.

On MAN commercial vehicles of the Evolution series, L2000 model, the clutch
operator presses against the diaphragmspring reeds; on the heavy M2000 models
as well as the TGA model series, it pulls
the diaphragm springs and thus releases
the clutch disc.

DRIVE TRAIN

F [N]
225
a
200

175

150
0

Clutch disengagement force

6.6

s [mm]

6.4.2Standard clutch
6.4.2.1Components and function
x

The total of the distances between the

clutch lining surfaces and the flywheel surface and the pressure plate surface is referred to as the air gap. The total air gap
should be 0.6 to 1.0 mm.

LEGEND
Curves:
a
Coil-spring clutch
b
Diaphragm-spring clutch
Formula symbols:
F
Disengagement force
s
Path of the clutch operator

FUNCTION

6
2

DRIVE TRAIN

1
2
3
4

Power flow (from engine to gearbox)

Flywheel
Clutch disc
Pressure plate

Dry single-disc clutch

6.7

Components and function

x

5
6
7
8
9

Diaphragm spring
Clutch operator
Release lever
Axial springs
Torsional absorber

Hydrodynamic force transmission

On the hydrodynamic clutch, the torque is
transferred by means of the hydrodynamic forces of a fluid. A hydrodynamic
clutch cannot change the initiated torque;
it can only transfer it (output and input
torque always remain the same).

Hydrodynamic clutch
The hydrodynamic clutch consists of a
housing, a pump gear (primary gear) and
a turbine (secondary gear). The vanes of
the pump gear are firmly attached to the
housing. The fluid used for force transmission is hydraulic fluid ( page 17.9).

The hydrodynamic converter can vary the

output moment in relation to the torsion or
work as a pure hydrodynamic clutch without torque conversion.

The pump gear is connected to the

crankshaft. The turbine is seated on the
gearbox input shaft in such a way that it
cannot turn. When the pump gear turns,
the hydraulic fluid in the chambers of the
pump gear is pressed outwards by the
centrifugal force and from there into the
turbine chambers. The turbine also starts
to turn. It conveys kinetic energy to the
downstream gearbox.

Hydrodynamic clutches and converters in

commercial vehicles bridge the rotational
speed difference between the engine and
drive train. They are thus very good as driveaway elements. However, to shift gears,
the hydrodynamic clutch must have a
downstream friction clutch with
downstream standard gearbox or automatic gearbox ( page 6.28).

On account of the force transmission

using fluid, the hydrodynamic clutch absorbs vibrations and is non-wearing.

DRIVE TRAIN

Hydrodynamic torque converter

In contrast to the hydrodynamic clutch, a
housing, pump gear and turbine and an
additional guidance system (deflection or
reaction gear) is used on the hydrodynamic torque converter. Converters used in
commercial vehicles are usually built according to the so-called "Trilok" design.
With this design, the guidance system is
located between the turbine and pump
gear and is equipped with a one-way
overrun. The stator deflects the flow of flu-

Depending on the layout of the converter,

the stator achieves 1.9 to 2.5 times the
torque increase on driveaway ( Fig.).
With increasing equalisation of the turbine
speed to the pump speed, the rotational
speed difference between the pump gear
and turbine falls. With the same rotational
speed, fluid flows onto the guide vanes of
the stator from the rear. The stator also
turns; torque conversion is no longer possible.
Converter lockup clutch
Once the highest rotational speed match
has been reached, a converter lockup
clutch connects the turbine with the pump
gear by means of frictional engagement.
This prevents the slip caused by the fluid
on force transmission, which is normally
so unfavourable for the efficiency.
The converter lockup clutch is usually activated automatically.

LEGEND
1
Pump gear
2
Stator
3
Turbine

1
3

Hydrodynamics in the torque converter on driveaway

6.8

id from the turbine back to the pump gear.

This deflection increases the torque.

FUNCTION

6.4.3Hydrodynamic clutch and torque converter

BASIC PRINCIPLES

FUNCTION

DRIVE TRAIN

Converter lockup clutch opened

6.9

1
2
3
4
5
6
7
8

Flow of force (from engine to gearbox)

Drive
Turbine
Stator
Pump gear
Overrun
Output
Converter lockup clutch

Force characteristics in the hydrodynamic converter with lockup clutch

Converter lockup clutch closed

BASIC PRINCIPLES

FUNCTION

Special forms of clutch

The wide range of tasks to be performed
by clutches leads to special forms of disengageable connections in the drive train
that are exactly geared to the tasks.

Dog clutch
A dog clutch is a positive-engaged clutch
that is used on commercial vehicles for
manual shifting of longitudinal and transverse differential locks as well as for engageable all-wheel drive ( Fig.).

Positive-engaged clutch

A dog clutch can only be shifted when the

vehicle is at a standstill.

X Dog clutch
Adherent clutches
X Multi-disc clutch
X Centrifugal clutch
X Dual clutch
X Torque converter with lockup clutch

Dual clutch
In the dual clutch, two clutches are grouped into one unit. One clutch serves to
transfer the engine torque to the multi-ratio gearbox; the second clutch transfers
the engine torque, for example, to a power take-off ( page 6.29).

Multi-disc clutch
Multi-disc clutches have a number of
discs. Depending on the area of application, the discs run in an oil bath or dry. Multi-disc clutches require less space, as the
large number of friction pairings means
that they can transfer relatively high torques despite their small dimensions.
When engaged, intermediate discs located between the discs are connected adherently by spring force.

DRIVE TRAIN

Dog clutch in a differential lock

6.10

6.4.4Special forms

Centrifugal clutch
A centrifugal clutch consists of a clutch
drum connected to the gearbox and the
engine. Articulated clutch elements are
pressed against the clutch drum, by an increasing centrifugal force, as the engine
speed rises, thus enabling the transfer of
the engine torque.

LEGEND
1
Clutch dogs
2
Gearshift sleeve of the differential
lock (can be shifted on the axle shaft
toothing)
3
Pneumatic gearshift element
4
Control fork

Multi-disc clutches are used most frequently for motorcycles, automatic gearboxes and automatic differential locks (
page 6.34).

FUNCTION

EXAMPLE

Converter shift clutch WSK

The converter shift clutch WSK is a system combination especially developed for
heavy-duty operation consisting of a hydraulic torque converter and a dry clutch.
Essentially, a converter shift clutch consists of the following components ( Fig.):
X Hydrodynamic torque converter with
overrun
X Lockup clutch (bridges the converter
at high engine speed)
X Overrun one-way clutch (bridges the
converter in the overrun condition)
X Retarder (optional boosting of the braking torque in the overrun condition)
X Shift clutch
To shift the gears, the shift clutch interrupts the power flow. After the gear step
has been engaged, the torque converter
ensures a smooth build-up of the torque
transfer.

If the drive and output speeds approach

one another up to a certain speed gap,
the lockup clutch bridges the converter
and thus achieves a rigid drive-through.
The overrun one-way clutch bridges the
converter in the overrun condition, which
means that the engine braking torque can
be exploited. As an option, the converter
shift clutch is given a retarder to boost the
braking torque in the overrun condition (
Fig.).
The converter shift clutch permits jolt-free
driveaway and manoeuvering with centimetre precision, even under difficult circumstances. The driveaway and shifting
operations are virtually wear-free, even
with high road-train weights, as the shift
clutch (dry clutch) can close without frictional slip. The converter completely assumes the necessary conversion of the
torque.

The MAN TipMatic gearshift system with

the converter shift clutch WSK 440 has
been specially developed by MAN for
transporting heavy loads. It was fitted for
the first time on the four-axle heavy-duty
semitrailer tractors of the Trucknology Generation (TGA). Here, the converter shift
clutch means that the huge torque of the
V10 engine can be used for driveaway
and manoeuvering virtually without clutch
wear. From a technical point of view, this
powerful drive train permits total roadtrain weights of up to 250 t.

On driveaway, the shift clutch opens while

the first gear is being engaged. On closing
the clutch, there is no need to press the
accelerator, as the converter only transfers very low torque on idling. Only when
the shift clutch has closed is the engine
speed increased by pressing the accelerator. In this phase, the converter ensures
a peak in the output torque up to 2.5 times the input torque.

MAN TipMatic gearshift system with

WSK
An innovation is the use of the converter
shift clutch on the MAN TipMatic gearshift
system ( page 6.24). A converter shift
clutch (instead of the electropneumatically
operated, mechanical clutch) in combination with an automatic standard gearbox
enables easy driveaway operations. This
includes automatic gearshifts; the clutch
pedal can be eliminated.

DRIVE TRAIN

8
3

8
6

Converter shift clutch (WSK 440)

6.11

Power flow schema in the WSK 440

LEGEND
A
Driveaway or manoeuvering in the
converter range
B
Driving with closed converter lockup
clutch
C
Overrun operation (braking with
engine via overrun one-way clutch
and with retarder)
1
Drive from engine
2
One-way clutch
3
Converter lockup clutch
4
Hydrodynamic torque converter
5
Converter one-way clutch
6
Retarder
7
Shift clutch
8
Output to gearbox

BASIC PRINCIPLES

FUNCTION

Clutch control via pedal

Two types of clutch control are distinguished:

Hydraulic clutch control

When the clutch pedal is operated, the
piston movement builds up pressure in
the master cylinder; this is routed through
the hydraulic line to the slave cylinder,
where it is converted back into a longitudinal movement. The master and slave cylinders are connected to one another via
pipe and hose lines ( Fig.).

X Mechanical clutch control

X Hydraulic clutch control
The cable pull versions of mechanical
clutch control is used nowadays almost
exclusively on passenger cars.
Hydraulic clutch control is self-adjusting
and is standard equipment for commercial vehicles and upper class passenger
cars on account of the high effective
forces .
On commercial vehicles with high power
output, clutches with strong diaphragm
springs are necessary to ensure adherent
connection in all situations. To reduce the
operating forces, clutch boosters (servo
clutches) are used.

cylinder. The pedal forces are reduced to

one fifth.
The clutch booster provides relief for the
driver on conventional clutches, as lower
pedal forces and paths are required. If the
compressed air fails, the clutch remains
operable but with greater pedal forces.

The enhancement of hydraulic clutch control has led to the clutch operator with integrated slave cylinder. Here, the clutch
operator and slave cylinder form a unit
that encloses the gearbox input shaft,
whereby a release fork is not required.
For operation of the diaphragm-spring
clutch, a distinction is made between clutches that are operated by "pulling" or
"pushing" ( page 6.6).
Due to the more favourable lever relationships, the efficiency is better with a pulled
clutch. The clutches used in heavy commercial vehicles have pulled clutch control.

6.4.5Clutch control
6.4.5.1Clutch control via pedal
x

The routing of hydraulic lines can be protected in the vehicle and they permit long
transfer paths without difficulty, e.g. on
buses with rear engines.

DRIVE TRAIN

Clutch booster
The clutch booster is a hydraulic slave cylinder combined with a compressed air

Hydraulic clutch control with pedal

6.12

LEGEND
1
Clutch
2
Slave cylinder
3
Master cylinder
4
Clutch pedal

Electropneumatic clutch control

The use of compressed air cylinders for
clutch boosting or clutch control forms the
technical basis for electronic clutch control on commercial vehicles. Depending on
the gearbox version, MAN offers the following systems for electropneumatic clutch
control:

MAN ComfortShift
On the MAN ComfortShift gearshift system with ZF-Ecosplit gearbox ( page
6.23), there is an optional button on the
gearshift lever for clutch control in addition
to the conventional hydraulic actuation
with compressed-air support controlled
via the clutch pedal.

X MAN ComfortShift with button on the

gearshift lever (alternative to clutch
pedal)

When the button is pressed, the vehicle

management computer synchronises the
engine and gearbox rotational speeds on
shifting gear steps. Only then is the clutch
closed. The driving pedal can remain in an
unchanged position during this operation.

X MAN TipMatic fully automatic (without

clutch pedal)
The electronic lining wear monitor with automatic clutch readjustment is of decisive
significance for exact functioning of the
electropneumatic clutch control. A travel
sensor monitors the disengagement travel
of the clutch and transfers the measured
value via the vehicle management computer to the central on-board computer,
which then determines the wear. If the lining thickness reaches 10 % of its original
value, a warning is displayed in the driver
display.

MAN TipMatic
On the MAN TipMatic gearshift system
with automatic ZF gearbox ( page 6.24),
all of the clutching operations required for
shifting gears are automated. The electropneumatically operated clutch the
clutch pedal is eliminated completely
frees the driver of clutch control.
The MAN TipMatic control unit processes
all the influencing variables and transfers
the corresponding signals to the shift module and to various solenoid valves for
pneumatic clutch control.
The travel sensor integrated in the clutch
actuator monitors the disengagement travel. The lining wear is re-established for
each clutch engagement operation. The

DRIVE TRAIN
4

Clutch actuator on the MAN TipMatic gearbox

6.13

Electronic clutch protection

Frequent excessive engine speeds lead to
wear on clutches of up to 95 % on driveaway and manoeuvering. On gearshifts,
however, the clutch is subjected to less
stress. The electronic clutch protection on
MAN commercial vehicles reduces the lining wear and increases the clutch service
life by means of the following functions:
X Limitation of the driveaway engine
speed to 1400 rpm with the clutch
protection function of MAN ComfortShift
X Lower clutch wear by means of
engine management and optimised
clutch control via vehicle management
computer on MAN ComfortShift
X Comfortable driveaway by means of
sensitive clutch control and the highest economy on MAN TipMatic by
means of computerised influence on
various variables on the clutching
operation
X Forced closure of the clutch if there is
danger of overheating (MAN TipMatic)

LEGEND
1
Shift module
2
Clutch actuator with travel sensor
3
Release fork
4
Single-disc friction clutch

actuation travel is redefined accordingly

for the clutching operation.

FUNCTION

6.4.5.2Electropneumatic clutch control

BASIC PRINCIPLES

FUNCTION

Types of gearbox
A gearbox serves to transfer, route, distribute and convert torques and rotational
speeds. A gearbox can thus also be referred to as a torque or rotational speed converter. The relationship between the input
and output rotational speed is referred to
as the gear ratio or reduction ratio (
page 1.11).

Spur gears
Spur gears are used above all in standard
gearboxes. The torque transfer is via spur
gears. The axles of driven and driving
wheels are parallel ( Fig.).

The a wide variety of requirements in vehicle construction for gearboxes has led
to the development of a large number of
variants.
The force transmission on gearbox in
gear-driven and chain-driven gearboxes is
positive-engaged; in belt-wrap gearboxes
it is adherent. Belt-wrap gearboxes are
used as continuously variable gearboxes
on vehicles with low power output.

Bevel gears
Bevel gears are used as axle drives (
page 6.32). Besides the gear ratio, they
also enable deflection of the transferred
torque by 90. The axles of the gear
wheels are arranged crosswise (intersecting Fig.).
Worm gears
Worm gears are used as axle drives in
special vehicles, but also e.g. for the
drives of windscreen wipers or as steering
gears. With worm gears, the axles are also
arranged crosswise ( Fig.).
Planetary gear set
Planetary gear sets ( page 6.26) are
used on planetary drive axles, range-shift
gearboxes, as rear-mounted groups and
in automatic gearboxes.
Chain drives
Chain drives are used above all as the primary drive system on motorcycles.

DRIVE TRAIN
Types of gearbox

6.14

LEGEND
1
Spur gears
2
Bevel gears
3
Worm gears

6.5Gearbox

Belt-wrap gearboxes
Belt-wrap (or chain-wrap) gearboxes are
intended for use as continuously variable
gearboxes and they only differ with regard
to the structure and material of the belt.

A gearbox on which a number of gear ratios can be engaged and disengaged is

referred to as a multi-ratio gearbox (
page 6.15). These are usually gear-driven.
This applies both to automatic and manual gearboxes.

Either rubber belts reinforced with Kevlar

or link chains are used.

6.5.1Overview

BASIC PRINCIPLES

BASIC PRINCIPLES
Multi-ratio gearbox
A multi-ratio gearbox enables the setting
of a number of different gear ratios and
thus the torque and rotational speed conversion:
X Converting and transferring the engine
torque to provide the required tractive
force
X Stepping up the engine speed to
achieve different speeds
X Interrupting the power flow when the
vehicle is stationary
X Reversing the direction of rotation for
reversing

Shift dog gearboxes are used above all in

motorcycles.
Gearshift sleeve synchromesh gearboxes
are the gearboxes currently used in passenger cars and commercial vehicles.
In commercial vehicles, they are frequently used with front-mounted groups (
page 6.20) as range-change gearboxes.
Nowadays, sliding-gear countershaft gearboxes are no longer used in motor vehicles. However, the simple structure
clearly illustrates the power flow as well as
the general function of multi-ratio gearbox
and will be used as an example here.

To shift gears, the two connecting gearbox elements (gear wheels) must be
brought to the same rotational speed.
This operation is referred to as synchronisation ( page 6.18).

Sliding-gear countershaft gearbox

Sliding-gear countershaft gearboxes have
a main shaft and a countershaft. The sliding gears are seated on the main shaft.
They can be shifted with the help of gearshift rods and control forks. Depending on
the engagement, different rotational
speeds and moments affect the output
shaft ( Fig.):
X 1st gear: the gearwheel pair z1.2 and
z5.6 boosts the input torque and reduces the input rotational speed.
X 2nd gear: the gearwheel pairs z1.2 and
z3,. also boost the torque and reduce
the rotational speed.
X 3rd gear: gear wheel z3 shifts like a
sleeve over the smaller interlacing on
gear wheel z1. In this way, the lefthand and right-hand section of the
main shaft are adherently connected.
There is no torque and rotational
speed conversion (direct gear).

Designs of multi-ratio gearboxes

The following designs of multi-ratio gearboxes are distinguished:

X Reverse gear: gearwheel pair z1.2

engages. The reverse gear wheel zR
reverses the direction of rotation once
again between the gear wheels z7 and
z8. The torque is boosted, the rotational speed is reduced.

X Sliding-gear countershaft gearbox

X Shift dog gearbox
X Gearshift-sleeve or gearshift sleeve
synchromesh gearbox (coaxial and
deaxial page 6.16),

DRIVE TRAIN

1
z1

z5

6.5.2Multi-ratio gearbox
6.5.2.1Designs

X Front-mounted and rear-mounted

range-change gearbox ( page 6.20).

z1

z3

z6
z2
z1
C

LEGEND
A
1st gear
B
2nd gear
C
3rd gear
D
Reverse gear
1
Sliding gears with control forks
2
Main shaft
3
Countershaft

z2
z3

z4
z8

z1
D
zR
z7
z2

Gear steps on the three-speed sliding-gear countershaft gearbox

6.15

FUNCTION

FUNCTION
Gearshift sleeve gearbox
Gearshift sleeve gearboxes are equipped
with a main shaft, a countershaft, a reverse shaft with reverse gear wheel and a
gearwheel pair per driving position.
All gearwheel pairs of the forward gears
are continuously engaged. The gear
wheels of the main shaft rotate freely. The
gear wheels of the countershaft are firmly
attached to it ( Fig. page 6.17).

Deaxial gearbox
In deaxial gearboxes, the torsion is routed
via an externally toothed gearwheel pair
for each driving position from the drive
shaft to a parallel output shaft. The drive
and output shafts are not aligned.

Toothing of multi-ratio gearboxes

Depending on the type, different toothings
are used. In the case of unsynchronised
multi-ratio gearboxes, e.g. the EATONFuller gearbox, straight-toothed spur gears are normally used, which means that
no axial forces take effect in the gearbox.
The disadvantage of straight-toothed
(spur-cut) gearboxes, however, is the high
level of noise development, which is clearly noticeable when driving fast in reverse
with modern synchromesh gearboxes (the
reverse gear is usually straight-toothed).

The gearshift sleeves are mounted in keyways on the main shaft and can be shifted
axially on the shaft. Shifting the gearshift
sleeves attaches the corresponding gear
to the main shaft in such a way that it cannot turn; the desired gear ratio is created.

For this reason, helical-toothed gearwheel

pairs are normally used on modern synchronised gearboxes. The engagement
length of the teeth is greater. A number of
teeth are always engaged. With the same
width, helical-toothed gear wheels can
thus transfer higher torques compared to
straight-toothed gear wheels.

Distinctions are made between:

X Coaxial gearboxes
X Deaxial gearboxes

6.5.2.2Gearshift sleeve gearbox

Coaxial gearbox
In coaxial gearboxes, the torque is transferred via two externally toothed spur gear
pairs on two parallel shafts (except for the
direct gear). The drive and output shafts
are aligned.

DRIVE TRAIN

3
Coaxial synchronised gearshift sleeve gearbox made by EATON

6.16

LEGEND
1
Drive shaft (front section of main
shaft)
2
Output shaft (rear section of the
main shaft)
3
Countershaft

EXAMPLE

FUNCTION

Gearshift sleeve gearbox

x

DRIVE TRAIN

6.17

1
2
3
4
5

Drive shaft (from engine via clutch)

= main shaft (split into item 1 and 6)
Countershaft
Roller bearings between drive and output shaft
Sliding sleeve on synchroniser body
Gearshift rail with control forks

Coaxial synchronised gearshift sleeve gearbox made by ZF

6
7
8

Output shaft (to axle or transfer case)

= Main shaft (split into item 1 and 6)
Straight-toothed spur gears
(first gear and reverse gear)
Helical-toothed spur gears

FUNCTION

Gearbox with synchromesh mechanism

In order to be able to shift gear on an unsynchronised gearshift sleeve gearbox,
the gearshift sleeve and gear must rotate
at the same speed (only then is it possible
for the toothing of the corresponding spur
gears to engage). Without a synchromesh
mechanism, this is only possible with
"double-clutching" for upward shifts and
"double-declutching" for downward
shifts.

Synchromesh mechanism
All one-sided synchromesh mechanisms
are based on the same principle of friction.
They only differ with regards to the form
and actuation of the locking element.
Alongside the common systems for commercial vehicles made by ZF and EATON,
systems such as "Borg-Warner" and
"Porsche" are used above all in passenger
cars.

against the toothed synchroniser ring

(item 2). This presses it against the friction
cone of the clutch body (item 1).

Locking synchronisation system "ZF"

Also on the synchronised gearbox, the
gear wheels of the countershaft and main
shaft are continuously engaged. The gearshift sleeve is fixed in the circumferential
direction and connected longitudinally
with the main shaft in such a way that it
can be shifted. This means it always has
the same rotational speed as the main
shaft ( Fig. page 6.17).

Only when the conical friction faces have

set up the synchronisation does the persistent pressure of the sliding sleeve lead
to the synchroniser ring being turned
back. This releases the lock and the sleeve can be inserted in the toothing of the
clutch body.

In synchronised gearboxes, the gearshift

sleeve and gear are synchronised by friction. They enable:
X Fast, silent and low-wear shifts in driving position
X Balancing of the speed difference between gearshift sleeve and gear
X Locking of the gearshift sleeve in the
event of unmatched rotational speeds

The friction and the existing rotational

speed difference mean that the synchroniser ring runs a rotational movement that
is limited by the synchroniser body (item
6). The result of this is that the helical tooth
end face of the synchroniser ring press
against the sliding sleeve.

Each gearshift sleeve is fitted with a synchroniser ring ( Fig., item 2). The gear
wheels (items 4+8) have a conical friction
surface.

However, synchromesh mechanisms will

disappear in future to an increasing extent, above all for cost reasons, and will be
replaced by more intelligent control systems and better engine management (automated standard gearbox page 6.24).

On the ZF-BK synchromesh mechanism,

an axial movement of the sliding sleeve
(item 3) presses the pressure pin (item 7)

DRIVE TRAIN

1 2

ZF-BK synchromesh mechanism

6.18

LEGEND
1
Clutch body
2
Synchroniser ring
3
Sliding sleeve
4
Idler gear "gear y"
5
Main shaft
6
Synchroniser body
7
Pressure pin with pressure spring
8
Idler gear "gear x"

For each gearshift operation, the corresponding sliding sleeve must be prevented
from engaging in the toothing of the clutch
body until the existing rotational speed difference has been balanced out.
6.5.2.3Synchromesh mechanism

BASIC PRINCIPLES

FUNCTION
1 2

3
1

Neutral position
(legend page 6.18)

DRIVE TRAIN

Synchromesh mechanism
x

Synchronising

Shifting gears

Sequence of synchronisation

6.19

Range-change gearbox
In order to enable economical driving, the
number of gears of a multi-ratio gearbox is
to be configured in such a way that the
tractive force characteristics of the individual gears approach the tractive force hyperbola ( page 6.3) with the smallest
gaps possible. To achieve this, the number of gears must be chosen as necessary
according to the engine characteristics.

Front-mounted group
In order to achieve a finer stepping of gears, a gearwheel pair is mounted in
upstream of the multi-ratio gearbox; this is
referred to as a front-mounted group.

There are two possibilities to increase the

number of gears on multi-ratio gearboxes:
X For each additional gear, another
gearwheel pair is fitted
X The multi-ratio gearbox is combined
with a front-mounted and/or rearmounted group

DRIVE TRAIN

The combination of multi-ratio gearbox

and a front-mounted and/or rear-mounted group is referred to as a range-change
gearbox. In a range-change gearbox, the
number of gears are multiplied without the
number of gearwheel pairs and shifting
elements in the main gearbox having to be
changed.

The number of driving positions is thus

doubled with the step-up range unchanged. If a front-mounted group is combined with a 4-speed multi-ratio gearbox, 8
driving positions (1 to 4, slow and fast) result.
Rear-mounted group
A rear-mounted group is also referred to
as a "range shift". It usually consists of two
spur gear pairs as a unit or a planetary
gear set ( page 6.26). As in the case of
the front-mounted group, the range shift
also enables two additional gear ratio
steps and doubles the number of gears.
The gear in the range shift is changed by

R R

5 8

B
C

II

II
I

Double-H gearshift

6.20

If the front-mounted group is not operated

on changing gear, the jump in steps corresponds to the gear steps in the main gearbox. A full step is shifted in each case. If
the front-mounted group is engaged first,
the jump in steps of the main gearbox is
reduced and the output shaft rotates faster in the same gear. This measure halves
the jump in rotational speed. For this reason, the front-mounted group is also
called a "splitter unit". The slide switch (
Fig., item B) can be used to choose between the slow (I) and fast splitter unit (II).

1 4 + R
I

Single-H gearshift

lightly tapping a hand against the gearshift

lever (double-H gearshift) or by means of
a rocker switch ( item C). The range shift
is then pneumatically activated.
After shifting through the first eight gears
(a slow and fast splitter unit for each gear
of the main gearbox), switching to the range shift means another eight gears can be
used. A range-change gearbox with a 4speed multi-ratio gearbox, a front-mounted and a rear-mounted group thus has
16 gear steps ( Fig. page 6.21).
DD or OD gearbox
The gearbox power dissipation ( page
1.12) is at its lowest in the direct gear (without stepping down or up). In the socalled DD gearbox, the last gear is configured directly (Direct Drive). This is an advantage for long-distance vehicles, for example, as they frequently drive on motorways in the fastest gear. In the OD
gearbox on the other hand, the last gear
has a step-up to overdrive (OD) and the
second-last gear is direct. This is an advantage e.g. for construction site vehicles,
which as a rule are unable to drive in the
fastest gear.

LEGEND
A
Gearshift lever for main gearbox
4-speed + reverse gear
B
Slide switch for front-mounted
group (splitter unit)
Step I (slow) or II (fast)
C
Rocker switch for rear-mounted
group
(range shift)
N
Neutral position (switchover point for
rear-mounted group)

FUNCTION

6.5.2.4Range-change gearbox

BASIC PRINCIPLES

FUNCTION

Gearbox:
ZF 16 S 222 Ecosplit
A
Main gearbox
4-speed (3 gearwheel pair
and direct drive-through)
and reverse gear
B
Front-mounted group
(splitter unit)
Step I: slow
Step II: fast
C
Rear-mounted group
(range shift)
(planetary gear set on/off)
Components page 6.17
Power flow example:
3rd gear, slow

II

II

II

4th gear, slow

4th gear, fast

II

5th gear, slow

5th gear, fast

II

6th gear, slow

6th gear, fast

II

7th gear, slow

II

II

II

1st gear, slow

1st gear, fast
2nd gear, slow
2nd gear, fast
3rd gear, slow

DRIVE TRAIN

3rd gear, fast

7th gear, fast

8th gear, slow
8th gear, fast
Reverse gear, slow
Reverse gear, fast

Power flow in the 16-speed range-change gearbox (DD gearbox)

6.21

Range-change gearbox
x

B
A

FUNCTION

Gearshift mechanism
After the introduction of power steering
and power clutch, the gearshift mechanism is regarded as the vehicle-driver interface with the greatest physical load.
Purely mechanical shifting of non-synchronised gearboxes is no longer stateof-the-art with regard to today's requirements in the areas of ergonomics, safety
and economy.

Pneumatic gearshift power support

Gears on multi-ratio gearboxes are shifted
using the gearshift lever; this is connected
to the gearbox by a mechanical transmission unit. In the gearbox, the corresponding gearshift sleeve is moved via gearshift rods and control forks.

Nowadays, in order to make the gearshift

operation as fast and for the driver as
comfortable as possible, pneumatic, hydraulic and electrical components or
combinations are used.
Current solutions are electropneumatic or
hydrostatic gearshift mechanisms and
even electronically controlled automated
standard gearboxes ( page 6.24).
Above all due to the high costs, so-called
converter powershift gearboxes (automatic gearboxes page 6.28), where gearshifts are completely eliminated, play a
subordinate role in the field of commercial
vehicles with exception of buses, municipal vehicles and in the area heavy-load
transport.

In the case of range-change gearboxes

( page 6.20), the front-mounted and
rear-mounted group are usually controlled
pneumatically.
In the case of the ZF Ecosplit gearbox (
Fig.), a switching valve is controlled by the
turning shaft of the four-speed section; it
only releases the compressed air to a
dual-action shift cylinder in the neutral position ( page 6.23).

veloped by Mercedes-Benz, there is no

mechanical connection between the gearshift lever and the gearshift rods in the gearbox.
The gearshift lever is mounted on a pulsegenerator device that sends pulses to the
electronics. Following a switch pulse,
compressed air controlled by solenoid
valves flows into the corresponding gear
or group cylinder. The pistons move out
and in turn move the gearshift rods with
the corresponding control forks. The corresponding gears are shifted in the same
way as on a conventional gearbox.

The integrated, front-mounted splitter unit

is also operated pneumatically by means
of a pilot valve fitted on the gearshift lever.
The pilot valve is used to preselect each
splitter unit I or II ( Fig. page 6.20) via a
relay valve.
The clutch pedal is fitted with a release
valve. The release valve only releases the
compressed air to the shift cylinder when
the clutch has completely disengaged;
the splitter unit is switched over according
to the preselection.

DRIVE TRAIN

3
2

ServoShift

6.22

6.5.2.5Gearshift mechanism

EPS gearshift
EPS stands for electropneumatic standard gearbox. On this gearbox control deLEGEND
1
Hydraulic slave cylinder for shift gutter
2
Hydraulic slave cylinder for gear
position
3
Pneumatic cylinder, gearshift power
support ServoShift

BASIC PRINCIPLES

FUNCTION

EXAMPLE

Hydrostatic gearshift mechanism

The hydrostatic gearshift mechanism
(HGS) MAN ServoShift is offered for all
manual gearboxes of the Trucknology Generation. In the case of MAN ServoShift,
force transmission from the gearshift lever
to the gearbox is via hydraulic lines with a
heated master cylinder at the gearshift lever and slave cylinder at the gearbox. The
gearshift linkage is eliminated ( Fig.).

Gearshift mechanism with single-H

The hydrostatic gearshift mechanism
MAN ServoShift also simplifies the gearshift operation. The 16 gears are shifted
by means of a splitter unit and a range
shift with only two shift gutters (single-H
gearshift pattern). The shifting travels of
the large and small range shift are overlaid
( Fig. page 6.20).

This hydrostatic gearshift mechanism is

additionally combined with pneumatic gearshift power support. The pneumatic gearshift power support ServoShift consists
of a mechanical-pneumatic and dual-action compressed air cylinder. This is series
standard equipment for all mechanical gearboxes.
The hydrostatic gearshift mechanism
MAN ServoShift means an increase in
comfort for the driver, as impacts and vibrations are no longer transferred from the
drive train to the gearshift lever. There is
also lower noise development in the driver's cab.

by the vehicle management computer aligning the speed and rotational speed.
In conjunction with MAN ComfortShift,
HGS provides a completely new gearshift
experience with comfort similar to that in a
passenger car .

Shifting from 4th gear to 1st gear within a

group is prevented by a gutter lock. Furthermore, the vehicle management computer prevents incorrect gearshifts to the
wrong range shift.
MAN ComfortShift
With the MAN ComfortShift gearshift system, switching operations can be run without using the clutch pedal and without
changing the driving pedal position. Both
the split operations and gear changes can
be run in this way.
Activated by a button on the left-hand side
of the gearshift knob, the driving clutch is
operated electropneumatically during the
gearshift operation ( Fig.). The button
must remain pressed during the gearshift
operation with ComfortShift.

DRIVE TRAIN

3
2
1

6
10

6.23

Pneumatic gearshift power support

'ServoShift'

5
7

MAN ComfortShift

Gearshift mechanism
x

The engine speed is automatically adapted via the vehicle management computer. The driving pedal can remain in an unchanged position during this operation.
The vehicle is prevented from "jumping"
LEGEND
1
Rocker switch for shifting the group
(rear-mounted group)
2
Sliding switch for shifting the split
gears
3
Button for disengaging the clutch
(ComfortShift)
4
Hydraulic master cylinder (heated)
5
Hydraulic slave cylinder for shift gutter
6
Gearshift rod
7
Control fork
8
Hydraulic slave cylinder for gear
position
9
Pneumatic cylinder of gearshift
power support ServoShift
10 Gearshift lever, turning-shaft shifting

FUNCTION

Automated standard gearbox

Modern gearshift systems, e.g. MAN TipMatic, enable gear changes with one
touch of the steering-column switch without the driver operating the clutch or taking his or her foot from the accelerator.
On request, they are even fully automatic.
MAN TipMatic works with an automated
standard gearbox on which all of the operations required for shifting gears are automated.

MAN TipMatic gearshift system

The MAN TipMatic gearshift system combines an electropneumatic manually or
automatically engaging and disengaging
gearbox with an automated mechanical
clutch. The electropneumatic clutch control (without clutch pedal) fully relieves the
driver of the task of clutch control.

In conjunction with engine control EDC

and the MAN BrakeMatic for brake control, the MAN TipMatic gearshift system is
integrated via the CAN bus in the MAN
Tronic. According to the wish of the driver
(accelerator or brake pedal), the vehicle
management computer (FFR) combines
with the central on-board computer (ZBR)
to provide the control units involved with
the corresponding target values and
handles all the required control functions
( page 11.8).
Other automated gearshift systems that
work in a similar manner are e.g. Telligent
EAS (Mercedes), Opticruise (Scania), Geartronic (Volvo), EuroTronic (Iveco) or the
Opti-Driver system from Renault.

The automated standard gearbox used

(ZF AS-Tronic Fig.) has 12 or 16 gears
and is used without a synchromesh mechanism in the four-speed section; the
splitter unit and range shift are synchronised. Despite the automated switching
operations, both manual and automatic
gear selection is possible depending on
what the driver wants.
With manual operation, the driver selects
the gear step using a steering-column
switch. The driveaway situation is preselected using a rotary switch in the centre
console beside the driver's seat.
In the automatic mode, the driver only
operates the accelerator or brake pedal.
Selection and execution of the shifting
operations are handled by the MAN TipMatic system quickly and smoothly.

In the manoeuvering positions DM and

RM, upward gearshifts are prevented. The
FFR also only provides reduced torque
and thus prevents the vehicle from "jumping".
Steering-column switch
In manual operation, the gear step is selected using the steering-column switch.
After every operation, the steering-column
switch moves back on a spring to its initial
position. A button can be used to switch
between manual and automatic operation.
Displays in the driver display
During manual operation, the engaged
gear is displayed. Arrows in front of the
display pointing upwards and behind the
display pointing downwards show the
possibilities for upward and downward
gearshifts. During automatic operation,
the message "AUTO" and the engaged
gear are displayed.

LEGEND
1
Gearshift module
2
Base gearbox
3
Electropneumatic clutch actuator

DRIVE TRAIN

3
Automated standard gearbox ZF AS-Tronic

6.24

6.5.2.6Automated standard gearbox

Rotary switch
On the MAN TipMatic, the driver uses the
rotary switch to select the gear step before moving off depending on the load (
Fig. page 6.25, items D1 ... D5).

BASIC PRINCIPLES

EXAMPLE

Function schema ZF 12 AS-Tronic 2601

Components:
A
3-speed main gearbox
(2 gears via gearwheel pairs as well as 1 gear as
direct drive) and reverse gear (R)
B
Front-mounted group (splitter unit)
Step I: slow
Step II: fast
C Rear-mounted group (range shift)
Planetary gear set on/off
Power flow:
K1 Power output split via front-mounted group (Step
I or II) on both countershafts (in the direct gear,
drive-through without power output split)
K2 Return of the power output split in the 3-speed
section to the main shaft in the corresponding
gear
K3 Output via the rear-mounted group (planetary
gear set on) in the lower driving positions 16 and
R (gears 13 and reverse gear each via slow and
fast splitter unit)
K4 Output directly to propshaft (planetary gear set
off) in the upper driving positions 712 (gears 13
each via slow and fast splitter unit)

B
I
II
3
3

2
1
R
1
R

A
K1

K2

K3

K4

DRIVE TRAIN

Steering-column switch
+
Shifting up one step
(lever upwards towards driver)
++ Shifting up several steps
(multiple touch)

Shifting down one step

(lever downwards way from driver)
Shifting down several steps
(multiple touch)

MAN TipMatic gearshift system

6.25

Automated standard gearbox

x

Rotary switch in the centre console

DM Manoeuvering forwards in slowly
D1 Driving forwards with driveaway gear 1
D3 Driving forwards with driveaway gear 3
D5 Driving forwards with driveaway gear 5
N Neutral (gearbox in neutral position, driving
switch without function)
R
Reversing
RM Manoeuvering backwards

+ +
+
_
_ _

FUNCTION

Planetary gear set

Planetary gearboxes consist of intermeshed gear wheels. The individual gear
wheels or gear wheel groups each have a
shaft.

Gear wheels of the planetary gearbox

All gear wheels are continuously engaged;
the sun gear, internal gear and planet carrier can be driven or also fixed. They can
be used either as drive or output.

A single planetary gear set consists of:

The various gear ratios can be created by

fixing and/or connecting or separating the
sun gear, internal gear or planet carrier.
They are connected or separated by multi-disc clutches or gearshift sleeves and
fixed by brake couplings or brake bands.

X Sun gear with carrier and shaft

X Internal gear with carrier and shaft
X Planet gears with carrier and shaft
Normally, three planet gears mounted on
a planet carrier are used. They revolve
around the centrally mounted sun gear;
an internally toothed internal gear revolves
around the planet gears. The shafts for the
planet carrier and for the internal gear are
hollow shafts ( Fig.).
Planetary gearboxes are used in the following areas:
X in automatic gearboxes ( page
6.28),
X as rear-mounted groups on rangechange gearboxes ( page 6.20),
X in transfer cases ( page 6.35),
X in planetary drive axles ( page 3.4).

With the internal gear fixed, sun gear driven and output on the planet carrier, there
is a step down towards slow. This corresponds to the 1st gear of a three-speed
gearbox ( Fig. page 6.27). In the case of
a planetary gear set used as a rear-mounted group ( page 6.20), this position is
referred to as the 'slow group'.
With the sun gear fixed, the internal gear
driven and output at the planet carrier,
there is a smaller step down towards slow
(2nd gear).

site direction to that of the sun gear (reverse gear).

Single planetary gear sets are adequate
for use in rear-mounted groups of rangechange gearboxes or in axle drives. For
use in automatic gearboxes, a number of
planetary gear sets are placed in succession or two planetary gear sets are coupled with shared components. A distinction is made between two designs:
Ravigneaux gearbox
With this design, two single planetary gear
sets are coupled to a shared internal gear.
Three to five short and three to five long
planet gears connect the two sun gears.
The output is via the internal gear or the
planet carrier.
Simpson gearbox
The Simpson gearbox consists of two single planetary gear sets that have a shared
sun gear. The output is via one of the two
internal gears.

A blocked planetary gear set results in the

direct gear ratio of 1:1. All three components rotate in the same direction with the
same rotational speed (3rd gear). This
gear shift on a rear-mounted group corresponds to the 'fast group'.

DRIVE TRAIN

8
7
6

11
5
4
a
3
2
1
Single planetary gear set

6.26

10

6.5.3Planetary gear set

With a fixed planet carrier and driving sun

gear, the internal gear rotates in the oppo-

LEGEND
a
Drive
b
Output
1
Planetary gears
2
Planet carrier
3
Drive shaft for planet carrier
4
Drive shaft for sun gear
5
Sun gear
6
Drive shaft for internal gear
7
Internal gear carrier
8
Internal gear
9
Brake shoes
10 Output shaft for internal gear
11 Output shaft for planet carrier

BASIC PRINCIPLES

FUNCTION
5

6
b

a
c

c
8

2
a

1st gear:
internal gear fixed, sun gear driven,
output on planet carrier

2nd gear:
sun gear fixed, internal gear driven,
output on planet carrier

a
c
b

DRIVE TRAIN

3rd gear:
sun gear, internal gear and planet carrier blocked:
direct gear
a
b
c

Output
Drive
Internal rotational movement

Gear ratios with single planetary gear set

6.27

2
5
8

Planet gear carrier

Sun gear
Internal gear

Reverse gear:
planet carrier fixed, sun gear driven,
output at internal gear with reverse direction

FUNCTION

Automatic gearbox
Automatic gearboxes enable automatic
changes of gears without intervention on
the part of the driver. The clutch is eliminated; all driving operations, including driveaway and manoeuvering, are automatic. However, a selector lever or pushbuttons can be used to preset certain
gearshift programs or step-up ranges.
Another possibility to influence gear changes is the "kickdown". Pressing the driving pedal as far as it will go leads to the
earliest possible downward shift to the
next-lowest gear.

Components of automatic gearboxes

The connection between the drive shaft
and the actual gearbox is by means of a
hydrodynamic torque converter, usually
constructed according to the "Trilok" principle. This increases the engine torque
and also ensures a soft, smooth driveaway. At higher rotational speeds, the converter is bridged to avoid slip inherent in
the design principle (converter lockup
clutch page 6.8).

DRIVE TRAIN

With the exception of buses and municipal vehicles, automatic gearboxes play a
subordinate role in the area of commercial
vehicles. The reason for this is the higher
costs compared to those for manual gearboxes.

With the purely hydraulic control system,

an oil pump generates a working pressure. The selector lever (setting by the driver)
and a hydraulic shifting block activate and
engage the drive clutches depending on
requirements.
In the case of an electrohydraulic control
system, activation of the drive clutch is hydraulic; the electronics distribute the pressures and thus the gear selection.

Control of automatic gearboxes

Control is either purely hydraulic or electrohydraulic. It has the task of effecting the
automatic upshift and downshift of the individual gears at the right time. Control
takes place depending on the following
factors:

6.28

X Engine load

The gears are shifted without tractive power interruption. Multi-disc clutches shift
the planetary gear sets and connect the
individual gears or gear carriers of the planetary gear sets, thus creating the different gear ratios. Multi-disc brakes provide
the corresponding blocking of the planetary gear sets.

Automatic gearbox

X Driving speed

LEGEND
1
Converter lockup clutch
2
Torque converter
3
Multi-disc clutch or brakes
4
Planet gear sets
5
Electrohydraulic control unit

Due to the torque converter, the efficiency

of automatic gearboxes is poorer than
that of manual gearboxes. Electronic control of automatic gearboxes, however, enables operation of the engine in ranges
that favour the fuel consumption level.
This compensates for the poorer efficiency.

Upstream of the converter is a planetary

gearbox with a number of planetary gear
sets ( page 6.26). The number of sets
results from the number of gear steps.
The planetary gear sets convert the
torque and rotational speed and reverse
the direction of rotation for reverse gear.

X Selector lever position

6.5.4Automatic gearbox

BASIC PRINCIPLES

BASIC PRINCIPLES

FUNCTION

Power take-offs
Power take-offs are used to drive feed
pumps, cranes, cement mixer pumps and
other power units.

Engine-dependent power take-offs

Engine-dependent power take-offs are
mounted in front of the standard gearbox
and clutch and are usually connected directly to the camshaft of the engine. They
are integrated in the clutch bell and always
run at engine speed. Force transmission is
independent of the driving clutch.

box; the power take-off can be engaged.

The PTO must be engaged and disengaged when the vehicle is stationary.

The engine-dependent NMV 130 E (

Fig.) is can also be engaged while the vehicle is being driven or under load by
means of a built-in hydraulic multi-disc
clutch. It is used where extremely high power output is required:

X Tankers

Distinctions are made between:

X Engine-dependent power take-offs
X Clutch-dependent power take-offs
Depending on the intended use, they are
connected to the engine, in the propshaft
train or the transfer case ( page 6.35).
The operation of modern power take-offs
is often possible with the vehicle either
stationary or moving. Above all cement
mixers require the power take-off also
while the vehicle is being driven.
Clutch-dependent power take-offs are the
classical power take-offs for external power units. Various connection options are
integrated in each gearbox by the large
gearbox manufacturers such as ZF and
EATON.

X Cement pumps
X Transport cement mixers

Depending on the area of application,

more or less powerful power take-offs are
used. Depending on the type, they are
suitable for short-term or continuous use:
X Bulk transporters
X Truck-mounted cranes
X Multibucket trucks
X Fire engine turntable ladders
X Dumpers
X Articulated arms with platforms

X High pressure cleansing and vacuum

trucks
X Drill carriers
X Airfield fire engines
X Truck-mounted cranes

6.5.5Power take-offs

When the engine is running and the clutch

engaged, the countershaft turns the gearbox. Operating the clutch interrupts the
connection between the engine and gear-

DRIVE TRAIN

LEGEND
1
Engine-dependent power take-off
2
Clutch-dependent power take-offs

(NMV 130 E)
1

(ZF 16 S 109)

Mounting options for power take-offs (example ZF)

6.29

Clutch-dependent power take-offs

Clutch-dependent power take-offs are
normally flanged onto the output end of
the gearbox and driven by the countershaft of the gearbox ( page 6.17). The
connection is by means of a dog sleeve.

FUNCTION

Propshafts
To transfer the power output from the gearbox to the transfer case and/or final drive (depending on the number of driven axles), shafts with universal joints (cardan
joints) are required, so-called propshafts.
At MAN, these are connected by crosstoothed mounting flanges ( Fig.).

Gimbal error
Inflected propshafts with only one universal joint are unable to transfer even rotational movements. The circular rotation of
the drive shaft only leads to sinusoidal rotation of the driven shaft. This also reduces the angular velocity of the driven shaft
when the joint forks of the drive shaft are
horizontal (flattened range of the ellipse
path of the driven shaft). This effect is all
the stronger the greater the angle of inflection of the propshaft. This is also referred to as "gimbal error".

A fundamental distinction is made in the

arrangement of propshafts: the Z arrangement and W arrangement. The Z arrangement or Z inflection is regarded as the
usual application on commercial vehicles.
It is also used in MAN commercial vehicles.
On account of the vertical movement of
the axles, the propshafts must be fitted
with a length compensation (shifting section toothing).
With wider wheelbases, MAN uses
propshaft intermediate bearings muffled
with rubber. These are very quiet, run
smoothly and require little maintenance.

These synchronisation fluctuations can be

balanced out by fitting a second universal
joint. All the propshafts in the drive trains
of commercial vehicles must therefore be
fitted with at least two universal joints.

propshaft, the joint forks of shared shaft

must lie on one level. The amount of the
two angles of inflection must also be the
same size ( Fig. page 6.31).
W arrangement
Also in the case of the W arrangement, the
universal joint forks must lie on one level
and the angles of inflection must be the
same size to balance out the gimbal error
( Fig. page 6.31). With the W arrangement, only the drive or output shaft can be
arranged horizontally.
The W arrangement is not usual on commercial vehicles. It is only used for accessories of the superstructure.

Angle of inflection
The angle of inflection refers to the angle
by which the universal joint of a propshaft
is set.
It must not be too large, as otherwise uniform force transmission is no longer possible, resulting in excessive loads on the
joints and thus heavier wear. The angle of
inflection is normally approximately
= 8. However, angles of up to 35 are
also technically possible.

DRIVE TRAIN

LEGEND
1
Articulated shaft
2
Universal joint
3
Cross-toothed mounting flange
4
Final drive (hypoid axle)

Universal joint

6.30

6.6Propshafts

Z arrangement
For complete synchronisation of the drive
and output shafts connected by the

Cross-toothed mounting flange

BASIC PRINCIPLES

FUNCTION

6
2

1 = 2

Z arrangement

DRIVE TRAIN

1 = 2

6.31

W arrangement

Angle of inflection

Propshafts

BASIC PRINCIPLES

FUNCTION

Axle drive
The final drive, also referred to as the
middle drive, transfers the rotational movement of the propshaft to the drive shafts
of the wheels. The middle drive includes
the axle drive with the axle-drive ratio and
the differential gear (differential page
6.33).

Bevel gear axle drive

A simple bevel gear axle drive consists of
a drive bevel gear (drive pinion) and a ring
gear.

The axle drive has the following tasks:

X Torque transfer and increase (adequate for every driving state)
X Stepping down the rotational speed of
the drive propshaft to slow
X Deflection of the power flow, normally
by 90 (when the engine is fitted
towards the vehicle longitudinal axis)
In order to be able to perform these tasks,
axle drives are built as bevel gears or
worm gears ( page 6.14). In commercial
vehicle construction, bevel gear axle drive
are normally used.

from the ratio of number of teeth on the

drive bevel gear and ring gear.

The drive bevel gear is mounted on the

drive axle, which is connected to the
propshaft by means of a universal joint. It
drives the ring gear and thus the axle. Depending on the arrangement, a distinction
is made between:
X Hypoid drive (axle of drive and ring
gear are offset),
X Drive without axle offset.
Toothing of hypoid drives
The toothing of hypoid drives is usually
spiral toothing. In commercial vehicles,
the following advantages mean that mainly hypoid drives are used:
X The axle offset enables use of larger
drive bevel gears with correspondingly
larger and stronger teeth; the service
life of the axle increases.
X A greater number of teeth is engaged;
in conjunction with the spiral toothing,
this means greater running smoothness.

DRIVE TRAIN

1
2

Axle drive

6.32

LEGEND
A
Drive without axle offset
B
Hypoid drive (with axle offset)
1
Ring gear
2
Bevel gear

6.7.1.1Axle drive
x

6.7Driven axles

Normally, a single gear ratio is sufficient

for the axle drive ( page 6.2). It results

6.7.1Final drive

X With the same gear ratio, the ring gear

can be made smaller. The hypoid
drive is smaller.

FUNCTION

Differential gear
On cornering, the wheel nearest to the
curve and the wheel furthest from the curve cover different distances ( page
3.23). The outer wheel must cover a greater distance than the inner wheel. This
means it has to roll at higher speed; its rotational speed is greater than that of the
inner wheel.

Basic function of the differential

The differential gear consists of the differential housing and four differential bevel
gears as well as two drive bevel gears (axle drive bevel gears).

Depending on the speed of a vehicles, the

corner radius, the condition of the road
surface and the weather conditions, different rotational speeds can occur on the
wheels of one axle.
In order to balance out these rotational
speed differences, a differential gear (differential) must distribute the revolutions
from the ring gear of the axle drive to the
axle shafts of the wheels.
A general distinction is made between bevel gear and spur gear differential gears.
Bevel gear differential gears are normally
used in commercial vehicles.

The ring gear that is firmly attached to the

differential housing is driven by the cardan
shaft via the drive bevel gear.
The four differential bevel gears in the housing engage in the two drive bevel gears
on the axle shafts (which is why they are
also called axle drive bevel gears).
Driving straight ahead
When driven straight ahead, both axle drive bevel gears rotate at the same speed;
the differential bevel gears do not turn,
rather they revolve with the ring gear. They
equally distribute the propelling force to
the axle drive bevel gears.
Cornering
On cornering, the outer axle shaft rotates
more quickly than the inner shaft. The differential bevel gears enable the different
speeds of the two axle drive bevel gears.
The differential bevel gears rotate around
their axes and thus balance out the rotational speed difference between the axle
drive bevel gears.

page 3.4), planetary drive axles each have

a planetary gear set on the wheel hubs (
Fig. page 3.5). The two sets of planetary
gears assume most of the torque conversion and gear stepping. This is why the
torque transfer in the middle drive is not
very great. It is significantly smaller than
the middle drive of a hypoid axle.
The smaller differential means that planetary drive axles have greater ground clearance. This is why they are often used for
construction site vehicles. The additional
planetary gear set on the wheel hubs
means they are recommended for the
transport of heavy loads.
Inter-axle differential
An inter-axle differential is included as a
differential gear in a drive-through axle (
page 3.4). In principle, it works in the
same way as the differential in the axle drive to balance different wheel speeds. However, the inter-axle differential is arranged in the drive-through axle, balancing
the speed between the 1st and 2nd axles
of the tandem-axle assembly.

DRIVE TRAIN

LEGEND
a
Drive (propshaft)
b
Gear ratio (force transmission)
c
Rotational speed difference compensation
d
Output (axle shafts)
1
Drive bevel gear
2
Ring gear
3
Differential housing
4
Differential bevel gears
5
Axle drive bevel gears
6
Right-hand axle shaft
7
Left-hand axle shaft

1 2 3 4 5 6

b
d

c
7

6.33

Axle drive with differential gear (differential)

6.7.1.2Differential gear

Differential of planetary drive axles

In contrast to hypoid axles, where the power flow and torque is only stepped up
and distributed in the middle drive (

Speed balancing in the final drive on

cornering

BASIC PRINCIPLES

FUNCTION

EXAMPLE

Differential lock
With different traction of the two drive
wheels (one-sided smooth road surface,
mud, sand, gravel) or with an extreme inclination of the vehicle, the following effect
can occur:

Engaging and disengaging differential lock

The engaging and disengaging differential
lock connects an axle shaft with the differential housing and ring gear. This means
the differential bevel gears can no longer
roll on the axle drive bevel gears. This creates a rigid connection of the two axle
shafts in the differential housing. The
speed balancing is then locked.

In commercial vehicles, engaging and disengaging differential locks are preferred.

Automatic differential locks with multi-disc
clutches ( page 6.10) are used above all
in racing cars and high-quality passenger
cars.

One of the driven wheels spins due to the

lack of propulsion power transfer; the
other remains at a standstill due to the
function of the differential (differential gear). The vehicle cannot be moved.
A differential lock uses a mechanical or
electropneumatic dog clutch to reconnect
the axle shafts separated in the differential
via housing and ring gear. Different rotational speeds of the two drive wheels are
then no longer possible.

Due to the high propelling force that fully

affects the differential on driveaway, the
differential may only be locked in the situations described and at lower speed (maximum of 15 to 20 km/h).
Automatic differential lock
Automatic differential locks feed more
torque to the wheel with the better road
grip, as determined per wheel sensors,
even at higher speeds.

DRIVE TRAIN

6.7.1.3Differential lock

Also in drive-through axles, which have an

inter-axle differential for speed balancing
between the 1st and 2nd axle of the tandem-axle assembly, there is usually an
engageable differential lock. The inter-axle
differential lock is engaged when all the
wheels on one of the two driven axles
spin.

Engaging and disengaging differential

locks may only be switched on when the
vehicle is stationary or at low speed.

1
2
6

Final drive of a hypoid axle with differential lock

6.34

LEGEND
1
Differential lock (dog clutch)
2
Gearshift sleeve of the differential
lock (can be shifted on the axle shaft
toothing)
3
Axle shaft toothing
4
Pneumatic gearshift element
5
Control fork of the differential lock
6
Axle drive bevel gears
7
Differential bevel gears
8
Differential housing with ring gear
9
Drive bevel gear

BASIC PRINCIPLES

BASIC PRINCIPLES

FUNCTION

Transfer case
Commercial vehicles that are deployed
under difficult conditions (construction site, off-road, winter) usually have a number
of driven axles. If all axles of a vehicle are
driven, this is referred to as all-wheel drive.

Engageable front axle

No differential gear is required on transfer
cases with engageable front axles. The
driving torque is transferred in equal parts
to the front and rear axles. The difference
in travel when the vehicle is being driven is
not balanced out. For this reason, allwheel drive may only be switched on if
there is poor traction, so as not to subject
the components of the drive train to unnecessary loads and to keep the tyre wear
as low as possible.

In order to implement all-wheel drive,

torque distribution is necessary. As a rule,
a transfer case is used for this purpose on
commercial vehicles.
The transfer case is connected to the multi-ratio gearbox by means of a propshaft
or is directly flanged on. The transfer case
has one flange to secure a propshaft to
the drive of the front axle and one flange
to secure a propshaft to the drive of the
rear axle ( Fig.).
With a two-stage transfer case, the stepup range of the drive train can also be expanded.

Permanent all-wheel drive

When the vehicle is being driven, there are
differences in the travel between the drive
axles. In order to balance out the resulting
rotational speed difference, vehicles with
permanent all-wheel drive must be equipped with a differential gear in the transfer
case.

case is also equipped with a lock. In the

case of manual locks, a dog clutch (
page 6.10) is normally used.
Drive-through axle
In the case of the all-wheel drive concept
with more than two driven axles (e.g. 6x6),
so-called drive-through axles are used.
There is an output at the rear end, where
a propshaft to the drive of the second axle
is flanged on ( Fig. page 6.36).
On the drive-through axle, torque and rotational speed are picked up via a spur
gear ratio ( page 3.4). The drive-through
also contains an inter-axle differential for
speed balancing between the 1st and 2nd
axles of the tandem-axle assembly, which
as a rule is equipped with an engaging
and disengaging differential lock (interaxle differential lock).

6.7.2All-wheel drive
6.7.2.1Transfer case
x

In addition, using a planetary gear set as a

differential gear can adapt the torque distribution to the axle loads. This is done by
changing the sun gear and internal gear
diameters. The front axle, for example,
can be supplied with 30 % of the torque
and the rear axle, due to the greater axle
load, with 70 % of the torque. To halve the
torque, a bevel gear differential ( page
6.33) is used.
In order to be able to transfer the maximum engine torque even with poor traction, the differential gear in the transfer

DRIVE TRAIN

1
1
a

Transfer case (schema)

6.35

MAN transfer case

LEGEND
a
Power flow from gearbox
b
Power flow to rear axle
c
Power flow to front axle
1
Gearshift sleeve
2
Gear ratio steps
3
Shift cylinder for engaging the front
axle via dog clutch (all-wheel drive)

FUNCTION

4x2 hydrostatic drive

The hydrostatic drive is an engageable allwheel drive technique for vehicles with occasional off-road operation. On a conventional all-wheel drive ( Fig. 4x4 and 6x6),
the transfer elements of the front axle drive are always moved. On commercial vehicles with hydrostatic drive, only the rear
wheels are driven conventionally when the
vehicle is driven on roads.

EXAMPLE
4x2 hydrostatic drive

In driving situations that require all-wheel

drive, the hydrostatic drive can be engaged at any time. If the hydrostatic drive is
engaged, a hydraulic pump ( Fig., item
2) supplies the hydrostatic wheel motors
(4) directly with pressure up to 420 bar.
The front wheels are then driven up to a
speed of 30 km/h.
The use of hydrostatic wheel motors eliminates the transfer case that is typical of allwheel drive. The advantages are:

3 2

4x4

X More favourable fuel consumption

X Weight advantage of around 400 kg
X No raising of the driver's cab and
frame is required (the visual appearance of the road vehicle is retained)

DRIVE TRAIN

6x6 all-wheel drive

The 6x6 all-wheel drive is based on the
4x4 drive concept. However, the 1st rear
axle is designed as a drive-through axle,
which has an inter-axle differential for
speed balancing between the 1st and 2nd
axle of the tandem-axle assembly (as a
rule with engageable differential lock). The
drive-through to the 2nd rear axle is via a
propshaft.
LEGEND
1
Propshaft
2
Hydraulic pump
3
High-pressure line
4
Hydrostatic wheel motors
5
Transfer case

6x6

1 5

Hydrostatic drive and conventional all-wheel drive

6.36

6.7.2.2Drive concepts

1 5

4x4 all-wheel drive

With conventional all-wheel drive, the gearbox is connected to the transfer case (
Fig., item 5) via a propshaft (1), to which
propshafts are flanged onto the drives of
the front and rear axles. Depending on the
version of the transfer case, the drive of
the front axle is engageable or permanent
( page 6.35).