Driveline and Chassis Technology

Safety and Cost Effectiveness!

ZF Driver Training
Peter Vogler

Economical Driving
 Economical Driving

Targets and Contents

Fuel, maintenance and vehicle wear expenses make up nearly one-third of total
transportation costs. You can considerably reduce the costs of your business by
adopting a sensible driving style.
ZF Driver Training deepens your understanding of economical and safe driving.

Some of the things you will learn during the training:

 How your actions and vehicle maintenance can keep road resistance at a minimum
 How to harmonize your driving style with engine performance
 How to optimally use your vehicle's kinetic energy
 How to utilize all possible methods to reduce fuel consumption
 How to optimally use modern ZF transmissions
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 Truck Transmission Program

Manual transmissions

ZF-Ecolite ZF-Ecolite ZF-Ecomid

ZF-Ecomid

ZF-Ecosplit
ZF-Ecosplit ZF-Intarder

Automatic transmissions

ZF-AS
ZF-AS Tronic ZF-Ecomat
Tronic

ZF-Ecomat
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ZF-TC
Nm 500 1000 1500 2000 2500 3000 Tronic

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 Losses with Diesel Engines

Every engine has a certain level of Energy losses

efficiency
• Exhaust and heat dissipation
• The efficiency of a combustion or diesel
• Frictional losses in the engine
engine is the ratio of the amount of
energy (fuel) used to the amount of work • Attachments (air compressor, air
done (ouput). conditioner, generator, fans, etc.).
• Due to energy losses, only a portion of
Of the 100 % of fuel
the energy is available to move the
energy supplied ...
vehicle forward.

26 % is lost via 26 % is lost via

the exhaust heat dissipation
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 Engine Characteristics

Example:
338 kW (460 HP) engine
• The engine characteristics provide Power
information on power and torque, and
indicate the specific fuel consumption
rate.
• This engine's performance curve begins
at 170 kW at 800 rpm and climbs with
increasing speed to 338 kW at 1,900
rpm.
• The torque curve begins at 2,000 Nm at
Torque
800 rpm. It climbs swiftly to 2,100 Nm at
900-1,300 rpm and falls with increasing
speed to 1,700 Nm at 1,900 rpm.
• The fuel consumption curve indicates the Specific
lowest fuel consumption at 195 g/k Wh fuel consumption
within a range of 900-1,300 rpm.
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 Running Resistance

Breakdown of running resistances

Running resistances must be overcome to
set a vehicle in motion. Like with any other
accelerated mass, the vehicles’ resistance
(inertia) must be overcome.
When driving uphill, the vehicle must
overcome the gravitational force that pulls
it down. Other resistances arise from
friction. In principle, there are four types of
running resistance:

• Rolling resistance
• Air resistance
• Acceleration resistance
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• Climbing resistance

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 Breakdown of Running Resistances

Breakdown of running resistance at various speeds

A 40 t vehicle with a 301 kW (410 HP) engine
Constant-speed driving on a level track

Rolling resistance
50 km/h 33 kW 10 kW 258 kW (351 HP)
45 HP 14 HP
Air resistance

70 km/h 45 kW 23 KW Residual power

233 kW (318)
(61 HP) (31 HP) for acceleration
and climbing
resistance

85 km/h 56 kW 42 kW 203 kW (277 HP)

(76 HP) (57 HP)
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Drive power (HP)

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 Rolling Resistance

Rolling resistance depends on: Rolling resistance is made up of:

• Driving • Rolling friction between tires and road

surface
• Vehicle weight
• Tire deformation (flexing energy)
• Tire design, profile, air pressure
• Air friction on wheel
• Steering geometry/wheel alignment
• Friction in wheel bearings
• Road condition/surface
• Condition of brakes

Extra consumption of up to several

liters per 100 km can be caused by:
• Defective wheel bearings
• Incorrect wheel alignment
• Brake pads that do not fully release
• Incorrect tire pressure
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017885

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 Rolling Resistance

You can maintain low rolling resistance by:

• Use of application-specific tires
• Monitoring the tire rolling behavior and checking tire contact area, correct wheel alignment
• Checking rims for excessive rise in temperature (indicates seizing brake shoes)
• Routinely checking tire pressure (when tires are cold)
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017885

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 The Influence of Tire Pressure

Fuel consumption:
• 2 bar underinflation requires an extra 1-1.5 liters of fuel per 100 km.
• Calculate the annual extra costs if driving 100,000 km per year. Base this calculation on the
current price for diesel fuel.
Safety
• The tires deform excessively when the air pressure is too low.
• This increases rolling resistance and leads to a more intense rise in temperature.
• If the tire pressure is only 0.3 bar low, the tire can heat up to over 100°.
Service life
• The tires will only reach their maximum service life if the prescribed air pressure is properly
maintained.

Consequences of incorrect tire pressure:

• Increased tire wear, tread separation, tire fire
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• Uncontrolled vehicle handling; skidding and overturning buses

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 The Impact of Tire Pressure

10 0

-5
8
- 10

Reduction in service life [%]

Fuel consumption [%]

6 - 15

- 20
4
Low High
- 25
tire pressure tire pressure
2 Low High
- 30
tire pressure tire pressure
0 - 35
- 60 - 50 - 40 - 30 - 20 - 10 0 10 20 30 40
- 40
-2
- 45

-4 - 50
Tire pressure [%] - 30 - 25 - 20 - 15 - 10 - 5 0 5 10 15 20 25 30
Tire pressure [%]

Ten percent underinflation drives fuel Twenty-five percent underinflation reduces

consumption up by one percent. tires’ service life by forty percent.
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Source: lastauto omnibus 2/2002

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 Distribution of the Rolling Resistance
among the Various Axle Positions

50 % 33 % 17 % 40 % 43 % 17 %

With a semitrailer truck, the triple bogie of the

semitrailer truck carries the lion's share of the
rolling resistance (50 %);with a truck-trailer, the
rear axles of the motor vehicle account for most of
the rolling resistance (43 %).
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Source: lastauto omnibus 2/2002

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 Air Resistance

Air resistance develops: Extra consumption can be caused

• As a result of the airstream flowing
around and through the vehicle (air
friction)
Air resistance depends on the
following:
• Driving
• Size of the vehicle (frontal area of
vehicle)
• Vehicle shape (cw value),
• Wind direction and strength
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by:
• High vehicle speeds; as the speed
increases the air resistance rises to
the second power
• The larger the frontal area of a
vehicle, the larger the air resistance
• Loose or poorly lashed tarp
You can maintain low air resistance
by:
• Avoiding excessive speeds
• Lashing tarp taut and snug
• Using roof spoilers and side panels
and positioning them correctly

017887

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 Acceleration Resistance

Acceleration resistance develops: Extra consumption is caused by:

• When accelerating or braking the
vehicle
• As a result of the inertia of the vehicle
mass
Acceleration resistance depends
on:
• How fast you accelerate your vehicle
• The actual total vehicle weight
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• Quick starts and fast acceleration
• Unnecessary accelerations (e.g.
before a red light)
• Tailgating and consequently frequent
braking and accelerating
• Unnecessary shifting, especially on
uphill grades; each interruption of
tractive force results in loss of speed

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 Acceleration Resistance

You can maintain low acceleration • Braking prudently

resistance by:
• Using cruise control or speed limiter
• Anticipatory, steady, and concentrated prudently and switching them off when
driving necessary
• Avoiding unnecessary accelerations
• Utilizing peaks of momentum (speed
within legal limit)
• Utilizing knowledge of the road to
anticipate conditions ahead
• Observing traffic far up ahead and
adjusting your driving behavior
promptly to a changed situation
• Maintaining sufficient distance from
the vehicle in front of you
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 Climbing Resistance

Climbing resistance develops: Extra consumption is caused by:

• When driving uphill • Not using the momentum that a
vehicle has from driving downhill or on
• By overcoming the downhill force
a level plane
Grade resistance depends on the
• Not shifting down at the correct time
following:
• Shifting gears frequently while
• Angle of gradient
climbing (vehicle loses speed each
• Total vehicle weight time you shift)
• Not releasing the accelerator at the
right time before reaching a summit
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 Climbing Resistance

You can limit the effects of climbing resistance by:

• Shifting at the right time and into a gear appropriate for
the grade
• Shifting as seldom as possible while climbing (loss of
speed when tractive force is interrupted)
• Selecting correct speed ranges (speed within legal
limits)
• Giving gas at the right time before reaching the bottom
of a valley
• Driving into the uphill grade with momentum
• Shifting up again right after the uphill grade
• Utilizing trailing-throttle operation in the valley (speed
within legal limits)
• Using cruise control or speed limiter prudently and
switching them off when necessary
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 Manual Transmissions
Driving
 ZF manual transmissions are
synchronized transmissions.
A synchronization is the
synchronizing device for the speed
change gear. This enables faster and
safer shifting:
No double clutching when shifting
up, no intermediate revving up and
double clutching when shifting
down, even on downhill grades
and in difficult situations.
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 The time of the unsynchronized
transmission has been a thing of the
past for four decades. In addition to
excess fuel consumption, the clutch
and transmission are unnecessarily
strained.
 To protect the clutch, always start in
the first gear.
Start in first gear with a little gas (Euro
1 and older) or without gas (as of Euro
2).
 Drive according to the tachometer
and not by ear.
The economical driving style as
described by the above guidelines
cannot be put into practice by ear, but
requires use of the tachometer.
 Manual Transmissions

Driving

 Asynchronize with constant pressure,  Do not shift unnecessarily; let

no poking around.
The locking synchronization releases
the gearshift once the gear tooth
system is synchronized. Forced gear
engagement is not possible. “Poking
around" interrupts the synchronizing
process and initiates a new one. This
causes prolonged shift times and wear
on the transmission synchronizing
ring.
 Keep foot away from the clutch and
hand away from the gearshift.
This prevents clutch, clutch control
and transmission wear.
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engine pull.
Each shift results in a loss of time,
interruption of the tractive force,
unnecessary fuel consumption from
increased engine idling, as well as
clutch and transmission
synchronization wear.
 To protect the transmission, always
depress the clutch pedal
completely when shifting gears.

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 6-Speed Transmission

Shift pattern 6 S 850

The shift pattern has a Neutral position
(idling) in the 3/4 gate. To select a gate, the R 1 3 5
shift lever must be pressed against a
spring force in the appropriate direction. N
The gearshift jumps back to Neutral when
released from the mid-position of gates 1/2 2 4 6
and 5/6.
Shifting is supported pneumatically each
time gears are changed. The shifting
system actuates a pilot valve during
selection; this releases main air on the shift
cylinder to shift the gear.
Note
The gate for reverse gear is protected by a
pawl stop and requires more force to be
selected.
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 Ecomid / Ecosplit

Double H shift pattern Ecomid / Ecosplit

The four-speed section with R gear and the
rear-mounted gear set are shifted
mechanically via a double H shift pattern.
1 3 5 7
With this shift system, all gears are
assigned their own position in the shift
N N
pattern.
The neutral position of the shift lever is in R 2 4 6 8
the 3/4 gate or the 5/6 gate.
Good orientation within the shift pattern is H
achieved through the use of different Slow Fast
levels of spring force. Splitter group Range Unit
Do not grasp gearshift with the hand, but
operate it with the heel of your hand. L

Prohibited: Shifting from the fast gear set

to the slow gear set at speeds over 28
km/h.
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= H fast splitter group

= L slow splitter group

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 Ecosplit

Shift actuation with superimposed H gearshift pattern

When gear shifting with the superimposed
H gear shift pattern, the range unit is
changed over by pressing the toggle 5 7
switch on the front of the shiftlever. 1 3

Gears 1 to 4 and “R” are selected in the N

"lo" toggle switch position and gears 5 to 8
are selected in the "hi" toggle switch R 2 4
position. 6 8
5-8
The neutral position is in the 3/4 gate.

The splitter group

(L or H) is preselected by the preselector
valve (on the side of the gearshift) and 1-4
selected by actuating the clutch. 010877
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= H fast splitter group

= L slow spltter group

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 Tip 1
Green Range

 Drive within green speed range

 Use highest gear possible

017792
 Let engine “pull"
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 Tip 2
Skipping Gears
Shift actuation with double H Shift actuation
gearshift pattern with superimposed H
pattern (optional)
Slow Fast
Range Range
Unit Unit
5 7
1 3 5 7 1 3

N N N

R 2 4 6 8 R 2 4
6 8
Automatic
changeover

 When accelerating in the green range,

skip gears when possible, but never more than
one full gear step. Skipping more than one full
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017792
gear step can lead to synchronizer damage.

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 Tip 3
Foresighted Driving

 Foresighted driving, no unnecessary

braking or accelerating

 Use momentum

 Detect obstacles early

to avoid unnecessary stops
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Eco
 Tip 4
Use the Splitter Group
The close gear ratio of Ecosplit transmissions
17 16.41 promotes driving in the optimum gear and
ZF Ecosplit therefore also in the best speed range for fuel
economy. It also increases shift comfort and at
15 Close Gear
Example: Direct drive ratio

13.80 the same time reduces the noise level.

Ratio
13
11.28 7 8
11 5 6
9.49 3 4
9 1 2
7.76
RR
7 6.53

5.43

5 4.57
017792 H
3.59
3.02
3 2.47
L
2.08
1.70 017791
1.43
1.19
1.0
1 017509
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= H fast splitter group

Gear 1st 2nd 3rd 4th 5th 6th 7th 8th = L slow splitter group

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 Tip 5
Shift Swiftly, do not Poke Around
In the double H gearshift
pattern, each of the 8 forward
travel gears and the R gear is
assigned its own position in 1 3 5 7
the gear shift pattern.
N N
The neutral position of the
gearshift is in the 3/4 gate or R 2 4 6 8
the 5/6 gate.
H
Good orientation within the Splitter group
shift pattern is achieved
through the use of different
L
levels of spring force.

The splitter group (L or H) is 017499

preselected Left-hand drive Right-hand drive
by the preselector valve on Shift pattern
the gearshift and selected by 010876

actuating the clutch.

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= H fast splitter group

= L slow spltter group

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 Tip 5 (optional)
Shift Swiftly, do not Poke Around
When gear shifting with the
superimposed H gear shift pattern,
the range unit is changed over by 5 7
pressing the toggle switch on the 1 3
front of the gearshift.
N
Gears 1 to 4 and “R” are selected
in the ”lo” toggle switch position R 2 4
and gears
6 8
5 to 8 are selected in the ”hi” toggle 5-8
switch position.

The neutral position is in the 3/4 Gear

Range
gate. Unit
set

The splitter group (L or H) 017500

is preselected using the pilot valve 1-4 Left-hand drive Right-hand drive
on the gearshift and selected by Shift pattern
actuating the clutch. 010877
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= Hfast splitter group

= L slow spltter group

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 ZF AS Tronic

Use the economic efficiency of the ZF AS Tronic

Use the economic efficiency of the  Note:

ZF AS Tronic optimally by: A manual shift is not executed if the
 Selecting automatic mode when change of gears will cause the engine
driving at constant speed on a level to exceed its maximum rpm.
plane
 Correcting the shifting strategy by
manually shifting when necessary It is always possible to change
(system remains in manual mode for gears manually while in automatic
10 sec. and then switches back to mode.
automatic)
 Exit automatic mode on difficult and
mountainous stretches and prudently
shift gears manually.
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A/M Automatic / Manual

(alternating)

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 ZF-AS Tronic
Summary (Technology and Function)

 High quality helical-cut gears of state-of  Smooth gear shifts due to controlled
the-art technology for low noise level clutch
 Central compressed-oil supply  Display indicates clutch overload and
need for clutch replacement
 Standard dry separating clutch
 Diagnosis mode: The system recognizes
 A central wiring harness, few external
faults, indicates them on the display and
connections
activates substitute functions to make sure
 Stable housing with integrated clutch bell the trip can be continued
 Simple troubleshooting directly in the
 Integration of all components vehicle using system-internal fault
 Low level of temperature for long memory and ZF diagnostic unit
component service life
 Automatic transmission functions for
rapid shifts
 Shifting without load peaks to protect the
driveline
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 Summary

Foresighted driving

 Smooth driving technique

If you avoid speed fluctuations and peaks, the average speed is increased and fuel
consumption reduced.
 Avoid unnecessary stops
A slow and well-estimated approach instead of a stop (e.g. before a traffic light) is more
economical and protects the drivetrain. If you roll up to a red light at a low speed because you
let up on the gas at the right time, you save fourfold: While rolling, the engine goes to zero
output (saves fuel), you do not need to brake (saves brake linings), you reach the light by the
time the light turns green and while the bus is still rolling (saves time because the bus is still
rolling, and saves fuel since you need not accelerate the heavy bus from a standstill).
 No unnecessary braking
Each time you brake, kinetic energy is converted to heat. To reaccelerate, this energy must be
regenerated from the fuel.
 Economic braking
Employ wear-free braking such as the (ZF Intarder) before normal service brakes. Fuel is saved
each time braking is avoided. But be cautious on black ice: To increase safety, use only the
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finely controllable service brake.

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 Summary

Foresighted driving

 Take advantage of peaks of momentum

Before reaching the bottom of the valley, release the breaks in time and catch the momentum.
 Take foot off the gas at the right time (e.g. at freeway exits)
A truck's inertia (momentum, kinetic energy) is so high that you can take your foot off the gas
800 m before the exit if traffic conditions allow. The loss in time is minimal.
 Maintain distance
A truck's distance to the vehicle front should be 3 seconds. This means that you can count "21,
22, 22" in the time it takes to reach the point passed by the vehicle in front. This is approx. 100
m at a speed of 100 km/h. Another vehicle will certainly always squeeze into the gap if you
maintain a larger distance. But is this really a problem? Faster vehicles will soon be out of sight
anyway. And it is irrelevant for our schedule.
 Slip in
When slipping into flowing traffic (e.g. freeway entrance), use full power if necessary.
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 Summary

Technical requirement for economic driving

 Clean air and fuel filter Use the best engine operating
 Correct setting of fuel injector range for fuel economy by:
 Use oil viscosity classes for engine,  Avoiding high rpm's
transmission and axles according to  Drive within green rpm range
manufacturer specifications and (economic rpm range)
operating conditions.  Shift up or down at the right times
 Correct motor and transmission oil
levels
 No leakages in the pressure system
 No leakages in the charge-air cooler
and associated lines
 Brakes release completely
 Engine brake throttle valve opens and
closes properly
 Correct tire pressure
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