Transmission 7

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7

4 5 “Transmission”
6

2 8 9

1
7

“WSK” 10

Z 31 297

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 Transmission 7

7 Transmission

7.1 Design and Function of the Semiautomatic Transmis-

sion

Design:
(Z 31 299)

The “ZF Transmatic Transmission” is a combination of a “WSK”

with:
-- torque converter with bridging clutch,
-- hydraulic retarder,
-- mechanical torque clutch,

a synchronized “Transmission” with:

-- split range
-- four speed with reverse gear
-- travel range

and a “Dropbox” .

Legend:

1. torque converter

2. torque converter bridging clutch

3. torque converter overriding free wheel

4. mechanical clutch

5. control of the mechanical clutch.

6. hydraulic retarder

7. transmission -- split range

8. transmission -- four speed with reverse gear

9. transmission -- travel range

10. dropbox

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4 5 “Transmission”
6

2 8 9

1
7

“WSK” 10

Z 31 297

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 Transmission 7

(Z 31 299)

The main features that the semiautomatic transmission offers are

as follows :
∗ Simple starting, even in bad conditions, without wear on com-
ponents.
∗ Preservation of the whole drive train due to the smooth and
jolt--free drive.
∗ Low fuel consumption due to the automatically controlled
torque converter override clutch.
This means:
-- Starting up with the torque converter override clutch open,
indicator light (88) lights up,
vehicle is travelling in converter drive.

-- After approx. 7 -- 8 seconds travelling,

torque converter override clutch is automatically engaged,
indicator light (88) goes out,
vehicle is travelling in direct drive
∗ Brake using exhaust brake or retarder via the overrunning
clutch integrated into the torque converter.

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13

L 13a

Z 31 217

4 5 “Transmission”
6
2 8 9

1
7

“WSK” 10
Z 31 297

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 Transmission 7

(Z 31 217; Z 31 297)

The individual gears are shifted using gear shift lever (13). The
double--H--shift arrangement provides each of the eight forward
gears and the reverse gear with a specific position in the gate

The travel range is selected pneumatically. The travel range is

changed automatically when the lever is shifted from line 3/4 of
the gate to line 5/6 of the gate, or from line 5/6 to line 3/4.

Line 3/4 -- slow group (1st to 4th gear)

Line 5/6 -- fast group (5th to 8th gear)

The split range (6) on the engine side enables the gaps between
the eight forward gears and between the reverse gears to be
halved i.e. each individual gear is divided into a slow level and a
fast level. The entire gear range is therefore divided into 16 close

ratio gears which can be selected in sequence.

The split range (6) is selected with rocker (13a) on gear shift lever
(13).

Position ”S” = Fast split range

Indicator light (83) comes on.

Position ”L” = Slow split range

The indicator light (83) has gone out.

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4 5 “Transmission”
6

2 8 9

1
7

“WSK” 10

Z 31 297

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 Transmission 7

7.2 Operating the Transmission

7.2.1 Starting
(Z 31 297)

The crane is started by means of the torque converter.

1. Start the engine.

2. Apply parking brake (11).

3. Depress clutch pedal (14), clutch (4) disengages. The indica-

tor lamp (88) “torque converter bridging clutch open” lights
up.

To completely disengage the clutch the clutch pedal must be

pressed to the floor.
The synchromesh mechanism of the transmission will
otherwise inevitably be damaged.

4. Select the appropriate gear of the synchromesh transmis-

sion.

Depending on the transport condition and weight, it is possible to

start the crane in 2nd gear on level ground.

Starting up in higher gears when on a hill is to be avoided. This

will otherwise cause poor acceleration, high fuel consumption
and greater heat generation in the converter.

5. Release clutch pedal (14), clutch (4) engages.

6. Release parking brake (11).

7. As with automatic transmission, set the crane in motion by

opening the throttle.

When the gear has been selected and clutch (4) is disengaged,
the driver is prevented from using the clutch to pull away i.e. pull-
ing away with a slipped clutch, by the throttle lock.
When the correct gear has been selected the indicator lamp (88;
override clutch torque converter) must have gone out by approx.
5 -- 8 seconds later.
If not, change down.

If driving for prolonged periods with the converter in opera-

tion, the temperature of the converter oil will rise.

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“S”

17

Z 31 298

4 5 “Transmission”
6
2 8 9

1
7

“WSK” 10
Z 31 297

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 Transmission 7

7.2.2 Driving and Changing Gear

(Z 31 297; Z 31 299)

The Sensor “S” on the clutch pedal (17) must be adjusted

correctly for changing gears
If the Sensor “S” on the clutch pedal (17) is not adjusted cor-
rectly and the clutch (4) fails to disengage completely, the
synchromesh will be damaged.

The gears are changed during travel in the usual way for synchro-
mesh transmissions:

1. Disengage the clutch. Depress the clutch pedal (17) fully.

2. Select the desired gear (without opening the throttle again

and double--declutching).

If, when changing down within a line (e.g. from 4th to to 3rd
gear) the gear shift lever has been moved into the lower gear
range and, as a result, alarm buzzer (40) sounds, the clutch
pedal must continue to be depressed. The warning buzzer is
to warn the driver that changing to the gear selected would
cause the engine and the transmission to be over--revved.
Move the gear shift lever back into its initial position (gear
range) therefore, and reduce the driving speed until it is no
longer higher than the maximum speed of the next lowest
gear.

Warning buzzer (40) sounds in the same way if the travel

range preselector switch in the drive switch has failed.
The clutch pedal must continue to be depressed.
Move the gear shift lever back into its initial position (gear
and travel range).
Changing travel range is not permissible.
First change failed travel range preselector switch.

Place the gear shift lever briskly but sensitively in the desired
gear.

3. Engage the clutch. Loosen the clutch pedal (17).

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Z 22 693

Z 22 694

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 Transmission 7

(Z 22 693)
Varying levels of spring loading enable the individual gate lines
to be found more easily when changing gear. In the neutral posi-
tion (”G”), the gear shift lever (13) is held in line 3/4 of the low
travel range and line 5/6 of the fast travel range. The gear shift
lever must therefore be ”guided” only when selecting lines 1/2
and 7/8.

(Z 22 694)
When changing from 4th gear (line 3/4) to 5th gear (line 5/6) and
back the spring resistance is overcome by knocking the palm of
the hand against the gear shift lever. The gearchange should,
nevertheless, be carried out briskly, i.e. without delay, to prevent
excessive differences in speed from occurring.

When changing up or down, change through all eight gears. Do

not jump a gear.

Before gradients and hills the gear should be changed in good

time.

The throttle lock is also actuated if gears are changed during

travel with the converter in operation (indicator light ”88” override
clutch disengaged).

When driving the crane in 2nd travel range (fast range -- 5th to 8th
gear) indicator light (83) on the dashboard lights up.

A back stroke safety device is integrated into the gear shift lever
(13). This back stroke safety device acts as a line lock for lines
5th/6th gear or 3rd/4th and 1st/2nd gear. This means, for exam-
ple, that, for an excessively high driving speed in 7th or 8th gear,
it is not possible to shift down into 6th gear. The line of the 6th gear
is released only when it is no longer possible for the engine to run
at an excessively high speed.

When the line of the 6th gear is released, it is possible to se-

lect 5th gear. This must not be done in a speed range which
would allow the engine speed to go too high for 5th gear. The
same applies when the lines of the 4th and 2nd gears are re-
leased, whereby 3rd and 1st gear respectively, can be en-
gaged.

In such cases, warning buzzer (40) sounds. Please observe

the cautionary note at the beginning of this Section.

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13

L 13a

Z 31 217

4 5 “Transmission”
6
2 8 9

1
7

“WSK” 10
Z 31 297

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 Transmission 7

Shifting the Split Range

(Z 31 217; Z 31 297)

The split range need not be used to split all eight gears so that
16 gears have to be selected in turn. Select the half ranges only
when, for example:
-- starting is difficult, during overtaking, or when accelerating
uphill, in order to exploit the power of the engine to the full;
-- driving cross--country, in convoy etc. in order to keep the en-
gine in the most economical speed range.

To split the speed range, pilot valve (13a) must be activated and
the clutch pedal depressed fully.
Do not disengage and re--engage the clutch too quickly, as the
change between the split ranges will otherwise be interrupted.
Indicator light (84) on the dashboard comes on when the split
range S (fast split range) is engaged.

Do not actuate pilot valve (13a) until just before the change.

The alarm buzzer (40) sounds when the “slow split range” is pre-
selected at too high an engine speed.

The alarm buzzer is to warn that carrying out the gear change
initiated, would lead to impermissibly high speeds for the en-
gine and transmission.
Move the pilot valve (13a) therefore back into the initial posi-
tion (fast split range) and reduce the driving speed until it no
longer exceeds the maximum speed for the next gear down.

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 Transmission 7

Reverse Gear

There is no synchromesh on reverse gear. Reverse gear may

only be engaged when the crane is stationary.

Take care always to declutch properly and engage the gear

fully.

If reverse gear cannot be engaged, the gear teeth are lying

against each other.

In this case, proceed as follows:

Possibility 1

Return gear shift lever (13) to the neutral position and ease off
clutch pedal (17).

Depress the clutch pedal fully again and try once more to engage
the gear.

Possibility 2

If the gears will not mesh cleanly, engage the 1st gear and raise
the clutch pedal gently to move the gear teeth slightly.

Then depress the clutch and place gear shift lever (13) in reverse.

When reversing the vehicle, the sounds (special equipment).

Driving with the Torque Converter Bridged Clutch Disen-

gaged

The driver can influence the automatic control of the torque con-
verter bridging clutch. ”Kick--down” (depressing the accelerator
pedal past the full load stop) provides a facility for disengaging
the torque converter bridging clutch again in all gears at a higher
engine speed and to increase the tractive power of the engine by
way of the converter.

This method should only be used if it results in acceleration of the

vehicle. If the vehicle fails to accelerate, a lower gear must be se-
lected. Note that the throttle lock is actuated during gear changes
with the torque converter bridging clutch open.

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55

Z 31 218

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 Transmission 7

Notes on Converter Operation

(Z 31 218)

The torque converter bridging clutch is disengaged and engaged

automatically as described above. Indicator lamp (88) comes on
when the torque converter bridging clutch is disengaged, i.e.
when the torque converter is in operation.

If driving for prolonged periods with the torque converter in

operation, the temperature of the torque converter oil will in-
crease.

Display (55) on the dash board provides an indicator of the oil

temperature.
If the temperature rises over 130° (green/red area),
signal light (87) comes on,
a lower gear must be selected in order to engage the torque con-
verter bridging clutch.
The crane must then be driven in the lower gear until the oil tem-
perature has entered the green range (approx. 100°) again.

If changing down does not cause the oil temperature to drop, the
crane must be stopped. The transmission should then be placed
in neutral and the engine run at about 1200 rpm. The temperature
on the thermometer should then return to the normal range within
1 minute. Should it fail to do so, the reason may be a fault in the
cooling system or that the oil level is too low (e.g. as a result of
oil loss).

Negotiating Bends

Change down well before negotiating bends. Select the appropri-

ate gear with regard to speed and load. While negotiating the
bend, do not allow the engine speed to drop below 1000 rpm. En-
gine speeds below 1000 rpm result in low steering pump speeds,
which in turn entail greater steering force required and a lower
steering speed.

Under no circumstances should the clutch be disengaged before

or during negotiation of the bend, as the sudden drop in engine
speed to idle will reduce the hydraulic power assistance to the
steering. It will still be possible to steer the crane, but greater
force will be required to turn the steering wheel.

The steering will initially give the impression of being locked; this
is however not the case.

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 Transmission 7

7.2.3 Stopping and Parking the Crane

The mobile crane can be braked to a halt in any gear without dis-
engaging the clutch. The crane may be left in gear for brief stops
(e.g. at traffic lights). The crane must, however, be prevented
from ”crawling” by means of the service brake. In order to change
gear or place the gear shift lever in neutral, the clutch must, how-
ever, be disengaged.

When parking on gradients, prevent the crane from rolling by

means of chocks.

The transmission must be in neutral once the engine has

been switched off.

If the crane is not used for longer periods, the pneumatic

system may become so empty that it is no longer possible
to change into neutral.

If the transmission is not in neutral, alarm buzzer (40)

sounds.
The engine cannot be started if the transmission is in gear.

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