MB Power Shift
Transmission G211 715.350
MP Power Shift 3/10/17 Ayman Osama
Introduction
Commercial vehicle operation in recent years has seen demands on driver and vehicle steadily
increasing. more complex work lands, and increasing traffic density impose maximum
requirements on drivers, while sky rocketing fuel prices and transport volumes make a high-
performance driveline and low fuel consumption an absolute necessity.
So, in pursuit of the best overall efficiency, Mercedes-Benz is committed to the strategy of
offering a direct-drive automated gear box for the Actros model ranges since December 2006.
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Main Design Concepts
Mercedes takes into account the many demands that a new gearbox concepts must satisfy as far
as possible especially low operating cost and fuel consumption which is one of the characteristics
that provide a decisive competitive advantage:
a. In long – distance, up 90% of the driving is done in the highest gear, so in top gear the direct
– drive gearbox’s input shaft is directly coupled with the main and output shafts.
b. Optimum selection of gears and shift points always depends on the driving situation, so the
vehicle is always operating in the most fuel-efficient engine speed window.
c. Reduced rpm differences during the starting and shifting processes with the automated
clutches increase the clutch life time.
d. The modular design of the power shift
gearbox with its synchronized split gear and
range gear allows the gear ratios to be
quadrupled through comfortable shifting
and significantly shorter shifting times.
e. Power has been increased by over 30% with
the same weight and space requirements,
this was made possible by replacing the
synchronizations in the basic gearbox with
radially smaller shift dogs and the sliding
sleeves also being able to grip under the
teething.
f. The clutch is a standard dry clutch that is operated fully automatically via a pneumatic clutch
diaphragm, and all the actuators for gear, shift gate, split and range are maintenance –
friendly individual modules flanged on or integrated in the gearbox housing and are also
pneumatically operated.
g. An additional gearbox brake is necessary for shifting up and is designed as a pneumatically
actuated multiple disc brake.
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On Road Characteristics
The shifting philosophy of Mercedes Power Shift is arranged such that in automatic mode during
all driving situations, the best possible gear is engaged regarding the fuel consumption.
a. Before starting:
Upon switching on the ignition, the system initially assumes a maximum load with 40 tons’
gross weight and selects the correct start – off gear for this.
Following about 5 shift operations, the transmission control has determined the current load
and driving situation using various parameters.
b. When driving:
1. Automatic mode:
On inclines:
With decreasing speed: the vehicle shifts back to the gear that guarantees the best possible
shift operation based on the load and incline recognition. with increasing speed: gear steps
of up to 2 gears are possible, due to the great requirements placed on the engine power
the shift rpms increased depending on the determined incline.
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On flat:
Up shifting: shifting steps of up to 3 gears are possible.
Down shifting: with the vehicle rolling, an automatic down shift is performed at approx.
800 rpm.
With an activated brake application:
No down shift is performed below 25 km/h, so we recommend engaging the gear
appropriate for the driving situation.
With activated differential lock:
The shift and target rpm are increased to ensure more dynamic driving behavior.
Driving with activated lock increases fuel consumption therefore the lock should only be
used in situations required for this.
The kickdown:
According to load request, below 1500 rpm the kickdown enables a brief increase of the
shifting rpm, e.g. before or on inclines.
With permanent actuation of the kickdown, all shift rpms increase by approx. 200 rpm
compared to standard mode.
In the event of stop over:
The clutch initially remains open and the gear engaged, so to protect the clutch operating
mechanism a warning tone sounds and the gear indicator flashes after 60 seconds, after
an additional 30 seconds the neutral position is automatically engaged.
Manual interval in automatic mode:
If the driver performs a manual gear selection with automatic mode, the engaged gear
remains for approx. 30 seconds even though the automatic mode select a different gear
for the current driving situation.
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2. Additional modes:
The automated engaging of the clutch and shifting of the Mercedes Power Shift relieves
the driver, additional functions make it possible to individually deal with even challenging
driving situations:
Maneuvering mode:
It supports a finely modulated and slow maneuvering of
the vehicle in the gears 1 and R1, this is valid when
approaching a ramp or when coupling and uncoupling.
In maneuvering mode, the entire accelerator pedal travel
is available for fine modulation of the clutch and the
maximum rpm is limited to 1000 revolutions.
Rocking mode:
Its only available in the 1st forward and reverse gear by
accelerating opening and closing of the clutch
considerably, thus it allows a vehicle (that is stuck) to
oscillate.
Power mode:
It offers a shifting strategy designed with higher rpms.
Compared to standard mode, all shift operations are performed with an approx. 100 rpm
higher.
With activated Power mode, the EcoRoll mode is in turn deactivated. The power mode is
automatically deactivated after 10 min. to ensure low fuel consumption.
EcoRoll mode:
To make use of high inertia of the vehicle for fuel –
saving coasting phases, the EcoRoll mode automatically
shifts to the neutral position on flat or slightly hilly
terrain when the accelerator or brake pedal is not pressed
(This reduces fuel consumption by up to 1%).
As soon as the driver again accelerates or brakes, the vehicle immediately shifts into the
appropriate gear to close the drive – line.
The EcoRoll mode is only active when the ground speed is higher than 55 km/h and its
generally activated after switching on the ignition.
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c. When parking:
Upon switching off the ignition, the transmission is automatically shifted to the neutral
position. This ensures that a restart is possible without problems.
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G211 – 12 Transmission Overview
With the new power shift family, Mercedes – Benz is currently the only manufacturer of trucks offering
automated 12 speed and 16 speed gearboxes.
the new G211-12 power shift gearbox has the best weight/power ratio in that class and weights
50 kg less than its synchromesh predecessor of equal power. On the other hand, in the upper
application range, power has been increased by over 30 % with the same weight and space
requirement, so that now direct – drive gearboxes up to an input moment of 2800 Nm are
available, which can be further increased to 3300 Nm in the overdrive version.
The overall transmission ratio of the 12 speeds gearbox is 14.9, an overview of its ratios is shown
in this table:
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8
Gate Cylinder Range Cylinder
Control Unit
Splitter
a. Schematic representation:
Gear Cylinder
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b. Detecting the shift status and operating condition:
To monitor the shifting and operating status of the gearbox, the following sensors are
continuously interrogated:
1. clutch travel sensor
records the clutch release path.
2. countershaft rpm sensor
records the rpm of the countershaft.
3. speed transmitter
records the rpm of the gearbox output shaft and provides the speedometer signal.
4. rpm sensor at the gearbox output
records the gearbox output rpm and, together with the speed transmitter, monitors the
direction of rotation.
5. travel sensors for gear, shift-gate, split and range
records the current switch positions of the respective actuators.
The gearbox control determines the shift and operating status of the gearbox from the sensor
signals. That, together with the drive control and the CAN data, determines the next gear to
shift, and the appropriate solenoid valves are actuated.
Even if the sensor signals are not available, e.g. due to disconnected lines, limited drive -
ability is still ensured. A comprehensive system analysis using the FMEA and FTA
methods resulted in a perfected safety and emergency drive concept. Therefore, even in the
event of a defect, a high degree of vehicle availability is ensured.
Losses due to down time and cancellations are minimized by maintaining a high degree of
mobility. Locking synchronizations are still used in the split and range gears.
The reason for this is, on the one hand, that the large gear ratio jump of 4.4 in the downstream
group cannot be achieved via a corresponding engine rpm and on the other hand, with respect
to shifting speed, the synchronized split shifting is still superior to the electronic rpm
synchronization due to its very low ratio jump.
c. Evaluating the shift status and operating condition of clutch:
1. The clutch travel sensor detects the position of the pneumatic central clutch release
bearing and sends a pulse signal.
2. The transmission control unit reads the signal to evaluate the switching and operating
condition of the clutch.
3. An integrated clutch regulation in the transmission control unit sets the clutch position
according to the evaluated information through actuation of the solenoid valves.
4. A feedback report is sent to the drive control unit which requests the engine to set the
rotational speed and torque according to the clutch position.
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d. Evaluating the shift status and operating condition of transmission:
1. The transmission control unit receives pulse signals from sensors.
2. Together with other data relevant to shifts it performs further evaluations, such as
monitoring the shift – ability of the desired gear.
3. The drive control unit according to the received information from transmission control
unit via CAN requests a targeted gear to be engaged.
4. The transmission control unit ensures rapid synchronization of the rotational
speeds and engaging of the desired gear through actuation of the solenoid valves for
the respective cylinder.
5. The drive control unit informed by the transmission control unit via CAN about the
current engaged gear.
e. Engine torque adaptation for switching:
The engine torque must be reduced or built up again before and after the switching.
In this process, the transmission control unit ensures a rapid but vibration suppressing
reduction and buildup based on information from the drive control unit and he engine
management control unit.
This reduction and buildup of the torque takes place adapted to the situation and sometimes
sounds lie “revving up “.
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G211 – 12 Torque Curves
1st Gear Shift
2nd Gear Shift
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3rd Gear Shift
4th Gear Shift
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5th Gear Shift
6th Gear Shift
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Tips from practical work
• If loading and unloading is performed with the engine running, the start – off gear is still
calculated in accordance with the previous load condition.
It’s recommended:
switching off the ignition where possible during a load change and restarting
• With long stops
It’s recommended:
Quickly shift into the neutral position manually to protect the clutch operating mechanism
• Driving in Power mode increases the fuel consumption due to higher rpms.
It’s recommended:
Only use power mode in a targeted manner if higher rpms and shift points are truly needed
• Use of EcoRoll mode may increase the shifting frequency in certain driving situations.
It’s recommended:
EcoRoll mode is to be deactivated where applicable in slow – moving traffic and at speeds lower than
55 km/h
• Activation of kickdown considerably increases the fuel consumption.
It’s recommended:
Kickdown should only be used for a brief downshift operation
• Continuous using of direct shift (1 – R) affects the clutch operating mechanism.
It’s recommended:
Operate the skip – shift button only when a rapid shift from 1 to R is needed
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