man guidelines to fitting bodies truck

Power take-offsEdition 2018 V2.0

MAN GUIDELINES TO FITTING BODIES TRUCK

I Edition 2018 V2.0 MAN Guide to fitting bodies Power take-offs

P U B L I S H E R

MAN Truck & Bus AG

(hereinafter referred to as MAN)

Engineering Vehicle TruckApplication Engineering

Dachauer Str. 667D-80995 Munich

E-Mail: [email protected]

Fax: + 49 (0) 89 1580 4264

www.manted.de

This English version is a translation. In case of doubt or conflict the valid German language original will govern.

We reserve the right to make technical modifications in the course of further development.

© 2018 MAN Truck & Bus AG

Not to be reprinted, duplicated by any means whatsoever or translated – in whole or in part – without the prior written consent of MAN Truck & Bus AG. All rights, especially those deriving from copyright law, are expressly reserved by MAN.

Trucknology® and MANTED® are registered trademarks of MAN Truck & Bus AG.

If names constitute trademarks, they are also recognised as protected by the relevant owner without use of the appropriate symbols (® ™).

MAN Guide to fitting bodies Power take-offs Edition 2018 V2.0 II

Content

1.0 General principles ............................................................................. 31.1 Calculating power and torque ........................................................... 61.2 Propshaft connection to power take-off ........................................... 81.2.1. Connection to propshaft on the power take-off in MAN gearboxes ....................................................................................... 10

2.0 Regulating engine speed ................................................................ 122.1 Regulating the engine speed using cruise-control controls ............ 122.2 Engine speed regulation via the ISC interface ................................ 142.3 Starting and stopping the engine from outside the cab ................. 152.4 Gear-shift inhibitor and neutral selection switch ............................. 162.5 Stationary and non-stationary operation ........................................ 172.6 Diesel particulate filter (DPF) regeneration (DPF) ............................ 17

3.0 Technical description of power take-offs ........................................ 183.1 MAN power take-offs ...................................................................... 183.1.1 V-belt pulley .................................................................................... 183.1.1.1 Mounting brackets .......................................................................... 203.1.2 Power take-off on air compressor................................................... 213.1.3 Camshaft power take-off, flywheel-side power take-off ................. 233.1.4 Outrigger support for hydraulic pumps on the flywheel-side power take-off ................................................................................. 373.1.5 Power take-off on transfer case ...................................................... 413.2 Gearbox power take-off .................................................................. 483.2.1 Differentiation .................................................................................. 483.2.2 Clutch-dependent power take-off .................................................. 483.2.2.1 Clutch-dependent power take-off on the ZF gearbox .................... 483.2.2.2 Clutch-dependent power take-offs on the MAN gearbox .............. 543.2.3 Engine-dependent power take-offs ................................................ 593.2.4 Power take-offs on gearboxes with converter-clutch units ............ 623.2.5 Power take-offs on ZF HP automatic gearboxes ............................ 633.2.6 Power take-offs and Intarders ......................................................... 653.2.7 Power take-offs with MAN HydroDrive ........................................... 663.2.8 Power take-offs on ZF gearboxes (technical specifications and tables) ...................................................................................... 663.2.9 Power take-off on EATON gearbox (technical specifications and tables) ....................................................................................... 66

If not otherwise specified: all dimensions are in mm, all weights and loads are in kg.

2 Edition 2018 V2.0 MAN Guide to fitting bodies Power take-offs

These Guidelines to fitting bodies aimed at professional bodybuilder. Therefore, in this guideline, background knowledge is assumed.It should be noted that some work may only be carried out by suitably qualified personnel in order to avoid the risk of injury and to achieve the necessary quality for construction work.

Notational conventionsIn this guideline the following notational conventions are used:

InformationThis notice points out further information to you.

Important notice This notice draws your attention to possible damage to the vehicle.

Environmental noticeAn environmental notice provides you with tips for environmental protection.

Warning noticeA hazard warning notice points out possible risks of accident or injury to you and others.

MAN Guide to fitting bodies Power take-offs Edition 2018 V2.0 3

1.0 General principlesPower take-offs connect the vehicle‘s engine with the units to be driven, for example compressors or hydraulic pumps.

Careful selection of the power take-off and a study of the installation situation are essential for subsequent trouble-free operation of the vehicle.

MAN (for address see “Publisher“ above) will be happy to provide advice in this regard.

The guidelines for power take-offs are not designed to replace the vehicles‘ operating instructions.

InformationPower take-offs not offered ex works for the respective vehicle are installed at the installer‘s risk.

Power take-offs can be installed at the following locations, in some cases at several of them at once:

• On the engine - On the front end of the engine (e.g. on the front end of the crankshaft, using a twin-groove V-belt pulley, as a pump directly connected to the air compressor) - On the engine rear (e.g. camshaft power take-off, flywheel-side power take-off)• On the gearbox• On the transfer case.

When selecting a power take-off, the following factors must be taken into consideration:

• Permissible torques• Direction of rotation• Impact factors• Service life• Critical engine speed• Maximum length of the propshaft• The maximum deflection angle and installation space for the propshaft• Transmission ratio• Gearbox technology (OD/DD)• Cooling (no trapped heat at power take-off)• Assembly and access• Pump attachment• The instructions of the power take-off manufacturer• The instructions of the pump manufacturer• The instructions of the propshaft manufacturer

The manufacturers of power take-offs have issued their own publications, which provide detailed information on:

• Correct choice of power take-off• Correct utilisation• Avoidance and elimination of vibration.

The maximum torque allowed for the power take-off can only be utilised if it is operated without any impacts and vibrations. This is rarely possible, which is why in practice impact factors must be taken into consideration when selecting the power take-off. A jolt or impact is understood to be a rapid increase in torque that decreases again rapidly after a very short period of time. The quotient of maximum and minimum torque is known as the impact factor.

The dimensioning must be based on the maximum occurring torque including the impact factor.


The reduction in torque value at the power take-off must not fall below the maximum torque value of the engine. Engine diagrams which provide information about performance and torque value can be requested from MAN (for address see “Publisher” above).

Power take-offs must be protected against overheating; if necessary, the fan wheel offered by MAN must be installed. Besides the fan wheel, various other heat-exchanger solutions for cooling gearboxes and power take-offs are available. These make it possible to achieve fatigue strength for certain types of power take-off. More detailed information can be obtained from MAN (for address see “Publisher“ above).

The heat exchanger solutions offered by MAN are retrofittable. The service information no. 230803a for the TGL and TGM series is also accessible via the MAN After Sales Portal. A retrofitting guide for the TGS and TGX series is available on the MAN After Sales Portal via the VirtTruck® system. If applicable, modifying the vehicle parameters is required.

If you have any questions about the heat exchanger solutions offered by MAN, please contact MAN (for address, see above under “Editor”).

Important noticeHeat must not be trapped; inadequate heat dissipation will cause damage.

Important noticeNote on gearbox-oil temperature:

The gearbox and the power take-off‘s nominal oil temperature may not exceed 110°C during operation.

Peak temperatures of max. 130°C are still permissible for brief periods (a maximum of 30 minutes).

If a check reveals that the oil temperature reaches higher values, then some form of external cooling (e.g. a fan wheel) must be provided.

If parts of the engine enclosure have to be removed in order to install power take-offs, they must be replaced by suitable items provided by the installing company. It must be ensured that excessive noise is not emitted. The instructions in the section of the series-editions, chapter III Chassis, 6.3 “Engine environment“ must be observed.

Power take-offs are not designed to accept radial bearing loads imposed by chains or V-belt drives. For this reason, chain sprockets or V-belt pulleys may not to be connected directly to the power take-off.

If the equipment to be driven could overload the power take-off, some form of overload protection must be installed. This also applies if only occasional peak torques beyond the permitted limit occur. MAN workshops can use the standard interface to configure and provide wiring for speed and torque limiters for TG vehicles

More detailed descriptions of the interfaces, pin assignments and information on parameterisation can be found in the series-editions, chapter III-Chassis, 8.3 “Interfaces on the vehicle, preparations for the body“.

As is customary in mechanical engineering, all directions of rotation are quoted “looking at the shaft journal“, that is to say at the output point.


The rotational speed at the power take-off‘s output is calculated by multiplying the engine speed by the respective PTO‘s speed factor.

Important noticeThe following are not permitted:

• Engine speeds < 800/minute with the power take-off engaged and under load.• Even-numbered transmission ratios such as 1:1, 1:2 etc., since vibration could occur as a result of resonance.

At engine speeds of < 800/minute, unfavourable relations in conjunction with drive shafts may lead to the development of excessive noise and vibrations on the power take-offs.


1.1 Calculating power and torque

Before the correct power take-off can be selected, the following details of the equipment it is to drive must be available:

• Power requirement, torque• Direction of rotation• Period of operation• Speed• Impact factors.

The output torque stated for clutch- and engine-dependent power take-offs connected to the gearbox is based on a PTO output with a nominal speed of 1500 rpm. Output torque decreases at higher speeds.

As a constant, output power at 1500 rpm is used here.

Formula 01: Calculation of nominal output power

M [Nm] · nPTO [min-1] P [kW] = __________________ 9552

P = Nominal output power in kilowatts M = Permissible output torque according to data sheet nPTO = Rotational speed of power take-off – here, the nominal speed of 1,500 rpm

Using this constant it is then possible to calculate the available output torque at higher speeds.

Formula 02: Calculation of the permissible output torque at power take-off speeds > 1,500 rpm

P [kW] · 9552 Mmax [Nm] = ____________ nPTO [min-1]

Mmax = Permissible output torque at a speed > 1,500 rpm P = Nominal output power in kilowatts (ascertained in the previous step of the calculation) nPTO = Rotational speed of power take-off – here, the actual rotational speed


Parallel use of two outputs

If both outputs are being used at the same time in a clutch-dependent power take-off with two outputs, the countershaft of the gearbox must not be overloaded.

In this case, the transmission of the power take-off and the gearbox must be considered.

If, for example, the output torque of the top output is completely exhausted, there is residual torque for the bottom output that is under its maximum permissible load capacity.

Formula 03: Calculation of the remaining residual torque at the countershaft

fo MVR = MV - __ ٠ Mo fv

Mo = output torque at the top output MV = maximum permissible output torque at the countershaft MVR = remaining residual torque at the countershaft fo = DN factor of the top output fV = transmission of the countershaft

The maximum extractable output torque at the bottom output can be calculated using the remaining residual torque on the countershaft.

Formula 04: Calculation of the permissible output torque at the second output

fu Mu = MVR ٠ __ fv

Mu = maximum permissible output torque at the bottom output MVR = remaining residual torque at the countershaft fu = DN factor of the bottom output fV = transmission of the countershaft

If the output torque at the bottom output is completely exhausted, the remaining maximum permissible output torque at the top output must be determined in line with the formulas above.

The values required for this calculation can be found on www.manted.de in the power take-off on the gearbox section.


1.2 Propshaft connection to power take-off

With regard to the propshaft connection, the fundamentals laid down in the “Propshaft” section of the chapter 6.5 “Gearbox and propshafts” (in the booklet applicable to the respective model range) apply.

The following conditions apply to the deflection angle of both single-plane and three-dimensional shaft systems:

• Deflection angle ≤ 7°, a tolerance of +1° is permissible• Absolute difference in angle of ≤ 1° between the two deflection angles of a shaft; 0° is to be aimed for.

Fig. 01: Geometry of a propshaft train for power take-offs

1) Gearbox2) Unit3+4) Flanges must be aligned parallel5) Deflection angles of the propshaft

T_364_000007_0001_G

45

1

2 3


When specifying the length of the propshaft, the length of any flexible coupling that may have to be installed must be taken into consideration.

The stated values apply to both single-plane and three-dimensional propshaft systems.In the case of three-dimensional propshaft systems, the resultant three-dimensional deflection angle must be taken into account. Exceptions to the stated values must be expressly approved by MAN (for address see “Publisher” above).

Propshafts close to where persons move or work must be encased or covered.In certain cases it may be necessary to modify individual cross members in order to ensure a permissible angle for the propshaft. MAN offers its own solutions for this.

On the TGL/TGM vehicle series, for example, a height-adjustable portal cross member can be installed. If one or more PTOs are assembled to the gearbox ex works, then the first frame cross member (portal cross member) behind the gearbox can be a height-adjustable design.

This allows the installation of propshafts on the PTO that take the maximum permissible deflection angle of 7° (+1° tolerance) into account. In the standard position, the cross member, including the bolt head, extends up to 100 mm above the top edge of the frame. The height-adjustable cross member can be retrofitted (for example when a PTO is retrofitted).

If these solutions are inadequate, the planned measures must be approved by MAN beforehand (for address see „Publisher“ above).

Fig. 02: Height-adjustable portal cross member for power take-off on gearbox

1) Driving direction

30 30 4x 4x

70

1

T_327_000003_0001_G


1.2.1. Connection to propshaft on the power take-off in MAN gearboxes

Unlike the gearboxes produced by ZF described in the previous chapter, the following modifications to the clutch-dependent power take-offs on the MAN TipMatic 12+2 gearbox arise.

Evaluation of irregular rotational position

For the lowest possible vibrations during the operation of the propshaft line, the correct alignment of the universal joints must be ensured.

Fig. 03: Propshafts

The irregularity is evaluated with a simple formula, in which the prop shaft deflection angles α1 and α2 are used. If the universal joints are correctly aligned, these are:

Irregularity = α12 - α2

2

If the universal joints are mounted in a twisted position, the following formula can be used:

Irregularity = α12 + α2

2

The irregularity must not be greater than +25 and not lower than -25, in order to avoid vibration problems.

The universal joint angles must be more than 1°, since smaller angles can cause pressure damage to the universal joints, which results in a shortening of service life.

If α1 = α2, the angles are correctly set.

Correct rotational position of the prop shafts Twisted universal joints


Deflection angles and permissible output torque

Too large prop shaft deflection angles limit the max. permissible output torque of the power take-off.

The max. permissible output torque must only be decreased if the prop shaft deflection angle is not greater than 7°. In the case of larger prop shaft deflection angles, the max. permissible output torque reduces to the value specified in the following diagram.

Fig. 04: Diagramm: highest possible torque of the power take-off

100% = highest possible torque of the power take-off.T_391_000003_0001_D


2.0 Regulating engine speedWhether the vehicle is being driven or used to operate power take-offs, the power required from the engine is not normally constant. The fluctuation in power requirement at a constant speed of rotation has to be equalised by varying the amount of injected fuel.

At a constant speed of rotation, the following therefore applies:

• Less power required - less fuel injected• More power required - more fuel injected.

Depending on the vehicle’s body and its intended purpose, the power take-off and therefore the engine are required to run either at a minimum, a constant or a maximum speed. In most cases more than one of these requirements has to be fulfilled simultaneously. All MAN diesel engines regulate speed and load by means of EDC (EDC= Electronic Diesel Control). Interventions by the bodybuilder are made via the ISC (Intermediate Speed Control) interface. The ISC can also be actuated via the CSM (customer-specific control module).The set speeds are maintained at a constant level even when the load varies; the accuracy of this system is always greater than that of a mechanical system.Lower speeds when operating the power take-off do not necessarily result in lower consumption or less noise. The engines are optimised for certain operating situations that ensure economical and quiet operation.

2.1 Regulating the engine speed using cruise-control controls

MAN trucks and tractor units are fitted with a cruise control lever to regulate the vehicle’s speed. Alternatively, the cruise-control function can also be controlled by means of the function keys on the multifunction steering wheel.

At road speeds ≤ 20 km/h this allows the engine speed to be regulated even without intervention in the ZDR interface.

The memory button (Fig. 05 Pos. 1 / Fig. 06 Pos. 1) allows a constant speed to be set, with the + and - buttons setting a working speed between an upper and lower limit. This then remains constant until the off button (Fig. 05 Pos. 2 / Fig. 06 Pos. 2) is pressed or another switch-off condition (e.g. operating the brakes) occurs.

The engine-speed value can be permanently saved by pressing the memory button (depress Button 1 in Fig. 05, Pos. 1 for two seconds) and called up again by briefly pressing the memory button (Fig. 05 / Pos. 1), even after the engine has been turned off and/or the vehicle has been driven in the interim.


Fig. 05: Layout and function of cruise control lever

1) Memory button 2) Off button

Fig. 06: Layout and function of the multifunction steering wheel

1) Memory button2) Off button

1 2

1

2

T_255_000001_0001_G

T_464_000003_0001_G


2.2 Engine speed regulation via the ISC interface

The EDC control unit can be programmed to obtain suitable engine speed settings when power take-offs are to be used.

The following can be set:

• Speeds (i.e. reduced top speed when power take-off is in use)• Intermediate speeds• Speed limits if intermediate speed control is required (e.g. for protection of the unit)• Regulating behaviour and characteristic• Switching preconditions.

The body-mounted equipment control system intervenes (e.g. by a switching signal to run up to a predetermined intermediate speed) and registers the operating status (e.g. parking brake, gearbox in neutral, power take-off switch setting) via the ISC interface. In order for these programmable options to be used, the following information is required:

• ISC interface (for the 2000 model ranges L2000, M2000 and F2000)• Interface for intermediate speed control at the vehicle management computer ISC at VMC (standard equipment on all vehicles in the TG ranges).• Customer-specific control module (optional, standard equipment on all vehicles in the TG ranges).

InformationA detailed description of the VMC and CSM interfaces with examples of use and current documentation onthe hard and software can be found in the series-editions, chapter III-chassis, 8.3 “Interfaces on the vehicle, preparations for the body“ booklet. Please note that only the interface is offered ex works but none of the wiring.

Industry-specific parameters can already be programmed at the factory if the desired values are provided in good time to the MAN salesperson by the bodybuilder. Changes can be made at a later date using the MAN-cats diagnostic system.


2.3 Starting and stopping the engine from outside the cab

Certain body-side equipment requires that the vehicle’s engine can be started or stopped from outside the cab.

MAN offers a „preparation for engine start/stop facility at frame end“ independent of intermediate engine speeds control (see chapter 2.2 “Engine speed regulation via the ISC interface”) .

The following always apply when this package is fitted.

• Gearbox neutral selection switch; the engine can be started only if neutral has been selected, i.e. if no gear is engaged.• Parking brake signal recognition; the engine can be started only if the parking brake has been applied.• Start inhibit relay; the engine cannot be started again if it is already running.

Retrofitting the interface is possible but requires detailed knowledge of electrical/electronic systems and the MAN on-board network. We therefore advise ordering it from the factory.

The connecting cable is rolled up at the frame end. If the vehicle must not be moved during power take-off operation, we advise the additional fitting of a gear-shift inhibitor (see next section 2.4, „Gear-shift inhibitor and neutral selection switch“).

In the currently available TGL/TGM and TGS/TGX model ranges, in addition to the preparation at the frame end an engine start/stop facility beneath the front flap is also offered. The scope of functions is identical with that of the preparation at the frame end. However, no wiring harness is routed to the frame end.

Start/stop facilities developed by bodybuilders themselves must comply with the instructions as set down in the separate interface booklets.


2.4 Gear-shift inhibitor and neutral selection switch

On certain vehicles/types of body it is necessary to ensure that the power take-off can be engaged only if the vehicle is not in gear. This function is enabled by a neutral selection switch. A gear-shift inhibitor also covers the reverse situation, in that it prevents a gear being selected if the power take-off is already operating. The MAN gear-shift inhibitor has the effect of an „exclusive OR“ switch, i.e. either a gear or the power take-off can be selected but not both at the same time.

In the case of vehicles with manual gearboxes, gear shift is mechanically inhibited, while in the case of vehicles with automatic gearboxes (TipMatic), gear shift is inhibited by means of software parameters.

Warning notice We advise fitting a gear-shift inhibitor if engine speed is to be regulated and/or the engine is to be started from outside the cab and the vehicle cannot or must not be moved.

Fig. 07: Gear-shift inhibitor on manual gearbox

1) Gear-shift inhibitor

If a mechanical gear shift blocker is subsequently installed, the function must be tested in accordance with the following procedure before starting up the vehicle:

• Gearbox remains in neutral• Supply air must be in contact with the blocking valve when the power take-off is activated.• Moving-off gears check - Engage gear 1 → if the gear cannot be engaged, function OK. - Engage gear 2 → if the gear cannot be engaged, function OK. - Engage gear 3 → if the gear cannot be engaged, function OK. - Engage gear 4 → if the gear cannot be engaged, function OK. - Engage R-gear → if the gear cannot be engaged, function OK.• If a gear can be engaged, function not ok.

Important notice The implementing workshop is responsible for proper and professional installation, as well as for the functional test of the gear shift blocker.

1

T_327_000001_0001_G


2.5 Stationary and non-stationary operation

Warning notice We advise fitting a gear-shift inhibitor if engine speed is to be regulated and/or the engine is to be started from outside the cab and the vehicle cannot or must not be moved..

As standard, power take-offs at the ends of gearboxes are designed for non-stationary operation, i.e. the power take-off can also be used while the vehicle is in motion in a moving-off gear. If gear-shift inhibition has been selected, the power take-off is switched to stationary operation. It can then only be operated when the vehicle is not moving. If more than one power take-off is installed, each one can be configured as either a stationary or a non-stationary power take-off.

If a power take-off configured as stationary is in operation, it is then not possible to engage gear, irrespective of whether a power take-off configured as non-stationary is present or in operation.

If only power take-offs configured as non-stationary are in operation, a moving-off gear can be engaged and the vehicle can be set in motion. Engaging gear and changing gear are possible only while the vehicle is not in motion.

2.6 Diesel particulate filter (DPF) regeneration (DPF)

Depending on the use of the vehicle, a regeneration of the diesel particulate filter is necessary at certain intervals. The diesel particulate filter (DPF) collects the particulate and converts it into CO2. This process is known as regeneration. For this purpose, a high exhaust gas temperature is required prior to the DPF. Regeneration usually takes place automatically during driving operation and is not noticed.

For special applications, e.g. rental of vehicles with skylifters, the possibility of initiating DPF regeneration, even if this is not yet required, may be useful. For this purpose, MAN offers a retrofitting solution for vehicles in the TGL and TGM series. The relevant procedure and additional information is described in the Service Information 6109TA.

For vehicles that are predominantly operated in stationary conditions and are operated outside the cab, there is the option to display the information for a necessary regeneration of the DPF as a transmitted message via the CAN body on the control unit. Exact information can be found in the electrical interface description of the customer-specific control module from step 2.


3.0 Technical description of power take-offs

InformationWe wish to point out that the power take-off variants described in the guidelines to fitting bodies are possibly not available ex works. The power take-offs available as standard can be found in our currently applicable sales documents.

With regard to a change in the intended purpose of a vehicle and/or increasing its resale value, it is recommended that the vehicle be equipped with the necessary electrical preparation for retrofitting a power take-off.

3.1 MAN power take-offs

MAN manufactures the following power take-offs itself:

• V-belt pulley, engine-dependent; for description see Section 3.1.1• Power take-off at the air compressor, engine-dependent; see Section 3.1.2• Camshaft or flywheel-side power take-off, engine-dependent; for description see Section 3.1.3• Power take-off on transfer case; depending on switch position, engine-, gearbox- or distance-dependent; for description see Section 3.1.4.

3.1.1 V-belt pulley

It is possible to fit a V-belt pulley with an effective diameter dw = Ø 242 mm with two grooves at the front end of the crankshaft on the D08 engine.

This V-belt pulley is installed at the factory in conjunction with a hydraulic pump, on the right-hand side in the direction of travel. In addition, a poly-V belt pulley with a diameter dw = Ø 224.8 mm is fitted to the crankshaft on vehicles fitted with air conditioning in order to drive the air-conditioning compressor.

• L2000 / M2000: If air conditioning is fitted, this output point is occupied by the air-conditioning compressor.

• TGL/TGM: Air conditioning and power take-off can be combined.

Narrow V-belts as per DIN 7753 (air-conditioning compressor) or internationally ISO 2790 are to be used as the transmission element. When calculating the power rating, proceed in accordance with DIN 7753 Part 2 or in accordance with the information provided by the belt manufacturer.

MAN can supply ex works various units driven by V-belts or poly V-belts, in particular hydraulic pumps.

The current range of products available for delivery can be found in the sales systems.


Fig. 08: Hydraulic pump on D08 engine

1) Hydraulic pump

Table 01: Technical specifications of hydraulic pumps driven by V-belt pulleys

Engine model Speed factor Hydraulic pump Volume per

revolution in cm³Pressure during constant

operation in bar:

D08 1,175Hydraulic pump

19 19016 230

Dual hydraulic pump14 + 5,5 20016 + 8 250

Hydraulic pumps fitted at the factory are fastened to the crankcase yoke. Other units may also be mounted here if they do not weigh more than 11 kg.

1

T_327_000002_0001_G


3.1.1.1 Mounting brackets

A mounting bracket is available as a works solution for engines of the type D08 for subsequent installation of units that are driven by a V-belt on the front side of the engine. Retrofitting is possible.

D08 engines with emission standard EURO 5, EEV and EURO 6 (without SCR only technology)

MAN part numbers and installation instructions for retrofitting are shown in drawing 51.19100-8000. This drawing is available from MAN (for address, see above under “Publisher”).

D08 engines with emission standard EURO 6 with SCR only technology

MAN part numbers and installation instructions for retrofitting are shown in drawing 51.19100-8041. This drawing is available from MAN (for address, see above under “Publisher”).

Retrofitting for engines with emission standard EURO 6 with SCR only technology is more complex as it is nec-essary to replace the oil sump. It is therefore recommended to purchase this equipment option directly ex-works.

The following conditions apply to both versions:

• Max. perm. power rating: 10 kW• Max. unit weight (incl. intermediate plate): 40 kg• Refer to the specified drawings for further information

Fig. 09: Mounting bracket D08 SCR only

T_026_000001_0001_G


3.1.2 Power take-off on air compressor

It is possible to flange hydraulic pumps directly onto the front ends of the two-cylinder air compressors on six-cylinder D28 engines (vehicles in the model ranges F2000, E2000 and TGA built up to 2003).

Fig. 10: Illustration on left: Output point on front end of two-cylinder air compressor on D28 Euro 3 engine Illustration on right: Examples of hydraulic pumps on front end of two-cylinder air compressor on D28 Euro 3 engine

1) Alternator2) Refrigerant compressor for cab air conditioning3) Output at the two-cylinder air compressor4) Single pump5) Pump for hydraulic power steering6) Tandem pump7) Pump for hydraulic power steering

MAN can fit different hydraulic pumps ex works to the front end of the air compressor. Information on the sales program of the respective country can be obtained from the MAN salesperson or branch responsible. Drawings are available from MAN (for address see “Publisher” above).

Table 02: Technical specifications of hydraulic pumps for assembly on the air compressors of D28 engines

Engine model Speed factor Hydraulic pump Volume per revolution

in cm³

Pressure during constant operation

in bar:

D28 1,15Hydraulic pump 32 210

Dual hydraulic pump 25 + 11 210

For 6-cylinder engines of the D20/D26 series (vehicle series TGA, TGS and TGX) with one and two-cylinder air com-pressors, it is possible to flange hydraulic pumps directly to the front end of the air compressor.

An air compressor with a second output shaft is required for this purpose. The air compressor cannot subsequently be equipped with a second output shaft. Retrofitting requires replacement of the air compressor.

3

5

7

1

4

62

T_327_000004_0001_G T_327_000005_0001_G


Preparation for retrofitting pumps on air compressors is available and can be ordered ex works. Before hydraulic pumps not provided and released ex works are attached, the installation space must be checked by the body manufacturer. 3D models for checking installation space are available from MAN (for address, see “Publisher” above).

MAN can fit different hydraulic pumps ex works to the front end of the air compressor. Information on the sales program of the respective country can be obtained from the MAN salesperson or branch responsible. Drawings are available from MAN (for address see “Publisher” above).

Table 03: Technical specifications of hydraulic pumps for assembly on the air compressors of D20/26 engines

Engine model Speed factor Hydraulic pump Volume per revolution in cm³

Pressure during constant operation

in bar:

D20andD26

1,194Hydraulic pump

32 25022,5 23011 280

Dual hydraulic pump 22,5 + 32 23011 + 22,5 230

The single-cylinder air compressor is able to deliver the following torque:

• Lower power take-off: max. 180 Nm

Table 04: Technical data for hydraulic pumps for assembly on the two-cylinder air compressor for engines D20/D26

Engine model Speed factor Hydraulic pump Volume per revolution in cm³

Pressure during cons-tant operation in bar:

D20andD26

1,194 Hydraulic pump32 250

22,5 23011 280

Dual hydraulic pump 11 + 22,5 230

The two-cylinder air compressor is able to deliver the following torque:

• Lower power take-off: max. 180 Nm

InformationHydraulic pumps cannot be fitted to the air compressors of six-cylinder engines in the D38 model range.

Please note that the hydraulic pumps on the air compressor are not connected with the air compressor output shaft when the vehicle is delivered. In order to do this, the clutch drive plates located in the vehicle interior first have to be inserted. This prevents the pumps running while dry and possibly being damaged.

Optionally, a dual-circuit hydraulic system (e.g. for operating a snowplough and a gritter) can be delivered ex works.

On vehicles equipped with MAN HydroDrive the supply pump for the hydrostatic drive is attached to the lower output shaft. In this case it is not possible to attach an additional hydraulic pump.

On vehicles equipped with Air Pressure Management (APM) - that is, with an air compressor that switches off automatically - it is currently not possible to attach power take offs to the air compressor.Any possible changes can be found in the sales systems.


3.1.3 Camshaft power take-off, flywheel-side power take-off

The output point is at the rear end of the engine. These power take-offs are not switchable but are permanently engaged. However, the bodybuilder many install an electromagnetic coupling in the propshaft train.

The camshaft power take-off is available for engines with the D28 designation (vehicles in the model ranges F2000, E2000 and TGA built up to 2003).

The flywheel-side PTO can be delivered for 6-cylinder engines with the designation D38 (vehicle series TGX), D20/D26 (vehicle series TGA, TGS/TGX) and D08 (vehicle series TGL and TGM).

It is not possible to retrofit the flywheel-side PTO. For the engines D38/D20/D26, a preparation for the flywheel-side PTO is available. The respective adaptors for the drive shaft connection or for direct pump attachment can then be easily retrofitted.

With regard to the variants for the direct fitting of a pump, the following must be observed:

When fitting units (e.g. hydraulic pumps) to the flywheel-side PTO the respective maximum moment of weight must not be exceeded.

In calculating the moment of weight, the weight of

• the pump, • the fittings, • the hoses and • the respective hydraulic fluid

must be considered.

Units with a higher gravity torque must be supported correspondingly. Notes on outrigger support for hydraulic pumps on the flywheel-side power take-off are given in chapter 3.1.4.

Important notice Prior to assembly of the pump, the shaft/hub connection must be adequately greased with a high-temperature grease as per MAN works standard MAN 284 Li-H2. No pastes containing metal (copper, aluminium, etc.) must be used.


Environmental notice Important!

The surface of the flange for connecting the pump is treated with preserving wax. Prior to installation of the pump, this surface must be cleaned using commercially available cleaning agents containing solvents, for example naphtha. The various country-specific regulations concerning disposal must be observed.

MAN works standards can be obtained from www.ptd.man.eu - registration is required.

With regard to the variants with output flange, the following must be observed.

It is essential to comply with the maximum permissible propshaft deflection angle of 7° (see also the section entitled “Propshaft connection to power take-off”) and to ensure low-impact and low-vibration operation. In certain cases it may be necessary to modify individual cross members in order to ensure a permissible angle for the propshaft. MAN offers its own solutions for this. If these are inadequate, the planned measures must be approved by MAN beforehand (for address see “Publisher” above).

Flexible double-flange couplings to fit the respective flywheel-side power take-offs are available ex works. It is mandatory to install them when driving units with an impact factor of Mmax / Mmin ≥ 2. They are also recommended for all other bodies in order to prevent noise / resonance and protect against overloading. Double-flange couplings are to be fitted between the power take-off and the unit to be driven (on the unit side).

Flywheel-side power take-off data for D38 engine:

Variant for direct fitting of pump as per SAE-B (2-hole) delivering 300 Nm max. output torque in continuous operation (see Fig. 11)

• Pump connection, toothed hub profile as per ANSI B92.1, 15T, 16/32 DP• Speed = 1.42 x engine speed• Direction of rotation same as engine, anticlockwise as seen in direction of travel.• Engine speed ≥ 800 rpm with load on flywheel-side power take-off.• While speed is still building up, speeds of < 800 rpm are temporarily possible. Care must be taken to ensure that the maximum permissible torque is not exceeded due to torsional vibrations.• Maximum rated torque ≤ 300 Nm in continuous operation.• Maximum peak torque ≤ 420 Nm for short-term operation (“short-term operation” is defined as max. three minutes per operating hour).

Fig. 11: Flywheel-side PTO for D38 engine for direct fitting of pump

1) Center of crankshaft

146 ± 0,15 121,5

Ø 1

01,6

G8

69

365

T_327_000030_0001_G1


Variant for direct fitting of pump as per DIN ISO 14 delivering 400 Nm max. output torque in continuous operation(see Fig. 12)

• Pump connection, splined hub profile DIN ISO 14 –8x32x36• Speed = 1,42 x engine speed• Permissible gravity torque max. 30 Nm (pump with valves, e.g. hydraulic hoses, hydraulic oil, etc.)• Direction of rotation same as engine’s rotation direction, on the left in the direction of travel• Engine speed ≥ 800 rpm with flywheel-side PTO under load• During speed build-up, temporary engine speeds of < 800 rpm are possible, whereby it must be ensured that the maximum permissible weight balance is not exceeded due to torsional vibrations.• Maximum rated torque ≤ 400 Nm in continuous operation• Maximum peak torque ≤ 570 Nm for short-term operation (“short-term operation” is defined as max. three minutes per operating hour).

Fig. 12: Flywheel-side PTO with engine D38 for direct pump attachment (DIN ISO 14)


T_327_000041_0001_G

A

(40.7) (153)80

A

B

80

B 365

69

1


Camshaft power take-off data for the D28 engine (see Fig. 13):

• Flange Ø 100 6-hole 8 mm• Speed = 1.075 x engine speed• Direction of rotation same as engine, anticlockwise as seen in direction of travel.• Engine speed ≥ 800 rpm with load on camshaft power take-off.• Maximum rated torque ≤ 600 Nm in continuous operation.• Maximum peak torque ≤ 720 Nm for short-term operation (“short-term operation” is defined as max. three minutes per operating hour).

Fig. 13: Camshaft power take-off on D28 engine


Flywheel-side power take-off data for D20 and D26 engines

Variant delivering 650 Nm max. output torque in continuous operation (see Fig. 13)

• Flange Ø 100 6-hole 8 mm• Speed = 1.233 x engine speed• Direction of rotation same as engine, anticlockwise as seen in direction of travel.• Engine speed ≥ 800 rpm with load on flywheel-side power take-off.• While speed is still building up, speeds of < 800 rpm are temporarily possible. Care must be taken to ensure that the maximum permissible torque is not exceeded due to torsional vibrations. In applications with an impact factor > 2, it is necessary to install the flexible flange coupling offered ex works on the unit.• Maximum rated torque ≤ 650 Nm in continuous operation.• Maximum peak torque ≤ 720 Nm for short-term operation (“short-term operation” is defined as max. three minutes per operating hour).

T_327_000006_0001_G

15

1



• Flange Ø 100 6-hole 8 mm• Speed = 1.233 x engine speed• Direction of rotation same as engine, anticlockwise as seen in direction of travel.• Engine speed ≥ 800 rpm with load on flywheel-side power take-off. • While speed is still building up, speeds of < 800 rpm are temporarily possible. Care must be taken to ensure that the maximum permissible torque is not exceeded due to torsional vibrations. It is mandatory to install the flexible flange coupling offered ex works on the unit.• Maximum rated torque ≤ 870 Nm in continuous operation.• Maximum peak torque ≤ 950 Nm for short-term operation (“short-term operation” is defined as max. three minutes per operating hour).

Fig. 14: Flywheel-side power take-off on D20 and D26 engines with output flange


T_327_000007_0001_G

60

78,7336

1


Variant for direct fitting of pump as per DIN ISO 14 delivering 400 Nm max. output torque in continuous operation (see Fig. 15):

• Pump connection, splined hub profile as per DIN ISO 14 - 8 x 32 x 36• Speed = 1.233 x engine speed• Permissible moment of weight of hydraulic pump max. 30 Nm (pump with fitting, e.g. hydraulic hoses, hydraulic oil and so on).• Direction of rotation same as engine, anticlockwise as seen in direction of travel.• Engine speed ≥ 800 rpm with load on flywheel-side power take-off.• While speed is still building up, speeds of < 800 rpm are temporarily possible. Care must be taken to ensure that the maximum permissible torque is not exceeded due to torsional vibrations.• Maximum rated torque ≤ 400 Nm in continuous operation.• Maximum peak torque ≤ 570 Nm for short-term operation (“short-term operation” is defined as max. three minutes per operating hour).

Fig. 15: Flywheel-side PTO for D20 and D26 engines for direct fitting of pump


T_327_000031_0001_G

1

336

60

80

80

121,5


Variant for direct fitting of pump as per SAE-A (2-hole) delivering 100 Nm max. output torque in continuous opera-tion (see Fig. 16):

• Pump connection, toothed hub profile as per ANSI B92.1, 9T, 16/32 DP• Speed = 1.233 x engine speed• Direction of rotation same as engine, anticlockwise as seen in direction of travel• Engine speed ≥ 800 rpm with load on flywheel-side power take-off. • While speed is still building up, speeds of < 800 rpm are temporarily possible. Care must be taken to ensure that the maximum permissible torque is not exceeded due to torsional vibrations.• Maximum rated torque ≤ 100 Nm in continuous operation.• Maximum peak torque ≤ 140 Nm for short-term operation (“short-term operation” is defined as max. three minutes per operating hour).

Fig. 16: Flywheel-side PTO for D20 and D26 engines for direct fitting of pump (SAE-A)


T_327_000032_0001_G1

336

60

106.4 ±0.1515 °

121.5

82.6

G8Ø


Variant for direct fitting of pump as per SAE-B (2-hole) delivering 300 Nm max. output torque in continuous opera-tion (see Fig. 17):

• Pump connection, toothed hub profile as per ANSI B92.1, 13T, 16/32 DP• Speed = 1.233 x engine speed• Direction of rotation same as engine, anticlockwise as seen in direction of travel.• Engine speed ≥ 800 rpm with load on flywheel-side power take-off.• While speed is still building up, speeds of < 800 rpm are temporarily possible. Care must be taken to ensure that the maximum permissible torque is not exceeded due to torsional vibrations.• Maximum rated torque ≤ 300 Nm in continuous operation.• Maximum peak torque ≤ 420 Nm for short-term operation (“short-term operation” is defined as max. three minutes per operating hour).

Fig. 17: Flywheel-side PTO for D20 and D26 engines for direct fitting of pump (SAE-B)


T_327_000033_0001_G

336

60

146 ±0,15121,5

Ø 1

01,6

G8

1


SSNA PTO data for engine D15:


• Flange dia. 100 6-hole 8 mm• Speed = 1.27 x engine speed• Direction of rotation same as engine, anticlockwise as seen in direction of travel• Engine speed ≥ 800 rpm with load on flywheel-side PTO • During speed build-up, temporary speeds of < 800 rpm are possible, whereby it must be ensured that the maximum permissible torque is not exceeded due to torsional vibrations. Unit-side installation of the flexible flange coupling offered ex-works is mandatory.• Maximum permitted rotational acceleration 800 (rpm)/s• Maximum rated torque ≤ 870 Nm in continuous operation• Maximum peak torque ≤ 1000 Nm for short-term operation (“short-term operation” is defined as max. three minutes per operating hour).

Fig. 18: Flywheel-side PTO for engine D15 with output flange (51.38500-8018)

1) Centre of crankshaft

Variant for direct pump mounting as per SAE-A (2-hole) delivering 100 Nm max. output torque in continuous oper-ation (see Fig. 19):

• Pump connection, toothed hub profile ANSI B92.1, 9 T, 16/32 DP• Speed = 1.27 x engine speed• Permissible weight balance max. 30 Nm (pump with fittings, e.g. hydraulic hoses, hydraulic oil, etc.)• Direction of rotation same as engine, anticlockwise as seen in direction of travel• Engine speed ≥ 800 rpm with load on flywheel-side PTO • During speed build-up, temporary speeds of < 800 rpm are possible, whereby it must be ensured that the maximum permissible torque is not exceeded due to torsional vibrations.• Maximum rated torque ≤ 100 Nm in continuous operation• Maximum peak torque ≤ 140 Nm for short-term operation (“short-term operation” is defined as max. three minutes per operating hour).

169

342

88,3

1

T_327_000047_0001_G


Fig. 19: Flywheel-side PTO for engine D15 for direct pump mounting (SAE-A)( 51.38500-8019)


Variant for direct pump mounting as per SAE-B (2-hole) delivering 300 Nm max. output torque in continuous oper-ation (see Fig. 20)

• Pump connection, toothed hub profile ANSI B92.1, 13 T, 16/32 DP• Speed = 1.27 x engine speed • Permissible weight balance max. 30 Nm (pump with fittings, e.g. hydraulic hoses, hydraulic oil, etc.)• Direction of rotation same as engine, anticlockwise as seen in direction of travel• Engine speed ≥ 800 rpm with load on flywheel-side PTO• During speed build-up, temporary speeds of < 800 rpm are possible, whereby it must be ensured that the maximum permissible torque is not exceeded due to torsional vibrations.• Maximum rated torque ≤ 300 Nm in continuous operation• Maximum peak torque ≤ 420 Nm for short-term operation (“short-term operation” is defined as max. three minutes per operating hour).

169

342

71,5

T_327_000048_0001_G

1


Fig. 20: Flywheel-side PTO for engine D15 for direct pump mounting (SAE-B) ( 51.38500-8020)


169

342

78,5

1

T_327_000049_0001_G


Flywheel-side power take-off data for D08 engine:

A flywheel-side power take-off on vehicles in the TGL/TGM model ranges is possible only in conjunction with C or crew cabs. The flywheel side PTO is available independently of the cab for vehicles complying with exhaust standard Euro 6.

Variant up to Euro 4 (see Fig. 21):

• Flange Ø 100 6-hole 8 mm• Speed = 1.195 x engine speed• Direction of rotation same as engine, anticlockwise as seen in direction of travel.• Maximum rated torque ≤ 300 Nm in continuous operation. • Maximum peak torque ≤ 350 Nm for short-term operation (“short-term operation” is defined as max. three minutes per operating hour).

Variant up to Euro 5 (see Fig. 21)

• Flange Ø 100 6-hole 8 mm• Speed = 1.219 x engine speed• Direction of rotation same as engine, anticlockwise as seen in direction of travel• Engine speed ≥ 800 rpm with load on flywheel-side power take-off• While speed is still building up, speeds of < 800 rpm are temporarily possible. Care must be taken to ensure that the maximum permissible torque is not exceeded due to torsional vibrations. In applications with an impact factor > 2, it is necessary to install the flexible flange coupling offered ex works on the unit.• Maximum rated torque ≤ 600 Nm in continuous operation.• Maximum peak torque ≤ 720 Nm for short-term operation (“short-term operation” is defined as max. three minutes per operating hour).

Fig. 21: Flywheel-side power take-off data for six-cylinder D08 engine


T_327_000024_0002_G

Ø84±0.1

60°

Ø8,1 +0.15 0

16

87.4328

1


Variant from Euro 6 on:

Variant with output flange (see Fig. 21)

• Flange Ø 100 6-hole 8 mm• Speed = 1.219 x engine speed• Direction of rotation same as engine, anticlockwise as seen in direction of travel.• Engine speed ≥ 800 rpm with load on flywheel-side power take-off.• While speed is still building up, speeds of < 800 rpm are temporarily possible. Care must be taken to ensure that the maximum permissible torque is not exceeded due to torsional vibrations. In applications with an impact factor > 2, it is necessary to install the flexible flange coupling offered ex works on the unit.• Maximum rated torque ≤ 600 Nm in continuous operation.• Maximum peak torque ≤ 720 Nm for short-term operation (“short-term operation” is defined as max. three minutes per operating hour).

Variant for direct fitting of pump as per SAE-B (2-hole) (see Fig. 22):

• Pump connection, toothed-hub profile as per ANSI B92.1 (hub diameter optionally 7/8” or 1”, see Fig. 19 and Table 05)• Speed = 1.219 x engine speed• Direction of rotation same as engine, anticlockwise as seen in direction of travel.• Engine speed ≥ 800 rpm with load on flywheel-side power take-off.• While speed is still building up, speeds of < 800 rpm are temporarily possible. Care must taken to ensure that the maximum permissible torque is not exceeded due to torsional vibrations.• Maximum permissible acceleration at pump’s center of gravity 20 g.• Maximal permissible support torque on the intermediate section: 50 Nm.• Maximum centroidal distance of connecting flange: 160 mm.• Maximum torque ≤ 320 Nm in continuous operation.• Maximum peak torque ≤ 380 Nm for short-term operation (“short-term operation” is defined as max. three minutes per operating hour).

Fig. 22: Variant for direct connection of pump as per SAE-B for the six-cylinder D08 engine


T_327_000034_0001_G

146

16

l max = 160mm

.. m

328

1


Fig. 23: Overview of hub profiles

Table 05: Hub profiles

Nominal size Pitch (module) P Pressure angle No. of teeth Z7/8” 16/32 30° 131” 13/32 30° 15

30°

84Ø

T_327_000035_0001_G

ISOA

A


3.1.4 Outrigger support for hydraulic pumps on the flywheel-side power take-off

Support for hydraulic pumps fitted directly to the flywheel-side PTO on the gearbox is permissible under the following conditions and only for vehicles in the TGS and TGX ranges with D20, D26 or D38 engines.

Important notice The gravity torque of the hydraulic pump (incl. oil, hoses and valves) may not exceed 50 Nm, even with support. The maximum permissible output torque remains unchanged at 400 Nm during continuous operation (570 Nm for short-time operation; maximum 3 minutes per operating hour).

Notes:

• Only approved attachment points may be used for mounting the outrigger.• The structural design of the outrigger is incumbent upon the body manufacturer.• The outrigger must be implemented on both sides. A retainer which e.g. only supports the pump on the left-hand side is not permissible.• It must be ensured that no collision between the outrigger with other, partly moveable vehicle parts can occur.• The pump must be held in an exactly horizontal position by the outrigger. Distortion-free attachment must be ensured. Axial transmission of force in the power take-off is not permissible.• The length of the screws and the thread for fixing the outrigger to the gearbox must be selected so that no damage to the gearbox occurs

Threaded holes on the manual gearbox (ZF 16S Ecosplit)Threaded holes on the clutch case (to be used in preference)

Requirements for the screw connection

1

1

1

1

Requirement ValueScrew depth max. 34 mm

Tightening torque max. 240 NmThread (item 1) M16 x 1,5

• Screws with sufficient strength should be used.


Threaded holes on the manual gearbox (ZF 16S Ecosplit)Threaded holes on the gearbox housing (optional)

Requirements for the screw connection2

3

1

Requirement ValueScrew depth See drawing

Thread (items 1-3)

see drawing(1) M8, 18 mm(2) M8, 22 mm(3) M12, 22 mm


Threaded holes on the semi-automatic TipMatic gearbox (ZF 12AS AS Tronic)Threaded holes on the clutch case (on the right in the direction of travel)






Threaded holes on the semi-automatic TipMatic gearbox (ZF 12AS AS Tronic)Threaded holes on the clutch case (on the left in the direction of travel)





Threaded holes on the semi-automatic TipMatic gearbox (ZF 12AS AS Tronic)Screw connection on the clutch case (optional)

Requirements for the screw connection

1Requirement ValueTightening torque 50 Nm

Thread (item 1) M10

• The screws must be longer than the standard screws, due to the thickness of the retainer material.• Screw quality as for standard screws• The retainer may only be supported within the screw contact surface area.• The gearbox must be inspected for oil tightness at the screw connection.


Threaded holes on the automatic TipMatic gearbox (ZF 12TX TraXon)Bolted connection on the gearbox

Requirements for the bolt connectionRequirement Value

Depth of engagement max. 25 mmTightening torque max. 225 Nm

Thread M16 x 1.5

• Bolts of sufficient strength must be used.

Threaded holes on the semi-automatic TipMatic gearbox (ZF 12TX TraXon)Bolted connection on the clutch case

Requirements for the bolt connectionRequirement Value

Thread M12 x 1.5

• The bracket must be made from steel - max. material thickness ≤ 4mm - Painting with layer thickness ≤ 30 µ - No alternative cataphoretic dip-priming (due to decrease in torques) - Alternative zinc/nickel coating

• A maximum of two screws of the bolt connection can be used• The loosened screws DIN960 M12 x 1.5 x 95 Z1 300HV 10.9 MAN183 B1 (with integrated washer) must be replaced with two screws DIN960 M12 x 1.5 x 95 10.9 MAN183 B1 (without washer).

1

1


3.1.5 Power take-off on transfer case

On the two-gear version of the transfer case (in each case with driver-engaged off-road ratio) a flange for a power take-off can be installed in addition to the output points for the front and rear axles. Transfer cases enabling a power take-off are listed in Table 08+Table 09. The output point is at the rear of the transfer case (see Fig. 24+ Fig. 25).

The power take-off can be engaged and disengaged independently of gear changes or the additional off-road transmission ratio in the transfer case. The transfer-case power take-off can also be used when the vehicle is stationary. For this purpose, a gear must be engaged and the transfer case placed in neutral.

Vehicles with automated TipMatic gearbox

ZF TipMatic (12 AS gearbox)

On vehicles with a 480 hp EURO 6 engine (D2676LF45) and automated gearbox (ZF AS Tronic), MAN Service can implement stationary operation of a power take-off on the transfer case. This requires parameterisation of the vehicle and installation of a modified DNR switch.Further information on this can be requested from MAN (for address see “Publisher” above).We recommend installing the oil/water heat exchanger available ex works for cooling the gearbox oil.

ZF TipMatic (12 TX gearbox)

On vehicles of all emission classes produced from March 2018 on, both stationary and non-stationary operation of a transfer case PTO can be realised (for non-stationary operation, further conditions, for example engine-speed request, must be taken into consideration and checked). Gearboxes with older software statuses can under certain circumstances be updated. Information on this can be requested from MAN (for address see “Publisher” above).


For new vehicles equipped with transfer cases as standard, a PTO on the transfer case with neutral position switch can be ordered as a customer special request (CSR).

For existing vehicles that are to be retrofitted with a transfer case PTO, the corresponding cable harness can be retrofitted and parametrisation can be carried out.

We recommend installing the oil/water heat exchanger available ex works for cooling the gearbox oil.

The transfer case PTO is activated via the PTO 1 interface. As a result, only one additional clutch-dependent PTO fitted to the end of the gearbox can be used.

Process for switching-on transfer case PTO

• Set the DNR switch to neutral (N).• The signal ‘Transfer case in neutral position’ is required.• Activate PTO I • If the engine is idling and the signal “PTO 1 active” is present, direct gear (12th gear in DD, 11th gear in OD) is

engaged in the gearbox.• The driving clutch is automatically engaged.

Both stationary and non-stationary operation can be parametrised. In the case of stationary parametrisation, the PTO can only be activated when the parking brake is engaged.

Switching off the transfer case PTO

There are two ways of switching off the transfer case PTO:• Switch off PTO I (clutch disengages, gearbox shifts to neutral)• Actuate the brake pedal (threshold value is 65% brake-pedal actuation, clutch disengages, gearbox shifts

to neutral

Engine start/stop function when the transfer case PTO is being used

• Engine stop• Engine switches off• Clutch disengages• Gearbox shifts to neutra

Engine start

• Engine starts• Check whether conditions for switching on are met• If the conditions for switching on are met, the direct gear is engaged and the clutch is engaged.

Interface description for retrofitting a transfer case with PTO function in conjunction with a TX gearbox

Below you will find the electrical interface description for retrofitting a transfer case with PTO function in conjunction with a TX gearbox.

The scope described here is not included in the vehicle’s standard scope of delivery and must be completely retrofitted. For purposes of preparation we recommend also ordering Sales Code 308CB (Electrical preparation for retrofitting a PTO) and adapting it in accordance with the example circuit below. The functionality described can be installed in all-wheel-drive and non-all-wheel-drive vehicles. Parametrisation and cabling of the vehicle electrical system must always be carried out by an MAN service outlet.


Important notice Simultaneous operation of the PTO on the MAN transfer case or a third-party transfer case and clutch-dependent PTOs at the end of the gearbox (MAN TipMatic/ZF TraXon) is possibly only subject to restrictions. The possible combinations are listed in the following table.

The table must be read in rows. All listed options must be checked successively in order to check the feasibility of the desired variant.

Table 06: Check matrix for POT on transfer case for Man TipMatic / ZF TraXon gearbox

PTO

on

trans

fer c

ase

(gea

rbox

MAN

Tip

Mat

ic /

ZF T

raXo

n)

PTO

ope

ratio

n on

tra

nsfe

r cas

e vi

a ge

arbo

x co

nsta

nt K

1

PTO

ope

ratio

n on

tra

nsfe

r cas

e vi

a ge

arbo

x co

nsta

nt K

2

Flyw

heel

-sid

e PT

O

Clu

tch-

depe

nden

t PTO

at

end

of g

earb

ox

Para

llel o

pera

tion

of

PTO

on

trans

fer c

ase

and

PTO

at e

nd

of g

earb

ox

poss

ible

not p

ossi

ble*

Perm

itted

for

woo

d cu

tter o

pera

tion

* The PTO on the transfer case must be protected against parallel operation with the clutch-dependent PTOs at the end of the gearbox

Operation of PTO on transfer case via gearbox constant K1• Even gear for OD gearboxes (gear 12)• Odd gear for DD gearboxes (gear 11)• Standard software, can be ordered via customer special request

Operation of PTO on transfer case via gearbox constant K2• Odd gear for OD gearboxes (gear 11, direct gear)• Even gear for DD gearboxes (gear 12, direct gear)• Software available only through after-sales service

Fig. 20 shows an example of a circuit for the cabling on a non-all-wheel-drive vehicle. The cabling on all-wheel-drive vehicles must be carried out in accordance with the CSR documentation of the respective type. This can be requested from MAN (for address see “Publisher” above).


Fig. 24: Example of a circuit for non-all-wheel-drive vehicles

T_991_000032_0001_Z

A1124 PTM (Power Train Manager) 1 Feedback / PTO statusS237 Switch, transfer case on PTO 2 Transfer case on PTOK1 Relay, status of transfer case PTO 3 Neutral position switch, transfer caseK2 Relay, neutral position switch 4 Switching valve, PTOK3 Relay transfer case PTO 5 Transfer case with PTO and neutral position switchV1 Diode

The switch for the transfer case PTO (S237) is item number 81.25505-6982 and the contacts for the PTM are item number 07.91201-6015..


Table 07: Cables and plugs

Connector Cable Number Function

X1996/3 40354 PTO-1 request, e.g. for request from bodyNo load may be connected here.

X1996/4 40197 PTO-1 status/feedback (necessary for PTO display in vehicle and air-suspension lowering, if fitted)

40187 Neutral position, transfer case40150 Check lamp, PTO60028 Power supply, terminal 1540546 Switch, PTO

40329 Connection of solenoid valve (actuation of PTO)maximum load 2 A

Notes on operating the transfer case PTO

Operating the transfer-case power take-off in reverse gear while the vehicle is stationary is not permitted. The transfer-case oil pump supplies oil only during operation in the forward gears.

To ensure that the oil pressure required for lubrication builds up, the transfer case must be operated for 1 minute at 1000 rpm without load before load operation. In order to guarantee sufficient lubrication during load operation, the rotational speed on the power take-off must be at least 800 rpm.

At low temperatures, the driveline must be warmed up before operation by moving with the vehicle. Operation of the transfer case is permitted up to an ambient temperature of -40 °C.

Important notice If the power take-off is operated while reverse gear is engaged, the oil supply is not ensured. This will result in damage to the transfer case.

Currently, whenever a transfer-case power take-off is selected a cooling package for cooling the transfer-case oil is automatically also installed.Regardless of the nature of power take-off operation, the following apply:

• The power take-off rotates only when a gear has been selected.• The direction of power take-off rotation in forward gear is in anticlockwise rotation (looking in the direction of travel)

Table 08: Transfer-case power take-off data for discontinued model ranges

Transfer case

Model range

Installation drawing

Transfer-case

Transmission ratio

on-road

Transmission ratio

off-road

Speed factorpower

take-off

Permissible torque

power take-off [Nm]

Flange Ø [mm]

G1000-2 L2000,M2000L/M 81.37000.8132 1,061 1,607

1,0 ≤ 8000

X-serrationØ 1554-holeM12x1,

5x45

G1700-2G173

F2000, E2000/ TGA

81.37000.811881.37000.8170 1,007 1,652

G2500-2G253

F2000, E2000/ TGA

81.37000.812481.37000.8170 0,981 1,583


Fig. 25: Transfer-case power take-off

1) Power take-off indicator switch, normally open (power take-off engaged = contact closed)2) Air pressure connection IV M12x1.5/163) Steering pump4) Neutral indicator switch, normally open (contact closed in neutral)5) Off-road ratio indicator switch, normally closed (contact opened in off-road ratio)6) Power take-off7) Speedometer drive connection (Renk)8) Oil drain plug, 22 mm across 9) Oil filler and oil level check, 22 mm across flats

Table 09: Transfer-case power take-off data for current model ranges

Transfer case

Model range

Installation drawing

Transfer-case

Transmission ratio

on-road

Transmission ratio

off-road

Speed factorpower

take-off

Permissible torquepower

take-off [Nm]

Flange Ø [mm]

G173 TGS 81.37000.8163 1,007 1,652

1,0 ≤ 8000

X-serrationØ 1554-holeM12x1,

5x45G253 TGS 81.3700.8168 0,981 1,583

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1 4

3

2 5

8

6

7

9


Fig. 26: Transfer-case power take-off

1) Transfer case input2) Power take-off3) Output to front axle4) Output to rear axle

The MAN power take-off on the transfer case is:

• Gearbox dependent• Distance dependent

1. Gearbox-dependent operation

If the transfer-case power take-off is required while the vehicle is stationary, the transfer case must be set to neutral. The required power take-off drive ratio with the vehicle stationary is obtained by selecting any gear at the main gearbox. The power take-off ratio with the vehicle stationary is thus equivalent to the corresponding main gearbox ratio.

2. Distance-dependent operation

Attached implements required to perform a given number of rotations for a given road distance must be driven by a distance-dependent power take-off. Since the transfer case output is governed by both the on-road and off-road ratio groups, two different ratios can be selected for distance-dependent operation.

Distance-dependent operation of the power take-off depends on:

• the transfer case ratio (the selected on- or off-road gear),• the final drive ratio at the driven axle(s) and • the tyre size.

As a parameter for the ratio, the number of power take-off revolutions per metre of distance covered can be stated, or alternatively the reciprocal value, that is to say the distance covered in metres per revolution of the power take-off. In the distance-dependent mode, the main gearbox ratio and the engine speed are not the fundamental factors governing the power take-off ratio.

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1

3 4

2


3.2 Gearbox power take-off

3.2.1 Differentiation

Power take-offs can be differentiated on the basis of the following criteria.

• The duration of operation - Brief operation < 30 minutes - Brief operation < 60 minutes - Continuous operation >= 60 minutes

• The power flow on which they are dependent - Clutch-dependent power take-off - Engine-dependent power take-off

3.2.2 Clutch-dependent power take-off

3.2.2.1 Clutch-dependent power take-off on the ZF gearbox

In the gearbox, one pair of gears is driven via the main shaft (also the gearbox input shaft) when the engine is running and the clutch is engaged. This causes the countershaft to rotate as well. When the clutch is operated, internal resistance to rotation in the gear train causes the countershaft to come to a standstill. In this operating condition the power take-off can be engaged.

If the vehicle is delivered ex works fitted with two clutch-dependent power take-offs, the upper output point is assigned to PTO 1. PTO 2 is assigned the lower output point.

Fig. 27: Assignment of output points

1) PTO I → always TOP2) PTO II → always BOTTOM

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1

2


The drive ratio between engine and gearbox is determined by the ratio of the gear pair between the main shaft and the countershaft.

If identical power take-offs are fitted to different gearboxes, their speed factors (f) will vary according to the basic gearbox ratio.

If appropriate electrical preparation has been installed, clutch-dependent power take-offs can be retrofitted to the end of the gearbox. Without the electrical preparation, the effort involved in retrofitting wiring is considerably greater. For more precise information on effort and costs, please contact your MAN Service outlet. If you have any questions regarding power take-off design, please contact MAN (for address see “Publisher” above).

Fig. 28: Example: Schematic gearbox diagram of clutch-dependent ZF power take-off

1) Engine2) Gearbox3) Main output flange4) Pump5) PTO NH/1

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5

4

1

3

2


Engagement:

The power take-off is engaged pneumatically via a switching valve and a pneumatic cylinder, located inside the PTO housing, which is pressurised on one side.

Fig. 29: Engaging the ZF power take-off

1) Sensor „I/O“2) Air pressure connection 3) Main output flange4) Air reservoir5) Shift valve6) OFF – Reset by spring force7) ON - actuation through compressed air

Operation:

It is possible to operate the power take-off both when the vehicle is stationary and when it is in motion. However, the power take-off may be turned on and off only when the vehicle is stationary.If clutch-dependent power take-offs are operated whilst the vehicle is in motion then there may be no gear changes.

On vehicles fitted with a TipMatic gearbox, the gears listed in the table below are available when the power take-off is turned on. Gear change is only possible when the vehicle is stationary. Changing gear while driving is not possible.

Table 10: Gears available on TipMatic and TraXon gearboxes with power take-off active

Gearbox typeDirection of travel

Forwards ReverseFor DD gearboxes (direct drive) 1, 3, 5 1For OD gearboxes (overdrive) 2, 4 2

IIO O

T_327_000011_0001_G

5

6

2

1

1

3

4

7


In the case of TraXon OD gearboxes, power take-off NH/4c may optionally be ordered in a variant especially designed for tipper operation by means of a sales code.

Here, the low speed factor is activated as soon as the DNR switch is used to change to manual mode and a moving-off gear is engaged. This enables the selection of first gear for moving off, which simplifies the dispersal of gravel, for example.

This function can also be parametrised retroactively.

Table 11: Gears available on TraXon gearboxes with active power take-off NH/4 with tipper option

Gearbox typeDirection of travel

Forwards ReverseTipper option for TraXon OD

gearbox (overdrive) 1, 3, 5 1

The following safety notes must be observed.

• The power take-off may only be turned on or off with the clutch disengaged manual gearbox) or with the DNR switch in the neutral position (TipMatic gearbox)!• The engine must be at idling speed when disengaging.• Only turn the power take-off on when the countershaft is stationary. Grating will occur if the power take-off is turned on with the countershaft still rotating.

Coast-down times are different depending upon the operating conditions and may be shortened by brief asynchronisation, preferably with first gear, when a manual gearbox is fitted. When a TipMatic gearbox is fitted, due to the nature of the system it may take a few seconds for the power take-off to become active subsequent to the request.

Caution: When the vehicle is at rest the pressure in the system slowly drops. This causes the claw-type coupling located above the pressure spring in the shift cylinder to disengage. As soon as the air pressure in the system increases once more (as a result of the engine being started), it will engage again automatically. With the engine running, this causes damage to the switching-gear teeth and leads to premature failure of the power take-off. For this reason, if the vehicle is to be switched off for any length of time (e.g. overnight) the power take-off must be turned off.


Power take-off designations:

The last letter in the power take-off designation, that is to say the letter “b” or “c”, defines the type of connection.

One must distinguish between two versions.

• Version “b”

This is the basic version for driving propshafts and is fitted with a flange as per DIN ISO 7646.

• Version “c”

This is the simplest and most commonly-used type for the direct connection of pumps. The pump connection is implemented as per ISO 7653 or BNA NF, R17-102 (e.g. Meiller axial piston pump).

Depending on the design of the power take-off, Version “c” can be converted to Version “b” and vice versa. Information on feasibility and the effort involved can be requested from MAN (for address see “Publisher” above).

Fig. 30: Connection variants for power take-offs

When connecting pumps directly to a Version “c” PTO, the body manufacturer must ensure that the maximum per-missible weight balance is not exceeded by the hydraulic pump (with its fittings, for example hydraulic hoses, hy-draulic oil, etc.). For weight balances, please see Section 3.2.8, “Power take-offs on ZF gearboxes” and/or Section 3.2.9, “Power take-offs on EATON gearboxes”.

Sealing between pump and power take-off must be implemented by means of two radial shaft seals (D1 + D2) with a breather (E1) between them (see Fig. 31).

The seal on the power take-off side (D1) must prevent any oil released by the MAN / ZF gearbox escaping.

The seal on the pump side (D2) must prevent any hydraulic oil escaping from the pump.

It must be ensured that the vent bore always functions, i.e. it must not be painted over, closed up or soiled.

T_327_000012_0001_G

023827 a

023827 b

017517

017518


Important noticeThe seals must withstand temperatures up to 120°C.

The breather is to ensure that no gearbox oil is drawn off and that there is no ingress of hydraulic oil to the gearbox.

Environmental noticeIn the event of oil leaking at (E1) the complete system must be checked without delay.

Fig. 31: Seal between pump and power take-off

D1 = seal on the PTO side D2 = seal on the pump side E1 = vent bore

Fig. 32: Maximum moment of weight of directly-connected pump

1) Balance point

Formula 05: Maximum moment of weight acting on power take-off

MG = a • FG

Where:

MG = Maximum moment of weight of directly-connected pump [Nm] a = Distance between center of gravity of pump and face of pump flange [m] FG = Weight of pump including all attached fittings (e.g. hydraulic hoses, hydraulic oil, etc.) in [N]

T_327_000013_0001_G

T_327_000014_0001_G

1

a [m]

FG [N]

E1

D2

D1


3.2.2.2 Clutch-dependent power take-offs on the MAN gearbox

In the gearbox, one pair of gears is driven via the main shaft (also the gearbox input shaft) when the engine is running and the clutch is engaged. This causes the countershaft to rotate as well. When the clutch is operated, internal resistance to rotation in the gear train causes the countershaft to come to a standstill. In this operating condition the power take-off can be engaged.

The gear ratio between the engine and the gearbox is determined by the ratio of the pair of wheels on the main shaft and the countershaft, as well as the installed power take-off module. Depending on which type of power take-off was ordered, either the fast or the slow power take-off module is installed.The power take-off module consists of the drive wheel and the drive shaft. Both these items are shown on the following diagram.

On MAN power take-offs, two DN factors are available. The slower DN factor is always set as the default by the factory. The faster DN factor can be set retroactively by modifying the vehicle parameters. Free switching of the DN factors by the operator - e.g. by a switch - is not possible. On power take-offs with two outputs, both are switched to the faster DN factor.

Fig. 33: Example: Gearbox map for clutch-dependent MAN power take-offs

Flux of force in slow splitter box

Flux of force in fast splitter box

1) Main shaft2) Countershaft3) PTO drive wheel4) PTO drive shaft5) Power take-off

T_327_000043_0001_G

1

1

2

2

3

3

4

4

5

5


If identical power take-offs are fitted on different gearboxes, the different basic gear ratios of the gearboxes mean they have different DN factors (f).

The clutch-dependent power take-offs fitted on the end of the gearbox can be retrofitted. It is advisable to order power take-offs and electrical preparations for power take-offs ex works. Without the electrical preparation, it is much more difficult to wire up afterwards.

For more precise information on effort and costs, please contact your MAN Service outlet.

Detailed instructions for retrofitting clutch-dependent PTOs to MAN TipMatic 12+2 gearboxes are available on the MAN After Sales Portal in the VirtTruck system.

If you have any questions regarding power take-off design, please contact MAN (for address see “Publisher” above).

Change in direction of rotation:

The direction of rotation of the bottom output (flange) can be converted from right-turning to left-turning in MAN 670PF power take-offs.

In order to do so, the bottom housing part must be removed, turned 180° and reattached. It must be noted that, by doing so, the position of the flange shifts further downwards and further in the direction of the centre of the vehicle.

Fig. 34: Change in direction of rotation

T_327_000044_0001_G


Engagement:

The power take-off is engaged pneumatically via a switching valve and a pneumatic cylinder, located inside the PTO housing, which is pressurised on one side.

Fig. 35: Engaging the ZF power take-off

1) Sensor „I/O“2) Air pressure connection 3) Main output flange4) Air reservoir5) Shift valve6) OFF – Reset by spring force7) ON - actuation through compressed air

Operation:

It is possible to operate the power take-off both when the vehicle is stationary and when it is in motion. However, the power take-off may be turned on and off only when the vehicle is stationary.If clutch-dependent power take-offs are operated whilst the vehicle is in motion then there may be no gear changes.

IIO O

T_327_000011_0001_G

5

6

2

1

1

3

4

7


Power take-off designation:

The last letter in the power take-off designation, that is to say the letter „P“ or „F“, defines the type of connection.

One must distinguish between:

• Version “F” Basic version for cardan shaft drive with flange. Example: PTO MAN 660F

• Version “P” Simplest and most common version for direct installation of pumps. Example: PTO MAN 650P

The pump is connected as per ISO 7653 or BNA NF, R17-102 (e.g. Meiller axial piston pump).Depending on the type of power take-off, version “P” can be converted to version “F” and vice-versa.

Information on feasibility and the effort involved can be requested from MAN (for address see “Publisher” above).

Fig. 36: Connection variants for power take-offs

If pumps are attached directly (Version “P”), the body manufacturer must ensure that the maximum permissible weight balance of a directly attached pump with attachments (e.g. hydraulic hoses, hydraulic fluid) is not exceeded. For weight balances see Chapter 3.2.10 “Power take-offs on the MAN gearbox”.

T_327_000012_0001_G

023827 a

023827 b

017517

017518


Fig. 37: Maximum moment of weight of directly-connected pump

1) Balance point

Formula 06: Maximum moment of weight acting on power take-off

MG = a • FG

Where:

MG = Maximum moment of weight of directly-connected pump [Nm] a = Distance between center of gravity of pump and face of pump flange [m] FG = Weight of pump including all attached fittings (e.g. hydraulic hoses, hydraulic oil, etc.) in [N]

T_327_000014_0001_G

1

a [m]

FG [N]


3.2.3 Engine-dependent power take-offs

The engine-dependent PTOs are those models with the designation “NMV”. These PTOs are connected directly to the engine’s crankshaft, see Fig. 38. They are rated for continuous operation and high output. Engagement is achieved using an internal, hydraulically actuated multiple-disc clutch and the output point of the engine-dependent PTO can therefore be engaged and disengaged under load.

Heavy impact loads can result in damage to the NMV’s multiple-disc clutch and the vehicle’s clutch, extending as far as the destruction of the power take-off! Although operation of the NMV is in principle independent of the vehicle’s clutch, impacts are transmitted through the driveline and have an effect on the clutch when it is engaged. Damage can thus also be caused here.

If the body is operated while stationary (gearbox in neutral) for more than 10% of its overall operating time, damage to the pre-damper unit of the vehicle’s clutch may result. Only vehicles whose bodies are driven by the NMV are affected, for example suction excavators, concrete pumps, wood cutters. In the event of such damage occurring, it is possible to install a clutch drive plate without pre-damper unit. This clutch drive plate without pre-damper unit is available on new vehicles as special equipment. You can obtain information from MAN (for address see “Publisher” above).

The given output torques are guideline values for degree of uniformity 1, i.e. for operation free of impact and vibration.

In the case of critical applications, for example wood cutters, consultation with MAN is necessary (for address see “Publisher” above). If there is a risk of overloading power take-off due to excessive power being taken off, it is possible to limit engine torque by means of a parameter.

Due to the existing drag torque of the multiple-disc clutch, the output flange of the engine-dependent PTO also rotates when not engaged. At an engine speed of 1,300 rpm and an operating temperature of 40°C, this residual torque is approximately 10 Nm. It can only be ensured that the output flange is stationary when the counter-torque of the unit to be driven is > 10 Nm. This must be taken into consideration especially with regard to driving easy-run-ning units, for example the centrifugal pumps employed by fire brigades.

Currently, selection of the NMV automatically includes installation of a heat exchanger that uses engine coolant to cool the gearbox oil.

For heavy operation and continually high power take off, an external cooling system with a separate heat exchanger for cooling the gearbox oil is available.


Fig. 38: Schematic gearbox diagram of engine-dependent ZF power take-off

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4

3

1

2

1) Engine2) Clutch3) Gearbox4) PTO output

• The engine-dependent power take-off can be operated when the vehicle is moving and when it is stationary.• The engine-dependent power take-off is ready for operation as soon as the engine is running but may be subjected to load only at engine speeds greater than 800 rpm.• The transmission of force to the power take-off is fully independent of the vehicle‘s clutch.

There are two basic types: NMV130E with the ZF-Ecomid gearbox 16S109 (M2000L/M vehicle series) and NMV221 with the ZF-Ecosplit gearbox 16S 252 OD.

Both of these can alternatively be supplied with two different ratios:

NMV130E:

Speed factor f = 1.03 • nmot, with a maximum torque of 1400 Nm Speed factor f = 1.47 • nmot, with a maximum torque of 1400 Nm

NMV221

Speed factor f = 0.98 • nmot, with a maximum torque of 2000 Nm Speed factor f = 1.55 • nmot, with a maximum torque of 1300 Nm

Important notice Important operating instruction with regard to the minimum speed during operation:

A power take-off under load requires a minimum engine speed of 800 rpm. If oil pressure is too low the clutch may slip and be damaged as a result of the ensuing heat.

An operating speed of 800 to 1,200 rpm requires a unit with a mass moment of inertia at the PTO of > 0.4 kgm2. If the mass moment of inertia of its equipment is unknown to the body manufacturer, then an operating speed of > 1,200 rpm should be selected at the PTO in order to remain above the resonant speed. Ideally, operation should be within the decoupling limit range or above it (see Fig. 39).


Fig. 39: ZF power take-off NMV 221: influence of the equipment‘s mass moment of inertia on resonance speed

The resonance range must always be avoided!

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00

200

400

600

800

1000

1200

1400

1600

0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6 1.8

J > 0,3 kgm2,

N = 0,98 x Nmot

00

200

400

600

800

1000

1200

1400

1600

0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6 1.8

J > 0,3 kgm2,

N = 1,55 x Nmot

Standard application

Standard application

Total moment of inertia [ kgm2 ]

Total moment of inertia [ kgm2 ]

Reso

nant

spe

ed [

1/m

in ]

Reso

nant

spe

ed [

1/m

in ]

Resonant speed

Resonant speed

Resonant speed Decoupling limit


Fig. 40: ZF power take-off NMV engagement speed above mass moment of inertia on output flange

3.2.4 Power take-offs on gearboxes with converter-clutch units

The use of a converter-clutch unit enables smooth pulling away and precise manoeuvring even with heavy train weights under conditions of almost no wear. The hydrodynamic torque converter makes it easy to pull away with heavy loads. After pulling away, the torque converter lock-up clutch forms a direct, mechanical connection between input and output sides, thus increasing driveline efficiency.

Use of a converter-clutch unit does not change the installation situation for power take-offs at the end of the gear-box. However, the broader size of the converter-clutch unit means that the installation location is moved backwards, towards the frame end.

Clutch-dependent power take-offs attached to gearboxes with converter-clutch units differ in their function, operation and effect from those attached to gearboxes without.

Up to a speed of approx. 1000 rpm, the converter is “open”, i.e. there is no mechanical connection between the input and output sides. If a clutch-dependent power take-off is mounted on a gearbox with converter-clutch unit, it is essential to take into account that because of the operation in conversion range, a constant drive ratio is not always maintained. Resulting from the operating principle of the hydrodynamic torque converter, at a constant engine speed the output speed at the power take-off may vary quite extensively due to slip in the converter. Theoretically the speed at the power take-off could drop as far as zero if the load on the power take-off is large enough to cause so much slip in the converter that power can no longer be transmitted.

For stationary operation of the power take-off, this effect can be avoided by installing a so-called bridging circuit.

This engages the lock-up clutch automatically when the power take-off is engaged.As a result, a mechanical link is formed between the engine and the power take-off and the gear ratio is constant.

The bridging circuit is offered only in conjunction with a gear-shift inhibitor, which prevents a gear being selected accidentally when the power take-off is engaged.

In non-stationary operation of the power take-off, converter slip and the resulting fluctuation of speed and output torque must be taken in consideration.

T_327_000027_0001_G

max. 1800

1600

1400

1200

1000

800

600

1800

max. 2000

1600

1400

1200

1000

800

600 0 2 4 6 8 10 max 0 2 4 6 8 10 12 14

nAb = 1,45 nAb = 1,55

nAb = 0,98nAb = 1,03

J [kgm2] J [kgm2]

Perm

issi

ble

engi

ne s

peed

s [

min

-1 ]

Perm

issi

ble

engi

ne s

peed

s [

min

-1 ]

Mass moment of inertiaat the output flange

Mass moment of inertiaat the output flange

NMV 130EMax. permissible breaking energy approx. 28000NmPermissible engagement speed at max. 3engagements/min

NMV 221Max. permissible breaking energy approx. 60000NmPermissible engagement speed at max. 3engagements/min


3.2.5 Power take-offs on ZF HP automatic gearboxes

The ZF HP 500, ZF HP 590 and ZF HP 600 automatic gearboxes with torque converter can be supplied with up to two engine-dependent PTOs.

Power take-off variants D01, D02 and D05 can be fitted either left or right of the main output flange. Variant D05 with spur pinion can also be rotated and fitted at a positioning angle alpha of 60°, 120° and 300°.The direction of rotation depends on the installation location (on the left or right of the gearbox main shaft).Please note that power take-offs D01 and D02 installed to the left of the main output flange (eleven o’clock) rotate clockwise, while power take-offs D01 and D02 installed to the right of the main output flange (one o’clock) rotate anticlockwise.

Fig. 41: Power take-offs D01 and D02: installation locations and directions of rotation

A “11 H“ positionB “1 H“ position

Power take-off D05 is equipped with a spur pinion. This means that the power take-off fitted to the left of the main output flange rotates anticlockwise and the power take-off fitted to the right of the main output flange rotates clockwise.

Fig. 42: Power take-off D05 with spur pinion

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T_327_000019_0001_G

BA


For this reason the installed position is stated together with the power take-off designation, for example, “D02c links” (left) is for installation to the left of the main shaft.

InformationImportant!

“Links” (left) and “rechts” (right) here refer to the installation location on the gearbox and not to the direction of rotation.

The power take-offs on the HP gearbox can be engaged under load and can be used independently of the shift position of the gearbox. The power take-offs can be engaged and operated both when the vehicle is stationary and when it is in motion.

The permissible engine speeds must be observed when the power take-offs are engaged.

Fig. 43: Permissible engine speeds for max. three engagements per minute

It is possible to retrofit the power take-offs on all HP gearboxes installed by MAN.

T_327_000028_0001_G

1600

1400

1200

1000

800

6000 1 2 3 4 5

Perm

issi

ble

engi

ne s

peed

s [m

in -l ]

Mass moment of inertiaat the output flange J [kg - m2]

D01/02nAb = 0,97 x nMot

D05.3nAb = 1,43 x nMot

D05.4nAb = 2,12 x nMot


3.2.6 Power take-offs and Intarders

The ZF Intarder is the gearbox housing is an integrated secondary retarder (a hydrodynamic auxiliary brake).

The Intarder is available for 12AS... and 16S... gearboxes and does not impair the operation of any power take-offs fitted to the end of the gearbox.

Fig. 44: TipMatic gearbox with Intarder (IT3)

1) Control unit for Intarder 32) Intarder 33) Gearbox TipMatic4) Heat exchanger (stainless steel)

Some power take-offs that can be fitted in conjunction with the Intarder require an adapter kit or are special power take-offs. In addition to this, an adapter plate with item number 81.38105-0051 must be attached for all MAN TipMatic gearboxes with intarder 2 or intarder 3 if a type NH/4c power take-off has been retrofitted.

Fig. 45: Power take-off variant N221/10 with and without Intarder

N221/10 (without Intarder) N221/10 (with Intarder)

T_327_000021_0001_G

T_327_000022_0001_G

3

4

2

1


3.2.7 Power take-offs with MAN HydroDrive

The combinations of MAN HydroDrive and power take-offs currently possible can be found in the current sales systems.

InformationThe combination of MAN HydroDrive and a power take-off fitted to the air compressor is not possible because the output point on the air compressor is occupied by the supply pump for the HydroDrive system.

3.2.8 Power take-offs on ZF gearboxes (technical specifications and tables)

The documents can be downloaded from www.manted.de

3.2.9 Power take-off on EATON gearbox (technical specifications and tables)

The documents can be downloaded from www.manted.de

MAN Truck & Bus AGEngineering Vehicle TruckApplication EngineeringDachauer Straße 66780995 MunichE-Mail: [email protected] www.man.eu

MAN Truck & Bus – a member of the MAN Group

We reserve the right to make changes in the course of technical development.

man guidelines to fitting bodies truck

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