MAN Guidelines to fitting bodies Truck Power take-offs Edition 2017 V2.0. Engineering the Future since MAN Truck & Bus AG

Transcription

1 MAN Guidelines to fitting bodies Truck Power take-offs Edition 207 V2.0 Engineering the Future since 758 MAN Truck & Bus AG

2 P U B L I S H E R MAN Truck & Bus AG (hereinafter referred to as MAN) Engineering Vehicle Truck Application Engineering Dachauer Str. 667 D Munich info.manted@man.eu Fax: + 49 (0) 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. 207 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 ( ). I Edition 207 V2.0 MAN Guide to fitting bodies Power take-offs

3 Content.0 General principles Calculating power and torque Propshaft connection to power take-off Connection to propshaft on the power take-off in MAN gearboxes Regulating engine speed Regulating the engine speed using cruise-control controls Engine speed regulation via the ISC interface Starting and stopping the engine from outside the cab Gear-shift inhibitor and neutral selection switch Stationary and non-stationary operation Diesel particulate filter (DPF) regeneration (DPF) Technical description of power take-offs MAN power take-offs V-belt pulley Power take-off on air compressor Camshaft power take-off, flywheel-side power take-off Outrigger support for hydraulic pumps on the flywheel-side power take-off Power take-off on transfer case Gearbox power take-off Differentiation Clutch-dependent power take-off Clutch-dependent power take-off on the ZF gearbox Clutch-dependent power take-offs on the MAN gearbox Engine-dependent power take-offs Power take-offs on gearboxes with converter-clutch units Power take-offs on ZF HP automatic gearboxes Power take-offs and Intarders Power take-offs with MAN HydroDrive Power take-offs on ZF gearboxes (technical specifications and tables) Power take-off on EATON gearbox (technical specifications and tables) If not otherwise specified: all dimensions are in mm, all weights and loads are in kg. MAN Guide to fitting bodies Power take-offs Edition 207 V2.0 II

4 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 conventions In this guideline the following notational conventions are used: Information This notice points out further information to you. Important notice This notice draws your attention to possible damage to the vehicle. Environmental notice An environmental notice provides you with tips for environmental protection. Warning notice A hazard warning notice points out possible risks of accident or injury to you and others. 2 Edition 207 V2.0 MAN Guide to fitting bodies Power take-offs

5 .0 General principles Power 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. Information Power 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. MAN Guide to fitting bodies Power take-offs Edition 207 V2.0 3

6 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 a 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 notice Heat must not be trapped; inadequate heat dissipation will cause damage. Important notice Note on gearbox-oil temperature: The gearbox and the power take-off s nominal oil temperature may not exceed 0 C during operation. Peak temperatures of max. 30 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. 4 Edition 207 V2.0 MAN Guide to fitting bodies Power take-offs

7 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 notice The following are not permitted: Engine speeds < 800/minute with the power take-off engaged and under load. Even-numbered transmission ratios such as :, :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. MAN Guide to fitting bodies Power take-offs Edition 207 V2.0 5

8 . 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 500 rpm. Output torque decreases at higher speeds. As a constant, output power at 500 rpm is used here. Formula 0: Calculation of nominal output power P [kw] = M [Nm] n PTO [min - ] 9552 P = Nominal output power in kilowatts M = Permissible output torque according to data sheet n PTO = Rotational speed of power take-off here, the nominal speed of,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 >,500 rpm M max [Nm] = P [kw] 9552 n PTO [min - ] M max = Permissible output torque at a speed >,500 rpm P = Nominal output power in kilowatts (ascertained in the previous step of the calculation) n PTO = Rotational speed of power take-off here, the actual rotational speed 6 Edition 207 V2.0 MAN Guide to fitting bodies Power take-offs

9 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 f o MVR = M V - ٠ M o f v M o = output torque at the top output M V = maximum permissible output torque at the countershaft M VR = remaining residual torque at the countershaft f o = DN factor of the top output f V = 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 f u M u = M VR ٠ f v M u = maximum permissible output torque at the bottom output M VR = remaining residual torque at the countershaft f u = DN factor of the bottom output f V = 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 in the power take-off on the gearbox section. MAN Guide to fitting bodies Power take-offs Edition 207 V2.0 7

10 .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 + is permissible Absolute difference in angle of between the two deflection angles of a shaft; 0 is to be aimed for. Fig. 0: Geometry of a propshaft train for power take-offs T_364_000007_000_G ) Gearbox 2) Unit 3+4) Flanges must be aligned parallel 5) Deflection angles of the propshaft 8 Edition 207 V2.0 MAN Guide to fitting bodies Power take-offs

11 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 model range, for example, a height-adjustable portal cross member can be installed. If one or more power take-offs is/are fitted to the gearbox ex-works, then the first frame cross member (portal cross member) behind the gearbox is adjustable in height. This allows the installation of the propshafts on the power take-off to take the maximum permissible deflection angle of 7 (+ tolerance) into account. In its installed position on series-production vehicles the cross member, including bolt head, protrudes above the frame top edge by 70 mm. This height-adjustable cross member can be retrofitted at a later date (e.g. when retrofitting a power take-off). 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 x 4x 30 T_327_000003_000_G ) Driving direction MAN Guide to fitting bodies Power take-offs Edition 207 V2.0 9

12 .2.. 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 2+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 α α α 2 α 2 Correct rotational position of the prop shafts Twisted universal joints T_39_000002_000_G The irregularity is evaluated with a simple formula, in which the prop shaft deflection angles α and α2 are used. If the universal joints are correctly aligned, these are: Irregularity = α 2 - α 2 2 If the universal joints are mounted in a twisted position, the following formula can be used: Irregularity = α 2 + α 2 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, since smaller angles can cause pressure damage to the universal joints, which results in a shortening of service life. If α = α2, the angles are correctly set. 0 Edition 207 V2.0 MAN Guide to fitting bodies Power take-offs

13 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 00% = highest possible torque of the power take-off. T_39_000003_000_D MAN Guide to fitting bodies Power take-offs Edition 207 V2.0

14 2.0 Regulating engine speed Whether 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. 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. / Fig. 06 Pos. ) 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 speed value can be permanently saved by pressing the memory button (Fig. 05 Pos. ) for 2 seconds so that, even after the engine has been turned off and/or the vehicle has been driven a short distance, it can be called-up again by briefly pressing the memory button (Fig. 05 Pos. ). 2 Edition 207 V2.0 MAN Guide to fitting bodies Power take-offs

15 Fig. 05: Layout and function of cruise control lever T_255_00000_000_G 2 ) Memory button 2) Off button Fig. 06: Layout and function of the multifunction steering wheel 2 ) Memory button 2) Off button T_464_000003_000_G MAN Guide to fitting bodies Power take-offs Edition 207 V2.0 3

16 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). Information A detailed description of the VMC and CSM interfaces with examples of use and current documentation on the 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. 4 Edition 207 V2.0 MAN Guide to fitting bodies Power take-offs

17 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. MAN Guide to fitting bodies Power take-offs Edition 207 V2.0 5

18 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 T_327_00000_000_G ) 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 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. 6 Edition 207 V2.0 MAN Guide to fitting bodies Power take-offs

19 2.5 Stationary and non-stationary operation Information 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. In the case of the TipMatic automatic gearbox, stationary operation of a power take-off on the transfer case is not possible. 2.6 Diesel particulate filter (DPF) regeneration Depending on the use of the vehicle, a regeneration of the diesel particulate filter is necessary at certain intervals. The DPF collects the particulate and converts it into CO 2. 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 609TA. 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. MAN Guide to fitting bodies Power take-offs Edition 207 V2.0 7

20 3.0 Technical description of power take-offs Information We 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. MAN power take-offs MAN manufactures the following power take-offs itself: V-belt pulley, engine-dependent; for description see Section 3.. Power take-off at the air compressor, engine-dependent; see Section 3..2 Camshaft or flywheel-side power take-off, engine-dependent; for description see Section 3..3 Power take-off on transfer case; depending on switch position, engine-, gearbox- or distance-dependent; for description see Section 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 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. 8 Edition 207 V2.0 MAN Guide to fitting bodies Power take-offs

21 Fig. 08: Hydraulic pump on D08 engine T_327_000002_000_G ) Hydraulic pump Table 0: Technical specifications of hydraulic pumps driven by V-belt pulleys Engine model Speed factor D08,75 Hydraulic pump Hydraulic pump Dual hydraulic pump Volume per revolution in cm³ Pressure during constant operation in bar: , 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 kg. MAN Guide to fitting bodies Power take-offs Edition 207 V2.0 9

22 3..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. 09: 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 T_327_000004_000_G T_327_000005_000_G ) Alternator 2) Refrigerant compressor for cab air conditioning 3) Output at the two-cylinder air compressor 4) Single pump 5) Pump for hydraulic power steering 6) Tandem pump 7) 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 D28,5 Hydraulic pump Volume per revolution in cm³ Pressure during constant operation in bar: Hydraulic pump Dual hydraulic pump It is possible to flange hydraulic pumps directly onto the front ends of the single-cylinder air compressors on six-cylinder D20/26 engines (vehicles in the model ranges TGA, TGS and TGX). 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. 20 Edition 207 V2.0 MAN Guide to fitting bodies Power take-offs

23 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 below). 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 D20 and D26,94 Hydraulic pump Dual hydraulic pump Volume per revolution in cm³ Pressure during constant operation in bar: , , ,5 230 The single-cylinder air compressor is able to deliver the following torque: Lower power take-off: max. 80 Nm Table 04: Technical data for hydraulic pumps for assembly on the two-cylinder air compressor for engines D20/D26 Volume per revolution Pressure during constant operation in bar: Engine model Speed factor Hydraulic pump in cm³ D20 Hydraulic pump 22,5 230 und, D26 Dual hydraulic pump + 22,5 230 The two-cylinder air compressor is able to deliver the following torque: Lower power take-off: max. 80 Nm Information Hydraulic 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 compressor output shaft when the vehicle is delivered. The driver plates located in the interior of the vehicle first have to be installed. This prevents the pumps running 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. MAN Guide to fitting bodies Power take-offs Edition 207 V2.0 2

24 3..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 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. 22 Edition 207 V2.0 MAN Guide to fitting bodies Power take-offs

25 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 - 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 M max / M min 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). Power take-off data flywheel-side PTO with engine D38 (see Fig. 0) Variant for direct fitting of pump as per SAE-B (2-hole) delivering 300 Nm max. output torque in continuous operation Pump connection, toothed hub profile as per ANSI B92., 5T, 6/32 DP Speed =.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). MAN Guide to fitting bodies Power take-offs Edition 207 V2.0 23

26 Fig. 0: Flywheel-side PTO for D38 engine for direct fitting of pump 46 ± 0,5 2,5 365 Ø 0,6 G8 69 T_327_000030_000_G ) Center of crankshaft Variant for direct pump attachment as per DIN ISO 4 with 400 Nm max. output torque during continuous operation Pump connection, splined hub profile DIN ISO 4 8x32x36 Speed =,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. : Flywheel-side PTO with engine D38 for direct pump attachment (DIN ISO 4) B 80 (40.7) (53) A 80 A B T_327_00004_000_G ) Center of crankshaft 24 Edition 207 V2.0 MAN Guide to fitting bodies Power take-offs

27 Camshaft power take-off data for the D28 engine (see Fig. 2): Flange Ø 00 6-hole 8 mm Speed =.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. 2: Camshaft power take-off on D28 engine 5 T_327_000006_000_G ) Center of crankshaft Flywheel-side power-take-off data for the D20 and D26 engines (see Fig. 3): Variant delivering 650 Nm max. output torque in continuous operation Flange Ø 00 6-hole 8 mm Speed =.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). MAN Guide to fitting bodies Power take-offs Edition 207 V2.0 25

28 Variant delivering 870 Nm max. output torque in continuous operation Flange Ø 00 6-hole 8 mm Speed =.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. 3: Flywheel-side power take-off on D20 and D26 engines with output flange ,7 T_327_000007_000_G ) Center of crankshaft Variant for direct connection of pump as per DIN ISO 4 delivering 400 Nm max. output torque in continuous operation Pump connection, splined hub profile as per DIN ISO 4-8 x 32 x 36 Speed =.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). 26 Edition 207 V2.0 MAN Guide to fitting bodies Power take-offs

29 Fig. 4: Flywheel-side PTO for D20 and D26 engines for direct fitting of pump 80 2, T_327_00003_000_G ) Center of crankshaft MAN Guide to fitting bodies Power take-offs Edition 207 V2.0 27

30 Variant for direct connection of pump as per SAE-A (2-hole) delivering 00 Nm max. output torque in continuous operation Pump connection, toothed hub profile as per ANSI B92., 9T, 6/32 DP Speed =.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 00 Nm in continuous operation. Maximum peak torque 40 Nm for short-term operation ( short-term operation is defined as max. three minutes per operating hour). Fig. 5: Flywheel-side PTO for D20 and D26 engines for direct fitting of pump (SAE-A) 06.4 ± Ø 82.6 G8 60 T_327_000032_000_G ) Center of crankshaft 28 Edition 207 V2.0 MAN Guide to fitting bodies Power take-offs

31 Variant for direct connection of pump as per SAE-B (2-hole) delivering 300 Nm max. output torque in continuous operation Pump connection, toothed hub profile as per ANSI B92., 3T, 6/32 DP Speed =.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. 6: Flywheel-side PTO for D20 and D26 engines for direct fitting of pump (SAE-B) 46 ±0,5 2,5 Ø 0,6 G T_327_000033_000_G ) Center of crankshaft MAN Guide to fitting bodies Power take-offs Edition 207 V2.0 29

32 Flywheel-side power take-off data for the D08 engine (see Fig. 7): 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: Flange Ø 00 6-hole 8 mm Speed =.95 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 from Euro 5: Flange Ø 00 6-hole 8 mm Speed =.29 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. 7: Flywheel-side power take-off data for six-cylinder D08 engine Ø84±0. Ø8, ) Center of crankshaft T_327_000024_0002_G 30 Edition 207 V2.0 MAN Guide to fitting bodies Power take-offs

33 Variants from Euro 6 Variant with output flange (see Fig. 7): Flange Ø 00 6-hole 8 mm Speed =.29 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) delivering 320 Nm max. output torque in continuous operation: Pump connection, toothed-hub profile as per ANSI B92. (hub diameter optionally 7/8 or ) Speed =.29 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: 60 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. 8: Variant for direct connection of pump as per SAE-B for the six-cylinder D08 engine l max = 60mm 46.. m T_327_000034_000_G ) Center of crankshaft MAN Guide to fitting bodies Power take-offs Edition 207 V2.0 3

34 Fig. 9: Overview of hub profiles A ISO 30 Ø84 A T_327_000035_000_G Table 05: Hub profiles Nominal size Pitch (module) P Pressure angle No. of teeth Z 7/8 6/ / Edition 207 V2.0 MAN Guide to fitting bodies Power take-offs

35 3..4 Outrigger support for hydraulic pumps on the flywheel-side power take-off Outrigger support for hydraulic pumps built directly onto the flywheel-side PTO on the gearbox is permissible under the following specified condition and only for vehicles of series TGS and TGX with D20 or D26 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 6S Ecosplit) Threaded holes on the clutch case (to be used in preference) Requirements for the screw connection Requirement Value Screw depth max. 34 mm Tightening torque max. 240 Nm Thread (item ) M6 x,5 Screws with sufficient strength should be used. MAN Guide to fitting bodies Power take-offs Edition 207 V2.0 33

36 Threaded holes on the manual gearbox (ZF 6S Ecosplit) Requirements for the screw connection Requirement Screw depth Thread (items -3) Threaded holes on the gearbox housing (optional) Value See drawing see drawing () M8, 8 mm (2) M8, 22 mm (3) M2, 22 mm 2 Screws with sufficient strength should be used. 3 Threaded holes on the semi-automatic TipMatic gearbox (ZF 2AS AS Tronic) Threaded holes on the clutch case (on the right in the direction of travel) Requirements for the screw connection Requirement Value Screw depth max. 34 mm Tightening torque max. 240 Nm Thread (item ) M6 x,5 Screws with sufficient strength should be used. 34 Edition 207 V2.0 MAN Guide to fitting bodies Power take-offs

37 Threaded holes on the semi-automatic TipMatic gearbox (ZF 2AS AS Tronic) Threaded holes on the clutch case (on the left in the direction of travel) Requirements for the screw connection Requirement Value Screw depth max. 34 mm Tightening torque max. 240 Nm Thread (item ) M6 x,5 Screws with sufficient strength should be used. Threaded holes on the semi-automatic TipMatic gearbox (ZF 2AS AS Tronic) Screw connection on the clutch case (optional) Requirements for the screw connection Requirement Value Tightening torque 50 Nm Thread (item ) M0 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. MAN Guide to fitting bodies Power take-offs Edition 207 V2.0 35

38 Threaded holes on the automatic TipMatic gearbox (ZF 2TX TraXon) Bolted connection on the gearbox Requirements for the bolt connection Requirement Value Depth of engagement max. 25 mm Tightening torque max. 225 Nm Thread (item ) M6 x.5 Bolts of sufficient strength must be used. Threaded holes on the semi-automatic TipMatic gearbox (ZF 2TX TraXon) Bolted connection on the clutch case Requirements for the bolt connection Requirement Value Thread (item ) M2 x.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 M2 x.5 x 95 Z 300HV 0.9 MAN83 B (with integrated washer) must be replaced with two screws DIN960 M2 x.5 x MAN83 B (without washer). 36 Edition 207 V2.0 MAN Guide to fitting bodies Power take-offs

39 3..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 The output point is at the rear of the transfer case (see Fig. 20+2). 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 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. We recommend installing the oil/water heat exchanger available ex works for cooling the gearbox oil. Transfer cases with power take-off are available for all-wheel drive vehicles ex works as a customer special request (CSR). Vehicles without a transfer case installed ex works can be fitted with third-party transfer cases. Function: In the DNR position DS, the direct gear is engaged immediately (DD gearbox = 2th gear, OD gearbox = th gear). Closing of the clutch is initiated by briefly pressing the accelerator once. At idling speed, i.e. after the gear is engaged, the clutch is partially closed. If the engine speed is increased by the intermediate speed controller, the clutch is completely closed at engine speeds above 800 rpm. The power take-off may only be burdened if the clutch is completely closed. If the engine drops in PTO operation (the engine speed drops), the clutch remains fully closed up to around 400 rpm. If the footbrake is pressed, the clutch starts to open at around 900 rpm and is fully open at idling speed. On vehicles with different engines or exhaust standards, the power take-off on the transfer case cannot be used when the vehicle is stationary. 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 minute at 000 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. MAN Guide to fitting bodies Power take-offs Edition 207 V2.0 37

40 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 06: Transfer-case power take-off data for discontinued model ranges Transfer case G000-2 G700-2 G73 G G253 Model range L2000, M2000L/M F2000, E2000 / TGA F2000, E2000 / TGA Installation drawing Transfer-case Transmission ratio on-road Transmission ratio off-road ,06, ,007,652 0,98,583 Speed factor power take-off Permissible torque power takeoff [Nm], Flange Ø [mm] X-serration Ø 55 4-hole M2x, 5x45 38 Edition 207 V2.0 MAN Guide to fitting bodies Power take-offs

41 Fig. 20: Transfer-case power take-off T_327_000008_000_G ) Power take-off indicator switch, normally open (power take-off engaged = contact closed) 2) Air pressure connection IV M2x.5/6 3) Steering pump 4) 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-off 7) Speedometer drive connection (Renk) 8) Oil drain plug, 22 mm across 9) Oil filler and oil level check, 22 mm across flats Table 07: 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 G73 TGS ,007,652 G253 TGS ,98,583 Speed factor power take-off Permissible torque power take-off [Nm], Flange Ø [mm] X-serration Ø 55 4-hole M2x, 5x45 MAN Guide to fitting bodies Power take-offs Edition 207 V2.0 39

42 Fig. 2: Transfer-case power take-off ) Transfer case input 2) Power take-off 3) Output to front axle 4) Output to rear axle T_327_000009_000_G The MAN power take-off on the transfer case is: Gearbox dependent Distance dependent. 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 takeoff. In the distance-dependent mode, the main gearbox ratio and the engine speed are not the fundamental factors governing the power take-off ratio. 40 Edition 207 V2.0 MAN Guide to fitting bodies Power take-offs

43 3.2 Gearbox power take-off 3.2. 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 Clutch-dependent power take-off 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. PTO 2 is assigned the lower output point. Fig. 22: Assignment of output points 2 T_327_000042_000_G ) PTO I always TOP 2) PTO II always BOTTOM MAN Guide to fitting bodies Power take-offs Edition 207 V2.0 4

44 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. 23: Example: Schematic gearbox diagram of clutch-dependent ZF power take-off T_327_00000_000_G ) Engine 2) Gearbox 3) Main output flange 4) Pump 5) PTO NH/ 42 Edition 207 V2.0 MAN Guide to fitting bodies Power take-offs

45 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. 24: Engaging the ZF power take-off I O I O ) Sensor I/O 2) Air pressure connection 3) Main output flange 4) Air reservoir 5) Shift valve 6) OFF Reset by spring force 7) ON - actuation through compressed air Operation: T_327_0000_000_G 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. MAN Guide to fitting bodies Power take-offs Edition 207 V2.0 43

46 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 08: Gears available on TipMatic and TraXon gearboxes with power take-off active Gearbox type Forwards Direction of travel Reverse For DD gearboxes (direct drive), 3, 5 For OD gearboxes (overdrive) 2, 4 2 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 09: Gears available on TraXon gearboxes with active power take-off NH/4 with tipper option Gearbox type Forwards Direction of travel Reverse Tipper option for TraXon OD gearbox (overdrive), 3, 5 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. 44 Edition 207 V2.0 MAN Guide to fitting bodies Power take-offs

47 Power take-off designations: The last letter in the power take-off designation, that is to say the letter b or c, indicates the type of output. 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 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, R7-02 (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. 25: Connection variants for power take-offs a b 0758 T_327_00002_000_G When connecting pumps directly to Version c, the bodybuilder must ensure that the maximum permissible moment of weight of a directly-connected pump with its fittings (e.g. hydraulic hoses, hydraulic oil, etc.) is not exceeded. For moments of weight, 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 (D + D2) with a breather (E) between them (see Fig. 24). The seal on the power take-off side (D) 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. MAN Guide to fitting bodies Power take-offs Edition 207 V2.0 45

48 Important notice The seals must withstand temperatures up to 20 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 notice In the event of oil leaking at (E) the complete system must be checked without delay. Fig. 26: Seal between pump and power take-off D2 D E T_327_00003_000_G D = seal on the PTO side D2 = seal on the pump side E = vent bore Fig. 27: Maximum moment of weight of directly-connected pump a [m] ) Balance point F G [N] T_327_00004_000_G Formula 05: Maximum moment of weight acting on power take-off M G = a F G Where: M G = Maximum moment of weight of directly-connected pump [Nm] a = Distance between center of gravity of pump and face of pump flange [m] F G = Weight of pump including all attached fittings (e.g. hydraulic hoses, hydraulic oil, etc.) in [N] 46 Edition 207 V2.0 MAN Guide to fitting bodies Power take-offs

49 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. 28: Example: Gearbox map for clutch-dependent MAN power take-offs Flux of force in slow splitter box Flux of force in fast splitter box ) Main shaft 2) Countershaft 3) PTO drive wheel 4) PTO drive shaft 5) Power take-off 4 T_327_000043_000_G MAN Guide to fitting bodies Power take-offs Edition 207 V2.0 47

50 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. 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 80 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. 29: Change in direction of rotation T_327_000044_000_G 48 Edition 207 V2.0 MAN Guide to fitting bodies Power take-offs

51 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. 30: Engaging the ZF power take-off I O I O T_327_0000_0002_G ) Sensor I/O 2) Air pressure connection 3) Main output flange 4) Air reservoir 5) Shift valve 6) OFF Reset by spring force 7) 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. MAN Guide to fitting bodies Power take-offs Edition 207 V2.0 49

52 Power take-off designation: The last character of the PTO designation, i.e. the letter F or P, defines the type of output. 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, R7-02 (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. 3: Connection variants for power take-offs a b T_327_00002_0002_G 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 Power take-offs on the MAN gearbox. 50 Edition 207 V2.0 MAN Guide to fitting bodies Power take-offs

53 Fig. 32: Maximum moment of weight of directly-connected pump a [m] F G [N] T_327_00004_0002_G ) Balance point Formula 06: Maximum moment of weight acting on power take-off M G = a F G Where: M G a = = Maximum moment of weight of directly-connected pump [Nm] Distance between center of gravity of pump and face of pump flange [m] F G = Weight of pump including all attached fittings (e.g. hydraulic hoses, hydraulic oil, etc.) in [N] MAN Guide to fitting bodies Power take-offs Edition 207 V2.0 5

54 3.2.3 Engine-dependent power take-offs The engine-dependent power take-offs are those models with the designation NMV. These power take-offs are connected directly to the engine s crankshaft, see Fig. 32. They are rated for continuous operation and high output. Engagement is achieved using an internal, hydraulically actuated multi-disc clutch and the output point of the NMV 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 0% 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, 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 NMV s output flange also rotates when not engaged. At an engine speed of 300 rpm and an operating temperature of 40, this residual torque is approximately 0 Nm. It can only be ensured that the output flange is stationary when the counter-torque of the unit to be driven is > 0 Nm. This must be taken into consideration especially with regard to driving easy-running 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. 33: Schematic gearbox diagram of engine-dependent ZF power take-off 4 ) Engine 2) Clutch 3) Gearbox 4) PTO output 2 T_327_00005_000_G 3 52 Edition 207 V2.0 MAN Guide to fitting bodies Power take-offs

55 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: NMV30E with the ZF-Ecomid gearbox 6S09 (M2000L/M model range) and NMV22 with the ZF-Ecosplit gearboxes 6S. Both of these can alternatively be supplied with two different ratios: NMV30E: NMV22 Speed factor f =.03 n mot, with a maximum torque of 400 Nm Speed factor f =.47 n mot, with a maximum torque of 400 Nm Speed factor f = 0.98 n mot, with a maximum torque of 2000 Nm Speed factor f =.55 n mot, with a maximum torque of 300 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 200 rpm requires a mass moment of inertia at the power take-off of > 0.4 Kgm 2. If the mass moment of inertia of its equipment is unknown to the bodybuilder, then an operating speed of > 200 rpm should be selected at the power take-off in order to remain above the resonant speed. Ideally, operation should be within the decoupling limit range or above it (see Fig. 32). MAN Guide to fitting bodies Power take-offs Edition 207 V2.0 53

56 Fig. 34: ZF power take-off NMV 22: influence of the equipment s mass moment of inertia on resonance speed The resonance range must always be avoided! N = 0,98 x N mot 200 Resonant speed [ /min ] Resonant speed J > 0,3 kgm 2, Standard application Total moment of inertia [ kgm 2 ] N =,55 x N mot 200 Resonant speed [ /min ] Resonant speed J > 0,3 kgm 2, Standard application Total moment of inertia [ kgm 2 ] Resonant speed Decoupling limit T_327_000029_000_G 54 Edition 207 V2.0 MAN Guide to fitting bodies Power take-offs

57 Fig. 35: ZF power take-off NMV engagement speed above mass moment of inertia on output flange NMV 30E Max. permissible breaking energy approx Nm Permissible engagement speed at max. 3 engagements/min NMV 22 Max. permissible breaking energy approx Nm Permissible engagement speed at max. 3 engagements/min max max Permissible engine speeds [ min - ] n Ab =,03 Permissible engine speeds [ min - ] n Ab = 0, n Ab =, n Ab =, max Mass moment of inertia J [kgm 2 Mass moment of inertia ] at the output flange at the output flange J [kgm 2 ] T_327_000027_000_G 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 gearbox. 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. 000 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. MAN Guide to fitting bodies Power take-offs Edition 207 V2.0 55

58 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-speed-dependent power take-offs. Power take-off variants D0, 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, 20 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 D0 and D02 installed to the left of the main output flange (eleven o clock) rotate clockwise, while power take-offs D0 and D02 installed to the right of the main output flange (one o clock) rotate anticlockwise. Fig. 36: Power take-offs D0 and D02: installation locations and directions of rotation A B A B H position H position T_327_00008_000_G 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. 37: Power take-off D05 with spur pinion T_327_00009_000_G 56 Edition 207 V2.0 MAN Guide to fitting bodies Power take-offs

59 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. Information Important! 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. 38: Permissible engine speeds for max. three engagements per minute Permissible engine speeds [min -l ] D05.4 n Ab = 2,2 x n Mot D05.3 n Ab =,43 x n Mot D0/02 n Ab = 0,97 x n Mot T_327_000028_000_G Mass moment of inertia at the output flange J [kg - m 2 ] It is possible to retrofit the power take-offs on all HP gearboxes installed by MAN. MAN Guide to fitting bodies Power take-offs Edition 207 V2.0 57

60 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 2AS... and 6S... gearboxes and does not impair the operation of any power take-offs fitted to the end of the gearbox. Fig. 39: TipMatic gearbox with Intarder (IT3) T_327_00002_000_G ) Control unit for Intarder 3 2) Intarder 3 3) Gearbox TipMatic 4) 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 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. 40: Power take-off variant N22/0 with and without Intarder N22/0 (without Intarder) N22/0 (with Intarder) T_327_000022_000_G 58 Edition 207 V2.0 MAN Guide to fitting bodies Power take-offs