ADDITIONAL INFORMATION GUIDELINES TO FITTING BODIES · 2020. 5. 29. · MAN Guide to fitting bodies TG III. Chassis Implementation In some cases, cable extensions entail minor reworking

ADDITIONAL INFORMATION GUIDELINES TO FITTING BODIES

This additional information is published differently from regular update cycles if there are important changes in the guidelines. With the next update, the chapters concerned here will be transferred to the main issues.

CONTENT

III. Chassis8.2.2 Ground cable

8.2.3 Wiring harnesses for wheelbase extensions

8.2.4 Cable harnesses for rear position lamps, additional rear position lamps, trailer sockets, side marker lamps and supplementary ABS sockets

8.3 Interfaces on the vehicle, preparations for the body

8.3.1 Tapping into the engine-on (D+) signal

8.3.2 Electrical interface for liftgate

8.3.3 Engine-Start-stop system

8.3.4 Tapping into the speed signal

8.3.5 Tapping into the reverse gear signal

8.3.6 Interfaces for intermediate speed control and interface for data exchange with body

8.3.7 Interface for reversing-camera preparation

8.3.8 Interface description for tipper display preparation

8.4 Additional consumers

8.4.1 Notes on charging balance

8.5 Batteries

8.5.1 Handling and maintaining batteries

8.6 Lighting installations

8.7 Display and instrumentation concept

8.8.4 Lateral radar sensors

8.9 Electrical Boxes on the chassis frame

8.10 Smart Tachograph

Power take-offs 3.2.3.2 OMSI F.PTO dependent on the engine

III. Chassis

MAN Guide to fitting bodies TG

8.2.2 Ground cable

TG new

MAN frames are voltage-free in that neither the positive nor the ground cable is connected to it. Together with the positive cable, consumers must always have their own ground cables routed to them.

Ground points to which the bodybuilder can connect ground cables are located as follows:

• Next to the central electrical system

• Behind the instrumentation

• D08: Central ground point on the frame, left, at the height of the gearbox

• (D15 and D26): On the right rear engine mount

• D38: On the left rear engine mount

No more than a total of 10 A (actual current demand) may be tapped at the ground points behind the central electrics box and behind the combined instrument. Cigarette lighters and any extra sockets have their own power limitations, which can be found in the operating manual.

The negative cable of the body manufacturer may generally be connected to the central ground point (see described above). It may be connected to the negative terminal of the batteries if the battery terminal has sufficient space to connect the ground cable.

Further information and instructions on connecting additional consumers can be found in Chapter III, Section 8.4 “Additional consumers”.


III. Chassis

8.2.3 Wiring harnesses for wheelbase extensions

TG new

When wheelbases are extended, control units and sensors associated with the rear axle also have to be relocated along with the axle.As a basic principle, CAN wiring harnesses may never be cut and lengthened and for this reason, MAN offers cable-harness extensions each with a 1500 mm length of corrugated tubing. If these extensions are not sufficient, two of the cable harnesses described here can be connected in series. Only when the method described here is used can the movement of control units and sensors be considered as approved.

Control units and sensors associated with the rear axle

Basic equipment on all TG vehicles:

• EBS axle modulator (one module for all rear axles)• Switch, check for parking brake

In the case of air suspension on the rear axle(s), the following are added:

• Displacement sensor (left and right)• Valve block, ECAS

Depending on version and equipment, the following cabling is fitted.

• Differential-lock plug connector

Cable extensions from the EBS axle-modulator to the sensors on the respective wheel (speed sensors, brake-lining wear sensors) are not necessary if the EBS axle-modulator module is relocated together with the rear axle.


III. Chassis

ImplementationIn some cases, cable extensions entail minor reworking of the original cable-harness plug. This is explained in detail below, where the small items that are necessary (e.g. plug housings, locking mechanisms and adapters) are referred to by their codes. Table 33-III lists a breakdown of the associated item numbers.

Table AA-III: Breakdown of codes for small items

Code Designation MAN part no. Supplier Supplier's item no.AW64 Adapter 81.25433.0184 Schlemmer 7807 029 KAW65 Adapter 81.25433.0182 Schlemmer 7807 025 KBA20 Connector housing 81.25432.0337 Grote&Hartmann 18169 000 001BA21 Connector housing 81.25432.0338 Grote&Hartmann 18170 000 001BA28 Connector housing 81.25432.0347 Grote&Hartmann 18166 000 001BA70 Connector housing 81.25432.0434 Grote&Hartmann 18385 000 001BA71 Connector housing 81.25432.0433 Grote&Hartmann 18286 000 001BA72 Connector housing 81.25432.0436 Grote&Hartmann 18284 000 001BB68 Connector housing 81.25432.0435 Grote&Hartmann 18515 000 001BB69 Connector housing 81.25432.0437 Grote&Hartmann 18516 000 001BB70 Connector housing 81.25432.0438 Grote&Hartmann 18514 000 001GV10 Locking slide 81.25435.0994 Grote&Hartmann 14816 660 636GV12 Locking slide 81.25435.0996 Grote&Hartmann 14818 660 636SS1 Shrink-fit hose 81.96503.0008 Raychem RBK 85KT 107 A 0

Table AB-III: Cable-harness extensions

Series Relocated unit / sensor

Item no. extension, qty. Description / reworking

TGATGSTGX

TGS newTGX new

EBS rear-axle modulator (Y264)

81.25453.6306 1 x 4-pole

Unplug the 4-pole green connector (BA 28) on frame cable harness from the EBS rear-axle modulator. Disassemble the lock (GV12), eject the contacts

and push into a new housing (BB69) with identical pin socket collar. Re-assemble lock GV12. Connect

with adapter 81.25433.0184 (AW64) corrugated tube and plug (BB69). Alternative: Attach existing housing and cable-harness extension with shrink-down plastic tube (e.g. SS1) to corrugated tube.

TGLTGM

TGL newTGM new

EBS rear-axle modulator (Y264)

81.25453.6305 1 x 4-pole

Unplug the factory-fitted connecting cable from the axle modulator. Plug the extension into the connecting cable.

Plug the extended harness into the axle modulator. Note: On the TGL and TGM (also TGL new and TGM

new the same adapter is used for extending cable harness 81.25453.6305 from: EBS axle modulator,

differen-tial lock, displacement sensors left and rights and ECAS valve block.

TGATGS

TGS newTGX new

Parking brake warn-ing lamp switch B369

81.25453.6305 1 x 4-pole Unplug 4-pole DIN bayonet connection from

parking brake warning lamp switch and lengthen using extension cable harness. TGL

TGMTGL newTGM new

Parking brake warn-ing lamp switch B369

85.25413.6345 1 x 4-pole

TGX


III. Chassis

Table AC-III: Equipment-dependent cable-harness extensions



TGATGSTGX

Differential lock X637 81.25453.6307 1 x 4-pole

Separate at the point of separation X637 and insert extension in between.

TGLTGM

TGL newTGM new

Differential lock S185 81.25453.6305 1 x 4-pole

Same cable harness for extending EBS axle modulator, displacement sensors and ECAS

valve block.

Table AD-III: Cable-harness extensions for air suspension on rear axles or on all axles



TGATGLTGMTGSTGX

TG new

Displacement sensor, rear axle, left B129,

right B130

81.25453.6305 2 x 4-pole

(one each on left and right). On 4x2 tractor

unit only one displacement sensor.

On the TGL and TGM (also TGL new and TGM new) the same adapt-er is used for extending cable harness 81.25453.6305 from: EBS axle modulator and differential

lock.

TGATGLTGMTGSTGX

TG new

Valve block ECAS Y132 Two-axle version, leaf/air

81.25453.6305 1 x 4-pole

TGATGLTGMTGSTGX

TG new

Valve block ECAS Y132/61and Y132/62

Two-axle version, air/air

81.25453.6305 2 x 4-pole

(per valve block)

TGATGLTGMTGSTGX

TG new

Valve block ECAS Y161/I and Y161/II > Two-axle version, leaf/air and air/

air

81.25453.6305 2 x 4-pole

(per valve block)

Each of the speed and brake lining wear sensors itemised in Table 37-III below are plugged into the corresponding EBS axle modulator on the rear axles. The associated cabling does not need to be extended when extending the wheelbase because the axle modulator is moved together with the rear axle. For reasons of completeness and for special designs, extension cable harnesses for speed and brake lining wear sensors are nevertheless available.


III. Chassis

Table AE-III: Cable-harness extensions for special cases



TGA TGL TGMTGSTGX

TG new

Speed sensor, drive axle left B121

81.25453.6377 1 x 2-pole

Unplug 2-pole connector (grey BA20 left, black BA21 right) from EBS axle modulator on rear axle. Disassemble lock (GV10), eject contacts and push in a new housing with identical pin socket collar (BA70 left, BA71 right). Re-as-

semble lock (GV10). Connect using shrinkdown plastic tube (e.g. SS1), corrugated tube and plug (BA70/BA71). Alternative: Attach existing housing

and cable-harness extension with shrinkdown plastic tube (e.g. SS1) to corrugated tube.

Speed sensor, drive axle right B122

81.25453.6378 1 x 2-pole

TGA TGL TGM TGSTGX

TG new

Brake-lining wear sensor B335, left drive axle

81.25453.6387 1 x 4-pole Unplug 4-pole connector (black BA72 left,

orange BB70 right) from EBS axle modulator on rear axle. Connect corrugated tube and con-

nector with adapter 81.25433.0184 (AW64) and extend brake-lining wear sensor with extension 81.25453.6387 left / 81.25453.6388 right. Insert plug of extension (black left, orange right) into

EBS axle modulator on rear axle.

Brake-lining wear sensor B334

Right drive axle, applies to drive axle on 4x2, 6x2/2,

6x2-4, 6x2/4, rear drive axle on 4x4 and rear axle 1 for all other wheel configurations

81.25453.6388 1 x 4-pole

TGA TGL TGMTGSTGX

TG new


Drive axle 2 rear left

81.25453.6387 1 x 4-pole Unplug 4-pole connector (black BA72 left, or-

ange BB70 right) from brake-lining wear sensor distributor (left X2431, right X2432) and insert extension (81.25453.6387 left / 81.25453.6388

right) in-between.


Drive axle 2 rear right, applies to the 2nd rear drive axle on 6x4, 6x6, 8x4, 8x6 and 8x8

81.25453.6388 1 x 4-pole

TGA TGL

TGMTGSTGX

TG new


Supplementary axle, rear left

81.25453.6385 1 x 4-pole Unplug 4-pole connector (green BB69 left, grey

BB68 right) from brake-lining wear sensor distrib-utor, (left X2431, right X2432) and insert exten-sion (81.25453.6385 left / 81.25453.6386 right)

in-between.


Right rear supplementary axle, applies to leading/

trailing axle on 6x2/2, 6x2-4, 6x2/4

81.25453.6386 1 x 4-pole


III. Chassis

8.2.4 Cable harnesses for rear position lamps, additional rear position lamps, trailer sockets, side marker lamps and supplementary ABS sockets

The possible applications for these cable extensions are:

• cable-harness extension for rear position lamps and trailer sockets as a result of overhang extensions• Connection of supplementary rear position lamps via T-distributor• Connection of supplementary sockets via T-distributor – potential applications:

- Installation of 15-pole and Type 24N/24S 7-pole sockets- Installation of sockets behind cab for semitrailer- Installation of trailer sockets on frame end

• Cable-harness extensions for side marker lights

To extend cable harnesses or fit supplementary lights/sockets, only the cable harnesses described here may be used so as to ensure the correct functioning of the CAN data network.

Table 38-III: Extension cable harnesses, rear position lamps

Series Designation Length in metres MAN part no.TGATGLTGMTGSTGX

TG new

Extension cable harness for rear position lamps (per lamp) 1 81.25428.6975

Extension cable harness for rear position lamps (per lamp) 1,5 81.25428.6982

Table 39-III: Extension cable harnesses for trailer sockets

Series Designation Plug colour Length in metres MAN part no.

TGATGLTGMTGSTGX

TG new

Extension cable harness for trailer socket Black 1 81.25428.6971

Extension cable harness for trailer socket Black 1,5 81.25428.6972

Extension cable harness for trailer socket Brown 1 81.25428.6973

Extension cable harness for trailer socket Brown 1,5 81.25428.6974

Pin-out depends on the plug colour of the cable harnesses:

Table 40-III: Assignment of socket to plug colour of the cable

Socket Use Standard plugType 24 N 24 V 7-pole N=normal DIN ISO 1185 1 x blackType 24 S 24 V 7-pole S=supplementary DIN ISO 3731 1 x brown15 pole 24 V 15-pin DIN ISO 12098 1 x black + 1 x brown

TG new


III. Chassis

Adapter cable harnesses (T-distributors) for rear position lamps and trailer sockets are available for fitting supplementary lights and trailer sockets The functional principle is shown in Fig. 93-III.

Table 41-III: Adapter cable harnesses (T-distributors) for supplementary rear position lamps


TG new

Adapter cable harness for rear position lamp 1,1 81.25432.6164

Adapter cable harness for rear position lamp 1,6 81.25432.6165

Fig. 93-III: Functional principle of T-distributor based on example of supplementary lamp

1) Plug extension cable harness for rear position lamp2) Plug in the previously used connecting cable for rear position lamp here3) Plug extension cable harness (T-distributor) for rear position lamp4) into factory-fitted rear position lamp5) Connect cables6) Plug into supplementary rear position lamp

T_254_000001_0001_Z

5 46

1 2 3


III. Chassis

Table 42-III: Adapter cable harness (T-distributor) for additional trailer sockets

Adapter cable harness (T-distributor) for additional trailer sockets Plug colour Length in metres MAN part no.

Adapter cable harness, symmetrical T-piece Black approx. 0.25 81.25432.6157Adapter cable harness, symmetrical T-piece Brown approx. 0.25 81.25432.6160Adapter cable harness, asymmetrical T-piece Black approx. 0.7 81.25432.6173Adapter cable harness, asymmetrical T-piece Brown approx. 0.7 81.25432.6174

Depending on the body, it may also be necessary to relocate the side marker lamps (the statutory regulations applicable to lighting system are to be observed, see chapter III section 8.6). If the connection cables are too short, cable-harness extensions in various lengths are available. Only original MAN side marker lamps using LED technology are permitted. Use of any other lamps will result in the partial operating permit for the lighting system to become invalid. Side marker lamps with incandescent bulbs will damage the central on-board computer.

Table 43-III: Extensions for side marker lamps


TG new

Cable-harness extension 0,5 81.25417.6685Cable-harness extension 1,0 81.25417.6686Cable-harness extension 2,0 81.25429.6294Cable-harness extension 3,0 81.25429.6295

An adapter cable harness also enables individual cables to be tapped (e.g. to connect a supplementary number-plate light). Individual connectors with individual cables are to be made up using seal connectors, Fig. 94-III shows how to make up an individual connector.


III. Chassis

Fig. 94-III: Making up an individual connector

1) Corrugated tube, size 10 (04.37135-9940) or size 8.5 (04.37135-9938), depending on the number of cables,and in the corresponding length

2) Secondary catch (81.25475-0105) / end housing (corrugated tube size 10 – 81.25433-0161 orcorrugated tube 8.5 – 81.25433-0159)

3) 7-pole connector (81.25432-0415)4) Blanking seal for unused connector slots (07.91163-0051)5) Individual seals for lead cross-sections of between 0.52 and 12 (07.91163-0052)

Individual seals for lead cross-sections of between 0.52 and 2.52 (07.91163-0053)6) Contact for lead cross-sections of 0,52 to 12 (07.91216-1226)

Contact for lead cross-sections ot 0,52 to 2,52 (07.91216-1228)

Supplementary ABS sockets are available for alternating use as a socket behind the cab for semitrailer and as a trailer socket at frame end. However, this does not function with T-distributors but with an extension cable, see Fig. 95-III.

T_254_000002_0001_Z

1 2 3

5 4

6


III. Chassis

Fig. 95-III: Use of ABS extension cable

Important:Connect the ABS socket in accordance with use.

In this way the ABS socket may be mounted either behind the cab (tractor unit) or at the frame end (truck).The cable lengths available conform with the wheelbases of the respective MAN tractor units (see Table 44-III).

Table 44-III: ABS extension cables

Item no. 81.25453.6288 81.25453.6290 81.25453.6291 81.25453.6292Cable length (total) 4.700mm 5.400 mm 6.100 mm 6.800 mm

Use Wheelbase R

Semitrailer tractor 4x2, 4x4

R <= 3.900

Semitrailer tractor 6x2

R <= 3.200+1.350


R <= 3.600+1.350


R <= 3.600+1.350

T_524_000001_0001_G

III. Chassis


8.3 Interfaces on the vehicle, preparations for the body

TG new

No intervention in the on-board network is permitted except via the interfaces provided by MAN.

Signals must not be tapped from the CAN bus, the only exception being the bodybuilder’s CAN bus (see TG interface of the control unit for external data exchange)

The interfaces provided by MAN are fully documented in the sections below. Interfaces are, for example:

• Liftgate

• Engine start/stop device

• Intermediate speed control

• FMS interface

• Tapping into the engine-on signal

• Tapping into the speed signal

• Tapping into the reverse-gear signal

• Interface for data exchange with body, behind front panel and external engine intermediate speed control

• Interface for data exchange with body, behind cab (DIN)

If a vehicle is ordered with ready body fittings (e.g. start/stop device at end of frame) these will be installed ex works and partly connected. The instrumentation is prepared as ordered. Before commissioning the body fittings, the bodybuilder must ensure that it has used the applicable versions of wiring diagrams and cable-harness drawings in each case (see also Chapter III, Section 8.2.5).

MAN affixes transport securing devices (on the interfaces behind the front flap on the co-driver’s side) for delivery of a vehicle to the bodymaker. These devices must be properly removed before using an interface.

Retrofitting interfaces and/or bodywork preparations can be complicated and costly, requiring the support of an electronics specialist from the MAN Service Organisation.

Remote transmission from the mass storage of digital tachographs and information contained on the driver card.

MAN supports the manufacturer-independent remote transmission of data from the mass storage of digital tachographs and information contained on the driver card (RDL = remote download). The corresponding interface is published on the Internet at www.fms-standard.com.

III. Chassis


8.3.1 Tapping into the engine-on (D+) signal

TG new

The engine-on signal can be tapped at the plug X1428/pin 4 (cable number 501001). The plug X1428 is not included in the standard scope of delivery and can be ordered using the special equipment 0P2KK "Preparation, electrical, for gritter (displacement/speed signal)".

6-pin plug connector: X1428

Colour and coding: natural/6

MAN item number

Interface plug (vehicle) Socket (body)

81.25435-0725 81.25435-0775

Secondary catch for housing 81.25435-0698

Contact for socket/blade terminal 07.91201-0222 (1<0) 07.91201-0224 (2<5)

07.91202-0610 (1<0) 07.91202-0611 (2<5)

If the plug X1428 is not present in the vehicle, it is possible to provide the D+ signal through an MAN service. For this purpose, a separate plug must be connected on the CVM at plug B pin 4 and the body manufacturer provided with the D+ signal in this way.

Important notice The D+ signal: - may not be tapped from the alternator - may not be tapped externally directly from the CVM

III. Chassis


8.3.2 Electrical interface for liftgate

TG new

Electrohydraulic liftgates require very careful design of the electrical supply.

Ideally the electrical interface for a liftgate is provided ex works. Retrofitting the interface is a complex procedure and requires intervention in the vehicle‘s electrical system, which must only be carried out by correspondingly qualified personnel at MAN Service outlets.

• Button• Check lamp (display message in the event of liftgate being open)• Start lock (display message in the event of a start-up attempt when liftgate is switched on)• Power supply for liftgate.

The body manufacturer must check the wiring of the liftgate to ensure it is suitable for MAN vehicles. In normal operation, the interface A358 must only be actuated with 24-V continuous signals – not with flash impulses. In the event of a fault, a clocked signal may be applied to the relay K467 for a short time.

For operating an electrohydraulic liftgate on the TGL/TGM the required battery capacity is 2 x 155 Ah.

For connection to the electric interface of the hydraulic liftgate, see the supplementary wiring diagrams below.

Fig.: Supplementary circuit diagram for liftgate for TG New, , MAN "SYS_tailLift"

A358.1PT

A

A/1 A/2A/3A/4 A/5A/6A/7

A1363.2A

C/53

Rü

ckm

eld

un

g:

La

de

bo

rdw

an

d

CAN

I-CAN

B/26

Da

ten

bu

s:

CA

N 6

Hig

h (

CV

M),

I-C

AN

B/27

Da

ten

bu

s:

CA

N 6

Lo

w (

CV

M),

I-C

AN

Trennst. FHS / RHM

X6852

.1

X

1

35

24

Rela

isso

ckel K

46

7,

K14

07 R

ela

y s

ocket K

46

7,

K14

07

9 7

10

6 8

A100.1A

Zen

trale

lekt

rik

Centr

al e

lectr

ica

l sys

tem

15

X9/1

F219

10

A

9150

05

9150

04

9150

03

9150

02

3100

00

9150

00

9130

00

9100

0091

0000

SY

S_

grou

ndN

et/1

.3D

X63

95.1

C/1

+15

5830

01

An

ste

ue

run

g:

Fre

iga

be

La

de

bo

rdw

an

d

C/72

SY

S_

grou

ndN

et/2

.6C

X63

96.1

C/1

3100

00

Be

nu

tze

ran

ford

eru

ng:

La

de

bo

rdw

an

d

B/34

Rü

ckm

eld

un

g:

Re

lais

La

de

bo

rdw

an

d

C/6

9110

00

9110

01

9130

01

3

4

1

5 2

K467

.1

3000

05

0 1

64

S286

.1

S

7

38

Sch

alter

La

deb

ord

wa

nd

Sw

itch,

liftg

ate

K1693

.1

K

30

86

85

87

87

a

Rela

is F

reig

abe

Lade

bord

wand

Rela

y,

en

able

lift

gate

III. Chassis


A100 Central electrical system A358 Control unit for liftgate A1363 CVM F219 Fuse for liftgate (terminal 15) K467 Relay for liftgate K1693 Relay, enable, liftgate S286 Button for liftgate Cables 910000, 915000, 913000, 915002, 915003, 915004 and 915005 lead to a 7-pin socket housing (interface A358) on the frame end (rolled up).

III. Chassis


8.3.3 Engine-Start-stop system

TG new

The engine start-stop system enables the vehicle’s engine to be started or stopped via a remote control or switch outside the cab.

The engine start-stop system is a system that works independently of the intermediate speed control interface and must be ordered separately.

The following variants of the engine start-stop system are available ex-works.

• Engine start/stop device under the front panel (preparation), plug X6493, front wall inside left after removal of cover (sales code: 0P0K8).

• Engine start/stop device at frame end (preparation). Cable extension from plug X6493, rolled up at frame end (sales code: 0P0K7).

The connection options and pin assignments are shown in the table below.

Connector Cable number Function

X6493/1 150001 Terminal 15 for central electrical system

X6493/14 503000 External engine start

X6493/15 433000 External engine stop

Request for engine start

If the input X6493/14 is connected with +UBatt, terminal 15 (ignition) is active on the vehicle, the gearbox is in neutral and the parking brake is engaged, then the engine starts.

Request for engine stop

If the input X6493/15 is connected with +UBatt, the engine is running and the vehicle is stationary, then the engine is stopped.

The table below describes the required item numbers for the connection.



MAN item number


81.25475-0422 81.25432-0540



07.91201-0644 (1<0) 07.91201-0643 (2<5)

If a variant is not included in the equipment scope of a vehicle, the "engine start/stop device" can be retrofitted by an MAN service outlet.

III. Chassis


It must be ensured here that both the original MAN components and the documented connection options and installation locations are used.

In addition, there is the option to implement the "engine start/stop device" using the CAN data bus. A prerequisite for this is that the "Interface for data exchange with body, behind front panel and external engine intermediate speed control" (sales code 0P2NA) is installed in the vehicle ex works. A description of this can be found in the associated interface description.

Special parametrisation is not required for the engine start/stop functionality.

Important noticeIf the bodybuilder has installed the circuitry, the designation “Engine start-stop” must be used. This must not be confused with the term “Emergency stop”.

System circuit diagram for engine start/stop preparations

A1363 – CVM

1 - X6493 – plug for body interface under front panel

2 - Plug for DIN interface in frame*

3 – Open cable at frame end

*A description for the DIN interface can be found in the separate interface specifications (interfacedescription of interface for ZDR with data exchange).

A1363.2A

A/22 C/22

Trenn

st.

FHS /

RHM

A/40 A/41

CAN

M-CAN

XV000.1X

+15

_ca

b

A/1

ext_

Sta

rt_

An

f

A/2

ext_

Sto

p_

An

f

A/3

5030

00

4330

00

4330

00

CV

M

CV

M

5030

00

1500

01K

l.15

_cha

ssis

SY

S_

body

Bui

lder

/4.1

F

/ X

6493

.2A

11

SY

S_

body

Bui

lder

/4.5

F

/ X

6493

.2A

114

SY

S_

body

Bui

lder

/4.5

F

/ X

6493

.2A

115

DIN

-Sch

nitts

telle

DIN

-Sch

nitts

telle

1 14 1510 11

150.

001.

.

21 3

III. Chassis


8.3.4 Tapping into the speed signal

TG new

It is possible to tap into the speed signal from the tachograph. It must be ensured that the load on the corresponding plug contact does not exceed 1 mA!

This generally equates to two connected peripheral units. Should this option for tapping the signal be inadequate then the following output multipliers bearing the MAN codes can be connected:

• 81.25311-0022 (3 • v-pulse output, max. load 1 mA for each output) or

• 88.27120-0003 (5 • v-pulse output, max. load 1 mA for each output).

Option for tapping the ‘B7 signal’ = speed signal:

• At plug B/plug contact 7 or plug contact 6 on the rear of the tachograph

• At the plug connector X6434/contact 2 (cable 165000). The plug connector is located behind a cover on the driver-side A-pillar in the area of the driver footwell.

• At the 6-pin plug connector X1428/contact 6 (cable 161018) in the area of the central electrical system. The plug X1428 is not included in the standard scope of delivery and can be ordered using the sales code 0P2KK "Preparation, electrical, for gritter (displacement/speed signal).

The table below describes the required item numbers for connecting to the plug X1428.



MAN item number


81.25435-0725 81.25435-0775



07.91202-0610 (1<0) 07.91202-0611 (2<5)

Important notice In order to avoid diagnostic memory entries, always switch off the ignition prior to carrying out any work on the tachograph!

III. Chassis


8.3.5 Tapping into the reverse gear signal

TG new

It is possible to access the reversing signal on all vehicles of the TG series. You will find information on how the signal can be tapped below.

• Can be tapped via plug X1428 at plug contact 5 of 713004. The plug X1428 is located in the area of the central electrical system. A prerequisite for this is that the body manufacturer preparation for displacement/speed signal is installed in the vehicle. It must be noted that the interface load for the reversing signal must not exceed a permitted value of 100 mA.

• The reversing signal can also be tapped via the "Interface for data exchange with body, behind front panel and external engine intermediate speed control". A prerequisite for this is that the "Interface for data exchange with body, behind front panel and external engine intermediate speed control" is installed in the vehicle ex works. Further information and connection and signal descriptions can be found in chapter III under Section 8.3.6.

The table below describes the required item numbers for connecting to the plug X1428.



MAN item number


81.25435-0725 81.25435-0775



07.91202-0610 (1<0) 07.91202-0611 (2<5)

Important notice All work must be carried out with the ignition turned off or with the battery disconnected. In addition to accidentprevention regulations, country-specific guidelines and laws must also be observed.

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8.3.6 Interfaces for intermediate speed control and interface for data exchange with body

TG new

MAN‘s intermediate speed control can be realised via the following interfaces:

• Interface for external control of engine intermediate speed, behind front panel

• Interface for data exchange with body, behind front panel and external engine intermediate speed control

Corresponding detailed descriptions of these interface variants are documented separately at www.manted.de (MAN Guide to Fitting Bodies / Additional booklet on electrical interfaces). This chapter contains general explanations and an overview of the available interface descriptions.

Abbreviations

The following text and the detailed interface descriptions use certain abbreviations and MAN-specific terms. These are explained in Table 35-III in alphabetical order.

Table 35-III: Abbreviations and MAN-specific terms used

Term/abbreviation Explanation

A-CAN Set-up-CAN (CAN = Controller Area Network)

AUS Switch-off of cruise control/speed limiter/intermediate speed control functions

CAN Controller Area Network (= data bus, digital network)

CVM Central Vehicle Manager

ESL Engine speed limit

DI Digital input

EMC Electromagnetic compatibility

VIN Vehicle identification number

CC/RSL/ISC Vehicle speed control/vehicle speed limiter/intermediate speed control

FMS Fleet Management System

GEARBOX-N Neutral position of gearbox

GMT Greenwich Mean Time

HGB Maximum speed limitation

High-side-switch Switching output downstream of Terminal 30 (+UBAT)

SC Short circuit

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LED Light emitting diode

Low-side-switch Switching output downstream of Terminal 31 (-UBAT)

M3135 MAN works standard (M + 3 or 4 digits)

MAN-CATS Computer diagnostic system used in MAN workshops (CATS = computer-aided testing system)

TL Torque limit

TSL Torque/speed limiter

MEMORY Stored function/value

PTO Power take-off (PTO)

NMV Power take-off pre-fitted, depending on engine

PIN Plug contact

PTO Power take off

PWM Pulse width modulation

R-gear Reverse gear

SET+ Increase and set speed and/or accelerate

SET- Reduce and set speed and/or decelerate

CU Control unit

T-CAN Driveline CAN (CAN = Controller Area Network)

+UBAT Positive voltage of batteries

-UBAT Negative voltage of batteries

UTC Universal Time Code

VIN Vehicle Identification Number (englische Entsprechung von FIN)

ZDR Intermediate speed control/regulator

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2

3

4

Installation location of interfaces

The ZDR interfaces are located behind the front panel on the left and are accessible from the exterior once the front panel has been unlocked and the housing cover has been removed (see Fig. T_380_0000002_0001_G).

Fig. T_380_0000002_0001_G: Installation location of ZDR interfaces

1 Electrical system splash guard cover

2 X6493 extended ZDR interface (engine start/stop, etc.)

3 X6492 – ZDR interface

4 X6491 – extended ZDR interface (Set+/Set-, body CAN, etc.)

Description

The interface for intermediate speed control is included in the vehicle ex works if a PTO or the equipment 0P2N8 "Interface for data exchange with body, behind front panel and external engine intermediate speed control" is present ex works.

1

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8.3.7 Interface for reversing-camera preparation

TG new

The electrical interface for the rear-view camera preparation makes it possible to connect either one or two rear-view cameras and show the image on the screen of the MAN Radio MMT advanced. The system automatically switches to the camera image when reverse gear is engaged or when the camera button is manually pressed.

It is not possible to activate a camera image via a contact on the MMT.

The rear-view camera preparation interface is a system independent of the MAN radio MMT advanced, and must be ordered separately using the sales code for the rear-view camera preparation.

Preparation for rear-view cameras Sales code

Preparation for rear-view camera, 1 unit 0P2D0

Preparation for rear-view camera, 1 unit, (camera linked to reverse gear) 0P2D1

Preparation for rear-view camera, 2 units 0P2D2

Preparation for rear-view camera, 2 units, (camera 1 linked to reverse gear) 0P2D3

If the interface is not available ex works, it is possible to retrofit it. Because a retrofit is costly and requires accessto the vehicle electrical circuit, we recommend having it done at a MAN Service centre.

Some camera manufacturers offer an adapter cable suitable for the MAN interface (rear-view camera preparation), which can also be sourced from an MAN specialist workshop.

Depending on the customer's wishes, the interface (plug for camera 1 and 2) is located behind the front panel on the left vehicle side, when viewed in the direction of travel, once the housing cover has been removed. If an extension is connected there ex works, the interface is located behind the cab on the left vehicle side in the frame, at the height of the gearbox.

Please note that the standard scopes of delivery differ between the MMT Starter, Advanced Basic / Mid and Advanced Plus. See the following table.

MMT Starter 7 Inch

MMT Advanced 7 Inch

MMT Advanced Plus 12,3 Inch

Funktion - Basic Mid High 1 video input Connecting the

cameras not possible o X X

Second video in X X X = Standard o = Can be ordered as an option

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Plug on interface on vehicle side Description Coding MAN item number Order no.

CAM 1 (violet) Camera 2 F 81.25475-6027 4E0.035.749.E CAM 2 (leaf green) Rear-view camera E 81.25475-6026 4E0.035.749.D

Fig.: Position plug A / camera interface

This is the pin assignment of the plug connector:

Pin-Nr. Signal Description Cable number

1 SW_12V_out_1 Power supply + (switched 12 V for CAM 1), fused with 1 A 755035 2 CAM 1 + / CAM 2 + Video signal + (camera) 755034 3 GND Power supply - 755033 4 GND Video signal – (camera) 755032 5 GND Screen 755036

A

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Fig.: Pin assignment, violet plug – second camera; leaf green plug – rear-view camera.

Fig.: Pin housing of the mating connector for plug A

Table: Where to source the mating connector for plug A

Plug connector Manufacturer Item number Camera 1 violet (Coding D) Rosenberger D4K10A-1D5A5-D Camera 2 green (Coding E) Rosenberger D4K10A-1D5A5-E

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8.3.8 Interface description for tipper display preparation

TG new

Preparation for the tipper display in the instrumentation can be ordered ex works using the sales code 0P2M5 (Tipper display, cab (symbols)). This equipment is not included in the standard scope of delivery. Retrofitting can be carried out by an MAN service outlet. In this process, the corresponding wiring and parametrisation on the vehicle must be retrofitted.

In the equipment for the preparation for a tipper display, there is a plug connector with a socket on a rolled-up cable harness in the area of the centre of the frame.

A socket is installed on the plug connector at the factory; this must be removed. Only then is the plug connector to be connected to the sensor required for the body. The factory-installed socket includes a resistor and must be disposed of properly.

In order to ensure the functionality of the tipper display and an interruption-free cable, a diagnosable sensor must be installed (see the following circuit diagram).

The resistance range of the resistor R1 must be 1 kOhm to 5 kOhm here and the range of the resistor R2 must be 6 kOhm to 22 kOhm here. A break in the line, a faulty sensor or a short circuit can therefore be reliably identified and, if required, displayed.

Fig.: Schematic diagram of a sensor for the tipper display

Functional description:

When the tipper body is lifted, the information message "tipper operation" and the symbol "tipper up" are displayed in the instrumentation if the vehicle is at a standstill and when driving at a vehicle speed of up to 10 km/h. As from a vehicle speed of 10 km/h, the stop message "tipper operation" and the symbol "tipper up" are displayed with a signal tone in the instrumentation. Further information can be found in the operator's manual for the relevant vehicle.

Fig.: Displayed symbol

R2

R1

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8.4 Additional consumers

TG new

As a basic principle, the connection of additional consumers is possible. lf additional electrical loads are retrofted, observe the following: • There are no spare fuses in the central electrical system for use by the bodybuilder. • Do not tap into existing vehicle power circuits. • Every added circuit must be adequately scaled and protected by its own fuses. The dimensioning

of the fuse is to protect the cable and not protect the system connected to it. • When installing additional fuse carriers, only those with protection type IP54 and fire protection

class UL94 V0 should be used. Fuse carriers that are open underneath (Fig. 106-III) and ring fuses (Fig. 107-III) are not allowed. Fig. 108-III shows a fuse carrier with the MAN item number 83.25441-0661 that fulfils the above requirements and can be used. The body manufacturer bears sole responsibility if this is not observed and damage occurs as a result.

• Electrical systems must offer sufficient protection against all possible electrical faults and environmental influences without affecting the vehicle electrics.

• Freedom from feedback must be ensured in all cases. When selecting the size of the wire cross-section, the voltage drop and the heating of the conductor must be taken into account. Cross-sections below 0.75 mm² are to be avoided because their mechanical strength is not sufficient. The bodybuilder is responsible for the dimensioning.

• Negative and positive cables within a system must have the same minimum cross-section. • Current draw for 12-V equipment must be effected only via a voltage converter. • Drawing from only one battery is impermissible because unequal charges lead to overloading and

damage in the other battery. Under certain circumstances, e.g. for body-mounted equipment with a high power requirement (e.g. electrohydraulic liftgates) or in extreme climatic conditions, higher capacity batteries will be required.

Important notice If the bodybuilder installs larger batteries, the cross-section of the battery cable must be adapted to suit the new power draw.

Fig. 106-III: Fuse carrier open underneath

T_254_000014_0001_G

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Fig. 107-III: Ring fuse

T_254_000015_0001_G

Fig. 108-III: Permitted fuse carrier

T_254_000016_0001_G

Consumers must be connected in accordance with the following instructions.

• Terminal 15 power supply As a general principle, fit a relay that is controlled via terminal 15. The load must be connected to terminal 30 via a fuse. For information on further implementation, see terminal 30 power supply.

• Terminal 30 power supply for TGL new / TGM new In the case of a maximum load of up to 10 amperes, connect via a fuse on an additional fuse holder (see Fig. central electrical system); no fuse may be connected on existing fuse holders. In the case of a load >10 amperes, connect directly to the batteries via a fuse or to the fuse box on the battery box (see chapter III section 8.9.1).

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By selecting the special equipment OIJAP – Interface for power supply to body, behind front panel, an additional 50-ampere power tap can be obtained.

If the interface is present, it can be found on the left under the front panel; it is possible to connect a maximum load of 50 amperes to the interface. The associated 50-A fuse is located in the fuse box at the battery box. A description of this can be found in section 8.9 on electrical boxes on the chassis frame.

The interface is equipped with the plug 81.25432-6313. The socket for connecting to the interface must be used as described below.


MAN item number/socket (body)

81.25475-0464

Contact for socket/blade terminal 07.91202-4410

• Terminal 30 power supply for TGS new / TGX new In the case of a maximum load of up to 10 amperes, connect via a fuse on an additional fuse holder (see Fig. central electrical system); no fuse may be connected on existing fuse holders. In the case of a load >10 amperes, connect directly to the batteries via a fuse.

• Terminal 31 power supply Do not connect to the batteries, but rather to the ground points within (see Fig. ground point X6395/X6396 next to the central electrical system) and outside (ground point X100 right rear engine mount) of the cab. Observe the information in section 8.2.2 on ground cables.

Ground point behind the central electrical system: tightening torque (Ma) of 7 Nm + / - 1 Nm must be maintained.

Ground point of engine mount: tightening torque (Ma) of 9 Nm + / - 0.9 Nm must be maintained.

The negative cable of the body manufacturer may be connected to the negative terminal of the batteries if the battery terminal has sufficient space to connect the ground cable.

Important notice Do not make any alterations or additions to the onboard electrical system! This applies in particular to the central electrical system. Anyone performing an alteration is responsible for damage caused by the alteration.

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Fig.: Central electric system

Fuse holder item number: Coding A 81.25441-6222 (Klemme 30)

Coding B 81.25441-6223 (Klemme 30)

Coding C 81.25441-6224 (Klemme 30)

Coding D 81.25441-6225 (Klemme 30)

Coding E 81.25441-6226 (Klemme 30)

Coding F 81.25441-6227 (Klemme 15)

Coding G 81.25441-6228 (Klemme 15)

Coding H 81.25441-6229 (Klemme 15)

Coding I 81.25441-6230 (Klemme 15)

Coding J 81.25441-6231 (Klemme 15)

Blade contacts: 07.91216-1259 (0,08-0,22)

07.91216-1260 (0,25-0,35)

07.91216-1255 (0,50-0,75)

The number of free slots of the fuse holders depends on the equipment.

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Fig.: Example of a fuse holder for the central electrical system

1- Fuse holder (coding A-J) 2- Busbar 3- Secondary catch

The respective item number of a fuse holder always includes the components 1, 2 and 3.

Fig.: Ground point X6395 / X6396 behind the control units next to the central electrical

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8.4.1 Notes on charging balance

TG new

A vehicle without additional electrical equipment requires approx. 50 A in order to supply the cab electronics and engine electronics, the exterior lighting and to recharge the batteries. All additional consumers must be supplied with the remaining current from the alternator.

In order to assess the electrical system it can be helpful to draw up a charging balance.

• Application case for positive charging balance:

During the loading process, 25 Ah (approx. 30 minutes of liftgate operation with the vehicle stationary and engine off) are drawn from the battery. The vehicle is subsequently driven for one hour to its destination (average engine speed 1200 rpm). During this trip the vehicle battery is charged with 50 Ah.

• Application case for negative charging balance

During the loading process, 25 Ah (approx. 30 minutes of liftgate operation with the vehicle stationary and engine off) are drawn from the battery. The vehicle is subsequently driven for 15 minutes to its destination (average engine speed 1200 rpm). During this trip the vehicle battery is charged with 12.5 Ah. The amount of current drawn from the vehicle battery by liftgate operation cannot be fully replaced during the short period for which the vehicle is driven.

As a basic principle, whenever additional electrical consumers are installed in the vehicle it must be ensured that the vehicle’s battery and alternator are dimensioned in accordance with the load. Beside bodies, additional electrical consumers also include electrical heaters and consumers that promote comfort.

Table 52-III lists the remaining charge current in dependence on the alternator installed and the respective engine speed in each case.

The sum of the current draw for all additional consumers for the period of vehicle operation must not exceed the charge-current values listed in Table 52-III. If over long periods more current is drawn from the vehicle battery than is fed to it, there is a risk that the battery will suffer permanent damage by deep discharge, for example.

The bodybuilder must ensure that the alternator and battery are adequately dimensioned for the vehicle operating profile envisaged.

Table 52-III Remaining charge current

Alternator Remaining current for additional loads at engine speed rpm

600 800 1000 1200 1400

Bosch NCB2 / 110A 20 A 33 A 38 A 40 A 44 A

Bosch LEB10 / 120A 31 A 43 A 47 A 50 A 52 A

Melco L3B / 110A 3 A 20 A 30 A 36 A 41 A

Melco / 120 A 3 A 30 A 41 A 47 A 50 A

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Important notice The charging voltage of the alternators and vehicle electrical system charging converters installed in MAN vehicles can be up to 32 V.

The current drawn from the battery must not exceed the following maximum values.

• For periods of time ≤ 10 s: Currents up to 50% of the battery’s cold-start current

• For periods of time ≥ 10 s: Currents up to a maximum of 20% of the battery’s cold-start current

In general, it must be ensured that the vehicle is always able to start.

The cold-start current (Pos. 2 in Fig. Battery mark) is stated on the battery next to its rated capacity.

Fig.: Battery mark

1. Rated capacity 225 Ah 2. Cold-start current 1150 A as per EN standard 3. Rated voltage 12 V

In general, it must be ensured that the body does not increase the quiescent current of the vehicle. If drawing energy from the battery while the engine is not running is unavoidable (e.g. when the vehicle is being used for resting or due to liftgate operation), it must be ensured that the amount of energy drawn is replaced when the engine is in operation.

It must be noted that tapping the battery bridge for a 12-V supply is not permitted.

12-V consumers are to supplied exclusively by the vehicle’s 24-V electrical system and a correspondingly dimensioned DC/DC converter.

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8.5 Batteries

TG new

The battery is connected to the vehicle electrical system via two battery poles. To protect against injury or damage during maintenance work, the main battery switch must be switched off.

When removing the terminals from batteries and operating the master battery switch, be sure to proceed in the following order:

• Switch off all loads (e.g. lights, warning flashing indicator) • Switch off the ignition • Close the doors • Wait for an after-run time of 60 seconds before disconnecting the batteries (negative terminal first).

The electrical battery master switch requires an extra 15 seconds.

You can find further information on this in the operator's manual of the vehicle in the section on practical advice for replacing the battery. With regard to second generation tachographs, it is essential that you observe chapter III, paragraph 8.10 “Smart tachograph” when disconnecting the batteries. Important notice When the engine is running:

• Do not turn off the master battery switch • Do not loosen or disconnect the battery terminals

From the end of 2016, the battery monitor will be introduced in series for vehicles whose cabs are equipped with a bunk and have 175Ah or 225Ah batteries.

It is necessary when relocating the battery box or extending the measurement line to ensure that the module is recalibrated.

Further information on the battery monitor is available on the MAN After Sales Portal.


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8.5.1 Handling and maintaining batteries

TG new

Check batteries at regular intervals.

The battery tester DSS-7814 HD MAN, item number 08.78024-0005, must be used for testing batteries.Rapid-charge and jump-start devices must not be used for trickle charging as this could destroy control units. Jump-starting from one vehicle to another is permissible, provided that the instructions in the Operator’s Manual are followed.Observe the following when handling batteries:Table 53-III:

Standstill time

For a standstill time of more than 2 days:

➔ Switch off the main battery switch.

Open-circuit voltage never below 12.45 V before delivery

The open-circuit voltage must not fall below 12.45 V at any time prior to delivery to the customer.

Charge batteries at less than 12.6 V open circuit voltage. To ensure that the open- circuit voltage does not fall below 12.45 V by the next check, batteries that do not have an open-circuit voltage of at least 12.6 V when checked must be charged.

Always recharge batteries after they have been subjected to high load.

Regardless of the standstill time, always charge batteries if they have been subjected to heavy loads, for example after fitting or repairing a liftgate with subsequent functional test, or if the vehicle has been started/manoeuvred several times without being driven afterwards.

Vehicles must not be started or moved without batteries.

Batteries age very quickly if the battery voltage drops below 12.6 V for an extended period. If batteries should prove to be damaged or faulty at the vehicle handover to the customer, they will be charged back to the body manufacturer.

Further information on handling and maintenance of batteries can be found in TI 1140TA, which is available from MAN Service and the MAN After Sales Portal.

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8.6 Lighting installations

TG new

Altering the lighting system means that the partial operating permit according to the directive UN ECE-R48 becomes void. This is the case especially if the arrangement of the lights is altered, or a light is replaced by one not approved by MAN.

The bodybuilder is responsible for adherence to legal requirements.

Observe the maximum load on the lighting circuits.

Fitting higher rated fuses than the corresponding ratings in the central electrics box is not permitted.

The following guideline figures are intended as maximums:

Table Lighting current paths

Rear parking light 3x21 W per side

Front parking light 3x21 W per side

Side marker lights 3x21 W per side

Brake light 3x21 W per side

Turn indicators 3x21 W per side

Rear fog lights 3x21W

Reverse light 3x21W Note: "Preparation for spotlight, final cross member" for actuating additional lights can be ordered; use of MAN LED HL enables a higher additional load

Overloading the outputs results in the drivers switching off.

If lights are mounted that differ from the MAN factory equipment, the diagnostics and diagnostic thresholds may have to be adapted.

Where vehicles have been factory-fitted with LED rear lights, those lights can be replaced with rear lights (LED) specific to the body manufacturer. The rear lights must be equipped with a current pulse according to ISO 13207 for the turn indicators and brake lights. If ISO 13207 is not met for the brake light, diagnostics must be deactivated.

A conversion pack is also available for vehicles not factory-fitted with LED rear lights. In this case, before the conversion to LED rear lights the electronics structure must be modified by configuration.

The installation of LED lighting elements that are not approved by MAN is prohibited. It must be noted that MAN vehicles employ a ground cable: use of the vehicle frame as a return line is not permitted (see also Chapter III, Section 8.2.2 “Ground cable”).

Important notice Basic requirement of legislation for the design and installation of lighting and turn indicators:• ECE Regulation No. 48 (vehicles and trailers)

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Following installation of bodywork the basic beam alignment of headlamps must be newly adjusted. On vehicles with headlamp levelling this must be performed direct on the headlamps because adjustment bythe regulator does not replace basic alignment on the vehicle. Extensions or modifications to the lighting system must be carried out in consultation with the nearest MAN Service outlet because it may become necessary to reparameterise the vehicle’s electronics using MAN-cats (see also Chapter III, Section 8.1.3).

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8.7 Display and instrumentation concept

TG new

The combined instrument is incorporated into the control unit network by means of a CAN bus system. A fault is displayed in plain text directly in the central display or through a diagnostic memory entry. The combined instrument receives all the information that is displayed in the form of a CAN message. If additional functions are to be displayed (e.g. retrofit of a liftgate), this is included in the relevant special equipment or re-parametrisation is required. With the equipment version 0P2NA "Interface for data exchange with body, behind front panel and external engine intermediate speed control", it is possible to display body-specific messages in the vehicle display. A description of this can be found in the relevant interface description. It is not permissible for the body manufacturer to introduce their own functions in the central display or to tap signals on the rear of the instrumentation.


III. Chassis

8.8.4 Lateral radar sensors

The lateral radar sensors are used for the following systems:

• Turn Assist and Lane Change Support (LCS)

Fig. 121-III: Lateral radar sensors

Warning notice For correct operation of the Turn Assist and Lane Change Support (LCS) it is essential the radar sensors are not masked.

The sensor detection zone will be limited if the area scanned by the radar is partially or fully masked by any attachments.

The scanning zone of the sensors extends outwards from the outermost contour of the vehicle (excluding the mirrors) and over the entire length of the vehicle plus trailer. The height of the scanning zone lies below the upper edge of the frame. No built-on parts may project into this zone.

The following illustration shows an outline sketch of the area scanned by the radar sensor.

Fig. 122-III: Area scanned by the lateral radar sensors

T_520_000010_0001_G

400L

T_520_000011_0001_G

A


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The following instructions must be observed for a trouble-free operation of the radar sensor:

• The position of the radar sensor determined at the factory, its cover and attachment bracket must not bealtered.

• Neither the position nor the location, material or surface characteristics (using adhesives, grinding,painting, etc.) may be modified.

• The bracket, including the fastening of the radar sensor, may not be loosened or modified.• Attachment of other components or cables/hoses to the sensor bracket is not permitted.• Modifications to or interventions in the cable harness are not permitted.

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8.9 Electrical Boxes on the chassis frame

TG new

Depending on the equipment and vehicle version, different electrical boxes may be present on the vehicle.

The electrical boxes are required for different functions of the vehicle. If the vehicle is converted, it may be necessary to relocate these.

Fuse box

In the case of TGL/TGM vehicles as from D08 SCRonly engines, there is a fuse box that is always mounted to an additional bracket behind the battery box (see Fig. 117-III).

In the case of TGS/TGX vehicles as from D15/D38 engines of emission class Euro 6d, the fuse box is mounted either to an additional bracket on the front mudguard or to an additional bracket on the frame near the rear front spring-loaded bearing (see Fig. 118-III).

Fig. 117-III: Exemplary depiction of a fuse box on the TGL/TGM battery box

1) Fuse box

T_254_000011_0001_G

1) Fuse box

Fig. 118-III: Exemplary depiction of a fuse box in a TGS/TGX vehicle

T_254_000017_0001_G

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Depending on the vehicle equipment the fuse box contains the following fuses:

• Main fuse• Engine/interaction of engine components• Gearbox• Fuel filter• Flame-start system• Body interface

The figure below shows the body interface in the fuse box. The body interface must only be used if it is not yet occupied (please see chapter 8.4 Additional Consumers). Maximum tap of 50A at connection F8 must not be exceeded here. The line inputs A and D must be used.

Fig. 119-III: Fuse box

T_254_000012_0001_G

1) Connection F8 – body interface (maximum 50A)/tightening torque (Ma) M5 - 5 Nm/M8 14 Nm2) Line input A (NW 10)3) Line input D (NW 10)

The position and attachment of the fuse box should only be modified in exceptional cases. If modification is absolutely necessary, the following points must be complied with:

• The cable outlet must always point downwards (like ex plant).• Access for repair and maintenance work should be ensured (replacing a fuse)• Only the original brackets available ex plant may be used; the reverse of the box must be

supported over as large an area as possible on the bracket.• The fuse box must not be installed in a hot area. Permissible temperatures are from -40°C to

+80°C..• Relocation is only possible in the area of the available electrical connection lengths.• Extending the connecting lines not permitted

Important noteAltering the fuse rating and an additional power tap are not permitted.

III. Chassis


RIO control unit

The RIO (Rahmen Input Output – frame input output) control unit is where the functions located on the frame are bundled and the associated electrical components are connected.

In the case of TGL/TGM "NEW" vehicles, there is a RIO control unit that is always mounted below the battery box (see Fig. Example representation of RIO control unit for TGL/TGM "New" at the battery box).

In the case of TGS/TGX vehicles, there is a RIO control unit that is always mounted on the frame next to the engine on the right-hand side (see Fig. Example representation of RIO control unit for TGS/TGX "New")

The position and mounting of the RIO control unit should only be modified in exceptional cases. If modification is absolutely necessary, the following points must be complied with:

• Only the original brackets available ex works may be used; the rear of the control unit must be supported over as large an area as possible on the bracket

• The RIO control unit must not be installed in a hot area. Permissible temperatures are from -40°C to +80°C

• Relocation is only possible to the extent permitted by the available electrical connection lengths • Extending the connecting lines is not permitted

Fig.: Example representation of RIO control unit for TGL/TGM "New" at the battery box

1) RIO control unit

Fig.: Example representation of RIO control unit for TGS/TGX "New"

1) RIO control unit

1

1

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ATO box

In the ATO box there are blade-type fuses for the power supply to the electrical consumers on the frame.

In the case of TGL/TGM "NEW" vehicles, there is an ATO box that is always mounted behind the battery box on an additional bracket (see Fig. Example representation of ATO box for TGL/TGM "New" at the battery box).

In the case of TGS/TGX "New" vehicles, there is an ATO box that is always mounted on an additional bracket on the right front mudguard (see Fig. Example representation of ATO box for TGS/TGX "New").

The position and mounting of the ATO box should only be modified in exceptional cases. If modification is absolutely necessary, the following points must be complied with:

• Only the original brackets available ex works may be used; the rear of the control unit must be supported over as large an area as possible on the bracket

• Access for repair and maintenance work should be ensured (replacing a fuse) • The ATO control unit must not be installed in a hot area. Permissible temperatures are from -40°C

to +80°C • Relocation is only possible to the extent permitted by the available electrical connection lengths • Extending the connecting lines is not permitted

Fig.: Example representation of ATO box for TGL/TGM "New" at the battery box

1) ATO Box

1

III. Chassis


Fig.: Example representation of ATO box for TGS/TGX "New"

1) ATO Box 2) ATO Box (4-axle vehicle chassis)

1

2

III. Chassis


8.10 Smart Tachograph

TG new 1. A second generation of digital tachographs known as "intelligent tachographs" (or "smart tachographs") was introduced, in order to comply with the new EU Regulation No. 165/2014, the Commission Implementing Regulation EU 2016/799 Appendix IC and EN 16882:2016.

Any newly registered vehicle as of 15/06/2019 over 3.5 t in commercial use must be equipped with the new generation of digital tachograph.

The introduction of the smart tachograph comprises modifications to the following components:

• New KITAS 4.0 sensor • New KITAS seals • New tachograph: (ex works DTCO R4.0 or SE5000 R8.0) • DSRC module (Dedicated Short Range Communication) = short-range wireless interface so

authorities can read out the status of the tachograph • The stickers for statutory inspections (e.g. sections 57b and 57d in Germany).

2. The DSRC module must not be concealed. Make sure that the marked area in the Fig. Position DSRC module is not concealed

Ensure that there are no metal objects (e.g. name plates, stickers, anti-reflector foils or similar items) in front of or in the proximity of the DSRC module, as these could have an adverse effect on communication.

Fig.: Position DSRC module

Please note: A KITAS sensor that has already been taught-in can no longer be used after the replacement of a tachograph and must also be replaced.

1

Power take-offs

MAN Guide to fitting bodies Power take-offs

3.2.3.2 OMSI F.PTO dependent on the engine

The PTO type OMSI F.PTO dependent on the engine is available from MAN as individual factory-fitted special equipment on the following vehicles:

Fig. XX1: Availability criteria for engine and gearbox

The OMSI F.PTO consists of the power take-off module which is installed between the engine and gearbox, and cooling package which is mounted on the side of the vehicle frame.

The cooling package can be repositioned retrospectively. For this the following specifications must be complied with:

• Pipework runs should be kept as short as possible (consultation with MAN where necessary)• The pipework cross-section must not be reduced• Quality and type of the pipework

o The shape, size and specification of the connections must be to the company standardMAN 327

o Hoses are to be textile-reinforced (type 2TE or higher) to the company standard MAN328

o Steel pipes must be to the company standard MAN 3313• If the cooling package is mounted above the F.PTO, check valves (0.5 bar) are necessary at the

inlet to the oil cooler and outlet from it• Ensure that the prescribed clearances are maintained ahead of and behind the cooling package

TypeWheel configuration 420 PS 460 PS 500 PS 430 PS 470 PS 510 PS 540 PS 580 PS 640 PS

TraXon

with Intarder

TraXon

without Intarder M L LX XL XLX XXL 29

80

mm

32

00

mm

32

05

mm

33

00

mm

34

50

mm

35

05

mm

36

00

mm

36

55

mm

37

50

mm

38

05

mm

39

00

mm

41

05

mm

41

50

mm

42

00

mm

45

00

mm

45

50

mm

48

00

mm

51

00

mm

55

00

mm

59

00

mm

18S 6x2-2 X X X X X X X X X X X X X X X X

18S 8x2-6 X X X X X X X X X X X X X X X

92S 8x4-4 X X X X X X X X X X X X X X


26S 6x4 X X X X X X X X X X X X X X X X X

30S 6x4 X X X X X X X X X X X X X

39S 8x4 X X X X X X X X X X X X X X X X

37S 8x4 X X X X X X X X X X X X X X X X


92X 8x4-4 X X X X X X X X X X X

Engine

Vehicle D26 Euro 6c D26 EURO 6d D38 Euro 6d Gearbox Cab Wheelbase


Fig. XX2: Minimum clearances ahead of and behind the cooling package

1) Width of the cooling package2) at least half the width of the cooling package3) at least the width of the cooling package4) Direction of air flow

Operation of the OMSI F.PTO is entirely independent of the driving clutch, however impacts arising during transient operation (“pump & roll”) are fed back through the drive line to the engaged driving clutch. Therefore damage may occur at that point.

Heavy impact loads can lead to damage to the multiple-disc clutch of the OMSI F.PTO, and can even lead to irreparable damage to the PTO itself..

The OMSI F.PTO is available with four different transmission ratios. The maximum permissible output torques for the respective transmission ratios are indicative values based on a non-uniformity value of 1, i.e for operation free of impacts and vibration.

Table XX1 – Transmission ratios and output torques

Transmission ratio Max. permissible output torque Direction of rotation 1.103 3115 Nm left-handed (anti-clockwise) 1.278 2690 Nm left-handed (anti-clockwise) 1.485 2315 Nm left-handed (anti-clockwise) 1.733 1733 Nm left-handed (anti-clockwise))

1

4

2 3


Two different flange variants, each with 150 mm diameter, are available for the OMSI F.PTO. A cross-serrated variant to ISO 8667 with 4x12 mm holes and a smooth variant to ISO 7646 with 8x12 mm holes.

Fig. XX3: Flange variants (from drawing U1.38500-8002)

(Angular data for bolt connection, hole diameters and pitch circle diameters)

It is always possible to operate the OMSI F.PTO even at connection to propshaft offset angles larger than those specified in Section 1.2 “Connection to propshaft at the PTO”. It is however essential that the relevant application is approved in advance by MAN. The limiting values specified by the propshaft manufacturer must not be exceeded.

The OMSI F.PTO is fitted with an integral brake. That means that when the OMSI F.PTO is deactivated the flange does not rotate even though the engine is running.

Fig. XX4: OMSI F.PTO drive layout

1) Torsion damper 2) Main shaft 3) Flywheel for connection to the gearbox 4) Intermediate shaft 5) Output shaft with clutch 6) Output flange

1

2

3

4

5 6


Information about activating the OMSI F.PTO

• When the vehicle is delivered, the OMSI F.PTO is in “Delivery Mode” and must be released beforebeing used for the first time. Instructions for this are contained in the operator's manual.

• The OMSI F.PTO can be operated when the vehicle is stationary and also when it is moving.

• Transmission locking to ensure the vehicle remains stationary during the application is not an optionthat is currently available

• The OMSI F.PTO is ready for operation as soon as the engine is running, but only at engine speedsgreater than 800 rpm and only when the input clutch is engaged may it be subjected to load. This issignalled in the information display of the F.PTO by the message “PTO ENGAGED”.

• If other clutches or disconnection points are present in the drive line of the body, these must bedisengaged during the OMSI F.PTO engagement process.

• Because of the very high mass moments of inertia, (for instance the drives to fans), an unloadedengagement of the OMSI F.PTO may in some circumstances be permissible at speeds as low as600 rpm. The agreement of MAN and special vehicle parameterisation is necessary for this.

• When the vehicle is stationary, power transmission to the PTO is completely independent of thedriving clutch.

When the PTO is being engaged, the values shown in the diagram below should be complied with. Under some circumstances, units such as fans with a mass moment of inertia higher than 10 kgm² may be coupled to the OMSI F.PTO. The agreement of MAN and special vehicle parameterisation is necessary for this.

Important noticeMinimum speed in operation : Do not let the engine speed drop below 650 rpm when the PTO is under load. To prevent the engine stalling and the dampers suffering damage, this value should be increased for applications with a high incidence of impacts or abrupt changes in loading.


Fig. XX5: OMSI F.PTO: Engagement speed for mass moments of inertia at the output flange

Nr. Transmission ratio Max. mass moment of inertia at 800 rpm

1 1,103 10 kg m² 2 1,278 7,5 kg m² 3 1,485 5,5 kg m² 4 1,733 4 kg m²

5 Minimum limit engagement speed 6 Maximum limit engagement speed 7 Engine speed (rpm) 8 mass moment of inertia at output flange [kg m²]

1 2 3 4

6

5

7

8


The diagram below shows the permissible engagement speeds and working speeds for the Omsi F.PTO.

Fig. XX6: OMSI F.PTO: Engagement speed and working speed

1) Engangement range

2) After consultation usable engagement range

3) Work space

4) Max. tolerance for work space

Provided the specified conditions are met, the OMSI F.PTO can be engaged at speeds of 800 - 1 000 rpm. If it is necessary because of the mass moment of inertia of the unit that is being driven to perform engagement at a speed less than 800 rpm, MAN must be consulted. Working speeds of 800 - 1 800 rpm require no prior consultation..

Combination with clutch-dependent PTOs

It is possible in principle to combine the OMSI F.PTO with other clutch-dependent PTOs on the end of the gearbox. However, the NTX/10 variants cannot be fitted in the lower position on vehicles with two front axles. The NH/4 variant can be fitted in the suspended position, but the pump geometry and the resulting installation space must be checked. In each case there is the risk of collision with the 2nd front axle.

Retrospective installation

Strengthened components are installed at many places on vehicles when they are individually factory-fitted by MAN with an OMSI F.PTO. In some circumstances it is therefore not possible to retrofit a power take-off to an existing vehicle, or to do so would entail the risk of damage. Therefore, before starting such a conversion, it is essential that consultations are held with MAN.


Spacings and clearances

A clearance of at least 60 mm must be maintained above the OMSI F.PTO..

After installation there must still be free access to the oil filler opening. Access must be sufficient that the oil filler plug can still be unscrewed, removed, and reinserted. The position is shown in the drawing below.

Fig. XX7: Position of the oil filler opening

The integration of the OMSI F.PTOs renders necessary the use of a special gearbox cross member; this cross member projects over the top edge of the frame.

Fig. XX8: Position of the gearbox cross member

A gearbox cross member optimised for the installation space is available for concrete pump mixers..


Fig. XX9: Position of the gearbox cross member for concrete pump mixers

Documents

ADDITIONAL INFORMATION GUIDELINES TO FITTING BODIES · 2020. 5. 29. · MAN Guide to fitting bodies TG III. Chassis Implementation In some cases, cable extensions entail minor reworking