POWER TAKE-OFFS

P U B L I S H E R
MAN Nutzfahrzeuge AG
ESC Depar tment
Engineering Services
Consultation (formerly TDB)
D a c h a u e r S t r.
D - 80995

667

Munich

E- M a il:
esc@man.eu
Fa x:
+ 4 9 (0) 8 9 15 8 0 4 2 6 4

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

2007 MAN Nutzfahrzeuge Aktiengesellschaft
Reprinting, reproduction or translation, even of excerpts, is not permitted without the written permission of MAN.
All rights, in particular under copyright, are strictly reserved by MAN.
Trucknology and MANTED are registered trademarks of MAN Nutzfahrzeuge AG
Where designations are trademarks they are, even without the or sign, acknowledged as the proprietors protected marks.

7.

Power take-offs

7.1.

Fundamentals
7.1.1 Calculating power and torque

7.2.

7.1.2 Drive shaft connection to power take-off

Regulating engine speed

7.3.

7.2.1 Regulating engine speed with Tempomat

7.2.2 Engine speed regulation via the ZDR interface
7.2.3 Starting and stopping the engine from outside the cab
7.2.4 Blocking the gearshift
Technical description of power take-offs
7.3.1

7.3.2

MAN power take-offs

7.3.1.1
V-belt pulley
7.3.1.2
Power take-off at air compressor
7.3.1.3
Camshaft drive, power take-off at the flywheel
7.3.1.4
Power take-off on transfer case
Power take-off on gearbox
7.3.2.1
Differentiation
7.3.2.2
Clutch-dependent power take-offs
7.3.2.3
Engine-dependent power take-offs
7.3.2.4
Power take-offs on gearboxes with converter lock-up clutch (WSK)
7.3.2.5
Power take-offs on ZF HP automatic transmissions
7.3.2.6
Power take-offs and Intarder
7.3.2.7
Power take-offs for ZF transmissions
7.3.2.8
Power take-offs for EATON transmissions

Power take-offs

1
3
3
3
3
4
5
5
6
6
6
7
8
11
13
13
14
16
19
20
20
20
20

7.

Power take-offs

7.1.

Fundamentals

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

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

When choosing a power take-off, the following points must be considered:

Permissible torques
Direction of rotation
Jolt factors
Operating life
Critical speed of rotation
Maximum length of drive shaft
Angle at drive shaft joints
Reduction ratio
Cooling (avoidance of trapped heat at the power take-off)
Installation and accessibility
Means of attachment (of pump)
Instructions issued by power take-off manufacturer
Instructions issued by pump manufacturer
Instructions issued by drive shaft manufacturer.

Power take-off manufacturers have issued their own publications containing detailed information on

Correct choice of power take-off

Correct operation
Avoidance of vibration or how to eliminate it.

The power take-offs maximum permitted torque can be fully utilised only if operation is entirely free from jolts and vibration.
This is seldom possible, and therefore jolt factors must be taken into consideration when choosing the power take-off.
Table 1 shows the relationship between torque and jolt factor for several typical applications.
The dimensioning of the power take-off must allow for the maximum torque that will be encountered, including the jolt factor.

Power take-offs

Table 1:

Torques and jolt factors for power take-offs

M[Nm]

Truck mixers
Fire pumps
Centrifugal pumps

High-pressure
scavenging units
Sludge extraction vehicles
High-pressure pumps
Rotary compressors

Tipping pumps
Hydraulic cable winches
Mechanical cable winches
Small refrigerating
compressors
Small hydrostatic drives

Refuse compacting trucks

Mechanical sweepers
Silo trucks
Concrete pumps
Rotary compressors
High-pressure pistontype pumps

300

2
Mmax

Jolt factor =
Mmin

Power take-offs must be protected against overheating; if necessary the manufacturer of the superstructure must install a fan.
Heat must not be trapped; inadequate heat dissipation will cause damage.
Notes on transmission oil temperature:
The transmission and transfer box oil temperature may not exceed 110C during operation. Peak temperatures of max. 130C are still
permissible for 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) 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, to ensure that excessive noise is not emitted. Please note and comply with the instructions in the Engine
modifications section of the Modifying the chassis Chapter (in the booklets relevant to the range).
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 are not to be attached directly to the power take-off. Leading drive shaft manufacturers issue documentation on the
anticipated reduction in operating life and higher axial and radial forces at the bearings. This information must be taken into account
when determining the drive rating; a reduction in transmitted power is to be expected.
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. 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.
For TG vehicles MAN workshops can parameterise the production standard interface and provide cabling for speed and torque limiters.

The following are not permitted:

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

Power take-offs

7.1.1

Calculating power and torque

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

Power requirement, torque

Direction of rotation
Operating time
Speed of rotation
Jolt factors.

The torque can be calculated using the formulae quoted in chapter 9, Calculations (in the booklets relevant to the range),
where examples are also provided.

7.1.2

Drive shaft connection to power take-off

For the drive shaft connection, the principles laid down in the Drive shafts section of the Modifying the chassis Chapter (in the
booklets relevant to the range) are to be applied. For the drive shaft joint angles, the following conditions must be complied with:

Joint angle 7, a tolerance of +1 is permitted

Absolute difference in angle of 1, between the two joint angles of a shaft; 0 should be aimed for.

The stated values apply to both single-plane and three-dimensional drive shaft systems. In the case of three-dimensional drive shaft
systems, the resultant three-dimensional joint angle must be taken into account. Exceptions to the stated values must be expressly
approved by the ESC Department at MAN (For address see Publisher above).
Drive shafts in areas in which people move, stand or work must be covered or shielded.

7.2.

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:

Lower power requirement less fuel injected

Higher power requirement more fuel injected.

Depending on the vehicles 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.
For engines with EDC (Electronic Diesel Control), the body manufacturer will modify the ZDR (Intermediate Speed Control) interface.
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

7.2.1

Regulating engine speed with Tempomat

MAN trucks and tractor units are fitted with a cruise control lever to regulate the vehicles speed. At speeds 20km/h this allows
the engine speed to be regulated even without intervention in the ZDR interface. The memory button (2nd on the left) allows a constant
speed to be set, with the + and buttons a working speed can be set that is between an upper and lower limit and this remains
constant until the off button in pressed (2nd on the right) or another switch-off condition (e.g. operating the brakes) occurs.

Power take-offs

The speed value can be permanently saved by pressing the memory button (depress the 2nd button on the left 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 (2nd on the left).
Fig. 1:

7.2.2

Layout and functions of cruise control lever ESC-162

Engine speed regulation via the ZDR 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 its operating status is recorded (e.g. parking brake, gearbox in neutral, power take-off switch setting) by way of the ZDR interface.
In order to use these options the following data are required: .

ZDR interface (for the 2000 ranges L2000, M2000 and F/E2000)
Interface for intermediate speed control at the vehicle management computer ZDR at FFR
(series standard for all vehicles in the TG ranges)
KSM - Customer-specific control module (optional) (series standard for all vehicles in the TG ranges).

A detailed description of the FFR and KSM interfaces with examples of use and current documentation on the hard and software
can be found in the TG Interfaces booklet.

Power take-offs

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 body manufacturer. Amendments can be made at a later date using the MAN-cats diagnosis system.
There is a charge for this service.

7.2.3

Starting and stopping the engine from outside the cab

Certain body-side equipment requires that the vehicles engine can be started or stopped from outside the cab.
MAN offers a preparation for engine start and stop device at the end of the frame regardless of how the intermediate engine speeds
are controlled (see above).
The following always applies when this package is fitted:

Gearbox neutral selection switch, so that the engine can be started only if neutral has been selected
Parking brake signal recognition, so that the engine can be started only if the parking brake has been applied
Start inhibit relay; if the engine is already running it cannot be started again.

Retrofitting the interface is possible but requires detailed knowledge of electrics/electronics and the MAN on-board network.
We therefore advise ordering it from the factory.
The start/stop device is connected as shown in Fig. 2 (2000 range) or as in the interface description in the TG interfaces booklet
(TG range). The connecting cable is rolled up at the end of the chassis.
If the vehicle must not be moved during power take-off operation, we additionally advise the fitting of a gear shift inhibitor
(see the next section).
Connection to the preparation for start/stop device ESC-163

50303

Fig. 2:

S202
A

S203
A
STOPP

7.2.4

43301/43300

50300

START

Blocking the gearshift

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.
By inhibiting the gear shift, the opposite effect is also achieved, namely that a gear cannot be 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.
We advise the fitting of a gear shift inhibitor if engine speed regulation and/or an engine start outside the cab are to be provided and
the vehicle cannot or must not be moved.

Power take-offs

7.3.

Technical description of power take-offs

7.3.1

MAN power take-offs

MAN manufactures the following power take-offs itself:

V-belt pulley, engine-dependent; for description see Section 7.3.1.1

Power take-off at the twin-cylinder air compressor, engine-dependent; see Section 7.3.1.2
Output from camshaft, engine-dependent; for description see Section 7.3.1.3
Power take-off on transfer case; either engine-, gearbox- or distance-dependent can be selected; for description
see Section 7.3.1.4.

7.3.1.1 V-belt pulley

It is possible to fit a V-belt pulley with an effective diameter dw = 242mm with two grooves at the front end of the crankshaft on
the D08 engine. This V-belt pulley is installed at the factory in connection with a hydraulic pump (see Table 2), on the right hand side
in the direction of travel.
In addition, a poly-V belt pulley with a diamet dw = 224,8mm is fitted to the crankshaft on vehicles fitted with air conditioning 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: Aircon and power take-off can be combined. Narrow V-belts DIN 7753 (air conditioning compressor) or international ISO
2790 are to be used as the transmission element. When calculating the power rating, proceed according to DIN 7753 Part 2
or as per information provided by the belt manufacturer.
MAN can supply ex-factory various sub-assemblies that are driven by V-belts or poly V-belts, in particular hydraulic pumps.
Hydraulic pumps fitted at the factory are mounted on the crankcase bracket. Other units may also be mounted here if the unit does not
weigh more than 11kg.

Power take-offs

7.3.1.2 Power take-off at air compressor

It is possible to attach hydraulic pumps directly to the flange at front end of the air compressor on D28 engines; see Fig. 3 and 4.
Fig. 3:

Output point at front of two-cylinder air compressor on D28 Euro 3 engine ESC-164

Fig. 4:

Examples of hydraulic pumps at front of two-cylinder air compressor on D28 Euro 3 engine ESC-165

Fig. 3

Fig. 4
51.06650.7003
Output at the
two-cylinder
air compressor

Pump for
hydraulic
power steering
(required by
MAN)

Alternator

Refrigerant
compressor
for cab air
conditioning

Tandem pump for winter

service, consisting of
51.06650-6004,
51.06650-6003

Pump for
hydraulic
power steering
(required by
MAN)

Power take-offs

For this power take-off it is essential that the engine is equipped with a two-cylinder air compressor; compared to output via V-belt it
has the following advantages:

Cab air-conditioning and power take-off on the engine for mechanical components on the body are both possible at the same time.
Direct engine-dependent drive from the air compressor; V-belt drive with rating selected by the body manufacturer is not needed.

MAN can fit various hydraulic pumps, for example those stated in Table 2, ex-factory to the front end of the air compressor. Information
on the sales programme can be obtained from the national subsidiary; drawings are available from ESC department.
(For address see Publisher above).
Table 2:

Technical data: Hydraulic pumps for mounting on two-cylinder air compressor, transmission and end of crankshaft

Engine type

Speed factor

Hydraulic pump

Volume per revolution

in cm2

Pressure during
continuous operation
in bar

D08

1,175

Hydraulic pump

19

190

16

230

Double hydraulic pump

14 + 5,5

200

16 + 8

250

D28
D20

1,15

Hydraulic pump

32

210

Double hydraulic pump

25 + 11

210

1,194

Hydropumpe

Double hydraulic pump

32

250

22,5

230

11

280

22,5 + 32

230

11 + 22,5

230

7.3.1.3 Camshaft drive, power take-off at the flywheel

The output point is located at the end of the engine but is not in fact on the camshaft. These power take-offs are permanently engaged.
Camshaft drive is available for engines with the D28 designation (i.e. for F2000, E2000, TGA).
Power take-off at the flywheel is available for engines with the D20/26 designation (TGA, TGS/TGX vehicle range) and 6 cylinder D08
engines (TGA and TGM vehicle range).
Power take-off data for camshaft drive with the D28 engine:
Flange 100 6-hole 8mm
Speed = 1,075 x engine speed

Direction of rotation as for the engine, counter-clockwise looking in the direction of travel
Engine speed 800 rpm with load on camshaft output
Maximum nominal torque 600Nm for continuous operation
Maximum peak torque 720Nm for short-term operation (defined as 1% of the full operating period).

With output in a radial direction (e.g. V-belt, chain) the following also apply:

Permitted bending moment Mbzul 250Nm

Permitted radial force FR 2.500N.

Power take-offs

Fig. 5:

Camshaft drive with the D28 engine ESC-828

Camshaft drive for D28 engine

Rear edge of crankcase.

0
39 -0,2

204.6

To the crankshaft
centreline = 329,5

0,5 (seal)
Flywheel housing
Crankcase

Crankshaft
centreline

15

95.6

Flange for transmission

(rear edge of ywheel
housing)

Power take-off data for power take-off at the flywheel with the D20 and D26 engines:
Flange 100 6-hole 8mm
Speed = 1,233 x engine speed

Direction of rotation as for the engine, counter-clockwise looking in the direction of travel
Engine speed 800 rpm with load on camshaft output
Maximum nominal torque 650Nm for continuous operation
Maximum peak torque 720Nm for short-term operation (defined as 1% of the full operating period).

With output in a radial direction (e.g. V-belt, chain) the following also apply:
Permitted bending moment Mbzul 250Nm
Permitted radial force FR 2.500N.

Fig. 6:

Power take-off at the flywheel for the D20 engine ESC-820

Power take-off at the ywheel for the D20 engine

Section A-A

Flywheel housing

60
A

Crankcase

201.2
178.2

78.7
A

+0.15
8.1 (6x)

To the centre of the

crankshaft = 336

84 0.1

Crankshaft
centreline

Flange for transmission

(rear edge of ywheel
housing)

Power take-offs

Power take-off data for power take-off at the flywheel with the 6 cylinder D08 engine:
Flange 100 6-hole 8mm
Speed = 1,195 x engine speed

Fig. 7:

Direction of rotation as for the engine, counter-clockwise looking in the direction of travel
Maximum nominal torque 350Nm for continuous operation.
Maximum peak torque 720Nm for short-term operation (defined as 1% of the full operating period).

Power take-off data for power take-off at the flywheel with the 6 cylinder D08 ESC-830

o the centre of the

crankshaft = 330

Crankshaft
centreline

57h8

0.1

84

0.15

Power take-off

8.1

276.9

(6x)

Power take-off at the ywheel for the D08 engine

87.4
Flange for
transmission
(rear edge of ywheel housing)

Flange 100 6-hole 8mm

Speed = 1,195 x engine speed

Direction of rotation as for the engine, counter-clockwise looking in the direction of travel
Maximum nominal torque 350Nm for continuous operation.

Power take-offs

10

The maximum permitted drive shaft deflection angle of 7 (see also the section Drive shaft connection to power take-off) and
the need to avoid peak loads and vibration should be particularly noted.
Resilient double-flange coupling 81.38500.6035 is available as an option. This is mandatory for equipment with a high jolt factor
Mmax / Mmin 2 (see also Table 1), and is recommended for all other bodies to avoid noise and resonance and to ensure overload
protection. The double-flange coupling is fitted between the power take-off and the equipment to be driven (equipment-side).

7.3.1.4 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. This output point is at the rear of the transfer case (see Fig. 5).
The power take-off can be engaged and disengaged independently of gear changes or the additional off-road ratio in the transfer case.
The transfer-case power take-off can also be used when the vehicle is stationary. For this, a gear must be selected and the transfer
case placed in neutral.
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 depends on which gear has been selected:

forward gear
=
counter-clockwise rotation

reverse gear
=
clockwise rotation (in both cases looking in the direction of travel).

Table 3:

Technical data for power take-off on transfer case

Transfer case

Range

Transfer case
installation drawing

Ratio
On-road

Ratio
Off-road

Permissible torqueat
power take-off [Nm]

G1000-2

L2000,
M2000L/M

81.37000.8132

1,061

1,607

8000

G1700-2
G173

F2000, E2000
/ TGA

81.37000.8118
81.37000.8170

1,007

1,652

G2500-2
G253

F2000, E2000
/ TGA

81.37000.8124
81.37000.8170

0,981

1,583

Flange
[mm]
155
4 hole
M12x1, 5x45

Power take-offs

11

Fig. 8:

Power take-off on transfer case ESC-166

Power take-off indicator switch,

normally open
(power take-off engaged =
contact closed)

Neutral indicator switch, normally

open
(contact closed in neutral)

Off-road ratio indicator

switch, normally closed
(contact opened in off-road ratio)

Druckluftanschluss IV
M12x1.5/16 tief

NA

AN
Steering pump

Power take-off
HA
VA

Speedometer
drive connection
(Renk)

Oil ller and

oil level check,
22 mm across ats
Oil drain plug, 22 mm across ats

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

Gearbox-dependent
Distance-dependent
Transfer-case dependent.

1. Gearbox-dependent operation:
If the power take-off on the transfer case is to be used with the vehicle 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.

Power take-offs

12

2. Distance-dependent operation:
Installed equipment that is 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 ratio
depends on:

The transfer case ratio

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 quoted, or alternatively
the reciprocal value, that is to say the distance covered in metres per revolution of the power take-off. In the distance-dependent mode,
the main gearbox ratio or the engine speed are not the fundamental factors governing the power take-off ratio.
3. Transfer case-dependent operation:
Transfer case-dependent operation takes place in a similar manner to distance-dependent operation. The difference lies in the fact that
either the on-road or the off-road group can be selected when the transfer case is engaged, so that two different power take-off ratios
are possible.
Please refer to Chapter 9, Calculations, in the booklets relevant to the range for an example of how to calculate the ratio of
the transfer-case power take-off.

7.3.2

Power take-off on gearbox

7.3.2.1 Differentiation
Power take-offs can be distinguished according to the following factors:

Table 4:

Operating period
Power take-offs and operating periods
Operating period
Short-period operation < 60min
Continuous operation

60min

Power flow dependencies

engine-dependent power take-off
clutch-dependent power take-off.

Power take-offs

13

Table 5:

Power take-offs relationship between operating period and power flow with relevant power take-off designation
Engine-dependent
ZF

Clutch-dependent
ZF

Short-period operation
< 60min

EATON

N../4b, c
N36/5b, c
NM AS/10b, c

Continuous operation
60min

NMV

N../1b, c
N../10b, c
NM AS/10b, c with fan or cooling set

81Z2
2266
290x (+500x)

7.3.2.2 Clutch-dependent power take-offs

By way of the main shaft (also the gearbox input shaft) one pair of gears is driven 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 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.

Fig. 9:

Example: Schematic gearbox diagram of clutch-dependent power take-off ESC-070

Engine

Clutch

Gearbox

PTO output

Engagement:
The power take-off is engaged pneumatically via a switching valve and a pneumatic cylinder, located inside the PTO housing,
that is pressurised on one side.
Operation:
It is possible to operate the power take-off with the vehicle both at a standstill and when it is in motion.
Turning the power take-off on and off must be done with the vehicle stationary.
If clutch-dependent power take-offs are operated whilst the vehicle is in motion then there may be no gearchanges.
The following safety notes must be observed:

The power take-off may only be turned on or off with the clutch disengaged.

Power take-offs

14

Disengaging must take place with the engine running at idle speed.
Only turn the power take-off on when the countershaft is stationary.
Ratcheting will occur if the power take-off is turned on with the countershaft rotating

Coast-down times are different depending upon the operating conditions and may be shortened by brief synchronisation, preferably with
1st gear. Caution: When the vehicle is at rest the pressure in the system slowly drops. This will cause the jaw clutch coupling located
above the pressure spring on the shift cylinder to disengage. As soon as the air pressure in the system increases once more
(when the engine is switched on) this will engage again automatically. When the engine is running this will cause damage to
the gearchange toothing leading to premature failure of the power take-off. For this reason therefore, if the vehicle is to be parked for
any length of time (e.g. over night) the power take-off must be turned off.
Power take-off designations:
The last letter in the power take-off designation, that is to say the letter b or c, indicates the type of output.
A distinction is made between:

Version "b"

Basic version for shaft drive. Flange in accordance with DIN ISO 7646.

Version "c"

The simplest and most commonly used type, for direct mounting of a pump. Before installing the pump, the selector sleeve or output
gear are placed on the pump drive shaft. The pump connection is in accordance with ISO 7653 or BNA NF, R17-102
(e.g. Meiller axial-piston pump).
Version c may possibly be derived from version b.
Version c can, depending on the type of power take-off, be changed into version b.
Fig. 10:

Power take-off connection variants ESC-071

If pumps are mounted directly (version c), the body building firm must ensure that the maximum permissible mass moment of
a direct-mounted pump with add-on elements (e.g. hoses) is not exceeded:

Power take-offs

15

Table 6:

Permissible mass moments at power take-off

Permissible mass moment

Fig. 11:

Power take-off transmission dependent

ZF

EATON

30 Nm

NL/ 1c, NL/ 4c, N36/ 5c, N850/ 10c

2266
290x

50 Nm

NH/ 1c, NH/ 4c, N221/ 10c, NAS/ 10c, NMAS/ 10c

81Z2

Maximum mass moment of directly mounted pump ESC-082

a [m]
FG [N]
Formula 1:

Maximum mass moment at power take-off

MG

a FG

Where:
MG
a
FG

=
=
=

Maximum mass moment with directly mounted pump from Table 6, in [Nm]
Distance of pumps centre of gravity from pump flange face, in [m]
Weight of pump including all fittings attached to it, in [N]

7.3.2.3 Engine-dependent power take-offs

Power take-offs with the type designation NMV are engine-dependent. These power take-offs are connected directly to
the engines crankshaft and thus by-pass the clutch; see Fig. 12. They are rated for continuous operation and high output.
Connection is achieved using an internal, hydraulically actuated multi-disc clutch and the output point can therefore be engaged and
disengaged under load.

Power take-offs

16

Fig 12:

ZF power take-offs NMV layout ESC-072

PTO

Engine

Gearbox

Clutch

The NMV can be operated when the vehicle is stationary and when it is in motion.
The NMV is ready for operation as soon as the engine is running.
The transmission of force to the power take-off is fully independent of the vehicles clutch.

There are two basic types: NMV130E on ZF Ecomid transmissions 16S109 (M2000L/M) and NMV221 on the ZF Ecosplit transmissions
16S. Both of these can be supplied with two different ratios:
Speed factor f
Speed factor f

=
=

0,98 nmot, with max. torque of 2,000Nm

1,55 nmot, with max. torque of 1,300Nm

Important operating note on minimum speed during operation:

An operating speed of 800 to 1,200 rpm requires a total moment of inertia (mass moment of inertia) at the power take-off of > 0.4 Kgm2.
If the body builder does not know the total moment of inertia/mass moment of inertia of the equipment he is fitting then an operating
speed of > 1,200 rpm should be selected in order to remain above the resonant speed (see Fig. 13).
Ideally operation should be within the decoupling limit range or above it in accordance with Fig. 13.

Power take-offs

17

Fig. 13:

ZF NMV power take-off Influence of total moment of inertia on the resonant speed ESC-216_3

1600

N = 0,98 x Nmot

1400

Resonant speed [ 1/min ]

1200
1000
800
600
400

Resonant speed

200

J > 0,3 kgm2, Standard application

0
0

0.2

0.4

0.6

0.8

1.0

1.2

1.4

1.6

1.8

1.6

1.8

Total moment of inertia [ kgm ]

1600

N = 1,55 x Nmot

1400

Resonant speed [ 1/min ]

1200
1000
800
600
400
Resonant speed

200

J > 0,3 kgm2, Standard application

0
0

0.2

0.4

0.6

0.8

1.0

1.2

1.4
2

Total moment of inertia [ kgm ]

Resonant speed

Decoupling limit

Power take-offs

18

Fig. 14:

ZF NMV power take-offs graph of engagement speed against mass moment of inertia at the output flange ESC-167

NMV 130E
Max. permissible breaking energy approx.
28,000Nm

NMV 221
Max. permissible breaking energy approx.
60,000Nm

Permissible engagement speed at max. 3

engagements/min

Permissible engagement speed at max. 3

engagements/min
max. 2000

1600

1600

Permissible engine speeds [ min-1 ]

1800

Permissible engine speeds [ min-1 ]

max. 1800

1400
nAb = 1,03
1200
1000
800
nAb = 1,45
600
0
2
4
6
Mass moment of inertia
at the output ange

10 max
J [kg m2]

1400
nAb = 0,98
1200
1000
800
nAb = 1,55
600
0
2
4
6
Mass moment of inertia
at the output ange

10

12

14

J [kg m2]

7.3.2.4 Power take-offs on gearboxes with converter lock-up clutch (WSK)

Power take-offs can be attached to gearboxes with a converter lock-up clutch (WSK) in the same way as to other ZF gearboxes.
The operation and effect of the NMV itself when attached to a WSK gearbox are no different from its use on a conventional gearbox.
Nevertheless, clutch-dependent power take-offs attached to WSK gearboxes differ completely in their function, operation and effect.
If a clutch-dependent power take-off is mounted on a gearbox with WSK, it is essential to take into account that a constant drive ratio
is not always maintained. In view of the operating principle of the hydrodynamic torque converter, 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 no power can be transmitted.
This effect can be avoided by installing a bridging circuit, which engages the lock-up clutch automatically when the power take-off
is engaged.
This creates a rigid mechanical link between the engine and the power take-off, at a constant drive ratio. The bridging circuit can be
installed only if a gear shift inhibiting circuit is also provided to prevent a gear being selected accidentally when the power take-off
is engaged.

Power take-offs

19

7.3.2.5 Power take-offs on ZF HP automatic transmissions

The ZF HP 500 and the ZF HP 590 or ZF HP 600 automatic transmissions with torque converter can be supplied with up to two engine
speed-dependent power take-offs. The direction of rotation depends on the installation position (at right or left of the transmission
mainshaft). 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 mainshaft.
Important: This is a reference to the installed position on the transmission, not to the direction of rotation.

7.3.2.6 Power take-offs and Intarder

The ZF Intarder is a secondary retarder (an auxiliary hydrodynamic brake) integrated into the gearbox housing.
The Intarder is available for gearboxes 12AS and 16S and does not restrict the use of power take-offs at the end of the gearbox.
Some of the power take-offs that can be installed on gearboxes with an Intarder need an adapter kit or are specially designed
power take-offs.

7.3.2.7 Power take-offs for ZF transmissions (Technical data and tables)

See PDF na_zf_tab_gb.pdf

7.3.2.8 Power take-offs for EATON transmissions (Technical data and tables)
See PDF na_eaton_tab_gb.pdf

Power take-offs

20