5.

21 NMV Function Description Deactivation (disengagement operation):

Engine speed characteristics and specifications when en-  Transmission in neutral.
gaging/disengaging  All transmission pto’s must be deactivated or
switched to no load (friction torque ≤ 50 Nm).
Applies to vehicles as of production day 2017-01-10  NMV deactivation via NA3 switch (alternatively via
body CAN/PSM).
Variant A:  The working speed control is deactivated (equation
50)
Note  Drive clutch is disengaged
During an activation or deactivation operation of  NMV output flange is no longer being driven and runs
the NMV, requesting an engine stop can result in down; at the same time the engine speed decreases
the system no longer being able to disengage the to the set idle speed
NMV automatically.
Note
During the disengagement operation the NMV out-
Activation (engagement operation): put is not accelerated by the engine.
 Transmission in neutral.
 At the same time, the NMV switches from the AKL
 Existing working speed controls must be deactivated.
position to neutral.
 NMV request via NA3 switch (alternatively via body
 Indicator lamp of the NA3 switch goes out.
CAN/PSM).
 NMV is fully deactivated (disengaged).
 Once the indicator lamp of the NA3 switch stops
flashing, the engagement operation begins.  Drive clutch is engaged.
 The engine speed is increased to the value entered in Note
the PSM in equation 030.550 "Minimum rpm limita-
tion with power take-off 3". Condition after engine stop
After an engine stop the NMV is automatically de-
activated (disengaged) and is not active after a
Note new engine start. Activation (engagement opera-
Engine speed ≥ 848 rpm. Recommended max. tion) must be repeated in order to be able to use
1000 rpm – keyword: clutch wear. the NMV again.
During an engagement operation in a still (after-)
An exception is the option for automatic activation
rotating body application (e.g. fan), the engine
(engagement operation) of the NMV in combina-
speed is accordingly synchronized to enable the
tion with an engine start. Given a corresponding
engagement operation.
parameterization in the PSM, the NMV will be au-
 Drive clutch is disengaged. tomatically re-activated (engaged) by the system
 The NMV changes from its neutral position to the after a new engine start.
AKL position.
 Drive clutch engages and the NMV output flange is
Warning
accelerated.
 Indicator lamp of the NA3 switch is continuously lit. There is a risk of accident.
 NMV is fully activated (engaged). Suitable measures taken by the body manufac-
turer shall ensure that combination with the func-
 The working speed control with the working rpm lim-
its from: equation 050.530 "Minimum rpm limitation
tion "automatic activation of the NMV after engine
with power take-off 3" and equation 050.590 "Maxi- start" stored as parameter will not lead to any
mum rpm limitation with power take-off 3"is active safety-critical conditions of the driven application.
and the engine speed is increased to the stored value The safety concept of the application driven by the
NMV shall take into account the functional charac-
Note teristics of the vehicle.
Engine speed (equation 050.530) ≥ 848 rpm
Variant B: "Maximum rpm limitation with power take-off 3"is ac-
tive and the engine speed is increased to the stored
Note value.
During an activation or deactivation operation of
Note
the NMV, requesting an engine stop can result in
the system no longer being able to disengage the Engine speed (equation 050.530) ≥ 848 rpm
NMV automatically.

Activation (engagement operation): Note

 Transmission in neutral Drive operation: Once the vehicle is set in motion
 Existing working speed controls must be deactivated. by operating the accelerator pedal when the NMV
B is engaged, the ADR is no longer active.
 All transmission pto’s must be deactivated or
switched to no load (friction torque ≤ 50 Nm). The power at the engine flywheel is reduced by
 NMV request via NA3 switch (alternatively via body the amount of power consumed by the NMV in
CAN/PSM) each case. This can lead to restrictions on driving,
maneuvering and gear changing.
 Once the indicator lamp of the NA3 switch stops
flashing, the engagement operation begins.
 The engine speed is increased to the value entered in Deactivation (disengagement operation):
the PSM in equation 030.550 "Minimum rpm limita-  Transmission in neutral.
tion with power take-off 3".  All transmission pto’s must be deactivated or
Note switched to no load (friction torque ≤ 50 Nm).
 NMV deactivation via NA3 switch (alternatively via
Engine speed ≥ 848 rpm. Recommended max. body CAN/PSM)
1000 rpm – keyword: clutch wear.
 The working speed control is deactivated (equation
During an engagement operation in a still (after-) 50)
rotating body application (e.g. fan), the engine
 Drive clutch is disengaged
speed is accordingly synchronized to enable the
engagement operation.  The engine speed decreases to the set idle speed.

 Drive clutch is disengaged. Note

 The NMV changes from its neutral position to the During the disengagement operation the NMV out-
AKL position. put is not accelerated by the engine.
 Drive clutch engages and the NMV output flange is
accelerated. The load and moment of inertia of the  At the same time, the NMV switches from the UAKL
driven application are then determined by the corre- position to neutral.
sponding vehicle systems. The engine speed is then  Indicator lamp of the NA3 switch goes out.
regulated by the vehicle systems so that the NMV at-  NMV is fully deactivated (disengaged).
tains an operating state allowing a switchover from
the AKL position to the UAKL position.  Drive clutch is engaged.

Note
Note Condition after engine stop
After an engine stop the NMV is automatically de-
The engine speed may drop during this adaptation activated (disengaged) and is not active after a
process, but at most to the set idle speed. new engine start. Activation (engagement opera-
 The NMV changes from the AKL position to the UAKL tion) must be repeated in order to be able to use
position. the NMV again.
 Indicator lamp of the NA3 switch is continuously lit.
An exception is the option for automatic activation
 NMV is fully activated (engaged). (engagement operation) of the NMV in combina-
 The working speed control with the working speed tion with an engine start. Given a corresponding
limits from: equation 050.530 "Minimum rpm limita-
tion with power take-off 3" and equation 050.590
 parameterization in the PSM, the NMV will be au-
tomatically re-activated (engaged) by the system
after a new engine start.

Warning
There is a risk of accident.
Suitable measures taken by the body manufac-
turer shall ensure that combination with the func-
tion "automatic activation of the NMV after engine
start" stored as parameter will not lead to any
safety-critical conditions of the driven application.
The safety concept of the application driven by the
NMV shall take into account the functional charac-
teristics of the vehicle..

 NMV= sandwich PTO (Getriebeunabhängiger Neben-

antrieb)
 NA3 switch = power take-off 3 switch (Nebenabtrieb
3 Schalter)
 PSM = parameterizable special module (Para-
metrierbares Sondermodul)
 ADR = working speed control (Arbeitsdrehzahlrege-
lung)
 AKL= dependence claw (Abhängigkeitsklaue)
 UAKL= independence claw (Unabhängigkeitsklaue)
 pto = power take off
EC-PTO Function Description Engagement conditions
In order to engage EC-PTO A, the engagement
(V2.0_DM_170127)
conditions stored in the TCM (Transmission Control
Valid for vehicles up to production date Module) and PSM (Parameterizable Special Module)
30.09.2017. must be met by the system.

1 Engine-connected power take- TCM engagement conditions (not parameterizable)

off (EC-PTO) 1. System parameterized and programmed
correctly
The engine-connected power take-off is used to 2. Transmission in neutral
drive auxiliary units with high output and torque 3. Engine speed greater than 500 rpm
requirements such as concrete pumps, concrete 4. Vehicle stop
mixers, mobile cranes, road sweepers and suction 5. Parking brake active
pumps. The engine-connected power take-off is
installed between the clutch housing and manual
transmission.
PSM engagement conditions (parameterizable)
There are two variants of the EC-PTO:
The PSM must meet the following engagement
1. The clutch-dependent EC-PTO variant A conditions:
(code N4Y and N4Z). Variant A is only suitable
Condition Adjustable parameter Factory
for stationary use. range setting
1. Transmission Yes/No Yes
2. The clutch-part-dependent EC-PTO variant B in neutral
(code N4W and N4X). Variant B is suitable for 2. Parking brake Yes/No Yes
stationary use and drive mode. active
3. Engine speed 501 – 4000 rpm 944 rpm
1.1 Clutch-dependent less than
EC-PTO Variant A (code N4Y/N4Z)
The TCM engagement conditions or security
EC-PTO A can only be operated when stationary. queries overrule the PSM parameters.
EC-PTO Variant A can be operated in the so-called
“full power” mode. This means that the vehicle
provides the EC-PTO with the entire engine output,
minus the power requirements of any other active
auxiliary consumers such as other PTOs.

EC-PTO, clutch-dependent,
Variant A

1 Shift hub
2 Gearshift arm
3 Shift sleeve
4 Clutch shaft
5 Clutch disk

7 Idler shaft
8 Idler gear
9 Output shaft
B507 rpm sensor EC-PTO

EC-PTO Function Description V2.0_DM_170127

Notes:
The parameter “Engine speed less than” may under The EC-PTO position and engine speed are
no circumstances be selected under 500 rpm (TCM monitored whilst the EC-PTO is engaged.
condition). It is also recommended not to select the
parameter under 944 rpm or over 1000 rpm, as Note on engine speed difference between the
otherwise problem-free engagement of EC-PTO A clutch shaft and shift sleeve:
cannot be ensured (clutch wear). The EC-PTO can only be engaged in Step 5 with a
low engine speed difference. An engine speed
There are other parameters in the PSM that overlap difference that is too high leads to high-strain
or contradict those of the TCM (e.g. “Parking brake crunching on the internal teeth of the shift sleeve.
active” or “Vehicle speed <5km/h”). If these Synchronization leads to a “tooth-on-tooth” position,
parameters are changed in the PSM, this has only a which prevents engagement. In the latter case, up to
limited effect on the engagement condition, as the three attempts are automatically made to engage
TCM overrules these parameterized values when the EC-PTO. If this does not work, the engagement
checking the engagement conditions if required. operation is interrupted and can be started again
from the beginning by actuating the NA3 switch.
The above-mentioned engagement conditions must
be met before the request signal (e.g. triggered by Please refer to the Owner’s Manual for the
actuating switch NA3) is sent by the system to procedure for manual engagement or emergency
activate the EC-PTO and the engagement operation operation.
is started.
Operating state
Engagement operation sequence The following settings in the PSM for the operation
of EC-PTO A can be parameterized:
When all of the engagement conditions are met and
the EC-PTO is requested, the engagement operation Variable Adjustable Factory
runs as follows: parameter range setting
Working speed 1) 848 to 2000 min. 848
1. The request signal is sent from the PSM [rpm] max. 2000
(NA switch flashes). Torque limitation max. 3000 3000
2. The transmission is no longer shiftable. [Nm]
Lock: Parameter on/off: on:
3. The engine speed switches to the minimum
030.190 + YES/NO YES
working speed. This is parameterized in the PSM 030.200
(equation 030, parameter 030.640 = YES
equation 050, parameter 050.500 = YES,
As soon as the EC-PTO is detected as active, the
parameter 050.560 = YES and parameter
PSM requests working speed1) control (ADR) with
050.530: This value may not be selected below the engine, which ensures that the engine is within
848 rpm. Standard setting: 848 rpm). the working speed range while EC-PTO is operated.
4. The clutch is opened. This ADR may not be deactivated, as it can
5. The gearshift arm moves the shift sleeve to the otherwise lead to problems with operating EC-PTO
right (see figure above) onto the external teeth A (PSM, equation 030, parameter 030.640 = YES;
of the clutch shaft (gear engagement noise equation 050, parameter 050.500 = YES,
parameter 050.560 = YES).
audible). The EC-PTO idler shaft is now
connected to the clutch shaft. The TCM constantly checks the parking brake and
6. The clutch closes and the EC-PTO is in turn that the vehicle is stationary while EC-PTO A is
accelerated to the working speed parameterized engaged. The TCM prevents the vehicle from driving
in the PSM. away.
7. The constantly flashing NA3 switch signals the
The lock (standard ex factory) ensures that the EC-
end of the engagement operation as soon as PTO remains engaged and that the parameterized
synchronization prevails between the engine settings are maintained. The lock parameter must
and the transmission drive shaft. remain “YES” to ensure the trouble-free operation
of the EC-PTO (PSM equation 030, Parameter
030.190 = YES and 030.200 = YES).

1) „Working speed“ refers to engine rpm and NOT to EC-PTO output shaft rpm!
EC-PTO Function Description V2.0_DM_170127
Disengagement operation sequence 1.2 Clutch-part dependent
EC-PTO A is disengaged by actuating the NA3 switch. EC-PTO Variant B (code N4W/N4X)
The disengagement operation consists of the EC-PTO B can be operated in both stationary and
following steps: drive mode.
1. The request signal is canceled by the system. In order to maintain shifting ability in drive-mode,
2. The engine speed switches to the idle speed maximum take-off-torque on EC-PTO B is limited to
direction (500 rpm) and the clutch is - 1000 Nm (for EC-PTO B, Code N4W, i=1,194)
simultaneously opened.
- 720 Nm (for EC-PTO B, Code N4X, i=1,654).
3. The shift sleeve is moved to the left by the
When the vehicle is stationary, EC-PTO B is provided
gearshift arm (see figure above) from the clutch with max. 2700 Nm depending on the engine output.
shaft gearing. Take-off-torque on the EC-PTO output shaft is
The idler shaft is therefore no longer connected dependent on the transmission ratio:
to the clutch shaft and the EC-PTO is shifted
- max. 2250 Nm (for NMV B, Code N4W, i=1,194)
into neutral.
- max. 1650 Nm (for NMV B, Code N4X, i=1,654).
4. The lamp on the NA3 switch goes out.
5. The transmission is shiftable again. Engagement conditions
Situation after an engine shutdown In order to engage EC-PTO B, the engagement
After an engine shutdown, EC-PTO A is in neutral conditions stored in the TCM (Transmission Control
when restarting the engine and is consequently not Module) and PSM (Parameterizable Special Module)
engaged. The engagement operation must be must be met by the system.
repeated in order to be able to use the EC-PTO
TCM engagement conditions (not parameterizable)
again.
One exception consists of automatically resetting 1. System parameterized and programmed
the EC-PTO with an external engine start. If the correctly
corresponding parameterization in the PSM has 2. Transmission in neutral
been performed by the after-sales service, then the 3. Engine speed greater than 500 rpm
EC-PTO is reengaged after engine shutdown with an 4. Vehicle stop
external engine start by the system and can be 5. Parking brake active
used as before the engine shutdown.

EC-PTO, clutch-part-dependent,
Variant B

1 Shift hub
2 Gearshift arm
3 Shift sleeve
4 Clutch shaft
5 Clutch disk
6 Clutch pressure plate
7 Idler shaft
8 Idler gear
9 Output shaft
10 Hollow shaft
11 Oil pump
B507 rpm sensor EC-PTO

EC-PTO Function Description V2.0_DM_170127

PSM engagement conditions (parameterizable) 7. In order to shift the EC-PTO load free, the
engine speed is raised by 400 rpm – based on
The PSM system must meet the following the current engine speed, regardless of the
engagement conditions: working speed set in the PSM, and to a
Condition Adjustable Factory maximum of 2000 rpm.
parameter setting
area 8. The gearshift arm moves the shift sleeve past
1. Transmission in Yes/No Yes the neutral position to the left (see figure above)
neutral onto the internal teeth of the hollow shaft
2. Parking brake active Yes/No Yes (“clicking sound”). The EC-PTO idler shaft is now
3. Engine speed less 501 – 944 rpm directly connected to the engine by the hollow
than 4000 rpm shaft over the clutch pressure plate and is
The TCM engagement conditions or security subsequently independent of the clutch.
queries overrule the PSM parameters. 9. The constantly flashing NA3 switch signals the
Note: end of the engagement operation.
The parameter “Engine speed less than” may under 10. The transmission is shiftable again.
no circumstances be selected under 500 rpm (TCM
condition). It is also recommended not to select the The EC-PTO position and engine speed are
parameter under 944 rpm or over 1000 rpm, as monitored while the EC-PTO is engaged.
otherwise problem-free engagement of EC-PTO B
cannot be ensured (clutch wear). Note on engine speed difference between the
clutch shaft and shift sleeve:
There are other parameters in the PSM that overlap The EC-PTO can only be engaged in Step 4 with a
with those of the TCM (e.g. “Parking brake active”, low engine speed difference. An engine speed
“Vehicle speed <5km/h”). If these parameters are difference that is too high leads to high-strain
changed in the PSM, this has only a limited effect on crunching on the internal teeth of the shift sleeve.
the engagement condition, as the TCM overrules Synchronization leads to a “tooth on tooth” position,
these parameterized values when checking the which prevents engagement. In the latter case, up to
engagement conditions if required. three attempts are automatically made to engage
the EC-PTO. If this does not work, the engagement
The above-mentioned engagement conditions must operation is interrupted and can be started again
be met before the request signal (e.g. triggered by from the beginning by actuating the NA3 switch.
actuating switch NA3) is sent by the system to
activate the EC-PTO and the engagement operation Please refer to the Owner’s Manual for the
is started. procedure for manual engagement or emergency
operation.
Engagement operation sequence
Operating state
When all of the engagement conditions are met and
In the operating state, EC-PTO B is directly
the EC-PTO is requested, the engagement operation
connected to the engine output shaft and is
runs as follows:
therefore always driven with the current engine
1. The PSM request signal is sent (NA switch speed.
flashes).
2. The engine speed switches to the minimum
working speed parameterized in the PSM
(equation 030, parameter 030.640 = YES,
equation 050, parameter 050.500 = YES,
parameter 050.560 = YES and parameter
050.530: This value may not be selected below
848 rpm. Standard setting: 848 rpm).
3. The clutch is opened.
4. The gearshift arm moves the shift sleeve to the
right (see figure above) onto the external teeth
of the clutch shaft (gear engagement noise
audible). The EC-PTO idler shaft is now
connected to the clutch shaft.
5. The clutch closes.
6. The EC-PTO is accelerated.

EC-PTO Function Description V2.0_DM_170127

The following settings in the PSM for the operation rpm (to subtract the torque at the EC-PTO) –
of the EC-PTO can be parameterized: regardless of the working speed set in the PSM.
While driving: The engine speed is not raised.
Variable Adjustable Factory setting
parameter range 5. The gearshift arm moves the shift sleeve to the
Working speed1) 848 to 2000 min. 848 right (see figure above) away from the hollow
for stationary max. 2000 shaft into the neutral position. The EC-PTO idler
operation [rpm] shaft is subsequently no longer connected to
Torque limitation max. 2700 2700 the hollow shaft. Torque is no longer
[Nm]
transmitted.
Gear restriction 1-n -
(= number of 6. The lamp on the NA3 switch goes out.
gears) 7. The transmission is shiftable again.
Road speed 0 - 125 km/h 125
limiter for Notes:
EC-PTO use in When the vehicle is stationary: Because of the direct
driving mode connection between EC-PTO B and the engine,
Lock: Parameter on/off: on: torque at the EC-PTO cannot be decreased by
030.190 + YES/NO YES opening the vehicle clutch. In order to still be able to
030.200 disengage the EC-PTO, the engine speed is briefly
raised in Step 4 of the disengagement operation in
Note: order to make the EC-PTO power train torque-free
The drawn output at the power take-off is no longer during subsequent drops in the engine speed and
available to the drive mode. Restrictions are possible then to be able to disengage the EC-PTO.
in drive mode / when maneuvering.
In drive mode: Provided the EC-PTO cannot be
When the vehicle is stationary: As soon as the EC- shifted torque-free because the load is too high, the
PTO is detected as active, the PSM requests EC-PTO remains engaged. In this instance it is
working speed1) control (ADR) from the engine, recommended to stop the vehicle and perform the
which ensures that the engine is within the working disengagement operation again with the engine
speed range while EC-PTO is operated. This ADR running and the vehicle stationary (actuation of the
may not be deactivated (PSM, equation 030, NA3 switch).
parameter 030.640 = YES;
equation 050, parameter 050.500 = YES, Please refer to the Owner’s Manual for the
parameter 050.560 = YES), as otherwise it can lead procedure for manual engagement of EC-PTO B.
to problems with operating EC-PTO B when
stationary. Situation after an engine shutdown
After an engine shutdown, EC-PTO is in neutral
The lock (standard ex factory) ensures that the when restarting the engine and is consequently not
EC-PTO remains engaged and that the engaged. The engagement operation must be
parameterized settings are maintained. The lock repeated in order to be able to use the EC-PTO
parameter must remain “YES” to ensure the again.
trouble-free operation of the EC-PTO (PSM equation
030, Parameter 030.190 = YES and 030.200 = One exception is automatically resetting the
YES). EC-PTO with an external engine start. If the
corresponding parameterization in the PSM has
In drive mode: As soon as the vehicle is set in been performed by the after-sales service, then the
motion by operating the accelerator pedal, ADR is EC-PTO is reengaged after engine shutdown with
no longer active. an external engine start by the system and can be
used as before the engine shutdown.
Disengagement operation sequence
Notes:
EC-PTO B is disengaged by actuating the NA3 EC-PTO B remains engaged if it is no longer possible
switch. The disengagement operation consists of to get the power train torque-free by raising the
the following steps: engine speed before an engine shutdown. The EC-PTO
must then be mechanically disengaged by hand
1. The request signal is canceled by the system. before restarting the engine (see Owner’s Manual).
2. The transmission is no longer shiftable. The engagement operation must then be repeated in
3. The clutch opens. order to be able to use the EC-PTO again.
4. When the vehicle is stationary: The engine
speed is raised by up to 500 rpm, based on the
current engine speed, to a maximum of 2000

1) „Working speed“ refers to engine rpm and NOT to EC-PTO output shaft rpm!
EC-PTO Function Description V2.0_DM_170127